REPORT OF THE CHICAGO TRACTION AND SUBWAY COMMISSION 1916REPORT OF THE CHICAGO TRACTION AND SUBWAY COMMISSION TO THE HONORABLE, THE MAYOR AND CITY COUNCIL OF THE CITY OF CHICAGO ON A UNIFIED SYSTEM OF SURFACE, ELEVATED AND SUBWAY LINES CHICAGO 19 16Rand McNally & Co., Printers Chicago. D CD 05 *d'cm' tH rH 00 GO CD (M CM H (Mhh CM CO rH HHH rH (M IN rtf CO CM O O CD rH tH O CO CO 05 IN D CM rtf (M 01 02 fa H O M < 3^ P P m £ < ooo O O o qq© O * OOO ooo qqo D\tf" oT rtf 05 05 cm o co ooo ooo ooq oT qq ©<©>o' ooo ooo qqq GO'SCO GO GO D O CO CO ooo ooo qqq tClOr-T rtf 05 CO © © rtf ooo ooo °°q cTino" IN IN CM qqq d'd'd' ooo ooo ooo rtf" (M CM rH IN 05 CM O CD GO IN © D TtcC^N C00*0 (M P a p ft c3 CP bC b£ P no P c3 Ph bxD P c3 ft ns P c3 bC P rP bfi P o3 S a o £ no p 08 P o f bC P o 3 a o3 02 l>> rO c3 ft no P c3 02 no o3 O H a c3 bD #P q p c8 O bJO P p ft no P c3 bC .a -H p ft a bfl P no P c3 no P o3 P O 68STATISTICS OF MANUFACTURERS IN CHICAGO—Continued Pm tc gg 0 O <1 P5 J>Ph m g H < ^ 0 ® & <1 0 R «3 § G CQ 0 H <1 > o & CQ 0 fc H ° 5 co <3 P5 O W & «2 ° , H « « fc P3 <3 g m h § pa co w pW | £ ^ m p tf to <3 #ZJ 0 0 Eh . 8 O § s o o ooo o o o cppo^ thVToo' oo oo co cfrfof ooo ooo ooo o'co t> ©COH rH^cO © rfcoN-T (Nhh ooo ooo ©ojo xo'o'O lO^H CO GO CO^ rf CO CO OOO OOO OOO cfcfcf OOO CO t> OOO O O E- i0 O 00 COClrH* O 0^00^ c^c^co th'iqPh' ifioff co i> cq (moo rH CO CO rH lO CO CO O O rH O rH rH O O ooo rH o rH rH O O ooo 0 2 03 -Q o H t» w I—< 0 0 cc 0 0 0 HH 0 0 <3 w w « 0 H o <3 Pm 0 0 Cq Cl wrH cq coojm^ ^iooo CO 00 Tfl (N 00 t> 05 1>- 00 (OUr^ lr^ 05 co cq co co CO rtf TH hoco 05 rH CO 05 E- CO qjt^cq CO rH CO O 00 CO C0^05^0^ 10 co i> : O O co 10 CO 10 <1 f? 0 £ HJ> ©> 00 00 o 1-0 rH CO co'co'co' CO CO CO o 05 lO rp Of of CO iH 00 tH tH co"rp co" 05 05 00 oc" tf rp ^HN t-H t—4 oo" cf th" 05 cq co cfco" of CO rH 10 co co cq co'o'of 10 cq 0 % > to 0 <3 0 0 to O H Q O Q rH rH CO rH t> CO COHO (M lO (M CO Cl lO 00 rH Cl OllH CO ONO 00 lO CO 05 05 10 10) q^cq^ NHrf< ^ co cq rH 05 rH co 05 cq O CO 00 ON00 10 O CO 10 L- 05 05 O t^rt^crq 0 0 0 0 0 o p3 0 >Ph 0 o CO <3 to (MHiQ 00 00 »o Tt^C^O rH rH m cf rf co 0(M^ NOO of oT r-T rp H0 rp oo cq 05 oq th Co'co'r-T rtH rH oq oq cq CO rH tH T}H E- !>• CO cq rH cfcfocf o lO cq rH cq rH rfcoV-T 00 rH 05 10 ofoftf 10 cq co co co cq Salaries and Wages O M H : i fc tH CO lOCOO CO o o rH 05 00 rH CO CO ipoo^ oo th t> 00 10) CO cpiqco 05 CO 00 CO 10 10 co^cqi0 1>» 05 05 rH 10 Tt< 00^10 t> 001>rH cq co oo ipcq^cq^ rH t>. co 00 cq co rH^OO 00 cO b- O O tH 0 0 to to 0 0 0 3*3 r-rl WO(M rH rH 00 (M(NH m o'M0 GO rH C0 lO TH (M o' loT of NIO'# rH~CSf05~ CO 10 cf co" rf 05 CO 10" CO GO 0510 cq ^"icfco" 00 CO CO 10" 00" co" 1>CO10 HH 0 0 |g hhco CO rH rH 1-0 00 l> O CO o co cq rH 00 lO i0) oq co CO 00 o iqrHUO I> 05 10 H CO CO (qrH^lH rH rH o 05 cq iqcO^cp CO 10 00 05 cq CO CO 1> 05 05 05 t>* CO CO rH OC3N 10 05 CO 05 cq 05 E S 0 0 <3 0 . O £ PH r-T r-T tC CO CO CJ^05 CO o' r-T cT (NCOIM cqcqco rH rH •^IQH rH l> CO cq h h ofco'cT o oo co co cq oq rftfco' rH Cl 10 CO cq rH cf o' r-T 05 05 05 cq rH cfr-TcT 05 cq l> CO 10 10" of 10" TH CO CO CO cq cq to ^ o Eh zt) 0 0 0 <3 ’NNtH ON00 cqo^o^ O rH 05©(M J> CO CO 00 iH rH 10) oq 05^rH^ 05 10 l>» 00 Cq O co^cqr^ rH CO cq CO 00 CO 05 CO CO 10 CO 00 IH rH rH 0^00 co 0 00 rH 00 CO 00 ONcq CO 00 CO 1 0510 05 ; O « G5 H « 6 P0W cf cf rf h 05 rH C0(M (M oT o' o'' CO 00 iH OtJH cd'io\-T O5 001> Ctf of r-f 00 oo cfoo"cf cq 05 e- rH 0" 10 10" cq 0510 rf co" of 05 05 10 cq cq cq cfrfif ; 0005 : rH rH & 03 ^ 1 & 0 0 fc § H | Tflcoo H 1-0 1-0 h©h tH CO 10) 01 CO O 05 05 00 lO t- CO lO t-41— th 05 cq Til 10 CO l>^cqip co oo o rH rH 10 CO rqcO CO CO cq CO co CO 0 0 co rH 05 10 00 rH^CO^O coi>cq : GO co 00 : ; o"ofco" 05 to-lO CKMH co'co'cf rfrH''^' cfcf r-T cf cf H of ofiP of cfcf £ ■ 0 to Cense Year 1914 1909 1904 1914 1909 1904 1914 1909 1904 1914 1909 1904 1914 1909 1904 1914 1909 1904 1914 1909 1904 1914 1909 1904 O bO 0 o O O o £ o PQ 0 o -d 0 0 O 03 0, O Ph 0 O P-P 69< o saNVsnDHi-NQixvindOd SNomiw -NOiivmdOd 70 FIGURES ON CURVES INDICATE PER CENT INCREASE FOR FIGURES ON CURVES INDICATE PER CENT INCREASE FORCITY OF CHICAGO 71 is an index of the City’s prosperity, and has a direct bearing upon the relatively high riding habit of the community, which, at the present time, is about 334 cash fares per capita per annum. Value of Products Per Capita, 1914 Detroit..........................................$635 Chicago...........................................610 Cleveland.........................................542 St. Louis.........................................490 Philadelphia......................................473 Pittsburgh........................................437 New York..........................................430 Boston............................................388 These statistics, taken from table pages 68 and 69, were grouped and compiled by the U. S. Department of Commerce, Bureau of Census. Growth of Population Since its incorporation as a town in 1834, with a population of about 300, Chicago has grown steadily, and at times very rapidly, until, in 1916, the school census indicates a population of over 2,500,000, distributed quite unevenly over the City. Density of Population Plate 5 is of especial interest, as it shows graphically the actual distribution of Chicago’s population by density contour lines, i. e., the topography of Settlement in 1916. The densest districts are seen to be located between the north and south branches of the river and Western avenue. Within this area, the population reaches a maximum density of 160,000 persons per square mile (250 per acre) for a few city blocks. About half of the above area shows a density of 100,000 per square mile (156 per acre) or over. Only two other small sections of the City are as densely populated as the above mentioned district; one located adjacent to the Stock Yards, and the other north of the Loop district, between Wells street and Halsted street, and Chicago avenue and North avenue. These heavily populated districts, however, are not as dense as those in some other cities, notably the east side of New York City, with 410,000 persons per square mile (640 per acre) and where certain blocks reach a maximum of over 1,000 per acre. The average number of persons per square mile in Chicago is 12,787 (20 per acre) while New York (Manhattan) is 105,000 (164 per acre) or over eight times as great. A comparison of 10 of the largest American cities for the year 1910 indicates that while Chicago is second in population, it is seventh in density. The latest estimate for several cities is given also in the following table, in which the cities are arranged in order of density of population.72 SUPPLEMENT TO REPORT Population Density in American Cities City Population* Area Sq. Mi. Population Per Sq. Mi. Population Per Acre Buffalo—1910 423,715 38.75 10,950 17.1 St. Louis—1910 687,029 61.37 ILI95 17-5 Detroit—1910 465,766 40.80 11,416 18.0 Chicago—1910 2,185,283 J9I-33 11,421 18.0 Philadelphia—1910 1,549,008 130.22 11,895 18.5 Cleveland—1910 560,663 45-63 12,287 19.0 Pittsburgh—1910 533,905 41.42 12,890 20.0 Greater New York—1910 4,766,883 3I5-90 15,090 23.6 Boston—1910 670,585 41.07 16,327 25-5 Baltimore—1910 558,485 30.14 18,530 29.0 Manhattan—1910 2,331,542 21.90 106,463 166.0 Chicago—1916 2,544,249 199.00 12,787 20.0 Detroit—1915 670,786 48.67 13,780 21.5 Greater New York—1915 5,253,885 3I5-90 16,631 26.0 Manhattan—1915 2,295,761 21.90 104,830 164.0 *Source of information—For Chicago, School Census, 1916. For Manhattan, Police Census, 1915. For Greater New York, Police Census, 1915. For Detroit, Board of Commerce, 1915. For Other Cities, U. S. Census, 1910. The population for each square mile is given on Plate 6 by periods, indicating the relative growth of each mile section since 1900. The rapidly growing sections of the north and nQrthwest seem to have followed the development of rapid transit into those districts; as for instance, those along the Northwestern Elevated north of Lawrence avenue, and in Ravens- wood, some of which have increased tenfold since the 1900 census. On the south side, the Hyde Park, Woodlawn and Englewood districts have also shown a remarkable increase since 1900. On the west side, the increase in the sections along the rapid transit lines is also apparent. An important fact brought out by Plate 6 is that since 1900 the inlying district, bounded by 22d street, Halsted street, and Chicago avenue, has recorded a decrease. The center of population for Chicago in 1900 was located at Racine avenue and 18th street. Since then it has moved gradually westward, until in 1916 it is located at Ashland avenue and 16th street, about yi mile northwest from the 1900 point (see median line diagram, page 12), fully discussed on pages 11 and 13 of this Report. Outward Residential Movement The rapidity with which the population has shifted outward from the inner zones, as heretofore stated, is traceable on diagram, page 73, which shows the number of persons and density in each concentric mile zone from i860 to 1916.Population-Thousands Population per Square Mile-Thousands DENSITY OF CHICAGO POPULATION DISTRIBUTED BY MILE ZONES ACTUAL DISTRIBUTION OF CHICAGO POPULATION BY MILE ZONES 12-13 KH4 14-15 Mile Zones from State and Madison Streets 73 Residential Area-Square Miles> ra ■*- o JUn r; ^ C W'O 2 hfi'u *■ _ m a ra o m 0) O x S.000‘001 — 3QVD3Q 83d 3SV18DM 9t000‘00l-3OVD3O H3d 3SV3NDNI 74 POPULATION — MILLIONS AT BEGINNING0F DECADE POPULATION-MILLIONS AT BEGINNING OF DECADECITY OF CHICAGO 75 For the years i860, 1870, and 1880, the greatest number of persons lived between one and two miles from the center of the City, taken to be the corner of State and Madison streets; in 1890, the maximum number shifted one mile outward, where it remained until 1910, as shown on the lower half of the diagram. The 1916 school census indicates that there has been a further expansion outward of two miles, placing the maximum of 421,000 persons in the zone between four and five miles from the center. Thus, in the past six years, the maximum number of persons residing in a zone one mile wide has moved outward two miles, with a consequent in- crease in population in all zones beyond this maximum zone. The dis- tribution of population to the outlying zones in the past six years may be appreciated by observing the cross hatched area between the 1910 and 1916 curves. Likewise, the outward distribution since 1900 (the first year that all four roads of the present elevated system were in operation) is denoted by the area to the right of the 1900 curve. In obtaining the density of population in the various zones (see upper half of diagram), the net area of these zones has been used after deducting unsettled areas, such as parks, cemeteries, lakes, railroad property and large industrial tracts. Since 1890 the maximum density has varied between the one and three mile zones, these zones covering the densely populated inlying districts shown on Plate 6 containing a relatively small settled area. Despite this fact, it may be seen that since 1900 there has been a marked increase in density in the zones beyond three miles from the center, while the one mile zone reached its maximum density in 1890 and since then has shown a decrease. The outward trend of population is also emphasized by a study of the growth within the old City area of 1870 compared with that of the City today (pages 65 and 70.). The 1870 area for the decade ending 1910 shows an increase in population of only nine per cent, while the outer City had an increase of 59 per cent. Growth of Other Cities A comparative study of the growth of other large American and Euro- pean cities is presented on page 78. London’s growth clearly confirms this tendency of the inner zones of a city to reach a maximum density of settlement and then to decline, leaving the growth of the city as a whole dependent upon development in the outlying district or annexation. In the case of London, the old city, known as the “Administrative County of London,” has long since passed its maximum decennial increa.se and has now practically reached the point where the actual population decreases year by year. The City of Chicago, as bounded today, may now be compared with the previous areas included at different periods and with the then existingPOPULATION-MILLIONS 8 YEARS THE SMALL FIGURES ALONG THE CURVES INDICATE THE RATIO OF DECENNIAL INCREASE TO THE TOTAL POPULATION OF THE VARIOUS CITIES AT THE BEGINNING OF EACH DECADE. 76CITY OF CHICAGO 77 populations. The curve on page 65 showing the area of 1870 and the growth of population of this area, gives an idea of the history of growth of popula- tion in this central portion of the City. Going to the other extreme and including outlying areas on page 76 will be seen the population curves of four American cities, including their 50 mile industrial zones. These curves are plotted from data included in the Report of the Chicago Asso- ciation of Commerce (1915) on Smoke Abatement and Electrification of Railway Terminals. Of these four largest cities, New York is the only one that has shown an increasing rate of increase for the last four consecutive decades, as indi- cated by the decennial percentage figures for each curve. Chicago has grown more rapidly in the past three decades than either Boston or Phila- delphia despite the absence of large tributary cities, such as are included in their industrial zones. Chicago’s growth has been due entirely to the rapid expansion of the City itself. The population of Chicago’s principal suburbs is shown on page 70. Among these are Evanston, Oak Park, Forest Park, Cicero and Berwyn, which are now served by the elevated railroads and may be considered as part of Chicago’s electric suburban zone. Comparing these charts, the great diversity in characteristic growth of these towns is very apparent. The extraordinarily high rate of growth of New York City, including its 50 mile industrial zone, is of course accounted for by the large number of thriving manufacturing cities within this radius. The fact that Chicago has shown even higher rates of increase than the New York or the Phila- delphia district without such supporting outlying population centers is quite remarkable. The curves on page 74 showing decennial increases in population for New York, Chicago, Boston and Philadelphia, show the rate of increase varying widely at different periods for these cities, these wide differences being obviously due to the well known diversity of local condi- tions. The rate of growth, however, in many cities reaches a certain appar- ent maximum and then recedes. Chicago’s curve (page 74) shows this characteristic, but the recent school census indicates an upward turn in this curve. Estimate of Chicago’s Future Population A study of these charts and a careful analysis of the various economic conditions in the City, as disclosed by recent investigations of other boards and commissions and by studies made by the Commissioners, point to the general conclusion that it is reasonably safe to assume that Chicago’s growth will continue at a rate which will realize a population of not less than 5,000,000 persons by about the year 1950. In a number of exhaustive studies of this population question for Chicago the prediction is made, of a population ranging from 4,500,000 to 5,500,000, by 1950.POPULATION — MILLIONS COMPARATIVE GROWTH OF LARGE AMERICAN] AND EUROPEAN CITIES. SMALL FIGURES ALONG CURVES IN- DICATE PER CENT INCREASE PER DE- CADE. ESTIMATED CURVES FROM OTHER SOURCES OMITTED FROM 1910- 1913 FOR CLEARNESS. 'OB ABLE CHICAGO \GE NEW ELECTRIC Z ONE AND LONDON FIGURE ADOPTED to BY M&/C OMMISSION OARD OF ERVISING / ENG UNIFORM‘ INCREASE 'S< 'HOOL CE HSUS Cl ’ICAGO ELE CTRIC SUL K T.ONE YEARS 78CITY OF CHICAGO 79 In order to determine the area in which this estimated population could be accommodated without undue congestion, this population has been redistributed by using, in general, the present type of two and three story apartments and detached residences, and making due reservation of space for factory sites and railroad occupancy. As a result it was found that 5,000,000 persons could be housed without crowding in the present City area, plus certain municipalities contiguous to Chicago which lie within a reasonable rapid transit zone and which in all probability will be annexed by 1950. In fact, with this distribution of population the housing conditions of the City would be much better than at present, inasmuch as the assumed maximum density is only about ^ of the present maximum. This maximum has been used in only a few restricted areas, which now show relatively great density, and from these zones the density has been graded down to 5,000 persons per square mile in the outer districts of the City. This analysis of Chicago’s population brings out the fact that the low average density of 20 persons per acre for the whole City area is largely due to the wide distribution of its principal residential districts, lack of uniform building in these districts, and the large areas still undeveloped. This separation of the residential population into many districts, and the relatively low average density of the areas tributary to practicable transit routes, promises a volume of traffic sufficient to support certain high speed elevated lines at the present time, but insufficient to support correspond- ing subways with their much greater cost until development has proceeded further. Transportation Earnings The growth of population of various cities shows clearly the predomi- nating effect of local conditions, such as geographical situation, commercial relations, government, etc., and all the many other complicated underlying causes tending to accelerate or retard the population increases in these large centers. Closely related to these population increases, but affected by other causes in greater or less degree, we find the riding habit or number of rides per capita per annum varies with the size of cities, but with a general upward tendency with increases of population and increases in city area (see diagram page 80). Increased traction gross receipts depend upon either a growth in popu- lation, or an increase in rides per capita, or both. No hard and fast rule can be deduced from the experience of one city, when growing from 1,000,000 to 1,500,000 for instance, that can be applied to another city when growing between the same limits, if, as is usually the case, this increase in growth occurs at widely separated periods and under different traction andREVENUE RIDES PER CAPITA BY YEARS IN VARIOUS CITIES KEY — CHICAGO ----MANHATTAN — AND BRONX — ----DETROIT - CLEVELAND BOSTON PHILADELPHIA BROOKLYN 1“ 320 K 300 U1 260 > 220 1895 1900 0 5 10 15 1920 YEARS 80CITY OF CHICAGO 81 economic conditions. However, from a comparison of the traction receipts and population increases of Chicago during the past 25 years, with those of other large cities during the same periods, the general limits within which probable future earnings may reasonably be estimated can be seen. The estimate of population, as used in this Report, is for the purpose of forming a basis for gross earnings for the consolidated traction system in the future and an estimate of the number of passengers which this system is expected to serve. In view of the uncertainty involved in any mathe- matical method of calculation of the population of a large city 30 or 40 years in the future, the Commissioners have adopted the above estimated population and rides per capita, as later described, as the basis for their financial plan. It should be noted, in this connection, that the entire plan recommends a definite construction program for the next six to nine years only, this program providing track capacity far beyond the probable needs for these years. The equipment, however, for operating over these extended track systems has been based upon the above estimates of population increases. Beyond this first short period, the program is left entirely flexible and subject to variation of a wide range under the direction of the proposed Board of Regulation and Control. Should the City, therefore, increase in population very much more rapidly than, or very much below the Com- missioners’ estimated rate, means are provided for adjusting the entire program to suit these requirements as they develop. The following table shows the population, passenger revenue per capita, and the rides per capita per annum, for the 26 year period from 1890 to 1916 inclusive, including all surface and elevated lines for the entire City. The figures for 1917 and 1950 are those adopted by the Commissioners as the basis for their financial plan. Total Revenue Rides Per Capita, Surface, Elevated, and Subway Lines Y ear Population Annual Passenger Revenue Per Capita Annual Revenue Rides Per Capita Annual Increase in Revenue Rides Per Capita 1890 1,099,850* 8.20 164 4.8 1895 1,399,2151 9.42 188 5-4 1900 1,698,575* 10.74 215 7.6 1905 1,941,9291 12.66 253 13-4 1910 2,185,283* 15-98 320 1916 2,544,249! 1705 34i 1917 2,539,559 16.70 334 1950 5,000,000 20.00 400 2.0 *U. S. census enumeration. fInterpolated on basis of yearly uniform increase. ^School census estimate. 682 SUPPLEMENT TO REPORT In the financial plan presented in this Report, revenue rides per capita have been arbitrarily assumed to increase at two rides per annum, i. e., from 334 in 1917 to 400 in 1950. The latter figure, together with the esti- mated population of 5,000,000 for the same date, results in a passenger revenue of $100,000,000 and gross receipts of $104,500,000, which includes such additional income as other revenue from transportation, revenue from other railway operations, non-operating income and profit and loss credits. The gross receipts and increases by decades for the period are as follows: Gross Receipts — Surface, Elevated, and Subway Year, Actual Gross Receipts Increase Average Per Cent Increase Per Annum 1890 $ 9,200,000 1900 „ 18,636,324 $ 9,436,324 10.3 1910 35,629,912 16,993,588 9.1 1916 44,372,764* 8,742,852 4-i (6 years) Year, Estimate 1917 44,010,635 1920 48.979,995 13,350,083 ’3*8 1930 66,286,814 17,306,819 3 - .5 1940 84,658,809 18,371,995 2.8 1950 104,500,000 19,841,191 2.3 *Includes miscellaneous earnings estimated at $1,000,000. The conservatism of the Commissioners’ estimate, as shown by the above data, is evident from the column of average annual increases when compared with past year’s growth. Thus, for two decades of extraordinary growth, the combined surface and elevated system showed an average increase of nearly 10 per cent per year. Similarly, the entire surface and elevated system of Greater New York, which now earns approximately $100,000,000 per year (about the same as the estimate for Chicago in 1950), maintained a compound rate of increase of five per cent per year from 1906 to 1914 (Public Service Commission’s Report). The Commissioners’ esti- mate for Chicago for the last decade, 1940 to 1950, results in a rate of only 2.3 per cent per year. This conservatism, in predicting the future growth of the Chicago system, is believed to be justified on account of the comparative absence of large population centers outside of the City limits, whereas New York City’s transportation system daily serves a large suburban population, and in addition, a transient or floating population variously estimated at from 200,000 to 500,000 persons. The basic estimate of revenue for this financial plan may thus be regarded as reasonable, and it is believed that any construction program, depending for its support on gross receipts as conservative as $104,000,000 by 1950, may be expected to prove financially sound in view of the conser- vative position adopted.CHAPTER II GENERAL TRAFFIC CONDITIONS SURFACE AND ELEVATED COMPETITIVE SYSTEMS The local transportation conditions of the City of Chicago may be analyzed under two principal headings: (i) Surface Line traffic, and (2) Elevated Railroad traffic. The volume, characteristics and local peculiar- ities of the constantly varying travel throughout the different periods of the day on both of these systems are discussed at length under separate headings dealing with the past passenger statistics and the present con- ditions revealed by the traffic checks on both the existing elevated and surface line systems. Their general relations to each other, to the City, and to the unified transportation system proposed in this Report, may, however, be briefly considered here along general lines. Both the surface and elevated railway systems, in many of their con- stituent parts, show the results of location and operation on a competitive basis; that is, in both systems the individual lines were planned more with the object of reaching immediately the most profitable traffic sections, than with regard to the needs of the City as a whole. The original loca- tion of many of the constituent lines having been of this competitive nature, has resulted in parallel, conflicting, and even under the present unified operation, competitive service within their own systems. This is a con- dition commonly found in recent consolidations of the large city railway systems. In Chicago the adherence to the original routings, particularly on the surface lines, even after the systems had been consolidated, has not given as desirable traffic facilities to the public as might have been accomplished had the entire system originally been laid out as a unified non-competitive property. The principal objects kept in view in the Commissioners’ plan are the elimination of all unnecessary and conflicting operating routes, and the building of such additional inter-connections as will co-ordinate the various parts of the systems by developing more logical lines for through routing and transfer on each system, combined with extensive transfer service between them. Historically, the development of the surface lines has followed the usual steps commonly found in our large American cities. First, inde- pendent horse car lines-; later, cable railways on the heavier traffic arteries; 8384 SUPPLEMENT TO REPORT and finally, the installation of the overhead electric trolley system. During this development there took place a grouping of various lines into minor consolidations, these again being re-grouped, until finally, a general com- bination of all the surface lines of the City was effected, in the form of a single operating association, giving the public a unified surface line sys- tem. Separate fare collections in the operation of the original independent lines were thus gradually replaced by more general transfer privileges, until finally, under the 1907 and subsequent ordinances, a single five cent fare was instituted on the surface lines for the entire City with universal free transfer privileges. The only transfer restriction was that passengers must continue their journey in the same general direction. On the elevated railroads the development was very similar. Ori- ginally these lines were built by totally independent companies, the South Side Elevated Railroad commencing operation in 1892, and the Lake Street Elevated Railroad (now the Oak Park Elevated), in 1894. Both roads operated for some time with steam locomotives, one from the south side, and the other from the west side of the City, into the central business district. The Metropolitan West Side Elevated, although designed and built for steam locomotive operation, changed its plans after the successful demonstration of third rail electric service on the Intramural railway on the World’s Fair Grounds in 1893, and commenced its operation in 1895 with the first permanent third rail system in this country. The system adopted was the top bearing side third rail that was used on the Intra- mural railway, which latter was developed simultaneously with a center third rail system in Liverpool, England. It is interesting to note that from the experimental third rail system developed at the World’s Fair, followed by this initial commercial develop- ment on the Metropolitan Elevated, the whole third rail electric railway operation of this country has grown. In 1896, the Lake Street Elevated substituted the third rail electric system in place of locomotives, this action being followed by the South Side Elevated in 1898. The South Side Elevated was the pioneer in the introduction of multi- ple unit control, the original equipment having been developed and applied first to the operation of this company’s trains. To the enterprise and progressive spirit of those responsible for the management of these systems should be credited the development of the third rail and multiple unit control, the two most important early steps in the general adoption of electric traction for rapid transit systems throughout this country and in Europe. The elevated lines continued to operate into independent stub termi- nals until 1897, when the construction of the Union Loop provided for jointGENERAL TRAFFIC CONDITIONS 85 operation around a central circuit on Van Buren street, Wabash avenue, Lake street and Fifth avenue. The Northwestern Elevated, traversing the north side of the City, was added in 1900, running as far as the Lake View district (Wilson avenue). These four roads continued to operate around this Loop as a downtown terminal, with independent fare col- lections, until 1913, when a consolidation of their operation was effected and north and south through routes established, making the service of the Northwestern Elevated and South Side Elevated lines continuous through this district. At the same time, a free transfer between all elevated lines on the Union Loop was provided, and a similar free transfer instituted at the intersection of the Oak Park Elevated and Metropolitan Elevated near Paulina street and Lake street. The effect of this latter important change, both on the fare collections and on the traffic carried by the ele- vated railroads, is analyzed in detail on pages 104 to 108. Unified Surface, Elevated and Subway System The combination of all of the surface lines into a single operating system, and the similar combination of the elevated railroads, each with one fare and a free transfer, has naturally led to the problem placed before the Commissioners of how best to unify these two systems so as to provide transportation on a single unified system of surface and elevated lines, with as extensive transfer privileges as can be justified on a self-supporting basis. The process of evolution through which the local transportation systems, both surface and elevated, have passed, while interesting, bears upon the present problem only in so far as it may form a guide to a sound solution. Prior to the present proposal to consolidate the surface and elevated lines in a single system, studies and reports were made upon rapid transit subways to be operated independently, subways to be operated as part of the surface lines only, and subways to form part of the elevated system. In the light of the complete traffic information afforded by the survey made by the staff of the Commissioners, the wisdom of utilizing the exist- ing systems to their maximum capacity, as part of a jointly operated unified transportation plan, is apparent. By this means, the maximum amount of service in capacity, speed, convenience, flexibility, and adapta- bility to the needs of the travelling public, can best be obtained within the limit of the investment which the traffic can reasonably be expected to support. In considering the unification of the elevated and surface systems, the desirability of diverting as much of the long haul traffic as possible to the rapid transit lines, and the short haul to the surface lines, is obvious. On account of the great area of the City, comprising approximately 200 square miles, with an average population density of only 20 persons per acre86 SUPPLEMENT TO REPORT coupled with a predominating travel to and from a central business dis- trict, the provision of rapid transit lines to all of the various outlying dis- tricts is particularly difficult under a plan that must be self-supporting from the start. At the present time, the surface lines are hauling a con- siderable proportion of their passengers from six to eight miles, in direct competition with the elevated railroads, partly, because the passengers in question reach the particular line or leave it by free transfer from inter- secting surface lines. In some cases the transfer is used both at the beginning and end of the journey. The Broadway lines, for instance, haul 63 per cent of the passengers loading in the Loop over three miles, and 41 per cent over four miles, practically all in direct competition with the Northwestern Elevated line. Percentage of Passengers Loading in Loop and Riding Various Distances on Three Main Surface Lines Miles Broadway Madison State 0-1 8.0 24.4 15.0 1-2 13-7 22.5 12.3 2-3 15-7 14.6 16.4 3-4 21.5 12.8 21.8 4-5 17-4 11.2 10.0 5-6 I3-I 8.7 9.8 Over 6 10.6 5-8 H-7 The important question of how to attract the long haul travel to the rapid transit lines, hinges upon the supplying of convenient and direct passenger routing, together with ample opportunities for transfer at many points on this system. The speed attained by the surface cars on the wide streets in many districts of the City is such as to make the time saving on the competing local elevated trains insufficient to be attractive. It has become quite evident, therefore, that to induce passengers to take a short walk and climb stairs to or from subway or elevated platforms, express service must be provided by means of third and fourth tracks which will save a material amount of time for all distances above three or four miles. This rapid transit system must supply transfers between its own principal lines at frequent intersections to make its routes not only a direct and quick means of transportation between different parts of the City, but also to supply a great variety of such routes. While it has been found neces- sary, in order to fully serve the great area of the City, to plan for a transfer from surface to elevated lines, picking up passengers locally on surface cars, and transferring them to rapid transit lines at the nearest intersection, the Commissioners also plan by these improvements to make these rapid transit lines in themselves attractive to the long haul passengers resi- dent in the districts along their various branches. Such a system asGENERAL TRAFFIC CONDITIONS 87 indicated in this Report, with through routes north and south, and frequent intersections with east and west rapid transit lines, should have the effect of attracting to these rapid transit lines many of the long haul passengers who now utilize surface cars. In making future rapid transit plans for the City, the needs of outlying adjacent suburban territory, now served principally by the steam and electric suburban lines have been given consideration. The electric inter- urban lines running out of Chicago are few in number, mainly because of the comparatively small number of towns and cities of importance and size lying within profitable distances for this class of service. The suburban traffic carried by the steam railroads is largely confined to a few of the larger systems which draw their patronage from towns located along their main trunk lines, there being practically no steam suburban lines built exclusively for this class of business. The details of both these classes of suburban business are treated elsewhere in full. The many traffic questions which have been considered but not speci- fically discussed in detail in this Report, are not omitted from lack of ap- preciation or neglect to investigate and study them. A list of the more important matters referred to the Commissioners by the Local Transpor- tation Committee, and by various public bodies and individuals, have been placed in Chapter XIII, with a brief statement of the disposition made of each by the Commissioners.CHAPTER III CHICAGO ELEVATED RAILROADS TRAFFIC AND OPERATING STATISTICS GENERAL DESCRIPTION Before 1900, the system of elevated railroads in Chicago was composed of three competitive railroads which, in the order of their completion, were: The Chicago South Side Rapid Transit Company, The Lake Street Ele- vated Railroad, and The Metropolitan West Side Elevated Railroad, which in 1897, were first brought into common operation on the Union Loop. The Northwestern Elevated Railroad was placed in operation in 1900 and also used the Union Loop as its terminal. Under this operation on the Union Loop, all transfer was made by payment of a second fare. In November, 1913, all four of these roads were unified with through route operation between the South Side Elevated and Northwestern Elevated Railroads and with free transfers between all roads on the Union Loop and at other outlying points. The Chicago elevated railroads form the only rapid transit system in the City of Chicago and are briefly described as follows: The Northwestern Elevated extends from the Union Loop to Evan- ston and Wilmette, with a branch into Ravenswood from the main line at Belmont station. The South Side Elevated main line extends from Jackson Park west on 63d street to Prairie avenue, thence north to the Loop. The branches from the main line are as follows: From 58th street west to 63d and Loomis streets, serving the Englewood district, from which a short line branches into Normal Park as far as 69th street and Normal avenue; from Indiana station east into Kenwood; and from Indiana station west, a transfer line extends to the Union Stock Yards. The Northwestern and South Side Elevated Railroad trains are through routed between the north and south sides of the City, north bound trains operating through the Loop over Wabash avenue and Lake street, and south bound over Fifth avenue and Van Buren street. The Metropolitan Elevated main line extends from Marshfield station easterly to the Union Loop, on which the trains operate counter- clockwise. From the main line at Marshfield station, there are three branches: One extending to the southwest into Cicero; another west 88CHICAGO ELEVATED RAILROADS TRAFFIC AND OPERATING STATISTICS 89 into Forest Park, and the third, northwest into the Logan Square and Humboldt Park districts. The Chicago & Oak Park Elevated Railroad operates from Forest Park easterly to the Loop, around which it operates counter-clockwise over Fifth avenue, Van Buren street, Wabash avenue and Lake street. The intersection of the Oak Park Elevated and the northwest branch of the Metropolitan Elevated is the only transfer point between the railroads outside of the Loop. In the operation of the Union Loop, the Metropolitan Elevated and Oak Park Elevated trains use the inner track and the Northwestern Elevated and South Side Elevated trains use the outer track. In addition, in the non-rush hours, Loop local trains are operated on the outer tracks, counter-clockwise, completely around the Union Loop, transfer being made between these systems by means of overhead bridges at Randolph and Fifth, State and Van Buren, Adams and Wabash, and Clark and Lake stations. The entire elevated system has a track mileage owned, operated, and leased as follows: Track Mileage, Chicago Elevated Railroads Railroad Including all non-revenue track Revenue track only Within City Outside City Total Total Miles Road Miles Single Track Miles Road Miles Single Track Miles Road Miles Single Track Miles Single Track Metropolitan . . . 19-55 49-65 4.10 9.94 23-65 59-59 51.82 Northwestern. . 15-19 47.90 3-97 9-38 19.16 57.28 49.66 South Side 16.24 46.16 16.24 46.16 36.50 Oak Park 7-51 19.07 1.80 3-44 9-3i 22.51 20.05 Loop 2.00 4.00 2.00 4.00 4.00 Total 60.49 166.78 9.87 22.76 70.36 189.54 162.03 This system of trackage has 206 stations located at about ^ mile average spacing. Method of Operation The Metropolitan Elevated operates only local trains west of Marsh- field station, except a small number of skip-stop services, while east of Marshfield station, during the morning rush period, there are no express trains, but the Fifth avenue trains skip Laflin and Racine stations, and during the evening rush period west bound, the trains from Fifth avenue3 TIM HdlOdNVa i A3Nin6 9 A/3b/n& NVA tfl f) (D u O ui 0C j to $ a. o < 9= z« ~ * 9 O 3 p (0 < s iT^vK? CC 2 bl >- Ui < < < Hi o o NO®) < 2 ju a x 5 .£-,V- .-i S'jL/^Y/7 A-l/P < < <( aOC/VI3TpA/3, 90 Chicago Elevated Railroads PRESENT SYSTEMCHICAGO ELEVATED RAILROADS TRAFFIC AND OPERATING STATISTICS 91 make the same skips that they do east bound in the morning. In the mid- day non-rush period, east and westbound Logan Square and Garfield Park, express trains skip Laflin, Racine, and Halsted stations. On the Oak Park Elevated in the morning rush period, express trains skip all stations from Hamlin station to the Lake street transfer and from the Lake street transfer to Halsted station, using 1.6 miles of third track from Hamlin to Campbell stations. A corresponding service is given westbound in the early evening rush period, and from Oakley to Hamlin stations during the latter part of the evening rush period. On the South Side Elevated, north bound, from 6:2o a.m. to 3 :2o p.m., express trains are operated on the center track without stop from 43 d or Indiana to 12 th street stations, the east track being used for north bound locals and skip-stop expresses, and the west track for all of the south bound trains. South bound between 4 p.m. and 1 a.m., the center track is used for express trains, which make no stop between 12th and Indiana or 43d street stations, the west track for south bound locals and skip-stop express trains, and the east track for all north bound trains. The Northwestern Elevated by means of its four track line from Chicago to Wilson stations (5.6 miles) is better equipped for express ser- vice than the other roads. The two center tracks are used for express trains, while the outer tracks carry the local trains. The described operation of the elevated railroads results in train and car movements on tracks during maximum hour, as shown on the diagram, page 300. This shows the unequal use of some express and local tracks and the overloading of certain tracks, notably those of the Union Loop. TRAFFIC FOR THE SYSTEM FROM 1906 TO 1916, INCLUSIVE The elevated railroad traffic, obtained from the operating statistics of the various companies, is presented herewith in tabular form on page 92 and in graphic form on page 94. An analysis of traffic for the entire elevated system shows, that with various fluctuations, it has increased 36.9 per cent over the entire period of 10 years. Of this increase, 24.9 per cent was recorded in the four years (1906 to 1910) during which the surface lines were being extensively rehabilitated, which probably accounts for part of the increase in elevated traffic. Between the years 1910 and 1916 the traffic of the elevated rail- roads registered small increases and decreases for various years, but at the end of 1915 it was slightly lower than in 1910. However, during the past year the traffic has taken a decided turn for the better, with a marked increase of 9.7 per cent over that of 1915. The number of passengers represented by this 9.7 per cent is nearly J/3 of the total increase for the entire period (1906-1916).OPERATING STATISTICS OF CHICAGO ELEVATED RAILROADS ANNUAL PASSENGERS BY STATION GROUPS Group* j Group Year Description Number 1906 1907 1908 1909 South Side Elevated 69th St.—65th St 1 556,202 922,774 931,478 Loomis—State 2 1,088,667 3,038,838 2,935,227 2,893,003 Jackson Park—61st St 3 6,574,023 6,655,976 6,191,488 6,078,866 58th St.—43rd St 4 6,685,478 7,549,319 7,317,809 7,282,981 Armour—Wallace 5 1,016,494 1,434,510 42nd Place—Grand Blvd 6 678,010 2,456,961 2,407,173 Indiana—29th St 7 3,915,614 3,422,204 3,235,827 3,105,505 26th St.—12th St 8 2,740,323 2,695,956 2,407,536 2,268,021 Total, South Side 21,004,105 24,596,505 26,484,116 26,401,537 M ETROPOLITAN WEST SlDE ELEVATED Marshfield—Canal 9 5,298,567 5,606,155 4,977,668 4,980,902 Garfield Park—Ogden 10 4,669,097 4,820,834 4,450,243 4,291,213 Laramie—Crawford 11 2,498,493 2,740,366 2,756,943 2,917,478 Austin—Central t 12 Desplaines—Lombard 13 598,033 859,862 1,321,656 1,552,076 Douglas Park—Polk 14 5,015,144 5,578,827 5,050,556 5,120,709 Crawford—Kedzie 15 2,520,553 2,846,124 2,766,357 2,732,942 62nd Ave.—Kildare 16 116,713 300,582 683,448 Robey—Madison 17 4,843,895 5,143,688 4,543,335 4,513,036 Lawndale—Western 18 4,128,858 4,523,761 4,222,211 4,368,276 Logan Square—Western 19 3,881,204 4,375,492 4,274,629 4,462,104 Total, Metropolitan 33,453,844 36,611,822 34,664,180 35,622,184 Chicago & Oak Park Elevated Forest Park—Lombard 20 1,681,263 1,705,187 1,701,911 1,661,183 Austin—Central 21 1,446,349 1,502,064 1,503,740 1,438,669 Laramie—Crawford 22 2,240,739 2,120,721 2,283,810 2,219,808 Hamlin—Robey 23 2,863,589 2,668,696 2,379,212 2,402,023 Lake—Clinton 24 1,880,362 1,697,127 1,423,912 1,442,538 Total, Oak Park 10,112,302 9,693,795 9,292,585 9,164,221 Northwestern Elevated Kinzie—Willow—No. Water Terminal .... 25 5,116,286 5,699,882 5,473,107 5,810,446 Center—Wellington 26 4,583,063 4,690,893 4,340,531 4,047,492 Belmont—Wilson 27 8,312,596 8,118.638 7,227,453 6,845,770 Southport—Ravenswood 28 2,214*354 3,764,347 3,863,530 Robey—Kimball 29 468,419 865,364 1,043,748 Argyle—Howard 30 1,381,331 2,838,428 Calvary—Linden 31 1,058,176 1,622,052 Total, Northwestern 18,011,945 21.192,186 24,110,309 26,071,466 Union Loop Elevated State and Lake—Clark and Lake 32 4,528,572 5,066,033 5,125,742 4,946,730 La Salle—State-Dearborn and Van Buren.. 33 12,444,836 13,472,118 13,594,552 13,471,262 Congress Terminal; Congress; Adams, Mad- ison .Randolph and Wabash 34 14,742,170 16,599,131 17,409,342 17,432,922 Randolph, Madison, Quincy & 5th; 5th Ave. Terminal, Franklin; Market St. Terminal. 35 16,938,834 18,827,597 18,874,302 18,963,815 Total, Union Loop 48,654,412 53,964,879 55,003,918 54,814,729 Miscellaneous! 721,997 1,204,798 816,246 349,824 Grand Total 131,958,605 147,263,985 150,371,374 152,423,961 *NOTE: The location of station groups to which the group numbers and description refer is given on tabulations of elevated railroad check. fPassengers for group 12 are included in group 13 from 1906 to 1909 inclusive. § “Miscellaneous” includes passengers under classification of “Closed stations,” “Harlem,” “Cicero,” “Special trains” and minor adjustments. 92OPERATING STATISTICS OF CHICAGO ELEVATED RAILROADS—Continued ANNUAL PASSENGERS BY STATION GROUPS Year 1910 1911 1912 1913 1914 1915 1916 South Side Elevated 1,025,269 3,161,936 6,745,485 7,956,238 1,603,790 1,013,470 3,040,487 7,154,190 8,109,211 1,576,167 1,072,279 3,247,521 7,134,168 8,436,756 1,673,935 1,121,567 3,471,560 7,554,378 8,738,956 1,784,480 1,200,060 3,860,396 7,565,059 9,242,003 1,687,859 1,223,923 3,887,417 7,594,998 9,226,549 1,652,538 1,323,023 4,243,458 8,462,118 9,733,566 2,323,625 2,466,210 3,459,973 2,601,842 2,363,062 3,242,724 2,471,386 2,365,963 3,193,668 2,491,610 2,514,522 3,257,532 2,555,671 2,876,707 3,538,046 3,289,000 2,757,873 3,444,178 3,317,613 2,924,078 4,086,164 3,772,208 . 29,020,743 28,970,697 29,615,900 30,998,666 33,259,130 33,105,089 36,868,240 Metropolitan West Side Elevated 5,489,904 4,520,618 3,131,605 8,468 1,657,760 5,170,534 4,225,799 3,108,519 148,197 2,482,584 5,341,590 4,334,615 3,113,550 184,875 2,524,728 5,278,875 4,168,787 2,803,071 202,797 2,848,528 5,858,032 4,582,410 2,934,146 229,565 3,262,272 5,466,798 4,354,020 2,827,263 254,513 3,473,963 6,070,542 4,713,503 2,977,663 299,754 3,705,998 5,396,868 2,992,200 1,434,218 4,844,510 4,580,188 4,764,294 4,693,968 2,730,013 1,944,591 4,411,642 4,331,038 4,634,542 4,471,759 2,744,067 1,790,454 4,192,179 4,268,077 4,499,182 4,298,893 2,635,731 2,037,207 3,990,763 4,221,091 4,447,281 4,200,919 2,722,266 2,075,235 4,019,926 4,417,279 4,581,305 3,875,844 2,685,212 2,147,443 3,629,901 4,134,928 4,498,311 4,276,008 3,017,299 3,307,082 3,980,511 4,276,109 4,911,647 38,820,633 37,881,427 37,465,076 36,933,024 38,883,355 37,348,196 41,536,116 Chicago & Oak Park Elevated 1,758,974 1,537,083 2,367,667 2,756,358 1,614,336 2,626,388 1,600,579 2,203,842 2,646,355 1,554,475 2,488,270 1,585,979 2,196,509 2,575,555 1,538,871 2,523,899 1,589,199 2,186,031 2,502,298 1,487,631 2,678,036 1,697,048 2,268,377 2,567,215 1,717,447 2,697,369 1,678,556 2,255,550 2,459,492 1,654,746 2,923,403 1,756,490 2,447,500 2,642,603 1,840,735 10,034,418 10,631,639 10,385,184 10,289,058 10,928,123 10,745,713 11,610,731 Northwestern Elevated 5,935,535 3,953,384 7,293,399 4,070,289 1,269,826 5,336,823 3,765,517 7,477,237 3,937,184 1,421,776 4,836,284 3,703,231 7,468,589 3,949,759 1,569,718 4,705,457 3,357,248 7,550,893 3,735,709 1,754,097 5,502,043 3,507^981 8,609,615 3,998,913 2,282,269 5,449,053 3,419,890 8,754,841 4,005,952 2,711,322 6,021,973 3,595,001 9,765,145 4,241,062 3,464,173 3,481,562 1,853,241 3,839,213 2,176,422 4,357,096 2,400,096' 4,978,766 2,900,634 6,136,978 3,136,326 7,017,950 3,067,609 7,866,183 3,319,059 27,857,236 27,954,172 28,284,773 28,982,804 33,174,125 34,426,617 38,272,596 Union Loop Elevated 5,209,784 14,512,497 5,137,624 13,896,657 5,205,310 13,950,733 5,388,900 13,203,062 6,029,190 9,059,182 5,891,670 8,511,222 6,037,738 9,162,249 18,974,903 18,887,746 19,396,695 19,507,410 20,487,273 21,147,481 22,739,573 20,444,605 19,505,575 20,010,853 18,861,301 13,947,227 13,497,528 14,427,389 59,141,789 57,427,602 58,563,591 56,960,673 49,522,872 49,047,901 52,366,949 1,155 599 2,530 164,875,974 162,866,136 164,314,524 164,164,225 165,770,135 164,673,516 180,654,632 93SNOmilAI—SM30N3SSVd 3fl{M3A3d SNOmilAl-Sa30IM3SSVd 3DN3A3U 94 01 90_________9061 9161 _____£J___________2/______ 01 90 9061CHICAGO ELEVATED RAILROADS TRAFFIC AND OPERATING STATISTICS 95 Taking the individual railroads of the system, the South Side Elevated has increased 75.5 per cent over the entire period; 38.2 per cent increase being registered in the four year period from 1906 to 1910. The subse- quent years from 1910 to 1915 showed a small steady increase except for a slight recession in 1911. The increase in traffic of 1916 over 1915 was 11.3 per cent, the corresponding number of passengers representing about 24 per cent of the total increase since 1906. The Metropolitan Elevated has recorded an increase of 24.2 per cent over the entire period (1906-1916), of which 16.0 per cent occurred between 1906 and 1910, the latter year being the largest of this period. Since 1910 the traffic of this railroad has been practically stationary to 1916, when a rapid recovery is shown. The increase for the year 1916 over 1915 is 11.2 per cent, which places the total traffic about 2,715,000 passengers higher than in 1910. It is interesting to note that this increase for the year 1916 is equivalent to 12.5 per cent or over ^ of that for the entire period. The decrease prior to 1916 was probably due to the rehabilitation of the Surface Lines. The Oak Park Elevated has shown an increase of only 14.8 per cent for the entire period between 1906 and 1916, of which about occurred in the last year; the other half was distributed over the previous 9 years. This railroad decreased in traffic from 1906 to 1909, recovered somewhat in 1910, between 1910 and 1913 was practically stationary, and in 1914 and 1915 showed increased traffic. The Northwestern Elevated recorded an increase of 112.3 per cent over the entire period (1906-1916). Considering the years since 1909, at which time all of its branches and extensions (except from Central to Linden stations) were in operation, the increase has been 46.8 per cent, which is a larger amount than for any other of the four constituent rail- roads. A period analysis of this traffic shows between 1906 and 1910 an increase of 54.5 per cent, during which time most of the branches and extensions were opened to traffic. From 1910 to 1913 the traffic increased but slightly, while since 1913 the increase has been consistent and rapid, in this respect being in marked contrast to that of the other railroads, which have been either stationary or only slightly increasing in the years 1913, 1914 and 1915. The traffic on this railroad (main line) from Wilson sta- tion south, showed an increase of only 7.6 per cent for 1916, as compared with 1906. In other words, the great bulk of the increase in traffic of the Northwestern Elevated has been due to the extensions of the system to Ravens wood and Evanston. The traffic on the Union Loop railroad has fluctuated markedly during the entire period and is in 1916 only 7.6 per cent greater than in 1906. The Loop traffic reached its maximum in 1910, slightly decreased to 1913, registered a sharp decrease in 1914, and increased in 1916. The decrease96 SUPPLEMENT TO REPORT in the year 1914 was due almost entirely to the changed operation put into effect in 1913, whereby the payment of a transfer charge between the four railroads using the Loop was eliminated. TRAFFIC BY STATION GROUPS The table on page 92 gives the annual traffic for each system, from 1906 to 1916 inclusive, for the station groups used in the tabulation of the elevated traffic check. In general, it can be stated that the various groups correspond, on the whole, with the variations in traffic of the entire elevated system, in that, many show very little increase in traffic during the past five years and in some cases during the past 10 years (see diagrams pages 97, 99, 101). South Side Elevated Taking up the south side station groups from the Loop to the south, Group 8, 12th to 26th street stations inclusive, shows a net decrease from 1906 to 1913, and thereafter a decided increase. This increase since 1906 of 1,031,885 passengers, or 37.7 per cent, was probably assisted by the development of the automobile district on Michigan boulevard. Station Group 7, from 29th to Indiana stations inclusive, on the other hand has shown no great increase since 1911 and was, in fact, lower in 1915 than in 1906. The Kenwood branch, Group 6, began operating September, 1907, so that a full year’s traffic is not shown in that year, but since 1908 the traffic has shown little or no increase until 1913, the increase for the entire period (1908-1916) being 19 per cent. Service on the Stock Yards branch, Group 5, was inaugurated in 1908, and the traffic has shown a substantial net increase, with recession in 1914 and 1915. Group 4, from 43d to 58th stations, comprising five stations, is now the heaviest traffic section on the South Side Elevated system, contribut- ing 26.5 per cent of the annual traffic originating outside of the Loop. This group has shown an increase of 45.7 per cent for the entire period. The Jackson Park section, Group 3, is the next largest group in point of traffic, contributing 23 per cent of the annual traffic originating outside of the Loop. This group, however, has not grown as rapidly as Group 4, the increase for the entire period being 28.7 per cent. The Englewood branch, Group 2, was partially opened to traffic in 1906 and has shown a very material increase from 1907 to date of 39.6 per cent. The Normal Park section, branching from the Englewood section near Stewart avenue, was opened to traffic in 1907, and it also has shown a steady but moderate increase in traffic. Taking the traffic of these two groups extending southwest of the main line as an operating unit fromMILLIONS OF PASSENGERS ANNUAL PASSENGERS BY STATION GROUPS SOUTH SIDE ELEVATED FIGURES INDICAT E ST AT IQ N GROUP YEARS 7 9798 SUPPLEMENT TO REPORT 1907, when both branches were in operation, to the end of the period, the increase is 54.9 per cent. Summarizing the above, it is found that 29,951,532 passengers, or 81.2 per cent of the total traffic outside of the Loop, originates south of 39th street or outside the four mile zone. Northwestern Elevated Group 25, extending from Kinzie to Willow stations, including the North Water street terminal, increased 16.0 per cent between 1906 and 1910. An abrupt decrease then occurred until 1913, when an equally abrupt increase ensued sufficient to regain all traffic lost in the previous years. The record of this section seems to point quite clearly to the fact that since the establishment of the north-south elevated through routes in 1913, a prompt recovery in traffic has taken place in the two mile section north of the river, indicating either an expansion of the Loop or entirely independent development of the district itself. The next group to the north, 26, from Center to Wellington stations, shows a decrease since 1906 of 21.7 per cent. The maximum year for this group of stations was in 1907, when there were 4,690,893 passengers. The next group, 27, the seven stations from Belmont to Wilson, has shown an increase since 1906 of 17.5 per cent over the entire period. This group of stations went steadily down in traffic from 1906 to 1909, since which time there has been an increase of 42.7 per cent in seven years. This group of stations has the heaviest traffic on the Northwestern Ele- vated, being 25.5 per cent of the total originating outside of the Loop, for the entire railroad. The next group, 28, from Southport to Ravenswood stations on the Ravenswood branch, was put in operation in May, 1907, with the year 1908 as the first year of complete operation. This group shows an increase since 1908 of 12.7 per cent over the eight years. The next group, 29, covering the Ravenswood branch from Robey to Kimball stations, likewise put in operation in May, 1907, shows a marked increase year by year from 1908 to 1916, totalling 300 per cent. This in- crease is reflected in the population'growth of the territory tributary to these stations (Plate 6). The Northwestern Elevated was extended from Wilson avenue to Central avenue, Evanston, in May, 1908, and to Linden avenue in April, 1912. This section is divided into two groups: 30, from Argyle to Howard stations (city limits) and 31, from Calvary to Linden stations. The traffic in group 30, from 1909, the first full year of operation, in- creased from 2,838,428 to 7,866,183 in 1916, or 5,027,755, which is 177 per cent for the seven year period. This group of eight stations is the second100 SUPPLEMENT TO REPORT largest traffic producer on the Northwestern Elevated, being 20.6 per cent of the total originating outside of the Loop. Group 31, from Calvary to Linden stations, increased 104.5 Per cent from 1909 to the end of the period. This section is entirely included in the 10 cent fare zone. The analysis of the above station groups indicates that 74.8 per cent of the Northwestern Elevated traffic originates at stations beyond Welling- ton avenue, or outside of the four mile zone; also, that the bulk of the growth of the system as a whole has been due to extensions into new districts. This brings out forcibly the effect on traffic of the opening up of desirable residence territory to rapid transit, and is an indication of the traffic possibilities of further extensions and new development in the future. Oak Park Elevated An analysis of the Oak Park Elevated traffic by station groups, indicates that the long haul business to the five stations in Oak Park, Group 20, has shown an increase of 73.8 per cent during the period. Of this increase about % occurred in 1911 and was probably caused in great part by the abolition in January, 1911, of the free transfer between the suburban lines of the Consolidated Traction Company and the surface lines within the City of Chicago. The next station group, 21, Austin to Central stations, shows an increase of 21.4 per cent during the same period (1906-1916). The traffic from stations, Laramie to Crawford, Group 22, has increased only 9.2 per cent, while that from stations, Hamlin to Robey, although the second largest group, shows a net decrease. The section from Lake to Clinton stations, Group 24, from 1906 to 1912 showed a decided decrease, since which time it has recovered its traffic volume of 1906, probably due to industrial development. Thus it appears that while the Oak Park Elevated has had a good increase in traffic, originating in the district distant 5 to 10 miles from down town, the traffic to inlying sections has decreased to such an extent that as a net result, the total traffic increased only 14.8 per cent for the whole period. Metropolitan Elevated For the Metropolitan Elevated, the same general condition of decrease, or very slight increase, is found to hold good for most of the station groups. The section next to the Loop, Group 9, from Marshfield to Canal sta- tions, shows an increase for the total period, since 1906, of 14.6 per cent. This group is the largest traffic producer on the Metropolitan Elevated,MILLIONS OF PASSENGERS ANNUAL PASSENGERS BY STATION GROUPS CHICAGO & OAK PARK ELEVATED OORES IN DICATE STATION GROUP LARAMIE POREST PARK - LOMBA RD./ M • wiim •• mmmrntmm., • • * — , „• ■■ AUST/N CENTRAL ANNUAL PASSENGERS BY STATION GROUPS METROPOLITAN WEST SIDE ELEVATED DICATE SjTATION GfrOUP FIGURES IN MA0/SO 12 /NCLUCED /N /3 PROM ,906 TO /909 /NCLUSfVE CENTRAL AUST/N 1906 YEARS 101102 SUPPLEMENT TO REPORT contributing 14.6 per cent of the system total, and showed fair growdh in spite of the removal of several large factories from this district. The Garfield Park branch is composed of Groups 10 to 13 inclusive. Group 10, from Ogden to Garfield Park stations, shows an increase since 1906 of only one per cent, and for most of the period was below’ the 1906 figure. The largest year for this group was in 1907, when there were 4,820,834 passengers. Group 11, from Crawford to Laramie stations, has shown a slight increase since 1906, of 19.2 per cent. The largest year for this group of stations was in 1910, when the traffic was 3,131,605 passengers, since which time it has been practically stationary, or has decreased. Group 12, Central and Austin stations, and Group 13, from Desplaines to Lombard stations, can be analyzed only since 1910, because prior to that time there were no station agents on this section west of Laramie station except at the end of the line, the fares being collected on the train. For Group 12, the traffic has increased from 148,197 in 1911 to 299,754 in 1916, being 102.6 per cent, while for Group 13, the traffic has increased from 2,482,584 in 1911 to 3,705,998 in 1916, or an increase of 49.2 per cent over the five year period. The Douglas Park branch includes Groups 14, 15 and 16. Group 14, from Polk to Douglas Park stations, has shown a decrease of 14.7 per cent over the 10 year period. Group 15, from Kedzie to Crawford stations, shows a fair increase of 19.7 per cent for the total period. Group 16, from Kildare to 62d stations, has shown an increase from 300,582 in 1908, the first full year of operation, to 3,307,082 in 1916. This phenomenal increase has been due to the newly located Western Electric Company’s plant, and to the general development of this outlying residential suburban territory. Group 17, from Madison to Robey stations, forming the northwestern branch of the Metropolitan Elevated, has decreased 17.8 per cent during the entire period. The traffic of this group of stations, and that of group 14, has been adversely affected by the competition of the rehabilitated surface lines. Group 18, from Western to Lawndale stations (the Humboldt Park branch), has shown a slight increase of 3.6 per cent over the entire period. This branch is in direct competition with the surface lines, and the indica- tions are, from the surface count, that the latter, particularly the Division downtown line, carries a large number of people from Humboldt Park into the Loop. Group 19, from Western to Logan Square stations, knowm as the Logan Square branch, has shown an increase of 26.6 per cent for the entire period. From 1910 to 1915 the traffic for this group decreased slightly,< UJ U. XVVd HVO HdlOQNVU swvav NV±HOdOdj. •IS -JN3HnSNVAQ -T O "IVNIWd3X’XS SS3d0N0D H1J13MJL 103104 SUPPLEMENT TO REPORT showing competition with the rehabilitated surface lines. The 1916 traffic shows an increase of 9.2 per cent over 1915, apparently indicating that the elevated is again receiving its share of the traffic increase. It is interesting to note that the annual traffic per station is heavier than any other Metropolitan Elevated group. The analysis of the foregoing station groups, covering the entire Metro- politan Elevated, indicates that as in the case of the Northwestern, South Side and Oak Park Elevated Railroads, the traffic originating within the four mile belt has decreased by 7.6 per cent; the traffic in the territory lying between the four and six mile belts increased by 9.2 per cent, while outside of the six mile belt, the traffic has shown the remarkable increase of 44.3 per cent over the entire period. In other words, it is the long haul traffic, 53.3 per cent, originating outside of the four mile belt, built up from developing residential territory, and relocated and new factories, that has maintained the traffic growth of the Metropolitan Elevated as a whole. Loop Stations The stations on the Union Loop comprise Groups 32, 33, 34, and 35. Groups 32 and 34, which include those stations on the north and east sides respectively, show slight increases in ticket sales from 1912 to 1914, the former being the first full year before and the latter the first year after the abolition of the transfer charge on the Loop. On the other hand, Groups 33 and 35, for the stations on the south and west sides of the Loop, show heavy decreases of 35 and 30 per cent respectively. The net loss for all Loop stations between 1912 and 1914 was 9,040,719 fares, or 15.4 per cent. This net loss in traffic receipts for the combined sections was undoubt- edly caused by the abolition of the transfer charge, whereas, the relative decrease and increase in station receipts in the contrasted groups was caused by the change of operation of the various roads. Prior to November, 1913, all four railroads operated their trains around the Loop. The Northwestern Elevated and Oak Park Elevated entered on the north side at the same point, operating their trains on the outer track left-handed and passing around the Loop clockwise, while the South Side and Metropolitan Elevated trains, entering at different points on the south side of the Loop, operated counter-clockwise on the inner track, but left-handed only so far as the Loop was concerned. The rerouting effected in November, 1913, gave the outer track to the Northwestern and South Side Elevated trains, which were through routed between the systems south bound on the west and south sides, and north bound on the east and north sides, while the inner track was assigned to the Metropolitan and Oak Park Elevated trains, reversing the direction of operation of the Oak Park Elevated, but continuing the Metropolitan Elevated over its original routing.Distribution of Passengers by roads < CO Z) O X H 0 ------ 1 — z Ui I I Ul a. > _j > o H U4 Ql zfr 5 $ UNION LOOP STATIONS — RUSH PERIOD — INBOUND..7A.M.TO 9 A.M. OUTBOUND.5RM. 3’ 7 P.M. Northwestern Elevated i. INBOUND £ o < Q I- >.< if I z Lkl Ul -I 0; -ID < m <*z 2z ?g > i i << i zx 0(0 to< Q CD i 5; 0CJ & l ' JU w Xw 5$ <* h < J< tfl-1 U-J tl$ I h < (/) -l ~W7X l <5 -J< u O-J v * UJ OUTBOUND 105108 SUPPLEMENT TO REPORT From an examination of the ticket sales before rerouting, and the Commission’s traffic check in 1916, it seems evident that the relative loss in receipts on the Fifth avenue and Van Buren street sides of the Loop, and the gain on the Wabash avenue and Lake street sides was for the most part occasioned by the change in routing of the Northwestern Elevated trains. The effect of this change in operation is shown by the diagram, page 103, giving the fare collections for Loop stations in the years 1906 and 1916, on which it will be noted that the Fifth avenue and Van Buren street sides of the Loop have not yet recovered even to the figures of 1906. Con- sidering the Loop as a whole, the fare collections increased 20 per cent from 1906 to 1912, the year before the change in operation noted above. Since 1912, however, a decrease of 10.6 per cent has occurred, reducing the total rate of increase from 1906 to 1916 to 7.6 per cent. If, however, the through and transfer riders shown by the Commission’s check were considered as paying a second fare and added to the total for the Loop for purposes of comparison, there would be shown for 1916 an increase of 50 per cent over the 1906 total. This increase probably would not have been so great under the old system and may be credited to the stimulating effect upon traffic of through routing and free transfer. The diagram on page 105 and the table on page 124 give daily passen- gers on each of the Loop stations inbound and outbound for -the entire 24 hours and for the morning rush period inbound and the evening rush period outbound. For through routed trains these exhibits show that the traffic inbound to a station in the morning bears little relation to the traffic outbound from the same station in the afternoon. This is due to the present operation of the Loop before mentioned, whereby it is practically necessary for passengers to alight in the morning on one side and board at night on the other side of the Loop. For example, the traffic from the Northwestern Elevated to Adams and Wabash station in the morning rush is 627 passen- gers, while the return traffic from the same station to the Northwestern Elevated in the evening rush is 6,911 passengers. The reverse condition exists at Randolph and Fifth avenue station. Thus this one way operation on the Loop, in the case of the Northwestern and South Side Elevated results in a preponderance of unloading in the morning and loading in the evening on the sides of the Loop nearest the point of entrance for the trains. As a consequence, there are large numbers of persons who walk across the Loop in opposite directions and in the rush hours this pedestrian movement adds materially to the sidewalk congestion. These disadvantages of one way operation of these through routes on each side of the Loop can be remedied by establishing two way through routes on both sides of the Loop, as recommended by the Commissioners.CHICAGO ELEVATED RAILROADS TRAFFIC AND OPERATING STATISTICS 107 For looped trains of the Metropolitan Elevated and Oak Park Elevated, the exhibits show that a similar condition does not exist. Although heavy unloading occurs near the point of entrance of trains, the return movement seems, in each case, to be taken care of largely by the stub terminals operated by the two railroads. Similar stub terminals on the north side of the Loop for north side trains, and on the south side for south side trains, would fill a like need for the Northwestern and South Side Elevated traffic. The following table summarizes the traffic over a io year period by significant divisions: Annual Originating Elevated Railroad Traffic by Zones Measured from State and Madison Streets for the Years 1906 and 1916. Zone Railroad North- western South Side Metro- politan Oak Park Union Loop Totals for all Railroads Total Passengers 1906 (Loop only). Total Passengers 1916 (Loop only). Difference......................... Per cent increase or decrease...... 48,654,412 52,366,949 3,712,537 7.6 48,654,412 52,366,949 3,712,537 7.6 Total Passengers 0-2 Mile Zone 1906 Total Passengers 0-2 Mile Zone 1916 Difference....................... Per cent increase or decrease .... 3,277,301 4,425,501 1,148,200 35-1 2,182,186 3,086,966 904,780 4i-5 4,682,672 5,133,141 450,469 9.6 1,204,874 1,500,954 296,080 24.6 h,347,033 14,146,562 2,799,529 24.7 Total Passengers 2-3 Mile Zone 1906 Total Passefigers 2-3 Mile Zone 1916 Difference...................... Per cent increase or decrease .... 3,357d53 2,619,552 □ 737,601 22.0 1,863,423 1,854,479 8,944 4.8 8,757,914 7,475d45 1,282,769 14.6 L595,943 986,175 609,768 38.2 15,574,433 12,935,351 2,639,082 16.9 Total Passengers 3-4 Mile Zone 1906 Total Passengers 3-4 Mile Zone 1916 Difference....................... Per cent increase or decrease .... 3,064,895 2,571,921 492,974 16.1 1,974,887 1,975,263 376 7,509,204 6,720,304 788,900 10.5 1,313,363 1,206,719 106,644 13,862,349 12,474,207 1,388,142 10.0 Total Passengers 4-5 Mile Zone 1906 Total Passengers 4-5 Mile Zone 1916 Difference....................... Per cent increase or decrease .... 3,730,904 4,967,037 1,236,133 133* * * §1 4,116,767 10,556,911 6,440,144 *1564 7,583,544 9,205,796 1,622,252 21.4 1,009,160 1,166,214 I57A54 15-5 16,440,375 25,895,958 9,455,583 57-5 Total Passengers 5-6 Mile Zone 1906 Total Passengers 5-6 Mile Zone 1916 Difference........................ Per cent increase or decrease .... 4,581,692 8,503,255 3,921,563 t85-7 2,404,074 3,839,799 1,435,725 59-6 3,943,139 5,694,958 1,751,819 §44-4 1,103,240 LHL547 38,307 3-5 12,032,145 I9U79,559 7U47,4H 59-4 Total Passengers beyond 6 Miles 1906 Total Passengers beyond 6 Miles 1916 Difference..................... Per cent increase or decrease . . 15,185,330 L5,i85,330 8,462,768 15,554,822 7,092,054 83-7 977,371 7,306,772 6,329,401 §647.6 4,605,548 5,609,122 1,003,574 21.7 T A r\A C * Kenwood branch first operated in 1907; Stock Yards branch in 1908. f Ravenswood branch first operated in 1907. t No Northwestern Elevated track beyond six miles in operation prior to 1907. § No Metropolitan Elevated (Douglas Park branch) track beyond five miles in operation prior to 1907. □ Italics denote decrease.108 SUPPLEMENT TO REPORT Summary of Traffic Analysis (i) That the most rapid growth is shown by those groups of stations in outlying residential sections of the City. This is shown by the increase in annual traffic from 1906 to 1916 outside of the four mile belt, due in part to extensions into new territory, which has been as follows: Increase in Annual Traffic Originating Outside of Four Mile Zone 1906-1916 Railrdad Originating Traffic Increase Per cent Increase 1906 1916 South Side. 14,983,609 29,95T532 14,967,923 99-9 Northwestern 8,312,596 28,655,622 20,343,026 244-5 Metropolitan 12,504,054 22,187,526 9,683,472 77-4 Oak Park 5.998,122 7,916,886 1,918,764 3i-9 Total 41,798,381 88,711,566 46,913,185 112.2 (2) That the traffic outside of the four mile zone, in 1916, shows that this residential territory contributes from 53 to 81 per cent of the originating traffic on each line, exclusive of the Loop, and from 38 to 58 per cent, includ- ing the Loop, as shown by the following figures: Traffic Originating Outside of Four Mile Zone in 1916 i Railroad Total Traffic on Each Railroad Total Traffic Outside Four Mile Zone Ratio of Traffic Outside Four Mile Zone To Including Loop Excluding Loop Total Includ- ing Loop Per cent Total Exclud- ing Loop Per cent South Side Northwestern Metropolitan Oak Park 51,468,145 54,076,941 57,523,746 16,695,562 36,868,240 38,272,596 41,536,116 11,610,731 29,95L532 28,655,622 22,187,526 7,916,886 58.x 53-0 38.6 47-4 81.3 74.8 53-3 68.2 Total *179,764,394 128,287,683 88,711,566 49-3 69 . I *This total does not include Loop to Loop traffic amounting to 890,238 passengers. (3) That in 1916, for each railroad, the ratio fo the traffic originating in the Loop to the total traffic was between 28 and 30 per cent. This means that over 60 per cent of the total traffic of the elevated railroads is carried to and from the Loop district. The business to and from the area termedCHICAGO ELEVATED RAILROADS TRAFFIC AND OPERATING STATISTICS 109 in this Report the central business district, is approximately 75 per cent of the total elevated railroad traffic. (4) That the groups of stations contributing the greatest annual traffic to each road in 1916, are as follows: Station Group Outside of Loop of Largest Originating Traffic on Each Railroad—1916 Distances from State and Madison streets to limits of group measured radially in miles Volume of Traffic Originating in Group Including Loop Traffic Exclusive of Loop Traffic Railroad Limiting Stations and Cor- responding Group Numbers Length of Section Miles Total Passengers Max- imum Group Per cent of Total Total Passengers Max- imum Group Per cent of T 0 tal South Side 43rd to 58th (Group 4) Belmont to Wilson (Group 27) 4-5—6.5 2.0 9.733-566 51,468,145 18.9 36,868,240 26.4 Northwestern. . . 42—5.9 i-7 9.765,145 54,076,941 18.0 38,272,596 25-5 Metropolitan.... Canal to Marsh- field (Group 9) 0.7—2.1 i-4 6,070,542 57,523,746 10.5 41,536,116 14.6 ! Oak Park Forest Park to Lombard (Group 20) 7 ■ 7—9 • 0 i-3 2.923,403 16,695,562 17-5 11,610,731 25.2 (5) That the growth of the Northwestern Elevated, between 1906 and 1916, has been maintained to a great extent by extensions into new territory. (6) That the combined cash fares of all the elevated railroads in- creased rapidly (24.9 per cent) in the years 1906 to 1910, inclusive. That they remained practically constant from 1910 to 1915, in fact suffering a slight loss. That they increased rapidly in 1916, an amount equal to 9.7 per cent of the 1915 traffic. That the total increase for the 10-year period (1906 to 1916) was moderate, amounting to 36.9 per cent, or an average yearly rate of 3.69 per cent. (7) Detail study of the individual sections of the different railroads shows that while the system as a whole increased its business at a rapid rate up to 1910, this increase was almost entirely due to new extensions. The losses in the inner zones offset the gains in the outlying portions of the system, until the year 1913. At this latter, date the elevated lines abolished the transfer charge, and through routed north and south trains, which brought about an increase in through traffic to the sections adjacent to the Loop. The direct loss of revenue from the abolition of transfers was overbalanced by the increase from through traffic, which, together with the continued growth of the outlying sections, resulted in a slight upward movement between 1913 and 1915. These various factors, under the stimulus of the renewed prosperity of the year 1916, resulted in a total increase for the system, in the past year, of 9.7 per cent. CHICAGO ELEVATED RAILROAC ENTIRE SYSTEM. Hourly Passengers from Register Read for 24 Hours, April 26 and 27, 191 >s, ling 6. is, 95000 90000 85000 80000 75000 70000 65000 60000 (/) 0C55000 Ul 2150000 LJ w45000 (0 < Q.40000 35000 30000 25000 20000 15000 10000 5000, 0 1 A\ rER/ GE 24 I- 0UF S 22 342 l—I |—i 2 1 2 3 4 5 1 A. 1 M. 8 9 10 1 1 12 1 2 3 4 5 ( P. 7 8 9 10 11 12 M. 110CHICAGO ELEVATED RAILROADS TRAFFIC AND OPERATING STATISTICS 111 (8) That while the most rapid growth has been on the outlying branches, the great, volume of traffic and of through riding originating on the inlying sections warrant extensive improvements in service in these districts to maintain their growth as tributary rapid transit territory. (9) That while the Loop stations have shown only a slight increase in fare collections from 1906-1916, the traffic check shows that there has been a material increase in passengers riding to and through the Loop. (10) That the Loop district and adjacent stations should be con- sidered together as the destination of the great majority of the present elevated traffic. The growth of the adjacent territory should be encour- aged by additional facilities in order to spread the increasing traffic to these districts and prevent further Loop congestion. (11) That extensions should be made in certain sections where there is very heavy loading at the end of the lines, and express tracks furnished to handle rapidly the traffic from the outlying heavy sections to the delivery districts. HOURLY PASSENGERS FROM REGISTER READINGS The passengers boarding the system for each hour of the day have been determined from the register readings of all stations; which have been added together for each hour and platted in the form of a passenger load curve. These curves on pages no, 112 and 114, show as described above, the passengers for each hour of the day on each of the four railroads of the elevated system, and for the four railroads combined, namely, the system total. These curves show the average hourly passengers for the entire 24 hours and the maximum passengers in any hour, a relation which determines the use made of equipment, and is a direct measure of possible economy of operation. This ratio of the passengers carried for an hourly average of 24 hours to the number carried in the maximum hour, by analogy with the well known electric power load curves, may be termed “ traffic factor/’ It is quite obvious that the higher the average in respect to the maximum, namely, the higher the traffic factor, the greater the use that is made of the total equipment of the system. The operating expenses are thereby less and the net earnings are consequently greater, so that the service can be improved. It has been the effort of those in charge of electric power business to increase the load factor in every way possible. The same opportunity has not existed, as a rule, for the management of electric railways, although it is usually possible by rendering attractive mid-day service to increase this traffic and consequently raise the passenger factor. In the case of the Chicago elevated railroads there is, under the pro- posed transfer from surface to elevated lines, an excellent opportunity to better the passenger load conditions of the entire system. This will comeCHICAGO ELEVATED RAILROADS. Z3UUU 20000 SOUTH SlUt fc.L_fc.VM 1 tU. HOURLY PASSENGERS FROM REGISTER READINGS, 24 HOURS, APRIL 26-27, 191 6. U) OC Lii 1500Q O z LI (/) uo iofloo IUUUU a. A /ER iGE 6 24 1! 313 0UI ,S 5000 o | n °1 30000 25000 U) £ 20000 O z III 0) J B'^D B'J JIB'S jvn T«Bpj?7!5p BIX Bjrfr»B •IKp H BTitfhjJD in'K S>rs ho cd © ©.ft .C4‘> C to © © © >» oj to i> &5 o fj CO O o © til CO o ►* -****£! CO fc— So I £«.s O ® m 5 2 . .ft .P L > . O © © tt’"’ ^ i §gs «n O' Jg PO £®o «, o 40©“l c °cq 0 .2 o ggte Brno °*o 8 fitg^ 8 3 ® rt © ^ .2 £■« 3 © «£« ° A o bO ® „ 8S8 S- 2 v* °-al «w © ® ° ft © •s^ O © g©« ^.ft ti s .a . >»*» 2 ft © g fill O ft _ o 43 a§ ftp ^*13 © g*”* jH O'© -*j T3 ^2. m to to * *•33 £ 2.2 P 2 sflf © ft »o o © p. if P o p ,Ej p R © o > ft o 2 >» 5 *3 bo bo p t_ © ft to m 3 ® Pt *o P «w © O A © P »© O •gl o5 t* to JDS 0 tJ 1 § a ^ gS O 3 w2 (0 o 5 OQ © §3 |o 5|g 6«l P aj It |ij UI ac 5 < l- v2 > O “ I- IS E 3 2 b. jil ^ O >Dh ZOUJ > o CO lit ~ bl <0 Q>< 5 o cc si? H JO Q <0 UI £»j b i o 111 H O 5 Q w 0 ui. x a-3S >oP JH.P* Sit “ii ffiZ- < 5 Q ty-z 5 S J < cc Q D>5 U|YZ9 •zazsndo &ZZ& fMOIO|99nO» V / / e^diSzapi 0^ fwppo raQ^sndo A A pa lAOio^unpno^ Xadzoi^a o^tne^ p^BpzAepo 0^o«2l FACE OF PUNCH CARD 0 0 0 0 1111 2 2 2 2 g 3 3 3 3 a 4444 5 5 5 5 6 6 6 6 7 7 7 7 6 8 8 8 9 9 9 9 4 2 3 4 ELEVATED JfclF 0 0 1 1 l#2 3 3 4 4 5 5 6« 7 7 8 8 9 9 7 8 1 1 2 2 3 3 4 4 5 5 6 6 7 7 B« 0 ®0]0 0 0 1 1 1j$T 1 • 2 2|2#2 3 3^3 3 3 4 4 4|4 4 4 5 5 5|5 5 5 6 6 616 6 6 7 7 7 j 7 7 ®j 7 7 8 8 8;8 8 8 8 8 9 9 9 9 9-9 9 9 9 9 9 10 11 12 18 14 10 16 17 18 #0: 1 1 2 2 3 3 4 4 5« 6 6 0 0 0 1 1 1 2 22 3 3 3 4 4 4 5 5 5 6 6 6 7 7 7 6 8 8 9 9 9 19 20 21 0 0 0 1 1 1 2 2 2 3 3 3 4 4 4 5 5 5 6 6 6 7 7 7 8 8 8 4 4 5 5 6 6 7 7 8 8 9 9 9 9i9 9 9 9 9 22 23 24 26 26 27 28 29 SO SURFACE Day 0 0 1 1 #2 3 3 4m 5 5 6 6 7 7 8 8 $0 1 1 2 2 3# Dine No. *•0 1 1 1 2 2 2 3 3 3 4 4 4 5 5 5 6 6 6 7 7® 8 8 8 9 9 9 81 62 88 #0 0 riT 2 2 2 33® 4 4 4 5 5 5 6 6 6 7 7 7 8 8 8 9 9 ? 34 85 30 torXc.^“f >< OQ 0 Oti -...HO 1 1 >5 3> 2 2 op *40 “'1*00 4®coS CT . _ ODH 5 5 Sg 6- 60S- .... 7 7i 8 8^3 9 9 2 .40 4142 43 44 45 4 n H 0 1 2 3 ii 0 1 2 3 STATIONS On ; Off 0 0 *0 1 Sjl 1 #2:2 2 3 3i3 3 4 4 4 4;4 4 5 5 5 5|5 5 6 6 6 6:6 6 7 7 7 7-7 7 8 6 8 8 \e 8 9 9 9 9’9 © 118CHICAGO ELEVATED RAILROADS TRAFFIC AND OPERATING STATISTICS 119 continuous 24-hour day was sufficient. The latter part of April was con- sidered a fair average season of the year in which no unusual traffic condi- tions would be encountered. It was also decided to cover the entire system simultaneously. The information desired was the station origin and destination of each passenger and the hour of the day at which the trip was made. From this information can be derived all essential facts, such as transfer between lines, through riding, and transfer across the Loop. The importance of making this traffic check is evident from the fact that no reasonable or logical conclusion could be reached as regards the rerouting of trains, location of new lines, provisions for transfer, station loading facilities, through lines to by-pass traffic outside the Loop, and many other similar matters, without having the fundamental information which this check would give. The magnitude of the labor involved in making this check may be appreciated from the fact that the elevated system consists of 162 miles of single track, having 206 stations, and carrying 535,000 passengers daily. These passengers might make trips from any station to any other station, involving, therefore, over 40,000 possible combinations for each hour of the 24, making over 1,000,000 total combinations to be observed, recorded, and tabulated. An identification slip (see reproduction on page 118) was issued by a Commission observer to each passenger as he entered an elevated station at the beginning of his journey, which he carried through his trip, returning it as he left the station -at the end of his journey. Each slip had printed on its face the list of stations, with the name of the particular station at which the ticket was issued marked to identify the boarding point, while the destination station was known by the place of collection. No marking of the slips in the field was necessary. As tickets were collected, they were placed in envelopes separately marked by hours, thus recording the traffic for each hour of the twenty- four. Thus, the slips collected at any station and automatically separated as to destination and hour of the day, needed to be sorted only for the 206 possible stations of origin. The sorting and counting of the slips for this fact was done by machines, using a card (similar to that used by the U. S. Census Bureau, see reproduction page 118) punched for each identification slip, to show the hour of the day, station origin, and station destination. These cards were then machine sorted and counted by Powers accounting machines, and the data recorded on station sheets, showing the total passengers to each station from every other station, for each hour. A final cross tabulation for the complete 24-hour period was made, showing the total passengers from each of the 206 stations to every other station. Through the courtesy of the Comptroller of the City of Chicago, the120 SUPPLEMENT TO REPORT Commissioners obtained the use of the City’s sorting and counting machines, in the City Hall, by which all of this work was done. Success in the check was contingent upon the hearty co-operation of the riding public, as it was necessary that the passenger assist by receiving the identification slip, carrying it through his journey and delivering it to the collector at his destination. Various methods of publicity were used to instruct the public in what was expected of them. Sometime previous to the check interviews were given the representatives of the daily newspapers, and copy describing the method of the check, in considerable detail and untechnical language, was furnished them. The same material was also furnished the Association of Foreign Newspapers and by them printed in 26 different foreign languages, A few days previous to the check placards were posted in the elevated stations announcing the date of the check and requesting the passengers to co-operate, and the Chairman of the Committee on Local Transportation wrote a personal letter, which was published in all papers, urging the assist- ance of the travelling public. The public assisted in the most admirable way and no difficulty was experienced in any part of the City. The completeness of this co-operation is evidenced by the fact that of the 536,000 people using the elevated sys- tem during the check, over 93.2 per cent surrendered slips at the end of the journey. This percentage is based on the actual slips received in shape for use and does not include any that were mutilated, falsely marked, or otherwise in doubt, and therefore represents a net usable result. The figures listed in the table below will give an idea of the magnitude of the work of making the elevated check: Number of stations........................................ 206 Number of passengers...................................536,196 Number of slips issued and collected...................499,826 Per cent of registered passengers observed . . . 93-2 Number of line chiefs during check...................* 8 Number of squad-masters during check................. 50 Number of observers during check..................... 1,077 Total employees in field............................. 1,135 Number of punch operators.................................. 10 Number of sorting machines.................................. 3 Time of punching and sorting.........................30 days (Including a considerable amount of overtime work.)CHICAGO ELEVATED RAILROADS TRAFFIC AND OPERATING STATISTICS 121 Method of Tabulation The results of this elevated check are presented in detail by a cross tabulation, showing the number of passengers from each of the 206 stations to each and all of the remaining 205 stations. This table, in the envelope at the back of the book, should be read as follows: (1) In the vertical column headed ‘‘Station Name,” at the left of the tabulation, are the 206 elevated stations, grouped according to the divisions of the elevated railroad and designating the stations at which passengers boarded the trains. (2) The names at the top of the sheet designate the stations at which passengers alighted, and are grouped also by the various divisions of the elevated railroad for easy reference. To find the number of passengers riding from any station to any other station, the station of origin, or boarding, is selected in the vertical column at the left of the sheet, and its line followed horizontally across the sheet to the right until it intersects the vertical column headed by the name of the station of destination. The figure at this intersection is the one desired. For example: It is desired to know the number of passengers riding from Logan Square station on the Metropolitan Elevated to Madison and Fifth avenue station on the Union Loop. Logan Square station is found at about % distance from the top of the sheet at the left, and following its horizontal line across the sheet until it intersects with the vertical column headed “Madison & 5th avenue,” it is found that 189 people daily board at Logan Square station and alight at Madison and Fifth avenue station. (3) The figures in the vertical column at the right of the sheet headed, “Total Passengers Observed, ” give the total number of observed passengers boarding at the station designated at the ends of the same horizontal line. (4) The figures in the next vertical column to the right headed, “Per Cent of Total Observed, ” give the ratio which the total observed passengers boarding at any one station bear to the total observed passengers boarding at all 206 elevated stations. (5) The figures in the next vertical column at the right headed, ‘ ‘ Total Passengers by Fare Registers,” give the total number of passengers regis- tered by the station agent. (6) The column at the right headed, “Per Cent Observed of Regis- tered,” gives the ratio of the total observed to the total registered, which is a measure of the efficiency of the check. (7) The vertical column at the extreme right of the sheet repeats the station names for easy reference. (8) The figures in the horizontal line at the bottom of the sheet designated, “Total Passengers Observed, ” give the total number of observed passengers alighting at each station.122 SUPPLEMENT TO REPORT (9) The figure in the horizontal line designated, “Per Cent of Grand Total Observed, ” gives the ratio which the observed alighting at any single station bears to the observed alighting at all stations. (10) The figures in the vertical column at the left of the sheet headed, “Distance between stations—miles,” gives the distance in miles and frac- tions of miles between adjacent elevated stations. The table just described has been condensed into a form better adapted to quick analysis, by grouping the stations into 35 groups (see Plate 21). These groups are compiled in the same manner as the station table. The group numbers are for ease of reference only, and the geographical limits of each are shown on the key map in the lower right hand corner. At the bottom of the latter sheet a still further condensation has been made by consolidating the stations into five lines; viz., Northwestern, South Side, Oak Park, Metropolitan and Loop. Traffic by Railroads As before stated, the check of the elevated traffic gave accurate results on 499,826 passengers, or 93.2 per cent of a total registration of 536,196 for the day. These passengers originated on the five railroads all day and in the rush period as follows: All Day and Rush Period Passengers by Railroads Railroad 24 hour Passengers Per cent of 24 hour RushPeriod 5 p. M., to 7 p. m. Pass- engers Per cent of Rush Period Rush Period Per cent of 24 hour South Side Metropolitan Oak Park Northwestern .... Loop 98,445 114)943 33,500 104,964 147,974 19.69 23.00 6.69 21.01 29.61 14,532 19,402 5,505 I5d74 76,794 11.06 14.76 4.19 ii-55 58.44 14.76 16.88 16.44 i 14.46 ; 51-90 Total 499,826 100.00 131,407 100.00 26.29 and were destined as follows: South Side Metropolitan Oak Park Northwestern Loop 93,884 108,536 32,429 97,738 167,239 18.78 21.72 6.48 19-55 33-47 32,276 44,261 11,745 37,046 6,079 24.56 33-68 8-94 28.19 4-63 34-38 40.78 36.22 37-90 3-65 Total 499,826 100.00 131,407 100.00 26.29 As regards passenger origin, the numerical order of the constituent railroads is the same for the 24-hour as for the evening rush period, i. e., Loop, Metropolitan, Northwestern, South Side, and Oak Park Elevated, in the order of magnitude named. When destination is considered the, same numerical order holds for the 24-hour traffic, but during the eveningCHICAGO ELEVATED RAILROADS TRAFFIC AND OPERATING STATISTICS 123 rush hour, the Loop delivery drops from 33.46 per cent of the system total for all day to only 4.63 per cent of the system total for the evening rush period. Delivery to the other railroads in the evening rush, is in the same order of magnitude, i. e., Metropolitan, Northwestern, South Side, and Oak Park Elevated. Average Haul One of the important facts derived from this traffic check was the average haul of the system and of its component lines. Attention is called to the fact that this is the only precise method for deriving the average haul of such a system. Table of Average Haul Chicago Elevated Railroads as Determined by Check of April 26-27, 1916 Total by origin Average Haul 6.77 5-55 6.06 6.95 6.67 6.48 Taking the elevated traffic as a whole, it is found that the true average haul is 6.48 miles. On the elevated railway systems in New York the estimated average haul is 4.16 miles, and on the subway in New York, 5.57 miles. In Chicago from 43 per cent to 49 per cent of the traffic on the indi- vidual lines, such as the South Side, Metropolitan, Northwestern, and Oak Park Elevated, is destined for the Union Loop during 24 hours. Line Traffic The several roads delivered to themselves, as distinctly line business, the following: Railroad Passengers Per cent of R. R. Traffic South Side 27,713 28.15 Per cent of S.'S. Traffic Metropolitan 48,621 42.30 “ “ “ Met. “ Oak Park 10,052 30.02 “ “ “ 0. P. “ Northwestern 34.588 32.95 “ “ “ N. W. “ Loop 2,505 1.69 “ “ “ Loop “ Total 123,479 24.70 “ “ vSystem TotalOTAL ish 24 Hrs. CO hH GO CD O Cl t-h CO CD CO 03^001^0 tO CO t-h rH Cl 03 Cl t-h GO tO^O rH^CD O 03C0 03 03 1>- 00 03 CD CM CO t^cqr^cq^ 203 Cl CD rH 03~ Cl' tG cT to dVreSVTco COT CO t-T Co" t-h t—I t-H tO~ rH Cl O to Cl Cl tO tH GO tH GO ^00^03^0^00 O rH T-h 03 03 tOrHl>rHI> O0^cD^O3^t^Cq OOhoin CO 03 CD rH CO t^O^rH^OO C<^ 203 GO Cl 2 CD~ cT cT tcT 03^ rH*'CO tcT CO' 03^ to' CO' t-T t-T r-T l> Ph* m u w w ^ P3 <3 i j 02 NOOOCO Cl O 03 Cl CO CO^O^OO rH CO CD i—i O O t-h 03 03 CD CD^03 to I> Cl CO T-H 00 1> CD CD Cl 03^ 03 O 136 00 T—1 CO C3~ 03^ r-T rH 03^ T-T rH < Cl tH to CD to to Cl t-H t^H l> CD Cl to CO 03 03 GO GO rH O H rH Cl rH CD rH (03 03 to 03 rH 00 00 CD t-h CD rH t'- H 03 136 rH CO O S rH t-H tG Ph m !H O O rH 00 ■rH Cl 03 Cl to 03 rH^03q^cq t'- Cl CO 03 rH CDCDCltOJ>- 03^00 cqoo to rH rH t-h 03 Cl CD Cl CO Cl T—l t-h t-H to H Cl Eh rh' tcTc^ t-T 0- 03 DOJhNH H CO Cl CD O Cl O rH rH CO HHCD^H o' i>t cd~ t-t r-T 00 to to to 04 Cl Cl i>» Cl 1>* Cl lO CO CO Cl (MiOCDO^ i—l CO 1>- 03 GO tO CO 00 rH 03 o" 00 rH" CD CO CD CO r-( N»OHC^ 00 03 CO rH 03 H 00 00 !>• rH 00 GO CO rH 00 03 rH Cl 03 03 rH rH rH HNCOOOH 03 Cl CD O 1>- to 00 to rH CD rH 03 Cl rH CD T—I rH CO Cl O CD rH O0HO0H CD O Cl O CD CO O O CO rH i-H CO *Q C30ND0 DHlOHTfl COHHCOH O O Cl Cl Cl iOH(MHCO hhhcoh Cl GO Cl CD CO Cl 03 CO 1> b- 03 CO (03 CD O 03 Cl GO to ^003 030 t-h 03^0300^10 03s CO'r-T CONHCOD tO CO H >o CO 00 »0 tO rH rH 00 03 to O rH OM^hh CD Cl 00 rH 03 b- t-h GO CD CD rH 00 CD rH to Cl to CD CO CO Cl rH 03 OrH ©rH O MhOhh rH 00 CO 1> CO Cl Cl 03 rH 03 Cl Cl O r-^OO^tq^CO o' co" cT rH" r-T CO to © CO rH tO CO 00 O N CD rH Cl O to Cl 00 03 03 CDHH^iO 1-^0 CO l-^T—I rH T—I H T—I rH 1—I CO LO to 03 oo to rH to to © GO CO 03 rH to CO CD O GO tO 00 rH CO 03 O CD rH O 03 CD 00 H CD rH H O GO rH O to CO to t-h Cl Cl rH CO CD CO CD 1> 03 03 »0 rH O !>• GO CD Cl rH VOODOO Cl CD CD Cl O 03 O O t-h to tO • rD pCJ eg m c3 o3 © D c3 oj^. CD < " C PP c3 ^ ^ GO CD 03 03 to rH 03 Cl CO CD Cl to to >2 tO CO rH 03 00 O rH 03 tO tO 00 GO CD t-H CO w p rH S<03 to tO CD^tH 00 rH 00 Cl to Cl rH Cl oq to" rH" H rH" CD" CO" 03" Cl" 03" t-H rH m [T[ Eh 2 t~) r 03 CO 03 O rH 03 Cl to to 00 Cl GO (M 00 Cl to 00 SPh !>• 1>- CO CD 00 conhhn O 00 rH t-h O m . t^rH t> l>- rH rH to 03 03 CO trqci^ O T—H 03" CO" 03" t-T C0"03" O" 03 Ph* § e Fh . CD 0 CD rH 0 NDNOH O Cl O GO O to O I> to CD Cl rH Cl CD CD Cl CO 03 CO CD t-H t-H 03 rH^cqr^tq^ 03^ t-h to »0 to CD rH !> CD" t-h" 00" rH" 03" CD" t-h" H rH m ^ t-H rH W 03 Eh 2 « & NhONN CO to CD CD CD HNO 03 O rH Cl 0 cd rH t-H 00 GO rH tH CD O CD CD rH 03 CO GO rH t-H to £h 03 Cl 00 rH O r~l 03 03 GO CO CO to rH" CD" rH" 03" T-T co" rH" o§ 03 rD _D 02 ^ m c3 -03 ,j3 n o3 s P-T3 d ^ T3 a ^ hh 32 § 02 03 g Ph D 2 2 | o « bjo C g^ljg O S Ph 0/} o5 § C^iOhh » ^ c T3 10 ^ hh o3 D --cS T3 "03^ 03 ^ £ f3 afj ^ ^ c5— o _0 cq £y— C PP D c3 > "C D c3 c3F .a a §i -fH-S c3=^ H fl-3.S Sh o p ■ ^ "§ 'C M rV j* S.Sp'S OPh^G^hP a -m ffl O.H fi 3^3 c P4 T3 D c3 .D O TS D c3 Ph 124CHICAGO ELEVATED RAILROADS TRAFFIC AND OPERATING STATISTICS 125 The remainder, 376,347, or 75.3 per cent, were delivered either to the Loop, or other portions of the system, by transfer, or through routing. Traffic to Loop District The following passengers were delivered to the Loop from the various roads, of which the Union Loop handled on its own system 2,505 passen- gers, the remaining 164,739 being delivered from the four outside lines: 24 Hour and Rush Period Traffic to Loop Railroad 24-Hour Passengers Per cent of System Per cent of Railroad Morning Rush (7 A. M. tO 9 A. M.) Passengers Per cent of 24-Hour Passengers South Side 48,002 9.60 48.76 21,124 44.0 Metropolitan 50,021 10.00 43-51 28,316 56.6 Northwestern 51,099 10.22 48.68 24,762 48.4 Oak Park 15,611 3.12 46.62 7,742 49-5 Loop 2,505 0.50 1.69 33 46 The word ‘'Loop” as used in this elevated traffic analysis, includes, on the south side, the Congress station and the Congress stub terminal; on the west side, the Franklin station, the Metropolitan Fifth avenue stub terminal, and the Oak Park Market street stub terminal. The traffic in the reverse direction to that given above does not balance, the check showing that a total of 164,739 passengers were delivered to the Union Loop by all four roads, whereas only 145,470 were loaded on the Loop and distributed to the outside lines. A partial explanation of this loss to the elevated railroads of 20,000 passengers per day, is given by the results of the canvass made of occupants of the office buildings (later described). Of these a large number stated that they rode downtown on the elevated railroad in the morning and returned by other routes in the evening. This is probably due to the fact, that the north and south elevated trains are partly or fully loaded when reaching the stations where these particular people wish to board them. On the contrary, the surface car lines, having largely a turn-back service in the Loop district, offer practically empty cars at some point in the Loop to these same people. Rush Period Loop Traffic The inbound morning rush period traffic to the Loop, from all parts of the elevated system, is shown on the diagram, page 127. The passengers platted on this diagram are only those alighting in the Loop between seven a.m. and nine a.m., as determined by the elevated traffic check. The passengers giving up slips between those hours started their various trips126 SUPPLEMENT TO REPORT earlier in the day, the elapsed time depending on the length of their trip. For example: Any one starting from Evanston would have to do so fully an hour earlier than the time of his arrival in the Loop, while a person at Belmont station would start somewhat later. In other words, the width of the band, at any point, represents the cumulative Loop bound rush period traffic to that point. Commencing with the Northwestern Elevated, it is apparent from the diagram that the area outside of the City limits produces very little traffic in the rush-hour period. This is due to the io-cent fare on the elevated and a strong suburban steam railroad competition giving greater speed at practically the same price to commuters. The cumulative total for the period up to Howard station is 445 passengers; up to Wilson station 5,790, and at Clark station, the junction with the Ravenswood branch, is 11,900. The Ravenswood branch, which is of approximately the same length as the main line from Clark station to Howard station (City line), supplies at Clark station 8,000, making a total for the two branches at this point of 19,900. From Clark station to the Loop there is added to this only 4,850, making a system total for the period of 24,750, which is exceeded only by the Metropolitan Elevated. Of the Metro- politan Elevated system’s three main divisions, the northwest branch, including the Humboldt Park and Logan Square branches, contributes the greatest amount, the comparative number entering Marshfield station being: Northwest branch 12,700, Garfield Park branch 8,100, and Douglas Park branch 6,800 passengers. The total entering Marshfield station from the northwest is composed of 2,550 contributed by the stations from Marshfield station to and including Robey station, and the remainder of 10,150 coming, in practically equal numbers, from the Humboldt Park and Logan Square branches. The relatively large volume of traffic supplied by these two short branches indicates the advisability of extending them into new territory, particularly the Logan Square branch, which obtains 3,100, out of its total of 4,900, from the Logan Square station, which is the end of the line. On both the Garfield Park and Douglas Park branches most of the traffic is collected west of Kedzie station. The greater por- tion of this Metropolitan Elevated traffic, including that of Logan Square and Humboldt Park branches, is collected outside of the four mile zone and will be benefited materially by the saving in time effected by express service on third and fourth tracks, as proposed by the Commissioners. The traffic collected from Marshfield station east, bound for the Loop, is negligible, amounting to only 700 passengers, and making a total of 28,300 for the Metropolitan system for the rush period. The Oak Park Elevated presents a very close similarity to the Garfield Park branch of the Metropolitan Elevated, which it parallels throughout its length. Both lines draw approximately 20 per cent of their Loop127128 SUPPLEMENT TO REPORT bound rush period traffic from outside the City limits. The Oak Park Elevated gains a greater portion of its traffic between the City limits and Laramie avenue than does the Garfield Park branch, but this disparity is partially compensated by the time the two lines reach Kedzie station and the traffic is practically balanced at Paulina street. Traffic for the Garfield Park branch at Marshfield station is 8,100, and for the Oak Park Elevated at Paulina street is 7,500. The latter is increased slightly between Paulina street and the Loop, the total entering the Loop being 7,740. On the South Side Elevated, the Englewood and Normal Park branches contribute 4,250 passengers Loop bound in the period, the Jackson Park branch 5,900, and the main line from 58th to 43d street stations, inclusive, 7,100. This combined traffic of 17,250 is the greatest amount carried by a single track in any of the outlying sections of the system, comparing with 12,700 on the northwest branch of the Metropolitan, which is next in volume. The Kenwood branch contributes 2,550 and the Stock Yards branch only 200, making the total traffic combining at Indiana avenue 20,000, which is increased by 1,150 passengers only from Indiana to 12th street stations inclusive. From the diagram and the table on page 124 it may be seen that the South Side and Northwestern Elevated traffic shows a reasonable balance, while the Metropolitan Elevated trunk is over four times as heavily loaded as the Oak Park Elevated. An examination of this rush period data indicates that by building additional tracks on Lake street and diverting Loop bound traffic from the Logan Square and Humboldt Park branches to these tracks, sufficient relief will be afforded the Metropolitan Elevated trunk from Marshfield station east, to accommodate such new traffic as will be developed by the Ashland avenue extension to the south. The relation between this rush period traffic and the 24-hour Loop traffic, by roads, is shown by the table on page 124. From this table it is seen that the South Side Elevated maintains a better proportional all day travel to the Loop than the other railroads, having less than concentrated in the morning rush period. The Oak Park Elevated and the Northwestern Elevated have respectively 49.5 and 48.4 per cent of their Loop bound traffic in the rush hour. The Metropolitan Elevated, however, shows 56.6 per cent of its all day Loop traffic concentrated in the rush period. This indicates a relatively light mid-day and night travel from the west side to the Loop, via the elevated railroad lines. Traffic Through Loop District From the preceding table and diagram, page 305, it will be found that 47 per cent of the traffic, originating during 24 hours on these various out- lying lines, is delivered to this Loop district. There are, in addition, 59,249CHICAGO ELEVATED RAILROADS TRAFFIC AND OPERATING STATISTICS 129 passengers, or 17 per cent of this outside originating traffic, which is trans- ferred across the district, making a total of 64 per cent delivered to or carried through the Loop district. Further analysis of this movement discloses the fact that from 25 to 30 per cent of the through business, originating in different districts along the Northwestern, Metropolitan, and Oak Park Elevated Rail- roads which is carried across the Union Loop by through routes or transfer to the south side, is destined to stations from 26th street north, as follows: Through Traffic Across Loop to South Side Elevated 24 hours Railroad Total Through Passengers Through Passengers to Stations north of 26th street (Group 8)* Ratio of through passengers to Group 8 to total through passen- gers. Per cent From To Northwestern South Side 13,378 3,834 28.6 Oak Park u a 3,356 886 26.4 Metropolitan a a 8,192 2,490 30.4 *The Group numbers refer to tabulation and diagram Plate 21. The amount of long haul through business from points far out on the Metropolitan and Oak Park Railroads to points equally remote on the elevated lines on the south side of the City, is not large. For example, of the 1,136 passengers, originating at the Logan Square and Western stations of the Logan Square branch, destined for the South Side Elevated, 559 were delivered in Group 8, and the remainder, 577, were distributed over the entire South Side Elevated, only 14 reaching the Normal Park branch. In the reverse direction similar conditions obtain. The travel between the Northwestern and South Side lines, however, is somewhat different in character, the traffic originating on the North- western Elevated being more evenly distributed over the South Side Ele- vated as regards destination, the proportion delivered to the four stations— 12th to 26th streets—varying from 20 to 30 per cent of the total. The travel to this district, however, is larger than that delivered from the Metropolitan Elevated, being 3,834 as compared with 2,490. This is probably due to greater community of interest between the north and south lake shore sections and partially to the through service as compared with a change of cars for west side passengers. The foregoing figures are the total for 24 hours. Analysis of the rush period, however, indicates that during the morning rush all three of the lines considered—Northwestern, Metropolitan, and Oak Park—delivered 9TOTAL PASSENGERS OUTBOUND FROM LOOP ON ELEVATED LINES IN EVENING RUSH PERIOD 1909 1916 i i i i i 1 i i i i i _i xf to saNVsnoH±-sy30N3ssvd TOTAL PASSENGERS OUTBOUND FROM LOOP ON SURFACE LINES IN EVENING RUSH PERIOD 1909 1916 1 ! 1 i i r’ ■ 1 1 1 1 1 1- 1 1 1 1 1 t 1 1 1 1 1 1 m - C£| <—< w -3 p p w H P O m & o o o o £ w 0! o £ p CO O H O N O Tf 0 001> • CO to 1—l CM CO CO to to 05 CO O O' 00 co co i> to O 00 O HO5O0N O 05 !>• 00 00 0 • co N 0 N H (M 05 CO 05 CO 05 05 ^ O ^ 05 wv 0^^ 05 CO 05 05 H 0) N 05 0^ ; 1> HHH r-^ rH • p 05 NCOCOHG5 CO to 05 t- 00 ^ l> to 05 05 1> CO 05 05 ^COONO CO to O CO CO CO to • to CO 1—1 CO 05 05 00 CO CO l>- 0 ^ CO 00 CO to CO 00 05 05 05 I> CO CO CO O 05 CO 00 • 05 co^to^c^to CO^ t- 05^05 05 L- 5> wvw t0O5^ i>^co^cq^to 05^0^05^0^05^ • H of t-T co" r-T P' of HH05HH pto'to' V to" of P 05" P of P of of ofP 1 p O 0 02 5 O ; 7—1 oi to 00 ^ ^ O O > CO ^ CO 02 00 05 CO 00 05 w GO 05 00 to ^ 00 CO CO 05 05 rH 04HCO 05 OO50NO 05 CO to P 0 to O CO 05 00 05 05 O0 COO CO N GO O 1—1 CO CO GO O 05 O GO 05^0^C0^--^0^ 00^ T—1 ttPV-l > <70^05^050^ & o^^cq__ ©NON® to^oo^o^ O5^CO^00^ 05" 05" 00" i> to" ©Vo' M << V 05" co" q co" O" of Of 05" p to" of go" of 0" of of ccf go" 0" P P to" of P 05" to" 05 to CO I> CO >0 CO 05 05 GO CO CO 05 rf I> t> CO Tt< CO 05 GO 05 rH rjH 05 co 05 0 05 O 00 05 O CO t}H hh to 05 CO 05 CO 05 05 p JO ^t1 b- to CO & ^J^Ol CO CO t> rJH 00 CO CO CO CO J> CO co^ rH P 0 0 < HHH ofP co" CO « o £ £ & w tv 0 £ +5 0 g g-sp g £ pPWpW r^3 CD pH -g CD O OD ScS •H G) ^ £ 4-2 4H 4-4 4-4 4-3 05 i> *o CD CO 0 X 0 S-l 0 Q P fd rr) £> 0_J C3 gP grQ §^s-g CO 4-2 O 5 rH -0 4-4 rj c3 SS-jq O ■ © S-J fin 0 0 O £ g 0 £ is £ znv±m pp 4-3 CM ^po>o 0 0 _ |Lh 0 Jh 42 h O-P-P c£+? &mm P|P 44) TJ r0 4-3 4-4 NCO DOliD rH rH HH CO CO jj ■4-J 4-^ 4^> Tt (!) O 4-3 0 2 0 0 0 0 2 !- 0 0 0 n 44 -M 0 +4 ^ _ HD 0-4->-44 COHO0IM CO CO 05 05 CM 2 U1 rq5 H H O a? H >J h rci t— qo O 2 Cop p m 'S Ss Po 44HH tH < P-H ^<3 0> r4 ^ (M N t> P P >o p g £ rt Ph O p ^ EH m P £ W H P ^ O o * S c H CO CO 05 O 0005^05 O to CO 00 05 CO ©5 N H CO rH rH rH 00 ©5 CO GO 05 O rH CO l>- r—l 1>- 05 O N CO CO © O CO 05 ^ 05 rH O ©5 rH rH to to 4 to tO CO O CO H to O tq^co Ttt tH rH^ co to CO CO CO co hhh oq 1> tq ©5^ CO 05 tq^ 00 to CO HH rH TH rH rH rH tH iH CO rH CO t ^ t -- >o CC O GO O 00 O to CO 00 05 05 05 rH CO to 05 CO CO 05 CO CO rH to rH to H H CO CO H O CO 05 0 ■'cjH 05 !>• 05 00 00 co 05 P P 00 CO 00 to 0 05 00 CO CO 00 O O qno co 05^cq05 cq^ 05 1> 05^00 CO^ 0^1> °f CO 1> ■rH_ O to © ©5 to H CO »o" P P P co" rH rH tH r—1 P P to" co'h rH ©f co' to" CO ©f CO" 4 tH rH P' tH H 0 << m 2 05 O O to to tO to CO 05 GO to CO 00 O 05 rH rH > P > 05 CO O CO CO > O CO 00 CO 0 0 00 05 O 00 00 O tH 05 0 Ttl rH to 05 05 rcjH O CO P rH 05 GO 05 rH CO CO ©1 00 05 to r O s t> to [>. CO^ tqcq^05^cqp OD 0q05^C£U^ 00 0 CO P P rH IO tO CO rH 00 p cqooc^TH^ O C5 3 P of P co" P 00 05" P P CO of P P of of of lo" CO M P P CO" ©fG0"00" 02 go'to"cc 0"to" ©fP CO to CO CO CO 00 O 05 r H CO 05 H Ttl to rH to ©5 ©5 P3 <1 00 to 05 05 CO ©5 rH ©5 CO to CO rH g 1>^C0 CO CO tH 4ti CO 05 to 05 to^ O rH V P 05 05 to CDG5 O 0 P3 CO rH to rH CO < t-H rH rH rH CO P P HH m P O ©f P <3 >h ^3 T3 O O . O r-i 4-2 4-3 r*> > 5 © g3 2 P S O d tn gp 0 "0 ^ £ st: 3 po^q^h s t® Sg3 % £:O^PP 2 L, ? o ‘t> 0.2 co <3 ‘2^.2 cg^POO c3 3 6 P£ £ p 4-2 ?H o o H K H P O m w o << pl^ g I 2 3 g> sotf 4ot2 4 (M ^ > p p p g k; ^ P o w ^ H m P W P ^ I s H <1 H t^OCOOON COOH0OJ CM CM C0 t—i o o o CM 00 00 CM CO CO 1^ lO to O CO to to TfH t^OOOOO 05 O CO CO O CM t> CO GO CO CM ^ rH OCDOCNN tOOHNO GO 00 CO CO CO OOO^CO O to 00 ^ to ^ rtf a o o co CM 05 CO T-! 0 0 to O CO O ©1 rH rH rH r-H O ©l O O rH ©1 05 0 GO rH rH CO to 05 0 rH ©5 to rH 0 7—! C5 rH O 05 CO CO 00 to 00 rH ©l rH CO CO 00 rH O CO rH 05 CO 00 05 i- CO CO CO 05 CO CO 05 CO C5 O rH N cq GO CO rH O 1>- 05 05 O 05 05 ©5 15- CO t- -r-i to rH CO 00 ■O OD CO CO CO 00 CO 00 Sz; ©f ©f ©5 'co ©l rH co to £ P rH 05 rH * 0 of 05 rH rH rH 'rH 05 of rH 05 O 02 to rH CO 00 O CO CO GO CO O 05 CO CO 00 tO rH to rH GO 02 >■ rH 05 O 05 CO to t- CO rH CO O tH O 1> rH I> 00 rH r- 00 O to 00 rH O CO rH to t- l> to CO to 05 CO O cO rH CO 05 rH to 00 4 CO r CO rH to rH 00 CO CO 0 00 to CO tr rH tq rH to CO P H CO CO CO CO CO CM tO to H (M O CO 05 to r H 05 CO to (M 1>* CM ^ to OOCONW O CO 00 (M CO 05 00 co to ^ l> 00 05 00 CO O O to CM CO 05 < P ON»0(MC5 CO CO O CO ^ CO to (M CM to tO 05 CO O 05 O CO 05 O TjH to GO (M CO to 00' to GO1 0 0»-H M <53 * p 0,orS 6 o b£ ^tn O pqpp^p c3 S) gsa ® 3 p c3 c3 tD 2 *C P O !—; 071 rj c3 0.2 % EH P’S 2^ P .§"0 g o J PPfeP^ ^ S 0 Cj d ^ 0 C3 '•- E CH P '§§!>? P P§H<^ 5 P- 3 x c3 o Pcc 134PASSENGER TRAFFIC — CHICAGO ELEVATED RAILROADS P hNo 7 M w J 1> CO g SiS^S % > PP J cH ft I c pp p £ H m pp Jz; <1 H HH H O Ph O Ph- H PP £ O H <3 H 05 03 O O 05 Hh no 05 rH 05 CO Th 03 Th^co r-T co N 00 no 00 CD no g s CD 03 _D - 2 ft,-, g.S.S tc 03 53 oh o PS D 2 P ^2 <=3 ^HPPWO P PP H > PP h-P PP : W Ph <1 Ph W O O O <1 O HH w o • hNOD 3CDONO -i Th Th co CO 5 UO rH CD CD 5 lO Th Th LO 5 00 Th no CD 5 CD 00 00 03 SOiOHOO ^rH^ 03^ r 03s!>■"of co" 5 Th Th 03 00 1 03 1> UO 03 !>• 03 GO CD CD C3HO^O ID Th io- 03 05 h 00 h a co O CD CD CD L- 03 CO 00 Th no CD UO O CD I>- 03 UO UO rH •^00^03^0^00^ 00" oTcT^n'oT O O CD 00 ID ID Th I> 00 t> NNDOOO 00 CO ID 03 03 03 CO Th CO CO DN»DHH NCOHOO O0HO3HCO O *D 03 i>- CD UO 03 00 Th 00 O^CD^OO^COL- UO CD L- Th CD- iDiONDO 03 CO CO CO Th CD O CO CD 03 DD003 00 H03H03H 00 CO rH 00 Th L- h- 05 t-h O OOH^OO O O CD 03 05 NfOH^H O^O^t-H HH o Th" o" oT i> NOODDO 03 03 rH 03 CO H H H lO LO ODNHD r-H H03^ GO Th Th Th CO GO CD H CD CO 00 U0 CD UO GO CO 00 CO Th CO H CO ID 05 UO 03 00 L- CO 00 ID O r-H CO CD CD O 1> 00 l-H CO 03 rH Th 1> 03 03^
- p. I o p w- ■ p £ H ^ cc o PP ^ <1 H HH hP O Ph ^ o 2 Ph H H < H H rn w P5 <1 Ph CD 03 >D 00 O GO CD O IH 05 HH003 GO CD 03 co no rH cd O no no O ^ go * no Th 1>- CD 00 rH 03 GO 03 05 GO no rH cD l> CO 1> CONCDOOy O ry rH 03 >D GO CD »D ID CO ^ 03 ^ CO ^ 03 no CO *>03^05 03^05 05 ^ 00 03^ 03^00 CD 03 h co' t-h' rH rH CD O GO O no CO !> no 00 CO 03 GO no 1> rH CD CO CO CD O CO 03 05 0 rH rH * i-D 05 Ih CO CD CO rcH Hti no t'- CO 03 00 00 ID 05no03rHnot> CD ■'vf1 CO rH 05 00 rH CD CO 05 05 t^03^»D^G^ O 05 no 05 Hcq^no *2; QC^ CO^ CD^ CO^ ft O^n^C^O^ rft^ r—T 03" hT hT hT rH rH rH rH 03" r-T oTco"o3" 0 03" 03" 03" th" 03" 03" H' co" 03" th" h 0 s P: m 0 rH O CD 05 CD HjH 0 GO 1> 05 03 CO CD no £> 05 05 CO > CD 05 03 03 no (—1 m 05 tft 03 IH CO CO D»D00ON 00 CD L- CD O CO CD no 05 CD CD ]>• p 00 no 03 t^h D3 03 05 05 GO »D^rt^cq05_03^ •Ht< 05^00 HH. CDOO^CO^CO^ Q CO^OO^O^ Oq LO^ 03^ 05^ rft^ > CO H 1—1 l>- rH 03 03" CD" rp r-T 05" 03" h 0" coT o' 05" r-T no" i-T CO'ih'co' M 05" 03" 00 cd" l> 0" P r-T nT oT r-T nT iP 03 CD 00 CO 03 O 03 CD 03 CO O rH 00 P « cd 00 no no O 05 h no O 05 CO CD rH 03 05 UO CD ^ Tft ID co no CO ^ ^ CD CO no CO 1^05 p <1 00 b- 3> CO t> Eh 0^0^ CD CO rH co <1 P 03" PL| xn P rH tH <1 O T! O O o|ag» fe go §'S OhPoWW Sh o3 Ph^ 02 ’3 _ ^ '+-J cgPmco -H -H -H ‘ -J GO 03 O H H iH Ph CD S CT1 S co d cl DoS dgH bOr-^ dJ . Eh fi D O ffl P w ffi g O o3 PP CD ^ g ^ -D*D C g.2^ § S S)S m S HfflMWO? D ^■1 rtQ ^03^ m ■p § OOhP^ W ^ ° p< <1 > „ pp J . . D tr CO w pp p H CG P £ H HH HP O Ph O W H PP £ O H <1 H CO >D CD 03 03 -hH CO O ^ rt< 03 03 03 CO *D <1 Ph ft S ft tf <1 O !>. GO CD tH jlD OHOOW CD 05 1> 03 00 rH 03 0> 03 CO CD Oi "HjH iD CO H H HjH GO rH 03 03 O 03 00 O 03 rH O »D tH b-rH03.0»D *D-^g01>!-h GO CD CD 03 CO COr^C01>-CD DCODND O D CO CO CO L- 03 00 D3 D ^ N CD o NOODN 05 CD CO rH GO CD 'vH CD 03 05 *D *D 05 03 H CO GO ID 05 O 03 CD 03 1> IH 00 iQONiON i>tOt^COrH 03003^DCO 03 iH H H CO hH CM 00 GO CO CO 05 O CD CD ID 00 00 »D ID GO CD CD 05 03 CD t- 05 03 0 0 GO CO 03 Th no 05 05 Th 05 05 O Th 03 no 0 CD no rH r- 0 CD 03 CO GO Th 0 1> 03 03 05 no CO 05 Th Th CD U1 CD CD tH GO 05 CO CD 0 CO 1> nq CO 0 Th Th Th 03 05 Th O 00 00 no rH p CO Th no co Th CD rH I'S S "a, S-2 c^1 5C fl (h G Oj CO O o5 PWWWO D O r-H co y 1 y H 5^ D ^ hD.h ft y hhj-p £ S 2 D h ? O d G o3 OhP^OhP ! a I D D ft ^ ^ Q r- O y-s ^4-H qj O CP t> • H o,d af? 3^ > ►> 5 ■ f CZ2 rP r-P rP 'O H -ft -ft H> 03 5 GO CD CD ID ID LO • ft ft o ^ 05 -ft -ft P |~H 03 O 00 k > k> ID »D h*h HH HH 135 Included in Oak Park.136 SUPPLEMENT TO REPORT contemplate facilities conveniently serving this extended area immediately outside the present Loop district, and should be sufficiently flexible to take care of future extensions in the same general directions. This plan should be worked out by utilizing both surface and elevated lines. The elevated check shows also a failure on the part of the elevated railroads to secure as large a proportion of the long haul business as should naturally come to them in many districts. A comparison between the investigation of elevated traffic and that of the competing surface car lines, and a study of their respective running times (Plate 22), indicates clearly the necessity for higher speed on the elevated railroads, particular- ly on the long runs from outlying districts. In order to give real rapid transit, the frequent stops now made by some trains must be eliminated, and such express service instituted as will save sufficient time to attract a large proportion of this business from the surface cars. It is this necessity that has called for the third tracking of parts of the system as outlined in this Report. This question of speed on the elevated railroads is of the utmost importance in the successful carrying out of the proposed consolidated plan.CHAPTER IV CHICAGO SURFACE LINES, OPERATING STATISTICS AND TRAFFIC The Chicago Surface Lines now operating all of the surface cars in the City of Chicago, was formed by the merger of the four consolidated companies in the City, viz., the Chicago City Railway Company, the Chi- cago Railways Company, the Calumet and South Chicago Railway Com- pany, and the Southern Street Railway Company. These were brought together, on Feburary i, 1914, by an operating agreement, so that the entire street railway system is now under a central and single operating control. This system had on March 4th 1916, 1023.03 miles of single track (947.33 miles of revenue single track). This trackage is located on all of the principal north and south, and east and west streets, as well as the principal diagonal streets of the City. In general, the tracks are located on the section and on half section line streets in the portions of the City where the population is of great density, on the diagonals as mentioned, while in the central business district the street cars operate over nearly all of the streets. The folded map (Plate 1) shows that this right angle system of surface railways gridirons the City area, which is further intersected by the diagonal car line streets. By reference to the population contour map of the City, (Plate 5) it will be noted that there is no part of the City, having a population of any considerable amount, that is not served by the surface lines. Under the supervision of the Board of Supervising Engineers, this system has been extensively rehabilitated since 1907, and placed in a con- dition as regards roadbed, rolling stock, and accessory property that is equal, if not superior, to any other large system in the United States. All new construction is likewise carried out under the specifications and inspection of this Board and the accounts of the Surface Lines are kept in accordance with a system prescribed by the Board. The Department of Public Service, City of Chicago, has the power to enforce the ordinances dealing with service on the surface lines. This department, through its Bureau of Local Transportation, has been active and efficient in matters relating to service, and in suggesting means of improving the service rendered by the street railways. The 1907 and subsequent ordinances provide, that the City Council may require the companies to construct not more than 23 miles of single 137138 SUPPLEMENT TO REPORT track, for each calendar year, after the end of their respective rehabilita- tion periods. These extensions are mandatory, subject to Illinois law, whereby majority frontage consents must be secured. Through the pro- visions of this ordinance, and by the acquisition of other companies not operating under the 1907 ordinances, extensions have been made regularly into outlying sections, until today, the system covers over 1,000 miles of single track. The construction of regular extensions into developing territory has been provided for in the Commissioners’ plan. Volume of Traffic—Average Haul—Speed At the present time (1916), the Surface Lines carry, on an average week day, about 1,960,000 cash passengers, and 1,540,000 transfer passen- gers. There is a five cent fare and universal transfer privilege, one, two, or more transfers being allowed a passenger so long as the general direction of travel is maintained. It is, therefore, to be understood that the 1,540-, 000 transfer passengers do not necessarily mean that number of individ- uals, because of the issuance of more than one transfer on a cash fare. This universal transfer system has developed an average haul on the surface lines which is, in many cases, longer than for similar systems elsewhere. The average ride on a line, as obtained on the 42 lines checked by the Commissioners, and carrying over 75 per cent of the daily traffic of the system, varies with the individual lines, from to 3^ miles. These figures are for the length of ride of the passenger on an individ- ual line only. When the additional ride on a transfer is taken into account, it is found that the average haul, or complete journey of a surface car pas- senger, for one fare in the City of Chicago, is 4.16 miles. This figure is of interest, in contrast with the average haul of rapid transit systems, such as the New York Elevated, which is exactly the same length (4.16 miles), and the New York Subway, which has an average haul of 5.57 miles. These figures indicate that there are many passengers now using the sur- face cars who should be diverted to the present elevated or to the proposed rapid transit lines. One of the operating features of the surface lines is the high average speed, which, in some cases, approaches average rapid transit running time. It is found that this may vary from 8 to 15 miles per hour, depend- ing on the location of the route and the hour of the day. The reasons for the high speed are partly the wide streets through which many of the cars run, but principally the good physical condition of the roadway and rolling stock, and the ability of the cars to accelerate and retard at high rates. These factors; the area covered, the one fare, the univeral transfer, and the high running speed, have combined to give the Surface Lines a large portion of the daily traffic of the City. Of a daily total of 2,520,- 000 revenue passengers, the Surface Lines handle nearly 78 per cent, theCHICAGO SURFACE LINES, OPERATING STATISTICS, AND TRAFFIC 139 remaining 22 per cent being handled by the elevated railroads, while of a total of over 4,000,000 revenue and transfer passengers daily, the sur- face lines handle about 85 per cent. Owing to the large amount of special track work, about 10 per cent of the total mileage, a variety of routings are obtained which permit great flexibility in operation. Loop Lines There are 32 lines, handling 44 per cent of the total Surface Lines passengers, which are routed from the outlying sections north, south, and west into the Loop or central business district, there turning back, and returning over the same route, to their starting point. Some of these lines originate on and run for a considerable portion of the trip, over the north and south, or east and west streets, turning into one of the diagonals and thus reaching the central business district. There is a second class of Loop lines which pass through the district, usually running from an extreme outlying section on the south to similar territory on the north, with a few running from the extreme west to north or south. These lines are 10 in number, and handle 8.9 per cent of the Surface Lines’ daily travel. These two classes of lines, running to or through the central business district, carry 53 per cent of the total traffic of the system. Crosstown Lines In addition to the services just described, there are numerous routes which give service directly east and west, and likewise, routes giving ser- vice directly north and south outside of the central area. These vary greatly in importance, according to the density of their traffic. Some north and south lines, such as Halsted street, and Western avenue, are long, and handle many passengers; similarly, North avenue, and 63d street are examples of east and west lines carrying a large number of passengers. In general, these crosstown lines are proportionally very heavy trans- fer lines. The facts developed by the checks clearly point to the short riding and transfer of their passengers. Some of them are of minor im- portance, but may be expected to show large increases in traffic as soon as the territory which they serve is further developed, as a result of the growth of the City, and the proposed transfer from surface to rapid transit lines. It should be pointed out, in this connection, that many passengers from these north and south, and east and west lines, transfer to lines running to and from the central district. Summarizing: There are 34 lines of this class running east and west, carrying 25 per cent of the system’s total traffic, and nine lines running140 SUPPLEMENT TO REPORT north and south, which handle 20.8 per cent of the system’s total traffic. There are five lines of miscellaneous character, (Hammond, Whiting, Windsor Park, South Deering and Noble street) which are not classified above, and which handle 1.3 per cent of the total traffic of the Surface Lines. GENERAL TRAFFIC STATISTICS Annual Traffic Statistics The annual traffic statistics for all surface lines within the City limits are presented in the following table: REVENUE PASSENGERS Chicago Street Railway Lines 1896—1916 Year Actual Revenue Passengers Estimated Revenue Passengers Total Revenue Passengers 1896 231,000,000 15,000,000 246,000,000 1897 231,000,000 17,000,000 248,000,000 1898 235,000,000 21,000,000 256,000,000 1899 250,000,000 23,000,000 273,000,000 1900 1 268,000,000 15,000,000 283,000,000 1901 280,800,000 17,200,000 298,000,000 1902 302,900,000 19,100,000 322,000,000 1903 310,900,000 22,100,000 333,000,000 1904 323,300,000 23,700,000 347,000,000 1905 349,600,000 26,400,000 376,000,000 1906 373,900,ooo 28,100,000 402,000,000 1907 393,023,199 27,977,000 421,000,000 1908 400,584,404 33,416,000 434,000,000 1909 445,562,120 36,438,000 482,000,000 , 1910 491,088,563 34,912,000 526,000,000 1 I 1911 560,969,655 560,969,655 1912 594,018,857 594,018,857 1913 636,320,213 636,320,213 1914 627,731,550 627,73T55o 1915 623,030,097 623,030,097 1916 686,071,644 686,071,644 Statistics since 1907 are for the fiscal year, which ends January 31st of following year. It will be noted from the diagram (page 94) and table, that the revenue passengers for all of the surface lines of Chicago show an increase for every year, up to, and including the year 1913. This increase varied in rate from year to year, but was an increase without setback, and is the more striking when considered in connection with the traffic of the elevated railroads, which showed relatively small increases. For the Surface Lines the rate of increase from 1908 to 1913 was more rapid than for the preceding years, this being due to the improved serviceCHICAGO SURFACE LINES, OPERATING STATISTICS, AND TRAFFIC 141 rendered by the rehabilitated property, as well as to the growth of the City, and growth in riding habit of the population. This increase in traffic amounts to 46^2 per cent over the five year period. This system showed a decrease in annual traffic in 1914 and 1915, due to the abnormal conditions resulting from the present European War, and in 1915^0 the trainmen’s strike on these lines. The traffic for the year 1916 shows a complete recovery, and an increase over 1915, of about 10 per cent, which is favorable, even when compared with that of the period between 1908 and 1913, the most prosperous years. Taking the periods covered by the significant changes in rate from the table and diagram, it is to be noted that the annual revenue passengers in 1896 were 246,000,000; while in 1908, a total of 434,000,000 passengers were carried, an increase of 76.5 per cent in the 12 year period. In the year 1913, there were 636,320,213 passengers, an increase since 1908, of 46^2 per cent in the five year period, and in 1915, the annual passengers were 623,030,097, showing a decrease since 1913, of 2.1 per cent. .Considering the entire period from 1896 to 1916 inclusive, an increase of 179 per cent appears for this 20 year period. In other words, the surface lines traffic in the City of Chicago has nearly trebled itself in 20 years. Traffic Statistics 1915 Detailed operating statistics for the year ended January 31st, 1916, are presented in the table on page 142, setting forth, for the individual lines of the system, the revenue, free, transfer, and total passengers, the passen- ger car miles, and the ratio of transfer to revenue passengers, and of transfer to total passengers. Owing to the rapidly increasing traffic and consequent changes in rout- ings on old lines, as well as the construction of new lines, it is not possible to secure statistics that are comparable for the same lines and routes over a period of years. Considering the figures for the year 1915, the following are the out- standing features of the traffic by lines: The lines of heaviest traffic in the City are found to be the Halsted (including the Halsted-Downtown), and the Clark-Went worth system (including the Clark-Downtown, Wentworth-Clark, Wentworth-Downtown, Through Routes 2 and 22, and Clybourn), which carry from 42,000,000 to 43,000,000 revenue passengers each. When, however, the total passen- gers are considered, it is found that the Halsted system far exceeds the other system, having about 84,000,000, as compared with 69,000,000 total passengers. This suggests the idea that the Loop lines do not carry as great a proportion of transfer passengers as the lines running outside of the Loop. The same fact is developed when other lines of these two classes are considered. For example, Indiana avenue, with about 17,000,000OPERATING STATISTICS OF THE CHICAGO SURFACE LINES FOR THE YEAR ENDED JANUARY 31, 1916 o o P3 o fq £ CO xfl A < (5 ^ P5 « Uh c_, w g ii W pa S W «iPP Ph O N CO Cl IN 00 CO O CD 05 OC0iO»OO O 1# Hfi GO >D S' to CO CO CD LQ oo CO 00 O N O O M CM ID 00 00 00 OH CO (M N (M (M ^ONtHOi NNHCOH CO 00 CO CO CM CO (M CO ^ ^ CO h ^ a ^ h o Pi g w g o g £ 5 w 5 Eh h ^ o H £ > g « 3 5,3 Ph « Ph ^ ^ Oh PP IN OH ^ cD t}h OCCDOCIO O LO LO H Cl OOliONO OOCOCOOC MOOOO OCOCCr OhhOO *D h^1 nf1 hJH CO COOICHOH CO 'xH 00 O CD C&O^cO !>^ co" GO" O0 of CO CO CD O CO 05 NHCMHH ^ CD O ID 05 O CD O CD C5HN CD" of i& NOON CO ID OH o UO ID CD CO NODHD LQ^CO rf i£ © in" io GO IN N- 05 CO 05 00 t-h t—i LO OH t)H CO CO O lO OH h*h IN ID^CO LO^O| t^ N-" cd" nT of oo" H O CD N (N CD 00 OH O OH OH 00 i-H 05 ID GO CD iO H l>CO^rH(N<» IN r-T go" of Tjf O IN OH 1-1 00 t-h O 00 id OOH^CO CO (M H O CO O^CD^CO^O^OC^ cf t-T Cd" of In' MiDO^N ID CD CO i—t OH CD 05 O CO ^ 00 O OH CD O Oiq 05^^05 of h of o' IN IN CO TfH ID OH ^ ^ ^ m W O £ m m < Pp Tfi ID OH GO ID t-h OH N- CO 05 05 ID CD »D CD Of co"O'rf rf CD CO N 05 05 CO nfH^O^ H H OH CD 00 00 05 i-H 00 CO t-h GO i-h^ OO" CD Of CO iQ 00 GO 00 O N CD^CD^CO^t-h^OH^ in' co" cf »d" co" 1> CD 00 05 CD N CD CO CD tH co^cDon^r-H^ t-T co" of rff t-f 00 CO 05 CD 05 GO IN IN GO CO tH OH t> CD CO ^ OH OH O 05 CO O^CH^OO O' HO id" Of Nf (M CD CD CD i—i 05 OH In iD^CO^ r-T of go" of CO HD^CON OH 05 00 05 05 O^i-HTt^CO^ id" co"co"co"»d" N CO O CO ^ 05 OH O 05 t^D^CON O ID N- CD ID 05 ID LD Tcfl i—i Of O" t-T t^T t—f (M N N D ^ oq^CO^T-H^ t-h OO" Of id" CD H 05 H D id CO 05 Tfri In 0000 In^CD^ icf CD of CO r-f OC'tOOOOH T-H T-H t> CO CD Tf ID t-h OH CDOO^^n 00 IO N^'Tt^co CDCOCD^CO 1> i-H OO CO GO H i—l OH i-H 00 00 OH O CD N OH N iN^rHOH©^ In" of of icf 0. OH 05 OH H IN IN of IN 00 IN OH CO H OH CD 05 t-h t-H^N- iD^OH^ o" i-T »d" cd" of CD CO »D tcH OH OH i-H OH 05 i-H of CD O t-h ID OH ID CD In In 05 CO^N "^00 © coN-Tcoof IN 05 O OH ID L- OH 05 »D »DNHH O 05 ID 05 IN^OO CO OO' In" T-f CD" CD OCDN 00 »D OH CO O D CO h ID O 05 CO T^CO 0^00^00 cd" o" CD of OH OH ^ CD CO O OH CD ID N- OH 05 i—^O^O'CD'Cq^ tH^tH coid' 05 1-H ID id 1—i CD^OO iD^JD^O^ t-T CO co of OH (M O N CO CD CD O 05 CD t-h CO O CD OO" Of ID" H HtHhc0 05 IN © IN t-h^ -Ht-1 ^ IN In CO CO 1-H t-h t-h 05 ^ rtH OH OH CD iD 05 N^O^O^OH^cq^ T-h" o" cd" co" N-" ID GO N» ID t-H t-^00 'O io" rf of O’ OH rH tH ^(MOiDN rfH O CO rfi CD N-N^N-ID CD" OO" CD" CO" OO" CO t-h 00 ID CO O CH N N CD ID CO CO CO O N* OH i-H GO CO C0^N^0H^05^iD^ 05"cd"id"co"t-h" CO CO 1-H ID 00 O i-H ID CD rrOCOOlD OH N GO O GO ^iD^oq^T-H^iD^ cd" of of co" CD 05 T-h CD 00 CO 00 rf 00 i-H N- GO CD 05 iD HNHOHOi NOHOlW N H CO D CD CD OH O t-h OH OH CD 05 H § O H S m « < <1 PhO on 05 n- qo t—i 1-H O CO 05 OH 04 OH «00^ co"of 00 Tf" N." 05 GO OH CO H CD N CD i-H OH i-H ID CD CD O Ht< Tt< rH co" id" 00" o" id" ID CD CD O 05 O^OH^CO^N^t^ cd" oh" i-h" oh" of O 00 05 CO Tf CO OH CO ID hJH °5.CO,i-1NG Ofi-h'cD OfN-" i—l GO N- CO ID OH 05 05 O O 05 05 CD i-H i-H on N- CD N- i>- CD CD CD 00 OH i-T N-" O" ID N-" ON005H CO ID O ^^0 th" i-TiC CO tcH CD CD OH CD CO CO OH MOOOOH CD"CD CO r}f CO" ^ ^ cvq 05 CD NOHO N. ID 05 05 OH ID O O CD CO ^05^0^ HNiD^N t-h CD 00 CD IN 00^05 of i—T CO CD L- N- tJH CD 00 CD ID ID OH^UO CO" OO" o" id" 05 ID DH OH OH OH »D m W J2J o £ bD-§ O &C a.s till" uj •w-S g N rS -r- 08 g.S 8 Hf o h rri d O rD ^ ,D OPPHhShP 0^ o O co o3 c3rD.<^ ^3 Ph I CD « S’ Ph 03 m S 'hP^ c3 CD 05 ?H r-H o3 ^ c3 Cg -4-P -4^ -4—> b>- uimm O o .si *o Ph ■s-w i > l-l Q| T^bCO M ^ H^SwS fH o *3 !>j o o ■+= lllli ^H^OON CO LO CO CO O CO 05 LO (M CO CO CO ^ NNOh N CO LO lo lo O Ci o CO CO 73 w & I—I ►A w o 00^1000 C3 00 CD rH lo -^NHCOOS GO t}H LO Oq LO lOOOOCO^ 0>0^(MN CD HMNCDO CO 00 ^ (M H OiO^CDr^ cO(NHffiH (N (M ^ O O lo O 00 CD CD b- LO i>- lo l>- H 73 HH H <3 H 73 o HH H oi oq oq oi Ht^OhcO (N CO CO 00 CO CO »-0 rH^ co’oo'od' cfcrf lOHNiOO l> 00 1> rH t- 00 CO (MCO(M MNO CO 00 00 H CO LO 00 LO 1> 00 CO t^ co i> of of CVJ 00 CO ^ NHCO»OH CO CO LO C3 tJ^OO O iO 1> lo" o' LO lo" oq" HCOIOOH CO(MO(M(M H 00 I>* LQ LO LO 00 CO 00 CO 00 TjH LO O T-H 03 co O C^OO CO^!> LO cf cf co' co cf O C3 I>* LO o o' of o' h i>~ tH oq rH H T*H o O co CO 05 o^oo oo i> c^ cf co" oq" Lff of rH t-- oq LO LO oo co oq co^o_ of CO of of o' oq H oq H h O ^ LO 1^ 00 oq co o lo i—i OOHNOCO CO T—Tr-Tgo'Tff oq oo co oq ^ HC^Lo^oq^ oT th'th" co" co oq co o 00 CO © CP LO c^lo lo rr^oq^ rjT iC o crT co oq C3 o th i—i oo i> ^ C3 oq t—i go co co 03 LO H GO 05 LO CO^CO^ co" oq" 05" co co" OOLO^COH oo 05 h oq oo 05 co o oo oq H^COCOCO O^CO^OO LQ © oo" co" o" of r-T CO LO rH CO TH CO CO CO 1M co LQ rri LO 05 oq oq © ^ LO t-. 00 OOHCOOH oq^co Lq^oq^oq^ t>" co" oq" o" co oo co co co Oq CO O 05 r-1 oo" Ttf of co" oo CO LO CO 00 Th O LO Th 00 o COTtlHOO r^" rn" oq"w"of 'sH lo co oq co rHOqiON05 CO !>• 05 CO CO 05 CO ^ CO LO CO CO 05 00"t-"^^rH" LO LO CO CO rH oo o o co oq co co" r-" oo co co LO GO oq oq co 05 05 © oo oo o^co t-T co" lo" h of LO A rH LO 05 r^cqoq^o^ of lo" h co" lo o oq oq 05 co oo tjh oq 051>. oi^lo o^cqcq^ t-h" ^"©"co'of co co oq 1 oococoon> Lo"ofofLO co" 00 rH TtH 05 oq co lo th o oo co 05 oq 05" o" of ^h" GO CO 00 O LO lo oo oq 05 05 LO CO 00 LO CO co lo co oq 05^ to cq CO oq of co cif oq"oq' CO GO T-H CO 00 t-h oq i>. co LO O 00 O 05 oq o 05 t-h oq Hjo^oqjo^oq^ t-T co' co'tC o" oq lo oq lo oq lo t-h oq CO 05 Oq rH r-H oo co t^ CO^rq^H^ rH of o" o" of oq" HoqnNio lo co h oq oq 05 hM t>. H o CO LO CO CO cqt^rqo^t^ of i>" i> t-h" r-f CO rH GO CO rH oq co o oq oq o 05 CO 05 CO 00 ao__rH^uqoq Lo"t-"co"co" cf NHiooqco co o oq co Th CO •TjH CO CO 05 1> 05 rqoq^oq rqrq o"o"t^'co"o" LO -rf LO CO LO lo oq oq oq lo t-h oq co 05 05 GO 1>» rH hH cqoqo^rqoq Lff co' t-h" tC t-h" oq co 05 co oq co h oo co co oo co LQ05 05L0N o^cqcq^ cq^ ■^h" i>f lo" Ttf oo CO tcH tH TjH CO oq co oq oq ^(NO^O 1>- CO CO 1> o 05^oq^05_o cq_ !>-" H o" co" co oq 05 oo i> 05 t-h oq o NHHcooq oq oq oo 05 Tfrl'tco.cvl nf oo" oo" t-T T^OOrHrH^ LONOoocq lo CO 05 05 o CO T—i 05 MH CP 050^c0^00 l> of LO of CO GO T-H 05 rH 05 1> GO CO O lo oq oo co co LO LO CO O LO LO CO oo' T-h" lo' co" CO t-h 05 co oq oo 051>- oq 00 go co oo th 05 oq oq CO"lO ofofl>." CO rH 00 CO CO CO 05 H CO oq o rH oq 05 T-h rH O 05 05 oo^oq^oq^co of t-h" co' Ttl rH TjH rH H t—( LQ 05 LO loco lo co oo oq oq cocor H 00 H 05 CO 00 O LO HjH LO rH rH oq CO rH H 05 Tt< LO 1> o" lo" of i>." of t^lOCOhO O^LO^rH^O^CO^ co" oq" of oo" of CO 05 riH LO LO 05 i>- LO 00 1>- oq oi r^o^co Lff O'rtf" C£f CO' o oo r- 05 lo IONONN P3 7fl oq oq 05 CD 00 rtf co 05 lo oq th h lo oq oq ^ rH oq o o C5 CO I> CD oq oq lo HHLOHN oqc3- CD a H LO Ttl HjH rH LO oq r- 1>“ rH rH 1>- cd oq r^ OMOhO oq^HHio ^HOO^OO^ tr. O CO CD LO HHHHOO CO i o Jh °l Cp^rH^Lp(p lo oq^Lo^oq^TH^ cpoq^TH^cpcq^ CO rH LO CO O ^ i> i> oq o o O LO CO CO OO^Oq^'^l.rH 00 tH^C3 LO o H i !z HH CO o" lo o" tP' cf cf oo" oo" of o" CD C5'th" co" o" cd" o" Mf" Mf co" t^." of -rf oo" r-f co" o" cf ^h" th" Tjn" cf o" cd" th" rfiCiCiCLo" Tjf I a S CD LONISiON CO C5 o co co CD O CD LO CD C5 C5 lo oq cd COCOON ^HGOCDOO CO LO tH o o CO N O CD CD tc)H i m H rH^ co lo o^oq^ - CO^lo rH^CD oq Cp Lp tJHlON 00^00^ oq^C5^H^oq IpOq^GO CD lH 00 GO TH O^OLO ! 73 Ph 1 i> i> co co CO rP -4-? 4J 03 +=“ H 05 i—I 1>* CO 05 LO LO CO 03 ;3 rP -H rP rP . -P OJ-PHO LO rH CO CO- CM co co oq oq oq c3 c3 o CO -H H> +3 (jS —1 go^ oqhH 2 O pp.s O g bC.O C3 «3 r W c3 uO c6 0 >H M >SpiphO ; a 2 -3 > ^ o o 03 03 03 Q, 73 O W O 0 . 03 ^ 0 •gJSsU HH ^ H-P <1 O . | CO CO ^ ^ ^ r!^ qGOho o H> O LO ^ LO ^ ^ ^ ^ oo oq rX^ 03- 03" 03 03 S HIP 143 * Deduction. Already included in Free Passengers.144 SUPPLEMENT TO REPORT revenue passengers; Broadway, with 15,000,000, and Lincoln, with 13,500,- 000, all Loop lines, may be compared with Western and Kedzie avenues, each having about 15,000,000 revenue passengers, and with 63d street having 13,000,000 revenue passengers, the latter all being crosstown lines. In every case it is found that the crosstown lines have a very much larger proportion of transfer passengers, the ratio of transfer to revenue pas- sengers being as follows: Ratio of Transfer to Revenue Passengers Loop Lines, Exclusive of Through Routes Loop Through Routes Broadway 25 per cent Indiana 30 per cent Lincoln 47 per cent Average of 31 lines 53-2 per cent T. R. No. 1 30 per cent T. R. No. 3 44 per cent T. R. No. 22-Wentworth- Clark 55 percent Average of 10 lines 51.4 per cent Crosstown (Non-Loop) Lines 63d 113 percent Kedzie 126 per cent Western 127 percent Average of 41 lines 102.8 per cent Miscellaneous Lines Average of 5 miscellaneous lines 44-0 per cent Average entire Surface Lines system—year 1915—74.2 per cent. From analysis of traffic data, the conclusion may be drawn that the crosstown lines act largely as feeders to the downtown routes, following the principal thoroughfares or diagonals. SURFACE LINES TRAFFIC CHECK In order to obtain complete information regarding the origin and des- tination of passengers on the various surface lines, it was decided to check all of the important lines of the system by the ticket method, in a manner similar to that used on the elevated traffic check. This information was essential in order to determine the following: (1) Passengers riding such length on the surface lines that they should be provided with rapid transit. (2) From (1) to compute the transfer to be expected between surface and rapid transit lines under the proposed transfer system. (3) From (1) to determine the trunk lines which have such a volume of long haul traffic as to indicate and justify direct rapid transit relief. (4) To furnish data from which to determine the proportion of service on each line that might be turned back outside of the district of heavy congestion. (5) To determine the volume of transfer in the Loop district. O OL £ o> o o o o s O < cn C I— CVJ cn O 10 145146 SUPPLEMENT TO REPORT (6) To determine the use of the various through routes for long distance through riding. On the following pages is given a discussion of the methods used in making the traffic check on the surface lines: Basis of Check The following table gives the determining quantities, which had to be considered in organizing a complete traffic check of the surface lines: General Statistics Number of miles of revenue single track.......................................947-33 Number of car lines..............................................................90 Number of cars in operation...................................................2,800 Number of revenue passengers—average day, May, 1916.........................1,881,234 Number of transfer and free passengers—average day, May, 1916...............1,490,965 Total number of passengers—average day, May, 1916...........................3,372,199 Passenger car miles—average day, January, 1916..............................317,578 Number of transfer points........................................................545 The formation of an organization to observe, simultaneously, all of the cars on the system, or any considerable proportion of them, was obvi- ously an impossible undertaking. A comparison of the necessary methods shows the necessity for a much higher degree of skill, in this, than in the elevated check. On the surface cars, using a ticket similar to that used on the elevated, which had proved to be most practical, it was necessary for the observer on the car to mark the tickets for both the boarding and alighting points as the passengers got on and off the car. This duty required a high degree of speed and skill in order to obtain a satisfactory degree of accuracy, because of the rapid movement of passengers. It was decided to base the surface lines check on the theory that the passengers riding on a line on any ordinary week day (eliminating Satur- days, Sundays, holidays, and days of exceptional traffic conditions) would represent the average traffic movement. The work was carefully scheduled, in making up the calendar of dates on which the various lines were to be observed, each line receiving individual study. For example, none of the south side lines entering the Loop were observed during times when the Coliseum crowds created unusual conditions of travel. It was also decided to observe every fourth car on a line, because of the number of trained men necessary for the work. That this number of cars was sufficient to give a characteristic result had been the exper- ience of all the engineers of the Commission, but in order to prove this, various test observations were made. The Department of Public Service, from its carefully made checks,CUMULATIVE VARIATIONS OF EACH QUARTERING OF CAR SERVICE ON MADISON ST. LINE 147 FOURTH QUARTER148 SUPPLEMENT TO REPORT extending over a period of years, was able to supply the Commissioners with data based on counts of every car at various points on the principal lines of the City. Analysis of the counts show, that by selecting the first, fifth, ninth, etc., cars, and grouping their statistics; comparing this with the grouping of the second, sixth, tenth, etc., with that of the third, seventh, eleventh, etc., and that of the fourth, eighth, twelfth etc., cars, and finally comparing each group with 34 of the grand total, it appeared, that the average of any of the four groupings gave a result that varied not more than two per cent from 34 of the grand total of all cars. The results of two of this series of computations are shown on the curves on pages 145 and 147. The Commissioners verified these results by counts made by its own force on a number of lines and found that the observa- tions on every fourth car agreed very closely with the average car. This matter was further investigated, by making a sample origin and destination check on one of the lines. The results of this 100 per cent check on the Ashland-downtown line, showed that the results on every fourth car agreed within 2.5 per cent of the total. The conclusion reached from all of these checks, was to observe one line at a time, and 25 per cent of the cars on that line, selecting every fourth car from each character of service operated. A further point desired, was the recording of the transfer simultaneous- ly with the other traffic information. It was found, on a sample check, that it was impossible for the best men to mark the tickets showing the nature of the transfer presented or taken by the passenger, and obtain satisfactory, results on the whole of the work. For example, normally the observers would record with accuracy the movement of over 97 per cent of the total passengers, whereas if they marked the transfer move- ment as well, this percentage would drop to about 60 per cent. It was decided, therefore, not to attempt to record the direction of transfer in taking these general traffic counts. However, the determination of the transfer movement was not abandoned, but other methods were adopted to get this information, which are later described (page 152). It was decided after careful study, based on operating statistics, and with the advice of the Surface Lines officials and Mr. R. F. Kelker, Jr., for the City, that the following lines should be checked: Indiana avenue Broadway Lincoln avenue (Clark-Wells) Cottage Grove avenue T. R. Nos. 4 and 5 State street Archer avenue Ashland avenue-Downtown Milwaukee avenue-Downtown Ashland avenue lines Division street-Downtown Elston avenue T. R. No. 7 T. R. .No. 6 Kedzie avenue lines Ogden avenueCHICAGO SURFACE LINES, OPERATING STATISTICS, AND TRAFFIC 149 T. R. No. i T. R. No. 3 12th street T. R. No. 22 T. R. No. 2 63rd street Halsted street T. R. Halsted street-Downtown Clybourn avenue Belmont avenue Irving Park boulevard Chicago avenue-Downtown Armitage avenue-Downtown Blue Island avenue Grand avenue 22 nd street 47th street 35 th street North avenue Madison street Crawford avenue Robey street Western avenue lines Clark street-Downtown Wentworth avenue-Downtown T. R. Nos. 11, 12, 14. Detailed Method of Check Identification slips were printed for the two directions of each line. A reproduction of one of these slips is shown on page 118. From this, it will be noted that the line is divided into a number of sections about mile in length, each including only one transfer point. The sections are given serial numbers, placed between the two blank columns designated “On” and “Off”. The sections are also designated by the names of the limiting streets, and the house number at the beginning of the section is given to the left of the street names. Observers were placed on the rear and front platforms of the car, the rear observers marking the section in which the passenger boarded the car, by pencil or punch mark, in the column designated “On” and handing the slip to the passenger. Either the rear or the front observer collected the slip from the passenger at the end of his journey, and the front observer also made observations of the actual running time of the car, at each section point. The observer on the rear platform was unable to attend to the duties both of issuing and collecting on heavily loaded cars in the rush periods, and, therefore, a third man was placed on the car to assist him. This was done on practically all lines, during the rush periods, for as much of the route as proved necessary. The slips were placed in an envelope at the end of each half trip, marked with the time of start, and end of the trip; the running time at each section point; the number of transfers collected; the cash fares regis- tered, and the total number of slips issued and collected. When the envelopes were turned in they were coded for four periods- of the day, as follows: First period: 6:00 A. M. to 9:00 A. M. Second period: 9:00 A. M. to 4:00 P. M.150 SUPPLEMENT TO REPORT Third period: 4:00 P. M. to 7:00 P. M. Fourth period: 7:00 P. M. to midnight. The cards, (see page 118), were then punched for date, line, direction, period, section on, and section off, and were sorted by machines for the last four facts. Cross tabulations, similar to the elevated check, were made for each direction, and each period, and a total for the day, thus making five tabulations for each direction, or 10 for the whole line. Only the all day tabulations in each direction, or two for each line, are published in this Report. The detailed tabulations for periods form a permanent part of the Commission’s files, but are too bulky for reproduction. The nature of the cross tabulations will now be described in full, select- ing the Robey street line, north bound, as an example (see Table A-66). (1) This table shows the observed traffic for one direction only. (2) The figures from 1 to 21, in the left hand column of the page, designate the sections in which the passengers boarded the cars, and the names of the streets in the adjoining parallel column give the geographical limits of each section. (3) The figures in the horizonatal line at the top of the page, designate the sections in which passengers alighted, and the names of streets just above the same give the geographical limits of the sections. (4) The small table, inserted in the main table, gives the per cent of passengers riding various distances, and the other insert, gives the factor by which the figures for observed passengers are to be multiplied, to convert them to the total figures for an average day. (5) The figures in the vertical column at the right of the page, headed ‘‘Total Observed”, give the total number of passen- gers boarding in the section, designated by the street names and section number, at the left of the same horizontal line. (6) The figures in the vertical column, headed “Per cent of Total”, give the per cent that the “Total Observed” for each section bears to the total observed passengers for all sections. (7) The figures in the vertical column at the right, headed “Cumulative Total”, give the summation of the number of passengers who have boarded up to any section. (8) The horizontal line at the bottom of the sheet, design- ated “Total Observed”, gives the total number of passengers alighting in the section, designated by the street names and section number, at the top of the same vertical column. (9) The figures in the horizontal line, at the bottom of the sheet designated “Per cent of Total”, give the per cent thatCHICAGO SURFACE LINES, OPERATING STATISTICS, AND TRAFFIC 151 the ‘'Total Observed”, alighting in each section, bears to the total observed for all sections. (io) The figures in the horizontal line, designated “Cumu- lative Total”, give the summation of the number of passengers who have alighted up to any section. As an illustration of how to read the table, if it is desired to know for the Robey street line, north bound, the number of observed passengers boarding in Section io, and alighting in Section 20: Section 10 is found at the left and the horizontal line is followed to the right, until it inter- sects with the vertical column “20”. At this intersection is found the figure 19, which is the number of passengers boarding in Section 10, and alighting in Section 20. For the total number of observed passengers boarding in Section 10, regardless of their alighting points, the same horizontal line is followed to the right until it intersects with the column headed “Total Observed”, where the figure 309 is the desired total, or five per cent of the total observed for all sections. For the total number of passengers alighting in Section 10, regardless of the boarding points, the vertical col- umn headed “10” is followed, until it intersects with the horizontal line, designated “Total Observed”, where the figure 141 is the desired total, and is 2.3 per cent of the observed total for all sections. To convert any of the “Ons” and “Offs” from observed totals to daily totals, multiply the figure in the table by the “constant”, shown in the small inserted table, in this case 3.76. Similar information is shown graphically by the accompanying 28 shaded diagrams. In these diagrams the number of sections has been con- solidated from the 20, 30, or 40, shown in the cross tabulation sheets, to about 10. For example, the diagram on page 174 illustrates the north bound traffic on the Robey street line, with passengers boarding in the various sections shown above the horizontal line, and passengers alighting shown below the same horizontal line. The height of the column, in each case, shows the relative number of passengers. These diagrams represent totals for an average day, in which respect they differ from the tabulations above described. A different shading is used for each section, and the same shading above and below the horizontal line represents a traffic movement. For example, the passengers boarding the line between Blue Island avenue and 19th street, are shown by the dot and dash hatched symbol above the horizontal line, and total about 3,000. The same symbol below the line shows the portion of these passengers alighting in each section. For example, there are about 250 of the passengers who board in the section just described, who alight between Taylor and Harrison streets, and about 750 who alight between Kinzie and Fowler streets. In like manner, the traffic from every other boarding section to all the unloading sections, is shown graphically, and gives a complete picture of the line characteristics.152 SUPPLEMENT TO REPORT Special Transfer Observations Simultaneous transfer, and “On” and “Off” counts by ticket, having proved inefficient, as described on page 148, the following special transfer observations were made: Special transfers were issued by the Chicago Surface Lines, on each line (on a separate day), and, whenever possible, on the same day on which the Commission made its traffic count, or, if not possible, on a day of similar traffic conditions. This special transfer was made by cutting off the two lower corners of the standard transfer. These transfers only, were then issued on all the cars of the line under consideration, for a complete (24-hour) day. The conductors on the receiving lines intersecting the line of issue, sepa- rated the special transfers into two lots, one for each direction of travel of his car. The standard transfer of the Chicago Surface Lines shows, by its color, and punching, the direction of the issuing car, and therefore the direction of travel of the car on the issuing line could be determined. In this way, the four transfer movements at all intersections were definitely determined. For example, Plates 23, 24, and 25, show the transfer move- ment at all intersections, for one complete day. At the intersection of Halsted and Madison streets, two sets of figures are shown, namely, those issued by Halsted cars on one day, and those issued by Madison cars on another day. The total issued by Madison west bound cars was 4,252, and the total issued by Madison east bound cars was 2,680; this separation being determined by the color of the transfer received by the conductors on the Halsted cars. Of the 4,252 transfers issued by the west bound Madi- son cars, 600 were received on the Halsted cars, north bound, and 3,652 were received on Halsted cars, south bound; determined by the receiving conductor's separation. To determine the proportion of passengers retransferring, a special check was made, by the method of identification tickets on four lines; namely, Halsted (T. R. 8); Ashland (T. R. 9); Madison (Austin); 47th (Kedzie); all lines of heavy transfer. The method followed was the same as for the general on and off counts, with the exception that slips were issued only to passengers presenting transfers, and marked to show the direction of the car from which the transfer was received (determined by its color). Notation was also made which showed the color of transfer taken by these passengers. The results of these counts are interesting, as presenting the minimum figures for retransfer. The results are a “mini- mum,” because, owing to the rapidity of passenger movement across plat- forms, not all of the double transfer was noted, although it is believed that a large percentage was obtained.CHICAGO SURFACE LINES, OPERATING STATISTICS, AND TRAFFIC 153 It was also found from this check, that of the passengers boarding at a point, those both presenting and receiving transfers, rode the same average distance as the total passengers boarding at this point (deter- mined by the general count), and were destined in the same proportion for the various sections of the line. This indicates that the journey of a transfer passenger is, in general, longer than that of a passenger who does not transfer. ANALYSIS OF TRAFFIC CHECK For purpose of analysis, the surface lines are divided into four groups: Group i. Lines ending in the Loop. Group 2. Lines passing through the Loop. Group 3. North and south crosstown lines, outside of the Loop district. Group 4. East and west crosstown lines, outside of the Loop district. Group I—Lines Ending in Loop There are 32 surface lines, properly classed as “Loop Lines”, which have one of their terminals in or near the business area bounded by the Union Elevated Loop. Of these 32; four, the 2ist-Canal*, Harrison*, Van Buren*, and Ful- ton* lines have stub terminals inside the Loop proper, and 23 lines turn back after passing around one or more blocks within this central district. These are: Archer avenue. Armitage, downtown. Ashland, downtown. Blue Island avenue. Broadway. Chicago, downtown. Clark, downtown. Cottage Grove avenue. Division, downtown. Elston avenue. Halsted, downtown. Indiana avenue. Lake street*. Lincoln-Clark. Lincoln-Wells. Madison street. Milwaukee avenue. Ogden avenue. Through Route 4. Through Route 5. Twelfth, downtown. W allace-Racine*. Wentworth, downtown. Five; the State, Clybourn, Sedgwick-Dearborn*, Riverview-Larra- bee*, and Southport* lines pass through the Loop and have stub terminals a short distance beyond. The Commission checked, by the identification slip method, 23 Loop lines, carrying 83 per cent of the total traffic of all the downtown lines, or 36.5 per cent of the total traffic of the system. Of these, 21 turn back by loops in the Loop district, while the other two have stub terminals beyond. *Lines not checked by Commission.OUTBOUND PASSENGERS LOADING IN LOOP FOR 24 Line * Total Loading Outbound Loading in Loop District Per Cent of Outbound Loading Unloading 0 to 1 Mile Per Cent of Loop Loading Unloading 1 to 2 Miles i 1 Per Cent of Loop Loading Cottage Grove 27,172 9,950 36.6 595 6.0 1,305 13.1 T. R. No. 4-No. 5 . . . . 46,101 12,558 • 27.2 684 5.4 1,215 9.7 | Indiana 30,886 15,085 48.8 1,349 8.9 2,640 17.5 State, South 52,106 15,929 30.6 2,382 15.0 1,957 12.3 Wentworth 14,992 6,755 45.1 623 9.2 639 9.4 Hals ted 36,020 13,372 37.1 1,598 12.0 1,358 10.1 Ashland 13,351 5,592 41.9 632 11.3 644 11.5 South Side Totals .... 220,628 79,241 35.9 7,863 9.9 9,758 12.4 Archer 19,101 8,075 42.3 1,085 13.4 1,257 15.6 Southwest Side Totals 19,101 8,075 42.3 1,085 13.4 1,257 15.6 Blue Island 24,000 7,299 30.4 1,006 13.8 1,457 20.0 Ogden 20,265 5,232 25.8 720 13.8 1,173 22.4 12th street 25,950 7,461 28.8 387 5.2 2,653 35.5 Madison 65,300 33,450 51.3 8,146 24.4 7,525 22.5 Chicago 21,534 7,574 35.2 485 6.4 1,194 15.8 Division 11,028 5,776 52.3 599 10.3 1,245 21.6 Armitage 18,770 6,410 34.1 603 9.5 1,044 16.3 West Side Totals .... 186,847 73,202 39.2 11,946 16.3 16,291 22.3 Milwaukee 36,604 12,518 34.2 1,092 8.7 2,184 17.5 Elston 13,660 4,690 34.4 276 5.9 490 10.4 Northwest Side Totals 50,264 17,212 34.3 1,368 7.9 2,674 15.5 i Clybourn 7,859 4,492 57.2 2,389 53.1 1,036 23.2 Lincoln 27,728 10,063 36.3 882 8.7 865 8.6 Clark 12,154 3,521 29.0 197 5.6 427 12.1 Broadway 26,131 10,134 38.8 808 8.0 1,387 13.7 State, North 51,983 12,808 24.7 4,647 36.3 8,161 63.7 North Side Totals .... 125,855 41,018 32.6 8,923 21.7 11,876 29.0 Grand Division Totals 602,695 218,748 36.3 31,185 14.2 41,856 19.1 154HOURS AND DISTRIBUTED BY MILE ZONE DESTINATION Unloading 2 to 3 Miles Per Cent of Loop Loading Unloading 3 to 4 Miles Per Cent of Loop Loading Unloading 4 to 5 Miles Per Cent of Loop Loading Unloading 5 to 6 Miles Per Cent of Loop Loading Beyond 6 Miles Per Cent of Loop Loading 979 9.8 1,721 17.3 1,006 10.1 1,135 11.4 3,209 32.3 966 7.7 1,414 11.3 1,013 8.1 844 6.7 6,422 51.1 3,120 20.7 2,468 16.4 1,758 11.7 3,748 24.8 2,617 16.4 3,482 21.8 1,589 10.0 1,561 9.8 2,341 14.7 1,037 15.4 920 13.6 654 9.7 1,007 14.9 1,875 27.8 1,200 9.0 1,843 13.8 695 5.2 1,709 12.8 4,969 37.1 288 5.2 476 8.5 619 11.1 1,244 22.2 1,689 30.2 10,207 12.9 12,324 15.5 7,334 9.3 11,248 14.2 20,505 25.8 657 8.1 1,685 20.9 1,614 20.0 1,257 15.6 520 6.4 657 8.1 1,685 20.9 1,614 20.0 1,257 15.6 520 6.4 1,496 20.1 434 6.0 841 11.6 1,772 24.3 293 4.2 720 13.8 996 19.0 898 17.2 486' 9.2 239 4.6 1,011 13.6 863 11.6 1,181 15.8 1,189 15.9 177 2.4 4,890 14.6 4,269 12.8 3,754 11.2 2,923 8.7 1,943 5.8 1,181 15.6 1,551 20.5 1,086 14.3 594 7.8 1,483 19.6 1,919 33.2 2,013 34.9 885 13.8 1,064 16.6 770 12.0 1,098 17.0 946 14.8 12,102 16.5 11,190 15.3 8,530 11.7 8,062 11.0 5,081 6.9 1,681 13.4 1,543 12.3 1,707 13.7 1,275 10.2 3,036 24.2 523 11.1 263 5.6 400 8.5 1,012 21.6 1,730 36.9 2,204 12.8 1,806 10.5 2,107 12.3 2,287 13.3 4,766 27.7 422 9.4 347 7.7 294 6.6 1,894 18.8 1,499 14.9 1,625 16.2 1,698 16.9 1,600 15.9 549 15.6 768 21.8 360 10.2 527 15.0 693 19,7 1,589 15.7 2,179 21.5 1,764 17.4 1,327 13.1 1,080 10.6 4,454 10.8 4,793 11.7 4,043 9.9 3,552 8.7 3,373 8.2 29,624 13.5 31,798 14.6 23,628 10.8 26,406 12.1 34,245 15.7 155156 SUPPLEMENT TO REPORT These downtown lines carry a less proportion of transfer to revenue passengers than two of the other surface lines groups, and greater than the other group. Only about 53 per cent of the revenue passengers in Group 1, are transfer passengers, compared with, 103 per cent for the east and west crosstown lines (Group 4), 119 per cent for the north and south crosstown lines (Group 3), and only 51 per cent for the lines passing through the Loop district (Group 2). All the downtown lines observed show a heavy concentration of loading in the Loop district on their outbound trips, and similarly heavy unloading on their inbound trips. This is illustrated by the diagrams of the traffic on these lines, as shown on pages 175 to 189. Particular attention is drawn to the traffic of the Indiana, Broadway, Lincoln, Madi- son, and State street lines, which show, exceptionally great concentration of loading in the Loop district. The traffic checks show, that 31.3 per cent of the total inbound traffic on all Loop lines (Group 1) is unloaded in the district bounded by nth street, Clinton street and the Chicago river, and that 36.3 per cent of the total outbound traffic is loaded in the same district. A large percentage of these Group 1 passengers are long distance riders, as shown by the table page 154, where the passengers of each line checked, loading in the Loop, are distributed to each mile zone. The curves, page 157, are platted to show this relation between per cent of passengers unloading and distance, and illustrate the situation even better than the foregoing table. An inspection of these curves shows that the north side and west side lines have the greatest percentage of Loop passengers unloading in the o to 1 and 1 to 2 mile zones. The unloading in the 2 to 5 mile zone shows a fairly close agreement in percentages for all divisions of lines, except those of the southwest side, which lines unload less in the 2 to 3 and more in the 3 to 5 mile zones. The south and northwest side lines carry over X of their Loop passengers over six miles, due to the absence of rapid transit lines in their territory. A total of 84,279 Loop passengers, 38.6 per cent of the daily loading on the observed lines, ride beyond the four mile zone, and 34,245 passen- gers, 15.7 per cent, ride beyond the six mile zone. The individual lines for each division, show individual characteristics of some interest. The Broadway line (diagram page 175) shows nearly X of its Loop passengers riding beyond Belmont avenue, while north of Winona avenue, where the line is in direct competition with the North- western Elevated, the unloading falls off. Lincoln avenue line (diagram page 176) shows similar characteristics with a large proportion, over 25 per cent, of Loop passengers riding to the north end of the line, and this despite three intersections with the Ravens- wood Elevated in that locality.dOOT Nil 9NIGV01 'SSVd 1V101 JO 1W3D d3d 157158 SUPPLEMENT TO REPORT The diagram for the Madison street line, page, 177, shows an enormous concentration, over 50 per cent of its total loading in the Loop, with a relatively small number of the latter riding to the end of the line. A peculiarity of this line is the large number of Loop passengers, 15 per cent, unloading in the same district, due in large measure to the traffic to the Chicago and Northwestern Railroad station. The State street line partakes somewhat of the nature of a through route, as well as a Loop line. Considered as the latter, a considerable num- ber of passengers ride from the south end of the line to the Loop. A no- table peculiarity of this line is the very great number of passengers board- ing in the Loop, 25 per cent of the total north bound traffic, which in volume is almost equal to the Loop unloading from all points south. Cottage Grove avenue line and Through Routes 4 and 5 resemble each other in loading and unloading characteristics, both having a con- siderable number of passengers riding from end to end of the line. It is found, that 33 per cent of the total Loop south bound passengers on Cottage Grove avenue line ride beyond 55th street (Table A-28), while on Through Routes 4 and 5, 49 per cent ride beyond 55th street, a distance of over five miles (Table A-90). This very great percentage for these Through Routes, places them in a class by themselves, as regards the length of average haul. The Indiana avenue line shows a large number of Loop passengers riding the full length of the line, but owing to its relatively short length the average haul is not as great as for the Cottage Grove line and Through Routes 4 and 5. The diagrams for the Chicago, Archer, Blue Island, Elston, Ogden, Milwaukee, 12th street, and Armitage lines are shown herewith. All of them show heavy Loop loading, but less proportion- ally than for the north and south lines. Also they have fewer passengers riding the entire length of the line, and the unloading is more evenly distributed. The great number of different lines ending in the present Loop district is the direct result of the development of the principal business district of the City, and the logical outcome of the striving of the original builders of the competing surface roads, to secure as much terminal trackage in the Loop as possible. As a result, all the usual disadvantages of congestion which arise from attempts to route many cars into or through constricted areas to a common point, are apparent. This congestion is, further aggra- vated by the fact that approach to this district from the north is limited to a narrow throat, and from the south to three thoroughfares between Wabash avenue and the railroad yards to the west. The result of all these factors is that street traffic during the rush hour periods, particularly in the evening, has reached a state of most serious congestion. It wouldCHICAGO SURFACE LINES, OPERATING STATISTICS, AND TRAFFIC 159 seem that this is the result, not only of the many lines entering the down- town district, but also of the elaborate and intricate system of loops, which have occasioned a great number of conflicting crossings. Aside from the traffic congestion that they cause, the large number of loops, making as they do a turn of some sort at nearly every street corner, form a maze of car routes in the downtown district. It is difficult for the average traveller to tell where to find any routes besides those with which he is intimately acquainted, and uses often. Another bad feature, resulting from this operation, is the absence of routes providing direct service through and across the Loop from the west to Michigan avenue. Both of these defects are to a great extent eliminated by the construction of the proposed surface car subways, and, in addition, short-haul local riding across this district and between railroad stations will be encouraged. The Loop district is bordered by sections of relatively heavy loading. This suggests the possibility of relieving the tracks in the Loop district of such cars as are required to handle the traffic of this adjacent zone. In order to determine the magnitude of the traffic originating in the dis- tricts adjacent to the Loop, the following table has been prepared from the check. Since this check was classified into four periods only, morning and evening rush periods of three hours each, and two non-rush periods, the one hour evening rush presented in this table, was estimated at 50 per cent of the three hour period. The traffic of through routed lines is not included. Maximum Evening Rush Hour Loading in Downtown and Adjacent Districts on Observed Surface Lines 1 Lines To Loading and Unloading in the District Bounded by Van Buren, La Salle and Randolph Streets Loading and Unloading between Downtown District and District Bounded by nth, Union and Superior streets ■ Loading Unloading Loading Unloading ; South and Southwest Sides 16,624 1,022 2,622 613 1 West Side IU539 144 5,037 L509 Northwest Side 3443 40 i,734 90 North Side 8,174 I.93I i,744 1,988 j From an inspection of this table, it is evident that the greatest possi- bilities for turning cars back before reaching the congested downtown district, are on those lines serving the west and northwest sides of the City, which load about j/2 as many passengers in the district adjacent to, as they do in the downtown district itself. A study of the loading on individ- ual lines suggests such lines, as Blue Island avenue, Madison street, and Milwaukee avenue, as affording the greatest possibilities for turn back160 SUPPLEMENT TO REPORT service. The loading characteristics of these and other lines should be studied in detail, by short periods, in order to determine the time and place at which turn back service would be most effective, as governed by the closing hour and location of factories, or other establishments employing large numbers of workers. Cars should then be scheduled to turn back, at such times and places, that they will accommodate these workers. Thus, this load will not be superimposed upon cars which have been partly or fully loaded in the downtown district. The matter of long haul surface passengers to and from the Loop district has been noted, and as may be seen from the various diagrams, much of this traffic properly belongs on the rapid transit lines, and should be diverted thereto. The greatly increased express service on all rapid transit lines, as recommended in the Commissioners’ plan, and through this, the greater area directly served, should cause the diversion of some of this traffic. The proposed transfer from surface to rapid transit lines should still further complete this diversion. The passengers so diverted, esti- mated on a time-saving basis, are as follows: (see page 212.) South side lines, 43,930 daily (in both directions) West side lines, 11,250 daily (in both directions) North side lines, 11,830 daily (in both directions) It has been found impossible to save much time, for the present sur- face line passengers, by transferring them to the elevated inside of the 3L2 or 4 mile zone. The sum of the Loop lines to the west and north sides have a much smaller percentage of long distance riders, and of estimated future rapid transit passengers, than the south side lines. This is largely due to the fact that all of the seven elevated branches on the west and north sides (with the exception of the Logan Square^and Humboldt Park branches) extend beyond the terminals of any of the competing surface lines, many of which are parallel, or nearly so, and in close proximity to the elevated railroad. The long distance riders, in such localities, naturally use this existing rapid transit option. On the south side, the elevated railroad runs only as far as 63rd street (except for the short Normal Park branch), while nearly all of the larger south side surface lines run from 2 to 7 miles south of this street. The subject of this transfer is discussed in detail in the chapter on Transfers. Group 2 The constituent lines of this group are through routed across the Loop district. Most of these lines were designated as “Through.Routes” by ordinance in 1912, and numbered as shown in the following table. This table also gives the total length of route, the number of cars per hour, and the total number of passengers carried in 1915.CHICAGO SURFACE LINES, OPERATING STATISTICS, AND TRAFFIC 161 Lines Routed Through the Loop District Principal Streets Traversed i 1 Desig- nating Num- ber Length of Route—Miles (}/2 Round Trip) Average Haul Cars Per Hour Total Passengers Carried 1915 Cottage Grove—Broadway 1 18.05 2.98 8 I3T93,76i Wentworth—Clybourn 2 14.72 2-57 8 10,324,254 Indiana—Lincoln 3 13.88 2.65 8 11,326,496 | State—Milwaukee 6 16.97 3.00 5 7,470,555 State—Madison 7 14.62 2.87 5 8,875,305 1 Ogden—Madison—Clark 11 9.98 2 1,461,989 Blue Island—Wells 12 9.09 2 1,061,492 ! 12 th—W ells—Clark 14 10.08 3 2,291,183 Wentworth—Clark* 22 19.22 3.01 23 33,311,636 T aylor—W ells—Sheffield* j 8.25 10 13,247,505 I Total i 102,564,176 * The Wentworth-Clark line consists of, T. R. 22 with 73d cars per hour, Wentworth-Clark from 79th and Halsted streets to Howard avenue with 7^ cars per hour, and Wentworth-Clark from 63d street to Devon avenue with 7^ cars per hour. The two latter routes are not ordinace “through-routes.” Also, the Taylor-Wells-Sheffield line is not an ordinance “through-route,” and is the only line of this group not checked by the Commission. These 10 lines carry 8.9 per cent of the total daily traffic of all the sur- face lines and show a larger percentage of revenue passengers than any other group of lines, the transfer being 51.4 per cent of the revenue pas- sengers. This low ratio is very close to that for Group 1, the lower rate being due to through riding. Diagrams are shown for five of these lines; namely, Through Routes 1, 2, 3, 7 and 22, which show that the Through Routes do not have the characteristics of Loop lines, that is, they do not show the exceptional concentration of loading and unloading in the Loop district. This is due largely to the fact that the car interval is not reduced in the rush periods. Since the great volume of Loop loading and unloading occurs in the rush periods, it is quite unlikely that the few through route cars operating at that time could carry enough rush hour Loop passengers to determine its loading characteristic. There is, on either side of the City, a Loop line, which operates all day over the same tracks as each of these Through Routes (except Through Route 22), which Loop lines carry a frequent rush hour service, accommodating most of the Loop passengers. Through Riding To illustrate the use of these lines for through riding, the proportion of passengers riding across a zone of approximately four miles in length (two miles radially from State and Madison streets), has been figured from the checks. This zone is from 1 to 1^ miles longer than the average ride on these lines. From the following tables it is evident that for both directions of travel, the unloading before reaching the four mile district is practically equal to the unloading in this district. 11162 SUPPLEMENT TO REPORT Through Riding Across Four Mile District Northbound Line Passengers Boarding South of 22d street Per Cent Alighting South of 22d street In Four Mile District North and West of Four Mile District Through Route 1 8,140 46.0 42.2 11.8 2 7,120 48.6 48.1 3-3 j i i U 3 6,760 42.0 49.0 9.0 a" a 6 4.165 41.4 51-3 7-3 j u a 7 5.233 43-6 48.7 7-7 a u 22 16,657 46.6 46.2 7.2 Total 48,075 45-4 46.9 7-7 Southbound Line . Passengers Boarding North and West of Four Mile District Per Cent Alighting North and West of Four Mile District In Four Mile District South of 22d street Through Route 1 9,816 47-i 42 3 10.6 “ “ 2....... . 3,993 4i-3 54 2 4-5 “ “ 3 7T54 40.1 50 1 9.8 “ “ 6 5,590 50.2 44 0 5-8 “ “ 7 5,630 38.2 53 9 7-9 “ “ 22 22,546 51-2 43 7 5-i Total 54,729 46.9 46 . 1 7.0 The percentage of through riding, i. e., passengers boarding north or south and riding through the four mile zone, is more for Through Route i than for the remaining five lines. On the other hand, Through Route 2, for both north and southbound traffic, shows a less percentage of through riding than the other routes. Taking an average of all six routes there is 7.7 per cent of the total number of northbound passengers boarding the cars south of 22d street, who ride to points beyond the four mile district, and seven per cent of the southbound passengers who board the cars north and west of the four mile district and ride south of 22d street. The through riding for Through Route 1 exceeds this average by a considerable amount, and that for Through Route 2 is much less than the average. A corresponding analysis of northbound traffic for the Halsted street line shows that only five per cent of the passengers loading south of Archer avenue ride beyond the north branch of the river, likewise a distance of about four miles (see page 165). Volume of Loop Transfer The total transfer in the Loop, when compared with that of some of the heavier transfer points in outlying parts of the City, is seen, from the accompanying table, to be of relatively small volume.CHICAGO SURFACE LINES, OPERATING STATISTICS, AND TRAFFIC 163 Total Passengers for an Average Day Transferring in All Directions i i Location of Transfer Daily Transfer Passengers Entire Loop (30 transfer points)* Halsted, Milwaukee and Grand. , Milwaukee, North and Robey... 63d and Halsted............... Halsted and Madison........... 63d and Cottage Grove......... 47th and Cottage Grove........ 61,000 25.500 16.500 16,400 14.500 12,600 12,100 * Bounded by Van Buren street, Fifth avenue, and Lake street and includes transfer points on bounding streets. The transfer for the entire Loop is only twice as great as the one inter- section of Halsted, Milwaukee and Grand, and there are several single points in the City whose volume of transfer is X that of the entire Loop. The Adams and ¥/abash station on the elevated railroad has 21,000 passengers entering it daily, or nearly 35 per cent of the volume of the entire Loop surface transfer. These considerations effectively disprove the theory that this surface transfer is responsible for a considerable amount of the pedestrian congestion. Group 3 This group of lines is composed of all the north and south lines which operate entirely outside of the Loop. These lines are nine in number, namely: Halsted street through lines. Ashland avenue through lines. Robey street line. Western avenue lines. Kedzie avenue lines. Crawford avenue lines. Cicero avenue lines.* Laramie avenue line.* Morgan-Racine—T. R. 23* Although there are only nine lines of this group, the traffic carried by them is nearly 21 per cent of the Surface Lines total passengers, a portion in excess of their pro rata track mileage, which is only 16 per cent of the total for the City. When, however, the revenue passengers carried by these lines are considered, it is found that they haul just 16 per cent of the total for the City. In other words, the ratio of transfer to revenue passen- gers is 119 per cent, or greater than for any other group of lines. This is because of the fact that seven of them pass through or near to the large manufacturing districts and heavily populated residential sections of the City, while the remaining two are adjacent to such manufacturing estab- lishments at one point at least in their route, and, on account of their great length, intersect practically all of the east and west and diagonal car lines, thus tapping all west side residential sections. The loading characteristics of these lines are of interest and shaded *Lines not checked.164 SUPPLEMENT TO REPORT diagrams for six of them (Halsted, Robey, Ashland, Western, Kedzie, and Crawford lines) are presented herewith. The loading and unloading for all these lines shows a concentration in a district from and including 22nd street to North avenue. North Bound Line vStreet Boundaries of Section Length of Section Miles Per cent of Total Loading Per cent of Total Unloading Crawford 22d to LeMoyne 3-8 57-1 ! 44-5 Western 22d to LeMoyne 3-8 52.5 42.4 Robey 22d to Evergreen 3-7 81.0 52.7 | Ashland 22d to Blackhawk 3-7 3-9 52.3 53.-4 57-6 58.1 | Halsted 22d to Clybourn Kedzie 22d to LeMoyne 4.3 54-8 33-8 33-1 51.0 26.0 Crawford . . . 12 th to Huron 1.9 Western 12th to Superior 1-9 23.0 | Robey 12 th to Emerson i-7 48-5 29.6 ! Ashland 12th to Superior 2.0 27 . I 24-5 Halsted 12th to Superior 1.9 34-6 40.6 Kedzie 12 th to Huron i-9 31.0 29.0 South Bound Length of Per cent of Per cent of Line Street Boundaries of Section Section Total Total Miles Loading Unloading Crawford LeMoyne to 22d 3-8 46.1 60.5 Western LeMoyne to 22d 3-8 47-7 53-5 Robey Evergreen to 22d . . . 3-7 59-4 83-0 Ashland Blackhawk to 22d 3 • 7 58.5 56.9 52.6 51-6 51-8 1 56.0 i Halsted Clvbourn to 22d 3.9 Kedzie LeMoyne to 22d 4-3 Crawford Huron to 12th 1 9 26.1 33- 2 34- 9 Western Superior to 12th 1.9 27.7 Robey Emerson to 12th i-7 32.7 49-5 Ashland Superior to 12th 2.0 24.6 26.7 Halsted Superior to 12 th i-9 31-8 31.0 Kedzie Huron to 12th i-9 29.7 30.8 j From the above tables, it is to be noted that each of these lines show nearly or over 50 per cent of its loading and over 40 per cent of its unloading, in a district about four miles long, between 22nd street and North avenue. In a shorter district, from 12th street to Chicago avenue, it is found that the per cent loading varies from 26.1 to 48.5, and unloading from 23.0 to 49.5. When it is considered that the length of five of these lines is over 14 miles, it is apparent what a marked concentration there is in this district. The Robey street line, which is only five miles in length, naturally shows a heavy percentage loading in the four mile district.CHICAGO SURFACE LINES, OPERATING STATISTICS, AND TRAFFIC 165 Aside from the concentration of loading and unloading just discussed, there is no evidence of a similarity in the loading and unloading for the individual lines of this group. Halsted Street Line The traffic for the Halsted street line (see diagram page 195) includes Through Routes 8, 13, and 18, and the local traffic boarding and alighting along Halsted street from the downtown routes, between mth street and Archer avenue. The heaviest loading section is that from and including 12th street to Madison street, in which 16,500 passengers, or 17 per cent of the north bound passengers, board the cars. Nearly half of these passengers alight in the next section to the north, from and including Madison street to Chicago avenue. This latter section is the heaviest unloading section, in which alight 17,500 passengers, or nearly 18 per cent of the total north bound traffic. The heavy loading and unloading in this section is no doubt due to the fact that it contains two of the four largest transfer points in the City, namely at Madison street, and at Milwaukee and Grand avenues. Of the 17,500 passengers alighting in this section, 14,000, or over 80 per cent, originate in the three sections from 22nd street to Chicago avenue, a distance of only three miles, indi- cating the short haul nature of traffic along this section of the line. Considering the southerly portion of this line, from mth street to the Stock Yards, about 37,500 passengers are loaded, while in the same distance fully 60 per cent of these same passengers unload, with ^ of this total unloading in the section including the Stock Yards industries. The intersection of Halsted and 63 d streets is the third heaviest transfer point in the City, which accounts, in part, for the heavy traffic shown in the sec- tion from 69th to 59th streets. Thus, the Halsted street line has three out of the four heaviest transfer points on the surface system. Of 34,300 pas- sengers loading south of the south branch of the Chicago river, less than five per cent ride across the district, between the two branches of the river, to the sections north of the north branch of the river, indicating the relatively small use of this line for through long haul business between the north and south. In contrast to this through riding, 43 per cent of these 34,300 passengers were delivered in the district between the two branches of the river. Considering the delivery of traffic from the central district to the north, 40 per cent of the 36,500 passengers loading between the two branches of the river, ride to the districts north of the river. Ashland Avenue Line Traffic for the Ashland avenue line (see diagram page 196) includes Through Route 9 and the other subsidiary north and south lines, as well as the local traffic boarding and alighting along Ashland avenue from the166 SUPPLEMENT TO REPORT downtown routes. The 'heaviest loading section is from 14th street to Madison street, amounting to 9,350 passengers, or 15 per cent of the total north bound traffic. This section corresponds almost exactly with the heaviest loading section on Halsted street. On the south end of the line, of the 20,850 passengers loading between 75th street and 42nd street, 45>2 per cent unload in the same district, with over half of this unloading concentrated in the Stock Yards section. While the latter is an import- ant unloading section, it is also the second largest loading section of the whole line, with 8,500 daily passengers, or nearly 14 per cent of the total north bound traffic. The entire north bound loading south of Archer avenue amounts to 25,370 passengers, and of this number, 13,800, or 54.5 per cent, alight in the same district; 10,750, or 42.3 per cent, alight between Archer avenue and Milwaukee avenue inclusive; while only 820, or 3.2 per cent, travel to the sections north of Milwaukee avenue. Considering now, the central district between Archer and Milwaukee avenues, 32,600 passengers daily board the cars, of whom 7,800, or 24 per cent, are destined to points north of Milwaukee avenue. The largest unloading section for the line is from Chicago to North avenues, in which 11,780 passengers, or 19 per cent of the total north bound passengers alight. Of these 11,780 passengers unloading in this section, 74 per cent come from the district between 14th street and North avenue, about three miles in length. One feature of this line which is in marked contrast to the Halsted street line, is the comparative lack of loading north of the river and the concentration of unloading at the extreme north end of the line. One striking feature common to these two lines is the small number of passengers who travel from the section south of the river, across the central belt between the rivers, to the section north of the river. These through riders, or long haul passengers, are in each case of minor import- ance, as compared with those riding from the south and north sections to the center and vice versa. An inspection of the diagram brings out this point. This fact is further illustrated by the average haul on these lines, which is 2.14 miles on Halsted street and 2.32 miles on Ashland avenue, or relatively short, when compared with the length of these lines. The figures, in both cases, are exclusive of traffic on the downtown cars of these lines. Because of their great length, the large number of passengers carried, and the desirability of through north and south rapid transit service west of the Loop district, the location of such a line on one of these thorough- fares has been proposed. In order to meet the requirements of the situation the thoroughfare should be one near the center of population, employ- ment, and travel, which requirement narrows the choice, as a practical matter, to either Halsted street or Ashland avenue. Halsted street has been considered by many as the logical route for such a rapid transit line,CHICAGO SURFACE LINES, OPERATING STATISTICS, AND TRAFFIC 167 but this traffic check has developed facts, that indicate that Ashland avenue should be chosen for the initial rapid transit development on the west side- Comparative Length of Ride—Halsted and Ashland Avenue Lines Figures in Table are Numbers of Passengers Riding Various Distances Through Routes —Entire Length Through Routes Between Rivers .. .. . . . .. 1 Distance of Trip in Miles Northbound Southbound Northbound Southbound Ashland Halsted Ashland Halsted Ashland Halsted Ashland Halsted From 0 to 1. . . . ! From 1 to 2. . . . ; From 2 to 3. . . . i From 3 to 4. . . . From 4 to 5 . . . . I From 5 to 6. . . . i From 6 to 7. . . . From 7 to 8. . . . ; From 8 to 9. . . . From 9 to 10. . . . From 10 to 11... . i From 11 to 12 ... . From 12 to 13... . ; From 13 to 14... . j From 14 to 15... . 5953 3889 2313 1589 939 632 417 218 87 47 15 14 16 2 7064 5722 3221 1918 1144 73i 522 195 97 3i 3i 9 2 4138 3541 2044 I48I 812 696 477 239 133 68 27 17 16 2 6067 4991 2925 1824 1167 750 455 192 98 37 3i 10 5 4474 2749 1459 804 283 131 29 9 5480 4421 2113 1136 595 220 62 3732 3183 1803 1270 632 542 407 213 no 47 9 4612 4037 1754 851 564 447 344 148 39 4 Total. 16131 20687 13691 18552 9938 14027 11948 12800 ! Average Haul 2.18 2.16 2-45 2.12 1.63 i-73 2-43 1.99 Note: A full discussion of this matter will be found on page 247. In the foregoing table the average haul is given for each direction of travel, and for both directions is 2.14 and 2.32 for Halsted street and Ashland avenue, respectively. It should be noted that the north bound average haul is about equal for both lines, while the south bound average haul is 2.45 for Ashland avenue and only 2.12 for Halsted street. One reason Ashland avenue has so much longer haul south than north may be explained by the fact that this street is not open across the north branch of the Chicago river, making it necessary for the cars of this line to take a circuitous route over Cortland street and Southport avenue. In spite of this great obstruction to the Ashland avenue traffic, the average haul north bound is nevertheless greater than that of Halsted street, which is open across the north branch of the river when the traffic of the entire line is considered. When the traffic originating on Ashland avenue and on Halsted street between the two branches of the river is considered, the effect of the obstruction to Ashland avenue on the north is more appar- ent, the average haul being 1.63 miles for Ashland avenue as against 1.73 miles for Halsted street. However, for the south bound traffic, Ashland avenue, being open across the river, has a much greater average haul than Halsted street, comparative figures being 2.43 miles for the former and 1.99 miles for the latter.188 SUPPLEMENT TO REPORT Another significant fact, favorable to Ashland avenue rapid transit, is the re-transfer on these two lines, which is 48 per cent for Halsted street and 37 per cent for Ashland avenue. The conclusion to be drawn from this re-transfer, is that there are a large number of passengers on these lines who originate on intersecting east and west lines, transferring to north and south lines, riding a short distance on the latter and re-trans- ferring to other east and west lines, thus making a trip that may be rep- resented by the letter “Z”. It is probable that the larger the per cent of re-transfer, the greater is the volume of such short travel along the north and south lines, and the less number of rapid transit passengers likely to be obtained. Robey Street Line The Robey street line (see diagram, page 174) is the shortest of the observed lines of Group 3, having a length of only 5.2 miles. This line is confined to the district between the two branches of the river and serves a densely populated area for its entire route, so that the traffic is heavy in proportion to its length. The average haul is 1.56 miles, the shortest of any of the Group 3 lines, but relative to its length, is long. The out- standing traffic feature of this line is the heavy unloading (47 per cent of the total northbound passengers) in the section from North to Fullerton avenues, inclusive. This concentration of unloading is due to several causes, notably the transfer at the Milwaukee and North avenue inter- section, the second largest in the City, and at Fullerton avenue. Pas- sengers reach the Deering works of the International Harvester Company via the latter line. Other Lines in This Group The three remaining lines of this group, i. e., Western, Kedzie, and Crawford, serve sections that are partly residential and partly industrial. The following tables give the general characteristics of these lines as re- gards loading and unloading for the same districts. North Bound Line South of 22d Street From and including 22d to North Ave. North of North Ave. | Average ! Haul' j Per cent of Total Loading Per cent of Total Unloading Per cent of Total Loading Per cent of Total Unloading Per cent of Total Loading Per cent of Total Unloading Western.. . . 28.0 in5 52.5 42.5 19-5 46.0 2-34 Kedzie 27.8 10.7 54-8 51.0 17-4 38.3 2.22 Crawford.. . 23.0 5-0 57 1 44-5 19.9 50.5 2.20CHICAGO SURFACE LINES, OPERATING STATISTICS, AND TRAFFIC 169 South Bound i j Line End of Line Through North Avenue From North Avenue Through 22d South of 22 d Average Haul Per cent of Total Loading Per cent of Total Unloading Per cent of Total Loading Per cent of Total Unloading Per cent of Total Loading Per cent of Total Unloading i Western . . . 4i -5 17.2 47-7 53-6 10.8 29.2 2.04 i Kedzie 37 1 16.7 52.6 56.0 10.3 27-3 2.20 i j Crawford . . 47.6 18.4 46.O 6O.4 6.4 21.2 2.10 j The above tables show a quite marked uniformity in the percentages boarding and alighting in well defined districts, and in the average haul for the three lines. The west side of the City is not developed continuously as either a residential or industrial section. The two classes of occupancy alternate so that, while the density of population is great, there are few predominat- ing routes of travel over long distances. As a consequence of this develop- ment, there is a heavy transfer interchange at practically all intersections. The gridiron location of the west side lines, following the rectangular sys- tem of streets, offers great facilities for this method of travel. The follow- ing table shows the heaviest transfer movement on the lines of this group: Maximum Transfer Intersections On Group 3 Surface Lines Maximum Transfer Point 2d Largest Transfer Point Maximum Transfer East to Downtown Line Line Intersection Total Daily Transfer Movement Intersection Total Daily Transfer Movement Line Transfer Received 1 on Down- town Line Halsted. . Halsted, Milwaukee and Grand 25,500 Halsted and 63d 16,400 Madison 4,400 Ashland.. j Ashland, 22d and Blue Island 13,300 Paulina and Madison 9,800 Madison 2,800 Robey... Robey, Milwaukee and North 16,500 Robey and Madison 6,800 Madison 2,100 Western.. Western and Madison 11,700 Western and 12 th 6,800 Madison 3,ooo Kedzie. . . Kedzie and Madison 11,000 Kedzie and 12 th 7,900 Madison I 3,600 . Crawford. Crawford and Madison 7,500 Crawford and 22d 5,800 Madison i 2,100 ' Cicero... . Cicero, Mil- waukee and Irving Park 9,600 Cicero and Madison 5,ooo Madison 1,800 Where transfer count was made in one direction only, the reverse movement is assumed to be of equal volume.170 SUPPLEMENT TO REPORT This table shows, for each of the lines of Group 3, the maximum and second largest transfer point for movement in all directions, and the maxi- mum transfer east to a downtown line. This transfer movement is of great volume with some similarity in the location of maximum transfer points. For example, of the 14 complete transfer movements tabulated, three are at intersections with Milwaukee avenue, six at intersections with Madison street, two each at intersections with 12th street and 22d street, and one at 63d street. Where the maximum transfer east to lines terminating in the central business district is considered, Madison street is found to be the greatest in all cases. A discussion of the transfer from these west side surface lines to rapid transit lines may be found in the chapter on Transfers. Group 4 This group consists of those crosstown routes, operating east and west outside of the Loop district as follows: 119th street 115th street 1 nth street 103 d-106th streets 93d street, Pullman 63d street 59th-6ist streets 51st street 47th street 43 d street 18th street 14th-16 th streets 12 th-Wabash Harrison street Grand avenue 87th street 79th street 75th street 71st street 67th-69th streets 39th street 35 th street 31st street 26th street 22d street East Chicago avenue East Division street North avenue Armitage-Center Fullerton avenue Belmont avenue Irving Park boulevard Montrose avenue Lawrence avenue These 34 lines carry 25.7 per cent of the total daily traffic of the Surface Lines. The annual figures show the ratio of transfer to revenue passengers of 103.0 per cent, the second largest in point of transfer of the four groups, Group 3 being the first, with 119 per cent. The Commission checked nine of these lines by the identification ticket method, namely: 63 d street Grand avenue 47 th street North avenue 35th street Belmont avenue 22d street Irving Park boulevard 12th street These lines, limited by the maximum east and west dimensions, areCHICAGO SURFACE LINES, OPERATING STATISTICS, AND TRAFFIC 171 generally shorter than either the north and south lines, Group 3, or those terminating in or passing through the Loop, Groups 1 and 2. The longest of the Group 4 routes is 10.05 miles and the shortest 1.5 miles. With cer- tain exceptions, the general function of these lines is to gather passengers along their routes and deliver them, by transfer, to the first intersecting north and south or diagonal line, and to handle the reverse passenger movement, as is evidenced by the heavy proportion of transfer to revenue passengers. In the Calumet district, the east and west lines carry a true cross- town business between separated centers of population and industry. Farther north, the 63d street and 47th street lines, besides their great trans- fer traffic, also fulfill the same function as direct east and west carriers. The 22d street line traverses a belt of manufacturing plants with the West- ern Electric Company’s plant located at its western terminus. The 12th- street line likewise carries large numbers of passengers from points well east, and the densely populated areas between* Halsted street and Ashland avenue to points west, notably the large Sears, Roebuck & Company plant. Still further north, Grand avenue and Chicago avenue lines con- nect directly west side residential sections with the factory district north of the Chicago river, and the former also serves the new Municipal Pier. Of the lines observed, the heaviest traffic is on 63d street, which handled, in 1915, 13,083,306 revenue passengers. The next heaviest are the North avenue and 47th street lines, which carried respectively 10,549,701 and 8,014,421 revenue passengers annually. These heavier lines are somewhat smaller in volume of revenue passengers than such lines as Lincoln avenue and Cottage Grove avenue (exclusive of T. R. 4 and 5), which gives an idea of their relative importance. The smallest of this group is the Belmont avenue line, which carried, in 1915, 4,516,099 revenue passengers. As before stated, the 63 d street line is the heaviest line of Group 4. The ratio of transfer to revenue passengers in 1915 was 113.2 per cent, making it one of the largest transfer lines. Its length is 8.15 miles, one of the longest lines of Group 4, but its average haul is only 1.53 miles, due to its use as a transfer line. There is a marked concentration of loading and unloading along the eastern half of the line. The diagram, page 200, shows that from the east end of the line up to Ashland avenue, 90 per cent of the west bound loading and 57 per cent of the west bound unloading occurs. This very heavy travel is carried parallel to and practically along side the Jackson Park and Englewood branches of the South Side Ele- vated, which do not effectively compete with the 63 d street line for crosstown business. Dividing this line into approximate mile sections, the largest loading section is that from and including Woodlawn avenue to Calumet avenue,172 SUPPLEMENT TO REPORT in which 10,300 passengers (26 per cent) load daily, and the largest un- loading section is from and including Wallace street to Elizabeth street, in which 10,000 passengers (25 per cent) unload daily. The transfer from 63d street to north and south lines is very heavy, amounting to 13,000 to the north, and 11,000 to the south, on Cottage Grove avenue, State street, Wentworth avenue, and Halsted street lines. These north and south lines all intersect the 63 d street line where paralleled by the elevated railroad, and an analysis of the journey of these transfer passengers indi- cated that a heavy transfer from the surface to rapid transit lines will probably occur when the proposed system is placed in operation. There is likewise a heavy transfer north and south on Ashland avenue, amounting to 3,076 and 1,128 passengers daily, respectively. Many passengers using this transfer would probably be diverted to the proposed Ashland avenue elevated line. It is a noteworthy fact, that the 63d street line has the third largest transfer point (see Plates 23, 24, and 25) in the City at its intersection with Halsted street, and the sixth largest at its intersection with Cottage Grove avenue, the combined transfer movement at both points amounting to nearly 30,000 daily. The 47 th street line is another important crosstown line and operates from Lake Park avenue to Kedzie avenue. This is also a heavy transfer line with a ratio of transfer to revenue passengers of 115.4 per cent, a slightly larger ratio than that for 63d street. Its total length of line is 5.8 miles and its average haul 1.39 miles, a longer average haul, in proportion to its length, than that of the 63d street line. ■ There is not so marked a concentration of loading and unloading along its eastern half as for 63d street. Considering the eastern half of the line, 78 per cent of the west bound loading and 46 per cent of the west bound unloading, occur in the section from Lake Park avenue to Hal- sted street, inclusive. The largest loading section, of mile length, is at the eastern end, from Lake Park avenue to Cottage Grove avenue inclusive, in which 8,350 passengers, or 34 per cent of the west bound traffic, are load- ed daily. The heaviest unloading section is from Halsted street to and includ- ing Ashland avenue, in which 5,850 passengers, or 24 per cent, unload. This is due in part to a transfer of 1,200 passengers from this line north bound on Ashland avenue, to and beyond the Stock Yards. It is interesting to note, that the transfer from east bound 47th street cars to south bound Cottage Grove cars, is one of the half dozen largest single transfer movements in the entire City, amounting to 3,443 passen- gers daily. There is at the present time a very considerable transfer of passengers from 47th street cars to the South Side Elevated, and the large transfer from this line to intersecting north and south surface lines gives promiseCHICAGO SURFACE LINES, OPERATING STATISTICS, AND TRAFFIC 173 that the surface to rapid transit transfer will be largely used by patrons of this line. The North avenue line is the second largest carrier of the lines ob- served of this group. The ratio of transfer to revenue passengers is 106.3 Per cent, as compared with 113.2 per cent for 63d street and 115.4 per cent for 47th street. The length of average haul is 1.55 miles, with 45 per cent of its passengers riding one mile or less, reflecting the heavy transfer business of this, line. Dividing the line into approximate mile sections, the most striking feature is the heavy loading in the section between Clark street and Cly- bourn avenue, inclusive, wherein 45 per cent of the total west bound loading occurs. At the Clark street intersection alone, 5,850 passengers, or 19 per cent, of the total loading occurs. This is equivalent to 82 per cent of the loading to Madison street cars at State streeet, which is the heaviest loading to any single line at one point. The unloading on this line is remarkably evenly distributed from Ashland avenue west, averaging 5,500 passengers for each mile section. Conclusion In this chapter no attempt has been made to discuss in detail the traffic characteristics of all the surface lines checked by this Commission. Inasmuch as the data for all these lines are published in this Report, in summarized form, it was deemed sufficient to describe here the methods of obtaining and applying this information to the general groups of lines into which the surface system was divided, and to analyze the traffic move- ment of several typical lines in each group. The fundamental data presented herein, comprehending 76 per cent of the total traffic of the surface lines, follow: Passenger origin and destination along each line, in both directions, tabulated for the entire day. This same data presented graphically for 28 lines. This same data sub-divided into four periods, i. e., 6 a. m. to 9 a. m., 9 a. m. to 4. p. m., 4 p. m. to 7 p. m., and 7 p. m. to mid- night. These tabulations are filed with the Commissioners’ records, and not bound in this Report, on account of their bulk. Percentage of total passengers riding one, two, three, etc., miles, and the average ride along each line. Daily transfer movement, on lines carrying 76 per cent of the system’s total traffic, at all their intersections, presented in graphical form. Operating statistics for each line for the year 1915. By means of the above information, and following the methods out- lined in this chapter, it is possible to study, for any special problem at hand, the traffic of all the principal surface line carriers of the City.174 WINONA PARK IRVING DAILY PASSENGERS. 1915, TB-ACKH/fyi^sX 11 I DISTRIBUTED ACCORDING TO TRAFFIC COUNT LOADING SCALE ] 1 CHICAGO Mile DISTAN AU5HN 5 ID HDD ______________________!_________ I HOWARD 5 ' IN 7 V/V/V >v •/77-/7 7? 7tg LIMITS ROG ELMDALE ALIGHTING AVE AYE (O AVE.o AV ROSCOE ST XM »> h\/% Xs ! a. pp NP 176'CALVARY T iCEMETfcRYl HOWARD CITV PARK 1 DEVON DP.VQN HILL. 1PJ. : v Hi IHORNE m : KINLE.Y PARK UNION ROOT NILES CENTER LIMITS ST., WESTBOUND Jp DAILY PASSENGERS, 1915, SfllWirN nMtml DISTRIBUTED ACCORDING TO TRAFFIC COUNT JEFF \\ERSON 6000 DISTANCE SCALE IRVING PARK NS. DUNNING my oLivrt BOARDING MONT CLARE o y? i iy* 2 if :o:<:|5 CH1CAC0 (ERIE. $ STS [tTvAvJwIT?; GRAND [MISTlN PULTON |oioxj>!o!oxo :!?$£•$ :o;o;<|S STOCKYARDS rrr77ry-rrr HYDE PARK CHICAGO LAWN .IMITS. 68'- ST. YST QAKV/OODS |g CEMETERY f MARQUETTE PARK uJl I Yjv/o >, fc\\ORAND STATE DAILY PASSENGERS, 1915, DISTRIBUTED ACCORDING TO TRAFFIC COUNT (jai *2 CITY LIMITS Ut x i«awy// u j.//s ■>/// ^ EVER6KELN L\ctMETERY ST MAR1A\ CEMETERY PARK mmsmism: 178Miles 179|>*VLTON| L 0 0 0 o a a [Sj5lq: ! TAYLOR 46 TH • f>-Aln'*l 92 ND J | loeia. J HEIGHTS MORGAN NORTHBOUND DAILY PASSENGERS. 1915. DISTRIBUTED ACCORDING TO TRAFFIC COUNT / O M n«a _ _ST J, g] n trv*m 2000 - 3000 “jlOOO iijSc H0R6AN(|IIIAST) PARK \V CITY LIMITS LOADING SCALE WEST® PULLMAN CITY LIMITS -lElil OAK HILL \W/ .sTJODD menis m VAN i 6U*EN nwiiiflva^i^^ry [EL7 rac C7ZZK IUTZZjlDOI] SUDZHH ST^jJ ^\Q^o 3U52 -------- 3611 S TH BOARDING ALIGHTING UNION STOCK YARDS vERGREE EAS l WASHINGTON Miles BLUE GARD S', 180AUSTIN D1 TAYLOR 34 TH ST UNION ! I STOCK YARD5 47 TH ST PARK ! Z engle- j | WOOD | ;M/M I^RKj; J INDIANA AVE., NORTHBOUND DAILY PASSENGERS, 1915, DISTRIBUTED ACCORDING TO TRAFFIC COUNT 181LAWLER ALIGHTING SMi •Mi SACRAMENTO MOZART LEAVITT CLINTON AUSTIN I CITY " CENTRAl AVE. LUAVE jlBj AVE 31____i HYMAN AYE. HARVEY Li AVE. iT AVE, LARAMIE| [ AVE. | Fni--------11 -if® g gl 1 f s BOARDING :r,pn Y AVE. LIMITS 3K Y\VJBn_ WOOD BICKERDIKE CHICAGO AVE., WESTBOUND DAILY PASSENGERS, 1915, DISTRIBUTED ACCORDING TO TRAFFIC COUNT 0 1000 2000 3000 4000 LOADING SCALE 1 I -.1 1 1 DISTANCE SCALE Mile 182icago lawn .. ... :L{ \||pl FEDERAL XD- *41 LAKE ^4" ARCHER AVE. EASTBOUND DAILY PASSE MGERS. 1915. DISTRIBUTED ACCORDING TO TRAFFIC COUNT LOADING SCALE DISTANCE SCALE 0 1000 2000 3000 4000 0 * * # * Mile 183GHTI TRUMBULL lUHBOLOjpji FORNIAl I . ROCKWELL LEAVITT S" f ""jr / CLINTON A, SJ TUNNEL o ROBINSON i----iLgJI ? iirfi x —it AVE LARAMIE AVE • v- < n §• (> L L_ _j 1 IHYMAN —Fp-"--- *! K\ AVE CICERO AVE CrCERO LIMITS KENTON AVE CITY LIMITS °c KOSTNER AVE. i A . rrr «VE. BOA Up ill f MOZ ART!.;. PARK ST. AVE ROCKWELL /AVE ASHLAND AVE HOLT RAC!j!)E | |A’\ EL^O Jk 13 L______/ --C. 5E5E—V3 BLUE ISLAND AVE., WESTBOUND DAILY PASSENGERS. 1915, DISTRIBUTED ACCORDING TO TRAFFIC COUNT 0 1 000 2000 3000 4000 LOADING SCALE DISTANCE SCALE Mile 184LECLAIRE AVE BOHEMIAN j BALMORAL BERWYN - BOMAN ] ASV/O] |OD Tt \1RV1NG PARK BELMONT ^r w* :ULLERTON MITAGE DIVISION | CHICAGO I GRAND FULTON =E U/~ O' , —4->-'tr-' I ~ TMfc.T M ST 1 | - ELSTON AVE., NORTHBOUND DAILY PASSENGERS, 1915, DISTRIBUTED ACCORDING TO TRAFFIC COUNT LOADING SCALE DISTANCE SCALE 0 1000 2000 3000 4000 . ! 711- o K M l j Mile ir 2lJ ir 185.LARAMIE crc&Ro KENTON CITY K 05TNER LAWN DA uJ r ko £ V* Q , ROBINSON x BOARDING OGDEN AVE., DAILY PASSEN DISTRIBUTED ACCORDING TO TRAFFIC COUNT LOADING SCALE 1000 2000 3000 4000 DISTANCE SCALE 9 ¥ If yf 1 Mile 186JEFFERSON MILWAUKEE AVE., SOUTHBOUND DAILY PASSENGERS, 1915. DISTRIBUTED ACCORDING TO TRAFFIC COUNT 0 10CO 2000 3000 4000 LOADING SCALE DISTANCE SCALE Mile 187HARVEY AUSTIN CITY LIMITS 11CENTRAL UJAVE. central ROBINSON LECLAIRE AV KOSTNER AVE. FORD CRAW LAWNDALI HUMBOLd; MOZART Jv.PARi ST. EAVIT' ASHLAND ms ISLAND CANAL 12TH ST DAILY PASSENGERS, 1915, DISTRIBUTED ACCORDING TO TRAFFIC COUNT \'\v>\\v X »> 188 GRANT PARK AVE HARVEY AVE. AUSTIN II CITY AVE. LIMITS > : llJ AVE CENTRAL AVE aveJ LARAMIE AVE. > LECLAIRE AYE l HYMAN AVE CICERO AVE. CrCERO AVE. LIMITS PATRICK KIL FORD HVE. CRAWFORD SPRINGFIELD FSINGFIELD AVE // KEDZiE ALBANY 1FORNIA AVE FORNIA VESTS armitage LEAVITT ST ROBEY UlxyjlU il P.OBc THaOOP JILJ ALIGHTING * '-■•Vi. 3 --■ V^~\ r . MIFMH!>!>)>»> •rrss/rsr lBOMAN iv JEFF \\ER$ON ttOHTttOX JRV)NG PARK DUNN\N( MONTCL/ GALEVOOD CRAG1N RIVER AJJSTIN KINZIE -1MH5 HAWTHORNE UNION LYONS Nrk|| i i BURNSIDE Miles EAST H WASHINGTON ?j HEIGHTS • FERNWOOD WASHINGTON HEIGHTS SOUTH PEERING ROSELAND MORGAN PARK EDISON PARK ;} IRVING PARK ALIGHTING OAK FORE5T j: RlPGELANO .. rTf ~~ 'a\ 4Mh= PARK ClC ER BB MORTON [PARK, CLYDE., _____II_?U| . ----n----iki T-- CHICAGO LAWN CLEARING £ THROUGH ROUTE 1, NORTHBOUND DAILY PASSENGERS. 1915, I__________j | .7.19°-°^- DI ST RI BUT ED ACCORDING 1> 1 TO TRAFFIC COUNT LOADING SCALE DISTANCE SCALE 190LERTO 1 ■NY'erMST) 8LACKV DIVISION PULTON 1 PEs&."iTinnn. . ,.r?rr.>?r;., +rrr: ’\N, j ! TAYLOR socTanoii McK'NLEY UNION ROOT 4382. STOCKYARDS '4712 HYDE PARK iCKSOt OUND park OB”1 5T| OAKWOOD cemetery! j||I NL>K| I / I*" 3CORDING COUNT 74 lA iMV> 1 ST. S UJ Z o 7312 “ 1 MALSTED EMERALD 1 n \ 1 8111. A ■ ALIGHTING MONTROSE.< ADDl SON ST CH'CAtO ^ VAN 11BURE-N l7Z ^ V>i1---T “ > 2522 ST 51/ azue 0f 5 5312 PARK , 1915, MARQUETTE. PARK 69X2. H TsXXGRAND 1500 3000 ties 191LIMITS ROHlHlAN cemetery MONTROSE < V > \0r ADDISON ST. BOARDIN .SEDGWICK W'?&: CHICAGO CARROLL PARK “iCKSO> DEVON T*VE ROSE nlLL ENTRANCE CEMETERY BRYN M A.WR (O uJ \ BALMORAL ^ BERWYI f» ,BOK H VE.N ALIGHTING j^. —4 —ir -.11 TH ST VsN J.21 ST ST KINLEY C'^fS 38 TH ST. THROUGH ROUTE 3, 3BXH I hay tXj UNION 4ESJE.'C 1— NORTHBOUND DAILY PASSENGERS, 1915, DISTRIBUTED ACCORDING 5 til TO TRAFFIC COUNT PARK *| ____21__ . _ 0 500 1000 1500 2000 59— 1C AGO LAWN Miles 192ROSE H\LL ENTRANCE - CEMETERY BOHEMIAN CEMETERY LUCAS OEM- LOAI ADDISON ST. ROSCOE 5T< BELMONT GHTING ARMITASC ■'centers st) BLACKV DIVISION DlVtSI HARElSOt HARRISON K INLEV PARK ROOT HYDE PARK ft SOI park; MALgPARK OUTE 7, NORTHBOUND AILY PASSENGERS, 1915. l V UTED ACCORDING ' Miles BRYN MWRn wJ — BERWYN -yp .BOMAN V ILLE> MONTROSE CEMETEKY JEFF \\ER50N LAWRENCE swo YEN TO TRAFFIC COUNT MONTROSE 1500 1000 IRVING PARK 5 -f IRVINS PARK STA FULLERTON CRAGIN north C1CER MORTON! PARK: ■a\CA6° LVDE„ 25tt_I_?U i u 262*1 £ E9I5. ' cti3'ai sT. HORNE ; £F=5= UNION STOCKYARDS 5IJ51 LIMITS 592* CHICAGO LAWN CLEARING 63££ 63SE :------’CITY LIMITS. it((,{<<(<. ST £ ENGL 5 W NOR MARQUETTE 69211. II 13 193 -EDISON W7Tr. DEVON NORWOOD LIMITS PARK P-ALMORAi. JEFF \\ERSON MOHTROSf. IRVING PA IRVING PARK DUNNINC jKAVWV CtM. CRAG1N NORTH ■Sjjkjorj RIVER RtDGELANI C1CER< 38 TH LYONS 54 TH .AWN 64 TH I WASHINGTON S | / HEIGHTS \ ipaat FERNWOOO / WASHINGTON HEIGHTS =5 Miles ROSELAND IORGAN Ho^fcwCmiiST) PARK £4 PARK BOHAN ; s rj z BOARDING R=r===“'v«!.' ALIGHTING OAK CHICAGO PARK raqc 17'' I ■&& HRBOli CLARK ST. - WENTWORTH AVE. THROUGH ROUTE 22, NORTHBOUND DAILY PASSENGERS, 1915, DISTRIBUTED ACCORDING TO TRAFFIC COUNT I _____ 0 1000 2000 3000 i. BURNSIDE pg; east nr■ ■ ■ n\ S loading scale DISTANCE SCALE SOUTH | PEERING S 194HALSTED—THROUGH Routes 8-13-18J INCLUDING PASSENGERS ON HALSTED DOWNTOWN CARS BOARDING ALIGHTING ALONG HALSTED N MAWk \\ feg* • . DAILY PASSENGERS. 1915, DISTRIBUTED ACCORDING TO TRAFFIC COUNT ROG \\e.Rs\ park\\ * »PEDtSO* 0\ park *P£VON 0 3000 4000 6000 8000 DUNNINC BRIAR PLACE MONTCL/ CRAGIN north [DIVISION] AUSTIN MADI! PARK UMTT9 MORTON! 'CLYDE zirr__11 HORN PARK CLEARING 79th HEreiU PARK. .WASHINGTON * HEIGHTS \ FERNWOOD ] WASHINGTON HEIGHTS SOUTH Leering ROSELAND MORGAN PARK _____ 1954DD150N ST. LINCOLN CORTLAND NORTH MILWAUKEE AUSTIN OGDEN '2aA///aa?/2//^ ASHLAND—CRC AND THROUGH .IMITS. [PARK DISTRIBUTED ACCORDING TO TRAFFIC COUNT 11—r 1 Tin u\ Fvv 1 izis. st.o iN\,; MARQUETTE '!'69th PARK LOAD .. 0 ALE » OU swo MONTROSE i vWIRVING PARK BOAR iiiii|wn{jj||ii'ii 11111; m i j; j i u |111 u 111 j! 11} -■IlMIlfHI f- LlMlT 3 *1 ST 33™ ST INCLUDING PASSENGERS ON 5HLAND DOWNTOWN CARS BOARD- ING AND ALIGHTING ALONG ASHLAND AVE. CHICAGO LAWN! .■ 5 T 74 13. 196 MOW PULLERTW (Nt- BOARDING 85HB9S 1’ 1 il :i> i K&B&&3 r^\ ALIGHTING 197gjpRii ALIGHTING MILWAUKEE GRAND AU5TI LAKE HARRISON Hc kinlev CITY LIMITS CLEARING CITY LIMITS. Miles MARQUETTE. ROSCOE-L wm BOARDING jj R1DGELAND g y PARK Jm. -h 19 TH _-1 r ] r i /'i Pzr ll z * _£iJ; t §ess I 5!T uJ O' CO 5 MORTON! CLYDE._ __I :HAWT| HORNE ; riia st] *1 5911 v.: £ CITY {£<<<;< 'us. 55 TH- - 6SIi 1 Y 5 dOUSl CO II _J £2 rpiLsTa l5T In in—i II 3 1 33I± | I lb r I I ROOT 11 ST. I KEDZIE AVE., NORTHBOUND DAILY PASSENGERS. 1915, DISTRIBUTED ACCORDING TO TRAFFIC COUNT LOADING SCALE DISTANCE SCALE IfeL^L— 0 1000 2000 3000 4000 Imal^rkI 198199LIMITS CITY LIMITS CRAWFORD BOARDING HTIN MOZART ROCKWELL1 AVE. WESTERN LIMITS ROBEY MARSHFIELD ASHLAND RACINE EMERALD WALLACE WENTWORTH CALUMET WOODLAWN STONY ISLAND DAILY PASSENGERS, 1915, DISTRIBUTED ACCORDING TO TRAFFIC COUNT lACKSON OGLESBY AVE SOUTH papk 200IRVING PARK BLV., WESTBOUND DAILY PASSENGERS, 1915. DISTRIBUTED ACCORDING TO TRAFFIC COUNT LOADING SCALE DISTANCE SCALE 1000 2000 ■ 3000 X X X 201CHAPTER V TRANSFERS PRESENT AND PROPOSED GROWTH OF TRANSFER SYSTEMS The subject of transfers as understood today in Chicago is so inti- mately connected with the development of the surface and elevated lines and their previous methods of fare collections, that a brief statement of their history will be helpful. Modifications which have brought about the existing one fare payment and universal transfer for the entire City on the surface lines and the same conditions on the elevated railroads may be considered in the following steps. Prior to 1890, the outlying districts were served in many cases by independently operated electric lines requiring the passengers to transfer to cable lines to reach the center of the City. Not only did this system require a physical change of cars, but also the payment of a transfer charge or second fare. In general, this continued until 1902, when, as the result of ordinances passed by the Council and finally enforced through a court decision, the companies were required to give a single fare service eliminating the charge, but the physical transfer still continued in many cases. With the rehabilitation of the surface lines under the 1907 and subse- quent ordinances, the necessity for these physical transfers was eliminated by the institution of extended routes operating electric cars by continuous trips passing practically all of these former transfer points. The result of this process has been to reduce the charge for a journey within the extreme limits of the City to a uniform five cent basis. With the complete unification of the surface lines has come the extended use of the present form of transfer on these lines. The necessity for trans- ferring to other cars on the same street, when travelling in the same direction on a surface line, has been practically eliminated. On the elevated railroads the system, in a few instances, originally required a physical transfer, as, for instance, the operation of the Humboldt Park branch to Robey street as a shuttle service, and as in the case of the Stock Yards branch at present, but in general, through train operation from the outlying termini of the lines to the central district was common. Originally the delivery of passengers to independent stub terminals made a considerable walk necessary for those wishing to cross the City by these elevated railroads or required the use of surface cars. This feature 202TRANSFERS PRESENT AND PROPOSED 203 was eliminated by the joint operation around the Union Loop, but the second fare continued. The charge for this transfer was eliminated in 1913, when the through routing of the trains from north to south was established. The evolution of this system has thus brought about changes elimina- ting many physical inconveniences of the original independent railroads and a considerable extension of the length of ride possible for a single five cent fare. The plan presented by the Commissioners contemplates, not only the retaining of all of these transfer and long distance riding privileges for a single fare, but also a large increase in the transfer facilities, particu- larly on the rapid transit lines, and the addition of extensive transfer privi- leges between the surface and rapid transit lines. The financial burdens in the initial periods of the Commissioners’ plan, as pointed out elsewhere, will be so heavy that the Commissioners feel it is only possible to recom- mend at present the reduction of the existing charge of five cents for transfer between rapid transit and surface lines to two cents, but with a subsequent reduction to one cent, and the final elimination of all charge when the earn- ings warrant. There exist today three classes of transfers utilized by passengers on the City’s street railway and elevated railroad systems, as follows: (1) Surface line transfers between lines of street railways at practically every intersection, about 545 points scattered over the City’s area. This free transfer is utilized by about 1,500,000 passengers daily. (2) Transfers between elevated lines occurring at eight points, counting the Union Loop as one point. About 50,000 people per day avail themselves of free transfer privileges on the Union Loop and many additional at outlying transfer points. (3) Transfers between surface and elevated lines which are possible on the payment of a second five cent fare at 89 points, but which, in practice, are utilized to considerable extent at about 35 points only. All told, 28,000 passengers daily make such trans- fers between surface and rapid transit lines, and vice versa. Surface Line Transfers There are about 2,000,000 cash fares collected during an average week day on the surface lines and 1,500,000 transfers are collected. This would indicate that about 75 per cent of the actual riders use transfers each day, which is not strictly accurate, as many riders use two and even three transfers. These transfers are limited only as to general direction. The extent to which these transfers are utilized is indicated by the above figures, but can be understood more clearly by reference to Plates 23, 24, and 25, on which are charted the daily transfers at most of the important intersec-204 SUPPLEMENT TO REPORT tions in the City. The simplest of these intersections is a rectangular cross- ing of two lines with the possible issuance of transfers in eight different directions. That is, approaching the transfer from any of the four direc- tions, a transfer may be taken from each line in either of the two other directions. At intersections such as Grand avenue, Milwaukee avenue, and Halsted street, where three lines intersect at a common point, 24 different directions of transfer are available, or, considering the 545 transfer points within the City and the available directions of transfer at these points, it is found that the 1,500,000 passengers per day utilizing this transfer privilege may do so in any of 4,000 combinations of transfer move- ments. The concentration of these transfers at some points is very heavy, as shown in the following table: Ten Largest Transfer Intersections on Chicago Surface Lines Intersection Number of Directions of Transfer 1 Total 1 Daily Transfer Movement 1 Halsted, Milwaukee and Grand 1 24 | ! 25,500 ; 2 Milwaukee, North and Robey 24 16,500 3 Halsted and 63d 10 | 16,400 4 Halsted and Madison 8 i H,500 5 Ashland, Blue Island and 22d 24 ! 13,300 ! fr W.- • ‘ .‘1 6 63d and Cottage Grove ' 8 12,600 7 47th and Cottage Grove 8 12,100 8 Western and Madison 8 11,700 9 Kedzie and Madison 8 11,000 10 Halsted and 12th , Union Loop (30 Intersections). State and Madison........ Madison and Clark........ State and Washington.... Total Surface Lines transfer (approximate)....... Number of transfer points........................ Number of possible directions of transfer (approx.). Maximum Transfer Points in Loop 10,200 61,000 5.000 4,700 4,500 500,000 545 4.000 At the intersection of Grand avenue, Milwaukee avenue, and Halsted street, over 25,000 passengers transfer on an ordinary week day. Other transfer points are used by from 10,000 to 15,000 daily. On Halsted street alone, between the north and south branches of the river, a distance of only 3.7 miles, over 75,000 passengers daily transfer to and from intersect- ing lines. Elevated Transfer Transfers between elevated railroad lines are utilized by a relatively small percentage of the total elevated riders, as against 75 per cent on the surface lines. The reason for this difference is partly in the nature of the traffic itself, which is, to a larger extent, long haul than on theTRANSFERS PRESENT AND PROPOSED 205 surface lines, and also to the fact that there are comparatively few transfer points available. The great bulk of the transfer on the elevated railroads takes place at points on the Union Loop. With the new routing and additional lines laid out in the Commissioners’ plan for the rapid transit system, not only will convenient routes be developed north and south across the City which do not now exist and which will tend to divert long haul travel from the surface lines, but much of the transferring which now occurs on the elevated railroads on the Loop, will, under the new system, be diverted to outlying points, thus relieving congestion on the Loop platforms. Under the proposed method of operation, the transfers on the Loop itself will also be simplified and diverted from the conflicting condition now existing at most of the Loop stations, where transfer passengers, both morn- ing and evening, are loading and unloading in opposite direction to the predominating traffic movements. With the west side elevated railroads transferring at Fifth avenue and Van Buren street and at Fifth avenue and Lake street, it will be seen that passengers coming from the west can transfer either north or south without passing around the Loop and without moving counter to the general direction of loading and un- loading on the Loop. This, together with the additional facilities for transferring outside of this congested district, will, unquestionably, be a great relief to the entire system, especially at its heavier loading and unloading points. TRANSFER BETWEEN SURFACE, ELEVATED, AND SUBWAYS Under the plan of unification of surface, elevated, and subway lines, it is proposed to provide transfers at all intersections of surface lines with elevated and subway lines where stations now exist or will be built. This is to be limited only by the exclusion of transfers between surface and rapid transit lines in the Loop district, where it is not thought wise to encourage transfers of this kind from surface to rapid transit lines because of the difficulty of preventing misuse of the privilege and the tendency of further congesting this already over-crowded district. At the outer termini of certain of the elevated railroad lines and their branches, it is proposed to establish transfer stations, into which are to be run the surface lines that serve the territory still further away from the business center, thus giving to these sparsely settled but growing districts direct connection with the rapid transit service to other parts of the City. These outlying transfer stations are expected to develop rapidly in import- ance, and it is contemplated that each will be designed of ample capacity and will provide convenient methods of transfer, either across a platform at one level, or between two levels by means of short flights of stairs or escalators.206 SUPPLEMENT TO REPORT The advantages to be derived from this proposed transfer are quite obvious, in that they will give to every section of the City access to rapid transit lines, thereby saving passengers a material amount of time and diverting from each of the transportation systems the class of traffic unsuited to its particular function. Thus the elevated railroads will be relieved of the short haul business and the surface lines of the long haul business. This system has been successfully operated in other cities, notably in Boston, where it is a large and determining factor in the transit situation. Philadelphia also has installed this system, and the new plans, now about to be carried out, contemplate a still more general application of the same system of operation. It is not intended that the provision of these outlying terminal transfer stations shall, in any sense, prevent the present or ultimate possibility of operating outlying interurban lines, which manifestly require through ser- vice, such as the Aurora, Elgin and Chicago Railroad through or into the City. Quite recently another interurban line, the Chicago, North Shore and Milwaukee Railroad, running north to Waukegan and Milwaukee, has effected an entrance over the Northwestern Elevated for special car service, and it is entirely possible that other interurban lines may find it desirable to standardize their equipment with that of the Chicago elevated railroads and secure such an entrance into downtown terminals. The provision of the Boston type of outlying transfer stations, as a factor in this Chicago plan, is to be regarded as a means of efficiently serving terri- tory in distinctly suburban districts tributary to City lines. By means of this combined system, a much higher class of service can be given than would be possible by operating either surface or rapid transit lines separ- ately or in competition. Present Transfer by Payment of Two Fares In order to determine what is the volume and distribution of the pres- ent transfer by payment of two fares, a count has been made by the Com- mission of the passengers so transferring at all important intersections of the "elevated railroads and surface lines in the City, with the exception of the Loop district. For this purpose, each intersection was observed on an average week day under normal conditions of weather. Observers recorded the. number of surface passengers transferring to the elevated from 6.30 a.m. to 11.30 p.m. The results are believed to be typical and a conservative minimum. There were 89 points of intersection observed in this manner, extending from 69th street on the south, to Evanston on the north, and to Oak Park and Cicero on the west. The results of this count show that within 17 hours about 14,000 passengers daily transfer from surface to elevated cars, and presumably vice versa, thus making a total transfer movement of 28,000 passengers.TRANSFERS PRESENT AND PROPOSED 207 Present Transfer by Payment of Second Fare, Surface to Elevated At 20 Largest Transfer Points Stations Daily Passengers in Both Directions Cottage Grove (Jackson Park branch) 2,912 Logan Square station 1,654 47th street—South Side 1,580 Halsted (Englewood branch) 1,280 South Park—South Side 1,038 Halsted (Stock Yards branch) 1,000 Cicero (Oak Park) 974 Jackson Park station 964 California (Logan Square branch) 960 Crawford (Oak Park) 742 Wentworth (Englewood branch) 690 Western (Logan Square branch) 666 Wisconsin (Oak Park) 602 Fullerton—Northwestern 586 Cottage Grove (Kenwood branch) 570 69th (Normal Park branch) 552 51st street—South Side 520 Howard avenue—Northwestern 4Q2 Loomis (Englewood branch) 484 Irving Park (Ravenswood branch) 422 Total—Maximum 20 stations 18,688 Total 69 other stations 9,514 Grand Total 28,202 The facts brought out in this table, and the indications of other studies, show that the heaviest transfer is to be expected in two localities. First, on the south side, where the lines originating in South Chicago, Pullman, Morgan Park, etc., feed into the elevated system; second, in the locality of Logan Square and Humboldt Park, where the surface lines running far into the northwest deliver their transfer passengers; and third, (shown by estimates of probable transfer), on the north side, at Belmont avenue or points farther north, where the surface lines from the territory west of the elevated railroad deliver their transfer passengers. Existing One Fare Transfer Attention should be called to the fact that there exists at the present time a one fare transfer from surface to elevated cars on the west side within certain limited areas and the Oak Park Elevated. The surface lines so transferring are Madison street, from Crawford avenue to Austin avenue, Lake street and Chicago avenue, from Cicero avenue to Austin avenue, and Cicero avenue, from 12th street to Chicago avenue; passengers from these208 SUPPLEMENT TO REPORT cars transferring to any station on the Chicago and Oak Park Elevated for five cents for a continuous trip. It is understood that about 2,000 passen- gers a month use this transfer, which is limited to the extent that books of tickets must be purchased. In estimating the probable number of surface line passengers who may be expected to use a free transfer from the surface lines to the rapid transit lines, instead of making their full journey on the surface lines which they now use, it has been found necessary to adopt a general method of dealing with the problem, because obviously an attempted solution which took into consideration individual trips would be so complex as to be practically incalculable. Therefore, the problem was solved by considering only the traffic movements of those groups of passengers that are of sufficient size and importance to be determined quite definitely. In order that the methods which have been used in making this estimate should be quite clear, the following discussion is given. ESTIMATED RAPID TRANSIT—SURFACE TRANSFER The present elevated railroad system is radial with respect to the business or Loop district. All of its lines meet at the Loop, where free transfer is allowed between the individual lines leading into different parts of the City and through routing is provided from north to south. No peripherial or belt lines exist at the present time. The surface system has radial lines similar to the elevated, performing the same functions, and also has lines connecting the different districts of the City, which do not pass through the Loop district, thereby having the character of belt lines. From the foregoing description of the elevated and surface systems, it is evident that for the purpose of the problem at hand the surface passen- gers may be divided into two main groups: (A) Those passengers whose origin and destination are on surface lines other than those leading to the business district and whose trip at no point comes within the zone of influence of the elevated system. For example, passengers on the 47th street line, boarding at Halsted street and alighting at Kedzie avenue, would, under no circumstances, be elevated riders. This class of passen- gers should obviously be left out of consideration; generally they are short haul passengers. (B) Passengers, the origin or destination of whose trip brings them within the zone of influence of the elevated system. This group will furnish a proportion (depending on length of journey) of transfer passengers to the rapid transit lines if a free or small fare transfer is provided, and, therefore, are considered in detail.TRANSFERS PRESENT AND PROPOSED 209 The traffic under the general heading “B ” may be analyzed as follows: (1) Of those passengers who now board a surface line at a point beyond the zone of rapid transit service, whose only initail transportation is a surface line and who have, therefore, no option between surface and rapid transit lines, the number still on board the surface cars at the meeting station with the rapid transit line may properly be considered as prospective transfer riders where a sufficient time saving to destination is shown. A present ex- ample of this class would be the Milwaukee avenue line passengers on board the inbound surface cars at Logan Square. (2) Those surface passengers who now transfer to surface lines adjacent to the elevated railroad, and who, by the proposed transfer, will get the option of the two conveyances, and whose transfer will become tributary to the rapid transit system in the ratio of time saving. For example, a passenger boarding the Crawford avenue line at 29th street, riding to Ogden avenue and then via Ogden avenue line to the Loop, might transfer to the Douglas Park branch at Crawford station and reach the Loop via the Metropolitan Elevated. (3) Those passengers who originate on surface lines adja- cent and parallel to rapid transit lines, but who transfer from these surface lines to sections of the City not reached by the rapid tran- sit, will become tributary to the rapid transit system under the proposed transfer, if their journey on the latter is long enough to warrant the transfer. For example, a passenger boarding a Lake street surface car at Cicero avenue, and transferring south on Halsted street to 12th street, might take the rapid transit line if a transfer to Halsted street surface cars was provided. (4) Those passengers whose origin and destination are ad- jacent and parallel to a rapid transit line cannot be considered as rapid transit riders, no matter how great a time saving is shown under present operating conditions, because the option exists to- day and they have not taken advantage of the time saving. For example, a passenger originating on the Lake street surface line at Central avenue and destined for Halsted street and Lake street has already made his choice adversely to the rapid transit system. However, it is quite probable that an extension of express service would divert to the elevated much of this long haul business. (5) Those passengers on surface lines whose origin and des- tination lie within the four mile radius of the center of the City are not considered tributary to the rapid transit lines, because of the small time saving possible. For example, a passenger board- ing at Madison street and Halsted street and alighting at 12th street and Wabash avenue. It is recognized that a passenger may make a trip of considerable length within this zone, but in general the trips are short. Actual Methods of Procedure Having determined, as above described, the basic principles for making this estimate, it then had to be determined what percentage of passengers 14SiJ39N3SSVd 1VI01 30 lN30«3d 210 MINUTES SAVING IN TIMETRANSFERS PRESENT AND PROPOSED 211 would probably make a transfer, using the rapid transit for a portion of their trip. To this end the Commissioners collected definite informa- tion from 6,000 workers in the central business district employed in typical office buildings. Care was taken in selecting these 6,000 persons to see that they were rush-hour riders, namely, stenographers, clerks, bookkeepers, etc., and not high salaried persons who travel in the non-rush period. The information supplied regarding these 6,000 workers gave definitely the places of residence, employment and the method of transportation used, whether elevated, surface, or steam railroad. These workers were then grouped according to place of residence, making 60 or 70 residence groups, scattered all over the City at various distances from the central business district. For each group the travelling time was figured, via surface lines and via elevated railroads, the difference giving the time saving for each group by use of the rapid transit. For each individual of the group it was known which method of transportation was used and, therefore, the per- centage of the group using the rapid transit. Knowing these percentages, it has been possible to plot a curve (see page 210) showing the probable percentage of total passengers who would elect to use the rapid transit for various amounts of time saved. The curve shows that the percentage choosing rapid transit varies from 10 per cent for about three minutes saved, 60 per cent for 10 minutes saved, 80 per cent for 14 minutes saved, to over 95 per cent for savings in time of 20 minutes and more. The percentages shown by this curve have been compared with those developed for other cities where a similar problem has been studied, and they are found to agree with the conclusions reached at other places within a very reason- able degree. The percentages from this curve, therefore, have been used throughout the estimate of the probable transfer passengers under the proposed system. The saving in time mentioned in the foregoing paragraph is the net saving in every case and was determined as follows: From the present quickest running time for a journey via the surface lines, there was deducted, (1) the additional running time on the surface cars, at the regular scheduled speed necessary to reach the rapid transit line; (2) the time lost in making the transfer and waiting for a rapid transit train (taken at two minutes); (3) the running time on the rapid transit line; and (4) the time necessary for walking half the distance between points of delivery of the rapid transit and surface cars (at three miles per hour). The theory of the latter calculation is that, on an average, these pas- sengers would be apt to go to either side of the rapid transit station. It should be mentioned at this point, that the rapid transit running time has been figured for the improved running time which is contemplated under the plans of the Commissioners. Referring to the four classes of transfer passengers above described,212 SUPPLEMENT TO REPORT Class i, namely, those delivered to the rapid transit at outlying points, were found to form by far the largest number of estimated transfer passen- gers. In arriving at this estimate, the number of passengers on board the surface cars when arriving at the transfer points, and the various points of delivery of these same passengers, has been obtained from the surface lines’ checks. Therefore, for each group of passengers at each transfer point it has been possible to figure the exact number going a certain distance, the time saved by transfer to rapid transit, and the proportion who will prob- ably take advantage of the transfer to be offered. The following table gives the estimate of the number of these passen- gers availing themselves of the transfer, divided according to the transfer points and the three geographical divisions of the City: Estimated Transfers from Surface to Rapid Transit One Way Only — Class i Transfer Point Elevated Station Total Transferring South Side Loomis (Englewood branch) 504 Halsted (Englewood branch) 921 State (Englewood branch) 3,900 South Park (Jackson Park branch) 4,556 Jackson Park 415 51st street (South Side) 2,576 47 th street (South Side). . . .' L478 43d street (South Side) 938 Cottage Grove (Kenwood branch) 875 Indiana or 39th street (South Side) 3,712 Ashland (Stock Yards branch) 538 Halsted (Stock Yards branch) L552 Grand Total—South Side 21,965 North Side Granville (Northwestern) 474 Belmont (Northwestern) 2,405 Western and Robey streets (Ravenswood branch) 592 Addison (Ravenswood branch) L309 Lincoln and Wrightwood (Northwestern) 1,136 Grand Total—North Side 5-916 West Side Logan Square (Metropolitan) 3-611 Western avenue (Logan Square branch) 2,014 Grand Total—West Side 5.625 The estimated transfer is by far the greatest on the south side of the City, forming about 65 per cent of the total for Class 1 and about 50 per cent of the estimated total transfer. Those passengers of Class 2 originating in territory not served by the rapid transit, who now transfer to surface lines at right angles to the line first taken, have been estimated as rapid transit passengers on theTRANSFERS PRESENT AND PROPOSED 213 following basis. For example, certain passengers board the Crawford avenue line at Adams street and ride north to Madison street, there trans- ferring to Madison street line and riding into the manufacturing district, say Madison street and Franklin street. These passengers, at the present time, use the surface lines because the walk from their residence to the elevated railroad is too far to make the elevated service attract- ive, and they transfer to the Madison street line in order to reach their place of work in the quickest time without the payment of a second fare. Under the proposed system these passengers, or a proportion of them, would stay on the Crawford avenue cars until the intersection of Lake street and Crawford avenue and there transfer to the elevated railroad, thereby reaching their destination in a shorter time. In order to put this in actual figures, the transfer from Crawford avenue north bound to Madison street cars, east bound, was taken and the destination of these passengers along Madison street determined from the surface lines’ checks. From the origin and destination the time saved was determined, which, when applied to the curve (page 210) gave the per- centage of riders who would probably use rapid transit. The same pro- cedure has been used for both directions on all such lines. In like manner an estimate has been made of Class 3 transfer pas- sengers, namely, those who might board the Lake street surface cars at Kedzie avenue and Lake street and ride to Halsted street, transferring to Halsted .street line and alighting at or near Flalsted street and 12th street. The following table gives a summary of the estimated total for Classes 2 and 3: Classes Two and Three One Direction Only Division Total Transferring South Side 1,379 North Side 316 West Side 6,079 Grand Total 7,774 The estimated number that would use the transfer in Classes 2 and 3 is relatively small, being only 17.5 per cent of the total estimated transfer for the City. In addition to the foregoing estimate of transfers, there is a certain number which will come to the extended rapid transit system as proposed by the Commissioners. This has been estimated by assuming station locations on the new rapid transit lines, and amounts to only 3,256 daily passengers in one direction or 7.3 per cent of the estimated total. The following table gives the recapitulation of the estimated transfer business:Ui h o 2 ui 0 Z -I ^ 0 (/) d S § uiw g S rlC^Oltl- 5 h uj ui 0 or ^ i < uj £ 0 & j > o u. £ t! 3 d I 2 0 2 > 11« o £ m 3 9 F o H iu u. i u. < u> , u I/) 3 et UJ J UJ O h 2 J ill O < IL £ D m Ll 0 >- h 1 0 > UJ 1 H- UJ > < H UJ 2 D J < O Q 2 < H U) ■o CO CD < l < z o H o Ui if) I— UJ Ui U. Id < O 111 h H 5 uj co ris NOSiaVW a;3av^\3-]3 y(«Vd cfOOl OJ. G3J.VA373 NV±nOdOdJ.3W S&3AO S3JLr&3dO -D V3’ ------- W I D 7 CO / \ A±/D, \ A.L/J 224SUBURBAN TRAFFIC ON STEAM AND ELECTRIC RAILROADS 225 Laramie station over the interurban company’s right of way, as far as Desplaines station. As a result, fast electric service is operated from the central business district to towns west of Chicago, which compares very favorably with the time made by parallel steam lines. The Chicago, Lake Shore & South Bend interurban railway, having its terminal at Pullman (mth street), similarly arranged for an entrance into the downtown suburban stations of the Illinois Central Railroad, by attaching its coaches to the regular steam suburban trains at Pullman, no transfer being necessary for interurban passengers bound to the Loop. The Chicago, North Shore and Milwaukee Electric Railroad, the interurban operating north to Milwaukee, has a terminal at Evanston, necessitating a bodily transfer of all Chicago bound passengers at the North- western Elevated stations in Evanston, through which these interurban cars operate. Thus, only two long distance, high speed, interurban roads now have an entrance into downtown Chicago. The remaining interurban railways, with one exception, now termi- nate at points where passengers can transfer to the elevated lines. This exception is the Chicago & Joliet line, which terminates nine miles from the center of the City, at Cicero avenue, where passengers are required to continue their ride into the City over the Archer avenue surface line. In addition to these interurban roads, a number of local surface lines serving the suburbs adjacent to Chicago, are operated by the Chicago and West Towns Railways to and from termini at the Chicago western City limits. Thus, Chicago passengers, using the lines listed below, may reach these suburbs, by transfer at the City limits, and payment of a second five cent fare. Evanston .... . Clark street and Broadway lines Oak Park .... Chicago avenue line Lake street line Madison street line Cicero and Berwyn . 12 th street line 22d street line Ogden avenue line Most of these lines were formerly part of the Chicago Consolidated Traction system, but after the City portions of these lines were absorbed by the Chicago Railways Company, the remainder were operated as separate suburban lines. From the above it is evident that in working out the local trans- portation problem of Chicago, efforts have necessarily been confined largely to the territory within the City limits, except where the individual oper- ations of the steam or elevated railroads have provided independent rights of way for serving outlying communities which are virtually part of Chicago. 15226 SUPPLEMENT TO REPORT Leaving the question of fare out of consideration, it is apparent, that at the present time the only two agencies for welding together Chicago and its tributary suburbs, are the high speed electric lines and the steam railroads. The Chicago Surface Lines are practically unable to meet suburban development, due to the extremely long car hauls, and the con- sequent long time required for the trip. In the Commissioners’ rapid transit plan will be found great possibilities for developing high speed service for these outlying communities, through proper arrangements for receiving passengers from these tributary suburban and interurban lines. SUBURBAN COMMUTER TRAFFIC The following analysis presents the results of the Commissioners’ study of the existing suburban traffic. On the steam railroads, the number of passengers and distribution by stations were obtained from the records of the various roads. On the electric lines, the traffic was obtained by actual count, including that portion of the traffic transferring to and from the City’s surface and elevated lines. These results represent practically a complete survey of the Chicago commuter district. For the purpose of comparing the steam suburban services with those of the urban transportation systems, the traffic was analyzed by io minute time zones. A further subdivision of this study was made in the case of the steam railroads, not only for the area within the City’s boundaries but also for the area known as the “electric zone,” which is herein con- sidered as comprising those tributary communities adjacent to Chicago, now or likely to be reached directly by Chicago electric service. The prin- cipal areas include: Evanston and part of Wilmette; Oak Park and part of River Forest; Forest Park, Cicero, and Berwyn. Steam Suburban Traffic In the following tables, steam traffic is analyzed by consecutive io minute time zones, from 30 to 60 minutes, covering journeys from the center of the Loop. Daily Steam Suburban Passenger Traffic Time Zones* Minutes Inbound Per Cent of Total In- bound Traffic Out- bound Per Cent of Total Out- bound Traffic Total In- bound and Outbound Per Cent of Total Combined Traffic 0 to 30 25,744 47.6 24,719 46.7 50,463 47.2 30 to 40 14,578 27.0 14,378 27.2 28,956 27.1 40 to 50 6,415 11 -9 6,137 11.6 12,552 11 7 50 to 60 3,551 6.6 3,719 7.0 7,270 6.8 Over 60 3,718 6.9 3,943 7-5 7,661 7.2 | Total 54,006 100.0 52,896 100.0 106,902 100.0 * Zones represent actual express time including walk of io minutes from center of Loop. The total one way traffic carried by the steam suburban service, as operated by the various roads, averages about 53,500 passengers per day, i. e., 107,000 rides per day, or 35,000,000 rides per year.SUBURBAN TRAFFIC ON STEAM AND ELECTRIC RAILROADS 227 Daily Steam Suburban Passenger Traffic Cumulated by Time Zones Time Zones* ' Minutes Inbound Per Cent of •Total In- bound Traffic Out- bound Per Cent of Total Out- bound Traffic Total In- bound and Outbound Per Cent of Total combined Traffic 0 to 30 25,744 47.6 24,719 46.7 50,463 47.2 “ “ 40 40,322 74.6 39,097 73-9 79,419 74-3 “ “ 50 46,737 86.5 45T94 85-5 9T93I 86.0 “ “ 60 50,288 93 1 48,953 92.5 99,241 92.8 Total 54,006 100.0 52,896 100.0 106,902 100.0 * Zones represent actual express time including walk of io minutes from center of Loop. Considering only the 60 minute express zone, it is found that approxi- mately 50,000 passengers are delivered daily to the central business dis- trict. Of these passengers over reside within the 30 minute zone, while only about seven per cent reside as far out as the 60 minute zone. Beyond the 60 minute zone, the balance of the traffic carried to the outer limits of the suburban service, as now operated by these various roads, is only about 7,600 passengers, i. e., only seven per cent of the total steam commuter passengers spend more than one hour in transit. The tables indicate that approximately of the steam suburban passengers prefer to reside within the 30 minute zone, just as in the case of city passengers using surface and elevated lines. As between the different railroads, however, a considerable difference occurs, due largely to the locations of the individual rights of way. Thus the Illinois Central Railroad, due to its favorable location, handles about 70 per cent of its suburban passengers within the 30 minute zone, while the Milwaukee division of the Chicago & North Western Railroad handles only 45 per cent, and the Chicago, Burlington & Quincy Railroad only 15 per cent, due, in the last mentioned case, to the comparatively long stretch of non-revenue producing territory through which this road passes before reaching the suburban towns. It is thus clear that the Illinois Central traffic especially partakes of the character of city rapid transit. Daily Steam Suburban Passenger Traffic City, Electric Zone and Outside Zone Inbound Per Cent of Total In- bound Traffic Out- bound Per Cent of Total Out- bound Traffic Total Inbound and Outbound Per Cent of Total Com- bined Traffic Intra-City Traffic only 32,024 59-3 30,974 58.6 62,998 59-0 Electric Zone. . . 5,219 9.6 5,213 9.8 10,432 9-7 Electric Zone in- cluding City. . 37,243 68.9 36,187 68.4 73,430 68.7 Between Electric and actual 60 minute Zones. 13,045 24.2 12,766 24.1 25,811 24.1 Total to Limits of Suburban Service 54,oo6 100.0 52,896 100.0 106,902 100.0STEAM RAILROAD TIME ZONES WAU C ONDA SCALE or STATUTE MILES. --- KEY----- Time in minutes Express Local / 'Gc IfDundee ,E LG] fSTON llSKCharlae te villa Tinley Park jMaynarc iouET ICHICi 228SUBURBAN TRAFFIC ON STEAM AND ELECTRIC RAILROADS 229 Reducing this steam traffic to the “electric zone” previously defined, it is found that a total of about 37,000 steam passengers reside within this “electric zone,” which is served also by elevated lines from Chicago. This amounts to nearly 70 per cent of the total daily passengers handled by the steam suburban roads destined to the City terminals. Much of this traffic may be regarded, therefore, as practically competitive with that of electric lines. Intra-City Steam Traffic It is of interest here, that out of the 50,000 daily inbound steam passen- gers from the entire 60 minute zone, 32,000, or 64 per cent, originate in Chicago and are destined to points within Chicago. This is particularly true of the Illinois Central Railroad, of which 98 per cent represents City traffic as against 37 per cent for the Chicago & North Western Railroad, and practically nothing for the Chicago, Burlington & Quincy Railroad. It is estimated that over half of the Illinois Central traffic within the City may be regarded as potentially competitive with, and actually supple- mentary to, the rapid transit traffic of the local transportation system. Steam Time Zones To appreciate fully the relative conditions affecting electric and steam suburban traffic, studies are presented herewith, showing the present status of commuter fares and express running time from the center of downtown Chicago. The suburban territory covered by these various time zones in express time from the downtown terminals is shown on diagram, page 228. Run- ning time of local trains is also indicated by dotted lines. From a com- parative viewpoint, the total time of journey should include, besides the actual train running time, an additional walking time of 10 minutes, which is about the average time required in walking at three miles per hour from the various terminals to the corner of Madison and Dearborn streets. Hence the actual time of journey is 10 minutes more than shown by the various zones in the diagram. The 30 minute express zone includes Evanston, Norwood Park, Melrose Park, Berwyn, Summit, and Englewood (20 minutes on the diagram). The 60 minute zone extends to Highland Park, Wheaton, Naperville, Harvey and Hammond (50 minutes on the diagram). Steam Fare Zones Similarly, the commuter fare zones are shown graphically on page 230, based upon a 54 ride commutation ticket. The electric railway fare is five cents within the City limits and five cents additional to the suburbs, except that the Oak Park and Metropolitan Elevated lines, by ordinance,Me Henry STEAM RAILROAD FARE ZONES SCALE OF STATUTE MILES. C HAUM BURS rSTON I H 0 KWO 0 B LO OK IN Grange rHwtsprings' Chicago UPAS E ^ainueld JOLIET 230SUBURBAN TRAFFIC ON STEAM AND ELECTRIC RAILROADS 231 reach tributary suburbs for a five cent fare. With the exception of some west and southwest points, the io cent steam zone is considerably more contracted than the existing electric zone. On the north and south it covers less than even the five cent zone of City surface and elevated fares. In locating these steam fare zones, it is assumed that passengers walk from the center of the Loop. If an additional five cent fare were added for a ride to the terminals, the disparity between steam and electric fares would be still greater. This study, therefore, presents the existing relation between cost and speed in steam express service where fares are adjusted more upon a passenger mileage basis than upon a flat rate, as in city trans- portation. Electric Suburban Traffic The Commission’s survey, summarized below, indicates that over 23,500 one-way passengers are carried daily by Chicago suburban and interurban lines across the City limits between the hours of 6 a.m. and 12 midnight, i. e., 47,000 rides per day, or on a basis of 54 rides per month, about 15,260,000 per year. About 66 per cent of these passengers transfer inbound to the City surface lines, and 18 per cent to the elevated lines at various outlying points within or near the City limits. Daily Passenger Traffic of Chicago’s Suburban and Interurban Electric Railways Count Taken in July, 1916, from 6 A. M. to 12 Midnight Electric Railways Total Passengers Carried Across City Limits Total Inbound and Outbound Average Inbound and Outbound Average Inbound and Outbound Passengers Transferring Average Passengers Carried directly to and from Central District 1 Inbound Outbound Elevated Surface ! Chicago & West Towns 6,819 7,280 14,099 7,050 605 6,445 .... Aurora, Elgin & Chicago 3,695 4,643 8,338 4,169 927 3,242 Hammond, Whiting & East Chicago Electric 4,486 4,635 9,121 4,56i 519 4,042 ; Chicago & Interurban Traction 2,283 2,503 4,786 2,393 100* 2,293 ! Chicago & Joliet Electric 1,720 1,821 3,54i 1,770 1,770 Chicago, North Shore & Milwaukee Electric 1,689 L779 3,468 L734 L734 | Evanston Railway i,410 1,276 2,686 L343 246 1,097 ! Chicago, Lake Shore & South Bend 574 500 i,074 537 537 Total of All Lines 22,676 24,437 47,113 23,557 4U3I 15,647 3,779 Per Cent of Total 100.0 17-5 66.4 16.1 i *Estimated. It is noteworthy that the Chicago and West Towns local lines on the west alone, transfer at the City limits daily an average of 7,000 passengers, who continue their ride into the City over the various City lines. This232 SUPPLEMENT TO REPORT represents 30 per cent of the traffic on electric lines and 15 per cent of all traffic from outside towns to Chicago. Of the 4,200 daily inbound passen- gers of the Aurora, Elgin & Chicago Railroad, fully 77 per cent are carried through to the Fifth avenue terminal. This one high speed line entering Chicago carries nearly 18 per cent of the total inter-city travel of all elec- tric lines. Electric Time Zones A graphic study of electric time zones for both elevated and surface lines is presented (Plate 22) from rush hour schedule data. In both cases, the journey involves a walk from the corner of Madison and Dearborn streets to the most available transportation line or station and a walk at the end of the journey, assuming a walking speed of three miles per hour. A comparison of this plate and the diagram of steam lines, page 228, indicates that the distance covered by the surface lines within equal times is only from about to >2 of that of the steam lines, but that the express service of the elevated lines is now able to cover about 75 to 85 per cent of the distance covered by the steam lines in the same time. This simply reflects the relative running speed of the different services, the slower sched- ule speed of the urban systems being due to the greater number of neces- sary stops made in order to serve conveniently the bulk of their traffic, which is within the City. Evanston. Elevated service to the center of Evanston now requires about 40 minutes for the journey, with a 10 cent fare, this comparatively slow time being partly due to the absence of express tracks above Wilson station. The running time afforded by using a third track to Howard street and by use of other improvements, as proposed in the Commis- sioners’ plan, should reduce this to about 32 minutes. In contrast with this, it appears that the surface lines now require practically 30 minutes to reach the four mile zone (Belmont avenue) and 60 minutes to reach the City limits at Howard street. Steam express service reaches the center of Evanston in about 30 minutes, with an average commuter fare approxi- mating 11 cents. Milwaukee avenue. In the district surrounding Logan Square terminal, it appears that the boundaries of the 40 minute electric zone are now prac- tically the same for either surface or elevated lines, due, of course, to the fact that elevated service does not extend farther than Logan Square, which station is reached in 30 minutes. Farther out, the surface lines require over 60 minutes to reach the City limits. By the proposed rapid transit plan, including a walk to the station, time to Logan Square will be 19 minutes, while to Irving Park boulevard it will take about 26 minutes from downtown. On the Milwaukee division of the Chicago & North Western Railroad, local trains reach Hunting avenue and express trains asSUBURBAN TRAFFIC ON STEAM AND ELECTRIC RAILROADS 233 far as Norwood Park in 30 minutes, with commuter fares of about 8 and 11 cents respectively. Oak Park. Express service on the Oak Park Elevated under the most favorable conditions, makes it possible, for five cents, to reach Forest Park station in 40 minutes, and practically all of the settled area east of the Des Plaines river within about 50 minutes, as compared with the 50 minutes required on the surface lines to reach only the City limits at Austin avenue. This elevated time can be reduced by about five minutes under the Com- missioners’ plan. The 30 minute steam express zone extends as far as Melrose Park, with a commuter fare of about 11 cents. Southern District. From the South Side Elevated, passengers can reach the 63d street district between Jackson, Normal, and Ogden parks in about a 30-minute journey, as compared with between 40 and 50 minutes on the surface lines. However, in this south side district, the 30 minute steam zone also extends only as far as 63d street, seven miles, except via the Illinois Central Railroad suburban tracks, in which case it reaches 71st street, or eight miles. The steam railroad commuter fare averages about eight cents. Under the Commissioners’ unified rapid transit plan, much of the present disparity between steam and rapid transit service will disappear, and the service from these southern districts to the west side of the Loop district via the new Fifth avenue elevated through route will be greatly improved. Evaluation of Traffic To obtain a proper conception of the importance of Chicago’s suburban traffic from the preceding data, it is necessary to consider the equivalent money value and riding habit. To this end, average rates of fare have been assigned, which it is believed approximate those actually received at the present time by the various transportation lines. (1) Considering the entire suburban zone between the City limits and the limits of the 60 minute steam express zone, it is found that over 36,000 rides per day, or nearly 12,000,000 per year, represents this total inter-city suburban business of the steam roads. It is difficult to evaluate this traffic without more elaborate passenger data, on account of the vary- ing fares within this zone. The above is exclusive of the total intra-city steam traffic, amounting to about 63,000 rides per day. In other words, the total steam suburban traffic outside of Chicago is only 57 per cent of that inside the City. (2) The intra-city steam traffic, originating and destined within the Chicago city limits, is found to amount to 63,000 rides per day, or over 20,000,000 rides per year. This traffic, evaluated at an average fare of cents, represents a total revenue of $1,531,000 per year.234 SUPPLEMENT TO REPORT (3) It is found that the residents of the “electric zone” make 97,000 trips per day, or over 31,000,000 per year, into and out of Chicago. It is possible to assign an approximate average fare for this riding by assuming that these commuters pay 10 cents each, in fares, to reach Chicago over the steam lines, elevated lines, interurbans, and surface lines, except where, by ordinance, the fare is now fixed at five cents, as in the case of the west side elevated lines. On this basis, these commuters contribute a total revenue of $2,360,000 per year to the various transportation companies in order to get into and out of Chicago. As the population of this “elec- tric zone” was about 100,000 in 1916, the above total represents a riding habit of about $23.60 per capita for inter-city traffic only. (4) Out of this total inter-city revenue for the ‘ ‘electric zone, ” it is found that the Chicago elevated roads and the Chicago Surface Lines receive over % of this revenue which now appears in their income accounts. This represents a riding habit on Chicago city lines of over $16.00 per capita, again based on the suburban population of the “electric zone.” Over 80 per cent of this revenue goes to the elevated railroads. This per capita contribution to City lines from the “electric zone” is about the same as that for the Chicago population only, but is less profit- able where it is on a five cent basis owing to the longer average haul of “electric zone” riders. RELATION OF SUBURBAN AND CITY TRAFFIC The foregoing analysis brings out the fact that Chicago’s suburbs are by no means negligible sources of traffic and revenue in any complete study of the City’s needs. However, the true relation of this combined traffic of the steam roads for both intra-city and “electric zone,” and of the elevated and surface lines for the “electric zone,” to the total traffic of the City, may be best expressed by the ratio of their volumes, which is 160,000 to 2,520,000, or less than seven per cent. In the Commissioners’ plan the requirements of the principal suburbs will be seen to have received due consideration so far as electric service is concerned. The various steam railroad lines have also been considered indirectly as factors, to the extent that these lines offer competitive possi- bilities to local transportation lines. Thus, where steam lines are so located as to perform effective rapid transit service, when electrified, the Commis- sioners’ plan avoids locating new rapid transit facilities which would be in direct conflict with steam lines existing or reasonably to be anticipated, This steam railroad development is at present under active considera- tion by other officials and duly constituted investigating bodies. On this account its treatment, as previously discussed in the Report, page 6, is specifically limited, principally because steam railroads appear to be out side the scope of the ordinance creating the Commission.CHAPTER VII ANALYSIS OF RESIDENTIAL DISTRIBUTION OF 350,007 EMPLOYEES OF INDUSTRIAL AND COMMERCIAL ESTABLISHMENTS The extensive traffic checks made from April 26 to July 7, 1916, show, in general, where and how all of the elevated and major groups of the surface line passengers are travelling in the rush-hour periods and through- out the entire 24 hours. These traffic movements of a large city are so complex that it seemed desirable to confirm the results obtained by the traffic checks in an entirely independent way. It was, therefore, decided to find the residence location of a large number of factory workers and employees of commercial establishments, so that, by knowing where they lived and where they worked, the routes travelled could be followed through. In this way, a check was obtained on the traffic observations and, at the same time, information was secured indicating whether people were travelling in a direct and economical way, or whether their routes were indirect and uneconomical. In order to reach the desired number of workers, substantially all employers having over 100 persons in their employ were asked to give their co-operation. As a first step towards this, the assistance of the Illinois Department of Labor, the Illinois Manufacturers’ Association, and the Chicago Association of Commerce was obtained. The associations circularized their members and published in their magazines and bulletins detailed accounts of the work to be done. The Illinois Manufacturers’ Association, for example, issued the following letter to its 1,000 members: “The City Council, by ordinance dated January 31, 1916, appointed the Chicago Traction and Subway Commission to make a complete study of Chicago’s traction problems. This new Commission consists of Wm. Barclay Parsons Bion J. Arnold Robert Ridgway . Henry M. Brinckerhoff Chairman Commissioners Chief Engineer “The Commission proposes doing something that has never been done by any other commission in Chicago, and which is of importance to all our manufacturers. This is the determ- ination of the place of residence and routes of travel of a large 235236 SUPPLEMENT TO REPORT proportion of the workers in factories in Chicago, to find out whether the present facilities are adequate, and whether the exist- ing routes of travel to and from work are direct or roundabout. “Representatives of the Commission, properly identified by letter from Mr. Henry M. Brinckerhoff, Chief Engineer, will visit the various factories, and from the address lists will record on city maps, divided into suitable squares, the home address of each worker in the industry. “ The. Commission is not interested in the names, occupation or wages received hy any employee, but only in the place of residence. All work will be done in the office of the manufacturer and no original records will have to be copied or removed from the office. “The only use which will be made of the information thus obtained will be in classifying the factories or employing establish- ments of Chicago into groups as to locality and the employees of these groups as to residence districts, without involving the name of either employee or employer. “While this work is a great task for the whole city, it will re- quire not more than one or two days' work in the office of any factory. “We heartily commend this work and ask your cordial co- operation.” The newspapers were furnished copy covering this same subject and published helpful articles in their regular issues. To carry out this investigation, a special department of the Com- mission was organized, which handled the work in the following manner. Method of Check The plants of the various industries of the City were visited by repre- sentatives of the Commission, who were given access to the address lists of the employees. From these address lists, tabulations were made on special forms recording the location of each employee, as to his place of occupation and the quarter mile section of the City in which he lived. When all of the larger factories in any locality had been summarized, they were combined into a group, and the total group figures were then platted on maps of the City, showing graphically, to scale, the number of workers living in each quarter mile for the particular factory group location. In order to obtain rapidity in this work, the checker who located the addresses required special training and knowledge of the City. Through the courtesy of the Chicago Postmaster, the Commission obtained from the United States Post Office four of its experienced mail sorters who were thoroughly familiar with Chicago street names and numbers. These men showed great proficiency, one man with two assistants distributing over 4,000 addresses in a single working day.RESIDENTIAL DISTRIBUTION OF EMPLOYEES 237 Tabulation of Results Information was obtained from 591 industrial and commercial estab- lishments having a total of 350,007 employees, averaging 592 per industry. The individual industries varied from less than 100, to 12,790 for the largest concern checked. The groupings of these 591 establishments are shown in the accompanying tables, page 238 and Plate 8, the limits of each group being described by the bounding streets and some by the concern or concerns popularly connected with that location. An inspection of Plate 8 shows very clearly the representative areas of the City covered. The tabulations on pages 238 and 239 give the location and group number and in the third column of the table, the number of concerns in each group, which vary from a single concern in four of the groups to 136 concerns in the Loop district. The next column in the table shows the total number of employees in the group in question. The succeeding columns to the right give the percentage of this total number of persons living at various distances from the group center. These distances are divided into zones of single miles up to eight miles. For distances over eight miles, but three divisions are made; one from 8 to 11 miles, one from 11 to 14 miles, and all over 14 miles. Those living in the suburbs are placed in the third class and are assumed to average a distance of 16 miles. The column on the extreme right of the sheets gives the average distance travelled for each group in miles. The figures for all groups at the bottom of the tabulation show that about 24 per cent of these workers live within one mile of their places of employment and are assumed to be walkers; 18.6 per cent live between one and two miles; 12.7 per cent between two and three miles; and 12.7 per cent between three and four miles. The total of 44 per cent living between one and four miles are classed as properly surface car riders. These, with the walkers, total 68 per cent. The remaining persons, about 32 per cent, live more than four miles from their places of employment and should be and are classed as rapid transit riders. The percentages living in these zones decrease steadily with the distance of the zone from the location of work until the suburban class is reached, when an increase is shown. This in- crease is largely due to the great area tapped and the rapid commutation service supplied by the various steam railroads. The average distance travelled by all riders in the groups is 4.23 miles. Portion of Rush-Hour Riders Determined From the surface lines and elevated traffic checks it was determined that there are approximately 1,262,500 rush-hour riders in the two rush periods of the day, that is, from 6:00 a.m. to 9:00 A.M. and from 4:00 p.m. to 7:00 p.m. This industrial population check covered 350,007 persons,o HH £ o a CO CO H a a a a CO o a » 1 V) d p » o a a c- o o CO © Q to CJ co CO a a o a a a § o ° h a p a a w a ^ a k h P co a a c H a a Q >-H CO a a H rh a £ a * s O a a a o a o oq oq CO 00 Oq 30 oq Av’g Dis- tance FROM CENTER OF Groups Miles 10 02 CD 02 02 CD CO 02 02 CD oq 0 10 CO CO CO 30 oq 30 t-H CO oq CD oq oq (N i> r-H oq oq oq 00 gnfe5 r- 30 O 00 CD 30 CO CD CD ’H oq 30 &- 1- O 02 00 CO oq r-H CD T 00 S CD oq CO TSi 7-8 Mile % 7.6 2.9 2.9 2.1 CO CO CD CD 30 00 L- m 6-7 Mile % 10.5 4.3 4.6 2.9 00 1.9 4.3 3.2 1.3 CO 2.i 1.0 ~ji 30 12.9 0 GO 6.8 4.7 1.4 3.6 1.4 6.9 5.2 2.9 4.7 4.0 2.3 m 4-5 Mile % t- 30 9.6 CD oq 00 3.2 8.2 2.1 oq oq 8.1 4.8 5.4 00 t- 3.7 rH r—1 rH m T d£^ CD iO oq CD CD oq 02 CO 4.2 oq r—l 0 00 a oq 7—l 0 9.5 0 5.9 r-H T—1 r-H 7-1 m * 2-3 Mile % 4f O oq oq CD 30 02 02 1—3 co oq CO r-l a 30 TjH 02 00 CO CD CO oq CO CO CO 1—H 7-1 r-l r—l m O 02 oq CD 00 i> 00 00 oq oq oq a 02 30 CO 02 CO a 30 O GO oq 7-1 oq oq oq oq oq oq oq CO m ^ P 1- oq 0 CO 00 0 0 xh GO >0 oq i |ji£ co CD oq 0 0 0 10 oq co CD 0 a °2 oq CO 30 co CO CO CO CO 30 O oq 00 r- oq CO 30 L- 0 rH D 00 oq 02 CO oq CO CD oq i- ^cH 02 <1 0^ CD^ i> "Cf co 30 00 00 M 1^ H O 30 t-T oT CO CO CD 00 CO a 30 co" oq" O" Ph T—< CO T—1 oq T—1 r-l oq co rti io co o a % p .£ Z a g O . . C3 26.2 .5 02 a 3;g P o PQ' J fi-SPS «§•§« t_j f-l o p LO n s ^ aS.g O tcj ci |J PP P o <3 .W)p ^P Of O .02 p td o a p ^ HH P c3 O hP sy rr S.S &4 w. ?-< ,Ti g p >>.5 O £-8 h-3 -&. a §3 •3°^2 <3 o3 a a _ >> -P o>_, 4-3 O T? 03 qW CO^^ 3 o 3 rP 7!rP 4-3 O 30 PC3 CO ‘q CO C3 a XrXOXl ,H 4-3 n 4-3 oO nO a 0*6 o 43 O +3 __,43 O43 CD P CD P 7”1 O rH P P O a 'p * P CD ‘ £h t-HI 0^0 n ^ ^ Q u Qu o o^ o.a ^rp^ £ ^co ^3 JO ^ ,D ^ O O a a c3.Jp g^P C3 ^ ^ f4 +3 . r-l D0 S -OOJH? 1 - ^rH lO ^ O^ o .§.2 o ^ H rP lal5! o o a 238 CO T—1 ID 05 00 CO CO AD 00 AD 05 00 05 05 00 AD CO ID i^ 0 l> 00 AD CD 00 (M T”[ J> 00 00 CD CD 03 0 03 03 CO CO CO TtH CO CM CO CD 05 CD CD CD AD 03 CO T—1 03 03 03 rH 03 rH rH CO CD tH 03 H H 03 03 tH03 03 cdcD1>G000aoaoaoaoc303 03 * rH 03 aq rH 00 03 03 CO 03 CM 03 CD coqoaoaococdaocdcocoo3ooo3 CD 03 03 03 d tH CO CO C5 AD CO r- AD AD CD !> 03 tH rH CD CO AD CO CO AD CD CD rH 3—( 03 rH CO CO CO CO O CO tH 00 05 CD 00 00 00 O CD tH CD 03 03 03 03 tH rH rH d rH y-< AD AD * H O CO O 05 05 CD 0 tH 03 CO CO 00 O rH CD CD 03 03 00 CD rH* rH 03 H 03 03 03 03 CO 03 CD rH 03 CO d 1> rH 00 CO 03 l- CD 00 Th CO 05 t- AD rH I> O t> ’'Ch tH GO l>» t^ CO CD co CO rH tH CO 03 rH 00 AD 05 CO CO 03 05 05 • H rH H rH AD rH 05 rH Tfl CD 1> AD AD 0 rH CD AD O GO 05 rH AD 1> 05 05 00 03 03 CO 05 05 O 03 CD 0 O CD CD 03 03 03 rH rH 03 03 rH 05 AD 00 05 00 CD CD AD 00 O 0 00 05 O 05 AD rH 03 AD CD CO d 05 03 05 03 00 05 03 d CO 03 03 03 1—1 03 03 1-1 rH 1-1 03 rH 1> O AD CD tH CD 05 03 GO 05 O 03 CO CD CD TjH iH AD 03 t'- Th 00 AD 03 O AD O AD AD AD 03 CO GO 00 H 03 1-1 H 03 03 CO 03 03 03 03 03 rH 03 rH rH 05 00 l> 03 Tt< tH 03 l> CO rH AD 03 O CD 00 CD H O O tH rH H CO rH CD 05 05 CD 03 H O 00 b- l> 03 r—! d tH 03 03 CO AD CO I- 03 Th 03 AD 03 Th 03 03 03 03 O 00 rH H 'pi CD 00 AD 1^ 0 tH rH 00 CO O r- GO 1^ 00 CO r- CO AD CO 03 03 tH 00 CO CD CO AD 03 03 O O CD^ 05 CD O CD 00 °l rH 00^ l> AD AD AD l> 00 O AD r-T CO co" oT CO 00 CO l> of rH CO r-T r-T r-T of of co" of O tH AD CO AD 03 rH 03 03 10 03 AD CD rH 03 O O O AD 00 AD H H 03 rH rH tH 1> 05 AD AD CD 1^- 00 05 O rH D3 CO tH AD CD GO 05 0 rH tH 03 03 03 03 03 03 03 03 03 03 CO co c3 u H> -• HH +3 "5 rC ^ rO O (T. ■+—1 r Mj •+-> -4-3 rr>10 *3 10 h C/J w cS rH £ _ QHbH C3 02 is ^ ^ bCrH o o 0-302 j-j +3 H3 H> ,D 73i> ,>; "O jh 3 a? tjo-hO rt5 co .£ 7! &r\ oi OH flH^OO -hCO ° 03 ^ 3 J s £ K M H a+3 03 CD .&f03 d o O -4.3 O "c3 O CD^ -phT5 <12 § -2 j» •SP _£=} Offi O .02 ^ UJ ?-< O > ^ -H ^ <3_4 02 td 03 _m/H c Us § * D CD S 22 <1 ^ 2.20 O O H O o -t-3 o °3 c3 >s § o-S.g.2 ■a *> -Os % & -2 ffl'SPH “ c3 ctf tf w sS o bfl . h o3 . 5 O _H in 073 O H h O ^21 03 =3 CD ^ O ^ O TJ |-8o2ofa pj O D o o o.SbS.S^rCi -H> rH fH 10 H'-p s»3«2]§<2 o o £ s3 PC bij g 'a D o Ph o 02 03 o PM O O 239240 SUPPLEMENT TO REPORT who, travelling twice each day, make a total of 700,014 trips. Of these 700,014, 24 per cent are found to be walkers, leaving a total of 525,000 passengers checked who ride in the rush hours. These, then, compose practically 42 per cent of the total rush-hour passengers in the City. Inasmuch as the periods counted as rush-hours are three hours long in each case, it is probable that some persons, other than workers proper, have been included in the railway lines rush-hour periods. Therefore, it is considered entirely proper to adopt a figure of 50 per cent of the total rush-hour travel of the City as being covered by this industrial check, or, in other words, to consider that 50 per cent of all the working population of the City was reached and tabulated by the method here discussed. Plate 8 shows the location of 31 industrial groups designated by key numbers 1 to 31, and certain other scattered groups given a number indi- cating the number of workers checked. Of those groups with key numbers, maps of the 12 most important are reproduced (Plates 9 to 20 inclusive) while the data for the remainder have been platted and studied but not reproduced. These 12 main groups include 271,136 workers out of the total of 350,007, or 77 per cent of the whole, and the remaining 19 groups include 65,943. The scattered small groups include 12,928 workers. The map on page 10 gives a very good idea of the extent to which the industries of the City are grouped together, in what in this report is termed the central business district. The importance of this district from a traffic standpoint is indicated in that 48 per cent of the total of 350,007 persons checked are daily employed in an area of five square miles in this downtown district, extending from Division street to 12th street and from the Lake to Racine avenue, which includes Groups 1,2,3 and 4- An extension of this district to 12 square miles includes, however, only 53 per cent, with the remaining 47 per cent distributed throughout the City. Further extensions of these areas show that each doubling of the area will add about 10 per cent, until, at 64 square miles, 91 per cent of the total workers are included, while of the remaining nine per cent, seven per cent are located in the several manufacturing groups of the Calumet district. A study of these groups of factories with reference to their proximity to rapid transit lines, shows that of the total checked, groups employing 231,000 are at present within reasonable walking distance of the elevated railroads, while by the improvements planned to be made immediately, additional groups employing 74,000 workers will be brought directly into rapid transit connection with the principal residence districts of the City. This will enable 305,000 or 87 per cent of the workers checked to live in any of the three main divisions of the City and reach their work by high speed rapid transit lines. The remaining groups, employing 45,000 workers, are reached in the later additions and extensions to the system.RESIDENTIAL DISTRIBUTION OF EMPLOYEES 211 Loop District—Group i Considering the groups individually, the Loop district, Group i (Plate 9), comprises 136 concerns including banks, office buildings, stores, wholesale houses, factories and miscellaneous establishments. For the pur- pose of detailed analysis, this group was divided into four parts, approxi- mately on the lines of Clark street and Madison street, and each part studied as a separate group. The distribution by occupation in the several quarters is given in the accompanying table. Occupational Distribution in the Loop [ Classification S. E. Quarter of Loop S. W. Quarter of Loop N. E. Quarter of Loop N. W. Quarter of Loop Totals Office buildings Department stores Clothing manufacturers Banks and general offices Printers and engravers Miscellaneous Wholesale dry goods 9,74i 10,276 13,639 1,656 891 j 11,019 9,826 5,886 997 1,127 5,868 6,427 22,479 219 L357 651 1,113 4,926 5,740 1,247 32,113 ! .32,755 | 10,045 | 26,622 1 3,304 | 4,378 | 5,868 | Totals 36,203 34,723 32,246 n,9i3 115,085 This shows the wide range of occupations reached by this check and is illustrative of the method followed in all parts of the City. Only 3.7 per cent of the 115,085 workers checked walk to their work and the indications are definite that they come from the section just north of the Chicago river. It is an interesting fact that there are as many suburban workers in the Loop as walkers. This statement refers only to trips to and from work and does not, of course, refer to the immense amount of local walking in the Loop district at all times. The percentage of workers living at various distances for the Loop group is found to vary quite distinctly from that of the other groups, in that this percentage increases steadily to the four to five mile distance before it begins to decrease, while in practically all of the other groups this percentage decreases with the distance from the point of occupation to residence. This increase shows the Loop workers to be long distance riders, indicating the necessity of high speed rapid transit service for their accommodation. In order to determine to what extent a saving in time would affect the method of travel of an individual, 6,000 of these Loop workers were requested to give their method of travel to and from work, their place of occupation and residence district being known. An analysis of these 6,000 was made in detail, the findings from which analysis are shown by curve on page 210 in the Chapter on Transfers. A further analysis of the method of transportation of all Loop district workers, Group 1, was made, and the attached tabulation shows the results obtained. 16242 SUPPLEMENT TO REPORT Methods of Travel Followed by Employees in Different Sections of Loop District Method of Travel S. E. Quarter S. W. Quarter N. E. Quarter N. W. Quarter Totals Elevated riders 19,533 14,585 1,226 859 21,075 11.154 1,632 862 W,573 12,969 678 1,026 6,666 4,636 385 226 64,847 43,344 3,92i 2,973 Surface car riders Steam road riders Walkers Totals 36,203 34,723 32,246 IE9I3 115,085 The facts determined in this study were used in laying out the new routes in the proposed plan of the Commissioners. Thus, it was found that of 34,723 workers located in the southwest quarter of the Loop, 8,150 live on the south side of the City and consequently get no direct service to their work in the morning, whereas 7,876 living on the north side get no direct service from their work to their homes in the evening. Each of these groups must cross the Loop, one in the morning and the other in the afternoon, adding to the pedestrian congestion. Similarly, of a total of 32,246 in the northeast quarter of the Loop, there are 8,621 from the north and northwest sides of the City and 10,656 from the south side, who in so far as < they are rapid transit riders, are not adequately served, as they also must walk back and forth across the Loop in the morning and afternoon. Of 11,915 workers in the northwest quarter of the Loop, there are 4,025 from the west side who are not sufficiently served in the morning. The importance of convenient traction facilities for this group cannot be over emphasized when it is realized that it comprises practically K of the total workers canvassed, in the City, and that in addition, any improve- ments which care for it also provide for the convenience of many thousands of shoppers and pleasure seekers who travel to and from this district throughout the day and well into the night. Central Business District Broadening this study to include Groups 1, 2, 3 and 4, covering the greater part of the central business district, it is found that, for the combined groups, 9.3 per cent of the workers live within walking distance (one mile), 42.1 per cent within surface car radius (four miles), and 48.6 per cent at rapid transit distance (over four miles). The four groups comprise, as stated before, 169,975 workers or 48 per cent of all checked. In this district, bounded by Division street, Racine avenue, and 12th street, are found most of the badly congested traffic points in the City, and the correction of its local difficulties will so far solve the general transportation problem that the remainder of the City can be treated inRESIDENTIAL DISTRIBUTION OF EMPLOYEES 243 detail. Bordering on the edges of this district are most of the over popu- lated localities, with their serious housing problems. Better and more diversified transportation will tend to distribute the population and relieve these conditions. Other Groups In comparison with the Loop and central business district, comprising the four groups mentioned above, many of the older established factory groups show very heavy percentages of walkers, while the newer established plants, those of the Western Electric, Sears Roebuck, and Crane companies have the same general percentages of walkers, surface car riders and rapid transit riders, but, the number living at great distances is not as marked as in the case of this central district. It is to be expected, under normal conditions, that when the newer plants shall have been for a longer time in their present localities, the traffic characteristic of their workers will gradually change so that more of them will reside within walking distance, as is the case with the older established groups, such as the International Harvester Company groups and the Stock Yards industries. Already there are indications of this change in the building of residences about these newer plants. However, the fact remains that over 30 per cent of all these workers live at rapid transit distances from their places of employment, and for them rapid transit connections should be provided. Effect of Service Although, as pointed out earlier, many of these groups are reached at the present time by the elevated railroads, they are not so fully served by rapid transit as they should be, owing to the fact that persons living near any one of the elevated railroads and wishing to reach a factory on another side of the City, must travel to the downtown business district in order to get a transfer. Also certain groups on the north and south lines are discriminated against by the so-called steam railroad system of operation of the elevated railroads, whereby trains loaded in the outlying districts are run express to the central district without stop, and the only service to these groups is the comparatively slow and infrequent local service. Again, the lack of express tracks on the west side and on certain of the north side and south side branches of the elevated railroads prevents the speed of travel which is necessary to bring persons from a long distance to their work. With additional tracks provided on these lines operating a combined express and local pick-up service, and with a short line of com- munication between the different outlying branches, rapid transit facilities can be given across the City, connecting these groups directly with the principal residential districts.244 SUPPLEMENT TO REPORT Residence Restricted by the River Branches The limitations caused by the present lack of transportation may be very clearly seen by a glance at Plates n and 12, which are plats of two groups which include the Sears Roebuck and Western Electric com- panies as their largest units. These two groups, employing a total of 24,500 persons, are in each case reached by rapid transit lines. However, the plates show very clearly in each case that the residential area of their workers is confined in a marked degree between the two branches of the river. A west side rapid transit connection across each of the branches of the river would open up a much greater area of residence to these workers. Further study of these maps shows that although the great bulk of these workers live between the two branches of the river, there are some in each case living in the north side and some in the south side. A connection between the outlying branches of the elevated railroads shortening the distance which it is now necessary to travel, would give these people a shorter, quicker route to their places of work. A similar study of the Stock Yards group, Plate 10, will show residence largely confined to the south side of the south branch of the river, where again the lack of direct rapid communication across the river evidently is a determining influence in the location of residence of its employees. The proposed street openings recommended by the Commissioners and the west side rapid transit line along Ashland avenue will unquestionably have a large influence on the future location of homes of employees of all three of these groups. Certain other groups, such as No. 5 and No. 13, (Plates 19 and 16), although showing great concentration in the immediate neighborhood of the factories, do not show the influence of the rivers to so great an extent. This is primarily because the groups lie astride of the river in each case, but a study of the charts for each individual factory in the group points clearly to the same characteristic, namely, that the residence of the worker is confined to that section of the City in which his factory is located. These two latter groups (Plates 16 and 19), containing 23,500 employees, are composed mostly of the two larger factories of the Inter- national Harvester Company. In each case they employ essentially the same classes of labor, yet there is shown scarcely any employment of labor resident around one group by factories in the other group. This condition is abnormal and points clearly to a stagnation produced by lack of trans- portation. Study of the traffic checks in connection with these plates of residential distribution of employees shows sufficient exceptions to this condition of stagnation to indicate that it would not hold if more of the section and half section streets were open across the rivers. Proof of this is seen in the Loop district which, through numerous bridges and tunnels carrying surface car lines, and through the elevated railroads, has free access to practicallyRESIDENTIAL DISTRIBUTION OF EMPLOYEES 245 all sections of the City, and its group map, Plate 9, shows residence in all sections proportionate to the population. Influences Determining Residence There seem to be three factors entering into determination of the residential locality of factory groups, as follows: (1) The age of the factory, the general rule being that the older factories have large groups of their employees concentrated in their immediate neighborhood with comparatively small num- bers coming from any considerable distance. (2) Similarity of occupation, i. e., where groups widely sepa- rated employ the same classes of labor, the employees of all of the groups will be found living in the same neighborhood. (3) Convenience of transportation, which probably covers both of the others. As an instance of the second class, the Crane Company group, mostly foundry workers, the Western Electric group, to a certain extent foundry and metal workers, and the remainder electrical workers, the McCormick Works group, largely foundry, rough metal and gas engine workers, and the West Side Manufacturing group, to a great extent electrical workers, have all similar locations of residence. The majority of the workers of all of these groups live in a belt from Madison street on the north, to 22d street on the south, stretching across the entire width of the City. It is interesting to note that the transportation to three of these groups is good, the Western Electric, the McCormick, and the West Side Manufacturing group, all being served by the west side elevated railroads. The Crane Company is not so conveniently located as to transportation and seems to have been affected more by the first cause, i. e., age of the factory, as there are a large number of employees still living around the old Jefferson street factory locality, and a smaller group in the immediate neighborhood of the new factory. In contrast with the residential location of the workers in Groups 2, 10, 1.4 and 15, there is Group 5, including the Deering Works of the International Harvester Company employing essentially the same class of labor, but not conveniently connected with the location of the workers in the other factories and showing a very distinct concentration of its labor in its immediate neighborhood. It is hardly conceivable that with ample transportation this condition would exist. It seems inevitable that the workers from this particular locality would flow into the other groups, and similarly that this factory group would draw laborers from the great common reservoir which supplies the other four groups. The point of convenience of transportation is clearly brought out by the Loop district map (Plate 9). Here is seen a distribution of employees243 SUPPLEMENT TO REPORT all over the City, yet very distinctly adhering to the lines of rapid trans- portation. The contrast between the Loop district workers and those of the West Side Manufacturing district, again brings out an interesting point in this connection. The location of workers in the Loop and in this latter district, show a quite similar distribution for the people living on the west side. They show a somewhat similar grouping for the north side, where rapid transit transfer to the west side district is convenient. They show, however, practically no workers from the south side of the City entering this West Side Manufacturing district. When it is recalled that a person coming in on the South Side Elevated must transfer and ride around three sides of the Loop to reach most of the factories of the west side district, the disadvantage to residents on the south side is apparent. Another interesting comparison as to residence, is that between the Stock Yards district, lying south of 39th street between Ashland avenue and Halsted street, and the Central Manufacturing District, lying immedi- ately north of 39th street, between the same streets. The Stock Yards group shows a great portion of its labor resident in the immediate vicinity, giving a large percentage of walkers, practically no employees from north of the south branch of the river, but a fair number from both northeast and southeast of the district, where there is communication by the South Side Elevated and its Stock Yards branch. The Central Manufacturing District, on the other hand, shows slight concentration in the immediate neighborhood and a very uniform dis- tribution of employees over the entire City. This may be attributed to two reasons. First is age of the factories, the district being newly estab- lished and the industries newly formed enterprises or recently moved from former locations scattered over the City. The second is the reason of similarity of occupation. • The factories grouped in this district are of the light manufacturing type and their employees follow the same residential lines as do the employees of the Loop and west side manufacturing districts, but without the barrier shown by the west side group along the lines of the south branch of the river. It is easy to see that the rapid transit sys- tem, which will connect these various groups may, and probably will, materially affect the residence location of great numbers of the people working in them. In this connection, it becomes interesting to consider what different occupations may be, and probably are housed under a single roof in the modern city. If we assume ownership of the residence, there is the like- lihood that this residence will be located conveniently for the father, or perhaps it would be better expressed, the bread winner of the family. The children of this family, however, growing up under the modern educa- tional system, are more likely not to follow in the footsteps of the parents as to occupation. Assume the father a foundryman, living somewhereRESIDENTIAL DISTRIBUTION OF EMPLOYEES 247 on the west side, centrally located as to three or four groups of factories largely composed of foundry workers. The sons are more likely to have taken up some more recent occupation, such as automobile, electrical, gas engine or lathe work. Assuming a daughter working, her occupation is apt to be clerical or light manufacturing. This would give a probable direc- tion of travel for the three; the father, south bound in the morning into the district of heavy foundry work, the son, south or west bound into the electrical and gas engine districts, and the daughter, east bound to the Loop or West Side Manufacturing, or perhaps to the Central Manufactu- ring, Montgomery Ward, or Sears Roebuck districts. The purpose of this argument is to bring out the fact that it is impos- sible to consider any grouping of workers by occupation. There must be convenient transportation in all directions connecting all factory groups with all residential areas in the City, or those residential areas which are not so connected will not be fully or quickly settled. Rapid Transit Routes Proved The information contained in this investigation has been utilized also in connection with the proposed rapid transit routes, by grouping the quarter mile residence districts, herein shown on the various diagrams, to indicate the number of workers living within a half mile district on either side of a given street, whose daily occupation takes them to districts served by the rapid transit line proposed along this street. Such an analysis of the proposed Ashland avenue north and south rapid transit line showed 80,000 workers living along the line and travelling to factory districts included in this investigation. Along Halsted street, on the con- trary, only 56,000 workers live within a half mile district on either side whose daily occupation takes them to the districts canvassed in this in- vestigation. Of these workers living within mile on either side of the two streets mentioned, it was found that of the 56,000 along Halsted street, 18,500, working in the four groups in the central business district, lived within three miles either north or south of Madison street and consequently should be considered as walkers and surface car riders. Similarly, of the 80,000 along Ashland avenue, 18,300 working in the four groups in the same district lived within three miles north or south of Madison street. Not all of these 18,300, however, should be included necessarily as surface riders, as the average distance of the two three-mile sections along Ashland avenue would be a mile greater from the central business district than on Halsted street. Consequently the half mile east of Ashland avenue only was used for comparison with Halsted street. For this side it was found that 10,000 worked in the four groups comprising the central business district. For the other factory groups along the two streets, there were248 SUPPLEMENT TO REPORT found to be 23,600 walkers and surface riders along Ashland avenue and 10,100 of the same classes along Halsted street. In other words, of the 80,000 workers checked along Ashland avenue, there were found to be a total of 33,600 walkers and surface riders, and 46,400 possible rapid transit riders, while, of the 56,000 workers living along Halsted street, there were 28,600 walkers and surface riders, leaving only 27,400 possible rapid transit riders. This indicates that, comparing the two streets as rapid transit routes, 19,000 more workers would be benefited by such a route along Ashland avenue than would be benefited by a similar route on Halsted street. Following this method of reasoning, and using the industrial popu- lation checks for the different groups along the rapid transit lines as a basis, it is possible to develop a load curve for this Ashland avenue line during the rush-hour period. Such a curve for a single rush-hour period develops the fact that Ashland avenue north bound will carry, during this period, a load of over 9,000 passengers from the workers checked, which may be rated up to 15,000 in accordance with the ratios of those checked to other passengers who were not reached in the industrial check. Sim- ilarly, it shows that the same line south bound during the same period will carry 6,000 of those workers checked, and using the same ratio would give a load of probably 10,000 during this rush period. Again, using the ratios found on the present rapid transit lines between rush-hour and all- day loads, it may be assumed that the total daily load of this line will be 80,000 passengers within a reasonably short period after its opening for traffic. A computation of running time for this Ashland avenue line, based on reasonable schedules, indicates that the following savings in time over present schedules will be made for passengers passing from one branch of the existing elevated lines to another. Time Saved via Ashland Avenue over Present Schedules Routing Via Ashland Avenue Line Time Saved Varying From From the Evanstoid branch to the Logan Square, Humboldt Park, Oak Park, .Oarfield Park, and Douglas Park branches 23 min. to 7 min. FromidYe Ravenswood branch to the same west side branches 3i “ to 15 “ From the Stock Yards branch to the same west side branches 24 “ to 21 14 From the Englewood branch to the same west side branches . 20 “ to 28 “ From the Englewood and Stock Yards branches to the ; Ravenswood branch I 12 “ to 15 " Using these substantial savings in time for this line over the routes between districts of residence and business, now used by elevated riders, it was determined, from the elevated check, that of the existing daily traffic, 14,000 people would use this line instead of going, as at present, into the Loop district to transfer. This 14,000 forms a definite determined partRESIDENTIAL DISTRIBUTION OF EMPLOYEES 249 of the business, which has been stated in the paragraph above, to promise 80,000 people per day. By combining this information with the traffic characteristics and the transfers utilized along the existing surface lines, the probable utility of the two lines was determined. The foregoing statistics show that Ashland avenue, as an axis, passes nearer the residential center of the factory workers than Halsted street, It also passes through the center of population of the entire City, which, by the latest census, is approximately at 12th street and Ashland avenue. Median Line of Residence and Occupation A median line of residence would be one drawn across the City from north to south, connecting the points on all transverse streets, east and west of which there are the same number of people living. It is found that this line follows the general trend of the lake shore at a distance of from two to three miles west (see map, page 12). This line passes near the intersection of 63 d street and Wentworth avenue, with a general westerly trend, until it intersects 18th street at Robey street, and still continues westerly until it reaches a point at the intersection of Grand and Western avenues, from which point the trend is slightly easterly to the northern extremity of the City. The population of the City may, therefore, be considered as lying in two equal belts, one east and the other west of the above described line. A similar study, determining the center of occupation along any east and west street, shows a distinct contrast to the population line. Taking up this line at its intersection with Ashland avenue, in the vicinity of 43d street, it will extend northwesterly to a point near the intersection of Western and Blue Island avenues, thence north to the junction of 18th street and Western avenue, where it turns sharply to the east, reaching the inter- section of Desplaines and Harrison streets, from which point it tends north- east to the junction of Grand avenue and the north branch of the river. Here again, it turns sharply west, reaching an extreme westerly point at the junction of Western and Milwaukee avenues, from which point it turns east to about the intersection of Ashland avenue and Diversey boulevard. The sharp eastward bend in this median line of occupation, between 18th street and Armitage avenue, shows clearly the dominant influence of the central business district and its importance in the study of transportation. The median line map shows a peculiarity in the way the two lines cut one another at points north and south of the center of the City. It is obvious that a transportation line which most often cuts across these two median lines of residence and occupation will develop the greatest number of passenger rides, always providing that the lateral dis- tribution is ample at all points. Ashland avenue is seen to be peculiarly250 SUPPLEMENT TO REPORT fortunately situated in this respect, cutting across the median line of popu- lation twice and the median line of occupation four times in its length. Also it holds the best position as regards lateral distribution, inasmuch as it directly intersects six lines of rapid transit from the west, viz., at Lawrence avenue, the Ravenswood branch; at North avenue, the Logan Square and Humboldt Park branches; at Lake street, the Oak Park Ele- vated; at Van Buren street, the Metropolitan Elevated; and at 20th street, the Douglas Park branch. Five lines also distribute people from it to the east, viz., the Ravenswood branch at Roscoe street; the Oak Park Elevated at Lake street; the Metropolitan Elevated at Van Buren street; the Stock Yards branch at 43d street; and the Englewood branch at 63d street. The foregoing use of the industrial and occupational canvass as a basis for traffic analysis is sufficient to illustrate the value of this investigation. Many special studies on similar lines have been made in solving critical points in the general plan recommended by the Commissioners. The complete records are on file, and should be valuable for comparative studies which may be made later by the proposed Board of Regulation and Control or the City departments.CHAPTER VIII DESCRIPTION OF GENERAL PLAN The construction program outlined in this Report covers a period from the date of the consolidation of the properties until 1950. A very clear distinction must be made, however, between two periods in this program. (1) A definite complete building program is provided for the first six years with three years additional for adding equip- ment, making a nine-year period (Plate 1). (2) Subsequent.to this nine-year period, provision is made in the Financial Plan for capital to meet a continuous building program up to 1950, based upon the estimated growth of the City (Plate 3). The Commissioners have deemed it unwise to attempt to lay out a rigid detailed program far in advance, and have, therefore, provided for the necessary capital, leaving the detail planning for this subsequent period to a board of regulation and control. General Principles The general principle underlying the Commissioners’ plan is the utilization of all existing facilities in the most advantageous manner possi- ble as parts of a combined system, adding to these such additional subways, extensions and additions to both surface and elevated lines as may be necessary for this purpose. In order to accomplish this maximum use of the existing trackage, each class of service should be developed for the purpose to which it is best suited; namely, the rapid transit lines for high speed long haul business, and the surface lines for local pick-up and dis- tributing general traffic through all districts of the City. The first part of the plan contemplates a rapid transit system to be developed by adding third and fourth tracks to the main lines of the elevated railroads and third tracks to most of their branches, so that high speed express service can be given throughout from one end of the system to the other. In general, this will place the tributary territory for long haul passengers at least 10 minutes nearer to the business center of the City. Inasmuch as many parts of the outlying territory have not yet become densely populated, they cannot yet support direct service by elevated rail- roads, and it is proposed in the first part of the plan, that their population be served by carrying them on surface car lines to the elevated railroads, where the passengers may transfer to the higher speed system, thus placing 251252 SUPPLEMENT TO REPORT these districts io minutes or more closer to the center of the City, or 20 minutes or more closer from one side of the City to the other. For surface car delivery into the downtown district, immediate pro- vision is made for a subway under Washington street from the present tunnel under the river to Michigan avenue, under Michigan avenue to Jackson street, and under Jackson street to the Van Buren street tunnel. The Michigan avenue portion of this subway will be extended south to a portal in Indiana avenue, near 14th street, to which point surface cars will be brought via Indiana avenue, affording additional capacity for handling surface cars into the downtown district from the south. As the outlying districts grow, the elevated railroads are to be extended into them, the trains from these extensions being delivered to the four track elevated railroad lines. This extension of the elevated railroads, with surface line extensions is planned to keep pace with the City’s growth. When the traffic from these elevated railroad feeders grows so large that it will overload the four track elevated railroads, part of it will be diverted into a through north and south subway, parallel to the lake shore, and into west side subways, under the diagonal streets from the northwest and southwest districts. These latter subways will be extended to the lake front. Briefly, the processes involved in the development of a unified system of surface, elevated and subway lines, as contemplated in this Report, may be classified as follows: (A) The elevated railroads are to be developed into high speed express lines serving, by surface car connections and transfer, those outlying districts which they do not reach directly. Some surface car lines in the business district are to be placed under ground to relieve the present traffic congestion. (B) In addition to developing the elevated roads for com- plete express service, they are to be extended into the outlying districts wherever and whenever traffic will warrant. (C) Capacity through the central portion of the City to supplement the fully developed elevated railroad service con- templated in “A” and “B” is to be secured by rapid transit subway lines through the heavily built up and congested districts. The building of parts of each of the above classes of improvements is to be carried on simultaneously, as elsewhere described, but the above classification is intended to show clearly the full development and com- bination of all of these classes of facilities into a unified and workable sys- tem. This method of procedure is aimed to secure improvements in all classes of service in the least possible time and to benefit the greatest number of travelers.TTTTTTTTTT elevated lines 253 CENTRAL BUSINESS DISTRICT254 SUPPLEMENT TO REPORT IMMEDIATE IMPROVEMENTS The immediate improvements to be carried out to permit fast express service being given on the elevated railroads, will result in the present four roads each being converted into a four track road. This would result in four four-track roads delivering their trains to a single two track road in the downtown district, if additional track capacity were not provided to handle the trains in this district. In order to extend the four tracks of the Northwestern Elevated through the downtown district to connect with the four tracks of the South Side Elevated, it is proposed to provide two tracks, by utilizing the present two tracks of the Union Loop over Fifth avenue and to provide the other two tracks by means of a two track subway under State street. To provide four tracks for the Metropolitan and the Oak Park Elevated Railroads, it is proposed to utilize the tracks of the present Loop structure over Lake street, Wabash avenue, and Van Buren street, but to separate them from a grade crossing with the Fifth avenue tracks; and to provide the additional two tracks by utilizing the tracks of the Metropolitan Ele- vated into the present Fifth avenue stub terminal, and extending two of the tracks of the Chicago and Oak Park Elevated, by way of Market street into the same terminal (Plate 2 and Isometric View, page 253). In detailing the immediate program, it is best to describe the improve- ments in each operating system throughout its length. Of these systems there are three: (1) North and south system, composed of the present Northwestern and South Side Elevated Railroads. (2) Ashland avenue through route, which is a new line connecting the above system with the west side system outside of the business district. (3) West side system, composed of the present Metropolitan and Oak Park Elevated Railroads. NORTH AND SOUTH SYSTEM -RAVENSWOOD BRANCH STOCK yARDE NCH BRAi VKENWOOD BRANCH 1 ‘ 1 South Side -Loop -Northwestern TrunkDESCRIPTION OF GENERAL PLAN 255 South Side Elevated—Main Line It is not planned to make any physical change in the various branches in this part of the system except at the junctions. It is proposed to build two additional tracks on the main line, from 63d street north to 43d street, from which point north there are, at present, three tracks. It is proposed to build an additional track from 43 d street north to the vicinity of 18th street. This will give a complete four track structure from 63d street to the point where the route divides into a two track subway, and the existing elevated railroad running north into the Loop district. Downtown Subway At 18th street two of the four tracks mentioned will be depressed, leading down to a subway portal in the vicinity of 16th and State streets. The subway proposed will run north under State street and will be at high level throughout; by high level being meant a subway with only such cover as is necessary to provide a foundation for the street surface, and accom- modate such utilities as must cross over the roof of the subway. The subway will cross over the proposed surface car subways under Jackson street and Washington street, with transfer connections at these points. From Washington street it will descend, at a reasonable grade, passing under the Chicago river, and rise again so as to reach high level in the vicinity of Grand avenue. From Grand avenue it will be built at high level north under State street to Chicago avenue, thence west, under Chicago avenue to Franklin street, where it will turn north, rising to con- nect with the structure of the Northwestern Elevated in the vicinity of Oak street (Isometric View, page 253). The descending grade at 18th street on the south side, will not necessi- tate closing any streets, owing to the fact that 17th street does not now extend from State street to Wabash avenue. At the north portal it will, however, be necessary to close for vehicular traffic one, or possibly two, of the short cross streets lying between Chicago avenue and Oak street (Plates 29 and 30). Fifth Avenue Through Route Starting again from 18th street, the other two of the four tracks will be maintained north, as at present. No serious structural changes will be necessitated between 18th street and the vicinity of Seventh street. At this latter point, two elevated tracks will be constructed west across State street, through Polk street to Fifth avenue, where they will turn north through Fifth avenue. These tracks will cross over the steam railroad tracks south of LaSalle station and the ramp on Fifth avenue, which leads up to the Polk street viaduct. These two tracks will cross the present Loop structure at Van Buren266 SUPPLEMENT TO REPORT street and Fifth avenue at an upper level, and from there descend to reach the present grade of the Fifth avenue structure, in the vicinity of Monroe street, from which point, the existing Fifth avenue and Wells street tracks will be used as built, across the north branch of the river, and north over Franklin street to Chicago avenue. From Chicago avenue north to Oak street, some slight structural changes will be necessitated owing to the con- nection with the subway at Oak street (Isometric View, page 253). It will be seen, from the above description, that there is formed a complete four track railroad from 63 d street north to Oak street, con- necting with the existing four tracks of the Northwestern Elevated Railroad. It will further be seen, that instead of the existing split one- way service in each direction north and south on the Loop, there will be two tracks and two-way operation on both sides of the Loop district (Plate 2). Northwestern Elevated—Main Line From Oak street north on the Northwestern Elevated, the structural improvements necessary are found to be much less than on the south side, inasmuch as the Northwestern Elevated has already four tracks from Chicago avenue to Wilson avenue, but the following improvements are proposed: Elimination of the sharp curvature immediately south of Division street, with the construction of an express station providing for a system of dispatching trains north from this point. Relocation of the Northwestern Elevated tracks in the vicinity of Halsted street and North avenue, to eliminate two extremely short curves which now cut down the speed of the trains. Construction of a fifth or passing track from the vicinity of Willow station to or beyond Center station, by means of which express trains may pass local trains operating on the same track (see diagram page 259). By making this passing track of sufficient length to cover two stations, it is believed that the over-taking of a local by an express train on the same track and the passing of the local train, may be accomplished without delay or inconvenience to the passengers of either train. An additional track and the elevation of one track in the vicinity of Belmont station and Clark street junction, so as to eliminate the crossing at grade of the Ravenswood branch trains at Clark street. This elimination of grade crossings will, in turn, avoid present delays caused by the congestion at Belmont station, will improve the running time of trains bound for all points of the Northwestern Elevated, and will complete a great four track main line from 63 d street on the south to Wilson avenue on the north.DESCRIPTION OF GENERAL PLAN 257 Stub Terminals From Seventh street north, the existing two tracks of the South Side Elevated are to be operated to a new station in Wabash avenue immediately south of the existing Van Buren street tracks of the Loop. This station is to be a stub terminal of ample capacity to maintain a rush-hour service sufficient to accommodate the people in the southeast corner of the Loop. When it is found that the subway trains going south under State street are filled before reaching a point convenient to these people, this stub service can be increased as needed. On the north side, it is proposed to extend the tracks of the present North Water terminal east to State street, and south over State across the river, to a station immediately north of the Lake street side of the present elevated Loop. This terminal will be of sufficient capacity to give a service to the north side similar to that described for the Wabash terminal of the South Side Elevated Railroad. These stub terminals in south Wabash avenue and north State street will give all the advantages of a terminal station, with empty trains for passengers, and at the same time will be beneficial to the property in the immediate neighborhood. They are planned, in each case, to be two track stations with a single island platform between the tracks. This necessi- tates an overall width of the structure of only 35 feet. In streets such as south Wabash avenue, 100 feet in width, and north State street, 120 feet wide, there should consequently be no objection from adjacent property owners, as these structures will not darken ground floors. These stub terminals are necessitated by the fact that the four tracks of the north-south trunk are entirely given up to through service and the Loop as a means of turning back unbalanced service on this trunk elimi- nated (Isometric View page 253). While it is possible that the traffic demand on the south and north sides may remain equal, or as nearly equal as they are at present, it is unlikely that they will retain this condition permanently. Should this equilibrium be lost at any time, there will arise the necessity, either of running empty or partially loaded trains through the entire length of the City, or what is more likely, the cars on the side having greater traffic will become crowded to an unwarranted extent. The service to and from these two stub terminals will become the equalizer of the north and south system. Should the south side show a greater demand than the north, additional trains run from the south side stub terminal will satisfy that demand, and vice versa, the north side terminal will take care of the increased needs of that side.' On both of these sides there are at present stub terminals, which, however, are incon- veniently located and cannot be used by passengers wishing to transfer to and from west side trains. 17258 SUPPLEMENT TO REPORT South Side Branch Lines On the south side there will be no changes in the Jackson Park branch, but use will be made of the third track from the Illinois Central crossing, west to the main line. On this third track a partial express service will be run to the main line, at which point it will become full express north to the central business district. The Englewood and Normal Park trains will operate express from their junction with the four track trunk at 58 th street. An additional service will be established from a terminal transfer station, located on the company’s property, just west of the White City Amusement Park south of 63 d street (see page 214). This terminal will be built at ground level with surface car tracks brought in from South Chicago avenue and 69th street, so arranged that surface cars will berth on one side of the platform and the elevated trains start from the other side. The Stock Yards branch will be operated as a shuttle service from the Ashland avenue line to the Indiana station of the South Side Elevated. At Indiana avenue two of the four main line tracks will be elevated to eliminate the crossing of Kenwood branch tracks and main line express tracks at the same level. North Side On the north side a third track will be built for the Ravenswood branch, from the junction at Clark street and Roscoe street, to the present third track west of Robey street, giving a complete three track line to Western station. The remainder of the Ravenswood branch will be changed from the present surface construction to elevated railroad construction from Western avenue to Kimball avenue yards, where it will remain on the ground, as at present. On the Evanston branch of the Northwestern Elevated, it is proposed to use the third track built by the Chicago, Milwaukee & St. Paul Railroad, as an express track from Howard street to Ainslie street, and a third track will be built from Ainslie street to make a connection with the four track trunk at Wilson station. Beyond Howard street no track changes are suggested. Station Changes Throughout the north-south system it is proposed to lengthen station platforms to accommodate at least six car trains. Much of this work can be done at once and trains made longer, giving greater capacity at the earliest date and least cost. To complete the main line improvements and provide for the type of service proposed in the above description, it will be necessary at certain points to construct express stations, at which all trains will stop, permitting259 xpress Trains opera/ing on L oca/ Tracks an pass /he Loco/ Trains a/ /hese po/nA260 SUPPLEMENT TO REPORT transfer of passengers. The length of trains proposed for subway operation necessitates a platform length of 450 feet at these express stations. Four of these stations, viz., Indiana, 22d, Division and Belmont, it is proposed to make of still greater capacity than the normal express station, by building at these stations, six tracks, either all on one level, or four tracks on one level and two elevated above. At each of these stations there is a convergence of trains giving service to different routes, which condition makes such construction desirable. On the south side, between Indiana avenue and 22d street, and on the north side, between Belmont avenue and Division street, it is proposed to run express trains on all four tracks. It is not proposed, however, to abandon the local trains in these two sections. This means that on these two sections there will be a combination of express trains and local trains on the same track. By building, in each case, an additional track at the half way point of a length sufficient to cover two adjacent local stations, an opportunity will be provided for the express trains to pass the slower locals (see diagram page 259). Thus, if a local train is dispatched and later an express, the express train will pass the local at the midpoint and reach the next express station ahead of the local. By this plan, 20 express trains and 20 locals may be operated on the local track, as compared with the present 10 train schedule for this track. To dispatch these trains properly, the above mentioned six berth sta- tions will be necessary. As trains originating on different branches in the rush hour can hardly be scheduled so as to arrive at the proper moment, there would be inevitable delays caused by waiting for these trains to take their place in proper sequence without these dispatching stations. Special Terminal Transfers For the greater convenience of passengers collected by the surface lines in the outlying districts, it is proposed to furnish, in addition to the ordi- nary transfer between surface and elevated lines at all intersections, special facilities for this transfer at certain points. The discussion of this transfer problem and a description of special types of stations will be found on pages 208 to 219. At the Jackson Park terminus of the South Side Elevated, provision will be made for turning back cars and giving an easy transfer to the ele- vated trains originating at this point. In the South Park avenue yards of the South Side Elevated, immediately south of 63 d street, the terminal described under South Side Branch Lines will take care of passengers originating on Through Routes 4 and 5 and other Calumet district lines which can conveniently be brought in at this point. At Halsted and 63d streets, a similar station will probably be required at an early date, to take care of the traffic from cars whiclj now turn back at this point.DESCRIPTION OF GENERAL PLAN 261 On the north side, special transfer stations will be provided at the junction of Kimball and Lawrence avenues on the Ravenswood branch, and at Clark street on the main line. A similar station will probably be required at North Edgewater (Granville) station to take care of traffic originating on the Devon avenue cross town lines. As in the case of the south side transfer stations, there will be a special attempt to make the transfer easy at these points. ASHLAND AVENUE TRUNK AVE Englewood—Ashland AvEr- RavenswoodTrunk To meet the needs of the growing population in the northwest and southwest sides of the City for service to the downtown district, and to the factory districts, which lie along the existing rapid transit lines on the west side, and those which lie between Ashland avenue and Halsted street south of the existing west side elevated railroads, and to provide a connec- tion between all the existing rapid transit lines outside the business dis- trict, it was decided to build a north and south elevated trunk line rail- road. To meet these requirements it is proposed to construct a line extend- ing from Roscoe street, on the Ravenswood branch of the Northwestern Elevated, south to and connecting with the Logan Square branch of the Metropolitan Elevated, with additional tracks along its right of way to 20th street, and from there extending south along Ashland avenue to 69th street (Plate 1). Both the traffic checks and the industrial population check indicate the great need for this line (see pages 167 and 247). Route It is proposed to use part of the track capacity of the Ravenswood branch of the Northwestern Elevated, this capacity being increased by the262 SUPPLEMENT TO REPORT third track from Western avenue to Lincoln-Addison station. From this station, two tracks will be extended southwesterly to Robey street, thence south along Robey street to its junction with Diversey boulevard, where the proposed street opening viaduct will be used for carrying the tracks south across the north branch of the Chicago river. From this point south, the two tracks will be extended along Robey street, joining the Logan Square branch of the Metropolitan Elevated in the vicinity of the present junction of the Logan Square and LIumboldt Park branches, form- ing a three way junction, such as at present exists at Marshfield station. At this point, an express transfer station will be constructed, so that passen- gers from any one of the three lines may transfer to the other, thereby enabling passengers from the north of the City to reach Humboldt Park and Logan Square in the quickest possible manner. From this junction near Robey street, two additional tracks will be built along the present two tracks to Lake street, making this section a four track trunk line, similar to the Northwestern Elevated from Chicago avenue to Wilson avenue. At Lake street, two of the tracks will be connected with the proposed four track Lake street structure from the Lake street transfer east to the river. An additional track will be built from Lake street to Marshfield station, where grades will be separated, with the north and south line passing over the existing Garfield Park branch tracks. From this point south, two additional tracks will be built along the existing Douglas Park branch to 20th street, forming again, a four track trunk. At 20th street, two tracks will be extended south and east to Ashland avenue and thence south over or parallel to Ashland avenue to 43d street. At 43d street a connection will be made from the Stock Yards branch of the South Side Elevated, and from here two tracks will be extended south to 63 d street, where again a connection will be made by extending the Englewood branch of the South Side Elevated west to Ashland avenue. From this junction, the Ashland avenue line will be extended south to the neighborhood of Ashland avenue and 69th street, where a terminal with storage yards, which will accommodate some of the South Side Elevated Railroad trains, will be constructed. Express Stations In addition to the express station at Robey street, there will be similar stations at the junction points with the Ravenswood branch at Lincoln- Addison station; the Oak Park Elevated at Lake street; the Garfield Park branch at the present Marshfield station; the Douglas Park branch at 18th street; and the Stock Yards and Englewood branches of the South Side Elevated at 43 d and 63 d streets respectively. Advantages It will be seen that this completes the construction of a two track north and south trunk line, connecting the rapidly growing Ravenswood district,DESCRIPTION OF GENERAL PLAN 263 with the industrial center in the neighborhood of Diversey boulevard and Clybourn avenue, the Logan Square and Humboldt Park branches, with all their tributary population, the Oak Park Elevated and the Metropolitan Elevated, with their territory, and the South Side Elevated by its two branches. It gives a high speed service between all of these above men- tioned territories and the manufacturing district in the neighborhood of Ashland avenue and 22d street, as well as to the rapidly growing Central Manufacturing District and the very large group of Stock Yards industries in the neighborhood of Ashland avenue and 43 d street. Estimates from the elevated traffic check show that J4 of the present traffic across the Loop will be diverted at once to this line. WEST SIDE SYSTEM IMPROVEMENTS jC/TTY HARLEM LIMITS NARRAGANSETT fa) if) CENTRA! CICERO AVE. AVE, ASHLAND HALS' STAT WABASH AVE West Side Trunks264 SUPPLEMENT TO REPORT The approximate balance of traffic between the north and south sides permits economical through operation of rapid transit trains under favor- able conditions. Advantage has been taken of this by making Fifth avenue a through line, with grade separations at Van Buren and Lake streets, and by construction of the State street subway. Through Routes Established The west side of the City has no balancing east side giving similar opportunity for direct through routing. Consequently, it is proposed to balance the traffic of all west side rapid transit lines north of Madison street against that of those to the south. Lines north of Madison street, including the Oak Park Elevated, will be considered as northwest lines, and those south of Madison street, including the Garfield Park branch, considered as southwest lines. To accomplish a balance of this northwest against the southwest, the plan calls for four tracks to be built for the Oak Park Ele- vated, from its junction with the northwest lines at Lake street transfer to the river (Plate 2). This, then, will balance the present Metropolitan Elevated four track line, from Marshfield station to the river, which will be used to accommodate the lines from the southwest. To complete the routes thus created, the two tracks of the elevated in the Loop over Lake street, Wabash avenue, and Van Buren street are given up to the exclusive use of the west side trains, with all grade crossings removed. This gives a two track through route between the northwest and southwest sides of the City, passing through the central business district. The unbalanced traffic and special rush-hour service from the two sections are brought to a com- mon double deck stub terminal on the site of the present Fifth avenue ter- minal. The Ashland avenue elevated, just described, forms another two track through route between these sections, not passing through the downtown business district. While simplifying these west side routes, as shown above, it is proposed to maintain such services from the northwest lines to the Metropolitan Elevated main line east of Marshfield station, as are warranted by the traffic which now uses them, the idea being to disturb no settled traffic routes, but to supplement them with other needed routes, at the same time increasing the track capacity to the maximum. Trunk Lines To accomplish the above balance between the northwest and southwest sides of the City, and to give the high speed services promised, the following improvements are necessary: Two additional tracks are to be built on the Lake street structure of the Oak Park Elevated from the river to Lake street transfer. At this point, two of the four tracks above mentioned are to be con-DESCRIPTION OF GENERAL PLAN 265 nected to the Metropolitan Elevated northwest branch tracks, as seen by the description of the Ashland avenue line. The four tracks of the northwest branch of the Metropolitan will be used from Lake street transfer north and northwest to the junction of Robey street and North avenue, at which point the road will be divided into three branches, namely, Humboldt Park branch, Logan Square branch and the north Ashland avenue line (Plate 3). The southwest trunk will be composed of the existing four tracks of the Metropolitan Elevated from the river to Marshfield station. The Marshfield station will be rebuilt and two of the four tracks connected to two of the tracks of a southwest four track line, which will have been formed by the addition of two tracks to the Douglas Park branch, from Marshfield avenue to 20th street, as described above under Ashland avenue line. The Marshfield avenue station arrangement will then be four tracks divid- ing into three branches, with the two track Ashland avenue line crossing at right angles and over the Garfield Park branch. The four tracks from Marshfield avenue to 20th street will divide at the latter point into two branches; namely, the Douglas Park branch and the south Ashland avenue line. There will then have been completed for the northwest, southwest through route 63^ miles of four track trunks or more four track road than is now in operation between the north and south sides. Branch Line Improvements For the northwest side of the City, the branch lines will be improved as follows: The Logan Square branch will be improved by building an additional track from Robey station to Logan Square (Plate 1), from which point a two track line will be extended northwest over or parallel to Milwaukee avenue, to a terminal in the vicinity of Irving Park boulevard and Mil- waukee avenue. Service on this line will be a local service from Irving Park boulevard to Logan Square, from which point, trains will be brought in at high speed over the express tracks to the business district or by the Ashland avenue line to the south and southwest parts of the City. For the Humboldt Park branch, the present two tracks are deemed sufficient for the volume of business, but it is proposed to extend these two tracks from the present terminal at Lawndale avenue west to the vicinity of Grand and North avenues, at which point a terminal yard and surface transfer station will be built. For the Oak Park Elevated, it is proposed to build an additional track from Lake street transfer to Campbell station, connecting with the present third track extending to Crawford avenue, and to build a third track from Crawford avenue west to Laramie avenue, thus giving a through express266 SUPPLEMENT TO REPORT track from Laramie avenue to the central business district. From Laramie avenue west, to the town of River Forest, the tracks of the Oak Park Railroad will be elevated to and through the village of Oak Park. On the southwest side of the City the new Ashland avenue line, extend- ing south to 69th street, will operate over the southwest trunk into the central business district. For the Douglas Park branch, it is proposed to build a third track from the junction at Paulina and 20th streets to Central Park avenue, from which point to Crawford avenue there is, at present, a third track. This will permit a local service from 62d avenue to Crawford avenue, from which point the trains will operate high speed to the central business dis- trict, or to the northwest part of the City via Ashland avenue. For the Garfield Park branch, it is proposed to build a third track from the junction at Marshfield avenue station west to Laramie avenue. This will lengthen the express run for this line from two miles, as at present, to miles. At the western end of the Garfield Park branch, two tracks will be extended northwest into the town of River Forest and terminal yards established. These yards will also be connected by two tracks extended southwest from the western end of the Oak Park Elevated. This will give to the Garfield Park branch and to the Oak Park Elevated much needed car storage yards and permit much better service in their outlying territory. West Side Station Improvements For the trunk line to the northwest side of the City, there will be required express stations at Robey street, where the three branches de- scribed above form a junction; at Lake street, where the Oak Park Elevated joins in to the main line trunk, and at Halsted street. From Halsted street east, all trains will stop at all stations. For the southwest side, express stations will be required at 18th street, which will be the nearest station to the junction point of the Ashland ave.nue and Douglas Park branches; at Marshfield avenue, where the Garfield Park branch joins into the trunk, and at Halsted street, from which point east, trains will make all stops. The express stations at Robey street on the northwest trunk, Lake street transfer, Marshfield avenue and 18th street will be common to the west side lines and to the Ashland avenue line, and will be the four transfer points between the two systems. Other express stations on the branch lines will be established for the purpose of transferring passengers collected by local trains to the high speed express trains, so that all passengers may get the benefit of express services offered under the improved plan. TheDESCRIPTION OF GENERAL PLAN 267 platforms for west side and Ashland avenue express stations will be 350 feet in length and for local stations 250 feet in length. Downtown Transfers Two tracks of the west side trunks have been shown to be used for the downtown through routes, passing around three sides of the present Loop. The other two tracks will be handled as follows: On the Metropolitan Elevated, the existing connection to the Fifth avenue stub terminal will be used as at present, the station, however, being rebuilt to give longer loading platforms, which will be connected with each other by a head platform in the shape of a “T,” and this in turn will be connected by runways to the Van Buren street station of the main north and south Fifth avenue trunk. For the Lake street trunk, two tracks will be taken through Market street as at present, and the Market street tracks extended south to the site of the Fifth avenue stub terminal tracks but kept at high level. They will there be turned into the Fifth avenue stub at an upper level, making a double deck structure of this terminal. With a similar head platform, as described for the lower level, and similar runway connections to the Van Buren street station, transfers can be given from all points on the west side to all points on the north and south. A study of the map of downtown connections, page 269 and Isometric View, page 253, shows the following transfer points between rapid transit lines in the downtown district: At State and Lake streets, transfer between all north side stub terminal trains and trains for any point on the west side system. At Wabash avenue and Van Buren street, transfer between all south side stub terminal trains and any point on the west side system. At Fifth avenue and Van Buren street, transfer between all Fifth avenue through north and south trains and all through routed trains to the southwest part of the City. At Fifth avenue and Lake street, transfer between all through north and south trains and the northwest side through routed trains. Finally, at the present Fifth avenue stub terminal, transfer from all north and south through trains on Fifth avenue to all points on the west side, both northwest and southwest. Thus is afforded a convenient transfer on the shortest lines and with a maximum saving in time between any point in the north and south side system and any point on the west side system, in contrast with the incon- venience of the present system, which requires riding part way around the Loop. The new plan gives a transfer on the line of Fifth avenue be- tween every portion of the entire system.KINZIE CHICAGO LAKE STREET OAK PARK ELEVATED RANDOLPH RANDOLPH RANDOLPH MADISON MADISON ADAMS QUINCY **£TROPOL/TAN ELEV. IVAN BURCN CONGRESS 268lii ^ times, the present rush hour capacity of the elevated railroads. The cars necessary for operation over new rapid transit structures and to keep pace with population growth will, during the same period, amount to $42,375,000. At the completion of the program there will be in operation, 52.6 single track miles of subways and 319.6 single track miles of elevated rail- roads, a rapid transit mileage equal to that in operation in greater New York in 1914. At this date, New York had a population equal to that estimated for Chicago in 1950. The surface lines extensions and equipment, as described in the fore- going, for this second construction program, are estimated to cost $42,- 472,000. Estimated Cost of Construction Program First Nine-Year Period (1917 to 1926, Inclusive) Rapid Transit Construction Surface Line Construction Rapid Transit Equipment Surface Line Equipment Subway Construction Elevated Construction Subway Construction Extensions $10,350,000 36.204.000 9,367,000 16.841.000 Total for Period Second Construction Period (1927 to 1949, Inclusive) Rapid Transit Construction j “3^SSn } Surface Line Extensions .......................... $66,406,000 28,040,000 Totals $ 46,554.000 26.208.000 21.251.000 4,260,000 $ 98,273,000 $ 94,446,000 31,773,000 Rapid Transit Equipment..................................................... 42,375,000 Surface Line Equipment...................................................... 10,699,000 Total for Period .....................................................$179,293,000 Total Program.......................................................$277,566,000 Summary Rapid Transit Structures . $141,000,000 Rapid Transit Equipment..................................................... 63,626,000 Total—Rapid Transit................................................. $204,626,000 Surface Lines Structures................................................$ 57,981,000 Surface Lines Equipment..................................................... 14.959,000 Total—Surface Requirements.........................................$ 72,940,000 Total Program.......................................................$277,566,000284 SUPPLEMENT TO REPORT Referring to the foregoing table, it will be seen that for the two periods combined, or the whole program, the total expenditure for rapid transit structures and equipment will amount to $204,626,000 and for surface lines structures and equipment to $72,940,000, a total expenditure on new construction and equipment, as contemplated under this plan, amount- ing to $277,566,000. Attention is called to the fact that of this $277,- 566,000, $78,585,000, or nearly 3^ of the whole, is spent in equipment, assuring ample equipment to operate the roads as planned. OBSTRUCTIONS TO WEST SIDE TRANSPORTATION ROUTES Pursuant to the instructions contained in the Ordinance creating this Commission, requiring that the general plan contain provisions "to remove obstructions to transportation routes, such as the river on Ashland avenue, Robey street and other places,” the Commissioners have made a detailed investigation of these obstructions and their findings follow. In the first place, the Commissioners are of the opinion that it would be a mistake to open such streets to railway traffic only, as was apparently contemplated in the Ordinance, but that provisions should be made for pedestrian and vehicular traffic as well. Following this principle, the possibility has been considered of accomplishing this result by subways under or viaducts over the obstructions. Tunnels would cost over three times as much as viaducts, and in addition, would be objectionable for vehicular and pedestrian traffic on account of their length and the long grades encountered and the expense of properly lighting, policing and ven- tilating them. Therefore, the Commissioners recommend viaducts for the Ashland avenue and Robey street openings. The cost of building these viaducts has not been included in the esti- mated cost of the general plan of transportation improvements given on page 283. But in the financial plan of this Report, page, 58 it is suggested that the City might set aside, if it sees fit, amounts up to 25 per cent of its yearly share of transportation receipts, to assist in making these and other non-revenue producing improvements. Robey Street Openings To open Robey street as a through north-south thoroughfare, over 12,000 feet of improvements, consisting of approaches, viaducts, and bridges will be required (Plate 32). At the north branch of the river, the viaduct would begin at George street and extend south, rising on a 3.5 per cent grade to a point over the Deering Works, thence down a two per cent grade to the river and crossing the river on a 250-foot bascule bridge, thence south by a two per cent grade to street level at Fullerton avenue. This viaduct would be 3,210 feet long and is estimated to cost $951,000, exclu- sive of real estate and damages.xs aiaonv IIS q~l39XlV < «0 H; O C 2 y O II ^ f- o o o z * 3 av Nano a aid | AV d31S93M o w <3 3AV 39VXIWHV iu d UJ 1LS ONVIX^OD *±S QNVIXbCO XS QNVnidOD > £ z 0) § h 285286 SUPPLEMENT TO REPORT It is proposed to use this viaduct to carry the Ashland avenue-Ravens- wood Elevated line over the river, as explained in the Description of Gen- eral Plan, page 261. On this viaduct then, there would be two elevated railroad tracks, two surface car tracks, roadways for vehicles, and pedes- trian walks. Robey street is obstructed on the south by the Drainage Canal, rail- road tracks, and the Illinois-Michigan Canal. To open this section of Robey street, it is recommended that the street be graded and paved for a distance of 1,760 feet south of Blue Island avenue and that a graded approach to the river crossing be built. The canal is very wide on the line of Robey street and will require about 600 feet of bridging. Four spans would be constructed, three being fixed spans and the other a bascule bridge over the main channel. The approach on the south end of the bridge would be 530 feet long, leading by a three per cent grade, to a short tunnel under the Santa Fe tracks, which would have to be elevated at this point. From this subway under the railroad tracks, the thoroughfare would be extended south over the Illinois-Michigan canal and under the Santa Fe and Illinois Central tracks to 31st street. This improvement would be about 3,900 feet long and is estimated to cost $1,000,000, exclu- sive of real estate and damages. The remaining obstruction to Robey street is the railroad yards between 39th street and 47th street, and it is proposed to build a viaduct over these obstructions having a maximum grade of three per cent at either approach. This improvement would be nearly a mile long and is estimated to cost $1,287,000, exclusive of real estate and damages. It will be noted from the comparative cost tables given on Plate 32, that a traffic tunnel in each instance would cost over three times the esti- mated amount for a viaduct. With the foregoing obstructions removed, Robey street will become a through north and south thoroughfare, so that street cars could be routed from the south to the north on a single street. Ashland Avenue Opening At north Ashland avenue and the river it will be necessary to make a slight detour, in order to carry this thoroughfare across the river on a viaduct. This detour is made necessary on account of the location of the new Webster avenue bridge and some manufacturing plants which, unfor- tunately, are situated on a line with Ashland avenue. The plan on page 285 indicates the route of the proposed viaduct, which would extend south- westerly from Clybourn avenue to the river, thence south, across the river on a bascule bridge, to the Chicago and Northwestern Railroad right of way, paralleling the latter in a southeasterly direction, and crossing under it to street level at Cortland street. This improvement would be about 3,000 feet long and is estimated to cost $842,000 without real estate orDESCRIPTION OF GENERAL PLAN 287 damages. A traffic tunnel in a straight line would have to be about 3,900 feet long and the cost estimate is $2,700,000, or over three times the cost of a viaduct. The foregoing estimates of cost are based on a viaduct width of 66 feet and on traffic tunnels, twin bores each 30 feet wide. California Avenue California avenue, between Fulton street and Grand avenue, now obstructed by railroad yards, cannot be dealt with satisfactorily at present and the Commissioners recommend that no action be taken at this time, as explained on page 27 of the Report. The foregoing are the definite recommendations of the Commissioners, but there are other obstructions to car line routes which may be removed for the improvement of service, such as Division street across Humboldt Park, if the provision for the use of 25 per cent of the traction fund for such improvements is adopted.CHAPTER IX SUBWAY DESIGN AND CONSTRUCTION Under the Ordinance creating the Commission, it is instructed to include in its Report, “the location, size, general character, and use of the initial subways and a general estimate of the cost thereof (but not detailed plans and specifications therefor).” The initial subways proposed for Chicago are divided into two systems— the north and south subway under State street to serve as part of the rapid transit link between the South Side and Northwestern Elevated trunk lines described in the general plan, and surface car subways from the west side under Washington street, Michigan avenue and Jackson street, connecting with a surface car subway to the south under Grant Park and Indiana Avenue. (For location of the routes see Plates i and 2.) State Street Rapid Transit Subway The length of the State street subway from the south approach near the 18th street station of the South Side Elevated to the north approach near the Chicago station of the Northwestern Elevated is about three miles. The connection between the elevated and the subway tracks at each of the two approaches (see Plates 29 and 30) is accomplished by depressing the two center tracks of the elevated structures, both of which are four tracked beyond these points. A maximum track grade of three per cent is maintained for the two approach inclines and wherever a change of direction occurs in the align- ment of the subway, the tangents will be connected by curves of large radii eased off by transition curves. The profile generally will follow the street surface, except under the Chicago river, where three per cent maximum grades are used for the descending and ascending tracks. The base of rail is about 18 feet below the street surface, this depth being established on account of the proposed two level construction at points of intersection between the rapid transit and surface car subways, and also to provide space for the future low level, east and west rapid transit subways. Plate 27 shows the present location of the Illinois Tunnel in relation to the proposed two level subways. The top of the arch is at a depth of about 33 feet from the street surface and determines the relative positions of the track levels of the two overlying subways for given clearances. The extremely shallow construction of the rapid transit subway within the territory occupied by the present Illinois Tunnel system is recom- 288SUBWAY DESIGN AND CONSTRUCTION 289 mended only on the basis that this existing utility is to be left practically undisturbed in its present position. To provide for the greater depth of cover consistent with standard practice, the base of rail should preferably be at least 21 feet below the street surface. This would simplify the restoration of subsurface structures, besides reducing noise transmitted to the structure by surface traffic, in addition to other advantages. As a compensating advantage, however, the shallower construction required by these considerations will reduce the amount of excavation necessary for the high level north and south subway, and consequently the cost of this construction. The reduction in distance from street level to platforms also facilitates passenger access. Excavation The subsurface material of the business district of Chicago consists in general of a top layer of non-homogeneous sandy loam and clay (largely debris and fill) of approximately 15 to 20 feet in thickness, underlain by a homogeneous clay, varying in bearing power with the degree of moisture involved, but decreasing in moisture until it becomes very compact before reaching the rock overlay. This overlay consisting of hardpan, sand pockets, and miscellaneous deposits, is at so great a depth beneath the surface as not to be a factor in the construction of underground railways. The material encountered at the depth of the proposed subways is of such a nature that extreme care must be exercised during construction to prevent movement of adjacent ground, as well as excessive drainage into the open excavation, which might cause a shrinkage of the soil that would affect the buildings on both sides of the street. These buildings rest on foundations of widely varying design, such as dimension stone footings on clay, foundations spread by grillages on clay, timber pile foundations, and pier foundations carried down to the rock. As the subway excavation will be carried below the two types of founda- tions first mentioned above, the buildings will either have to be underpinned or the open trench enclosed by watertight sheeting sustaining the pressure on the saturated earth and clay. The question as to the design of the subways and the method to be employed in their construction is one which should be given a great deal of study in order to arrive at the safest and most economical results, due to the fact that the characteristic subsoil conditions in downtown Chicago are quite different from those in other cities where subways have been built. Where traffic conditions require it, as they would in the business streets of Chicago, it is proposed to carry on the subway construction under a decked surface; that is, a decking of heavy planking will replace the present street surface, to remain until the subway is constructed, when the paving will be replaced. It is proposed to construct the subway in 19290 SUPPLEMENT TO REPORT short lengths in order that no long stretch of excavation will be made at any one location at any time. The design of the low level surface car subway has been given con- siderable study. The result of this study indicates that the cut and cover type, constructed under a street decking, will be the most economical. As the trench will reach a depth of about 35 feet below street surface, the method of excavation is of the greatest importance, and should be devised to take care of the great side thrust produced by the plastic clay increased by the pressure of the buildings where they are on spread foundations and by the street live load surcharge. It is beyond the scope of this Report to discuss construction methods, but the Commissioners are convinced that the subways can be constructed without danger to the streets or adjacent buildings by the exercise of proper care. The tunnel construction under the river may be prosecuted, either by methods adopted by contractors on work of similar nature previously done in Chicago, or the pneumatic shield method may be employed and cast- iron lining used as reinforcement for the tunnel. The existing State street bascule bridge has foundations resting on piles, which, if left undisturbed, necessitates the twin tube construction for a certain portion of the route, as indicated on Plate 31. Structural Features The standard high level subway section, with dimensions as shown on Plate 26, is designed with roof beams, spaced five foot centers along the subway, and with concrete jack arches between them to carry the street load. The roof beams are supported on columns between tracks and “I” beam columns in the side walls, knee braced as shown. Experience in subway construction in New York indicates this type to be generally preferable to a reinforced concrete design, particularly where the construction is carried on under important business streets. It is more conveniently and quickly erected, as well as more economical with steel at normal prices. The side wall columns are designed for both direct load and bending due to lateral earth pressure. Jack arches between the beams form the continuous side walls. Partition walls, in connection with ventilation, are constructed in the column row between the tracks. The floor is made of concrete and reinforced with rods, to take care of possible hydrostatic pressure, besides uniformly distributing the superimposed load where soft ground is encountered. At station platforms, the steel columns are spaced further apart, and sufficiently back from the edge of the platform so as to reduce interference with passengers loading and unloading from trains. The structural features of the low level subway are identical with those of the proposed high level subway, except heavier sections are em-SUBWAY DESIGN AND CONSTRUCTION 291 ployed, due to the greater loads. The floor construction may, in addition, include “I” beam reinforcement in resisting hydrostatic pressure where soft material and pockets are encountered. Waterproofing and Drainage At stations and between stations the roof walls and floor of the sub- way are enveloped with a membrane of woven fabric laid in pitch or asphalt mastic, in order to produce a waterproof structure. In the low level sub- way it may be necessary to waterproof the structure with bricks laid in asphalt mastic. All seepage and other water which may enter the subway is drained along the track, to sumps, located at convenient distances apart, where electrically operated automatic pumps discharge the water into the sewers. Stations In general, the stations have platforms sufficiently long to accom- modate io car trains, requiring a length of from 450 to 500 feet. The minimum width of the platforms will be 12 feet, with entrances and exits to the adjoining side streets, as well as to State street. The typical station shown on Plate 28 represents the idea herein outlined. Lavatories for men and for women, rest rooms for women, news stands, vault lights and gratings, providing light and ventilation will be installed. Since the station is the only feature of the subway which the public will see, it is thought best to finish it in a way that will be pleasing to the eye, and care has been taken to include, in the estimate, all archi- tectural details, such as tiling, plaster, grill work, ticket booths, entrance kiosks and miscellaneous items, covering in general, station finish complete. Underpasses are provided so that passengers may cross from one platform to another, having the choice of taking trains in either direction after the fare is paid. After detail plans are prepared, arrangements may be made, if desired, with owners of stores to have show windows displaying their goods directly in the subway. Duct Lines Power, lighting, and signal cables will be placed in ducts located in concrete benches along the side walls. Duct manholes, in which cables are spliced and racked, are spaced at proper intervals, with manhole exits to the street. An advantage of these duct benches is that they may be used as a footwalk or an emergency passageway. In case of an accident or a train being stalled, passengers may walk, without risk, by means of them and a continuous handrail attached to the sidewalk, to the nearest station or to emergency exits to the streets, which will be provided between stations, without descending to the track.292 SUPPLEMENT TO REPORT Track Construction Between stations the standard construction is recommended, with ties laid in rock ballast, placed in troughs of the subway floor. Every fourth tie is extended to receive the support for the third rail and the pro- tection board. At stations it is proposed to construct the unballasted type of track, the rails being laid on short tie pieces bolted to the concrete bed. To further secure the position of these tie pieces, concrete is carried up slightly on the sides, thus forming a grip preventing lateral and longitudinal movement. This unballasted track construction has the advantage of being more sanitary, as the floor can be made with a smooth surface, which may be cleaned, either by flushing with water or by sweeping. Sufficient allowance for all safety devices for the protection and con- venience of the traveling public, are included in the estimate, such as block signals, electro-pneumatic switching system, telephones, train announcing system, and all appurtenances of the latest and most improved standard. Ventilation In order to maintain proper ventilation of the subway, the tracks carrying traffic in opposite directions are separated by a curtain wall. The piston action of the trains pushes the air ahead and produces a suction behind the train, drawing the air in at the stations and expelling it at openings located between stations. The actual design of the ventilating system will vary with the local conditions and can be worked out only after detailed plans have been completed, merely the principles involved being referred to here. Some of the new subways in New York City will be in operation before the contracts for the construction of the Chicago subways are pre- pared, and the result of the working of the ventilating system provided for them will be available for use in the designs for the subways here. Sewer and Subsurface Construction The sewer system within the limits of the area traversed by the pro- posed subways is of the gravity type and drains into the Chicago river. The relocation of sewers in streets under which the subways will be built does not present a difficult construction problem, since the diameter of the present main sewers varies only from one to three feet. Brick manholes with iron covers are provided at intervals, and catch basins for surface drainage are generally provided at all four corners of street intersections and two near the center of the block, in accordance with standard practice. The depth of the sewers through the district ranges from io to 14 feet below the street surface. It is understood that sewers of the present sizeSUBWAY DESIGN AND CONSTRUCTION 293 are more or less inadequate to handle the drainage from the Loop district and provision should be made to improve this condition during subway construction. In State street, at certain places, where the sewer is located in the middle of the street, it is proposed to replace it by two sewers, one on each side, paralleling the subway structure and discharging from the north or south into the river. From Van Buren street the split sewer may drain south to the present trunk line in 12th street, discharging west into the river at 14th street. Special reconstruction will be necessary at 12th street where the subway intersects the existing five foot trunk sewer. The depth of the west side subways makes the construction of the sewers in Washington street and Jackson street a simple problem, as they may be maintained or reconstructed in their present positions. The City may desire, however, to make provision for increasing their size while the subways are being constructed. Other subsurface structures which will be affected by the subway construction, are water and gas pipes, electric conduits for light and power, street railway, telephone and telegraph cables, and minor public utilities. Careful study has been given to the relocation of the above mentioned utilities, which may be arranged in their proper positions, parallel to the subway on each side, and buried in the soil below the street. The special difficulty to be provided for, and which has been taken care of in the estimate, occurs at street intersections where special utility galleries may be constructed in order to carry the utilities across or under the subway. By introducing depressed bay construction in the subway roof, formed by small "I” beams set between the regular roof beams, the depth of cover above the roof is increased sufficiently to facilitate cross connections between utilities of the smaller sizes separated by the subway. The sub-sidewalk and miscellaneous street occupancy of semi-public character has previously been reported on by other commissions. An analysis of their reports proves that no serious construction obstacles are presented which cannot be overcome by ordinary methods, in case of a two track subway being constructed, as proposed, through the business district. Some adjustments will be necessary, particularly at stations, and in such a case it is understood that the right of way through the vaults belongs to the City. Surface Car Subways In general, the design and method of construction outlined for the rapid transit subway, covers also, the surface car subways referred to earlier in this chapter, with the exception of details as follows: The existing Van Buren street and Washington street tunnels will be utilized and extended from a point near Franklin street. In the case of the1SN019NIHSVM— AS NOSIQVM--- a- rT "D 45 294SUBWAY DESIGN AND CONSTRUCTION 295 Washington street tunnel, the low level connection is already constructed and now closed by temporary bulkhead. The profile beyond this point will be practically level, with the base of rail about 30 feet below street surface, to a point near Michigan avenue, where an ascending grade brings the track level nearer the surface and to a proposed station, located under Grant Park, where a passageway from Illinois Central station (seepage 294) provides means for transfer of passengers between the two systems. A typical design of the proposed station is presented on Plate 27. Transfer is provided between the high and low level subways by means of stairways, making the connection between the two subway systems direct and simple. The structural problems involved may be seen by referring to the same plate. To relieve the Illinois Tunnel of the superimposed load at junction points, it is proposed to transfer the dead and live loads of the intersecting subways to four main columns supported by footings on steel concrete piles. Provision will also be made between intersections to relieve the arch of the Illinois Tunnel of the load of the east and west subways. In order to gain every inch of cover above the high level subway, the arch of the Illinois Tunnel will project into and become incorporated in the floor system of the low level subway. This method of construction will occur at all points of the surface car subway, where transfer between initial and future rapid transit subways is desired, and should be taken into account when the surface car subways are built. The estimate includes these contingencies, which have been provided for in the first step of construction. Estimate of Cost The estimate of cost submitted in this Report for the proposed subways is based on quantities taken off from actual designs, to which unit prices on work of similar nature, adjusted to meet Chicago’s conditions, are applied. These unit prices are based upon the best information available to the Commissioners by recent experience, and what, in their judgment, is reasonably to be anticipated during the building program period outlined in this Report. The soil conditions of Chicago present problems of different character than elsewhere, particularly in the Loop district, where the under- pinning of the tall buildings on spread footings becomes an item of reason- able judgment. This condition, together with the present advance in cost of material and labor, has been given careful consideration in arriving at cost figures.CHAPTER X BENEFITS TO THE PUBLIC OF PROPOSED UNIFIED TRANSPORTATION SYSTEM Viewed purely from the standpoint of the travelling public, an ideal system of transportation is one giving the highest speed and most direct routing between all parts of the City, together with freedom of transfer, ample capacity, and low fare. From the standpoint of the property owner, this freedom of communication between various districts is of great im- portance. To the manufacturer or employer of large numbers of people, the ability to draw upon all of the various residential districts for his work- ing forces is advantageous, and the ability of the workers to reach conven- iently many places of employment, is equally advantageous. To the home seeker, the ease of communication between his residence and employment districts in all parts of the City, is of prime importance. In a city of such great area as Chicago, with its diversity of routes between residential and occupational districts, and with relatively thinly settled residence districts, the problem involves adopting a combination of all the various kinds of transportation—subway, elevated, and surface, in order to accomplish the above results. Many of the undesirable conditions, particularly of overcrowded resi- dence in large cities, can be improved by better and cheaper transporta- tion, by extending rapid transit lines into new districts. This is one of the prime objects of the extensive subway and elevated extensions in New York City. The plan of the Commissioners is directed to give the maximum facili- ties with the least fare that can be adopted, and yet maintain a self-sup- porting system. Governmental regulation, the quality of service required, the constantly increasing length of haul,the high cost of both construction and equipment necessary to meet the difficult problems presented by the widely varying traffic conditions throughout an ordinary day, and the increasing difficulty of constructing and operating through the denser and busier sections of a city, have made the financial problem very difficult. With the five cent fare and the above conditions, the margin of profit has generally become so small as to make the securities of such an enter- prise less attractive than other forms of investment, unless unusual stabi- lity and security, both as to interest and principal, are insured. It is quite clear to careful students of urban transportation, that in large American cities, where these modern conditions obtain, the day of financial exploitation of this form of public utility is past. 296BENEFITS TO THE PUBLIC FROM PROPOSED PLAN 297 As described "in the financial plan, the system proposed in this Report contemplates the combining of the City’s and companies’ interests, in such a manner as to make available their joint support for the enterprise, in order to secure at reasonable rates, the large sums needed for construction and equipment and to guarantee a continued co-operation through their common interest in the division of moderate profits. At the same time, City control insures to the public a class of service of the highest order pos- sible from the total fares collected. Assuming, therefore, the adoption of a plan on this basis, the interest of the travelling public is concentrated upon the direct benefits to the daily riders, which are briefly as follows: Population Served The present rapid transit lines of the City, consisting of the combined elevated railroads, are within walking distance (from to L2 mile) of 56 per cent of the population as at present located. More than half of this population is served with local service only or with a partial express ser- vice. Under the immediate construction program of this plan, districts containing 68 per cent of the entire population will be reached directly by the enlarged system and practically all of these will be given express service (Plate 5). The balance of the population, as now located, will be given the full benefit of the improved rapid transit system for a charge of two cents, instead of the additional five cents, at present required. It should be noted, that the date for the reduction and final abolition of this transfer charge is left in the hands of the City through the Board of Reg- ulation and Control. An idea is obtained, from the following table, of the comprehensive nature and scope of the Commissioners’ plan, and the extent of the system proposed for Chicago, in the initial construction program and subsequent periods, compared with the systems in other large American cities. This table shows that the mileage of rapid transit and surface lines for Chicago under the proposed plan, bears a better relation to the population and area than greater New York, it being understood that the population shown for greater New York is taken from the Police census of 1915, whereas, the total rapid transit figures include the recently added third tracking of the elevated roads, and the portions of the new subways just completed and put into operation. Increased Capacity The proposed plan eliminates the present congested conditions on the elevated railroads in the Loop district, which, during the rush-hour periods, overtax the capacity of the two track section adjacent to and on the Union Loop, making it impossible, under present conditions, to add ma- terially to the number of cars provided by the existing schedules.o o IXTmPnc is SOUTH 1, 298WASHINGTON 2 SOUTH 1 299z Ul h tn y (n o ui in o o a. w o I a: - a. lo m K Ns 0 o bD K) 1 £ V) < tr o 2 p p “ 9 a 2 o 1 z < £L a: K x x x x < < X 2 o (0 *r < u O S 2 H < z to = V) ^ Ui UJ -J O t 2 tn < z co < 2 tt 2 2 H nr 0 Q 2 CL < tc < oc H cc ZD O X < o o < y x o Z ui H (0 to H z UI to UI fit CL <0 0) o o CM CM I £ w < tz u I o O p a X X < al < >c < < 2 2 CARROLL 50 o a30 Id0j6p* qqii * so g s OAK PARK MET. 40 «*! VANBUREN iisr POLK ~?^30 }| 571 Ji 29-P./22 21-P.90 6I"A. 299 57~P.32s LAKE fl.Ql $ Afrr. M4/V BUREN ST 67-A.366 53“P.^92 < a 300BENEFITS TO THE PUBLIC FROM PROPOSED PLAN 301 Comparison—Transportation Systems, Population Served and Track Mileage City Popu- lation Square Miles Territory Served Urban Railway Mileage Single Track Miles Surface Lines Elevated Railroad Surface Car Subways Rapid Transit Subways Total Rapid Transit Total Surface Chicago* Chicago** Chicago *** Greater N. Y. Boston**** (Area served by Boston Elevated) 2,544,249 3,285,000 5,000,000 5,253,885 1,161,25 7 199.00 227.00 3I5-90 88.99 947-33 1097-33 1476.33 1219.029 466.IO 162.03 226.53 319.63 300.271 29.00 162.03 232.53 372.63 446.222 39 • 20 947-33 1102.43 1481.43 1219.029 478.30 5.10 5.10 6.00 53-00 I45-95I 10.20 12.20 * Chicago at present. ** Chicago estimated at completion of nine-year construction period (1926). *** Chicago estimated under this plan (1950). **** Elevated and tunnel under construction, six miles. The two track State street subway, and the north and south operation of the Fifth avenue elevated line, with grade crossings eliminated, give two way service to both sides of the Loop, and double the north and south capacity of the present system. The west side operation, using the two tracks on Van Buren street, Wabash avenue, and Lake street in opposite directions is equally advantageous to the west side of the City. The above, combined with the added and improved stub service capacity on all three sides of the Loop, north, south and west, is also obviously beneficial. All of these improvements are contained in the immediate construction program. The proposed surface car subways offer relief from congestion, delivery of west side passengers east as far as the lake front, and incidentally in- creased capacity. The rapid transit lines, including the new Ashland ave- nue-Robey street line, under the immediate construction program, will have 2^2 times their present rush hour capacity; and the surface lines, through relief from handling long haul passengers, and through reduction of congestion and crossing interferences, will be greatly benefited. The estimates provide for rolling stock sufficient to make effective these addi- tional track capacities. Time Saved (Rapid Transit) The greatest advantage, to the public, in the proposed system is the saving of time between the various residential districts, and all the im- portant and heavy delivery points in the City. A direct comparison, be- tween the time for a trip involved in the typical important traffic move- ments of rush-hour passengers, is clearly shown by the accompanying tabular statement.302 SUPPLEMENT TO REPORT Running Time Under Present and Proposed Rapid Transit Systems From To Running Time in Minutes Saving in Minutes Station Line or Branch Station Line or Branch Present System Proposed System Wilson Northwestern Crawford Oak Park 53 3i 22 j “ 4 4 Garfield Park 47 J2 34 13V “ Cicero-(West ern Electric) Douglas Park 55 4i 14 1 “ Packers Stock Yards 53 42 11 ; “ “ Loomis Englewood 60 46 14 < < Jackson Park South Side 59 48 11 << < < Kedzie-(Sears Garfield Park 44L 32 I 2 J2 Roebuck) Howard “ 58th street South Side 63 47 l6 4 4 Kedzie-(Sears Roebuck) Garfield Park 58 40 18 ; “ “ Cicero-(West- ern Electric) Douglas Park 68 49 19 “ Packers Stock Yards 66 50 l6 ; Lincoln and Addison Ravenswood Packers Stock Yards 52 . 32 20 i “ Crawford Oak Park 5i 22 ^ 28 ' H “ 11 Douglas Park 50 }4 27^ 23 4 4 Garfield Park 45 25 20 Logan Square j << << Metropolitan Jackson Park South Side 60 48 1 Madison and | Wabash Union Loop 27 18 9 Laramie Garfield Park Franklin Metropolitan 27 16 II t “ Oak Park Clinton Oak Park 18 L3 5 i Crawford 4 4 Franklin Metropolitan 23 17 6 i 69 th and Ashland 22nd street Douglas Park 55 30 25 1 Ashland and Kenton (Surface) Randolph and Loop Irving Park Logan Square 49 26 23 Wabash & Milwaukee Extension (Surface) From the foregoing, the very important amounts of time that can be saved are so apparent as to need but little comment. Special attention should be given to the fact that, while considerable improvement is shown in the running time to the Loop district, more important gains are shown to the large manufacturing districts outside of the Loop. Also, the opening of new routes of rapid transit, across the City from north to south, and from the north and south sides to the west side, without passing through the Loop, give time savings, which are still more noticeable and should help to break down the river barriers as pointed out in the analysis of the in- vestigation of residential location of employees (see page 244). With a further development of the plan, by the construction of the line on Halsted street, and the additional west side, and north and south through subways, other time savings will be obtained.BENEFITS TO THE PUBLIC FROM PROPOSED PLAN 303 Time Saved (Surface Lines) In addition to the above improved rapid transit service, there should be considerable time saving obtained by surface line passengers, through the relief these lines will be afforded by the diversion of long haul travelers to elevated and subway lines. The consequent decrease of crowding at transfer points will improve both the loading and unloading conditions, and the rapidity of surface car movements at these points It is impos- sible to predict the full effect of the rapid transit improvements on the sur- face lines. At the present time, the proportion of travelers using the two systems is totally out of keeping with the average length of haul of the entire City. In large cities, with well developed rapid transit systems, the proportion of passengers carried by rapid transit lines, as against the surface lines, is much higher than in Chicago, where there are about four cash passengers on the surface lines to one on the elevated. The delays in the Loop district, due to surface congestion and the heavy loading conditions, will be lessened by the use of the surface car subways, and the development of surface line transfer across the City, at the common transfer point, under Grant Park on Michigan avenue. Relief of the surface lines will be felt most, at the points of present con- gestion, where the actual car capacity of the crossings, and the loading time for passengers has reached the limit under present routing. Convenience of Direct Rapid Transit Routing One of the elements in the time saving, effected by the new system, will be the more direct routing of passengers to their destination. The lack of advantage to the public of some of the present rapid transit services is due to the fact that the delivery of passengers is not made di- rectly to the immediate vicinity of their objective points. Thus, the split service north and south on the Union Loop, south bound on Fifth avenue, and north bound on Wabash avenue, is removed, by the proposed two way service north and south in the State street subway, and on the Fifth avenue elevated line. In the same manner, the proposed physical connection at Lake street near Paulina street, between the Metropolitan and the Oak Park Elevated tracks, will permit routing trains from the northwestern part of the City directly to the Loop district, via Lake street, avoiding the present detour to the Metropolitan system south of Van Buren street. This connection will also serve a large traffic originating along Milwaukee avenue northwest of North avenue, and delivered into the factory district on the west side of the Loop just west of the river, which now is practically dependent on the Milwaukee avenue surface car lines.304 SUPPLEMENT TO REPORT Travel Diverted From Loop The new north and south rapid transit line on Ashland avenue, giving transfers to all intersecting lines, will offer a service, at present entirely lacking, reaching the south west district not now served by rapid transit, and connecting this district directly with the north and northwest parts of the City. Many other new routings will be provided for other smaller groups of passengers than those above mentioned, with a general tendency to divert this class of traffic from the Loop. Thus, passengers who now load on the Englewood branch of the South Side Elevated, in order to reach factories on the westerly border of the central district, along the Metro- politan and Oak Park Elevated lines, will make better time via Ashland avenue, as well as those wishing to reach the Western Electric, Sears Roebuck, and other large outlying manufacturing plants on the west side. The proposed rapid transit routes also afford direct communication between the principal subcenters of the City, with considerable time saving over the present service. Such facility of communication, between these centers without passing through the Loop, tends directly to distribution of growth and prevention of congestion. The re-arrangement of the rapid transit routing, through the Loop district itself, will be advantageous to a large proportion of the people daily riding to and from this district. Due to the present through north and south services being divided, and running north through Wabash avenue, the east side of the Loop only, and south through Fifth ave- nue, the west side of the Loop only; the north and south routes to and from the same districts are separated almost L2 mile. Many passengers walk considerable distances, not only across the district be- tween these routes, but also north and south in order to board the trains before they are heavily loaded. Not only does this increase the con- flicting currents of pedestrain traffic in the Loop, but it also causes very unequal loading at the Loop stations, which limits the number of trains, it is now possible to operate on a given track, by the loading capacity at one or two stations. Under the new S3^stem, the loading and unloading will be greatly equalized by offering a two-way service i. e., north bound and south bound on both sides of the Loop. The same result will be obtained by the re- routing of the west side trains, giving a service in both directions on the north, south and east sides of the Loop, and direct service to the west side, in each direction, on both the Metropolitan and Oak Park Elevated systems. New Stub Terminals. The new arrangement of stub terminals on all three sides of the Loop,DIAGRAM 1-PRESENT SYSTEM TO METROPOLITAN TO OAK PARK TO SOUTH SIDE OT TRANSrEH TO NORTHWESTERN -njv CHICAGO ELEVATED RAILROADS TRANSFER AIMD THROUGH RIDING IN LOOP DISTRICT DIAGRAM 1 SHOWS ANALYSIS OF 24 HOUR TRAFFIC PASSING THROUGH THE UNION LOOP AS DETERMINED BY CHECK OF APRIL 26-27, 1916. DIAGRAM 2 SHOWS TRAFFIC AS IN DIAGRAM 1 DISTRIBUTED UNDER THE COMMIS- SIONERS’ PROPOSED PLAN. DISTRIBUTION BEING MADE OF 2505 PASSENGERS ORIGINATING AND DISCHARGING IN LOOP. — DIAGRAM 2-PROPOSED SYSTEM — TOTAL INBOUND VAN BUREN ST. 38352 TOTAL INBOUND LAKE ST.44529 ! ! ! o* o! i • j UNLOADED IN- LOOP 25548 •4847 THROUGH RIDERS 12587 6694 -*fUv~ THROUGH RIDERS I6366 UNLOADED IN LOOP 2400I n LOOP STRUCTURE Cfl H UNLOADED IN LOOP 25547 SUBWAY THROUGH RIDERS 6694 O ^ 6364 UNLOADED IN LOOP 24001 OO 20 305306 SUPPLEMENT TO REPORT offering special services during the rush hours, will be a direct benefit to the people employed in their vicinity. Those employed on the north side of the Loop, and living north, may use the State street stub, and those employed on the south side of the Loop, and living south, may use the Wabash avenue stub. The present west side special stub service will also be improved by the extension of the Market street stub to Fifth ave- nue, and by increasing and rerouting part of this service, dividing it be- tween the Oak Park and Metropolitan Elevated trunk lines. The object sought in these changes, is to give direct service to all parts of this central district from all residence districts, and to offer a service which will induce passengers to walk to their loading stations, from the center of this district outward, thus avoiding their crossing back and forth in conflicting directions as at present. The result of all these changes should be a great simplification of the traffic movements, and the separation of passenger groups going to and from definite districts, from those transferring or crossing to other dis- tricts. With this special service in all directions from all parts of the cen- tral business district, the tendency should be to spread, rather than to congest this central district. Free Transfer No existing surface lines or elevated railroad free transfers are to be taken away, but on the proposed rapid transit system (elevated and sub- way) much enlargement of the free transfer system is planned. At the present time, the bulk of the transfer on the elevated lines takes place at the Loop stations. Through the proposed Ashland-Robey route, the diversion from this Loop transfer of passengers destined to the west side districts, will relieve this situation. At the same time, the facilities for transfer offered by its frequent intersections with east and west lines, should further increase the use of rapid transit, by reason of the flexibility and convenience of the various possible transfer trips, between all parts of the City, without touching the Loop district. Relief, for those who still wish to pass through or across this part of the City, will be obtained, on the Loop itself, by the convenience of the new transfer arrangements, see diagram, page 305. Passengers wishing to cross from the west side to either the north or south side, can leave east bound Metropolitan or Oak Park Elevated trains, at Fifth avenue and Van Buren street, or Lake street, and board north or south bound ele- vated trains. These passengers will, therefore, get direct routing with- out riding at all around the Loop. The same ease of transfer is offered to passengers from the north and south sides to the west side and in each case considerable time is saved.BENEFITS TO THE PUBLIC FROM PROPOSED PLAN 307 On the north side of the Loop, at State and Lake streets, and on the south side at Van Buren street and Wabash avenue, there will also be offer- ed a direct transfer from stub terminals, to the special trains north and south. These transfer points, by their location and the hours of transfer, will avoid the loading of transfer passengers into loaded trains. Pay Transfer The proposed two cent transfer, between surface and rapid transit lines, will be advantageous to passengers, largely in proportion to the time saved. The following table indicates the time savings that will be effected, for some of the principal groups of long distance riders, who now make trips entirely by the surface lines with great expenditure of time, or who pay the five cent transfer charge and use both the present surface and elevated systems. These latter amount to 28,000 passengers per day. The loss of revenue, if this transfer, only, were made free, would amount to $1,400 per day on the system. At a charge of two cents, 70,000 persons may make the same transfer without any addition to the combined revenue of the transportation systems. The estimated number who will use this pay transfer, based upon time saving, is 75,000 per day in the first year of i operation. The present running times here given are those actually observed during the traffic checks, under average rush-hour conditions. The proposed rapid transit time is based upon the present running time for outlying sur- face lines, combined with the express service running time on the proposed elevated and subway system, with ample allowance for time lost at trans- fer points. Time Saved by Proposed Unified System with Transfer from Surface to Rapid Transit Lines Trip Present Surface Lines Point of Transfer to Elevated Total Length of Trip in Miles Present Surface Lines Time in Minutes Proposed Surface and Rapid Transit Time : Saving in Minutes i From To Route Railroad Clark and Devon Madison and Clark Broadway Granville (Northwestern) 9.8 52 34 18. ! Western and ; Devon Madison and Dearborn Western and Lincoln Western (Ravenswood) 10.7 56 39 17 Western and ! Devon 43rd and Ashland Western, Lincoln and T. R. 9 Western (Ravenswood) 13.2 82 45 37 ! Rosehill Cemetery Madison and Dearborn Lincoln Robey (Ravenswood) 9.6 48 34 H : Lawrence and ’ Clark Madison and Dearborn Clark Clark (Northwestern) 7-1 40 25 15 i Western and Roscoe (River- ! view Park) 35th and Ashland Western and 35 th Street Belmont and Robey (Ashland Extension) 8-5 54 28 26308 SUPPLEMENT TO REPORT Time Saved by Proposed Unified System with Transfer from Surface to Rapid Transit Lines—Continued Trip Present Surface Point of Transfer to Elevated Railroad Total Length of Trip in Miles Present Surface Lines Proposed Surface and Rapid Saving in From To Route Time in Minutes Transit Time Minutes Irving Park and Southport Racine and Van Buren T. R. 9 and Van Buren Southport (Ravenswood) 7-9 42 27 15 Western and Fullerton Randolph and State Western and Milwaukee Western (Logan Square) 5-6 i 3/ 19 18 • Irving Park and Elston State and Lake Elston Elston and Robey (Ashland) | 7-2 1 48 . 34 14 Irving Park and Kedzie 63rd and Stony Island Irving Park, T. R. 3 and Cottage Gr. Logan Square (Metropolitan) 17.0 100 61 39 Milwaukee and Lawrence State and Lake Milwaukee Irving Park (Logan Square) 10.0 55 3i 24 Belmont and Kedzie Randolph and State Kedzie and Milwaukee Logan Square (Logan Square) | 7-o 4i 22 19 Armitage and Crawford Madison and State Crawford and Madison Crawford (Oak Park) 1 i 7-5 39 29 10 North and Cicero ! 43rd and Ash- i land (Stock Yards) North and T. R- 9 Crawford (Humboldt Pk.) 10.1 67 38 29 ; Crawford and : Kinzie Madison and State Crawford and Madison Crawford ( Oak Park) 5-6 42 22 20 Cicero and . Kinzie Madison and State Cicero and 1 Madison Cicero (Oak Park) 6-5 48 24 24 Kedzie and Madison 63rd and South Pk. (White Cy) Kedzie and 63rd Kedzie (Garfield Park) 12.0 65 43 22 Kedzie and 18th Adams and Dearborn Kedzie and 12 th Kedzie (Garfield Park) 5-3 46 25 21 : Crawford and ! 26th State and Lake Crawford and | Ogden Crawford (Oak Park) 8.0 49 34 15 47 th and Halsted 22nd and Cicero (Western El) Halsted and 22nd | 47th (Ashland) 8.6 49 34 15 47th and Lake Park Sears Roebuck Cottage Grove and 12 th 47th (South Side) 11.9 58 44 14 47th and ' Lake Park i Madison and Wabash Cottage Grove 47th (South Side) 6.8 36 24 12 55 th and Cottage Grove Addison and Sheffield (Cubs Park) T. R. 1 and Clark 47th (South Side) 12.0 69 49 20 63rd and Western Madison and State Western and Archer 63rd (Ashland) 10.4 50 39 11 75th and Ashland Logan Square T. R. 9 and Milwaukee 69th (Ashland) 12.5 78 42 36 Morgan Park Madison and Clark Halsted Halsted (Englewood) 16.6 82 69 L3 West Pullman Madison and Wabash T. R. 4 ; So. Pk. Ter. (South Side) 16.9 88 70 18 South Chicago Madison and Wabash T. R. 5 i So. Pk. Ter. (South Side) 12.7 67 49 18 These time savings, in many cases, amount to practically >< the pre- sent running time, and when this saving is considered in connection with the length of the trip, the charge of a seven cent fare seems perfectly rea-BENEFITS TO THE PUBLIC FROM PROPOSED PLAN 309 sonable. Passengers, however, will still have the option of the slower time for the present five cent fare. The privilege of transfer may be used at all elevated and subway stations, outside of the Loop, where an inter- section occurs with surface lines. It is difficult to estimate closely, how many passengers will be suffi- ciently benefited by the new arrangement to warrant the payment of the small transfer charge, but it is perfectly certain that the number will be large. The complexity and enormous variety of the individual trip routes, now followed by surface and elevated passengers in Chicago, makes an estimate impossible, except in large groups, but it is probable that entire- ly outside of these computed large groups of long distance riders, an ex- tensive use of this tranfer privilege will develop throughout the City This has been the history of other cities where transfers of this nature have been utilized. Board of Control The power vested, through the City Council, in a board of control, as contemplated by the Commissioners, will enable this matter of transfer charge to be left open to adjustment, on the basis of financial return, which, while insuring the public in the protection of its interests from exploitation, equally insures the unified system and the City against over extension of the system. The Board will also determine and recommend, from time to time, such extensions to the system as are needed and justified and the City’s control over service insures equal consideration for all sections, whether on existing lines, or extensions. Ample Car Provision The plan recommended for immediate construction, involving the expenditure of $98,273,000 brings the existing system, within a few years, to a capacity sufficient to care for present traffic, plus a reasonable growth during the period without congestion. Attention is called to the large part of this expenditure, which is required for cars, amounting to $25,511,000, or 26 per cent of the total, while the proportionate cost of rapid transit cars to structures is $21,251,000 to $46,554,000, or approximately 45 per cent. This high ratio in cost of equipment to rapid transit structures, is maintained throughout the entire plan, and should be considered when comparisons are being made with other plans, which have been presented for a solution of the local transportation problem, as many of the published figures are for cost of structures only, and provide for no cars and equipment. Unification a Logical Step As was pointed out on pages 83 to 85, the present transportation systems of Chicago were, in both cases, built as independent lines and later310 SUPPLEMENT TO REPORT consolidated, the latest step in each case combining all lines into a single operating system, so that at present there are only two operating systems, the Surface Lines and the Elevated Railroads. The plan proposed by the Commissioners carries this process of evolution one step further, and recom- mends one operating company for both systems, with transfer between the systems. In the equally important aspect of regulation by the City, the plan also follows the recent policy of the City. The original lines of both surface and elevated railways were built in the days of exploitation of pub- lic utilities; franchises of variable lengths, giving various privileges to the companies were granted without regard to the rights of the public and City. Through the 1907 and subsequent ordinances, the surface lines were brought under City regulation at fair valuations, and given franchises carrying equal privileges, and a common date of expiration, insuring the City the power to maintain constant control. Under the Commissioners’ plan the elevated railroads would be brought in at a fair valuation, while the various franchises of its component parts, and the franchises of the surface railways would be surrendered and a new franchise given, under which the City would occupy the same advantageous position as regards division of profits, regulation, and power to purchase the entire unified system, which it now holds with the surface lines. In addition, by the use of its traction fund, and its share of profits, and the amortization fund, it event- ually becomes the sole owner of the entire property, without the expendi- ture of a single dollar of the tax payers’ money. City Ownership of Subways A further point for attention is that the plan provides for City owner- ship of subways from the start, 11 single track miles of these being built in the immediate plan, costing $19,717,000 and provision being made for rental, paid in the form of interest on the investment. This is a distinct advance over other plans which have been presented, under which the traction fund was to be used, but the City was not to control the sub- ways for a period of 20 years. Aside from the advantage of City ownership of all subways from the start, the plan for acquisition of the entire property without purchase is the final step in the evolution of transportation in the City of Chicago, and is again in line with the historic policy of the City, which has accom- plished all its improvements in transportation by evolutionary rather than by revolutionary processes.BENEFITS TO THE PUBLIC FROM PROPOSED PLAN 311 Summary The following are some of the most important advantages effected by the Commissioners’ recommendations and plans: (1) Maximum rapid transit facilities with minimum expendi- ture, through the unification of, and additions to the existing systems. (2) Direct rapid transit service to 68 per cent of the popula- tion, and convenient transfer to rapid transit to the remainder. (3) Retains all existing transfer privileges and reduces the cost of transfer between surface and rapid transit systems from five cents to two cents. (4) Affords convenient free transfer between all rapid transit lines in the Loop district, and provides diversion around, and transfer outside of, this congested district. (5) Gives material saving in time by rapid transit from most residential districts to the central business district, and still greater savings in time across the City. (6) Effects considerable saving in time by surface lines across the City through relief of congestion in the business district. (7) Gives more direct routing to rapid transit passengers from residential districts to destination. (8) Gives immense increase in capacity by rapid transit and considerable increase by surface lines in the congested districts. (9) Provides ample cars and equipment to care for all addi- tional track capacity (10) Provides for flexibility in development of system to suit needs of City, as they occur, through a board of regulation and control.. (11) Maintains and extends City control of transportation facilities. (12) 0ffers City ownership from City ’ s share of transportation earnings without expense to tax payers.CHAPTER XI FINANCIAL PLAN General Discussion In reading this chapter there should be kept constantly in mind the necessity for considering the Report as a whole, as all parts are strictly interdependent. This has been explained previously, but it is of such importance that it will bear repetition here. The ordinance requires the Commissioners to submit with their pro- gram for physical construction, a financial plan, whereby this program can be actually realized. This is necessary, as it is impossible to divorce the physical program from the financial program in self-sustaining enter- prises, and particularly in the case of a public utility. Only on govern- mental projects, where funds are raised by taxation, or in industries where profits are very large, does the engineer have wide leeway in permissible cost. In the case of a traction system, limited on the one hand by a five- cent fare, with extensive transfer privileges, and on the other by the neces- sity for a fair return to the investor, only a narrow margin is left to equalize the good and the bad years. Under such limitations it is particularly important that the physical and the financial programs shall be co-ordi- nated. It is only by planning them together and using strict economy in expenditures for construction and operation, that a plan can be devised acceptable to the public and at the same time self-supporting. The Commissioners are fully conversant with the financial and the legislative history of the Chicago traction situation. They are also equally familiar with similar history in other large cities. Their recommendations cover a plan involving complete municipal control of design, construction, finance, and operation, and with ultimate municipal ownership through a system of amortization. In view of these features of the plan, the con- siderations which were pertinent, and the arguments which were advanced for and against various proposals in the early days of electric traction, when long term or perpetual franchises were sought, with no public control or supervision, now have little or no bearing upon such a plan as is recom- mended by the Commissioners. The street railway lines of 20 years ago cost approximately $20,000 per mile of single track. The Commissioners’ plan, on the other hand, covers a traction system costing, in round numbers, an average of $50,000 per mile of single track for surface, $250,000 for elevated, and $1,000,000 for subway construction. 312FINANCIAL PLAN 313 The financial plan, the physical plan, and the recommendations for the Board of Regulation and Control, from the viewpoint of protecting the interests of the public and the City, are in advance of any serious pro- posals which have yet been made for a traction system in any of our large American cities. The proposed partnership between the City and the Corporation is intended to be, in effect, a partnership arrangement under which both parties are benefited. The Corporation is to contribute to the joint prop- erty its existing railway property, its surface line rights to 1927, and its elevated rights good until various dates, the last being 1945. The City is to contribute its franchise granting power beyond these dates and its present traction fund with the future additions. The benefit to the Corporation is a fair return on its investment, starting at a minimum figure and increasing after adequate facilities have been provided. The advan- tage to the City is the providing immediately of much more extensive improvements to transportation facilities and service than would be possible without the complete co-operation of both the City and the companies. The benefit of City control of service and ultimate City ownership is also included in the fully developed plan. Basic Principles of Plan Altogether there were 23 different financial plans prepared. Through- out the consideration of these plans the two points deemed of greatest importance were: (1) To provide the citizens with transportation facilities and improved service to the maximum extent justified by the earning power of the property. (2) To make secure, both as to principal and income, all future capital put into the property so that the capital obligations to be issued therefor will be attractive to the investor. This latter is a prerequisite to the successful financing of such exten- sive improvements as are outlined in the Commissioners’ plan, if the City of Chicago is not to be compelled to lend its credit to the financing of the project. It is an axiom of finance that the greater the risk associated with an investment, the greater will be the return demanded by the investor. It is directly to the City’s interest to make the security of the investment unquestionable, as the Corporation receives on new capital obligations only its actual payments for interest on these obligations. Any grants to the Corporation, which add to the security or the stability of the invest- ment will tend to reduce the cost of new capital to the partnership, which will directly increase the divisible net receipts, of which the City gets 55 per cent.314 SUPPLEMENT TO REPORT One of the most important factors contributing to the security of the investment is the form of the franchise. It is principally for this reason that the Commissioners favor a terminable grant. Such a form of fran- chise relieves the investment of the uncertainties and embarrassments usually present during the later years of the life of one granted for a fixed term. A franchise settlement may, and frequently does, drag along for several years, and as long as the question is unsettled there is present in the mind of the investor the fear that the conditions which may be imposed on the Corporation upon settlement, will be such as to make the Corpora- tion’s income so small as to endanger his own principal and income. This makes the refunding of old or the issuing of new obligations more expensive, and as this cost, if any, under the Commissioner’s plan, is added to the purchase price of the property on which interest must be paid before arriving at the divisible net receipts, the City suffers directly as a result of making financing difficult. Another necessary provision in this plan is that the Corporation’s share of the divisible net receipts (i. e., 45 per cent) shall never be made less than one per cent of the gross receipts by any act of the City. It will be noticed that this is not a guarantee, except to the extent that it puts a restraint on one of the partners as to the benefits it may claim under the partnership contract. This minimum does not insure the stockholders of the Corporation against bad management or a falling off of the business. An “act of the City” as here intended, is the putting through of the con- struction program, recommended by the Commissioners, beginning on page 31 of the Report. This program pushes construction at the maxi- mum speed, both physically and financially. The full construction pro- gram proposed cannot be made economically to meet just the immediate needs of the situation. Subways and elevated railroads must be built with capacity for the future. The first of the objects considered of paramount importance is accom- plished by giving the Board of Regulation and Control and the City Coun- cil authority to require extensions or improvements to service, subject only to two restrictions: (1) The improvement must be justified as profitable or reasonable under an operating franchise. (2) The Corporation’s share of the total divisible net receipts shall not be reduced below one per cent of the total gross receipts in any one year by any act of the City. Investment of Traction Fund The plan contemplates the investment of the traction fund in the property. The amount in the fund when the plan, if adopted, becomes operative, is then to be invested in City owned subways. The CorporationFINANCIAL PLAN 315 is tor agree to furnish all new capital required over the amount then avail- able in the traction fund or subsequently accruing thereto. This relieves the City of any obligation to supply funds other than those it then has in the fund, or actually receives later as its share of the joint venture. As the Commissioners’ Report gives the City the option of expending 25 per cent of the traction fund in improvements, which will not earn revenue, two statements showing the estimated results of the financial plan are shown. One statement shows the results with the entire traction fund invested in revenue producing property of the unified system, and the other with only 75 per cent so invested. Such a withdrawal of capital funds on the part of the City, and their investment in non-revenue pro- ducing property, of course, reduces the City’s ability to do its part toward financing the future investment in road and equipment. This in turn defers the time when the City will own the traction system through the process of amortization. The effect on the investor is also of great import- ance. More outside capital is required if 25 per cent of the City’s traction fund is applied to non-revenue producing improvements, and as the City’s equity is smaller, not only relatively but actually, the investors’ margin of safety is correspondingly reduced. TRACTION FUND 100 PER CENT INVESTED IN ROAD AND EQUIPMENT First, there will be described the results estimated if the entire trac- tion fund is turned back into the property. The total new investment for road and equipment, for which the Cor- poration supplies the capital, is nearly $117,000,000, which includes the cost of refunding existing obligations. In the statement showing the estimated results of the financial plan on pages 336 and 337, this latter cost has been estimated at slightly over four per cent on the par value of the obligations to be refunded within the next 10 or 12 years. Taking into account the effect of amortization, the net maximum amount of new capital invested at any one time amounts to about $98,000,000. After the year 1936, the traction fund, with 100 per cent invested, is estimated to be sufficient to meet all new capital requirements. After this occurs the new investment of the Corporation is amortized very rapidly, so rapidly that by about 1949 the Corporation has no equity in this new investment. If the City should purchase in 1936, it would then have the entire property X paid for under this financial plan. By 1950 the amortization will have paid for over % of the property. It is estimated the City will become the owner of the entire traction system in fee and free of debt about i960. A chart showing the investment in road and equipment, including the original valuation, is shown on page 326. This chart shows the invest-316 SUPPLEMENT TO REPORT ment as the funds are spent. The figures are those in columns 5, 1, 7, 11, 10, 13, and 4 on pages 320 and 321. The division of the net receipts (45 per cent to the Corporation and 55 per cent to the City) is the same as in the 1907 and subsequent ordi- nances. These divisible net receipts are what remain after deducting the operating expenses, taxes, income deductions, and expenses of the Board of Regulation and Control pertaining to operation, interest on the traction fund and on the Corporation’s new investment, an allowance to the Corporation as a return on the original valuation, and a payment to the regular amortization fund. A detailed description of these items and the order of their deduction will be found on pages 335 and 340. It is believed that the estimates of gross receipts and of deductions from gross receipts are safe, so that the estimated results of the financial plan as shown are reasonably to be expected. The deductions from gross receipts for the first six years are estimated to be 65 per cent of the gross receipts, for the next four years 64 per cent, and thereafter 63 per cent. The percentage assumed for the first six years (65 per cent) is higher than the present operating ratio of the elevated and surface lines and is taken high to insure improved service and because the expense of operating, when extensive construction is going on, is always somewhat higher than normal. Deductions from Net Receipts The estimates of the deductions from net receipts to obtain the divisible net receipts are shown for each item for each year to 1950, on pages 336 and 337. They will be described in order. On its funds drawn from the traction fund and invested in road and equipment, the City will get the same rate of interest which the Corpora- tion receives on funds invested by it at the same time. The Corporation is to receive six per cent on the valuation of its pres- ent road and equipment, and its actual disbursements for interest on the par value of obligations issued to raise the capital necessary for new investment in road and equipment, and which obligations have the approval of the Board of Regulation and Control. The regular amortization fund is the first fund set up to reduce the purchase price to the City. It begins five years after the plan becomes effective, at % of one per cent of the purchase price to the City of so much of the investment as is in use, and increases at the end of each five-year period of one per cent, until it reaches a full one per cent. It is estimated that by 1950 this fund will amount to nearly $63,000,000 and will thus reduce the purchase price to the City by that amount. The above items, the sum of which is shown in column 9 on page 337,FINANCIAL PLAN 317 are those which are deducted from the net receipts to get the divisible net receipts, which are divided between the Corporation and the City. If, however, the Board of Regulation and Control imposes such bur- densome service standards and extension requirements as to make the Corporation’s 45 per cent fall below one per cent of the gross receipts, then the City’s share may be drawn on to make good to the Corporation such deficiency. Any drafts made on the City’s share for the above purpose are to become a first lien on all of the Corporation’s share thereafter, when over one cent per of the gross receipts, and the City’s share is to be imme- diately reimbursed therefrom. The estimated results of the Commissioners’ plan show that there is such a draft in only one year—1922. This draft is the result of a combination of circumstances—the very rapid construction program and the starting of the regular amortization fund before this exten- sive program has been completed and the property is producing revenue. A chart showing graphically how these gross receipts are distributed, is given on page 343. TRACTION FUND 75 PER CENT INVESTED IN ROAD AND EQUIPMENT The table on pages 338 and 339 shows the estimated results of the financial plan if the City were to exercise fully its option to spend 2 5 per cent of the traction fund on non-revenue producing property. Under these conditions the amount of new capital required to be raised by the Cor- poration is nearly $146,000,000. The maximum it has invested at any one time occurs in 1936 and amounts to a little over $116,000,000, which is the new capital raised less the amount amortized. These figures include the cost of refunding obligations as in the former case of 100 per cent trac- tion fund investment. This is at about four per cent. The traction fund is thus not able to meet the entire requirements for new capital until the year 1945. The new capital supplied by the Corporation does not show complete amortization on this statement, but would probably be com- pleted by the year i960. If the City buys the property in 1944, it would have paid for nearly of If- By 1950 if has paid for nearly half of the property and will probably acquire the whole traction system under this plan by 1970, through the process of amortization. A graphical representation of the investment in road and equipment, including the original valuation, with the City exercising this 25 per cent option, is shown on page 327. As in the case of the chart showing all of the traction fund invested in the property, page 326, this chart shows the amounts as spent and not the expenditures as the property is brought into use. The figures used in preparing the chart are shown on pages 322 and 323.ANNUAL EXPENDITURES FOR NEW INVESTMENT IN ROAD AND EQUIPMENT WITH 100 PER CENT OF THE TRACTION FUND INVESTED IN THE UNIFIED SYSTEM—SURFACE, ELEVATED, SUBWAY Calendar year As the Money is disbursed As the Property comes INTO USE By the City By the Corporation Total By the City By the Corporation Total Column NUMBERS 1 2 3 14 15 16 1917 $ 2,604,000 $ 4,859,000 $ 7,463,000 1918 7,845,000 10,216,000 18,061,000 $ 1,500,000 $ 3,075,000 $ 4,575,000 j 1919 8,900,000 8,550,000 17,450,000 9,391,000 9,391,000 j 1920 8,700,000 7,313,000 16,013,000 10,217,000 11,695,000 21,912,000 1921 1,133,000 10,635,000 11,768,000 16.332,000 8,743,000 25,075*000 j 1922 2,505,000 7,292,000 9,797,000 i;ooo,ooo 6,722,000 7,722,000 1923 2,505,000 4,538,000 7,043,000 1,000,000 8,839,000 9,839,000 ! 1924 1,875,000 4,167,000 6,042,000 5,143,000 6,938,000 12,081,000 1925 1,750,000 1,693,000 3,443,000 1,725,000 2,167,000 3,892,000 j 1926 1,500,000 1,693,000 3,193.000 1,650,000 1,693,000 3,343,000 ; 1927 ‘ 2,351,000 9,069,000 11,420,000 750,000 8,368,000 9,118,000 | 1928 5,000,000 3,193,000 8,193,000 3,144,000 3,144,000 1929 5,875,000 7,205,000 13,080,000 675,000 2,443,000 3,118,000 ! j 1930 4,627,000 10,442,000 15,069,000 13,226,000 1,693,000 14,919,000 i 1931 3,375,000 11,693,000 15,068,000 1,375,000 1,694,000 3,069,000 | s 1932 6,406,000 1,693,000 8,099,000 4,627,000 25,953,000 30,580,000 ! 1933 6,375,000 1,901,000 8,276,000 8,656,000 1,693,000 10,349,000 i ! 1934 4,690,000 3,937,000 8,627,000 6,625,000 1,901,000 8,526,000 1 1935 4,625,000 4,900,000 9,525,000 2,025,000 1,901,000 3,926,000 ! ! 1936 7,776,000 2,000,000 9,776,000 1,700,000 1,900,000 3,600,000 i 1937 3,901,000 3,901,000 13,191,000 7,036,000 20,227,000 j 1938 4,550,000 4,550,000 3,751,000 3,751,000 ! 1 1939 6,176,000 6,176,000 3,700,000 3,700,000 | 1940 6,200,000 6,200,000 6,001,000 6,001,000 j 1941 6,775,000 6,775,000 6,051,000 6,051,000 ! 1942 7,576,000 7,576,000 3,775,000 3,775,000 1943 6,301,000 6,301,000 11,000,000 11,000,000 | 1944 7,925,000 7,925,000 6,176,000 6,176,000 ! 1945 6,776,000 6,776,000 7.900,000 7,900,000 I 1946 5,403,000 5,403,000 7^801,000 7,801,000 j 1947 6,900,000 6,900,000 3,801,000 3,801,000 : 1948 5,776,000 5,776,000 3,800,000 3,800,000 1949 3,901,000 3,901,000 10,503,000 10,503,000 1950 2,901,000 2,901,000 TOTALS $168,577,000 $116,989,000* $285,566,000* $168,577,000 $116,989,000* $285,566,000* * These amounts include the estimated cost of refunding existing obligations maturing in 1927 and earlier. 318ANNUAL EXPENDITURES FOR NEW INVESTMENT IN ROAD AND EQUIPMENT WITH 75 PER CENT OF THE TRACTION FUND INVESTED IN THE UNIFIED SYSTEM —SURFACE, ELEVATED, SUBWAY Calendar YEAR As TP By the City ie Money is di By the Corporation SBURSED T OTAL AS THE L By the City •roperty comes By the Corporation INTO USE Total Column NUMBERS 1 2 3 14 15 16 1917 S 2,604,000 $ 4,859,000 $ 7,463,000 1918 6,345,000 11,716,000 18,061,000 $ 4,575.000 $ 4,575,000 1919 8,900,000 8,550,000 17,450,000 9,391,000 9,391,000 1920 8,700,000 7,313,000 16,013,000 $ 10,217,000 11,695,000 21,912,000 1921 1,133,000 10,635,000 11,768,000 16,332,000 8,743,000 25,075,000 1922 1,505,000 8,292,000 9,797,000 7,722,000 7,722,000 1923 2,005,000 5,038,000 7,043,000 500,000 9,339,000 9,839,000 1924 1,500,000 4,542,000 6,042,000 5,143,000 6,938,000 12,081,000 1925 1,750,000 1,693,000 3,443,000 1,350,000 2,542,000 3,892,000 192G 1,500,000 1,693,000 3,193,000 1,650,000 1,693,000 3,343,000 1927 3,001,000 8,419,000 11,420,000 1,425,000 7,693,000 9,118,000 1928 3,126,000 5,067,000 8,193,000 1,450,000 C694,000 3,144,000 1929 2,459,000 10,621,000 13,080,000 3,051,000 67,000 3,118,000 1930 3,543,000 11,526,000 15,069,000 3,001,000 11,918,000 14,919,000 1931 2,000,000 13,068,000 15,068,000 1,784,000 1,285,000 3,069,000 1932 5,031,000 3,068,000 8,099,000 2,168,000 28,412,000 30,580,000 1933 2,750,000 5,526,000 8,276,000 6,156,000 4,193,000 10,349,000 1934 2,315,000 6,312,000 8,627,000 3,625,000 4,901,000 8,526,000 1935 4,625,000 4,900,000 9,525,000 825,000 3,101,000 3,926,000 1936 5,875,000 3,901,000 9,776,000 1,700,000 1,900,000 3,600,000 1937 3,901,000 3,901,000 11,290,000 8,937,000 20,227,000 1938 4,550,000 4,550,000 3,751,000 3,751,000 1939 4,301,000 1,875,000 6,176,000 2,800,000 900,000 3 700,000 1940 5,075,000 1,125,000 6,200,000 * 4,701,000 1,300,000 6,001,000 1941 5,400,000 1,375,000 6,775,000 4,851,000 1,200,000 6,051,000 1942 5,701,000 1,875,000 7,576,000 1,900,000 1,875,000 3,775,000 1943 4,426,000 1,875,000 6,301,000 9,125,000 1,875,000 11,000,000 1944 6,925,000 1,000,000 7,925,000 5,201,000 975,000 6,176,000 1945 6,776,000 6,776,000 6,900,000 1,000,000 7,900,000 1946 5,403,000 5,403,000 7,801,000 7,801,000 1947 6,900,000 6,900,000 3,801,000 3,801,000 1948 5,776,000 5,776,000 3,800,000 3,800,000 1949 3,901,000 3,901,000 10,503,000 10,503,000 1950 2,901,000 2,901,000 TOTALS $139,702,000 $145,864,000* $285,566,000* $139,702,000 $145,864,000* $285,566,000* * These amounts include the estimated cost of refxmding existing obligations maturing in 1927 and earlier. 319PROPERTY INVESTMENT TABLE SHOWING: CITY AND CORPORATION OLD AND TOTAL AMORTIZATION; THE PURCHASE PRICE TO THE CITY; OF THE TRACTION FUND INVESTED IN THE UNI- Calendar Disbursements for New Investment in Road and Equipment Original Total Investment year By the City By the Corporation Total valuation investment ratio Column NUMBERS 1 2 3 4 5 6 1917 $ 2,604,000 $ 4,859,000 $ 7,463,000 $220,000,000 $227,463,000 5.2 1918 10,449,000 15,075,000 25,524,000 220,000,000 245,524,000 5.4 1919 19,349,000 23,625,000 42,974,000 220,000,000 262,974,000 5.6 1920 28,049,000 30,938,000 58,987,000 220,000,000 278,987,000 5.7 1921 29,182,000 41,573,000 70,755,000 220,000,000 290,755,000 .5.7 1922 31,687,000 48,865,000 80,552,000 220,000,000 300,552,000 5.7 1923 34,192,000 53,403,000 87,595,000 220,000,000 307,595,000 5.7 1924 36,067,000 57,570,000 93,637,000 220,000,000 313,637,000 5.6 1925 37,817,000 59,263,000 97,080,000 220,000,000 317,080,000 5.5 1926 39,317,000 60,956,000 100,273,000 220,000,000 320,273,000 5.4 1927 41,668,000 70,025,000 111,693,000 220,000,000 331,693,000 5.4 1928 46,668,000 73,218,000 119,886,000 220,000,000 339,886,000 5.4 1929 52.543,000 80,423,000 132,966,000 220,000,000 352,966,000 5.5 1930 57,170,000 90,865,000 148,035,000 220,000,000 368,035,000 5.6 1931 60,545,000 102,558,000 163,103,000 220,000,000 383,103,000 5.6 1932 66,951,000 104,251,000 171,202,000 220,000,000 391,202,000 5.6 1933 73,326,000 106,152,000 179,478,000 220,000,000 399,478,000 5.6 1934 78,016,000 110,089,000 188,105,000 220,000,000 408,105,000 5.6 1935 82,641,000 114,989,000 197,630,000 220,000,000 417,630,000 5.6 1936 90,417,000 116,989,000 207,406,000 220,000,000 427,406,000 5.5 1937 94,318,000 116,989,000 211,307,000 220,000,000 431,307,000 5.5 1938 98,868,000 116,989,000 215,857,000 220,000,000 435,857,000 5.4 1939 105,044,000 116,989,000 222,033,000 220,000.000 442,033,000 5.3 1940 111,244,000 116,989,000 228,233,000 220,000*000 448,233,000 5.3 1941 118,019,000 116,989,000 235,008,000 220,000,000 455,008,000 5.3 1942 125,595,000 116,989,000 242,584,000 220,000,000 462,584,000 5.2 1943 131,896,000 116,989,000 248,885,000 220,000,000 468,885,000 5.2 1944 139,821,000 116,989,000 256,810,000 220,000,000 476,810,000 5.2 1945 146,597,000 116,989,000 263,586,000 220,000,000 483,586,000 5.1 1946 152,000,000 116,989,000 268,989,000 220,000,000 488,989,000 5.1 1947 158,900,000 116,989,000 275,889,000 220,000.000 495,889,000 5.0 1948 164,676,000 116,989,000 281,665^000 220,000,000 501,665,000 5.0 1949 168,577,000 116,989,000 285,566,000* 220,000,000 505,566,000 4.9 1950 ........... 116,989,000 .......... 220,000,000 *The difference between this amount and the total on page 283 is the estimated cost of refunding existing obligations maturing in 1927 and earlier. 320NEW INVESTMENT; TOTAL CORPORATION INVESTMENT; DETAILS OF, AND ALL ON THE BASIS OF DISBURSEMENTS AND WITH 100 PER CENT FIED SYSTEM—SURFACE, ELEVATED, SUBWAY : Total Corporation 1 INVESTMENT STJM OF 2 AND 4 Amortization Purchase price TO THE City 7 LESS 12 Through the amortization funds Through the Traction FUND Total AMORTIZATION Regular Special Total funds 7 8 9 10 11 12 13 $224,859,000 235.075.000 243.625.000 $224,859,000 235.075.000 243.625.000 250.938.000 261.573.000 268.865.000 250.938.000 261.573.000 268.865.000 273.403.000 277.570.000 279.263.000 $ 649,000 1.319.000 2.004.000 649,000 1.319.000 2.004.000 649,000 272,754,000 1.319.000 276,251,000 2.004.000 277,259,000 280.956.000 2,693,000 290.025.000 3,384,000 293.218.000 4,805,000 2.693.000 3.384.000 4.805.000 2.693.000 278,263,000 3.384.000 286,641,000 4.805.000 288,413,000 300.423.000 6,235,000 310.865.000 7,670,000 322.558.000 9,106,000 6.235.000 7.670.000 9.106.000 6.235.000 294,188,000 7.670.000 303,195,000 9.106.000 313,452,000 324.251.000 326.152.000 : 330,089,000 334.989.000 336.989.000 l 336,989,000 336,989,000 336,989,000 j 336,989,000 i 336,989,000 i 336,989,000 | 336,989,000 1 336,989,000 ! 336,989,000 336,989,000 336,989,000 336,989,000 336,989,000 10.543.000 12.883.000 15.223.000 17.563.000 19.903.000 22,^43,000 25.351.000 28.459.000 31.567.000 34.675.000 37.783.000 40.891.000 43.999.000 47.107.000 50.215.000 53.323.000 56.431.000 59.539.000 $ 73,000 307.000 680.000 1,221,000 1.994.000 3.233.000 10.543.000 12.883.000 15.223.000 17.563.000 19.903.000 22.243.000 25.351.000 28.459.000 31.567.000 34.675.000 37.783.000 40.891.000 44.072.000 47.414.000 50.895.000 54.544.000 58.425.000 62.772.000 $ 4,000,000 8,000,000 11,000,000 13.500.000 16,000,000 18.500.000 20.900.000 25.500.000 29.200.000 34.900.000 42.700.000 49.800.000 58.800.000 10.543.000 12.883.000 15.223.000 17.563.000 19.903.000 26.243.000 33.351.000 39.459.000 45.067.000 50.675.000 56.283.000 61.791.000 69.572.000 76.614.000 85.795.000 97.244.000 108.225.000 121.572.000 313.708.000 313.269.000 314.866.000 317.426.000 317.086.000 310.746.000 303.638.000 297.530.000 291.922.000 286.314.000 280.706.000 275.198.000 267.417.000 260.375.000 251.194.000 239.745.000 228.764.000 215.417.000 | 336,989,000 62,647,000f 4,911,000t 67,558,000 70,800,000 138,358,000 198,631,000 t The difference between these amounts and the totals of columns K and O on page 337 are the amounts deducted for the year 1950 on page 337 which would not appear on this statement until 1951. 21 321PROPERTY INVESTMENT TABLE SHOWING: CITY AND CORPORATION OLD AND AMORTIZATION; THE PURCHASE PRICE TO THE CITY; ALL ON THE TION FUND INVESTED IN THE UNIFIED Disbursements for Calendar year New Investment in Road and Equipment Original valuation Total INVESTMENT Investment RATIO By the City By the Corporation Total Column NUMBERS 1 2 3 4 5 6 1917 $ 2,604,000 $ 4,859,000 $ 7,463,000 $220,000,000 $227,463,000 5 .2 1918 8,949,000 16,575,000 25,524,000 220,000,000 245,524,000 5 .4 1919 17,849,000 25,125,000 42,974,000 220,000,000 262,974,000 5 .6 1920 26,549,000 32,438,000 58,987,000 220,000,000 278,987,000 5 .7 1921 27,682,000 43,073,000 70,755,000 220,000,000 290,755,000 5 .7 1922 29,187,000 51,365,000 80,552,000 220,000,000 300,552,000 5 .7 1923 31,192,000 56,403,000 87,595,000 220,000,000 307,595,000 5 .7 1924 32,692,000 60,945,000 93,637,000 220,000,000 313,637,000 5. .6 1925 34,442,000 62,638,000 97,080,000 220,000,000 317,080,000 5. .5 1926 35,942,000 64,331,000 100,273,000 220,000,000 320,273,000 5. .4 1927 38,943,000 72,750,000 111,693,000 220,000,000 331,693,000 5, .4 1928 42,069,000 77,817,000 119,886,000 220,000,000 339,886,000 5. .4 1929 44,528,000 88,438,000 132,966,000 220,000,000 352,966,000 5 5 1930 48,071,000 99,964,000 148,035,000 220,000,000 368,035,000 5. .6 1931 50,071,000 113,032,000 163,103,000 220,000,000 383,103,000 5 .6 1932 55,102,000 116,100,000 171,202,000 220,000,000 391,202,000 5 .6 ! 1933 57,852,000 121,626,000 179,478,000 220,000,000 399,478,000 5 .6 | 1934 60,167,000 127,938,000 188,105,000 220,000,000 408,105,000 5 .6 1935 64,792,000 132,838,000 197.630,000 220,000,000 417,630,000 5. .6 1936 70,667,000 136,739,000 207,406,000 220,000,000 427,406,000 5, .5 1937 74,568,000 136,739,000 211,307,000 220,000,000 431,307,000 5. .5 1938 79,118,000 136,739,000 215,857,000 220,000,000 435,857^000 5. .4 1939 83,419,000 138,614,000 222,033,000 220,000,000 442,033,000 5. .3 | 1940 88,494,000 139,739,000 228,233,000 220,000,000 448,233,000 5. .3 1941 93,894,000 141,114,000 235,008,000 220,000,000 455,008,000 5. .3 1942 99,595,000 142,989,000 242,584,000 220,000,000 462,584000 5. .2 1943 104,021,000 144,864,000 248,885,000 220,000,000 468,885,000 5. .2 1944 110,946,000 145,864,000 256,810,000 220,000,000 476,810,000 5. ,2 1945 117,722,000 145,864,000 263,586,000 220,000,000 483,586,000 5, .1 1946 123,125,000 145,864,000 268,989,000 220,000,000 488,989,000 5, .1 1947 130,025,000 145,864,000 275,889,000 220,000,000 495,889,000 5 .0 1948 135,801,000 145,864,000 281,665,000 220,000,000 501*665,000 5, .0 1949 139,702,000 145,864,000 285,566,000* 220,000,000 505,566,000 4 .9 1950 ........... 145,864,000 ........... 220,000,000 * The difference between this amount and the total on page 2S3 is the estimated cost of refunding existing obligations maturing in 1927 and earlier. 322NEW INVESTMENT; TOTAL CORPORATION INVESTMENT; DETAILS OF, AND TOTAL BASIS OF DISBURSEMENTS AND WITH 75 PER CENT OF THE TRAC- SYSTEM—SURFACE, ELEVATED, SUBWAY Total Corporation INVESTMENT SUM OF 2 AND 4 Amortization Purchase price TO THE City 7 LESS 12 Through the amortization funds Through the Traction FUND Total AMORTIZATION Regular Special Total FUNDS 7 8 9 10 11 12 13 $224,859,000 236.575.000 245.125.000 $224,859,000 236.575.000 245.125.000 252.438.000 263.073.000 271.365.000 252.438.000 263.073.000 271.365.000 276.403.000 280.945.000 282.638.000 $ 655,000 1.332.000 2.025.000 655,000 1.332.000 2.025.000 $ 655,000 1.332.000 2.025.000 275.748.000 279.613.000 280.613.000 284.331.000 2,722,000 292.750.000 3,422,000 297.817.000 4,857,000 2.722.000 3.422.000 4.857.000 2.722.000 281,609,000 3.422.000 289,328,000 4.857.000 292,960,000 308.438.000 6,293,000 319.964.000 7,729,000 333.032.000 9,210,000 6.293.000 7.729.000 9.210.000 6.293.000 302,145,000 7.729.000 312,235,000 9.210.000 323,822,000 336.100.000 10,691,000 341.626.000 13,114,000 347.938.000 15,550,000 10.691.000 13.114.000 15.550.000 10.691.000 325,409,000 13.114.000 328,512,000 15.550.000 332,388,000 352.838.000 18,004,000 356.739.000 20,463,000 356,739,000 22,922,000 18.004.000 20.463.000 22.922.000 18.004.000 334,834,000 20.463.000 336,276,000 ! 22.922.000 333,817,000 | 356.739.000 358.614.000 359.739.000 26,260,000 29.598.000 32.936.000 26,260,000 29.598.000 32.936.000 26.260.000 330,479,000 29.598.000 329,016,000 32.936.000 326,803,000 361.114.000 362.989.000 364.864.000 36.274.000 39.612.000 42.950.000 36.274.000 39.612.000 42.950.000 36.274.000 324,840,000 39.612.000 323,377,000 42.950.000 321,914,000 j 365,864,000 46,288,000 365,864,000 49,626,000 365,864,000 52,964,000 46.288.000 49.626.000 52.964.000 $ 1,000,000 5,000,000 46.288.000 50.626.000 57.964.000 319.576.000 315.238.000 307.900.000 365,864,000 56,302,000 365,864,000 59,640,000 365,864,000 62,978,000 ........................ 56,302,000 $185,000 59,825,000 531,000 63,509,000 10,000.000 12.500.000 15.800.000 66.302.000 72.325.000 79.309.000 299.562.000 293.539.000 286.555.000 365,864,000 66,316,000f 995,000f 67,311,000 21,600,000 88,911,000 276,953,000 t The difference between these amounts and the totals of columns K and O on page 339 are the amounts deducted for the year 1950 on page 339 which would not appear on this statement until 1951. 323PROPERTY INVESTMENT TABLE SHOWING: CITY AND CORPORATION OLD AND NEW INVEST- MENT WHICH IS IN USE; TOTAL AMORTIZATION; CORPORATION INVESTMENT, BOTH OLD AND NEW IN USE AND NOT AMORTIZED, WHICH ARE THE AMOUNTS ON WHICH THE INTEREST DEDUCTED FROM THE NET RECEIPTS IS FIGURED; WITH 100 PER CENT OF THE TRACTION FUND INVESTED IN THE UNIFIED SYSTEM —SURFACE, ELEVATED, SUBWAY Calendar YEAR In Use New Investment in Road and Equipment Original valuation Amortization column 12 PAGE 321 Corporation INVESTMENT UNAMORTIZED j By the City By the Corporation Total New Original j VALUATION | Column numbers 14 15 16 17 18 19 20 ; 1917 $220,000,000 $220,000,000 ! 1918 $ 1,500,000 $ 3,075,000 $ 4,575,000 220,000,000 $ 3,075,000 220,000,000 ! 1919 1,500,000 12,466,000 13,966,000 220,000,000 12,466,000 220,000,000 1920 11.717,000 24,161,000 35,878,000 220,000,000 24,161,000 220,000,000 1921 28,049,000 32,904,000 60,953,000 220,000,000 32,904,000 220,000,000 1922 29,049,000 39,626,000 68,675,000 220,000,000 39,626,000 220,000,000 1923 30,049,000 48,465,000 78,514,000 220,000,000 $ 649,000 47,816,000 220,000,000 1924 35,192,000 55,403,000 90,595,000 220,000,000 1,319,000 54,084,000 220,000,000 1925 36,917,000 57,570,000 94,487,000 220,000,000 2,004,000 55,566,000 220,000,000 1926 * 38,567,000 59,263,000 97,830,000 220,000,000 2,693,000 56,570,000 220,000,000 1927 39,317,000 67,631,000 106,948,000 220,000,000 3,384,000 64,247,000 220,000,000 j 1928 39,317,000 70,775,000 110,092,000 220,000,000 4,805,000 65,970,000 220,000,000 j 1929 39,992,000 73,218,000 113,210,000 220,000,000 6,235,000 66,983,000 220,000,000 I 1930 53,218,000 74,911,000 128,129,000 220,000,000 7,670,000 67,241,000 220,000,000 1931 54,593,000 76,605,000 131,198,000 220,000,000 9,106,000 67,499,000 220,000,000 1932 59,220,000 102,558,000 161,778,000 220,000,000 10,543,000 92,015,000 220,000,000 1933 67,876,000 104,251,000 172,127,000 220,000,000 12,883,000 91,368,000 220,000,000 1934 74,501,000 106,152,000 180,653,000 220,000,000 15,223,000 90,929,000 220,000,000 1935 76,526,000 108,053,000 184,579,000 220,000,000 17,563,000 90,490,000 220,000,000 1936 78.226,000 109,953,000 188,179,000 220,000,000 19,903,000 90,050,000 220,000,000 1937 91^417,000 116,989,000 208,406,000 220,000,000 26,243,000 90,746,000 220,000,000 1938 95,168,000 116,989.000 212,157,000 220,000,000 33,351,000 83,638,000 220,000,000 1939 98,868,000 116,989^000 215,857,000 220,000,000 39,459,000 77,530,000 220,000,000 1940 104,869,000 116,989,000 221,858,000 220,000,000 45,067,000 71,922,000 220^000,000 1941 110,920,000 116,989,000 227,909,000 220,000,000 50,675,000 66,314,000 220,000,000 1942 114,695,000 116,989,000 231,684,000 220,000,000 56,283,000 60,706,000 220,000,000 1943 125,695,000 116,989,000 242,684,000 220,000,000 61,791,000 55,198,000 220,000,000 1944 131,871,000 116,989,000 248,860,000 220,000,000 69,572,000 47,417,000 220,000,000 1945 139,771,000 116,989,000 256,760,000 220,000,000 76,614,000 40,375,000 220,000,000 1946 147,572,000 116,989,000 264,561,000 220,000,000 85,795,000 31,194,000 220,000,000 1947 151,373,000 116,989,000 268,362,000 220,000,000 97,244,000 19,745,000 220,000,000 1948 155,173,000 116,989,000 272,162,000 220,000,000 108,225,000 8,764,000 220,000,000 1949 165,676,000 116,989,000 282,665,000 220,000,000 121,572,000 215,417,000 1950 168,577,000 116,989,000 285,566,000* 220,000,000 138,358,000 198,631,000 *The difference between this amount and the total on page 283 is the estimated cost of refunding existing obligations maturing in 1927 and earlier. 324PROPERTY INVESTMENT TABLE SHOWING: CITY AND CORPORATION OLD AND NEW INVEST- MENT WHICH IS IN USE; TOTAL AMORTIZATION; CORPORATION INVESTMENT, BOTH OLD AND NEW IN USE AND NOT AMORTIZED, WHICH ARE THE AMOUNTS ON WHICH THE INTEREST DEDUCTED FROM THE NET RECEIPTS IS FIGURED ; WITH 75 PER CENT OF THE TRACTION FUND INVESTED IN THE UNIFIED SYSTEM — SURFACE, ELEVATED, SUBWAY Calendar year In Use New Investment in Road and Equipment Original valuation Amortization COLUMN 12 PAGE 323 Corporation INVESTMENT UNAMORTIZED By the City By the Corporation Total New Original VALUATION Column NUMBERS 14 15 16 17 18 19 20 1917 $220,000,000 $220,000,000 1918 $ 4,575,000 $ 4,575,000 220,000,000 $ 4,575,000 220,000,000 1919 13,966,000 13,966,000 220,000,000 13,966,000 220,000,000 1920 $ 10,217,000 25,661,000 35,878,000 220,000,000 25,661,000 220,000,000 1921 26,549,000 34,404,000 60,953,000 220,000,000 34,404,000 220,000,000 1922 26,549,000 42,126,000 68,675,000 220,000,000 42,126,000 220,000,000 1923 27,049,000 51,465,000 78,514,000 220,000,000 $ 655,000 50,810,000 220,000,000 1924 32,192,000 58,403,000 90,595,000 220,000,000 1,332,000 57,071,000 220,000,000 1925 33,542,000 60,945,000 94,487,000 220,000,000 2,025,000 58,920,000 220,000,000 1926 35,192,000 62,638,000 97,830,000 220,000,000 2,722,000 59,916,000 220,000,000 1927 36,617,000 70,331,000 106,948,000 220,000,000 3,422,000 66,909,000 220,000,000 1928 38,067,000 72,025,000 110,092,000 220,000,000 4,857,000 67,168,000 220,000,000 1929 41,118,000 72,092,000 113,210,000 220,000,000 6,293,000 65,799,000 220,000,000 1930 44,119,000 84,010,000 128,129,000 220,000,000 7,729,000 76,281,000 220,000,000 1931 45,903,000 85,295,000 131,198,000 220,000,000 9,210,000 76,085,000 220,000,000 1932 48,071,000 113,707,000 161,778,000 220,000,000 10,691,000 103,016,000 220,000,000 1933 54,227,000 117,900,000 172,127,000 220,000,000 13,114,000 104,786,000 220,000,000 1934 57,852,000 122,801,000 180,653,000 220,000,000 15,550,000 107,251,000 220,000,000 1935 58,677,000 125,902,000 184,579,000 220,000,000 18,004,000 107,898,000 220,000,000 1936 60,377,000 127,802,000 188,179;000 220,000,000 20,463,000 107,339,000 220,000,000 1937 71,667,000 136,739,000 208,406,000 220,000,000 22,922,000 113,817,000 220,000,000 1938 75,418,000 136,739,000 212,157.000 220,000,000 26,260,000 110,479,000 220,000,000 1939 78,218,000 137,639,000 215,857^000 220,000,000 29,598,000 108,041,000 220,000,000 1940 82,919,000 138,939,000 221,858,000 220,000,000 32,936,000 106,003,000 220,000,000 1941 87,770,000 140,139,000 227,909,000 220,000,000 36,274,000 103,865,000 220,000,000 1942 89,670,000 142,014,000 231,684,000 220,000,000 39,612,000 102,402,000 220,000,000 1943 98,795,000 143,889,000 242,684,000 220,000,000 42,950,000 100,939,000 220,000,000 1944 103,996,000 144,864,000 248,860,000 220,000,000 46,288,000 98,576,000 220,000,000 1945 110,896,000 145,864,000 256,760,000 220,000,000 50,626,000 95,238,000 220,000,000 1946 118,697,000 145,864,000 264,561,000 220,000,000 57,964,000 87,900,000 220,000,000 1947 122,498,000 145,864,000 268,362,000 220,000,000 66,302,000 79,562,000 220,000,000 1948 126,298,000 145,864,000 272,162,000 220,000,000 72,325,000 73,539,000 220,000,000 1949 136,801,000 145,864,000 282,665,000 220,000,000 79,309,000 66,555,000 220,000,000 V 1950 139,702,000 145,864,000 285,566,000* 220,000,000 88,911,000 56,953,000 220,000,000 * The difference between this amount and the total on page 283 is the estimated cost of refunding existing obligations maturing in 1927 and earlier. 325MILLIONS OF DOLLARS YEARS 326THROUGH p \ TR/ICT/ON FUND W 35 YEARS 327328 SUPPLEMENT TO REPORT DETAILED DESCRIPTION OF THE ESTIMATES OF PROPERTY INVEST- MENT, REVENUES AND EXPENSES AND OF THE STATEMENTS IN THIS CHAPTER The following is a detailed description of the various statements in this chapter and gives each step taken in their calculation and the reason. The page numbers used for reference in describing these statements will be the page numbers for those showing ioo per cent of the traction fund invested in the property. In each case the statement showing only 75 per EXPLANATION OF THE CHARTS ON THE TWO PRECEDING PAGES These charts show the investment in road and equipment as the cash is disbursed and includes interest from the time such disbursements are made until the property is estimated to come into use. Total Investment-—Curve T This is the total investment in the property regardless of the sources from which the funds are derived. It includes the old investment put in at the beginning as well as all of the new investment. Traction Fund Investment The total invested by the traction fund is represented by the ordinates between curves T and X. The ordinates between curves T and C represent the cash put into the project for the carrying on of new construction or the purchase of new equipment. The ordinates between curves C and X represent the excess of the traction fund over that necessary for the purposes just mentioned, which is, therefore, used to amortize previous expenditures for investment in road and equipment, made by the Corporation. Corporation Investment—Curve C This represents the total investment of the Corporation, both old and new, regard- less of the fact that some of it may have been amortized. Corporation New Investment The ordinates between curves C and V represent the new capital raised by the Corporation regardless of the fact that some of it may have been amortized, as it is assumed that the amortization funds will be used immediately as a sinking fund to retire outstanding bonds, and that for funds to carry on new construction and purchase new equipment, it will be necessary for the Corporation to issue new securities. Regular and Special Amortization Funds The ordinates between curves X and P represent the amortization through the regular amortization fund, which is started at 34 of one per cent five years after the plan becomes operative, and the special amortization fund, which is a portion of the divis- ible net recipts in excess of enough to give the Corporation a return of seven per cent. Purchase Price to the City — Curve P This represents the price at which the City may take over the property at any time and is the sum of the original valuation and the new investment less any amortzation. Original Valuation — Curve V This is taken at $220,000,000 — the purchase price today of the Surface Lines plus the Commissioners’ valuation of the elevated lines plus any certificates that may be issued between June 30, 1916, and the time the plan goes into effect, plus any amount which would be covered by such certificates if the elevated lines were under the 1907 and subsequent ordinancesFINANCIAL PLAN 329 cent invested in the property, immediately follows the ioo per cent state- ment. This description fits either set of statements. So far as is possible, the terms used in this description which refer to revenues, expenses, or property investment, are those of the Uniform System of Accounts for Electric Railways, prescribed by the Interstate Commerce Commission, effective July i, 1914. This system of accounts has been adopted by the State Public Utilities Commission of Illinois. INVESTMENT IN ROAD AND EQUIPMENT On page 318 is shown the estimated requirements for new investment in road and equipment for each year to 1949. The first three columns show the amount of money required to carry on the necessary construction. The construction paid for with this money is, of course, not immediately available for use. A subway, for instance, cannot be used until probably three years after construction has started. The second three columns on this page show the same expenditures as the first three columns, but the amount placed against each year represents property coming into use in that year regardless of when the money was spent. Column 1 of this statement (page 318) shows the portion of the traction fund estimated to be invested directly, and not through amortization, in new road and equipment which will earn revenue. The requirements for any year are taken first from the traction fund and to the extent that the traction fund is insufficient the balance will be supplied by the Corporation or by the amortization funds, as explained later, if the proposed ordinance is so drawn. The amount of funds supplied by the Corporation are shown in column 2. All of these expenditures must be approved by the Board of Regulation and Control. In dividing the expenditures for road and equipment between the City and the Corporation, the uninvested portion of the traction fund was kept as low as possible. This gives the traction fund the maximum return. These expenditures are shown by projects and in considerable detail, for the years 1917 to 1925, inclusive, beginning on page 31 of the Report under the heading, Initial Nine-year Construction Program, with Estimated Costs. It is the sum of these expenditures, as made and certified to by the Board of Regulation and Control—columns 1, 2, and 3—and the original valuation, less the amortization, that constitutes the purchase price to the City. The purchase price will be found calculated on the next statement. The estimated new capital requirements shown on page 318 do not include anything for discounts to be allowed and cash outlays to be made to raise the new capital. Such discounts, if any, and disbursements, after approval by the Board of Regulation and Control will be added to the investment in road and equipment, that is, to the purchase price to the City, and will be amortized the same as expenditures for other property.330 SUPPLEMENT TO REPORT Total Investment To show the totals of the new investment in road and equipment at the end of any year, the amounts in columns i, 2, and 3 on page 318 are accumulated on page 320 in the columns bearing the same numbers. The Corporation original valuation, shown in column 4 on page 320, is the investment of the Corporation in road and equipment at the time the plan becomes operative. It is the purchase price to the City, to be inserted in the proposed new ordinance, and is composed of the then pur- chase price to the City of the Chicago Surface Lines to which will be added the Commissioners’ valuation of the elevated railroads increased by expen- ditures for construction and equipment made after June 30, 1916, which would be added to the investment in road and equipment accounts if the elevated railroads were under the 1907 ordinances. This initial purchase price will, of course, be increased by subsequent expenditures for invest- ment in road and equipment after they have been approved by the Board of Regulation and Control. Such subsequent expenditures, as they affect the purchase price to the City, but omitting amortization, are shown added to the initial purchase price, in column 7 on page 321. The total investment in property at the end of any year, and regardless of the source of the funds, is shown in column 5 on page 320. Columns 8 and 9 on page 321 are the accumulated totals of the amounts deducted annually, which are shown for each year in columns K and O on page 337. Column 11 is that part of the traction fund which, it is assumed, will not be needed to finance new construction and equipment. This, together with the regular and the special amortization funds, makes the total amortization. All amortization moneys accumulated in any year are assumed to be used on January 1st of the succeeding year to reduce the purchase price to the City. This assumption is based on the prob- able working of the proposed mortgage which, it is assumed, will require that the amortization funds be used first as a sinking fund and applied entirely against the outstanding bonds, and that new bonds of a new series perhaps, and perhaps bearing another rate of interest, be issued for the construction and equipment expenditures for the coming year. The method just described is the customary method of handling a mortgage bond sinking fund. If the mortgage is drawn differently, or if capital obligations, other than mortgage bonds, are issued to cover expenditures for investment in road and equipment, such as capital stock or promissory notes, then the amortization funds could be used for construction and equipment in any year in which the traction fund might be insufficient. Purchase Price to City The estimated purchase price to the City on December 31st of any year is shown in column 13, on page 321. A reading of the column head-FINANCIAL PLAN 331 ings of this statement will show that the purchase price is always the total investment of the Corporation in road and equipment, including the original valuation, less the total amortization. The statements in this chapter, conforming to the physical construc- tion program, run only to 1950, and consequently do not show total amor- tization of the Corporation’s equity in the property. In order to show the probable dates of complete amortization, a separate chart is given on page 332 illustrating the effect of four variations in the requirements re- garding transfer charge and the policy controlling the investment of the traction fund. Graphic Charts The chart showing Investment in Road and Equipment, page 326, illustrates graphically the statement on pages 330 and 321. Column 5 is represented by the curve T, column 7 by the curve C, column 4 by the curve V, and column 13 by the curve P. Column 1 is represented by the ordinates between curves T and C, column 11 by the ordinates between curves C and X, and column 10 by the ordinates between curves X and P. A description of this chart will be found on page 328. Property in Use When discussing the statement on page 318, it was explained that the last three columns, numbered 14, 15, and 16, show exactly the same expendi- tures as the first three columns, but show them in the year in which the property they represent comes into use. Not until the property is used is the interest on the investment deducted from the net receipts. Between the time the money is paid out for construction or equipment and the time the property representing this money comes into use, the interest on the investment is added to the investment in road and equipment account and goes to form part of the purchase price to the City. Such interest is included in the estimate of new capital requirements, shown in columns 1, 2, and 3 on page 318, and consequently is included in columns 14, 15, and 16. To get the amount on which to figure the interest to be deducted from the net receipts, the annual expenditures for property coming into use, shown on page 318, are accumulated in columns bearing the same numbers on page 324. The original valuation, shown in column 17 on page 324 is, of course, the same figure as shown in column 4 on page 320 (described on page 330), and the total amortization shown in column 18 on page 324 is brought from column 12 on page 321. The Corporation gets interest only on so much of its investment in use as has not been amortized. The unamortized amount of the new investment is shown in column 19 and of the original valuation in column 20 on page 324. In preparing all state- ments and charts, amortization moneys, both from the amortization fund350 savnoa jo snoitiii/v 332 CURVES A AND C ASSUME 100 PER CENT OF THE TRACTION FUND INVESTED IN THE PROPERTY. CURVES B AND D ASSUME ONLY 75 PER CENT SO IN VESTED. CURVES A AND B ASSUME A TRANSFER REVENUE BEGINNING AT $500,000 RISING TO $1,500,000 IN 1927, REMAINING CONSTANT THEREAFTER TO 1 950 AND FREE TRANSFERS AFTER 1 950. CURVES C AND D ASSUME FREE TRANSSFER FROM THE BEGINNING.FINANCIAL PLAN 333 and the traction fund, were first used to reduce the new investment of the Corporation, and after the new investment was completely amortized, then to reduce the Corporation’s original valuation. It is assumed that all amortization payments will be made January ist of the year against which they appear, and it is also assumed that the investment in road and equipment coming into use, and shown in columns 14 and 15, does so on the same date, so that interest is allowed for a whole year on the amounts in columns 19 and 20 on page 324. Construction ^Work in Progress The excess in any year of the amount in column 5 on page 320 over the sum of columns 16 and 17 on page 324 represents the cost of construction work in progress, which has been approved by the Board of Regulation and Control. REVENUES AND EXPENSES Gross Receipts This is composed of Revenue from transportation, Revenue from other railway operations, Non-operating income and Profit & Loss credits. The estimate of the first item, Revenue from transportation, has been divided into three parts, cash fares, revenue from transfers, and other revenue from transportation. The cash fares have been based on an estimate of population and a prediction of the rides per capita, after a study of the experience in recent years of Chicago and other large American cities. The population is taken as 2,465,000 in 1916 and 5,000,000 in 1950. It is assumed that the increase during this period will be at a uniform rate, that is, the same number of individuals each year. It is assumed that the riding of this population is 332 per capita in 1916 and will be 400 in 1950. It is assumed also that the increase in the rides per capita is uniform throughout the period, that is, two rides per capita are added each year. Multiplying the total rides obtained from these estimates by five cents, the revenue from cash fares in 1917 is $42,410,635 and $100,000,000 in 1950. For both population and rides per capita, the figures used are slightly less than the actual. The population of the City in 1916, by the school census, and as checked by the Commissioners’ staff, is 2,544,249. This figure does not include Evanston, Berwyn, Oak Park, Cicero or any other territory out- side of the City limits, the populations of which will contribute to the gross receipts of the Corporation. This population, as derived from the school census, when taken in connection with the actual passenger revenue, shows a riding of 341 per capita for the calendar year 1916. However, in view of the fact that this enumeration generally runs above the FederalESTIMATED REVENUES AND EXPENSES OF THE PRO Calendar year Population Rides per capita Total rides Cash fares Transfer REVENUE Column NUMBERS 1 2 3 4 5 1916 2,465,000 332 1917 2,539,559 334 848,212,706 $ 42,410,635 $ 500,000 1918 2,614,118 336 878,343,648 43,917,182 600,000 1919 2,688,676 338 908,772,488 45,438,624 700,000 ; 1920 2,763,235 340 939,499,900 46,974,995 800,000 1921 2,837,794 342 970,525,548 48,526,277 900,000 ! 1922 2,912,353 344 1,001,849,432 50,092,472 1,000,000 1923 2,986,912 346 1,033,471,552 51,673,578 1,100,000 1924 3,061,470 348 1,065,391,560 53,269,578 1,200,000 ! 1925 3,136,029 350 1,097,610,150 54,880,508 1,300,000 | 1926 3,210,588 352 1,130,126,976 56,506,349 1,400,000 1927 3,285,147 354 1,162,942,038 58,147,102 1,500,000 i 1928 3,359,706 356 1,196,055,336 59,802,767 1,500,000 j ! 1929 3,434,264 358 1,229,466,512 61,473,326 1,500,000 j 1930 3,508,823 360 1,263,176,280 63,158,814 1,500,000 1931 3,583,382 362 1,297,184,284 64,859,214 1,500,000 1932 3,657,941 364 1,331,490,524 66,574,526 1,500,000 ! i 1933 3,732,500 366 1,366,095,000 68,304,750 1,500,000 j 1934 3,807,058 368 1,400,997,344 70,049,867 1,500,000 1 ! 1935 3,881,617 370 1,436,198,290 71,809,914 1,500,000 1 1936 3,956,176 372 1,471,697,472 73,584,874 1,500,000 | 1937 4,030,735 374 1,507,494,890 75,374,744 1,500,000 : I 1938 4,105,294 376 1,543,590,544 77,179,527 1,500,000 ! 1939 4,179,852 378 1,579,984,056 78,999,203 1,500,000 i 1940 4,254,411 380 1,616,676,180 80,833,809 1,500,000 ; 1941 4,328,970 382 1,653,666,540 82,683,327 1,500,000 1942 4,403,529 384 1,690,955,136 84,547,757 1,500,000 1943 4,478,088 386 1,728,541,968 86,427,098 ’ 1,500,000 ! ! 1944 4,552,646 388 1,766,426,648 88,321,332 1,500,000 i 1945 4,627,205 390 1,804,609,950 90,230,498 1,500,000 1946 4,701,764 392 1,843,091,488 92,154,574 1,500,000 1947 4,776,323 394 1,881,871,262 94,093,563 1,500,000 1948 4,850,882 396 1,920,949,272 96,047,464 1,500,000 1949 4,925,440 398 1,960,325,120 98,016,256 1,500,000 ; 1950 5,000,000 400 2,000,000,000 100,000,000 1,500,000 334POSED UNIFIED SYSTEM — SURFACE, ELEVATED, SUBWAY Total Passenger REVENUE Additions* Gross receipts Operating ratio per cent Deductions! Net receipts 6 7 8 9 10 11 $ 42,910,635 $1,100,000 $ 44,010,635 65 $28,606,635 $15,404,000 44,517,182 1,135,000 45,652,182 65 29,674,182 15,978,000 46,138,624 1,169,000 47,307,624 65 30,749,624 16,558,000 47,774,995 1,205,000 48,979,995 65 31,836,995 17,143,000 49,426,277 1,242,000 50,668,277 65 32,934,277 17,734,000 51,092,472 1,280,000 52,372,472 65 34,042,472 18,330,000 52,773,578 1,319,000 54,092,578 64 34,619,578 19,473,000 54,469,578 1,359,000 55,828,578 64 35,730,578 20,098,000 56,180,508 1,400,000 57,580,508 64 36,851,508 20,729,000 57,906,349 1,444,000 59,350,349 64 37,984,349 21,366,000 59,647,102 1,512,000 61,159,102 63 38,530,102 22,629,000 61,302,767 1,533,000 62,835,767 63 39,586,767 23,249,000 62,973,326 1,580,000 64,553,326 63 40,668,326 23,885,000 64,658,814 1,628,000 66,286,814 63 41,760,814 24,526,000 66,359,214 1,677,000 68,036,214 63 42,863,214 25,173,000 68,074,526 1,739,000 69,813,526 63 43,982,526 25,831,000 69,804,750 1,781,000 71,585,750 63 45,098,750 26,487,000 71,549,867 1,835,000 73,384,867 63 46,232,867 27,152,000 73,309,914 1,891,000 75,200,914 63 47,376,914 27,824,000 75,084,874 1,953,000 77,037,874 63 48,533,874 28,504,000 76,874,744 2,028,000 78,902,744 63 49,708,744 29,194,000 78,679,527 2,165,000 80,844,527 63 50,931,527 29,913,000 80,499,203 2,270,000 82,769,203 63 52,144,203 30,625,000 82,333,809 2,325,000 84,658,809 63 53,334,809 31,324,000 84,183,327 2,397,000 86,580,327 63 54,545,327 32,035,000 86,047,757 2,469,000 88,516,757 63 55,765,757 32,751,000 87,927,098 2,541,000 90,468,098 63 56,995,098 33,473,000 89,821,332 2,613,000 92,434,332 63 58,233,332 34,201,000 91,730,498 2,690,000 94,420,498 63 59,484,498 34,936,000 93,654,574 2,767,000 96,421,574 63 60,745,574 35,676,000 95,593,563 2,844,000 98,437,563 63 62,015,563 36,422,000 97,547,464 2,921,000 100,468,464 63 63,295,464 37,173,000 99,516,256 2,970,000 102,486,256 63 64,566,256 37,920,000 101,500,000 3,000,000 104,500,000 63 65,835,000 38,665,000 * °^er avenue from Transporation, Revenue from other railway f Operating expenses, Taxes, Deductions from Gross income except operations, JNon-operating income, and Profit and Loss credits. interest on investment in road and equipment, Profit and Loss debits, and Expenses of the Board of Regulation and Control pertaining to operation. 335ESTIMATED RESULTS OF THE FINANCIAL PLAN FOR THE PROPOSED UNI- THE TRACTION FUND INVEST- Calendar year Investment in Road and Equipment* Net receipts Interest on traction FUND INVESTMENT Interest on Corporation NEW INVESTMENT 6 PER. CENT ON Corporation original VALUATION Traction fund in new ROAD AND EQUIPMENT Corporation NEW Corporation original valuation Column NUMBERS 1 2 3 G H I J 1917 1220,000,000 1918 S 1,500,000 $ 3,075,000 220,000,000 1919 1,500,000 12,466,000 220,000,000 1920 11,717,000 24,161,000 220,000,000 1921 28,049,000 32,904,000 220,000,000 1922 29,049,000 39,626,000 220,000,000 1923 30,049,000 47,816,000 220,000,000 1924 35,192,000 54,084,000 220,000,000 1924 36,917,000 55,566,000 220,000,000 1926 38,567,000 56,570,000 220,000,000 1927 39,317,000 64,247,000 220,000,000 1928 39,317,000 65,970,000 220,000,000 1929 39,992,000 66,983,000 220,000,000 1930 53,218,000 67,241,000 220,000,000 1931 54.593,000 67,499,000 220,000,000 1932 59,220,000 92,015,000 220,000,000 1933 67,876,000 91,368,000 220,000,000 1934 74,501,000 90,929,000 220,000,000 1935 76,526,000 90,490,000 220,000,000 1936 78,226,000 90,050,000 220,000,000 1937 91,417,000 90,746,000 220,000,000 1938 95,168,000 83,638,000 220,000,000 1939 98,868,000 77,530,000 220,000,000 1940 104,869,000 71,922,000 220,000,000 1941 110,920,000 66,314,000 220,000,000 1942 114,695,000 60,706,000 220,000,000 1943 125,695,000 55,198,000 220,000,000 1944 131,871,000 47,417,000 220,000,000 1945 139,771,000 40,375,000 220,000,000 1946 147,572,000 31,194,000 220,000,000 1947 151,373,000 19,745,000 220,000,000 1948 155,173,000 8,764,000 220,000,000 1949 165,676,000 215,417,000 1950 168,577,000 198,631,000 TOTALS $15,404,000 15.978.000 16.558.000 $ 82,000 83,000 $ 169,000 686,000 $13,200,000 13,200,000 13,200,000 17.143.000 17.734.000 18.330.000 644,000 1.543.000 1.598.000 1.329.000 1.810.000 2,179,000 13,200,000 * 13,200,000 ; 13,200,000 j 19.473.000 20.098.000 20.729.000 1.653.000 1.936.000 2.030.000 2.630.000 2.975.000 3.056.000 13,200,000 1 13,200,000 | 13,200,000 ; 21.366.000 22.629.000 23.249.000 2,121,000 2,162,000 2,162,000 3.111.000 3.534.000 3.628.000 13,200,000 13,200,000 13,200,000 j 23.885.000 24.526.000 25.173.000 2,200,000 2.927.000 3.003.000 3.684.000 3.698.000 3.712.000 13,200,000 1 13,200,000 i 13,200,000 | 25.831.000 26.487.000 27.152.000 3.257.000 3.733.000 4.098.000 5.061.000 5.025.000 5.001.000 13,200,000 13,200,000 13,200,000 i 27.824.000 28.504.000 29494.000 4.209.000 4.302.000 5.028.000 4.977.000 4.953.000 4.991.000 13,200,000 13,200,000 ' 13,200,000 ! 29.913.000 30.625.000 31.324.000 5.234.000 5.438.000 5.768.000 4.600.000 4.264.000 - 3,956,000 13,200,000 ! 13,200,000 13,200,000 32.035.000 32.751.000 33.473.000 6,101.000 6.308.000 6.913.000 3.647.000 3.339.000 3.036.000 13,200,000 13,200,000 13,200,000 34.201.000 34^936,000 35.676.000 7.253.000 7.687.000 8.116.000 2,608,000 2,221,000 1,716,000 13,200,000 13,200,000 13,200,000 36.422.000 37.173.000 37.920.000 8.326.000 8.535.000 9.112.000 1,086,000 482,000 13,200,000 13.200.000 j 12.925.000 j 38,665,000 9,272,000 11,918,000 i $912,381,000 $142,834,000 $97,164,000 $447,243,000 i * These figures represent only the unamortized investment in property in use as interest on the investment is not deducted from the net receipts until the property is earning revenue. They are columns 14, 19 and 20 brought from page 324. For the total investment see page 320. t Forty-five per cent but not less than one per cent of the gross receipts, nor more than just enough to make the sum of the interest on Corporation 336FIED SYSTEM — SURFACE, ELEVATED, SUBWAY —WITH 100 PER CENT OF ED IN ROAD AND EQUIPMENT Regular AMORTIZATION FUND ! Total DEDUCTIONS Divisible NET RECEIPTS Corporation’s ■SHARE f Special AMORTIZATION FUND City’s SHARE 55 PER CENT Drafts on and Pay- ments TO THE TRACTION FUND Annual AMOUNT Accumu- lated total K 9 L M O N 14 15 ........................ $13,200,000 ........................ 13,451,000 ........................ 13,969,000 ........................ 15,173,000 ........................ 16,553,000 $ 649,000 17,626,000 670.000 18,153,000 685.000 18,796.000 689.000 18,975,000 691.000 19,123,000 1.421.000 20,317,000 1.430.000 20,420,000 1.435.000 20,519,000 1.436.000 21,261,000 1.437.000 21,352,000 2.340.000 23,858,000 2,340,000 24,298,000 2,340,000 24,639,000 2,340,000 24,726,000 2.340.000 24,795,000 3.108.000 26,327,000 3,108,000 26,142,000 3,108,000 26,010,000 3,108,000 26,032,000 3,108,000 26,056,000 3,108,000 25,955,000 3,108,000 26,257,000 3,108,000 26,169,000 3,108,000 26,216,000 3,108,000 26,140,000 3,108,000 25,720,000 3,108,000 25,325,000 3,108,000 25,145,000 3,108,000 24,298,000 65,755,000 $752,996,000 $ 2,204,000 $ 992,000 2.527.000 1,137,000 2.589.000 1,165,000 1.970.000 886,000 1.181.000 531,000 704,000 524,000 1.320.000 541,000 1.302.000 558,000 1.754.000 663,000 2.243.000 1,009,000 2.312.000 1,040,000 2.829.000 1,273,000 3.366.000 1,515,000 3.265.000 1,469,000 3.821.000 1,719,000 1.973.000 888,000 2.189.000 985,000 2.513.000 1,131,000 3.098.000 1,394,000 3.709.000 1,669,000 2.867.000 1,290,000 3.771.000 1,697,000 4,615*000 2,077,000 5.292.000 2,381,000 5.979.000 2,691,000 6.796.000 3,058,000 7.216.000 3,174,000 8.032.000 3,380,000 8.720.000 3,551,000 9.536.000 3,750,000 10.702.000 4,043,000 11.848.000 4,093,000 12.775.000 4,071,000 14.367.000 3,972,000 $159,385,000 $64,317,000 $ 73,000 234.000 373.000 541.000 773.000 1.239.000 1.678.000 2.493.000 $1,212,000 1.390.000 1.424.000 1.084.000 650.000 387.000 726.000 716.000 965.000 1.234.000 1.272.000 1.556.000 1.851.000 1.796.000 2.102.000 1.085.000 1.204.000 1.382.000 1.704.000 2.040.000 1.577.000 2.074.000 2.538.000 2.911.000 3.288.000 3.738.000 3.969.000 4.418.000 4.796.000 5.245.000 5.886.000 6.516.000 7.026.000 7.902.000 $—207,000 $207,000 53.000 28.000 126,000 154.000 126.000 $7,404,000 $87,664,000 new investment (column I), the six per cent on Corporation original valua- tion (column J), and the share of the divisible net receipts (column Ml, equal to from seven to eight per cent on the purchase price to the city of the property in use. For a description of the method of calculating this amount when the sum of columns I, J and 45 per cent of column L is over seven per cent, see the “Note on Item M” on page 341. 22 337ESTIMATED RESULTS OF THE FINANCIAL PLAN FOR THE PROPOSED UNI- TRACTION FUND INVESTED Calendar year Investment Traction FUND IN NEW ROAD AND EQUIPMENT in Road and Corporation NEW Equipment* Corporation original VALUATION Net RECEIPTS Interest on TRACTION FUND INVESTMENT Interest on Corporation NEW INVESTMENT 6 PER CENT ON Corporation ORIGINAL VALUATION Column NUMBERS 1 2 3 G H I J 1917 8220,000,000 $15,404,000 $13,200,000 1918 $ 4,575,000 220,000,000 15,978,000 $ 252,000 13,200,000 1919 13,966,000 220,000,000 16,558,000 768,000 13,200,000 1920 $ 10,217,000 25,661,000 220,000,000 17,143,000 $ 562,000 1,411,000 13,200,000 1921 26,549,000 34,404,000 220,000,000 17,734,000 1,460,000 1,892,000 13,200,000 1922 26,549,000 42,126,000 220,000,000 18,330,000 1,460,000 2,317,000 13,200,000 1923 27,049,000 50,810,000 220,000,000 19,473,000 1,488,000 2,795,000 13,200,000 1924 32,192,000 57,071,000 220,000,000 20,098,000 1,771,000 3,139,000 13,200,000 1925 33,542,000 58,920,000 220,000,000 20,729,000 1,845,000 3,241,000 13,200,000 1926 35,192,000 59,916,000 220,000,000 21,366,000 1,936,000 3,295.000 13,200,000 1927 36,617,000 66,909,000 220,000,000 22,629,000 2,014.000 3,680,000 13,200,000 1928 38,067,000 67,168,000 220,000,000 23,249,000 2,094,000 3,694,000 13,200,000 1929 41,118,000 65,799,000 220,000,000 23,885,000 2,261,000 3,619,000 13,200,000 1930 44,119,000 76,281,000 220,000,000 24,526,000 2,427,000 4,195,000 13,200,000 1931 45,903,000 76,085,000 220,000,000 25,173,000 2,525,000 4,185,000 13,200,000 1932 48,071,000 103,016,000 220,000,000 25,831,000 2,644,000 5,666,000 13,200,000 1 1933 54,227,000 104,786,000 220,000,000 26,487,000 2,982,000 5,763,000 13.200,000 ; 1934 57,852,000 107,251,000 220,000,000 27,152,000 3,182,000 5,899,000 13,200,000 1935 58,677,000 107,898,000 220,000,000 27,824,000 3,227,000 5,934,000 13,200,000 1936 60,377,000 107,339.000 220,000,000 28,504,000 3,321,000 5,904,000 13,200,000 1937 71,667,000 113,817,000 220,000,000 29,194,000 3,942,000 6,260,000 13,200,000 1938 75,418,000 110,479,000 220,000,000 29,913,000 4,148,000 6,076,000 13,200,000 1939 78,218,000 108,041,000 220,000,000 30,625,000 4,302,000 5,942,000 13,200,000 1940 82,919,000 106,003,000 220,000,000 31,324,000 4,561,000 5,830,000 13,200,000 1941 87,770,000 103,865,000 220,000,000 32,035,000 4,827,000 5,713,000 13,200,000 1942 89,670,000 102,402,000 220,000,000 32,751,000 4,932,000 5,632,000 13,200,000 1943 98,795,000 100,939,000 220,000,000 33,473,000 5,434,000 5,552,000 13,200,000 1 1944 103,996,000 98,576,000 220,000,000 34,201,000 5,720,000 5,422,000 13,200,000 1945 110,896.000 95,238,000 220,000^000 34,936,000 6,099,000 5,238,000 13,200,000 1946 118,697^000 87,900,000 220,000,000 35,676,000 6,528,000 4,835,000 13,200,000 1947 122,498,000 79,562,000 220,000,000 36,422,000 6,737,000 4,376,000 13,200,000 1948 126,298,000 73,539,000 220,000,000 37,173,000 6,946,000 4,045,000 13,200,000 1949 136,801,000 66,555,000 220,000,000 37,920,000 7,524,000 3,661,000 13,200,000 1950 139,702,000 56,953,000 220,000,000 38,665,000 7,684,000 3,132,000 13,200,000 TOTALS $912,381,000 $116,583,000 $139,363,000 $448,800,000 * These figures represent only the unamortized investment in property in use as interest on the investment is not deducted from the net receipts until the property is earning revenue. They are columns 14, 19 and 20 brought from page 325. For the total investment see page 322. t Forty-five per cent, but not less than one per cent of the gross receipts, nor more than just enough to make the sum of the interest on 338FIED SYSTEM —SURFACE, ELEVATED, SUBWAY—WITH 75 PER CENT OF THE IN ROAD AND EQUIPMENT Regular amortization FUND Total DEDUCTIONS Divisible NET RECEIPTS Corporation’s sharef Special amortization FUND City’s share 55 PER CENT Drafts on and Pay- ments TO THE TRACTION FUND Annual AMOUNT Accumu- lated total K 9 L M 0 N 14 15 1 I $13,200,000 $ 2,204,000 $ 992,000 $1,212,000 13,452,000 2,526,000 1,137,000 1,389,000 13,968,000 2,590,000 1,165,000 1,425,000 15,173,000 1,970,000 886,000 1,084,000 16,552,000 1,182,000 532,000 650,000 s 655,000 17,632,000 698,000 524,000 384,000 $—210,000 $210,000 677,000 18,160,000 1,313,000 541,000 722,000 50,000 160,000 693,000 18,803,000 1,295,000 558,000 712,000 25,000 135,000 697,000 18,983,000 1,746,000 651,000 960,000 135,000 700,000 19,131,000 2,235,000 1,006,000 1,229,000 1,435,000 20,329,000 2,300,000 1,035,000 1,265,000 ; 1,436,000 20,424,000 2,825,000 1,271,000 1,554,000 1,436,000 20,516,000 3,369,000 1,516,000 1,853,000 i 1,481,000 21,303,000 3,223,000 1,450,000 1,773,000 | 1,481,000 21,391,000 3,782,000 1,702,000 2,080,000 1 2,423,000 23,933,000 1,898,000 854,000 1,044,000 2,436,000 24,381,000 2,106,000 948,000 1,158,000 | 2,454,000 24,735,000 2,417,000 1,088,000 1,329,000 2,459,000 24,820,000 3,004,000 1,352,000 1,652,000 2,459,000 24,884,000 3,620,000 1,629,000 1,991,000 3,338,000 26,740,000 2,454,000 1,104,000 1,350,000 3,338,000 26,762,000 3,151,000 1,418,000 1,733,000 3,338,000 26,782,000 3,843,000 1,729,000 2,114,000 | 3,338,000 26,929,000 4,395,000 1,978,000 2,417,000 ! 3,338,000 27,078,000 4.957,000 2,231.000 2,726,000 ! 3,338,000 27,102,000 5,649,000 2,542,000 '3,107,000 | 3,338,000 27,524,000 5,949,000 2,677,000 3,272,000 ! 3,338,000 27,680,000 6,521,000 2,934,000 3,587,000 3,338,000 27,875,000 7,061,000 3,177,000 3,884,000 | 3,338,000 27,901,000 7,775,000 3,499,000 4,276,000 1 3,338,000 27,651,000 8,771,000 3,762,000 $185,000 4,824,000 3,338,000 27,529,000 9,644,000 3,994,000 346,000 5,304,000 3,338,000 27,723,000 10,197,000 4,125,000 464,000 5,608,000 3,338,000 27,354,000 11,311,000 4,412,000 678,000 6,221,000 $69,654,000 i .... $774,400,000 $137,981,000 $60,419,000 $1,673,000 $75,889,000 the Corporation new investment (column I), the six per cent on Corpora- tion original valuation (column J), and the share of the divisible net receipts (column M), equal to from seven per cent to eight per cent on the purchase price to the city of the property in use. For a description of the method of calculating this amount when the sum of columns I, J, and 45 per cent of column L is over seven per cent, see the “ Note on Item M” on page 341. 339DISTRIBUTION OF REVENUE UNDER PROPOSED PARTNERSHIP ARRANGEMENT BETWEEN THE CITY OF CHICAGO AND THE CHICAGO RAILWAYS CORPORATION, FOR THE YEAR ENDING DECEMBER 31, 1948 A B C D E F G H I J K Gross receipts ......................................$100,468,464 (Revenue from Transportation, including trans- fers, Revenue from Other railway operations, Non-operating income, and Profit & Loss credits.) Deduct: Maintenance......................... (Way & Structures, and Equipment.) Replacements and Renewals Other operating expenses...................... (Power expenses, Conducting transportation expenses, Traffic expenses, General and mis-1 cellaneous expenses, Deductions from gross' income except interest on capital, and Profit & Loss debits.) Estimated to be 63 per cent of Item A Taxes........................................ Expenses of the Board of Regulation and Control except those pertaining to Investment in Road and Equipment ...............................> 63,295,464 Net receipts..............................................$37,173,000 Deduct: City of Chicago: Interest on Traction fund Investment in Road and Equipment at the same rate as Item I ....................................$ 8,535,000 Chicago Railways Corporation: Interest actually paid on capital obligations issued to cover Investment in Road and Equipment made after December 31,1916* (or the day before the plan becomes effective) . 482,000 Interest on Investment in Road and Equipment made prior to January 1, 1917 * (or the day the plan becomes effective) at 6 % a year . . 13,200,000 Regular amortization fund: 1922 to 1926, yi%\ 1927 to 1931, k%; 1932 to 1936, 3^%; after 1936 1%. In all cases calculated on the then purchase price to the City of the property in use, except that in no year shall it be less than in the year just preceeding..............................3,108,000 25,325,000 L Divisible net receipts carried forward..................................$11,848,000 * The estimates of results assume the plan to become effective on this date. 340$11,848,000 L Divisible net receipts brought forward .... distributed as follows: M Chicago Railways Corporation: 45% but never less in any year than 1% of the Gross receipts (Item A) nor more than enough to make the total return in any year 8% on the purchase price to the City of the property in use—see “Note on Item M” . . . $4,093,000 N City of Chicago: 55% less any amount necessary to make the Corporation’s share of the Divisible net receipts (Item M) equal in any year to 1% of the Gross receipts (Item A). Such drafts to become a first lien on any excess in subse- quent years of the Corporation’s share of the Divisible net receipts (Item M) over 1% of the Gross receipts (Item A)........................... 6,516,000 O Special amortization fund: Excess income allotment as defined in “Note on Item M”............................................ 1,239,000 NOTE ON ITEM M The sum of items I and J, and 45 per cent of item L, is the total potential income of the Corporation, and for the purposes of this note is designated “Income fund.” The amount of the Income fund in any year in excess of 7% on the purchase price to the City of the prop- erty in use, is designated “Excess income.” This Excess income is divided as follows: 1. When not greater than 1 % of the purchase price: To the Corporation, f. To the Special amortization fund, £. 2. When greater than 1% but not greater than 2% of the purchase price: To the Corporation: |% of purchase price plus J of the amount over 1 % of the purchase price. To the Special amortization fund: £% of the purchase price plus § of the amount over 1% of the purchase price. 3. When greater than 2% of the purchase price: To the Corporation: 1 % of the purchase price. To the Special amortization fund: All over 1 % of the purchase price. The effect of this distribution of the Excess income is to limit the Corporation’s return in any year to 8 % on the purchase price to the City of the property in use. 341342 SUPPLEMENT TO REPORT Census and that the year 1916 is considerably better than the previous years and covers a period of very unusual financial and economic con- ditions, the Commissioners have thought it wise to err on the side of conservatism and have, therefore, used the lower figures for population and rides per capita which have just been detailed. The transfer revenue is estimated at an arbitrary figure, which is $500,000 for 1917. The traffic investigation showed that approximately 9,000,000 people a year transferred between the surface and the elevated lines, for which they paid five cents or a total revenue to the companies of $450,000. It is believed that a reduction of this charge from five cents to two cents will increase the number of passengers transferring in the first year to 2^ times, which would mean there would be no decline in the gross receipts on account of this reduction. It is assumed that this transferring would continue to grow, so the estimated transfer revenue is increased $100,000 each year for 10 years, making it $1,500,000 in 1927. After 1927 it is held at $1,500,000 to the end of 1950. This does not mean that the charge for a transfer is not reduced, as it is estimated that a reduc- tion from two cents to one cent would, in a very short time, double the number of passengers transferring. This would bring the transfer revenue back to the same amount at which it stood when the reduction was made. No prediction is made in these estimates as to when the transfer charge will not be necessary, as that depends entirely on the service and the extension requirements imposed on the Corporation by the board of Regulation and Control and the City Council. However, in making the calculations for the curves, showing complete amortization, no transfer revenue is assumed after 1950 and curves, showing the result of assuming no transfer revenue from the start, are also given. The sum of the cash fares and the transfer revenue makes the total estimated passenger revenue. Other revenue from transportation, such as special car revenue, mail revenue, express revenue, etc., together with revenue from other railway operations, such as advertising, parcel room receipts, station concessions, rentals, etc., and non-operating income, composed of miscellaneous rent income, net income from miscellaneous physical property, and profit and loss credits, consisting of adjustment of items applying to prior fiscal years, are all combined in a single arbitrary figure, which is assumed to be $1,100,000 in 1917, increasing gradually until it reaches an estimated total of $3,000,000 in 1950. The sum of the passenger revenue and the item just described is the estimated gross receipts of the unified system. This figure totals $44,010,635 in 1917 and $104,500,000 in 1950. It is on these estimated gross receipts as a base, that the operating ratio is calculated. All the figures just discussed are shown for each year in columns 1 to 8 on pages 334 and 335.MILLIONS OF DOLLARS SPEC ML AMORTIZATION FUND DISPOSITION OF GROSS RECEIPTS 100 PER CENT TRACTION FUND GROSS RECEIPTS UNIFIED SYSTEM SURFACE-ELEVATED-SUBWAY OPEPAT/NG EXPENSES, TAXES YEARS344 SUPPLEMENT TO REPORT Operating Ratio This is taken at 65 per cent of the estimated gross receipts for the first six years, 64 per cent for the next four years, and 63 per cent for the remain- der of the term to 1950. This percentage is estimated to cover the same items as are now deducted from the gross receipts, to obtain the divisible net receipts of the Chicago Surface Lines. It includes such items as maintenance of paving in city streets, street sprinkling, and street clean- ing, all of which in 1915 amounted to over $486,000. It does not include anything for taxes now paid by the elevated railroads which are not paid by the Surface Lines, such as loop compensation, precentage of gross earnings tax, mileage tax, and car licenses, all of which during the calendar year 1915 amounted to over $176,000. Deductions from Gross Receipts The deductions from gross receipts intended to be covered by the operating ratio just described are defined in the note, page 335. The terms used are those of the Uniform System of Accounts for Electric Railways pre- scribed by the Interstate Commerce Commission. These will be found detailed on page 340 as items B, C, D, E, and F. Net Receipts The amount of this item for any year is shown in column 11 on page 335. This column 11 is carried to page 336 as column G. Deductions from Net Receipts The amounts deducted from the net receipts to get the divisible net receipts are shown for each year in columns H, I, J, K, and 9 on pages 336 and 337 and are described in detail below. Interest on Traction Fund Investment—Column H, page jj6. This will be at the same rate actually paid to the Corporation on obligations issued to raise funds invested in road and equipment, and invested at the same time that the City invests its traction fund. As interest on the Corporation’s new investment is calculated at per cent a year, this interest on the traction fund is calculated at the same rate of 5^ per cent which is applied to column 1 of this statement. The Commissioners believe this interest rate of per cent is high enough to secure par for the Corporation’s bonds. If, however, the City desires to obtain the maximum service from the total capital invested, and in the event that the Board of Regulation and Control permits the Corporation to issue bonds at a discount, then the Commissioners would consider it unwise to burden the unified system with a rate of interest on the traction fund investment high enough to provide for the equivalent ofFINANCIAL PLAN 345 discounts and commissions paid by the Corporation, but not actually paid by the City. The Commissioners base this recommendation on their belief that maximum service is more important to the City than maximum return to the traction fund. Interest on Corporation New Investment—Column I, page 336. This represents the actual disbursements made by the Corporation for interest on the obligations issued by it to raise money for investment in road and equipment after this plan becomes effective. There are certain expenditures which will have to be made and dis- counts allowed by the Corporation in raising capital for the new invest- ment in road and equipment which will not have to be incurred by the City prior to investing its traction fund. In the estimate of the new capital requirements of the system for investment in road and equipment, nothing is included to cover these expenditures. There is, however, an allowance added to cover such expenditures and discounts in connection with the refunding of the capital obligations maturing in 1927 and earlier. For the purpose of estimating the results of the financial plan this interest is taken at 5F2 per cent of the estimated capital requirements for investment in road and equipment, which estimate does not include the items just discussed. This does not mean that the obligation necessarily bears interest at the rate of 5^ per cent on its par value. The amount is based on the second column on this statement. Six Per Cent on Corporation Original Valuation—Column J, page 336. This is six per cent on the amount shown in column 3 on this statement, which is the estimated purchase price to the City, to be written into the proposed new ordinance. How this initial purchase price is calculated, is described on page 330. Regular Amortization Fund—Column K, page 337. This is the first of the funds to be used to acquire the property for the City. It is an amount deducted annually from the net receipts. It begins five years after the acceptance of the plan by the Corporation and runs for five years at of one per cent, another five years at y of one per cent, five years more at y of one per cent and thereafter remains stationary at one per cent. The amount on which this percentage is taken is the purchase price to the City of so much of the investment in road and equipment as is in use, except that the amount for any year is never less than the amount for the year just preceding. When the amount is calculated as a per- centage of the purchase price of the property in use, the base is the sum of columns 2 and 3 on this statement for the preceding year. Total Deductions—Column p, page 337. This is the sum of columns H, I, J, and K and is the amount deducted from the net receipts to obtain the divisible net receipts.346 SUPPLEMENT TO REPORT Divisible Net Receipts The divisible net receipts which are divided between the City and the Corporation are shown for each year in column L on page 337. An explana- tion of the shares into which this item is divided follows. Distribution of Divisible Net Receipts Corporation1 s Share—Column M, page 337. This is the amount which goes to the Corporation. It is 45 per cent of the divisible net receipts but is never to be made less than one per cent of the gross receipts by any act of the City. In those years in which the 45 per cent of the divisible net receipts may fall below one per cent of the gross receipts due to an act of the City, the City’s share is drawn on to make up the deficit. Such drafts on the City’s share are reimbursed in subsequent EXPLANATION OF THE UPPER CHART ON THE OPPOSITE PAGE This chart shows the rate of return to both the City and the Corporation. The City’s return is figured on two bases. In one calculation the amortization moneys are treated as income when deducted, and as principal after they have been used, in the other, the amortization, whether through the amortization funds or through the traction funds, is ignored. City’s Return Including Amortization Income: (a) Interest on traction fund. (b) Regular amortization fund in the year in which it is deducted from the net receipts. (c) 55 per cent of the divisible net receipts. (d) Special amortization fund in the year in which it is deducted from the Corporation’s 45 per cent. Principal : (1) Traction fund invested in new property. (2) Regular and special amortization funds beginning with the year in which they are used to amortize the Corporation’s title to property. (3) Traction fund used for amortization beginning with the year in which it is used to amortize the Corporation’s title to property. City’s Return Omitting Amortization Income: Omit items “b” and “d” just detailed. Principal : Omit items 2 and 3 just detailed. Corporation’s Return Income: (a) Interest on investment in new property. (b) Six per cent on original valuation. (c) Corporation’s share of the divisible net receipts. Principal: (1) Original valuation. (2) Investment in new property. (3) Less all amortization whether occurring through the regular or special amortization funds or through the traction fund.RATES OF RETURN 100 PER CENT TRACTION FUND UNIFIED SYSTEM SURFACE-ELEVATED-SUBWAY C/TYS RETURN INCLUDING AMOR7 IZAT/ON C/TYS RETURN OMITTING AMORTIZATION RATIO BETWEEN INVESTMENT IN ROAD AND EQUIPMENT AND GROSS RECEIPTS UNIFIED SYSTEM SURFACE-ELEVATED-SUBWAY YEARS348 SUPPLEMENT TO REPORT years as soon as the Corporation’s 45 per cent is greater than one per cent of the gross receipts. The effect of this is that the Corporation’s share, having once fallen below one per cent of the gross receipts, due to some act of the City, the Corporation never receives as its share of the divisible net receipts more than one per cent of the gross receipts until the City has been entirely reimbursed for the drafts made on its 55 per cent share of the divisible net receipts to make good to the Corporation this minimum. If in any year the City’s 55 per cent is not sufficient to make up to the Cor- poration this minimum, that is, if the divisible net receipts should fall below one per cent of the gross receipts, then such deficit becomes cumu- lative and is paid out of the City’s share in future years. Such deferred payments from the City’s share to the Corporation become a lien on the Corporation’s share in subsequent years when it is over one per cent of the gross receipts. The drafts and repayments are shown in columns 14 and 15 on this statement. The amounts in column 14 are the amounts drawn from or refunded to the traction fund during the year, drafts being preceded by a minus sign. Column 15 shows the accumulated drafts at the end of any year. The 4‘act of the City” which causes the estimated draft on the City’s share of the divisible net receipts in 1922 is requiring the Corporation to carry on the very heavy construction program outlined by the Com- missioners beginning on page 31 of the Report. Such extensions cannot be made merely for the immediate needs of the situation, but must be built for the future. Special Amortization Fund—Column 0, page 337. This is the assumed allotment of the “Income Fund” defined on page 341, over and above seven per cent on the purchase price to the City of the property in use. As explained on page 341 in the note on item M, it consists of ^3 of the income fund over seven per cent on the purchase price if the income fund is not greater than eight per cent of the purchase price. In those years in which it is greater than eight per cent of the purchase price, but not greater than nine per cent, this item consists of 3^3 per cent of the purchase price, plus % of all the income fund over eight per cent of the purchase price. In those years in which the income fund is greater than nine per cent of the purchase price, this item, consists of one per cent of the purchase price, plus all of the income fund over nine per cent of the purchase price. The effect of this provision is to limit the Corporation to a maximum return in any one year of eight per cent on its unamortized investment in road and equipment in use. City's Share—Column N, page 337. This is the City’s estimated share of the divisible net receipts, regardless of the fact that the City may or may not receive this amount in cash at once. If any drafts have been made on the City’s share to make good to the Corporation the one per cent minimum, as explained under the caption “Corporation’s Share—ColumnFINANCIAL PLAN 349 M, page 337,” such drafts are shown in column 14 on this statement pre- ceded by a minus sign and repayments are shown in the same column with the plus sign understood, so that to obtain the actual amount of cash received by the City in any year it is necessary to take the sum of columns N and 14 on this statement. Drafts on and Payments to the Traction Fund—Columns 14 and 15, page 337. The estimated annual drafts on the traction fund to make good to the Corporation the one per cent minimum, as explained under the caption “Corporation’s Share—Column M, page 337,” are shown in col- umn 14 on this statement preceded by a minus sign. The estimated annual refunds to the City on account of these drafts are also shown in Column 14 with the plus sign understood. Column 15 shows the accumu- lated total of the drafts which have not been refunded at the end of any year. It should be noted that the estimated results of the financial plan show a draft on the City’s share in only one year, 1922, and that the amount is entirely refunded during the next three years. Graphic Charts and Income Statement On page 343 will be found a chart which shows the disposition of the gross receipts. The ordinates between zero and the first curve represent the figures shown in column 10 on page 335. All of the other ordinates in regular order, going from this first curve to the top curve, represent re- spectively the figures shown in columns H, I, J, K, M, O, and N on pages 336 and 337. There will be found on pages 340 and 341a description, in the form of an income statement, which shows the disposition of the gross receipts. The letters used there to designate the items are the same as those used to designate the columns on pages 336 and 337, which show the amount of these items for any one year.CHAPTER XII VALUATION OF THE CHICAGO ELEVATED RAILROADS In considering the question of the valuation of the elevated railroad properties of Chicago, the distinction between value and cost must be kept clearly in mind. The value of the various elements to be recognized in a property may vary quite widely, depending upon the purpose for which the valuation is made or the use to which the property is to be put. Thus the valuation placed upon a property by tax assessors frequently is far below a valuation placed in a condemnation proceeding where the prop- erty is taken from the owner for public use by process of law. Many related facts in the valuation of such an extensive and com- plicated system as the elevated railroads of Chicago, should be taken into consideration in order to place a value, which, in the language of the ordi- nance, “ shall be fair and just to the City and to the Companies and in accordance with sound engineering practice.” The value of a ton of coal ready for delivery into the bins of a purchaser may be definitely and accu- rately determined by recognized standards, such as analysis of the heat units and other chemical constituents of the coal which would fix its quality as a fuel. A further accurate determination of the quantity and the cur- rent market price of this quality and quantity of coal would require only a simple calculation to determine the value without much room for the exercise of personal judgment or special training on the part of the valuator. However, in the valuation of a system of elevated railroads covering a large city, the construction of which has been conducted over a period of from 20 to 25 years, there are many elements of both cost and value that are entirely beyond the possibility of physical examination, measure- ment or exact computation, especially in the absence of many of the original cost records. To make a valuation of this nature, a base figure must be reached, to or from which additions or deductions are to be made, according to the judgment of the valuator, to cover the non-physical costs and other elements of value above referred to. In the case of the Chicago elevated railroads a determination of the Reproduction Cost New, depreciated in accordance with the condition or age of the physical property, gives a base figure to which the other costs may be applied. From the resulting figure the Commissioners are able, by the application of their personal experience with organization, con- 350VALUATION OF THE CHICAGO ELEVATED RAILROADS 351 struction and operation of properties of this character, to reach a decision as to the value of these properties as a whole. In placing a value upon the elevated railroad properties, the Commis- sioners have endeavored to follow the general spirit of the provisions of the ordinance in so far as reference has been made therein to this subject. The ordinance of January 31, 1916, directs the Commissioners to develop a financial plan for the carrying out of their recommendations as to physical construction and reconstruction required, and as a basis for the unification under one management of the surface and elevated prop- erties. The valuation of the elevated railroad properties is referred to in Section 2 of said ordinance in the following words: "And if it is necessary for their purpose to place a valuation upon the properties of the elevated railroad companies, they shall value these properties as they may deem fair and just and in accordance with sound engineering practice.” In Section 3: "2. A valuation of the elevated properties, using, so far as possible, information involved in any previous valuation or former investigation.” " 7. A financial plan, based upon the present valuation of the surface lines and the valuation to be made of the elevated lines; also covering the additional capital, if any, required from the companies for subway purposes and for the extension of the ele- vated lines.” In the financial plan developed by the Commissioners in accordance with the instructions of the ordinance, the value placed upon the elevated railroad properties is used as the figure to be added to the Purchase Price of the Surface Lines, as fixed by the 1907 ordinances, together with new capital to be supplied by the Corporation, to form a new Purchase Price for the entire consolidated and unified system. The valuation referred to in the ordinance, as having been previously made on the elevated properties, as well as the valuation made upon the surface line properties, upon investigation, is shown to be a determination of Present Value by means of fixing a Reproduction Cost New, depreciated to correspond to the then physical condition and with allowances for over- head and other items usual in valuations of this class. In determining the figure at which the Commissioners recommend the elevated railroads should be combined with the Surface Lines and the new capital to form a new Purchase Price, they have developed a valuation based upon a Reproduction Cost New, less depreciation, following the same methods of determining Cost New as adopted in the case of the pre-352 SUPPLEMENT TO REPORT vious Surface Lines valuations and the previous valuations of these same elevated properties except as follows (taken from pages 43 and 45 of this Report): “. . . . The original cost of these rights of way to the companies included damages to parts of tracts not taken, damages to buildings on parts of tracts not taken, demolition of buildings, excess price above market value of the land actually acquired for rights of way, which the railroad companies may have been compelled to pay, and acquirement cost, inter- est and taxes on the above items. The items above mentioned, however, have been excluded by advice of the Commissioners’ counsel as being improper to add to the present (instead of original) bare land value of the rights of way. ...” “. . . . Having in mind all of these considerations, the Commis- sioners have fixed 11 per cent on the valuation of the properties, as other- wise found, as a fair and just and proper allowance for these particular expenditures and elements of value; and, as the ordinance under which this Commission is constituted expressly requires the Commissioners to value the elevated properties, ‘as they may deem fair and just, and in accordance with sound engineering practice, ’ and to recommend a financial plan, based upon the present valuation of the Surface Lines, and the valu- ation to be made by them, of the elevated lines, the Commissioners include this allowance of 11 per cent in the estimate of value made by them for the purposes specified in said ordinance. The Commissioners finally fixed 11 per cent as an agreed compromise of originally divergent views of the individual Commissioners as to the proper percentage to be added for the items in question.........” Certain other items were omitted as, for instance, the old right of way of the Oak Park Elevated, north of Lake street, extending to the Hum- boldt Park district. Such items the Commissioners have decided should best be omitted for the reason that they are not now used or useful for rail- road purposes, and should be referred to the interested parties for ad- justment and settlement, when the ordinance is drawn putting these recommendations into effect. Upon the Right of Way of the elevated railroads there was placed by the Commissioners a present value based upon the present average square foot value of the bare land, as determined by a board of three real estate experts, Messrs. William A. Bond, Wyllys W. Baird and Mark Levy. In this Report it is necessary to separate physical property into Right of Way and Other Physical Property. All parts of the property, other than that classed as right of way, will be designated as Other Physical Property. However, buildings that are not used directly in the operation of the railroad are classed under Right of Way.VALUATION OF THE CHICAGO ELEVATED RAILROADS 353 Interstate Commerce Commission’s Classification of Accounts The method of compiling the various items fixed by the Commis- sioners, in order to reach their decision upon a Reproduction Cost New and a Present Value of the elevated railroad properties, will be found summarized in a table of 23 items on page 396. This survey was based upon a segregation of the physical property into 14 principal plant accounts, which had been in use in previous valuations of these properties (shown in the table, page 394). However, in order to present the valuation as made by the Com- missioners on a recognized standard accounting basis, it has been reclassi- fied, in accordance with the 50 Road and Equipment accounts of the Uniform System of Accounts for Electric Railways prescribed by the Inter- state Commerce Commission, effective July 1, 1914, and adopted as stand- ard by the American Electric Railway Accountants’ Association October 13, 1914. In the detailed analysis of methods of valuing the various items by these individual Interstate Commerce Commission accounts, will be found full definitions of the overhead percentages which the Commissioners applied in arriving at the various items and totals. A comparative exhibit is also appended, pages 394 to 395, which pre- sents the values reached in the previous valuations of the elevated railroads grouped in 14 principal plant accounts. This table also gives in the final totals a comparison between the valuations on the basis of the prop- erty existing in 1912. The Chicago Traction and Subway Commission’s totals, including additions to the property from 1912 to 1916, are shown in the last right hand column. GENERAL PRINCIPLES APPLIED IN DETERMINING COST OF PHYSICAL PROPERTY The Real Estate of this property consists principally of rights of way upon which the structure is built, station sites, and land upon which power stations, substations, car barns, yards and other railroad buildings and structures exist. There is also included property bought and held for elevated railroad extensions, terminals, etc. As a basis for the real estate valuation, the above mentioned Com- mittee of real estate experts was employed to supply the Commissioners with the present fair market value per square foot of the average price of the naked land as part of the original tracts, leaving to the Commissioners the adjustment of the other items allowable in railroad right of way valua- tions. The valuation submitted by the Real Estate Committee, as set forth in their signed report, is as follows: 23354 SUPPLEMENT TO REPORT Chicago, III., June 30, 1916 Mr. Wm. Barclay Parsons, Chairman, Mr. Bion J. Arnold, Mr. Robert Ridgway, Commissioners of Chicago Traction and Subway Commission, Chicago, 111. Gentlemen : As requested by your Chief Engineer, Mr. Henry M. Brincker- hoff, in his letter of April 7, 1916, we have personally inspected and considered the fair, present square-foot value of the various original tracts of land, exclusive of buildings or structures, all or a part of which are owned, leased or occupied by the CHICAGO & OAK PARK ELEVATED RAILROAD COMPANY METROPOLITAN WEST SIDE ELEVATED RAILWAY COMPANY NORTHWESTERN ELEVATED RAILROAD COMPANY and SOUTH SIDE ELEVATED RAILROAD COMPANY as shown by the plats you have furnished us and which are re- turned as a part of this report. In our opinion the fair, present value of said original tracts, exclusive of buildings or structures thereon, is, in severalty, as set forth on schedule forming part of this report. Applying these average square-foot values to the lands now owned or occupied by said railroads as rights of way, produces (as computed by your office),—together with our appraisal of the leasehold estates of said railroads (the buildings of which were valued by your office),—the total sum of THIRTEEN MILLION, SEVEN HUNDRED FIFTY-NINE THOU- SAND, FOUR HUNDRED TWENTY-SIX AND 53/100 DOLLARS ($13,759,426.53). This sum does not represent the total value of the railroad rights of way, but is only the average value of said lands as a portion of the original tracts. Very respectfully yours, (Signed) William A. Bond, Wyllys W. Baird, Mark Levy, Real Estate Committee. The above report was accompanied by a complete list of all the tracts owned by the four elevated companies, with the square-foot value for the bare land fixed for each tract, some 1,100 tracts in all.VALUATION OF THE CHICAGO ELEVATED RAILROADS 355 Reproduction Cost New—Present Value Reproduction Cost New of the property was fixed as of June 30, 1916, using 10 year average unit prices for some items subject to wide fluctua- tions, such as copper and steel. This method avoids any unusual or inflated prices, such as exist at the present time, when war prices are governing the markets. To the bare construction cost thus obtained there have been added carrying charges (interest and taxes) during construction, and allowances to cover the engineering, contingencies, legal, administrative, and all other preliminary expenses of the Company, as later detailed under the individual plant accounts. After establishing the Cost New of the property, it was depreciated, according to age and physical condition, the result thus produced being its Present Value. Construction Period On physical construction items, it is customary, in estimates of this nature, to assume that the work is carried on continuously and uniformly for the period, resulting in payments growing from zero to the full cost by the end of the period. Three years was determined upon as a reason- able period for the construction of the whole property. In the case of real estate it has been assumed that the land and Right of Way had been acquired and paid for at the beginning of the construction period. Quantities Used Quantities stated in the valuations of The Harbor and Subway Com- mission of the City of Chicago and of A. L. Drum & Company, both of 1912, were used for this valuation, after checking and correcting, for prop- erty discarded since the date of these valuations. A complete inventory was also made of the property additions since January 1, 1912. General dimensions and kind of construction for both structures and buildings were obtained from measurements and inspection in the field and from drawings on file in the Companies’ office. These measurements were used in checking the quantities given in the former inventories. Fol- lowing is a table showing the field check and office check applied in each case. By the office check is meant the calculations of quantities as taken from the Companies’ office records and drawings. Checks on the lengths of cables, running and third rail, structures, etc., were scaled from maps and drawings.356 SUPPLEMENT TO REPORT Verification of the Office and Field Check and Field Inspection On Various Quantities in Percentages of the Whole Items Field Verification Office Verification Foundations 10 Per Cent 100 Per Cent Structural Steel 10 “ 100 l i Track 35 75 Pavements 25 80 i l Third Rail 25 90 i i Special Work 90 95 a Yards 10 80 Interlocking 90 95 Power Stations 75 75 u Substations and Batteries 75 75 Transmission Lines 55 75 i < Rolling Stock 5 41 50 i i Stations, Buildings, etc 55 60 u Office Fixtures, Tools, etc 5 10 Unit Prices It was found necessary to make a complete study of unit prices to take care of the lapse of time since the last valuation, as changes in the prices of materials and labor were found to have varied considerably since that date. An extensive study of the market quotations on material indicated that a io-year average was the fairest basis of price for the fluctuating items. So far as possible, actual contract costs have been used, gathered as the result of the experience of the Commissioners and the Engineering Staff. In other words, it has been the idea to create a Cost New, based upon the actual delivery of the various structures, at prices such as a contractor would deliver them erected ready for use by the Company. From a study of the diagram on page 357, showing the range of copper prices for the past 20 years, can be seen the reasonableness of choosing the 10-year average. This diagram is representative of the market trend of other materials. The 10-year average, indicated by the heavy line, shows no marked fluctuations, and from inspection can be seen to be a fair basis. Upon items on which contract prices erected could not be applied, the construction was assumed to be done by day labor, and labor costs were made comparable with wages paid in Chicago. Allowances were also made for freight charges, handling the material in the material yard and at the site of the work. Depreciation Depreciation in most items was determined by what is known as the straight line method. This method is based on the estimated useful life of the various structures and equipment included in the property. The straight line method of depreciation can be best understood by considering a portion of the property having a life of 100 years. Thus,o Ul a> o WnO ■a © QKinOd H3d S1KI3D 357358 SUPPLEMENT TO REPORT for one year the structure would be depreciated one per cent, in 25 years 25 per cent, and so on. Where the material entering into the structure has a scrap or salvage value, depreciation has been applied only to the difference between the scrap or salvage value, and the Cost New. This difference is known as the wearing value. Salvage Values. Scrap prices of material were obtained from market quotations using 10-year averages of market prices. The cost of handling or dismantling was deducted from the scrap prices, the difference repre- senting the net salvage value applied. In determining salvage values of structural steel it was assumed that an acetylene torch would be used for cutting the metal apart and a loco- motive crane for loading the dismantled structure into cars. Salvage values of rolling stock were obtained by applying the 10-year average market price of the various metals obtained after dismantling the cars, from which is deducted the cost of labor of dismantling. Actual weights of the metals obtained in each class of equipment were used. Wooden parts of car bodies were given no salvage value. This method resulted in the following weighted average salvage value, expressed in per cent of Cost New: Wooden Cars: Motor........................................2.6 per cent Trailers.....................................1.7 “ 4 4 Composite Cars: Motor....................................... 3.2 44 44 Trailers.....................................2.1 4 4 4 4 Steel Cars: Motor and Trailers.................. . 3.6 4 4 4 4 A salvage value for power station equipment was applied at the rate of $1.50 per kilowatt on the manufacturers’ rating of generating units. This included engines, generators, boilers, condensers, piping, etc. This price is based on the value actually received for a steam power plant of similar type. Following is a table giving the 10-year average market price for scrap and salvage value of the metals involved in this valuation. Cost of dis- mantling has been deducted in each case. Ten Year Average Market Scrap Prices Items Scrap Price Salvage Value Aluminum 17.13^ per lb. 14.28“ “ 14-73(4 “ “ 4-29(4 “ “ $12.50 per ton $14-50 “ “ $12.50 “ “ 16.24^ per lb. 14.28^ “ “ 12.93(4 “ “ 4.24^ “ “ $ 3.75 per ton $12.18 “ “ $12.50 “ “ Copper—Wire Copper—Heavy Cut Lead—Heavy Scrap Steel—Heavy Melting Rail—Running and Third Rail Frog and Switch Scrap VALUATION OF THE CHICAGO ELEVATED RAILROADS 359 Life of Structures and Equipment. The life of structures and equip- ment has been taken to be dependent upon physical wear, decay, obso- lescence and inadequacy. In addition to the life of equipment or structures, whose useful life was determined by physical wear, obsolescence or inadequacy, the per cent condition of some parts of the property has been determined from inspection, where unusual conditions made such a method necessary, as described under special work. Physical Wear. The life determined from physical wear is readily found from measurements of the part that may be worn. For instance, trolley wire will break or become dangerous when its section has reached a certain minimum size resulting from wear. From such measurements the condition per cent (i. e., the per cent of wearing area not allowing for value of scrap) of the trolley wire may be determined and compared with the minimum safe size allowable, to find the remaining wearing life and value. Condition per cent as used in the following description and in the Detailed Summaries, accompanying this Report, in connection with the actual present condition of physical property, is here defined. It does not necessarily refer to the money ratio alone, i. e., the Present Value in per cent of Cost to Reproduce New, but rather to the physical ratio, i. e., the per cent of the total useful life of the article valued remaining at the time of the valuation, or the actual physical condition, as determined by inspection. In all cases where scrap values are listed herein, this condition per cent represents the actual per cent of useful life remaining in the part in question, and to the corresponding wearing value remaining must be added the scrap value or salvage to obtain the actual Present Value, as listed in the right hand column of the tables in the above mentioned summaries. Where scrap value is not listed or does not exist, the condition per cent then represents the per cent of useful life and value remaining, whether applied on an age basis or assigned by physical inspection. In all cases the wearing value multiplied by the condition per cent, plus the scrap value, if any, will give the true Present Value. Decay. Decay is due to the action of the elements and to the age of the parts, and is illustrated by taking, for example, timber ties and wooden guard rail. In time, timber finally deteriorates from rot so that its strength is impaired and it becomes unsafe for operation, requiring renewal. The term decay, as here used, may also be applied to structural steel where the metal deteriorates from the elements and the effects of corrosive gases, causing it to gradually rust and waste away. This process is retarded when the structure is protected with paint by the usual method of maintenance. Obsolescence. Obsolescence is due to the lowering of the value of structures or equipment, through the progress of the art, where more360 SUPPLEMENT TO REPORT efficient and economical operation may be brought about by adopting more modern equipment. As an example, power plant equipment may be replaced before being actually worn out, as in the case of steam recipro- cating engines being replaced by steam turbines, because actual economise are thereby brought about, due to increased efficiencies sufficient to war- rant the change. Inadequacy. Inadequacy generally results from the necessity for the replacement of structures or equipment with those of greater size or capacity than formerly needed. Deferred Maintenance. Deferred maintenance is a term applied to excessive physical depreciation, to properties which have not at all times been maintained in a condition which is recognized as a proper standard to insure safety and economy. Such condition results from deferring some maintenance expenditures which should have been taken care of in the ordinary upkeep of the structures. Such deferred maintenance has been considered in this valuation as part of the depreciation and has been applied on items where found. In such items as running rail and third rail, the condition has been determined by measurements of physical wear. Unit prices will be found in the condensed table, pages 398-401, and in the detailed valuation exhibits transmitted with this Report. Contingencies In the construction of all large works, expenditures are met with that are unforeseen and do not appear as individual items in the completed structure. To cover such omissions and miscellaneous construction costs, where it was not possible to identify such costs in detail, five per cent on $43,961,481. or the Cost to Reproduce New has been used. Such costs were depreciated along with other costs. Plant Development Costs Plant development costs are allowed where actual money has been spent in perfecting the more permanent physical structures not subject to frequent renewals. This includes such items of expense as raising the structure where steam roads have carried out track elevation work, includ- ing the cost of the temporary structure, where such temporary structures were necessary for keeping the road in operation, but not including the cost of the structural steel or foundations. This cost has been placed at a reasonable figure to cover such expense. Expense, incident to improving car equipment, and other similar items, has not been included. The total of these items allowed amount to $382,388, or to $415,335 if including paving on City property and bridge easements, as summarized on page 397. For detail see tables on valuation.VALUATION OF THE CHICAGO ELEVATED RAILROADS 361 Previous Valuations of the Elevated Properties The previous valuations of the elevated properties, referred to in the ordinance, were as follows: Under date of November n, 1911, The Chicago Harbor and Subway Commission was created with John Erickson as Chairman and E. C. Shank- land and J. J. Reynolds; George Weston was later selected as an addi- tional member of the Commission. This Commission appointed Joseph Donnersberger as their Real Estate Valuator. The elevated railroads employed Professor George F. Swain of Harvard University, as a special engineering representative, on what was commonly known as the Valuation Committee, also A. L. Drum & Company, consulting and construction engineers, to make a detailed inventory and valuation of the properties, with Messrs. Clark and Trainer to value the companies’ real estate. These two valuations were carried along simultaneously. Agreements were made for the most part on the quantities used in the valuation. The larger differences in the final totals were due to the unit prices applied, the method of depreciation, and elements considered in determining the real estate value. The Harbor and Subway Commission made its report on May 8, 1912, and A. L. Drum & Company made their report on January 31, 1912. Pro- fessor Swain found it necessary to submit a dissenting report on April 30, 1912, which report was reprinted on May 9, 1912, with the addition of the final figures of The Harbor and Subway Commission. All of the above valu- ations were made as of January 1, 1912. During 1914 a valuation of the elevated railroads was made as of January 1, 1915, by the Commissioner of Public Service of the City of Chicago and submitted under date of December 22, 1914, to Mayor Carter H. Harrison. Authority for making this valuation for the City does not appear. DETAIL STATEMENT OF INDIVIDUAL ITEMS ARRANGED IN ACCORD- ANCE WITH CLASSIFICATION OF ACCOUNTS FOR ELECTRIC RAILWAYS AS PRESCRIBED BY THE INTERSTATE COMMERCE COMMISSION WAY AND STRUCTURES 501—Engineering and Superintendence Engineering and superintendence includes salaries and expenses of an expert staff in the engineering department of the elevated property and of consulting engineers and their technical and designing forces, making studies of preliminary and general plans for the safe and economical design of the structure, power system, and equipment. Such special and pre- liminary studies involve designs of the elevated structure and bridges.362 SUPPLEMENT TO REPORT Many designs of the elevated structure are necessary to determine the most economical and best adapted design for the particular needs in each dis- trict. The design of foundations includes a determination of the bearing quality of the soil and the particular conditions in the business or residential districts. Studies of track standards, interlocking systems, power stations, substations, rolling stock and motive power must be made and determined in detail. For the item of engineering, the following percentages have been applied by the Commissioners: (1) Two per cent on $14,693,467, or the value of the total rights of way, lands used and useful in operating the road, buildings and easements. This engineering is not considered depreciable. (2) Five per cent on $43,961,481 or the Reproduction Cost New of physical property other than items mentioned in (1) above, plus the item of contingencies on physical property ($2,198,074) equivalent to five per cent on a total of $46,159,555. This item (2) was depreciated by the actual accrued physical depreciation, i. e., by the difference between engineering on Reproduction Cost New plus contingencies ($46,159,555) and Present Value plus contingencies ($36,391,291). The foregoing items, however, do not cover the actual overhead costs during construction of work which was done by day labor or by company forces and to which contract prices were not applied. Therefore, to bring these prices to a basis comparable with prices paid for similar work actually contracted for, a total of 9.8 per cent has been applied to cover field engin- eering and supervision, interest on the investment in construction material and plant, liability insurance, profit, etc., on all such work as covered by the following construction accounts (Numbers 504 to 508, inclusive, 510 and 521). The following statement shows the method used in arriving at the 9.8 per cent mentioned above: Field engineering and superintendence . . . . . 3.5 per cent Interest and profit—8% on or an average of 2%, of total funds invested continually for three years . . 6.0 “ “ Liability insurance, $2.11 on $100 of pay roll, based in in this case on labor being 15% of total labor and material...........................................0.3 “ “ Total............................................ 978“ “ “ 502—Right of Way This account includes cost of land used directly for operation of the railroad for roadway, and includes, according to the Interstate Commerce Commission’s Classification of Accounts, expenditures as enumerated below: “Expenses of appraisals, or juries, commissioners, or arbi- trators in condemnation cases; cost of removal of buildings (if uponVALUATION OF THE CHICAGO ELEVATED RAILROADS 363 right of way, and not included in property purchased); commis- sions paid outside parties for purchase of properties for these purposes; cost of plats, abstracts, notarial fees, recording deeds, etc.; payments for abutting damages and legal services in suits connected therewith; assessments levied by public authorities or amounts payable for the construction or the improvement of roads, streets, sidewalks, curbs, gutters, sewers, ditches, etc. (except paving).” Acquisition Costs. By advice of counsel, in lieu of the above classified items, the following general allowance was added to the naked land value, established by the Real Estate Committee. To cover costs of condemnation, surveys for titles, securing abstracts and titles, commission on real estate sales in acquiring lands, buildings, leaseholds, and special assessments for local public improvements during the construction period, an item of io per cent was allowed on $13,231,944, the naked land value of all lands owned, used or useful for railroad pur- poses, together with buildings and value of leaseholds. This item of acquisition costs was not depreciated. In the above, the buildings referred to as now owned do not include power stations, substations, passenger stations, etc., etc., which structures were included in the valuation of the other physical properties. The value of a leasehold in this Report is based upon the capitalized value of the excess rental that the property would now bring above the rental required by the existing lease. Both the assumed and the actual rentals are based on the same rate of return on the original and present appraised values of the property. Certification of Ownership. The ownership of the various tracts which were valued by the Real Estate Committee, as being the lands owned or occupied by said railroads, was accepted upon affidavit of Mr. Addison L. Gardner, General Attorney for the company, whose certificate, dated. June 29, 1916, reads in part as follows: ‘ ‘ I do hereby further certify that the real estate, leaseholds and ease- ments included in the accompanying report of Wm. A. Bond, Wyllys W. Baird and Mark Levy and designated in said report by reference to tract numbers, . . . are on the day of this certificate owned as follows. ” Then follows description of the various tracts, about 1,100 in number, together with details as to the form of title, the certificate closing as follows: “I hereby further certify that the boundaries and dimensions of the tracts owned by said railroad companies and said Receiver are correctly shown in the report of Clark and Trainer of 1912 with the above specified omissions and additions.” A similar affidavit was supplied by Mr. Gardner covering the build- ings owned by these companies.364 SUPPLEMENT TO REPORT 503— Other Land Used in Electric Railway Operations This account covers the land occupied by yards, car barns, passenger stations, power stations, substations, and other railroad buildings and structures except where such land is embraced in the Right of Way account, 502. Miscellaneous Physical Property (General Balance Sheet Account 404) Tracts of land included are all lands used or useful for railway pur- poses, included in accordance with the following rules laid down by the Commissioners: (1) All property which lies adjacent to the right of way in such a manner as to be within a width necessary to accommodate four tracks. (2) Lands near stations or at important points or junctions, such as at Wilson avenue and Broadway, or that were likely to be used for ter- minal purposes. The following items were omitted from the real estate valuation, except in so far as they were included in the average square foot basis of valuing land, as employed by the Real Estate Committee. (3) Lots that could be laid out of even rectangular shape or approxi- mately so, or in a shape for reasonable practical utilization outside of the area defined in (1) and (2) are to be deducted at the square foot value set by the Real Estate Committee, provided the lots can be laid out 100 feet deep. If lots are to be laid out less than 100 feet deep, the price per square foot was taken at a less value than that set by the Real Estate Committee, this decrease being fixed by the Valuation Staff. However, small gores, triangles or other irregular shaped pieces or small lots abutting only on alleys were not deducted, except where of size or shape reasonably saleable or where access could be had from streets beneath the elevated structure. 504— Grading Grading has been a very small item in this valuation and has largely consisted of grading necessary for drainage ditches, levelling up roadbed and grading through street crossings. Work of this character has been largely carried on in connection with surface track construction. No depreciation has been applied on this item. 505— Ballast Ballasting of the surface tracks has consisted largely of cinders and broken stone. A cost of 20 cents per cubic yard for cinders has been allowed at the power houses and the cost of transportation from power houses of the elevated to the point of unloading, and the cost of unloadingVALUATION OF THE CHICAGO ELEVATED RAILROADS 365 same from drop bottom cars in use. Actual cost of train crews while transporting the ballast, cost of track labor unloading, and the interest on the investment for cars, including depreciation, were taken into con- sideration. To the cost of stone ballast at the quarries in the Chicago district, were added the freight charges and the cost of unloading. Ballast was depreciated in each case by inspection, depending on how well drainage was provided for. 506— Ties The condition per cent of the ties has been computed from the Com- panies’ records of tie renewals supplemented by field inspection. From the total number of ties renewed since the original construction, the condi- tion per cent of the ties of the various railroads was determined. Ties under special work on the structure were given twice the life of the special work. It is good practice to renew the ties after they have supported two renewals of special work, as the expense of renewals on an elevated structure does not justify maintaining ties for a longer period. 507— 'Rails, Rail Fastenings, and Joints Checks of the quantities on track work were made, both in the field and in the office. Distances were scaled from plans in the railroad offices and the type of construction was obtained from inspection in the field. Studies were made of rail wear, both on curves and tangents, with a view of determining their life. Sections showing wear of rail for various degrees of curve and life were taken with a railograph machine, supple- mented with caliper measurements (see diagrams, page 366). In taking these sections of running rail, showing wear, representative points were chosen, that is, sections in either the center or quarters of the rail length, avoiding points where the track was out of line. Diagrams were prepared for curved track on main line and branch line curves, and the data on wear was found to be reasonably consistent, as will be noted by curves showing the wear and life of rails on page 367. Such sections showing wear were taken at 83 locations, which sections were supplemented with caliper measurements. Track fastenings were given the same life as the rail to which they were applied in each case. 508— Special Work Items included in this account are cost of such special work as railroad crossings, cross-overs, frogs, switches, guard rails, etc. Unit prices used in making up costs of special work were based on average costs of the various kinds of rail used in their construction, to which was added costMETROPOLITAN ELEVATED RT — Main Line .Track 4 , East Bound. Center of First Curve East of Chicago River Bridge, Radius 100 ■ft. Which Rail 5ecfion taker) by Date taken Tiidc Elapsed To Date Track Guage Elevation Area of Flow Reduction of head in Area Hiqb Machine 4~I4'I9I6 40 mo. 4-6V 0 0.01 •** 0.58 Low Machine 4-14-1916 .40 mo. 4-ev 0.01 •" 0.34" 9 J RUNNING RAIL ON CURVE SECTIONS SHOWING WEAR j£xJ NORTHWESTERN ELEVATED RAILROAD — Main Line Express Tracks. Saction Taker? within noddle 17aIf of rail. 7J^V-~Lir?e of Wear—___________ Original Area of Head 3.30°“ Note*.- Lire Linr?it determined not by Wear, bit by Batter at! Joints. • Gugge Side- Original Area pf Head 3.30° Lorain St Co., Feb. 18>99. Bessseroer Steel Rail. 60 A. o.C.E. Section- Laid vo 1900. Lorair? St Jar?. 1898. a“- rrorr? SoutH-Bound Ex- press Track, 400' South of Addison St. Station- b - Rail taker? up from Ex- press Tracks between Belmont and Fullerton, because or battered Joints; resawed for further Serv'vca. Which Rail Section taken by Date taker? Tin>« Elapsed to Dote Track Guage Area of Flow Reduction of head m? Area. '* o»" Machine 4-446 )6yr$. A-W 0.000■’ 0.31 " b“ Machine 4->5-i6 0005- 0.34° RUNNING RAIL ON TANGENT SECTIONS SHOWING WEAR 366CURVES SHOWING WEAR AND LIFE OF RAILS MAIN LINES-CHICAGO ELEVATED RAILROADS MANGANESE RAIL, ON HIGH SIDE OF CURVE 0.16 0.04 0-00 NOTE:- DOTTED PORTION OF LIFE CURVE SHOWS TERMINATION OF LIFE BY BATTERING AT JOINTS 400 ft South of 14- Place, Doug .Pk.Br., Met. W. 5. Ekv. Ry. 400 ft. East of Garfield Phrk Sba., Garfield PR.Branch, Met.W.S.ElcV.Ry. Sections taken Wiif)in rr)iddl« of roil. Staei. West Bound Track East Bound Track Limit of Wear Original arca of Read-2/42° Original 46lb.III.Sfed CoSecHop. Laid in 1696 601 bASC.E. Section Laid ii> 1901 Apr. 5,1 fe THIRD RAIL SECTIONS SHOWING RAIL WEAR 367368 SUPPLEMENT TO REPORT of freight, handling, and the labor of building. Following are the prices of rail used: Manganese Rail ............................. $125 per ton Open Hearth Rail............................ 30 “ ^ Bessemer Rail............................... 28 '* “ A condition per cent of this special work was determined from meas- urement and inspection, as the records of installation of these items were not complete enough and the traffic conditions varied so greatly, that a uniform life could not be placed on each type of construction, and so determine the depreciation in each case. Instead, information was gath- ered from measurements of the wear on the various items making up the special work. The life of frogs was determined from the amount of wear on the face and points of the frog, at the same time considering the general condition as.to loose bolts, sheared or loose rivets, condition of stops and hold downs, and other parts of the frog. A wear of % inch at the point of the frog was considered a maximum allowable, and the condition taken from the measurements was determined in proportion to the amount of wear in each case. The same method was used in determining the condition per cent of crossing frogs. Condition per cent of switch points was determined by the amount of wear to produce a blunt switch point, which would be unsafe to operate or keep in service on account of the danger of catching wheel flanges. Fastenings, guard rails, etc., were given the same life as frogs and switches to which they were applied. 510— Track and Roadway Labor These costs were based on actual experience in carrying on similar work adjusted to Chicago’s labor conditions. Cost of distributing, unload- ing and laying rail, was made up on a cost per ton basis, ballasting upon the basis of applying ballast to track per cubic yard. Unit prices for installing each type of special work were compiled from the unit of cost of putting in a turn-out, a crossing frog and other items in like manner. Track and roadway labor was depreciated on the basis of 60 per cent con- dition, that is, the same as the average condition per cent on the material involved. 511— Paving The full value of pavement actually built and paid for by the elevated companies has been allowed in this account. Quantities have been classified as to kind, including the grading, storm sewers and all other units entering into the cost. In addition, the cost has been divided separately on and off public streets. The value of the paving actually paid for by the ele-VALUATION OF THE CHICAGO ELEVATED RAILROADS 369 vated railroads on public streets has been shown separately under Plant Development Cost on detailed summaries by construction accounts. Depreciation of the pavement was determined by inspection of the amount of wear, and the maintenance condition. 512—Roadway Machinery and Tools The list of roadway tools was furnished by the Company and checked by the Valuation Staff. Condition per cent of these tools was taken at 85 per cent, to represent their average condition. 514—Elevated Structures and Foundations Structural Steel. Structural steel of the elevated railroads has been classified as follows: plate girder, incline, truss girder and truss bridge construction, as considerable variation exists in the price of these types of construction. Studies have been made of the cost of building structures in Chicago, similar to the New York elevated railroads, and other like construction about the country. Costs of steel erected in Chicago were found to be higher than in New York, due largely to higher labor costs. Average costs per ton have been determined for each type of construction, using a base price for structural steel shapes, determined from 10-year average market prices. The diagram, page 370, shows these monthly, 1-year, 5-year, and 10-year averages covering a period of the past 20 years. The 10-year average has been chosen, as it seems to represent the fairest average value to apply, in order to adjust the excessively high or low prices recorded at various periods. Following are the unit costs as placed in the valuation of structural steel as erected: Plate Girder Construction....................$69.50 per ton Truss Girder Construction....................72.20“ “ Truss Bridge Construction....................73.50 “ “ Incline Construction ........................71.50 “ “ Depreciation on the elevated steel structures was based on a life of 100 years which follows the decision made in the case of the New York elevated roads’ valuation and is in accord with the best judgment of the Commissioners. Foundations. Unit prices for pier foundations have been determined and applied in a manner similar to that of an engineer’s estimate for new construction work. As traffic and other conditions in these districts vary, elements of cost vary. There are additional costs in making excavation in streets where many utilities exist, additional cost of disposing of the excavated material in the business and semi-business districts, on account of delay 24ai ooi aid sdvnoa 370 ACTUAL AVERAGE PRICES F. O. B., PITTSBURGH, AS FROM MONTHLY AVERAGES PUBLISHED BY “IRON TRADE REVIEW.VALUATION OF THE CHICAGO ELEVATED RAILROADS 371 from traffic and distance of haul, above that of the residential districts. This additional cost also applies in the handling of the material for con- crete, which it has been assumed cannot be left in the streets for long periods of time, previous to starting the work. Pier construction was, therefore, classified according to location as business district, semi-business district, and residential district defined as follows: Business District Northwestern South Side . Metropolitan Four sides of Loop South from Loop to Harrison street West from Loop to Market street Semi-Business District Northwestern South Side Chicago & Oak Park North from Loop to Chicago avenue All on 63 d street West'from Loop to Lockwood avenue Residential District All districts not included in districts above. Special study was given to the cost of excavation in the three classes of districts selected. Considerable data were available in recent construc- tion work of the New York elevated railroads, which were adjusted so as to be comparable to Chicago labor costs. In addition, some costs of changing elevated piers, in connection with re-routing surface line cars by the Board of Supervising Engineers, were available. The cost of bridge foundations was analyzed in like manner. Unit prices for wet and dry excavation, piling, grillage, concrete, and other masonry; also the principal quantities were calculated and unit prices applied. A check on the inventory quantities in the foundations calcu- lated from the plans filed by the elevated companies shows the quantities to check by about one per cent. Foundations were not depreciated, as they were considered to be of reasonably permanent construction. 515—Bridges, Trestles, and Culverts This account includes river bridges, some of which are used jointly by the City and the Company and which were strengthened for railroad use at the expense of the Elevated Companies. In the cost of these bridges were included foundations, pile supports, equipment for operating, etc. Depreciation of foundations and structural steel were made on the same basis as the depreciation applied on the structural steel and foundations of the elevated structure, that is, ioo year life for steel and no depreciation for foundations.372 SUPPLEMENT TO REPORT 516 — Crossings, Fences, and Signs Unit costs for this account represent the cost of labor and material, used in constructing street and road crossings at grade, crossing gates, warning signals and drainage for crossings, right of way fences, cattle guards, and all signs used at the crossings. Items in this account were depreciated by inspection. 517— Signals and Interlocking Apparatus Signals and interlocking apparatus include the cost of labor and material used in constructing signals and interlocking apparatus, towers and other buildings incident thereto. Depreciation was determined by inspection. 518— Telephone and Telegraph Lines This account includes cost of labor and material used in constructing telephone and telegraph lines, conduits, poles, cables, wires and instruments incident thereto. Depreciation was applied in this account according to inspection. 519— Poles and Fixtures Included in this account are the cost of labor and material used in construction of pole lines, cross arms, insulating pins, braces and other pole fixtures; structures and supports for holding poles in position and for supporting overhead electric construction. In fact, all work incident to pole line construction is included. Items in this account were depreciated upon the following life basis: Wood Poles.............................................20 years Steel Poles............................................40 “ 520— Underground Conduits Underground conduits include cost of labor and material used for the construction of conduits for underground wires and cables, including sewer connection, sewer traps and manholes and other fixtures. Under- ground conduits were depreciated on the basis of a 50-year life. 521— Distribution System The principal items of this account include third rail, negative and positive feeder cables, and overhead trolley. Checks of the quantities in this account were made, from measurements scaled from drawings, and from field inspection. These quantities and lengths of cable checked within less than one per cent of the reported lengths. It was found, however, that quantities that had been previously used did not include any allowance for sag in the cable. An allowance of one per cent was made to take care of waste, sag and splicing.VALUATION OF THE CHICAGO ELEVATED RAILROADS 373 Third Rail. Unit prices of third rail conform to those used under running rail. Depreciation of third rail was determined by measurements and was due entirely to wear from contact shoes. A considerable reduction in the section of the head of the third rail is brought about by this wear, as will be seen by an examination of cross sections of head taken with a railograph machine. Typical results for 48 and 8o-pound rails are shown on page 367. The limit of wear is also indicated on the drawing. This limit is chosen as representing in actual practice the average to which third rail is worn and forms the basis of the condition per cent as used. In order to obtain representative limit of wear, sections were taken at least 300 feet from stations, and where trains were under power. To ascertain that the graphs were really representative of the average condition of the rail, a series of caliper measurements were taken of the rail heights at intervals, the mean of which heights checked the mean of the rail graphs within kb of an inch. From these results it was concluded that the rail sections show an average condition of the rail. Trolley. Unit prices applied to trolley and distribution cables were based on a 10-year average of market prices of electrolytic copper. Fluc- tuations in the market can be seen in the monthly, i-year, 5-year, and 10-year average market prices, which are shown on the diagram, page 357, in connection with the general discussion of unit prices. Depreciation of overhead trolley is almost wholly due to the wear from the trolley wheel. Condition per cent of the trolley wire was deter- mined from actual measurements in the field, on the assumption that any trolley becomes dangerous to operation when the trolley section falls below 100,000 c.m. The following tables show the data obtained and the condition per cent as determined from the measurements made. These tables are included to represent the typical methods applied in this valua- tion, for determining actual condition per cent by inspection. Bonds. The condition per cent of bonds was determined from inspec- tion, from which a life was used in each case as follows: Running Rail Bond.....................................5 years Third Rail Bond.......................................5 “ Rail to Structure Bond...............................10 n Structure Bond.......................................15 “ Cables. An examination of weatherproof and insulated cables shows that the only parts of such cables that show depreciation were the insulating materials. This was true of both copper and aluminum cables. There- fore, only the insulating material of such cables was depreciated, and a life of 25 years was adopted as a fair average for the insulation. Similarly, lead-covered and underground submarine cables were given a life of 30 years, after actual inspection of such cables as had been in service on this property for 17 years.GROOVED TROLLEY WIRE WEAR STUDY fc H 2 £ H r'l g p? O pi £ 2 >H H £G o 8 §8.-. LO LO LQ CO O GO tH CO CO CM CM tH CO W O <1 § o o o no O CO OOOO Remain Weari Area C. M h CO CO tJH rH OS no COHOSN W o o o CO O no nOOOO OS^CM^CM^ HO^O^N H ft CMj^CM^ CO OS CM o^cq^t^cq^ &» |C cm' CO tJTccT co'oo'oo' CO t-T t-T O' g o' t-T lo' t^cd'cxT co'oTcd'oT 2 Ph tJh h CO CM CM tH CM CO CO no rJH <1 o O CO no CO ^ CM CM rtH 1> Tin h5 pq o fc 6 O ^ T)H ^ 'CH dH rH r}H <1 2 ^ »d OS Os OS OS OS OS Os Os Os OS OS OS OS M <1 1> Ph <1 W b- W • «o gS o Vh OS OS OS os OS OS t—< rH H t-H rH rH Os Os OS OS OS os OS_ t-H i—1 r—1 rH gS„- m CO CO lO OOCO^H CM O CM rtf CO tH CO rtf H CM O CM rH CO OS CO no os !>. no rH O CO no rH CM ft no 00 rtf no TjH CM tJH rH CO CM CM CM tH CM CM CM ^ CO no CO ^ CM CM CO rtf I> rtf CDCOCO CO CO CD cO CO CO CD CO CD CO CO CO CO CO CO CO CO CO CO CO rtf hH tH OS OS OS OS OS 05 GS « ”3 O IS > 0 r-H ft U o 10 10 10 HCO^ CM CO t—I OJ(M H 010*0 CO rtf CO CO O GO CO rtf rtf L- rtf CO tF CO CO rtf 05 >-0 OS CM CM (MNHCO COHOIN tH^O^ co t-T h ccT CO CO IQ rF t^OSCM t^-Ono (MOHOO 00 CO 1>- OSCOb- OONOO COCOCO COCOCO COCOrtfrtf T3 cj O u *s ....... ft s m s *d 1-1 ^ ^ H-» gS o o o P o o o 3 *lh*i OHK5 . , CD no CO HHH *H gS ft _bd GO CDrtf *3 hooo Q rtf rtf CO lO O CO woo CO OS CM CM CM CM 00 GO 00 -tf rtf rF (N (M (N (N(M(M (M (M (M (M 00 00 00 00 GO GO 00 00 00 00 rtf rtf rtf rtf rtf rtf rtf rtf rtf rtf O NNiM bn oo oo oo _« -44 _U gS o 3 o os os os os OS OS OS OS Os Os OS OS rtf rtf rtf OS OS OS OS Os OS "tf rtf rtf rtf OS OS OS OS OS OS OS Os rtf hF rtf OS OS OS OS OS OS rtf rtf OS OS OS OS OS os (MINN (MM(N CMCMCM CM CM CM CM U1 >->-H -H > g a 03-S ® OPhP H-3 -4-=> sll CD ft-g £8 S ft GCO -4-5 -4-3 02'o H •r-H TO (T) ftfto .-j® Cg O p, . II §| &OQS sig| r2 ^rs 8-II SW Jl > >%. ft ^ £,. O V g H-3 >-r2 .2 5^ ^4 *3 C3 OWft <3 O <1 pH H < ■rH tH TjH OS OS OS OS OS OS OS OS OS OS OS os Os Os O O O O *0 O O O O CO CO CM ft ft ft M W ^ P4 n ” ° ft 374 The above figures are based on the fact that operation becomes dangerous when trolley sections fall below 100,000 C.VALUATION OF THE CHICAGO ELEVATED RAILROADS 375 From an examination of aluminum cables actually removed from the elevated railroads this year, a life of 25 years was adopted for all bare aluminum cable. Contrary to general opinion, bare aluminum cables on being removed showed serious effects from the action of the elements. Studies of depreciation of bare copper cables show that 'no actual physical depreciation occurred or could be measured in the case of negative and positive feeder cables. Strands of these cables were carefully meas- ured with a micrometer caliper, and did not show any appreciable reduc- tion that could be thus detected in the. area of the section as a result of exposure to the elements. 523— Shops and Car Houses This account includes the cost of labor and material used in erecting such buildings as shops, car houses, store houses, and other miscellaneous buildings used by the mechanical department, including foundations and special pits, transfer tables, and utility service pipes. Values were placed on buildings on a per cubic foot basis, depending upon the character of the construction. Checks were made in the field, of the general dimensions of the buildings, kind of construction and physical condition. A life of 66 years was placed on the brick buildings, and of 50 years on the frame buildings. Depreciation was applied on the basis of the life as stated. 524— Stations, Miscellaneous Buildings, and Structures Included in this account are values of stations, waiting-rooms, and other buildings not provided for elsewhere in this valuation, including the exca- vation, foundations, and cost of track scales. The value of the buildings built on the surface was placed on a per cubic foot basis. Value of stations on the elevated structures was based on the weights of metal and the board measure of lumber used in stations and buildings, platforms, and other material. EQUIPMENT 530—Passenger and Combination Cars This item covers all the parts and equipment of rolling stock except the motor and control equipment. Values were placed on this portion of the equipment based upon in- formation supplied by an experienced car manufacturer. Consideration was given the type of the car, class of materials entering into its construc- tion, and the value obtained was the result of the detailed analysis of the cost according to the specifications for each type, and using fair average prices. A study of the physical condition of the cars was made, the study376 SUPPLEMENT TO REPORT including an examination, especially of wooden and composite cars. In some cases, siding was stripped from the passenger cars to reveal the physi- cal condition and decay of the sills and other parts. Further examinations of the interior finish, trucks, and other parts were made. As a result of this study for purposes of determining depreciation, the following lives of rolling stock were assigned: Wooden Cars............................40 years Composite Cars.........................45 “ Steel Cars.............................50 “ 532— Service Equipment This refers to all rolling stock used for handling company supplies and materials, including line cars, fire-fighting apparatus, wrecking out- fits, etc. The value of the service equipment was determined by an experienced car manufacturer as in the case of the passenger equipment, and its condi- tion per cent after an examination of its physical condition. A life of 35 years was finally placed on all service equipment. 533— Electric Equipment of Cars This account covers all motors, control equipment, and power cir- cuits. The unit prices as applied cover freight and installation charges. Salvage prices for scrap metal were made on a 10-year average basis, as in the case of value placed upon the new equipment. It was finally deter- mined to depreciate this electrical equipment on the same basis of life as applied to the car bodies, on which the equipment was used, as indicated in the items, Passenger and Combination Cars. 536— Shop Equipment Cost of shop equipment was made up of machinery and tools, labor of installing machinery and tools, including the special foundations and set- tings, as well as other tools used in the shop. A condition of 85 per cent was placed on this equipment. 537— Furniture Unit prices and condition per cent were placed on the furniture by an experienced furniture appraiser. 538— Miscellaneous Equipment Equipment in this account included some automobiles in use by the operating officers of the elevated railways. Condition per cent of this equipment was placed according to their useful life.VALUATION OF THE CHICAGO ELEVATED RAILROADS 377 POWER 539—Power Plant Buildings Power plant buildings were valued on a cubic foot basis according to the character of construction. They were given a life of 66 years, and depreciated on this basis. Where buildings were on special foundations, the value of such foundations was added. Included in this account are the water tunnels, from power plants to various sources of condensing water supply which have been estimated on the basis of the cubic yards of brick work and excavation and which have been depreciated on the basis of a ioo-year life. 540 — Substation Buildings Substation buildings were valued in the same manner as power plant buildings. 542 — Power Plant Equipment Power plant equipment includes the cost of all labor and material, for engines, boilers, pumps and other steam generating power, and the dynamos, generators, and all equipment used for the generation of the elec- tric power, including the foundations and settings, and in fact all the parts connected with production of steam and the generation of electric power, except the buildings. Values of this equipment were obtained from manufacturers’ prices and the experience of the Commissioners and Staff, and include the cost of installation. Salvage values of the equipment were assigned from actual sales of similar equipment. Study was given the question of the life of the power plant equip- ment. Most of this equipment of the elevated railroads has been leased to and operated by the Commonwealth Edison Company, which in turn furnishes the power for operating elevated trains. While these plants are not of the most modern design and one is approaching the obsolete stage, all of them are able to take care of the peak load operation required of them. On this account they have been given a life of io additional years from date, that is, a total life from the time they were built new of from 25 to 32 years. 543 — Substation Equipment This equipment includes the cost of labor and material, storage bat- teries, transformers, converters, and boilers, together with their founda- tions and settings, and the fixtures and appliances connected therewith. Values of the equipment were obtained in the same manner as Power Plant Equipment.378 SUPPLEMENT TO REPORT Electrical equipment, such as rotary converters, boosters, etc., was given a life of 33 years. Batteries were given a condition of 80 per cent, which represents a fair permanent condition, under their maintenance guarantee. Salvage values of the batteries were obtained by applying a 10-year average market price of the scrap metals in the battery plates, bus bars, tank linings, etc. GENERAL AND MISCELLANEOUS 545 — Franchises No allowance was made in the valuation for the value or cost of obtain- ing franchises. “The Commissioners have also considered the franchise value of the elevated railroads taken as a whole, purely upon the basis of their combined earnings, as properties continuing to operate in competition with the present and future surface lines. While some of these roads, taken separately, may have a franchise value, yet, when all the roads are considered collectively as a single property, no franchise value is found and no allowance, therefore, is made.”* 546 — Law Expenditures “Law expenditures incurred on account of construction, including pay and expenses of counsel, solicitors and attorneys, their clerks and attendants, and the expense of their offices, printing of briefs, legal forms, testimony, reports, etc., payment to arbitrators upon disputed questions; payments of notarial fees, expenses incurred in taking depositions, and court costs and expenses.” (Abstracted from I. C. C. Classification.) In the valuation the Commissioners considered that the agreed general allowance of 11 per cent finally applied includes this item of legal expense. 547—Interest During Construction This item includes interest paid during the construction period on the cost of the work, including interest on any bonds, notes, or other evi- dences of indebtedness, or any interest bearing debt incurred for acquisition or construction of road and equipment. The account also includes a pro- portion of the discount expense on funded debt during the period between the date of the actual issuance of the securities and when the property is acquired. In addition, it also includes the interest during the construc- tion period on the actual funds temporarily used for construction purposes. Interest on land and right of way is allowed from the time that the loan is made and has to be paid during the whole construction period. Injthis case it has been assumed that before the construction was started practically all of the right of way was acquired and that it was, therefore, ^Commissioners' language quoted from page 48 of main Report.VALUATION OF THE CHICAGO ELEVATED RAILROADS 379 necessary to pay interest on the real estate investment for the whole three years of the construction period. This interest is applied on the total value of right of way and buildings found thereon. For the other physical property it was assumed that it would be neces- sary to pay interest on the value of the property for yi of the three-year construction period, instead of the entire period, as in the case of real estate values; that is, only as fast as the construction work proceeds. In- terest has, therefore, been allowed for of the construction period, at six per cent. Interest at the same rate has also been allowed on the amount of taxes actually paid during construction. 548 — Injuries and Damages This account includes the expenses incident to injuries to persons and damages to property in connection with the construction of the road, pay and expenses of claim agents and their clerks, witness fees, and the fees of others called in consultation for the adjustment of claims. In addition, court costs due to final judgment are also included. In the valuation the Commissioners considered that the agreed general allowance finally applied was sufficient to cover this item. 549 — Taxes Taxes include all assessments levied (except special assessments pre- viously allowed for under Right of Way) and accrued on the property while under construction, including taxes on capital stock used for con- struction purposes. Taxes on right of way and other land were assumed to be paid from the beginning of the construction period as taxes are assessed from tax lists revised from the records in the recorder’s office. Taxes on other physical property were assumed to be paid on yi of the value of the property as this “Other Physical Property” would come into existence only as fast as constructed. The tax rate was determined from actual tax rates paid in Chicago for the years 1913, 1914 and 1915. An average for the various City districts, through which elevated railroads were con- structed, was found to be 18.63 mills per annum. 550 — Miscellaneous This account includes expenses of a special or incidental nature prior to or during construction which were not applicable to the other accounts. The following are the items given by the Interstate Commerce Commission Classification of Accounts: “Fees paid to governments for incorporation; office and other expenses incident to organizing the corporation; cost of preparing and distributing prospectuses; cost of soliciting subscriptions for stock; cash fees paid to promoters; the actual cash value, at the time of organization, of securities380 SUPPLEMENT TO REPORT issued to promoters for their services in organizing the company; counsel fees in connection with organization; cost of preparing and issuing stock certificates; salaries and expenses of executive and general officers and of general office clerks, or an equitable proportion thereof, when such officers and clerks give all, or a substantial proportion, of their time to construc- tion work and accounts; stationery and printing; insurance; cost of oper- ating a part of the road during the construction period and before the regular operation of revenue cars.” The above described items included under this account can be more explicitly described as follows: Administration. To cover the item of administration expense on the organization and production of the physical property, as it now exists, the Commissioners have added a total sum of $1,110,000, which is intended to cover the expenditures incident to the financial and physical co-ordina- tion of the five railroads comprising the present consolidated system (including the Union Loop Company). This item has been prorated among the elevated railroads. This item has not been distributed through- out the other accounts and is depreciated. Preliminary Expenses. This item is common to all large enterprises which cannot be produced without considerable preliminary investigation, study and other work involving professional fees and expenses of various kinds, such as — General inspection and study of the territory and situation. Preparation of general data bearing upon the formation of the enter- prise. A general investigation of the laws governing the organization of the enterprise, including legal advice. A general investigation of franchises existing or to be acquired. The interesting of investors in the enterprise. Securing of preliminary opinions on matters necessary for a decision on the general scope and prospects of the property to be developed. Costs of meetings, correspondence, and general collection of data. Promotion Expenses. Securing of complete final reports from engineers upon the entire proposed railroad system, including a study of population, traffic, competing lines, advice as to selection of routes, equipment, com- plete estimates of costs of construction and equipment and estimates of earnings and operating expenses generally covering various alternate plans; also expenses for public hearings. Organization Expenses. Costs of organizing the Corporation, together with the drawing of papers of incorporation, payment of fees for filing these and all other necessary documents with public authorities, in order to comply with the requirements of the laws of the State, Public Service Commissions, and other public bodies and authorities.VALUATION OF THE CHICAGO ELEVATED RAILROADS 381 Preliminary Right of Way Expenses. Including cost of obtaining frontage consents from property owners, securing rights for occupancy of streets, alleys and other public thoroughfares, easements across parks, tracts, bridges and other obstructions of this character as well as settlement of damages with abutting property owners, defending of suits for such damages and other collateral expenses prior to construction. Insurance. Insurance during the construction period must be paid on buildings and structures turned over to the Corporation by contractors prior to the full completion of the road. To cover this cost 0.069 °f one per cent has been allowed on $46,159,555, or the Reproduction Cost New of Other Physical Property plus Contingencies. This expenditure was regarded as not depreciable and was included in Miscellaneous Account 550, to conform to the Interstate Commerce Commission’s classification. Agreed General Allowance. After obtaining the aggregate cost of total right of way and other physical property, including easements, plant development costs, and all incidental percentages, the Commissioners decided upon the following percentage: Agreed general allowance of 11 per cent on the sum of all previous items ($73,664,666) to cover all items, which in the absence of specific information as to the actual costs thereof to the company, it is not now possible to determine separately in connection with the organization of the companies and the development and production of the complete operating property, such as preliminary, promotion, organization and financial expenses and working capital, all as set forth in detail on pages 46 and 47 of the Report proper. This general allowance of 11 per cent was depreciated at the same rate as the total property was depreciated. In view of the adoption herein of the classification of accounts author- ized by the Interstate Commerce Commission, the agreed general allowance fixed by the Commissioners in this valuation has been included as a part of the Miscellaneous Account. Materials and Supplies (General Balance Sheet Account 411) Book inventories furnished by the elevated railroads of the materials and supplies in the storehouses and on the line of road were accepted for the purposes of this valuation. A comparison was made with book values for the past two or three years and the total of this account checks reason- ably with stocks of previous periods. It is not felt that the expense of making a detailed inventory of materials and supplies is justifiable at this time, as this should be done when final consolidation takes place. No allowance has been made in this account for engineering drawings, which represent a considerable expenditure, as this cost has been included under the account of engineering.382 SUPPLEMENT TO REPORT Complete Details of Valuation Filed with Local Transportation Committee The following tables contain the complete summaries of the fore- going valuation of the Elevated Railroad properties, not only for all roads as a whole, but also for each separate road. These summaries include both Cost to Reproduce New and Present Value subdivided into the 50 accounts of the Interstate Commerce Commission’s classification for electric railways. Tables are also included showing: (1) A comparison of this valuation with the three previous valuations of 1912. (2) Summary in 23 items of the Commissioners’ valuation of 1916 as compiled by them. (3) Summary of life and unit prices, on principal items valued. (4) Summary of plant development expenditures. On account of the unavoidable size of this Report, and in order to publish it for general circulation in a single volume, the numerous de- tailed tables, inventories, etc., covering all of the detailed work of this valuation, have been omitted from this single volume. The official Report of the Commissioners to the Local Transportation Committee transmits all of this data complete, including original records and detailed statements filed therewith. However, the Commissioners propose to publish in full, the detailed summaries, supporting the values found in this Report, together with unit price and per cent physical con- dition of the various items of the property. These data, together with a reprint of the foregoing analysis of the valuation in this chapter, will, there- fore give practically the entire facts pertaining to it.FINAL SUMMARY OF ROAD AND EQUIPMENT ACCOUNTS AS OF JUNE 30, 1916 Road Reproduction Cost New Present Value Metropolitan West Side Elevated Railway Company . . 127,865,707 $24,164,059 South Side Elevated Railroad Company . . 21,676,303 18,419,800 Northwestern Elevated Railroad Company . . 25,236,402 22,159,908 Chicago and Oak Park Elevated Railroad Company . . 6,989,367 5,657,149 GRAND TOTAL . . $81,767,779 $70,400,916 383FINAL SUMMARY OF ROAD AND EQUIPMENT ACCOUNTS FOR ALL ROADS Real Estate — Other Physical Property—Miscellaneous Accounts Account and Description Reproduction Cost New Present Value | j Way and Structures 501 Engineering and Superintendence $ 2,601,847 $ 2,357,641 502 Right of Way 10,759,858 10,759,858 503a Other Land Used in Electric Railway Operations 2,341,510 2,341,510 b Miscellaneous Physical Property 1,592,099 1,592,099 504 Grading : 50,475 50,475 505 Ballast 48,496 47,308 | 506 Ties 711,184 399,227 507 Rails, Rail Fastenings, and Joints 1,154,173 843,278 ! j 508 Special Work 202,885 140,956 | 509 Underground Construction | j 510 Track and Roadway Labor 389,494 232,515 511 Paving 289,942 242,104 | 512 Roadway Machinery and Tools 19,437 16,520 513 Tunnels and Subways 514 Elevated Structures and Foundations 16,965,820 14,806,629 ! ! 515 Bridges, Trestles, and Culverts 852,245 778,648 ! | 516 Crossings, Fences, and Signs 62,904 45,278 517 Signals and Interlocking Apparatus 499,098 399,275 518 Telephone and Telegraph Lines 54,349 36,767 519 Poles and Fixtures 26,059 20,333 520 Underground Conduits 56,871 40,800 521 Distribution System 1,587,996 1,357,480 j 522 General Office Buildings J ! 523 Shops and Car Houses 474,875 342,949 524 Stations, Miscellaneous Buildings, and Structures 2,065,890 1,555,061 1 525 Wharves and Docks 526 Park and Resort Property ! 527 Cost of Road Purchased 528 Reconstruction of Road Purchased 529 Other Expenditures—Way and Structures 384530 531 532 533 534 535 536 537 538 539 540 541 542 543 544 545 546 547 548 549 550 FINAL SUMMARY OF ROAD AND EQUIPMENT ACCOUNTS FOR ALL ROADS—Continued Real Estate—Other Physical Property—Miscellaneous Accounts Account and Description Reproduction Present Cost New Value Equipment Passenger and Combination Cars................. Freight, Express, and Mail Cars................ Service Equipment.............................. Electric Equipment of Cars..................... Locomotives.................................... Floating Equipment............................. Shop Equipment................................. Furniture...................................... Miscellaneous Equipment....................... Power Power Plant Buildings.......................... Substation Buildings........................... Dams, Canals, and Pipe Lines................... Power Plant Equipment ......................... Substation Equipment........................... Transmission System ........................... General and Miscellaneous Franchises .................... Law Expenditures .... Interest during Construction Injuries and Damages Taxes . ................... Miscellaneous..................' Material and Storehouse Supplies Grand Total................ Summary of Principal Accounts Way and Structures.......................................... Equipment................................................... Power ...................................................... General and Miscellaneous................................... Material and Storehouse Supplies............................ Grand Total............................................. $ 10,456,863 # 7,915,151 76,796 51,175 4,308,097 3,516,556 100,303 84,612 66,131 38,747 1,208 484 1,203,690 950,736 261,863 235,169 2,906,379 1,122,117 1,433,367 1,150,328 7,255,254 7,255,254 1,169,411 9,334,964 385,946 1,169,411 8,118,519 385,946 $81,767,779 $70,400,916 $42,807,507 15,009,398 5,805,299 $ 38,406,711 11,606,725 3,458,350 17,759,629 385,946 16,543,184 385,946 $81,767,779 $70,4p0,916 25 385FINAL SUMMARY OF ROAD AND EQUIPMENT ACCOUNTS METROPOLITAN WEST SIDE ELEVATED RAILWAY COMPANY Real Estate—Other Physical Property—Miscellaneous Accounts Account and Description Way and Structures 501 Engineering and Superintendence............... 502 Right of Way . . ................ ! 503a Other Land Used in Electric Railway Operations b Miscellaneous Physical Property................ 504 Grading................................... 505 Ballast....................................... 506 Ties.......................................... i 507 Rails, Rail Fastenings, and Joints.............. j 508 Special Work ................................... | 509 Underground Construction........................ j 510 Track and Roadway Labor ........................ | 511 Paving.......................................... ! 512 Roadway Machinery and Tools..................... j 513 Tunnels and Subways............................. | 514 Elevated Structures and Foundations .... i I 515 Bridges, Trestles, and Culverts................. j 516 Crossings, Fences, and Signs.................... l 517 Signals and Interlocking Apparatus .... i i 518 Telephone and Telegraph Lines................... j 519 Poles and Fixtures.............................. j 520 Underground Conduits............................ 521 Distribution System........................... 522 General Office Buildings...................... 523 Shops and Car Houses.......................... ■ 524 Stations, Miscellaneous Buildings, and Structures 525 Wharves and Docks ............................ 526 Park and Resort Property...................... Reproduction Present Cost New Value i 853,958 5,077,999 350,962 $ 774,737 I 5,077,999 j 350,962 508,133 20,684 15,303 508,133 : 20,684 ; 14,115 216,762 358,470 59,525 117,620 277,747 37,515 123,977 71,218 7,448 6,330 5,283,786 4,535,410 417,649 25,419 110,425 377,741 i 17,716 1 88,336 | 21,868 3,205 525 13,916 ; 2,311 | 509 ! 344,583 282,757 153,449 105,694 707,530 513,702 527 Cost of Road Purchased.............. 528 Reconstruction of Road Purchased 529 Other Expenditures—Way and Structures 386FINAL SUMMARY OF ROAD AND EQUIPMENT ACCOUNTS METROPOLITAN WEST SIDE ELEVATED RAILWAY COMPANY—Continued Real Estate—Other Physical Property—-Miscellaneous Accounts Account and Description Reproduction Present Cost New Value Equipment 530 Passenger and Combination Cars............................. $3,570,302 531 Freight, Express, and Mail Cars............................ ............... 532 Service Equipment.......................................... 30,598 533 Electric Equipment of Cars................................. 1,340,184 534 Locomotives '.............................................. ............... 536 Shop Equipment................................................ 35,078 537 Furniture..................................................... 19,153 538 Miscellaneous Equipment....................................... 394 Power 539 Power Plant Buildings......................................... 369,589 540 Substation Buildings . .................................. 102,822 541 Dams, Canals, and Pipe Lines.................................. ................ 542 Power Plant Equipment................................... 753,954 543 Substation Equipment.......................................... 729,300 544 Transmission System........................................... ................ General and Miscellaneous 545 Franchises...................................................... .............. 546 Law Expenditures................................................ 547 Interest during Construction.................................... 2,544,987 548 Injuries and Damages . '...................................... ................ 549 Taxes •............................... ..................... . 438,609 550 Miscellaneous :.................................... 3,153,876 Material and Storehouse Supplies . ...................... 115,201 Grand Total .... $27,865,707 Summary of Principal Accounts Way and Structures................................................... $14,661,660 Equipment ... 4,995,709 Power . . . . . ................................. 1,955,665 General and Miscellaneous . 6,137,472 Material and Storehouse Supplies......................................... 115,201 Grand Total ................................................. $27,865,707 $2,706,755 18,213 1,120,097 29,595 11,225 158 282,338 94,077 246,632 604,384 2,544,987 438,609 2,756,636 115,201 $24,164,059 $13,195,152 3,886,043 1,227,431 5,740,232 115,201 $24,164,059 387 CDOOCDCOlOrHl>TiH|> . CO CO CD • CD 05 P- l>- 00 • »o • 05 CO Ch O^O^OcDCDO^OCOtH • CO 00 • 05 >D 05 rtf rH • rH l> • i-H O 5z; H *0^00 CO 0^0 • 00 05 rH • rtf H CD OQ LQ • CD CD • to ^ H p o' 1-T T-f of rjT ©VT'oo' ; o' r-" of ; 00 of HHN : of : 10 of OQ P COHIOOH 0 05 CO .CDOq . oq CD CO . 05 w *< CD CD CD 03 HH . oq • °0. ^ CO . oq ft Ph > of ; CO § H | O HO Ph H Q p £ <1 £ P O O O <1 00 00 CD NNO O O CTr-Tr-T Ohio J> CD CD of COlOHDHiO CD CD Oq iO 00 00 O ^cH C5 00 CD to of Tj5\jTcf Of Off ft ft P P O P ft P GQ ft fc <1 5 "ft ft o ’?H o Ph ft m Ph •O . c3 jj ‘.2 P< S O . -H> *H o Q_i CD " •0^ "ft ft 00 CD to H PI 05 1^ CO • 00 to to 00 • oq CD • cd oq ICON • 1-H 05 00 to 05 • b- CO • 05 CO 05 oq to^ • Ti^O^rHO^C^ .'CD CD^ • 1—1 cD T-foo'of ; cd" of of tP of r-T : cfof O CD . I>* CD CD ; 00 © rh rH oq . CO rH . rH CO • Tjf ft 'm ^rft o a. w m ft >>P S2 .5^ P 2 *-H ^ ft 5 gjoP 03 •Sjo o o^3 ft „ <5 IfjfS-s g^J-a &>c II £ b cc ft P £ 6^ ^f§ £3 s £ , Ph.P -£ 9-e ^ B a hJO 03 D C.-rt o Oft c3 aft !h cq P EH 1ft ft "ft OQ ft 3 s-h ft P 03 .O ft ft Jo - af’ft D S’s-^ ” U s^rig^H •S'S^S*-* *S °3 ^ H of d 2 h3 oSaj^^^f^oP be k"3 += D.SpSftn 03 .S"ft ft E?J^p co ft a co > ft p &T3 o CO "ft i: . wa ‘^1 ..of *-h a P - & * 5 O O ^3 ^ Ph Eg § | o ft ^ rftP^ ri- ft ft ^E$ 52 D co P ■allsl-sfi' «^Wa°e s o ;Or£>® h ®Q gAn «; ■a* S^Ip S-p-S §lsSss«Jl g-S° d -ffl-dP? 2 &fc^ "3 03 d £ 5 *s ®1 gK5>^Od •3-fe S e*'^ s*-s ft,P H(MCO THIOCDNOODOHNCO^^PNOODOHNCO^IOCDNOOP OOO OOOOOOhhhhhhhhhh(M(M(N(N01IMO^N(N(N iO IQ tO JO to to »D ID IQ *0 LQ IQ lO *0 »D lO lO *C *0 O lO iQ IQ »0 tQ IQ lO UO 388CO H fcJ O O O < H (!) d • H "3 O o i. 5 W pn § § 5 o P o o w s § g Q S <3 A n ^ O > ►< 2 m p I? to Ph o 13 *55 t>> £ fc i£ g* §g go « 0 CO H Q p <1 1 P o Q O < tF b- © CO o CO c\f • 05 Oi •HOOO l>HF • 0 05 050>0 • O i> 05^ ' cTt-T ; ; CO CO oo oT ioTiC ; : :>£ :cohf~ rH (N(MO0HN rH . CO . CO (N . • • °9L . prH W P ^ _ urw 43 gi,a g S Phv^^Ph^'P & 4 ® o 4 | k ® d k ® &X1 H £.0 to O p O p H PhO^OP^^H oohwco^ CO tF tF ^F tF tF IOICIOIQIO»0 \-> V2 to to P fc£) CO O 3 £0 I 3 bpq p 'g O P p- ■ '§•0* ll^s nil. § |4.3,H. r* P p Pr^^ PF I—1 l-H I—I H * *0 CO !>• 00 05 O rF "^F ^F ^F ""^F iO ic >0 lO kO IQ £P & m ifi o H ■s o3 u o la '■p CD CD S 5 %& P § to _ „ to o 2 ’ tlj K^.fT to CD <^> P j£ p if p 0^0 CO . CO hF • • lO to xF rH O • CO CO • . . • co tf oo CO HONN00 CO • rc • • 92 ‘ O5C0 N rH CO CO CO i> l> : »o : CO . 05 oq . . 00^ . cq tf CO co CO CO CO cO c 00 00.0 l> CO CO CO 15^ CM CO^CO CO C5 00 . o • (M • ,P"1 • GO • CO ‘ °b •rft^OO(MOl>.t^OO •pHCO(MCO(MOTjHOO • c • CM >0 • 00 CO • 05^ TjT CM pT CO co" co" TjT CO cm" (MMCOHHH^Nlo 1> C^cq^OO 1-fKM ; 00 OMM t-t of 05 CO CO i> 05 co NH CO 05 CO rf '4o'H!f 05 CO i—I oo H H io co 05^ t-H CO pf co r— »0 CO co r- cvfi>T CM CO tH i> p Eh O P tf Eh 02 Q <1 Ph < & f*i w > . c3 £ ' c3 Ph tJ . CD O Q, £ o • S 45 $3 Ph Pi P 02 nO a •ElJ P HI P co ••^ >, nO -0 o p_, O • 1-5 'O • 0 c3 bO .s ■‘2 05 CQ 'o ' O ■ Eh . P o "O 02 P cc g^ "P ° ‘ cd'P.j 03 5/0 a) OHo s 0P ^ 0)P «r-i 05 C5 no °3 g bCrP.2 dSoiSOfq p^ £ ^ • 02 F3 p £ r'R'P ^ • O p c3 O • H ^"SPh O p 'n3 p . p P £► O o 'tfZ &§ ■ • p o .P-l T3 >4§ | i* % • P^Q P P j H tSg *%£ ^ ” nzJ r to . - P _£? 05 ^ *.!?l § 3 *• P -h ’ a * P 2 TJ P • P C5 +j ^ P P'P t? dl i_i ri ds • • bfl c • -i§ 'p •« CO bC co 02 O .P- CD 2 CG P r r-f 05 ? ^625 !h ®o o OQ W: <3 2 S3 bC C-H u f_, 1 -H p O O 1 O Ph p Ph . Stj.S'? 3rd g -g § "PPh h >< g«H -sw 03 ° p H M -H o 05 1h ffi Ox] p O 05 PhOPhO PP2 T-H (M CO Htf K3 CO l> 00 05 © 1-H C<1 CO »0 CO 1> 00 05 © rH c* CO Tj< 1C CO l> GO 05 OOO OOOOOOhhhhhhhhhhC^NNOI^INNWNN IQ 40 iQ locoioioioioiooiocoiooioicoioioioioo^otoioujjoid 390o o o <«! w d o P< O £ 13 o *w j? p< 6 o W 13 a> tf o XU B Q Q & < 5? P O o o <1 Eh & B § Ph P O’ H P ................o B fc .............<1 P . P A- ' ' H P3 O B.................Xfl ^ HH O *.................« ...............fc +=> 02 . .& S H3 02 Qj cj d CJ d CJD d 02 d •-s s-s.^a.^ rd -d 3 P P S? I'| «2~W I® cl c3 P c3 d P w E-2oS-|| g I 2 ® | 2 • 02 ® o> d dD 83J .IjfQ "P Zh rcJ P d S c3 S Jj «2 S P 02 S a S g s S S’? 3 %■% g Ph^HPhoqH 02 P OH 02-d § £ J.a p p d m d o o o 3 '2 2 i d oj • g.S 03 OrHfMCO^iOCDNOO cococococococococo lOiCkOdddiOkOd dOHiMco^ CO rH rH rji ^ rH IQ iQ O >0 »0 lOCONGOOJO ^ tH rH rH rH to io »o »o iq io io Eh fc P O O O < P PH O g a Ph B O >H Ph 00 CO CO CO • CO 02 • * -oo ■HO0 © o O CO ON O) o KO • T—1 CO • 00 O H rH O • M rH • . . • co^cq^ 02 o^cqo^o^i-^ 02 ^ s b a 02 P Ph Cl Cl so 2 k CO • H • 00 H O o o • dl 02 • • • o - H O C rH OQ rH • 0^00 • • • rH • 00 H rH^ rH^ CO 02 N* rH rH rj^ P t-T ' ho" ; corn" OO'h ' tf'cd' ; ; co ! cd'of »cf CO crNTcrfafiLcf ■ CO Q r, . H CO . - CO O EH 00 rH rH • • . . CM . CO 00 H N iO 02 02 to rH Cl £ o cf jJf * rH • • • csf ; cf »o" co'co'r-Tio' irf hO Ph 0Q m C| P P d o jdce a d 03 w h "da 05 S,fe S fe o 'd § O 391FINAL SUMMARY OF ROAD AND EQUIPMENT ACCOUNTS CHICAGO AND OAK PARK ELEVATED .RAILROAD COMPANY Real Estate—Other Physical Property—Miscellaneous Accounts a th i> o oo *o lOOHNNCONNN NHCOCDO lOcOcDHiHCiCOiOiO CO •^OOH®CO J>COl005C01-0 CO CO CO O CO CO t'~i>lOiOr-tTttcOTrC<* CO 00 (M CO :o5 co NN00OON O O 1> 05 iO 00 CO CO 05 lOCOCDr-I rH 05 CO 05 CO ONN^OCO CO I> CO t-hcO(M'‘OcOO500 .00 050r-iC-00050 (M(M(NNN(MNNN(M 392FINAL SUMMARY OF ROAD AND EQUIPMENT ACCOUNTS CHICAGO AND OAK PARK ELEVATED RAILROAD COMPANY—Continued Real Estate—Other Physical Property—Miscellaneous Accounts H W W P §3 2 g * O w Q C-. 2 S So « o co H Q « 00 • • oo • * IQ •• • • O 05 th co co c05 b- • 00 to • • O tH • • Cq • •I> • • • IQ •COHIO rH o co 05 oq io rH 05 : co io : ; 00 CO 00 *o 00 L- CO CO . . T—( . tH . . 05 . .* !co . to 00 H »o OfMCOCOH »o CO . I> i> rH • 1> • • iO . o § SS425,2.3 SB bfi P a1 H CO p O ,0 c3 O £ P © 3 *-< PQ Pft 52 3 w> 261 .-s sQ .li's 0) ©T5 c3 02 Cft 'H &4^ E -O nP 02 <12 m \ CD* -gw - . § gl.g, 02 p np O P CD 03 p _. P c3 0 H 1 P !H •+3 02 Qi ftft O O CD 02 §g ‘S’f oo o .g-Sla o p rp © p i o3 ^ .£? © ^ P ^ ^0*0 ^'p ^ p a os "p § OH(MCO^»OPNOO POHC^CO^ CO CO CO CO CO CO CO CO CO CO^ ^ rfl ^ 1010*0101010101010 tO IQ to to to VO tO CO b- 00 05 O Tti Tti ^ Tfi lO lO lO LQ iO iO iO 393SUMMARIES OF CHICAGO ELEVATED RAILROAD VALUATIONS AS OF JANUARY 1st, 1912 Including Compared Final Totals of Chicago Traction and Subway Commission Valuation—June 30,1916 REPRODUCTION COST NEW Description Harbor & Subway Commission 1912 Drum & Company Professor Swain Chicago Traction & Subway Commission 1912 1912 1912 | Additions | 1916 Foundations $ 2,230,841 $ 2,800,193 $ 2,600,000 $ 2,843,333 $ 69,482 $ 2,912,815 Structural Steel 11,127,025 14,885,725 12,884,132 12,900,259 149,202 13,049,461 Track Work 2,323,946 2,513,324 2,347,431 2,257,039 112,986 2,370,025 Pavement 262,200 262,200 251,400 282,130 282,130 Third Rail 318,483 396,551 329,700 368,212 24,496 392,708 ; Special Work 185,957 208,775 189,775 160,293 35,938 196,231 Storage Yards 543,831 632,808 550,270 510,000 56,862 566,862 ! Interlocking 388,399 472,803 412,000 393,674 32,787 426,461 Power Stations 3,962,672 4,813,416 4,166,325 3,914,350 3,914,350 | Substations and Batteries 1,652,025 1,975,767 1,753,458 1,912,518 298,012\ 1,614,506 Transmission Lines 1,192,366 1,529,619 1,360,104 1,330,141 27J42 f 1,302,399 j Rolling Stock 9,700,887 11,205,966 10,098,652 10,848,220 3,285,470 14,133,690 ! Stations, Buildings 1 and Platforms 1,784,888 2,717,377 2,250,000 2,289,473 91,677 2,381,150 Office Fixtures, Tools and Supplies 359,000 359,000 359,000 359,000 185,587 ! 544,587 j i Total without Right ! of Way or Over- head Charges $36,032,520 $44,773,524 $39,552,247 $40,368,642 $3,718,733 i j $44,087,375 | Total—Other Phys- ! ical Property 42,695,373 53,728,229 51,417,921 56,478,449 4,837,889 61,316,338 | Real Estate and 1 Rights of Way, without Overhead Charges 16,490,728 44,551,498* 44,551,498* 14,697,652 289,684 i i 14,987,336 i Total Real Estate and Right of Way 19,459,059 44,551,498 46,779,073 20,055,992 395,449 20,451,441 | Grand Totals Valuations $62,154,432 $98,279,727 $98,196,994 $76,534,441 $5,233,338 ! $81,767,779 1 ^Figures represent totals as reported including $7,184,135, estimated cost to eliminate waiver of damages outside of the Loop which cost was disallowed in the other valuations. The Clark and Trainer real estate appraisal is here added to the Drum valuation for comparative purposes only, as Drum made no valuation of the real estate. An additional amount of $15,696,023, estimated by Clark and Trainer to cover waiver of damages inside the Loop was disallowed by Professor Swain, t Property disposed of. 394SUMMARIES OF CHICAGO ELEVATED RAILROAD VALUATIONS AS OF JANUARY 1st, 1912 Including Compared Final Totals of Chicago Traction and Subway Commission Valuation—June 30, 1916 PRESENT VALUE Description Harbor & Subway Commission 1912 Drum & Company Professor Swain Chicago Traction & Subway Commission 1912 1912 1912 | Additions | 1916 Foundations $ 2,230,841 $ 2,800,193 $ 2,600,000 $ 2,843,333 $ 69,482 $ 2,912,815 Structural Steel 9,609,759 14,720,847 12,584,000 11,159,122 148,328 11,307,450 Track Work 1.293,201 1,825,993 1,656,989 1,451,094 76,722 1,527,816 Pavements 196,650 196,650 188,550 235,464 235,464 Third Rail 158,099 288,908 242,824 254,380 18,458 272,838 Special Work 125,116 156,583 142,350 99,451 30,414 129,865 Storage Yards 360,026 505,504 385,189 344,000 49,499 393,499 Interlocking 292,003 354,602 309,000 314,939 24,883 339,822 Power Stations 2,570,356 3,824,104 3,274,878 1,974,145 1,974,145 Substations and Batteries 1,328,395 1,675,659 1,476,734 1,539,258 219,738} 1,319,520 Transmission Lines 990,782 1,389,726 1,238,500 1,151,908 17,370} 1,134,538 Rolling Stock 7,790,502 10,144,346 8,106,134 7,704,666 3,229,840 10,934,506 Stations, Buildings and Platforms 1,441,903 2,598,527 2,160,000 1,689,420 88,553 1,777,973 Office Fixtures, Tools and Supplies 269,250 269,250 269,250 269,250 231,535 500,785 Total without Right of Way or Over- head Charges $28,656,883 $40,750,892 $34,634,398 $31,030,430 $ 3,730,606 $34,761,036 Total—Other Phys- 33,992,122 49,705,597 46,500,070 45,069,652 4,879,823 49,949,475 ical Property Real Estate and Rights of Way, without Over- head Charges 16,490,728 44,551,498* 44,551,498* 14,697,652 289,684 14,987,336 Total Real Estate and Right of Way 19,459,059 44,551,498 46,779,073 20,055,992 395,449 20,451,441 Grand Totals Valuations $53,451,181 $94,257,095 $93,279,143 $65,125,644 $5,275,272 $70,400,916 ^Figures represent totals as reported including $7,184,135, estimated cost to eliminate waiver of damages outside of the Loop which cost was disallowed in the other valuations. The Clark and Trainer real estate appraisal is here added to the Drum valuation for comparative purposes only, as Drum made no valuation of the real estate. An additional amount of $15,696,023, estimated by Clark and Trainer to cover waiver of damages inside the Loop was disallowed by Professor Swain, f Property disposed of. 395METHOD ADOPTED BY THE COMMISSIONERS IN DETERMINING THE VALU- ATION OF THE CHICAGO ELEVATED RAILROAD PROPERTIES OF $70,400,916-PRESENT VALUE AS OF JUNE 30, 1916 Final Totals of Land, Right of Way and Other Physical Property Description Reproduc- tion Cost New Present Value Right of Way 1. Bare Land and Easements: Total acquired by Companies 2. Other Land: Not used or useful (deduct) $13,203,583 465,204 $13,203,583 465,204 3. Bare Land: Used or useful for railway purposes 4. Value of Leaseholds: Excess value of leaseholds 5. Other Buildings Owned : On land not used, but useful for R. R. purposes $12,738,379 261,894 231,671 $12,738,379 261,894 231,671 6. Total Land and Buildings: Used or useful for railway purposes 7. Acquisition Costs * 8. Right of Way Easements: In Oak Park and St. Charles air line crossing. . $13,231,944 1,323,194 138,329 $13,231,944 1,323,194 138,329 9. Total Right of Way: Land, buildings and easements 10. Engineering: On total right of way, land and easements $14,693,467 293,869 $14,693,467 293,869 11. Total Right of Way $14,987,336 $14,987,336 Other Physical Property 12. Other Physical Property 13. Contingencies: to cover omissions and miscellaneous construction costs. 14. Administration: On Other Physical Property 15. Engineering: On Other Physical Property plus Contingencies 16. Paving: On city streets and alleys 17. Bridge Easements: Metropolitan West Side bridge over Chicago River. . $43,961,481 2,198,074 1,200,000 2,307,978 125,894 45,000 $34,658,372 1,732,919 1,110,000 2,063,772 102,664 45,000 Total Other Physical Property, Etc $49,838,427 $39,712,727 18. Taxes and Insurance During Construction: (a) Taxes on Total Right of Way (b) Taxes on Other Physical Property (c) Insurance 19. Interest During Construction: (a) On Total Right of Way (b) On Total Other Physical Propertv (c) On Taxes and Insurance 20. Plant Development Costs: Actual money spent for permanent physical structure, not subject to frequent renewals $ 739,666 429,745 31,851 2,697,720 4,485,458 72,076 382,387 $ 739,666 429,745 31,851 2,697,720 4,485,458 72,076 267,670 21. Total Right of Way and Other Physical Property 22. Agreed General Allowance, not specifically determined in the organiza- tion, development and production of the operating property $73,664,666 8,103,113 $63,424,249 6,976,667 23. Grand Totals of Valuation $81,767,779 $70,400,916 396w CO & w H W S Ph 0 1 w Q H 5 53 Pm o 3 g S E Eh 55 S 3 £ GO iJ H <1 tf L> Pn1^ ft ;>> o 08 & a o O o3 £ 0 © 0 £ U O £ CO 05 (M 8 *0 00 t—H 00 00 »o O 00 iO > a o3 ft a c3 O tf o3 6. S c3 PM '■d a o3 O bC c3 O 0 O <1 Eh O Q 55 <3 W O 397TABLE OF UNIT PRICES AND DEPRECIATION AS APPLIED © -P fcC+2 ;3g s n bfiP ^ p i .s liJ§ ^3 fn r3 g OP o o -t-2 32 02 Co os cd P c3 CD © I II 13 ^0 PQ. bC o oz p § CD S p k> - - P HH ► O P P O o p bcS p 0 3 ^ p d "oP rj 02 d C3 P O 02 cr £ > go W CD H C-i S P CLP S—i q, CD CL ^ 02 o 5j ® M £Q Jg BQ „fi' bfi d „ © biD©’- o3 ® d O k §<10? o3 gM rt &CPP. I C^OO( pq o !§00 00 c PPP d d cj c3 c3 * JS *S i> o p o o o o o © © qqqqqoq oodocoddd lO^^NOi©© 03 P CO 00 CO I>» P c3 02 (D bDi-H bD p Kfi'+H >-i •a fja a £*|o H 02 g . $ la=2 W § rj O g|ai £l0c° • *3kS §S°f I -> 32 © O ° 20 g’&S 8 o P P ft t-zr^znai I I co CO CO • . . o o o£; 02 r n '*-3 O O • § 00 00 O c3 •3 d d £P d £ d ©HHOQPOO p m 00 o p p CD CD CO CO P H d" P t: <12 d 02 C3 « “^g3 o o-s.Sd d d CQ 03 d d 32 02 ^ " O O £ "d ®3 0 ■73 1 o 08 t-i H d 2 J ' +3 o : bL bL i • S .S .i h> ^ ' c3 c3 c O O O t-H P 398TABLE OF UNIT PRICES AND DEPRECIATION AS APPLIED — Continued K O ■ m £ o oo lOiOOOCO (M rH H O *-0 •3^ H -S CD _ bi)£ g G Q-1 •rH & CD WiZ > CD M £ £ §r£ or£ ° &^r£ £ £ > b 2 2 2 03 ^ ^ T! f| fl o y o £ O O O X X X gooowww £ £ £ o o o fro bfi O £ r£*_£ 2 w £ £ bfi §3 ® b -2 -hIS.S s_, tr s s ^ m o n o o O 'MpH^ ,r^ O o oftft ^ bC bJD , b b ' b b sbp *02 o O b ■£! ’ 0L-l 8•■St'S © CD "b ^ OO ^ w ■g a £££ s .b b b h ^ b b ^gg^ObC^grt 03 b b r* rj b flrH.^P .© aa.b.b; 'S .S-jg „ o O O O o o O bfl§ •r >*>,b -+^ +3 — —1 ~^ ©>©©©©©“ ©00©©©©©b ^ ^ ^ ^ -h> ^ ^ b oJSSSSSwSSqqI £ 02 1> iO to tH o 00 rH rb (XJ © ^ p rb & si rb b no b c3 © b O Jgg oo rH to (MOO HlOW 1> CD 00 ^ CO ^ 05 CO w§! © !■! •b © © © b b o o rbrb a p< © © b .2 b ■S.2 go +3 b m ?-< oS ° o b « c3 fn CL © * b ■g s g J- £o .2 2 " i-O '*“5 «2 £.2 grgS b I £ •+-S o * 02T3 I T5 O 02 co 0 *\2 © c3 ^0 b 02 © Oh +3 ©b4 . a 1,2 ® PlHH) r—> t- b b g 3b © © +3 » o Oo 02 O O © 5 05 tO a sis o- - *o~ ~ CO CO CO t- ^ o 05 hcoh(M(MhiO "b b bo o o PM £ b b o b 4^ nO 'b b • b , b n b .-£.■£ 12 ° ^ bbS® in bTi n-P o o b P O o o 2 © "b 02 © S o S rbrb 02 © g 43 © © g) § §rg^ ri ^OJH^ b ©.a ©« o, a ft ° Pu b b Obi O c3 §0^0,2 2 gm'pqms'S b c3 . . • b o MMHHQrtfP 400TABLE OF UNIT PRICES AND DEPRECIATION AS APPLIED — Continued <1 ° O . 2 fc s o H P o 6 ft O CO ^-joo -OO -2 (MO T—I oo ftt* d o O'* *0~ O- rH~ rH"* to~ oooooo qqqqoq CO CM CO 1> (M to no CO (M O CO CO rH^O (M^t^q^OO OrH cd'^oo i> pd o ^ ^ d ~ m ft bJO 0 d ft "O 0 d aT CD ?H P* -1-3 O d SH -+3 03 .2 ® g g 18 s a * a ft J m CO (M tO CQ r3 O d O d d bfi , d gq .ft p-i_: *d OTJ ft o (D 3^-g pft CD g do S °3 ?H 3 ft j 5 - rH rH i> CM 1> CL) A ft Wftftft ^www .OlOlO MO)(NCD mHHH Jhhw ^ddd CQ CQ CQ CQ q ?H fH U O O O O ■+; ooo"o a aaaa e ?h ?-i ?h ?-i .£ . -P+3 CQ CQ M fn a a n n ^ ^ £>■ -g -X -+J -f-3 g 00202 ft ft o CO to .ft *d *h U U f-i CD • d s & t3 CD d ft^ ‘oft -g ^ d g 3 d 3 ^3 .ft *3 § d cr1 ft p CD-d a4 H gg1 .2 '■§ E? s ss ■s -@ts ^ OQffl U1 (M CO TP ^ to to 26 401CHAPTER XIII OTHER MATTERS SUBMITTED TO THE COMMISSIONERS In addition to the complete Report on the unification of surface, ele- vated, and vSubway lines called for in the ordinance appointing the Com- missioners, there have been presented for their consideration a great variety of questions, suggestions, and requests for improvement of the transpor- tation service, to many of which they have devoted considerable time and attention. Besides the public hearings at the City Hall, many hearings were held at the Commissioners’ office for special groups of citizens and representatives of various interests, in order to get a thorough under- standing of the viewpoint of these representative citizens. In all cases the suggestions have been considered and sometimes utilized in the general scheme of the Commissioners’ plan and recommendations. In order to call attention to the reasons for the action taken by them upon some of these matters, the following brief statement has been pre- pared, enumerating the subjects presented, the disposition of, and the recommendations made thereon, by the Commissioners. In the case of a large group of some 160 ordinances pending before the Local Transpor- tation Committee, a large number were found to be purely operating matters, which should be submitted to the Board of Supervising Engi- neers. Upon these the Commissioners have taken no action, not con- sidering them within the scope of this Report. A large number of other suggestions made by letter have been handled through correspondence and are not here included except where of con- siderable general importance. On account of the necessary limitations of this volume, it is impossible to completely discuss these matters, and it is not intended that the amount of space here devoted to them is at all commensurate, in many cases, with the importance of the questions sub- mitted. It is hoped, however, that these paragraphs will give the general sense of the Commissioners’ views on these many and varied matters. MATTERS SUBMITTED By Local Transportation Committee On April 5, 1916, the Committee on Local Transportation of the Chicago City Council transmitted to the Chicago Traction and Subway Commission, the subject matter of all documents then pending before it for consideration. The Commissioners gave these careful consideration 402OTHER MATTERS SUBMITTED TO THE COMMISSIONERS 403 as to their bearing upon the general problem before them. Some of these ordinances were matters of purely legislative character or of a temporary nature, such as demands for service changes to keep pace with altering traffic conditions. Still others concerned questions of a very detailed or purely local character. Nevertheless, collectively, they gave the Com- missioners an excellent view of the problems appearing before the City Council. This Report does not deal with each subject in detail, but treats them as examples of general conditions or indications of the need of investiga- tions of a special character, which the staff in most cases have covered in their studies and surveys. Several of these documents referred to subways including an ordi- nance providing for construction of a subway to be leased to the elevated railroads; an order that plans for downtown subways include space for the elevated railroads; an order for construction of subways to be used by the street railway lines, as contemplated under the Traction Ordinances of 1907; orders and ordinances for construction of tunnels to carry street cars past the unopened portions of Robey street, Ashland avenue and California avenue; the subway propositions submitted by Henry A. Goetz and by Frank J. Wilson; and an order that subway ordinances contain provision for public comfort conveniences at stations, and that portion of the Mayor’s message of October 4, 1915, relating to subways. This Commission was selected and the work carried on by it in a man- ner that fully meets the spirit of the Mayor’s recommendation in his mes- sage. A full study of a very large number of subway plans and suggestions was made as well as those mentioned above and the recommended plan provides properly arranged subways for the elevated railroads, as well as the street railways. These layouts are based on a co-ordinated system, instead of the less desirable plan of building separate and competitive sub- ways, for either, or both the elevated roads, or the surface lines. Two of the matters referred, related to the carrying of car lines through parks, one being a general recommendation that car lines be carried through parks wherever desirable and the other referring to bridging the gap in the car lines in Division street, where they now terminate at each side of Hum- boldt Park. Where there are portions of parks cut off from convenient access or where important car lines are interrupted by parks and vexatious detours, the public is entitled to a right of passage through the park, and the Commissioners are confident a means can be provided for such passage of street cars in a way which will not interfere with the use of a park or destroy its beauty. Lines of street cars are thus carried through Central Park in New York City without detriment, many being unaware of their existence. In Boston, car lines are carried through the central sodded portion of park-404 SUPPLEMENT TO REPORT ways, such as boulevards, without unsightliness, and to the great conveni- ence of people on these lines. Where it may become necessary in the future to carry an elevated rail- road across a park (for example, in Kedzie avenue across Marquette Park) it is possible to provide a properly designed ornamental structure of con- crete, with terra cotta decoration, pleasing in aspect, and quiet in opera- tion. Examples of such a structure may be found in Queens Boulevard in New York City, and in several continental cities. Several of the matters referred to securing transfers from Wabash avenue to the west within the downtown district, such as, an order for such transfers; an ordinance for establishing a through route over Wabash avenue and Madison street; and orders for extending the Harrison street, Van Buren street, and Adams street car lines to operate to Wabash avenue. The subway for surface cars from the west side, recommended by the Commissioners, will admit of transfers from Wabash avenue to the east and west lines operating therein. This avoids adding surface line crossings conflicting with State street’s heavy lines. A number of these matters concerned the routing of cars in the down- town district and the control of traffic within that district. Of such a nature were the proposals of the Department of Public Service for rerouting within that district; the recommendations of the Board of Supervising Engineers for turn back service at the edges of the district; the communi- cations relative to the switchbacks maintained on Adams street, Harrison street, and Van Buren street; the recommendations of the Board of Super- vising Engineers, and the Department of Public Service, with regard to vehicular traffic and traffic counts from various sources; a communication from the Cartage Exchange suggesting measures to be taken to help out teaming traffic; and two communications requesting that trials be made of mechanically operated traffic signals. Construction of the surface car subways will materially help the sur- face street congestion. Carrying out the recommendations of the Com- missioners will allow of a rearrangement of surface routing to free the streets of a good deal of the congestion. Recommendations as to such routing and as to dealing with vehicular traffic, including a recommenda- tion of the use of visible signals at important crossings, will be found in considerable detail in the Report. A large number of matters referred to suggested changes in routing outside the more congested downtown district; to service matters, and to the method of operating cars in the streets. There were recommenda- tions that the north State street line be operated north in Clark street, from Division street to the barn loop near Diversey boulevard; that the West 16th street line be operated east to Leavitt street, by way of Ogden avenue, 15th street, Western avenue and 18th street; that Through Route 17OTHER MATTERS SUBMITTED TO THE COMMISSIONERS be changed to the route formerly operated, and also that it be maintained in its present routing; that Through Route 23 be extended to the north side; that the routing of the East Chicago avenue cars be extended west from Crawford avenue to the City Limits; that the Fulton street line be routed west from its present terminus over Western avenue and Grand avenue to the City Limits; that the Grand avenue line be routed to a down- town terminal; that improved service be afforded on Armitage avenue, 16th street, Milwaukee avenue, Stony Island avenue, 79th street and Cot- tage Grove avenue; that a schedule be put into effect requiring a seat per passenger all hours of the day on Irving Park boulevard, Fullerton avenue, Armitage avenue, Division street, Crawford avenue and Cicero avenue; that the requirements of a certain order of the Illinois State Public Utilities Commission, September 29, 1915, directing the Chicago Surface Lines to make numerous changes in its routing, equipment, schedules and methods of operation, be forthwith exacted by the City Council; that the afore- mentioned order is in conflict in certain particulars with the ordinances passed by the City Council and further that it is irrational, unconstitutional, illegal and void; that loops be substituted for switchbacks for turning back cars on North avenue, Racine avenue, and Sheffield avenue; and that the “skip stop” method of operation be adopted for street cars. The plan of the proposed transportation improvements recommended by the Commissioners is so large and comprehensive, that all parts of the City will be profoundly affected, when they are carried out. New avenues of transit will be provided, and quicker transportation routes afforded. These improvements will react on all the transportation lines, and innum- erable changes in routing and revisions of schedule will have to be made as their effects become apparent. The Commissioners have, therefore, been unable to make specific recommendations but have worked out the general recommendations con- tained in this Report of the cardinal principles to be followed in routing and scheduling, so that they may be applied under the direction of the supervisory board, recommended in this Report. Further, the Commis- sioners have made elaborate traffic counts of several types and residential and vocational counts, which will admit of logical routing and zoning being developed. The data collected is embodied in this Supplement. Where the application of such zoning or routing results in the turning back of a considerable number of cars, the cars should be looped back, if possible, avoiding switching back in the street on the main line. Relative to accounting matters, reports of audits of the accounts of the traction companies (with numerous legal opinions and communications in relation thereto), and a communication with regard to expenditures for advertising, were among the matters transmitted. The Commissioners have given study to the financial matters of the406 SUPPLEMENT TO REPORT companies, and have made their own accounting investigations. Their recommended financial plan and their recommendations with regard to the proposed Board of Regulation and Control, cover these subjects. Other minor matters of detail, such as having all Northwestern Ele- vated trains stop at Belmont avenue; the wording of destination signs on the Wentworth avenue cars operating to 79th street, and the kind of rail maintained in Canalport avenue, are properly matters to be considered by the proposed Board of Regulation and Control. The matters included the proposed location of new elevated railroad stations at Wentworth avenue on the Stock Yards Branch of the South Side Elevated; at Morgan street on the Englewood Branch of the same road; at Lawrence avenue on the Evanston Branch of the Northwestern Elevated, and at Fullerton avenue on the Logan Square branch of the Metropolitan Elevated. As elsewhere stated, the alteration of the elevated railroads to give express service, in many places where only local service is now given, will require numerous changes in elevated railroad stations when the subject can be worked out as a whole. Data is included in this Supplement, which gives the present travel between all localities served by elevated roads. An order was included among those transmitted, which proposes a study of coordinating steam railroad, elevated railroad, and surface street railway facilities. The instructions for this Report confine the scope to coordination of the last two. The Commissioners have given this subject much consid- eration, and a separate chapter is devoted to this matter. Finally, a large number of the matters transmitted by the Committee on Local Transportation were orders for consideration by the City Council, of requests for construction of surface street railway lines, most of them being requested to be ordered as parts of the equivalent of 23 miles of single track, which the City may exact of the traction companies each year. These proposed street railway extensions in Monroe street from La Salle street to Canal street; Indiana avenue from 51st street to 63d street; South Park avenue from 67th street to 79th street; 60th street from Blackstone avenue to Stony Island avenue; 59th street from Kedzie avenue to Craw- ford avenue; Archer avenue from Cicero avenue to Harlem avenue; 71st street from Cottage Grove avenue to Stony Island avenue; 83d street from South Chicago avenue to Commercial avenue; 87th street from Stony Island avenue to Ashland avenue; 95th street from Michigan avenue to Western avenue; Wentworth avenue from 95th street to 119th street; Vincennes avenue from 80th street to 87th street; Racine avenue from 79th street to 91st street; 103d street from Cottage Grove avenue to Torrence avenue; 115th street from Halsted street to Vincennes avenue; the route of the proposed Hegewisch Extension from 106th street to 138th street betweenOTHER MATTERS SUBMITTED TO THE COMMISSIONERS 407 Hyde Lake and the Calumet river; California avenue from Belmont avenue to Montrose avenue; Cicero avenue from Irving Park boulevard to Montrose avenue; Central avenue from Chicago avenue to Milwaukee avenue; Central avenue from Madison street to 12th street; Narragansett avenue from Grand avenue to Irving Park boulevard; Taylor street from Western avenue to Kedzie avenue; Fullerton avenue from Cicero avenue to Central avenue; Diversey avenue from Western avenue to Cicero avenue; Irving Park boulevard from Neenah avenue to Harlem avenue; Montrose avenue from Cicero avenue to Austin avenue; and Elston avenue from Lawrence avenue to Milwaukee avenue. Considering the changes that have come over this City in the past, and the changes to be expected, if the entire plan recommended by the Commissioners is adopted, they could not undertake to designate definite street railway lines to be constructed in designated years. Each year the City Council has taken into consideration the trend of growth of the City, the status of the streets proposed for car lines, and the general trans- portation needs of the various sections, and designated the extensions to be built. It is presumed by the Commissioners that the yearly designation to meet current needs will continue. As a study, they have laid out a future plan of street railways covering the City throughout. Surface line development throughout the remaining districts of the City, without detail as to exact location, has been provided by the Com- missioners in the formation of the financial plan. This development is aSvSumed to be coincident with the improvement of the rapid transit lines as City growth proceeds. The capital requirements for such surface line development have been estimated from year to year up to the year 1950, on the assumption that at that time 5,000,000 people will reside within slightly extended City limits, and be adequately served by the surface and rapid transit system. In the resulting estimated capital expenditures, the high standards of construction already established by the 1907 ordinances are to be main- tained, and the existing plan of developing the City along section and half section line streets, on the gridiron system, has been followed. Chicago Plan Commission The general features of the proposals of the Chicago Plan Commission and of the Railway Terminal Commission have been given consideration by the Commissioners in so far as they might have a bearing upon the improvements contained in their recommendations. Reports of these two commissions were studied, in addition to which officials of the Chicago Plan Commission met with the Chicago Traction and Subway Commission for conferences. The Chicago Plan Commission has also submitted several communications, with regard to treatment for408 SUPPLEMENT TO REPORT opening Robey street, Ashland avenue, and California avenue. Definite recommendations, with regard to these matters, are contained in this Re- port. Close touch, between the work of the Railway Terminals Com- mission and that of the Chicago Traction and Subway Commission, has been possible, as one member and counsel of this Commission are members of the Railway Terminal Commission. Previous Subway Reports The reports made to the City by all previous Commissions and experts, relative to the subway and local transportation problems, have been studied and considered in preparing this Report. The Commissioners have examined and classified drawings, data and records of The Chicago Harbor and Subway Commission (with which were consolidated the underlying data from earlier reports), and have availed themselves of as much of this material as has'been found useful. Indirect Taxation vs. Service The subject of indirect taxation laid upon the operating companies has been presented to the Commission. These are burdens laid upon the companies beyond the simple task of carrying passengers; such as paving the streets, sprinkling, cleaning rights of way, etc. These are taxes upon the car rider, as they decrease the funds available under the Commissioners’ plan for the rendering of improved service. The Commissioners have pointed this out in this Report (see page 344), and the amount of these charges is included in the estimate of the de- ductions from gross receipts shown in the statement on page 335. Recommendations of The Dearborn Street Improvement Association The Dearborn Street Improvement Association submitted a printed memorial, followed by a supplemental letter accompanied by a compi- lation of traffic data from various sources. The original suggestion of the Association centered upon two propositions: One, the routing of cars through from the north side to the south side in a straight line on Dearborn street, and the other, that in the event a subway is constructed in the downtown district, a north and south subway be constructed in Dearborn street, from Lake street to Polk street. A general plan of rerouting of surface cars was submitted for consideration, and in addition, a belt car line to be operated by surface cars, was proposed over a loop along Wabash avenue, Randolph street, Clinton street, and Van Buren street; that a track connection be made from the Chicago and Oak Park Elevated, passing through the Chicago and Northwestern Railroad Station and the Union Station, at the level of the steam railroad tracks, and connectingOTHER MATTERS SUBMITTED TO THE COMMISSIONERS 409 with the Metropolitan Elevated railroad; that an elevated railroad con- nection be built from the Chicago and Oak Park Elevated railroad south in Clinton street to Congress street and east in Congress street to the Congress street stub of the South Side Elevated; that an elevated railroad extension be built in Market street from the end of the Market street stub south to a connection with the Metropolitan Elevated, and that an elevated railroad extension be built from the North Water street stub east and then south to connect with the Union Loop in Wabash avenue (these elevated railroad extensions affording facilities for a variety of loop and diverted service); that subsurface foot passageways underneath the side- walks in the Loop district be constructed, some of these to carry movable sidewalks; that the various steam railroad stations be connected by shuttle cars; that the suburban service of the Illinois Central Railroad, between Randolph and 12th streets, be developed for local travel at the east edge of the present downtown district, and that the general suburban steam railroad service be improved, and that means be developed for providing access to the Municipal Pier. This Report recommends numerous facilities which will give the relief sought in the proposition of The Dearborn Street Improvement Associa- tion, although generally in somewhat different manner from that proposed. The proposals would create a system of loops, which would tend to confine a downtown district, instead of which the Commissioners have recom- mended facilities which will provide for through operation, except for some of the unbalanced rush-hour traffic. Further, the Commissioners believe in providing general transpor- tation facilities instead of attempting to provide special lines for special groups of persons. This Report contains general recommendations, with regard to rearranging the surface traffic in the downtown district. The Commissioners went quite thoroughly into the question of loops and of moving platforms, both above ground and below it, and while such arrangements can be laid out to handle a heavy volume of traffic within a congested area, discarded them in favor of a plan designed to spread traffic. On the suggestions with regard to steam railroads, general recommen- dations are contained in this Report. Cook County Real Estate Board Mr. W. D. Kerr, representing the Cook County Real Estate Board, appeared before this Commission at its first hearing. He felt that the traction question should be considered from the standpoint of the City at large and that care should be taken not to further promote or continue congestion at points where it is now most evident, and that the expenditure of the traction fund to provide transportation facilities should be distributed410 SUPPLEMENT TO REPORT throughout the City, rather than centralized in a particular district. In addition to the proposed connections of Ashland avenue and Robey street, he stated, attention should be given to providing many new river crossings for car lines, as much of the traffic is now compelled to proceed in an indirect way or to detour through the downtown district. He asked that rapid transit facilities be provided direct from the north side to the south side without passing through the downtown district; that surface lines be rerouted to keep out of that district all traffic which does not logically belong there, and that attention be given to connecting outlying centers. He believed that subway construction should only be, as a last resort, confined to the purpose of passing obstructions or of providing facilities that could not otherwise be provided; that anything more than a limited downtown subway would only tend to aggravate downtown con- gestion, and that subway investment should be kept low so as not to place a burden of fixed charges upon the car riders. He urged the necessity of rearranging the present transportation facili- ties so that they may render their utmost efficiency, and thereby afford increased means of travel without adding to the fixed charges; that the travelling public be diverted to the facilities best adapted for each class of service, and that short haul riding be stimulated by so routing the cars downtown that they may be generally utilized for short journeys within that district. He proposed that lower fares be offered outside of rush hours to relieve the rush-hour loading, and suggested a system of zone fares to permit the earnings of the traction companies to be publicly adjusted to whatever service standard is adopted. In connection with his discussion of service and routing, he filed copies of briefs and the order of the State Public Utilities Commission in a case brought by his clients and decided in September, 1915. He suggested that interurban roads be brought into the interior portions of the City; that the suburban towns be included in the five cent fare zone; and that the suburban service on the steam railroads be coordinated with that on the surface and elevated lines. He spoke of the burdens the travelling public now carry through the street railway companies having to pay large sums for paving and cleaning streets and for other indirect taxation, and thought this should not be required, nor should the 55 per cent payments be required into the “trac- tion fund,” and further, that the public should be relieved of the burdens of indefinitely paying interest charges on discarded capital. To his mind, after a careful traffic survey, the system should be rearranged, and the addi- tional facilities provided to care evenly for the entire City, not only as it now exists, but as it will be well into the future, taking extreme care to so design it that earnings will be forthcoming to support new capital invested,OTHER MATTERS SUBMITTED TO THE COMMISSIONERS 411 in order that the travelling public may not be oppressed and service crip- pled through heavy carrying charges. All of these matters are discussed in the Report, except the questions of zone fares and varying fares. The Commissioners have recommended a plan, after an extensive survey, designed to fit the needs of the travelling public, each kind of transportation facility designed to fit its proper sphere and to be brought to high efficiency, the whole being designed with a view to filling the needs of the entire community, not only^of the present day, but when it has grown to one of 5,000,000. Additional rapid transit routes are recommended, the investment is kept down to prudent limits, and it is planned to have it supplied as needed in order to keep down fixed charges meanwhile, and the proposed amortization plan will not only remove dead capital, but progressively extinguish the carrying charge upon all capital. Both zone fares and preferential fares for certain hours are open to the objection that they place burdens upon free movement within the City, and that they penalize the rush hour travellers. Northwest Side Commercial Association The Northwest Side Commercial Association, through its Secretary, Mr. Tomaz F. Deuther, submitted a typewritten memorandum (supple- mented by numerous maps) advancing a number of transportation proposi- tions. The general contentions were, that in the past, transportation facilities had been provided too much to the advantage of the central downtown district, to the detriment of the outlying districts; that improve- ments should be made to allow of equal facilities throughout the City, with an even quality of service in every part of the City; that routing should be along straight east and west and north and south lines (except with regard to diagonal arteries) without diversions; that the population of the City lies equally on either side of a north and south axial line near Ashland avenue, and that the major transportation facilities should be disposed with regard to such line; that all section and half-section line streets (that is, parallel streets at half mile intervals) should be preserved and developed for local transportation purposes; that where such streets or other streets important to traffic are now unopened, impeded or ob- structed, they should be opened and improved to full width, and the obstructions removed, or where the obstructions are insuperable, a way for traffic be provided through suitable treatment by viaduct, tunnel, or diversion, preference being in the order named, and that such opening be provided at once in the cases of Ashland avenue, Robey street, and Cali- fornia avenue; that the street car lines in Division street be connected across Humboldt Park in a depressed way which may be left as an open cut, spanned by bridges, to carry the park driveways, or may be barrel vaulted; that the elevated railroads be connected across the gaps between412 SUPPLEMENT TO REPORT the various north and south or east and west sections, approximatelyjin the same line, and that extensions to the elevated railroad system be constructed; that a tunnel be built to carry street car tracks under the Stock Yards, approximately on the line of Racine avenue, and that the south Racine avenue car line be operated through it, and over Through Route 23, extended to the north side; that numerous specified extensions of the street railway lines be built, and that a limited subway for street cars be built, south in Clinton street from Chicago avenue to 12th street, and east in 12th street to Lake Michigan, but that no subways be built within the so-called Loop district. The elevated connections proposed were to connect the north and south trunk of the Northwestern Elevated with the north and south branch of the Metropolitan Elevated, and a continuation of the line south, parallel with Ashland avenue to 63d street, and cross connect this line with east and west lines to the Englewood branch of the South Side Elevated near 63d street, to the Stock Yards branch of the same road near 43d street, and to the main line of the same road near 22d street; also to construct an east and west connection near North avenue, between the Humboldt Park branch of the Metropolitan Elevated and the main line of the Northwestern Elevated. Many of the propositions advanced are sound, and are recommended in whole or with modifications in the Report. Except for the 22d street and North avenue connections, the Commissioners’ plan recommends the elevated railroad connections and extensions sought; recommendations are made with regard to the opening of streets, particularly Ashland avenue and Robey street. The alternative in the financial plan, of setting apart 25 per cent of the traction fund for betterments which are not necessary to the actual traction improvements, is offered, with a view to taking care of just such problems as the carrying of the Division street car line across Humboldt Park. It is believed that the proposed rapid transit lines on Ashland avenue and Halsted street will be of more advantage to the tributary region, than the carrying of Racine avenue under the Stock Yards by tunnel. The entire plan of this Report contemplates the extension of rapid transportation facilities, as fast as the volume of traffic will enable them to be financed, into territories which do not now enjoy these facilities; the providing of additional transportation arteries to admit of travel in direct instead of indirect lines; the coordination of surface car facilities with rapid transit facilities, so that territory now out of walking distance of the latter will have it through transfer from the surface cars, and the equali- zation of facilities, and closing of gaps generally throughout the City. At the same time, the plan provides the necessary additional track facilities in the downtown district to take care of the travel coming into or going across this district, which the actual present counts and careful futureOTHER MATTERS SUBMITTED TO THE COMMISSIONERS] 413 „ estimates show to be large. This cannot be slighted without bad effect on the outer ends of the lines passing through this district. The plan recommended provides facilities which substitute through lines for loops within this district, and thus no longer constrict it but allow for expansion in every direction to the City limits. Elevated Extension on Milwaukee Avenue A delegation appeared before this Commission from the North West Side District, centering about Jefferson Park, asking additional elevated railroad facilities into this territory. The plan recommended by the Commissioners provides an extension of the Logan Square branch of the Metropolitan Elevated to Irving Park boulevard, and a future extension from this point, in such general northwest direction as the exigencies may require, to the City limits. The district, generally not directly tributary to this line, will have the advantage of the transfer arrangements from surface to elevated lines. This delegation further advocated extending the Logan Square branch of the Metropolitan Elevated southeasterly along the line of Milwaukee avenue to a connection with the Oak Park Elevated and operating the trains from Humboldt Park and Logan Square branches into the Market street stub terminal. The initial plan provides for direct connection between the Logan Square branch and the Oak Park Elevated, and the full development under the Commissioners’ plan recommends an extension of the Logan Square and Humboldt Park branches, partly by elevated and partly by subway, parallel to Milwaukee avenue to Halsted street, thence south under Halsted street, thence east under Madison street to the lake front; and subsequently a subway north under Michigan avenue and west under Grand avenue, thus affording the facilities requested, but with the advan- tage of through operation instead of stub end operation. Rapid Transit to North Central Business District and Municipal Pier The North Central Business District has urged, before the Commis- sion, provision for increased transportation facilities, through the manu- facturing district developing just north of the Chicago river, and to the Municipal Pier. The proposed State street subway and the extension of the elevated on North Water street to State and Lake streets in the first step of the recommendations, and the future subways in Grand avenue to Rush street and south in Rush street and in Clark street, will furnish transit facilities directly through this district. The proposed transfer facilities from surface to elevated lines will render these additional facilities available for the Municipal Pier.414 SUPPLEMENT TO REPORT Extension of Through Route 23 by Subway under Stock Yards The Illinois Manufacturers’ Association transmitted a formal reso- lution, suggesting the construction of a subway underneath the Stock Yards, on the line of Racine avenue, and the construction of track connec- tions so as to operate the south Racine avenue line as an extension of Through Route 23. The proposed rapid transit railroads to be built along Ashland avenue in the immediate future, and Halsted street subsequently, will give the south Racine avenue and Stock Yards districts a rapid transit line on either side, reaching to the northerly limits of the City, which will be immensely superior to a through surface car line under the Stock Yards by means of a tunnel. Extension of 39th Street Line West The Chicago Steel Foundry Company requested that the 39th street car line be extended west, and that an additional east and west car line be provided between 35th and 47th streets. These are details of surface street railway extensions which can be settled at any time by the City Council, and are not within the province of this Report. The Commissioners are advised that proceedings have been in prog- ress for some time by the Board of Local Improvements for opening 39th street, with promise of early completion. In this case the construction of car tracks west on 39th street will naturally follow. 55th Boulevard Subway Mr. S. C. Iverson suggested by letter a subway under Garfield boule- vard and Washington Park, from Cottage Grove avenue to Western avenue. An east and west surface line could be built a block to the north or the south at about Ho the cost, and adequately serve the tributary dis- trict for many years to come. The advantages to be gained by a subway would not be commensurate with the outlay. In addition, the proposed rapid transit lines on Ashland avenue and Halsted street will give this district rapid transit facilities which it does not now possess. Preservation of Illinois Tunnel The desirability of preserving the Illinois Tunnel, instead of taking advantage of the ordinance provisions, which require it to be removed when in the way of subway construction, was considered. Believing that existing utilities should be preserved, if possible, the Commissioners endeavored by careful designing, to find room between the top of this tunnel and the street surface, for two levels of subways, and found such construction would be feasible without any considerableOTHER MATTERS SUBMITTED TO THE COMMISSIONERS 415 sacrifice. However, this means somewhat less cover above the high level subway than allowed for in standard design. The subways have been planned to preserve the Illinois Tunnel where built, but to drop elsewhere to a level where full cover will be available. Garden Produce Carried in Surface Cars The Committee on Local Transportation submitted a recommendation that provision be made for carrying garden produce over street railway lines to public market places. The handling of such commodities, with proper restrictions as to character, and under proper regulation as to the method and time of its hauling, and the arrangements for its handling, are desirable from a com- munity point of view, and also might be made the source of earnings to help out in the operation of the tracks during the hours they are relatively idle. In working out the arrangements, extreme care should be taken that such use of the tracks does not produce a nuisance upon the streets traversed, or hinder the full use of the tracks lor the transportation of passengers. Elevators and Escalators at Elevated Stations A Council order directs consideration of the practicability of installing and operating elevators and escalators at elevated railroad stations. Elevators are of restricted capacity and expensive in operation. They are generally applicable only where a high lift is involved. The lack of success of the London tubes is largely due to their dependence upon ele- vators, and the large proportion of the fare that is used up for elevator operation. Escalators are preferable, but their usefulness is restricted to favorable localities. Where they seem desirable the Commissioners have included them as details of its recommended plan. Moving Sidewalks Moving sidewalks, carried in subways or on elevated structures, were suggested to the Commission as a means of collecting passengers in the downtown district for delivery to express stations of the rapid transit system. While they have an enormous carrying capacity, their use would tend to promote congestion in the localities where installed, whereas, it is the aim of the Commissioners to disperse congestion instead of promoting it. Federated Improvement Clubs A delegation from the Federated Improvement Clubs of the North- west Park District, representing territory comprehended within North416 SUPPLEMENT TO REPORT avenue, Kedzie avenue, Belmont avenue, and Harlem avenue, and a delegation from the 33d Ward, coming from somewhat the same territory, asked increased transportation facilities into this district; especially that the Humboldt Park branch of the Metropolitan Elevated be immediately extended directly west to 52d avenue and ultimately to Harlem avenue; that the Logan Square branch be extended directly west in the vicinity of Diversey boulevard; that the Fullerton avenue surface car line be extended to Grand avenue; that a surface car line be built on Diversey avenue from Western avenue to Cicero avenue, and ultimately to the City limits; that the Belmont avenue car line be extended on a similar program, and that ultimate provision be made for surface car lines on every section and half-section line street. An offer was made for donation of right of way lands for the Hum- boldt Park extension, which was subsequently confirmed by letter. The proposed Humboldt Park extension as far as Grand avenue is recommended in the Commissioners’ plan. As to the extension of the Logan Square branch, the Commissioners came to the opinion it should be extended approximately in its present direction instead of being turned west. Extension of surface car lines is a detail to be determined from year to year by the City Council. In its estimates the Commissioners assume that compulsory extensions at the direction of the City Council will be carried out each year but, after setting up the cost in its estimates, has not attempted to determine where they should be (except in a general way for study purposes). As a matter of fact, proceedings for all of the surface car extensions suggested by the delegation are pending before the City Council and a portion of the Belmont avenue extension has been built in the interim. Removal of Van Buren Street Side of Loop—Grossberg Mr. J. G. Grossberg submitted a copy of a bill filed* with the State Public Utilities Commission praying that the elevated railroads be re quired to through-route from the north side to the south side by way of Lake street and Wabash avenue and to loop back from the west side by way of Fifth Avenue, and that the Van Buren street side of the Union Loop be torn down. The Commissioners, of course, could not and did not consider the legal points involved, but gave due consideration to the traffic suggestions. The Commissioners, in formulating their plan, considered that it was preferable to bring those west side cars to be looped back to Wabash avenue. The Commissioners further believe that it is absolutely essential that four continuous tracks be provided from the north side to the south side, and four tracks (two through and two stub) be provided for the west side cars. Mr. Grossberg only provides for carrying west side passengers as far east as Fifth avenue, whereas the demand is greatOTHER MATTERS SUBMITTED TO THE COMMISSIONERS 417 for transportation to the east side of the Loop, notably State street, Wabash and Michigan avenues. Noise on Elevated Structure Mr. Adolph F. Hawacek submitted a communication relative to dead- ening noise on the elevated railroad structures. This subject also came to the Commissioners from, sources outside and inside the Commission. A material reduction in noise can be obtained by constructing com- pletely decked full ballasted structures (which in some measure darken the street underneath), taking care that there is no rigid connection between track and framework. Lengthened rails, heavier rails, spliced rails, special form of rail joint, and longitudinal stringers tend to reduce noise by lessening primary causes of vibration, as well as careful attend- ance to brake rigging and general car maintenance. The Commissioners recognize the advantages of deadening the noise on the elevated structures and have referred to it more specifically on page 22 of this Report. Skip Stops on Surface Lines The Chairman of the Committee on Local Transportation requested that attention be given to the subject of the “skip stop” method of sur- face car operation. This is treated in the Report. Transportation in 7th Ward Alderman Merriam suggested that a thorough study be made of the relation of the steam lines to the local transportation problem, with special reference to through routing of steam lines; that the surface line properties be revalued; that the adequacy of service in the 7th Ward be inquired into, with particular reference to Stony Island avenue, State street, 75th street, and Cottage Grove avenue; that attention be given to through routing of cars on Stony Island avenue, with especial reference to the break at 63d street; that consideration be given to location of elevated stations at St. Lawrence avenue and Ingleside avenue; that means be suggested for developing transportation in the Park Manor region, and that provisions be made for development of service from the 7th Ward to the territory immediately south. The steam railroads, as local transportation agencies, have been studied of themselves and in connection with the contact the Commis- sioners have had with the work of the Railway Terminals Commission. This subject is fully treated in Chapter VI of the Supplement. The ordinance creating the Commission distinctly requires that the financial plan include the street railways at their existing valuations, and the Commissioners followed the instructions of the ordinance. 27418 SUPPLEMENT TO REPORT The traffic counts of the Commission afford information as to the character and extent of travel on the car lines in the 7th Ward. Unless the track capacity is disclosed to be inadequate, or the routings contrary to the flow of travel, the adequacy or inadequacy of the number of cars which may be operating on a given line or a given day is a matter of service regulation rather than a factor in transportation planning. With regard to location of new elevated railroad stations, the recon- struction of the elevated railroads recommended by the Commissioners with high speed express service on the inner tracks and a local collection service on the outer tracks for transport of passengers to express stations, where they change to the fast trains, necessarily implies local stations at frequent intervals and may demand an entire rearrangement of elevated stations, including re-locations and new locations. With regard to devel- oping transportation into the last two districts mentioned, the plan recom- mended by the Commissioners contemplates a continuation in the exten- sion of surface car lines at the direction of the City Council, it contemplates developing these lines immediately as feeders to the rapid transit lines (the passenger having the option of continuing on the surface without transfer charge) and ultimate extension of elevated feeders into such terri- tory, with final conversion of these feeders into a rapid transit line to be built in the vicinity of Cottage Grove avenue. Surface Car Subway under Washington Park Mr. C. Van Alen Smith suggested that the east 55th street car line be extended west, by a subway under Washington Park, to a transfer station to the main stem of the South Side Elevated, and probable extension of the subway under Garfield boulevard to Western avenue. The investigations of the Commission through traffic checks and industrial counts, do not disclose any indication of a strong traffic move- ment from the territory along east 55th street to that along west 55th street. If the proposition be merely to transfer to the South Side Elevated, a short stretch of track on 51st street from Grand boulevard to Cottage Grove avenue would allow of a contact with the South Side Elevated via 55th street, Cottage Grove avenue and 51st street. For the time being this would suffice. Ultimately, the plan of the Commissioners provides a rapid transit route along the line of Cottage Grove avenue, to which the 55th street surface cars can transfer. The subject of a subway under Gar- field boulevard has been previously treated. Extension Market Street Elevated Stub Mr. H. K. Thornbush suggested extending the Market street stub of the Chicago and Oak Park Elevated south to Van Buren street, for the purpose of looping back west side elevated railroad cars.OTHER MATTERS SUBMITTED TO THE COMMISSIONERS 419 Extension of this track into the Fifth avenue stub terminal is a part of the initial program recommended in the plan of the Commissioners. He further recommended a street railway track in Market street to permit of looping back short of State street, some of the surface cars from the west side. The Commissioners’ Report recommends turning back of some of the service at convenient points. Extension of Through Route 23 Mr. A. S. Meguire suggested extending Through Route 23 to the north side over new tracks, to be constructed for a portion of the route. The present ordinances require extension of this line over the Holt and Noble street lines. The ultimate usefulness of this line or any exten- sions will be materially affected by the proposed Ashland avenue elevated railroad, with its connections to the Ravenswood branch of the North- western Elevated, and the future Halsted street rapid transit line, both of which are contained in the plan recommended by the Commissioners. Elevated Railroad on Cottage Grove Avenue South Mr. Wm. Sivyer suggested an elevated railroad line on Cottage Grove avenue from 43 d street south. The full plan of the Commissioners provides a rapid transit line in the vicinity of Cottage Grove avenue running from the downtown dis- trict south, on or near Cottage Grove avenue to South Chicago avenue. Elevated Railroad on Clark Street Mr. George R. Kessler suggested an elevated railroad through the downtown district on Clark street to 12 th street and east to a connection with the South Side Elevated; also a belt subway occupying State street, Halsted street, 12th street and Chicago avenue, and that the elevated structure on Van Buren street from Clark street to Wabash avenue be taken down. It is obviously his idea to provide four tracks connecting the South Side Elevated with the Northwestern Elevated. Such connection is better provided in the Commissioners’ plan by means of utilizing the two tracks on the elevated structure in Fifth avenue and providing two tracks in the State street subway. The Van Buren street elevated structure is needed for carrying the west side cars to Wabash avenue for looping back. A belt subway would be a mistake—they should be built for through north and south or horseshoe west side operation. In the initial plan of the Commissioners, subways are provided in State street and in the final plan, in Halsted street, forming a connection with subways in Harrison street, Michigan avenue and Grand avenue.420 SUPPLEMENT TO REPORT Service Standards The Commissioners have been requested to establish a service standard of operation of the local transportation properties in Chicago. The elements controlling a service standard not only vary for different lines and character of service, but also for many other constantly fluctuating conditions. The unification of the surface and elevated lines and the building of subways, as recommended in this Report, will entirely change the loading and other traffic conditions on both the surface and rapid transit systems. No service standard can be established without an accurate determination of the conditions under which it must be administered. The Commissioners have, therefore, recommended that this question be one placed within the jurisdiction of the Board of Regulation and Control recommended in this Report. In making their estimates of cost for the carrying out of their plans, the Commissioners have estimated the cost of cars by utilizing the recognized ratios between track mileage, passengers carried, and other controlling items. The capital provided for the item of cars is considered ample for the supplying of a thoroughly adequate service along the lines indicated in this plan. Subway Plan of Mr. Henry Goetz The subway plan of Mr. Henry Goetz was fully explained to the Com- missioners by Mr. Goetz. This subway appears to have been designed very largely in connection with the steam railroads, although it proposed to take care of all forms of transportation. Special emphasis is laid on electrically operated suburban trains to run through subways and out over the electrified rights of way of the steam railroads. The subject of the electrification and utilization of steam railroad rights of way is so vast, and involves so many intricate legal and financial problems, it would take a longer time and a larger force than the Chicago Traction and Subway Commission has had at its disposal. In addition, such a study would encroach upon the province of agencies already at work upon this proposition. The Commissioners have, therefore, only made recommendation of a general character on this subject, believing that the City would employ means to provide coordination between all forms of transportation agencies, and intensive use of the steam railroad rights of way at the proper time. The Commissioners have exercised great care to avoid obstructing such future developments in laying out the lines of subways they have recommended.OTHER MATTERS SUBMITTED TO THE COMMISSIONERS 421 Extension of Elevated South on Halsted Street Alderman Albert J. Fisher brought a delegation of business men from the 32b Ward, interested in the district along Halsted street, from 63d street to 79th street. The general facts relating to the growth of this district and the need of rapid transit service to the downtown business district, were presented. The definite request for an extension of elevated service to 79th street and Halsted street was made. The Commissioners recommend an elevated line to be built on Halsted street, from Chicago avenue on the north to 89th street on the south, sub- sequent to the Ashland avenue route. The difficulty and expense of the central portion of the line between the north and south branches of the river (Chicago avenue to 24th street), is likely to delay the completion of this line. It is pointed out, however, that an elevated line from 63d and Halsted streets south can be built and operated in connection with the Englewood branch of the South Side Elevated without waiting for the building of the line north of this point. Such an extension would tap a rapidly growing territory and one already well built up. Rapid Transit Extension in the 9th Ward Alderman Hiram Vanderbilt presented the reasons and needs for rapid transit into the 9th Ward, in order to reach such points as Pull- man, West Pullman, Riverdale, Roseland, Burnside, etc. He was accom- panied by a large delegation of representative business men from these communities. The infrequent steam service and the high rate of fare on the steam lines into the City, as well as the great length of time required for the trip to the Loop district by surface cars, were presented in great detail. The request for an extension of the elevated railroad lines from 63d street south to reach these various communities, was made. In considering rapid transit extensions to these communities from the City, the long stretch of unsettled territory separating these com- munities from the main built up part of Chicago must be taken into account. The industrial-residential investigation indicates very few hab- itual daily travellers, and the proportion of unsettled territory is such as to preclude the possibility of sufficient traffic to support an elevated line at the present time. The plan recommended in this Report provides for a transfer from the surface lines to the elevated at 63d street, where express trains starting at this point will deliver people into the Loop, with a saving of 18 minutes over the surface car time. This improvement will be pro- vided in the initial construction program. The plan also contemplates extension of rapid transit lines into this territory in connection with the through north and south subway with through cars running directly to the Loop.CHAPTER XIV ORDINANCE AND CONTRACT Be it ordained by the City Council of the City of Chicago: Section i. That the Committee on Local Transportation of the City Council by and through its Chairman, duly authorized therefor, be and it is hereby authorized and empowered to make and execute the contract in manner and form as hereinafter set forth for and on behalf of the City of Chicago with Bion J. Arnold, William Barclay Parsons and Robert Ridgway, desig- nating the said Parsons as Chairman of the said Commission, for the uses and purposes as the same are set forth in an ordinance entitled, “An ordinance authorizing the appointment of a Commission of Engineers to investigate, study and report on local transportation conditions ” passed by the City Council of the City of Chicago, December 20, 1915, as the same appears at pages 2675 to 2677 inclusive, of the printed Council Journal of said last mentioned date, which said last mentioned ordinance is recited in full as a part of said contract hereinafter set forth in Section 2 of this ordinance. Section 2. The form of said contract shall be in sentences, words, letters and figures as follows: “This agreement made this. . . . day of.............A. D., 1916, by and between Bion J. Arnold of the City of Chicago, William Barclay Parsons of the City of New York, and Robert Ridgway of the City of New York, parties of the first part, and the City of Chicago, a municipal cor- poration, party of the second part, witnesseth, that, “Whereas, The City Council of the City of Chicago, did on December 20, 1915, pass a certain ordinance entitled, “An ordinance authorizing the appointment of a Commission of Engineers to investigate, study and report on local transportation conditions J which said ordinance is now in full force and effect and which appears on pages 267s to 2677 inclusive, in the printed Journal of the Proceedings of the City Council of said last mentioned date, in sentences, words, letters and figures as follows, to wit: AN ORDINANCE “ ‘Authorizing the appointment of a Commission of Engineers to in- vestigate, study and report on local transportation conditions. “ 'Be it ordained by the City Council of the City of Chicago: “ ‘ Section 1. That the Committee on Local Transportation of the City Council be and it is hereby authorized and empowered to make and execute a contract or contracts (subject to ratification by the City Council by ordi- nance) for and on behalf of the City of Chicago with three engineers qualified to perform the duties herein prescribed for them, at least one of whom shall 422ORDINANCE AND CONTRACT 423 have experience and knowledge fitting him to pass upon questions of valuation of local transportation properties, who shall form a commission for the investigation of local transportation conditions and who shall render such services in the way of procuring information, furnishing estimates and plans, making reports and recommendations, and advising and assisting the said Committee on Local Transportation within the scope of its functions as it may direct along the general lines indicated herein. The said Committee on Local Transportation shall proceed in such manner and use such means as it deems proper in order to secure for this purpose three engineers of the highest standing in their profession who have had the best possible experience in the line of transportation work tending to fit them for solving the questions connected with the local transportation situation, one of whom shall be a resident of Chicago and thoroughly familiar with local transportation conditions therein, and the other two shall be thoroughly familiar with local transportation conditions in either the city of New York, the city of Philadelphia or the city of Boston. Separate contracts may be entered into with the said engineers, and the compensation, which is to be determined by the said Committee, may, vary as to the three to be named, but they shall be appointed for terms of equal duration, if appointed at the same time, or, if not appointed at the same time, they shall be ap- pointed for terms which expire simultaneously. Such terms shall expire April i, 1916; provided that the same may be extended not to exceed the fiscal year 1916, if the said Committee on Local Transportation shall see fit to extend them. 1Section 2. The Commissioners shall investigate and report upon the problem of obtaining improved transportation facilities for the City of Chicago through the unified operation as a single system of the existing surface and elevated railroads and the construction of subways, to be used as an integral part of such system or in any other appropriate manner; and they shall consider fully the financial, economic and engineering aspects of the problem, having in mind the present and future transporta- tion needs of the City. They shall prepare and recommend to said Local Transportation Committee a concrete plan which they shall deem for the best interests of the City and its people and fair and just to the companies owning said existing railroads, covering and providing for such unification and for initial subways to be used as a part of the unified system. The plan shall include the location, size, general character and use of the initial subways and a general estimate of the cost thereof (but not detailed plans and specifications therefor), and shall include and provide for all matters relating to the application of earnings of the unified system, connections, transfer, extensions and the co-ordination of operation between surface and elevated lines, and any other proposition recommended by them shall be submitted in concrete form. In working out the plan the Commissioners424 SUPPLEMENT TO REPORT shall accept the valuations of the respective surface lines as established under existing city ordinances, but such acceptance of said valuations shall be without prejudice to any existing matters of accounting now in dispute between the City of Chicago and the surface street railway companies, and if it is necessary for their purpose to place a valuation upon the properties of the elevated railroad companies they shall value those properties as they may deem fair and just and in accordance with sound engineering practice. The Commissioners shall complete their work on or before April i, 1916, and shall by that date submit to the City Council a full report thereof and of the plan recommended and the results that may be expected both to the companies and to the City through the carrying out of such plan. In preparing their plan the Commissioners may confer with any transporta- tion companies and all branches of the city government for the purpose of obtaining information and of securing their co-operation and assistance in working out the plan and for the purpose of obtaining their concurrence so far as possible in the plan. “ ‘Section 3. The said Commissioners on Traction, Consolidation and Subways, in preparing and submitting their report, findings, plans and recommendations pursuant to the foregoing authority, shall provide for and include, so far as may be practicable, the following: “ ‘i. Unified operation of surface and elevated lines. “ (2. A valuation of the elevated properties, using, so far as possible information involved in any previous valuation or former investigation. il “j. The location and general plan—but not detailed specifications— for the construction of a subway system to be operated in connection with the surface and elevated lines, or either or both. This subway system shall be designed to relieve congestion where additional transportation facilities other than subways cannot be had, and to remove obstructions to transpor- tation routes, such as the river on Ashland avenue, Robey street, and other places. Such subways shall be so designed that they may be extended from time to time to meet the City's growth and development and ultimately to form a comprehensive system. “ ‘4. The points and manner of connection between subway and the surface and elevated lines, and the general principles to be followed in unified operation. “ ‘5. A universal system of transfers covering transfer points and the general principles governing the use of transfers. “ 16. Provisions for necessary extensions of elevated lines so as to meet, so far as possible, the rapid transit needs of the City by extension of the elevated lines rather than by subways. “ ‘ A financial plan based upon the present valuation of the surface lines and the valuation to be made of the elevated lines; also covering theORDINANCE AND CONTRACT 425 additional capital, if any, required from the companies for subway purposes and for the extension of the elevated lines. “ 4 8. The consideration of suggestions and recommendations for im- proved service by the Committee on Local Transportation and such other recommendations in concrete form as the Commission considers desirable to submit in connection with their report. “ 1 q. A report on the benefits to be derived by the public by reason of unifying the traction systems—including the building of subways and the extension of elevated lines. “ 'Section 4. The compensation of the members of said Commission and the appropriate expenses for same and for any report or reports made by same, including the printing and circulation of such reports, shall be paid out of appropriations now made or hereafter to be made for purposes of street railway construction and drawn from the deposits made by the Chicago City Railway Company and the Chicago Railways Company under the terms of their respective ordinances, passed on February n, 1907, being those deposits commonly known as the traction fund. “ ‘Section 5. This ordinance shall take effect and be in force from and after its passage and due publicationand Whereas, The said Committee on Local Transportation has fully com- plied in manner and form with the terms of said ordinance of December 20, 1915, providing for the selection of said three engineers; and Whereas, The said Committee on Local Transportation, in accordance with the terms of said ordinance, has selected as such engineers, the said Bion J. Arnold, an engineer of the City of Chicago, the said William Barclay Parsons, an engineer of the City of New York, and the said Robert Ridgway, an engineer of the City of New York; and, Whereas, All of the acts and things necessary to be done by said Com- mittee on Local Transportation, before the making and execution of said contract, have been done; Now, therefore, For and in consideration of the terms and conditions, expressed and implied, of the said ordinance of December 20, 1915, here- inabove in this contract set forth in full and made a part hereof, and for and in consideration of the mutual covenants and undertakings, herein- above and hereinafter set forth, to be made, done and performed by the respective parties; It is agreed, That the said parties of the first part hereby accept all of the terms and conditions, expressed and implied, of the said ordinance of December 20, 1915, and hereby contract and undertake to carry out, comply with, perform and execute fully to the entire satisfaction of the said Com- mittee on Local Transportation all of the terms, conditions and under- takings, expressed and implied, as set forth and contained in said ordinance426 SUPPLEMENT TO REPORT of December 20, 1915; that said parties of the first part, or any or either of them, will not assign this agreement and that said parties of the first part shall and will at once take up the work herein provided for and pros- ecute the same to an early completion as provided for in said ordinance of December 20, 1915. It is further agreed, That said party of the■ second part, for and in con- sideration of the covenants and agreements specified to be kept and per- formed by said parties of the first part, shall become liable to and will pay said parties of the first part of the cost and expense of the necessary organ- ization and staff for conducting the investigation and doing the work, (in- cluding among other things, rent, printing, materials, supplies, assistance and labor, etc,,) which may be necessary or appropriate to comply with the terms and conditions of said ordinance of December 20, 1915, and the requirements of this contract, and in addition thereto, as the work pro- gresses, will further pay to each of said parties of the first part the sum of Thirty Thousand Dollars {$30,000.00); but said party of the second part shall not become liable for and shall not pay the personal expenses of said parties of the first part; that each of said parties of the first part shall be paid Five Thousand Dollars {$5,000.00) per month from and after date of the execution of this contract until April 1, 1916, or until said parties of the first part under authorized extensions hereof have each been paid the sum of Twenty Thousand {$20,000.00) Dollars, and that the remainder of the said sum of Thirty Thousand Dollars {$30,000.00), hereinbefore provided to be paid to each of said parties of the first part, shall not be paid until said parties of the first part have rendered their report or reports as provided for in said ordinance of December 20, 1915; that said parties of the first part shall render and certify to itemized bills, signed by each of them, from time to time, but not oftener than twice a month, for the cost and expense of producing and completing said report or reports provided for in said ordinance of December 20, 1915. It is further agreed, That this contract shall not be binding upon the City of Chicago until the same has been duly executed; that no payment shall be made on this contract for any work not herein specified, that nothing done or implied shall render the party of the second part liable for the ex- penditure of any money over and above the items specified herein, nor shall said second party, nor any of its officers or agents, become liable to said parties of the first part for any extra sum of money whatever, other than the regular specified items herein provided, nor for any additional extra services or expenses of any kind or nature, rendered or expended by said parties of the first part or their agents, except upon the ordinance or order of the City Council of the City of Chicago duly passed; Under and by virtue of this agreement, the right is hereby reserved to the said Committee on Local Transportation to decide finally all questionsORDINANCE AND CONTRACT 427 arising as to the proper performance of this contract and as to the construc- tion and interpretation thereof, and no money shall become due or payable under this contract until the said Committee on Local Transportation, by and through its Chairman duly authorized therefor, shall have deter- mined or certified that the said parties of the first part or either of them are entitled to such payment and all moneys paid out under this contract shall be paid by the City Comptroller upon the requisition of the Chairman of said Committee on Local Transportation, who shall have been duly authorized therefor by said Committee. This contract shall be executed in triplicate; it shall be executed for and on behalf of the party of the second part by the Chairman of the Committee on Local Transportation, after being duly authorized therefor by said Committee, and shall be approved by the Mayor and countersigned by the City. Comptroller; one original copy so executed shall be filed with and kept by the Chairman of said Com- mittee on Local Transportation, one shall be filed in the office of the City Comptroller, and the third shall be given to the said parties of the first part. In Witness Whereof, The parties of the first part have hereunto set their hands and seals and the party of the second part has caused these presents to be signed by its Chairman of the Local Transportation Committee and approved by its Mayor and countersigned by its City Comptroller the day and year first written above. .....■.............................(Seal) ...................................(Seal) ...................................(Seal) Parties of the First Part. Approved: City of Chicago, By.................................... Chairman of Committee Local Transportation. Party of the Second Part. Mayor. Countersigned: City Comptroller. Section j. This ordinance shall be in force and effect from and after its passage and due publication. The contract, in the exact form set out in the foregoing ordinance, was duly executed by the various parties thereto on February 14, 1916, and the Commission was organized and its work begun on the same date. From time to time, as authorized by the contract, the date for completing the work was extended by formal action of the Committee on Local Trans- portation, the last extension being that of December 6, 1916, extending such date to December 20, 1916, upon which date the Report proper was rendered.GENERAL INDEX A Accidents: PAGE during construction...................379 responsibility for surface car . . .273 Account classification: Interstate Commerce Commission followed .... . . 361 to 381 Accounts: Interstate Commerce classification of . Commission's ■ ■ • 329,353 Acquisition costs: right of way . . . . .363 Addition and betterments: see Investment in road and EQUIPMENT Administration: expense .... 380 Agreed general allowance . . • 352,381 Aluminum cable: life of .... salvage value scrap value . 375 358 358 Amortization: effect of, with 100 per cent traction fund invested......................315 effect of, with 75 per cent traction fund invested......................317 funds.................................55 total with 100 per cent traction fund invested...........................321 total with 75 per cent traction fund invested...........................323 see Traction fund Amortization funds: see Regular amortization fund and Special amortization fund Analysis: surface lines traffic check . . 153 to 173 Annual expenditures for road and equip- ment : see Investment for road and equip- ment , Annual: PAGE traffic statistics, surface lines . 140, 141 Ashland avenue: suggested opening by Chicago Plan Commission.............................407 viaduct for opening . . . 27, 286 workers along proposed route . .247 Ashland avenue line: advantages of............................262 average haul.............................167 express stations on......................262 extension of.............................281 retransfer on ,..........................168 route of..................... 18, 261 sample traffic check on .... 148 time saved on............................248 traffic analysis of . . . . 165, 166 Aurora, Elgin & Chicago R. R.: terminal agreement.......................223 traffic to Chicago.......................232 Average haul: Ashland avenue line......................167 elevated railroad system, Chicago . _ 8 Halsted street line......................167 individual elevated railroads . . .123 New York elevated and subway 123, 138 surface lines, Chicago . . . . 8, 138 B Ballast, valuation: discussion of .... 364 unit price of .... 398 Banking statistics .... 66 Benefits of financial plan 313 Benefits of general plan: summary of .... 311 Blue Island avenue: elevated railroad extension over . 21 Board of regulation and control: 40 capital obligations issued, approved by 330 expenditures approved by 329 functions of 42, 309, 3H 429430 GENERAL INDEX PAGE Board of supervising engineers: duties of...........................41 rehabilitation of surface lines under . 137 Bond discount: added to purchase'price . . . . 54. 329 Bonds: valuation of electric.................373 Boston: subway financing.......................44 Bridge foundation valuation . . . .371 Bridges: location, grades, and width of . .274 Brooklyn: transfer surface to rapid transit in .215 Building permits: growth of . . ....................66 Buildings, valuation: miscellaneous...................... . . 375 power plants..........................377 shops and car houses..................375 substations...........................377 unit price and life...................401 Business centers: outside of central business district . 14 C Cables, copper....................373> 375 California avenue: Chicago Plan Commission’s plan for opening . 4°7 recommendations for opening . 27, 287 Calumet avenue: transfer station, 63d and . . . .217 Calumet district: elevated extensions to................281 Canvass of factory workers .... 9 Capacity, track: increase in, attend of first three-year period...............................34 increase in, at end of second three- year period '.................35> 301 increase in under full plan . . .283 Capital: new, added to purchase price . . 330 Car miles: individual surface lines . . . .142 PAGE Cars: ample provision for................309 congestion in Loop district . 158, 159 cost of rapid transit . . . . .283 delays to surface..................273 loading berth for surface . . . .271 method of estimating requirements 282 rerouting of.......................274 skip-stops for surface.............272 Cars, valuation: electric equipment of..............376 passenger..........................375 salvage values.....................358 scrap values.......................358 service equipment .....................376 Center of population....................13 Centers of business: outside of central business district. . 14 Central business district: defined............................11 dominating character of . . . 14 workers in......................... 242 Central manufacturing district: workers in.........................246 Certification of right of way ownership . 363 Charts: see List of diagrams xii Check: elevated railroads traffic .... 8 surface lines traffic..............144 Check, valuation: office and field...................... 356 Chicago: community statistics...............66 Department of Public Service .................... 137, 146, 148 historical development of . . . . 63 population of......................71 population, suburbs................77 suburbs, growth of.................221 Chicago Elevated Railroads: see Elevated railroads Chicago Harbor and Subway Commission: valuation of elevated properties . .361 Chicago, Lake Shore & South Bend Ry.: terminal agreement . . . . .225 traffic to Chicago.............231GENERAL INDEX 431 PAGE Chicago Plan Commission: suggested opening of Robey street, Ashland and California avenues . . 407 Chicago Steel Foundry Co.: suggested extension 39th street line . 414 Chicago Surface Lines: see Surface lines Chicago & West Towns Ry.: traffic to Chicago.....................231 Chief engineer..............................1 City: contribution to proposed partnership 313 see also Investment, road and EQUIPMENT interest on investment—see Interest ownership..........................310 regulation ........................309 share of receipts, traction fund, 100 per cent invested . 56, 337, 348 share of receipts, traction fund, 75 per cent, invested . . . 56, 339, 348 share of receipts, drafts on 100 per cent traction fund invested ...................... 337,317 75 per cent traction fund invested 339 Clark street: suggested elevated railroad on . .419 Clark & Trainor: real estate valuation of elevated .......................36U394,395 Classification of accounts: see Accounts Commission: ordinance creating . . . 422 to 427 Commissioner of public service: valuation of elevated properties . .361 Commissioners: contract with city .... 422 to 427 Commuter: fare zones...........................229 time zones...........................229 traffic by steam roads . . . . .226 Competitive systems: surface and elevated...................4 Computations: elevated traffic check . . . 119,120 surface lines traffic check . . . .150 PAGE Concentration: employment .... II traffic in two and four mile zones on north and south cross town lines . 164 Conclusions: elevated traffic check . 133,136 surface line traffic check . • • 173 Condition per cent: definition of .... ■ • 359 Conduits: underground .... ■ • 372 unit price . 400 Congestion: Loop district car 158,159 Consolidation: surface, elevated, and subways . . 85 Construction: contingencies during . . 360 initial nine-year program with esti- mated costs .... • 36,283 interest during .... ■ • 378 subway 27 to 31, 288 Construction period .... • • 355 Construction work in progress • • 333 Contingencies: during construction • • 3bo Contract: between commissioners and city 422 to 427 Cook County Real Estate Board: suggestions of . . . . 409 to 411 Co-operation, public . 120 Copper: cables • 373, 375 curve of prices .... • • • 357 salvage value .... • • -358 Corporation: contribution to proposed partnership 313 see also Investment, road and EQUIPMENT interest on investment—see Interest minimum share of receipts • 3H, 317 share of receipts affected by “act of city” .... share of receipts, traction fund 100 per cent invested 56,337,346 share of receipts, traction fund 75 per cent invested . 56, 339, 346432 GENERAL INDEX PAGE Cost: estimate of complete plan . . . .283 immediate rapid transit and surface improvements....................277 rapid transit cars................283 viaducts....................284, 286 see also Estimate of costs Distribution system, valuation: bonds ..................... cables..................... discussion of . third rail................. third rail wear of trolley.................... PAGE • • 373 • • 373 372 to 375 • • 373 • • 367 373, 374 Cottage Grove avenue: suggested elevated extension on . .419 Cottage Grove avenue line: traffic analysis...................158 Counsel, special.........................1 Crawford avenue line: traffic analysis...................168 Crossings, elevated.....................372 Crosstown surface lines: east and west...............170, 173 north and south . . . . 163 to 170 Curves: see List of diagrams ..... xn D Dearborn Street Improvement Association: recommendations of 408, 409 Decay: application to valuation . . . -359 Deferred maintenance..................360 Delays: surface car......................273 Department of Public Service, Chicago ......................137, 146, 148 Depreciation: application of...............356, 360 straight line method...............356 Design: subway...................27 to 31, 288 Diagrams: description of surface lines check . 151 see list of........................1 xn Directions: for reading surface lines diagrams . 151 for reading surface lines tabulations 150 Discount on bonds: added to purchase price . . .54, 329 Divisible net receipts: 100 per cent traction fund invested, distribution of . 56, 316, 337, 346, 348 estimates of.......................337 75 per cent traction fund invested, distribution of . . 56, 339, 346, 348 estimates of.......................339 Donnersberger: valuation elevated real estate . . 361 Douglas Park branch: additional trackage for 20, 266 Drainage: subway . 291 Drum & Co.: valuation of elevated . . . 361 comparison with others 394, 395 Ducts: subway power, lighting, etc. . . 291 E Earnings: Chicago, actual and estimated 82 New York system . . . ' . 82 see also Gross receipts and income Electric zone . 226 evaluation of traffic • • 233 steam railroad traffic . . 229 Elevated railroads: abolition of transfer charge . . 88 additional trackage on west side lines . 20 Ashland avenue route . 18, 21, 261 average haul . 8, 123 average haul, New York . • • 138 Blue Island avenue route . . 21, 277 Clark street, suggested • • 419 competition with surface lines . • 83,86 conclusion from traffic check of *133, 136 Cottage Grove avenue, south . . 419 decreasing noise of . . 22, 417 description of . 88, 89 development of .... . . 84 extensions in second construction period . . 281 Fifth avenue route • 17, 255GENERAL INDEX 433 PAGE Elevated railroads:—Continued. Halsted street line . . . 18, 19, 279 latent value in property .... 50 Loop operation of.......................89 Milwaukee avenue . . . 21, 277, 413 Northwestern improvements . . .256 operation.....................89, 91 return, averaged for past three years . 51 see also New York south and north side branch improve- ments .................................258 South Side improvements . . .255 station changes, north-south system 258 stub terminals for . . . 257, 418, 419 through routing ........................88 time zones.............................232 track mileage...........................89 transfer between surface lines and.................160, 204 to 208 transfer simplified....................306 transfer terminals.....................260 unification of...........................4 unification of surface and . . 309,310 valuation, bare land and leaseholds 49 valuation, basis of.....................45 valuation, development expenses . . 46 valuation, present value .... 48 valuation, reproduction cost new . 48 valuation summary by accounts 384, 385 west side branch line improve- ments ........................21, 265 west side through routes . . . .264 west side trunk lines..................264 Elevated railroads traffic: across Loop to Metropolitan Elevated 131 across Loop to Northwestern Elevated 132 across Loop to Oak Park Elevated . 131 across Loop to South Side Elevated . 129 four mile zone, 1906-1916 , . .108 largest station group, 1916 . . .109 line traffic . . . . . . 123, 124 Loop, 1906-1916 . hi Northwestern Elevated, 1906-1916 . 109 originating outside four-mile zone, 1916 . 108 passengers carried.......................5 passenger load curves . . . 111 to 117 station groups . . . . 96 to 111 system, 1906-1916 . . 91, 95, 96, 109 through Loop...........................128 through riding................128 to 133 “traffic factor” individual roads and system......................111 to 117 to “Loop” in rush period .... 125 see also Traffic check Elevated structures: see Structures PAGE Elevators: suggested for elevated stations Council by • 415 Employment: concentration of 11 Employees: location of residence and occupation see Industrial check Engineering and superintendence: valuation . 361 Equipment: see Cars Equipment, car: valuation ' . 375.376 Equipment, investment: see Investment, road and equipment Equipment, valuation: miscellaneous ■ • 376 Escalators: suggested for elevated stations Council by • 415 Estimate of costs: first three-year period . initial nine-year period second three-year period . third three-year period see also Costs 31 to 33 36, 283 34, 35 ■ • 36 Estimate, transfer: amount at terminal transfer points . 212 basis of surface, rapid transit . 208, 209 modification in financial plan . . 217 rapid transit, surface lines transfer ..... 208 to 217 surface to rapid transit, total of . .215 time saved by 211 Evaluation: suburban traffic .... - • 233 Excavation: subway methods of . • . 289 Expansion of Loop district • J3> H Excess income • • 341 Expenditures: see Investment, road and equipment 28434 GENERAL INDEX PAGE Expenses: chart showing.........................343 estimates to 1950.....................335 general discussion of . . .54, 344 income statement ...... 340 Extensions: required by Board of Regulation and Control....................... . .314 Extensions, elevated railroads: Ashland avenue.................18, 281 Blue Island avenue . . . .21, 277 Fifth avenue................ 17, 255 Humboldt Park branch . . . 21,281 Logan Square branch . . . .21, 282 North Water street . . . .18, 257 Polk street........................17,255 see also Elevated railroads South Chicago and Pullman . . .281 State street...................18, 257 Extensions, surface lines . . . 276, 282 F Factor, traffic: see Traffic Factory workers: canvass of • 9, 235 per cent rush hour riders * . • 11, 237 per cent walkers .... 11 residential and occupational location • 9, 237 see also Industrial check Fare: estimated cash to 1950 • • 334 steam railroad zones of . 229 Federated Improvement Clubs: suggestions of 415, 416 Fences, elevated • • 372 Fifth avenue: elevated through route 17, 255 Financial plan: basic principles of ... • • 313 divisible net receipts . . 56, 316, 346 franchise term • • 39 general discussion of 37, 312 legislation necessary for • • 37 maximum return to company fixed 55, 34i mortgage, type of ... • • 38 New York City .... • • 43 provisions of • • 54 PAGE Financial plan:—Continued. results of 100 per cent traction fund invested..........................336 results of 75 per cent traction fund invested..........................338 traction, other cities . . . . -43 transfer between surface and rapid transit used in.................217 Fisher, Walter L..........................1 Forty-seventh street line: traffic analysis of.................172 Foundations, valuation: bridge..............................371 depreciation of.....................371 unit costs of.......................371 unit prices of......................399 Franchise: effect on investor..................314 elevated............................3 7 8 importance in financing . . . .314 term of.............................39 Frogs and switches: salvage value.......................358 Frontage consents: legislation for, revision of law . . 40 Furniture, valuation.....................376 G Garden produce: suggested carrying on surface lines . 415 Garfield Park elevated: additional trackage ... 20, 266 traffic on................... 92, 102 General and miscellaneous, valuation, 378-381 Grades: bridge approaches..................274 subway maximum.....................288 Grade separation: Belmont station....................256 Loop elevated crossings . . . .264 Marshfield station . . ... . . 262 Grading, valuation: discussion.........................364 unit prices of.....................398 Gross receipts: deductions from . 54, 316, 337, 339, 345GENERAL INDEX 435 PAGE Gross receipts:—Continued. disposition of, ioo per cent traction fund invested .... 340, 343 estimates to 1950...............82, 335 general discussion of...........333 Groups: see Station group H Halsted street: average haul, surface line . . . .167 elevated line, description of . 18, 19, 279 retransfer on surface line . . . .168 traffic analysis, surface line . . .165 workers along...................247 Hammond, Whiting & East Chicago Ry.: traffic to Chicago..............231 Haul, average: see also Average haul surface and elevated . . . . .86 Hourly passengers: see Passengers Hours, working: affecting traffic.....................117 Humboldt Park: suggested extension surface lines through...............................403 Humboldt Park Branch: elevated extension .... 20, 281 improvements for......................265 I Identification slip: elevated traffic check................119 surface lines traffic, check . . . .149 Illinois Central R. R.: suburban traffic .... 227, 229 Illinois Manufacturers Association: suggested extension of Through Route 23.........................414 Illinois Tunnel: depth of, and effect on subway location.......................288 intersection with high and low level subways........................295 preservation of..................414 Improvements, transportation: statement of, needed . . . . 14, 15 surface lines....................24, 27 Inadequacy: definition of....................360 PAGE Income: excess defined . . . . . . . 341 fund defined.....................341 see also Earnings; Gross receipts; Net receipts; Divisible net re- CEIPTS Income statement: illustrating distribution of gross re- ceipts • • 340 Indiana avenue line: traffic analysis of ... . . 158 Indirect taxation: of companies 344,408 Industrial check: central business district . 242 letter to manufacturers • • 235 Loop distribution by occupation . 9, 241 Loop workers, transportation used . 242 method of procedure . . 236 per cent workers, employed various city areas 11, 240 rapid transit riders • • 243 residence of workers restricted . . 244 residential distribution • • 237 residential influences . • • 245 rush hour riders .... see also Factory workers . ii,237 Injuries and damages, valuation . • • 379 Insurance, valuation .... . • 38i Interest, 100 per cent traction fund invested: chart showing • • 343 corporation new investment 316, 336,345 corporation original valuation 16, 336, 345 traction fund . . . .316, 336,344 Interest, 75 per cent traction fund invested: corporation’s new investment . 338,345 corporation’s original valuation 338,345 traction fund 338,344 Interest, rate on new investment: city’s 54,344 corporation’s 54,345 rate on original valuation 54,345 Interstate Commerce Commission: classification of accounts used • ■ 353 discussion of accounts . . . 361 to 381 uniform system of accounts for electric railways 329, 353436 GENERAL INDEX Interurban electric railways: passengers carried . PAGE 7 Lead : salvage values PAGE • 358 Interurban Railways: Chicago terminals of . . . 222, 223 operation into or through business district ...................... 7 Inventories: check of..................... 356 Investment: security of...........................313 Investment ratio: chart showing....................... 347- estimates to 1950 . .320,322 Investment, Road and Equipment: 100 per cent traction fund invested, chart showing..................... 326 City’s...............318, 320, 324, 336 corporation’s total . 315, 318, 321, 324 corporation’s unamortized . 315, 318, ........................321, 324, 336 interest on see Interest 75 per cent traction fund invested, chart showing.......................327 City’s .... j , 322, 325, 338 corporation’s total . 317, 319, 323, 325 corporation’s unamortized 317, 319, 323, ...........................325.338 interest on see Interest Investment, Road and Equipment: general discussion of...................329 in use..................................331 new . 31, 42, 283, 318, 319, 320, 322, ............................324, 325, not in use..............................333 original valuation, 50, 320, 322, 324, 325, .....................* • 326, 327 unified system, total for . 320, 322, 330 Investor: effect of franchise on..................314 effect on by investment of traction fund in non-revenue producing property..........................315 K Kedzie avenue line: elevated extension................281 traffic analysis............168 to 170 L Labor, valuation: on track and roadway..............368 Legal expenses, valuation......................378 Legislation: financial plan.............................37 frontage consent law.......................40 Letter of transmittal..........................xxm Life: of structures and equipment . . -359 Lincoln avenue line: routing change for........................276 traffic analysis of.......................156 Load curves, passenger: elevated railroads . . . . 111 to 117 Loading berths: surface car...............................271 Loading, surface lines: districts adjacent to Loop . . .159 lines ending in Loop......................156 Logan Square Branch: elevated extension................20, 282 improvements for..........................265 transfer station.................217, 220 Loop district: analysis of surface lines traffic ending in.........................153 to 160 broadening and extension of . . .36 concentration of surface lines loading in......................................156 definition of..............................13 elevated railroad traffic to and from in 1916........................108, 109 expansion of.....................13, 1:4 factory workers employed in . . 9, 241 occupational distribution in . . .241 stub elevated terminals for . . ; 306 surface car congestion in . . 158, 159 surface lines passengers distributed by mile zones from .... 154, to 158 traffic diverted from.....................304 traffic of surface lines ending in . .139 traffic of surface lines operating through.................................139 transfer on surface lines . . 162, 163 transportation used by workers in . 242 Loop, elevated: capacity increased on.....................301 grades separated on.......................264 operation of, present......................89GENERAL INDEX 437 PAGE Loop, elevated—Continued. operation of, proposed .... 304 suggested removal of Van Buren street side of......................416 through routing on, effect of . 104, 106 traffic 1906-1916 . . . . . 95, 96 traffic by station groups, 1906-1916.............104, 106, 107 transfer charge abolished, effects of....................104, 106, 107 M Machinery and tools, valuation . . 369 Madison street line: traffic analysis . 158 Maintenance, deferred....................360 Manufactures: Chicago............................... 67 per capita, Chicago and other cities . 71 Market street elevated stub: suggested extension of . . . 418, 419 Marquette park: suggested surface lines extension through........................404 Materials and supplies, valuation . 381 Median line: occupation and residence . . n, 13, 249 Metropolitan elevated: description of.......................88 passenger load curve................113 valuation summary by accounts 386, 387 Metropolitan elevated traffic: across Loop to...................131 all day and rush period . . . .122 by station groups . . . 100, 102, 104 traffic 1906-1916....................95 Mileage, car: surface car lines...................142 Mileage, track: elevated railroads...................89 proposed lines...................15, 283 surface lines.......................137 Milwaukee avenue: elevated railroad extension . . .21 Miscellaneous equipment, valuation . . 376 Miscellaneous expenses . . . 379 to 381 PAGE Moving sidewalks: suggested for downtown district . .415 Municipal ownership: provided for.......................310 Municipal Pier: suggested transportation to . . .413 N Net receipts: 100 per cent traction fund invested: chart showing distribution of . 343 deductions from 54, 316, 337, 340, 344 distribution of . 54, 316, 337, 346 75 per cent traction fund invested: deductions from . . 54, 339, 344 distribution of . . 54, 339,. 346 estimates to 1950 . . 335, 336, 338 New York City: average haul of rapid transit systems 8 elevated railroads, average haul . .123 elevated railroads, passenger load curves.............................115 elevated railroads, traffic factor . . 115 population of...........................72 rapid transit investment .... 43 subway, average haul...................123 subway, passenger load curves . .115 subway, traffic factor...............115 transportation earnings .... 82 Ninth ward: suggested rapid transit in . . . .421 Noise: deadening of on elevated structures 22, 417 North avenue line: traffic analysis of..................173 North Central Business District: suggested transportation to . . .413 Northwestern Elevated Railroad: description of........................88 main line improvements .... 256 passenger load curve . . . . .113 valuation summary by accounts 390, 391 Northwestern elevated traffic: across Loop to.......................132 all day and rush hour................122 by station groups 98, 100 traffic (1906-1916) . . . ' . . . 109 Northwestern Commercial Association: suggestions of . . . . 411^413438 GENERAL INDEX PAGE Northwest side district: suggestion of delegation from . .413 O Oak Park Elevated: additional tracks on . . . 20, 265 description of.......................89 passenger load curve . . •. . .113 valuation summary by accounts 392, 393 Oak Park Elevated traffic: across Loop to......................131 all day and rush period . . . .122 by station groups...................100 1906-1916...........................100 Obsolescence, definition.................359 Occupation: median line of .... 11, 13,249 see Industrial check Operating expenses: see Expenses Operating ratio: estimates to 1950 . . . . 335, 344 Operating revenues: see Gross receipts Operation: elevated railroads...............89, 91 Ordinance: Council’s instructions regarding report 1,2 creating Commission . . 422 to 427 track constructed under 1907 137, 138 unification . . . . . . . 3> 4 Organization expense..................380 Original valuation: effect of amortization on 100 per cent traction fund invested...................324, 336 75 per cent traction fund invested...................325, 338 interest on . . 54, 316, 336, 338, 345 part of purchase price to city...............5°> 32I> 323, 330 unified system, estimate as of December 31, 1916 . 50, 320, 322, 324, 325, .......................... 330, 336, 338 P Partnership: between City and Corporation . 38, 313 Passengers: PAGE interurban electric railways ... 7 New York subway, hourly • • • 115 steam suburban railroads . . . . 6 rush hour factory workers see also Traffic 11 Passenger car valuation - • • 375 Passengers, elevated • • • 5 hourly register readings . hi to 117 New York elevated, hourly • • • 115 see also Traffic; and Elevated RAILROADS Passenger load curves: elevated railroads . Metropolitan Elevated Northwestern Elevated Oak Park Elevated. South Side Elevated Passenger revenue: estimates to 1950................335 Passengers, surface: see Surface lines; Traffic Paving: contour of..........................274 Paving valuation........................368 unit prices........................399 Per cent, condition: definition.........................359 Philadelphia: rapid transit investment .... 43 Plan, general: benefits of...................296 to 311 cars provided in...................309 construction periods...............251 cost estimate of...................283 description of full development of 17 to 26 immediate improvements . . . .254 principles of......................251 second construction program . . . 277 unified transportation system, recom- mendations for . . . . 15, 16 Plant development costs: discussion of......................360 summary of.........................397 Poles and fixtures: valuation..........................372 unit prices of.....................400 . hi to 117 • • • • 113 . . . . 113 . . . . 113 . . . . X13GENERAL INDEX 439 PAGE Polk street: elevated railroad extension . . 17, 255 Population: density in American cities ... 72 growth of American and European cities.........................75 New York, density of.............71 served by present and proposed rapid transit systems . . 35, 297, 333, 334 suburbs of Chicago • • 77 Population, Chicago: center of • • 13, 72 density of . . 71 estimate of future . • • 77 estimate to 1950 . 333, 334 outward movement of . . . 72 60 minute steam railroad zone . 222 suburbs . 221 Power plant buildings, valuation . ■ • • 377 Power station: equipment * - • 377 salvage values • • -358 Preliminary expense: right of way . . .381 Present value • • ■ 355 Prices, unit 398 to 401 Principles, valuation. ■ ■ • 353 Program, initial nine year: Itemized, with cost estimates • 31 to 37 Promotion expenses . . . 380 Property investment: see Investment, road and equipment Publicity: elevated traffic check . . 120 Purchase price: elevated and surface lines as of June 30, 1916 . . . 52 end of year: 100 per cent traction fund invested • 321, 330 75 per cent traction fund invested • 323, 330 charts showing . . . 326, 327, 332 when plan becomes effective . . . 330 R PAGE Rail fastenings and joints...............365 salvage values.......................358 unit prices..........................398 Railroads, Elevated: see Elevated railroads Railroads, steam suburban .... 223 passengers carried.....................6 through routing........................6 Rail wear: curve of.............................367 diagram..............................366 Rapid transit: Ashland and Halsted routes compared...........................247 convenience of proposed routing 303, 304 cost estimate of.....................283 cost of immediate improvements . 277 Cottage Grove, Michigan, Clark subway.............................278 east and west lines . . . 20 to 23 finance in Boston...............44 finance in New York................43 finance in Philadelphia .... 43 general plan of..............251 immediate improvements . . . .254 north and south lines . . . 17 to 120 population served by . . 297, 333, 334 riders from industrial check . . .243 stub terminals proposed .... 306 suggested in 9th Ward . . . .421 time saved by proposed . 301, 302, 303 track capacity increase . . . .301 traffic diverted from Loop by proposed......................... 304 transfer to surface, Brooklyn . . .215 transfer to surface, estimated 208 to 217 two way operation in Loop district . 301 see also Elevated railroads; and Subways Real Estate Committee: letter of transmittal.............. Real estate valuation: Clark and Trainor . . .361, 394, Chicago Traction and Subway Com- mission ........................... Donnersberger...................... Receipts: division between company and city....................56, 337, 339 see Gross receipts; Net receipts; Divisible net receipts; Earnings 354 395 354 361440 GENERAL INDEX PAGE Recommendations: summary of . . . . 15, 16, 52, 59 Refunds to city: 100 per cent traction fund invested.................337, 349 75 per cent traction fund invested...................339, 349 Register readings: elevated hourly passengers from 111 to 117 Regular amortization fund: 100 per cent traction fund invested: annual amounts , . . . 337, 345 cumulative totals • • 321 75 per cent traction fund invested: annual amounts .... 339, 345 cumulative totals • • 323 Regulation: street traffic .... 25, 26, 271 Report: instructions of ordinance regarding 1, 2 subway 3,408 Reproduction cost new .... ■ • 355 Rerouting: surface cars . . . . . 25, 274, 275 Residence: influences on • • 245 median line of ... 11, 13,249 Residence of factory workers: see Industrial check Retransfer: Ashland avenue line . . 168 Halsted street line .... . . 168 Return to city: charts showing rate of • • 347 Return to corporation: chart showing rate of . • • 347 limited to 8 per cent . ' . • 56, 34i Revenue: see Earnings; Gross receipts Revenue passengers: annual street railway . . 140 individual surface lines . . 142 ratio transfer to .... . . 144 Rides per capita: Chicago, actual and estimated . . 81 estimates to 1950 . . . . 333, 334 PAGE Right of way, valuation: acquisition costs of.................363 certification of ownership . . . .363 discussion of.................362, 363 miscellaneous physical property . .364 other land used in operation . . . 364 preliminary expense..................381 River crossings: see Street openings Road and equipment accounts: valuation, summary of . . . .383 see Investment, road and equip- ment Roadway machinery valuation . .369 Robey street: opening of...............27, 284, 408 Robey street line: traffic analysis of.................168 Rolling stock: electric equipment..................376 passenger ........ 375 service equipment...................376 see Cars Rush hour passengers: factory workers, proportion of 11, 237 Rush period traffic: elevated railroads from check ’ . .122 Road and equipment: see Investment, road and equip- ment S Salvage values...........................358 Scrap values ............................358 Second three-year period: estimate of costs in .... 34, 35 increase in capacity at end of 35 population served at end of . . -35 Service: improvements to.....................314 Service equipment: valuation of........................376 Service standards........................420 Seventh ward: transportation improvements suggest- ed in ..............................417GENERAL INDEX PAGE Sewers: relocation during subway construction 292 Shop equipment: valuation of........................376 Shop and car houses: valuation of........................375 Sidewalks, moving: suggested for downtown district . .415 Sidewalk transfer station . . . 217, 220 Signal system: account for.........................372 unit prices of......................400 Signs, elevated................... 372 Sixty-third street: Calumet avenue transfer station at . 217 Sixty-third street line: traffic analysis of . . . . 171, 172 Skip-stops...............................272 South Chicago: elevated extensions to..............281 South Side Elevated: branch line improvements . . .258 description of.......................88 main line improvements . . . .255 passenger load curve . . . . .113 valuation summary by accounts 388, 389 South Side Elevated traffic: (1906-1916)..........................95 across Loop to......................129 all day and rush hour...............122 by station groups (1906-1916) . . 96, 98 Special amortization fund: 100 per cent traction fund invested: annual amounts . . . 337, 348 cumulative totals...............321 75 per cent traction fund invested: annual amounts . . . 339,348 cumulative totals...............323 Special transfer check: see Transfers Special work: unit prices...........................398 valuation of..........................365 wear and life.........................368 441 PAGE State street: initial subway . . . 17,255 routing change for surface cars • • 275 subway design and construction for 288 State street line: traffic analysis of . • • 158 Stations: express on Ashland avenue . 262 length of elevated .... • • 258 subway typical plans for . . 291 west side improvements . . 266 Station group: largest originating elevated traffic, on . 109 Loop, traffic (1906-1916) 104, 106, 107 Metropolitan Elevated traffic (1906-1916) .... 100, 102, 104 Northwestern Elevated traffic (1906-1916) 98, 100 Oak Park Elevated traffic (1906-1916) . 100 South Side Elevated traffic (1906-1916) 96, 98 traffic of (1906-1916) . 96 to III Stations, miscellaneous buildings, and structures : valuation of • • 375 Stations, transfer: location of main .... . . 23 Logan Square 217, 220 side walk type . 220 63d street and Calumet avenue . 217 Steam railroads: suburban traffic .... . 226 Steel: salvage value of . • • 358 Steel structures: see Structures Stock yards: distribution of employees . 244, 246 Street openings: Ashland avenue .... 27, 286 California avenue .... 27, 287 Robey street 27, 284 Structures, elevated: classification of . . • • 369 structural steel unit price . • • 399 structural steel unit price curve of . 370 442 GENERAL INDEX PAGE Structures, valuation: bridges................................371 elevated...............................369 curve of prices........................370 unit prices............................399 Stub terminals: improvements for . serving Loop district transfer points . • 257 18, 306 . 267 Substation buildings: valuation of Substation equipment: valuation of 377 377 Suburbs: electric railway traffic . . . . . 231 growth of Chicago . . 221 steam railroad service to . . . . 223 bway: average haul, New York ... 138 City ownership of . • • • 3io Cottage Grove, Michigan, Clark line 278 design and construction 27, 288 design and construction :or surface cars . . . 293 duct lines for . 291 excavation methods . 289 initial downtown • • • 255 mileage and cost . . . 283 mileage, New York • • . 301 reports on ... 3,408 sewers and subsurface construction . 292 State street .... 17, 255 station details . . 291 structural features . . 290 surface car .... 24, 252 surface car routing in . . 276 transfer between surface lines, ele- vated and ventilation of waterproofing and drainage west side trunks Supplies: valuation of . 205 to 208 . 292 . 291 . 280 381 Surface lines: Surface lines:—Continued PAGE competition with elevated . 83, 86 concentration of loading in Loop . 156 constituent companies . . . .137 construction, summary of ... 276 cost of immediate improvements . 277 cost estimate of improvements for . 283 Crawford avenue traffic analysis . 168 daily passengers of . . . . .138 delays to cars of...................273 development of......................84 east and west crosstown . . 170 to 173 47th street traffic analysis . 172, 173 future development of .... 26 Halsted street, average haul of . .167 retransfer on.......................168 traffic analysis of.................165 heaviest transfer points . . . .204 immediate improvements for 24 to 27, 270 improvements in second construction period..............................282 Kedzie avenue traffic analysis . 168 to 170 loading berths for cars . . . .271 loading in districts adjacent to Loop 159 Loop car congestion . . . 158, 159 Loop district through routes . 160 to 163 Loop lines traffic......139, 153 to 160 Loop loading distributed by mile zones.........................154, 158 north and south crosstown 163 to 170 North avenue traffic analysis . .173 passengers carried by...................5 proportion of passengers carried by groups of...........................139 ratio of transfer to revenue passengers 144 rerouting of.............. 25, 26, 274 return, averaged for past three years 51 Robey street traffic analysis . . .168 routing changes for Lincoln and Wentworth...........................276 routing changes for Through Route 1 and State street....................275 routing in subways....................276 running speed...................... .138 63d street traffic analysis . . 171, 172 subways for . . . 24, 25, 252, 276 suggested changes in routing . 404, 405 suggested extensions of . . 406, 407 suggested extension through Mar- all day and rush hour riders to Loop . 9 quette park . 404 annual traffic statistics of . 140, 141 suggested extension through Hum- Ashland avenue average haul 167 boldt park 403 Ashland avenue traffic analysis 165, 166 time saved on . 303 Ashland avenue retransfer 168 time zones . average haul . 8, 138 track mileage • • • • 5, 137GENERAL INDEX 443 PAGE Surface lines:—Continued traffic: crosstown lines......................139 Loop lines...........................139 year 1915...................141 to 144 transfers..............................203 transfer between elevated, subway and ....... 205 to 208 transfer between Loop lines and elevated railroads...................160 transfer in Loop . . . . 162, 163 transfer to elevated by paying second fare..........................206 transfer to rapid transit . 208 to 217 transfer to rapid transit in Brooklyn . 215 unification of................4, 85, 137 unification with elevated . . 309, 310 Western avenue traffic analysis . 168-170 Surface lines traffic check: analysis of...................153 to 173 basis of..........................146, 148 computations of........................150 conclusion of..........................173 detailed methods of....................149 information desired from . . . 144,146 lines observed....................148, 149 sample.................................148 special transfer check . . . 152, 153 tabulation of....................150, 151 Swain, valuation: elevated properties....................361 comparison with others . . 394, 395 Switches: salvage value of . . . . . .358 T Tabulation: elevated traffic check . . . 121, 122 surface lines traffic check . . 150, 151 Taxes: indirect......................344, 408 valuation..........................379 Telephone and telegraph lines : valuation..........................372 Terminals: electric railway...................222 special transfer...................260 transfer between elevated and surface 270 Terminals, stub: Loop district.......................18 on new rapid transit system . . . 306 PAGE Terminal transfer: estimate of amount.................212 Third rail: valuation........................373 wear of..........................367 Third three-year period: estimates of costs in............36 Thirty-ninth street line: suggested extension of...........414 Thirty-third ward: suggested transportation improve- ments in........................415, 416 Through riding: elevated railroad . , . . 128 to 133 summary.........................132, 133 Through routed lines: across Loop district . . . 160 to 162 Loop.............................139 through riding on Loop . . 161, 162 Through Routes: ineffective routing of...........275 recommendation for T. R. No. 1 . 275 zone routing of..................275 Through Routes 4 and 5: traffic analysis.................158 Through Route 23: suggested extension of . . . 414, 419 Through routing: effect on elevated . . . . 104, 106 elevated railroads...............88 steam railroads...................6 Ties: valuation........................365 unit prices of...................398 Time: elevated and surface zones of . . 232 steam railroad zones of .... 229 Time saved: Ashland avenue line..............248 by proposed rapid transit, 301, 302, 303 by transfer between surface and rapid transit . . . .211, 307, 309 on surface lines ....... 303 Tools, valuation......................369 Track: extension and rehabilitation of surface 276 method of estimating surface exten- sions 282444 GENERAL INDEX PAGE Track:—Continued passing place for express and local trains ...................256, 260 summary of rapid transit . . 279, 281 surface extensions.................282 Track capacity: rapid transit increase in, 34, 35, 277, 283, 301 Track, construction: under 1907 ordinance . . . 137, 138 Track mileage: elevated railroads...............5> $9 surface lines...............• .13 7 Traction fund: amount available...................52 amortization through: 100 per cent invested . . . • 321 75 per cent invested . . . • 323 invested in non-revenue property .... 52, 58> 3X5> 3J7 investment of....................52> 3Z4 100 per cent invested . 315, 318, 320 75 per cent invested \ 317, 319, 323 subways and other improvements to be built with....................52 use of 25 per cent for non-revenue improvements.......................58 Traction fund interest: 100 per cent invested 54, 316, 336, 340, 343, 344 75 per cent invested . . 54, 338, 344 Traction history........................ 3> 4 Traffic: crossing signal for regulation of . .271 diverted from Loop ...................304 electric railway suburban . . . .231 electric zone.........................229 evaluation of suburban . . . .233 general conditions . . . . 83 to 87 haul on elevated and surface ... 86 intra-city steam railroad . . . .229 physical features affecting regulation of..................................274 regulation of.........................271 street, regulation.................2 5, 26 suburban and City.....................234 suburban steam railroad .... 226 Traffic check, elevated: computations......................119,120 conclusion from . . . . 133, 136 PAGE Traffic check, elevated:—Continued general 8, 117 to 136 general description .... 117 to 120 identification slip .... . . 119 magnitude of 119, 120 method of tabulation . 121, 122 public co-operation . 120 publicity '. . 120 rush hour traffic by railroads . 122, 123 traffic across Loop to Metropolitan Elevated . . 131 traffic across Loop to Northwestern Elevated . . 132 traffic across Loop to Oak Park Elevated . . 131 traffic across Loop to South . Side Elevated . 129 traffic through Loop 128 to 133 traffic to Loop ■ ■ 125 traffic to Loop, rush period 125 to 128 traffic to and from Loop 1916 0 00 0 \o Traffic check, surface lines: analysis 153 to 173 basis 146, 148 computations . . 150 conclusion • • 173 detailed methods .... 149,150 diagrams . . 151 general .... 144 to 151 information desired from . 144, 146 lines ending in Loop 153 to 160 lines observed 148, 149 sample . 148 special transfer check . 152,153 tabulation of 150, 151 traffic boarding in districts adjacent to Loop • • 159 traffic concentration on north and south . 164 traffic concentration of loading in Loop 156 traffic Cottage Grove avenue line . 158 traffic crosstown surface lines 134,139 traffic distribution Loop passengers in mile zones 156,158 traffic 47th street line . 172,173 traffic Halsted street line . • ■ 165 traffic Indiana avenue line . . 158 traffic Kedzie avenue line . . 168 traffic Lincoln avenue line . . 156 traffic Madison street line . . 158 traffic North avenue line . • • 173 traffic Robey street line . . 168 traffic 63d street line . 171, 172 traffic State street line . . . 158GENERAL INDEX 445 PAGE Traffic check, surface lines:—Continued traffic through routes in Loop dis- trict ............................161, 162 traffic through routes 4 and 5 . .158 traffic Western avenue line . . .168 Traffic, elevated railroads: 1906-1916 .............. 91, 95, 96 by lines............................123 by railroads, all day . . . 122, 123 by station groups (1906-1916) 96 to 111 increase outside four-mile zone (1906-1916).......................108 Loop (1906-1916)....................hi Northwestern (1906-1916) . . .109 originating outside four-mile zone, 1916..............................108 station group of largest originating traffic, 1916.....................109 summary of analysis . . 108, 109, ill system (1906-1916) ..... 109 Traffic factor: defined................ elevated systems Metropolitan Elevated New York Elevated New York subway . Northwestern Elevated Oak Park Elevated South Side Elevated hi 115 113 115 115 113 113 113 Traffic, surface lines: 1915..................... annual passengers, etc. Loop lines .... proportion of City’s total through routes in Loop 141 to 144 140, 141 • • 139 • • 138 • • 139 Transfers: charge for charge, reduction of check . . . . present . present one fare present retained system growth . terminals for three classes • • 57, 342 ... 58 • 152, 153 . . . 4 207, 208 203,306,307 . 202 . 260 • • • 203 Transfer, elevated: charge abolished, effects of 104, 106, 107 convenient at downtown stations . 267 present........................204, 205 simplified............................306 Transfer revenue: estimates to 1950 PAGE Transfer, stations: see Stations, Transfer Transfers, surface lines: general........................203, 204 Loop...........................162, 163 maximum points.......................204 ratio to revenue passengers . . .144 Transfer, surface—rapid transit: analysis of.................. 208, 209 basis of estimate .... 208, 209 Brooklyn.............................215 lines ending in Loop.................160 location main stations................23 method of estimate . . . 209 to 215 modification of estimate in financial plan.........................217, 333 passengers estimated at interior points 213 passengers estimated at terminal points...................< . .212 passengers estimated, total . . .215 points between.......................270 present two fare .... 206, 207 proposed..............22 to 24 time saved, used in estimate . . .211 time saved under new system 307, 309 Transmittal, letter of..............xxm Transportation: benefits of..........................296 general plans for unified . . . 15, 16 statement of needed improvements 14, 15 Trolley: valuation..................... 373, 374 wear.................................374 Turnback service: surface lines..................159, 160 XJ Unamortized property investment: see Investment, road and equip- ment Underground conduits: valuation of.......................372 unit price.........................400 Unification: elevated railroads..............4, 85 ordinances........................3, 4 surface lines...............4, 85, 137 surface, elevated and subways . 85, 309 Unified system: development of . . . 252, 320, 322, 326 general plan for a...................15,16 334, 342446 GENERAL INDEX PAGE Uniform system of accounts for electric railways...................329, 353 Union Loop: see Loop and Elevated railroads Union Loop Elevated Railroad: description of...........................89 Unit prices: conduits................................400 discussion of...........................356 foundations.............................399 grading.................................398 paving..................................399 poles and fixtures......................400 rails, rail joints, etc.................398 signal system...........................400 special work............................398 steel...................................399 structural steel........................370 tables of......................398 to 401 ties....................................398 underground conduits....................400 Utilities: care of during subway construction 293 V Valuation: surface lines.......................50 unified system estimate as of December 3L ............. 320, 322, 330 see Original valuation; and Elevated railroads Valuation elevated railroads: Chicago Traction and Subway Com- mission ...................350 to 401 comparison with other . . 394, 395 Drum & Co.........................361 summaries..................383 to 359 see List of tables..................xm Valuation elevated railroads, real estate: Chicago Traction and Subway Com- mission ..........................354 Clark and Trainor . . . 361,394,395 Donnersberger.....................361 PAGE Van Buren street side of Loop: suggested removal of . . 416 Vehicles: parking of . . 25, 272 Ventilation: subway . 292 Viaducts: Ashland avenue.... . . . 286 Robey street .... . 284 W Walkers: factory workers 11 Washington Park: suggested subway under . . 418 Way and structures valuation . . 361 to 375 Wentworth avenue line: routing change for . . 276 Western avenue line: traffic analysis of . . 168 to 170 West side system: branch line improvements . . . 265 improvements for . . . . 263 station improvements . . . . 266 subway trunk lines . 280 through routes .... . 264 track summary for . . 281 trunk line improvements . . 264 Workers: see Factory workers Working hours: effect on traffic .... . . . 117 Z Zones: car routing by ... • • • 275 electric 226, 229 elevated and surface time . . . . 232 Loop passengers distributed by mile ■ 156,158 steam railroad time . 229 steam railroad fare . 229Appendix I TABULATIONS OF TRAFFIC COUNTS MADE ON THE PRINCIPAL SURFACE LINES OF CHICAGO 19 16 BY THE CHICAGO TRACTION AND SUBWAY COMMISSION ACCOMPANYING REPORT TO THE CITY COUNCIL OF THE CITY OF CHICAGOTABULATION OF TRAFFIC COUNT—ARCHER AVE. LINE EASTBOUND SECTIONS OFF DESCRIPTION OF SECTION Central Park and Kedzie Albany and Artesian, 38th Cicero and Tripp Keeler and Ridgeway Lawndale and Kedzie Troy and Mozart California and Artesian, 38th Cor. Archer and Western a & H A § g s® Robey and Ashland Bridge and Pitney Court Broad and Throop Quinn and Halsted Emerald and Canal « « •d a fl8 a a> £3 8 « s Purple and Wentworth LaSalle and Clark 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 Central Park and Kedzie 31 15 45 34 48 38 23 22 57 16 9 8 25 Albany and Artesian, 38th 30 11 54 61 61 19 12 65 4 5 11 45 Cicero and Tripp 29 8 115 10 15 59 36 43 22 4 48 2 9 6 9 Keeler and Ridgeway 28 3 24 5 3 10 9 8 3 4 6 1 3 2 5 Lawndale and Kedzie 27 9 17 15 27 16 15 14 11 29 8 9 5 31 Troy and Mozart 28 4 7 18 28 22 16 5 22 4 6 2 17 California and Artesian, 38th 25 8 14 29 18 10 4 26 9 4 3 20 Cor. Archer and Western 24 4 40 39 24 32 33 5 14 8 77 37th and 35th, Hoyne 23 8 34 24 32 70 9 4 10 69 Robey and Ashland 22 24 55 89 55 11 9 8 65 Bridge and Pitney Court 21 7 7 15 6 7 Broad and Throop 20 12 73 12 4 3 28 Quinn and Halsted 19 36 9 9 5 14 Emerald and Canal 18 1 2 2 McGlashen and 22d 17 1 4 Purple and Wentworth 16 LaSalle and Clark 15 2 Federal and Archer 14 Cor. 18th and State 13 17th and 12th 12 11th and Congress 11 Cor. State and Van Buren 10 i j Cor. Jackson and State 9 31.4% of the passengers ride 1 mile and less. 16.2% “ “ “ “ from 1 to 2 miles. 11.8%“ “ “ “ “ 2 to 3 “ 13.2%“ “ “ “ « 3 to 4 “ 9.6% “ “ “ “ “ 4 to 5 “ 9.7%“ “ “ “ “ 5 to 6 “ 6.0% “ “ “ “ “ 6 to 7 “ 1.2% “ “ “ “ “ 7 to 8 “ .9% “ “ “ “ “ 8 to 9 “ Average Haul 2.76 Miles Cor. State and Adams 8 Cor. State and Monroe 7 Cor. State and Madison 6 Cor. State and Washington 5 Cor. Randolph and State 4 Cor. Randolph and Wabash 3 Cor. Lake and Wabash 2 Cor. State and Lake 1 PER CENT OF TOTAL .3 1.1 .2 3.1 .8 1.0 4.7 5.8 6.4 4.6 5.0 11.4 1.9 1.9 1.7 8.9 TOTAL OBSERVED 15 56 9 148 36 48 220 275 302 217 234 535 91 87 80 418 CUMULATIVE TOTAL 15 71 80 228 264 312 532 807 1109 1326 1560 2095 2186 2273 2353 2771 A-2 ARCHER AVE. LINE EASTBOUND—Continued SECTIONS OFF DESCRIPTION OF SECTION Federal and Archer Cor. 18th and State A a ■a § a 11th and Congress Cor. State and Van Buren Cor. State and Jackson Cor. State and Adams Cor. State and Monroe Cor. State and Madison Cor. State and Washington Cor. State and Randolph Cor. Randolph and Wabash Cor. Wabash and Lake Cor. State and Lake TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL 14 13 12 11 10 9 8 7 6 5 4 3 2 1 Central Park and Kedzie 31 5 1 12 11 9 8 6 8 6 2 2 425 9.0 425 Albany and Artesian, 38th 30 3 6 13 12 13 10 19 11 15 14 9 1 2 5 481 10.2 906 Cicero and Tripp 29 5 3 7 4 10 2 5 6 4 4 4 1 8 447 9.5 1353 Keeler and Ridgeway 28 1 1 2 3 2 3 3 1 102 2.1 1455 z Lawndale and Kedzie 27 3 6 4 13 4 2 5 6 6 4 2 2 263 5.6 1718 0 Trdy and Mozart 26 4 3 2 8 5 5 8 7 3 2 2 1 1 202 4.3 1920 (0 California and Artesian, 38th 25 4 1 9 6 8 4 1 3 7 5 2 1 2 198 4.2 2118 z Cor. Archer and Western 24 10 14 22 29 26 17 33 19 28 29 8 2 3 516 11.0 2634 0 37th and 35th, Hoyne 23 6 8 14 15 21 10 19 18 20 22 12 4 2 431 9.2 3065 h Robey and Ashland 22 11 11 16 29 10 13 12 11 11 19 9 7 7 482 10.3 3547 0 u 0) Bridge and Pitney Court 21 2 2 3 5 3 1 4 2 1 2 1 69 1.5 3616 Broad and Throop 20 9 7 9 11 6 5 9 7 19 13 3 1 12 8 251 5.3 3867 Quinn and Halsted 19 2 1 7 10 5 2 13 6 9 7 8 2 5 150 3.2 4017 Emerald and Canal 18 1 1 2 5 3 1 1 5 3 2 1 1 31 .7 4048 McGlashen and 33d 17 1 2 2 11 2 3 2 3 3 1 2 2 40 .9 4088 Purple and Wentworth 16 1 3 1 1 4 1 1 12 .2 4100 LaSalle and Clark 15 2 3 12 14 4 2 4 2 1 5 1 1 53 1.1 4153 Federal and Archer 14 2 7 2 1 2 4 2 1 21 .5 4174 Cor. 18th and State 13 2 9 29 18 4 5 6 19 16 11 3 3 125 2.7 4299 17th and 13th 12 2 18 25 4 7 13 36 19 14 2 7 147 3.1 4446 11th and Congress 11 1 8 8 11 6 23 33 11 4 1 7 113 2.4 4559 Cor. State and Van Buren 10 1 2 1 10 20 14 5 5 58 1.2 4617 Cor. Jackson and State 9 1 1 8 13 23 5 51 1.1 4668 Cor. State and Adams 8 1 3 18 10 3 2 4 41 .9 4709 Cor. State and Monroe 7 1 2 3 1 7 .2 4716 Cor. State and Madison 6 1 2 3 .1 471Q 4113 Cor. State and Washington 5 THE FIGURES SHOWN IN THIS TABLE 1 1 2 4721 Cor. Randolph and State 4 Art it. THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. 4721 Cor. Randolph and Wabash 3 TO CONVERT TO THE AVERAGE DAY 4721 Cor. Lake and W'abash 2 OF 1915, MULTIPLY BY 4.04 4721 Cor. State and Lake 1 1 3 4721 PER CENT OF TOTAL 1.5 1.5 3.1 5.2 4.1 2.3 1 3.6 3.3 5.3 5.3 3.2 .2 1.0 1.7 100 TOTAL OBSERVED 70 72 146 : 242 194 110 171 155 250 249 152 11 47 81 4721 CUMULATIVE TOTAL 2841 2913 3051 3301 3495 3605 | 3776 3931 4181 4430 4582 4593 4640 4721 4721 A-3TABULATION OF TRAFFIC COUNT—ARCHER AVE. LINE WESTBOUND SECTIONS OFF DESCRIPTION OF SECTION Cor. State and Lake Cor. Wabash and Lake Cor. Randolph and Wabash Cor. State and Randolph Cor. Washington and State Cor. Madison and State Cor. Monroe and State Cor. Adams and State Cor. Jackson and State Cor. Yan Buren and State Congress and 11th 12th and 17th Cor. 18th and State Archer and Federal Clark and LaSalle Wentworth and Purple fi M % 3 i ee ?; 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Cor. State and Lake 1 1 1 1 2 Cor. Wabash and Lake 2 2 1 2 1 2 1 Cor. Randolph and Wabash 3 1 3 2 9 6 3 1 1 1 Cor. State and Randolph 4 2 3 10 14 3 14 8 6 3 1 1 Cor. Washington and State 5 1 13 16 9 26 24 10 2 3 1 1 Cor. Madison and State 6 2 8 8 11 6 20 8 5 1 5 1 Cor. Monroe and State 7 2 9 8 8 3 1 3 4 Cor. Adams and State 8 2 2 15 12 4 2 1 2 Cor. Jackson and State 9 1 8 7 7 1 5 Cor. Van Buren and State 10 12 25 8 4 2 2 8 Congress and 11th 11 5 33 16 10 8 5 8 12th and 17th 12 4 11 5 5 2 2 Cor. 18th and State 13 1 1 3 Archer and Federal 14 1 1 1 Clark and LaSalle 15 2 2 Wentworth and Purple 16 22d and McGlashen 17 1 Canal and Emerald 18 Halsted and Quinn 19 Throop and Broad 20 Pitney Court and Bridge 21 Ashland and Robey 22 Hoyne, 35th and 37th 23 35.7% of the passengers ride 1 mile and less. 13.7%“ “ “ “ from 1 to 2 miles. 11.3%“ “ « “ “ 2 to 3 “ 11.1%“ “ “ “ “ 3 to 4 “ 8.9% “ “ “ « “ 4 to 5 “ 9.7% “ “ “ “ “ 5 to 6 “ 6.6%« “ « “ “ 6 to 7 “ 1.5%“ « “ “ “ 7 to 8 “ 1.5%“ “ “ “ “ 8 to 9 “ Average Haul 2.73 Miles Cor. Archer and Western 24 Artesian, 38th and California 25 Mozart and Troy 26 Kedzie and Lawndale 27 Ridgeway and Keeler 28 Tripp and Cicero 29 Artesian, 38th and Albany 30 Kedzie and Central Park 31 , ! PER CENT OF TOTAL 1 1 1 3 3 2 1 1 1 1 TOTAL OBSERVED 3 6 37 43 31 126 149 83 35 25 26 38 CUMULATIVE TOTAL 3 9 46 89 120 246 395 478 513 538 564 602 A-4 ARCHER AVE. LINE WESTBOUND—Continued TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL SECTIONS OFF DESCRIPTION OF SECTION Canal and Emerald Halsted and Quinn Throop and Broad Pitney Court and Bridge Ashland and Robey A ■+* w rs a a JS 38 q? a e 53 Cor. Archer and Western Artesian, 38th and California Mozart and Troy Kedzie and Lawndale Ridgeway and Keeler Tripp and Cicero Artesian, 38th and Albany Kedzie and Central Park 18 19 20 21 22 23 24 25 26 27 28 29 30 31 Cor. State and Lake t 1 2 7 2 2 1 3 4 3 30 1 30 Cor. Wabash and Lake 2 2 1 1 3 3 7 2 28 1 58 Cor. Randolph and Wabash 3 4 5 11 9 12 8 2 2 4 3 10 3 2 102 2 160 Cor. State and Randolph s 4 1 6 14 2 17 10 8 1 2 1 4 1 4 4 139 3 299 Cor. Washington and State 5 2 5 5 3 20 11 15 11 2 4 4 7 5 6 206 5 505 NO SNOI. Cor. Madison and State 6 1 15 24 7 37 23 26 10 4 7 7 17 12 285 7 790 Cor. Monroe and State 7 2 9 15 7 24 23 25 8 3 5 2 5 12 11 189 4 979 Cor. Adams and State 8 2 9 17 6 15 21 23 5 3 4 4 6 9 7 171 4 1150 Cor. Jackson and State 9 5 4 15 2 21 13 18 7 2 3 1 2 11 11 144 3 1294 Cor. Van Buren and State 10 3 22 13 3 41 29 33 15 5 4 5 12 11 13 270 6 1564 r 0 U1 Congress and 11th 11 8 14 17 11 22 13 36 8 11 4 1 2 16 19 267 6 1831 12th and nth 12 2 11 6 6 18 8 6 6 3 3 6 8 112 3 1943 (0 Cor. 18th and State 13 2 13 6 10 7 4 4 1 2 5 3 8 70 2 2013 Archer and Federal 14 5 6 8 3 9 6 7 1 3 4 2 2 3 62 1 2075 Clark and LaSalle 15 2 6 18 8 17 8 19 10 2 3 3 7 6 2 115 3 2190 Wentworth and Purple 16 5 3 4 4 4 4 1 • 3 3 1 32 1 2222 22d andMcGlashen 17 2 2 7 3 3 3 1 3 2 27 1 2249 Canal and Emerald 18 9 7 4 5 10 8 3 3 4 32 1 2302 Halsted and Quinn 19 13 110 19 35 47 42 22 26 17 10 38 34 18 431 10 2733 Throop and Broad 20 3 6 87 24 30 8 6 8 1 25 12 8 218 5 2951 Pitney Court and Bridge 21 6 55 26 43 4 5 5 3 16 13 10 186 4 3137 Ashland and Robey 22 25 43 40 20 13 7 17 68 28 22 283 7 3420 Hoyne, 35th and 37th 23 6 68 36 13 19 17 56 55 25 295 7 3715 Cor. Archer and Western 24 6 46 22 19 18 57 53 46 267 6 3982 Artesian, 38th and California 25 2 7 9 5 26 1 50 1 4032 Mozart and Troy 26 3 3 4 1 11 4034 Kedzie and Lawndale 27 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 4.41 13 40 177 230 5 4273 Ridgeway and Keeler 28 7 7 4280 Tripp and Cicero 29 11 11 4291 Artesian, 38th and Albany 30 6 26 32 1 4323 Kedzie and Central Park 31 8 8 4331 PER CENT OF TOTAL 1 I 3 7 2 11 8 11 5 3 3 3 13 7 7 100 TOTAL OBSERVED 44 142 303 106 477 352 488 230 134 149 144 536 320 279 4331 4331 CUMULATIVE TOTAL 646 788 1091 1197 1674 2026 2512 2742 2876 3025 3169 3732 4052 4331 A-5"ivaojl aAixvnniAino CO CO TJ- CO 05 p- CD 05 05 CM 05 ! 2422 3142 3561 3755 4180 § ■*r I to 5182 5286 * 5613 5666 5705 5760 ! 5764 5772 5773 5773 12 to 1 5774 1 5774 IViOl JO 1N30 H3d CM CO 00 10 05 CO C5 to p- 06 12.8 "cr p4 rr ro to IX CO 05 CO CO CM 00 CM to 05 r>- 0 - - 0 0 a3Ayasao Ivioi gg O' . 3 ro "O' 05 ro 8 IM ro 05 rr e CM ; P- 05 ’5- TT 05 ro. Sr . CO TT ro OO 'O' rr 0 r» C5 CM ro to 05 ro to to 4T 00 r - 5774 TABULATION OF TRAFFIC COUNT—ARMITAGE AVE. D T. LINE EASTBOUND SECTIONS OFF puB no^SuiqsBM 'JOD - r~~ 1— p~ CO 10 OO ro 0 ro 'O' 00 O' e zz CM CM TT 00 CM e=> CO 5774 qdlopmiH puB a^B?g moo CM ZZ 05 1^ IO r*« 00 05 zz ro 00 to p- 00 05 Tf 05 *" IO 10 p- 5614 j uo)Smqs« vV puB qdiopuBU **103 ro - CO p« p» XT 00 OO CM CO r^. § ro to CM 'T '9* CM CM r^- 5439 | uo^Sii|qst?u puB luoqjtioa uoo TT r»> vo CM 05 9 S3 05 CM CO CM ZZ 3 CO CM CO CM Ol 00 ro 5= 05 CM '0- O rX 00 05 ro 5322 1 noj3ujqst?w puB qiBJO *103 VO 95 1"- ro % 00 CM CM ro CO to PO £ CM ZZ \ CO 05 CO CM CM CM to CO 3 4924 I uo?Su{qsBAl PUB an^S^'l **u>3 CO Tf r— IO CM 1— CM TT 00 05 CO CM ro CM 00 00 CM to CO zz C5 to p~» 3 4628 | THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 3.25 q*§ puB uosjajjaf r^- CO CM CM CM ro ro 8 ro ro ro ro C5 CM CO ro ?r ro rr CO vo CO CM g 05 00 ro 0 05 0 to 4341 sauftqdsoa puB qcIjopuBy 00 ro ro CM CO CM ZZ 1^. 0- p» 00 ro CD CM CO to "cr C0 CM p- 'CP 3831 aqBq puB noiufi cn vo ro 'O' CM CO CO 05 *" 10 to 00 05 < g CO N N *3 68 a 05 CM s CO s qaoauBH puB ppqSujjds CM p- OO gg CO *21 © CM CM ro CM § 3uip.it: jj put? aiBpHH CO CO CO '<«ar r*~ CO ro ou _ 0 o'*'*'*'*'*’-'-'' be xti ea 8 S J3235v#i>.25 ■M ^555 2' 2532 e « m ur n h « <« h 05 to CM 05 Il0Aioi pub qai.qtBdpH CM CM 05 r*- CM CO 05 CM to OO oio qC) PUB uotobi ro CM £ "•O- CO rr ro to ro 0|jodt?T[ pnB pUBio *a- CM — — DESCRIPTION OF SECTION 1 ro CM CM CM CM 05 OO r^. CO to rr ro CM ZZ CO 05 00 CO 10 rr ro CM - 1 PER CENT OF TOTAL j TOTAL OBSERVED 1 I CUMULATIVE TOTAL | Grand and Laporte Lamon and Cicero Kilpatrick and Lowell Kildare and Harding Springfield and Hancock j Ballou and Albany Nebraska and Fairfield Washtenaw and Milwaukee | Western and Leavitt Hoyne and Girard 1 Evergreen and Ashland Division and Cleaver | Noble and Elston Cor. Chicago and Milwaukee ! Carpenter and Halsted Union and Lake | Band, and Desplaines Jefferson and 5th Cor. LaSaUe and Washington | Cor. Clark and Washington Cor. Dearborn and Washington Cor. Randolph and Washington Cor. State and Randolph Cor. Washington and State j NO SNOULG3S A-6PABULATION OF TRAF itfXox aAixViniAiho 1VXOX JO XM3Q U3d aaAJd3sao ivxox PUBJO putt apiodttx norac^ putt 019313 q9fj}ttdnx pntt n^Aioi 3-rePIIH putt Suipjttji piogSiijids putt qaoauttH nofitta putt iiuttqiv U1W >- Q ttjfsttiqa^ putt ppgiittj jujoj putt dStt^imiy uiojsavi PUtt ^fAtt9H[ ou^oji putt pjttjfo uaajSjOAg putt puttfqsy uoisjAia putt jdAttai3 : y ui £ aiqo\[ putt uojsir aaqnttAinK pu« oStt9fq3 -103 jajuodjttj putt pa^SfttH uopaa putt aqttT[ qdioputtjf putt sauittidsaa uosiajjaj* putt q^« uo^Suiqstt^ pue auttgtt>i *103 uo>SuiqsttAl putt qitt|3 *103 qstt^l putt ujoqjttao: *103 putt uo^SufqsttAi *103 qdgoputtft putt a^tt^s *103 ujoqjttaci putt qdgoputtg *-103 NO SNOIivxox 3Aixv-iniMno 8 05 s CM I i 1 1 1 1 10549 I 11371 11903 i 1 i i 8 8 | I 1 i TO 13750 to I TO i I I TO i TO I 1 § 8 TO M 1VXOX do 1N30 H3d O l*i V OO c; to CM CD 05 to TO 05 TO CO to 0 mt 05 05 TO TO CM r«j 0 r^- TO TO 8 to 14 TO CM TO § Q3Ad3S0O “1VXOX s at g S 00 I 8 TO i 1 8 IS § 8 CM § 8 8 2 8 § i g 8 CM CD 8 TO TABULATION OF TRAFFIC COUNT—ASHLAND DOWNTOWN NORTHBOUND Ll lL 0 (0 z 0 h 0 111 (0 pub - CM at r*» ro 8 8 4T TO 0 otr TO mt MT — MT TO *= 8 8 CO 05 *“ MT TO g I qseqcM pnB *103 M CM 10 to CM 05 0- 8 TO 05 mt TO TO TO M* r^- 8 CM TO MT CM •T $ 8 *" g *pu«H pnB qseqeAi *-«>3 W CO ro to 00 TO fM. r» CM CM CM TO CM CM TO CM to K 1 *pa«H P«b a^s *103 M* CM CM TO CM 05 8 CO to 8 8 8 r^ r- TO TO to r- TO CM 8 r*» TO 1*4 TO TO TO S S 10 g *qs«Ai P«b a»B*s *103 to CM 8 S3 8 8 8 fo CO TO 8 rr 8 8 TO r*» - TO 8 s 8 8 8 to CM to g g CM nosipBjg pub a^s *-*03 TO mt 8 8 Jo N 3 8 to 8 TO Mr CM 8 V IM. CM MT CM 5= 8 8 8 8 TO CM CM TO TO 8 TO S OOJUOK P»B OJtTJS *J[03 r*. at 8 8 8 * 8 8 s 8 8 5= 8 8 TO 05 r- to 8 mt r«- at r- CM r«- rr § g uosqaBf pnB ojbjs **03 00 r* 8 to Ml" CO CM 8 to to CO TT O* TO CM - 0 CM 8 to 8 MT TO 0 TO 8 r- TO TO TO |4- CO to TO ♦fl «bx pub ssojguo3 05 TO 8 to CO OO CM 8 CO I*- s s 8 TO - 8 8 TO 5= r>» O 8 s 00 to CD to TO 05 £ | bl > J * e. k ° *-og g£ i?S sJ ||g oi W UJ S h “> £» §g| s: = 8° s 0 S h 1- nospuBH pnB q^n CO CM 8 to 8 8 8 CO V TO 8 CM 8 8 to CM 8 05 TO s 05 4T § | mu pub imi 5= at B zz CM 8 s 8 TO SO to TO 8 TO CD r^« CM rr 8 TO TO CM !S IS s i 00 q»8T pnB a»B|S *103 CM 10 at 8 TO 8 CM 05 8 TO TO CO 8 CO MT TO TT 4- f4- CO TO CM 05 CM TO jaqaiy pnB fBiapaj to 00 00 w OO S3 CM IO 8 8 TO 8 0 8 10 r— r^- TO MT to CM 8 8 N TO qjBi3 pnB ajtlinj m* r— mt CO to to » r» 05 TO to 8 TO 8 TO 8 TO TO to TO tO CD 14. r<- TO P£2 pub naqsBioai^ to m- rr CO TO ro CM 8 rr CM r- 8 TO *“ to 8 8 ** 8 IBUB3 put; pittjoraa CO 00 00 r— r- JZ CO CM 8 to TO 8 8 to tT r«. 00 TO 10 ^ 8 pa|siB|i pnB uujnt) r^. 00 8 05 5* TO 05 TO 8 8 8 05 rr at *- « S doojqj, pub pBoig CO to TO 8 •O' 8 r- CM s 3 TO CO CM TO at 8 8 8 ^ S. Adu^u pnB aSpfig 05 - to 8 TO CM 8 8 05 to S TO to TO to 05 CD TO S 8 M- TO to aSpiig pnB qm 8 CO r- 8 8 IO CM 8 TO CO r» a* r^* TO 8 5 S 8 to CM to as . 05 Oj.jM.v.vr*,#*..* £ s doooooooe (,44444444 04e*«M»a»r»«) « 1 is S S 5 J 3 3 i •g « . « » « v. « 4 « *c 9 2 « 0 !£ M fl v S 2 es v 5******** » 8 CM 05 to TO 8 at ^ mm p«« qwf CM CO 8 § g 8 TO r- g CO 14. 14 1 e mif p«« mos 8 IO CO 00 05 TO 5! s to ro 8 TO ■ 1 ms pnB q*f S 8 8 So g s 3 8 TO TO ir o> 8 8 PiaqiBO pn« m$S 10 CM to to s g 8 ro IO 8 *— to ^ g q*6S pnB pg9 CO CM CO CO 8 5 8 CM CM 8 3 TO 05 P£9 pnB q*89 CM TO CM CM CM 1 14. TO MT IO Y— IO to TO q*69 pnB pu CO CM g 8 05 to mt q»f £ PnB q?££ at CM TO CM e to Z U a 0 5 O UJ (0 a) u w a at CM 8 CM CO CM to CM 8 8 8 8 G5 CM 05 TO r- CO to MT TO CM C5 05 TO r- TO to MT TO CM - -1 < h 0 h IL 0 h 2 UJ 0 a; UJ Q. -1 Q h lil 0 S h UJ Ui «) > S h 0 < H; h 0 fl m3 r» d a eS s »o r» s 05 CO d a eS d £ d IS fl <8 fl ■w 00 <0 i Ui •a fl eS § s 4> f eS 53 •0 fl es 5 8 45 3 M9 d fl a fl m3 W5 s s Xt P CS A » tel) JS n •o g A m3 C9 >» 4> fl £ •o a (9 C5 fee »d § A 0 e 1 •d fl es •d es I -fl os *3 •d fl e9 fl fl 1 T8 fl e9 Q ■d fl es Jd es Ik V I s et fl es fl A as jg 3 i 1 3 •d fl es S A 1 *d fl es 2 a> *d r° pfl 45 CO i-i *d fl es « 4k es 4» QC h O d 4» fi T-t •d fl eS d 4k r* ¥-1 § CO *2 3 •d fl es A sa a 5 •d fl eS as as 2 bn fl a d 0 1 4 •d fl es « 4k eS | ! fl i •d fl es 0 4k 41 OD 0 fl O an 3 ! •d fl es -g 41 OQ O 4 1 •d fl es -2 C »d fl : es < SX 1 •d fl es < a s A ts a S3 •d eo 49th and 46th ' A 55 •d A S3 3 »d •d' a S3 »d ec Private Street No. 1 and 37th Place w S3 s *d 99 99 a S3 A & 33d and Robinson Archer and So. End Bridge No. End Bridge and C. B.& Q.Siding 22d and 21st Place § S3 5 A •d a S3 cc 18th and 15th Place 15th and Hastings 13th and Marshfield Cor. Paulina and 12th Taylor and Poik J Flournoy and Congress I Van Buren and Jackson 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 3 4 4 1 1 2 3 2 1 1 3 23 128 48 30 40 42 23 37 33 29 5 23 13 49 10 13 6 7 6 14 21 9 4 21 72 90 81 93 28 74 23 41 9 22 30 60 8 11 12 11 4 6 10 11 i 23 43 50 65 13 36 27 26 6 13 11 35 8 5 5 10 8 7 4 4 6 5 79 85 25 38 22 29 13 19 14 41 7 13 1 8 6 3 9 9 7 33 79 22 63 39 58 10 34 14 80 13 16 7 15 18 6 11 7 8 16 35 67 42 60 25 30 24 88 23 29 9 15 16 12 15 20 9 7 14 11 46 12 20 16 27 10 11 4 12 6 5 10 10 10 18 7 53 13 32 14 63 12 9 11 20 19 6 9 19 11 1 87 16 42 16 63 17 18 11 20 9 8 10 7 12 38 16 43 ; 31 106 22 39 14 21 14 9 21 18 13 24 14 70 6 3 2 6 4 4 2 5 14 20 ! 24 103 25 31 18 15 20 14 31 15 1 25 4 7 4 2 3 6 5 16 119 51 71 45 37 28 50 40 46 17 18 14 15 13 23 17 25 9 18 24 14 37 24 12 27 18 19 22 20 26 20 28 11 20 23 5 12 13 12 21 64 92 61 30 22 43 28 38 23 40 12 24 32 25 26 27 28 29 30 31 32 33 34 . 35 36.8% of the passengers ride 1 mile and less. 23.1% “ “ “ “ from 1 to 2 miles. 14.3%“ “ “ « 5< 2 to 3 “ 10.0%« “ “ “ “ 3 to 4 “ 5.8% “ « “ “ “ 4 to 5 ' « 4.0%“ “ “ “ « 5 to 6 “ 2.6% “ « “ “ 6 to 7 “ 1.4%“ “ “ “ « 7 to 8 “ .5% “ « “ “ «■ 8 to 9 ^ < •3% “ “ “ “ “ 9 to 10 “ .1% “ “ « “ “ 10 to 11 “ •!% “ “ “ “ “ 11 to 12 “ .1%“ “ “ “ «• 12 to 13 “ Average Haul 2.18 Miles 36 37 38 39 40 41 42 43 44 45 .2 1. .0 . .9 1. .0 1, .8 2, 4 1. .0 2 .2 1 .3 2, CM eo .0 1.4 5.8 1 .5 2 .0 1 .2 1 .8 1 .9 2 .1 2 .2 2 .2 3 28 11 >3 b 14 1( >8 21 % 31 n n )3 3< 19 2( )5 41 57 j125 3! 12 222 933 2 34 3 14 2i 90 2: 90 3 02 3< 42 4 21 3 45 ro i w 1 no e SJ- < 2 f 3 \ O ' a < n i T t 2 c g ! ™ r o < « o < 2 ! — c I i — c < 6039 DO s A-10 THROUGH ROUTE 9 AND ASHLAND CROSSTOWN, NORTHBOUND— Continued SEC- riONS OF DESCRIPTION OF : SECTION ! / Ogden and Monroe Madison and Park Lake & Paulina & Ashland & Lake Fulton and Kinzie Austin and Ohio Erie and Superior a © ns XS £ xs fl: «■ © ano e- © A w Cor. Division and Ashland Milwaukee and Blackhawk Brigham and Bloomingdale Cortland and Hermitage Cor. Cortland and Ashland Elston and River Bridge Southport, Cortland and Garfield Clybourn and Belden Fullerton and Mariana Diversey and Oakdale Lincoln and Fletcher i Belmont and Eddy Addison and Byron Irving Park and Clark TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 75th and 73d 1 18 .1 18 71st and 70th 2 2 20 69th and 66th 3 6 28 10 1 2 1 8 3 8 7 1 1 2 1 4 2 4 2 700 4.1 720 65th and 62d 4 8 22 a 4 6 1 13 4 16 5 2 1 1 1 4 1 2 3 818 5.1 1538 61st and 58th 5 4 15 6 3 3 2 1 5 i 1 3 5 1 449 2.8 1987 57th and 54th 6 8 22 10 5 5 3 5 3 12 2 1 1 3 2 508 3.2 2495 53d and 50th 7 18 18 5 3 3 7 13 9 15 i 2 2 2 1 2 4 4 1 1 1 1 640 4.0 3135 49th and 46th 8 5 19 12 2 13 2 24 27 34 15 1 4 3 2 2 1 1 693 4.1 3828 45th and 44th 9 7 7 2 4 1 4 4 9 15 5 1 2 1 1 284 1.8 4112 43d and 43d 10 2 28 9 2 11 3 16 18 13 9 4 2 1 1 2 2 428 2.7 4540 Private Street No. 1 and 37th Place It 7 25 16 5 2 2 15 10 11 7 1 1 1 1 2 1 432 2.7 4972 ■7 37th and 33d Place 12 9 42 18 7 22 10 30 23 24 9 1 2 4 2 3 1 1 2 1 1 3 607 3.8 5579 O 33d and Robinson 13 1 3 4 7 2 2 6 4 14 6 1 2 1 1 1 195 1.2 5774 (0 z Archer and So. End Bridge 14 11 23 15 8 9 1 12 13 23 8 3 3 2 4 1 1 2 453 2.8 6227 No. End Bridge and C* B. & Q. Siding 15 5 4 2 2 2 3 3 4 3 1 1 1 88 .5 6315 0 22d arid 21st Place 16 15 74 30 11 39 23 74 57 73 50 30 4 2 1 9 3 5 2 2 2 993 6.2 7308 1 21st and 18th Place 17 9 28 10 6 6 10 16 13 33 8 3 3 1 3 1 1 1 1 287 1.8 7595 18th and 15th Place 18 25 48 19 10 13 18 43 28 46 21 9 3 2 2 5 2 2 1 453 2.8 8048 111 (0 15th and Hastings 19 17 43 23 3 6 6 16 13 23 12 1 1 4 4 1 1 1 1 2 305 1.9 8353 13th and Marshfield 20 3 26 8 3 4 2 9 17 23 5 5 2 3 1 1 1 178 1.1 8531 Cor. Paulina and 12th 21 19 87 26 17 15 17 52 55 66 31 9 5 2 1 2 6 2 7 5 2 673 4.1 9204 Taylor and Polk 22 23 71 21 17 10 16 54 42 41 16 11 6 5 5 3 3 3 1 5 462 2.9 9666 Flournoy and Congress 23 21 72 31 13 21 16 62 32 77 26 12 3 3 5 5 7 3 8 3 1 4 477 3.0 10143 Van Buren and Jackson 24 19 81 33 12 31 27 100 39 69 37 11 6 8 11 15 6 4 1 2 7 3 554 3.4 10697 Ogden and Monroe 25 25 22 20 9 23 18 54 29 42 39 20 2 4 1 4 2 1 2 5 3 6 331 2.1 11048 Madison and Park 26 71 75 30 60 36 118 57 105 45 17 8 11 12 20 10 4 7 9 6 14 715 4.5 11743 Lake & Paulina & Ashland & Lake 27 48 10 59 26 60 39 69 32 10 5 10 8 11 6 6 10 2 7 11 429 2.7 12172 Fulton and Kinzie 28 16 12 19 41 35 41 26 8 4 4 4 1 2 2 1 2 6 224 1.4 12396 Austin and Ohio 29 42 11 72 37 55 40 13 5 4 7 6 9 2 1 1 2 7 309 1.9 12705 Erie and Superior 30 32 49 52 97 40 16 6 5 5 4 4 1 6 2 3 4 326 2.0 13031 Chicago and Haddon 31 130 125 190 104 34 14 13 18 27 16 10 5 6 9 17 718 4.5 13749 Cor. Division and Ashland 32 79 49 83 35 19 13 18 13 11 8 11 7 9 20 375 2.3 14124 Milwaukee and Blackhawk 33 122 220 91 39 26 25 40 15 10 20 8 6 17 639 4.0 14763 Brigham and Bloomingdale 43 50 52 15 7 21 21 11 12 18 8 15 23 253 1.6 15016 Cortland and Hermitage 35 13 1 4 6 8 5 3 3 7 1 5 56 .4"’ 15072 Cor. Cortland and Ashland 36 28 6 12 4 5 5 6 7 6 11 90 .6 (5162 Elston and River Bridge 37 18 13 11 4 5 4 4 4 5 68 .4 15230 Southport, Cortland and Garfield 38 47 3 7 3 6 3 3 9 81 .5 15311 Clybourn and Belden 39 23 24 19 33 22 30 47 198 1.2 15509 Fullerton and Mariana 40 i 16 23 43 33 12 60 187 1.2 15696 Diversey and Oakdale 41 THE FIGURES SHOWN IN THIS TABLE 19 5 11 5 21 61 .4 15757 Lincoln and Fletcher 42 Al -CE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH OZ&R 27 44 49 29 149 .9 15906 Belmont and Eddy 43 TO CONVERT TO THE AVFRAAF nav 29 39 65 133 .8 16039 Addison and Byron 44 OF 1 91 5, MULTIPLY BY 4. .12 28 44 72 .5 16111 Irving Bark and Clark 45 58 58 .4 16169 PER CENT OF TOTAL 1.7 I 5.5 : 2.9 1.2 : 2.6 : 2.0 I 6.8 ! 5.5 ; 8.8 i 6.0 2.6 1.2 1.0 1.5 1.6 1.2 .9 1.6 1.5 1.6 : 5.2 100 TOTAL OBSERVED 267 I 879 < m 207 - 122; 316 1102! 878 1410! 869 111 190 168 ! 238 : 264 189 152 : m ! m • 260 ! 516 16169 CUMULATIVE TOTAL § CO £ %■ CO CO CO s oo S? eo CO 8 e=> CO cn o CO CNI po CSi LO era CM ro CO e» 52 CO an oo PO S es> rr CM O PO CO CO g io LO g r*- g oo LO LO PO i PO IO CO to an CO CO an CO CO A-llTABULATION OF TRAFFIC COUNT—THROUGH ROUTE 9 AND ASHLAND CROSSTOWN, SOUTHBOUND SECTIONS OFF DESCRIPTION OF SECTION Clark and Irving Park Byron and Addison Eddy and Belmont Fletcher and Lincoln Oakdale and Diversey Mariana and Fullerton Belden and Clybourn Garfield, Southport and Cortland River Bridge and Elston Cor. Ashland and Cortland Hermitage, Cortland and Ashland | Bloomingdale and Brigham Blackhawk and Milwaukee Cor. Division and Ashland Haddon and Chicago | Superior and Erie Ohio and Austin Kinzie and Fulton Ashland, Lake and Paulina Park Ave. and Madison | Monroe and Ogden Jackson and Van Buren Congress and Flournoy Polk and Taylor 45 44 43 42 41 40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23 22 Clark and Irving Park 45 3 48 70 41 20 59 25 4 6 14 12 35 12 29 10 21 4 15 23 9 3 8 4 Byron and Addison 44 5 32 27 8 16 7 2 3 4 7 12 8 6 1 2 2 4 8 2 2 1 Eddy and Belmont 43 10 14 5 33 10 2 5 3 9 20 2 5 3 3 3 6 14 3 4 2 Fletcher and Lincoln 42 9 9 38 15 3 .6 3 10 26 5 14 5 5 1 7 5 5 7 1 3 Oakdale and Diversey 41 13 6 5 1 8 4 3 2 1 4 5 4 2 2 3 2 Mariana and Fullerton 49 10 11 10 4 9 9 32 7 5 3 5 4 9 3 4 1 Belden and Clybourn 39 17 12 30 64 17 47 14 15 7 13 25 5 12 7 8 Garfield, Southport and Cortland 38 3 4 4 8 3 6 3 2 5 4 2 3 3 River Bridge and Elston 37 1 3 6 30 7 20 7 3 3 16 6 7 2 3 Cor. Ashland and Cortland 36 1 12 24 13 18 4 5 5 2 3 2 7 5 1 Hermitage, Cortland and Ashland 35 25 64 25 33 25 14 7 15 15 4 19 7 4 Bloomingdale and Brigham 34 11 134 57 84 40 46 27 24 42 18 23 18 11 Blackhawk and Milwaukee 33 65 58 247 104 80 49 64 119 43 58 41 41 Cor. Division and Ashland 32 10 102 43 56 24 35 83 20 36 24 31 Haddon and Chicago 31 42 47 57 35 55 122 37 53 52 37 Superior and Erie 30 2 9 7 18 44 18 19 13 13 Ohio and Austin 29 2 15 28 72 17 21 24 7 Kinzie and Fulton 28 1 8 20 5 16 9 2 Ashland and Lake and Paulina 27 3 64 17 20 21 24 Park Ave. and Madison 26 11 22 75 60 77 Monroe and Ogden 25 4 17 8 14 Jackson and Van Buren 24 2 14 36 Congress and Flournoy 23 3 23 Polk and Taylor 22 11 Cor. 12th and Paulina 21 Marshfield and 13th St. 20 Hastings and 15th St. 19 15th Place and 18th St. 18 18th Place and 21st 17 21st Place and 22d 16 C. B. & Q. Siding and N. End Bridge 15 So. End Bridge and Archer 14 Robinson and 33d ; 13 33d Place and 37th St. 12 37th Place and Private St. No. 1 11 42d and 43d 10 30.1% or the passengers ride l mile and less. 26.0% “ “ « “ from 1 to 2 miles. 44th and 45th 9 15.0% « « a it tt 2 to 3 tt 46th and 49th 8 10.8% “ 5.8% “ it it it it tt tt 3 to 4 4 to 5 tt 50th and 53d 7 5.1% « it it “ a 5 to 6 tt 54th and 57th 6 3.5% “ 1.8% “ 1.0% “ (i it a tt tt 6 to 7 7 to 8 tt 58th and 61st 5 it it a a 8 to 9 a 62d and 65th 4 .5% “ .*% “ .1%“ it it ti it it a tt 9 to 10 10 to 11 tt tt 66th and 69th 3 tt it tt tt 11 to 12 tt 70th and 71st 2 .1% “ <6 66 66 Avfiraffft Haul 2.45 “ 12 to 13 i Miles tt 72d and 75th 1 PER CENT OF TOTAL .4 .8 .7 .3 1.2 .5 .2 .4 .4 1.0 3.8 1.7 4.8 2.3 2-4. 1.4 2.4 5.0 1.7 2.9 2.5 2.6 TOTAL OBSERVED 3 53 112 91 42 169 74 21 50 54 143 518 227 660 312 329 190 327 693 240 404 329 352 CUMULATIVE TOTAL ro 09 US oo CO e3 6 to £ iry CO « S CO ea 09 oml 11557 r^- 53 CM 8 8 § CM 9 g 8 fo eo CO § I 4308 CM 5 i S? A-12THROUGH ROUTE 9 AND ASHLAND CROSSTOWN, SOUTHBOUND—Continued SECTIONS OFF DESCRIPTION OF SECTION Cor. 12th and Paulina Marshfield and 13th St. Hastings and 15th St. 15th Place and 18th St. 18th Place and 21st d SI 1 eg £ ■8 s* C. B. & Q. Siding & N. End Bridge So. End Bridge and Archer Robinson and 33d 33d Place and 37th St. 37th Place and Private St. No. 1 d M5 «*< d fl <8 d 3 44th and 45th a 3 d a eg A d S3 a eg a § A 40 s d a eg I WS 58th and 61st 5 .3 •d a eg d U 66th and 69th +3 ca iH r» d a eg A ® 1. A +0 MS d a eg d r* TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 Clark and Irving Park 45 11 4 1 1 1 6 3 1 3 6 1 3 2 5 1 10 2 536 4.0 536 Byron and Addison 44 1 2 1 1 1 165 1.2 701 Eddy and Belmont 43 2 2 1 5 1 1 3 2 1 1 2 1 1 2 181 1.3 882 Fletcher and Lincoln 42 3 9 3 1 4 1 1 1 1 1 1 3 1 2 207 1.5 1089 Oakdale and Diversey 41 3 1 2 1 1 1 1 1 1 1 78 .6 1167 Mariana and Fullerton 40 7 2 1 3 1 2 5 3 2 152 1.1 1319 Belden and Clybourn 39 4 5 2 5 1 8 1 12 2 9 3 3 2 8 5 363 2.6 1682 Garfield, Southport and Cortland 38 1 1 1 1 1 2 1 1 1 60 .4 1742 River Bridge and Elston 37 2 1 1 7 3 2 2 4 1 3 1 2 4 1 148 1.1 1890 Cor. Ashland and Cortland 36 4 2 3 4 4 3 1 9 2 1 3 3 8 3 1 4 1 1 159 1.2 2049 Hermitage, Cortland and Ashland 35 2 1 2 1 4 11 1 1 5 1 2 2 4 1 295 2.2 2344 Bloomingdale and Brigham 34 17 12 10 13 13 31 1 15 3 10 4 6 1 9 9 8 5 5 8 715 5.2 3059 Blackhawk and Milwaukee 33 81 29 26 44 30 65 1 29 7 31 6 10 8 31 18 12 8 15 15 1 1436 10.4 4495 Cor. Division and Ashland 32 33 27 19 17 23 34 4 8 1 17 6 4 4 16 5 5 4 9 3 703 5.1 5198 Haddon and Chicago 31 45 29 25 36 24 61 4 7 8 28 22 10 8 17 17 18 8 8 21 1 1 935 6.8 6133 Superior and Erie 30 7 5 6 8 6 9 1 2 4 6 1 6 4 4 1 5 218 1.5 6351 Ohio and Austin 29 15 5 15 22 9 28 17 5 14 2 7 2 8 13 5 4 7 5 1 370 2.6 6721 Kinzie and Fulton 28 8 1 2 10 3 3 5 10 2 1 1 1 108 .8 6829 Ashland and Lake and Paulina 27 12 8 6 29 20 37 2 10 24 5 3 5 14 13 13 12 8 5 1 376 2.7 7205 Park Ave. and Madison 26 71 47 37 59 34 53 20 24 4 37 19 14 11 32 31 30 15 28 23 1 835 6.1 8040 Monroe and Ogden 25 19 12 12 10 12 19 6 2 13 6 3 1 7 10 10 6 13 3 207 1.5 8247 Jackson and Van Buren 24 44 29 32 21 10 60 22 6 18 9 3 7 25 18 14 7 7 12 396 2.9 8643 Congress and Flournoy 23 58 22 10 27 24 37 18 25 10 18 5 4 3 24 23 14 11 20 17 396 2.9 9039 Polk and Taylor 22 27 23 10 24 11 20 1 9 2 26 5 4 17 10 3 1 10 10 1 225 1.6 9264 Cor. 12th and Paulina 21 5 8 18 26 23 38 22 2 16 3 6 5 7 13 7 8 11 14 232 1.7 9496 Marshfield and 13th St. 20 6 31 37 43 53 5 27 9 29 8 15 5 31 16 18 10 21 11 1 376 2.7 9872 Hastings and 15th St. 19 3 14 5 36 2 19 5 14 4 7 5 13 6 10 7 15 9 1 175 1.3 10047 15th Place and 18th St. 18 3 13 46 1 18 8 17 8 7 5 8 11 12 2 9 8 1 177 1.3 10224 18th Place and 21st 17 3 20 2 18 1 18 3 8 7 18 26 11 10 7 6 158 1.2 10382 21st Place and 22d 16 4 12 92 14 86 41 63 24 88 89 48 28 58 47 1 695 5.0 11077 C. B. & Q. Siding and N. End Bridge 15 18 2 17 7 4 8 13 18 14 7 14 9 1 132 1.0 11209 So. End Bridge and Archer 14 7 9 51 20 21 7 38 33 27 16 22 13 1 265 1.9 11474 Robinson and 33d 13 6 6 9 1 15 13 9 8 15 7 1 1 91 .7 11565 33d Place and 37th St. 12 7 36 32 19 41 45 31 33 60 40 1 4 349 2.6 11914 37th Place and Private St. No. 1 11 8 4 43 37 18 14 27 31 1 183 1.3 12097 42d and 43d 10 1 8 57 58 54 47 53 48 2 2 330 2.5 12427 44th and 45th 9 2 16 15 15 12 22 8 1 91 .7 12518 46th and 49th 8 14 84 98 57 79 47 3 382 2.7 12900 50th and 53d 7 10 63 50 83 47 4 2 259 1.9 13159 54th and 57th 6 3 32 97 32 3 3 170 1.3 13329 58th and 61st 5 T HE FIGURES SHOWN IN THIS TABLE RE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. O CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 3.50 8 65 95 2 7 177 1.3 13506 62d and 65th 4 A 20 129 8 11 169 1.3 13675 66th and 69th 3 T 4 4 7 15 .1 13690 70th and 71st 2 2 2 13692 72d and 75th 1 13692 PER CENT OF TOTAL 3.5 2.1 2.0 3.0 2.3 5.0 .6 3.0 .9 4.0 1.7 1.9 1.2 4.6 4.9 4.3 4.0 6.0 5.5 .3 .3 100 TOTAL OBSERVED 480 288 275 423 319 698 81 419 110 540 237 263 161 631 669 588 439 841 752 41 44 13692 s ro CUMULATIVE TOTAL IO oo ia To To CO 3 art 1 g g £ C5 fZ CO s CO I CO CM S £ S$ CO s s o» oo § So CO o IA g TT § m 1 CD PCS oo CO ro CM & ro A-13IVlOi 3AI±VTniAinO s CM oo LO ro ua ix. <=> CM oa CM CM r— rx § oo oo oo 2226 i oa oa CO CM S ro us CM ro Era ?S i 3410 \ CD X? ro 3410 3410 IVlOl dO 1N30 H3d cm r-i CM cm LO CO LO oa LO rx. tr 13.0 oo ro CM cm oa xr CO IO r-1 11.3 1 oa xr ro xr CM ca C13AH3SSO “lV±OJ. s CM ro ro CM i-". rx. to S CO LO £ CD ro 5r oO IS oo CM LO £ ua oo ro g CO CD CO TABULATION OF TRAFFIC COUNT— BELMONT AVE. LINE EASTBOUND ddO SNOI-LOBS ^umupg put? pa>siT?u jauio3 oo CO CO LO ■o* CM ro ta ro oa OO ro §3 s oo ro ro CM CO i— IX. oa ro 3410 1 )noiuioa put? jdujoj r— ro oo CO »x- OO LO CM LO CO us us ua CO xr ca rx oa ua ua CM CM 17.1 oo ua 3013 no!HiM pu« ppwdqs CO ua LO rx CO CM ro ca ro rx CM CO CM xr S ua ro r-» CM ro oa CO CM ro CM g pooSso pu« uopujag in e=> CM era CM CM ca ca CM oa 3 OO ua CM r« CM ro CO xr CM 2106 I juouiioji put? ^jodq^nos J9ujo3 xr S rr CO CO CO LO CO CM ro ro 8 ia xr CM ua ro CM rx- ua ro oa CM oa oo THE FIGURES SHOWN IN THIS TABLE ARE THE DAILV TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915. MULTIPLY BY A OA Md[AU9aio puts put?msv ro 1— ro U3 CM a PS a S § CM ro OO CO oa So 8 CM h > r 16.5 S ua 1699 t?uiim?«x put? iiaqoa cm cm CO CM CM XI- rx oa ■*3- <=> oo LO -o- LO rx 1 1 xr CO rx. CM 1139 au^OH pn« £apft?o - ©a CO CO CM xr ca r- ro oa xr* S CM 1 1 IX. ro rx. CM CM CM oa ;uouipa put? uia^saM 1011J03 o cm CM CO , xr CO ro IS ro ca xr ro r— oa oo rx i t ro CD g ua oa IX. ipqdurea put? Avt?uojqst?^ era Is- ro CM oo tea CM r“ ) CO IS g xr !)uoui[OH put? «(uiojn«c> -iaiuo^ oo CO ©a LO CM -O' xr CM CM CM cm ro Xuoiujaa put? uo^sia joujoj r- ua CM CM LO ro .a g CM CM ro xr g CD g ' Cft • ® ® B pg N S9 ^ U? S3 © © © © g MO M» M» - a a ** ^ « S|S 5 S g Q) CO a 2 5 2 5 z - « 3 s g W) ** 0 - x. 5 • . g. 05 U e# - - . g ft ^ a s t: s - 2 -*g 2 -x .3 ^ IjrB CD - CM ro xr ua CO fx. oo | PER CENT OF TOTAL | | TOTAL OBSERVED | 1 CUMULATIVE TOTAL | Corner Crawford and Belmont | Corner Milwaukee and Belmont 1 Hamlin and Central Park Drake and Sawyer Corner Kedzie and Belmont Troy and Francisco Corner Elston and Belmont Corner California and Belmont Washtenaw and Campbell Corner Western and Belmont Oakley and Hoyne Robey and Paulina Ashland and Greenview 1 Corner Southport and Belmont Herndon and Osgood Sheffield and Wilton Corner Clark and Belmont Corner Halsted and Belmont | NO SIN OIJLG3S A-14ivxox 3Aix\rmiAiho 5 c» S ro P- ro O" us 8 p~ 2304 8 £ § CM r— 03 CM i 3115 CO ro So ro oo CM ro s ro ro ro 3378 oo ro ro 3378 3378 IViOl do XIN13D Jd3d tp CO tr> a> CM tt tt pi o CO p- co O ro i 03 TP rO TP to CM C3 - <=> <=> Q3AU3SSO 1VXOX p- ro CO IO H tp Zo CM 03 8 to Si S rr ro C3 ro TP CO TP CO LO Si p- LO T* P TABULATION OF TRAFFIC COUNT—BELMONT AVE. LINE WESTBOUND L. Li. 0 W Z o h 0 Id <0 ^uouqafl put? piojaibj3 jauj<>3 - S3 IO <=> CM P3 LO CM 03 co ro IO 03 CM r*» CO CM CO TP oo 03 CO CM oo p- ^uouqag puB aaqnBMnw .iaujoo CM s S TP 03 03 ro S3 TP io TP TP 03 03 OO TP CM 03 CM CO oo oo CO CM 03 fo unrn«H puB 5JIBJ iBi^uao ro io p- <=> tp OO CM LO ro ro CM TP LO p- CO TP CO LO ro oo CM aqBia puB ia£AiB$ TP ro CO CM CO CM ® ro TP LO CM OO LO ro IO r— p^ Jg CM ^uouqag put? aizpan lauioQ IO tp CM CO oo r— CO CM TP LO CM CM r— OO TP CO CO N CO OO CM LUOT v §1eQb >0ggc ujc ?W3 “-J0 5SSI y<2 k!J EOo Uo ®Iq 2,, i*.p< 2c mug ° 0 h<£ h pub oasiauBjj CO ro CO CM IO LO 8 LO TP .5* OO r— CO ro ) > f i i CO LO OO OO g CM ^uouqag put? uo^sia laujoo r— CO CO OO oo p- OO eo CM IO ro P— OO § ?uouqafl put? t?jujoj||t?^) janio3 oo tp oo tp r*» ro CM CM Si 03 C- CO ro ro ro LO LO i 1 TP ro IO CO 03 AiBua^qsBAl puB nd’ ) ro LO ® OO LO ^uouipg puB uia^sa^V laujoo ® w IO io 1— CM CO 5! CM c=> 5 S3 to j CM e> S CO P^ TP ^apiBQ PUB au£on - tp ro p- CO ro CO oo P» CO CO Si CM g itaqog put? bqpbj CM ro io p- p- CO CM TP £ oo CO TT CM oo CO Si 03 - la' pg «« ©0 T*t MS d © © © © ’J3 4* 43 4S -M e H N M ^ rg.. II— I ® , , a ^ 2 rA u M ■B § S a 2 * «. * <• © M). 3 2 cS s ft 5 21 2 5 2 2 (m ©2222 O H 09 tH Tl puBiqsy puB Mopvuaajo ro io i— oo <9 1 P» 5? CM CO ® “ § ^uoiupg puB ^lodq^nos iaui03 rr CO •*3- oo rr p« CM o CM oo ro g TP era CM nopujoji puB pooSso to tp o* CM - CM ro 03 O g pppgaqs puB uojiuv CD r-» IO ro p~ ro _tp OO LO luomiag put? qiBi3 lauioQ p*. CM ’1 ro ro ^uouqag pub pa^siBH jauioo oo f i ~ IL h KOo O id 2 « O oo p- CO LO MJ- ro CM - CO 03 OO 1— CO IO TP ro CM - < h 0 h tL 0 h 2 U 0 K 1U CL 0 Id > IC Id d) 03 0 J < h 0 h J « h 0 h bl > h < -j D D 0 "§ © 1 -d 2 cS *3 © CO 1 s a © © 2 © B a! n "d 2 cS A cS © i © T3 *3 s CD a QC rs S3 cs 2 © -M •S3 £ 2 9 ■d S3 1 I © -d 2 d a a 2 CS © *5 2 © 2 © >» © A © 63 xs 1 § 2 £ & a & © 2 cs © 2 >» © S3 4* 2 © = © » >d 2 2 I 1 £ © i © * CS 2 © +» A d 2 5 S s eS © 2 © B "3 £Q n 2 CS CS I © I © 4B 2 © B "3 63 >d 2 cS 2 © 5® Sh © 2 . © >» © £ •d 2 CS © © 2 & 2 1 © n 2 cS © ■a as © a b S § © A 1 >d 2 CS * CS <20 2 1 CS a xi 2 CS -a £ d u 2 © © 2 © s 'S S3 ■d 2 CS © Jg s s i © 6 © i 4S 2 © a © 21 as 2 cs 1 s © 2 © © NO SN 0IJ.03S A-15nvj.ojL 3Aij»vnniAino TO CM § 1 3 05 CM 3917 i 5059 & 8 5501 6054 I 9 2 6519 6749 I 6969 7082 7225 7267 7288 I 7298 7304 7309 7309 7310 | TO £ 7310 TO to Is*. TO £ TO £ 1VJ.OJ. JO 1IM30 d3d rr 05 05 17.5 ro CM 13.4 rr ro oo 05 ro to ro to CO CM r» ro ro TO ro to TO CM CO ro •T TO TO Q3AU3SaO IVlOl er> CM LO £ 1279 3 TO IO CO 5? IO % IO § 05 Si 8 to rr 05 5 TO CM S CM ro g S3 TO CO to TABULATION OF TRAFFIC COUNT—BLUE ISLAND AVE. LINE EASTBOUND h. Ll 0 uosqoe* pu« suiepy put? aqqueij r- CM §3 oo CO ro ro ro CM CM 05 CM ro rr CM rr ro ro IO rr CM 5859 1 5925 I 6058 1 6501 1 6797 1 7065 1 7310 stumpy pue q:*S TO CM r~ IO o CM ro rr CM 05 p- *” rr ro r- ro S CM ail«S «T pue IO rr 05 TO ro to ro *■“ rr 05 CO 05 IO r«* CO 05 CM CM •*“ T~ rr TO TO CM njoqjcoa pan sracpy rr ypm CM CO CM CO 5 oo ro S3 l>- 05 CO CM K9 TO TO CO CM Pr. CM ro — TO TO 9 rr ujoqjt?oa ip uosqaejp “a uua V fO 05 s § g to rr. CM S3 TO W to TO TO IO CM CO CM CM TO ro »ll«S «T pne q?£ CM 05 s CO CM IO CM c- r- CO TO CO - ro CM CM zz to = rr TO TO TO uemg pu« unqueig *103 - ro g CM S3 CM CM rr !o TO CO TO IO ro -c CM to I THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 3.28 uipiucpu« ao^auo pu« paunx oo CM Sr 05 ro CO rr to CM S CO TO rr CM CM rr S3 CO ro ZZ IO CM TO rr ro 5750 I ueing u«a pae ssaiSno^ os - rr CM 05 r^. TO a r-. 05 CO ro IO ro zz CM TO TO CM TO CM CO CM 5408 uojujk) puts soui^idsoQ to rr CO S3 ro IO LO r- S CM to TO CM CM P>» to IO TO ro P~ CM 5190 paptiqi pan odon - CM CM r>- rr E rr r* r*« ro ss oo CO CM oo 05 g 05 rr s s CM TO s TO ro TO qiox pun iop£ex CM CM IO SI S3 05 ro CM IO 05 TO CM CO IO S3 CM CM ro CO ro CM 4248 mu pnn ujnqqs«M to OO r- r— g CO CM IO TO CO rr rr TO 05 to CM ro oo CM CM 4010 qi£I pun dooiqx rT CM CM CM & to CM CO IO CO C5 9 CO IO — rr IO s CM 3782 mdl pnn q»8T IO §3 CO LO s n— OO CM S CM IO oo to TO 05 r- 1o CM rr 3530 qXGI pnn mz CO 10 S to CO CO M- CM S5 rr 05 TO CM LO CM rr TO ro 3109 I (0 Z 0 h 0 111 •Id mz Pnn poom r- yr~ rr S te TO 05 S3 05 CO s r- IO TO r*» TO TO 2790 I uS . & CQ *2 * r 5 5 5 ^ a ^ M M rn 1U9 «e r» •^g ajoaun pan £aqog oo S3 9 05 ro s 9 8 CM TO rr rr 2093 da^OH pun xWABafI CD oo rr IO IO CO rr £ to s CO H « «■** 0> ^ a s • s § IM 45 > 4a 4» 4a 4» •< I « TO rH «5 < 9 M ® <* 55 IO rr £ 0§ r«- » ^opjno pan naMqaog o CM rr 05 g § ro & LO ro to rr ro LO IO 1458 ! Ainno|qsf?Ai pan ojddjqAi CM CM Eo TO 8 s 05 ' I i ■ & 5 45 fc« OO fl* 2 2 05 4? a ► 45 ^3 JS 5 3 2 5 2 3 4a «M O 2 5 5 3 2 5 lf5 » ft N pi pi ^ N N rt ro ro TO Si to TO iCanqiy pan nnqmnjx §3 ro CM s CM CO 05 S3 TO IO to 9 IO TO TO spioq *$g pan siaAy S3 *" UO TO ro t— CM to 1 piaqSapdg pan aanpnn rr CM CM 9 CM rr £ an<>H pan uo^aaq LO CM '0* to to uojuag pan oiaaj^ g CO DESCRIPTION OF SECTION § 3 5 ro CM CM CM Si a 05 OO r«. CO IO rr ro CM s TO 05 TO - CM ro rr LO TO IT- 1 PER CENT OF TOTAL 1 TOTAL OBSERVED [ CUMULATIVE TOTAL | Cicero and Kenton Kenton and Kolin Kildare and Springfield j Avers and St. Louis Trumbull and Albany Whipple and Washtenaw Rockwell and Oakley Leavitt and Hoyne Robey and Lincoln St. s a fl eS ts o o * ja -w S3 I ■*a or 18th and 16th Throop and 13th Washburn and 11th Taylor and Polk Hope and Halsted Desplalnes and Clinton Congress and Van Buren j Tunnel and Clinton and Franklin Cor. Franklin and Van Buren 5th and La Salle Clark & Van B., Jackson & Dearborn Cor. Adams and Dearborn 45 «3 CS ■o S3 43 iA S3 Cor. 5th and Adams Franklin and Adams and Jackson | NO SNOIXD3S A-16-ivj.o± aAiivnnwno IO 05 g 05 s? CO £ CM ?? ro g 2040 £ 8 in S3 CM CO s 0 C5 ro s 10 CO S! S xr 05 05 ro 05 <30 CO xr CO in s En in 05 ro 05 in fx. g CO CO i CM CO CM s CM 5 CM So 1VJ.O.L AO 1N3G H3d - CD CO V CO CO xr xr CO CM ro xr CD in 0 05 CM CO CM 05 CO in CM CD ro ro ro 05 in xr xr 0 05 ro ro in ro CO in 05 CM 05 in 05 ro CO CO § G3AU3S90 "1VJLOX ITS 05 ©O Si ro i £ CM CO r* 05 CM g CM xr 05 in 05 CO g xr CM § in S 1— s CD 00 e 05 ro in 05 CO g CM 05 CD CO TABULATION OF TRAFFIC COUNT—BLUE ISLAND LINE WESTBOUND It Ll 0 0} z 0 l" ojftdio puB uo^nan CD IO CM S no^uoH pnB nnoq in CM "" CM OO v— xr CM CO m ro in ro ci m ro ro CO IO CM ro S eo ro g CO CO in r*. CO xr 05 s i aiBpnx pn« ppySuiJds Si CO CO xr 05 U9 CM xr CO CM CO CM ro 05 g *" r*. CO s CO i ro 00 in s s CO |X- xr ro xr |xl I § sjdAy pnB sjnoq «|g 8 XT xr «T 1£5 OO CO CD xr ro CM ro CO l-» CO xr rx. s CM 0 in 00 rx. CO ro s 05 xr xr CD CM r-. ro 5 05 eo £ Iinqiuiux pnB inBqiy CM CM xr CO ro ro r- 05 CM CM xr xr in - s s CO 00 CD xr in 00 in ro 5? s 05 ro CM ro 05 CD 3 |X- s? 3 apIdmM. pnB MBna^qsBM CM CM 10 CM CO 00 a: OO r- in xr ro xr CO xr g g rx. rx. CO CM CM rx. 05 CM CO in 3 K> IiaAiqaoH pnB £ap|BO § CO ro ro CM ro ro 05 00 00 Is*- CM ro CM 0 CM fx. S 00 |X- 05 ro CO ro CM ro CO in CM ro i CM ^jABaq put? oiiXoji 05 ro 0 xr xr xr in 05 in 00 xr in CD ro 00 in 00 CO CM g g ^eqoq pnB nioanpi OO *- 00 05 10 CM OO xr in CM ro in ©O rx» & ro CM CM CD in i pooAi pnB aaBia rx. CM CM zz 10 05 CM in xr OO r— r^- in g Si $ CO |x- 'O' CO CO CO xr S c3 IU CO >• -j h < 5 2 • Q < 3 ftl ^ h 0 < bi ® x u. r K s. ? W 3 < >• Z < li. HI ^ 3 Q >- f h Ofl£ hJ I bl 0 D *“2 ft Q 0 uj o) issi; U.H| §0 111 UJ 2 w x or 0 h < h mZ pnB q^I CO CM CM CM CM CM 05 8 So O 00 CO xr in CM CM - CO - CO ro S e a! nm P«b q*9I in ro C5 ro OO ro s O r« CO ro $ xr CM S 05 CM ro CM ro CM in u 1 dooiqx pnB imi xr CO r- S3 CO CO 1* CM CM CD OO E CO £ in |x- ro in CM CO mnqqsBM pnB mu ro r- CM 00 m ro '^r V— CO 00 3 £! CO S CO CM rx- CM xr CM £ eo ioi^bx pnB qjoa CM w CM CO CO CM xr - ro CM g xr CM xr xr I adoii pnB pa^siBH := CO OO 05 00 CD xr CM CO CM 0 CM CM 3 san^Bfdsaa pnB uosjjibh CD 10 r- in in O 05 r^ OO xr in 1 ssoiSno^ pnB najng uba 05 05 xr r- CD CM in xr CM <30 ro in CO Si 1- 0 111 (0 lannnx V no^ujo ‘*jbu pnB scdsaa CM ro ro 05 a c« *2 © g 3 « 3 > s « 3 3 ) no;uH3 pnB nnqnBij pnB pnnnx OO CM IO xr in 05 CO » xi< M5 CO © © © © © M faB faS fa* 43 « 09 Xt «S 50 g in M I nosqaBf pnB sorepy pnB unqnBjj ro in CO CM H fa d •*» ' < rM C © *d !• ' ro S3 g surepy pnB q^§ *103 CO xr CM CO f- CO M in ND in ro aifBg Bq pnB qiBf3 10 - xr CO xr n ^ 2 5 © £ m a i*sss*s 1 ft S 2s 3 3 3 8 ■M ^ fa » fa « fa <9 00 h <9 «« r» HNogousrlM xr CO CM in CD moqjBaa pnB smBpy *103 CM 00 CO CM 1— r- xr £ moqiBaa V nosqaBf ‘*a uba Y qiBK) w CM zz CO xr S 3 dUBS Bq pub q^s CM CM CM ro uajng nB^ pnB nqqnBJj *103 - — ! i = IL Z tc 0 0 0 s CO CO UJ w Q - CM ro xr in CO r- OO O xr 05 CD CM ro xr in CO |x« 00 05 CD CM CM CM S3 Si in CM O in _! < h 0 h IL 0 h z UJ 0 ft UJ Q. 0 UJ > (£ IU (0 OQ 0 -1 < h 0 H -1 h < _l D s D 0 d I pa d d n d d d 1 99 u ft h O Q © *3 rfl 99 A •e d 99 a ■M «9 d u © s d ft d 0 03 3 © a tt d d *- 1 Q f 1 © a •d d d 5ft 1 3 m O V © a 99 50 * •o d d ! ce a cS »d ◄ *d d d a ■M W5 fa © d © s © d i-t TS d d 1 % -d d d d 3 d 1 d 1 •d d d d a § a d d © d d § © d d d d 0 ■fa* d Q © d a cn ft CO a ce m i d © •d d d I a a d > «5 © a d a «s V a *d d d d © «a a © ft a ts d d TJ a © V* 99 d d 'S a i a a d •a d d a •fa* ft © 2 A H d d A ec A 8 ■d d d a ■fa* ■fa* «3 55 >d d d a fa* 95 © © •d d d 8 d ft fa* % « © a © a •a d d d © d a fa* fa* 1 © fa3 d d © £ a - \ P t { t < < c 3 § £ i i >) i a 5 © ’ft ft a gs •d § § 1 A eft d a a a S a & »d d d t*x § a 5 2 1 ■d d d 09 3 © a OJ 2 d 2 3 d d •d I d IS ft % § fa* d © a •d d d d © a O © © d d d 0 d a NO SIM 01X03! s A-17ivioi 3Ai±viniAino 1— p- r^. r— ro to 5 p~ r^ CD 1^- GD 00 to ro LO S CO CO 10 00 05 S S3 2337 r^> ro CO CM \mz s ro ro O’ ro ro 9 ro 05 CO 05 ro LO 05 O" ro § CD or s O’ 00 p-i 01 CO 00 01 CO g 4786 CO £ O’ 14786 1 4786 IVlOl dO JLN30 tl3d CO CM CO CM CO ro LO O’ ri CM LO or ro 0 CO CO CM § ro LO ro 9 CM 10 05 r^. O’ CO 05 CO co O’ r^~ S3 i c- 0 CM CD 00 00 05 05 eM CD CM CO CM O’ CO CM ro 00 CM CM g LO CO CM CO TABULATION OF TRAFFIC COUNT—BROADWAY LINE NORTHBOUND u. Li. 0 (f) pxeMOH pnB asBqo <=> ro ”7 ro CO R O’ q^joMijuaji pnB ipvuBj 05 CM CM *■“ O’ ro R O’ **b.ij pnB xaqiaxqag OO CM CM 'P” *7 LO E O’ bhouSbju pnB qiBK) Si T” *“ CM O’ CM CM ro ro ro ro ro LO CO O’ ro i>. LO CD 00 00 00 O’ r^. r~. o* no Add puB opipuiia CO CM O’ CM 10 ro O’ ro O’ O’ ro r- IT- O’ r- CM CO CO - IO O’ CM O’ CM ro 9 O CM CO CO CO 00 io p- 00 CO 0- •moqi puB iMBpi n£xg IO CM 05 O’ CM O’ O’ T” r^- CM ro T“ CO CO ro 05 CM O’ O’ CM CD LO 9 9 S O’ CM LO OO CO 9 05 CO 9 PUB BOOUIAi O’ CM cd 10 O’ CO ZZ CO 05 CM LO O’ 00 05 - 05 - ro CM US CO 9 CD p4. p- ro 9 w tiBouBa puB aanaiAABq IO CM O’ O* LO - ro CD CO O’ CO CM ro CM O’ CM S ro S s 00 ro p- 00 CO 0- CO CM CO ro puBpa pnB asoi^nopj CM CM 0 10 P-. O’ 05 JZ 05 r- ro ZZ 05 s 05 CM 05 CM CM CM LO o1 B p- 05 10 CO CM CM CD CO 0 CM ro •qg*Axi puB *j»x «nang CM LO CM CM p- LO . ro CM CM CO r- zz r^> 05 CM LTD CO CM CO CM 00 CM CM CM r>l ro O’ ro 00 s CM H m y J L rf “zk Q h*3 < iu 2 28® sS f Ok S ^ StOD 0 J 0 ^ j 2 « L 111 Q, 11£ E5 1 h HI 0 3 >! > h 2 C/) ~ U h in* uj < 2 dci 12 a Q 0 w © ixg £ h < go ui ui 2 0 I (t 0 h < 1- inqqjoqs pnB nosfppY S CO CM O’ 05 10 CM K9 00 ro ro 00 00 ro LO CM Si O’ LO CM CO ro Si CO O’ s>l CO 10 ro LO CO CM CM Bqanxoa puB ^uorapg 05 PO CM ro O’ CO CM OO CM 05 00 00 O’ ro CD . CO CM CM ro CM CM O’ CM r^- CO O’ O’ CO 05 CD ro 05 CD 05 *M xBiifl pnB lasiaAid 00 CO CO 1— CM Si ro ro O* 10 CM 05 05 CO i”- 05 CM r- o- Px. CM CD O’ O’ CM OO CD 05 ro CD s •1 j ^^AVBd PUB noinagnj p- LO 05 CO CO CM CO CM ro ro CM r~* CM ro s 00 O’ O’ CD ro 05 00 CM 09 LO LO r~- CM 0 Si nappg puB xa^naa CO ro 05 1^- to Si CO CM 00 CM 0* CO 00 CO O’ O’ CO CM CD CM CO O’ CM CM 10 10 05 uisuo.isiu pnB q^xo\[ 10 CM O’ O 00 r>- ro p— eM CO ro p*- 10 CM ro CM CM CM S5 10 9 CM O’ s BinBnuao pnB iioisjajq O’ CM CM 00 03 C5 05 CM s LO 05 ro CO 05 O’ CM p- ro IO P- 05 CO 0- z 0 h 0 111 <0 uqg pnB oSBDiqa ro LO ro CO OO 1^- CM CM CM Si CO 00 CD O’ 0 ro CM O’ O’ 05 CM jopiadng pnB pnBio CM CM r~- OO O’ ro O’ 05 00 O’ O’ 05 CO s qjBo pub *in ‘u^sny 5= CM CM LO - 00 ro IO CD 0 P«- O’ 9 05 1 © *d ' cn © *pnB« puB au«S«1 **<>3 0 CM CM I Kn<«ui(er>«c *7 CO CO ro •puBg puB qiBO *jo^ 05 ro *“ ^4>-W4)* .♦ » SD cn . aS 05" g 38 © .ft- > © ^5 5 "* .«g , ^ w ^ ^ - NMO©K)©«!«5W CM 1^- w •puBg pnB -JBad '.ioo 00 CM S3 •iBad pnB *qsBAl *103 r- CM ro CM 05 CM •xBad pnB nosipB^ uoa CO ro *7 LO eM •iB8d pnB aoxnoxn *103 LO CM "7 ro r- ooauok puB qiB|3 *103 o- *“ o* aojnoK pnB 'gBd *103 IO f- *7 ro ro •gBd puB nosipBjc M03 CM PnB *qsBAi *103 - J§ 5: il r COS O i&i 13 * Q - CM ro O’ LO CO 00 05 CD z: CM ro O’ LC5 CO r^- CO 05 s CM CM CM ro CM O’ CM LO CM CO CM 1— CM §5 05 CM CD IO _l < h 0 h Ll 0 h 2 UJ 0 a: UJ Q. 0 ill > or ill m ® 0 j < h 0 h J < h 0 h UJ > h < J D 2 3 0 m 38 © d d a © cfi s8 * £ 0 u r£ .at © d d 38 d © Lfi *3 1 £ © © © © Lx d © © d d 08 m as © © © © s 1 d as ■B as 5 © LX aS © ft d d 98 © 2 d © £ © «8 © © d as •6 i £ as © fi rs d 93 A cc 98 h © •d d (8 d d 98 © © £ © if 98 ss -d d 3$ d 3 $ £ © O T3 d «8 •d d 38 CC 38 © £ © © d Ln 42 D •o d 38 5 £ cn d <5 © i d* d QC •d d 38 •d d 38 Lx O s © *0 d 38 © 38 © 3 © 42 d 38 § © O d © tn © d *cn d © S E *d d 38 a Sx © d © >d *© © d as Lx © d © s © & © © d © •*» © © d © £ M 42 © *d d 38 >» © 2 © > © 42 © d Lx © © •d d 98 4* d © a © © d 38 ns I © V2 *d d 38 d © 45 -d xt ◄ © © i •d d 38 Lx © H 38 d © d © •d d 93 © © -d d 38 © 05 © Lx d © d a 38 -d d 38 © © d © Lx © 88 £ *3 ■*0 38 *d d 38 38 d © d E d © H *d d 38 i 1 d © © Q d d 38 © *3 d 1 © d © d w 38 d d 98 ! £ 40 1 d d 38 Lx © £ © Lx © © * © 40 Be d © d d 38 I 38 © 1 © © d d 38 © 05 38 © NO S M0I103 S A-18nv±o± sAixvnniAino 00 CM £ s CM CM PO U3 S CD 1 r- co CD CM CO CM 00 PO PO IA UD PO i 05 s 00 ■5 5012 5304 i IA So ES TP 05 IA UD 05 05 IA S3 05 IA PO 05 05 IA TP 05 05 IA LA 05 05 LA IA 05 05 m IA 05 05 LA LA 05 05 LA IA 05 05 LA 5995 IVlOi dO -LIMBO H3d *7 CO CO CM IA IA O OO 05 CO CO r~ CD 00 CM CO CD CO CM P^ CD CO CO TP 05 TP TP 05 PO CM CM - CM s Q3A'd3SaO HVXOJ- ©0 PO ro OO ia 05 CM PO 5 CD «o- IA co IS 05 S co CO ■vr s PO s PO CM 05 LA PO Tf i'— CM CM 05 CM IA TP CM PO CM CD PO LA CO CM *- 05 05 IA TABULATION OF TRAFFIC COUNT—BROADWAY LINE SOUTHBOUND Ll Ll 0 z •pnBXf pnB jjibio *103 05 •a* CM '•*" CM V- LA CM PO OO IA 05 05 IA •pnB$x pnB *j«0d *<*<>3 CO CM TS“ Po CM PO *“ IA PO IA OO CM P- IA 05 TP 05 IA •.iBaft pnB *ijs«av *,103 PO rr 'a* CO PO CO "a* IA TP T“ PO ’r" - TT CO •jBaQ pnB iiosip^Kr *io3 CO CM PO tp PO 1— CM IA CD CM 00 05 PO OO 05 05 CO T”“ IA CM LA PO OO OO LA •-iBaa puB oojuojvT ‘joq 10 PO OO CM r^> CM CD CM CM CM PO PO ro IA CM r^~ CM 05 05 CM xz Is- PO IA CO PO TP PO P- IA aoinoj^ puB 5|iei3 *103 TP LA r- r- PO p- CO LA CO TT co CM O CM CM co CM OO CM LA CM 05 CO PO r- TP 05 1^. CM OO ■O’ IA *S1BrI P«b aojuoH jo^ PO CO rr PO 0 PO s PO P- CM PO PO IA CM CM CM TP 05 CO CM 00 ro CM CO (50 CO PO 05 PO LA P«b nosip«M *103 CM CM CM TP cm CD 05 CM PO CM IA CM CM ’O" OO CM OO CM TP TP TP PO LA CD PO CM LA CO 05 ro mvsvj pw« ‘^SBAi ‘J03 - la TT CO PO C=> PO CM OO PO CM OO CM PO CM CM 05 CM TP CM *“ r— TP 00 CM g ro TP •pn«a pnB *j:o^ CM IA CM OO CD r-» PO CM CO CM PO PO CO CM 05 CM CO £ 05 CM PO CO CM CO TP OO P*- CM CO 05 Ul (0 >• -J h < S3 2 ft Q ? 3 < ui jg <080 §2 1 u. J a: >. hot Wm z tf) D dC >- “ J Q -l 2 < U. UlQ. > f- I r* Sgz DC D 0 W w 5 Hi ui > *■ 5id u.h| 00 III Ul 2 in: 0 h < h ni^sny pnB m ‘q-reia CM PO PO CO PO XT CD OO CO IA CM 05 r-» r*- CO CO 05 CO 00 CM pnBJO pin? jopadns CM PO 05 0 CM CM CM 05 05 LA PO CD !^« IA OO CD CM TP CO PO TT CM CM PO oSBaiqQ puB uiia ro PO OO OO CM CM CO CM S CM CM 05 00 CM TP CM CO PO CD PO CO P-- TP CM OO CM OO IA PO aoisi\i(f pin? BinBiniao tp PO XZ 'a* CO CM 05 *3* S? OO ^a" ■>a" IA OO CO s LA LA OO OO CO r- CM IA CO CM CM PO pnB nisnoasiM 10 tp - CO CM 05 CM PO 1— CM p»- CM CO PO To CD CM xz CO TP IA r- CM 05 g CM ja:juao pnB uapps CO Tp CO CO OO IA co co LA IA CM PO CD CM LA 05 CM TP 1— TP CM S uo^iaanj sy ia £aMa® r— p» CD r- IA CD g CO CM CM CO CM 1^- CM CO ' s a 0 h 0 til (0 ^asjaAjo; pub *xa jBpg 00 CM - CO PO CD CM 5? CO CM PO PO OO 05 g CM ?nouqag piiB Bfiauio^ 05 CM CM CO CM rr po PO PO co PO LA PO CM CM ■sr LA PO p*. s CM CD 05 nosippy pnB nBpuaqg CD CM in s CO CD CD CM CD OO 05 r-~ r«- 05 05 CD CM CO PO s LA 05 CO « aa © g d e s ^ © ^ 9 £ ! ) CO © « «D N d 03 ft •>ja \uj puB Max Buang cm v“ CO CM CO TT ES S 00 00 OO • eo th us. co oo os ) © © © © © © O +J ^ ^ ^ « 1 ect w th u» «o r» oo 1 CD LA CD CD PO s CD osojjiioji pnB pnBjaT[ CM CM *- CO 1— LA TS- co 00 CD rr CM CM CO ro CM O P- aanajAiB^E pnB iiauut?) 8 CM TP 0 OO PO IA CO CO 05 CM a c tH <*. © d 2 1 1 CO PO IA CM PO PO BOOUIAi pnB BdlB!XB^ S CM PO C5 05 PO CM Xtl u ■ - - © hfi O OO LA CO jui?iv uA,ig pnB *ujoqx la CM PO CM TT § 2 2 2 S S *$■ 2 2 M 1 2 03 « © *3 ft22222222 -M ©22222222 He%rl0(MM0ie wmeHeteMKH « N H H H IA 05 CM g aiBpmia pnB noAaa CO CM CM TP PO CO TP IA CM 05 CM 5|JBO pnB Bl[OUSBJ^ P- CM PO TT TP TP laqgajqag P^b wvjj OO CM jIoaui?^ pnB qxJOAipuaq §3 asBq3 pnB pibaaoh Z O £ 1 g°o 2 S ■ O g 05 CM CO CM p- CM CO CM CM PO CM CM CM CM => 05 00 CO IA TP PO CM CD - CM PO TP LA CO P- OO 05 -1 < h 0 h Ll 0 h 2 Ul 0 or Ul Q. 0 Ul > K Ul (n m 0 .j < h 0 h J < h 0 h Ul > h « j D s D 0 S' 08 a ft d d • 08 ■2 s £ I d i JS +s % © ft s £ 1 « cc d d 08 1 £ -14 u 08 ft d d « 42 "3 d 61) 08 S © ’3 d a 3 d 08 d 0 > © ft t-4 l d >» £ d d C8 s 0 a d © d S n© d $e ri ft 3 ts o> © d 1 £ T3 d S9 d 0 1 © U1 0 *1 d 1 •d d ee *d § 3- £ 1 •d d d 1 rt d © d ft d © » d d -95 d d C3 d d d i 1 d © a © d d £ d b © >» © m u 2 S d d 03 ft 3 ft d © i i ft ft >» © 8s © ft _© d © d d 03 d © d © ft ft •+S ■ © !5 d d 03 d *3S 1 « 1 d © •23 > ft d d 03 a d I 1 © 61) 03 © ft d d <8 a 2 d d 2 0 d d 03 © © ft d m d m < d § a i (3 d d ce ft d d 08 GC & £ 0 GO ft d d C3 ft ce £ «u © ft GC 08 ft d d 08 d © eft d 1 b © ft © © © £ d d J3 GC 08 ft S ft © I © d 08 ! ft © ft h 03 © Q d d 08 © © u d © © ft cS © ft d d 08 d 1 0 ft ss © ft d 08 4 08 5= b © ft d d 08 ft d d 08 i4 08 © ft © ft d d 08 ft d d 08 ft S ft © ft NO S M0I-L03 s A-19-ivjlox 3AiJ.vnniAino &5 09 1499 I § CM 09 09 S3 2762 [ 3271 1 CD s ro 3819 4531 1 4938 | 5253 1 5453 5620 Si CO in 5725 | 00 B 5731 | MJ* f2 in | 5735 | 5735 | 1VXO± -HO IN30 U3d 16.3 09 09 10.5 CM in ro CO 09 CO r^- in 09 ro CO in 00 CO r*l in in in ro 09 CM 09 09 - - - CD Q3AU3SSO “1VJ.OX ro 09 £ in MJT § CO CM 8 ro 09 § m CM ro ro CM CM CM CM ro CD £ r**. 9 in ro s CM 5 in ro in ro ro ro - in E in wi«rl pub J0UIO3 - CM s ro CM ro <=> CM ro CO 09 CM CO CM 09 09 CD CO cz> *" in Mr 09 in CM 1 5735 1 Q z oje^s pue qdiopuBg I0UIO3 CM ro ro 00 r— in g es CM CO CM NS r**. ro CO CM Si CO 09 CM CO CO S3 ro ! 5472 1 D o qcliopneq puB ujoqiB»(i i0ujn>3 n U3 10 in CM *" in CM MT r*» CM in OO r- ro 0 CO in 5097 Vr ffl H 05fBT[ pnB njoqiBdd 100103 TT ro si CO rr in MT CM CM 00 O 09 CO CM r*. r*- CO ro CM rr ro CM 09 1 5041 - 04 S3 9 00 MT 0qBi pnB ©IIUSBIJ0UIO3 CD r**. 00 in mt r- CM in CM OO - 0 00 ro ro TT F i u i Q : ui 1 a <* ; a: > UJ is 1 1 F CM 00 4690 U1 z •0Ay ‘qdiopuBa pnB uo^ufK) CM NS ro ro r^ mt 9 0 CM CM OO ro MT IS 00 ro 00 CM 9 CO MT (0 < X 1 h 1 82 jt 1- : 0 :>• > a >- _j 1 fL ro 00 5 4572 3 0qBi puB 00103 00 mt CO CO ro in 09 r— M3* CM CO CM m3* CM CO CM w ro 2 , z; 0 oc w □ d 0 ^ it CO ro CO C9 CM 4098 Z £ 0 P0^S{B0 POB 10?O0dlB3 09 CO CO CM co CM 09 CO ro TT CM CO in CM s ? s & 00 ?! j u ss : fp F J ! Zi ! fc« CO CO 3892 00qnBAinK Pob oqjpioqaia CO 5 NS in MT & in «M in fo £ 9 in N MT r*. MT 0) tn ui a: D (3 CO 09 ro IS 3425 h Z £ moraiy pob poo^ 5= In S3 CO MT M ro r~- MT MT in 00 m in CO CO y*» Q0 “5 s« 5: OO 09 CO in 2872 uioDiin poB WIAB03 CM ro CM m ro CM in CM CM CM ro £ M? 09 \L UJ PS < ! 0 : C n 15 r^- in s ro 2311 0 l0iqBO pob noMqaoq ro S CM CM ms- rr CM 9 ro CM r~- CM in mot CO X H V h 09 in r- 1987 Q I. CO CM CI9 ro ro CO CO CO ! 1650 0 Un Ll AVuno^qsBAl poB ?ibzo]{[ MT CM Si CM NO *“ IA • O CM M3* o < 0 (a z 0 h POBJO POB O^U0raBJ0Bg 10 CO CM r*-- CM io es ro Si S Si as a ^ GO *J3 ** ^ a w Mjl W6 CO r. 00 CM ro MT OO 1504 o £oBqiv poB ifnqmnij, CD 09 CD in CO MT ro 00 in m 0 MT CM d 0 0 «8 ^ •*» c H N 11, O •e 2 ^ OOO +9+9 4* e« M* io .. .. a 1— CO CO OO ro 1320 I o sjooq pob si0Ay N IS CM CO ro S3 00 mt CO N M* 00 CM CO £ 09 1 L- 0 HI piaqSujids poB 10|00H OO s in s S3 in *C « B & w 2 ◄ CO Mf To CM ro r- 1 z pi ro IO CM pi to CM IO CM TO IO TO CM i^- CO TO CO "*■ ro g Q3AU3SSO IVlOl s ro £5 i— CO G3 CM 5 CM CM £ s Mr Sm I ro LO 1 ro s CO g LO r— ro B § TO E TO 3 6565 TABULATION OF TRAFFIC COUNT—CHICAGO DOWN TOWN LINE WESTBOUND SECTIONS OFF unsny pnc aujj CM CM E oo r- CO 05 CM s 05 E ro ro OO ro r>~ IO OO TO s LO CM CO 05 UB 5 CO CM 05 ro CM ?1 § 18.3 05 TO CO TO CO snjoq pub aiiBioaq SJ oo CM ro CM ms- CM 05 E ro CM MT ro p» CM B S CO CM CM LO IS S3 <=> CM g P^ 12.2 TO & 5374 1 iaiAit?q put? qafj^dnx e» CM S o oo Is- IO 05 oo CM MT ro ro CM MT S E S3 s ro 05 OO S3 TT TO i 4579 1 uojnaji puts aicpiiH 05 ro o p» ro CM '«■ IO ro MT CM M»- CD CO C5 ? CM ro CO CD CM 4031 I japaH put? pppSufJdg CO IO 5 CO IO CM r~ £ ro CM MT CM 05 CM S3 ro ro CO TO s TO ro 05 TO CO ro S 3825 I THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY sjoav put? sjnoq *is r- ro 1 *r mt IO CD p- CO Si £ £ CO MT 05 ro IO r— CO 9 4 TO CO CM TO 3382 nnqumjx put? iCutsqiy CO oo CO ro r** Mr OO CO CO CO ro PO ro S3 MT - s ro ) ' 3 P>- TT CO CD ro 2856 O)iiouit?jjt?s puts puB.19 TO r*. TO - CO 05 IO CO r*. p- oo E Si SI TO IO J i P» ro § 2550 ^JtszoK puts Mcua^qs«A1 TT to p» MT CO So IO P5 ro p- MT IO 1— - J ) r— TO ro 2311 j UaAtqaoH puts £ap{t?o PO IS £ oo CM oo E ro E to OO CO ) ) pi S3 TO 1938 ^^lAtsaq puB laaj^s uioaupi CM LO CM § rr ro oo ro 9 oo IO IO s CO IO CO O CO n 1435 pooAi pub inoiHiy p- B o CM 05 oo MT CO MT fM £ CO o w L ) 05 TO g 1043 aqipjaqaig puts oStsama CD CD ro £ SJ IO MT CO 05 ro p*. B IO ro ro 'CP £ CM £ jj;uadjt?3 pue p»}S|t?H 05 <«*■ S 05 CO ro CM CM s 05 p- TO s § uJ 11 ns * a 5 uofufi puB aq«T[ oo IO MT mt 5= CM MT 3 r « «s a r» a - CO - oo MT uo^uio P«« qdioputsg ‘q^g r*- IO Mr MT 05 05 OO MT A©©©©©©© i§ 3 5 8 .. s i ** & 2 ® s S'*'*'**'-'-'*** u w S3 s « bfi S m 2 2 5 ® A ^ o < ^ ^ ^ ^ ^ ^ rr ro p- r-» o aq«T puB aiiBS^l Jaujo'j CO ro CM IO *“ *“ CM ro ro aq«q puB qjt?o lauioo TO CM CM — — CO CM aqt?n puB uioqjBdd joiuoj V to CM *7 TO TO qdfopuBg puB uioqjBdQ lanjo^ ro CM ro r- a?B|g puB qdiopuBg jaujo3 CM ro — - "7 m- MT aqB^I PUB d!|B|g J0UJOQ - DESCRIPTION OF SECTION CM ro MT IO CO OO 05 CM ro IO CO TO 05 §3 CM CM CM [ PER CENT OF TOTAL | j TOTAL OBSERVED | | CUMULATIVE TOTAL | Corner State and Lake Corner Randolph and State Corner Dearborn and Randolph Corner Dearborn and Lake Corner Clark and Lake Corner LaSalle and Lake 5th, Randolph and Clinton Lake and Union Halsted and Carpenter Chicago and Bickerdike Armour and Wood Lincoln Street and Leavitt Oakley and Rockwell Washtenaw and Mozart j Grand and Sacramento | Albany and Trumbull St. Louis and Avers Springfield and Keeler KOdare and Kenton Kilpatrick and Lawler LeClaire and Lotus Pine and Austin | INI O SN o -LOBS 5 A-21TABULATION OF TRAFFIC COUNT—CLARK ST. D. T. LINE NORTHBOUND SECTIONS OFF 1VXOX HALLViniAinO 1VXOX iO 1NHO H3d 03AJd3SQ0 1VXOX Pjbmoh pu« jBainaaio puB uojqiY iioaoq pnB opjpmia aSpia jmbpi nXjg ^joSojo puB jojsoa Bnoujw V aauaiMBT sSiqppo # asojjuoj^ BioaBsnaj ^jodq^nos PAIS 3|JBa SU|AII MOO uoi-Cg puB ppwaqs aoasoij pub $nonqag jaqa^au pnB pojspqi ^iibs pnB lasjaAia Id ^»Aiaa ^ «o;jaijna uopjag puB iojuoo ujsuo.isfH pub q?.io& BfUBiniao V iioisjaki vam pub oSBajqo jojjodns pnB pnBio 5U«10 “in V n^sny PUB« # moo qdjopiiBq # qJBio moo MB3Q # qdjopuuq moo e* w «<#' wi 90 r» oo at ujoqjuoa *qsBAi moo MBOfl y nOSIpBJft MOO aomogr pnB qiBio moo ail^S®!; V *nom MOO aiP?S«fI V *P*K moo g w 0O; £2 4© U5 V *qs«Ai moo NO SNOI A-22nvxoj. 3Ai±vimAino 10 CO ro 5 LO p- 1028 1347 00 00 CO 1955 2031 CM CM CM CM 2383 2558 2692 2816 2986 g So 3315 3408 0 LO ro 3574 3592 3594 3594 3594 3596 3596 3596 3596 3596 3596 3596 3596 1VJ.O.L do JLN30 H3d 10.2 CO ro 10 pi CM pi 03 CO LO 3581 •uoj^ y uioqit?0(i *J<>3 tp 10 ro CM CM TP LO 00 LO ro CM CM CO CD CO LO TP to CM CM 3545 aoinojK pu« qj«i3 *jo3 10 LO CM CM 00 TP tp TP CM CM P- - 03 03 CM to CO TP ro CO CM 3467 3n«S«T[ V aoinojn *103 CD LO *" tp OO 10 CM p^ CM LO CO P- CM P» LO 10 TP LO TP CM 00 CM P- 8 an«S«TE nosip^K *103 LO ro ro CO CO LO ro CM IO ro LO p- TP CD ro CM CO 00 z p- TP TT CO LO 3284 ai|CS«rI V ‘qsBAi *jo3 OO IO CM T_" CM CO LO LO CM ro T3P ro 10 03 - CD IO CO CD LO CM O 03 3126 •puwg pun an«SBfI *-*03 cn Tp to LO ro *“ CM ro TP ro LO 09 z CM CM Pr. - CO ro 10 CD CM 3036 uflsny put? qjt?i3 ‘TII 00 V#" *“ CM ro CM LO CM CM ro TP ro ro P- Tp CM P- CD CM f2 2916 pu«J3 pu« joijodns cn CM ro Tp CM 00 CO TP CM 10 10 r^. LO ro 1— LO TP CM 03 CD CM TP 'T IO 2 2843 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 3.37 oS«»m3 put? uqg CO ro CM TP CO OO p- 03 - TP z 03 00 CO ro CM CM CM CM CM to CM <=> ro O 'O’ CO 03 CM CM 2709 uo(S(A|d y t?mt?uiJ93 So CD CM OO LO S TP ro OO 00 P- CM 03 CM IO CM CM CM ro !— CM CM CM r> p- pi <30 P*. CM 2480 q^joM put? uisuoasiM CM IO TP ro OO CM p- CO 03 CM ro 1^- CD CM 'dr CM ro p- O ro CO CM CO SI CM CM 3 CM IO SNOIJLD3S J0JU03 put? uappg IO IO LO tp CM ro co Is- TP *“ TP CO TP 00 CM 03 00 CM 03 1981 uo^iagnj y *m N3 tp CM 10 cn Tp CO to 0 CM CD CO CM TP ro r" ro ro 03 1882 iCdSidAfQ put? iCu«g ft <0* «? tp CO CO z OO 03 O CM 03 P- CM TP CM ro CO 1763 pa?sp?H pn« JOqa^oM CO ro tp p- CM CD CM CM CM CM CM CM CM CO LO TP ro P- CO LO O CM $ CO juoraiog put? aoasog p- ro IO CM Z >«■ CM OO CM ro 'OP 03 CM 03 LO CM So 03 pi TP LO CM 1446 1 PPIIja*IS put? uoj^a 06 ro er> OO CO CD 10 tt TP TP LO LO ro ro CM CO eg CM CM 03 te ll 5 « O 'PAIS -5i«I Suiaji -J03 ro CD ro CM ro So P3 IO CM LO 2 03 )jodq^nos y «ioa«suaj er> put? pjt?Aiojj 10 Z7 LO LO .... DESCRIPTION OF SECTION CO tp $ CM TP TP 5 ro 00 ro ro CO ro 10 ro TP ro ro ro CM ro So CD ro 03 CM 00 TP 03 TP CO 10 LO CO to LO LO TP LO ro LO £ LO CD LO | PER CENT OF TOTAL] I TOTAL OBSERVED 1 CUMULATIVE TOTAL | Howard and Greenleafl Lii nt and Albion Devon and Elmdale u is c« - £ S3 >» u 66 -d S3 a © be 2 Gregory and Foster Winona and Lawrence O) w O u 3 © n *z X be d 2 3 Pensacola& Southport Cor. Irving Pk. Blvd. Byron and Sheffield Boscoe and Belmont Fletcher and Halsted j Barry and Halsted Dewey Pi. & Fullerton Belden and Center Wisconsin and North Germania and Division Elm and Chicago Superior and Grand Hi., Clark and Austin Cor. LaSalle & Band. Cor. Wash. & La Salle Cor. Mad. & LaSalle Cor. Monroe & LaSalle Cor. Clark and Monroe Cor. Dearborn & Mon. Cor. Madison & Dear. a © € a © a ** 4 sc u © Cor. Band. & Dearborn Cor. Clark & Bandolph| NO SNOIXOB s A-23-ivjloa 3Ai±vnniAino K> r» 10 00 04 PS 5 LO s i 0 at sr S i i 00 00 CO CM £ S sr § £ sr £ to 1 ro £ i 1 p. £ 0 ?2 TO f. "1VJ.OJL do 1N30 d3d OO r-i to CO ro r*. LO 13.5 11.0 CO CO at ro at ro at ro 0 04 0 sr ro sr sr ro sr CO IS. to sr 00 ro IS. 04 00 CM CO at sr CM e CD Q3AH3SaO IVlOl 04 ro CO CO at 0 ro CM rs. CO sr So rs. CO CO CO § £ ro £ £ ro at CM £ £ CO ro £ ro 11780 TABULATION OF TRAFFIC COUNT—CLYBOURN AVE. LINE NORTHBOUND Ll 1l ?uouqaq puB anion 04 'Of a> ro is. r— 04 LO ro CO to LO CO - at CO ro to CO - S |Mi £ ro 15.4 £ CM 1780 1 iaqog pub no^iannj 1a CO ro LO |M 04 <=> s3* Si CO at 04 00 sr ro CM to CO CM CO CO 04 13.5 | §3 CM 1518 uinoqiR) puB puBfqsy mo 3 CD ’O- ro ro - *“ ro — OO — CM ro CO CO O- 04 1289 jadoo^ puB ^jodq^nos S3 CM »- to 10 CO 04 04 to r»- 00 ro LO CM to CO ro CM ro sr £ 1243 PJ«A1 pnt? anpBn £ ro ro 04 CM CM to ro to sr sr sr - to zz UD ro 1170 «o|JJK) pn« q*iotf ps ro ro ST to ro CD CO CO S3* ro ro 00 LO to — sr CD z: 00 CO UD 1110 j U1(0 >. 7ih < 9ze q UJnoqiR) puB pa^siBH mo3 g 04 CM IO at 10 rs. CO LO r*. r— ro CO CM CM N at CO ro 00 LO CD CD P»»Ai pub aaqBiiBni 8 04 sr |s- S3* to ro CM ro sr CO CO 04 0 5 L 2o«§, CIlJ E; •o£ Sjl ;_I0 >• CM ro IS CM 0> qMBqon pub ajnoqiK) w *“ ro CO CO 04 ro ro S3* CM at — r 2 3Q y j CD ro CO CO £ uoisjAKi pnB qajMgpas *103 £ 04 00 to CO ro CM CM sr CM UL “1 ifetl 1 h j ro CM 03 ro !• aofSfAia ‘ajpiuBaj pnB sjpAi Pi 04 CM CO fs. 0 ro S3* rs. rs. CM 04 04 J U U U3 U< )>-> HI )d^H, :qo D E i> r*» sr £ g IU13 pnB oSBaiq^ ro 04 04 LO o* O- LO £ at - ZZ e r» 00 - il Q 7\ 3) at CO 00 S lOfiadn^ pub pubj*> ro OO ** 04 ro 5Z CO r- CO at LO CM 04 — — — — — riQ h.h< 0( uiiuS « X£C 0 h3 qW pnB qd(opn«H **03 aq«T pnB 110JJB3 aizniH pnB siouqn pucjopuc jofjadng oSBa|q3 pnB rafa uofsjAia pnB uqqaBjj ‘siPAL uojsiAja pub qajAvSpas ’<*03 aO{S(AfQ[ ‘iunoq^i3 pnB qMBqoH aaqBij[Br[ pub paa^i pa^siBfi pnB njnoqii3 *-*03 q?iow pnB no|jn3 an(9BH pnB pibm ^iodq?nos pnB iadoo3 puBjqsy ptiB njnoq^i3 ^03 uo^jaqnj pnB ^aqoq anioii pnB ^nouqaa NO SN0IX03S A-25 TABULATION OF TRAFFIC COUNT—COTTAGE GROVE LINE NORTHBOUND SECTIONS OFF DESCRIPTION OF SECTION STONY ISLAND BRANCH C0TTAGE-71st BRANCH *3 05 MS d 1 3 MS 1 I A § 46th and 43d 93d and 87th 86th and 79th, South Chicago A ■*a MS d a 03 A -M . oo r» 74th Place and 73d A «© •d a 03 N r» 66th and 64th 63d and 56th, Stony Island Lake Park and Kimbark, 56th Woodlawn and 55th, Cottage Grove Cottage Grove and 71st 69th Place and 67th 66th and 63d ■d U •d a ei •w sc 60th and 55th 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 93d and 87th 32 5 27 9 5 11 9 15 3 2 1 4 1 86th and 79th, South Chicago 31 5 6 7 29 18 16 8 2 3 1 78th and 75th 30 1 6 28 8 19 6 2 2 2 2 74th Place and 73d 29 1 8 7 9 1 4 2 5 2 NO SNOIJ 72d and 67th 28 9 16 47 17 11 1 12 12 66th and 64th 2 11 13 17 3 5 63d and 56th, Stony Island 26 36 145 78 14 47 37 Lake Park and Kimbark, 56th 25 23 144 32 128 49 Woodlawn and 55th, Cottage Grove 24 98 38 150 56 r~ 0 U Cottage Grove and 71st 23 1 18 8 6 8 8 69th Place and 67th 22 15 3 10 3 15 6 % -a a a ns £ A § ns 3 s 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Garland Court Loop 1 1 1 3 1 6 7 3 10 9 23 33 20 14 14 Cor. Washington and Wabash 2 2 1 2 2 2 10 14 21 20 20 15 30 25 18 19 23 Cor. Madison and Wabash 3 3 1 19 18 19 15 18 17 38 19 19 31 Cor. Monroe and Wabash 4 2 1 1 18 24 20 4 23 19 26 20 8 18 Cor. Adams and Wabash 5 2 10 23 12 17 7 15 27 12 8 12 Cor. Jackson and Wabash 6 1 1 13 26 16 16 9 22 16 10 14 8 Cor. Van Buren and Wabash 7 12 15 19 11 11 16 28 11 9 11 Congress and 11th 8 4 23 26 14 20 31 19 16 9 18 12th and 16th 9 15 26 29 36 23 18 27 17 21 18th, Wabash and 21st, Indiana 10 13 19 14 18 11 11 18 5 22d and 25th 11 6 39 19 23 22 17 11 26th and 30th 12 12 22 33 27 25 22 31st and 34th 13 10 42 38 39 30 35th and 38th 14 15 47 55 44 39th and 42d 15 21 63 43 43d and 46th 16 17 56 47th and 50th 17 17 51st and 54th 18 55th and 60th 19 61st and 62d 20 63d and 66th 21 67th and 69th 22 Cottage Grove and 71st 23 55th, Cottage Grove and Woodlawn 24 33.1% of the passengers ride 1 mile and less. 19.8% “ “ “ “ from 1 to 2 miles. 13.7%“ “ “ “ “ 2 to 3 “ 11.0% “ “ “ “ “ 3 to 4 “ 6.7%“ “ « “ “ 4 to 5 “ 7.7% “ “ “ “ “ 5 to 6 “ 5.4%“ “ “ “ “ 6 to 7 “ 2.0% “ ' “ “ “ “ 7 to 8 “ .4%“ “ “ « “ 8 to 9 “ .1%« “ “ “ “ 9 to 10 “ .1%“ “ “ “ “ 10 to 11 “ Average Haul 2.56 Miles Kimbark and Lake Park, 56th 25 56th and Stony Island, 63d 26 64th and 66th 27 67th and 72d 28 73d and 74th Place 29 75th and 78th 30 79th and 86th 31 87th and 93d 32 PER CENT OF TOTAL .1 .2 .3 1.5 2.8 2.9 2.6 3.5 4.4 5.8 5.2 5.8 6.3 TOTAL OBSERVED 2 1 5 3 10 16 96 172 174 161 213 265 354 318 351 388 CUMULATIVE TOTAL 2 3 8 11 21 37 133 305 479 640 853 1118 1472 1790 2141 2529 A-28z 0 0) COTTAGE GROVE LINE SOUTHBOUND—Continued SECTIONS OFF DESCRIPTION OF SECTION 51st and 51th COTTAGE-71st ST. BRANCH STONY ISLAND BRANCH TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL A 4? 0 «e 1 1 i xi a i i -o § 1 67th and 69th Cottage Grove and 71st 55th, Cottage Grove and Woodlawn Kimbark and Lake Park, 56th 56th and Stony Island, 63d 61th and 66th t* fl (9 1 73d and 71th Place § »d a a A ■** 8 s ci 3 r- 87th and 93d 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 Garland Court Loop 1 22 4 2 6 6 8 43 51 15 2 11 2 2 1 1 321 5.3 321 Cor. Washington and Wabash 2 22 5 7 7 3 6 39 36 11 1 4 4 1 4 374 6.2 695 Cor. Madison and Wabash 3 19 3 6 9 3 4 36 30 14 8 3 1 1 354 5.8 1049 Cor. Monroe and Wabash 4 11 2 1 7 5 7 20 15 4 1 4 1 3 1 266 4.4 1315 Cor. Adams and Wabash 5 15 2 1 2 4 27 26 3 1 3 3 1 233 3.8 1548 Cor. Jackson and Wabash 6 15 1 1 2 6 22 5 3 1 4 2 2 216 3.6 1764 Cor. Van Buren and Wabash 7 6 3 3 4 5 5 23 11 & 2 3 208 3.4 1972 z 0 h 0 III Congress and 11th 8 9 1 12 25 17 4 2 1 1 2 1 254 4.2 2226 12th and 16th 9 9 7 1 4 3 8 25 21 9 1 1 5 3 309 5.1 2535 18th, Wabash and 21st, Indiana 10 9 3 3 3 1 13 15 12 5 3 1 177 2.9 2712 22d and 25th 11 18 7 1 4 5 6 13 20 5 1 1 2 1 221 3.7 2933 w 26th and 30th 12 15 3 5 6 6 6 22 15 10 2 6 3 240 4.0 3173 31st and 31th 13 9 3 2 4 9 2 33 22 14 1 3 1 262 4.3 3435 35th and 38th 14 22 9 4 16 8 12 40 31 22 3 1 1 330 5.4 3765 39th and 12d 15 23 9 8 14 6 11 61 46 21 1 4 1 1 337 5.5 4102 13d and 16th 16 33 7 3 20 5 1 67 72 21 6 2 1 1 3 1 316 5.2 4418 17th and 50th 17 38 8 6 21 9 8 102 119 62 5 12 3 2 1 2 415 6.8 4833 51st and 51th 18 11 3 4 10 4 2 34 45 27 1 2 2 1 146 2.4 4979 55th and 60th 19 3 12 30 9 11 81 1.3 5060 61st and 62d 20 14 3 5 24 .4 5084 63d and 66th 21 8 15 20 45 .8 5129 67th and 69th 22 1 7 9 .1 5138 Cottage Grove and 71st 23 1 2 5140 55th, Cottage Grove and Woodlawn 24 77 187 82 7 9 7 1 4 1 375 6.2 5515 Kimbark and Lake Park, 56th 25 13 110 25 23 7 5 11 1 195 3.2 5710 56th and Stony Island, 63d 26 86 15 41 17 20 18 14 211 3.5 5921 61th and 66th 27 2 28 3 6 5 8 52 .9 5973 67th and 72d 28 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 4.47 9 11 12 27 9 68 1.1 6041 73d and 71th Place 29 5 5 6 16 .3 6057 75th and 78th 30 1 6 8 15 .2 6072 79th and 86th 31 3 5 8 .1 6080 87th and 93d 32 3 3 6083 PER CENT OF TOTAL 5.0 1.4 1.1 3.1 1.8 2.7 12.0 13.3 8.8 1.4 2.9 1.4 1.1 1.5 1.2 100 TOTAL OBSERVED 306 83 69 190 108 165 726 806 532 84 174 83 63 93 72 6083 6083 CUMULATIVE TOTAL 2835 2918 2987 3177 3285 3450 4176 4982 5514 5598 5772 5855 5918 6011 6083 A-29nvxoj. 3AixvnniAino CD CM 8 ui 1167 £ CO 2189 2667 3307 3620 4082 4708 CO ■O’ 05 MT 5117 3 10 10 5649 5903 6220 6438 6643 00 to CD a CO 6978 CO CD P- 7042 7121 7217 7234 7260 CO CO CO CM P- 1VJLOX do 1N30 H3d CO ro CM V ro 00 CD pi CD pi CO CO 00 00 ro TP CO CO 00 ro ro Tf CM ro 10 0 CM 10 ro TP TP 0 ro 00 CM 10 00 ro ro 10 TP - ro CM TP <0 CD G3AH3SBO ivxox CO CM OO CD ro CO 05 10 CM 0 53 CO CD '3* CO ro ro CM CO MT CO CM CO 00 ro CM r^ 10 CO ro g 'C 10 CM r^. to CO S3 10 CD CM CO ro CM CO 10 ro CM CO ro CO CM 05 1— CO 05 1— CO CM TABULATION OF TRAFFIC COUNT—CRAWFORD AVE. LINE NORTHBOUND u. lL pnn ja^soj 00 CM CM 05 CM- 05 /r— 00 CM 10 ro •*“ CO ' ««3- CM oi r- 10 0 3 CM CM CM s ro ro CM 05 CM O CM CM 7261 dSppg pu« o;)U9JAV^ri CM ro CO CM CM CM zz CM CO CO CM - C5 00 CM CM CM ro O MT S3 CD 10 CO 05 05 ro CM P-. CO CM co 0 TP T- 4559 puupioo put? qpo^ CO CM O CO CO 05 CM 10 CM '3* CM ro MT 1^- CO MP 00 CM r» ■ CM ro 1^- CM 00 CM P^ 05 0 4114 0«^OK»T[ pun punj$ 0 7" r-'- v s= 3= 5= *3* CM CO ro CD CM OO 05 ro ro ro to OO CM CM 0 Saipam^H PU1? nois|A|a tp CM CM ; o- CO CM to OO MT CM Si ro r^- CO P«- § ■ 10 0 ro TP 0 CM 3367 IO SNOIJ s^raoqj, pun oSnD|ij3 Ki r= CD . 10 ro 10 CM 00 53 O ro [5 CD CM CO 10 1^- CM CO CD CD CD . OO TT 3113 oojnji pun aifzuiH CM CM 05 10 CO 05 10 10 CD ro 0 ro CM 05 CO 2633 IIou«3 pun qmj - CM CM CM r'- CO 00 mt TP 05 TP ro ro CO 05 CM OO CM 25441 r- 0 Ui d) pug ^soai pun nosfpvK <=> IO CD ro ro 0 TP CO 05 CO ro CO CO 05 OS ro pi TP ro 0 2326 | 32 • « is ; ssoo©o©o©o© .-.riffiieO'Tiiocor-oDos 32 as £ OOJIIOIA pil« UOSIJJtJIf 05 CD Zl 10 ro 10 TP CO 10 00 10 CM ro CM 0 0 CM 0 ro 1792 | opniop>3 puis uo^Snpjpy CO CO ro 10 ro 10 ro. ro ro 10 r- r- 05 CO TP § ro 1440 JOpCnx pun WI r*. ro ro r— tt ro 00 ,10 CO 05 p» ro 00 10 8022222222 ^ TX w 0 © TP 10 0 05 ro 1149 mn pun mn CO CD » CD CO TP TP 00 p- ro £ SJ 1 s 05 CM 0 CD CM 0 q*8ipunpgg Ui CO ro ro CD OO 10 05 WJ5 S W) 32 R C8 ...... fe ft % A ! * < » 4 I « « ©2 ^ 2 2 2 2 2 2 2 N M « » CO H OO M 'iH •- US NS CM rr CO . re US US NS N- NS CO g ro CO re ol NS OO NS s 3196 qjt?«i put? HOUt?3 - US zz NS oo N- NS CO CD OS CD NS US CM NS CM CO CO NS xe CO CD NS 2563 dpufH put? uojtiH CM OO rr -O' os CM CM NS N- r*. oo es re CM NS re NS CM e- OO ro 2257 oSt?0{q3 put? SBUioqjL NS OS CO CD rr NS OS OS e- ■xT 05 rr CM r*» CM CO e NS oo re CM oo rr r~- co NS 2119 UOISJAJd pnB SuiiJomtJAi rr CM CO US CM CO oo OO OS NS CM r- e- CM 1752 pUBIO PUB 0U^OJ^9'1 US N- OS OS CO rr CM oo NS rr 5r us 05 CM CM CM CM 1625 ID SNOIJ qjjo^ Pub put?pJ03 CO OS OO OO NS CM oo CM 'J* OS NS NS e rr CM NS oo CM CM CM us rr 05 NS 1403 aSB^imiy put? uapiag e- CM CM US CM OJ OS CM CD OS OS CM us CM US CM CO US us rr NS CO CM os CD CD uo^annj puB !}iaqnqs CO US CO rr CM CD R CO ZZ CO CM - NS US NS CM s 8 SEC1 £asidAfti[ puB ^jjt?q CO NS e- 3 *" rr NS CD e- B us US V. £ & CC *2 OP g 5 « ! ) pjoj\vt?J3 puB xuompg *jo3 <=> CM OO CM CO NS CD zz CO !M^U}©r»W®H CO oo re s US pjojvtt?J3 puB aaquBMiiK *J03 CM os CO US ■*3* N- NS 1— NS a TT SQOOOQQQOQ •+» ■+- -+S -+S -W -M -M jjrtNMxjiiaetxoo® «j . SI a CD CM re us rr ooosoq puB ^ppa CM CM NS NS rr re rr s a s t. tH w. ® < o OO oo us NS UOSfPPY PUB TIOJL^a fO CM e- o CM rr 1""- 1 1 e- CD US & CM qjt?a Sujaji puB ouiBfa an^fl rr CM CM OO NS NS CD OQ m S8 03 to 'rT oo CM CM UBa^iag puB nojsia us CM us CM US CM US CM ft :■ gi 2 ^ ^ < .. CD US f'~ ro 0SOJJUOJV puB pOOA\XSt?a CO CM rr CM CO re CD NS US US aauaiMBq[ puB aSpijq r- CM NS CM CM ON«JNi9«rIiH NS us CM US CM la^SOJ pUB JAtBJ^ uiia oo CM I PER CENT OF TOTAL 1 | TOTAL OBSERVED | DESCRIPTION OF SECTION CO CM r— CM CO CM US CM rr CM £ CM CM CM CD CM 05 oo r*» CO us 'C- NS CM ZZ CD OS oo e- CO us re ns e> * »— 1 CUMULATIVE TOTAL Bryn Mawr and Foster Bridge and Lawrence Eastwood and Montrose Elston and Berteau 1 Belle Plaine and Irving Park Byron and Addison Eddy and Boscoe Cor. Milwaukee and Crawford Cor. Belmont and Crawford Barry and Diversey Shubert and Fullerton Bel den and Armitage Cortland and North LeMoyne and Grand Kamerling and Division Thomas and Chicago Huron and Kinzie Carroll and Park West End and Madison ! Monroe and Harrison Colorado and Arthington Taylor and 12th 13th and 16th a II a S3 c« XS ■+S oo Ogden and C. B. & Q. I is ei u L X, t a a xt. CD T- « a x d c S9 ® S £ N m Komensky and Kostner NO SN0IX03S A-31-ivxox aAiiviniAino 8 0 CO CO ro CM CM S mt CM CO £ CM to 5 i to CM ro CM § 09 g 1 3324 1 09 s r 1 0 § 1 3333 I 1 3333 3333 IVXOX dO 1N30 U3d CM S 0> 10 r“» CO CO 00 O MT p- MT to MT to ro CM MT ro CM CM *“7 0 0 Q3AJJ3SQO IVXOX B 8 10 § 8 g p— to B OO r^. |M to p- to ro - TABULATION OF TRAFFIC COUNT—DIVISION ST. D. T. LINE EASTBOUND Ll II O 0) z 0 h 0 u (h uioqiBaa pub qd[opa«H 1011103 - s MT CM h. to CO ro CD to CO CM V— MT to ro g g pne qdiopnen CM 10 mt ro CO CM ro to CD OO CM ro 09 MT MT $ 8-» 8 K> pne nofSaiqse^ 100103 ro 8 00 CO 09 to e CM 09 CM CM 10 ro 0 i uo^SnjqstJAl pnB nioqiBda 190103 ^a- M? ro CO CD to ro 00 r— ro 8 OO CCS to MT ro to 'BP mt S 09 CM uieo >. S2c Q 22< uS >T%1 xii.j: ot> hicc ?»2 5> 1<\L illQ Ii: ogir hj Ihlll 0- - gig 2U 0c UIIUS 0 xo: 0 h uo^SnjqscAV poc qi«I3 MH103 10 s CM £ <0 09 CO 00 IM CD CO CM CM > ) i 1 1 to CO to CM 8 8 ao|So|qs«Ai PUB OIIBS®! 100103 CO CO CM 8 0 CM 0 MT 00 r— CM CM CM CM to g MT 8 q^c pnB uosiajtPf r^. LA MT CO CO CM r» $ 8 to CM CO CM mt 8 00 OO 1 ) to MT S MT CM uojSiqqsuAi pub saniB[dsaa ‘qdjopooa 00 CM CM MT CO 10 r- MT P- do 09 \ ) ro 1 1 aq«T[ puB 00103 09 ro CO & MT o» ro to MT MT CO CM OO 8 to P9?SI«H P«B 19|OddlB3 s £ MT ■»r ro 8 ro 8 MT 09 OO r«- 09 CM S ^3" aaqoBiiUK pnB oScojq3100103 - 8 CO T— mt CM 8 00 r. CM CO ro 8 ce aa »-» 2 2 « oa *a « a ^ N M Ml U» 9 0 0 0 O Jg -M 4* •*» 11*»* i tS ^ ® S 2 1 a a fl * <* * * V M i 2 » J ■g 5 5 2 2 ©5253 ^ fcS fcg M iH « e c |5 »o d rj eg oo^sia poB aiqoM CM 3 la CO CM CO r— 00 CM 3 to 13AB0I3 POB OOJSJAJQ ro 10 ro ro CM CM CM S3 ro MT 'C* p- iCoqoa poB !|oomaiBi3 10 ro CM s CM CO g CM ro 8 oia^saAi poB pooMafdBK CO ro 09 ro B B HaMqaoq poB b[oiojhb3 r<- 8 CO 8 8 U = Ll a 0 0 0 Id 8 M Q r-. CO to MT ro CM - a; m V) CD 0 d < h 0 h J < H 0 H Ul > h < -1 3 s D 0 ! •9 § a a I 73 J I »d § 0 1 «? e, 1 5? •0 fl rt 1 i 5 fl fl < •9 § 1 ! £ I •0 fl A fl © £ A I C0 3 fl A © 3 £ « i | »0 fl fl S fl Si § s I I S s ■8 s 1 a 1 5 £ 2 •9 8 § ■a 0 fl © •fai 6£ fl 3 ce TS fl A 1 73 3 § A jS ft 3 •0 fl a A 5 to Xt fl fl fl i £ ■S i 1 i *0 fl fl i 5 1 ! a 1 »« a a ! & I Q I | 3 co fl * ■g fl fi 1 A fl © fl QC •8 fl 1 U fl 3 co 1 I © 1 £ HI fl fl A A 3 •8 fl fl A 1 C ! « A xt 1 s © fl fl A 1 NO SNOIXG3S A-32IVJLOi. 3AIXV~miAinO s £ s s 8 “IVJ.OX dO 1N3G U3d Q3AH3SQO IViOI £ £ C|uiojh«3 poB na.Hjjaoa $ £ S3 poo vvoidUK pin; ujojsoft P; s S ^uouiajtqj pm; ^aqog 8 S ja;soipnj\v pn« puciqsv uojsiaki pin; iaABaj3 oiqoM poB uo^sfg aoqnBMUK poB o3eaiqo idui03 jojuodit;') pm; pa^sfBii nofufi poB oqBi (/) z Ll 0 Ll (J) 0 > (0 z 5 0 uojSujqstru pm; qdiopoBU ‘saoiBidsoa Si 52 § 8 S3 u 5 SS5S5 |3°£| o<£?e„ SSSHa ^H>0C2 s&g Hi U.U o ul H IH h 5? $? oosiajjoj* put; q^tj no^SnfqsBAi put; dUB^Bi 1011103 uojSufqstru pub qjBO 100103 uo^SujqsBW poB oioqiBaa 10U1O3 &}B9£ pnB oo^SofqsBM iauio3 qdiopuBq put; »)B}S 100103 aioqiBdQ poB qdiopoBH 100103 f § £ IL jl DC O o O Id 2 w Q cm ro rr ir> cd r— NO SN0LL03S A-33nvj.o± aAixvnniAino B CO sg 0 £ CO 00 00 CM 05 £ 05 0 g 1544 1923 2137 2310 2440 2676 05 CM 3173 3208 3414 ig CO FO 3777 3900 3980 4007 4052 4093 4093 4093 "1VXO-L iO XNSO M3d TT 05 05 ro w CM O FO CO 05 05 in FO FO 05 CM in CM MT CM FO r-» in OO in MT CO 05 0 in 05 in 0 FO CO ro 0 CM r^- - eo 0 0 Q3AU3SSO “1VXOX CM OO s O' Ti- ro CO 00 CM CM CO CO CO V g 05 P5 mt CM FO 1— O FO CO ro CM S CM CM CO CM in FO CO 0 CM s g r- CM % 4093 TABULATION OF TRAFFIC COUNT—ELSTON AVE. LINE NORTHBOUND riONS OFF pue naMOi in CM OO r- in o- TT CM CM CM CM 05 OO CO MT zz FO TT CM r* CO CO CM - CM FO PO CO CO g 4093 put? osojjuojv 3 zz CM FO in *” in in e» r-m OO MT CO OO FO CM CM CM in in CM 05 05 CO 00 2i 3823 1 uo^sia put? pJOJMBJ^ *JO^ S3 0- CM 0 r^- CO FO r- CM FO zz 05 in CO CO S CM in CM in in CO FM. CM in IO CM 3575 1 Suipj«H put? ,ft?AvaSpjH CM CM CM E in FO !>- CO 05 in CO CM CM CM cd 0 in s CM in CM OO CM CM TT 05 05 CO CM OO CM 3341 I spred Snpui pu« CM S3 s JS CO OO zz FO in zz OO TT CO FO 1— CM CO FO CM MT 05 CO OO CO F'- CO OO MT s CO 18.9 in r^. r^. 3059 I t?um:>sfjqQ put? j£ut?qiy CD CM C5 E 00 r- OO FO 05 FO O' CM FO in r- - O' JS S T*" F>- CM S CO FO M- in 05 00 FO 2284 1 oplcliq vv put? fnomiea 05 - 0 CM 00 CO CO CM CO CM CO 05 - 00 r- 05 r- o3 in FO CM CO in in CM 1897 I THIS TABLE OF COUNTS TH CAR. ERAGE DAY BY 3.33 «juiojnt?3 put? Avtmo}ijst?M OO o- 0 FO CM CM g C5 FO MT 05 CO r— FO 3 i*- TT 0 r^. CO OO CM 1673 uo^SuuPM P«« uj^saM r» - W 'C* CM OO CM CO FO FO £ r^- tr— IO 00 JS 00 CM FO in CO CO CO CM r'~ CM 1387 ^jaqnqs pu« avoiis e0 CO ”” CM TT "" O *“ in CM CM CO CM ?»3 <> 1?£ Sp 0= °5 ^ t; 0:00 Sy*!! >" 1 CM r*- co 1115 uojjaiPLI puc odt:m ^oio in FO zz CM tt OO *“ TT CO O CM 0 CM 00 05 CM rr CM in 1 1 TT r- co 1028 jo^sqeu put? put?ftjo;3 aDA r^- FO OO uo}U{K) pu« qdiopu«a ‘q7S CM OO ro CO r^. CM CO C90Q9900Q S 9 ^ 2 1 <& SB 60 m jny 0 8^ J ^ : 5 w CC U ce g 9 ^ ceo»OQCQOce«e«OiH (M rt H 00 TT FO IO in aqt?T[ pu« ail«S«rI *103 CO in *“ CM r^. 05 aqt?T[ put? q.it?o *103 in ro fO T CO CM uioqjt?0([ put? aq«T[ *103 0- CM CM CO ujoqit?a(i put? qdfopueR ro PO rr FO 0}t?}$ put? qdioput?n *-*03 CM aq«T[ put? a^t?^§ *<103 - - DESCRIPTION OF SECTION *- CM FO mt in CO r- 00 05 O zz eM PO MT in CO r^» OO 05 CM CM CM FO CM in CM 1 PER CENT OF TOTAL | 1 TOTAL OBSERVED | I CUMULATIVE TOTAL Cor. State and Lake Cor. Randolph and State Cor. Randolph and Dearborn Cor. Lake and Dearborn Cor. Clark and Lake Cor. LaSalle and Lake 5th, Randolph and Clinton Lake and Union j Halsted and Carpenter Cor. Chicago and Milwaukee Milwaukee, Elston and Wade Division and Blanche North and Bloomingdale Cortland and Webster Gloy Place and Fullerton | Snow and Shubert Western and Wellington Washtenaw and California Belmont and Whipple Albany and Christiana j Kimball and Irving Park Ridgeway and Harding Cor. Crawford and Elston Montrose and Kildare Lowell and Lawrence N 0 SNO 103S A-34rABULATIONS OF TRAFFIC COUNT—ELSTON AVE. LINE SOUTHBOUND SECTIONS OFF ivioi 3Ai±viniAino 1VJ.O± JO JLINI30 U3d Q3Ad3SaO 1VJ.O! oyiwj puv *.103 puB qdjopuBq *103 qd{opiii?ii puB nioqiBaa *103 03|«'I puB ujoqj^aQ *J03 aq«T[ put; 3prei3 *103 aq«T[ puB an^S^’l ’.103 q$S puB no^u|i3 put? qdp»pnBH dWj puB uofufi pa^sfBH pub jo>uo(lJt?3 aaqiiBAVinvi puB oSt;ojq3 *103 UO^Sia puB aaqnBAqiffl PUB Opt;^ UOISJAKI pub aqauBia •9&Y q^OM P«b aiBpSu}raooia puB[^J03 puB Jojsqou aaBia ^010 puB 11041011113 ‘4s1 Atoug puB 4Joqni|s uiojsou put; uo^Suijphv AiBua^qsBM pub tqujojip;) igNM'itilOWNat)® juouqoa pub ojddiq vi ifuBqiv p«B BUB{4S|jq3 IIBqmjH pub j|jb«i Suiajj XbavoSpih put; SuipiBH uo^sia pu« PJOJAVB13 *joj OSOJ41IOIVT puB aiBpuH IPM03 puB aauaiMBq NO SNOLLD3S A-35TVXOX BAlXViniAinO S § i i i l 3 3 9 8 CO s IA 6105 | S3 S 6870 | < j 30 1 6878 6878 “IVXOX iO XN30 U3d eo 03 M ro oo r-i ro CO ro IA rr ip CO 03 *— ro tt CM IA CD CO - § a3Ad3sao ivxox CM £ o S3 s >«• g CD ro eo 03 03 Tt- CO 03 03 CM 1 ?er oo TABULATION OF TRAFFIC COUNT—47TH ST. LINE EASTBOUND h. Ll 0 (Ji Z 0 h 0 ill (/) qjre<[ pn« pooMuaaio - 03 CM r^« CM CO 03 IA CO eM LA IS CD O Tr- ue ro oo 03 g eo i silia P«« uj«iclui«q3 eM s a er> ro Tf ro s ? rr ro CM OO S ro g CO s i— LA S3 3 IA § IA a.Hiojvvtri •$§ puB ojjjiuj » s IA CM o eo CO IA CO rr oo 5? oo CM 03 § 3 CM THitiipui pin? TT S3 CO ro CM eM Tf Pr O 03 CO oo CO CM P-l CM 03 TT 5 ro 3} s! l< jdO j< hi;; it*'. -U.WO -*»-« .ui o: j>hS -wu jZdr O lufl >’ EgZ; -Soc put? lO (A CM eM TT CM v IA ro OO IA £ 03 03 E! 9 9 9 TJ- OO 3 LA 03 ro PS iljio ttjua vi put; p?uuo\T «0 r*. ro o eM ro ro IA oo LA CD r- ro !! 9 H 9 ■1 u 5 CO oo 3 IA r— § 09«n«M pm; Shjssoj3 * u *n i-*- 03 r*. 1A CM £ o TT 8 CO CD eo ro ur 3b 2? CO IA 03 r— eo oo 03 ucSioju; pu« upv oo ro r*» T3- CM CM TT CM ro O TT CD =a5S E< ? r'» tt w ro 03 sjno^ *^s pn« oStrjiiuioii 03 eo oo r2 CO c- 03 CD eM ro TT OO oo IA CM oo <» w ias s • *d S g R M ^ «5 (S«©©© © 4S -M 4» M0 M jj tH e* os t# © Sis S S I «* a © " 2 2 5 2 2 S s © & a S" " " " J c® rs S 1 ^5::^ -** 'd Pn« pooMaidBui - 03 M- - CO CD CO CO IA 03 UdMqaoH pn« puouiipjH eM IA CM CM TT r"- CM 03 CM o?uamt3JU>i?s P«« apspajl IO eM cm eM I i a sl r aog O UJ (/) U1 o ro CM ■= o 03 OO CO IA ro eM - J < h 0 h Ll 0 h z Hi 0 K ill Q. 0 UJ > (t 111 0) CQ 0 J < h o h J « h 0 h lu > h < j 3 S 3 0 © •© S’ © S « © eS QC •d s « © N ■d © a 1 1 a •o s •d s © S a © 2 a -M xn © A •d s «S XS © © £ © ft e8 •a © © * •a s <8 © S © a oa 1 © h4 *d s a So 3 1 a S Si O a •a § « •a < © © a *8 a a s * bC S *SS © a a a i £ -** d a s A «S a © © © +a A •d s rt « <9 ffS S 42 s m •d s d a aa A a © S 1 «e •X •d s eS © M 42 H •d s CS a *3 A S C9 a ■B « a © a 93 a •d s (3 TS © © St S © 2 e NO SNOIXG3! s A-36-ivaoxI 3Aij.viniAino 1 CO 3 CM CD 09 CM 1 3935 4520 M3 IO 5726 6403 £ g e> g CO PO 5 6713 PO 5 PO 5 “IVAOA do JLNSO U3d IO CM 21-7 10.1 I 0 pc CO pi r*. 00 11.8 eM CO 0 >cr CM 99 PO e 0 Q3Ay3sao -ivaoa ES 00 1451 CO CD tr s IO i 99 1^- 10 £ CO CM CD g PO CM TABULATION OF TRAFFIC COUNT—47th ST. LINE WESTBOUND SECTIONS OFF aizpax pm: o^uawBjaBS 10 00 r— K» p- ro 1*- eM PO £ 99 IO OO £ g PO r- p£ 10 IO 6713 | puouiqqq put; udAiqaox eM eM 10 10 O 1*- CM M- IO eM 8 99 CM ro CD ■* a a E "Out t ««. fill “>«*» ■sSi 55 Si IO r£ PO g 5219 | aSt;^|uiJOH pus sjiuoo'i er> CM IO B CO CO p2 £ g B B +» 1 01 icl .si CD 09 ! 1207 CO £p annaiy siaqoBj puB ut;3jom 00 CM £ CO CM PO s CO 00 The figures shown the daily totals oi every foi ;£ ■I is 09 10 CD 99 PO 3509 Suissojo *a put; aatsuBAi p*. E g § PO CM CO CM CO CO PO > > 12.7 OO OO 3113 IBuuo v put; n^joAt^uati CD LO CD 10 s CD 99 09 TT CD £ c=» 0 CM CD 2265 «5 • V isa * j 1 i * put; o^b^s IO OO CM £ UC CO IO £ S ig Pt N tH US 0 fi c 0 0 © 0 Jg « ^ « ** CM 03 US a a S i 5 ® 2 2 2 2 ? ^ £3 ; ® . _ * tlj * 1 j ; r *S ^ 2 ; 6 SI S. c i co e 52 S 5 « A s « "* 5:: 5 : J 0 2 5 3 2 2 fcS ^ ^ ^ ^ ^ N « X ® l» H £ si £ •* ^ c 0 00 99 <

»»• IO CO p- 00 99 CD CM PO I TOTAL OBSERVED | | CUMULATIVE TOTAL [ Lake Park and Greenwood Ellis and Champlain | St. Lawrence and Prairie Indiana and Wabash State and Clark Wentworth and Normal Wallace and R. E. Crossing Morgan and Packers Avenue Loomis and Hermitage Wood and Hoyne P. C. C. & St. L. and Maplewood | Rockwell and Richmond Sacramento and Kedzie j J PER CENT OF TOTAL NO SNOLLOB s A-37TABULATION OF TRAFFIC COUNT—GRAND AVE, LINE EASTBOUND SECTIONS OFF 1VJ.OJ. 3AixviniAino 3 ro CO TT g S oo 1283 I rr § oo oo CO 1833 I CM 2506 2914 3075 3447 3 03 ro 4387 oo rr 5258 5371 rr i CO CO 3 03 ro CO 6241 CO rr 3 6761 7064 7069 I 7070 7070 707 “IVXOA JO JLN30 UBd oo rr i— CM CO rr 03 to PO CO CM CM 03 ro CO IO oo LO ro CM CM US ro N o CO LO CO oo UD CO CM 03 CO CD IO 03 CM rr rr ro rr Is- | Q3Ad3SaO “IVJ-O-L ro CM S3 rr cm ro TT rr S3 CM s LO rr £ CM oo 03 ro OO CD rr CO CM I-- ro r— LO ro rr CO rr CD rr PO ro IO CO CM rr ro r— § to CD CM to ro s ro IO - J0fd jo pua pue dooT jsjlj - T_ CM IO *- CD *- r- - -r ro CM CM CM rr CM z: LO CD Is- 03 CO IO OO IO rr g ro — CM rr ro rr rr IO 'a- IO ro oo CO rr rr IO CM CO CM r- IO LO CM oo CM oo IO OO oo § g CM oo ro oo 6504 aiiia put? PO UD CM UD CO oo ro r*- 5= ro rr CM IO oo r- ro ND CD ro 03 ro 5= o oo IO IO PO CM 03 •O* rr oo I^- r-. 3 UD 5669 ujoqjvaa put? an«s t?7 rr CO TT CO r— CO rr rr 03 CM o- 03 CO i— ro rr rr rr rr S3 3 o CM 03 rr CD PO CO 218 I 429 4696 | 5125 put?j*> put? sipAi 'too UD ro rr PO ro CM 03 CD PO US ro LO Em to CM ro CO s ro rr CM ro pu«JO put; ui(5tut?j^ *103 CO r- -T *“ CM ro ro CO ro rr N oo CM CO oo $ ro put? sucaiiQ *-*03 i^- CM CM PO CM IO CM CO CO ro 03 LO CM LO r— oo rr — OO CM CO 03 So rr /ijnqsSui>j put; uosjAjjai* DO CM CM CM o IO CM ro oo CM - z: LO IO CO CM IO rr CM CM rr LC3 4137 saui«idsd(i put; ddifneMtUAi 03 Is- -o- 03 UD rr ro CD ro rr CM CM ro OO rr CM CO £ ro CO ro oo CO CO 03 CM ro LO 13.0 S 3983 udaio put? ut;Sjoi^ o oo PO CO 03 03 CD oo S3 CO us LO us CM IO ro CD rr rr rr ro CM Is- CM rr 3 CM 3 THE F’lGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 4.08 .i.yjuodjt;^ put? 0iqo& - to ro r- PO CO PO Is- CD CO oo r- 03 PO oo r-- co 03 Is- 03 rr IO CD PO 2769 ,»npjo^.>ja put? poom CM ro CM PO rr PO ro CM rr CM CM rr CM JO 03 OO rr CM ro CO Is- ( rr LCD CD PO 238S *JS njo^un puc !>^|At?aT[ ro ■*“ UD ro CM I''- CO oo IO 03 CM CD ro 03 ro CO rr to ro rr CO oo CM 2009 itepfeo pue ipqduiCQ rr i*- CO rr CM CO CM io CM CO CM PO CM ro rr PO 03 rr oo rr LO oo 03 rr 3 ro 1723 IfOMJjooa pu« oS«»jq3 us CM Tf 1*- M" ro IO CM oo CD CD E rr rr CO CM PO 03 - CD US CO £ 1379 | puouiqdia put; Suippredg CO ro ro PO CD OO ro rr Is- r- & CT> CM rr CO 03 1023 t;ut?rxs]jit[3 put? uoisjaiq CO ro PO CM CO rr 03 rr CM T- 15 r— CM 03 0I«piiAi«'i pu« pjojAvt?J3 oo rr CO CM - OO oo IO OO CO CM 03 LCD ro CM UD OO auo^SiCdH pu« qjioxi 03 03 ro to '0- CM ro CM ro CD PO ro ro V rr CM CM i>- 03 PO r— in . & cc‘2'*'*'*'*'*'*'*'* s a jau^soji pu« >ppixt;dnH s S3 ro 03 PO LO PO CD CM P ( i 4 « 03 g p- co US Sui}tN)>i put? e^jod^nt Si 3 oo IO CD M" CD rr Is-. ro §5 0> ^ a | S g H C H ■» 90000000 >«■ CM s us PO rr ,>St?)iuuv put; oqo.tyt?'] CM CM ro to CM CD CO rr Is- 03 ' £ oo « a $ CM ro §3 CM CO CM pooMq0O7 pu« DpjsqjfBj PO CM M- ro CO oo CM s a> ro PO CM CM ro JOft?Jt[ put? pjt?uAt?I^r rr CM CM CM *“ on rm fl V „ G> V-- - - bJD as 2 g « ft > V < HMOOr^^t-rKr-TlJaO BOWOOOMWrtH CO 03 jaqaiAOK pu« Jj0su«g«jjt?^ UD CM PO PO ro 0l8«tf put? *0Ay qj«d[ q«o CO CM 01XS«3 AA0& put? UI0(J1?H £ r- CM CO CM IO CM rr CM PO CM CM CM CM o CM 03 OO r-- CO LO rr ro CM - CD 03 oo r— CO IO rr ro CM - PER CENT OF TOTAL TOTAL OBSERVED CUMULATIVE TOTAL j DESCRIPTION OF SECTION Harlem and New Castle I Oak Park Ave. and Nagle 1 Narragansett and McVicker Maynard and Major I Parkside and Lockwood 1 Latrobe and Armitage I Laporte and Keating Kilpatrick and Kostner 1 North and Keystone 1 Crawford and Lawndale I Division and Christiana I Spaulding and Richmond Chicago and Rockwell I Campbell and Oakley I Leavitt and Lincoln St. I Wood and Rickerdike 1 Noble and Carpenter | Morgan and Green 1 Milwaukee and Desplaines I Jefferson and Kingsbury ] Cor. Orleans and Grand Cor. Franklin and Grand Cor. Wells and Grand j La Salle and Dearborn State and Pine St. Clair and Lake Shore Drive j First Loop and End of Pier j NO SNOIJLD3S A-38"IVXOJL 3Al±ViniAinO CM S IA Si CM p— p» 2116 2342 2462 I 3 to CM 2619 3424 1 3874 4287 00 LA TP 4970 5306 00 ro 10 5467 r- 3 IA 5788 5827 5977 6151 CO to 6206 6208 I 00 1 3 3 s s IVlOl 30 AN3G H3d 10.0 CO « «d an IA LO T ro 05 to 0 13.0 p-i LO IA CO CO CM TP 00 to TP LA CM TP CM CM 05 CM CO TP CM 00 CM TP IA S Q3Ad3SSO "1VXOJL s § LA IA ro to 3 CO CD 05 IA 1 IM. S 10 *5r to CM CM TP CO IO ro CM r*« 05 CO 2 OO N5 LA TP 1— IA CM 3 CM 1 6208 TABULATION OF TRAFFIC COUNT—GRAND AVE. LINE WESTBOUND !i Ll 0 <0 Z iuaiJ«ii pub 0WSB3 Majsr r^- CM IA CM tp ro ro CM TP CM TP CM 00 05 TP IA CO CM a ro ro ro OO CO 05 3 CM CM IA O CM ro 6208 •oav 5j«o pub aiSBjsi to CSI LO TP ,r“ TP CM ro CO IA IA CD LA CO to 05 *7 S3 CO 88 IA ^osut?Si;j.n?v puB •mq^lA^W IA CM *“ ro CM ro *“ TP TP CD 05 ro OO CM ro IO CM CO CM 00 an 0 5817 pjBuJB]{[ puB "3* CM ro CO *“ ro ro LA CM CO OO P- CO r*- ro 05 CO CM TP IA CO ro LA CD CM TP s 5708 opisqiej puB pooAiqao'i ro CM *“* *“ 10 Si OO LO CO CM ro to CM CM OO OO CM IO ro LA ro *" CO TP 3 CM 5438 aqo.rjB'i puB aSB^iuiiy CM CM CM p- *“■ r” zz CM - CM IA TP CO IA CO TP CM CM ** to CO LA CM CO IA 5189 o^jodBT pub Suf^noH cm lO IO 10 CM CO IA - CM O CD CM zz to TP IA s CM CM P- CM CO CO 5033 qaijqvdiix puB jau^soH CD CM CM CM TP - ro CO LO CO - CM CO 05 CO TP OO 4867 q^iotf puB auo^s^aji CD ro - ro zz CM r^i 00 ro CM - 05 r^. TP r- IA rr- CM ro TP S CM 4778 PJOJAVBJ3 piIB 8|t?pUM.BrX CO £ O CM CO CO CM IA ro 00 TP TP TP ro IA ro CM to r- P~ ro TP CO CM g 4514 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915. MULTIPLY BY 4.64 UOJS[A|(I pUB BUBpSJjq^ p- ro p- ro CM CM CM r— TP ro ro CM CM ro LO CM £ 10 05 ro CO CM to S IO 4182 SuippiBdg puB puoiuqajH to CM ro ro r-« LO *- CM ro r— 0 CM - TP 05 ro CM O ro CO 00 3800 oSBajqQ puB fpAiqaoii IA IA - CO 00 to CO TP CD CM TP tp CO ro ro CM 3 TP ro TP CO CO CM 3614 | liaqduiB^ puB AaiqBQ TP P5 CO ro ro TP CM CM CM CO 1— cd r^« 00 CO CO CO CO CD 00 - 05 CO CM IA IA i ^jABa^ puB ^g uioaun NO CD ro CM ro ro £ ro TP O LA 0 CD CM 3 OO to IA CO LA CD TP 2796 pooAl puB aqipiaqaia CM 0- 00 CM tp IA ro CM OO zz TP CD CM CD CM IA CO CM 1— to IA TP 2391 1 ojqo v puB J8|uodat?') - ro ro CD ro ro ro CM Tp - CM S P- CO TP OO CM CO 1— an 0 h 0 UJ 0) UBSJOK PUB U88JK) CD 10 tp CO 00 00 CO TP CM Tp TP TP CD CM CM 05 g vAOqriBAlJfK PUB S8U!B[dS8CI an Tp tt tp CD CO CO TP <=> 10 3 TP ro OO TP CM OO CD LA 1568 • uosiajjaf puB ijnqsSuiq 00 10 CO CD - ro Tp CM 05 m* M3 *2 ® s 0 0 A ■** O ^ . s a 9 m ^ » r. 00 0 i CO s 1058 PUBIO PUB SUBOJJO 'iOQ i^» CO CO CO ■•O' ©ooo©oo© M3 O r— TP r- g Pubjo Pub wqquBjj *103 CO CM co tp 5= a 0 l. H © 1 s 00 s co 05 PUBIO PUB SIJOAi *«IO£) 1A an CM s 3 - 2 3 oj £ b® X S!8!5!!S!SS et fe a, © ^ S I ! 5 !i 4 5 : J oo«r(ocr.'#»Nr.«s CO CM g i dJlBg PUB UJOqJB8(I TP g 3 CO 00 TP TP CO 00 w an m aWS PUB auf«j ro LA CO CO CM ro IA TP 05 1— CM S WIS *»S pub 3AJJ o id © P rs d ct XI ■H Taylor and Sebor Harrison and Tilden | Van Buren and Quincy j 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 79th and 75th 1 5 24 72 43 35 7 17 32 25 9 4 9 6 13 6 7 3 9 4 6 9 8 74th and 70th 2 4 31 46 25 11 7 11 9 9 8 5 2 1 6 4 1 5 3 10 6 7 69th and 63d Place 3 34 78 67 22 35 29 26 15 10 16 5 4 18 8 12 12 15 10 13 19 63d and 60th 4 56 189 59 87 93 61 31 21 32 16 14 28 17 19 34 33 23 23 29 59th and Garfield 5 31 48 71 53 63 32 27 29 14 10 13 16 19 27 17 15 22 38 54th Place and 51st Place 6 6 41 46 34 25 22 15 14 10 14 9 8 22 10 9 8 17 51st and 47th Place 7 12 15 31 34 20 10 7 10 14 22 14 24 14 10 15 18 47th and 43d 8 25 41 33 42 13 15 8 16 18 12 27 11 11 18 13 Boot and 40th 9 1 41 45 27 6 30 23 13 29 35 22 10 25 16 39th and 35th Place 10 14 39 27 11 15 26 11 15 40 23 18 18 25 35th and 33d 11 10 26 15 27 47 24 23 47 23 16 21 28 31st and 37th 12 8 20 21 43 34 46 46 37 23 20 27 36th and 35th 13 4 24 38 47 46 68 90 43 63 57 Archer and John Place 14 4 57 57 52 67 56 46 42 58 Cor. 33d and Halsted 15 7 32 55 71 59 28 41 35 31st and 19th 16 4 26 38 44 22 18 29 18th and Barber 17 5 62 79 40 63 44 14th and 13th Place 18 27 98 51 85 134 13th and De Koven 19 19 78 97 124 Taylor and Sebor 20 7 39 58 Harrison and Tilden 21 9 53 Van Buren and Quincy 22 9 Cor. Adams and Halsted 23 Cor. Monroe and Halsted 24 Madison and Washington 25 Cor. Bandolph and Halsted 26 Lake and Austin 27 Grand and Superior 28 34.1% of the passengers ride 1 mile and less. 37.6%“ “ “ “ from 1 to 3 miles. 15.5%“ “ “ “ “ 3 to 3 “ 9.3%“ “ “ “ “ 3 to 4 “ 5.7%“ “ “ “ “ 4 to 5 “ 3.5%“ “ “ “ « 5 to 6 “ 3.5%“ “ “ “ « 6 to 7 “ 1.0%“ “ “ “ “ 7 to 8 “ .5% “ “ “ “ “ 8 to 9 “ .3%“ “ “ “ « 9 to 10 “ .3%“ “ “ “ “ 10 to 11 “ Average Haul 2.16 Miles Chicago and Haines 29 Division and Blackhawk 30 Cor. Clybourn and Halsted 31 North and Clay 32 Center and Belden 33 Lincoln and Dewey Place 34 Diversey and Clark 35 Briar Place and Cornelia 36 Brompton and Grace 37 PER CENT OF TOTAL .7 1.1 1-7 .7 1.3 (.6 1.4 1.2 1.2 1.0 .7 .9 1.7 1.6 1.9 3.2 3.2 2.3 3.2 4.1 TOTAL OBSERVED 5 28 137 223 347 153 270 ; 339 291 243 248 217 135 191 356 323 385 661 657 476 655 846 CUMULATIVE TOTAL IO ro ro g 8 it £ 1163 1 1502 1 ro g CO i 1 22841 25011 CO £ 04 | 2827 1 3183 CO g PO £ ro 1 5209 1 1 1 6340 i A-44 THROUGH ROUTES 8-13-18 NORTHBOUND—Continued TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL SECTIONS O FF DESCRIPTION OF SECTION Cor. Adams and Halsted Cor. Monroe and Halsted Madison and Washington Cor. Randolph and Halsted Lake and Austin Grand and Superior Chicago and Haines J Division and Blackhawk Cor. Clybourn and Halsted North and Clay Center and Belden | Lincoln and Dewey Place Diversey and Clark Briar Place and Cornelia Brompton and Grace 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 79th and 75th 1 2 10 7 4 7 1 4 1 1 2 2 394 1.9 394 74th and 70th 2 2 2 7 4 5 3 1 1 2 1 239 1.2 633 69th and 63d Place 3 9 10 18 4 7 7 7 2 2 2 5 5 1 2 529 2.6 1162 63d and 60th 4 24 24 52 11 16 26 8 6 1 5 4 3 6 2 4 1057 5.1 2219 59th and Garfield 5 14 6 31 7 11 11 15 2 14 7 4 2 6 3 4 682 3.3 2901 54th Place and 51st Place 6 10 1 20 5 3 9 9 2 2 2 1 3 377 1.8 3278 51st and 47th Place 7 17 6 23 6 7 9 8 4 4 4 1 7 1 2 404 2.0 3682 ft 47th and 43d 8 11 6 29 5 6 13 11 5 1 2 3 3 3 2 403 2.0 4085 w Root and 40th 9 15 5 37 5 14 13 9 2 4 3 3 4 3 5 445 2.1 4530 0) 39th and 35th Place to 15 6 24 6 7 8 7 4 5 3 4 6 6 2 2 387 1.9 4917 o 35th and 33d 11 8 8 34 4 16 17 18 2 2 1 4 4 7 1 2 435 2.1 5352 El 31st and 37th 12 25 8 38 9 15 25 6 8 3 9 5 3 3 15 2 499 2.2 5851 o 36th and 35th 13 26 20 68 22 41 49 28 10 11 7 11 17 11 3 5 809 3.9 6660 U1 Archer and John Place 14 29 25 69 23 22 43 34 14 17 16 8 13 12 2 9 775 3.7 7435 <0 Cor. 33d and Halsted 15 28 18 64 26 28 55 33 12 10 14 7 15 13 7 5 668 3.2 8103 31st and 19th 16 8 13 46 15 21 46 20 3 8 7 3 9 7 3 8 398 1.9 8501 18th and Barber 17 32 26 118 28 35 75 14 15 32 13 13 14 19 5 8 740 3.6 9241 14th and 13th Place 18 68 27 185 57 73 95 30 26 12 11 11 14 19 6 20 1049 5.1 10290 13th and De Koven 19 63 54 253 42 50 124 55 14 21 23 17 31 21 11 20 1117 5.4 11407 Taylor and Sebor 20 45 42 141 26 38 67 28 31 21 14 17 32 21 1 11 639 3.1 12046 Harrison and Tilden 21 57 47 159 54 64 156 62 36 39 40 23 42 35 7 26 909 4.4 12955 Van Buren and Quincy 22 33 35 179 53 70 209 55 41 31 56 38 81 62 24 23 999 4.8 13954 Cor. Adams and Halsted 23 9 8 72 30 39 114 46 30 2$ 30 20 42 42 13 10 534 2.6 14488 Cor. Monroe and Halsted 24 4 16 8 16 75 21 23 20 26 18 30 21 9 14 301 1.5 14789 Madison and Washington 25 19 52 111 276 89 62 86 110 68 108 86 30 43 1140 5.4 15929 Cor. Randolph and Halsted 26 6 30 106 69 47 38 31 14 52 33 23 26 475 2.3 16404 Lake and Austin 27 16 125 66 42 36 42 33 65 64 17 20 526 2.5 16930 Grand and Superior 28 29 44 59 44 64 65 91 67 29 32 524 2.5 17454 Chicago and Haines 29 9 41 40 52 44 72 73 19 39 389 1.9 17843 Division and Blackhawk 30 5 43 63 52 81 61 23 36 364 1.8 18207 Cor. Clybourn and Halsted 31 8 27 62 60 69 24 28 278 1.3 18485 North and Clay 32 41 140 229 164 46 86 706 3.4 19191 Center and Belden 33 23 163 164 44 78 472 2.3 19663 Lincoln and Dewey Place 34 71 269 111 150 601 2.9 20264 Diversey and Clark 35 T A HE RE r FIG TUI URES SHOWN IN ‘ rHi; 5 TJ %BL! E 17 63 168 248 1.2 20512 Briar Place and Cornelia 36 ■ ■ ■ *- ■ i u ihl9 ur buun i flADE ON EVERY FOURTH CAR. S 26 143 169 .8 20681 TO CONVERT Tn Tur AUCDArr n« v Brompton and Grace 37 OF 1915, MULTIPLY BY 3.67 6 6 20687 PER CENT OF TOTAL 2.7 2.0 8.3 2.4 3.7 8.6 3.9 2.6 2.8 3.5 3.5 6.6 6.7 2.8 5.0 100 TOTAL OBSERVED 550 411 1709 508 767 1788 813 547 584 728 719 1368 1392 578 1039 20687 CUMULATIVE TOTAL GO e oo CO s cn S s g CD S ra Jo 14279 14863 i 163101 17678 19070 oo s cn 20687 20887 A-45TABULATION OF TRAFFIC COUNT—THROUGH ROUTES 8-13-18 SOUTHBOUND SECTIONS OFF DESCRIPTION OF SECTION Grace and Brompton Cornelia and Briar Place Clark and Diversey Dewey Place and Lincoln Belden and Center Clay and North Cor. Halsted and Clybourn | Blackhawk and Division | Haines and Chicago Superior and Grand Austin and Lake Cor. Halsted and Randolph Washington and Madison Cor. Halsted and Monroe Cor. Halsted and Adams Quincy and Van Buren | Tilden and Harrison Sebor and Taylor | De Koven and 12th 12th Place and 14th Barber and 18th « n a «8 A ■» iH 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 Grace and Brompton 37 14 171 82 139 74 79 12 32 46 25 28 29 56 8 14 34 34 12 30 15 9 11 Cornelia and Briar Place 36 10 41 47 26 2& 8 13 14 10 11 9 25 8 8 15 17 2 10 6 2 Clark and Diversey 35 20 165 90 94 18 42 50 55 41 43 81 17 31 77 42 20 15 14 19 3 Dewey Place and Lincoln 34 60 142 179 48 51 64 71 42 31 107 32 48 70 46 21 18 17 17 9 Belden and Center 33 16 123 29 34 41 53 47 34 100 21 40 53 36 12 15 15 12 8 Clay and North 32 19 19 48 32 67 51 47 100 29 46 42 48 11 25 20 23 11 Cor. Halsted and Clybourn 31 15 26 22 12 16 51 12 21 22 19 10 7 14 8 4 Blackhawk and Division 30 13 34 60 34 25 62 14 30 29 33 22 16 17 8 6 Haines and Chicago 29 18 41 47 36 86 26 45 43 60 21 45 26 15 15 Superior and Grand 28 16 106 79 221 58 107 151 113 65 123 102 50 38 Austin and Lake 27 4 19 70 23 31 37 43 24 53 56 42 19 Cor. Halsted and Randolph 26 1 28 6 13 25 40 34 31 38 26 25 Washington and Madison 25 11 23 55 146 181 113 190 155 80 52 Cor. Halsted and Monroe 24 2 9 22 28 33 36 34 27 11 Cor. Halsted and Adams 23 6 27 37 47 67 44 30 11 Quincy and Van Buren 22 6 42 81 129 111 64 44 Tilden and Harrison 21 9 38 68 86 44 28 Sebor and Taylor 20 13 66 77 42 23 De Koven and 12th 19 13 108 100 57 12th Place and 14th 18 25 50 50 Barber and 18th 17 9 26 19th and 21st 16 6 Cor. Halsted and 22d 15 John Place and Archer 14 25th and 26th 13 27th and 31st 12 32d and 35th 11 32.8% of the passengers ride 1 mile and less. 26.4% “ “ “ “ from 1 to 2 miles. 15.8% “ “ “ “ “ 2 to 3 “ 9.9% “ “ “ “ “ 3 to 4 “ 6.3% “ “ “ “ “ 4 to 5 “ 4.1%“ “ “ “ “ 5 to 6 “ 2.6%“ “ “ “ “ 6 to 7 “ 1.0%“ “ “ “ “ 7 to 8 “ .5%“ “ “ “ “ 8 to 9 “ .2%“ “ “ “ “ 9 to 10 “ .2%“ “ “ “ “ 10 to 11 “ .1%“ “ “ “ “ 11 to 12 “ Average Haul 2.12 Miles 35th Place and 39th 10 40th and Root 9 42d and 47th 8 47th Place and 51st 7 51st Place and 54th Place 6 Garfield and 59th 5 60th and 63d 4 63d Place and 69th 3 70th and 74th 2 75th and 79th 1 PER CENT OF TOTAL .1 1.0 .8 2.3 1.9 2.8 .7 1.3 1.8 2.3 2.3 2.0 5.4 1.5 2.7 4.4 4.5 3.1 5.1 5.3 3.6 2.5 TOTAL OBSERVED 14 181 143 411 348 519 134 ! 248 325 420 423 369 998 279 504 809 828 579 957 980 675 459 CUMULATIVE TOTAL o* l£> CD £ ro s 03 <=> 1616 1750 oo 03 03 2323 2743 3166 2525 I 4533 CM OO TT 1 5316 1 6125 1 6953 7532 3 S 1 9469 I 10144 ro 3 o A-46THROUGH ROUTES 8-13-18 SOUTHBOUND—Continued SECTIONS OFF DESCRIPTION OF SECTION |Cor. Halsted and 22d j John Place and Archer A nS d 93 A W8 04 Gfi iH 08 "S a 93 A N A ns a 93 ns U 35th Place and 39th 40th and Root A •w r. ns a 93 « 47th Place and 51st 51st Place and 54th Place A -» es TJ d 93 2 2 93 o 60th and 63d 63d Place and 69th 70th and 74th 75th and 79th TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 Grace and Brompton 37 17 6 4 3 2 1 2 4 2 5 1 3 1004 5.4 1004 Cornelia and Briar Place 36 3 2 3 1 3 1 1 2 3 1 2 329 1.8 1333 Clark and Diversey 25 15 4 3 4 4 5 2 3 4 2 2 6 2 2 995 5.4 2328 Dewey Place and Lincoln 34 17 13 10 9 7 9 5 3 3 5 4 6 1 1165 6.3 3493 Belden and Center 33 11 8 6 2 10 3 1 3 2 1 4 5 2 747 4.0 4240 Clay and North 32 15 11 7 7 8 7 3 9 4 2 9 10 2 3 5 740 4.0 4980 Cor. Halsted and Clybourn 31 6 1 14 2 3 3 2 1 5 6 4 1 1 308 1.7 5288 Blackhawk and Division 30 12 16 6 4 10 7 2 2 2 2 4 4 474 2.6 5762 Haines and Chicago 29 33 26 21 12 10 8 4 7 12 5 5 12 6 1 4 690 3.7 6452 Superior and Grand 28 49 34 33 43 25 9 15 22 16 7 22 20 4 3 5 1536 8.3 7988 Austin and Lake 27 42 32 23 11 11 6 1 6 4 8 8 19 9 2 10 613 3.3 8601 Cor. Halsted and Randolph 26 24 14 11 16 8 6 8 12 11 5 9 8 6 3 4 422 2.3 9023 Washington and Madison 25 56 57 57 28 28 21 17 34 50 9 32 35 17 3 10 1460 7-9 10483 Cor. Halsted and Monroe 24 8 17 11 9 10 3 5 7 7 3 10 14 6 1 2 315 1.7 10798 Cor. Halsted and Adams 23 20 27 21 4 8 12 8 10 12 1 8 14 6 3 5 428 2.3 11226 Quincy and Van Buren 22 46 41 45 21 27 20 9 37 27 5 21 38 7 12 11 844 4.5 12070 Tilden and Harrison 21 28 49 45 17 23 22 5 20 8 15 25 16 11 5 8 570 3.1 12640 Sebor and Taylor 20 40 34 33 18 21 14 14 14 6 13 9 32 13 7 8 507 2.7 13147 De Koven and 12th 19 64 64 53 34 37 27 14 27 31 9 23 42 20 2 12 737 4.0 13884 12th Place and 14th Iz 74 70 56 26 42 22 17 31 19 7 13 21 11 1 9 544 2.9 14428 Barber and 18th 17 36 75 35 24 34 9 15 21 19 7 14 22 10 4 6 366 2.0 14479 19th and 21st 16 24 48 36 31 32 16 7 26 13 7 12 20 6 1 4 289 1.6 15083 Cor. Halsted and 22d 15 6 70 84 41 62 30 18 25 16 11 39 36 13 2 9 462 2.5 15545 John Place and Archer 14 6 18 24 41 21 20 25 17 12 26 17 6 3 4 240 1.3 15785 25th and 26th 13 3 9 26 15 4 20 16 7 9 26 11 1 6 153 .9 15938 27 th and 31st 12 2 21 21 19 27 17 5 37 35 10 4 7 205 1.1 16143 32d and 35th 11 9 43 48 41 32 20 31 45 13 6 14 302 1.6 16445 35th Place and 39th 10 5 23 38 24 17 32 43 19 9 5 215 1.2 16660 40th and Root 9 3 40 47 32 65 64 31 11 15 308 1-7 16968 42d and 47th 8 25 52 72 80 101 40 15 35 420 2.3 17388 47th Place and 51st 7 20 42 62 69 40 14 24 271 1.5 17659 51st Place and 54th Place 6 8 34 56 26 6 14 144 .8 17803 Garfield and 59th 5 23 163 58 15 44 303 1.7 18106 60th and 63d 4 31 112 61 95 299 1.6 18405 63d Place and 69th 3 THE FIGURI iS SHOV VN 1 IN THIS TABLE r r- TC 19 40 46 105 .6 18510 70th and 74th 2 HUE. 1 n E. UHtL I I V 1 La VT LVUIX 1 J MADE ON EVERY FOURTH CAR. Tft rnwwroT m Tur a veto a nv n A Y 5 33 38 .2 18548 75th and 79th 1 OF 1915, MULTIPLY BY 4.09 4 4 18552 PER CENT OF TOTAL 3.3 4.0 3.5 2.1 2.8 2.0 1.6 2.9 2.7 1.8 3.7 5.6 3.0 1.3 2.5 100 TOTAL OBSERVED 629 736 640 403 523 367 284 538 495 341 688 1042 550 251 462 18552 s lO oo CUMULATIVE TOTAL 1 oo CO cn oo CO CM £5 IS ro o *5 § £ CO us 3 UO US r- 3 8 r*» cn S3 r-— cn '8 1 A-47hv±ojl aAixviniAino e g S p. g CO £ 1932 S3 3 § 01 £ s 1 g 4610 8 S 6761 6477 6785 7227 7454 7492 0 to rx. 09 to Px § p- 7528 7530 I 7530 7530 "1VXOJ. JO JLN3G U3d 04 IO CO CO rr CO 09 ro ro ro CO V CD to to to 09 pi ro 00 CD CO to CO CO CD MT 09 to 0 ro to CM CD CD Q3Ad3SaO “1VAO-L g ro 04 LO i g 04 CO 3 c0 ro B 1 ro to CD to £ 8 CO g mt CO 3 g 3 § g CO CD 'O* to CM TABULATION OF TRAFFIC COUNT—INDIANA LINE NORTHBOUND SECTIONS OFF doon[ pn« ;jho3 puepreo - 5= to ms* CD CO p. to g to 04 09 g 04 g 3 r— px ro P- ro s 7530 q$eq«Ai pnis uojSujqseAl *103 01 p« SJ 09 CO C3 3 p»* - 3 g 09 to g CO CO ro S g 00 CO CM MT pi 3 10 7253 qscqtr*V pu« uos{p«n[ *103 ro CO S3 09 - 09 g 5 04 S g to 10 8 8 3 04 g 8 r— ro CM CM MT mt 00 to S 6693 qscqt?AV puts eojnOK *<103 MT CO 04 to px «« 00 ro - 3 g ro ro 3 C9 ro 3 g CM 09 MT CO ro 3 8 qs«qcjli put; sarepy *103 to p. 04 3 3 CO OI px px CO 00 S3 3 to g 3 g g S ro ro ro CO g 5697 qscqe^ pnis nosqoBf moq CO s to 09 mt m^ - 0 CO 3 o> ro 3 CO CM 3 3 3 CO |X. TT g ro 5222 qs«q«Ai pn« nojng **03 00 00 09 P- ro cm s 09 CO CO to ro to iff 3 CO CM 3 Px CM IO 'O 09 ro i 3 UK/) >■ Jl- ssojSuo3 pne q!>n CO CO 3 MT* ro Px ro CO g MT g CD xar g p. p- 3 00 CD rx. 10 00 to *“ THE FIGURES SHOWN IN THIS TAB ARE THE DAILY TOTALS OF COUN MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE D OF 1915, MULTIPLY BY 4.07 CM CO 09 CO 4475 q^I pae q*9I 09 0 ms* e MT 0- g 8 g 3 5 S to to 00 3 O CM CO g 09 CO g CO 10 g mu pn« 0 r-x N IO p- mt 04 09 to g 00 04 S3 to ro ro 04 to to OO CO ro g CM 0 p- 10 PZZ put; m$Z - px CO 04 *3 CO 04 rr iff 9 g s 3 s CO 00 g p» p- 0 09 CO CM O s q»9S put; q?08 04 04 OO 04 g CO to 04 04 09 04 px px CO to 00 ro CO MP 04 CO MT CO 3 2225 *sig pue q?fg ro 1— 3 p9 C3 04 CD 3 to CM g 04 *«* 3 MJ- CO OO 09 MP g ro 1879 mn pun qm xr U3 g 3 3 mp 04 TT mt CD CM 00 CM 04 CO 09 09 CO p« to 09 MP 1509 q?ss pu« pzf to CO 01 g 10 ■'9* cm 09 g g ms* ro CO ro CD 00 ro 3 CM i PS? puts q?9? 03 04 04 04 XT 00 mS* CO CD CM 09 04 CO 09 Px c« - a? «a A - 2 2 2 te «2 * * * * £ a ig N fS Mt ifl a *a § s 0 06 •C % -a a eg •a M6 6? 21st and 17th A 4* w *o a eg A 55 11th and Congress Cor. Van Buren and Wabash Cor. Jackson and Wabash Cor. Adams and Wabash | Cor. Monroe and Wabash ; Cor. Madison and Wabash Cor. Washington and Wabash t c % t 0 •M » g X s 0 7 0 C > > 3 8 s 3 » ? 3 3 3 3 3 IMO SNOIJ LOB S A-48"1VXOJL 3AI±VinM\inO § eo o» b I 2135 I I s S3 1 9812 s CO ro s TP TP s s i i CO ro S i 1 JO TP 7054 I ro p^ 5 7352 I S3 12 1 7533 7533 TVXOJ. dO 1N3G id 3d CO P» 05 r^. CO TP p- eo ro eo to CO *p ro - CM ro CM s Q3Ad3SaO *lV±OX p*. 9 s § CM s TP TP to S3 TP s to ro S3 i § I S i § to - s S3 TP CM CM £ TP TABULATION OF TRAFFIC COUNT—INDIANA LINE SOUTHBOUND u. Ll 0 CO z 0 h 0 111 (0 s 2B < s si z fc t» qivg q^nog puts rr M to 00 CM 05 eo 05 00 eo CO to r- eo p- to CM 05 CO TP CM TP CO CM p2 sing pat? ujBidaiBq3 S3 IO CO CM CM ro to TP to 00 to S3 CD CM CM eo CM S3 05 ro to P* 05 05 TP CM SX ddadJAitS'i puB q^f CM CM S3 S3 OO ro OO TP CO TP CM ro 05 to CM S3 CM 9 S3 <=> to t ro CO CO | z cn o w qjBg dqts'i puB iaieqiag CM CM 05 to *Z CM CM P«« eo TP ro CO 3 - to CM 9 p2 TP ro CO S3 ro § Sllig pnB ujBidiUBqj CM CM CM CM to ro to to OO eo ro CM CD CM to r- CM c3 t". S CM TP CM ro £ 05 to aonojAiBg P«« PSf 05 S 3 s CO ZZ s CO p*. CM CO s 05 £ to to p» CO CO $ s CO to Id 0) >- sih < ; z j q ?g< UJO <28“ x il i c >. t- 0 £ w m !|s f5 1 h Id 0 3 to >- > h 2 to d u hw* H < z it 2 02 Q 0 Id o> 2 id id > ^ 2xo ?n IL h - P- TP to eo mf8 P«« »siS PO 8 O TP S B PS S3 £ s S 05 05 00 TP S3 OO r*^ s £ S3 q»08 pn« CM 8 9 00 TP 9 8 CO ro C4 to f2 ro eo 05 OO P* 5 to JM Si mu P«« pgg - 10 ro 9 eo CO S 2 Ps CD IO 05 OO § to 00 05 ss CO p- »sig pu« 0 eo 09 S S3 CO CM eo <=> CM S3 S 05 ro CD S3 CM O *W9I pn* m«I 05 ro f2 s So CO TP CM to 05 to s S3 to § ce • © 5 2 5 £ S •g N e« M “5 e d © © © 0 © 4* 44 44 4* 441 „ H « 05 4 19 w 1 Is S S 3 1 3* 8 i**”s s ^ fi fl » V <• - - © bfl 8 2 88 © © Tj •fl 2 2 2 2 2 44 © 2 2 2 2 2 fcS &S &S SS £$ «S TJ D O P « H «5 T O ft T M H iH mil pnc ssojSuo^ OO tp TP p» TP TP CM r*« CM CM CM ro S CM 05 P5 qseq«Al pats noing u«a **k>3 P*. 00 - p- CM So P: qstiqtJAV pu« uosqatsj* *103 CO tp OO 05 to S3 CO TP qstiqtJAl puB suiBpy *.103 to M- to *“ CM OO qstsq«Al pae oojuow *103 Tp CM CM to CO qstsqtSM P«« aosipem *103 ro qs«q«Ai PH® uo^u|qsi?Ai*J03 CM doog 9ino3 patspco - Z £ 2 £ u. p a: 0 5 0 u (0 to ui 0 - CM ro TP to CO rr. OO 05 0 - CM ro TP to CO P- eo 05 CM S3 S3 TP CM J < h 0 h lL 0 h 2 Id 0 02 Id 0. 0 Id > 02 Id to to 0 j < h 0 h J < h 0 h Ul > h < J D S D 0 § © N? 44 fa © © fl a ,«8 12 88 O •fl tfi IS -c fl (3 88 a © ■** Ml a J3 cc 1 © •s «2 88 •© s8 £ fl C5 a © CA a l © A an 88 ,© 88 £ fl 88 i S S ■s 88 pO fl 88 ce i © ■s 88 1 rs fl 88 a © | £ © A CA 88 *d fl 88 a £ S M fl 88 ► © s •d fl 88 1 1 w JO 4* CD fl 08 •fl •49 N tH N d fl 88 •fl 4* r- 3 •A 'fl fl 88 •fl S fl 88 •fl 4A 13 •fl I fl 88 1 s® © © 88 s S 13 fl fl 88 £ £ 2 Tl fl fl 88 2 e§ £ tD TJ1 fl fl 1 jfl O U5 fl fl 88 2 TH fl '{8 § © JO 88 O fl fl 88 2 5 i I a 44 Xfl fl fl 88 fl 3 fl fl 88 fl 2 ©. B 88 fll i a a a 88 >• © ’S i 1 i a 44 m a fl 88 S p s S a a 88 fl *88 ft s 88 A V * & JO 44 fl © 5fi fl fl 88 >* © 1 M wr 0 z 3 IS IOIXD3S A-49-iv.lojl 3Ai±vinwsino § oo s 03 § i 8 rr i CO s CO 8 CM oo 03 g 04 LA ro CM s i LA s CM | 2832 | LA r>~ IO 1 oo 8 PO ro oo oo 3387 3387 lVXO± JO -LIM30 U3d CM LA pi CO oo 03 CD r^. ro oo ro 9 LA CM rr TT CO V r>- co CM LA TT ro CM 1^ ro CM ro ro CM oo - 9 9 asAdaseo ivioi § § 8 CM CO Si Si g CO CO 8 9 TT CO TT g 03 03 OO >w i s g ■^r 9 9 P- IA CM tt TABULATION OF TRAFFIC COUNT—IRVING PARK BLVD. LINE EASTBOUND Ll U. 0 (0 z 0 h 0 UJ w PUt5 CM CM ro CM Tt* CO CM *" 03 CM ro IA 9 OO PO oo s TT CM PO ro ro P- IA oo oo s ro q-rej; SaiAij pa« ^t?Avpt?ojg joujoj £3 cd 03 ro - 'fl* 03 ’'3- 9 IA 9 oo 9 CO PO s 5? S 9 03 o PO 9 9 ro IqaqoH P«« *d *»g V -W *3 9 CM ro ro TT CM CD ro IA LA 03 ro -CP V 5= IA 03 s S3 CO CM ro 9 IA LA 9 oo & CM i SlIJUI pu« JDUJO ) cd oo IA ro r— ro LA CO CO ro CM 9 CM CM 03 ro CM IA CM £o CO CO CO P- C3 LA ro ro 5 SiifAJi put? piodqjnos J9UJ03 oo oo p- IA IA "O* IA PO CO CO CD IA IA oo 03 IA 9 LA ro 9 s PO CM UJO) >- «ih . < S2oi Q 22^ uj2 '"Oq «o> <20x SS« IL. |- oc >■ 1— 0 QZ UJ 03 ?«3 ^>- -jo *j Z«li. UJ Q. 5h>- oPk hJ IhUJ 03 u)» hs »d“ hrf uj«z o;2 £Q0 Wq ^UiUi 9xo 2U. 00 UIUJJS ^ IX o h*t *“ uassu«f pu« jaajjs niooun p~ r- CD JZ LA CM IA 9 ro CM CM CM CM ro CM *3- N3 r— CM ? LA CO OO rr oo CM s Si qurej Siijaji pinj onno\v ujoaun jauioj CD oo CM TJ- 3 CM CM CD ro 8 9 oo ro CM W oo CO - ro CM CO 9 1 i(aiaa$ put? ^uouiojt?o LA ia CM "C* LA CM 09 CO oo LA ro oo CO CO - CM 9 s "tr qjt?| joujoo - CD OO 9 CM ro IA Co CM 03 CM ro CM 9 r— g joivtt?s pu« 5|i« j i«j^ua^ o 9 IA IA 1— CM CO 03 ro CM CM CM PO ro 9 9 ro LA 9 Su}AJI pu« UOJSJH JOUJO,) 9 CD CD rr IA ro CD Si CO IA 1 ro 'T TT 9 . © ^ ^ ce a ^ 2 2 2 2 cc fl « S ^ N M ^ «} ® p. d o © © © © © £ -w ^ 4* -w -va -w a S © *vi'*'*'**'*ig! iH «<-* ^ ’d^22235’H Z fl £ § s a be fl s cT) h s 1 © ^ J v! 5 2 5 5 5 -*> ^ feS ^ ^ ^ ^ X M W IS © 'll H o « ^ rJ tt h ai«puAA«'i pn« Suipjt?ji oo CM CM xr ro V CO 03 CM ¥ ^it?J SUIAJJ put? piOJAVt?J3 J9UJ03 p- OO CO p« 3 1— CO CM CM P~ 1— 8 p- auojs^aq pu« oo ro 03 03 PO LA CM LA CM OO CO SS iau;soH put? qaij^ednH to 9 CM OO IA CO OO 3 TT 9 qjt?j Supuj put? aaqni?vvnjv: .laujo^) rr TT 53 CO NT CM Is" ro ro p*. V 1 ooraeT pu« pooAUiacri PO rjr CM 03 CO LA 9 ■*r CM P- Snon| put? nos«jf[ CM LA ro CM oo ro pit;u «t?TC put? qenaa\[ - IA LA LA IA J i £t Ll E E O o O UJ 13 w Q - CM PO IA CO 1^- OO 03 9 CM ro TC LA CO D- oo 03 § CM CM J < h 0 h Ll 0 h z UJ 0 X UJ X Q UJ > X UJ (0 X 0 J < h 0 h J < h 0 h X > J- < J D § D 0 ■8 u. as a >» ss -d fl a a S3 a © © be a © n9 ■d a s3 fl o CO as 8 fl o s S3 nI *a fl S3 •a o © * X « © I be fl £ •8 fl S3 s X fl S3 £ a 8 v § © © 5 vi © *5 ■a fl S3' X « *C ft 3 fl © ■** v> >» © -fl fl S3 a. © © u S3 ft tc fl *£ A TJ fl s3 rs u a * S3 u U u © fl u © © IS T3 fl •d fl S3 bf) fl 3 h S3 H •2 S3 ft bfi fl I •d fl S3 fl © C» 3 Vi © ' fl © S3 QQ ’d fl <3 X h S3 ft I fl © X 1 he fl *> V -d fl S3 © *N n© © © S © -v> S3 N © -d fl S3 >> © £ "S X A = S3 •d fl S3 42 a V § as i b£ a A ■d fl S3 fl V © -M MS © * © fl Vi © W >» © © © QO fl S3 -M fl © s © u ts 3 X V S3 ft bf) fl u M •d a S3 © fl fl © > < a © © a 3 © a u © fl © m fl S3 >■9 ■d a S3 © © 43 OD fl © fl 2 ft bfi fl A -a fl S3 ■V V © A A -v» fl © QG 3 fl V © * S3 ft bf) a A •a a S3 * S3 © fl V © >» © J © A •d a S3 ft m3 QC si X V S3 ft bft fl ’> V >d fl S3 >» S3 •d S3 © u ft V © fl © © © S3 Vi e •8 fl S3 fl X S3 Q 0 z SNOIJ L03S A-50hvj.o± 3Ai±vnniAino §3 & CO 1 1328 i 1474 1772 2257 2347 1 8 UD CM 2644 2786 2868 £ CM PO 3262 3336 3395 3932 3959 3964 | 3969 3 N5 05 CO 3 IVlOl iO -LN30 r*^ r«- 05 10 LO CM r*» PO UD N CM CM PO CM CD to CO 05 CO PO CM PO LO CO PO 05 to 13.5 CD CD Q3AU3S90 1VJ.OX 3 CM to 8 r«- 5 TP g OO 05 CM 1 05 r*- 05 LO CM E TT S CM CM MT MT £ 05 UD r— PO to p— CM UD UD TABULATION OF TRAFFIC COUNT—IRVING PARK BLVD. LINE WESTBOUND SECTIONS OFF qttnaaM pu« pjBuiBfti - CM CD PO TT 00 OO S3 CM PO CM 00 r— CM OO r>- CM CO CD 00 CM CM CD CM UD CM CO 3 3969 1 uost?jt pu« Shot CM CM 05 CO CM PO PO CO PO rr CM 05 CO PO PO r- CO PO UD 05 05 CM 3523 pooMipoi pu« uoratri no po CO O 0 cnI to MT r- to 00 *“ 00 CO OO £ to CO 3 CM 3224 1 JiJt’j Su|Aj£ put? aojim’wniAI J0UJO3 ■q- PO CM to S3 O to ro OO CO PO r^. CM PO 05 £ ZZ MT PO PO to CM PO 10.3 2966 1 >p>[j}t?dnH put? joujsoq 10 10 PO CO PO PO r*- 00 CM r- CO Si - PO CD PO P^ 2559 1 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OFT 1Q1C IWIIM TIDI V RV A 40 ) \ ' i . i ) - > _ > i liaAvo-i pu« auo^s^a^ CO r«o CD 05 CM - CM CM MT CM CM r- CD MT r- 0 CM CM <JJt?J SUIAJI puB UO£SI3 JOUJO) 05 l^- CO 05 CM CM PO CM CO to OO r» ZZ CM PO g 1985 qjBj p?j£ua3 put? jo^Ates S 05 05 CD 05 C5 to CM OO TP 0 CM PO CO CM <=> CM o UD CD CD CM 1863 3£j«j SufAij puB aizpoAi lauio^ 1^- OO PO OO OO 00 OS PO 00 PO CO O CO PO 05 TP- 3 CO ^OJX PHB CM tp CO PO CO PO to CO PO CM 05 CM 05 rr *- CD CO r— CM tj- UD biuiojhbq puB HdqduiBQ po TP CM r- CO CM TP r- OO CM CM *= OO CM CM 1238 qiBj Supui put? uja^sa^ jauioj "«»• OO PO 5= CM OO 10 PO Ml' PO PO CM TP CO CO CO CM ce ;a*5 3 5 5 05 ’ff pS s ^ W M t|I l« « a 0 0 0 © 0 Jg 4* M* -» a H « M Td « S3 g 0 B oi3 3Ja cj ^5 « 3 3 3 3 3 th i 1 i„ , „. ® §3 3 3 3 3 fer « 2 «e ® 0 ^ £1 3 3 3 3 3 ■ +S .. .. .. .. 0 5 5 5 5 5 ^ ^ ^ ^ Td 95 J9 rt p. ^ 3 J5 1,1 ^ ^ - £uouiojt?i3 puB ^a{aa§ to OO CO CO PO PO to CD PO £ PO 05 TP m S 05 ^jt? j Siiiaji puB atiuavy uiodufi .1011.103 CO 05 T2 CO CM CO to CO P«- PO r-» to S CM 3 r*. uioaun put? uossubj* r*- e» to CO PO S3 05 CM CM CO CO CO CM 3 UD 5£i«a Su|Ajj put? ^jodq^nos 1011103 CO 0 CM to to rr CM p*. 5= CM PO CM 3 J{At?j Suiajj put? qjt?K> joujo3 05 CO § to CM 00 - CO CM 05 CD TT 1— *d **S V *K *3 PUB ^qaqoa S CO CM - PO TT 3 qjt?«j SufAii puB J!t?AApt?ojg .1311103 CM OO CM LO 3 TP CM u{q«a puB oot?j«> CM CM tp -T TP TP DESCRIPTION OF SECTION CM CM CM CD CM 05 OO r- CO to rr PO CM CD 05 CO r» CO UD TT PO CM - | PER CENT OF TOTAL 1 TOTAL OBSERVED | CUMULATIVE TOTAL | Grace and Dakin Corner Broadway and Irving Park Rokeby and C. M. & St. P. Corner Clark and Irving Park Corner Southport and Irving Park Janssen and Lincoln Street Corner Lincoln Avenue and Irving Park Seeley and Claremont Corner Western and Irving Park Campbell and California Mozart and Troy Corner Kedzie and Irving Park | Sawyer and Central Park Corner Elston and Irving Park Lawndale and Harding Corner Crawford and Irving Park Keystone and Lowell Kostner and Kilpatrick Corner Milwaukee and Irving Park ' Lamon and Lockwood Long and Mason Maynard and Neenah | NO SNOIJ lobs A-51TABULATION OF TRAFFIC COUNT—KEDZIE AYE, AND THROUGH ROUTE 17, NORTHBOUND SECTIONS OFF DESCRIPTION OF SECTION 67th and 64th 63d and 60th 59th and 57th ■d N U5 •d a ei A MS MS 51st and 49th a •w «e fl 93 A •w 45th and Archer 43d and 39th Place 39th and 38th 37th Place and 36th HI. & Mich. Canal & Bridge 31st and 27th a> N 3 -d a ei A o V Cor. 25th and Kedzie 99 ■d a et A -w N 5« «« ■d d fS •d £ 19th and Ogden 16th and 13th 12th and Flournoy Harrison and Congress Van Buren and Jackson Colorado and Monroe Madison and Park Lake and Franklin 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 67th and 64th 1 19 3 8 3 3 3 1 10 3 2 3 6 5 1 9 2 2 7 4 63d and 60th 2 4 25 17 30 7 24 12 21 6 4 13 20 5 3 18 18 15 42 9 6 1 17 6 59th and 57th 3 3 13 18 71 12 8 10 5 5 4 7 1 1 9 7 4 10 7 5 3 2 2 55th and 52d 4 2 6 6 13 8 16 4 2 3 7 1 1 5 4 2 10 5 1 2 1 51st and 49th 5 19 32 26 10 3 3 5 19 1 3 13 5 1 16 7 1 1 1 2 47th and 46th 6 2 53 79 22 6 16 22 29 20 9 39 12 13 44 9 5 3 12 6 45th and Archer 7 4 37 20 17 2 14 48 4 2 51 22 12 31 19 12 1 24 13 43d and 39th Place 8 1 32 20 6 10 109 15 4 54 31 10 53 16 11 3 12 3 39th and 38th 9 4 11 4 9 33 9 4 28 20 6 39 12 7 8 9 4 37th Place and 36th 10 1 12 25 52 9 4 41 28 12 38 14 6 6 9 8 Illinois and Michigan Canal and Bridge 11 2 4 9 3 8 4 6 3 4 3 2 1 2 1 31st and 27th 12 40 7 14 37 42 6 16 13 5 4 16 8 Cor. 26th and Kedzie 13 2 1 11 57 51 24 55 8 10 6 33 18 z 0 w Cor. 25th and Kedzie 14 5 15 4 15 12 4 1 13 2 24th and 23d 15 3 8 20 11 24 12 10 3 16 6 22d and 21st 16 8 75 50 141 60 37 17 58 32 z 0 h 0 u 19th and Ogden 17 6 26 98 31 51 23 72 33 16th and 13th 18 10 102 95 143 12 128 38 12th and Flournoy 19 46 140 165 44 300 111 Harrison and Congress 20 14 40 29 125 59 (0 Van Buren and Jackson 21 1 21 125 71 Colorado and Monroe 22 1 21 22 Madison and Park 23 13 125 Lake and Franklin 24 15 Ohio and Huron 25 Chicago and Sacramento 26 Mozart and Grand 27 California and Haddon 28 Division and Le Moyne 29 North and California 30 Armitage and Stave 31 Palmer and Berlin 32 Fullerton and Shubert 33 Diversey and Elston 34 36.6% of the passengers ride 1 mile and less. 23.6%“ “ “ “ from 1 to 2 miles. 14.3%“ « “ “ “ 2 to 3 “ 10.4% “ “ “ “ “ 3 to 4 “ 6.2% “ “ “ “ “ 4 to 5 “ 3.7% “ « “ “ “ 5 to 6 “ 2.3%“ “ “ “ “ 6 to 7 “ 1.4% “ « “ “ “ 7 to 8 “ .9% “ “ “ “ “ 8 to 9 “ .3%“ “ “ “ “ 9 to 10 “ .1%“ “ “ “ “ 10 to 11 “ .1%“ “ “ “ “ 11 to 12 “ .1%“ “ “ “ “ 12 to 13 “ Average Haul 2.22 Miles Belmont and Boscoe 35 Palmer and Darwin Terrace 36 Fullerton and Troy 37 Kedzie and George 38 Wellington and Barry 39 Belmont and Otto 40 Boscoe and Waveland 41 Grace and Belle Plaine 42 Berteau and Sunnyside 43 Wilson and Ainslie 44 Argyle and Foster 45 PER CENT OF TOTAL .2 .2 .3 .4 .4 1.1 1.3 1.1 .6 4 .8 2.8 .6 .5 2.9 2.8 1.6 6.0 3.6 4.0 1.4 7.7 4.5 TOTAL OBSERVED 23 31 40 57 48 141 172 145 76 56 112 378 76 67 383 367 210 793 483 528 189 1017 590 CUMULATIVE TOTAL S3 5 5 LO an an § CM to § B § § § 1355 1422 to I 21721 23821 31751 1 41861 4375 i SS S A-52KEDZIE AYE. AND THROUGH ROUTE 17, NORTHBOUND — Continued SECTIONS OFF DESCRIPTION OF SECTION Ohio and Huron Chicago and Sacramento | Mozart and Grand California and Haddon Division and Le Moyne North and California Armitage and Stave Palmer and Berlin Fullerton and Shubert Diversey and Elston Belmont and Roscoe Palmer and Darwin Ter. Fullerton and Troy Kedzie and George Wellington and Barry Belmont and Otto Roscoe and Waveland Grace and Belle Plaine Berteau and Sunnyside Wilson and Ainslie Argyle and Foster TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 67th and 64th 1 4 1 5 1 1 3 1 110 .8 110 63d and 60th 2 2 7 7 7 2 4 1 1 1 2 2 1 2 362 2.7 472 59th and 57th 3 4 1 1 1 1 1 2 1 1 1 160 1.2 633 55th and 53d 4 2 3 3 1 1 1 110 .8 743 51st and 49th 5 1 2 3 1 2 1 1 1 180 1.4 923 47th and 46th 6 3 5 6 1 5 4 1 2 1 1 1 431 3.2 1354 45th and Archer 7 4 19 9 4 4 8 4 2 4 1 2 2 1 397 3.0 1751 43d and 39th Place 8 1 34 4 13 21 11 13 11 5 3 4 3 1 2 1 517 3.9 2268 39th and 38th 9 2 9 8 4 11 6 1 2 1 2 2 255 1.9 2523 37th Place and 36th 10 12 3 1 2 1 2 1 2 1 1 2 4 297 2.2 2820 Illinois and Michigan Canal and Bridge 11 1 1 1 3 1 1 1 1 1 63 .5 2883 31st and 37th 12 3 9 3 3 4 6 3 2 3 1 1 246 1.9 3130 Cor. 36th and Kedzie 13 3 6 3 1 7 7 5 4 5 2 1 1 1 1 1 324 2.4 3454 z 0 0) Cor. 35th and Kedzie 14 1 7 2 2 83 .6 3537 34th and 33d 15 2 13 3 2 3 7 1 1 1 146 1.1 3683 33d and 31st 16 15 34 21 11 9 13 17 10 4 3 5 2 3 2 1 4 1 2 4 1 1 641 4.8 4324 z 0 h 0 III 19th and Ogden 17 9 19 15 16 12 22 12 3 5 9 3 3 2 3 3 2 3 4 2 487 3-7 4811 16th and 13th 18 8 33 5 16 36 20 4 7 2 2 3 3 2 1 1 2 2 1 676 5.1 5487 13th and Flournoy 19 26 120 63 66 125 103 66 39 42 35 20 6 11 9 4 4 9 26 30 18 9 1637 12.3 7124 Harrison and Congress 20 16 62 19 24 22 53 15 15 19 11 10 1 2 2 2 1 5 5 7 2 560 4.2 7684 V) Van Buren and Jackson 21 36 98 29 22 26 16 22 7 6 9 4 1 4 1 2 5 4 6 3 519 3.9 8203 Colorado and Monroe 22 19 25 8 13 8 19 14 5 7 3 3 1 2 1 4 3 2 181 1.4 8384 Madison and Park 23 76 107 39 33 43 44 28 27 14 22 22 13 15 9 2 1 3 6 14 8 2 666 5.0 9050 Lake and Franklin 24 22 63 38 36 34 49 24 34 12 14 15 6 9 4 2 2 7 7 3 7 403 3.0 9453 Ohio and Huron 25 16 26 8 8 27 15 7 8 8 8 1 1 2 1 1 137 1.0 9590 Chicago and Sacramento 26 14 7 30 33 19 13 31 14 13 6 1 3 3 5 6 5 203 1.5 9793 Mozart and Grand 27 4 33 31 33 21 9 7 11 8 2 4 5 5 6 7 2 188 1.4 9981 California and Haddon 28 52 89 142 50 28 36 36 24 13 15 8 3 1 2 6 6 8 3 522 3.9 10503 Division and Le Moyne 29 20 99 51 44 35 45 21 20 20 19 3 9 3 24 21 14 3 451 3.4 10954 North and California 30 34 123 98 74 92 47 42 35 19 12 15 8 17 19 26 16 677 5.1 11631 Armitage and Stave 31 17 55 70 114 51 27 18 18 6 7 8 11 24 13 11 450 3.4 12081 Palmer and Berlin 32 4 45 124 30 203 1.7 12284 Fullerton and Shubert 33 23 117 34 174 1.4 12458 Diversey and Elston 34 24 27 51 .6 12509 Belmont and Roscoe 35 7 7 .1 12516 Palmer and Darwin Terrace 36 4 10 11 6 5 8 17 17 3 3 84 .6 12600 Fullerton and Troy 37 2 17 7 7 7 11 12 15 6 84 .6 12684 Kedzie and George 38 11 15 21 22 32 39 39 7 186 1.4 12870 Wellington and Barry 39 4 5 7 8 4 3 2 33 .3 12903 Belmont and Otto 40 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 3.54 5 19 29 19 9 81 .6 <2984 Roscoe and Waveland 41 3 21 47 22 13 106 .8 13090 Grace and Belle Plaine 42 8 27 45 13 93 .7 13183 Berteau and Sunnyside 43 4 41 19 64 .5 13247 Wilson and Ainslie 44 5 10 15 .1 13262 Argyle and Foster 45 13262 PER CENT OF TOTAL 1.8 5.4 2.6 2.9 4.2 5.7 4.1 3.1 3.4 5.2 2.9 1.3 1.3 1.2 .6 .8 .8 1.9 2.7 2.5 1.0 100 TOTAL OBSERVED 248 704 330 373 561 778 535 428 452 709 368 CO m 162 145 73 100 110 248 342 323 135 13262 S w CUMULATIVE TOTAL i I 6934 S £ 5 8198 CO § § g 0) Si M 111001 1 11624 CO ?2 i 120041 12104 12214 12462 128041 & ro 1 13262 A-53TABULATION OF TRAFFIC COUNT—KEDZIE AVE. AND THROUGH ROUTE 17, SOUTHBOUND SECTIONS OFF DESCRIPTION OF SECTION Foster and Argyle Ainslie and Wilson Sunnyside and Berteau Belle Plaine and Grace Waveland and Eoscoe Avondale and Belmont Barry and Wellington | George and Milwaukee Troy and Fullerton Darwin Ter. and Palmer Eoscoe and Belmont Elston and Diversey Schubert and Fullerton Berlin and Palmer Shakespeare and Armitage Cortland and North Le Moyne and Division Thomas and Chicago Mozart and Grand Sacramento and Kedzie Huron and Ohio Franklin and Lake | Park and Madison Monroe and Colorado | 45 44 43 42 41 40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23 22 Foster and Argyle 45 7 22 11 12 12 13 5 17 7 8 4 11 2 6 11 1 3 2 7 Ainslie and Wilson 44 1 22 32 31 25 12 26 25 20 11 24 13 11 4 7 1 10 10 3 Sunnyside and Berteau 43 2 16 36 26 9 32 28 29 17 28 7 10 6 5 3 6 15 1 Belle Plaine and Grace 42 4 45 50 7 31 24 32 25 29 20 13 4 11 1 6 11 2 Waveland and Eoscoe 41 11 15 2 16 12 11 11 8 3 2 1 6 6 1 Avondale and Belmont 40 5 15 28 17 13 9 11 9 5 1 1 4 2 Barry and Wellington 39 9 7 13 2 8 5 3 2 2 7 3 George and Milwaukee 38 12 7 10 23 13 13 3 15 7 15 Troy and Fullerton 37 3 6 13 13 11 9 3 9 3 6 10 Darwin Terrace and Palmer 36 1 3 24 8 6 2 1 2 6 6 Eoscoe and Belmont 35 50 65 90 49 68 70 32 33 4 23 8 22 25 4 Elston and Diversey 34 15 61 117 28 56 18 27 5 14 11 14 Schubert and Fullerton 33 24 98 86 149 76 56 17 18 11 23 43 8 Berlin and Palmer 32 14 37 85 37 39 13 7 2 12 36 6 Shakespeare and Armitage 31 20 108 56 44 11 15 7 32 43 2 Cortland and North 30 40 123 147 49 48 26 61 80 16 Le Moyne and Division 29 37 109 29 39 11 28 55 13 Thomas and Chicago 28 59 42 15 12 32 75 8 Mozart and Grand 27 10 4 8 59 31 5 Sacramento and Kedzie 26 10 21 86 140 21 Huron and Ohio 25 7 29 90 12 Franklin and Lake 24 25 144 23 Park and Madison 23 26 30 Monroe and Colorado 22 5 Jackson and Van Buren 21 Congress and Harrison 20 Flournoy and 12th 19 13th and 16th 18 Ogden and 19th 17 21st and 22d 16 23d and 24th 15 Cor. 25th and Kedzie 14 Cor. 26th and Kedzie 13 27th and 31st 12 36.7% of the passengers ride 1 mile and less. 23.4% 44 “ 44 44 from 1 to 2 miles. 15.6% 44 44 44 44 44 2 to 3 44 10.3% 44 44 44 44 44 3 to 4 44 5.6% 44 44 44 44 44 4 to 5 44 3.2% 44 44 44 44 44 5 to 6 44 2.4% 44 44 44 44 44 6 to 7 44 1.5% 44 44 44 44 44 7 to 8 44 .6%“ 44 44 44 44 8 to 9 44 .3% 44 44 44 44 44 9 to 10 44 .2% 44 44 44 44 44 10 to 11 44 .1% 44 44 44 44 44 11 to 12 44 ,1% 44 44 44 44 44 12 to 13 44 Average Haul 2.20 Miles Bridge and Illinois and Michigan Canal 11 36th and 37th Place 10 38th and 39th 9 39th Place and 43d 8 Archer and 45th 7 46th and 47th 6 49th and 51st 5 52d and 55th 4 57th and 59th 3 60tli and 63d 2 64th and 67th 1 PER CENT OF TOTAL .1 .2 .2 .4 .9 .9 .3 1.1 .9 .9 .3 .6 1.3 2.0 2.3 4.6 3.2 4.0 1.5 1.7 .9 3.2 6.0 1.1 TOTAL OBSERVED 7 23 35 64 135 134 50 159 135 140 50 80 175 278 344 687 470 592 216 246 126 476 889 162 CUMULATIVE TOTAL r— K5 LQ CO an 04 oo CM oo 03 ro oo >o- § r» oo 03 1012 1187 1465 1809 2496 2966 3558 3774 8 5 4146 4622 5511 12 to US A-54 KEDZIE AVE. AND THROUGH ROUTE 17, SOUTHBOUND—Continued TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL SEC1 noN S OFF DESCRIPTION QF SECTION Jackson and Van Buren Congress and Harrison Flournoy and 12th 13th and 16th Ogden and 19th ■o « •o fi ri A w ■d a eg XS eo Oi Cor. 25th and Kedzie Cor. 26th and Kedzie in 09 n fl eg A « Bridge & 111. & Mich. Canal 36th and 37th Place 38th and 39th 39th Place and 43d Archer and 45th 46th and 47th 49th and 51st A US US ■d a eg »d at us A 4* «S US xs 0 eg A 4* US 60th and 63d 64th and 67th 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 Foster and Argyle 45 1 2 10 1 3 1 1 1 2 1 184 1.3 184 Ainslle and Wilson 44 5 9 22 1 3 2 2 1 4 1 1 1 340 2.3 524 Sunnyside and Berteau 43 11 8 30 4 2 1 2 3 1 3 1 1 343 2.4 867 Belle Flaine and Grace 42 7 9 28 4 4 2 2 2 1 1 1 2 1 1 380 2.6 1247 Waveland and Roscoe 41 3 18 2 1 1 1 1 1 133 .9 1380 Avondale and Belmont 40 2 8 13 3 1 2 2 2 2 1 1 2 159 1.2 1539 Barry and Wellington 39 1 10 1 3 1 1 1 79 .5 1618 George and Milwaukee 38 1 4 8 1 2 1 2 2 1 1 1 1 2 2 147 1.0 1765 Troy and Fullerton 37 3 2 13 3 1 3 1 4 1 2 1 1 1 2 1 2 127 .9 1892 Darwin Terrace and Palmer 36 1 7 10 1 1 4 1 1 1 3 1 5 3 2 2 1 1 104 .7 1996 Roscoe and Belmont 35 9 14 40 9 3 10 3 3 4 2 2 1 5 5 653 4.4 2549 Elston and Diversey 34 9 13 12 1 3 7 2 1 1 2 1 418 2.8 3067 Schubert and Fullerton 33 13 12 40 12 5 12 3 4 6 2 4 3 4 3 3 1 736 4.9 3803 NO SNOIJ Berlin and Palmer 32 12 5 18 2 1 13 2 1 1 1 1 10 3 2 1 361 2.4 4164 Shakespeare and Armitage 31 7 13 39 13 8 4 4 6 7 1 6 11 9 1 1 2 1 1 472 3.2 4636 Cortland and North 30 22 36 120 20 23 17 6 1 1 17 1 11 3 16 5 7 3 1 3 1 904 6.1 5540 Le Moyne and Division 29 17 23 157 50 23 20 1 1 10 6 1 6 4 7 1 2 3 1 654 4.5 6194 Thomas and Chicago 28 52 35 187 14 15 22 4 2 8 5 1 5 2 12 1 1 1 2 612 4.1 6806 LOBS | Mozart and Grand 27 23 18 58 7 9 23 6 3 7 7 4 4 7 11 6 4 3 2 1 3 323 2.2 7129 Sacramento and Kedzie 26 128 53 90 32 23 57 14 4 8 15 3 14 8 12 1 7 1 3 2 753 5.1 7882 Huron and Ohio 25 33 26 25 7 10 10 1 1 2 1 2 1 3 1 261 1.8 8143 Franklin and Lake 24 67 67 148 42 35 38 8 4 17 13 4 13 5 12 7 12 1 1 2 12 2 700 4.7 8843 Park and Madison 23 125 135 320 147 100 91 29 14 18 19 7 3& 12 17 10 11 3 3 3 7 6 1163 7.8 10006 Monroe and Colorado 22 13 25 53 35 25 28 5 8 1 10 1 1 2 1 12 4 1 2 2 234 1.6 10240 Jackson and Van Buren 21 6 25 162 91 67 36 17 9 12 7 2 6 7 7 1 5 1 3 1 3 4 472 3.2 10712 Congress and Harrison 20 12 139 86 50 68 13 6 18 11 6 19 7 19 3 11 6 2 1 11 2 490 3.2 11202 Flournoy and 12th 19 45 164 128 194 32 13 75 34 17 71 29 48 26 63 14 7 17 33 5 1015 6.8 12217 13th and 16th 18 11 44 95 16 4 15 16 7 35 10 9 10 26 3 3 5 3 312 2.1 12529 Ogden and 19th 17 14 100 41 27 57 46 7 14 14 20 18 22 10 2 11 10 7 420 2.8 12949 21st and 22d 16 13 16 23 49 59 13 36 37 70 36 50 12 10 3 24 5 456 3.1 13405 23d and 24th 15 9 5 19 6 6 4 6 3 7 1 2 2 70 .5 13475 Cor. 25th and Kedzie 14 1 4 9 9 10 6 7 14 22 1 1 1 3 1 90 .6 13565 Cor. 26th and Kedzie 13 9 47 24 29 41 62 40 42 3 10 7 24 6 344 2.3 13909 27th and 31st 12 35 5 12 6 4 4 10 4 1 2 4 1 88 .6 13997 Bridge and Illinois and Michigan Canal 11 1 7 6 4 7 14 3 1 2 1 3 49 .3 14046 36th and 37th Place 10 6 14 35 21 24 1 4 3 16 7 131 .8 14177 38th and 39th 9 1 17 17 28 16 20 9 16 14 138 .9 14315 39th Place and 43d 8 16 14 58 8 11 4 11 3 125 .8 14440 Archer and 45th 7 11 87 17 14 21 50 18 218 1.5 14658 46th and 47th 6 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 3.15 7 22 20 23 47 22 141 .9 14857 49th and 51st 5 7 22 3 32 .2 14831 52d and 55th 4 12 21 4 37 .3 14868 57th and 59th 3 3 20 2 25 .2 14893 60th and 63d 2 5 32 37 .3 14930 64th and 67th 1 2 2 14932 PER CENT OF TOTAL 3.8 3.8 12.2 5.1 4.0 5.9 1.5 .9 2.3 2.7 .9 2.4 1.6 3.0 2.0 3.7 .9 .9 1.0 2.5 1.1 100 TOTAL OBSERVED 568 564 1813 763 597 877 221 140 349 403 128 360 238 452 293 548 137 127 152 365 164 14932 CM JO g CUMULATIVE TOTAL S UT3 CO CO oo CO oo JO <75 oo r" o» us IS o CO o CO g in 8 <75 CO an s CO m TT CM TT s CM CO fo cn s r— g JO Tf CM 5? LO TT i oo CO s? fg 5 A-55•wxox aAixvmiAino s Eg S S S2 8 IVlOl dO XN3G U3d aaAU3SSO ivxox Si 8 8 oiupoujoijx pub laqasBft £ pooAtsndACH put? jojsoj g CUOniM PH« 99U9iALVJ f2 sSuippio pinj osojjuojv1 8 i?loat»suo j puts qjB«{ Shjah ^uoiuqojtj^i pu« aosfppy S3 Bipajoo put? ^uouijoa 8 8 i£jui;a put? ^jodq^nog g Eg *d **S # *J« *3 pnu pppjoqs mi pa® P»»SI«H nap[39 put; u[03uja •|£) »a«Ti puB J0^oo3 S3 iqsnoasfAi pnB qpo\ S3 [j«^ pub noisjAia mis pin? oSf?ano jopiadns pm? puBi*) S 8 ES 8 upsny pub siouiHi 'siPM ail«S«rI put? qd[opuBH *.103 3II«SerI pu« no^Snjqs«Ai '**<>3 3HBS«T pnB UOSfpBM *J03 d[[BSBq[ paB aojuoK *-*<>3 aomojtt P«« qiB[3 -103 uioqjB3(i puB oojuok ***o^ aioqjBaQ puB uosipBji *103 ujoqjBdQ pn« **|sbai *jo^ qdp>pm?a Pub njoqjBaa *>*o^ S qdfopnBH puB qjBft) moq 2 O h a. E o m Id a 2 O h o UJ (/) NO SNOIXOBS A-56-ivaox 3Aixv-ini/\ino CO CO CM 5 CM PO CM to PO r- 18 PO 00 CO MT 8 8 $ 3 5892 05 CM S 6405J i r^- R M09J CO 8 76121 CO 8 r- 7«9| 7630 7630 1 7630 7630 i 8 “IVXOX JO 1N3C d3d p>- CM PO OO CM I"- PO ri 05 05 e» to e CO 05 to tr MT PO CM CM to 05 PO V 8 CO CM <=> 0 Q3AJd3SaO IVlOl 00 0 CM PO CM s PO §§ 1000 PO 3 8 CM OO PO $ "C* "3“ r- PO PO CO P- CO 05 PO CO 05 CM CM 3 00 to S8 TT PO TABULATION OF TRAFFIC COUNT —LINCOLN-CLARK-WELLS, SOUTHBOUND riONS OFF uojSujqsttAi *jo3 05 T” CM PO 'r“ PO T“ *“ *“ PO 8 7630 nos|p«K pu« aH®S«rI CO MT PO PO CM CM TT PO 3- Tf 8 7610 oojuok putt o[it!s’i;rI MOQ MT r— 5= zz MT CO to r— to to to CO 05 to CM PO PO CO 05 7580 oojuoft: putt qjttK) *jo^ CO CM MT ZZ MT Si 05 05 r- CO O to PO PO 8 PO 8 CO 7484 oojiiort putt nioqicaci *103 10 CO - 8 8 |M to f— 3 r- 8 MT CM CO PO CM 8 8 CO PO 3 PO PO to to 3 S R ujoqittda putt uosipttj^ *103 TT 00 CO 3 8 CO to CM 3 8 8 OO TT 3 PO 8 3 CO to 0 CM CM 10 CO 8 % 00 CO luoqiuoa putt *qSBA! *4io^ PO CM to Si PO CM 8 CO 8 r- 8 CM 8 r>- 8 zz 00 r» LO P-. PO a 6365 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 3.64 ujoqjttoa pne qdiopnen **03 CM PO CO 05 8 PO 00 CO to 8 MT CM 05 0 CM to to CM 05 31 TT CM p^ PO 8 CM 3 S qd{opaCH pu« qieu -103 - 05 MT CM OO CO CM l>- CO 05 OO 05 8 CM PO CM Is* 8 OO 8 5810 j qdiopncg pn« *Jo-) O CO 5= LO CM s |M 3 8 PO CM CM 8 OO 8 05 PO 3 3 CM PO rr CO 05 3 5603 j ai^sny pu« ‘sioujiu - mt CO CM O CM 05 CM CO 05 r^- 05 r- 1— CM 8 05 CM 05 PO - CM PO CM 5113 pncio pnc io|jodng CM to IO OO CM PO MT 8 53 CO CM 8 05 CM CO CM CM OO to CO TT TT PO r- to to 3 "O* 4871 oSttojq^ putt ui[a po PO MT CM CM 8 8 8 r- to CM PO MT 05 CM MT CM to S r-o LO 00 00 PO i uojsjvia pm? "•r to e» 3 8 to CO CM 8 PO CM 5r CO PO M" MT OO 8 8 CO CO to 8 4060 q|io\ putt ufsuoaspti to PO CM CO CM CO CM CM 00 PO zz 05 CM 05 PO 8 r— 0 PO 05 8 to £ la^uaa putt *^a autta CO PO CO "3* 05 to PO 05 CM CO MT CM ■ S 8 0 to to r— c 1 jiiouqag putt ttnaujoa CM PO PO r- 00 0 8 g 05 O 8 pm Vn © 05 CO 3 to 1266 uosfppy putt puomqajtta to 05 r«- PO 05 MT 5 MT t* VI u 0 8 00 to R qittj SufAjj pun tt|oattsuaj PO CM CO CM Jo 05 O MT 8 OB 6JD «a e8 VI g cS S A > -w .... ©522 2 5252 N OS H rt 5 'O* 3 i esoJiuoftT putt sSuippio MT CM to 8 s e» CM r- CM £ CM aauajAVtta putt ttuouiM to CM 00 CM s CO PO CM B ia^soa putt pooMsuaAtta CO CM CO MT CM CM CO joqastta putt aittpauioqx 8 mt n C 'O- DESCRIPTION OF SECTION r- CM CO CM to CM CM PO CM CM CM CM e» CM 05 OO r— CO to TT PO CM - e» - CM PO M" LO CO r-~ OO 05 I PER CENT OF TOTAL | TOTAL OBSERVED ; 1 CUMULATIVE TOTAL | Thornedale and Rascher Ravenswood and Foster Winona and Lawrence Giddings and Montrose Pensacola and Irving Park Larchmont and Addison Cornelia and Belmont Barry and Southport C. M. & St. P. and Sheffield Lill and Halsted | Belden and Lincoln Lane Ct. and Center Wisconsin and North Carl and Division 1 Elm and Chicago 1 Superior and Grand Illinois, Wells and Austin Cor. LaSalle and Randolph Cor. Clark and Randolph Cor. Rand, and Dearborn Cor. Wash, and Dearborn Cor. Madison and Dearborn Cor. Dearborn and Monroe Cor. Clark and Monroe Cor. LaSalle and Monroe Cor. LaSalle and Madison Cor. LaSalle and Wash. j NO SIN OIXD3S A-57“IV-LO.L HAIJLViniAinO g s ts § 8 IVlOl do XN30 M3d Q3Ad3S80 IVJLOl ro 8 S 8 cm ro nioqjBaa # uo^SuiqsBM *103 i$ uo^SujqsuA! pub a^s *.103 uosipt?^ puB a^S M03 iiosipiq^T puB uioqj«aa *103 3 uosjpBjtf puB qjBi3 103 8 nos{p«nr puB an«S«'l *.103 8 q^S pnB uiiqiiBij ^aqj«j\[ pnB |BiiB3 no^ujo puB uoinn po>sjt!|j put? uaaio 8 S tijjooj pin? uouit?Sm?s in?SJOjvi puB doojqx sfuiooi puB uapSo puBjqsv puB aa^saqaiiui ^aqo^[ put? ifapjtto iuo>s,HV puB MBiia^qsB^ bjujojiib^ puB ^ojx 8 Id 0 S<0 if S? 0) v id < Q id id X Q ^ h !d id I DC h < co 0 !■ < Cv DC >• “ m < > Ld Ql ?5 Pi h U) DC - 111 CO > «- Z It 8° 0 h ai/paq puB sino^ *^g qjBa i«J^aao puB uosijjbh opbjoio3 & pjojAiej^ *103 biujojh«3 puis Xu«qiv ajzpaq puB sinoi *^g IS •qd I«i»ua3 puB piagSupids piojA\BJ3 pnB ajBpnH 3 jau^soH pu« qaji^BdfiH ojaa|3 puB uo^SufuiBaq aiuiBiB^i puB sityoq (Bj^ua3 pnB upsny Z o h CL Z o iL f- ££ O O O (n til Q UI (0 HONvaa oavaoioo NO SNOIXG3S A-58•wxox aAiJLViniAino IVlOl do 1N30 U3d Q3AU3SSO “1VXOX uj^sny putj i«jqua3 dnij pn« aiunjmq »J|«l39rI put? 0.19313 qaij^BCIfi}! pui? lan^soH 9i«pilH pn« pjojai«j3 piagSaiidg pu« spied 1^003 sinoT -$g pue aizpan ^nsqiv pne «iniojije3 ope.10103 ^ piojAie.13 M03 nosuj«H pne <3W[ i«j^u93 smoi *^g pue ajzpa;q ^ojjl pn« «mjojin?3 Mena^qseAV P«« uja^saAi jCapieO P«« j£aqon ja^saqaoiAi pue pnejqsv napSQ pne s}uioot[ «PV pue iiuSjok uoureSnes pue epioad naaio pm: pa;s[t?n uofiifi pne uo^ufi3 I«u«3 pne ^aspiep^ nippuejd pue q^g «osip«m pne aneseq *jo3 uosiptiK pue spiei3 *>103 uosipej^ pue uJLoqjeaft *J03 ojejs pue uosipejt[ *103 uo^SmqseAi pue 8^?S **103 uo^SuiqseM V uioqjeaa *103 coo HONVUfl 0QVH0100 NO SNOIXG3S A-59ivxo± 3AiJLvmiAino g 00 CM 1— 1665 2153 to to CM 3066 00 CM CO ro 4067 4298 5108 5593 10 g to 6269 7231 7904 8399 00 9228 to LO CD 9861 10001 10311 10575 10738 11112 11164 11193 09 i 1VXOX do 1N30 U3d 0 ro CO to tp 00 V TP CO ro CO rr 00 CO CM CM to ro rr ro CM ro CO 00 C9 CO Tf V CO ro CO ro 09 CM 00 CM ro 00 eM CO CM *5T ro LO ro CD CD Q3AH3SSO IVlOi So ro r— £ g §§ TP 00 £ to to CM CO P- 09 g ro CM 0 00 to 00 rr CM •o- £ 09 ro CO to £ 5 00 CM ro £ CD g 0 •«r 0 g *sr C0 CM ro CO £ £ 09 CM TABULATION OF TRAFFIC COUNT MILWAUKEE AVE. D. T. LINE NORTHBOUND Ll U. 0 m z pun rarajjo 00 CM r— 09 r— CM r-- TT 09 ro r- to CD ro to to CM CO CM to •O' 00 eM 09 CM CM g CM to 09 ro g 09 CM r“ CO CO £ TT 09 o>iiajui;q puB opjs^uiins & - to CM CM OO 00 - CM to CM rr ro to g 09 CM CO CM zz CM CM 09 09 OO £ 09 ro ro ro to ro r— CM OO ro to CO CD US 10453 | a^BSy pnB ioujbaa CO CM CM C9 CM Sr r— CM - CM OO CM 09 *“ g 0 TT 09 CO CM OO CM CO CM CO - l*» CO £ g 00 c> CO to TP Is— LO 9867 [ aui^ia »n»a pub jpi^ucinH to CM CM CM ro ro 0§ Sr ro CM Tp CM TP r— OO g CM CM CO CM g g g CO ro CO g 09 £ £ § 00 co r*-. 00 g 09 ro §3 CD uojnoq puB nosippy TP CM tj- Is- ■o* CM to 00 09 ro O S *«9* CO - to CM r^- CM 09 CM CO ro g CO CO g CO ro 00 £ to 09 LO 09 £ 8322 I dd|ix Pub piojaabiq ro CM CM Tp r- ro - cs 1— OO CM to tp CD CM ro to - 5 O ro CD ro ro CM g 09 CM CO CM CM r— CM 09 CO V CM LO £ CO r- looqa$ pub ^uouqag CM CM - - CM to 09 CM r>- CM TP *“ CO to CM CO 09 O *5T ro r^. ro «cr CM CM CM 1— CM OO r— g CM g 7151 1 ujl«n?H puB unsqsoio CM g 00 CM s g ro CM CM ro § 09 to s CO ro CO CM CM 'C* ro 00 S to ■*r CO to C9 U" CM 00 pi to CO OO 6739 1 nagy put? ojzpoq 0 CM CM ro ro 00 zz - ro Tp tt to So CM g i"- LO r~ to to 00 to CO r^. to ro n* CO g 5874 1 itoix pub uo^iaiinj 09 CO CM ro ro 00 LO CM C9 CM CM 00 ro 1— zz CO CO ro CM CO CM 00 £ 00 to s 00 CM to LO CO g r— 5163 1 •J8X niAu«a puB BiuiojqBa 00 TP CO CO to CD CM CM CO CM CO CM to r— 09 ro g 09 OO ro £ s g CO TT 09 CM to CM TP TP TP THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 3.27 IpiAvuiojj pin; aSB^jiiuy p- CM 71 CO CM CO CM r- p- r>- I-. CO ro 00 OO to CO LO g LO ro Is— OO ro ro § iiJ0|S0 H puB ^lABaq CO CO 10 CM CO ro to e CM CM to G> T—* to CO ro ro ro to CM 09 £ CM r~ TT ro CM to CO CM US ro ouXoh pin; picjjo 10 r- to ro 0 c- g £ ro to CO CO CM g CM CO g to CM to 09 CO to r— p— 3003 1 uoojSjo va puB puBiqsy tp s 09 g ro £ 00 ro s TP CM CM 09 09 to g to ro CO CM CM to 00 £ 2228 1 nofsiAfa puB jaABao ro TP CM g to CM P- CM to ro 5 CO CO to CO to *3- CM CM 09 TP g ro 1650 I aiqoM pub «o^sia CM 09 r— 09 V CM CO r— ro ro ro TP to 09 ro LO CM £ CM 1270 | 0 r aaqnBAiniC puB oS«»jq3 *103 - 09 CO g CO CM to to to CO 1— CO rr to O » r-. g 0 09 09 r" 0 Ui 0 lAjuaiUeO puB pajsp;H CO 09 CO £ £ CO CM CO ro g ro CM 09 CM CM CM P- CM g ro £ uojnfi puB 09 r^- 0 - JI to TP CM to ro OO r— 00 CM to de 1 mile and less. ‘ from 1 to 2 miles. 1 qdiopuea PUB saujBidsaa 00 ro to CO M3* CO CM CM Cl CM i 'oeoooooo !rtN^tu}oi.QO« as 1 ~ OO 0 09 to US CM nosjagap pin; q^g r—• 09 CO 00 CM Tp CM O ro ZZ O 09 to CO uojSuiqsBAl puB CO ro *"* O *cr CM CM [5 5S 5 S 3 5 S S g 1 CM CM CM CO TP uojSiijiisbaV pin; qjBiQ *joo 10 CM CM CM X * f s bl) S t» «5 a s » > id . * !S !S ^ s: ’T CO TT CM uo^SujqsKAV Y aioqitsaa -jo^ tr TP 'r" CM -7 1— OO o;i;AS pne no^njqsc^ *jo^ ro ro CM to zz qdfopn«H puB a^B^s *-iok> CM 10 to CO uioqiBdQ pub qiliopuuq 9438 S £ |X- xr 03 as r*~ xr as TVAOA dO -LN3G U3d r- IO r-. to as o 10.0 o oo OO 12.2 ro OO 10.8 e> CD as LO CM to as CD LO ro eg to § Q3AB3SBO nvxox LO ro g US CO CO CO CD OO g§ LO § 1— 1148 oo rx- 1013 CD LO § 3 OO oo i LO 03 CM CD OO to CM TABULATION OF TRAFFIC COUNT—NORTH AVE. LINE EASTBOUND SECTIONS OFF qiBKJ POB 0HBS XfJ - b S3 to LO s oo oo X? CM CM CM ro CM as xr ro oo to s CM s CM 5 8 CM to 1627 9471 mio& pu« siiou CM CD CM oo ix. 5= CM LO ro ro CM s S3 LO oo xr oo CM CD CD CM to to to xr OO xr 7844 qiB J IUJOV piIB pUBpAaR) ro as CM to OO xr e3 ro xr xr s g - oo ro oo CD ro OO ro CD xr o us CD CD CO 7436 5(AVBqoj4[ puB piBqDio "or XT oo o to ZZ ro eg oo xr LO LO s oo xr fx- CD CM CD xr 5 LO xr LO xr S i CD Sniping puB pa^siBji io OO to ro XT ro 8 ro XT xr oo g <=> xr to as as 9 9 P- IO 14 w >. JH £ 03 fxl s 6326 puB qjiuis CD xr CM LO CM as xr LO CM 03 oo CD CD OO CM CM 03 < h z a o 2 < u o <5 ^ 2 © K hi m a > eg eg to xr CD CD xr 5585 PPHJjaqS Pub Xiueipjtt r*- as as us LO xr |x» xr ro CD LO LO CD CM CM US £ h ro >■ a oo CM 03 LO CM 5185 no^sia pub -Ai ’N V ’0 oo - eg us OO xr CM CM CD CM LO CM i jo < z 2 ^ u > -i 0. LO CM CD to CM 4962 MOH pnB uosqaui as tr o ix. CM OO CM CD as xr xr o X 4) H X *“ >J 2 i- a z © O hi 14 u. > X Q Z Li- H -1 3 E |x- OO US 4690 puBiqsy puB oSbjiuijoh as CO XT £ CO CM ro CD CD CD r£ r- CM LO 4) 14 OS 3 in fH o> H as us 1— LO LO 4532 | poo vi puB an^oH - CO r- LO 03 CM OO CO US ro as CO CM CD s oo LO 0 1 14 u. o 11.9 rx- 3975 ^^lABai pnB poo wopitijiT CM co xr rx. I as r» ro OO xr CM 5? X E Q H < H r~ oo to oo 2858 ipttjpoq puB pnouiqafa to oo oo oo CO OO ro g oo xr oo CD oo s 2045 ce * 4> ce a -« v «. os *2 * * >• » « s pg N M x)l«J «D S3 © © © © O ^ -M ■+* ■+* +S -M d CO x* us 2 g ce g 1 i i 3 i a w £ g © «© ■b 2 2 S g 08 W> K S3 * „ „ v. v. o ® * - » " » W) “ 2 A > 4) ^5 A 3 2 2 s 2 O 3 5 i ^ a oo as as xti ^ «d ^ M is tl M rt ppioquinjl pnB SujpinBds 'T CM to |x- OO CM s CM 1407 U1HUOH puB y •«[ US 8 oo *r CM U3 ro - OO CM s CM 1144 uipnBH pnB aiBAp»5[ CO as § Xf ro fx- CM CD LO CM oo oo jopioq pnB iBuqox rx. to CO xr - |x- CD o £ uojnoq pnB 010013 CO oo - OO S3 LO N. AYE. EXTENSION oi0;qc> P^b no?SnimB0'i CO ro CO xr to Co LO xr LO CD LO LO LO 0IuiBiBq[ pnB Bnna to ro CM US LO IBi^u03 pnB ujisny CM to DESCRIPTION OF SECTION CM ro ro o ro oo ix- CO LO xr ro CM o as OO r- CD LO xr ro CM J < h 0 h lL 0 h 2 id 0 £ Id H I TOTAL OBSERVED | j CUMULATIVE TOTAL Austin and Central Luna and Laramie Leamington and Cicero Cicero and Kenton 1 Kolmar and Keeler Kedvale and Hamlin i C. M. & St. P. and Homan Spaulding and Humboldt Richmond and Rockwell Maplewood and Leavitt Hoyne and Wood Hermitage and Ashland Dickson and Holt C. & N. W. and Elston McHenry and Sheffield | Smith and Clybourn Halsted and Burling Orchard and Mohawk Cleveland and North Park Cor. Wells and North La Salle and Clark | NQISN31X3 *3AV 'N NO S MOIXD3S A-62ivxox aAixvnnwsino 00 1^. 2144 2514 to CD CM 3540 3874 3996 4279 4353 4838 | 5846 6623 7385 7737 8041 8323 i 8 CO TO 8 SS 8 os sg £ os 8 OO "lVAOX JO 1N3Q B3d 19.2 r^> Tp TP to TP CD CO PO TP PO 00 TP Id 11.2 r— 00 to OO CD PO TP PO PO PO OS to CD CD Q3Ad3SaO IVXOX | 1718 CO CM tp CO P-. PO 5 to s TP 8 CM CM S3 CM S 8 TP 1008 r^. r-~ CM CO Is— S PO TP CD PO s CM CD PO to 8 os OS CO TO TABULATION OF TRAFFIC COUNT—NORTH AVE. LINE WESTBOUND 1 SECTIONS OFF 1 N. AVE. EXTENSION nj^sny pub IBJJ1103 eM PO OS OS CM CM CM § ss BUU1 PUB ajUIBJIB'l ro s CM PO CM PO to TO CM CO R 00 UO^SuiUIBd'l PUB O100|3 to PO to TP P«. TO US 8503 oiaafo put? uojuoq 00 s: - TP PO TP P- 3 CO 8 £ PO CD £ TP OS to PO S PO TO CD CM TO iBuqox puB 101003 r— to 00 CM CM CM s 00 CM CD CM PO LO CM TP r". r- CO CD § r^. r>- PO CD CD bi Jl ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OS • US 7553 0IBAP03 puB uiiui«h CO PO CD CO CM CM TP CM 8 CM PO CD r— TP NS CO PO PO CO to TP TP CM TP TP tt < H n M PO 1029 8 8 *J #*S V ’HI *3 Pub II«WH us CO r~- PO CO TP PO CM OS PO 5= CM Tp to CD 00 PO s 00 TT OS X h PO ' > os rX 8 CO 580S Sinppu?ds puc ?pfoquinff TP to TP CM CM PO PO CM CM 8 to CO TP g OO Tp OO to PO ' Z z >• ■ J a. TO TO OO CO r- 5146 puoiuqani puB noujpoH PO r— co NS CO PO PO OO 8 CD CM CM CM OO OO PO CM CD CD CO TP 0 X «/) h - _l 3 s 11.0 TO OS CD 4358 pOOAV0[dBI\r PUB ^{AB0r| CM CM to PO PO CM CM CO CM CO ns OO CO CM OO 8 CM CD TP 0) Ul X 3 in T-i o> H CD P- OO CO 3360 1 ou £oii PUB poow - C9 ©m CO TP n- PO ro CD CD OO CO NO s r~- CO CD CM O Uu W u. 0 os TO TO OO 2673 0St?;iiui0H puB puBfqsY O 00 00 CD PO TO PO 10 PO 8 ns CD CM s PO to CM - x b TP CO TP 1872 uosqaia pub moh CD to CM CO CD CM CM PO CM CO r>- TP TP CM CM 1456 1 OB s§ 3 - 3' 3 M a ig N »5 T O P © O © O O £ -W •*> 8 rt W W uj C0 « a a a g - 3 s » g * «M US 4) ft! 6# ” a .. flJ 3! cs ce u « g ft 5 «S M «S N «5 « ^ H T W H *Ai *N -V *3 Phb uo^sia CO to to TO PO CM CO CM US r~- CM CM CM CM CO CD § *q3RU put? ppqjaqs r^. CD PO CD <0 CO TO TO TO TO PO qquis1 pub ujnoqiCo CO LO to CM CM 1— PO to CM PO 1050 pa?si*H puB Siiqjna 10 z CO r— 8 TP to CO - TP r— CO PO 00 os piBqaiQ PUB qAABqojfl TP s TP to PO Tp OO CM 1 US US puBidAao puB qiB j q)io& PO CD CD to Tp TP OS CM TO US CM PO q^iOM puB sipai -loo CM rr PO CM Tp CO PO PO TP ailBS bt puB qjBi3 - p~ fT- DESCRIPTION OF SECTION - CM PO TP to CO P- OO os CD 5= CM PO TP to CO 00 CD PO IO CM PO 1 PER CENT OF TOTAL | TOTAL OBSERVED I CUMULATIVE TOTAL | Clark and La Salle Cor. Wells and North North Park and Cleveland Mohawk and Orchard Burling and Halsted Clybourn and Smith Sheffield and Wright Elston and C. & N. W. Holt and Dickson Ashland and Hermitage Wood and Hoyne j Leavitt and Maplewood Rockwell and Richmond Humboldt and Spaulding Kimball and C. M. & St. P. Hamlin and Kedvale Keeler and Kolmar Kenton and Cicero | Cicero and Leamington I Laramie and Luna Central and Austin | N0ISN31X3 *3AV *N NO S NOIXD3 s A-63-ivxox 3Ai±viniAino 00 r** r>- 09 09 1075 1289 1723 2261 3053 3391 3616 3896 4454 4601 4742 4892 1 5050 | 69 IS | S g 5302 5364 5527 5602 5803 5878 0969 5968 S LA 5973 5973 5973 5973 5973 5973 “IVXOX 30 1N3D H3d CM ro IO ro ro CO ro ro GO 09 13.3 r>- IA CO ro 0 ro 09 LA CM '0- CM LA CM CO e 04 09 09 0 0 r'- 04 ro ro ro 0T *T 0 0 Q3AU3SSO “IVXOX 6 0 CM CO 1-. ■o 3 8 CO 8 CM 3 CO 8 LA 3 § CM OO 8 r— 5 s CO ro CM CM LA LA CM CM g £ LA e CM LA 0- CM OO CO LA TABULATION OF TRAFFIC COUNT—OGDEN AVE. LINE EASTBOUND SECTIONS OFF •poca # ujoqiBaa *103 e> 04 04 CM ro 09 - cm r^. 09 ro CM CO LA r- LA r- ro 00 CM O 0* ro CM CM 00 ro CO g 5973 1 a^s 5? qdiopuBy *joq CM ro 0* ro rr 04 09 LA CO CM ro CO ro *™ ro ro CM CM r*. ro CM LA CD 04 CM CM ro ro 09 5747 1 aqB^ puB ojbjs *103 ro CM 04 ro CM 0* 04 CO CM CM 0" ro 0- *“ ro OO *- 1.8 | 1.0 106 | 61 | 5489 1 5550 | dqBq cy uioqiBaa *jo3 0" 1— CM CM CM -0- LA CM mt 00 ro CM ■0" 04 0* 0* LA CO OO CM aqBx pub qiBD *103 la 09 **” *” ro <«• r- CO OO ro 09 09 us CO CM 00 ro - CO CM CM 5= zz *- ro ro 09 ro 00 ro LA aqBx puB an«scfl *103 CO 00 1— LO 09 ro 0- LA CM LA •0- 'O* ro ro CO LA CO 04 CM 0 CO LA CM g- 5186 qXS 2y uo^nio ‘*puBH r«- 09 OO la ro O CM 0- ro r» LO r^ e CO 5r LA r^« LA "0“ CM 09 ! CM zz r- 04 09 8 CM CO CO 00 CM LA 5041 1 nosjajgfdf puB uojufi 00 £Z ro 04 09 09 09 0 09 1^- 04 ro CM O ZZ ro us g CM CM ro 09 ro 8 4529 pd}si«H pub uaaio 09 09 ro CM 0 CM ro S3 ro 3 TT O CM 8 CM CO ro 'ZZ 5= 0- 09 ro g OO 0 CO CO LA ro 4297 1 Tqiooj puB uouibSubs O OO ro ro 3 09 ro rr CO O 0 ro r^. - LA LA CM LA LA CM g 3799 3939 | in?Sioi\: puB «py ZZ 04 *“ i"- r*» 09 CO - O 04 CO *0* <=> CM CM O 04 s CM 0 ro ro 0 CM THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 3.39 uoppqs Pub qdlopuBH 04 ro ro LO 09 LA ro LA eo CM ro O- CM 'C- O- 00 ro CO r*- 3596 uo^«iqsT!A\ jp uwj«m ro 0* OO ro CM CM 09 00 ro CM CM CM e 09 LA 3520 uosipiiK puB suiBpy v 0- ro CO IO 00 OO ro O 09 rr ro ro ro 8 CO 0 8 CO ro 09 ro CM OO CM C9 CM CM 0* 3 CO 3461 BiiqnBX puB MaqxBjtf 1a LA ro us CO 10 09 ro CO ;z CM rr CO 09 1— r- 0 ro CM CO 2777 UOSJjaBjp pUB llOJIlfl uba CO - ro CO 8 £ 40 1— 0 OO CM 1348 | H0Aiq»oa Pub ppyiiBx ro CM c=> T- ro 04 CO CM r^- CM CO CO OO 09 1067 biuiojh«3 pnB ^UBqiv ■o 04 00 ro 04 LA 0^ 0- 0 ro CO CM cr» a g 2 5 - - 3 2 1H (M k 09 « N a & IA CM OO 0- g 09 ioix P«b unquimx IO 04 CM LA S3 ro LO 04 § 0 09 8 *s VI u ® r~ 0 OO r^- CM g SjnOl PUB SI8AV CO 04 04 ■0- 0- CO ro 10 ro ro vi 3 i 5 Cm . „ HCNH<»COOe oe or Ml 1H CO 09 8 LA uapSo PnB pgg *103 S3 1— ro CM 0 09 0* LA CO 0- 0" PJOJMBJ3 puB aoijbh OO 04 CM s IO 0- r- LA 8 CM 3 OfBvpoq pnB qxauuax 09 04 la CO CM 0 3 00 *IIH V OJ88I3 ‘napSo 0 ro p- ro CO 8 S ojaai3 ip qxsg ‘aiuiBjBq ro r*. 04 LA CM r^- CM DESCRIPTION OF SECTION 55 s s §3 eM CO CM LA CM 3 S3 CM CM «M s 09 OO CO LA 0* ro CM ZZ 52 09 CO r*» CO US ro CM - | PER CENT OF TOTAL | TOTAL OBSERVED | \ CUMULATIVE TOTAL | Laramie, 25th & Cicero Ogden, Cicero & Kil. Kenneth and Kedvale Karlov and Crawford a « •O M O -d a C8 ?> O Avers and St. Louis | Trumbull and Troy Albany & California Fairfield and Rockwell Subway and Western ! Cor. 12th and Oakley Taylor and Hoyne Polk and Robey Cor. Har. and Ogden Lincoln St. & Honore Van Buren & Jackson Mathew and Paulina Adams and Madison a 0 a 2 05 ei * % a « s is Randolph & Sheldon Ada and Morgan Sangamon & Peoria Green and Halsted Union and Jefferson | Rand., Clinton & 5th Cor. LaSalle and Lake Cor. Clark and Lake | Cor. Dearborn & Lake Cor. State and Lake | Cor. Randolph & Statej Cor. Dearborn & Rand.| N 0 SNO 103S A-64-iv-lo-l 3Ai±vinuvno CO 00 S3 § s CO g r^- CD OO 1043 10 5 i go S CM CO MT S3 ro 3 CM S so CM S3 2i 00 CM CO CM !o S3 09 3 1 ro s p9 05 S3 to § i s !$ to i 5s 09 TT r** to Mt* Si to to s to CO I S to s; ts i 1VJ.OJL dO 1N3G JJ3d V ro CO 10 0 CM ro CM ro r*» CM ro IM |M- CO CM 09 CM - 0 CM 09 ro CM to to 09 ro MT CM CM CO CM CO 10 oc M* > CO ro CO to CM ro 09 CM CO MT o- tr to § QHAyasao -ivjlo± CO 00 T-* § 09 O CO CM B CO o- CM O § CO CO ro CO O to CO 5 s CO CM CM to CO ro CM CO IO XT CO 0 ro s CM 00 S3 § g to to CM ro CM 00 CM S> ts dpaBiBi J? 019313 ‘q^*g ro CM tr T" CM CM 00 ro CO ro CM to MT CM CO CO S3 r^- CO OO CO ro r— to r^- 09 ro S3 s i CM CM OO CM 00 i I uapSo ¥ 019313 ‘*HH £ CO CM Mr ro CM 09 CM CD CM CD CM - to CO CM S3 S3 MT CM 1 CO i Q n9p3o pnB pgg *103 S3 IO 1— CM eM ro CO 00 09 Mr r* CO CM 09 CM MT 0 zz OO K> to ro ro *cr CO TT S3 CM 00 to 0 NS S3 CM Mf Z D S19AY PUB Sino'l -|g co CM S3 10 CM CM 10 LO 00 09 CM l*« S3 OO CM MT S? CM CM CM o* s T CM CO O- to to CO X3“ MT <=5 CM to . V- IO 0 m H (A Hi 5 Ui Iinqianij, pnB £oix IO CM r— rn CO CO mt ro ro LO CM 09 - OO to OO MT CM CM IO CO s CM CM X £ 0 to CO ro CO CM CM IO CO CM tr § s? iincqiv pnB BjniojqB'j s rr CM IO r^> CM 09 V eM CM CM CM CM MT CM CM ro S3 - eM CO ro S3 -cr § 10 £ CM PI901IBJ y H9AAqdOH ro CM CM ro "C ta mt 0 r- mt CM CM to 09 CO CO CM CO O CO CO CM 3 tr s CM f ^BAiqng puB ni9^S9ii CM CM mt r- 10 ro CO e> ro r- r— r- r^- 1— 09 CM r- e> r- CO 0 ro CO £ S3 55 s CO K S3 ts to Z q*2l pnB X9pi«0 *-*<>3 CM 8 *"■ CM CM 1—. M fjy LO ro S3 S3 O O© UJ J ffl < h (A h >■ < ro e § l • ioiIbx pnB 9*l£oh O CM r"- ro CO 00 LO CO ro ro MT ro ro ro S3 ro r«. 00 r- r*. CM S; 0( u.: 0 t ^ 5 S® ro B g Ui > qioj pnB ^aqoH os CO IO cm U3 MT 09 CO CO ro O’ to to eM MT c 10 0 co £ h E 2” to CM 00 ro 09 S3 < T» uopSO V nospuBH *103 00 CM 10 CM O* ro 0 .3^ ^r ygmm CO 09 CM So OO CM z 2 «= <>■ J 0 j < Ll UJ Q. ro CM CO CM S £ LlI Ll U[ODUn[ PUB 910U0H !*- ro *“ *- 09 CM 10 ro *“■ ro ro CM 10 S 0 T H X r O >“ L. 1“ r uj 0 2 >- > h S -l UJ 0 tg to 0 □ (5 li. 0 iioinq hba. pnB nosqaBj* CO CO 10 CM TT Ui CM ro CM CO CM 09 to CO MT ro X (0 (A UI £ D (9 Ll UJ to CM g s OS 0 1 (0 z 0 woij^iiVI pnB BunnBj 10 MJ- LO CM MT 0 OO cr> to mt ro M* 0 0 uj o) UJ uj 5 ^ IQ gu. -I 8° 111 Z OO 00 09 i i h mm suiBpv pnB nosipBi4[ MT Mt* *«■ US Ui LO CM CM ro 00 to CD CM CO MT ro CM s g z "I h naiiBM V no^SnjqsBAi ro - - ro M- ro CO CM MT CM - z h £ 0 h to S3 os £ mJ o 0 o 111 tf> uopg(> pnB noppqs CM to ro ro CM CM ro r- *- 00 CM ro 09 09 s o Bpv pnB nBSioftt ZZ CO r'— €0 W IO CO ro OX CM IO S3 to iZ u. aoniBSnBg pnB Biio9j 9 MT o* OO o» CO 09 00 IO * *3 * « S ^ C* Ml Ut » IX QO tr te i < oc U9913 pnB P9^S[BH 09 tr CM o- zz 0- TT MT mt CM d 9 9 © ^ « = S a 0 5 tH A © ■d « s 4a 4« s © 1 US © ^ 4a 4- «0 h * an © CM g R h noina pnB nosiajjaj* OO r» OS CO 09 CM CM (Si 1 N CO 8§ OS OS u. 0 •nH3 & *puBH ‘*9Ay q*£ r» es S3 CM zz CM CM CD CM 0 *2 2 d 09 8 00 s> ro z 9q«rI pnB 9IlBgBT[ *103 CO CM ro d .. © - ox ox e9 3 © be 09 g CO CO 0 h < 9qBi pnB qiB[3 *103 LO CM ft A 2 4a s» <5 CO 0 nioqiB9a V *ioa MT CM M U ^ s S N O M j) H (# CM tc* _i •pnBq # aioqiB9a *103 ro CM CM CM D V qdlopaBq *103 CM m < 9qB'l puB d^B?$ *103 - h - CM ro O* 10 CO 00 09 <=> CM ro MT to CO OO cr> s S3 CM CM S3 S3 S3 CO eM S3 CM CM CD ro » J 2 E z DC O 5 O bl 12 W a d 09 P ’d d 09 3 S3 4a 'J2 £ 0 P 4 4! m •d d <9 •d § es O P 9 8 % d g a 8 © d g 1 Q a © 1 >3 *d § 3 J8 5 g d 3 •*) a fl8 Q0 >2 g d s 1 •d 1 4 5 u» d 9 •s p •d d (9 d 0 £ s d © 2 P >d d (9 •d © 8 d 0 § d *9 rJl •d d <9 «9 1 {9 3 •d d (9 d e9 s 8 d © *d © •d d C9 d 9 S "S A Xtl d 1 § C9 A OX C9 * OX I 3 •d d c9 d 9 4S T3 <9 8 s s 1 ** C9 d s fe d 2 d 8 d <9 ► d 9 1 4 4* m d 9 © d P © g d X d © »d © d 9 fl «9 8 h 9 P A 9 8 *d d C9 >» © 9 8 g C8 H d C9 © d >> 9 8 a ■d d C9 & 3 <9 © g .9 (9 * 12 d rJl ■d d C9 d u cn © •d ’S i <3 1 1 BS d 09 pO *3 09 j 5 9 | e H d 09 ft 1 l ■5 •d § d 9 p 4a d © •d be © d T5 N 8M g P 9 g 8 •d d 09 •d ! 1 A 1 § 8 •d a 09 p© 9 •d © 8 d © •A m 0 % 1 P i © a 09 g P I P A 4a cl < h 0 h lL 0 h Z UJ 0 £ UJ 0 UJ > £ UJ (A CQ 0 < h 0 J h 0 h UJ > h < -J D S 3 NO SN 0IJL03S Q. h 0ivxox sAmnnwno i %*.*A **fa * -* *» ♦ $ ,ro ’CO Ja ?r^ ;co |S 5s ;cm CO :S3 CO 'IA CM So ;cm >s ;ro ;5 *09 to ;5* :5? A ■d- ;p u r 9 f§ •A .< Sf r«s i i & l A ; *’ ~ ’ / ?! 1VXOX JO XN30 W3d a ’ LA 00 09 CM CM !LO - 0 CO U9 .0 0 • m . ro ■ ro . 0 : IA . A LA »00. A ■> 09 r- ro . CT9, ; CM ro ro , CO., A • CO »*cr CD CM i A A QZAH^SSO 1VXOX 09 . ro • ro P- cn : cm ro CM 09 ■ fo ;s s 1 ro ;S $ § . ro IM. ro , 0 'S A sa , A r— r^» 0 : cm 09 5 ro , A ■ ^ , P^ ' CM f Q Z □ 0 to ± H OC 0 z LU z □ ■ .Jr W >■ u to g 1 h -Z P 0 O o n Li. "< a h u. P Z o *p < -1 .5 BS * f U. U. 0 (0 z 0 i- 0 iu ^uo^jannj put? ja^sqa^ S 00 s 'O’ 09 CM r^- . CM 09 , CM CO CO CM Si r» CM ■m- A A A eM ro so *3- CM 09 A A r- !? ro i A 1 A A A A ro iOAJOjf pu« appSupiiooifl ' ' i * i 1 -' ' • 0 fi rr CM CM CM 00 O CM CM 09 CO 09 OO 00 A ro A CM 09 A A r^- CM A CM g Ai N g -it* IO ^ t?ism;qt?\\ pui? ia[M04 . dz ; 0 , -?S5 gr- I*3* Sj.' >°S “«• mi rrfQ ~i JgLiU. Ill CL' |o>* ?? ©htf . i^u _d ««?;> 2s * JIM -fc* < 2 A 09 CM s jniqt?vv pu« aqts'l >d* 1— CO CO 00 LA ro CM 00 ro E CM 09 A CM A E CM 4'. i A 35 ^ 5^u S' W S. s A Xeqoqput? uojiie u«A ’JO0 - CM 0 U9 S3, 10 09 09 rr zz I” wu« >W 1° O O y- ' 5 IM. ei g " t A r*- ssaiSuo3 put? uosiJJt?n .*M > ! ! ? } O ; CO 04 09 00 r*« CO 09 10 09 CO ro CM s Jo A uopSo put? qai{g A PO CM r«- CO *“' 09 r^. LO CM as as >2 'll" ^ 2 ;»5:fl M M «5 . d © ©- © © -M -M 4* , ® H «:« M M3 - a S' :S ©2 2 2 g - ^ ..«. , © S *©2222 -2 : Z M3 d. 8 S ■ M w, ; d » * ^ «' - • 8 » Sd * ST 2 2 ; o< > - © ^ ^ ^ ^ . ^5., © 2 2 2 2 ■ ^ ^ ^ ec »* ®. ^ r» ; sj_ ^ A p- P- A iCaqou put? iofXt?x *-103 -* »' > OO CO 0 CM ro ro r- ro.. CM G> 1 s £ W Avcijsuajo put? 4* i < . p- S3 ro CM ro E CM *, - ro CM CM <«* A -s tuiiqqstTAV put? q^ft CO CM CM 09 00 5 CM CM ro A s f am put? qm A ro 00 CM .s q»IT put? WT a 00 ro A A (0 I 1 1 ! { qTOig put? xsig ro ;z T“ CM CM 64 CM aa«M }HZ P«t? P^ CM 00 A A aat?M pgg put? pu«isi ania - CM CM CM z : 2 2 -*t to 2: it p go 5 O < ill LW S • Ui , < ' *‘*Q ■ *- t. - CM 10 tT IA CO r— 09 09 C9 CM ro MP, A A. r> 00 S Si < 0 h L 0 h Z w 0‘ Hi CL Q lli > £C 111 (/) CQ 0 J < f- 0 i- .1 £ 0 h 111 > h < j D S D 0 © « M s d a A d C A 2 © 5S S © © a £ 1 d A « •0 ft ft A s % -o> a fl 05 09 & «o iH -o A CO e 0 A A tii A £ >d 0 A A +s •Ml A fft s 2 *0 d A d >» 0) d © © A © A H Q d © •d Ml O •o d A A 2 S 05 aa £ 9- © -d d A d © w1 B A S . >» © © id d d* A 1 d d A © © © b* s © t A d © a © «■ ■B A P* ts § s c® S A ?= I A d A £ A 1-4 9- t A V d © +a I d © M3 t B H -© d A © s a 3 s © •d d A © A O d © 2 % © s§ •o d A A - r- CM CM to TO r*» £ IO r- IO TO TO rr TO IO TO g g TO IO i 03 MT TO pooMuoH pni? uv\tqpoo^ r- MT ro r^» CM CM CM TO MT ro IO CM TO IO TO CM tt TO p: S5 CM TO 03 i 3 TO TO X^tsiOAiufi puB dAoio CD IO CO MT ro oo to CO MT TO ro So B 03 CM S i r- CM TO P-I s S3 Pi SUBA® pill? 3JJBJ mnog IO 03 03 IO 03 S § 8 £ s? CM TO TO CM IO TO ro TO -O’ TO TO pui? a^B)g MT *9* IO CM TO 03 CO MT CM CO MT 3 TO TO IO TO 3 TO TO o r-I TO TO IO 03 MT W(0 >- 2Z0C 0 ?0q <2§x§ri IU.h o- r-o£ urn Sw2<>- jO Z h£ Sgz fe® KQo uio> riQ ^in. 00 unu2 0 IK 0 h« 1- ®Il®S«T[ pnB q^ioAi^uaii ro MT CM r- CO ro CM N CM TO TT TO ■C g 03 rr CO 03 TO TO i ro IO CM IO IO CM 3 — TO S TO g CM mt »1«A pnB ipujc^i CM r>- 03 ro MT TO to CM TO TO TO TO to CM CM ro aaBn®Ai pu« P»?S|bh - CO IO & -c s TO IO ro MT CM 8 r- g OO S3 TO TO IO TO r— IO TO CM uoojfj pin? oup^y o CM CM 03 JZ s g TO PI fo i M? CD IO TO TO to s q^oqtjzng pn« piiTqqsy cn CD ro oo CM to ro 03 IO ro § TO TO 3 - MT CM 03 OO ppgqsi«M pnc iaqog CO - 03 CO TO ro 03 £ to r<- g 5 mt iaiaag pub nia^sau r** 03 ro rr g S CM TO r- g IO s . © 11 •o « §5 ; ne{S9}jy puc e|aiojii«o CO to CO TO CM ; : os m# *o co r» ' © © © © © ' -M ■** -W -M ro g g r" 0 ill (ft pue 9izp»H IO S r^- CO CM '** ^ W ^ ag 5 ii,8!!ss ct TO s s guipinudg pnB sjjbj [UJiaaj mt CM IO ’ *C M s i §> = CM TO g di^pnMc^i puB piagSuf idg to f". *"* 1 2 © ^3 A 5 5 2 3 2 5 © 2 5 5 5 2 3 fcS ^ ^ ^ ^ ^ H «f SO r « « M wi N M »c N ^ W rt TO ro pjojAieia puB nifOH CM IO IO IO iau$sox pub ojaaia - Z 2 z h O Q. il r E°5 o Id 0) (0 Id Q - CM ro <0* IO CO r- TO 03 TO - CM ro * IO CD TO < h 0 h tL 0 h z 111 0 K 111 CL 0 111 > It 111 0) CO 0 J < h 0 h -J < h 0 h UJ > h < D S D 0 fa © a Gfi o tt d S3 94 © © © 5 I I U d 0 a a *3 © *3 d S3 * a- d S3 «e d » © A O 03 X! © A 1 3 d 0 <4 d 0 £ us ◄ 0 © 2 3 0 • 94 © 0 « 94 x s 93 03 1 0 •«4 d £ Cfi X £ d 0 93 0 u £ © 9 Ttl 93 d 0 CS A 1 0 1 *8 S 0 3 w> d 0 <4 5 rt Ii V) 0 93 « d 0 94 I 5 i n •*S £ © > 0 d 0 JS 2 9 fa o © Ml s © d © © ts 0 £ d 0 93 0 * 94 d © © £ d 0 £ "as >» 0 © H d 0 94 fa « us © •0 2 © fi NO SNOIXD3 s A-68ivxox 3Ai±vnniAino g ■^r i eo g MT S; g i i B § eo § 05 o CO 05 g 05 10000 05 1 g o £ O 10186 1 10139 § O 10199 10199 IVlOl do 1N3D JJ3d to TT to eo CO P>1 05 OO ro eo to o to ■tr e» ro P^ V ro to CM f* o CM ro CM ro - - i Q3AJd3SaO “1VJLOJ. g 8 CO g 05 g £ i § i 05 s g i n 05 to CM ro ro O | TABULATION OF TRAFFIC COUNT—63RD ST. LINE WESTBOUND u. lL 0 0> z 0 E OI93I3 PUB J3UJSOAJ - JI to JZ to p— CO S CM PS CO ro CO s CO CM ro o» ro ro 05 05 niiPH PUB PJOJAIBJ3 CM CM to eo eo CM to o ro CM "«■ oo e § 05 piagSafids puB anspuvvBq » CM CM to eo to 05 eo ro ro to ro g 05 5JJBJ nujnoo puB SaippiBds TT 52 s CM CO ro CM oo oo g to 5jp ro g 'O* eo ro g 05 8|ZP8H pn« JIBZORT to CM 05 CM eo r*- eo g e» TT S 05 CM IO to to CM v ■5r ro 1 Utf) >- -Jh « D P8g«S wo° ®« Xli-S J-o£ wo: S»2 %> z<£ iua 5h. ic i;g>; ,9c wiuS u io: o h< h biujojrbo pub UBisa^jy CO to CO CM to 55 CO «cr g g ? to 05 CM CM I J J i 1 to CM 1 g oo ujo^oAl pub Adidas r— io CM o CM 5r CM 'O' 05 'cr CO CM to CM B f to ro 1*- r*^ to E to CO 12 oo Aaqon puB ppgqsjej^ CO 5? r-» S 8 to g § ro to £ CM 1 J CM 05 1 s g puBjqsy pnc q|9qezna 05 eo to g o CM CM CO oo io to rr ro ) > ro oo fo g eapBH P«b uaai*) 9 3 n IO -«■ s s e 05 to CO i CO CM j oo oo § MP OO to po^sjBH puts aatsilttAl - £ CO 8 ro CO s § P- to IO r— CO to CO CO i ro CM 05 Mf IPUJBJ puB 0[By CM g E g s ro 05 ro G» p— to to CO is i 03 • « 5® a qpoAi^no vi pub orbsb'i m 5 05 § o r— oo oo Sm 2 S N M M M} o r» d © © © © © © 55 -fa -fa -fa -fa -M -fa « rt N M ^ WJ « M 2 af! 5 5 ! 5 3 2 „ „ „ „ „ S i 1 d <•»»».• « © MS S M3 g 43 & A > © d 2 2 2 2 2 2 fa © 2 2 2 2 2 2 5S ^ ^ ^ ^ ^ U O H (O K ft n 553** ‘ ‘ oo pi g i 1 0 III 0) a^s pub praniB^ £ CO 05 to CM g 8 pi 05 PI I qjtsj qjnos pub suba^ to g s s s 05 ro 22 g g dAoi*) aSc^oj puB |SjaA;uii CO to ro CO SJ s i— CO i 05 p*- UAVBIPOOU paB pOOAVUOq r- ar> CO - r^- e> CO ja^saqajoa puB puBfsi Auojs eo IO ro ro f i = LL h- oc o o O UJ 2 * Q eo r^. CO to <«r ro CM - O 05 oo P- CO to >«■ ro CM - .J < h 0 h Ll 0 h Z UJ 0 £ UJ D. 0 UJ > K UJ 0) GO 0 J < J- 0 h .J < h 0 h UJ > h < -1 D S D 0 8 ■s © a I G •0 d 48 •c S3 * >» S3 O ■fa CO s: * ; d 3 © © £ TS a «e- 1 d © © © © 60 £ -fa -fa © •d S3 «s •fa oe fa 1 a P d fa 48 Pm g d © CO •d S3 48 mb S3 48 > a 2 rt CO -d d 93 © a s ’so p A 1 £ -fa d £ tj d 98 © *3 CO p *© d «3 p d <8 >5« > dJ © -fa M3 ffl ■d d C8 8 43 S3 1 © d % PP d 43 d © g "d d 43 3 M3 < *0 d 48 A © A 1 a >» © A © a •d d 43 2 *© «3 A M3 fa l d © ■s © ss *d d 43 & 1 cc 2 d 1 *43 Q •d d 43 d 2 M3 1 -J3 2 N *d © id •d d 43 •fa I © 5= * 48 Pm 2 -fa g u *d d 43 M d 2 2 43 A oe »d I d t m d 48 © •d d 43 p d 2 2 •d d 43 I * 48 fa p 1 2 p •o d A 1 •fa M3 9 2 NO SN0IJ.03 S A-69TABULATION OF TRAFFIC COUNT—STATE ST. LINE NORTHBOUND SECTIONS OFF z DESCRIPTION OF SECTION xs ■+* os r'* 78th and 75th 74th and 71st 70th Place and 69th 68th and 63d 61st and 59th 58th and Garfield 54th and 51st 50th and 47th 46th and Boot 41st and 39th 38th and 35th 34th and 31st «e> « <8 5 o w 25th Place and 32d 31st and Archer Cor. State and 18th 17th and 13th 33 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 79th 33 4 6 3 6 8 14 12 13 3 8 7 4 4 2 2 78th and 75th 32 3 7 20 15 11 2 11 7 5 6 4 1 7 2 74th and 71st 31 8 26 13 12 10 18 20 8 12 6 6 7 2 3 70th Place and 69th 30 3 39 30 31 23 27 23 12 16 8 10 13 3 4 6 68th and 63d 29 37 60 85 68 77 66 36 58 49 45 36 5 12 20 61st and 59th 28 16 40 59 82 49 50 65 38 28 40 10 9 22 0 (0 z 58th and Garfield 27 12 32 73 59 35 46 47 19 21 9 8 16 54th and 51st 26 17 64 64 52 93 57 31 25 7 8 15 50th and 47th 25 24 90 59 107 87 49 44 13 13 36 0 46th and Boot 24 11 52 102 59 49 29 11 15 29 SECTI 41st and 39th 23 11 108 67 50 49 17 20 28 38th and 35th 22 38 114 94 56 18 34 57 34th and 31st 21 10 55 81 22 24 65 30th and 26th 20 6 77 27 27 51 25th Place and 22d 19 17 14 28 51 21st and Archer 18 6 7 Cor. State and 18th 17 1 8 17th and 12th 16 6 11th and Congress 15 Cor. Van Buren and State 14 Cor. Jackson and State 13 Cor. Adams and State 12 Cor. Monroe and State 11 Cor. Madison and State 10 31.4% of the passengers ride 1 mile and less. 29.9% “ “ “ “ from 1 to 2 miles. 14.4% “ “ “ “ “ 2 to 3 “ 10.2% “ “ “ “ “ 3 to 4 “ 6.2% “ “ “ “ “ 4 to 5 “ 3.5%“ “ « “ “ 5 to 6 “ 2.3% “ “ . « “ “ 6 to 7 “ 1.5% “ “ “ “ “ 7 to 8 “ .5%“ “ “ “ “ 8 to 9 “ .1%“ “ “ “ “ 9 to 10 “ Average Haul 2.04 Miles Cor. Washington and State 9 Cor. Bandolph and State 8 Cor. Lake and State 7 So. Water and Kinzie 6 Austin and Grand 5 Ohio and Chicago 4 Pearson and Dearborn 3 Clark and LaSalle 2 Cor. Division and Wells , 1 PER CENT OF TOTAL .1 .1 1.0 1.1 1.5 1.7 3.0 3.0 2.5 5.0 4.3 3.4 3.0 1.2 1.6 3.3 TOTAL OBSERVED 4 9 21 128 142 | 195 223 389 392 328 658 550 443 502 161 211 424 CUMULATIVE TOTAL 4 13 34 162 304 J 499 722 mi 1503 1831 2489 3039 3482 3984 4146 4357 4781. A-70STATE ST. LINE NORTHBOUND—ContinMed SECTIONS OFF DESCRIPTION OF SECTION 11th and Congress Cor. Van Buren and State Cor. Jackson and State Cor. Adams and State Cor. Monroe and State Cor. Madison and State Cor. Washington and State Cor. Randolph and State Cor. Lake and State So. Water and Kinzie Austin and Grand Ohio and Chicago Pearson and Dearborn Clark and LaSalle Cor. Division and Wells TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 79th 33 2 3 3 2 9 5 2 3 2 1 2 120 .9 120 78th and 75th 32 6 7 1 7 4 10 6 1 2 3 1 3 152 1.2 272 74th and 71st 31 7 7 5 8 4 13 5 8 3 3 1 1 216 1.7 488 70th Place and 69th 30 8 14 8 12 4 16 7 6 4 3 2 5 4 2 3 346 2.7 834 68th and 63d 29 51 26 ii 17 ii 23 15 11 4 4 8 19 13 7 2 876 6.8 1710 61st and 59th 28 21 7 6 14 5 22 14 6 2 5 10 8 4 4 2 638 5.0 2348 58th and Garfield 27 18 16 7 13 7 15 11 7 5 3 3 12 3 3 3 503 3.9 2851 54th and 51st 26 29 28 11 17 16 22 18 7 4 5 11 10 3 4 3 621 4.8 3472 50th and 47th 25 35 23 31 17 24 43 22 21 10 18 17 13 11 9 6 822 6.4 4294 46th and Root 24 29 34 8 28 13 31 22 11 6 6 9 5 5 9 3 576 4.5 4870 41st and 39th 23 34 33 15 25 16 34 23 12 9 5 12 9 10 8 6 601 4.7 5471 38th and 35th 22 69 67 26 50 29 63 37 29 8 16 15 9 9 12 7 857 6.7 6328 34th and 31st 21 66 77 33 58 24 92 34 24 23 9 18 13 12 8 12 760 5.2 7088 30th and 26th 20 63 50 25 36 30 44 27 27 7 4 12 14 10 8 11 556 4.3 7644 25th Place and 22d 19 78 64 36 46 45 59 55 30 7 17 26 22 11 8 16 630 5.0 8274 21st and Archer 18 30 17 13 15 14 24 18 11 6 5 2 6 7 4 5 190 1.5 8464 Cor. State and 18th 17 14 24 7 9 5 22 18 17 8 11 12 31 3 4 5 199 1.5 8663 17th and 12th 16 32 30 13 21 24 59 32 25 10 13 27 32 16 21 15 376 3.0 9036 11th and Congress 15 5 16 10 24 16 56 39 35 12 14 42 65 43 44 26 447 3.5 9486 Cor. Van Buren and State 14 2 3 14 9 35’ 32 30 10 12 62 59 38 36 26 368 2.8 9854 Cor. Jackson and State 13 2 2 8 15 22 9 11 8 23 50 18 39 19 217 1-7 10071 Cor. Adams and State 12 5 7 20 31 19 16 25 55 87 51 59 33 408 3.2 10479 Cor. Monroe and State 11 4 5 12 1 10 28 51 44 28 13 198 1.5 10675 Cor. Madison and State 10 3 4 4 3 13 39 99 65 55 44 329 2.5 11004 Cor. Washington and State 9 1 6 6 13 50 137 95 66 60 434 3.4 11438 Cor. Randolph and State 8 3 19 49 88 89 43 37 328 2.5 11766 Cor. Lake and State 7 2 17 91 104 69 73 58 412 3.2 12178 So. Water and Kinzie 6 7 37 10 44 32 130 1.9 12308 Austin and Grand 5 12 22 26 44 35 139 1.0 12447 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 4.08 Ohio and Chicago 4 14 19 66 53 152 1.2 12599 Pearson and Dearborn 3 10 36 36 82 .1 12681 Clark and LaSalle 2 3 47 59 12731 Cor. Division and Wells 1 1 1 12732 . t r • \» PER CENT OF TOTAL 4.6 4.2 2.0 | 3.4 2.4 5.7 3.9 2.9 1 1,4 I 2.0 5.0 8.0 5.4 5.8 4.8 100 TOTAL OBSERVED 597 545 271 441 317 734 503 370 182 255 645 1029 700 742 | 620 12732 12732 CUMULATIVE TOTAL 5378 5923 6194 6635 6952 7686 8189 8559 8741 8996 9641 10670 11370 12112 112733 A-71TABULATION OF TRAFFIC COUNT—STATE ST. LINE SOUTHBOUND SECTIONS OFF DESCRIPTION OF SECTION Cor. Division and Wells LaSalle and Clark Dearborn and Pearson Chicago and Ohio Grand and Austin Kinzie and So. Water Cor. State and Lake Cor. Randolph and State Cor. Washington and State Cor. Madison and State Cor. Monroe and State Cor. Adams and State Cor. Jackson and State Cor. Van Buren and State Congress and 11th A a a A Cor. 18th and State J Archer and 21st 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Cor. Division and Weils 1 2 41 57 107 53 57 40 89 104 86 65 62 50 39 52 27 7 4 LaSalle and Clark 2 5 51 92 42 23 56 94 119 108 40 59 50 45 36 15 11 3 Dearborn and Pearson 3 8 31 20 14 53 91 113 119 57 77 44 56 59 19 5 12 Chicago and Ohio 4 22 28 27 53 91 117 146 74 90 48 73 73 20 12 8 Grand and Austin 5 1 14 22 43 30 50 30 40 29 42 43 20 23 19 Kinzie and So. Water 6 3 7 14 18 14 6 12 8 9 14 13 4 5 Cor. State and Lake 7 1 3 10 7 12 10 14 22 44 16 12 11 Cor. Randolph and State 8 7 14 15 33 31 33 55 34 12 11 Cor. Washington and State 9 2 7 8 11 13 28 44 31 18 16 Cor. Madison and State 10 1 3 6 10 24 29 19 25 14 Cor. Monroe and State 11 1 1 2 14 14 15 8 10 Cor. Adams and State 12 3 10 25 19 23 11 Cor. Jackson and State 13 1 1 11 24 13 5 Cor. Van Buren and State 14 2 18 30 23 16 Congress and 11th 15 6 26 40 16 12th and 17th 18 6 22 6 Cor. 18th and State 17 2 6 Archer and 21st 18 2 22d and 25th Place 19 26th and 30th 20 31st and 34th 21 35th and 38th 22 39th and 41st 23 Root and 48th 24 31.2% of the passengers ride 1 mile and less. 31.8% “ “ “ “ from 1 to 2 miles. 12.6%“ “ “ “ “ 2 to 3 “ 9.7%“ “ “ « “ 3 to 4 « 6.5%“ “ “ “ “ 4 to 5 “ 3.9% “ « “ “ “ 5 to 6 « 2.5%“ “ “ “ “ 6 to 7 “ 1.8%“ “ “ “ “ 7 to 8 “ .4%“ “ “ “ “ 8 to 9 “ .1%“ “ “ “ “ 9 to 10 “ Average Haul 2.18 Miles 47th and 50th 25 51st and 54th 26 Garfield and 5Sth 27 59th and 61st 28 63d and 68th 29 69th and 70th 30 71st and 74th 31 75th and 78th 32 79th 33 PER CENT OF TOTAL .3 .8 1.9 1.0 1.0 1.7 3.2 3.9 4.1 2.3 3.0 2.2 3.0 3.9 2.5 1.9 1.3 TOTAL OBSERVED 2 46 116 252 144 138 232 425 | 520 552 311 401 303 398 523 334 260 175 CUMULATIVE TOTAL 2 48 164 416 560 698 930 1355 1875 2427 2738 3139 3442 3840 4363 4697 4957 5132 A-72? STATE ST. LINE SOUTHBOUND—Continued TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL SECTIONS OFF DESCRIPTION OF SECTION 22d and 25th Place 2 § Xt a St 2 8 31st and 34th 35th and 38th 39th and 41st Root and 46th a ® MS d St A ■w £5 51st and 54th Garfield and 58th 59th and 61st 63d and 68th >d O -a d C8 £ •+S OS 40 A r» Xt d St ce A & Xt- d St A MS .d os f* 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 Cor. Division and Wells 1 13 10 16 16 5 10 16 6 3 6 5 3 2 3 1056 7.9 1056 LaSalle and Clark 2 12 13 16 17 5 9 9 8 4 1 8 4 1 2 958 7.2 2014 Dearborn and Pearson 3 8 8 13 6 2 17 4 2 13 4 5 2 852 6.4 2866 Chicago and Ohio 4 19 22 10 13 14 17 10 14 6 19 15 1 1 1 1041 7.9 3910 Grand and Austin 5 22 18 18 24 9 6 13 5 7 6 10 3 3 1 2 553 4.2 4463 Kinzie and So. Water 6 9 9 6 11 7 13 8 8 5 2 4 2 2 2 215 1.6 4678 Cor. State and Lake 7 24 14 22 29 19 19 19 13 8 10 10 8 6 3 6 372 2.8 5050 Cor. Randolph and State 8 41 19 18 37 19 20 23 18 « 20 19 18 12 6 2 2 529 3.9 5579 Cor. Washington and State 8 46 26 45 42 23 26 23 20 5 8 17 10 4 4| 477 3.6 6056 0 p- c© ro r-3 ro LO IO fa ro p~ CM rr to r-3 oo CM 03 to CO g Q3AU3SSO “IVJ.OJL s i i g "CP S3 £ CM g- fa § 03 fa- OO ro fa" C3 TABULATION OF TRAFFIC COUNT—35TH ST. LINE EASTBOUND L. Ii »aojo pm? annaAy jsojoj - £ s CO LO p- 03 LO fa OO ro oo g to CM B LO ro fa" C3 ro s 03 03 r^- 2 P«« CM CO CM CO ■cr ?2 CM cr CO ro oo CO S fa- fa" ro CM ro CO p*. ro p«- CO CO 5 LO LO <=> S3 ro ro C3 CO ro CM CM LO CM r~ 03 p- co 03 CM OO ro q^JOAijua^ pm? nauj«j fa oo CO s CM CO CO LO IO 8 CM CM o r^- oo CM UU> M. ■< <30:O ujus 1— O s CO CM s aacii^Ai pu« pi^aama io oo CM *3 ro ro s £ CO 03 fa ro «: < is £1 yQ> U *3 > t0< Ito. U 3>- J -It* :S? SIS Juj > cro :> icq !5 IA CD fa CD LO CM OO ro to CM P»»si«J^pn« uinqny CO £ CM p- Tj- ro s IO 03 ro o OO OH *> <«- inz m3 3b ■5 >3 ■s *«/T i55 i H r~ CO ro oo CO CM OO CM CM m?Sjojv; pm? })i:jKlsoji r— LO fa <=> lo ro IO 2 03 CM osazk ' =hSS° “Ss2 CO fa § 03 g 0 (/> z oui.)i?}| pu« no^iJBq3 oo OO US ro r^» CO fa LO CM CM LO S' 03 CM • V c© >—1 « X -* 85 wj * < V © g 0 h 0 u <0 pu^jqsy pm? ao^saijaiii u 03 03 g OO I ig N M >(Mfl a © © © © gg Hfa -fa -fa -fa *> fa c* e>© «* ^ s§ S|5 * 5 g fa fa 2 5^55 fa fa m as a •g A 8) E a « « * - © © * * * * be c© 05 g 2 © ft *s © *"3 A 5 5 5 5 fa © 5 5 5 5 fcS feS ^ ^ © « M »« « e» ws eo to c? W « fa LO OO CM fa LO CM CO 03 laqoH pn« ^uouioibo <=> g LO CM CM fa 03 CO CM O fa hijojso^ pm? Ai«ua^qsi?Ai - CM CM CM CM fa LO t?|iuoj|i'i?£) pu« q^gg pu« ajizpaH C4 03 03 03 Li COo o S 12 * Q CM - O 03 OO r*« CD IA fa" ro CM - d < h 0 h Ll 0 h 2 UJ 0 K UJ 0. Q UJ > or UJ (A 03 0 J <1 h 0 h -J < h 0 h UJ > h < d D D 0 .2 a fa 1 a o ■a a Si d fa is a a a © sa a © £ a fa © ■w CO © £ -a a a £ A a d cc A £ r* © 42 O g ■a a A a o s © fa A 5 a a a CB -a a A fa 0> -fa cft © A V a 5 © a © a £ a A a © 73 A a a A be fa © "d a A 33 a fa ft c© © TS © -fa aa A K *d a A a a a a < © © St T3 a A 2 A 8 S a a fa © a © E a a A « a © A Pk © fa A fa m TS a A © ’a 2C A © *A £ •a a A »a c© A ,© A © © fa © be A fa fa © w as a A © a a © < fa as © © NO SNOIJLD3S A-74ivioi aAiiviniwno § CO g LA CM SO ro § ro 00 £ ro CO § 00 g TT 4973 | s IA ro 1 I 5457 1 IA IA 1 "1VJ.Q4. iQ JLNSO M3d ■*r r- OO 00 TT CM ro ro e IA rr ro 'T ■CP 00 OO IA 0 to IA 0 0 Q3AU3S90 1VJL0-L | 00 S CO cs r*- £0 00 g I Si 04 LA LA PS CO a TABULATION OF TRAFFIC COUNT—35TH ST. LINE WESTBOUND u. u. 0 * <%&Q IA 0 OO 1 uo^iiBq^ puc oui.)t?ii OO -cr ■«* CM CM ro CO IA SJ 00 00 CM A £1 Zi i| ?£u ;►? -kh „u c J>H ZQ aO u E|I nSc sc t H |M ;s :P LA m CM g IA eM ^)t?j(Isojv; pu^ ut?Sj(>K r- ro r- IA ro IA 8 CM s «/>s Ul” Ul« 0£S gfc ■-j :l ia !S IA IA CM W SS Si ujnqny put? pajsp?H so 09 CO g LA rr 03 ;© > > OO r«^ IA CM TT 09 pp?jouig put? aat?qt?,^ 1a § TT 5? CD r— CO CM ■cr S CM & LA • © cc *a * *• « cfi *2 4 » * « s Uaui^d put? qjioAv^uaw TT S OO CO 09 LA IO Pg W M «5 ■ ta © © © © £jj +S 4S 4S 4S 5, h « « ■* ^ aa s SgiSiS ® „ „ ^ „ ® gJ » J 1 h U rM 1 3 S M d » <• - - ® ©'•'*'•'• b® « eS 2 si CS © A >> J 2 2 i 4* «w „ © S S 3 2 ^ so c? 0® M5 » m si «e h »j» tH CO § g ro put? a^t?^s 10 OO CO ro g CO CM 1— CO s IA 3 09 qsuq«Al put? CM 0 p~ CM ro CM rr IA IO 09 CM g to anuaAv jsojo j put? oaojo aSt?^oQ - f- co CO P- co CO z £ 2 t^g a og O S to $ 111 Q - CM ro 4T LA CO r*- 00 09 CO 5= CM J < h 0 1- u. 0 h z ui 0 £ Ui 0. Q III > £ UI 0} U3 0 J < H* 0 h J < h 0 h bl > h J D 2 D 0 © 3 fl © < 43 Cfi © © O ■d d cS 2 2 © b® eS -w 43 O O pd Cfi CS & cs £ -d d cs © ;g *53 £ © GB A -d d cs v 43 «S 43 Gfi i a U. cS fc >d d CS -w 0 £ 43 a © £ 2 "3 m © § 'd a CS © © cS s CS £ d 5 fit d ◄ -d d cs -d © 43 cfi 2 fl 43 CS ft cfi O S dl d CS d gs wi © © 8 d © 4S T2 cS pd W ’d d cS © d « fS S3 d 2 © d 2 •d d es •d d £ 2 Cfi ◄ 4S d © a © M S d> d cS >» © © S3 cS d © 4* pd Cfi cS -d d CS d BS 4^ Cfi © £ t© *3 *d © d CS pd +* Ui 09 »d d eS d d Ut 2 NO SN0IJ.03S A-75TABULATION OF TRAFFIC COUNT—THROUGH ROUTE 1, NORTHBOUND SECTIONS OFF DESCRIPTION OF SECTION Lake Pk., 56th and Kimbark Woodlawn, 55th and Cottage Grove IS s a rt A •** A 5 •o a a A ■** § 46th and 43d i s a •o SS 38th and 35th 34th and 31st A >** N T3 Q «3 A s 25th and 22d Indiana, 21st and Wabash, 18th A 3 a «3 A 11th and Van Buren Jackson and Washington Randolph and Carroll Kinzie and Illinois Grand and Superior Chicago and Elm 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Lake Pk., 56th and Kimbark 1 12 199 46 162 90 76 73 40 30 25 17 59 40 168 35 3 16 19 Woodlawn, 55th and Cottage Grove 2 71 36 93 42 41 35 41 15 22 13 29 47 107 26 3 2 20 54th and 51st 3 1 31 22 26 18 10 10 10 6 16 18 50 12 7 3 7 50th and 47th 4 18 62 68 48 35 29 9 6 17 30 63 16 4 10 6 46th and 43d 5 11 47 28 27 11 4 8 8 11 26 7 7 10 4 43d and 39th 6 8 38 33 25 19 20 19 25 51 10 2 9 16 38th and 35th 7 12 24 14 21 11 15 29 81 12 6 5 9 34th and 31st 8 9 18 14 11 17 29 50 14 4 8 9 30th and 36th 9 6 19 17 16 25 47 17 6 9 8 35th and 33d to 1 11 17 16 31 21 3 3 10 Indiana, 31st and Wabash, 18th 11 6 20 28 58 18 3 7 9 16th and 13th 12 6 32 84 18 6 13 10 Uth and Van Buren 13 10 60 28 6 24 31 Jackson and Washington 14 15 20 18 73 57 Randolph and Carroll 15 4 13 16 25 Kinzie and Illinois 16 4 14 Grand and Superior 17 14 Chicago and Elm 18 9 State, Division and Dearborn 19 Clark and Germania 20 North and Wisconsin 21 Center and Belden 22 Fullerton and Dewey Place 23 28.6% of the passengers ride 1 mile and less. 20.0% “ “ “ “ from 1 to 2 miles. 13.7% “ “ “ “ “ 3 to 3 “ 11.4% “ « « “ « 3 to 4 « 7.9% “ “ “ “ “ 4 to 5 “ 7.8%« “ “ « « 5 to 6 “ 5.1% “ “ “ “ “ 6 to 7 “ 2.5%66 « “ “ “ 7 to 8 « 1.9% “ « « “ “ 8 to 9 “ 1.0% “ « “ “ “ 9 to 10 “ .5%“ “ “ “ “ 10 to 11 « .3%“ “ “ ? 34th and 31st 8 5 8 12 9 3 7 2 1 5 5 3 2 1 2 1 2 251 2.8 3829 30th and 26th 9 1 4 6 6 4 3 1 2 1 5 3 2 208 2.2 4037 o 25th and 22d 10 8 4 9 13 5 7 3 2 4 8 1 1 2 1 181 1.9 4218 h Indiana, 21st & Wabash, 18th 11 8 6 5 8 6 7 2 2 1 2 1 1 2 200 2.1 4418 1 0 16th and 12th 12 4 10 15 18 5 13 3 8 8 5 2 3 2 1 1 267 2.9 4685 Ll! 0) 11th and Van Buren 13 14 14 34 34 40 54 29 17 13 19 10 6 2 7 2 4 458 4.9 5143 Jackson and Washington 14 37 69 81 71 78 94 60 51 44 44 36 13 13 30 16 19 939 10.0 6082 Randolph and Carroll 15 15 26 31 29 27 35 22 17 18 9 15 10 4 10 6 1 333 3.6 6415 Kinzie and Illinois 16 2 6 8 6 2 2 6 2 3 5 5 1 66 .7 6481 Grand and Superior 17 6 13 7 17 16 14 6 5 11 11 5 7 4 1 2 5 144 1.5 6625 Chicago and Elm 18 17 12 19 28 21 16 8 11 8 14 13 11 1 4 7 199 2.1 6824 State, Division and Dearborn 19 6 2 9 4 11 7 10 9 7 6 7 5 5 2 3 3 96 1.0 6920 Clark and Germania 20 6 11 14 13 13 10 13 6 7 8 5 3 10 2 5 126 1.3 7046 North and Wisconsin 21 1 21 28 29 16 9 9 10 14 12 6 12 1 7 175 1.9 7221 Center and Belden 22 8 29 37 26 17 19 18 14 15 6 3 2 15 209 2.2 7430 Fullerton and Dewey Place 23 1 18 16 15 18 19 22 16 5 1 6 3 140 1.5 7570 Diversey and Briar 24 5 23 27 18 30 20 11 7 8 5 9 163 1.7 7733 Belmont and Brompton Place 25 8 28 40 34 26 22 9 6 7 180 1.9 7913 Addison and Dakin 26 8 38 75 69 42 16 9 7 19 283 3.0 8196 Irving Park & Buena Terrace 27 11 74 63 56 41 13 11 17 286 3.0 8482 Montrose and Leland 28 21 66 51 51 42 20 27 278 3.0 8760 Lawrence and Berwyn 29 26 63 44 32 17 32 214 2.3 8974 Balmoral and Elmdale 30 THE FIGURES SHOWN IN THIS TABLE 2 23 19 12 12 68 .7 9042 Norwood and Devon 31 ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY SECOND CAR 20 41 36 28 125 1.3 9167 Magnolia and Clark 32 TO CONVERT TO THE AVERADE DAY 45 40 83 168 1.8 9335 Schreiber and Lunt 33 OF 1915, MULTIPLY BY 1.93 22 22 .2 9357 Greenleaf and Howard 34 12 12 .1 9369 PER CENT OF TOTAL 1-7 2.4 3.4 3.7 3.5 4.3 2.8 2.6 3.2 2.7 5.0 4.0 3.0 3.3 2.1 3.7 100 TOTAL OBSERVED 158 225 314 350 329 398 263 247 297 449 485 371 285 307 198 344 9369 CUMULATIVE TOTAL 4517 4742 5056 5406 5735 6133 6396 6643 6940 7399 7854 8225 8510 8817 9015 9369 9369 A-77TABULATION OF TRAFFIC COUNT—THROUGH ROUTE 1, SOUTHBOUND SECTIONS OFF DESCRIPTION OF SECTION Howard and Greenleaf Lunt and Schreiber Clark and Magnolia Devon and Norwood Elmdale and Balmoral Berwyn and Lawrence Leland and Montrose Buena Terrace and Irving Park Dakin and Addison Brompton Place and Belmont Briar Place and Diversey Dewey Place and Fullerton Belden and Center Wisconsin and North Germania and Clark Dearborn, State and Division Elm and Chicago Superior and Grand 34 33 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 Howard and Greenleaf 34 4 62 69 30* 23 41 38 18 34 24 9 8 18 15 6 10 10 9 Limt and Schreiber 33 7 27 15 10 26 31 16 20 6 1 4 3 7 4 1 5 3 Clark and Magnolia 32 11 28 20 32 32 19 32 3 4 1 6 14 2 1 2 4 Devon and Norwood 31 2 30 49 41 28 31 11 5 9 5 14 7 4 7 1 Elm dale and Balmoral 30 2 55 46 32 56 11 7 8 13 10 6 5 7 2 Berwyn and Lawrence 29 26 96 68 92 29 22 15 17 20 10 11 19 6 Leland and Montrose 28 28 65 93 36 23 17 26 29 16 15 15 10 Buena Terrace and Irving Park 27 15 41 17 21 7 10 12 10 ■5 22 10 Dakin and Addison 26 10 15 20 20 29 18 12 6 10 10 Brompton Place and Belmont 25 1 5 14 4 18 15 12 19 12 Briar Place and Diversey 24 2 8 13 25 12 7 18 6 Dewey Place and Fullerton 23 2 12 32 18 12 19 9 Belden and Center 22 2 27 13 11 21 25 Wisconsin and North 21 1 13 16 26 26 Germania and Clark 20 3 4 11 10 Dearborn, State and Division 19 2 14 6 Elm and Chicago 18 4 8 Superior and Grand 17 2 Illinois and Kinzie 16 Carroll and Randolph 15 Washington and Jackson 14 Van Bisren and 11th 13 27.0% of the passengers ride 1 mile and less. 19.7% “ « “ “ from 1 to 2 miles. 13.3% “ “ “ « “ 2 to 3 “ 10.3% “ “ “ “ “ 3 to 4 “ 8.4% “ « “ “ “ 4 to 5 “ 8.3% « “ “ “ « 5 to 6 « 5.6% “ “ “ “ « 6 to 7 “ 3.8% “ « “ « « 7 to 8 “ - 2.2% « « « “ “ 8 to 9 « .9% « « “ “ « 9 to 10 « .6% « “ “ « « 10 to 11 « .4% “ « “ “ “ 11 to 12 “ .2% « « « “ “ 12 to 13 “ .2% “ “ “ “ “ 13 to 14 “ 0% « “ “ « “ 14 to 15 « 0% “ “ “ “ “ 15 to 16 “ Average Haul 3.07 Miles 12th and 16th 12 18th, Wabash and 21st, Indiana 11 22d and 25th 10 26th and 30th 9 31st and 34th 8 35th and 38th 7 39th and 42d 6 43d and 46th 5 47th and 50th 4 51st and 54th 3 55th & Cottage Grove & Woodlawn 2 Kimbark, Lake Park and 56th 1 PER CENT OF TOTAL .8 1.6 .8 .9 2.5 3.4 2.9 4.4 1.7 1.3 1.2 1.7 2.6 1.6 1.3 2.5 1.7 TOTAL OBSERVED 4 69 107 75 85 229 312 261 409 153 119 113 158 242 147 122 229 159 CUMULATIVE TOTAL 4 73 180 1 255 340 569 881 1142 1551 1704 1823 1936 ! 2094 2336 2483 2605 2834 2993 to A-78SECTIONS ON THROUGH ROUTE 1, SOUTHBOUND—Continued SECTIONS OFF DESCRIPTION OF SECTION Howard and Greenleaf Lunt and Schreiber Clark and Magnolia Devon and Norwood Elmdale and Balmoral Berwyn and Lawrence Leiand and Montrose Buena Terrace and Irving Park Dakin and Addison Brompton Place and Belmont Briar Place and Diversey Dewey Place and Fullerton Belden and Center Wisconsin and North Germania and Clark Dearborn, State and Division Elm and Chicago Superior and Grand Illinois and Kinzie Carroll and Randolph Washington and Jackson Van Buren and 11th 12th and 16th 18th, Wabash and 21st, Indiana 22d and 25th 26th and 30th 31st and 34th 35th and 38th 39th and 42d 43d and 46th 47th and 50th 51st and 54th 55th & Cot. Grove & Woodlawn Kimbark, Lake Park and 56th 34 33 32 30 29 28 27 26 25 22 20 18 17 16 15 14 13 12 10 PER CENT OF TOTAL TOTAL OBSERVED CUMULATIVE total 16 15 10 10 10 15 13 27 29 23 34 30 27 28 14 23 10 26 20 34 66 66 76 100 54 21 59 22 40 17 39 55 13 15 24 19 32 43 29 32 41 13 65 70 20 17 12 11 10 13 10 36 30 16 26 13 10 20 13 17 60 44 16 47 15 12 12 16 33 24 12 12 30 12 10 36 30 16 13 15 18 10 17 37 27 10 14 29 20 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY SECOND CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 1.98 .9 4.7 87 3080 433 3513 11.4 1045 4.8 441 4999 2.8 255 5254 2.1 192 5446 2.2 204 5650 2.1 193 5843 2.2 203 6046 3.1 279 6325 12 48 19 25 29 47 3.3 297 12 22 13 10 23 20 12 10 18 22 36 36 2.8 258 6622 | 6880 20 22 54 44 12 3.6 325 7205 14 25 13 14 19 24 17 2.2 199 7404 15 23 23 19 13 10 19 102 37 20 18 20 24 34 43 33 64 8.2 750 17 13 16 14 105 57 29 33 40 67 58 138 49 199 490 222 261 304 327 598 535 346 321 304 304 344 286 316 225 280 106 192 632 322 166 136 162 174 210 228 190 258 83 10.7 972 8154 I 9126 5.4 2.4 2.9 3.3 3.6 $.5 6.0 3.8 3.5 3.3 3.3 3.8 3.1 3.5 2.3 1.6 3.5 3.1 1.1 2.1 6.9 3.5 1.9 2.3 2.5 2.1 2.8 2.9 100 490 712 973 1277 2202 2737 3083 3404 3708 4012 4356 464$ 4958 5183 5329 5642 5922 6028 6220 6852 7174 7340 7421 7557 7719 7893 8103 8331 8521 8779 8862 9125 9126 9126 9126 A-79TABULATION OF TRAFFIC COUNT—THROUGH ROUTE 2, NORTHBOUND SECTIONS OFF DESCRIPTION OF SECTION 80th and 79th, Vincennes A •w MS •© a CS A £ 74th and 69th A -w MS •o a Si A S M «© «e A 1 Englewood and 59th 58th and Garfield c® MS ■0 a a A •** MS 50th and 47th Swan and Root 40th and 39th A MS eo V d ti A £ 33d and 31st A n TS d A n TS •d d cs 8 d £ A MS w LaSalle and Archer A s d ee >d 17th and 12th Taylor and Harrison Van Buren and Jackson 1 Cor. Adams and Clark Cor. Monroe and Clark | 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 80th and 70th, Vincennes 1 10 11 1 12 9 10 11 5 5 2 4 5 1 5 1 3 6 6 5 3 78th and 75th 2 2 24 17 18 9 10 7 3 3 2 7 8 2 3 1 2 7 4 5 15 74th and 69th 3 18 21 80 39 20 15 16 12 9 7 10 9 4 1 3 3 8 17 11 2 68th and 65th 4 5 36 11 4 6 11 4 6 5 6 2 6 1 3 4 4 2 64th and 63d 5 8 27 35 43 29 30 17 11 17 12 15 2 4 10 10 4 7 Englewood and 59th 6 4 28 16 22 13 4 19 12 13 20 3 2 1 5 7 5 6 58th and Garfield 7 10 22 14 3 4 8 9 5 3 1 3 11 8 9 3 54th and 51st 8 6 27 33 8 8 7 7 11 1 9 5 16 9 9 3 50th and 47th 9 4 35 12 11 9 16 12 3 2 6 17 13 8 7 Swan and Root 10 10 6 21 18 14 7 5 4 10 13 11 7 5 40th and 39th 11 10 16 6 10 1 1 8 8 5 3 10 38th and 35th 12 11 26 12 17 4 2 5 13 10 7 12 33d and 31st 13 1 18 24 6 4 9 15 27 11 12 30th and 36th 14 7 29 7 3 12 20 18 7 8 35th Place and 33d 15 10 6 8 4 19 28 15 13 LaSalle and Archer 16 2 2 9 19 31 14 13 30th and 18th 17 3 16 28 6 8 17th and 13th 18 4 14 19 10 7 Taylor and Harrison 19 1 14 8 13 Van Buren and Jackson 20 1 3 15 Cor. Adams and Clark 21 3 8 Cor. Monroe and Clark 22 1 Cor. Madison and Clark 23 Cor. Washington and Clark 24 Cor. Randolph and Clark 25 Lake and Carroll 26 Kinzie and Austin 27 Cor. Illinois and Clark 28 LaSalle and Wells, Illinois 29 Grand and Superior 30 33.1% of the passengers ride 1 mile and less. 31.6% “ “ “ “ from 1 to 2 miles. 15.5%“ “ “ “ “ 3 to 3 “ 9.6%“ “ “ “ « 3 to 4 “ 8.3%“ “ “ « « 4 to 5 “ 4.1% “ “ « “ « 5 to 6 “ 3.0% “ « « « “ 6 to 7 “ 3.1% “ “ “ « “ 7 to 8 “ 1.5%“ “ « “ “ 8 to 9 “ .5%“ « « « “ 9 to 10 “ .3%“ “ “ “ “ 10 to 11 “ .3%“ “ “ « “ 11 to 13 “ .2%“ « “ « “ 12 to 13 “ Average Haul 2.57 Miles Chicago and Elm 31 Division and Franklin 32 Cor. Sedgwick and Division 33 Clybourn and Mohawk 34 Larrabee and Weed 35 Cor. Halsted and Clybourn 36 North and Clifton 37 Racine and Ward 38 Southport and Cooper 39 Cor. Ashland and Clybourn 40 Fullerton and Diversey 41 Hoyne and Belmont 42 PER CENT OF TOTAL .2 1.0 .8 2.8 1.8 2.0 2.1 M 2.9 1.3 2.3 2.2 2.6 2.3 3.3 .8 1.8 4.0 4.9 2.8 2.3 TOTAL OBSERVED 12 53 44 154 99 107 114 139 159 69 118 143 128 178 43 44 92 221 270 154 173 CUMULATIVE TOTAL CM £ cn S CM 3 w § l s § S CD CO CO 53 I r*. Jo S to l § r» CO 5? S3 Tf s A-80 THROUGH ROUTE 2, NORTHBOUND—Continued TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL SEC1 now S OF DESCRIPTION OF SECTION Cor. Madison and Clark Cor. Washington and Clark Cor. Randolph and Clark Lake and Carroll Kinzie and Austin Cor. Illinois and Clark LaSalle and Wells, Illinois Grand and Superior Chicago and Elm Division and Franklin Cor. Sedgwick and Division Clybourn and Mohawk Larrabee and Weed Cor. Halsted and Clybourn North and Clifton Racine and Ward Southport and Cooper Cor. Ashland and Clybourn FuUerton and Diversey Hoyne and Belmont 23 24 25 26 27 28 29 39 31 32 33 34 35 36 37 38 39 40 41 42 80th and 79th, Vincennes 1 6 2 2 1 1 2 1 1 1 2 1 2 137 2.5 137 78th and 75th 2 1 5 3 2 160 2.9 297 74th and 69th 3 7 12 8 1 3 1 5 1 2 1 6 1 1 1 2 357 6.5 654 68th and 65th 4 4 3 1 2 1 2 1 130 2.4 784 64th and 63d 5 5 8 1 1 4 2 2 5 1 2 1 1 2 4 5 325 5.9 1109 Englewood and 59th 6 11 9 1 1 1 2 1 4 2 1 1 1 2 3 220 4.0 1329 58th and Garfield 7 4 10 5 2 3 3 1 1 1 1 144 2.6 1473 54th and 51st 8 10 11 5 2 1 4 2 4 4 3 2 1 1 2 1 212 3.9 1685 50th and 47th 9 9 11 1 5 2 4 3 2 2 2 1 1 1 1 200 3.7 1885 Swan and Root 10 14 12 5 2 1 2 5 5 1 1 3 2 2 3 189 3.5 2074 z 0 V) 40th and 39th 11 3 4 1 3 2 2 2 1 1 2 2 1 102 1.9 2176 38th and 35th 12 16 21 8 2 3 4 10 3 1 1 1 1 1 2 4 197 3.6 2373 33d and 31st 13 16 14 4 4 4 3 1 5 4 2 1 4 1 1 1 2 194 3.5 2567 z 0 h o III 30th and 26th 14 10 7 9 10 6 2 1 3 1 2 1 1 2 4 1 1 3 8 183 3.3 2750 25th Place and 22d 15 16 18 8 4 2 7 2 3 7 2 1 4 1 2 1 2 8 191 3.5 2941 LaSalle and Archer 16 15 25 13 6 7 5 3 4 5 1 2 1 1 178 3.3 3119 20th and 18th 17 21 13 4 4 3 6 2 3 1 1 1 120 2.2 3239 (0 17th and 12th 18 11 12 8 7 2 3 4 3 2 1 3 1 1 1 1 114 2.0 3353 Taylor and Harrison 19 20 19 12 14 4 4 2 2 3 2 1 1 3 5 6 134 2.5 3487 Van Buren and Jackson 20 21 24 17 19 12 24 3 12 11 1 1 3 1 3 4 1 3 7 11 197 3.6 3684 Cor. Adams and Clark 21 4 10 11 6 11 4 3 5 6 2 1 1 2 3 2 9 1 16 108 2.0 3792 Cor. Monroe and Clark 22 1 4 5 15 7 6 2 4 13 3 2 3 4 4 4 3 2 2 8 8 101 1.9 3893 Cor. Madison and Clark 23 2 3 8 19 15 15 3 4 8 4 2 5 6 4 4 3 6 1 10 14 136 2.5 4029 Cor. Washington and Clark 24 3 1 5 8 4 8 3 4 2 3 2 2 3 3 10 12 73 1.3 4102 Cor. Randolph and Clark 25 1 5 2 1 3 12 5 1 3 7 2 3 8 3 2 5 16 79 1.4 4181 Lake and Carroll 26 14 12 3 7 5 3 3 2 4 1 2 3 2 6 6 75 1.4 4256 Kinzie and Austin 27 3 1 6 1 2 1 4 1 2 3 16 40 .7 4296 Cor. Illinois and Clark 28 2 2 3 2 3 1 4 1 6 8 32 .6 4328 LaSalle and Wells, Ulinois 29 3 2 2 3 3 1 2 1 2 9 8 36 .6 4364 Grand and Superior 30 3 6 15 7 3 8 1 9 2 5 7 13 21 100 1.8 4464 Chicago and Elm 31 6 10 8 11 4 7 10 4 8 4 17 26 115 2.0 4579 Division and Franklin 32 3 2 11 13 15 11 9 7 5 30 31 137 2.5 4716 Cor. Sedgwick and Division 33 3 25 3 1 6 3 5 26 11 83 1.5 4799 Clybourn and Mohawk 34 5 6 4 6 5 11 14 51 .9 4850 Larrabee and Weed 35 4 5 4 6 6 10 20 55 1.0 4905 Cor. Halsted and Clybourn 36 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY SECOND CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 2.59 1 10 12 14 14 31 28 110 2.0 5015 North and Clifton 37 2 23 11 6 29 51 122 2.2 5137 Racine and Ward 38 3 7 4 24 31 69 1.3 5206 Southport and Cooper 39 5 10 49 38 102 1.9 5308 Cor. Ashland and Clybourn 40 6 6 4 16 .3 5324 Fullerton and Diversey 41 41 89 130 2.4 5454 Hoyne and Belmont 42 20 20 .4 5474 PER CENT OF TOTAL 4.2 4.8 2.6 2.4 2.0 2.4 .6 1.6 2.7 1.4 .8 1.3 1.8 1.3 1.7 1.9 2.0 1.9 6.9 10.1 100 TOTAL OBSERVED 227 260 140 130 109 133 31 89 149 76 45 72 97 69 91 102 107 102 380 551 5474 § CUMULATIVE TOTAL E 1100£ 3141 3271 ' 10 8 CM fe; fO ro l; «n S ■ CD 8 CO 8 r»- S OO § I 2 e» i0 g 8 g r i0 g OO e» § g 40 A-82THROUGH ROUTE 2, SOUTHBOUND—Continued SECTIONS OFF DESCRIPTION OF SECTION Jackson and Yan Buren Harrison and Taylor 12th and 17th 18th and 20th Archer and Wentworth 22d and 25th Place St Xt a 08 .a X) w e-s Xt a a ce «*9 A e§ Xt a 08 St -M us eo 39th and 40th Root and Swan I 47th and 50th 51st and 54th Garfield and 58th 59th and Englewood 63d and 64th 65th and 68th 69th and 74th St 4* qo "0 a «8 a us 79th, Vincennes and 80th ■QTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 r Belmont and Hoyne 42 10 12 2 3 4 1 1 2 2 3 2 3 1 1 2 1 2 555 11.8 555 Diversey and Fullerton 41 7 9 3 1 2 1 3 3 2 1 1 1 3 1 1 335 7.2 890 Cor. Clybourn and Ashland 40 3 2 4 1 1 107 2.3 997 Cooper and Southport 39 1 1 1 1 85 1.8 1082 Ward and Bacine 38 2 1 1 72 1.5 1154 Clifton and North 37 4 1 1 2 96 2.0 1250 Cor. Clybourn and Halsted 38 1 2 1 1 2 2 1 2 2 1 77 1.6 1327 Weed and Larrabee 35 1 1 1 4 1 1 1 44 .9 1371 Mohawk and Clybourn 34 1 1 1 1 1 3 1 1 1 42 .9 1413 Cor. Division and Sedgwick 33 2 1 3 2 1 2 2 38 .8 1451 Wells, Franklin and Division 32 3 1 1 1 3 2 1 1 2 1 3 1 1 49 1.0 1500 [ Elm and Chicago 31 5 4 3 5 1 1 2 4 4 4 3 1 1 1 1 2 146 3.1 1646 * Superior and Grand 30 3 5 2 1 3 4 3 2 2 1 6 2 3 4 1 79 1.7 1725 1 Wells and LaSalle, Illinois 29 1 3 1 2 4 5 1 1 1 1 1 2 3 3 3 1 38 .8 1763 Cor. Illinois and Clark 28 3 1 1 4 4 1 3 1 1 2 1 1 1 34 .7 1797 ! — ; Austin and Kinzie 27 5 4 3 4 6 4 1 2 2 4 8 1 1 1 1 1 83 1.8 1880 ■ Carroll and Lake | ——.— 26 19 12 8 6 2 14 7 3 6 2 3 4 1 1 3 4 1 2 1 128 2.7 2008 1 Cor. Randolph and Clark 25 11 8 6 5 1 9 2 5 6 2 1 3 5 2 2 3 3 2 2 1 97 2.1 2105 1 Cor. Washington and Clark 24 18 10 4 10 5 15 10 6 15 10 7 7 6 4 5 3 1 6 11 2 174 3.7 2279 Cor. Madison and Clark 23 22 25 9 12 6 12 9 8 10 14 6 16 8 9 5 10 5 18 9 3 232 5.0 2511 Cor. Monroe and Clark 22 10 7 5 7 1 8 9 6 4 8 4 7 5 11 2 8 6 3 114 2.4 2625 Cor. Adams and Clark 21 4 12 5 11 4 13 15 8 13 5 16 4 5 6 9 4 5 5 11 12 161 3.4 2786 Jackson and Van Buren 20 2 14 9 10 5 16 21 17 13 7 12 7 10 5 7 22 6 11 9 4 207 4.4 2993 Harrison and Taylor 19 2 9 12 4 26 19 12 8 6 7 4 5 2 3 9 6 4 2 140 3.0 3133 12th and 17th 18 1 1 2 13 11 5 8 5 4 13 2 2 1 4 2 74 1.6 3207 18th and 20th 17 2 7 1 3 2 6 3 1 6 1 1 2 1 1 1 38 .8 3245 Archer and Wentworth 16 4 12 6 3 3 2 2 4 3 3 4 1 2 51 1.1 3296 22d and 25th Place 15 12 27 21 18 10 14 8 9 9 9 9 17 10 4 1 178 3.8 3474 26th and 30th 14 2 16 17 5 9 8 14 9 10 13 2 8 4 2 119 2.5 3593 31st and 33d 13 3 20 11 11 11 13 4 8 18 5 12 4 3 123 2.6 3716 35th and 38th 12 5 13 9 12 12 13 8 6 4 12 8 3 105 2.2 3821 39th and 40th 11 7 6 6 9 2 12 10 8 4 64 1.4 3885 Root and Swan 10 4 28 16 17 10 19 7 12 1 2 116 2.5 4001 47th and 50th 9 8 30 28 23 23 11 17 8 7 155 3.3 4156 51st and 54th 8 9 10 14 31 7 12 4 4 91 1.9 4247 Garfield and 58th 7 3 18 22 12 14 14 4 87 1.9 4334 59th and Englewood 6 THE FIGURES SHOWN IN THIS TABLI ARE THE DAILY TOTALS OF COUNT! MADE ON EVERY SECOND CAR. TO CONVERT TO THE AVERAGE DA'' OF 1915, MULTIPLY BY 3.01 5 28 15 32 8 8 96 2.1 4430 63d and 64th 5 5 3 37 80 36 11 167 3.6 4597 65th and 68th 4 3 17 16 8 44 .9 4641 69th and 74th 3 f 16 19 18 53 1.1 4694 75th and 78th 2 6 4 10 .2 4704 79th, Vincennes and 80th 1 4704 PER CENT OF TOTAL 2 !.9 2 .8 1 .7 1 .9 1 .1 4 .0 5 .6 2 .8 3 .5 2 .4 2 .7 2 .6 4 .0 l (.4 3 ;.3 5 i.8 3 I.7 7 .0 4 .0 2 ,3 1001 TOTAL OBSERVED 1 35 1 33 78 91 51 1 88 1 70 1 33 1 66 1 11 1 38 1 70 1 85 1 58 1 52 2 60 1 74 3 29 1 89 1 08 4704 1 CUMULATIVE TOTAL 1720 | 1 1853j So eo 2022 | ro r— CN 55 a ; ro CM 2564 2730 § CM 2979 3149 3334 3492 2644 3904 4078 4407 4596 I A-83TABULATION OF TRAFFIC COUNT—THROUGH ROUTE 3, NORTHBOUND SECTIONS OFF DESCRIPTION OF SECTION South Park and Indiana, 51st 50th and 47th 46th and 43d A •M n V a 03 ■G N 38th and 35th 34th and 31st A ■*> a (8 A H A S3 A 9i £ ■o N N d c 57 THROUGH ROUTES 4 & 5 NORTHBOUND—Continued PER CENT OF TOTAL 1 CUMULATIVE TOTAL SECTIO NS OFF DESCRIPTION OF SECTION 46th and 43d A Oi *9 ns a <9 'd A •** us e* nS SI <9 A 34th and 31st A i ns a o5 A M ns S! ns a C8 A us « Indiana, 21st and Wabash, 18th A •a a C8 A I 11th and Congress Cor. Van Buren and Wabash Cor. Jackson and Wabash Cor. Adams and Wabash A aa ee A *s £ a ei a> a a © S S O Cor. Madison and Wabash Cor. Washington and Wabash Garland Court Loop TOTAL OBSERVED 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 Morgan and Michigan, 119th 39 10 4 8 9 8 9 5 10 7 11 5 7 7 5 17 8 627 6 627 118th Place and 115th 38 8 3 3 3 8 5 8 6 7 5 7 11 7 7 5 301 3 928 114th Place and 111th 37 9 4 7 7 5 3 4 13 10 8 3 11 9 15 10 6 375 4 1303 110th Place and 103d 36 11 8 9 8 10 7 12 14 9 10 5 3 12 13 13 3 468 5 1771 103d Place and Michigan, 95th 35 6 3 10 14 4 3 3 5 8 4 2 4 1 7 3 3 240 2 2011 Indiana and Cottage, 95th 34 9 2 5 1 6 3 2 4 1 3 2 1 1 6 2 134 1 2145 94th and 93d 33 13 7 7 10 4 7 2 16 6 8 2 7 2 3 8 4 289 3 2434 97th and 86th 32 9 2 5 2 5 5 4 6 4 5 2 1 2 1 11 6 163 2 2597 85th and 79th 31 2 4 5 1 1 7 2 2 3 5 1 95 1 2692 0 (0 z 0 78th and 75th 30 11 8 4 5 3 2 8 7 5 6 1 3 7 9 9 3 203 2 2895 Cottage, 74th and 71st 29 6 14 8 8 7 11 4 12 5 9 5 5 2 9 11 1 257 3 3152 South Chicago, 93d and 93d 28 40 32 24 37 19 23 21 70 38 29 21 21 22 27 33 17 1106 11 4258 91st and 87th 27 13 11 10 9 8 6 3 19 11 3 7 4 11 15 4 7 339 3 4597 SECTI 86th and 83d 26 7 5 8 11 16 1 5 1 1 4 4 2 1 5 137 1 4734 83d and 79th 25 7 5 5 2 6 3 3 11 5 2 6 1 1 1 2 149 1 4883 78th and 75th 24 5 9 2 3 1 3 3 7 6 5 3 7 5 7 4 2 167 2 5050 South Chicago, 74th and 71st 23 20 9 12 15 14 5 7 20 6 20 11 6 10 7 14 3 408 4 5458 69th Place and 67th 22 27 20 19 29 10 17 14 17 12 7 5 5 6 6 10 6 494 5 5952 66th and 63d 21 65 69 51 40 27 28 17 22 8 7 2 9 9 8 9 6 742 7 6694 63d and 61st 20 34 31 27 28 18 18 3 13 7 3 2 8 2 17 9 1 421 4 7115 60th and 55th 19 15 19 25 13 10 9 7 14 8 3 2 8 9 13 16 2 232 2 7347 54th and 51st 18 23 29 15 10 9 14 6 16 9 6 5 16 10 13 8 6 250 2 7597 50th and 47th 17 56 69 47 44 35 16 10 25 18 7 8 11 11 21 16 6 436 4 8033 46th and 43d 16 12 75 49 38 21 13 10 19 10 9 13 9 12 18 4 2 314 3 8347 43d and 39th 15 18 50 33 32 16 11 24 14 20 18 13 15 16 11 6 297 3 8644 38th and 35th 14 24 50 37 24 20 29 26 20 22 17 22 28 17 15 351 3 8995 34th and 31st 13 15 32 22 14 30 26 20 20 19 19 25 11 12 265 3 9260 30th and 36th 12 8 21 11 26 22 11 8 13 10 16 36 3 185 2 9445 35th and 33d 11 11 24 14 28 12 14 14 16 22 15 5 141 1 9693 Indiana, 31st and Wabash, 18th 10 1 14 22 22 25 22 22 30 20 14 191 2 9884 16th and 13th 9 3 8 15 19 18 17 22 4 106 1 9990 11th and Congress 8 3 1 1 2 4 2 4 17 10007 Cor. Van Buren and Wabash 7 1 1 2 5 2 1 12 10019 Cor. Jackson and Wabash 6 1 1 1 3 10022 Cor. Adams and Wabash 5 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 4.78 1 1 10023 Cor. Monroe and Wabash 4 Cor. Madison and Wabash 3 1 1 10024 Cor. Washington and Wabash 2 10024 Garland Court Loop 1 10024 PER CENT OF TOTAL 4 5 4 4 4 3 2 5 3 3 2 3 3 4 4 2 100 TOTAL OBSERVED 118 < 160 < 134 - 146 358 ; 508 : m ! 511 ; 352 : 304 246 ! 282 302 411 364 172 10024 § CUMULATIVE TOTAL 1 4837 i i 6177 6535] 1 7078 7589 s 3 1 OO 9075 2 9850 1 A-89TABULATION OF TRAFFIC COUNT—THROUGH ROUTES 4 & 5 SOUTHBOUND z SEC" nor* JS OF DESCRIPTION OF SECTION Garland Court Loop Cor. Washington and Wabash Cor. Madison and Wabash Cor. Monroe and Wabash Cor. Adams and Wabash Cor. Jackson and Wabash Cor. Van Buren and Wabash Congress and 11th 12th and 16th Wabash, 18th and Indiana, 21st 22d and 25th A 44 o eo dJ a S3 A 44 8 A 44 e* T3 fi S3 IS 5 oo eo *0 £ «3 A 09 -d £ S3 A 3 5 3 rs £ S3 s A o 'd £ S3 A 51st and 54th A 44 <© ce 'd £ S3 A 44 US US ns ** «e ns £ S3 05 «o 63d and 66th 67th and 69th Place 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Garland Court Loop 1 1 1 2 2 6 16 17 18 14 27 20 26 23 24 25 11 19 16 36 14 Cor. Washington and Wabash 2 1 2 8 10 23 18 13 15 11 23 32 13 17 26 10 21 20 34 11 Cor. Madison and Wabash 3 1 5 5 26 18 20 15 15 23 25 27 18 19 5 14 14 20 10 Cor. Monroe and Wabash 4 3 2 10 29 16 15 14 18 25 10 9 18 9 8 6 15 9 Cor. Adams and Wabash 5 1 13 20 13 16 10 25 20 15 12 15 10 18 14 19 20 Cor. Jackson and Wabash 6 3 11 16 15 14 13 22 11 19 4 5 7 7 6 9 9 Cor. Van Buren and Wabash 7 5 20 9 10 9 10 18 7 4 8 8 7 3 17 4 Congress and 11th 8 5 24 23 9 21 15 22 23 15 11 13 17 3 11 15 12th and 16th 9 18 12 18 26 12 21 35 12 12 9 14 16 33 8 0 V,> 7 Wabash* 18th and Indiana, 21st 10 6 24 22 16 22 20 13 18 3 12 6 22 17 22d and 25th 11 5 28 23 21 20 11 14 8 16 14 33 25 26th and 30th 12 10 31 31 25 24 20 11 17 25 37 24 0 31st and 34th 13 16 27 48 48 24 14 26 21 48 20 SECTI 35th and 38th 14 17 40 27 22 12 30 23 58 30 39th and 42d 15 16 51 54 26 36 41 55 38 43d and 46th 16 24 50 21 44 62 84 58 47th and 50th 17 21 42 57 63 99 48 51st and 54th 18 7 20 69 76 38 55th and 60th 19 32 115 143 56 61st and 62d 20 23 56 68 63d and 66th 21 20 102 67th and 69th Place 22 17 71st and South Chicago, 74th 23 75th and 78th 24 79th and 82d 25 83d and 86th 26 23.5% of the passengers ride 1 mile and less. 16.3% “ “ “ “ from 1 to 2 miles. 12.1%« “ « “ “ 2 to 3 “ 10.0% “ ** “ “ « 3 to 4 “ 6.3%“ “ “ “ « 4 to 5 “ 5.6%“ “ “ « “ 5 to 6 “ 4.4%“ “ “ “ “ 6 to 7 “ 4.5%“ “ “ “ “ 7 to 8 “ 3.7% “ “ “ “ “ 8 to 9 “ 4.2%“ “ “ “ “ 9 to 10 “ 2.1%“ “ “ “ “ 10 to 11 « 2.5%“ “ “ “ “ 11 to 12 “ .7%“ “ “ « “ 12 to 13 “ .7%“ “ “ “ “ 13 to 14 “ 1.1%“ “ “ “ “ 14 to 15 “ 1.1%“ “ “ “ “ 15 to 16 “ 1.2% “ “ “ “ « 16 to 17 “ Average Haul 4.22 Miles 87th and 91st 27 92d and South Chicago, 93d 23 71st and Cottage Grove, 74th 29 75th and 78th 30 79th and 85th 31 86th and 93d 32 93d and 94th 33 Indiana and Cottage Grove, 95th 34 95th, Michigan and 102d 35 103d and 110th 36 111th and 114th 37 115th and 118th Place 38 119th, Michigan and Morgan 39 PER CENT OF TOTAL 1 2 1 1 2 2 3 3 3 3 2 4 5 9 6 TOTAL OBSERVED 1 2 5 18 27 1 09 1 80 1 45 1 55 2 06 2 54 3 18 ; 541 2 !13 3 162 1 I26 4 115 5 *60 9 (25 € 141 CUMULATIVE TOTAL 1*0 oo 3 S g § g S oo £ 1102 | 5 2074 CO g 2662 14. ro l£9£ I i ro i A-90THROUGH ROUTES 4 & 5 SOUTHBOUND—Continued SECTIONS OFF 2 DESCRIPTION OF SECTION THROUGH ROUTE 5 THROUGH ROUTE 4 TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL 71st and South Chicago, 74th 75th and 78th ’d « GO •d a fl8 A •w as t. 83d and 86th 87th and 91st 92d and South Chicago, 93d 71st and Cottage Grove, 74th 75th and 78th 79th and 85th 86th and 92d 93d and 94th 95th, Indiana and Cottage Grove 95th, Michigan and 103d 103d and 110th 111th and 114th 115th and 118th Place 119th, Michigan and Morgan 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 Garland Court Loop 1 6 3 8 2 11 45 11 10 3 11 6 2 4 11 10 7 13 481 4 481 Cor. Washington and Wabash 2 7 4 7 9 10 44 10 8 6 4 2 3 3 14 6 8 10 463 4 944 Cor. Madison and Wabash 3 8 6 4 7 8 50 14 10 6 4 9 4 6 8 13 16 21 474 4 1418 Cor. Monroe and Wabash 4 8 4 5 1 6 23 8 7 5 3 5 2 8 5 9 16 330 3 1748 Cor. Adams and Wabash 5 7 7 10 1 11 19 12 11 6 4 4 2 1 10 12 7 7 372 3 2120 Cor. Jackson and Wabash 6 3 6 6 5 25 2 4 2 2 8 4 3 7 11 4 10 273 3 2393 Cor. Van Buren and Wabash 7 7 4 4 2 7 13 3 7 3 6 7 2 7 10 7 1 229 2 2622 Congress and 11th 8 11 6 5 5 4 35 8 3 2 2 5 2 4 10 12 8 5 354 3 2976 12th and 16th 9 9 4 3 1 7 31 13 14 5 15 22 5 5 16 15 20 17 448 4 3424 IO SNO Wabash, 18th and Indiana, 21st 10 6 8 4 1 9 22 8 3 6 4 2 3 9 3 7 5 301 3 3725 22d and 25th 11 11 3 6 7 31 14 4 1 6 4 3 7 10 5 11 341 3 4066 26th and 30th 12 9 6 4 10 5 18 15 4 10 5 3 1 8 6 6 2 367 3 4433 31st and 31th 13 7 10 3 5 16 10 7 3 8 5 3 3 9 4 9 4 398 4 4831 SECTI 35th and 38th 14 14 5 3 6 7 13 3 8 4 4 6 1 4 8 6 3 10 364 3 5195 39th and 42d 15 14 5 6 2 3 29 5 5 6 7 4 3 8 4 3 5 426 4 5621 43d and 46th 16 21 8 4 3 11 27 13 12 3 10 11 1 5 4 12 5 11 504 5 6125 47th and 50th 17 18 12 17 2 10 18 11 9 7 8 8 61 4 2 8 2 8 480 4 6605 51st and 54th 18 5 9 7 2 5 10 9 4 4 3 4 1 4 8 8 3 4 299 3 6904 55th and 60th 19 32 11 3 7 18 34 14 16 1 6 5 5 | 3 13 6 8 15 543 5 7447 61st and 62d 20 53 20 12 4 23 47 23 18 14 13 24 6 5 19 21 19 22 490 5 7937 63d and 66th 21 72 37 38 17 40 88 61 69 32 43 55 14 1 14 55 59 54 74 944 9 8881 67th and 69th Place 22 19 21 9 4 21 37 28 37 10 11 26 5| 4 12 24 14 13 312 3 9193 71st and South Chicago, 74th 23 5 31 21 8 38 83 i 186 2 9379 75th and 78th 24 5 8 8 41 53 ! 115 1 9494 79th and 82d 25 3 12 41 55 1 111 1 9605 83d and 86th 26 6 17 ! 23 9628 87th and 91st 27 21 ! 21 9652 92d and South Chicago, 93d 28 26 1 26 9678 71st and Cottage Grove, 74th 29 7 14 19 20 18 8 5 29 21 18 12 171 2 9849 75th and 78th 30 5 12 14 27 9| 7 20 25 7 17 143 2 9992 79th and 85th 31 17 14 5 6 4 13 2 11 72 1 10064 86th and 92d 32 3 11 1| 6 14 14 13 23 85 1 10149 93d and 94th 33 4 6| 7 16 16 11 25 85 1 10234 Indiana and Cottage Grove, 95th 34 1 6 11 18 7 12 54 10288 95th, Michigan and 102d 35 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 4.22 7 17 13 17 54 10342 103d and 110th 36 26 70 45 69 210 2 10552 111th and 114th 37 2 33 138 173 2 10725 115th and 118th Place 38 13 149 162 1 10887 119th, Michigan and Morgan 39 40 40 1 10927 PER CENT OF TOTAL 3 2 2 1 3 8 3 3 1 2 3 1 1 4 4 4 7 100 TOTAL OBSERVED 352 235 200 114 359 930 302 289 154 234 305 105 119 379 461 386 797 § 2 10924 CUMULATIVE TOTAL I LO 1 5790 I 5990 6104 S2 3 S? P2 76951 7984 8138 8372 S oo 1 8782 I S S* 5 cr> r- M C=» 3 ro U3 5 oo & 8 CO LO ro $ 3 LO 5 £ r*» o> 2058 I 2214 ILIZ 2329 2373 CO CM 5 2507 A-94THROUGH ROUTE 6, SOUTHBOUND—Continued SECTIONS OFF DESCRIPTION OF SECTION Cor. Wash, and State Cor. Madison and State 1 Monroe and Quincy Jackson and Van Buren Congress and Harrison g S d a a £ -*0 P» i 13th and 16th 17th and 18th Cor. Archer and State d « N d & 7t A ■*0 « a 90 « d a S3 d e* N +0 ce w d d d a 93 d 94 36th and 39th 40th and Root d ss d d a d S 43d PI. and 47th 40 05 MS d d eg A 40 $ 52d and Garfield a 40 e» MS d d 9$ d 40 90 MS 66th and 61st Cor. State and 63d | TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 Gale and Grimm 48 1 7 1 2 2 1 1 4 2 1 1 1 1 1 256 4.8 256 Lawrence and Sunnyside 47 1 2 2 3 3 1 1 1 161 3.0 417 Agatite and Warner 46 2 5 5 6 3 1 1 1 3 3 1 3 158 3.0 575 Belle Plaine and Kilpatrick 45 7 5 12 4 4 7 1 1 1 2 2 1 2 2 4 295 5.6 870 Kenton and Addison 44 1 7 3 4 1 3 1 1 1 2 1 1 1 135 2.5 1005 Tripp and Crawford 43 2 1 1 5 3 4 1 2 1 3 3 1 3 1 1 1 2 186 3.5 1191 School and Belmont 42 1 1 1 1 1 3 2 1 1 2 99 1.9 1290 Hanssen Ct. and Drake 41 1 2 6 3 2 1 1 1 1 1 238 4.5 1528 Wolfram and Kedzie 40 5 1 3 1 8 1 1 1 2 1 193 3.6 1721 Troy and Fullerton 39 1 5 7 5 2 2 1 2 2 1 3 * 2 2 2 3 196 3.6 1917 Darwin Ter. and California 38 1 10 8 4 1 3 1 2 2 182 3.4 2099 Cromwell and Armitage 37 2 2 3 3 1 1 1 6 71 1.3 2170 Western and Leavitt 36 6 4 3 2 2 1 6 1 1 1 1 2 141 2.7 2311 Hoyne and Girard 35 6 2 9 4 4 2 5 2 6 1 3 1 2 1 1 218 4.1 2529 Evergreen and Ashland 34 16 11 11 16 2 10 2 1 2 7 9 2 3 3 4 1 2 1 3 280 5.3 2809 Division and Tell Place 33 3 3 1 5 2 2 2 3 1 1 1 4 87 1.6 2896 Noble and Elston 32 3 3 7 3 2 1 1 3 1 1 1 4 64 1.2 2960 Cor. Chicago and Milwaukee 31 3 9 6 8 1 1 5 2 1 4 2 2 1 4 78 1.5 3038 Carpenter and Halsted 30 4 1 12 5 3 1 2 1 1 1 1 1 1 1 3 81 1.5 3119 Union and Lake 29 2 1 3 3 1 1 2 3 3 1 1 34 .6 3153 Randolph, Clinton and 5th 28 3 3 2 1 1 1 ? *9 •A a es A 44 8 A N ns A si 49 05 eo »d eo S3 ee S N A 4* O N n® a si ns Cor. State and Archer 18th and 17th 16th and 13th 12th and 7th Harrison and Congress Van Buren and Jackson Quincy and Monroe Cor. Madison and State Cor. Dearborn and Madison J 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Cor. 63d and State 1 6 14 20 22 15 26 15 18 12 10 12 14 14 3 9 4 9 7 14 8 8 61st and 60th 2 2 14 8 22 10 4 7 5 7 6 3 1 2 4 5 3 5 5 3 2 59th and 56th 3 3 14 17 22 11 10 10 14 14 11 9 2 2 7 8 7 5 5 Garfield and 52d 4 2 11 30 10 10 15 27 11 5 3 1 3 1 4 2 5 2 3 2 51st and 48th 5 2 21 8 6 14 16 20 13 2 1 3 5 6 7 9 11 10 1 47th and 43d Place 6 7 6 9 38 50 29 24 2 3 3 6 12 15 17 23 5 43d and 42d 7 1 2 13 17 13 3 6 1 2 2 6 7 2 Root and 40th 8 6 9 10 1 4 1 4 4 3 1 6 39th and 36th 9 * 9 44 28 13 10 6 1 4 9 20 18 13 6 35th and 32d to 19 45 22 12 4 6 7 20 16 38 24 23 6 31st and 27th 11 6 16 17 4 1 8 22 20 24 35 28 3 26th and 23d 12 3 8 4 3 5 6 5 12 18 31 2 22d and 20th 13 1 2 2 9 8 11 15 11 2 Cor. State and Archer 14 2 1 1 18th and 17th 15 1 8 11 10 9 6 1 16th and 13th 16 2 7 9 11 8 2 12th and 7th 17 1 7 22 15 13 4 Harrison and Congress 18 1 1 2 4 Van Buren and Jackson 19 1 4 8 1 Quincy and Monroe 20 4 1 Cor. Madison and State 21 2 Cor. Dearborn and Madison 22 2 Cor. Clark and Madison 23 Cor. La Salle aiid Madison 24 5th and Franklin 25 Market and Canal 26 Clinton and Union 27 Halsted and Green 28 Peoria and Sangamon 29 25.8% of the passengers ride 1 mile and less. 21.3% “ “ “ “ from 1 to 2 miles. 17.8% “ “ “ “ “ 2 to 3 “ 11.4% “ “ “ “ “ 3 to 4 “ 8.1%“ « << « « 4 to 5 “ 5.8% “ “ “ “ “ 5 to 6 “ 4.5%“ “ “ “ “ 6 to 7 “ 3.1%“ “ “ “ “ 7 to 8 “ 1.0%“ “ “ “ “ 8 to 9 “ .4%“ “ “ “ “ 9 to 10 “ .4%“ “ “ “ “ 10 to 11 “ .1%“ “ “ “ “ 11 to 12 “ .2%“ “ “ “ “ 12 to 13 “ Average Haul 2.78 Miles Morgan and Ada 30 Loomis and Ogden 31 Ashland and Winchester 32 Robey and Oakley 33 Western and Washtenaw 34 California and Albany 35 Kedzie and St. Louis 36 Central Park and Springfield 37 Crawford and Kildare 38 Kostner and Kilpatrick 39 Cicero and Le Claire 40 Laramie and Pine 41 Central and Austin 42 PER CENT OF TOTAL .1 .3 .4 .9 .9 2.3 1.1 1.1 2.2 3.7 3.5 2.3 1.6 .3 .7 .8 2.0 2.3 3.8 3.7 3.7 .8 TOTAL OBSERVED 6 14 25 52 53 128 61 59 124 211 195 131 90 19 40 45 115 131 213 208 209 42 CUMULATIVE TOTAL CO §5 us TT OS § eo & 8 & CM s B i g g 2§ 1 g 88 w $ CM P3 S as | 2129 A-96 THROUGH ROUTE 7 NORTHBOUND—Continued TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL SEC1 noN S OF DESCRIPTION OF SECTION Cor. Clark and Madison Cor. La Salle and Madison 5th and Franklin Market and Canal Clinton and Union Halsted and Green Peoria and Sangamon Morgan and Ada Loomis and Ogden Ashland and Winchester | Robey and Oakley Western and Washtenaw California and Albany Kedzie and St. Louis Central Park and Springfield Crawford and Kildare Kostner and Kilpatrick Cicero and Le Claire Laramie and Pine Central and Austin 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 Cor. 63d and State 1 1 3 1 3 8 2 2 3 3 2 1 1 2 1 1 1 1 296 5.3 296 61st and 60th 2 1 1 1 3 1 126 2.2 422 59th and 56th 3 3 1 1 2 1 1 1 2 1 1 1 186 3.3 608 Garfield and 52d 4 1 2 2 1 1 4 1 1 2 162 2.8 770 51st and 4Sth 5 1 6 4 3 4 1 1 1 1 1 1 1 3 183 3.2 953 17th and 13d Place 6 3 6 10 3 1 3 1 4 3 3 2 1 3 2 1 1 295 5.2 1248 13d and 43d 7 4 1 6 10 4 1 1 1 5 3 3 1 3 1 3 122 2.2 1370 Root and 10th 8 2 2 2 55 1.0 1425 39th and 36th 9 8 5 1 2 7 4 1 3 7 2 4 2 2 1 230 4.1 1655 35th and S2d 10 5 6 5 8 19 4 1 4 2 4 5 3 3 6 1 9 2 1 2 332 5.9 1987 31st and 27th 11 9 4 4 19 11 8 2 1 3 4 7 3 7 5 6 277 4.9 2264 2 0 m 26th and 23d 12 7 5 5 10 11 5 1 1 3 2 2 1 4 2 6 3 2 3 170 3.0 2434 22d and 20th 13 2 2 2 3 4 1 2 1 2 2 1 3 1 4 1 2 94 1.6 2528 Cor. State and Archer 14 1 2 1 2 1 1 1 1 2 2 18 .3 2546 1 4382 1 A-100THROUGH ROUTE 22, NORTHBOUND—Continued TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL SECTIONS OFF DESCRIPTION OF SECTION Lake and Carroll Kinzie and Illinois Grand and Superior Chicago and Elm Division and Germania North and Wisconsin Center and Belden Fullerton and Dewey Pi. Diversey and Barry | Halsted and Fletcher Belmont and Roscoe Sheffield and Byron Cor. Irving Park Southport and Pensacola Montrose and Giddings Lawrence and Winona Foster and Gregory Bryn Mawr and Ridge Elmdale and Devon Albion and Lunt Greenleaf and Howard 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 Green and 79th, Vincennes 1 2 1 1 4 1 2 81 .1 81 80th and 79th, Vincennes 2 5 5 4 1 1 1 1 1 243 2.7 324 78th and 75th 3 5 2 4 6 2 1 2 2 2 1 277 2.3 601 74th and 69th 4 5 1 3 5 3 5 1 2 3 1 1 3 1 2 1 2 424 3.6 1025 68th and 65th 5 1 2 1 3 1 1 1 1 1 236 2.0 1261 64th and 63d 6 3 7 7 6 5 4 8 7 2 9 1 2 1 3 1 4 459 3.9 1720 Englewood and 59th 7 7 2 3 6 4 2 2 1 2 3 1 1 2 1 304 2.6 2024 58th and Garfield 8 3 7 3 3 4 1 3 1 1 2 1 266 2.3 2290 54th and 51st 9 4 5 5 2 8 3 1 2 3 2 1 1 1 263 2.3 2553 50th and 47th 10 3 1 5 2 3 3 1 2 1 1 3 1 1 1 265 2.3 2818 Swan and Root 11 12 6 3 3 2 2 3 2 1 1 1 1 2 1 2 321 2.7 3139 40th and 39th 12 4 2 2 9 5 2 6 2 5 1 4 3 1 1 2 2 1 219 1.9 3358 38th and 35th 13 7 6 15 11 8 7 13 6 6 3 4 2 2 1 2 2 1 2 394 3.4 3752 33d and 31st 14 13 5 6 9 3 5 2 2 4 3 3 3 3 3 1 1 2 298 2.6 4050 30th and 36th 15 7 6 7 6 3 1 1 1 2 4 2 1 2 2 2 1 1 2 2 232 2.0 4282 35th Place and 33d 16 10 7 8 2 18 9 5 12 6 1 2 1 2 2 3 1 2 4 4 1 333 2.9 4615 LaSalle and Archer 17 7 11 11 10 16 8 4 10 7 1 3 3 2 1 2 4 3 2 1 1 272 2.3 4887 30th and 18th 18 3 7 4 6 1 4 4 4 1 1 1 5 1 3 1 126 1.1 5013 17th and 13th 19 13 16 14 8 4 5 6 8 2 1 1 4 2 3 1 2 170 1.5 5183 Taylor and Harrison 20 18 13 24 24 13 19 17 9 14 5 6 6 10 7 5 5 6 7 4 1 2 321 2.8 5504 Van Buren and Jackson 21 28 53 32 29 25 47 23 21 24 5 6 11 2 8 7 11 22 7 11 9 1 500 4.3 6004 Cor. Adams and Clark 22 12 12 25 30 22 16 23 13 24 12 6 10 2 7 8 9 7 8 6 3 4 315 2.7 6319 Cor. Monroe and Clark 23 22 17 25 32 26 23 15 10 17 6 6 4 5 5 9 9 11 9 8 3 2 296 2.5 6615 Cor. Madison and Clark 24 14 44 49 48 31 46 30 28 22 4 13 17 5 6 8 12 17 7 8 4 14 451 3.8 7066 Cor. Washington and Clark 25 3 11 27 20 18 26 23 10 13 1 8 10 8 9 6 12 5 7 3 4 229 2.0 7295 Cor. Randolph and Clark 26 10 25 19 35 16 28 22 16 13 8 5 10 11 4 11 10 11 3 8 5 9 282 2.4 7577 Lake and Carroll 27 3 23 32 25 26 32 20 9 15 1 5 4 5 6 5 4 7 6 3 4 235 2.0 7812 Kinzie and Illinois 28 5 17 29 13 18 11 10 4 4 6 1 4 3 4 3 1 1 2 1 1 138 1.2 7950 Grand and Superior 29 13 13 17 15 11 6 2 10 11 3 2 5 9 2 2 5 7 133 1.1 8083 Chicago and Elm 30 4 17 30 27 20 21 12 20 10 11 2 13 10 8 11 4 3 10 238 1.9 8316 Division and Germania 31 11 67 35 29 22 12 19 16 10 7 12 13 13 10 9 5 11 301 2.6 8617 North and Wisconsin 32 2 18 41 30 8 17 15 12 11 25 8 3 6 11 8 11 226 2.0 8843 Center and Belden 33 6 38 22 16 20 19 6 5 9 23 19 11 5 5 19 223 1.9 9066 Fullerton and Dewey Place 34 2 9 20 23 16 16 11 11 10 9 9 11 4 8 159 1.1 9225 Diversey and Barry 35 8 25 79 29 21 19 27 24 27 19 14 3 11 306 2.6 9531 Halsted and Fletcher 36 6 34 61 30 21 46 47 37 28 54 10 32 408 3.4 9939 Belmont and Roscoe 37 7 21 22 14 36 39 19 19 23 10 27 237 2.0 10176 Sheffield and Byron 38 12 43 13 36 38 21 25 19 5 14 226 2.0 10402 Cor. Irving Park 39 3 10 23 44 31 35 3 18 38 234 2.0 10636 Southport and Pensacola 40 5 38 85 46 42 25 12 25 278 2.3 10914 Montrose and Giddings 41 21 36 30 47 15 15 34 198 1.7 11112 Lawrence and Winona 42 26 33 77 56 31 56 279 2.3 11391 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 3.89 Foster and Gregory 43 7 16 34 15 12 84 .1 11475 Bryn Mawr and Ridge 44 5 27 19 38 89 .1 11564 Elmdale and Devon 45 11 33 97 141 1.2 11705 Albion and Lunt 46 3 13 16 11721 Greenleaf and Howard 47 3 3 11724 PER CENT OF TOTAL 1.8 2.6 3.0 3.3 2.7 3.7 2.9 2.8 2.6 1.5 2.7 2.7 2.0 1.5 3.3 4.3 3.6 3.6 3.7 2.0 4.5 100 total OBSERVED 215 S CO 356 386 317 438 346 326 306 170 317 314 240 178 386 510 420 429 438 243 529 wm TT CM 1*- CUMULATIVE TOTAL CO 5 5075 1 5817 | ro S 6572 oo § Si I 7720 8 i § oo 8769 S 11724 A-101TABULATION OF TRAFFIC COUNT—THROUGH ROUTE 22, SOUTHBOUND SECTIONS OFF DESCRIPTION OF SECTION Howard and Greenleaf Lunt and Albion Devon and Elmdale Ridge and Bryn Mawr Gregory and Foster Winona and Lawrence Giddings and Montrose Pensacola and Southport Cor. Irving Park Byron and Sheffield Roscoe and Belmont Fletcher and Halsted Barry and Diversey Dewey PI. and Fullerton j Belden and Center Wisconsin and North Germania and Division Elm and Chicago Superior and Grand Ulinois and Kinzie Carroll and Lake | Cor. Randolph and Clark | Cor. Washington and Clark Cor. Madison and Clark Cor. Monroe and Clark j Cor. Adams and Clark | 47 46 45 44 43 42 41 40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23 22 Howard and Greenleaf 47 5 11 26 75 22 61 30 63 58 34 34 22 9 5 15 6 11 7 9 8 3 9 4 11 7 5 Lunt and Albion 46 1 12 15 5 12 17 32 20 8 16 16 2 3 5 6 3 1 3 2 4 2 7 11 4 Devon and Elmdale 45 8 24 31 43 21 44 29 22 28 28 7 4 3 9 10 10 8 6 5 9 9 9 6 5 Ridge and Bryn Mawr 44 2 9 38 18 36 27 20 15 26 6 5 5 8 11 6 12 6 4 11 11 11 12 12 Gregory and Foster 43 1 26 27 44 40 26 40 23 10 7 10 13 12 10 14 18 13 20 11 10 11 16 Winona and Lawrence 42 19 40 76 56 49 34 46 13 9 11 17 29 23 13 5 8 10 26 26 7 15 Giddings and Montrose 41 7 58 28 33 27 27 14 6 14 14 13 3 6 8 4 15 14 19 6 10 Pensacola and Southport 40 2 8 14 10 12 10 7 4 2 23 12 4 2 3 5 10 9 4 5 Cor. Irving Park 39 9 38 37 32 15 13 11 18 20 9 6 4 4 4 5 12 3 9 Byron and Sheffield 38 12 45 47 17 15 14 16 34 24 16 5 8 10 11 14 12 11 Roscoe and Belmont 37 8 21 39 37 28 14 19 17 10 4 10 4 9 10 15 14 Fletcher and Halsted 36 1 9 19 8 13 27 13 8 5 5 18 5 5 12 9 Barry and Diversey 35 6 3 23 30 36 13 5 7 11 17 20 27 14 21 Dewey Place and Fullerton 34 16 34 34 14 14 13 15 16 15 21 15 16 Belden and Center 33 8 31 25 21 10 3 15 25 14 28 18 21 Wisconsin and North 32 10 29 22 13 14 13 25 17 34 26 31 Germania and Division 31 11 33 14 11 25 12 12 30 21 19 Elm and Chicago 30 12 22 12 37 16 34 28 27 30 Superior and Grand 29 1 8 21 21 21 26 21 25 Illinois and Kinzie 28 4 19 26 11 30 16 23 Carroll and Lake 27 1 4 6 13 12 18 Cor. Randolph and Clark 26 1 2 4 9 20 Cor. Washington and Clark 25 3 6 9 15 Cor. Madison and Clark 24 1 6 7 Cor. Monroe and Clark 23 3 1 Cor. Adams and Clark 22 4 Jackson and Van Buren 21 Harrison and Taylor 20 12th and 17th 19 18th and 20th 18 Archer and Wentworth 17 22d and 25th 16 26th and 30th 15 31st and 33d 14 35th and 38th 13 39th and 40th 12 24.7% of the passengers ride 1 mile and less. 20.7%“ “ “ “ from 1 to 2 miles. 15.2%“ “ “ “ “ 2 to 3 “ 12.5%“ “ “ “ “ 3 to 4 “ 8.3%“ “ « “ “ 4 to 5 “ 5.4%“ “ “ “ “ 5 to 6 “ 4.5% “ “ “ “ “ 6 to 7 “ 3.4%“ “ “ “ “ 7 to 8 “ 2.5% “ “ « “ “ 8 to 9 “ 1.3%“ “ “ “ “ 9 to 10 “ .6%“ “ “ “ “ 10 to 11 “ .4%“ “ “ “ “ 11 to 13 “ .3%“ “ “ “ “ 13 to 13 “ .2%“ “ “ “ “ 13 to 14 “ .1%“ “ “ “ “ 14 to 15 “ Average Haul 3.05 Miles Root and Swan 11 47th and 50th 10 51st and 54th 9 Garfield and 58th 8 59th and Englewood 7 63d and 64th 6 65th and 68th 5 69th and 74th 4 75th and 78th 3 79th, Vincennes and 80th 2 79th, Vincennes and Green 1 3.3 PER CENT OF TOTAL .1 .1 .4 1.5 .6 1.8 1.5 2.1 2.5 2.3 2.7 2.7 1.4 1.2 1.6 2.2 3.1 2.3 1.7 1.2 2.0 2.5 2.5 3.6 2.7 TOTAL OBSERVED 5 12 46 116 68 199 160 355 275 256 294 301 157 133 175 241 347 250 188 135 228 280 277 395 296 362 CUMULATIVE TOTAL IjO r*- 3 £ §5 CO 9 i S 09 < (9 a £ •ia xtsuio'i y •« u«a 00 to CM 0 CM rr CM 0- ro TT* O r- O 'CP — CM TP CM TO TP TP uosqaejp put? sraepy p- *“ CM IO CO ro 09 CD 0 CO r— 0 CM TO o TO CM 09 09 CD »II«S«rI pue qi«I3 CD TP CM p- eo TO CM 04 09 OO 51 r-« TO TO TP 'cr TO OO 09 P- oo o ‘lead y suiepy *103 TO *" O- p- MT CD CM 1X9 CM OO CM S3 CD 00 TO CM OO - £ r— CM CM TO CM 8 CM CD OO CD o uosqaep pue *a ue^. - 04 CD CM MT in E MT CD g 04 !■'- CM TO CM CM CM r- TO TO CO CM 00 1^. 09 CM u 5? CD •j«h pue *jea<| *103 IO fO 09 O r^- ro MT CM CD TP TO CM CM TO !— & TP CD 5 ieiapaj pue qjeia ■ ?og g§ S5o!: 5w I U E K > 1- 0 £ u 13 g >; " j o -I Z^u. uo. oPi h j 1 h Ui 0 3 to >■ > H2 to - w h w* UJ < z kS JDo HJo) 2 uj uj 2 *■ ®Iq 2 L il l" < go UJW2 JJ IK 2 h < *“ q*gl pue qsi?qt?u S 04 O TO Sd ro MT ro TO ro TO CO CD CM CO TO TO TO CD r^« TP r~ TO 0 OO OO TO OO 09 09 S 09 qm pue amS -joa 5= £ TO TO CM zz CD ro CO TO TO 'O' TO TP CM CM CD CM a TO CO qm pue *-*<>0 CM "" 04 ro MT CO CM OO CM 09 CD OO CM CM CD TO g s p- CM CM TO a & s q*S pue q^gi mo^ ro 2: ro 00 r» 1X9 MT CD MT OO Mr ro CD TO CD g r*» 09 TO TP TT CD £ p- TO put? saii{ejclsa(x tp r-. CM tp 09 CD MT CD 1X9 TO OO TO TO ro TO $ TO g g 09 CD CX9 Tp TO 1— CD g r«- pa»si«H pue WIIIW to in ro 10 CM CD CM 8 S3 B B B 5 TO r^- TO s g TO e> g TP TP £ TO CM CD CD puejsi ania pue £ej^ CO 00 LO p- <=> - g g 09 TO TO 1— 5 TO 09 CM TO CD ro CO TO CD s TO TO oupt;q pue r— CM 09 ro ro r^- 09 CD s CD TO 09 TO ro 09 CM r*. 00 CD CD CD CD 09 22 8 •qsy puts ja^saqauiM 00 & p» mt ro & g s 04 09 CM TO g 00 CM TP CO 8 09 TO iCaqoH pue MfAeax cn> ro CM zz r— r^- 04 m 09 CO CD ro TO CO 3 Tl- O- CM CD TP TO TO r— CM (ft napSo pue qm moo CO CM CM CD MT = ro CM B ro 09 ro TO CD TP V TO OO TP g CM CM . « I s tgNMTtteOPpX ujojsoai pue 04 to 09 CM 00 ro CM r^. CD CO ro CM CM r- So CD TO CD s TP g ;it?zojvr put? i^OIX 04 CD CM CM 04 SI OO CD s MT fl i © * S \ © TfS ^ s 0 © 0 0 © < it 4A 4H 4H 4H 4H 4 >1 N C9 Tf «5 » r = 5 a " to © r* P^ 09 OO OO TO »I*P»H pue *qa I«Jquao S3 CD CD ro 04 §3 ro OO 04 ro 09 CM MT 5 2 3 2 3 2 3 TO TO TP 8 OO CD 09 pmim put? pjojAvt?!^ 'O- CM CD OO 5 CM 8 CD CM 09 CM *fi or as d d §0 sa hfi £ «£ © s ^ « ^ ^ ©3533352 SS g5» ^ ^ gS gS ^ ^ NWT(HHl»CSN 00 rl x m r» t! N fi H H 09 TO a CD TO iqsuauiOH pue ddjix TO CM to - e C9 CM CD g ®J,JPIIH pue uo^naa- CD CM 10 10 5= ro TO TO 1— o qafjqediiH pue oiaa*3 Sm 00 ro to mt - TP TP P^ q«»H pue *aAy q^g CM Tp ro CM P- CM TO •dAy q^g^ pue upsny 09 CM ro to TO Li tc o o O UJ IS « Q o> CM CM o3 CD CM 1X9 CM •«- CM ro CM CM CM CM CO CM 09 OO r- CD TO TP TO CM j: CD 09 - CM TO T»* TO CO 1 OO -J < h 0 h u. 0 h z UJ 0 £ UJ a Q UJ > £ UJ to to 0 j < h 0 h J[ < h 0 h UJ > h < A D S D 0 © > < A 4- ce US a d d fi OQ 5 ◄ A 4* © a a d i < 5 •** MS M © s d ft 3 a d d 0 © 5 © u CS 2 3 T3 fl CS d 0 ■w d a> A >» A 05 d « S S d «o ft ft g E CS i •a d cs "0 u a * cS u (J 4> N -d •d § £ ! d 0 +3 e« 9 -d d CS >» 1 d % 3 0 •d d ct Sd « d 0 V in © •d d CS A •» o* TH 0 © >» © pd 0 »d d ci 5 a A m < ■d d d © «■ © pd © . d 3 d 1 A •d d e$ d 3 93 © X) d CS as © d 5 d* d cS d S *d © 44) V3 d 9 •cs d 93 jg a S E d CS © a d 93 ce © d *3 ft as © © A 4* *0 a d CS A 4-» N tT h O © A 4* CM PH a d a * © u O © A 4»"> 9* a d d © 4H d 4H SC 0 © a 4H CM a d d A w d A d * 0 © d 0 as 1 a a d d 0 5 H d SC $ a d d d d © A SO 2 © a Sm a d d A Ik d © £ cs X a d d £ CS © © © d o A © 5 a d d © d d S» d © © a d d as S d a ◄ © 9 © © d CO 2 a d d Ik d © d © © 5 a d d as S d a ft pr d g © m) a d d © d d > IS IO SISJ I0IX03S A-104ivxojl 3Aixvnnu\ino to £ os PO PO 8 1130 s £ CO CM § 3515 % g P: a MS’ CO CO CO i CO CO J2 r» ss 8912 5 PO OS 9906 8 8 S— § --W . TO CM r— to os CM M— CO TO tr-. . 1 f s MT to to mt 11455 11455 “IVXOX do -LN3G UBd mt CM 10 os CM Ml” to CM PO 00 OS CM PO CM PO CM PO rr CD CM CO 00 W* OO 00 r— MT 00 PO os MT Mr CO CO CM PO r— MT TO CM s Q3AJd3SaO IVlOl LO m3- CM mt CO CM CM CM CO S CM CM IO PO r» <=> CM 8 PO g PO CM OS MT CO CO MT PO r*« PO s § to s to PO to § CM CO to £ § TO CD PO r-- US 8 s *- TABULATION OF TRAFFIC COUNT-12TH ST. LINE WESTBOUND U. It. 0 W z 0 h 0 III Uftsiry pub *aAy q^os os CM to PO CM to PO CM CO PO r- 00 PO CM r*~ CO CM r— 9 £ to PO s CO CO s r- PO r— 3? to £ •0Ay q*B pnB q»pH OO CM PO *“ CM *" r* to to JZ CM OS CD 5 CO to MT - TO CO CM TO £3 TO s puB qaiJ^BduH Sm CM CM CM CM rr MT CO PO fM- 00 CO r- MT SI PO to CO MT 8 CO TO uojuoq puB aiBpim CO CM CM PO CO to PO CO CM 00 ZZ CO CO CD CO 00 MT CM CO 00 PO PO OS CO TO CM CM to CM CM 8 CD dduj, pub iSqsnaniOH LO CM CM *“■ r— to CO zz OO CO 5= CM 00 PO PO 00 to CM CM s M3- CM CO TO PO to to CM PO £0 TO u £ PJOJA1BJ3 puB pjBlim s CO to r- So CM CO 04 0 mr to § I OO CM S PO Jo g to os to r— OS OS 1— CM CO OO CO i CO PO CD to Ma- os i TO •q*I puB a[zpaq TO CM CO 10 5 PO 00 o> P» w r— MT to CO r~ r— CM g CD to to CO PO CO £ g r— MT £ r— os to SI CO to 8 pnB ^jbzoj<[ §3 MT to PO 00 CM PO PO os CO s O CO 00 os CM LO CD to so CO MT PO s ?2 1— r~- co Jo r- to i «Iiijojjib > pnB ujoisovi CM CM MT 00 to as CM 0 r- s CM CM OS OS PO CM eM r— CO PO s Ml* "cr CO PO TO CO r- TO TO TO to Id V) >■ § g2 2° Sri PSfe Ss z 4 u. u s ?o>- Eh oPoc i-S I h LI 0 3 w >- > 1- s IS 3 2 300 &s Sxo 1: §° xtc 0 h < h qm puB napSo •CD CM eM CM 0 00 to PO MT CO to TT PO OS 00 OS to PO 10 r-~ M3* to TO PO s MT CM ^jABai pnB Xoqojj OS CM CM to CO Si 00 3 <0 CM % OO to PO os CM S % s s rr TO to CM CO 8 TO TO J0)saqaii[\v puB *qsy OO CO CM £- r- Mr 00 OS PO CM CO CM g CO PO CM «=> CO CO PO CM s CO r- CO CM CO |mJ1 8 TO 8 ufpBT pnB anpBH r-- CM CM CM OO PO PO CM CM PO CM CM CO PO g PO C- OS to PO CM 10 PO OS r~ MT OS 8 £3 Abiv pub puBjsi anis CO MT CO to r>- CO CM CO CO CM g OS CM CD CM CO g CO r- r~ PO § i jaillH P«b pa^sjBH 10 OO to PO CO CO to PO CO 8 CM MT s CM CO OS mt CM CM PO PO CO CO TO s saafBidsaa pnB ibub^ MT PO CO en CM CM PO Si £ OS PO S ro r- PO r— PO § I mZl pub q»S *ao3 PO CM CM CM PO OO PO iS CD CM TO 22 00 § mZl PnB qiBi3 -103 s CM PO CM TO to IO mzi P«« »WS -aoo - r~~ CM £ (/> mzi PUB qsBqBAl *103 TO CO 0 ce ce © XS ce © X 0 X 1 w => X lal > < 3 3 ? IO{i(BX V UOS1JUBH os MT "" to PO MT - r*» 1 ‘ w w mi « r» ao MT to TO *M XBinoq # *a oba to PO CO CO S©9©9QOO J5MS4SMS4SMSMSMS g S s a ® 7 . , . far mm ce a fe a 81 w »^ ^ < 8) ce a 1 as - tc Id V) OQ 0 j h < j D 2 D 0 © a QC 93 P *e a 08 a 08 i © A VI 2 © XS r© fa *3 a 08 « a 3 © 08 a xs a C8 08 © P £ 0 a © a a H ’O a C8 e a s £ «8 <0 P Xt a 08 S 08 xs < © © VI 5 xs a 08 IU 08 5 a © a5 ^4 © 03 T> a 08 % s 08 ■a ◄ s 08 = •o a 08 a a 08 > © © *>» 08 *0 a 08 a § 2 08 X A « •a a 08 a rtx 08 08 h © A C* *0 a 08 © MS 08 MS QC h © A MS « xs a 08 A 1* 08 5 £ © is A MS N tH ■a a a a »Ci far © is ce © a 2 a ce © X xs a a *3 a a w © i X! a a xs -2 ce a a >» a X xs a a >a a a 2 © a S a 5 •a a a © a « a X far © MS ce © A © a E •a ■ a a A ce ◄ MS MS *> a © xs a a >» © A © a A MS XS a a a © •a bo O far O is !s *a xs a a a far -2 ce © © tm H T3 a a MS a © Pm MS a © •a a a © •a © i % a © •a a a B a a X A Pr ■c *a a a CM 2 ro r— ro f— ro g s 2 r*- 2 i 2 s s 10 1 5887 I mt 09 10 2 09 10 CO MT 2 1 9S09 09 CO 2 i i i “IVXOX iO JLN30 d3d CM CO ro CM 10 10 <=> OO ro ro oo r- ro 0 10 rr r«l MT Z 0 h 0 LU ■ fflz ■ Q ?o< Wp! XU.E ho£ jO _j Zhv ir o°a hj 5>> gl , LU iSiz q;qo £5 Ns >: lL|-< Oq UiUlS 0 ICC 0 h< h uaqsBioajt pnB aAOio CO CM co CM CM mt CM a CO TT ro CO CO 0 CO CM CM l^» CM ro 09 CO 2 aSpfig pm; uosiajjap 1— CM CO CM CM s r^ CM zz r— ro 00 2 r- 2 MT CO ro 2 00 10 2 uoiua puB qsf j CO 2 CO 1^- ro CM 2 CO CO oo s CM ro 10 10 2 CM •0* 2 2 1^- CO CO M- 2 2 J00JJS pnB nio«T[ 09 2 CM ro CM 10 CM 05 10 rr r~- CM 2 CO ro 2 CO ro v 2 CM ro 09 S3 piiBfqsy put; poou CD CM CM CO 2 CO CO oo oo CM CM 00 r^. r~ 2 2 09 10 r» - CM 10 ro r— i CM uioauii piiB jCaqoH - P** CM CO CM r— r- CM r— oo CM CM 10 CM CM ro 09 CM CO MT ro i r- 09 CM anAoii puB ^lABa^i CM r~. 10 CO 10 TT CM CO CO CM CO - CM Si s MT CO 2 ro OO 2 Xaiq«o puB MBua^qsBM ro ro r- CO r- 99 99 oo CM CM ro CM CM ro CM 2 4T 0 2 e|niojHB3 puB ^ojx mt ro ro 2 CO CO CO r*- o CM CM CM OO r^- CM mt 09 10 CM S pgg pm? afzpan pub V2Z uo i0 ro OO CM CO 0 *o- r— S 09 VI • © M 2 » <* » » w *2 * 3 s ig flt M ^ U» O JJ 4» -M 4» •» 4» r( N «9 ill® 1 S 1 ojzpaq puB q*jg pnB ioXubs puB q$£g CO CO 2 CO mt CM CM CO OO SufpinBd$ pm; pjBiuiii r— Tt~ MT ro OO § aiBpnMB'i puB q*£g puB q^8« CO s I— C « © ft " 73 u © g* 5 - * 3 0 N fl fl a CM 99 CO CO 2 q»08 PUB pgg 09 r» PH ajzpan pnB q-rea uouik) o CM 10 oo CO s <«■ CM fl - v « „ v. ® §: 1 j i : wo 2 «« a s 0 -5 © ^ -a: j i : i •g.- « » ^ • © <« V» v» v» S5 © N N rl 0 » ^ S 14 “ CM 10 09 OO ro CO 10 r— qiBj iBj^nd3 puB uapSo cm CM 10 <=> MT CM 10 2 2 ro pjOJVVBJ) puB POBPIIIH CM CM CO CO CM CO r«- ro S3J CM ro joujsoq pub uo^uajj 2 So 10 W 2 h -ILL. a O o O LJ co tn Li1 1 Q ro CM CM CM CM CO CM 05 oo r>- CO 10 ro CM 0 09 00 CO 10 ro CM J < h 0 h Ll 0 h z 111 0 03 LU Q. 0 LU > 03 UJ (0 OQ 0 -J h 0 h j « h 0 h UJ > h < -J D S D 0 & fl ■M CC o a ft fl fl a © 4* fl a? A t 1 2 © *0 a fl fl fl 3 © 3 tS fl * I fl © *0 fl A fl © -fl tt> © © -o © a ft fl 03 A fk § .© fl! 4* o eo ft fl a ft 09 09 © •o fl £ e8 •O fl A £ V6 « ft fl fl! A ■** QC t£ fl ■*s § fl* Xfl ft fl «8 ft tm 99 a .a 0) 3 f) © A ft fl 99 A 4* e* fS fl 99 Ih © fl! m T3 fl fl! A ■*» ft Oi C* *0 fl fl! © ‘5 ft © A •o fl "B S3 <8 J © fl 99 >» 1 >» © 3 «8 © ns fl 99 * fl! fl © A % fl! £ © a s ft fl fl! •w % 2 fl © © fl 3 ft fl fl! & s It ft fl 99 3 cc < ft fl fl! •o 0 0 "© 4^ QC >» A ns fl fl! fl 3 fl Nl fl © fl © ft fl fl A & © bfi 3 £ ft fl fl fl © 0« u £ © fl £ a © © •o fl fl © © © © © ' © AS £ ◄ •o fl A "© fl 1 QC ns fl fl 2 © is •© fl © * © © I © < fl © ns fl fl © a a QC a © © fl QC CJ fl 2 © ft s© *d S fl A v> fl .fl £ fl © © © NO SNO XG3S A-106iv-lox 3Ai±vmiAino eo 05 05 OO IO i 1544 1882 2176 2284 2488 > ec i I S : ^ 8 5? 4695 S 5561 £2 00 us 1 us ! 6026 6031 6118 1 6119 ' CM : g 6560 1 6795 /s Ti 6795 IV-LOX do XN30 U3d 14.3 O CO ro CM 0 us ro Tf CO 0 ro 10.5 1 us > US 12.0 us Tf CO Tf 00 Tf Tf to CM * .1 1.3 ro TP CM CM Tf to | > QHAyasao ivxo_l £ 05 US US 00 £ Tf CM 00 CD Tf CD CM § > CO ! fo us 8 CO 8 ro us US US ro US CM 00 ro 10 So - SI CM eo Tf US ro CM i 6795 TABULATION OF TRAFFIC COUNT—22ND ST. LINE WESTBOUND Ll Ll no^nan pub lau^sox S3 CM US 5= 05 05 05 eo s fZ US CD NO CO Tf 05 OO ro s us 05 CM 14.5 05 6795 piieiqifH pub pjojaibiq Si 8 CM CM CO 05 Tf CO 05 & Mr OO r— US CM 5? g I 00 ro ! CO CD i 5821 napSO pub qiBx l«J^na3 <8 ro CM 1— TT Tf CO CD 0 CM £ CO CM CO ro ro us ro Tf s us CO CO £ TP TP rxs 51i«d no^jii^ puB ai/poAf S 8 r— CM US 05 CM 05 Tf eo ro Tf 05 CM 05 05 CM CO Tf ce 00 OO US TP CM 05 r^ g 4687 P8S puts iwo£ an us >0* US CM CM CM CD 05 Tf CM TP p- S3 05 to CO ' Cf Tf r*» ro Tf s CM CO US TP THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 3.45 q$82 pub q*£g pub aiBpuAiB-i 00 NS CO CM US ro S r*- eo Tf CM ro S3 ro CO - ro ro CM US CM P«fflM Phb SujpinBds 05 CM CO PO CM ro ro f- 00 CM US CM ro 05 CM Tf us CM OO CO 3620 PUB 10Aa&b$ puB ai/poH puB CO G> CM CM ‘ 00 Tf - ro ro ro f~ - CO f- 3452 aizp^H pub pgfc pub afzpan us US CM 1— CM Tf US 05 ro 00 TP CM us CM CO Tf ro 05 CM Tf CO ro T? CM 3376 iSOIX pub bjuiojijb^) TP OO Tf ?i 05 O CM zz *“ 0 to US CO ro g US 05 Tf p- CD CM CM eo s US 3131 A\Biio)i|si; iv puB ^a^BO IO CM ro US CM CM Tf CM u p- CM CO 05 s O ro TP r^. 00 s 2571 1 I^IABaT puB auXo]{ CM us CM zz 05 CM CM UP CM TP CO CM Tf f- 2063 I iaqoji puB uioauf'i - "O’ r- OO OO CO 05 05 CM eo ro 1 *** CO CO ro Tf CM 05 CM 05 B poo \i puB puBiqsy O US Tf US 8 05 CM ■"O £ z ro TP 10.8 CO £ 1597 1 0 z 0 h 0 111 0) nUJBT puB item 05 5? r— CM 8 r— US f* 00 Tf Tf CO CM OO P'- is 00 ce . © M2 M u « « <• |1 N M T «S W 5JSIX PUB nofun OO CM 05 us S3 CM O' <=> TP CO 05 Tf CD Tf £ CM § uosjojjaf puB aSpuji f- ri- ro us CM Tf CM 5= a < ««■* © r 1! © »a v* 5 © © © © *+*■+*■+*+* i N « it'K} m I. ... 3 ^ - - * s M CO CO US 05 05 00 § aAoio puB uaqsBioajfl CO us CM 05 CM CO r— 1— S 05 NO jjbaiojs Pub jaqajy US Tf US CM OO - us ■c 2 u § ns d » « V. V. v. © Ml ce «s 2 2 2 © ft > © ^5 j 5 : j ^ „ © i 5 2 S 5 e » r> tH ^ e CS T cc bi (0 m 0 < h 0 h 1 CUMULATIVE TOTAL | < < L 1 I - 1 ( : 5 d Nf d , et d VI ’ ts © ( a , t it © It 3 « u § ! £ > d ’ d c8 I: ti \ 2 3 Ti «S . -3 d i ti e «s 3, \ d £ d d a . Si t 0 % i d . © £ © § ■ 'J ■ i 1 3D d fl8 , IU V , I 1 < ! © > 0 5 3 1 a ) d • © a Cto ce 2 : © • % I d © t s - © ■* 1 d 1 d C8 © W) d d i m v> d d es d © a ^ - May and Laflin § 9 * * 1 s ■ ts d d , 2 d *■ . <4 ' t Lincoln and Kobey Hoyne and JLeavltt Oakley and Washtenaw ft! H d 1 S 1 C8. , «8. 1 : 3 , © N d 2 : d d rt d • ?l - l * ee ' © 8 d . © - a ; ,«4i;n ana neazie and Sawyer and 35th Spaulding and Millard Lawndale and 25th and 28th i d 4 ’ d d a < d * 5 ! X £ ’ d < © 1 ■tf = » . I ! © 1 a j d 1 © 1 a ? d © d &A 5 ! d ; s 2 u > 1 1 © Crawford and Kirkland Kostner and Kenton 1 PER CENT OF TOTAL N< D SNO . 1Q3S A-107ivjloj. 3Ai±vinwno CM CD CO CM mt 8 £ r» 00 MT CD to 00 00 PO § ro £ So 05 2041 2215 2373 to .9 CM 2652 2777 2818 l S3 ro 04 2974 2979 g CM 2979 05 r^ 05 CM 2979 2979 £ §3 £ §3 S 05 CM “IVJ.O.L dO 1N3G H3d rr ro IO IO 11.5 to CO MT CO CO to 09 to CM ri to CO OO to to CM 00 to ro to rr ro to CM rr rr rr CO CD CM CM | aaAuasso iv-loj. g OO IO ro Jo g to CM g £ ro CM CM CO MT l>- S 5 00 to CM CM g £ ■5* 5r PO to CO to TABULATION OF TRAFFIC COUNT—WENTWORTH D. T. LINE NORTHBOUND U. Il qieo pne nosjp«K **03 3 CM rr CM PO ro OO 05 2979 3JJBI3 putt uo^SufqsttAl •JO') to CM CM PO 00 CM ro OO 00 CM 8 2881 »II«S«'l pn« uo^SujqsttAi *jo^ 8 CM CO to ro to MT OO to <0 to CM CM ro «o- - rr 8 2796 putt uosipejfl -joa To CO ro CM CM CM PO - CM ro PO 00 CO to 00 CM 05 CD 05 CM 2754 putt oojook *103 8 to rr *“ CM CM CM PO CM rr CO PO CO rr CM 2725 qieo pue aoiaoK *103 8 00 CM CM MT ro to CO 00 00 to rr - § CD to ro 00 rr r» PO PO ro ce i 2713 ?jj«0 pirn suiepy *103 ro - mt CO to CM 05 to 3 8 to CM - CM 2367 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 5.03 uosijjiqi putt jopCttx 0 CM — 05 CM ro tin O 05 to CO 0 CM 00 to to rr to CM 05 CM to .CO rr r^. ri ro CM 2094 mzi p«« mix «n CM r*» ro CM 05 to OO 00 e 00 05 O rr CO 05 ro CM rr 10 CM 1863 q^8T Pntt q^og CO CM CM CM ro I'M ro to CM - r- to 0 CM 8 8£U j01p.1v putt on«S«T r- MT CM MT ro to to CO to CO CM *- rr CM 1676 PZZ Pntt oattia q»52 CO CM 'O’ 05 CO 05 O 05 to CO to CO CM PO CD ro 00 1— v CO i 1605 m9Z putt mo2 10 CM OO OO 00 CO to mr 0 05 ro CO ro CM 05 to ro to CD to 1417 »sig putt pgg rr IO o- 04 CM MT MT ro CM zz ro 8 CM to to 8 co CM SECTIONS Ol mn pn« q»88 PO 05 IO OO - CD CD CO CM 0 CM 00 CO to rr CD PO 1 1101 q^68 pnc qwt CM U9 to 05 OO CM ro ro to CO 1— ro CM 8 05 fOOH putt UCMg - IO CM CO P>* M r— CO ro PO 00 CM CO to to CO § UD • 9) Sa; : : ! 1 : ; : s a doooeooeeo ^ Mi Mi Mi Mi Mi Mi Mi Mi Mi A - o> 6 ES qUfpnttq^oS C5 zz r~ S3 CM C- S ro ro 8 CO to PO CO 8 pue q^ § ao 05 <0 CO CM Ml- CO CM CM CM r- CO rr 05 PO 8 10 Piaqjtt*) putt q*8$ 00 ro 60 <95 ro M ro s iH < 0) •a : •c tn m 9 2 8 0 QO d «8 m CM PO to 05 0 8 q?69 pntt poo vi0[3iig r- ro 00 CM to 8 CM r- CM <75 r- to 8 P89 pntt q^f9 CO 05 CM CO PO CM s | to s g. s ft > 9 rjJ Mi .. .. .. . mcfegoQotOticeMecTM CM rr CM CO CM q»S9 pntt q»89 IO *" 05 §3 CM - 8 8 q^69 pntt mu ■- ro OO MT MT MT ro ro ro MT MT 05 05 CM *7 3 Q3AJd3SQO “IVXOX 05 OO ro 3 CO CM ro r- g g 5 CM § to CD 10 10 f^- £ CD g CD CO o 05 g OO CM 3 oo 05 r- CM 10 CM CO CM C- ro TABULATION OF TRAFFIC COUNT—WENTWORTH D. T. LINE SOUTHBOUND Li. li. uawo pub sauuaaujA ‘qi6£ - — *■* ro OO r*. CM CM Mr 10 ro 10 10 10 MT 10 10 ro 10 CM oS I CM ms i pub mu ro ro to to ro to to O' *“■ CO CM CM CM ro MT CM MT r- 05 CO CM 10 CM c- CM MT 10 s [2851 mfL P«B q*69 *r ro CO to ro to to OO ro oo ro CO r* O CO o CD OO oo CO CM ro r— MT oo 10 CM [2693 mS9 PUB mz9 lO to CM to ro M" 05 CM CM r^ CO CO 10 CO 10 5= ZZ CO CM 10 OO 10 i mf9 pne P89 CO CM oo CO zz CO CO CM 05 to Mr MT CD ro !>- CM CM CO CO CM Si CO ro CO CM ««■ 05 05 3 CM 12280 POOAVO[SU3 pUB mw Is- 1— oo 10 CM oo <=> CO CD 05 10 ro ro CO CO MT zz r— CO CM Ed r*- CM CM r*l ro cl 1 1988 TOS puB Piepi^O oo CO CM 90 05 r— 10 10 CM ro CM CO mt CD r*» 10 CM CO r- ro 10 10 CO 1775 q*?S puB 05 ro to CM to 05 CM 10 r>~ 05 o 10 to - <=> ro 05 10 05 05 ro ro CO CO ro CM 1 1614 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 5.11 BIOS pub mtf CD 05 05 10 r- 10 CM ro «- •cr 3 P88 PUB 4SI8 Tf r^* to to to Is- ro CO CD CM ro CO 10 oo rr zz mt i0 05 ^r 1 561 | 710 1 q408 PUB qi98 to CO to *■“ ro CO - \r ro CM i"- OO OO CM CO oo CM 10 g aoBia nm pub p zz CO CM <=> CM M* 05 CO oo CM to CM oo 05 CM 10 ro to ro Sr SECTIONS Ol iI4JOAv;uo\i pnB jaqaiy r- CM CM CM CM O' CM oo CM *” 'r“ CO Is- MT S m9Z PUB q»8i oo ro ro *" ro zz ro 10 - MT r*- eM CM CM 3 CD CM CM qm puB q|gi 05 'cr CM 10 - CM ro 05 to 3 • V £ a JOI.iBX PUB UOSJJJBH S CM 05 05 - 05 c- 05 ro to CM IldJUfl UBA PUB UOS^Bf <£i CO zz 10 CO o- a S3 ■ 1 iH < V HNMMWS«t.ao« a 1 - ro ro 3 Pub smBpv *jo3 £ CM p» 10 10 CM £3 3 qjBi3 puB 0OIUOJ4I *jlo3 ro CM T“ CO i 1 a * « S g a $ is:: * |^«©»«j4Q0riw5e<509 MT 05 >«■ qjci3 pnB uosfptiK *jo3 CM ««r 'r“ CM us us qjbr) pnB uo^SuiqsB\i -jo3 10 CM dHB^B^i puB no;SujqsBVi ’JOQ S Pub nos[pB]£ -103 CO »Il«S«rI PUB OOJUOIiT *ioa 3 ! DESCRIPTION OF SECTION 3 CO 8 3 ro CM CM CM CM CD CM 05 oo r- CO 10 MT ro CM zz 05 oo r>» CO 10 MT ro - | PER CENT OF TOTAL | TOTAL OBSERVED | | CUMULATIVE TOTAL I Cor, Monroe and LaSalle Cor. Madison and LaSalle Cor. Washington and LaSalle Cor. Washington and Clark Cor. Madison and Clark Cor. Monroe and Clark 1 Cor. Adams and Clark Jackson and Van Buren Harrison and Taylor A i3 ■a a s8 A s« A It n a S3 A •w oo Archer and Wentworth s s £ A U5 •o a S3 •a 8 26th and 30th 31st and 33d 35th and 3Sth 39th and 40th Boot and Sw an 47th and 50th A -** »o T3 a S3 -+£ cn us Garfield and 58th | TS § I ’So a w T3 a S3 A § 63d and 64th A i a S3 A •w A •w a a S3 A •w 05 ce> 75th and 7Sth | 79th, Vincennes and Green | M o s ►N 01X03$ A-109TABULATION OF TRAFFIC COUNT—WESTERN AVE. AND THROUGH ROUTE 10, NORTHBOUND SECTIONS OFF DESCRIPTION OF SECTION A ® T3 d C3 OB iH r- 69th and 68th Marquette Road and 64th 63d and 60th 59th and 56th -0 N «5 a « A 51st and 47th Place A ■+* A 0 «8 A 55 43d and 40th 39th and 36th 35th and Subway 31st and River Bridge 1 Blue Island, 26th and 22d Place Cor. 22d and Western A -n» n •o d at cfi N 19th and 17th 16th and Ogden 12th and Grenshaw Cor. Taylor and Western Arthington and Flournoy Harrison and Congress Cor. Van Buren and Western 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 71st and 70th 1 1 14 3 10 10 3 29 7 6 22 8 4 9 3 3 4 3 1 4 3 69th and 68th 2 1 12 4 1 15 4 7 12 6 8 7 2 2 5 5 1 3 5 1 Marquette Road and 64th 3 1 10 4 2 8 6 4 13 3 2 3 3 1 1 7 3 2 3 2 1 63d and 60th 4 5 18 11 31 25 7 40 10 19 38 17 5 4 11 3 1 4 7 59th and 56th 5 1 12 18 21 10 37 15 10 20 6 1 2 6 12 2 2 6 3 55th and 52d 6 6 15 20 5 24 15 4 20 5 2 2 6 2 3 1 5 3 51st and 47th Place 7 11 46 6 43 11 15 44 17 4 8 7 8 1 4 7 2 47th and 44th 8 12 30 39 19 11 42 16 10 8 14 11 4 5 1 43d and 40th 9 2 35 22 5 29 15 6 4 13 10 1 7 2 39th and 36th 10 1 17 23 46 30 7 14 16 12 1 7 11 7 35th and Subway 11 5 23 70 41 20 13 35 22 10 8 16 14 31st and River Bridge 12 1 82 23 7 12 12 13 5 3 6 7 Blue Island, 26th and 23d Place 13 19 43 15 18 56 38 20 12 31 15 Cor. 22d and Western 14 4 13 16 71 34 26 12 22 11 21st and 20th 15 4 3 28 20 5 12 14 3 19th and 17th 16 14 17 3 7 13 7 16th and Ogden 17 13 36 12 16 32 25 12th and Grenshaw 18 7 35 33 42 38 Cor. Taylor and Western 19 6 21 11 Arthington and Flournoy 20 1 9 7 Harrison and Congress 21 ,/ 4 11 Cor. Van Buren and Western 22 Jackson and Monroe 23 Madison and Park 24 Cor. Lake and Western 25 Cor. Fulton and Western 26 if Kinzie and Austin 27 Cor. Grand and Western 28 Ohio and Superior 29 Chicago and Haddon 30 Division and LeMoyne 31 North and Wabansia 32 31.2% of the passengers ride 1 mile and less. 35.0%“ “ “ “ from 1 to 2 miles. 17.8%“ “ “ “ « 3 to 3 “ 10.0%“ “ “ “ “ 3 to 4 “ 6.5% “ « “ “ “ 4 to 5 “ 4.2% “ “ “ “ “ 5 to 6 “ 2.8% “ « “ “ “ 6 to 7 “ 1.3% “ “ “ “ “ 7 to 8 “ .6% “ « “ “ “ 8 to 9 “ .3%“ “ “ “ “ 9 to 10 “ .2%“ “ “ “ “ 10 to 11 “ .1%“ “ “ “ “ 11 to 13 “ .1%“ “ “ “ “ 12 to 13 “ Average Haulp.34 Miles Bloomingdale and Milwaukee 33 Armitage and Clara Place 34 Fullerton and Schubert 35 Elston and Barry 36 Belmont and School 37 Roscoe and Cornelia 38 Addison and Byron 39 Irving Park and Cullom 40 Montrose and Sunnyside 41 Wilson and Lawrence 42 PER CENT OF TOTAL .1 .1 .3 .3 .3 1 1.0 1 1.2 .7 J L2 1 l.l .9; 5.5 1.9 .8 .8 : 2.5 : 2.1 1.0 1.1 : 2.2 1.5 TOTAL OBSERVED 1 14 6 37 37 35 1 127 1 141 77 i 265 1 131 1 117 - 130 : 230 ' 100 ' 107; 518 : 256 127 ‘ 136: 266 179 CUMULATIVE TOTAL to S3 8§ to 03 ro to CM oo ro 'tr g oo §g 09 1418 1648 oo 1855 ro SJ 2429 c© g CM 26921 g 8 52 nS A-110WESTERN AVE. AND THROUGH ROUTE 10, NORTHBOUND—Continued SECTIONS OFF DESCRIPTION OF SECTION Jackson and Monroe Madison and Park Cor. Lake and Western Cor. Fulton and Western Kinzie and Austin Cor. Grand and Western Ohio and Superior Chicago and Haddon | Division and Le Moyne North and Wabansia Bloomingdale and Milwaukee Armitage and Clara Place Fullerton and Schubert Elston and Barry Belmont and School Roscoe and Cornelia Addison and Byron Irving Park and Cullom Montrose and Sunnyside Wilson and Lawrence TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 71st and 70th 1 2 4 2 4 2 1 2 1 1 1 1 2 2 3 4 3 182 1.5 182 69th and 68th 2 2 6 2 1 2 1 2 2 2 1 1 123 1.0 305 Marquette Road and 64th 3 3 2 1 3 1 1 2 93 .8 398 63d and 60th 4 4 8 1 2 2 6 2 4 1 14 7 3 3 2 7 6 3 2 333 2.7 731 59th and 56th 5 6 6 2 4 2 1 3 3 2 1 1 1 6 221 1.8 952 55th and 53d 6 2 5 2 1 3 1 2 2 1 3 1 161 1.3 1113 51st and 47th Place 7 5 3 1 2 4 6 7 5 3 2 2 1 * 3 1 1 1 281 2.3 1394 47th and 44th 8 6 2 1 5 3 2 8 4 1 3 2 1 260 2.1 1654 43d and 40th 9 14 1 2 8 3 3 2 3 1 1 1 1 2 193 1.6 1847 39th and 36th 10 7 13 6 4 3 21 6 14 9 12 11 9 10 4 8 5 1 3 7 345 2.8 2192 35th and Subway 11 4 25 10 7 8 13 3 24 19 21 9 9 8 4 5 14 3 1 4 468 3.8 2660 31st and River Bridge 12 3 21 6 2 1 9 13 10 9 4 3 9 5 1 2 269 2.1 2929 Blue Island, 36th and 33d Place 13 8 40 10 4 6 22 7 28 15 20 17 7 15 11 5 11 3 3 2 6 507 4.1 3436 Cor. 33d and Western 14 8 46 23 4 7 16 9 32 31 18 18 16 14 17 11 24 2 8 9 4 526 4.3 3962 31st and 30th 15 3 24 4 1 2 10 3 11 9s 9 11 2 8 2 11 10 2 4 4 219 1.8 4181 19th and 17th 16 4 23 9 1 8 3 12 9 5 14 8 13 8 4 9 4 6 3 204 1.7 4385 16th and Ogden 17 16 45 14 5 2 34 16 38 23 21 32 6 12 7 14 15 6 3 9 452 3.7 4837 13th and Grenshaw 18 61 66 17 14 24 23 33 85 110 62 38 18 17 5 8 30 5 4 6 7 788 6.4 5625 Cor. Taylor and Western 19 7 34 14 5 14 15 6 29 36 16 25 12 4 7 5 7 1 2 8 285 2.3 5910 Arthington and Flournoy 20 4 34 10 2 2 10 6 14 11 14 10 5 7 1 3 5 1 2 8 166 1.4 6076 Harrison and Congress 21 14 86 31 11 17 34 11 53 80 39 22 18 18 16 13 33 3 4 7 14 539 4.44 6615 Cor. Van Buren and Western 22 7 63 20 9 12 53 19 49 53 40 19 14 21 11 14 12 6 6 1 6 435 3.5 7050 Jackson and Monroe 23 18 12 1 4 12 2 20 12 9 6 3 1 4 6 6 3 119 1.0 7169 Madison and Park 24 13 51 25 31 91 40 133 86 81 56 18 35 25 39 51 4 19 19 21 838 7.6 8007 Cor. Lake and Western 25 2 7 10 33 20 44 38 30 24 9 9 10 25 24 4 3 7 14 313 2.5 8320 Cor. Fulton and Western 26 7 12 8 11 15 18 6 2 2 2 7 1 3 3 4 101 .8 8421 Kinzie and Austin 27 3 3 17 11 34 14 9 4 2 6 5 3 3 4 4 122 1.0 8543 Cor. Grand and Western 28 1 10 39 49 41 35 12 23 5 21 18 3 5 1 8 271 2.2 8814 Ohio and Superior 29 3 22 4 15 10 3 7 3 7 3 2 8 1 1 89 .7 8903 Chicago and Haddon 30 23 111 107 67 32 44 21 36 30 5 10 10 17 513 4.2 9416 Division and LeMoyne 31 27 148 84 40 37 26 40 31 2 13 13 21 462 3.7 9878 North and Wabansia 32 18 80 56 100 49 76 50 10 25 29 26 519 4.2 10397 Bloomingdale and Milwaukee 33 5 75 131 62 83 74 23 45 33 32 563 4.6 10960 Armitage and Clara Place 34 4 34 16 30 32 3 8 7 11 145 1.2 11105 Fullerton and Schubert 35 16 47 73 28 13 29 18 28 252 2.1 11357 Elston and Barry 36 12 53 36 17 32 24 29 203 1.7 11560 Belmont and School 37 9 65 31 61 45 49 260 2.1 11820 THE FIGURES SHOWN IN THIS TABLE ARE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH CAR. TO CONVERT TO THE AVERAGE DAY OF 1915, MULTIPLY BY 4.08 Roscoe and Cornelia 38 2 26 111 99 90 328 2.7 12148 Addison and Byron 39 17 11 29 57 .5 12205 Irving Park and Cullom 40 4 14 31 48 .4 12254 Montrose and Sunnyside 41 35 35 .3 12289 Wilson and Lawrence 42 12289 PER CENT OF TOTAL 1.3 4.9 2.1 .9 1.3 3.7 1.8 6.0 6.4 6.7 5.0 3.2 4.9 3.2 5.1 5.2 1.4 3.6 3.2 4.5 100 TOTAL OBSERVED 161 606 256 114 159 451 218 734 786 824 617 396 605 391 631 643 176 446 390 548 12289 CUMULATIVE TOTAL S 3 an W § £ m 5 3 $ CM O to 52 g CM s CO CO 5 8 oo e? S oo S g £ oo oo § en CM r— ITS CD OD O 1 r*- 03 CM CM 3 CM CM A-lllTABULATION OF TRAFFIC COUNT—WESTERN AVE. AND THROUGH ROUTE 10, SOUTHBOUND SECTIONS OFF DESCRIPTION OF SECTION Lawrence and Wilson Sunnyside and Montrose Cullom and Irving Park Byron and Addison Cornelia and Roscoe School and Belmont Barry and Elston Schubert and Fullerton Clara Place and Armitage Milwaukee and Bloomingdale Wabansia and North Le Moyne and Division Haddon and Chicago Superior and Ohio Cor. Grand and Western Austin and Kinzie Cor. Fulton and Western Cor. Lake and Western Park and Madison Monroe and Jackson Cor. Van Buren and Western Congress and Harrison 42 41 40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23 22 21 Lawrence and Wilson 42 5 17 46 9 74 91 24 34 23 52 42 26 36 7 12 7 15 28 12 16 Sunnyside and Montrose 41 27 15 38 51 15 11 14 22 18 8 11 4 5 1 4 11 13 1 7 7 Cullom and Irving Park 40 14 21 96 90 18 44 27 41 37 30 16 3 8 3 5 9 24 2 9 9 Byron and Addison 39 32 42 10 14 5 23 8 4 9 3 4 2 1 5 12 1 1 5 Cornelia and Roscoe 38 21 9 39 15 62 47 20 40 3 10 2 3 12 54 5 11 14 School and Belmont 37 8 26 51 19 72 33 22 29 3 8 3 4 19 25 4 21 22 Barry and Elston 36 1 21 11 66 27 11 23 4 9 4 1 12 20 5 10 5 Schubert and Fullerton 35 8 67 119 55 34 44 11 23 11 9 13 43 6 13 17 Clara Place and Armitage 34 11 93 42 36 57 5 18 10 8 9 22 8 22 22 Milwaukee and Bloomingdale 33 29 76 76 92 27 23 6 11 9 50 10 33 30 Wabansia and North 32 9 98 105 24 32 17 11 30 68 20 23 21 Le Moyne and Division 31 18 125 31 33 11 14 30 74 15 77 32 Haddon and Chicago 30 41 18 41 22 27 51 149 30 101 42 Superior and Ohio 29 2 10 11 8 18 50 9 19 7 Cor. Grand and Western 28 5 15 22 45 121 15 47 36 Austin and Kinzie 27 5 11 37 4 8 10 Cor. Fulton and Western 26 14 19 4 16 8 Cor. Lake and Western 25 6 61 10 30 35 Park and Madison 24 32 61 98 55 Monroe and Jackson 23 2 15 12 Cor. Van Buren and Western 22 5 33 Congress and Harrison 21 2 Flournoy and Arthington 20 Cor. Taylor and Western 19 Grenshaw and 12th 18 Ogden and 16th 17 17th and 19th 16 20th and 21st 15 Cor. 22d and Western 14 22d Place, Blue Island and 26th 13 River Bridge and 31st 12 Subway and 35th 11 33.6% of the passengers ride 1 mile and less. 34.2%“ “ “ “ from 1 to 2 miles. 12.6%“ “ “ “ “ 2 to 3 « 7.1%“ “ “ « “ 3 to 4 “ 5.3%“ “ “ “ “ 4 to 5 “ 3.2% “ “ “ “ “ 5 to 6 “ 2.0%“ “ “ “ “ 6 to 7 “ 1.0% “ “ “ “ “ 7 to 8 “ .5% “ “ “ “ “ 8 to 9 “ .2%“ “ “ “ “ 9 to 10 “ .1%“ “ “ “ “ 10 to 11 “ .1%“ “ « “ “ 11 to 12 “ Average Haul 2.04 Miles 36th and 39th 10 40th and 43d 9 44th and 47th 8 47th Place and 51st 7 52d and 55th 6 56th and 59th 5 60th and 63d 4 64th and Marquette Road 3 6Sth and 69th 2 70th and 71st 1 PER CENT OF TOTAL .1 .7 .3 1.8 2.4 .8 1.7 1.5 4.5 3.0 3.0 4.9 1.1 1.9 .9 1.1 2.4 7.1 1.7 4.5 3.5 TOTAL OBSERVED 5 17 87 45 241 303 103 222 192 579 394 383 628 145 241 118 140 319 902 212 578 440 CUMULATIVE TOTAL LO S3 OS <=> S us as ro oo 8 § I 1023 | 1215 £ r— 8813 | Era CM 1 3189 I 3344 3585 3703 3843 4162 CO Era 5276 5854 1 6294 A-112WESTERN AVE. AND THROUGH ROUTE 10, SOUTHBOUND—Continued SECTIONS OFF DESCRIPTION OF SECTION Flournoy and Arthington Cor. Taylor and Western A N iH T3 S C8 £ «e A vx a 2 3 a «o a a 03 a ■a o 17th and 19th -fcd y-* -a a a *a Cor. 23d and Western 22d Place, Blue Island and 26th River Bridge and 31st Subway and 35th j A 09 eo -a a a a $ | 40th and 43d a -w •a a 05 g * 47th Place and 51st •a V9 a a 93 a N 56th and 59th 60th and 63d j 64th and Marquette Road 68th and 69th 70th and 71st TOTAL OBSERVED PER CENT OF TOTAL CUMULATIVE TOTAL 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 Lawrence and Wilson 42 4 9 12 12 1 8 6 6 5 8 5 1 3 4 1 1 2 664 5.2 664 Sunnyside and Montrose 41 1 6 4 1 2 4 2 1 1 2 307 2.4 971 Culiom and Irving Park 40 4 3 5 8 1 6 9 4 1 2 4 2 3 1 1 560 4.4 1531 Byron and Addison 39 1 1 1 2 1 1 1 2 1 1 1 1 2 197 1.5 1728 Cornelia and Roscoe 38 1 8 22 8 2 12 9 4 9 10 1 2 1 456 3.6 2184 School and Belmont 37 5 6 17 14 4 3 9 5 8 10 3 1 4 459 3.6 2643 Barry and Elston 36 1 2 8 5 4 4 10 7 5 5 1 6 2 2 292 2.3 2935 Schubert and Fullerton 35 1 4 14 10 5 6 12 10 3 9 8 3 2 1 1 1 3 1 567 4.5 3502 Clara Place and Armitage 34 5 10 17 6 3 8 12 11 3 6 9 2 4 4 3 3 2 471 3.7 3973 Milwaukee and Bloomingdale 33 5 21 38 16 10 3 15 24 7 15 8 2 4 1 1 5 1 1 649 5.1 4622 Wabansia and North 32 8 18 39 20 7 6 16 23 3 13 15 7 6 2 1 5 8 4 2 661 5.2 5283 Le Moyne and Division 31 18 30 103 27 6 11 25 14 5 7 12 2 5 3 3 2 5 4 2 774 5.8 6027 Haddon and Chicago 30 19 32 96 32 22 16 24 29 6 21 24 8 4 6 1 2 7 4 4 879 6.9 6906 Superior and Ohio 29 3 3 19 8 1 1 6 3 1 1 3 1 2 1 1 6 194 1.5 7100 Cor. Grand and Western 28 15 26 49 16 14 7 15 33 6 13 14 5 7 4 3 11 7 1 552 4.3 7652 Austin and Kinzie 27 6 9 10 10 7 6 4 9 1 4 1 2 2 2 1 3 152 1.1 7804 Cor. Fulton and Western 26 3 2 5 4 1 3 3 3 2 1 1 1 90 .7 7894 Cor. Lake and Western 25 19 15 37 12 4 8 16 14 1 5 6 1 2 2 2 2 1 289 2.3 8183 Park and Madison 24 58 56 97 83 29 22 41 52 9 36 36 15 10 4 8 14 10 6 10 1 843 6.6 9026 Monroe and Jackson 23 2 7 21 7 4 3 9 10 2 7 3 1 2 107 .8 9133 Cor. Van Buren and Western 22 20 28 61 32 8 9 28 32 7 14 13 6 4 8 5 7 9 1 1 331 2.6 9464 Congress and Harrison 21 18 35 57 26 14 10 18 37 11 21 21 4 8 6 2 10 7 5 14 3 329 2.6 9793 Flournoy and Arthington 20 5 24 8 4 6 10 15 5 5 1 4 1 1 1 8 2 100 .8 9893 Cor. Taylor and Western 19 3 34 20 13 10 26 24 6 6 7 5 3 4 4 3 6 3 177 1.4 10070 Grenshaw and 12th 18 3 34 44 20 45 73 11 26 30 9 11 14 7 6 8 14 2 367 2.8 10437 Ogden and 16th 17 4 25 17 73 74 8 34 41 6 15 14 5 13 7 1 8 345 2.7 10782 17th and 19th 16 5 10 24 24 4 16 21 12 6 2 6 9 1 2 1 143 1.1 10925 20th and 21st 15 1 12 34 10 9 21 5 7 17 7 8 12 3 6 1 153 1.2 11078 Cor. 22d and Western 14 6 66 27 41 39 9 19 16 7 9 13 4 13 3 272 2.1 11350 22d Place, Blue Island and 26th 13 10 28 90 51 24 37 42 17 11 13 3 8 334 2.6 11684 River Bridge and 31st 12 2 47 23 6 10 7 2 2 5 1 4 1 110 .9 11794 Subway and 35th 11 6 30 18 8 22 6 12 15 2 5 1 125 1.0 11919 36th and 39th 10 1 66 71 57 39 25 47 19 12 9 346 2.7 12265 40th and 43d 9 1 15 10 5 6 12 6 2 57 4.5 12322 44th and 47th 8 4 37 37 33 34 8 4 3 160 1.3 12482 47th Place and 51st 7 9 12 15 24 3 11 7 81 .6 12563 52d and 55th 6 1 7 19 2 7 3 39 .3 12602 56th and 59th 5 THE FIGURES SHOWN IN THIS TABLE 2 16 9 11 3 41 .3 12643 60th and 63d 4 A! RE THE DAILY TOTALS OF COUNTS MADE ON EVERY FOURTH OAR 3 8 30 12 53 .4 12696 64th and Marquette Road 3 TO CONVERT TO THE AVERAGE DAY 1 8 9 .1 12705 68th and 69th 2 OF 1 91 5, MULTIPLY BY 3.93 14 14 .1 12719 70th and 71st 1 12719 PER CENT OF TOTAL 1.6 2.6 6.3 3.4 1.9 1.6 3.8 5.2 1.3 3.7 38 1.6 2.3 2.5 1.4 1.7 2.6 .6 1.7 .6 100 TOTAL OBSERVED 216 334 795 438 239 202 489 660 169 481 486 204 287 321 179 217 328 78 221 81 12719 CUMULATIVE TOTAL « § 5 CO CD 2 r^- r~ 8 CD OO OO U3 OO o CD 09 JS CD 09 CO ro CO 09 i— ro o | g 04 ID CO £ r*-. § 09 S3 04 i— S OO ro CD 04 09 CM 09 CM A-113PRESENT ELEVATED AND SURFACE LINES AND INITIAL RAPID TRANSIT PROGRAMPlate 1 ^RIOLEjAV.J HANNAH CITY LIMITS ODELL )CONTO CITY LIMITS HARLEM NOTTINGHAM HOME RAILWAY LINES HORPICi s. sayre! SAYRE Rutherford OAK PARK| [nASHVIL LE AV PRESENT ELEVATED RAILROAD LINES IMDERSOI DUNNING N^PRAGANSETT S. NARRAC^NSET] N. 64TH PROPOSED ADDITIONAL TRACKS AND EXTENSIONS TO ELEVATED R. R. LINES .OMBARP MELV MELyiNA MELVINA iS. MELVINA1 MEADE LIMITS MAYNARD LIMITS ■MAYNAi [MAYNARO MANSFi .D RAPID TRANSIT SUBWAY MENARD MENAF l MENARl CENTRAL- CENTRAL ILINOER INOER ’t.llRh i •Ark LONG JjOCKVO >D LOCKWOOD LARAMIE LAVEpGNI FIGURES INDICATE NUMBER OF TRACKS -ECLAJRI LAVE TGNE LIMITS KILPATRICK CICERO BELT CITYV^LIMI iournjav, Y INTON S. KENNETH AV KIL30URN KOSTNER KO fNER BARE KARLOV AV ■J.AN'D IRAWFQRD KEOVA NCE JUDE HAMLIN iMLIN [vnoAle LAWNDALE k\ l LAW NOALE * mAli'pARK HOMAN IMBALL NORTH KEDZ CITY LIMHTS DONALD' PiTNER Ay Oj *GREY; S. ALBANY AV. SACRAMEf sjcramento S. STCRAMENj FRANCI FRANOSCO AV. S. FRANCISC AY. CITY LIMITS ya CALIFORNIA AV< iLIFORNIj .ALIFORNIA f CALIFOR JIA ORNIA WASHTENi HTEN/ WELL ROCKW OCA*. *BELL AY LIMITS CITY WESTERN AV. 'AKKI WESTERN EDGEWATFR] GOLF CLUB jplNGREI I... LINKS j LEAVITT; ROSE HILL HAM, i nemacyfc S. -IOYNE CHESTER jvooq RAVENSWOOD ASHLAND I LAN ashiIand LOQMIS OOMI OGDEN PARK GRACELANL CEM. RACINE '■■■■ i'; CENTER SI MORGAN IORGAN CITY LIMITS ILARfc NDON HALSTEO FERN WOOD PAKK\ PARNELL PU 1.1MAN PAlg i 1 DISTRIBUTION OF POPULATION OF CHICAGO BY SQUARE MILE SECTIONS ACCOMPANYING REPORT OF CHICAGO TRACTION AND SUBWAY COMMISSION TO THE CITY COUNCIL OF THE CITY OF CHICAGO 1918 -* iPlate 7 COMPARATIVE DEVELOPMENT OF THE VARIOUS DISTRICTS OF CHICAGO AS SHOWN BY BUILDING PERMITSIPlate 8 GROUP LOCATION OF INDUSTRIES CANVASSED IN SECURING THE RESIDENTIAL DISTRIBUTION OF 350,007 EMPLOYEESNOTE: .Figures in circles are group numbers, other figures are numbers of employees in small establishments included in ‘‘miscellaneous groupings”. GROUP LOCATION OF INDUSTRIES CANVASSED IN SECURING THE RESIDENTIAL DISTRIBUTION OF 350,007 EMPLOYEES ACCOMPANYING REPORT OF CHICAGO TRACTION AND SUBWAY COMMISSION CITY COUNCIL OF CITY OF CHICAGO i i yyl!i i Group Numbers Boundaries of Groups Number of Concerns Number of Employees 1 Lake Michigan to River—Harrison to River on north (Loop)... 136 115,085 2 Canal to Racine—Harrison to Kinzie (West Side Mfg. Dist.) .. >88 31,670 3 Lake Michigan to Orleans—Kinzie to Division... 46 9,722 4 Orleans to Racine—Kinzie to Division. 35 13,498 5 Racine to Robey—Center to Diversey 25 13,337 6 Halsted to Ashland—35th to 39th (Central Mfg. Dist.) 22 6,522 7 Racine to Robey—39th to 43d (Union Stock Yards)... 12 28,833 8 Canal to Racine—16th to 26th 9 3,761 9 Racine to Robey—16th to 26th.. . 6 2,725 10 Robey to California—16th to 26th 10 5,877 11 Robey to California—Harrison to 16th 8 3,347 12 California to Central—Harrison to 16th (Sears, Roebuck & Co.)... 1 12,790 13 Robey to California—26th to 35th 7 10,141 14 California to Central—35th to 43d 5 5,910 15 Kostner to Laramie—16t.h to 26th (Western Electric CoA .. 2 11,688 16 Central to Kostner—Kinzie to Division 1 3,931 17 Woodlawn to South Park—91st to 99th 2 3,671 18 Woodlawn to South Park—107th to 115th (Pullman Car Co.) .. 2 9,034 19 Manistee to Jeffery—107th to 115th 4 3,654 20 Lake Michigan to Manistee—83d to 91st (Illinois Steel Co.) ... . 1 8,816 21 Western to Kedzie—Madison to Chicago.. 15 3,948 22 Racine to Robey—Division to Center 22 7,135 23 State to Halsted—39th to 43d ._ 5 2,927 24 Lake Michigan to Canal—16th to 26th 6 1,827 25 Lake Michigan to State—Harrison to 16th.. . 1 3,740 26 Canal to Halsted—Harrison to 16th. 2 1,581 27 Racine to Wood—Polk to Carroll... . 10 1,531 28 Halsted to Racine—Division to Center.. 10 1,768 29 Robey to Western—Madison to Chicago... 10 2,533 30 Crawford to Cicero—Madison to 12th. 5 2,750 31 Crawford to Cicero—North to Fullerton . 8 3,327 Miscellaneous Groupings 75 12,928 TOTAL 591 350,007 1 B ShEPlate 9 RESIDENTIAL DISTRIBUTION OF 115,085 EMPLOYEES, IN THE LOOP DISTRICTC ZANAJ rORlOLEj JMITS UTY Lit 11 HARLEM OCTAVIA CITY LIMITS S. SAYRE SAYR1 OAK PARK PARK OAK PARK S. OAK PAF K iiA,1-! * Al, LIMITS MITi 'NARt MENARD CENTRAL^ MORE THAN 600 52ND ./M/TS .PA7RI EXPLANATION COSTNER THE CROSS-HATCHED AREA SHOWS THE DISTRICT IN WHICH THE PLACE OF EMPLOYMENT IS LOCATED. EACH BLACK SQUARE REPRESENTS BY ITS SIZE THE NUMBER OF EMPLOYEES LIVING IN THE QUARTER SQUARE MILE IN WHICH IT IS SHOWN. CRAWFORD S.iHiMLIN WILLOW NORTH CHANNEL don4l: 1 PITNE E CITY LIMITS .BANT M' SACRAMENTO ■yScALlFPRNIA AV< UNCISCO AV. CITY LIMITS :alifornii IFORNIA W4SHTEN DEfl/EY } AV. HTb. -WESTERN :rs Jj^GROUN l IM/TS CITY FEBKWOOD PARK f STEWART STEWART SOUTH,PA SOUTH PAt 11rH c. & w. /. ST„ LAWRENCE VERNOt .LAnGLEV (kV. >RLISS AV COTTA( GROVE ELUS tEENWOOD WOODLAWN^AV? CAL VIME T RESIDENTIAL DISTRIBUTION OF 115,085 EMPLOYEES STONY ISLAND MACFARL LOOP DISTRICT ACCOMPANYING REPORT OF PAXTON (TON c PAXTON. PA Kr:jCI.\(i YATES }f> BtNsdtr ■ HOU ± "ORR! I TORF ENCE CITY COUNCIL OF THE CITY OF CHICAGO 1916 c. w. MUSKEGON GRAND H rzir. JONDEUET Z GREEN BAY WO l, »w>'[rii*inn ttttt -----rr ;o n ft4" s°+!v \s. MELVINAj p n 4 M UAN5FI6 L n AV ■ |g® F K tn —1 \U) ■ X ■ ■ 1 li rfv~ P VAV ! |g L| ■ Plate 10 RESIDENTIAL DISTRIBUTION OF 28,833 EMPLOYEES, UNION STOCK YARDS)ZANAM r££>OLE i CITY LIMITS BONNIE BRAE A' oo^l ONTO CITY LIMITS OCTAVIA CITY LIMITS HARLEM ;consin NORDIC/ MYRE PARK SAYRE PARK OAK PARK PAR A/r.L OLIVE ■/ORVANDY vASHVIl LE AV HVILL DUNNING GANSETT —————— LOV3ARO MELV MELVINA MEADE CITY LIMITS LIMITS “"TST MAYN LIMITS MAVNAR1 AUSTIN STlMAYNARt 58TH MID WAX PARK JANSFIQ ( ?VORA I ARM ORA ME NAT ) MENARO MAJOR AV. ANTRAL- CENTRAL LUNA AV. Mi: HR l Cl LOCKWO )t MORE THAN 600 LOCKWOOD LARAMIE $. .ARAiilE LARAMI LIMITS LIMITS K1LPATRICI CICERO KILPATRI ! < H+wiiir multi AM ITS KENTON >\ S. KILBOURN S. KENNETH AV. KILBOURN KOSTNER EXPLANATION H c. & N. w. I| SHOP GROUNDS KOSTNER THE CROSS-HATCHED AREA SHOWS THE DISTRICT IN WHICH THE PLACE OF EMPLOYMENT IS LOCATED. EACH BLACK SQUARE REPRESENTS BY ITS SIZE THE NUMBER OF EMPLOYEES LIVING IN THE QUARTER SQUARE MILE IN WHICH IT IS SHOWN. rmpp | CARL 'LAND riTH CEM. KEDVALE AV. CRAWFORD $CRA'A craWford :ORD 11VSZK0. IXLE TEX id NCE IKA'I ^ PARK P” B UWNPAIE AV 'NOALE AV. i min CEN 'RAL PARK ARK WILLOW HOMAN aT(k\—'— ■ HOU TORRE MCE MUSKEGON GRAND \ CARONDEL? jlCARONDEUI EWINGa>| WOl wf+itrthhl cahAmkt \PAlbv / KEY LESS THAN 25 EMPLOYEES 150 EMPLOYEES 400 EMPLOYEES 25 EMPLOYEES 200 500 ENARD 250 600 300 ITY LIMITS 3S0 too EXPLANATION THE CROSS-HATCHED AREA SHOWS THE DISTRICT IN WHICH THE PLACE OF EMPLOYMENT IS LOCATED. EACH BLACK SQUARE REPRESENTS BY ITS SIZE THE NUMBER OF EMPLOYEES LIVING IN THE QUARTER SQUARE MILE IN WHICH IT IS SHOWN. RESIDENTIAL DISTRIBUTION OF 12,790 EMPLOYEES, OF SEARS, ROEBUCK AND COMPANY ACCOMPANYING REPORT OF CHICAGO TRACTION AND SUBWAY COMMISSION TO THE CITY COUNCIL OF THE CITY OF CHICAGO 1916 JPlate 12 RESIDENTIAL DISTRIBUTION OF 11,688 EMPLOYEES, WESTERN ELECTRIC CO.C ZA NAM CITY LIMITS bo"nie brae >COMTO HARLEM CITY LIMITS HARLEM ■LESS THAN 25 EMPLOYEES NOPOICi s. sJayre SAYRi PARK Rutherford OAK PARK OLIVEI NORMANDY AV. NASMVH -E SHVIL . E DUNNING natch e; RIDGELAN) 62ND lGANSETT m VvVf LOMBARD LOMBARD A r. MELV MELVINA MELVWA lS. MELVINAJ AUSTIN CITY LIMITS MAYb LIMITS LIMITS MAYNARI AUSTIN S.Vmaynard MID WA1 PARK 53TH »MORA IIANSFIf MENARD '•rlENAF D PARK ■CgffTffAfr ■ei-^r^n L- CENTRAL- LINDER MKRRIC PARI LONG LARAMIE LAVE ^GNE lNGLAC LIMITS 5. KlLPATRIC AV. KILPATRI ■BELT BELT, KENTON >\ s. k»l"qurn S. KENNETH AV KILB0DRN KOSTNER KQSTNI KOSTNER EXPLANATION SHOP GR(Mjkd; '04 RE KARLOV AV ■ RIP* I OEM. THE CROSS-HATCHED AREA SHOWS THE DISTRICT IN WHICH THE PLACE OF EMPLOYMENT IS LOCATED. EACH BLACK SQUARE REPRESENTS BY ITS SIZE THE NUMBER OF EMPLOYEES LIVING IN THE QUARTER SQUARE MILE IN WHICH IT IS SHOWN. KEOVA CRAWFORD — rrrnw HAMLIN HAMLIN S. H IMLIN LLAWNOALE- CENTRAL PARI CENT IAL Pt CE 'STRAll PARK WILLOW kimbAll HOMAN 5PAULDING NORTH CHANNEL KEDZIE IBOLDTIBLD. HUMBOLDT 1 PMRK PSsicRAM. SACRAMENTO HARTREY S. ALBANY AV. CRAMENTO 5ACRAMEN1 FRANCISCO AV. CAiy^ORNIA 3RNIA AV! aCALIF CALIF :QRNIA lALIFORNI; CITY LIMITS ;ORNIA iLIFOf OARRQW CAUIFORNIi WASHTENAW C/ L FORNIA W SHTENAW AV. ROCI VELL RCfcKWi RdtKWELL WELL OCAU [CAMPBEL I WESTERN GAGE LIMITS WESTERN AV. — .WOOD *5' OAXLP -r-J-*- TqJkli )LF CLUB __LINKS PlNGREc leavit; Winnemac'&s Parl\ LEAVITT' SHERMAN HOYN LONGWOO ) S. ROBEY l^-—fcj^_ ISHERIOI Winchester 'ESTERN ‘sSHQUHl 7 NORT l-IJ/l 'UNiveRiOjL • m ASHLAND A/OOC PAULI •VI B - ASHLAND LOOMIS |_ looms GRACE LA NO CEM. PARR PARK RACINI RACINE S. CARENTER ST. RGAf MORGAN .IMITS CITY TRIUiWOOD pabk\ ..ACE | PARNELL STEWART “MAP ex. STEWART. LAKE VII STEW \RT WENTWOI TH INDIA! i TrAIFIE Fprairie a SOUTH,PA SOUTI H PAflK SOUTH PARK C. & W. I. ST.. LAWRENCE VERNON AV. WASH IVGTON LAWRENCE iTEPHENSOI -UNdLEt AV. C0TTAG1: GROVE CORLISS A1 . CORLISS ERiCSSO <_ [D CR qS&IKG OAKWOODS |el15 WOOQLAWS GREENWOOD WOODLAWN V’OODL AWI [UIRL DORCH ESTER STONY ISLfiNC RESIDENTIAL DISTRIBUTION OF 11,688 EMPLOYEES WESTERN ELECTRIC CO. ACCOMPANYING REPORT OF CHICAGO TRACTION AND SUBWAY COMMISSION iRLANE JACKSON PAR EPETT, BATHING BEACH PAXTON > iXTON PAXTON. CRANDON AV. & JJEERIX PAR KI--*■ YATES g SOUTH SHfTHZ TORRI TORR COUNTRY CLUB CITY COUNCIL OF THE CITY OF CHICAGO 1916 MUSKSGON MUSKEGON grand |~ MUSKEGON, iMMERCIA carqnpele: TUf (pA) . 3UKLE1 MACklNA' 7 ^ . C.L. s 2 AC X PARK PARK MT. L OLIVE jcaman: I lASHVIl IE AV NASHVILt E ^HATCHEi DUNNING GANSETT TTIA3RA5; ' TAGLE AV. LOMBARD MELV MELVINA MEADE AV CITY LIMITS LIMITS MAYNARD CITY .IMITS I LDi; 56TH :entral CENTRAL CENTRAL ran i PAM’ LINGER LONG :k'.vo do LOCKWOOO LARAMI "57“I ARAlJlElAV. 52ND LARAMIE LAVE ^GNE WGLAOE AV. riTYW f IMITC r *1 KILPATRI BELT iKENTOF LIMITS ■Jr\ S. KILBOURN S. KENNETH AV. KOS ‘NER KILBOURN. CILBOURN KOSTNER KOSTNER iAV PA, KOSTNER SHOP GROUNDS •DARE KARLOV AV '.LAND KEDVA CRAWI INDE PENI) . ORD HAMLIN HAMLIN S. HAMLIN JSLD PUBLIC LAW H DALE AV s. i .awndAle AV. 'LAY GROUNDS UUWNDALE ' :entral pa'ri ■RAL PARK WILLOW kimbAll HOMAN KIMBALL SPAULDING NORTH CHANNEL MCDANIEL CITY LIMITS MBOLDT J DOU.GLAS HIJK HOI S. ALBANY AV. SACRAMENTO SACRAMENTO oL'. :■ 1REY{IAV S. SACRAMENTO .RAUCNTl FRANCISCO AV. iCALIFPRNIA AV! S. FRANCISCI CITY LIMITS DRNIA :aufornl U02AHI CALIFORNIA CALIFORNIA DARPOW FORNIA WASHTEN. )gW£Y ROC I A/ELL H!VER\ ROCKWELL OCAM 1Limits CITY , SBURY I WELLES 'PARK S. I WESTERN EDGEWATER GOLF CLUB I___LINKS LEAVITT LEAVITT HAMLi emac' • MWOC DAV. ROBEY LONGLVonn ROBEY roa!). NORT, ’-WESTERN ...HtWNlH 'UNIVERl Ij j;l Wood RAVENSWOOI ASH iND ST.\S0NIFAC;U1 OOMIS SHERMl PARK GRACELAND CEU. PARK RACI I! ;arenter st. MORGAN L; mits CITY FERXWOOP . I’arkI WAlflACE STEWART, f|IHII)l LAKE VI£W STEW) PERKY AV. STATE INDIAN/! S. MICH.1 PALI Elt PARi ' PRAIRIE SOUTH PA SOUTH PAftK SOUTH PARK F c. & w. /. ST, LAWRENCE VERNON AV. WASHINGTON [i PAN K iTEPHENSOI -ANGLI CORLISS s£gfniGEi .ERICSSON DA/WOODS rn ! ELL'S IWOODLAWN WOODUAWN WOODLAWN DORtH ESTER STONY ISLAND lACFARLAI ON PARK 1ATHING BEACH RRILI PAXTON [TON* PAXTON- PAX TON CRANDCN AV. ICRAWPON \68th SI Sump, S. PEERING YATES .'•Ah .TORRi TORREN \RESS. MUSKEGON GRAND f ausk) CARONDELE' , nr, (pa),. iNDELI BURLEY BURl EY m EWINGcn WOL1 <* LAKE • n KEY PARK CITY LIMITS Z LESS THAN 25 EMPLOYEES 1SO EMPLOYEES 400 EMPLOYEES 25 EMPLOYEES 200 500 250 S. MELVINAlO AV. 600 300 MORE THAN 600 350 100 BELT EXPLANATION THE CROSS-HATCHED AREA SHOWS THE DISTRICT IN WHICH THE PLACE OF EMPLOYMENT IS LOCATED. EACH BLACK SQUARE REPRESENTS BY ITS SIZE THE NUMBER OF EMPLOYEES LIVING IN THE QUARTER SQUARE MILE IN WHICH IT IS SHOWN. .WESTERN AV RESIDENTIAL DISTRIBUTION OF 8,816 EMPLOYEES, OF THE ILLINOIS STEEL COMPANY (SOUTH WORKS) ACCOMPANYING REPORT OF CHICAGO TRACTION AND SUBWAY COMMISSION TO THE CITY COUNCIL OF THE CITY OF CHICAGO 1916 SOUTH SHpRE 10UNWY CLUB SCALE OF M:LESPlate 15 RESIDENTIAL DISTRIBUTION OF 9,034 EMPLOYEES, PULLMAN CAR WORKS OF THE PULLMAN COMPANYbZANAM £R10LE« HANNAH CITY LIMITS BONNIE BRAE AV. orell QCONTO av. I> HARLEM CITY LIMITS CITY LIMITS HARLEM ARLEfi AV. :ngham av. HOME NORQIC/ 5 AYRE PARK SAYRE JRuthtrford OAK PARK OAK PARK PARK PAR Roscm mt Mr. |_ OLIVE VORMANDY AV. CUNPERSON S. NASHVILI DUNNING Mt. Mai riv RIDGELAN 3 62ND NARR GANSETT ■NOtjH LOM3ARD J ) LOMBARD A r. ME LV MELVINA MEL VINA iS. MELVINAI MEADE AV. AUSTIN LIMITS LIMITS MAYh LIMITS 'lAYNARt aCjstin S.IMAYNARD •IAM5FIE 3//2>WVU /M/£A' HARM IENARD MENARD MENAF MAJOR // )LT)E> PARK '^rf^ CENT ' PORT l UK 1| PARI [LINOER LUNA AV. LINDER M ERR I Cl PARK' LOTUS LONG 5CKWOO LOCK WO 50 LOCKWOOD LARAMIE 1 aramie" 52nd Iaf amOT LAMING 3GNE AVERGNE ANGLADE AV. LIMITS s. ci :ero K1LPATRIC CIClPO" WNfifMW BELT, 44-H-f +HH+H+ +*H+t KENTON ■>\ S. KILBOURN S. KENNETH AY. klLBOURN CILBOURN] KOSTNER KOSTNER \ UR AN SHOP GROUNDS KARLOV AV RIDtigLAND CEM.pS*. CRAWFORD uiaw: CRAWFORD ISDF.PE1 PARK PARK AV. HAMLIN HAMLIN HAMI HAMLIN IAMUN LAWNOALEAV awndAle av. lUWNOALE ■ <^iZANAM CITY LIMITS BONNIE BRAE A' ODELL >CONTQ CITY LIMITS HARLEM OCTAVIA CITY LIMITS •• • ^LE!-’ WISCONSIN NOTTINGHAM HOME S. SAYRE PARK Rutherford OAK PARK PARK OAK PARK S. NASHVIL |* DUNNING Q R1DGELAN ) fcANSETT IMBARO LOMBARD A' . MELVJ MELVINA iS. MELVINAI MEAOE AUSTIN CITY CITY LIMITS LIMITS MAYNA LIMITi i MAYNAI AUSTIN sTVmaynard MID WA1 PAltK JIANSFIE tMOBA MENARD MENARD MAJOR AV. PARK ii.de: CENTRA! CENTRAL CENT POU1 i PARI UNDER LUNA AV. .1/ Ell IilCl LONG LONG S. lARraiFliV. ■COX—UMOS. limit: M. CICEI BELT iS. K1LPATRIC : CICERO BELT CITY\\ LIMITS :nton >\ 5. KILBOURN S. KENNETH AV. KOS NER KOSTNER TRIPP KARLOV AV GROUNDS tlbdgLASD EWINGt/s WOLj? CAL IVlET \PAih: ^ CITY LIMITS KEY LESS THAN 25 EMPLOYEES 150 EMPLOYEES 400 EMPLOYEES 25 EMPLOYEES 200 500 250 600 300 350 100 EXPLANATION THE CROSS-HATCHED AREA SHOWS THE DISTRICT IN WHICH THE PLACE OF EMPLOYMENT IS LOCATED. EACH BLACK SQUARE REPRESENTS BY ITS SIZE THE NUMBER OF EMPLOYEES LIVING IN THE QUARTER SQUARE MILE IN WHICH IT IS SHOWN. ___CITY LIMITS sITcaT fornia B. & 0. C. T. r■ r. WESTERN AV RESIDENTIAL DISTRIBUTION OF 9,722 EMPLOYEES, DISTRICT BOUNDED BY LAKE MICHIGAN, ORLEANS ST., KINZIE ST., AND DIVISION ST. ACCOMPANYING REPORT OF CHICAGO TRACTION AND SUBWAY COMMISSION TO THE CITY COUNCIL OF THE CITY OF CHICAGO 1916 - ■ ■ -Plate 18 RESIDENTIAL DISTRIBUTION OF 13,498 EMPLOYEES, DISTRICT BOUNDED BY ORLEANS ST., RACINE AVE., KINZIE ST. AND DIVISION ST.ZANAM .4JRI0LEJ W^E LOMBARD A MELVlNA MELVINA iS. MELVINA] MEADE AUSTIN LIMITS MAYNARl MAYNARD/ AUSTIN s.\maynard"3 av. 4AKSFIE MENARD MENARD IWLDK. 73jl CENTRAL CENTRAL1 {LINDER LOTUS ARAMIE §. i. A RAM IE >NGLA( S. KILPATRICK AV. flf/T lKENTO) >\ S. KILBOURN KENTON KOSTNER KOSTNJ SHOP KARLOV AV CRA’vS HAMLIN LAWNDALE jAL PARK : ,TRAL PARK ■central S. "ST. LOUIS WILLOW H.OMA{ HOMAN JLDING NORTH .KEPT KEDZI1 CITY LIMITS ALB AIN Y HUMBOLDT PARK [bolot rrrN r av. S. ALBANY AV. SACRAMENTO HtflTi :raMento ;acrament( IANCiSCO AV. [sACAVutHIl FRANCISCO AV. S. FRANCISC AV, c/ty limits rDRNIA AV jCALIF :aliforni/ MOZART CAUIFORIs ICALIFORNIA . FORN1A DA RR( WASHTENAW 3. W,: SHTENAW AV. | ROCKWELL belCTTv. LIMITS WESTERN AV. AjSSURT oaklej MWOQf S. HOYNE ROBEY LO NG WOO WINCHESTER Vv. fc5^FG° ■fleSO' WESTERN J TyGROUN: LOOMIS SHERMi PARK RACINE .IMITS — HALSTED PARK STEWART, IWART puir.brati STEWART Pap id WENTV ORTH WENTWOF TH Ft'OEFAl STATE INDIAN INDIANA UCHIGAN 'prairie av SOUTH PA SOUTH PARK SOUTH PARK C. & W. I. ST. LAWRENCE RHQDI VERNOI LAWRENCE . 5TEPHENSOI .UNdt.E'r AvT ^ * \J.CORLjSS AV COTTAGE GROVE ,ESrC5! GRAND CROSSING OXtftVOODS ELL'S ^AV. WOOQLAW1 WOODLAWN WOODLAWN DORpHEST STONY ISL MACF ARLANE PAXTON PAXTON. PA 'BELL LIMITS CITY ■ LVyOOD S' WATER LEAVITT .EAVlT innemac' .MWOC IOYNE ROBEY J-ONGWOOD IOBEY WINCHESTER 17 H-WESTERN £ irfy^esouK. WOOC TTTTTnr OOMIS ogiJT\ PARK SHERMAN PARK RACINE RACI IE MORGAN MITS FK11NWOOI) PARK [ PARNELLA££*!® STEWART PULLMAN STEW \RT :ntw :>rth STATE INDIAN* S. MICHIGAN PAL! Ell SOUTH,PA SOUTH PAftK SOUTH PARK C. & W. I. ST. .LAWRENCE VERNON AV. WASHINGTON LAWRENCE UNGLET ‘V. fcj,CORLISS AV, COTTAGE GROVE , ERICSSON 1RAND CR IIAVSIXOY/'Q OAKWOODS ELL'S ;pEENWOOD~| WQODLAW WOODLAWN V'OODLAWN M.LDlSt CAL UMJE T DO RpH ESTER STONY ISLAND 'MACFARLI JACK BATHING BEACH PAXTON PA> TON PAXTON, IIRANOC N AV. ICRANDON S. PEERING YATES •g YATES pa'rk benSuey SOUTH SHpRE COUNJMT CLUB TORREf 2. IT', MUSKEGON ' GRAND \ ress. Paul C R. EGON AUSK MUSKE'SOTT 17 Park V COMMESCIAL CARONDELE" V, i’~T Tf/L) ONDELi RUSSELL SI BURLEY Y] 5URLEY RIVER MACKINAW A ACKINAVy GREEN BAY ui EWINGcn WOL CA l. U \PAJl CIT . A ITS 1916 KEY ^^mmrnaa* CLUB RESIDENTIAL DISTRIBUTION OF 31,670 EMPLOYEES, WEST SIDE MANUFACTURING DISTRICT ACCOMPANYING REPORT OF CHICAGO TRACTION AND SUBWAY COMMISSION TO THE CITY COUNCIL OF THE CITY OF CHICAGO LESS THAN 25 EMPLOYEES 25 EMPLOYEES 150 EMPLOYEES EXPLANATION THE CROSS-HATCHED AREA SHOWS THE DISTRICT IN WHICH THE PLACE OF EMPLOYMENT IS LOCATED. EACH BLACK SQUARE REPRESENTS BY ITS SIZE THE NUMBER OF EMPLOYEES LIVING IN THE QUARTER SQUARE MILE IN WHICH IT IS SHOWN. 400 EMPLOYEES 200 500 250 600 300 9I5J MORE THAN 60|D 350 100 CITY LIMITS FORNIA B. & 0. C. T. WESTERN AV ICHICAGO TRACTION AN* SUBWAY COMMISSION Plate 21 STATION- S DFF TOTAL BY ORIGIN -j < H O t- iL. o REGISTERED PASSENGERS to cc r IU ° 7354 22 HAMLIN-ROBEY 23 30 85 196 168 25 82 187 240 192 6 7 1 29 19 4 29 102 32 66 827 316 277 194 482 50 30 10 6 18 7 120 40 65 943 982 1778 7737 808I 23 LAKE ST. TR.- C LINTON 24 24 121 202 209 27 94 131 94 33 35 43 7 . 93 35 31 77 142 465 i 518 668 332 608 438 101 20 16 67 25 19 82 40 13 363 255 384 5812 6055 24 KINZIE-WILLOW 25 95 509 641 661 137 269 316 544 182 203 104 21 132 152 124 139 21 25 39 101 44 30 41 22 428 1000 2402 1501 1254 2368 664 6 735 493 1611 I70J4 v" 18662 25 CENTER-WELLINSTW 26 30 120 176 212 102 77 174 439 144 55 31 3 39 31 39 46 6 4 24 9 19 14 13 896 124 697 384 326 672 283 17 1233 712 2929 10082 II0I4 26 BELMONT-WILSON 27 84 278 443 549 172 174 523 945 476 257 62 8 42 118 91. 69 47 11 13 41 34 47 90 37 1845 664 1126 336 275 1410 799 31 3175 2310 9854 26438 27556 27 SOUTMPORT- RAVENSWOOO 28 26 104 134 141 91 83 150 606 307 49 II * 33 17 23 32 8 4 1 19 7 6 15 12 1314 363 302 300 510 168 90 18 1712 859 4750 12265 I306I 28 ROBEY-KIMBALL 29 19 133 123 120 77 53 170 429 190 2I 6 10 16 12 9 15 5 1 5 1 2 II 7 1011 ' . .272 300 456 200 41 40 7 1319 641 3991 9713 I0I85 2-8 ARGYLE- HOWARD 30 72 222 374 417 161 110 397 664 368 233 69 5 46 108 771 26 57 20 20 45 41 52 91 45 1700 599 1175 142 28 1292 1037 19 2361 2159 7489 21721 23I28 ** 30 CALVARY-LINDEN 31 21 55 152 119 54 43 191 207 64 7! 20 4 10 30 27 12 29 28 17 23 13 16 44 25 644 299 797 99 49 985 919 16 554 689 1406 7731 8388 31 NORTH 32 73 193 372 399 44 102 86 20 290 617 388 37 267 459 404 193 280 608 682 588 433 626 636 157 454 888 2737 1169 923 1848 518 3 42 32 98 16666 & I8359 32 SOUTH 33 515 1765 3221 4138 320 1287 839 354 124 5 03 '411 . 36 341 427 472 231 427 794 802 805 637 829 714 248 174 310 704 428 336' 513 156 108 24 582 55 23630 25450 ** 33 EAST 34 723 1970 3574 3898 252 966 620 120 699 1776 1149 110 915 1133 1379 445 896 . 2009 ' 2238 1393 1229 1297 1315 374 133.9 2804 9628 4181 3548 8585 1637 155 120 129 383 62989 66I53 34 WEST 35 591 2225 4217 4881 401 1504 97 9 586 692 2731 2220 239 1799 2173 2559 823 2525 3834 • 4054 646 708 965 579 J39 125 19 9 484 296 224 397 120 35 204 478 57 44689 47410 K 35 BY DESTINATION 3332 10992 19983 24635 6342 6605 9103 12892 1823! 11297 8297 901 8148 10676 9484 7415 10099 11514 12474 7573 4922 6544 6889 6401 13954 9235 24663) 11123 9083 22152 7528 9103 31031 67000 60105 499826 - 536196 W- ’ TOTAL 0.666 2.199| 3.998 4929 1.270 1.321 1.821 2.579 3.647 2.260 1.660 0-180 1.630 2.135 1.899 1.484 2.02t 2.30; 1 2496 1.515 0.965 1.310 .1.398 1.281 2.791 1.849 4.934 2.225 1.517 4432 1.506 1.821 6-208 13.405 12.035 GRAND TOTAL oO 0] SUMMARY BY RAILWAYS • rick: Percentages ii? this tabulation differ slightly from those in. the yearly tabulation sheet due to variation in the proportion of tickets recovered for each group of stations on the day of check. LINE □ E STI N4\~r 1 CD r\J TOTAL BY O RIG in LINE SOUTH SIDE METROPOLITAN OAK PARK NORTHWESTERN LOOP PASSENGERS °/o S.S. % SYSTEM PASSENGERS % MET. SYSTEM PASSENGERS % O.P. 7° SYSTEM PASSENGERS O/O N.W. °/o SYSTEM PASSENGERS 0/0 LOOP °/o SYSTEM PASSENGERS o/o TOTAL 71 rn SOUTH SIDE 27713 •28.15 3.54 6543 6.64 1.31 3458 3.51 0.69 12729 12.94 2.54 48002 48.76 9.61 98445 19.69 S.S. METROPOLITAN 8188 713 1.64 48621 42.30 9.73 ■ 3555 3.09 0.71 4558 3.96 . 0.91 5002! 43.52 10.01 114943 23.00 MET. L_J cr OAK PARK 3360 10.02 0.67 3334 9.94 0.67 10052 30.02 2.00 1138 3.39 0.23 15616 46.63 3.12 33500 6.69 O. PK. NORTHWESTERN 13388 12.75 2.68 4847 4.63 0.97 1046 1.00 0.22 34588 32.95 6.92 51045 48.67 10.22 104964 21.01 n.w □ LOOP 41235 ll 87 8.25 45191 30.55 9.04 14318 9.68 2.86 44725 30.23 8-95 2505 1.69 0.51 147974 29.61 LOOP TOTAL BY DESTII1AT10M 93884 — 1&76 108536 — 21.72 32429 - 6.48 9773 8 — 19.55 167239 — 33.47 499826 lOftOO GRAND TOTALPlate 22 COMPARATIVE TIME ZONES OF CHICAGO SURFACE AND ELEVATED/LINES BASED ON THE PRESENT FASTEST RUSH HOUR SCHEDULE RUNNING TIMEPlate 22 OZANAM nQRtOLE |AV-f> CITY LIMITS ■ ITY LIMITS HARLEM 1‘ I Rtitherfurd KEY -----Surface Line Zone Limits Elevated » •» .■ NORM/ tInashviia. IAGLE AV.\ MELVINA CITY LIMI ■3TT"! NOTE SURFACE ZONES: Dotted zone lines indicate limits within which passengers can complete journey from Dearborn streets in 20. 30, 40, 50 and 60 minutes, of city area Madison and respectively. ELEVATED ZONES: Similarly, circular or shaded areas^ represent those districts within which elevated passengers can complete journey, starting from Madison and Dearborn streets in 20, 30, 40 and 50 minutes, respectively. In both cases, the journey involves a walk from the corner of Madison and Dearborn streets to the most available transit line or station and a walk at the end of the journey, assuming walking speed of three miles per hour. Elevated time zones are necessarily discontinuous because of the distance between stations. :tTY LIMITS BEL. oonalo3 PITNER AV. S. ALBANY AV. iMENTO CITY LIMITS ROCK 80min CITY LIMITS WESTERN AV. WESTERN INCHES' Y^GROUNOS- ASHLAND OCMIS S. CARENTER SI C/TV LIMITS HALSTED 'All AT STATE ,c6ri_(SS >0DLAWN COMPARATIVE TIME ZONES CHICAGO SURFACE AND ELEVATED LINES I JEFFREY AV. CTONX P AXIOM. PRESENT FASTEST RUSH HOUR SCHEDULE RUNNING TIME YATES TORRENCE COliFAX MUSKEGON GRAND [ (/X ^ uskeO'OM . X",.. CARONDELE- (PA) BURLEY BURLEY ACCINAW AV. [green bay CITY' LIMITS Tjs! h ARLEfi 3 AV. If XI A, : ITO'' K PARK oil £j *1 rjl S. N/ II SHVILL c 1 /1| ;.w» j 1 1 1 1 % 1* ARO 1 >1 \ * % \ |C '0 ixr 7t"$ \ :■?: 1 t f t ■•5 3AL. $5 8 P ST / \ / / . • T 1 h "11 51. SOUTH H C. & W ' ST. LAWPE T 1*' s CORLISS r j •t_L n / u 1 £ : | r7>.\ f C / \ 1 / m Vfilr r / ‘j* V’fJr A 3 t Ia pr v, & ?! ®lA3 Lj-j § # - \\ Yj $ L N A . f, A, Wv| >XV # ■■■■1K-f M P J y s L m ' > / JVauV Hm ill \ Y\ gj Xl X U »• j rrf ai —*—c AV. j ■ fn v/.>l ■yfiH 0\J c. & 1 # > j...' it / / B. A 0. ,c .7. \ % (c I L fTT ^pmin. 3 •> 1 11 P. C.' 1 ?! & i 1 o\ X ll # L . / ST. I Loclf^ sfa ^ 1^ i W*«K: 1! # j ll » RAC 1 / A j\° n 1 c,^' 1 "5 - H w fl. A W. lj\ j / LEAV TTi H J [ ST. \ | / i c.f.L 1 s| j T~f L L J yE1'! XHO- iLfe j iwr 1 % 9 § 1 I AV. j % 1 ST. / A ST. r5! ST. AV. W.7. ^ t7) dl r* SI • AV. AV |5 y— AY. ‘at" jp X 0 AV. rn AV. ► / s. s % / s. HOMAN s/| « % r ■SACRAMEN TO 1 ;'v# 1 1 S*I3( LL VJ H} # 1 u CALIFORN IA / VV^V/ A Tr>?NA \ -r — [Ij ^ \ \ 1 / / / S p- / H 1 « 1Plate 23 73 > Z o O r~ 73 f PASSENGERS TRANSFERRED FOR 24 HOURS OF TYPICAL DAY OF 1916, AT THE INTERSECTIONS OF THE PRINCIPAL SURFACE LINES, EAST OF HALSTED STREET AND BETWEEN 12th STREET AND CHICAGO AVENUE. ACCOMPANYING REPORT OF CHICAGO TRACTION AND SUBWAY COMMISSION TO THE CITY COUNCIL OF THE CITY OF CHICAGO 1916 o 3 o • > o o NOTE EACH ARROW AT THE VARIOUS CROSSINGS INDICATES THE DIREC- TION OF TRAVEL AND THE ACCOM- PANYING NUMBER SHOWS THE TOTAL PASSENGERS TRANSFER- RING IN THAT DIRECTION. KINGSBURY ST. ORLEANS 25 ^ v67 PI 73 PI ST. C/> H FRANKLIN 19 ^ 35 STPlate 24 LARAMIE -le AVE 25-*-'/ iv CRAv/FORD 197 'W u . CRAWFORD2?.s •* 2L WESTERN 83g 2' 5-i -*“400 335~L 4 PASSENGERS TRANSFERRED FOR 24 HOURS OF TYPICAL DAY OF 1916, AT THE INTERSECTIONS OF THE PRINCIPAL SURFACE LINES, WEST OF HALSTED AND NORTH OF 22nd STREETS. NOTE EACH ARROW AT THE VARIOUS CROSS- INGS INDICATES THE DIRECTION OF TRAVEL AND THE ACCOMPANYING NUMBER SHOWS THE TOTAL PASSENGERS TRANSFERRING IN THAT DIRECTION. LACK OF SPACE MAKES IT IMPOSSIBLE TO SHOW ALL OF THESE AT SOME INTERSECTIONS AND IN THESE OASES THE CROSSINGS HAVE BEEN OFFSET AND INDICATED BY ARROWS MARKED “SAME LOCATION**, CRAWFORD n o 2T H 7) o rn V AVE \ 4' \ .ox ^ 8 CO £ n AVE WESTERN TO ave / 8 PI AV! V ROBEY ST. 176 HALSTED LARRABEE SEDGWICK , ST73. 2- ST. SEDGWICK 270- 2-230 ST. J.T3 WELLS z: ST. 133 $ CLARK ST. 157? BROADWAY IN5ERT 'A' STATt 5T. INSERT "B’Plate 25 PASSENGERS TRANSFERRED FOR 24 HOURS OF TYPICAL DAY OF 1916, AT THE INTERSECTIONS OF THE PRINCIPAL SURFACE LINES SOUTH OF 22d STREET. ACCOMPANYING REPORT OF CHICAGO TRACTION AND SUBWAY COMMISSION TO THE CITY COUNCIL OF THE CITY OF CHICAGO 1916 § \ 9 CICERO AVE \ CICERO AVE CENTRAL PARK WE STONY J ro il IS. - •% fO v. N 0&\ ^ \ 5 TONY ISLAND COHHERCIAL §| Ave INSERT C 750 WESTERN ASHLAND 342+ 56 HAL STEP 1203 - MICHIGAN AVE age J COTTAGE GROVE RACiHE STATE V t WE^WOKTK y ROBEY 4U- ~l655‘ 785 H16Q *4640 151 " |iSl£ ^ S. PARK AVE 1637 <33 * a NOTE EACH ARROW AT THE VARIOUS CROSSINGS INDICATES THE DIRECTION OF TRAVEL AND THE ACCOMPANYING NUMBER SHOWSTHETOTALPASSENGERSTRANSFERRING IN THAT DIRECTION. LACK OF SPACE MAKES IT IMPOSSI- BLE TO SHOW ALL TRANSFER MOVEMENTS AT SOME INTERSECTIONS AND IN THESE CASES PART OF THEM ARE SHOWN ATONE SIDE, CONNECTED WITH THE TRUE INTER- SECTION BY ARROWS MARKED “SAME LOCATION”. >•211 AVE *3 ■ gS- 543 Tfiu AVE. 310- V INDIANA ZQQ+ 4511 -X, Q53 TTT 942 V 34 73-4 Jr 606 " AVE - 504 ^-X70 6T5 269 726 Robey ST. MORGAN 24- WALLACE tr-------- Hi V \ +80 AVE "^rJI ST. 7 ~ * $ -TV-,, —""WW- 1000 2890 ST vr v ' 549^X £1 CLAR1 CLARK f ST. 1007 "Xk A f. 5T. 130 769-- X? 5H - w fa X6' STATE Vo®. LX5' ■ISIS 5 T. WABASH 4 INDIANA l ST. V AVE ST. Plate 26 STREET SURFACE %f ■' "V ; * v \j »> - - v - '■'^jr.;’ LEVEL SECTION B-B STREET SURFACE Variable "!”V, r f j ^i ^ ': . —6i6”_. --12-0*- — LEVEL REINFORCING RODS' SECTION C-C NOTE FOR LOCATION OF SECTIONS SEE TYPICAL STATION PLAN. CEILINGS AND WALLS OF STATIONS TO BE APPROPRIATELY FINISHED AND DECORATED. SIDEWALL SECTION ROOF ARCH SECTION 7-6”----------------6-6' SECTION BETWEEN STATIONS D-D TYPICAL CROSS-SECTIONS, PROPOSED STATE STREET SUBWAY ACCOMPANYING REPORT OF CHICAGO TRACTION AND SUBWAY COMMISSION TO THE CITY COUNCIL OF THE CITY OF CHICAGO 1916 o ---SCALE 5 10 FEET 3Plate Tt /STREET SURFACE UPPER PLATFORMj •BASE OF RAIL HIGH LEVEL SUBWAY /LOWER PLATFORM LOW LEVEL SUBWAY I i ! i ! I ___L—L__l_ J—1 ILLINOIS TUNNEL ILLINOIS TUNNEL NOTE THE LOW LEVEL SUBWAY IS DESIGNED FOR SURFACE CAR SERVICE. BY RAISING THE PLATFORM THE SAME DE- SIGN IS ADAPTED TO RAPID TRANSIT SERVICE. WITH THE SECTION B-B SECTION A-A LOOKINC5 NORTH LOOKING WEST GENERAL VERTICAL DIMENSIONS AS INDICATED IT WILL NOT BE NECESSARY TO DEPRESS THE ILLINOIS TUNNEL. 'BUILDING LINE ✓ /7z//7Z7///////7y, UPPER PLATFORM STREET ILLINOIS TUNNEL^ UPPER PLATFORM 'yzyyy.z/j.zzyzzzz.z/7-y^zzzzz/s. FRAMING PLAN TYPICAL TWO LEVEL STATION AT THE INTERSECTION OF THE PROPOSED SURFACE CAR AND STATE STREET SUBWAYS ACCOMPANYING REPORT OF CHICAGO TRACTION AND SUBWAY COMMISSION TO THE CITY COUNCIL OF THE CITY OF CHICAGO 1916 SCALE PLAN SECTION Plate 28 STREET SURFACE ■pZZZZZZZZ2ZZ2%3ZZZZZZZZ22ZZZmZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZ2ZZZZZZZZZZZZZZZZZZZZZZZZZZZZZEZ£ZZZZ!^ PLATFORM LEVELS BASE OF RAILy LOW LEVEL5U8WAr UNDERPASS UNDERPASS LONGITUDINAL SECTION A-A H lli y STREET STATE BUILDING LINE “IT !i!!l!!l! UlLillli! CURB LINE TURNSTJl.ES TtCKET BOOTH REST ROOM0NEWSSTANI ED^aE OF PLATFORM WOMEN BREST ROQNl|NEWSSTANI TURNSTILES EXIT 11 HI III! EXIT II EXIT I TICKET BOOtA TICKET BOOTH BUILDING LINE PLAN NOTE TYPICAL STATION IF PREFERABLE EXITS AND EN- TRANCES TO THE SUBWAY MAY BE ARRANGED ADJACENT TO OR INSIDE THE BUILDINGS FRONTING ON STATE STREET. CEILINGS AND WALLS OF STATIONS TO BE APPROPRIATELY FINISHED AND DECORATED. PROPOSED STATE STREET SUBWAY ACCOMPANYING REPORT OF CHICAGO TRACTION AND SUBWAY COMMISSION TO THE CITY COUNCIL OF THE CITY OF CHICAGO 1916 -SCALE- ?0 30Plate 29 SECTION C - C SECTION A - A KEY PLAN -SCALE- 400 SECTION B - B -SCALE OF SECTIONS- eo £ IS 5 ) *■* | i—• 1 j 60 1 / s. STATE STREET /Curb Line NOTE THIS PLAN IS PREPARED FROM EXISTING CITY DATA SUBJECT TO MODIFICATION WHEN FINAL SURVEY IS MADE. PROPOSED CONNECTION BETWEEN SUBWAY AND SOUTH SIDE ELEVATED RAILROAD NEAR 18th STREET STATION. HORIZONTAL 0 VERTICAL 0 20 40Plate 30 _H__k JgUOULJLJLJtJL isi 11 ii ii i rzLL—i rh r > R.R. I | 1 L^U L n n i in—i nnn n nnr KEY PLAN SECTION B - B SECTION A. A -SCALE OF SECTIONS- 0 IQ 20 - SCALE---- 400_____800 -i ^ 1' \\\ r \\ tt\ ■/A '5 \\\ \ Ml M :M '' "