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The Columbia University Libraries reserve the right to refuse to accept a copying order if, in its judgement, fulfillment of the order would involve violation of the copyright law. Author: Parsons, B r i nc ke r h off , Quade & Douglas Report on Detroit street railway traffic and... Place: [Detroit] Date: 1915 COLUMBIA UNIVERSITY LIBRARIES PRESERVATION DIVISION BIBLIOGRAPHIC MICROFORM TARGET %-toi3-i4 MASTER NEQATIVE « OmOMAL MATERIAL AS FILMED - EXISTING BIBUOGRAPHiC RECORD mm 540 m ii j i I I I.. I J i .i iiiii i m i iijfc Beport on Detroit street railway traffic and proposed siibway made to Board of street railway commissioners, city of Detroit, by Barclay. Parsons & Klapp [Consultiiig engineers) tl^etroit] 1915. 6 p. U 5-291 (f. e. 299) p. fold, nu^ plans (part fold.) tables (1 foU.) dlagrs. (part fold,) 29^. p. 299 wrongly nmnbered 291. 1. Strget-railroads— Detroit 2. Subwavs— Detroit I. Detroit Mil- icipaTstreet railway commission, n. 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Match 17, 1919 To be Submitted to the Voten §at Approval APRIL 7, 1919 luuiyiuuiiiiiiuiiy ISSUED BY THE BOARD OF STREET RAILWAY COMMISSIONERS IHIUllUUIIUIIHIIUUIUUIIi^^ To the People of Detroit The Board of Street Railw'ay Commissioners respectfully sub- mils herewith, the agreement entered into between it, on behalf of the City of Detroit, and the Detroit United Railway, for the pur- chase by the City of the street railway property, owned by the rail- way company, in the City of Detroit, the City of Highland Park, the Village of Hamtramck and the Township of Warren, Macomb County, as made and executed March 17, 1919. Provided the agreement and a charter amendment accompany- uif it, are approved by three-fifths of the electors (male and female) of Detroit, voting on the propositions, the contract for the purchase of the property will become effective, and the city will come into possession of the property July 1, 1919. The board wishes the people of Detroit to know that the agree- ment entered into is the result of numerous sessions of great length during which practically every phase of the street railway problem which has confronted the city for more than a score of years, was carefully considered. The three possible methods of acquiring a street railway system, i. e., purchase by agreement, condemnation and piecemeal construction, were earnestly weighed, and, with the advice of street railway experts, the board unanimously concluded that the purchase by agreement plan was the most practicable and feasible method of affording relief from the conditions now prevailing. In making the agreement, every effort was made to safeguard the interests of ^e people of Detroit, and the board respectfully s mm- fe pany shall simuluneously deliver all books, records, documents, literature, data relating to the management and operation of the railway system and property hereby agreed to be conveyed and useful and proper for the opera- tion, and management tlitifeof* Upon the execution of fhia agreement and the delivery of possession of the property hereby agreed to be conveyed, all pending suits and actions •ad alleged causes of action between the parties shall be thereby settled, released and discharged, and the Oty shall withdraw or cause to be discon- tinned all {lending complaints and'suits for the violation of ordinances. Neither the City nte the Company shall issue transfers I ttif transporta- tion of passengers over lines or on cars of the other party, and the Company shall not be required to carry, and so far as it can reasonably avoid shall not carry, any local passengers on intemrban cars over the City Railways, it being the understanding that snch intemrban passenger cars shall carry only passenger traffic originating in the City destined for points beyond the City limits and passenger traffic originating outside said limits coming into the City. In witness whereof, the City of Detrmt has caused these presents to be executed by the President and Secretary of the Board of Street Railway Commissioners and the Detroit United Railway has caused its name to be set and its corporate seal to be affixed by its President and Secretary, pursu- it ant to resolutions of its stockholders duly adopted at a meetii^ heretofore held and of its Board of Directors duly adopted at a meeting of said Board on the seventeenth day of March, 1919. CITY OF DETROIT. ABNER £. LARNED, President of Board of Street Railway Commissioners. EDWARD T. FITZGERALD, Secretary of Board of Street Railway Commissioners. DETROIT UNITED RAILWAY, F. W. BROOKS, President A« 'Sa. PETERS, Secretary. Signed, Scaled and Delivered in |he presence of JAMES COUZENS, OTTO KIRCHNER, ELLIOTT G. STEVENSON, CHAS. A. DRUMMOND. STATE OF MICHIGAN, COUNTY OF* WAYNE (SS). On this 17th day of March, 1919, before me appeared Abner E. Larned and Edward T. Fitzgerald, to me personally known, who bang by me duly sworn, did each say that the first named is the President and the last named is the Secretary of the Board of Street Railway Commissioners of the City of Detroit, and that said instrument was signed and sealed in behalf of said corporation by authority of said Board of Street Railway Cmnmissiottera, and the said Abner E. Larned and Edward T. Fitzgerald each acknowledged said instrument to be the free act and deed of said corporation. ALVIN B. HICKS. Notary Public, Wayne Couiity, Mich. * My commission expires Sept. 9, 1919. STATE OF MICHIGAN, COUNTY OF WAYNE (SS). » On this 17th day of March, 1919, before me appeared Frank W. Bfoolcs and A. E. Peters, to me personally known, who being by me duly sworn, did each say that the first named is the President and the last named Secretary of Ute Detroit United Rulway, and that the seal affixed to said instrument is the corporate seal of said corporation and that said instrument was signed and sealed in behalf of said corporation by authority of its Board of Direc- tors, and the said Frank W. Brooks and A. E. Peters each acknowledged said instmment to be the free act and deed of said corporation. ALVIN B. HICKS, Notary Public, Wayne County, Mich. My commission expires S^pt 9, 1919. It lament Ttm pwpWMd charter amendment submitted by the Street Railwajr Com- iniaiiiMi mi mentioned in the communication from that commitaiiMt «t thtt session was then read by the ekrk, as followt: i Be It Resolved, That this body, being the legisktive body of the City of Detroit, by a three-iftlis vote of the members elect, propose an aiiflMlment to Chtpter 13 of Title IV of the Charter of the City of Detroit by adding? thereto a section to be known as Section 23, for the purpose of authorizing the Board of Sto'cet Railiray Commissioners of the City of Detroit to make a contract for the pnrdnsc of a pabUc iMiitr: and Be It Further Resolved, By this body, by a tiiree-ifths vote of the mem- bers-elect* that said anu ndment be in form, words and figures as hereinafter set forth, and that said amendment be printed and submitted to the qualified electors of the City of Detroit, male and female, at an election to be held in said dty ou April 7, lfl9, in 'tlM foilowing form, words and fitfures: A Bill to amend Chiqiter 13 of Title IV of an Act entitled "A Bill (an Act) to provide a Charter for the City of Detroit and to repeal Act No. 326 of the Local Acts of the year 1883, entitled 'An Act to provide a Charter for the <^ty of Detroit and to repeal all special acts rehitiag to the city except such as no city my alter, aaend or repeal, in conflict with any provisions of this Charter (which charter of the City of Detroit was adopted by the elec- tors of said city at an election held June 25th, 1918. pursuant to the pro- visions of Act Nol 299' of the Pnblc Acts of 1909, as amended)* ** by adding thereto a acctioa to^ be ka^oiini as Section Twmty-4kn9 (23). THE PEOPLE OF THE STATE OF MICHIGAN AND THE PEO- PLE OF THE CITY OF DETROIT ENACT: Section 1. That Chapter XIII of Title Four (4) of an Act entitled "A BUI to provide a Charter for the City of Detroit and to repeal Act No. 326 of the Local Acts fcMr the year Ii83 eatitied *An Act to provide a Charter for the City of Detroit and to repeal aU special acts reUting to the Qty, except such as no city may altert a m end or repeal, in conflict with any provi- sions of this Charter (which Charter of the City of Detroit was adopted by the electiM's of said city at an ekctioa held June 25, 1918, pursuant to the provisions of Act No. 279 of Public Acts of 1909, as amended)' " be and the same is hereby amended kf adding thereto Section Twenty-three (23), so as to read as follows: Section 23. Said Board is hereby authorized and empowered to make a contract wr contracts upon such terms, indnding terms of present or de- ferred payment, and upon rach conditions and la such manner as it may deem proper to acquire, own, operate and maintain a public utility system (or supplying transportation to the city and the inhabitants thereof. If a contract be made for the purchase or acqoirtng of the oristing transporta- tion aystcn in the city and within a distance of ten mites from any portion of its limits, then said Board may, for the purpose of acquirinpr it, pay down in cash whatever amount may be agreed npon as the initial payment of the purchase price, the remainder or balance' of the purchase price agreed upon to become and remain a Men. upon 'the property so parchased or u acquired until paid and discharged and the contract may so provide. Said Board may also, with the consent of the Common Council, issue the public utility bonds of the city in such amount, not exceeding the amount that the dty may legally issue and not to exceed Twenty-four million dollars ($24,000,000), (which amount is approximately a little less than two per cent of the assessed valuation of the real and personal property of the city), and in such denomination, bearing such rate of interest, and matur- ing at such time, not exceeding thirty (30) yrars frcmi the date of issue, as the Board may determine, for the purpose of securing money with which to make the first or initial payment as provided in such contract for the prop- er^, and also for the purpose of providing the means or money with which to build extensions and make additions and betterments and to procure ma- chinery, material and supplies for said street railway system so purchased or acquired. Said Board may, for the purpose of meeting the payment and rctniag the bonds so tssoed, provide a sinking fund into which suffident of the earnings of the said railway shall be placed in order to pay the prindpal and interest of bonds so issued at maturity and to provide the means or money with which to pay the remainder of the purchase price of. said rail- way system on or before December 31, IS^l, to the end that tiM entire cost of said transportation system shall eventually be paid from the earnings thereof; Provided, That in no event and under no circumstances shall the dty be personally Ikble for more than two per cent (2%) of the assessed valuation of its real and personal property for the purchase of such trans- portation system. Provided further: That no contract for the purchase of the existing public transportation utility system in said city shall be binding upon the City unless the proposition thereof shall have first received the affirmative vote of three-fifths (3/S) of the qualified electors, male and female voting thereon at any regular or special election held in said City. The powers in this section contained and conferred shall be in addition to the powers provided in the other sections of this chapter not inconsistent herewith, and the exercise thereof shall not impair or affect the right to exerdse any ot the powers in the other sections of this chapter. Said Board shall cause to be performed all the duties and obligations imposed by said contract, in case it {^approved by ^ deetors and aforesaid. Any provision of this Charter inconsistent with the provisions of this Chapter shall not be construed as limiting the power provided for in this Chapter. Any proposition submitted under the provisions of this Chapter may be submitted to the electors by resotutbn of the Common Council. All Acts or parts of Acts inconsistent herewith are hereby repealed. Do you favor the above amendment? Yes ( ) No ( ) Schedule ' W The Detroit United Railway and the Detroit and Highland Park R. R. Co. convey to the City of Detroit all right, title and interest of every kind and nature, including real estate, tracks, rights of way and trackage rights in and to the following generally described properties in the City of Detroit, the City of Highland Park and the Vttlage of Hamtram^ and Warren townaliiii, Macomb comity, >■ tlieir boundaries are ixcd as of Marcti 17, 1919. and also certaim trades^ rights of way and trackage rights outside said city and village limits, and now owned by said Companies for the operation of the city car lines, as at present routed and run, with the exception of certain items sfNtctiailly mcatioiied and berdnafler specified aa omitted. The intention of the parties hereto being to sell, convey and deliver on the one hand and to purchase and acquire on the other hand, the existing City System as now owned and operated by the Detroit United Railway (except tlie Grosse Pointe Line and the Wyandotte Division), together with the complete tracks, rights of way, franchise rights, leaseholds, power contracts, trackage rights and equipments used or useful in the operation of said City system as a whole as operated by the Detroit United Railway as of March 17, im The following classes of property and equipment are enumerated to designate the general character of the pri^rty to be conveyed, and as a basis for a full detailed inventoiy to be made as of the date of actual transfer of title. It is understood that the specific description contained in this schedule or its appendicea shall not limit or qualify the words of general description contained in .the contract to wych this schedule is attacked. Iteiii 1-^if|ilB of W«y All rights of way and easements and franchise rights of all kinds, such as: Underground for water, air, sewage, oil. fas, steam, electric transmis- sion and distribution, telephone, telegraph, signal lines, feeders; on the snrface lor track, highways or footways; overhead for feeders, trolley, trans- mission lines, telephone, telegraph, signal lines, distribution lines; except those specifically retained as shown in Appendix "A," annexed hereto. The rights of way to be conveyed are tentatively listed in Appendix "A." Item 2 — Lands All lands used or useful in electric railway operation, and also all lands now owned by the Detroit United Railway, and Detroit and Highland Park R. R. Co., whether or not used or useful, except those lands specifically retained and which are listed in Appendix "A," annexed hereto, and said lands to be conveyed to the City also are tentatively listed in Appendix "A," aU'ttcxed hereta Utrnn 3— Grading, Ballast, Ties, etc. All grading, embankment, ditches, drains, retaining walls, riprap, ballast of all kinds, concrete foundations, concrete roadway, and ties of all kinds; It being the inten%>n hereof to convey all surface and mihswrface work of thia character as fie same now iluidt. iliefn 4— Rails, Rail Fastenings and Joints All rails and rail fastenings, such as spikes, tie plates, bolts, fishplates and other material for both revenue and non-revenue track, such as car barns, power station, yards, shops, switches, sidings, wyes, loops, etc. The total track mileage applying to this item is set forth in Appendix "B," annexed hereto. If item Special Woric All track special work appl^ng to the track herein convejred consisting of steam and street railway crossings, crossovers, curves, frogs, runoffs, switches, switch mate, turnouts, guard rails used in connection therewith. Item 6— Paving All paving and its accessory foundations, about tracks, special work, crosswalks, streets, alleys and elsewhere. Mem 7-4toadway Machinery and Tools All roadway machinery and tools, including snaall tools in use, used in the construction and maintenance of the railway property, and shop tools. Item 8— Tunnels and Subways All tunnels and subways, including apparatus for ventilatinff and light- ing and safety appUaacca. Hem 9— BridlPtt Trestles and Culverts All bridges and trestles over streams, ravines, marshes, streets and other railways, including abutments, piers, supports, draw and pier protection; wing dams and cribs, ice breakers, machinery to operate drawbridges; culverts and culverts for drainage system. Hem 10 — Crossings, Fences and Signs All construction for street, road and farm crossings at grade; overhead bridges and viaduct^, roadways of imdergrade footways, wagon roads or cattle crossings, crossing gates, cabins and towera, warmng signals, right of way fences, snow and sand fences, cattle guards, warning and other railway signals. item 11--Signals and Interlocking Apparatus All signal and interlocking apparatus, including towers and other build- iugs incident thereto. Item 12— Telephone Lines All telephone lines, including conduits, poles, cables, wires, booths and instruments, excepting the telephone dispatching lines and appurtenances thereto used only for the dispatching and other business of the owned and controlled interurban lines. Item 13— Poles and Fixtures All pole lines and structures; including poles, cross arms, insulator pins, brackets and other pole fixtures, braces and other supports for holding poles in position, and structures for supporting the overhead electrical construction. Item 14 — Underground Conduits All conduits for underground wires and cables, including manholes, sewer connections, sewer traps, and all fixtures. HiMii IS— Distributioffi System All overhead and underground feeders for low tension power from power stations and substations, with insulators and connectiona; track Wild- ing, overhead trolley lines, including trolley wire, guard, span, atniiii, sup- plementary and other wires and catenary construction. Item 16 — Shops and Car Hoittss All shops, car alicds. car houses, oil houses, sand houses and store- houses, pits, mmttm- tahles, turntables, and built-in scales; heating and ighting apparatus; water, gas, and sewer pipca and oonncctions. The fore- going are listed in part in Appendix anaexed hereto. Item IT—StetioiM, iiisosllaneous Buildingii ami Stnietyrat All stations, waiting room! and other buildings not provided, fol else- where. Item in— Wharvas and: 'Dodca All whanres, docks, slips and other landings for vessels, machinery tad other apparatus on docks and wharves; piling, pile protection cribs, coffer- dams, and protection of docks. Item 19 — Other Ways and Structuras All other ways and structures not included in any of the foregoing items. Item 20— Passenger and Combination Cars All passenger, baggage, parlor, chair, combination passenger service and private cars, including bodies and trucks and all fixtures and appliances in- side of or attached to the car body or trucks. Th* foregoing are listed in part in Appendix "D," annexed hereto. Mam. 21— ^rtifht, Ex|ir«M ^and Mail Cart All freight, express and mail cars, including bodies and trucks and all fixtures and appliances inside of or attached to the car body or trucks. The foregoing. If any, will be listed in Appendix "D," annexed hereto. Item 22~Service Equipment All water cars, sprinkler cars, sand cars, salt cars, supply cars, main- tenance of way and line cars, snow plows, sweepers, scrapers and miscel- laneous snow-handling equipment, pile-drivers, rail grinders, cranes, weld- ing and bonding apparatus and similar equipment, cupolas and locomotive cranes. The foregoing are listed in part in Appendix "D," annexed hereto. Item 23—EiactFie Ei|yipmaiit of Cara All electric motive equipment and wiring of cars. The foregoing are listed in part in Appendix "D," annexed hereto. Item 24 — Locomotives Locomotives, including apparatus and fixtures and the necessary elec- trical equipment. The foregoing are listed in part in Appendix "D," an- nexed hereto. IS Item 25— Shop Equipment All machinery and tools used in shops and car houses, such as stationary engines and boilers, motors, compressors, shafting, belting, cranes, forges, portable scales, conduits and fixtures conveying compressed air, machine tools and other machinery and tools. Item 2 6 Furniture All movable furniture and fittings for shops, power plants and snb- station buildings, stations, waiting rooms and offices. Itwn 27— Mlioellaneoua Equipment All equipment of general stables, including horses, harness, drays, wagons, automobiles, and other vehicles, all repair shops, testing labora- tories. Compressed air plant for air brakes. The foregoing are shown in part In Appendices "A,- "C,** "F," and "G.- . Item 28 — Power Plant Buildings All power generating plants, including drainage, gas, sewer and water pipes and connections and fixtures, grading and fencing, coal trestles and pockets, wells, pipe lines to Supply water for steam plant. The foregoing are listed in part in Appendices "A," "Q" and "H." Item 29— SulMtetion Buildings All buildings used as power substations or storage battery buildings, in- cluding drainage, gas, and water pipes and connections, grading, improving and fencing grounds. The foregoing are listed in part in Appendices "A," •*C" and "H," annexed hereto. Item 30 — Power Plant Equipment All engines, boilers, pumps, condensers and equipment for generating steam power; dynamos, generators and turbines; wiring and appliances and other equipment for generating electric current. Traveling cranes, switch- boards and fixtures and appliances connected therewith. The foregoing- IS listed, in part, in Appendix "I," annexed hereto. Item 31 — Substation Equipment All hoilers, storage batteries, transformer?, rotary converters, switch- boards, motor generator sets, switchboards and fixtures and appliances con- nected therewith, and equipment for portable substations. The foregoing are listed in part in Appendix "Jj" annexed hereto. Also all Detroit United Railway substation apparatus, equipment, switchboards, etc., in the sub- station buildings of the Detroit Edison Company. This latter property is listed, in part, in Appendix **S" annexed hereto. Item 32 — Transmission System All poles, fixtures and conduits, cables, wires, insulators, and insulating material. It being understood that the ctessifications above set forth include some species of property that are not owned by the companies, and that the in- tention is that the companies shall convey to the City all property owned bj tt mui conpaiiies, or eitlicr of them, Mling ui»l«r Mid elassei, with the ez- ceptiimt herein tpecificil. Ai of these Appendieei are heMeved to be mbstsntlaUy correct hut have not bees verified. LAND LOCATION OF VARIOUS PARCELS OF REAL ESTATE OF THE DETROIT UNITED RAILWAY WITHIN THE PRES- ENT (MARCH 17tll, CITY LIMITS OF THE CITY OF DfTROffT Parcel No. Description and Location *1 Former General Offices, 12 Woodward Aveitne. 3 Power Station "A;' North Side of Atwater near Riopelle^ 4 Clark Car Storage and Wye. West Side of Chirk near Wabash It R. ' 5 Power Station "B." S. W. Comer of Atwater and Riopelle. *7 Intemrban Station and General Offices, on Jefferson, Bates and Wood- bridge. ♦8 Residence. N. W. Coni«r West Jellersoii and Traver. 9 Power DepL Headinarters, S. E. Comer of Woodbridge ind St An- toine. 10 Car Clearance, S. E. Corner of W. Fort St. and Dearborn Avenue. 11 Re^dence. S. W. Corner of E. Fort St. and I>e<|uindrt. •12 Vacant, S. E. Corner of Lexington and Carter. 13 Residence, S. E. Corner of E. Fort St. and Dequindre. 14 Baker Car House, S. W. Corner of Bix and Dragoon. 15 Residence. N. W. Corner of E. Fort St. and Dequindre. •16 Residence. E. S. of Infantry, south of Dix Ave. 17 Retidence, N. E. Corner of E. Fort St. and Dequindre. 18 Track Location, S. W. Corner of Toledo and Clark Aves. ♦19 Interurban Car House. Monroe, Macomb. Dequindre and St. Aubitt. *20 Business Property. N. E. Corner of Michigan and Huron Ave. ♦21 East Side Freight Terminal, Monroe. Macomb, St. Aubin and Chene. •22 Business Property, N. W. Corner of Michigan and Huron. •23 Vacant, S. W. Corner of Chami^lain and Helen. ^4 Business Property, Grand Pwr, Myrtle, Trumbull and Sycamore. •25 Business Property. N. W. Comer of Jefferson and Hibbard. 26 Michigan Car House. Michigan and Welch Avenues. 27 Jefferson Car House and Yards'. Jefferson and St. Jean Avenues. 28 Ahr Charging Station. S. Side of Forest, near Wabash. 29 Kercheval Car House. N. W. Corner of Kercheval and Concord Aves. 30 Battery Station "L." Hancock Ave., between Third and Fourth Aves. ^31 Business Property, S. W. Corner of Chene and Hunt. 32 Michigan Car House Addition. West Side of Military Avenue, near Michigan. ♦33 Superior Freight Yards, Superior and Gratiot Avenues. 34 Warren Qir Bouse, Warren and Lawton Avenues. 35 Brash Car House, N. E. Comer of Russell and Ferry. 36 Warren Ave. Car Yard, S. E. Corner of Warren and Lawton Avenues. 37 Track Dept. Shops. Harper Ave. and M. C. Belt Line R. R. 38 Office and Compressor Station, N. W. Corner of 14th and Warren Aves. 39 Track Dept. Yards and Headquarters, S. E. Comer of Harpo* and Mt. Elliott Avenues. 40 Trumbull Car House, Trumbull Ave. and M. C. R. R. 42 Third Car House, S. W. Corner of Holden and Greenwood. 45 Leetville Car House, N. W. Comer of Gratiot and Harper. 46 Loop and Air Compressor, Fort St., West of Dearborn. 47 Chene Loop, Jos. Campau Ave., and M. C. R. R. 48 Battery Station *'K," S. W. Corner of Woodward and Cortland Aves. 49 Air Compressor Station, N. E. Comer of Goodwin and Woodland. 50 Woodward Car House and Highland Park Shops, Woodward Ave., Hamilton Blvd. and Detroit Terminal. 51 Trombly Sub*8tation, N. E. Comer are to be re- tained by the Company, and are as follows^ vis.:— ♦ Former General Offices, 12 Woodward Avenue. •7 Interurban Station and General Offices, on Jefferson, Bates and Wood- bridge. •8 Residence. N. W. Corner of W. Jefferson and Traver. ♦12 Vacant, S. E. Corner of Lexington and Carter. ♦16 Residence, £. S. of Infantry, south of Dix Axenue. ♦19 Interurban Car House, Monroe, Macomb. Dequindre and St. Aubin. *20 Business Property, N. E. Corner of Michigan and Huron Avenues. *21 East Side Freight Terminal, Monroe, Macomb, St. Aubin and Chene. ♦22 Business Property, N. W. Corner of Michigan and Huron Aves. *23 Vacant, S. W. Comer of Champlain and Helen Aves. ♦24 Business Property, Grand River, Myrtle, Trumbull and Sycamore. ♦25 Business Property, N. W. Corner of Jefferson and Hibbard Avenues. ♦31 Business Property. S. W. Comer of Chene and Hunt Sts. ♦33 Superior Freight Yards. Superior and Gratiot Avenues. 21 . wTf . [ ^ ^ ^ P'-operty on north tidft, •57 Clav lv. r? ''^ °" Of *Ws freight termiiul lo^^ J« A J? Terminal. Clay Avenue and Grand Tmnli R. R •Wj^est Side Freight Terminal. W. Fort, Lafayette. 15th and 17th Sts. t NOTE-This land is a part of Pircel SOl at shown on jmgf 3. Appendix TRACK veyed^VX^^rt"" 7n ^ transferred and title con- I™d bv til nl» °l r**" agreement, include all the track, owned by the Detroit United Railway and the Detroit and Highland PaA Radway wuhm the City Li«it. of the City of Detr^ andln the Citv^ (b) The portions of the Detroit and HMilanH Po,i, d m which Ie«.e is transferred to the City by this agreement '"^ i> .^1? private rights of way of the Detroit and HlaM^mA Park Railroad from the City Limit, on Ferndale AvLue to he Qtv L^™."*^ on Dearborn Avenue, including tracks and private riX« «f J,! ? L Blast Furnace l*lant. Pwate rigbts of way to the Ford drzZZ TdeLT^f.'-'i"''''*'''"' and purposes of fuller identification in !«K " *T own"ship and the Detroit United Railway or li„! ^ r' ^ P»«c«d on The foil lowing street, as the points where the Oty .y,teni end.: River'L'Ic"' ^•^•^ *«» *o center of ti.. 'Two tracks to a point about 200 feet west nf J^d defined limit so as to allow the City to run its Fo. sTrlTT. the Wye or loop to a point abont 640 feet west of said intersection Fort Stf«et and Dearhoni Awnne »ntersection of West tt' The City and D. M. & T. are to have joint use of these leased portions of track, the City to make all repairs and replacements at its own expense to said portions of tracks and switches in addition to the rental just named. (c) Michigan Avenue : Two tracks to and including the Addison Wye and the two main tracks to within 817 feet of the 1917 City Limits on Michi- gan Avenue. The Detroit United Railway will secure the rig^t from the D. J. & C. Railway to the City to use jointly the portion of these tracks on Michigan Avenue west of Baby Creek, owned by the D. J. & C, at a yearly rental of $1.00, plus maintenance and replacements by the City. (d) Grand River Avenue: Two tracks, including Turner Wye znA to 1917 City Limits. (e) Oakland Avenue: To and including the curves and tail tracks on Oakland Avenue, and including Manchester Avenue tracks. (f) Harper Avenue: The Detroit United Railway will secure to the City a trackage rights for the use of the tracks owned by the Rapid Rail- way on Harper Avenue to Gratiot, and entering the Leesville Car House providing for joint use of these tracks as part of the City system, upon payment of 6% per annum as rental upon the Fair Cost of these tracks; and the maintenance and replacements to be paid for by the City. The City ownership herein conveyed tictends easterly on Harper Avenue, for both tracks, from the center line of Mt. Elliott and Harper Avenues to the cen- ter line of Frontenac Street, the trackage rights extending thence along Harper Avenue to the Leesville car house and to Gratiot Avenue. (g) Gratiot Avenue: The City ownership on Gratiot Avenue is to ex- tend easterly to the intersection of the center lines of Harper Avenue with Gratiot Avenue. The Detroit United Railway ^rees to secure to the City the joint use of the tracks owned by the Rapid Railway, easterly of this point, to secure the joint use by the City of the loop easterly of Harper Avenue, and to a point 3432 feet westerly from the center of Conners Creek, on Gratiot, and all the entrances from Gratiot Avenue into the Leesville Car House. The City as rental to maintain and renew the tracks of the Rapid Railway so used by City cars. (h) East Jefferson Avenue: Two tracks are conveyed, including the Wayburn Loop at or near Alter Road. TRACKS RESERVED BY THE COMPANY The Company reserves the ownership in and to the various freight tracks, yards and terminals as in the list below; in each case the Company ownership of connecting tracks shall be to its property line. The mainte- nance and renewals of said Company owned tracks and connections, up to its property lines, to be made at the expense of the Company. The mainte- nance and renewals of the tracks of the City, connecting such Company tracks with the Street Railway main tracks of the City adjacent to such terminals, to be provided for at the expense of the City. The above provision is intended to cover all existing tracks and connections as now built, or as may be required in the future. f< 'r the use and development in a reasonable manner of these Company properties. 23 HMfit R«Mrved by the Company 1— West Side Freight Terminal at Fort and 15th Streets. 2— Woodwar^ Avenue Freight Terminal at Woodward Car Yards near Belt Line Railway. 3— Oaj Avenue Freight Terminal at Clay and Grand Trunk R. R. 4— Eaat Side Freight Terminal at Chene, St. AnMo, Moitroe and eonili. 5— Interurbtn Car House. Oeqaindre, Bt Aubin, Monroe and lI«conilK ft— Superior Freight Terminal at Gratiot and Superior. 7— Freight Terminal at State Fair Grounds. Summary of Trade MilMg» Conv^ytd as of Maraii 17111,1910. Total p. U. R. mileiae Qty limits. .mi«3I ADD: — Oetfoit and Highland Park R. R. within City Limits aOSM Detroit and Higklrad P»rk R. R. Ferndale Line outaiile City Units. $J6m City mileage not included in purchase: East Side Freight Terminal 1.107S Intenirban Car House l 37S« Highland Park Freight House. .0900 Clay Avenue Fretght Yard ' J450 Gratiot and Superior Yafil.. .L.'.'.'*.'"" .168^ 2J842 Total mileage included in purchase ao2QU? ADD:— •^■vTw Tracks of Subsidiary Companies to be used jointly, viz.: Rapid Ry. from center of Gratiot and Harper to end of double track east of Leesirille Car House. 0.2267 Rapid Ry. from center of Harper and Frontenac on Har- per (north track) to Leesville Car House 1.3890 D. J. & C. R. from beginning of D. J. & C. Ry. west of Addison Y to 817 feet west of City Limits 0.4430 D. M. A T. S. L. Ry. frMn begrinning of D. M. & T. S. L. Ry. west of Dearborn Ave. to 200 feet west of westerly switch point Of Y ^1 ,042 2.1629 f"""****** Tracks and Mileage of tracks to be used 304.2076 Rteapftiiktioti M.m Tr.,ir Pnrchased Joint Use Total A^i^^^i * " • • • " '^^-^ 2.1629 263.7049 f^MMMwrnrj A rmm , ...40,5027 0. 40.5027 302.0447 Z1629 304.2076 Appendix 'X" Buildings ^°*^i!2I£°^ Jf**^'''**"^ Buildings of the Detroit United Railway On ^y*^** Description and Location. No. •I. Former General Offices, 12 Woodward Ave. 3. Power Station "A," North Side of Atwater near Riopelie. 4. Clark Car Storage and Wye, West Side of Qark near Wabash R. R. 5. Power Station "B," S. W. Corner of Atwater and Riopelie. •7. Interurban Station and General Offices, on Jefferson, Bates and Wood- bridge. ♦a Residence, N. W. Corner West Jefferson and Traver if R^HJIn^rc;' ^J'^^?"*^*^"' I E Corner Woodbridge and St. Antoine. 11. Residence. S. W. Corner of E. Fort St. and Dequindre. 13. Residence. S. E. Corner of E. Fort St. and Dequindre 14. Baker Car House. S. W. Corner of Dix and Dragoon 15. Residence, N. W. Corner of E. Fort St and Dequindre. 16. Residence, E. S. of Infantry, south of Dix Ave 17. Residence, N. E. Corner of E. Fort St. and Dequindre ♦m" Dequindre and St. Aubin. m Bus mess Property. N. E. Comer of Michigan and Huron Ave, •21. East Side Freight Terminal. Monroe. Macomb. St. Aubin and Chene IS' N. W. Corner of Michigan and Huron 24, Business P»pwty, Grand River. Myrtle, Trumbull and Sycamore 26. Michigan Car House, Michigan and Welch Aves. y^"""'^- Z: {':^'"°" Car House and Yards-Jefferson and St. Jean Aves. a Au- Charging Station. South Side of Forest near Wabash. ^. Kerchc^I Car House. N. W. Corner of Kercheval and Concord Aves 30. Battery Station "L," Hancock Ave. between Third and Fourth Avel « ST"' ^/^'^'J'^' Chene and Hunt. * 32. Mich^n Car House Addition, West Side of Military Ave. near Mich- •33. Superior Freight Yards, Superior and Gratiot Aves. 34. Warren Car House. Warren and Lawton Aves. 35. Brush Car House, N. E. Comer of Russell and Ferry ^' Track dI? .?'' ""'t^'' °' and Lawton Aves. 37. Track Dept Shops. Harper Ave. and M. C. Belt Line R. R. m. S^ott W W*''**^"*'^*^^. S. E. Corner of Harper and 40. TrumbuU Car House, Trumbull Ave. and M C P H «. Tflrd C»r H»... S. W. Corn.r of Holden and Grt^ooi i L^" r"^ " H»n.« 46. Loop and A.r Compressor, Fort St, West of Dearborn f. cnene Loop, Jos. Campau Ave. and M C R R «. Bmttetjr Station "K,- S. W. Comer of Woodward and r^r,u a a «. Al, Q«p,««,r SM^ N. E. Corner .7^".^"' WoddUni"' •Sa Woodward Car House and Highland Park Sliopi. Woodtirard Av«^ Hamilton Blvd. and Detroit Terminal. 51. Trombly Sub-station, N. E. Corner of Trombly and Dubois. 52. West Jtffl«on C»f Moott, W«it Jtfftrton bttween Anilmcli mA Rircf Rones* 53. Mack Ave. Loop, Mack Ave. betwttn Gilbert and Hart. 54. Dix Car House, N. W. Comer of Di* uiid Livernois Art*, 55. Steam Rnilrotd Connectioni, Jefftrson Ave. and Dttroit Terwinal R. 1. 56. Grand River Lmm snd Storage Yard, Grand River and Mackinaw AVCSa *S7. Clay Ave. Freight Terminal, Clay Ave. and Grand Trunk R. R. 58. Track Location, N. W. Corner 22nd and Porter. 59. Wayburn Loop, Jefferson and Wayburn Aves. •fiO. Addison Wye, N. W. Comer of Michigaa and Homedale •64 West Side Frctglit Terminal, W. Fort. Lafayette. ISlh and I7tli Sts. 65. North Detroit Car House, Mt. Elliott and Nevada, Air Compressor Station on leased land at Marquette and ISth Sts. Freif^t Station on leased land at State Pdr Grounds. Of tibe foregoing Buildings, those on the Parcel Numbers marked with an aateiiafc .(•) are to be retained by the Company, and are as foUows» vis.: •L Former General Offices. 12 Woodward Ave. •7. Interurban Station Properties, on Jefferson, Bates an^ Woodbridge. *8 Residence, N. W. Corner of W. Jefferson and Traver. *16. Residence, £. S. of Infantry, south of Dix Ave. •19. Interurban Car House, Monroe, Macomb, Dcquindre and St. Aubtn. ♦20. Business Property, N. E. Comer of Michigan and Huron Aves. •21. East Side Freight Terminal, Monroe. Macomb, St. Aubin and Chene. •22. Business Property, N. W. Corner of Michigan and Huron Aves. •24. Business Property, Grand River, Myrtle, Trambull and Sycamore. , •31. Business Property. S. W. Comer of Chene and Hunt Sts. •33. Superior Fraght Yards. Superior and Gratiot Aves. •SOi Woodward Ave. Freight Terminal— Building only retained. N. E. Comer of Woodward Car House Property. •57. Clay Ave. Freight Terminal, Clay Ave. and Grand Trunk R. R. •60l Addison Wye, N. W. Corner of Michigan and Homedale •64. West Side Freight Terminal, W. Fort, Lafayette, ISth and i7th Sts. • Freight Station; on State Fair Gr^onnds, leased land. Appendix "F" Trucks Manufacturer Factory 1919 Lie. Kind No. Department .No. Packard. Pick Up 91938. . . . Mechanical . . . 17949 Buick Pick Up 213214. . . . Mechanical . . . 17950 Carter .Pick Up 7085 .... Mechanical . . . I79S1 Chalmers...... Pick Up 15169.... MechanlcaL.. 17952 Buick Delivery 215316. . . Track 17953 Buick Delivery ...0214968 Track 17954 P'ftclctt * •■ * » • • wi 'V!/'ir€ME*lcfsp' •'•■•>»«>t»i#i»B«i.4. ^'ly^HS * • • » TPf jfcclE ■•■••iitiit** ITS^SS Olsmobile , Open EsqiireBS. 71478. . . . Power ITWKS Federal Special Tower. . . . . Federal Special Tower ^^Atnl Special Platform.. Piackard Special Tower Open Eicptess CvttT Special Box Body. 652.. 1386.. 281.. 31819.. .. 161279.. H_« . " w 8768. . r~r[* ■ Canopy Top Express. . . 161140. . ^^^o Special Tower 31295.. Federal Special Tower.. ........ 6223. '. Federal ....... JSpecial Tower.. ........ Zili. . ..Power 17958 ..Power 17959 • Power. 17960 • Power. 17961 .Power... 17962 ..Cashier's..... 17963 ■ Cashier's 17966 ..Power 17967 ..Power 17968 .-Power. igS63 Grand Summary Detroit United Railway (One Fare Zone) Car Inventory as of March 17, 1919 NOTE FOR APPENDIX D. Passenger cars included in Barclay Parsons anH k-i,^.. loio t and not inelnd«if i« n tt i» t ' ^ ''arsons and Klapp 1918 Inventory inelnded in D. U. R. Inventory as of March 17, 1919, becaui^ All of the above missing cars, trucks and motors excent #1.,* have been AMtmvmA — * u j .. """lors, except tnose that ««*c oeen aestroyed, are to be delivered to the City. PASSENGER CASS Sintle Truck Closed BouMe Truck Closed — Double Truck ciosed'i^raii;;::;::::;*: z Single Truck Qpen ZZlZlZZl m 1421 SPECIAL REVENUE CARS. Interurban Car— Not included. NON-REVENUE CARS. Special Cars Mechanical Department Cars " '* ^ " Track Department Cars, ' J, Overhead Department Cars * *" , *•• •• II — 97 Grand Total — ~ • •* 1518 Summary Detroit United Railway (Onb Faro Zone) Closed City Passenger Cars as of Mar^ 17. 19l» T^?"^** Over All. Type No Jefferson Shops ...3^ , .„ singte Truck M Stephenson 33 ft. 2 in. " " Stephenson ....••.••••.•••••••••••••••••••••••^^ f^* ^ ^ « Jefferson Shops ...*•.••». ••••••..••36 ft 8 in. 1 St. Louis. 30 ft 10 in. « I Kuhhnan • .,..,.36 It 9 in. " ** 1 Lewis ft Fowkr.... ••••« 31 ft II In. " " 2 Jones 32 ft « " 3 Pullman ...32 ft 1 in. " " * fit'dill #•■.•■ •••••1 31i l^Ci^ Ml." 2 Stephenson 32 ft. 6 in. ^ I Stephenson 33 ft 6 in. " " 22 Cincinnati 34 ft 7 in. " ** SO American Car Co 34 ft. 5^A in. " " 100 Monroe Shops ,.,..•.....•....••»•.....•••»*« 34 ft. 9 in. 24 Gndnnati 34 ft 9 in. " ** S6 Total . . •■. 376 )C ? © Detroit United Railway (One Far© Zone) Closed City Passenger Cars (Single Truck) / 7 ^ ( as of March 17, 1919 ^ Builder— Jefferson Shops. /• / Length Owr Ali-^ ft 9 in. r , Car Nwnbers— 51, 52 53. 54, 56, 57, 58, 59, 60. 62, 63, 65. 66. 67, 68, 70, > ' 71» 72. 73, 74, 176, 204, 205, 208, 211, 212, 215. 216, 217, 221, 223, 224, 226. 231, 232, 233. 235. 236, 239, 242. 247, 248, 250, 251. 2H 2SS, 2S8, 2S9, 260, 262. 265^ 267, 269. 3H 395. 3W. 199, 400^ 1(102, mO. 1014, 1016. 1023, |02S. —Total, 64. Builder — Stephenson. Length Over All — 33 ft. 2 in. Car Numbers-302, 311. 312, 314. 316, 317. 319, 320, 321. 323, 324, 325. 327. 337, 342, 346. 348, 3*9, 350. 352, 355. 356, 357, 362, 363, 365, 366, 369, 370. 371. 372, 373, 377. 381, 382, 384, 385^Total. 37. Builder— Stephenson. Length Over All— 31 ft 5 in. Car Number»-441, 444, 445, 447, 450, 4SS.— Total, 6. Builder— Jefferson Shops. Length Over All — 36 ft 8 in. Car Numbers— lOL— Total, 1. BiiMtr*~*5t.' Lovii. Length Over All— 30 ft. 10 in. ^ ^ Car Numbers— 109.— Total, 1. ' BuiMer— Kiililiiiaii. J* "'^ Length Over All— 30 ft. 9 in. Car Numbers— 200.— Total, 1. ^ 7 ,) Builder— Lewis & Fowler. ^ Length Orer All-31 ft II In. / ^ ' Car Numbers— 285, 46^.— Total, 2. , Builder — ^Jones. Length Over AlI^-32 ft. ^ Car Numbers— 296. 297, 299. 458. 460. 473. 488, 497.— Total, 8. Builder— Pullman. Length Over All-^ ft 1 in. Car Numbers— 41Sj — ^Total, 1. Builder— Brill. Length Over All— 31 ft 10 in. Car Numbers— 471. 475.— -Total. 2. . Builder — Stephenson. Length Over All— 32 ft. 6 in. Car Number— 643.— Total, 1. Builder — Stephenson. Length Over All— 33 ft. 6 in. Car Numbers— 612, 618, 621. 623, 628, 634, 642, 645, 647. 652. 654, 655. 656, 662, 665, 666, 668. 674. 675. 690. 691, 697.— Total 22. Detroit United Railway (One Fare Zone) Closed CHy Passenger Cars (Single Truck) as of MfircN 17, 1919 Builder— Cincinnati. Length Over All— 34 ft 7 in. Car Numbers-850, 851. 852. 853, 854. 855. 856, 857, 858, 859, 860. 861, 862, 863. 864, 865, 866, 867, 868, 869, 870, 871, 872, 873, 874. 875. 876, 877, 878. 879, 880. 881. 882, 883. 884, 885. 886, 887. 888, 889. 890. 891. 892, 893, 894, 895, 896. 897, 898. 899.— Total, SO. Builder— American Car Co. Length Over All— 34 ft 5% in. Car Numbers— 900, 901. 902, 903, 904, 905, 906, 907. 908, 909, 910. 911, 912, 913, 914, 915. 916, 917, 918, 919. 920, 921. 922, 923, 924, 925, 926, 927, 928, 929, 930, 931. 932, 933, 934, 935, 936, 937, 938, 939, 940, 941. 942, 943, 944, 945, 946, 947, 948. 949. 950. 951, 952, 953, 954. 955. 956. 957. 958, 959, 960. 961, 962, 963. 964, 965, 966, 967, 968. 969, 970, 971. 972. 973. 974, 975, 976, 977. 978. 979, 980, 981, 982. 983. 984. 985. 986, 987, 988, 989. 990. 991. 992, 993, 994. 995, 996, 997, 998, 999.— Total, 100. Builder — Monroe Shops. Length Over All— 34 ft. 9 in. Car Numbers— 1250, 1251, 1252. 1253, 1254, 1255, 1256, 1257, 1258, 1259. 1260. 1261, 1262. 1263, 1254, 1265, 1266, 1267, 1268, 1269, 1270, 1271, 1272, 1273. —Total, '24k Builder— Cincinnati. Length Over All— 34 ft 9 in. Car Numbers— 1274, 1275. 1276, 1277, 1278. 1279, 1280, 1281. 1282, 1283, 1284, 1285. 1286. 1287. 1288, 1289, 1290, 1291. 1292, 1293, 1294, 1295. 1296^ 1397. 1298, 1299, 1300, 1301, 1302. 1303, 1304* 1305. 1306. 1307. 1308, 1309. 1310. 1311. 1312, 1313, 1314, 1315, 1316. 1317, 1318, 1319, 1320, 1321, 1322. 1323. 1324. 1325. 1326. 1327, 1328, 1329.— Total. 56. ■ » 29 Summary Oitroit United Railway (Ona Fare Zone) Ooaad City Pananfer Cara aa of March 17, 1919 Lcagtli Over AH Type No, StephenMMi 46 ft. 8 in. Double Tmck 20 St. Louis , 40 ft 10 in. " •* 20 St Louis 41ft. 4 in. - " 38 /4lH> Bnll ■•..•.••...••••»«•••••..,».,., 41 it. 41b.' * " 70 Ji. St. Louis ..•.••••*•.....»•,.»,, 41 It. 4 in.. ** "34 If^o 41 ft. S in. •* "25/ er^o ' ••••.••..••».•..♦..».,,.. 44 ft. 7}4 in. " ** 48' / 9 i-f Knlilmui 44tt ** *" 182 jis^ Niiet , 44 ft 2 in. - " IS Cao Nilet ^ ft 2 in. " " 23 fZo Kniilaoui 42 It 2 in. ** ** SO .2: <9 Cincinnati , 41 ft 4 in. **■ ** 36 /j^jftt Cincinnati 42 ft 3 in. " * |S /am Kuhlman .. 42 ft. 3 in. " • 2S /^ afi KnUman 46 ft 10 in. " ]f» fVa^ D- U. It 46 ft. 10 in. •* " 1 fi> Kuhlnan. 46 .ft 8|i .In. * 200 / / 2.€>€ JfjL Total ...904 .lenMr][»-Steel and Stent TrtiL Datroit United Railway (One Fare Zone) CloMd City Paseengar Cart (Double Truck) aa of March 17, 1919 Bnildcr — Stephenson. 1" -ii. .mill. t\tmmm A It— MA Cft tt Car Numbert-m 827. 828. 829. 830, 831. 832. 833. 834, 83S, 836, 837. - ^ 838. 839. 840^ 841. 842; 843« 84i 841— Tot^ 20l ^9^ Builder — ^St. Louie. Length Over AH— 40 ft 10 in. Car Numbert— 1028* 1029, 10901 1031, 1012, 1083, 1034. 1035. 1036, 1038. r^ 1040 1041. 1043, 104S, 1046, 1047, 1048^ 1049. 1060^ lOSl^-Tkital. 20 Builder — St Louis. Length Over All — 41 ft. 4 in. ■Car Numbers— 1053, 1054. 1055, 1056. 1057, 1058, 1059. 1061, 1062, 1063. 1061 1065. 1066. 1067, 106B» 1069. JOWJt 1071, 1071; 1074, 107S, 1076, 1077. 1079. mo, 1081. 1082. 1087. 1088. 1090, 1091, 1092. 1093. 1094, 109S. 1096^ 1097. 1099. —Total. 38. /r'za Builder— Brill. Length Over All — 41 ft 4 in. Car Numbers— 1103. 1104. 1105. 1106. 1107, 1108. 1109, 1110. 1111, 1112L 1113. 1114. 1115. 1116, 1117. 1118. 1119. 1121. 1122. 1123. 1124. 1125. 1126 1127 1128. 1130. 1131. 1133. 1134. 1135, 1136. 1137. 1138. 1139. 1140, 1143; 1143. 1^ 1145, 1146. 1147. 1148. 1149. 1150. 1151, 11S2, 1153, IIH IISS, 1156, 1157. lisa 7!' 1!?!' "70. 1171. 1172. 1173, z 1174, 1175, 1176, 1177. Total, 70. Builder— St Louia. Length Over All-41 ft 4 in. Car Numbers— 1178. 1179, 1180, 1181, 1182. 1183. 1184. 1185, 1186l 1187. 1188, 1189, 1190, 1191. 1192. llj*3. 1194. 1195, 1196. 1197. 1198, 1199. 1200, 120L Tot*'- Builder — Kuhlman. Length Over All— 41 ft. 5 in. Car Nnnibera-1203. 1204. 1205. 1206^ 1207. 1208, 1209. 1210, 1211, 1212. ^iJ- f S' 1221. 1222. 1223. 12241 1225 122^ 1227. Total, 25. Builder — Kuhlman. Length Over All — 44 ft. 7}4 in. Car Numbers— 1375. 1376, 1377. 1378. 1379, 1380, 1381. 1382. 1383 1384 1385, 1387. 1388. 1389, 1390, 1391, 1392. 1393. 1394, 1395. 1396. 1397. 1398' 1399* 1400, 1401, 1402. 1403, 1404, 1405, 1407, 1408. 1409. 1410, 1411. 1412 MU MR 1415, 1416, 1417. 1418, 1419, 1420, 1421. 1422, 1423. 1424. Total. 48^ ' / ^ 2 Detroit United Railway Line (One Fare Zone) Cloead City Paaaangar Cara (DouMa Trucka) Aa of March 17th, 1919 Builder— Kuhlman. Length over alI-^4 ft. Numbers-1425. 1426. 1427. 1428. 1429, 1430, 1431. 1432, 1433, 1434, 1435. 1436, 1437. 1438, 1439. 1440, 1441. 1442, 1443. 1444, 1445. 1446. 1447 1448 1450, 1451. 1453. 1454. 1455. 1456. 1457, 14S8. 14S9. 1460, 1461. 1462, 1463* 1464* 1465. 1466, 1467. 1468, 1469. 1470, 1471, 1472, 1473, 1474 1475 1476 1477* 147» 1479. 1480, 1481, 1482, 1483. 1484, 1485, 1486, 1487. 1488,' 1489! 1490* 149l' 1492 1493. 1494, 1495. 1496, 1497, 1498. 1499. 1500, 1501. 1503, 1504, 1505.' 1506" 1507* 1508. 1509. 1510, 1511, 1512. 1513, 1514. 1515. 1516, 1517, 1518, 1519, lS2o' 152l' 1522, 1523. 1524. 1525. 1526, 1527. 1528, 1529. 1530, 1531, 1532, 1533, 1534 1535* ISJ' !!f • !!!^' ^545. 1546, 1547. 1548! 1549! 15S0, 1551, 1552. 1553, 1554. 1555. 1SS6. 1557, 1SS8. 1559, 1560, 1561. 1562 1563 1564. 1565, 1566, 1567. 1568, 1569. 1570. 1571, 1572. 1573, 1574, 1575. 1576, 1577 1578. 1579. 1580, 1581, 1582, 1583. 1584, 1585. 1586. 1587. 1588. 1589 1590 1591 !^ ^^7- ^5^' ^599, 1600. 1601. 1602. 1603.' I6O4' 1605* 1606. 1607. 1608. 1609. Total. 182. < - . . Builder— Niles. Length over all — 44 ft. 2 in. 1620. 1621, 1622. 1623, 1624 Total. 15, a fo Builder^iles. Length over all— 42 ft. 2 in. ,.«^f5,i^T'*"*~^^^' ^^2^' 1631. 1632, 1633, 1634 1635. 1636. 637. 1638. 1639. 1640 1641. 1642. 1643. 1644. 1645. 1646, 1647, 1648.' 1o4Sf. Total. 25. 7 ^- tl Builder— Kuhlman. Length over all-«42 ft. 2 in. C«r Numbers — 1650. 1651. 1652, 1653, 1654, 1655, 1656, 1657, 1658. 1659, 1660, 1661, 1662. 1663, 1664. 1665, 1666, 1667, 1668. 1669. 1670, 1671, 1672, 1673. 1674, 1675, 1676, 1677, 1678, 1679, 1680, 1681, 1682, 1683, 1684. 1685. 1686, 1687. 1688v 1689, 1690. 16I>1, 1692. 1693. 1694, 1695. 1696. 1697, 1698, 1699. Total. SO. XOO « Detroit United Railway (One Fare Zone) CloMfi Citf Passenger Cars (Double Truck) As of Mfuroh 17, 1919 Builder — Cincinnati. Length over all— 41 ft. 4 in. Car Nmnhers — ITTOt 1701. 1702, 1703. 1704, 1705, 1706^ 1707. 1709, 17111 f 1711, 012. 1713, 1714, 1715. 1716. 1718, 1719, 1722, 172i 1725, 1726, 1727, 1721^ 1730. 1732. 1733. 1735. 1736| 1741. 1742, 1743, 1744, 1745. 1746^ 049. Total. 36. Builder — Cincinnati. Length over all— 42 ft 3 in. Car Nnmbers— 1750, 1751, 1752, 1753. 1754^ 17SS, 17S6, 1757, 1758, 17S9, 1760. 1761, 1762, 1763, 17H 1765. 1766. 1767, I TSSB. 176». 171% 1771. 1772, 1773, 1774. Total, 25. Builder — Kuhlman. Length over all^2 It 3 in. Car Numbers — 1775. 1776, 1777, 1778, 1779, 1780, 1781, 1782. 1783, 1784, 1785, 1786, 1787, 1788, 1789, 1790. 1791, 1792, 1793. 17H 179S, 1796. 1797, 1798, 1799. Total. 25. ^ Builder- Kuhlman. # ^ " ^ Length over all— 46 ft. 10 in. Car Numbers — 3000, 3001, 3002, 3003, 3004, 3005, 3006, 3007, 3008. 3009, 3010, 3011, 3012, 3013, 3014, 3015, 3016, 3017, 3018, 3019, 3020. 3021, 3022, 3023. 30Z4. 3025, 3026, 3027. 3028, 3029, 30301 3031. 3032, 3033. 3034, 3035. 3036, 3037, 3038, 3039, 3040, 3041, 3042, 3043, 3044. 3045, 3046. 3047, 3048, 3049, 3050, 3051, 3052. 3053, 3054, 3055. 3056. 3057. 3058, 3059. 3060, 3061, 3062, 3063, 3064. 3065, 3066. 3067, 3068, 3069, 3070, 3071, 3072, 3073, 3074, 3075, 3076, 3077. 3078, 3079, 3080, 3081. 3082, 3063. 3084. 3085, 3086. 3067, 3068, 3089. 3Q90t 3091, 3092. 3093, 3094. 3095. 3096, 3097. 3098, 3099. Total. Wtk 4/ ^ « ¥'i^e>^ Builder— D. U. R. Length over all — 46 ft. 10 in. Car Nnmher— 3100. Total, 1. Detroit United Railway (One Fare Zone) doted City Fanenger Cars (Double Truok Trail) As off Marcli 17, 1919 B'Uildei^-~Knhlman. Length Car Numbers— 5000. 5001. 5002, 5003, 5004. 5005. 5006, 5007, 5008, 5009, ma, 5011, 5012, 5013. 5014, 5015. 5016, 5017. 5018. 5019, 5020. 5021. 5022, 5023, 5024. 5025, 5026. 5027. 5028, 5029. 5030, 5031, 5032, 5033. 5034, 5035, 5036, 5037, 5038. 5039. 5040^ 5041. 5042. 5043. 5044. 5045. 5046, 5047. 5048, 5049, 5060. 5051. 5052. 5053, 5054, 5055, 5056, 5057. 5058, 5059. 5060, 5061, 5062, 5063, 5064, 5065, 5066, 5067, 5068, 5069. 5070, 5071. 5072, 5073, 5074, 5075, 5076, 5077, 5078, 5079, 508a S081, 5082. SOW, 5084, 5085, 5086, 5087, 5088, 5089, 5090, 5091, 5092, 5093, 5094, 5095, 5096, 5097, 5098, 5099. 5100. 5101, 5102. 5103, 5104, 5105, 5106, 5W7, 5108, 5109, 5110. 5111, 5112, 5113, 5114, 5115. 5116, 5117, 5118, 5119. 5120, 5121, 5122. 5123, 5124, S125, 5126, 5127. 5128, 5129, 5130. 5131. 5132, 5133, 5134, 5135, 5136, 5137, 5138, 5139, 5140. 5141. 5142, 5143, 5144, 5145, 5146, 5147, 5148, 5149, 5150, 5151, 5152, 5153, 5154, 5155, 5156, 5157, 5158, 5159, 5160, 5161, 5162. 5163. 5164, 5165, 5166, 5167, 5168, 5169, 5170, 5171, 5172, 5173, 5174, 5175, 5176. 5177. 5178. 5179, 5180, 5181, 5182, 5183, 5184, 5185, 5186, 5187, 5188. 5189. 5190. 5191. 5192,5193.5194.5195,5196, 5197,5198,5199. Total. 200. J"^ //2oo Summary Detroit United Railway (One Fare Zone) Open City Passenger Cars As of Marcii 17, 1919 Length Bu'Wer Overall Type Single No. Stephenson 28-f t. 4-in. Truck 7 Pullman 30-ft. 5-in. " 10 Stephenson 32-ft 6-in. " 56 Jones 33-ft 3-in. " 21 Brill 33-ft 9-in. 13 St Louis 35-ft 2-in. " 8 Brill 31-ft 3-in. " 4 Jefferson Shops 34-ft. 6-in. ** 22 Total 141 Remarks— Trail. Detroit United Railway (Ons Fare Zone) Ofien City Passenger Cars (Single Trueic) As of Marcli 17, 1919 Builder — Stephenson. Length Over All— 28 ft. 4 in. Car Numbers— 501, 507, 517, 532. 533, 537. 549. Total, 7. Builder — Pullman. Length Over All— 30 ft. 5 in. Car Numbers— 553. 556, 567, 566, 570. 574. 576. 589. 596, 598. Total, 10; Builder — Stephenson. Length Over Alt— 32 ft 6 in. Car Numbers— 601, 602. 603, 604, 605, 606, 609, 610. 611, 613, 614, 615, 617, • 619, 620, 622, 625, 626, 627, 630, 632, 633, 636, 638, 639. 640. 641, 648, 649, 651, 653, 657, 659. 660, 663, 664, 669, 672, 676. 677, 678, 680. 681. 682, 683. 685, 686, 687, 689, 692. 693, 694, 695. 698. 699, 700. Total. 56. Builder — Jones. Length Over All— 33 ft. 3 in. Car Numbers— 701. 702, 703. 704, 705, 709. 710, 711, 713, 714, 719, 723, 724, 725. 728, 729. 730. 731, 735, 736, 737. TiHal, 2L m Buildei^Brill. Lcngtit Over All— 33 ft. 9 in. Car Numbers— 740, 742. 743, 744, 751, 752. 754, 756, 758, 762, 764, 765, Ml Total, 13. Buitier — St. Louis. Lenttli Over All— 35 ft. 2 in. Car Numbers— 771. 772. 773, 774. 775, 776. 778. 779. Total. 8. Builder— Britt. Length Over All — 31 ft. 3 in. Car NuinlMsrt— 9Wr 781., 783, 785. Total, 4. Total. 4. Builder — ^Jefferion Shops. « Length Over All — ^34 ft. 6 in. Car Numbers— 786. 787. 790. 791. 793. 795, 796. 799, 800^ 803, 804. 80S, 806, 807. 809, 815, 816, 817, 819, 820^ 821, 823.— Total, 22. *8iiniiiivy Ditroit Unltod Railway (Oii« Fart Zona) Sl^acial Revenua Care at off March 17. 1919 Bttilder * Length Over All. Type. No. Monroe Shops 44 ft. 6 in. Double Truck 1 Dttroit United Railway (One Fare Zone) Special Revenue Cars at of Buildcrr— Monroe Shops. Length Over All — 44 ft 6 la. Car Numbers — 7007. Remarks — FuneraL Total— 1. Graaii total— L Interuffhan car not 'incMe4 Summary Detroit United Railway (One Fare Zone) Special: Non-Reveii'iie 'Cart as of Maroii 17f 19tf Class of Servkit. Kob Money Collectint ...^ ■ 4 'Fhy Car ■ I Schooling Our 1 Air Car 1 Supply Car 1 Summary Detroit United Railway (One Fare Zona) Overhead Deparment Cars as of March 17. 1919 Class of Service. No. Total Coal Shifting Cars.. 2 Flat Cars 5 Line Cart 2 Bond Cars 1 Electric Locomotive 1 11 Dotroit United Railway (One Faro Zone) Overhead Deparment Cart as of March 17. 1919 Builder. Length Over All. . . 19 it. 2 in. Car Nos. 100 Total 1 Remarlcf— Coal Shifter IS ft. 6 in. 1821 1 Rcmarka— Coal Shifter Ik «' • • * « 22 ft 0 in. 1902 1 Remarkt-^Flat ft. 0 in. 1903 1 Remarks — Flat ft. 0 in. 1904-1905 2 Remarks — ^Flat ft. f'in. • 1935 1 Remarks — Line ft. 0 in. 1978 1 1979 1 Remarks— Bonding 31 ft IK in. 1961 1 Remarks — Locomotive Jefferson. Shops ...*......#......... i !)••>»• #21' ft. 0 in. 5624 1 Remaflca-'Une Detroit Unittd Railway (One Fart Zone) Tmek Inventory as of March 17, 1§19 Tjrpe of Truck Number Dupont Single 476 Dupont Double , 2 St Louis 47 13S Brill a. .•.■..»........•....■•....*••..•....«•.......«.•....... ..... 1 Brill 21 4 Brill 27F... 234 Brill 2m • ••• 70 Btill,27FEl 90 Brill 27 FE2.. « BfitI A. B'.. ••..•••••.•••••..•••••«•••••••.•.•.■•■•••••«•••.••••••••• Brill OT ..•152 Standlard OSO 816 Standard M. C B, 4 Staadardi A. B* TWill.«i •.••••••»•••••••••••••••*••••»•*• «••••. SO Jeffermn. Shopt'............ 1 D. U. R 4 Diamond • * 38 Indnitrial Iwm Worika 2 Maguire * 3 Maximom Traction .i... 6 Special Bond *. * ^ Mo Mamc. 1 ^lHaccllaiMOii*— Under can Is .tlorafe 92 Toial. 2m Dttroit United FTailway (One Fare Zoim) Motor Inventory as of March 17, 1919 Type of Motor! Number D Steel 277 29 Steel ...•••.•••..»••••••.••••....■..•.•.».......•.....•....•..•.•••*• 811 34 Steel 2 12 Westinghouse. • 2 12A Wettini^MMiae..... 4 38 Wettinflioiia*................ 18 49 Westinghouse 4 . 56 Westinghouse •• 16 (18 Westinghouac.... HO 93 Westinghouse 248 310 Westinghouse 412 S7 GcBcral Electric 38 am General Electric ........1132 205 General Electric 1 210 General Electric 428 800 General Electric. 2 J Total. ...»•.•....•».»..................*...••.....»•••....••.. .2774 Datroit United Railway (One Fare Zone) Special Non-Revenue Cars as of March 17, 1919 Builder Length Over All Car Nos. Total .*>o 1 Remark— Mon^. 93 1 Remark — Pay. 1 St. .XrfOitis.. 30 ft 10 in. 111 Remark— Atr Cleaning. 145 1 Remark— Schooling 158 1 Remark— Mon^. 171 1 Remark— Money. 1000 1 Remark — Air. 1950 1 Remark— Snpply. 2009 I Remark— Money. Grand Total.. * Summary Detroit United Railway (One Fare Zone) Mechanical Department Cars as of March 17, 1919 Oass of Service No. Total Shop Transfer Cars. 4 Wrecker* • » « • 2 Flat Cars .....1 7 Detroit ynitod Railway (Out Fiure Zona) Maohaiiieal Department Cars as of Lf^ 17, 1tf9 * Builder Length Over All Car Nos. Total 76 1 Remarks— Wrecker. 1 31 ft. 11 in. 281 Rcmaika— Wrecker. 306 1 Remarks— Shifter. , . 9 ft. 4 in. Teddy 1 Remark»--Slio|i Transfer. .... 10 ft. 2 in. •D. U. R. .....a..... ............ 2043- n 11 ft. 21 in. Wm 2 ' lenarks— SUftefi. D. U. R 20 ft O in. WB6 I QmmA Total.,.. , 7 Summary Detroit United Railway (One Fare Zoim) Track Department Cars at of " MiffOli 17| 1919 ClMS of Scnrke No. Concrete Breakcf... , 1 Air Car % Concrete Ifixers 2 Pl»t Cars. , ...18 Sand Cars 3 Pattenger Cars '2 Snow Plows... 12 SiMriiiiiitfs , ......11 Derricks. ......«,.....,,..»......, 3 Dump Cars g Constmction Cars 2 Wrecker 1 Rail Grinders , 3 Crane l Welder i 'Timctioii .Bttgint , l Total , 70 Detroit United Railway (One Fare Zono) Trtnk Department Care as of mmk 17. 1919 Builder Length Over All Car Nnmtiers 16 ft. 1 in. 8 Rcinark»— Concrete Brcalcer. 17 ft 4 in. 10 Remarks— Air. Toiil, 1. * li ft. II to. 18 Remarks— Flat Total, 1. D. U. R >...........••.• ••.....,«...,. ,23 ft. 0 M.. 21 Remarks— Cooerete MiiMr. Total, 1. J«n«8 32 ft 0 in. 289 Remarks — Sand. Total, 1. at Pttll^ipi , .32 ft 3 in. 431 ''lliilttrks — Sand. Total, 1. Jones ..32 ft 0 in. 461 Remarks — Passen ger. Total, 1. Jones 32 ft 10 in. 490 Remarks — Passenger. Total, 1. ,. 37 ft. 10 in. 1800 Remarkfr— Snow plow. Total, 1. T 23 ft 1 in. 1802. 1803 Remarks— Snow plow. Total. 2. 21 ft 5 in. 1804 Remarks— Snow plow. Total 1. 23 ft 8 in. 1805, 1806 1807, 1806 Remarks — Snow plow. Total, 4. Rebuilt D. U. R 22 ft 5 in. 1810 Remarks— Sprinkler. Total, 1. 20 ft 10 in. 1811 Remarks — Derrick. Total, 1. 22 ft 5 in. 1812 Remarks— Sprinkler. Total, 1. Rebuilt D. U. R . . - 22 ft 2 in. 1814 Remarks — Derrick. Total, 1. 23 ft 1 in. 1815 Remarks — Plat Total, 1. f Russell Wh. & Fdy 35 ft 7 in. 1817 Remarks — Dump. Total, 1. Rebuilt O. U. R. • 22 ft 2 m* 1818 Remarks — ^Flat Total, 1. 23 ft. 7 in. 1819 Remarks— Flat Total, 1. 17 ft 9 in. 1824 Remarks — Snow plow. Total, 1. Total carried forward— 25. St D«troit United Railway (One Fare Zofi«) Track Oepartnnent Cars as of March 17. 1919 Builder Length Overall Car Nttiiit{,e» Beawrlcs Total BfOtti^t forward 25 23 ft. 1 in. 1825 Flat 1 Russell Wheel & Fdry.. 30 ft. 4 in. 1826 Dnmp 1 Rebuilt D. U. R. 20 ft. 0 in. 1828 Flat 1 Rusacll Wheel ft Fdry.. 30 ft 4 in. 1829^1130 Dump 3 Ruiael Wheel & Fdry.. 3S fl^ 7 in. 1831 Bmmp (rebuilt '12) 1 Russel Wheel & Fdry.. 30 ft 4 in. 1832 Dump (rabinlt '1^ 1 Russel Wheel ft Fdry.. 22 ft 3 in. 1833 Flat 1 Rumel Wliicel ft Fdry.. 30 ft 4 in. 1846 Dump 1 36 ft. 0 in. 1860 Flat 1 22 ft 5 in. 1864-1865 Sprinkler 2 23 ft 4 in. 1866 Flat 1 22 ft 9 in. 1867 Snow Plow 1 21 ft. 5 in. 1868 Derrick 1 33 ft 6 in. 1869 Concrete Mixer 1 Rebuilt D. U. 1......... 23 ft. 1 In. 1876 Conttmction 1 Monroe Shopi 21 ft 10 in. 1878 Sand Trail 1 Russel Wheel ft Fdry.. 30 ft. 4 in. 1879 Flat 1 40 ft 8 in. 1880 Construction 1 Rnasel Wheel ft Fdry.. 3® ft '4 In. 1886-18874888.1889 I890-18».180S-1896 Flat" 8 Total carried forward Dttnilt llnltMl Railway (On* ¥v Zona) Tf«0k Department Cars as of llaroii 17ff 1'919 Lengtli Overall Car Nmnbert Russel Wheel & Fdry., Jefferson Shopi ....... Monroe Sllopt ........ . . 35 ft 7 in. .. 24 ft 2H in. . • Xt ft S In. Harper Yards 13 ft 9 in. Indnatrial Iron Worira 25 ft 6 in. Monroe Shops 23 ft 6 in. Harper Yards 23 ft. 2 in. north American Construction Company Fort' Hnron Ensinft & Thrcahcr Co. Grand total 1901 1906 1917-1918-19Z1 1922-1924 1929-1941-1942 1974 1982-1983 2087-2088 2093 4554 Horses and Wagons 1 Black Horse 2 Bay Horaes Remarlcs Total Brought forward 53 Dump (rebuilt 12) 1 Wrecker (rebuilt *1S) I Sprinkler S Rail Grinder 9 Crane 1 Sprinklers 2 Snow Plowa 2 Welder 1 Traction Engine 1 • ...•...<■...•.•••..•., .90 Line Line it 1 D. T. Windlass Wagon 1 S. . Wagon Harness and Acceaaories Line Line Line Appendix «G" list of Air Compressor Plants and ChaiiiiMr Stations, March 17th, 1919 BAKER CAR HOUSE. BATTERY STATION -K" BRUSH CAR HOUSE. •CLARK CAR HOUSE. 14TH AND FOREST 15TH AND MARANTETTE. DIX CAR HOUSE. HARPER YARDS— CARS IN SHOP. HARPER YARDS— CARS ON STREET. HIGHLAND PARK SHOPS. JEFFERSON CAR HOUSE. JOS. CAMPAU LOOP. KERCHEVAL CAR HOUSE. LEESVILLE CAR HOUSE. MACK LOOP. MICHIGAN CAR HOUSE. MYRTLE AND GRAND RIVER. OAKLAND WYE. POWER DEPARTMENT. METZGER AND HAMILTON. TRUMBULL CAR HOUSE. WARREN CAR HOUSE. WARREN AND 14TH. ♦WEST JEFFERSON CAR HOUSE. WEST FORT AND P. M. R. R. ♦WEST JEFFERSON AND RIVER ROUGE. WOODWARD CAR HOUSE. GRAND RIVER LOOP. ST. JEAN AND KERCHEVAL. ♦ One and the aanic Appendix <W. Westinghottse generator. 1—AlHs Oialncrs barometric condenter. 1— Booster set conststtttg of 1 2S0 K.W. Wettinffbottse generator and I 360 H. P. Westinghouse motor. 1— Booster set consisting of 1 350 K.W. Westinghouse generator and 1 S20 H. P. Weatifflghottse' motor. 1 — Switchboard consistiiiff of 41 coBtlnttous panels and such othtr paatli at may be in the Station with instruments and all accessori^- 12-250 H. P. Babcock & Wilcox W.T. boilers with 12 Murphy fMratCtl moA stokers complete. 4— 354 H. P. Stirling W.T. boilers with 4 Murphy furnaces and stokers complete. Fire pumps. Boiler feed pumps. Heaters and pumps. Coal and ash conveyinf machinery. Hoppers, frames and chutes. 7— Locomotives and cars among other No. 182tA» 1921B and lOOC Travel- lug and locomotive cranes. Stacks, chlmn^ imd breeching. Powtr Ststioii **B*' 2— 600 H. P. E.P. Allis, CC.C. enginca. 2—400 K.W. Walker generators. 2— Davidson condensers. .2— l|20O' H. P. B*P. AlUa CC'C. cnginea. 2— 80O 'K., W. Walker generators. 2— Davidson condensers. 1—2.250 H. P. Filer and Stowell CC.C. engine. I — 1.500 ILW. Wcatittghonse generator. 1 — ^Blake condenser. 1—2,250 H. P. Filer and Stowell CC.C. engine 1 — 1.500 K.W. Westinghouse generator. 1 — Baragwanath barometric condenser. 1 — 4,500 H. P. Westinghouse steam turbine and 3,000 K.W, fcncrator. 1 — Westinghouse Leblanc condenser. 1—1,333 K.V'.A. G. B. steam turbine and generator. 1 — Westinghouse Leblanc condenser. 5— ^Exciter units oomfilctc. Booster itta connate. 2— IfSOO K.W. G.E. motor generator sets. All switchboards and acces- iortes. 6— Translormera (3 40 K.V.A. and 3 37$$ K.V^) with wtrtag structures complete. 4—600 H. P. Stirling W.T. boilers. 4— Taylor stokers. 8-300 H. P. Stirling W.T. boilers. 8 — Murphy stokers. 8-350 H. P. StirUng W.T. boilers. 4— Murphy stokers. 4— Detroit stokers. 2— 2,500 H. P. Cochrane heaters. 1— lOyOOO H. p. Cochrane heater. 3— Heater pumps. 1 — Fire pump. 5 — Boiler feed pumps. Extra driving apparatus for stokers. Stacks andr breeching. 2— Blower sets and auxiliaries. Coal and ash conveying machinery com- plete. Griffith steam jet ash conveyor complete. Overhead coal bunker complete. Traveling cranes. Also in all Power Stations: Separators, all condenser and other pumps, engine and engine room ac- cessories, starting boxes, bus bar and cable material installed and their sup- ports, lightning arresters, rheostats and stands, feed wires and supports, m^ eellaneous cables and wires, miscellaneous auxiliary material installed and wires, portable and other testing and recording instruments, all pumps of all kinds with their accessories, steam purifiers, tanks, heaters, runways, brecchii^ pipe, valves, fittings, covering, etc., complete; intake and dis- charge tunnels, pipes and screens, tools and machine tools and auxiliary apparatus, furniture and fixtures, receivers, economizers, water testing equip- ment, coal ^j^twhing equipment, pipe shops, testing laboratory complete, and such other mstalled equipment as is not herein otherwise covered. * Appendix *'J" SiiiMtatfon Ec|itfpiiMnt TrmMbly SulMtatiim— 4— Motor generator sets, Wcitinghouse, consisting of 4 500 K.W. D.C. generators and 4 720 H. P. motors and 4 12.5 K.V^. exciters. 16— Panel switchboard with instruments, switches and all other accesories. Brackets, pedestals, lightning arresters, oil switches, rheostats, bus bars, cables, feeders and all other accessories. Alto 200,000 pound hand crane and furniture and fixtures. LeMville Subtlation — 4— Motor generator sets. Westinghotise, consisting of 4 500 K.W. D. C generators and 4 720 H. P. motors and 4 12.5 K.W. exciters. 14— Panel switchboards, instruments, switches, brackets, pedestals, lightning arresters, etc. 1— Hand crane, 20,000 lbs. capacity. Tools, furniture and fixtures. 1— 2^500 ampere storage battery, 2liO ceOt. 1^^90/127 v., 2,000 amp^ Weston generator and 300 H. P. motor, n riilliillM^^^^^ ml and all acceatocici. Tool% furniture and ftstufes^ 1—2,000 amp., 250 cells, storage battery complete. 1— Booster set, consisting of 1 80V/1600 ampere Weston generator and 1 200 H. P. Weston motor. II— Panel switchboard instmmeati and all accessories. Tools, furnitare and fali i i 't t .. ^HM||jroperty of the railway coraptay iastatled in the substations of the DiMt Idtson Company. This property consists in general of switch- board panels and all instruments on said panels, bus bars back of said panels, feeders from said bus bars out to the railway company's feeders and protective apparatus on said feeders. 'The nuiiber of paneil and their location are., given as^ follows: 'BfjUEiMiJIkHai DtMUHkM'kl flUhlMtflhiMJk IDfciNflvinEdNfcfllhi^^ 'lyiiwfwi Bwon vtntm onmiiir^ Located on Beech Street just west of Pitst Street 7 ILocatcd on Beecher AYrane south of Michigan Avenne. 10 Eilisoii Dttlray Station- Located at Rademacher and West Jcfierson Avenue. 7 Feed^ l^els. Edison Grand River Station— Located, on. Grand River Avcatw and Lardtmont Avenue. * Edtton^ Hart Statton— ; Located' os Hart AvMuc near Keicheval Aveime. 7 Feeder .Fkaels, Ciliaon Highland Park Located on Cortland West of Woodward. Railway Company owns no panels in this Station, but does own ietdcrs' item 'Edison •vHtehboard to its main feeders. Idlaon MeComb Station- Located on If cComb between Brash and Randolph. 7 Feeler miilk^ , EdiMMi fliiiiinnrt AvaniM' Olalloii— (■■^■•■pmwiP'iu • ^iiinnp^BFiaFiP"WM» (rww tip* ■snap wiFmMn"Pww»'P .Located on Second Avenue near Amsterdam Avcane.. 11 Feeder Panels. These are all of the Railway Company's property in Edison sub- ft itiont. Except one panel in each sub-station reserved for interurban use and feeders leading therefrom. Equalizer boards and instruments at the following locations, viz.. At Baker Car House, 8 panels and all accessories. At Kercheval Car House, 8 panels and all accessories. At Michigan Car House, 1 panel and all accessories. At Warren Car House, 2 panels and all accessories. At 14th and Warren Office, 6 panels and all accessories. At Detroit Baseball Park, 8 panels and all accessories. At Superior Street Yards, 8 panels mud all accessories. At Jefferson Car House, 4 panels and all accessories. Schedules" Schedule of Mortgage Bondk of Detroit United Railway 1— Detroit United Railway First Consolidated Mortgage Thirty- Year 4H per cent Gold Bonds, dated January 1st, 1902, Due January 1st, 1932 $25,000,000 Of which there is held in escrow by the Trustee— |50j000 against the retirement of $50,000 Detroit Railway Bonds now in process of conversion and ^,105,000 for the retirement of the following underlying Bonds : 2— Detroit Railway First Mortgage S's, due $50,000 December 1st of each year from 1919 to 1923 inclusive, and $1,200,000 on December 1st, 1924 1,450,000 3— Detroit. Fort Wayne and Belle Isle Railway First Mortgage 5 per cent Bonds, due April 1st 1927 1,200000 4 — Detroit, Rochester, Romeo and Lake Orion Ry. First Mort- gage 5 per cent Bonds, due June 1st, iftZO 1,100,000 5— Detroit and Flint Railway First Consolidated Mortgage 5 per cent Bonds, due August 1st, 1921 l,40(MW0 6— Detroit and Northwestern Railway First Mortgage 4}^ per cent Bonds, due May Ist, 1921 SSSflOO 7— Detroit and Pontiac Railway First Mortgage 5 per cent Bonds, due February 1st. 1922 soo^QOO ft— Detroit and Pontiac Railway First Consolidated Mortgage 454 pw cent Bonds, due June Ist, 1926 . . 600,000 *'^°**^ $ 7.105,000 Memomiciiiiii: Total Bonds outstanding issued under $25,000,000 Detroit United Railway First Consolidated Mortgage, dated January Ist, „ 3?? - -..$17,845,000 Held by Trustee to retire the underlying Bonds above listed. . 7,155,000 125,000,000 IfflfWrtant Notice to Voters T F you approve of the purchase of the Detroit United Ruil- X way, as proposed by the Board of Street Railwmy ConW sioners, it will be necessary for you to vote on the agreement to purchaM and the charter amendmciit as well, both of which appear on Hms ballot which wil! be given yon April 7. Report on Detroit Street Railway Traffic AND Proposed Subway MADE TO Board of Street Railway Commissioners City of Detroit - BY BARCLAY PARSONS & KLAPP 1915 irflOMi TMK cotxacTioN or MNMISAM MEAOB SCHOOL Of BUSINESS ilERAftY D 540 ?153 Board of Street Railway Commissioiiers City of Detroit For the year 1914 JOHN F. DODGE, Chairman JAMES COUZENS, Commissioner JAMES WILKIE. ComnUsmner JAY G. HAYDEN. Seeretm For the year 1915 JAMES CX)UZENS. President JAMES WILKIE. Vice Prtsidettt JOHN F. DODGE, Commissioner JAY a HAYDEN, Seentofy BARCLAY PARSONS & KLAPP fSNSCTLTIMG BNCimcnS 60 Wall Straet, Nair York, wv. BAKLAY FAB80NS Januaiy,' 1915. EUGENE KLAPP H. M. BSINCKESHOFF W. 7. BOOGLAS To THE Honorable Board of Street Railway Commissioners^ C% of Detro^ Dear Sirs : In accordance with our agreement of July 27, 1914. with your Honorable Board, and following further instructions from you from time to time, we have made an investigation and study of ^ street railway traffic amditions of Detroit, ii«¥ii^ particularly in view the ru^ hour congestkm in tfie center of Hnt city and the possible necessity for a subway, or other rapid transit rdkf , and be|: leave to herewith submit our report and reamunendations. To facilitate the study of the report, we have divided it into four parts : Part I treats as briefly as possible the vital and fundamental points, and gives a general summary of the investigation together with our conclusions and recommendations. Part n gives the full details, flhistrated by con^rative statements and diagrams. Part HI contains the statistical matter gathered in our invcst^tion. Part IV contains the large maps, plans and diagrams. We wish to express our sincere appreciation of the assistance and hearty co- operation of the city officials and their assistants, and also that of the officers and operating staff of the Detroit United Railway during the course of our work in preparing this rtport We also wish to express our thanks to tiie dtiaens of Detroit who in v«iious ways have been belpf^ to us, and to tlie DeHok press for their kindness in securing the publk's attentkm to our street car dieddi^, where the codperatxm of the public was necessary. Faithf ulfy yoom, Babclay Paksons & Klapp, Consulting Engmeers. I TABLE OF CONTENTS PART I CONDBN8BD MB^OWt WITH RBCOMMBHDATIONS Oty of Detroit pagb Description, population, area, population density, housing, factory workers, etc 5-8 C^mres of growtii in popnlatioii in Detroit ooinpared with other cttiet 6 Curves of number of peRMms fier durdliiv in Detroit coinpared with other cities 8 TiAmc CoNomoNs Transfers, bdt line, effects of manufacturing growth, etc 9-10 Stbbet Railway System History, general routing, congestioa, mileage, pasaeqgers per mile, routes of travel, etc Street car counts Description of mediods, etc Gttmi of revenue pasaengerai per mile of aiogie trade for Detroit and other cities RiLiSF BIT Improvements in Present System Development of modem street railway methods 15 ExistQg franchise limitations. 14 Proposed rorantmg of surface Imes in congested district 14 Crossing interferences.. , 15 Through tnSRc analysed.. 15 Rerouting plan 15 Relief by rerouting |^ Interurban rerouting ifi Rerouting a permanent improvement 17 FatiBMtfd cost of track changes 17 Two'- in congested district 59 • ' General plan of proposed rerouting 60,61 Through routing to be continued 61-62 Traffic Diagrams— Oeigin, Deshnation and Car Lomdivg y ; General discussion. , 63 • Woodward 64-65 Jefferson , Michigan 69-70 ™P«^ • 69^70 Fourteenth , 70-71 ^"""^ , . 72-73 : Trumbull 72 75 Myrtle y,'.'.'.',',,, 74,75 South Chene 74' 75 Crosstown 74 7^ ' -HmbIIIwi 77^78 Tbatfic Diagkams^-Ougin, Distinction and Cas Loamng — Cant. page Brush 77-79 Sherman • • • • ? • • • 77, 78 Springwells 78 West Warren 79 Cunt of tolai p ^ # f ^- « w nf » scr out wStt hw vctn for D rin cip ti finn ■I amhok. •••••••••••••••...•...•*...••■..•»........... mi Pbesent Routing and PsoroiiD Rkboutimg vok Indivxoual Linis General , 81 Woodward 82-84 Hamilton 85-86 Michigan 87-89 9MI F ottft ce mh and Wamn West 94-96 Fort 97-99 Brush 100-101 Sherman 102-103 Myrtk 104-105 106-107 im-m uo-ui Crosstown 112 South Chenc, Springwells, Victor, Third Stfcet Depot 112 Junction Avenue Belt (Grand Belt) 112 Interurban lines 115-115 SunTAY— Rmm A iMcrailMii fines U6 features 117 Drainage and station construction 117 Map City Hall subway station 118 Method of subway cmistruction 1 19 ll^MO 121^122 Wnttf M i i^f and min o f ' obatnicliiHM' » • 12^123 Subway — ^Route B Grand Circus portals 123 Obstructions 123 Subway— EsfiMAm m Om 124 125-126 Bblue Iflts BuDGi TttAmc page Jeffenon Avenue bri4g!e approach 127-128 Belle Isle bridge temfams 128-130 Sectional plan of sabmyr terannal for new Bdle Isle hrid^. ... 129 Belle Isle bridge 130 Plan of new Belle Isle bridge approadi 13| PART III APPENDICES AND TABULATICHiS Apkmdix A— Complele mote dcscripto Detroit United Railway schedule July, 1913 131-146 B — ^Special Woodward traliic count 148 C— Tabulated traffic counts for all lines except Woodwafd. . lS(V-277 D — Operating statistics of Detroit United Railway 279-285 E— Increases in valuation due to rapid transit 286-287 F— List of track changes outside of congested district neces- sary for complete rerouting 288 G — ^^timate of cost of rerontti^ and extensions 289 PART IV MAPS. PLANS AND DIAGRAMS Map 1 — Detroit and suburb s p r es ent street raflway system. 2 — ^Detroit and suburbs — rer o B ted street nilway system (indndiqf new lines). 3 — Distribution of population of Detroit and suburbs by districts. 4 — Isochronal lines for present and proposed transportation facilities. 5 — Present routing aud proposed rerouting of street car lines in con- 6 — Coni|dete rerouted track plans and iNAide routii^ for Gty Hall and Cadillac Square districts. 7 — Track changes for rerouted system in congested district. 8 — ^Residential location of 45,611 factory workers from 11 groups of factories. DiAOiAM 9— Diagrams of maximum schedule cars per hour, present routing and proposed rerouting. Map 10--Preient routing and propooedimitiiv of intenulian lines congested district 11 — Woodward Avenue subway and connecting surface lines. Plan 12 — ^Woodward Avenue subway, Southern terminal loop and main line to Bagg Street, including new sewers. 13— Woodward Avenue subway, from Bagg Street to Virginia Parle, indudins new sewers. 14- — Woodward Avenue snimay, {ram Vk|iatt Fiulc to MrfTfi f rt tf Avenue, including new sewers. 15— Woodward Avenue subway, Present locatkm of Mfiicni Iram Detroit River to Bagg Street m^Woodward Avenue subway. Present location of sewers from Mm Stfeet to ^^fsina Fkilc. 17— Woodwanl Awttmt sobivay, FnmtA Vta&m of wim fran Vufiam Puk to D. T. R. R. cronii«. 18— Woodward A^cnoe mAmty, FnmA loaAm of private tnmidi. 19— Woodward Avenue subway, Typical sectioiis. 20— Woodward Avenue subway, Part plan and section of City Haj l station showing relation to proposed surface tracks. 21~Woodirafd Avcone snlmay. Typical station. PART I CONDENSED REPORT WITH RECOMMENDATIONS The problem presented for solution by the traffic situation of Detroit today is a periodically recurring question in all of our rapidly growing Ameri- can cities. Briefly, this question is how to meet the increasing needs and sat- safy Ae demands <^ the people of great urban centers, not only for adequate l>ut thoronghly modern tran^ortatkm fKilities, while maintuning the railway systems on a sound, self-si^porting financial tiasis. The aolntion of this problem requires an accurate determination of the existing traffic conditions, their history and growth, and the probability of the contimiance of their controlling elements. Provision for meeting the future needs of Detroit must be based upon the above, checked by a comparison with the traffic history of other cities of similar size and characteristics. THE CITY OP DBTROrr From a transportation standpoint, Detroit is a city of the semicircular type with its center substantially at the City Hall, its east and west diameter paralleling the Detroit River for a distance of about 12 miles, and a radius corresponding ck>sely to Woodward Avenue extending north about 7 miks from the river front (See MAP 1.) The entire area covered by the city and suburbs is, for traction purposes, practically level. The radial or hub-and- spokelike system of streets formed by the principal avenues, such as Fort, Michigan, Grand River, Woodward and Gratiot, which converge approxi- mately to the City Hall, define the features of the city's general plan. The population of Detroit in 1773 was 1,367, and the city has shown a Steady iacrease each decade up to the present time. Prior to 1900 the tncraase in popuhition followed ck>sely the rate of growth of other Lake cities, such as Buffalo, Cleveland, Milwaukee and Chicago. (See diagram on fcrfkvwiag page.) From 1900 to 1914 a sudden increased rate of growth occurred, greatly in excess of other Lake cities of its size, placing it today in population ahead of all these cities except Cleveland and Chicago. In 1900 the census of the dty proper showed 285,704 people ; in 1910, 465,766, and in 1913 by directory estimate 597,468, while the city and suburbs from 1900 to 1914 increased from i^praodmately 374^ to 660^ or 765% iaa«ase in 14 yea^ The markedly uniform distribotkiii of this pO|Mi]ation over tlie dty araa is shown on MAP 3, which gives the population by half-mile districts fmm 1904 to 1913. The steady growth in practicaUj aU these districts and the 5 particularly rapid growth in some of the outlying and sutmrban sections is noticeable. The area of the city of Detroit from 1857 to 1875 was 12.75 square miles, and was of an approximately rectangular form with a river frontage of about 4 miles and a population density per square mile at the end of the period of about 7^50 people. By 1900 the area within the city limits had grown to 28.35 square miles and the density of population to 10>067 people per square mile, the form of the area having been somewhat altered by a narrow elongation north along Woodward Avenue. In 1910 the area had increased to 40.79 square miles, with a density of population of 11,418 per square mile. The year 1913 found the area of the city 41.76 square miles and a population esti- mated from the city directory corresponding to a density per square mile of 14,310, which is about the same or possibly less than the average of other American cities of the same general size and type. This rather low average density of population and its singularly even distribution is caused by the prevalence of detached family residences, De- troit being peculiarly a city of individual homes. These characteristics are seen in the statistics of the past 20 years, which show the average persons per dwelling to be 5.5, which is much below that of similar American cities. (See diagram on following page.) A change in this condition is already noticeable, a substitution of flats and apartment houses having commenced, particukrly in the older down- town residence districts. These buildings will provide increased housing facilities within walking distance of the business, retail and office districts. This form of building activity has in other cities resulted in a congestion of population in limited areas, tending to greatly restrict the growth of outlying sections and to concentrate traffic along certain lines of travel. During the period of growth under consideration Detroit has become more markedly a manufacturing city so that the residential distribution shown on MAP 8 of 45,611 factory workers from 11 groups of factories is of special mterest. The address lists of employees from these factories, representing the prmcipal industries of Detroit, were examined and the distribution de- termined according to residences, into one mile sections, as indicated on the above mentioned map. The separate groups of factories consist of those located near each other in distinct districts, the effort being to make the dis- tribution representative both of the principal factory districts and the prin- cipal classes of workers of the city. ^ This map indicates a wide and general scattering of this part of the popu- lation throughout nearly all districts of the city. The proportion of employees hvmg within walkmg distance of the various factory groups is much larger in the case of the older establishments. The newer factories, such as Group 1 show a most as many employees in distant ««tions as in those near the plants themselves. In Section 14 there are shown 1,021 employees from Factory Group 1 hvmg 4 miles from the factory, there being only 1^ in the mile square section in which the factories stand. Group 7 is a sample of one of the older industries, showing 48.7% of its employees living within a one mile «Sl-!L\!Jif K?"" ^^"^ ^^^^"^ 16.7% of its onployees within tiie mile radras. The general distribution of employees 7 throughout the city is most noticeable also in the automobile and other more fccently established industries. It is the opinion of many of the factory man- agers, however, that there is a noticeable tendency to build up suitable resi- dence districts near the newer factories. Of the 45,611 factory workers shown on MAP 8, 13,000 are now within walking distance of their factories. 20,600 use street car transportation outside the congested district, and 12,000 use lines or transfer through the heart of the city. . TRAFFIC CONDITIONS The information from this map is, therefore, particularly valuable as it points to the cause of the general traffic movement of a large body of factory workers twice a day through the center of the city. Assuming the 17 factories investigated as being representative of the total population of this class, there is a probability of over 30,000 factory employees traveling twice daily through tht eoQgiestaon. The probability of this movement decreasing, by reason of suitable housinir facilities being provided nearer their places of employment, is to be expected. This transfer condition was further indicated by counts made at and about the City Hall from 5:30 to 7:00 A.M. During these hours the route of passenger? can at times be easily noted on the otherwise empty streets, the individuals being almost entirely factory workers. The transfer was found to be practically from every line to every other line, no general movement from any cme line to any single line being marked, except that the transfer to Woodward Avenue from all lines was heaviest. It does not appear, therefore, that a belt line or system of such lines that would be financially warranted would relieve this condition and a continued transfer of a large part of this trafHc seems unavoidable. The building of belt lines must be justified by their local usefulness, not as a relief of the central congestion of Detroit. The pffsent serious trafik cm^gisa^m^. has been developing, generally speaking, during the period since t9O0L A determination, therefore, of the causes and characteristics of the growth of Detroit during this period which might in other ways affect traffic, and a comparison of these with other cities, is of importance. The statistics show that the total street railway revenue passengers car- ried per annum in Detroit increased from 1904 to 1908 approximately at the same rate as the average of the transportation systems of the S2 largest cities of the United States. From 1908 to 1914 inclusive, this rate of increase how- ever exceeded the average, the annual rate of increase for the avmtge city be- ing 7.8% per year, whereas in Detroit this rate was 17.1% per year. The foregoing facts disclose a very unusual and abnormal rate of increase in popu- lation and a still larger increase in street railway traffic in Detroit within the past 10-year period. The intimate relation between these high rates of traffic growth and the mdustrial history of Detroit is very apparent The United States census reports show the value of the manufacturing products of Detroit in 1899 amounted to over 188,000,000, in which there was nothing reported for auto- 9 mtety of wlMch ncrly mmjOOO were in automobiles and automobile accessories. This is an increase of 188% in tbe total value of manufactured products in the 10-year period previous to 1909, which is greater tJian Chicago, Cleveland or any similarly situated city of State Labor Commissioner ;eported the total value Z^^^T^ P'^""'^ f $410,000,000. of which $208,000,000 r yji^teda ntoniobtles m4 automobile accessories. According to the Board oi umuncfcc of Detroit this hitter stun amoanted to 52% of the value of the entire antomobile output of the United States. The high rate of wages and the brge payroll represented by the manu- facturing output just noted, particularly in automobiles, together with the unusual rapidity of the growth in this period of the other manufacturing mdustnes of Detroit, must be looked upon as one of the explanations for the American cities have shown a constant and increasing rate of traffic growth up to mm to mm popnhtion, but from this ^t on the «te of increase in proportion to the popohition has been marlcedly less Detroit m point of size has arrived at this apparently critical stage, so th^t cantion must be exercised in basing future predictions on the figures just mentioned. STREET RAILWAY SYSTEM The street car transportation in Detroit, commencing with an 8 mile horse car line in 1863, has developed through the usual stages, excepting the cable car period, of other American cities, until at the present time there exists an electric street railway system of 206.88 miles of main line single track, with double truck pay-as-you-enter cars on the principal lines. AM of the street railway lines of Detroit and a system of 8 tributary inter- mihm lines are owned and operated by the Detroit United Railway. This sys- tem is a consolidation of a nomber of separate companies, which were unified under this single management in 1900. The principal car routes follow the main radiating thoroughfares, 14 Hf the 20 city lines passing directly through the hub or central district surround- ing the City Hall. Such a system results today, on account of the tremen- liously rapid growth and the conditions previously noted, in a congestion of traffic at the center of the dty during the morning and evening rush hours ^ttt is so severe as to cause interrupted, slow and otherwise unsatisfactory icrvice during these periods of greatest demand for nq>id tfaaiit As a rule the blocking of cars commences on the east bound track ol Michigan Avenue near Griswold or Woodward. This is usually followed by a south bound block on Woodward Avenue, which often extends to the river and north again to Congress or even State Street. Griswold Street, ^ ^ °' Michigan, is also affected, as well as many othir streets at more distant points. The cause of these blockades is primarily the nrait|[»licttj of street car crosnngs in a very limited district The two norlk mA aotttti pMnllel sad adjacent sti«ct»— Woodward and Gtiswidd^ 10 carrying the heaviest street car traffic of the city are both crossed at 5 successive street comers by the main east and west car lines. Besides these direct crossings, other cars turn in and out at these street intersections counter to the general direction of the main traffic. When to this car operation is added the heavy vehicle and pedestrian movements of the rush hours the impossibility of avoiding the serious and annoymg dela3rs with the present S3rstem of operation is quite evident. While the unusual rates of growth in population, manufacturing and traffic previously mentioned were building up the passenger travel to its present proportions, a marked failure is noticeable in Detroit's street railway system to keep pace with corresponding extensions and increases of its track- age. During the period from 1904 to 1913 the Detroit street railway system increased its mileage from 180.19 miles to only 206.88 miles of main single track, an addition of 14.8%. In this same poiod (1904 to 1914) the total revenue passengo-s carried grew from 78^49.220 to a total of 219,606,056, an increase of 180%. This latter figure gives a density of traffic per mile of main single track of 1,062,000 revenue passengers, which is about 40% heavier than Cleveland in 1913 and 44% heavier than the density on the surface and elevated lines of Chicago in 1914. This figure is al.so much above the average of other typical American cities of similar general character, as shown by diagram on following page. One result of the industrial growth previously noted is that a traffic Cal tines by reason of crosong interferences during the rush hours showed that on Woodward Avenue the north bound cars during the rush hour from Fort to State Street consumed 2 minutes 59 seconds on an average, of which 59 seconds, or practically one- third, was unnecessary crossing delay. The east bound Michigan and Baker cars between Wayne and Farmer experienced crossing delays of 3 minutes 54 seconds out of an average running time of 7 minutes 42 seconds, the west bound cars of the same Ime being delayed 1 minute 56 seconds in a running time of 5 minutes 8 seconds. This k>st time does not express or indicate the period of blockade of cars, which is cumulative as soon as they begin to line up one behind another, but is the actual time ket by one car between the points mentioned. More than 50% of the Fort Street cars, as at present operated, cross Woodward Avenue only for the purpose of looping around Cadillac Square. Thus in order to simply turn the cars the Woodward Avenue traffic is crossed twice, and the Fort Street traffic, by reason of taking the loop right-handed, crosses itself on the east side of Woodward Avenae. A great majority of the passengers load on these cars at the Woodward Avenae end of the loop and a considerable proportkm of them walk east to intercept the emp^ cars on this loop. Further complicating the city street car crossings is a S]rstem of heavy interurban cars turning in and out over these same intersections. The necessity of carrying the north and south lines through to the waterfront is clearly indicated by the preponderance of the car movements on these lines, as shown by the schedules just referred to, and by the greater vohnne of passenger traffic determined from our series of counts. We pro- vide^ theiefore, as shown on MAP 5, for the looping of the east and west lines on either side of Woodward Avenue and the ocmtintting <^ the main north and south lines through to Jefferson Avenue or the river. On page 39 will be found a diagram illustrating the legitimate through traffic on the Baker, Michigan and Sherman lines, showing that only 39 out of the 112 cars per hour on these lines at present routed across Woodward Avenue daring the evening rush are really required. (Details of these conditions are given on pages 58-60l) Complete detail descriptkms of this rerouting will be found in Part II, pages 5M2. A direct comparison between the present and proposed routings of street car tines by rooles m tiie oM^iested district is shown on MAP 5. The rerouted plan provides for continuing the present through service for the principal east and west lines, to be run via State, Congress or Larned, but restricted closely to the needs of the through traffic ; the balance of the car service on these lines to be looped around the City Hall on one side of Woodward Avenue and through Cadillac Square on the other. The division 15 -NJI^*.*™-. and Ubk. „ tk. report, is based upon extended p««„ger » ' ' In order to indicate the dcfftee of relief that will «k*o- a t rerouted system by the ^Umi^^^^J^ ^^"^^^^^^ form distribution of the c, over th. ^^!la^.^!^^^;X^ii^9 h«^„ prepared This shows by companion diagrarVh^ZSmmWU *" ""•"-e'' downtown district byrte«««* !Z o" » given street for each block, the direction and the numb^ of «" per ham bttmtn 5*0 ud 6«0 PJI. Th«, two diagrams reorl^ exactly the ««,e car semce to «h1 f™„ ,1.. ««« of tl^T, Z „X difference being that the rerouted plan distributes the l»«o« di«2« 1^ ^ w >egitimatdyT:,",STf,rS «ong«rted d«tr.ct for the accommodation of through Traffic. Part of «^ «fart~ m ^cro.«^s .s obtained by three loops turning back at Grand OmjMurf CWahe Svare . proportia. of the cars of the Woodward and a-Oto- AwmH, Im^ arryinj thn«^ lo the river and to Third and Jefferson Streets oriy OB. „ « «*rtly »«ttsary for the Iccom- modahon of traffic in these district,. Furtl»r «lirf » .Lfaed tr ^ ^lynght-anglc crossings and eKminrtiBg the tummg i. ,nd o«'of on to heavily loaded routes. ««.'^*T/k*"' '^"^ ^'^^ intenirhMi Unes. which m Z^ir!L^^u^~"*^*' congestion. MAP 10 SHOWS m praent and proposed interarban routing in black lines suoer- nnposcd on the traffic denrity diagram, printed in a light tint The pr^ posed mterurban transfer, in the east end of Quiillac Square adjacei^ to. the looped city hnes, ,s much more convenient than the present one and ia reached by all hnes without crossing or conflicting with the heavy dty street car, vehicle or pedestrian traffic. ' ^ ^ The space occupied by these interurban tracks and the city loop tracks Port Street loop tradn* wlucii htter are to be taken out. Tie mvtiwf plui aims to reduce to a minimum the delays from the crossmg and o^ fotms of Interference wirile anintaanbg as closely as possible the present general fmKtiotts of each Hm. On tiM Jcffenon line w!cH^Ta1S?inr75%'^ l»y S0%; on the Michigan fine. 56%. and on tf.^ The companion diagrams of MAPS 5 and 9 show clearly the fledbiiitr ^thc rerouted system. MAP 5 shows the rerouted lines in the congested ^* represented by a different color or symbol «ajt wkm pu^ aioand a common loop at the City Hall or through CwKOm Svmm. He lemted plan provides a wider distribution of tL ^ intersecting lines approaclitng and leaving the heart of tii€ oty, tending tKi dittrihnte and eqm^ the tranaicrfiiig opetatioai and m to separate tliem from ^ direct loading and unloading at and along Wood> ward Avenue and Griswold Street. A detailed description of each of the rerouted lines, with companion diagrams for the downtown district showing the present routing and pro- posed rerouting, will be found in Part H, pages 81-115. The proposed rerouting will be a permanent improvement in the system of operation, by reason of the lines using independent loops in the downtown district The elimination of a large portion of the conflicting crossings will make a fundamental advance in overcoming, not only the present, but future increased street oongestkm. Freed from tiie conflicting crossings, the blockades and delays on any of the independent radiating lines will not affect the other lines, as is the case today. The rerouting permanency relieves the worst of the present bad street car interferences in the entire congested district. The equivalent relief would not be obtained by either a single north and south or east and west subway. The importance, therefore, of the rerouting plan, whether a subway is subsequently built or not, is very obvious. An inq>ection of the rerouted track system in connection with a Wood- ward Avenue snhway station at Ae Qfy Hatt (see diagram on page 118) shows the convenient rektive kicatkm of the snrfsce and subway cars for transfer of passengers. An estimate of the necessary trade changes, r^vui^, curlnng, sidewalk and other items involved in this complete rerouting ^Stt for the congested district as shown on MAP 7 amounts to $400,000. Where street car congestion becomes as acute as in Detroit it is neces- sary to minimize every element of delay. The capacity of any line where de principal traffic is in one direction is limited by the number of cars whidi can be operated. Increasing the number of cars to reduce crowding only tends to make ccmditikms worse, unless running time, stops and crossing^ dehys can be reduced. The scheduled speed, however, can be increased by the use of two-car units and by reducing the number of stops. Experience has shown that a two-car unit, consisting of either two motor cars or a motor and a trailer coupled together, can be operated over a crossing witb very much less interference than two cars independently controlled. The experience in other cities where double unit and skip-stop operation hat been adopted has demonstrated the value of this system, it being found potsible to maintain tiie same or a better schedule tfane with from 30% t» 50% more passenger capacity. It Is this possible added capacity whitA witt make the use of two car units vahnble on Detnitfs overcrowded street car UfMEDIATB RELIEF WITHOUT TRACK CHAHOm AMD INVOLVING LITTLE COST As the fdief by rerootmg and two-car units just described involves the expenditure of a considerable amount of mcmey and negotiations coverii^^ franchise extensions, legal questions and matters of public policy, the follow'^ ing additional improvements are grouped separately in order to point ont that 17 amemre^off iMcdiftte relief may be obttimd withont ehMo^ng the existing tracks or mirolving other compUcated qneatioiit. A number of the existing street car lines can be slightly diverted from Wieir present route so as to avoid partkalarly bMl CTOMoig movemeats with- out inconveniencing the public. Tht Bmall Street line north bound can be run via Bates and Farmer to Monrotb airoidiiig tiic bad MfcWgan-Woodward Avenue crossing. Tbe Raiiid Railway tntemrbans can be routed down Woodward and lo>cntially absent in the Detroit situation. Of the various street car lines in Detroit, Woodward Avenue stands out preeminently, not only as the line of heaviest travel, but the one that has attracted to itself the greatest ratio of increase. In 1904 the total number of passengers carried on the Woodward Avenue line was 12,990,027 and was exceeded by three lines in the city — Michigan, Jefferson and Fort — whereas in 1914 the Woodward Avenue line carried 47,467,294 total passengers, or more than any other route. Its density of traffic or average number of passengers per mile of single track had grown to over 3.000.(X)0 total, or nearly twice that on the Michigan Avenue line, its nearest competitor. Therefore, if any street in Detroit is to be selected as the location for a subway Woodward Avenue is without question the one. In the following discussion, two classes of subway are referred to ; namely, a long subway, by which is meant one that will have an independent train service of its own, or a short subway, by which is meant a section of subway providing for underground street car operation in the congested district. If a subway with a special train service is to be built on Woodward Avenue it shonld extend from near the river front far enough north to develop a reasonably long-haul travel and reach a territory of sufficient extent to build up a traffic of its own. On MAP 11 is shown such a subway, the main portion double-tracked from the City Hall to Manchester or \'ictor Avenue, and with a single track kx)p on Fort, Shelby, Jefferson and lower Woodward Avenue. Such a subway is described in detail in Part II, pages 116-124 and iflustrated by drawings, maps and plans in Part IV, numbers 12 to 21 inclusive. This long subway, with stations about one-third of a mile apart from Grand Circus north and closer together on the lower and loop section, to- gether with a special car equipment particularly designed for this class of service and including interest during construction, land damages, engineering, etc., will cost about $16.3()0.(X)0. (For details see Part II. page 124. j The length of this subway from jefierson to \'ictor is about 6 miles, with a total of single track, including the loop, of 12..34 miles. The traffic on Woodward Avenue for the year 1914 was 35,573,351 revenue passengers or 47,457,294 total passengers, including transfers. In order to determine the length of ride of these passengers on this line as a guide to the prc^rtion that would probably use a subway, an extended investigation was made during the month of November. 1914. From the data obtained, the following percentages of the total riders traveling various dis- tances from 1 mile to 6}^ miles was determined: 21 Wth of Haul North Bound on Wooditinl Awmm Urn, 1914 M U U% of total number of piissengeni ride over 6/a miles 7.3% 13.1% 132% 16.4% 2S.1% 17 J% M •* 6 to 6K " 5 to 6 " 4 to 5 " 3 to 4 - 2 to 3 *• 1 to 2 '* " less than 1 mile Average haul.... 2A miles a^niUA^"^^''''' tabulation of the passenger count from which this table is compiled is given in Appendix B, Part III. •nrf ^1!/"^*'''" ^""^ '^^"^ °^ ^ «y«te™ is m the saving of time rL^". r/'"'' '"''^ ^"^ subwa/ride Se "-^'l^ consequent popularity of the system. ^t^A^u Y^'^y^ *>»>*a'°«^d by spacing the station stops at long inter- and the longer the intervals the greater the speed, but the fewer the distance would seem to be about one-thin! of a mile. With stations at this mte^al an average person with a journey of less than two mile, to i»ke wB •^t cars to tempt h.m to walk to a station a block or two away. For I Srjrtr^ 1«^^f« and ascending stairs and waiting for a train wUl tfSm the saving made by the higher subway speed. In New York the average length of ride on the elevated line is 4.16 miles and on the subway 5.57 miles. From the above count it is seen ^t mUir^'^*^^ " °" ^^^^ **° Woodward Avenue is 2M A cardul analysis of the proportion of riders traveling various distances indicate, on a basis of time saving that i»ore than 23^000 of the 47^57,294 Woodward Avenue 1914 passengers T P^"^'^"^*" probably have averaged a hatd ortatioii, the tendency will' be to a relatively equal distribution throughout the city and suburbs of the three or four hundred thousand additional people. With this will also go a tendency IZrll' P^P^^^^If" the present city area in apartment and otheV 22 On this basis, at the 1,000,000 population period the Woodward Avenue surface cars, if no subway system had been built, would probably be carrying about 75,000,000 total passengers per annum. It seems safe to say that when the travel on the Woodward Avenue line reaches the above figure, and with a total population of 1,000,000 people, the addition of a high speed subway system to Manchester Avenue would soon build up a condition resulting in a probable subway patronage of 50,000,000 total passengers per annum. The entile subway calculations and estimates heie made aro based upon a transfer between the surface cars and the subway, just as is now done between various street car lines. The surface cars on Woodward Avenue are considered as a local service, and the subway— directly below them— as an express service. As a general check on the previously estimated figures, the following table gives the revenue passengers per mile of single track for various city rapid transit systems: Comparative Revenue Pasaengen Per Annum Per MUe of ^ngte Track for Various Oty Tcanstt Syatsems Line Number of rev- enue passengers per annum per mile of siogle track Average huO, New York . . NewYoik.. NeirYork.. Phfladelphia. Chicago .... Brooklyn . . . Detroit 4,468,500 3,447,200 3,049,800 2,380,000 1,145/)00 2,300,000 2,240,000 3,060,000 5 .57 (1911) 4.16 (1909) 1914 1914 1914 1012 1911 1911 1914 1920 1920 Hudton & Manhattan tubes Elevated railways Market Street subway Elevated Woodward Avenue street car Woodward Avenue subway (est) Woodward Avenue subway levcnue uid transfer (est) 2.8 (1919) 3.82 The high estimated traffic per mile of single track on the Woodward Avenue subway is due to the lack of real street car competition and the taking of the cream of the city's street car business for a comparatively short line, into which practically all other lines will feed. About 44% of the present passengera carried on the Woodward Avenue line transfer either to or from other street car lines. There is also to be considered that the outlying street car feeder Unes with thdr transfer privileges are practically surface exten- sions of the subway, whidi undnly exaggerates the Detroit figures, compared with systems not giving such transfer. On the basis of the Woodward Avenue traffic counts, ^is total number of passengers will be divided into 28,000,000 revenue passengers originating and completing their ride on the subway without transfer, 11,000,000 pas- sengers onginating on street car 1 nes and tniKfefrtnfr w complete their iourn^v anH iinrv^nn^ TOWtenmig to the subway to 1 " .J°"™«y' ana 11,000,000 origmttng on the subwair »nA pleting d,e,r tnps by transfer to some street car line ^ ^ tr^^ **** ^'"^ **»«wn above at $16.300000 and .,„.....l ^Swnings and Rate of Fare i«-i^°tom^^r°^"" """^"T- «'">.«V00(MMO total OOB^^rt!!?'^"^^""'*'^ P^^^'"g"^. together with 11,000,- toekir^..^ ..T^ ■ . . " necessary «r1^TferTd? ^ ri* »d 6 cents for . subway and str«t or transfer nde combined. In order to eonqMaaUc the street av lines for aJh Jt^' ^i^""' *2.a»,000 figure, leaving practi- ^^.S^ , "bo" rrte of would mean that a passengfr would . ^ ' * sobway ride, as against 3J7 cents u tickets ' tor a quarter) on Woodward Avenue snrbce ciis. A subway and street car com^Uon tnp wot^d cos. 6 cents to a passenger » ..Ji^^^ «*»«rs under the present 7 for a quarter (are Sd^al IZiS ^"^^Theactual average receipt for total passengers^cd in 19M r^^J^.tZ'' «P«««i by the company at 2.56 cenU. W^iOww submy nies of bre would tend to discourage the use of this 2«tem so as to pc«po«e the i«fiatfo„ tkt 50,OOO.Oo5 estimated traffic much b^ond the periwi, of ti-e he,. di«»,«t This «i„y ,ral&t^ was "a^rnin°;a:er:rf:L'~ - -v.~^ >^ t^ in L:-r p™ - ^JTo^nS^ • 5 cent fare Lis In order, therefor^, to make the street railway, hi DwwJt, oombined with a long subway on the heaviest traffic street, a fi^UiaJbnrti^S^Sng ly^ tem. a matenal .ncrease in fare over the whole city wiU be nZSZy AMowmg sufficient capital expenditure for proper additions to the st>Mt ~t»d^e^„.pme«. «c.. and the above expenditure for a subway of ♦«>t«W«4 thcic wooU be required to meet the actual fixed charees anH of .ich . without profit, a uniform „U o of shghtly over 4 cents per rerenoepaasei^er carried. In order to provide a margin for unibfeseen commgeaciet and a sufficient mvestors. a uniform fare of 5 cents per rc«cnM puaseager wouM pr^^ be necessary. This fare would provide for the complete transfer privileges anove reierreo to. QHiififini of Public Policy In addition to these tnffie and revenue questions there are scnne other considerations of an economic character that should reodve yotir attention before deciding upon the question of a subway policy. The recent appraisal shows that the total reproduction cost, including franchises, of Detroit's railway system, with 206.88 miles of track, is aboat f26^O0Qy00OL Ab eflkient, long subway will cost, as shown, about $1^300;000» or nearly two-tlurds the v^ue of the whole of Detroit's railway system and would give only 12.34 miles of additional track. If this subway should be built it would result in further increasing the already noticeable tendency towards concentration of population and business activity along and adjacent to Woodward Avenue from Grand Circus north. This stimulus to the growth in population of this district would be greater as the distance increased from the center of the city. There would be a still greater ratio of growth in tiie district lying outside of the city limits, as the effect of the higher speed service would be to practically bring that district in point of time one-third nearer the center of the city than it is at present. Manchester Avenue, about central in the district known as Highland Park, would in this sense, in point of time, occupy the same relative distance from the City Hall as Philadelphia Boulevard, and unless Highland Park was fakes into the city the increased values subject to taxes would be of no benefit to the city of Detrmt. Furtbermore, this concentration of increased value wouM be made somewhat at the ei^enae of the other districts within ^ city limits. This report has already called attention to the unusually even distribu- tion of population throughout the city. As yet Detroit has not developed as extensively as other American cities the use of the apartment house. If Detroit and its suburbs are to have added to their population 340,000 people within the next six years and no radical change is made in the transportation lines of the city, a krge part of these people will find tiieir homes within the present city Emits, and they will do as pec^^ in odier American dties have done, begin to take up their residence in apartment houses of various kinds in order to live either within walking distance of their business or within a reasonable riding distance by the surface cars. This will mean that gradually the general character of the city will be changed from that of the individual home to a more dense and crowded condition. It will be seen, therefore, that there is contained in the decision to build a kmg sid»way many serious questions of pubfic policy. On the one hand, a change from the detach e d home to more crowded buildings, or, on the other hand, a postponement of this change by providing high ^eed farilitifB to carry the people to the outlying districts. In order, however, to support a long subway, either a general public contribution through increased fares on the entire railway system will be necessary or the deficit will have to be made up by taxation. This last objection can be met in part by some wise qritcm of distribntiott of the benefits through a special as s e ssmen t in some- 25 what the same way as the street openings and other general improvement, arenow assessed either in part or whole, upon the property specifically bene- wed. SUtistKS from other cities showing increases in propertr value due to ra^ tan^ Hues .re given in Part IIi; Appendix E. ' !„„„i .f^*^.** '*»»>»•»««« been termed a "subway policy" nvolves tl« q»e«bK»of «iditi«»l north »ri wrti *,et c« lines to prevent the overloadmg Woodw«d A««ae. K . mOmv i. >ot «o be MIt it will be necessary m the very nev future t» lannel WoodwHd Aveme on ^'"f mTp f™"" north. An insp«> toooof MAPI shows at once the wide district on either side of Woodward Aw-ue wved «,ly by its surface car line. If a subway policy is to be •*f«rt the coocentrutjon of this travel is necessary for the support of the "Away. «d. couTen^ly, the buOdmg of parallel lines will jistpone the necessity for ud the fiu»c>.| po«ibiIi^ „| . «lf.supporUng subX. The same condition, ,n lesser degree, exist, on piactierily .0 Oe prinefa.1 r»iitt- mg traffic mes of Detroit, and it must be kept in mind ttat^I^. subway bu,lt on Woodward Avenue the density of traffic on Michigu.. G„^ 21"^ tall'*:'*!,? r °' °*er street c» Short Subway The previous discussion of a long subway has had M its object the devel- opment of the pubhc questions directly involved in the consideration of a general subway policy for the city of Detroit. From a traffic standpoint, the ™ «*«P appear to be the construction of a short section of subway m tlie congested district The proposed moating of street cars wlU eltnintte tbe existing conges- tton and provide an inctease of perfaaps 50% in pnsMager canying capacity. As It appears, however, that the traffic is likely to be almost doubled within 6 years' time, it is obvious that some further additional relief must later on be provided in order to permit more cars and more car lines to reach the congested area. A solution of this problem would He in the construction of a subway loop lor street cars, such as has been already described as the proper terminal for a subway Hue on Woodward Avenue. Rehtively short ttraet car subways of this kind have been employed with maflBcd success in Boston, where sone years ago on Tremont Street the congestion of the surface cars had heoone so mtolerable as to be a nuisance to the traveling public and the abutting prop- erty owners, and a cause of actual loss in fares to the railway company A subway was constructed, by which the surface cars on Tremont Street were pnt under ground and the entire electric railway operations removed from the street. If a short subway is built and Detroit grows hi m ftNan at its past ^ rate, a volume and density of traffic may be concentrated on tite sectioa of WooST ward Avenue north of Grand Circus warranting the buflding of a long subway on that street. For this reason, the short section of subway, although designed prunanly for the operation of street cars, should be of proper Hm.,»^ f„ 26 later use by subway trains. Such a short subway is indicated in the drawings in Piut IV of this r^oit, showing a portal for the entrance and exit of street cars on Woodward Avenue at Grand Circus. While such a subway would have but little earning capacity, it would, nevertheless, be of relatively small cost, probably about $2,500,000, making an annual interest charge of $125,000. This investment would be of general benefit to all of the traveling public of Detroit, regardless of locality, as a permanent form of relief from the increasing street congestion. Such a short subway is a logical step following the proposed ccmiplete re- routhq^of tfie surface Hues, tiie rerouting tidmg over the period necessaiy f 5. 2. Two-car units on Woodward Avenue should at onoe be pot as serrioe during rush hoQcs» to be foUoimdt is traffic may mpin, on some of the other heavier lines. 3. In connection with the rerouting, additional car service should be pro- irided on tfie fines at present over-crowded. This will be made possible under the f Iter system of down t ow n operation hy the rarouted loops. The use of hu|er car units on some of the fines now mmg the older types of tarn h w imwn ein l e d , particularly duriiy the rush hours. 4. Extensions of the odstiqf Gnisslown, Fourteenth, Wamn and Gtmid Bdt lines should be built. 5. A larger bridge at the present site, capable of handling the heavy traffic to Belle Isle and providing Tor the operation of through cars to the island, along fines suggested in dus report, should be built The buUding of a second bcidiie at the east end of tfw isbod should be deferred untS the piessmg traffic Mds at the present site are provided for. Group B. This group inchides im p ro veme n ts designed to gift ' iMMifl lntt idief from the rush hour congestion, which can be put in effect at once without trade changes or the expenditure of any material amount of money. These we believe may be arranged for with the operating company without involviqg tenddse questions or other complicated negotiations. 6. A system of station or skip-stops should be instituted on Woodward Avenue from Adams Avenue north; on Michigan Avenue from Abbott Street west; on Gratiot from Pingree Square east; on Jefferson Avenue from Randolph Street east, and on Grand River Avenue from Adams Avenue west ; the alternate street corners bdqg taken m one direction and the intermediate corners returning, the stops to be plainly marked by a broad band on the poles at ^ stop street corners, or by other suitable stop signs. 7 . Street collectors should be used to load at the front doors of cars during the rush hour in the downtown district, in continuation of the successful service of this nature on Woodward Avenue already put in effect by the railway com- pany at our suggestion during December, 1914. 8. A change shouM be made in die (fiviskm rail on the rear platform of the pay-ns-you-enter cars so as to aUow of diis raH htmg removed by the conductor at heavy loading points. By this means passengers can enter die car by both rear doors simultaneously, thereby cutting down the loadiog time materially. 9. Arrangements should be made to run special cars, without stop, through the crowds of factory workers on some of the main street car lines at certain times of the day to take care of the general travel at points beyond the factories, for die foOowing reason: On account of the very large number of employees ieavfag the factories on a dtaage m shift some of die main Imes— notably Wood- ward, Hastings, Chene and Jefferson— for a dwrt tine practically suspend ser- vice to the ordinary traffic along the line. A number of regular cats run, as suggested, through this loading district without step wiH provide for the patrons of the line boarding beyond the factories. 10. Provision should be made for special streets for vehicle traffic, such as Cass Avenue and John R Street, by improvements in paving, lighting and widenhig of the streets. In the case of John R Street, the moving back of the cufb line is partieufaurly needed, as wdl as the repaviiv of certam blocks wheic die surface is now very rough. To encourage automobiles to use these streets there should be enacted suit- able ordinances giving right-of-way to north and south bound vehicle traffic on Cass Avenue and John R. Street over the east and west vehicle traflSc crossii^ from the intersecting streets. Similar ordinances should be enacted for other main vehicle streets in other parts of the dty. 11. An ordinance should be enacted providing for stoppii^ automobiles with the street cars on Woodward Avenue north and south bound from Jefferson Avenue to Forest, to facilitate the safe and rapid loodii^ and *'*»h^w e of street car passengers. 12. Rigid parking regulations at the ends of the blocks near the safety tones dwuld be enforced to fadlitate loading operations and prevent delays to cars, as given m detail mider ''Vehkle troffic," Part II. 13. Pending the completkm of track changes necessary for cooylete re- routing, certain interurban and street car lines should be rerouted to relieve some of the bad crossing conditions involved in the present method of opeiathig these lines. Details shown in Part II, pages 113-115. 29 Hc fo mmOTi da ti o iM Btfwdiiig Snbuigr Pinmiaciii mnst be made for handling in tlw InttiK dttring rath hoars not only a much greater volnme of traffic than at present, but one of greater density than now occurs at the congested center. The growth of the business district, together with the increased density of pedestrian, vehicle and street car move- ments will in time make demands beyond the possiUe limits of surface street car transportation. AisiniiiQg that the grawtli of Detsoit will continue to and beyond the 1^,000 poiNdalion marie and that its fntiife importance as a grot mami- factnring center will be maintained, additioBal steps in the devdopment of its transportation system siMNild be prepared for, following and supplementing tlie rerouting and related recommendations just made. These recommendations cover general subway policy, short subway street car loops, and long subways with special train service. 14. Immediate steps should be taken to procure all necessary enabling legislation and to remove all legal obstacles to permit of the pronq>t execution of wliatever subway policy may be adopted. 15. Detail plans for a short subway loop to accommodate the Woodward Avenue and such other street car lines from the northern part of the city as can ccMiveniently be brought to a portal at the Grand Circus, should be prepared at least two years in advance of the necessity for such subway. A subway of this kind must be looked upon as a means of relief for street traffic conditions and not as a source of revenue. ; 16. The designs and plans for the above sliort subwi^ loop and all pro-^ viliQiit connected with it should be made with a view to an ultimate use of this section of subway by special trains for rapkl transit servke when Detroit shall have grown to a point warranting the construction of a long subway with inde- pendent train service. All station platforms and other dimensions, as well as curve clearances, etc., can be arranged for temporary use by street cars and sub- sequent use by subway trains. 17. A general subway polky should be determined upon, outlining the city's positKMi as to the building and financing of subways. This policy should include a decision as to whether subways ait Hi be built on the city's credit as public im- provements, in anticipation of traffic ccmditions whkh would make them attractive, self-supporting projects for private investment. Upon the decision reached in this regard the building of a long subway must depend, as at present the earnings to be anticipated within a reasonable period will not provide a self-supporting revenue iqion present rates^of fare. Either a difect tax upon the properties beneiled must meet the deficit or the revenue per passenger carried by Dk whole sfstcm of street car and subway lines must be raised by a horiaontal increase in fare '0«er' the whole dty system. 30 PART II COMPLETE DETAILS OF SUBJECT MATTER OP REPORT CITY OF DETROIT For the purposes of our report, treating of the transportation requirements and needs of the city of Detroit, further references to the dty itsdf would seem to be limited to a study of the existing axufiticms and probable future growth. A clearer understanding, however, of the present conditions, as well as the likeli- hood of future changes will be gained by a brief but more detailed reference to tfie history and growth of Detroit. General Characteriatka The dty has grown from a settlement or group of setdements along the Detroit River and to-day many of the city property and ward lines follow gener- ally the original long and narrow farm strips extending back from the river. The territory covered by the city is practically level, the only grades being the abrupt rise from the river's edge, usually about 25 feet, and from that point Ae rise is very gradual toward the north. The highest point in the city limits is about d2 feet above tamk river level four nnles mland. DetotMt's geoeral is of a radial tjrpe, the principal diorous^fares con- verging to a common center at or near the City Hall. The renntmng streets are laid out. in a general way, on a rectangular plan, parallel with, or at right-angles to, the general east and west course of the Detroit River. These general char- acteristics of street arrangement have existed throughout the period of growth of the street railway system in Detroit. The main radial thoroughfares, such as FcMt, Midiigan, Grand River, Woodward, Gratiot and Jefferson originated in the Mghways leading from Detroit as a carter to various other important pomts, such as Toledo, Fluit, Pontiac, Saginaw and Port Huron. Upon these streets there must be handled to-day not only tlie street car mSk. but an enormous and rapiftty increasing vehicle traffic Locttioa of Bniineiii and Fiictoiy Diatrkti The original importance of Detroit was its location as a shipping point on the Great Lakes route, the industries employing large numbers of men bdng then along the river front As the dty grew, the retail district built up aloi« lower Woodward Avenue, this general condition conthnhi^ until the manttfa^uring industries reached their present importance. The greatest increase came within the past ten years as a result of the enormous growth of the manufacture of aulo> mobiles and automobile accessories. 31 This manufacturing growth took the form of a girdle of factories, in a gmeral way* surrounding the older portions of the city of Detroit and following doicly Ae bdt inct of the steam lailroads. The influence of this circle of fac- totiet iyhag akMi low macs mSUlfy inm the dty't oenler and wM rt w mdi i ig to a great extnit die |iriiid|ial resMcntial ^atrids haa a naterial beafh« upon the wwwiB iiK jropoNmon ox ucKrotc The ftrst United Sutes census, in 1773, shows a population of 1,367 for the amiciimt of Detroit (not tnchidiiig soldiers), from which the population has iiic«fiei to aboot 660yO(MI for the dtjr and immediate solmflia in the year 1914. proper from P.S.CHM Ybmi Rub U. & Gcnm 1773 1387 1,660 1810 1,770 tm 1830 31,0i6 45,619 79,603 116,340 306,076 1B6JM ijpiio ma 1870 1800 274,500 374,000 M^OO llf» 318,967 1913 1914 The rate of increase in population of Detroit has been steady and at times rapid, the periods of greatest growth being from 1880 to 1890 and from 1900 to 1910. Between these last census dates the growth was 63% for the city proper and 57.1% for the city and suburbs. From 1910 to date the increase has been at snliatantially the same rate as the prcvioiis period jast mentioned, based upon tlhe heat obCahiable dty 'inforintion. Coomaiiaoii with Growth of Other Cities In order to appreciate more clearly this growth, a comparison is here shown by curves plotted for Detroit, Geveland, Buffalo, Cincinnati and Milwaukee. These cities have been selected as being comparable by reason of location, size and general characteristics. The curves show that Detroit follows the same tmtral growth thrm^ decade periods to 1900^ and from 1900 to 1910 Detroit has omati ' yf e d affl of the otfier cities cxoqiC Oevdand, which it is rapidljr over- Growth in Area of Detroit The growth of cities varies greatly, due to their geographical situation, topog- raphy and surroundings. New York (Manhattan Island) and San Francisco are restricted by large bodies of water and Pittsburgh by high hills and ridges. These two types are quite different from such cities as Detroit, Buffalo, Qeve- land and Ifilwaiilcee, when the avaifaOik area extends without restriction except in one directaoo. The map on the foOown^ page shows the cky limits of Detroit at different periods. From 1857 to 1875 the city limits comprised an area with a frontage aa tfie river of about four miles, and extending north from the river about three miles. From that time to the present additions have been made resulting in a city lengthened along the river front to about 12 miles and extending at right- aqg^ to tfle river akmg Woodward Avenue about five miles. At die present time, from a tran^ortation stan^Kiint, tiie adjacent districts, such as Highland Park, Hamtramck, Grosse Pointe and River Roi^, must be taken into consideration. Having these districts in mind, the piesent extent of the area tributary to the traffic lines is 14 to 16 miles long parallel to tfie river and about 7 miles at right-an^es to the river. PaM^r»id PimihmioH ofPlofri«tion The area, population and density are shown in the following taMe: Popidation Dcnaitar of the City of Detroit Ymim. Area in square mDes Population by U. S. Census Density per square nule 1820 i.ao .6.S6 13.75 1^ 9,124 4%ei6 1^ 1,734 3,878 1840 1880 16.00 28.35 40.79 41.76 116,340 285,704 465,766 507,468* 7,230 10,077 11,418 14,310 1900 1910 1913 *"T*«-ntTit The statistics of the surrounding suburban districts were not accessible for the early periods, and, therefore, the comparisons are confined to the area within the city Innits. The relation of area to population shows an increasing density, usual hi cities ^idnch have attained Ae siase and dimensions of Detroit. The ^stribotion and tiie growdi fay districts of iSm urban population is of greatest importance in this present investigation. 'The fesuHs of a study of this subject .are shown on MAP 3, giving the population of Detroit and suburbs by districts. The city proper is divided into rectangles of mile by 3^ mile. In each rectangle is shown graphically by shaded areas the relative population for that section for the years 1904, 1907, 1910 and 1913 ; the population being shown in figures on or beside these areas. Similar information has been shown in the soborfaan districts, giving the total for each town on the same scale as for the 33 4 I l«ctangular areas in the city. It was impossible to obtain data for dividing these suburban communities into rectangular areas, so that the shaded areas and figures five tfie total for the whole suburb. Tlus distrflwtiuii of the population of tlie city of Detroit was oonqiiled by the use of dty duectories, apgltpog residenoe factors taken from die United States Census for each district These compatatioas were checked against the school, state and ward censuses and various other available sources of informa- tion. The total population of the city compiled by the above method for 1910 checked within from 1% to 3% of the United States Government Census. The greatest rate of growth is shown in the outlying and suburban districts, iNtt a very general increase is apparent in all parts of the city, excepting some of ^ older districts. This is particulaily noticeable akx^ (he water-front, where busmess is crowding out the residences. The extreme outskirts of the dty, where street opening and general inq>rDvements have not been general, are also below the average. The decrease in population of the township of Springwells is apparent only, being due to the inclusion of parts of its territory within the dty limits as extended from time to time. (See MAP page 34.) The densest populated area in Detroit lies in the district east of Woodward Avenue and bounded generally by Jefferson on the souUi, Canfield on the north, and Mt. Elliott on the east Withm this area the populatkm ranges from SSfim to 53,000 per square mile, which is not high for a city of 600,000 people. Farther away from the heart of the city the population becomes less dense, decreasing to from 15,000 to 20,000 per square mile, and in the suburban residence districts much lower. Within the limits of the present town of Highland Park the population is about 5,000 people per square mile ; Hamtramck being nearly 6,000 per square nrile, and tfie other subuchs somewhat less. These densities are not unusual but are representative of conditions in most American suburbs of this dass. The most striking characteristic of the population of Detroit is its markedly regular distribution as compared with other cities. Another pre^Mninatii^ feature is the large number of individual detached homes. Roughly speaking, 70% of the population of the city is included within the bdt line railways, or what we have termed the "girdle of factories." The future growth of tiie dty must be looked for in the outlying and suburban districts and in a change in the nature of the older residence districts where already individual homes are being replaced by the erection of apartment houses. These facts regarding the growth, distribution and density of population are closely connected with the development of the main lines of traffic. The quality and extent of service on the traffic lines in turn affects the distribution of the population. Induatrial Qrowlli The first mwuif acturing census of the United States was taken in 1899, and additional censuses in 1904 and 1909. The labor department of the State of Michigan took a similar manufacturing census in 1913 for the city of Detroit The following tables, based on the above authorities, show statistics for the city of Detroit, giving the value of various articles manufactured and also manu- facturing statistics of Detroit compared with 4 other cities of similar type and 35 approximately the same size. These show that Detroit in 1899 had manufactured products of less value than any of these cities. By 1909, however, the value of Detroit's mamtlactiired products had increased in ammmt beyond all except dcvdifML The rate of incicase in Detroit Irom 1899 to 1909 was 188% Cleve- land in the same period increasiiif oaiy 95%, BulEilo 10^, MiHvaiikee 88%, and Chicinnati 37*. Of this total increase in the value of manufactured products for Detroit, 36% was in automobiles and automobile accessories, the money value rising from practically nothing to $60,000,000 in the 10-year period. The 1909 census also shows that Detroit produced approximately 24% of the total value of all auto- nohiies mnnttfajCtmied in the Umted States. In 1913 the total manufactured fTOilncts of tiie city wttt vahicd at $410,000,000, of which $206,000,0 Ml repre-' aenled automobiles and aiccessBts' 1904 42 3,188 7,912,000 1,721AX) 9,423,000 1890 84 3,003,000 1,874000 6^170,000 ShuBbtcring and meat packing 1909 29 983 3,340,000 571,000 12380,000 1904 11 486 1,251,000 279,000 5,350,000 1899 16 417 1,185,000 238,000 4,060,000 36 Comparative Statistics of Manufactures and IndustEfct Census year Number of es- tablish- ments Persons engaged Expressed in thousands of dollars Capital invested Salaries Value of pradncts Value added by manu- facture Detroit.. Clevdaad. Buffalo. lOwankee.. CI •1913 1909 imi 1899 1909 1904 1899 1909 1904 1899 1909 1004 1909 1904 1899 2,534 2,036 i,m 2,148 1.616 1,350 1,753 1,538 1,478 1,764 1,527 1,419 2,184 2,171 2,454 156,687 95,841 55,718 98,686 72,362 61,246 50,390 68,933 49,843 72,488 68.954 190,125 91,038 227,397 156,321 101,243 193,041 137,023 95,740 219,391 161,494 10M04 150,254 130,272 108,464 58,267 28,684 20fi€i 63,559 41,749 31,971 38,074 27,164 19,107 40,842 26,646 21,407 43,860 36,467 29.541 410,000 252,992 128.247 88(860 271,961 171.924 139,356 218,804 147,378 106,627 208.324 137,995 lMgB84 194,516 166,059 141,678 122,774 61,666 41.8S0 117,046 74,346 62,891 82,266 59,011 39,088 87,703 66.892 81.100 92,864 82,801 70,287 * Estimate State Labor DciMitment of Iffidlipui. 37 PRESENT STREET CAR SYSTEM Hie iffBt effort Unvard pciblic transportation in Detroit was imliiiilcd in ISI7 m&k m omnilNis line on Jefferson Avenue. This was a financial faitere, bat in 1853 the line was reestablished. The population of the city of Detroit at tint llaie was given by the United States census as 41,375. The first street cars were introduced in 1863 and were horse drawn. From this time on additional horse cars were added until 1893, when the period of electrification commenced. Since that date the overhead type of direct current street railway equipment has progressed through the uaoal stages nntfl to-day Detroit is operatiii^ donMc truck, pay-^w-yon-enter caw on ita priadpal Hues. Tile pfCfcnt entire street railway system of the dty is operated by tlie Detroit United Railway under a unified management. This company also owns, con- trob and operates the various interurban lines entering the city of Detroit. The history and growth of the various city lines is not pertinent to this investigation Other than as a matter of record, except in so far as some of the peculiarities and limitaticms of the constituent companies are retained in the existing qrsteoL The foOowiof "family tree** sliows the constitnent comp n ies fonning the Detroit United Railway and the date of their mcovpoiation and consolidation. Limitations of Constituent Companies The continued existence of different rates of fare and different transfer |H-ivileges on various lines is detrimental to the general service, as tending to divert traffic from its normal channels and to crowd ports of certain Hnes. Tliere is also a continastioa of occasaonal nidirect rootiiigs of cart in order to avoid nmmg them oier tiie "dc Unes," and cooqilicated questions of expiring f ran- diiscs, affcctinf in some cases only portions of certam tracks. After examining these features of the existing system, it appears that no permanent, adequate rerouting or extension of the street car lines can be made without eliminating these questions. The recommendations in Part I are based on a uniform system of fares and transfers, and the utiiaatiQa of tracks on various streets, mtefcomiectfaNii and additions witiiont regard Isi^ tfie prcMiil linitataons upon fares, transfers or telloiitiiig The principal street car lines in the city of Detroit follow substantially the main thoroughfares, mentioned previously m the discussion of the dty. This pves a system of co n v e rgin g Hnes, ce n teriug approodmatdy at the Cky Hall, and a smaller number of cross-town lines operating on the east and west streets. There are 20 principal Imes of street cars m the city system and 8 hUerarban lines. The 20 principal lines are further subdivided into various. roatc% fines haviug as many as 25 different routes. 39 The tenn route is applied to the qiecial portion of the various fines over whicii certain ours operate in maynf Hieir round trip. Tiw statement on page 41 gives in tiMar fofm the 20 lints, together with the leivth of each main nmte, the number of routes indnded in each line, the car trips per anmnn, the paiacnfers per mile of single track, and the total number of passengers carried, for the years 1913 and 1914, from which the relative im- portance of the various lines is readily noted. By referring to MAP 1 it will be seen that 14 out of the 20 above men- tioned lines pass through the heart of tiie dty. Of these, the heaviest and most impoitani are the Woodward, liidi^an, Jciierson. Founeenlfa, Fort and Baker lines. %rtfcrenix to MAP 5 the locatioii aiMi detailed routing near the heart of tiie city can more readily be followed. So f ar as tiie present traffic conditions ate ooncemed, all the street car lines may be grouped into four classes : 1. The outlying, cfoss-town and comiecting lines which do not enter the center of the city; 2. The lines which run substantially north and south tittOUgh the con- gested district ; 3. Tht linca whidi run genefaiy cast and west across the congested 'distncft f 4. Tht inlentfban lines wliidi enter Oie congested district from alt Outlining and Ciuiiliiwii Tiiwa riiniliiiiw, Ocaad (Jincdoa Minmm}, Sondi ChoM^ SpingwtiiB, Tyid Stnot Dtpol; Vk^ These lines at present perform the gmeral function of a transfer between tlie various radial lines which they intersect, or give some special service in carryif^ traffic from outtyii^ parts of the city to groups of factories. Belle Isle, or other localities. This group of lines carried 33,620,467 passengers in 1914. Of these lines the most important is the Cross-town, which carried 28,469,966 passengers in 1914, of which 15,261,453 were non-revenue, this line being essen- thdly a transfer line across the city and also operating north and south through the east portion of the city to the approach to Bdle bridge. Tile oter lines in this graiqi are of minor i mp o rt an ce so'far as bulk of ■nunc IS coBcenien* The Vktnr line snppfies principally a rush hour servke to acco m modate the factory workers in the northeast part of the city. The Grand Belt is a new line north and south on Junction Avenue, at present operating from Fort Street to Warren Avenue, giving a transfer service north and south through the extreme southwestern part of the city. The line has been in service only a short time but the initial traffic has been SO heavy M to kidioite tfiM it win devdop into a useful coi ui c c t i n g Imk between Ike stroets l u wHi e md lines Running North and South Through Congested District— Brush, Fourteenth, Hamilton, Jefferson, Trumbull, Warren, Woodward The term "congested district" refers to the general territory from the river to Grand Grcus, and from Second to Brush Street This graiq» of Unet carried a total of 14533^22 passenfefs(kidn^ trsnsfers) m 1914. This doci not flMan thai Mi munber of passeoyefs wcft 40 O CO lO 00 CO iO r» S o> eo ^ 1.^ os^Oi^c^ ^'^-:< 1 ^ CD ^ ' S coi »oJsSt2$ SS^wS 5SS53^ a^as^js lecco C4 s o z H (A < *> C S3 !> ^U3 §co^r^t» CO r» Q Q ^^co « » (N O CD do OS cpoa.H'^ lOt^t^cQto c<-^co«o^ OQtOC^I^ lOrOO'^COtO QOCO00»»-< iS CO o ri w a CJ ft, g d 2 S5 §ili§ ^t-eor^ ooeocot^us '^-^oegego - ceosoocios C4ioi» CO CO CO CO O 03 CO eo CO e S H I* S w o aeo^^iO -MODC^Qi^. aoei«^*«« MM^teoo all ® 2 0 Jogs CO ^ S8 o e I I o e I «2 I & e M _ cn C u I -2 Z^i%J» i^ll'i J2|^£| ■ags^g i^U^ tgsll ||2§| fSi^hi f^^Hi s < e I s Xi 3 41 carrM mmm Ibt congested district, kit it shows the importaiice of the lines in general terms. Practically all of these lines at some port of their passage thraogh the con- gested district (see MAPS 1 and 5) nm on Woodward Avenne or Griswold Street. These lines in nearly all cases carry the north and south traffic not only to the center of the city but down to the river front, reaching the varions boat landings and other important points in this part of the city. I ii iil i rii Running Generally East and West Across the Congested Dis- trid— Baker, Fort, Harper, Michigan, Michigan Central Depot, Myftw^ iincfiimi These lines can be fairly classified only under the above heading on account of their running generally east and west and crossing the north and south group in the heart of the city. The individual characteristics of the lines are quite liitincl, the Michigan line, for instance, running from the extreme nordi- westem portion of the dty sondieasterly via Michigan Avemie to the Gty Hall, and thence via Gratiot to the extreme northeastern limits of the city. The Fort Street line on iie other hand extends from the extreme sottih- westem portion of the city at the River Rouge almost due east along Fort Street, through Cadillac Square, and thence a portion of its service is carried easterly to the district near the Belle Isle bridge. The other lines approai^ from varions directions, and either loop down- town or cross to some other district on the opposite side of the dty. These lines carried 13(^53,415 passengers (indudhig transfers) m 1914. Here again it must be noted that all of this traffic was not carried across the center of the city, but the figures give the relative importance of this group of lines. falornrban Lines Entering the Congested District from Various Direc- tions— Pontiac Division: Flint Division; Orchard Lake Division; WfrnOom Diviiioii; Detroit, Jmekmm ft Chicago Railway; De- troit, Monnie ft Tolodo Sbon line MaHtmi^; Rapid Railway; RapM Rftiiwaf— Siion Lim mvialon Tlieae Kncs enter the city f rcmi nearly every direction, passing over the main liiiromhfares and looping on various streets in order to pass the common trans- fer and waitmg station at Gfiswold and Lamed Streets. (See map on a fdllowti^ page.) The service on these Hnes is by means of heavy inlerurfaan cars, and m some cases by two car units. The frequency of service during the rush hour on the different lines varies from 10 minutes to one hour. These lines perform a valuable function in connecting the city with a very widely distributed inter- urban district, and also run a through service to cities of considerable size. JBpQiIB1J«3DCmi» The rolling stock passenger equipment of the Detrmt Untied Railways' alky lines consists of the following: 42 CJTY PASSENGER CARS, Single truck, closed 300 Single truck, open 187 Single truck, PAYE ...199 686 Double truck, doeed SO Double truck, open — Double truck, PAYE 572 622 Total 1^ The ralliqg stock iu frnenl use on the principal Hoes, sudi as Woodward, IfidiiKaii, Jciimii, HamiliQa, Fort and TraBdmll, cmmists of double truck, two motor, pay-as-you-enter cars, seating from 40 to 46 pa ia cn g e rs and provided widi the usual large platforms for loading purposes. These cars are heated with hot air heaters and the air brake equipment is operated entirely from storage tanks lilft cars, which are recharged usually at the end of each round trip. The cars Mtt itted with cane seats and are provided with folding steps, whidi are raised when mtm cjcit and entrance doors are doted. AH cars ate hdlt for siiq^ end operatiaii. In feneral, the bodies of these cars are of wooden oomtraclioii. On various lines of lesser importance and on smne lines of considerable importance, such as the Fourteenth, Sherman and Crosstown lines, most of the equipment is of single truck cars of various types of construction and of seating capacities varying from 28 to 50. On other lines the equipment is of a mixed character, aome being: modem pay-as^you-enter cars and others of the above mentioned older type. In genen4 about half of the equqiment is doubfe tnick, modern type, por-ttt-jou-enter cars in good operatii^ condition; the bahmoe, while genen% lerviccabie, is not adequate to handle the rush hour traffic on some of the finei on which it is still used. Some of the older cars are in bad condition. The track and roadway are in good condition in the congested district on the principal lines, but on the less important lines and in outlying streets their con- ation is poor. The present standard construction consists of 91# T rail, on whUe oak ties embedded in concrete. The qwdal work consists of 114# grooved lai of a modem haid center type. The omhead construction consists of 00 imma, ' iip pe r tronej wnc 44 PRESENT TRAFFIC CONDITIONS IN DETROIT The general traffic conditions in Detroit, in so far as the periods of travel throughout the day are concerned, are in many respects characteristic of most American cities. From midnight to 5:00 A. M. travd about the city is very light, except for special groups of night shift en^oyees feavmg factories about midnight and for whom a separate "tripper" service is provided. Commencii« at 5 :00 A. M., and in some cases slightly earlier, the movement of workmen on the various lines gradually increases up to about 6:30 A. M. and ends about 7 A. M. This is followed by the usual morning business movement to the retail stores and office district In tile period between this morning travel and the evening rush hour, traffic is of a mixed nature, varying somewhat with the season of the year and without marked characteristics, except the diachaige of the afternoon shift at some of the larger factories, which requires a special "tripper" service from about 3:00 to 4 :30 P. M. The evening rush period occurs from 4 :30 P. M. until 6iOO P. M. There is a further large movement during the evening when the crowds are handled. In addkkM to these usual daily phases, there is a considerable seasonal change hi the number of passengers to be handled to and from the boat landings along the river and a still more fluctuating and irregular demand for service to Belle Isle. The traffice to the last mentioned point is oonsidei«d under a soaiate heading. The general traffic conditions at other than the rush hours are not at present difficult to handle satisfactorily with the existing system, except that certain extenskms into districts not now served should be added (see MAP 2) and cer- tain increases in service to meet spcdal conditions should be provided. These are mdnded in our recommendations. Rtish Hour Traffic The rush hour traffic conditions, however, present an entirely different aspect and one which will require radical treatment in order to make them satis- factory to the traveling public. As previously stated, Detroit is of a semicircular type with radial traffic arteries, the diredion of traffic being prindpally to and from ttut heart of die city and the river front, and to and from the geneially senucuodar belt or ^idle of factories. The residence portion of the dty, whkh forms the morning startii^ point and evening terminus of the average passenger's daily trips, lies principally j between the center of the city and the girdle of factories, with a residence dis- ' trict rapidly building up beyond these limits. The result of the relation of these ' parts of the dty is the passage of a large proportion of the total rush hour move- ment to and from and across the center of the dty. The suggestkm has been made of possibie relief fay bett or cross-town Imes, to provide routes which will carry people to and from dieir homes and places of employment without passing through the general center of the city. It is obvious that a large proportion of those whom such belt lines would be i expected to divert from the congested area would be the factory employees en- gaged in the girdle of factories to which we have referred. As a rule, in other i 45 cities where they have been tried, belt lines have not been succcssftii, except in limited territory and to perform a special service* Bistribiitio& of 45^11 Factocy Empl o y ee* We made an investigation of the distribution of factory employees, com- prising all of the principal types of active industries in the city, by examining the address lists of 11 groups of factories. On MAP 8 the location of each of tiiese 11 factory groups is indicated by large figures surrounded widi a cifde. The dty area is diown divided into 1 nnie squafct, and ffom the address lists of tlK employees in^ tlie various establishments the residences of 45,611 employees have been located in the various 1 mile squares. In cadi square are shaded areas, numbered on the left from 1 to 11, which represent graphically the number of employees living in each square mile and working at the factory group designated by the number at the left hand end of this shaded area. The figures on the right of these areas give the same information numerically. It vria be seen at once that wUfe a considerable proportion of facloty iPMieffs ive within w^kin^ distance of tiietr phue of empl oy me nt , Ae great majority are scattered over piacticalty every section of the city. This general distribution is due in part to the fact that different members of one family have diverse occupations and places of employment, no one home location being convenient to all. In Detroit there is also a constant shifting from one factory to another as the forces of the plants are frequently increased or decreased. The followiiv table shows ^ estimated nomber of the 45,611 factoty woffhers who walk, the mimber who ride witfiont passing thnmi^ the oentral 4&trict, and the number riding or transferring throogh the oentral congested district of the city : OissHiti Mofvoment of 4%fin Factory Workers N&of Ifiman of Workus Who Rkach Thkib Puck 'Of' Wiwumum sv: FacMqr Walking a nuud- mum dirtimkce of Car lines through fwnrrtHI diitnct Car lines outside coDgested district Total t S s 4 • • f S 9 10 11 9LMi f,ffla i,fin 660 1,902 1,113 8G0 UN l«l m 370 8,8011 1,948 1,068 2,505 501 905 127 195 9B0 5S5 170 ss 3,118 1,744 2,064 850 798 444 166 15,241 6376 8,068 4,999 4,467 2377 1,745 1,736 1,1094 808 706 a given on MAP 8 nyni 12,054 39.4 20,688 49.4 45^11 100 1 Mw WoilBsra ha '. Datraifc in 1 u hf Mhmm TMUa ggrel Hymn 17,111 198^000'* *iy|Mm tottt — b» al pcop— mmfA m ■■imfftiiriHg iadartriw «iriiMivt o< hand iiiduiallM. 4fi The figure of 125,000 factory workers for the city of Detroit for the year 1913 is estimated from the State Labor Commissioner's report for 1909. Assuming that the various factories selected in making up the above table are fairly representative of the whole city and dividing the above 125,000 workers mlo the sane 4m dasses, the indications are tiiat approximately 33,000 factory worim pass tiiroagh the heart of the city in the »oiiiii« and mnng. A further check upon tfiis transfer of factsory workers tiuoagfa the heart of the city, to indicate whether or not they are concentrated upon particidar lines or have a very general distribution, is shown by the following street comer count, which was made in the early morning hours when the vehicle and pedes* trian traffic is practically absent from the streets in and about the City Hall. Street Comer Comt of Transfers in and Near CadiOac Sqoaie and City Hall from 5 :30 A. M. to 7 KX) A. M. This comt is only a general indication of rdative %nres as at times tiie tnuiler was m heavy ft became iwipOBBiMt to trace all the passengers TO fSOK Woodward . North Fort West 212 Fort East 409 Baker East 454 Mkhigan East 1,233 Simman East 106 Sherman West 167 Harper West 60 Fourteenth West 23 Fourteenth East 1 West Warren 1 2,666 Jefferson Soo^ MyfOe Sooth 7 Harper West 16 Woodward SouA ...........*. 1 Sherman East 51 Sherman West 57 Fourteenth West 67 Fourteenth East 14 Fort East 570 783 JoffersM North ...... Harper West *,...••... 19 Sherman West 21 Fourteenth West 36 76 47 HI FSOII Jtiiefion West Fort West 127 Fort East 14 141 Fort East Trumbull South 1 Jefferson South 16 17 Fort West ...Myrtle South 38 Hamilton South 10 Jefferson South 191 TmnibtiU North 9 248 Fourteenth East Jefferson South 18 ^lerniaii East ..*...».............. 3 21 Fonrteentii West Sherman East 11 '^Knnan ^ATcst ......................... 44 Jcffmon North 4 Harper West 13 72 Sliennaii West ....... Foorteenth West 58 Fourteenth East 37 Harper West 11 Jeffetson West 16 122 Sherman East Foanecnlh East 73 Sherman South Jefferson South SO Myrtle South ........Fourteenth West 24 Fourteenth East 3 Sherman East 21 Jefferson Sootfi •...>'••.* 2 SO Myrtle North Harper West 3 Fourteenth West 2 Jefferson North 2 Shctman West 4 U Myrtle East Fort West 14 Myrtle West Fort East 79 Trumbull North Fort East 15 48 This table shows that practically every line crossing the heart of the city contributed to the loading of every other line, and that the heaviest transfer to Woodward nMlh was from Michigan, Baker and Fort east ; the heaviest transfer to Jefferson south from Fort east, and that Woodward north received over half of the total transfers. Starting from any one group of factories and following tiie traffic lines of tfie city across MAP 8, it will be seen that no new belt or cross-town line would serve a majority of the people in this factory group, but that on the con- trary the easiest and quickest route in most cases from their homes to their place of employment is directly through the center of Detroit. It is also true that dofio^ tibe rvuAi hour more frequent service given on these heavy lines tocowidpossaiiybcmaiirtainedonanyspcciaibelt^eni. Conflicting Crossings Causing Traffic Congestion For purposes of analysis the trafilic in the congested district may be divided into three classes : 1. lines running north and south, or those on Woodward, Griswold and paraUd streets; 2. Those runnii^ east and west, or cross-town lines, crossing and inter- secting the former at right-angles; 3. The interurban lines whidi run in all lanation OaiHNl''A" is the average of a large number of stop watch observations of cars passing through the congested district without vehicle or car croming interference wiUi an average paraeivar loading at each rtop improximately aqasi to dw awrage pameagtr hmMag at each atop of cars observed in column "B." Cohmin "B" h^^vM a ge^^rtog ^iwUA observations of the running and loading time of all can Future Tx«ffic Growtfi The car frequencies per hour shown on DIAGRAM 9 wpres e nt tfie traffic conditions of the 1913 schedule. It is desirable, however, to approximate the future vohune of traffic in Detroit in attempting to lay out a suitable plan of relief. 51 The total street car revenue passengers per capita in Detroit and its suburbs have increased from 198 per annum in 1904 to 340 per annum in 1913. an increase of 71.8'/f . This increase has been quite regular with the exception of a slight set- back in 1908, and in 1914 the revenue rides per capita dropped to 333, the de- crease being probably due to busincsg con^fitioas. (See diagram inlOammg The history of other Amercian cities shows that on reaching a popcilation of from 700,000 to 800,000, the rides per capita do not increase at Ae same rate as formerly. It is. however, safe to predict that even if the revenue rides per capita do not increase there will be a growth in the number of passengers trans- ported by the street car lines, due to the continued growth of the city of Detroit, and this most be met with larger facilities. The present conccntralioo in liie limited ar^ of the business district is, we bdieve, a iimily fixed diaracteristic of die city, and this district will con^mne to be the temunus or the transfer and passing point of a large fw op o rtioo of the additional passengers who will have to he hantUed. There is notable building activity noriluvard along Woodward, consisting of retail stores and office buildings, and arouiul ( irand C ircus, consisting of large modem hotels and office buildings. The further progress northward of this de- vdopment is probable, and a similar growth east and west of Woodward on the adjacent streets between Grand Grcos and Fort is already noticeable. As the c^ grow s this business area will expand in various directicms and even new centers of business activity may develop at a greater distance from the City Hall. However, when viewed from the standpoint of the whole city area, this expansion will change only in a minor degree the general character of the con- centrated congested center of business activity to and from which the great bulk of tile ^uly rush hoar traffic must be moved. As the three and four story build- rags usual in this district are replaced with modem high buildiims, the traffic congestion will inevitably increase. Another condition which will prove a factor in the growth and concentration of traffic is the building of apartment houses in districts containing detached resi- dences. This will concentrate a large population in a small area and enormously increase the traffic tributary to the adjacent transportation lines. At present this growth is principally noticeable in the district adjacent to Woodward north of Grand Gnm and extends more or less all the way to the Grand Boulevard. Any for traffic relief and ext^sions should be laid out to meet tbt im- mediate demands and obvious future necessities, combined if possiUe wfdl as great flexibility for extenuons, a d di t io n s and changes as future developments may i»we necessary. 52 nOPOSBD imiSDIATB KBUBP WITHOUT LAIKIB SJCPBNSfi UK XlCiil#& VllJilf IJwo llteet Collectors The introduction of street collectors, as suggested by us early iti December, 1914, has demonstrated the practicability of loading more rapidly than heretofore by the simultaneous use of the front and rear doors. A collector in the street receiving fares at the front or exit door of the car, and at the same tine assisti n g passeiifers as ivdl as actinfr as a disintdier, secmes the prompt movement of cars upon the hkmring of the tralHc officer's whistk. By this means a more uniform movement of cars is eficcted* due to their beine loaded and ready to start when the crossing is clear. In congested traffic movements, the question of a few seconds in a single (^ration is vital. The time actually occupied by a car in passing over crossing tiadks m very small oHnpared to the time required to start and readi the crossing, and when to this time is added a deky of some seconds before Ae car starts an mmcccssary lots of time occurs, during which the ciiiiiiflf is idle. The idoA maximum o^dty can be obtained only by moving cars in groups in both direc- tions over the crossing on one route, and following these by an immediate move- ment of the (qjpqsing traffic the instant the rear of the last car has cleared the crossing. Checks of the loading periods, crossing delays and general car movements on Woodward from Jefferson north to Grand Grcus, 4mmg the evening rush, indicate tihat with the front door collectors now stationed at Fort, Staie and Grand River, the nmnn^ time has been material^ reduced and tiie c o nges ti oo and blocking of cars very greatly relieved. Where the loading is very heavy, it is frequently advantageous to all con- cerned to shut off passengers crowding on the first few cars and to dispatch these cars rather than delay the whole line to allow a few additional passengers to board. This can be done by the street collector, who must cooperate with the traffic oAicer at the crossing. The proper handling of vehicle and pedestrain traffic at these crossings re- quires that they in like manner moii|||^^ with the traffic signal. I he use of s]}ecial police officers for this polpvlrStatc Street and Woodward Avenue is of great assistance. Pl at lb im Changes in Piy-«i>yoii-«nter Cart A further increase in the loading capacity of the pay-as-you-enter type of cars could be made by converting the rail dividing the entrance from the exit steps of the rear platform of the car iiito a removable one. By removing this tai at heavy blading points it would be possible to load passengers at Aree en- trances-^one in front and two at the tear. This would ap p ro xi m a tely cut the jfmj^t^' time to 'onc-tlwd.'' 54 Slop Stops and Two-car Units All car lines within a city have periods of greatest demand for service, de- pending upon the character of service predominating; that is, whether a transfer line or line of originating travel. Obviously, the capacity of any line where the prmc^ traffic during the rush hours is m one direction is limited by the number of cars which can be operated during tfus intervaL To handle traffic properly, a study of two important considerations is necessary— the ntunber and capacity of cars, and the scheduled speed. Increasing the number of cars to reduce crowding only tends to make con- ditions worse, unless scheduled speeds and delays are taken into account. The increase of scheduled speed of cars does not necessarily mean an increase in haaard, as the scheduled speed can be increased by reducing the number of stops. The method of operating two-car units has been successfully tried in a number of cities and has resulted in increased capacity. In Denver, Qllofado, two car units have been in use for some time and have practicaUy solved the peak hour problem. The double unit feature enables much better time to be made in congested thoroughfares dian is possible a multiplicity of single units, and provides from one-third to one^udf greater seating capacity. The running time with double units has been found to be practically the same as with single units. One of the best examples of the increased capacity whidi can be obtained by the two-car system and skip stops is on the Superior Avenue line in Qeveland. On this street, where formerly conditions of bad crowding and congestion of cars obtained with the operation of single units, by the introduction of two-car units sad the reduction of the number of stops from 15 to 9 per mile, the headway has been changed from one mimtte to one ounute and a half, and congestion of cars on the streets has been eliminated. In 1913, 40% more passengers were carried than in 1910, and the capacity of the line is still well under the limit. Trailer car or two-car operation has also been used with success in Buffalo, Milwaukee, Pittsburgh, Newark and many other places. ^ In Detroit, on the principal avenues where recommendations are made for trailer car operation with skip stops, especially on Woodward Avenue, it is esti- mated that by usmg a large, light weight trailer car and reducing the iiumber of possible stops per mik from about 12 at present to 8, the scheduled speed wiU be raised about 10% and the capacity of the line 50%. The introduction of skip stops and trailer cars will considerably relieve the present congestion and enable additional traffic to be handled for a considerable period. Temporary Rerontfng A serious element of delay at the present time is due to several car move- ments which can be partly or wholly eliminated without any additions or altera- tions in tracks or switdies. The north bound Brush Street cars at present routed from Jefferson via Woodward to Monroe should be rerouted from Jefferson via Bates Street, across CadiUac Square to Farmer, and thence to Monroe. This route is practically as 55 convciiieiit as at ptesent and the wmovai of these care ffwa the crams at Wciodwaid and Monroe will be a great relief . The saiA homd congestion on Woodward Avenue during the height of the msh hour may be relieved by rerouting some of the Hamilton Avenue cars south flora Grand River Avenue along Griswold and Shelby to Jefferson, thence to Woodward and north as at present. The Rapid Railway interurban cifs have a very bad routing froai Ifonroe across Woodward and along Midiigan to Griswold. where Ihey torn south on Griswold, crosshig and opfiosing all of the lines at that point Rerouting these cars from Monroe sooth on Woodward, and making the internrban loop through Qngress in the same way as the Pontiac and Flint cars, would simplify and Itirve both crossings. Returning, these cars may pass east on Congress, up Bates to Farmer to Monroe, thence as at present. The Detroit, Jackson & Chicago line east bound may be rerouted down Michigan to Shelby, Uience to Jefferson and around the hUerurhan loop past Gris- wold and Lamed, rctornang as at present The Ordiard Lake line may be run east bound down Shdby to Jefferson and hiop thence htA up Griswold as at present The above changes can be made at once and will give material relief to the crossing congestion. 96 PROPOSED COMPLETE REROUTING OF SURFACE CAR LINES The reiontings, changes and improvements just described will accelerate car movements and give material immediate relief, but the present unsatisfactory conditions can be still further relieved, and in a more permanent way, by carrying out the comprehensive rerouting scheme hereafter described. The following detail plans of rerouting are intended to permanently relieve the present crossing interferences ; to overcome the downtown congestion, and to accelerate car movements throughout Detroit with a minimum change in the estaUished car routes. Through Lines Instituted in 1895 The principal and characteristic cross-town routes, such as the Michigan, Gratiot. Baker and Jefferson-Grand River, were made up. it is understood, by combining in 1895 scperate lines on either side of the city. The condition at that time apparently required such an arrangement to relieve tlic existing congestion. The usefulness of this through routing system is limited by the operating capacity of the crossii^. The limit of the capacity of many of these crossings has now been reached and a sohition of the problem of present congestion requires that the through routing of cross>town lines be reduced to a minimum so as to de- crease crossii^ interferences. Traffic Counts Commencing about September 1. 1914, and continuing until the latter part of December, we had a corps of observers who rode on all the city car lines, counted the passengers and observed other conditions. This work was divided into two classes: 1. The continuous riding of lines from one terminus to another, recording ^ number of passengers loading and unloading at every street comer ; the time from point to point; the ntunber of passengers on the cars at various points; transfer conditions ; and a few other special items peculiar to individual lines. 2. Additional trips on all lines through the congested district extending from the river to Grand Circus, and from Second to Randoph. The records of these observations are divided into four periods — the first from Sm AM. to 9*0 A.M.; the second from 9«) A.M. to 4:00 P.M.; the third from 4.00 P.M. to 6K)Q P.M., and the fourth from 600 P.M. until mid- night. The object of the first class of trips was to determine the source, destination and general characteristics of the traffic movement on each line. The second class of observations, confined to the congested district, were made with the view of determining by a larger number of observations all the details of the loading and unloading conditions and the proportion of through traffic from one side of the congested area to the other. 57 The details of t!iese observatioiis are contained in tabulated form in Appen- dices B and C, and are given in diagrammatic form in the following chapter. It is quite ohvious that the double crossing of Woodward Avenue by the Fort Street line in order to loop around Cadillac Sifnare (see MAP 5) is, from a standpoint of convenience to passengers, totally unwarranted. If this line were turned in a loop on the west side of Woodward at the City Hall (see MAP 5 A) it would require the present loading point of passengers to be transferred only 200 feet from Cadillac Square to a point on the opposite side of Woodward Avenue. The Michigan-Gratiot, Michigan-Mack, Sherman and Baker cars crossing Woodward Avenue duriiig the rush hours are crowded and give the superficial observer an erroneous impression of the importance of this cross-town traffic. Passengers originating east of Woodward Avenue make a practice of crossing Woodward Avenue, then walking along Michigan Avenue toward the west in order to intercept east bound cars before they have become heavily loaded. This tends to exaggerate the apparent necessity of these cars crossing Woodward Avenue. During the evening rush hour the great traffic movement is away from the center of the city. The demand on the foregoing lines, therefore, is for a large numlier of cars moving westward from Woodward toward the ends of the west- ward bound lines and east from Woodward toward the ends of the east- ward bound lines. The cars needed to supply this heavy demand approach the center of the city in a comparatively empty condition. The present arrangement, therefore* supplies these access cars approaching; tiieir loadh^ points fnm the wroi^ side of Woodward Avenue in each case ; that is, under tiie present routing all the heavy car service required to move the evoiing crowd west from the center is supplied from the east side of Woodward Avenue, and the large number of cars necessary to move the traffic eastward from Woodward Avenue are supplied from the west side, resulting in an absolutely unnecessary crossing of this avenue. On the next page the traiic diagram, made to show primarOy iSm ooabiiied traffic on the Mkhigan, Baker and Sherman lines during the rush period in the congested district^ indicates that many of the cars now crossing Woodward Avenue are quite unnecessary. The lowest diagram shows graphically the number of cars passing either way during the rush hour at present. The diagram immediately above shows in shaded area the total number of such cars which are believed to be actually necessary to handle the throq|^ traffic The foregoiqg diagrams discbse the fact that during iie evening radi period 55% to 65% of the passengers enterii^ or leaving dm downtown district do not need to ride across Woodward .Avenue. During other periods of the day this i)ro|X)rtion reaches as high a figure as 70%. An analysis of this traffic shows that the present through traffic on the different lines does not require more than 317c to 47% of the number of cars now operated. The recommended rero u ti n g hereafter given it based m part, on the facts SB •howii on these dngrams, the west bomid cars crossing Woodward Avenne beu^ feduced from 112 to 39, and those going east from 118 to 53. This rerouting has been made on the basis of actual counting of passengeii and on further assumptions as to traffic originating in the vicinity of Woodward Avennf and carried by the cross-town lines. It was assumed that west bound traflic originating between Library Street and Woodward Avenue will load on cars west of Woodward, and cast bound traffic origioatiiv between Shelby Street and Woodward Aycnne win load on cars east of Woodward. To provide facilities for west and east bound traffic and ^ adaal Ihrai^ traffic, the rerouting has arranged for a limited number of cars across Woodward Avenue and the balance of the cars are turned on Ioio|» before leadw^ Wood- ward Avenue. The diagrams further indicate that a through traffic exists on these lines, being a proportion of the people entering the districts east bound at Abbott Street and stiU remaining on the cars when leaving at Randolph and Gfitiot, and Tioe ma. Provision is made to carry this traffic by a dhrersion of a portion of die car service across Woodward via State Street HiiHni Pim of Prapoicd Reroiitfaig The general for the proposed rerouting for the entire city is shown on MAP 2, winch also includes in dotted lines proposed additions and extensions to street car system. On MAPS 5 and 5A are shown respectively the present rontiiv and the proposed routing of cars throng iSm coiwested district The principal routes are designated by different symbols and colors. The same deslgnatioii k «ted 00 both maps for each line. MAPS 2, 5 and 5A do not show the interurban lines within the city limits. The proposed conqiiete rwouting of the surface car lines is based upon the idea of eWml ia t io n of unnecessary conflicting crossings by the introduction of loops on eadi side of Woodward Avenue and the c ont in ued tiooi^ rmu^ of only such a portion of cars from various routes as aro wwiMled by Mil through traffic. On MAP 5A the proposed loops are shown by wide solid lines in bbdc, red and green. These loops are briefly described as follows: The City Hall loop to and from Michigan Avenue is used to turn the Michi- gan, Baher, Tramboll, Michigan Central Dqwt and Sherman cars. A second tiacfc around the City HaO provides for the north bomid Jeflfersoo, Foorteendi and Warren lines, which return sooth bound via Shelby. The Fort Street cars loop south of the City Hall, rctnmin^ via Wood* ward, Congress and Wayne to Fort Street. There are three loops in Cadillac Square, not including the interurban tricks. The first loop is used to turn the Gratiot, Mack and Baker cars from Mooroe Avenue eastward to Randolph to Pingree Square. The second loop is used to turn the Foorteenth, Brush, Harper, Fort and Sherman east lines from Monroe eastward to Bates to Library or La&ycttc, oaittg the pitaent east bound track fMt Monroe Avenue for west hound opeittioa. The third loop is used to turn the Woodward and Hamilton cars via Congress and Bates through the west end of CadiUac Square, tumtng back on Woodward north m bound. The necessary portion of Woodward and Hamilton cars arc continued dow n Woodward to the river, looping via Atwater and Bates, or run to Third and Jefferson, as necessary. A continuation of the through service north of the City Hall via State Street and south of the City Hall via Congress and Lamed Streets, restricted to the abscJute needs of the legitimate through business, is provided. In the east end of CadSBac Square is jn'ovided m interurban tramsfer, ccm- sbt^ of trades tn«de of the kx^ied trades just mentioned, die plan being to divert the interurban cars entirdy from the coi^sted area about tfie Gty Hall, as will be described in detail later and as shown on MAP lOA. The proposed loop system occupies less space through the center of Cadillac Square than the existing looped tracks, the removal of which is contemplated. The present clearance from the curb on either side of Cadillac Square to a car pass- ing on ^ present loop is 27 feet ; this dearance will be increased to 41 feet 6 inches at the west end and 38 feet 4 inches at the east «id, whatever obstruction the cars may form being confined to the middle of the Square, leaving wide and anq;>le vehicle space, which is much more available than under the present arrangement, and at the same time utilizing the central space for a ccmvenient and safe pas- senger transfer area. DIAGRAMS 9 and 9A show the car frequencies in the congested district for the present and proposed routed systems. The width of the black bands show die rdalive munbor of cars per hour on the various streets during the even- ing omgesticm as taken froni the maximum 1913 schedule. The figures show monerically the same facts. The arrows indicate direction of cars. The diagram of present routing shows more than double the number of crossing interferences than the diagram of the proposed system. The rerouted plan reduces the number of crossing interferences to a minimum. The Jefferson line throughout its route in both directions under the rerouted plan w^ have opposing car crossii^ reduced about 50% from the present condi- tion; the Mid^ian line 56%, and the Woodward line 75%. The rerouted plan will give exactly the same car service to and from the center of the city, on the various lines, as at present and include a system of through cars on the principal lines in proportion to the legitimate through traffic. The rerouting plan adheres as far as possible to a continuous one way move- ment of cars. Any diversion from a given route is turned off in the direction of die traffic. It f urtiber secures as equd a distribution of the cars on die various main dioroughfares as possible. The detafled track spacing, curves and switches, particulariy in the Campus Martius (the space in front of the City Hall) and Cadillac Square are arranged to coordinate the vehicular, pedestrian and car movements with the least inter- ference. On MAP 6 are shown the tracks as they will appear when all the changes contemplated in the rerouting recommendations herein made are completed. The direction of the various car lines is indicated by arrows jrfaced oeotrally in the trades. The l%^t dashed lines with arrows indicate die so|sgested vd^ide routes to give the greatest freedom of movement for all classes of traffic. Curb high loading platforms are suggested in Monroe Avenue between Randolph and Woodward for the safe handling of i^assengers on the west bound inside looped 61 track. Hie pbm nqitties increaistiig the distance between the two existinf tracks in Monroe Airenue in order to provide space for these loMliqg piatforms. A similar platform for the Fort Street loop is shown near the fountain at the com^ of Fort Street and Woodward Avenue. A waiting-room for interurban pas- sengers is indicated in the center and eastern end of Cadillac Square. TRAFFIC DIAGRAMS. ORIGIN, DBSTIIIATION, AND CAR LOADING On the following pages are shown diagrams presenting graphically the in- formaticm obtained by traffic observations and which is presented in tabular form in Appendix C Diagrams are given for each important line, the smallest outlying Hoes only bang Ofnitted. These diagrams aie of the same general form and vary only in miimportant details. The informatioa thus shown is of two dasses: A. The distributioa of die loading and unloading by streets and dis- tricts. B, The observed passengers on cars for various districts and periods of time. The information in Class "A" is plotted for each street in each direction and shows dw total number of passengers per annum (1913) boarding and alighting. These o«dinstes are plotted from the figures given in the tables of Appendix C in the two extreme rigfatfaand columns. The abscissae show miles of line, and the actual distances from point to point may be obtained by use of the "Scale in miles." The information in Qass **B" is plotted on the same horizontal scale as Qass "A", the vertical scale showing the number of passengers on board the cars at any point. These figures are derived from the same observations as the tables shown in Appendix C. In general, ^ curves of car loading show: 1. The average passengers on cars during the rush period, which is in the morning or evening, depending upon the character of the line. 2. The average passengers on cars m the maximum hour daring the nt^ period in the congested district 3. The maximum passengefs on cars in the rush period in the congested district. 4. The average seating capacity for the cars in use. These diagrams are based upon observations extending over the period of this traffic survey (September 1st to December 15, 1914) and represent fair aver- age conditions. A study of these diagrams develops certain general facts, which may be briefly summarized as follows : 1. The predominant loading and unloading in the delivery district near the City Hall. 2. The heavy transfer from all intersecting lines to the cross-town lines, 3. The marked transfer from all lines to all other lines at each transfer point. 4. The heavy car kiading on both sides of Woodward on lines crossing tile ddfiveiy dtrtrkt 63 5. The change of load on these Hnes in the congested district. 6. The heavy loading of cars on certain outlying lines when sudden traffic demands escceed the sdiedule f txMa ibc ddhreiy di^rkt 7. The mmber of passengers stamUng for long distances over consider- aUe periods of time. 8. The very crowded amdition of cars on man^ lines in the 4 miles. The curves of mayimnm loading do not show a GOoditifMi of excessive crow<&% but show large numibm of passengers standing for 4 miles nortfi bound and 5^ miles south bound. The general loading amdi- tions, as observed, show heavy loading at all hours of the day, passogers stand- ing more tfian m any other line in non-rush periods. JeffwMB Lines The Jefferson lines show mariced points of heavy kxiding and unk>ading, particolai^ in the congested district, the origin and destmatkm of the rest of the passengers bemg f aitty evenly distributed over the length of the line. The heavy 65 pfHots Bit the Fourteenth and Warren transfer and Field transfer. The same condition exists for tiie west bound loading and unloading. • The curve of aveta^ passen^^ers on cars in the evening rush period, east bound* shows a moderate standing load from Montclair to Woodward, a distance of 5 miles, where the unloading reduced the load to less than seating capacity, which condition obtained between Woodward and Philadelphia. The maximum car in the congested district shows very severe loading. The heaviest load was on the car as it left the congested district at C^s Avenue, beyond which point observations were not taken. The curve of avoage kadii^ during the evening rush period, west bound, shows a standing load of moderate amount from Warren to Fort, a dbtance of 2^ miles, when the cars emptied to a considerable extent, again filling at Ran- dolph Street and leaving the congested district with a moderate standing load from Randolph to Adair, and again from Field to Conners. a total distance of 43^2 miles. The maximum passengers on car were observed at Cass Avenue entering the congested district. This car was very heavily loaded at this point but changed Its load in the congested district and had a con^deraUe standii^ load when leav- ing the district at Ran^ph. A partioilarly noticeaUe feature on dus line is the heavy loading west bound between Field and Conners, the cars on an average in the rush period showing a heavier load-in this district than on any other part of the line. Mlcliigm Lines The Michigan Lines, both east bound and west bound, show the same heavy boardiiv and aUghting in the congested district and at the inqmrtant transfer points, such as Chene, Mt. Elliott and Livemois. At other points the loading and unloading was comparatively even for different streets. The curve of car loading for the east bound cars shows that the average passengers during the evening rush period constituted a heavy standing,' load from Macomb, where the cars leave the congested district, to beyond Van Dyke, a distance of 4 miles, and on the Mack division a very heavy standing load fnmi Mack to Collins to beycmd Crane, a distance on this branch of 2 miles. This heavy loading on the Made Divisnn occurred at Mt EUiott and is due to the heavy transfer at that point. The curve of average passengers on cars in the congested district from 5 rOO to 6 O z o oc < HO ffl 3inoa ONvuo 'om 00000000000 mO MSd SU30N3SS«d advMteoM O 8 'M9VM IN xoixvm -3113dOading. North bound, the loading and unload- ing is in general simikr> The curves of car kttding, however, show a very dmerent condition, the average for the evening period showmg a moderate standing load from North Grand Boulevard to Monroe, a distance of 5 miles, wMle the curve for the maicimum passengers on car was somewhat greater and flawed the same form. In neither case was the kiading excessive. F omleen t h lines These lines in both directkms show the same characteristics of heavy kwding and unkiading in the congested district and at ^ transfer points, abo at botii the termini, tiiat at Milwaukee Avenue being due to the factory load and 1f !»f at Woodward Avenue due to the growing district north of the Boule- vftid as f«t unserved by other sndace lines. The corves of car kwding east m is z z I- s i u 8 b mild show a considerable standing load from Gratiot to Holbrook, a distance oi 5 miles. The curves of average passengers between 4 :00 and 5 :00 P.M. and the maximum passengers on car both in the congested district show larger amounts, being a maachnum at East Adams Avemie, where olMenmtiOiis ceased. Ill view ol the low scatiiig capacity of these ciis this maxhntiiii kwdhig may he regained as excessive. On the west bound cars the average curve shows that there was very moderate loading, except at a few isolated points, and then for short distances. The maximum, however, is very much greater, both for the cars between 5:00 and 6:00 P.M. and for the extreme maximum car, the passengers numbering 120 on the maximum car at Washington Boulevard, which is a very excessive load, and on the average cars between 5KX) and 9KX) P.M. the passengers numbered 90 at Washington Boulevard, which is also excessive. In these curves the Hastings Belt line has been combhied with the east bonod Fourteenth, the operation of the belt between St. Antoine and Fourteenth being shown on a supoiite curve, and the very short belt across State Street is also shown separately. The Beaubien belt is then combined with the west bound Fourteenth Street cars and shown in separate diagrams. Neither of these belt lines were heavily loaded and do not require special comment. The Fort lines, east bound and west bound, show the same characteristics of heavy boarding and alighting in the congested district. At other points the loading and unloading is comparatively even. The curve of average car loading east bound shows during the evening rush period, a moderate stand- ing load from Junction to Griswold and from Randolph to Chene, a total dis- tance oi about 4 miles, the cars changing their load to a considerable extent at Woodward. The curve of car loading for the maximum hour follows that for the rush hour period very closely. The curve of maximum passengers on board a car in the congested district during the rush period follows the same general form. The curve of average car loading during the rush period, west bound, shows a load of less than seating capacity up to the congested district ^ Leav- ing the congested district the cars carry a moderate standing load a distance of about 3 miles from GriswoM to Junction. The curve of average car load- ing during the rush houK^and maximum car loading in the rush period follow the same general form, but show heavier loading conditions. On the Delray I^vision west bound, there is a moderate standing load from Clark to Dear- born, a distance of about 2>i miles. The south bound Trumbull lines show a very even loading and tmioad- ing except at the transfer points and at Grisw<^ Street, where these cars unload most of their downtown passengers. The same condition is shown by tie north bound diagram. The curves of car loading south bound show that in the morning rush hour the average passengers on cars do not reach the seating capacity. The average passengers on cars during the maximum hour of this period was but slightly over the seating capacity, and the maximum 72 ptsscngos on any car observed were only a moderate load at Tnnnlmll Stitel at the maximum point. North bound there is a heavier loading, the average for the evening rush period showing a heavy standing load from Michigan to Forest, a distance of 2^/^ miles. The curve for average passengers during the majctmum hour shows sUghtly less than this average curve, this being due to tlic different days on which the observations were taken. The maximum pas- sentcfs on car during this period shows a maximum load at Trumbull Street 0f a vcty iicairy .anuNint. Myrtle Lines These lines, both east bound and west bound, show loading and unload- ing of a very even amount throughout the length of the line with considerably greater amounts in the congested district, although this is not as marked as for other lines. Of the east bound cars the loading curves show that durmg the morning rush period there was a veiy moderate standsi^ load from Foortceatfa to Michigan* a distance of 2^ miles. The passengers on cars for the maxi* mum hour and for the heaviest loaded cars follow the same general form of curve and are considerably greater, although they do not at any time show an excessive loading. On the west bound cars the maximum period occurs in the afternoon, and the curve of average passengers shows a slight standing load from Chcne to Woodward, where the cars load rapidly, having a heavy standhag load from Mkhigan to Fourteenth, a distance of 3^ miles. The curves of avcrnge passengers on cars for the maximum hour and maximum passengers on single car follow the same general forni, showing a maicimtUB loading at Cass Avenue, but not a loading that is eaccesstve. Tiieae lines in both diiections show heavy loading and unloading at Gratkit and a comparatively even loading and unloading over the rest of the Kne, the transfer points being the heaviest. North bound, tiie rush hour period is in the evening, and the aven^ for passengers on cars is somewhat below the seating capacity. The maximum passengers on the single car occurred at Jefferson Avenue, but is not excessive. South bound, the rush period is in the morning, the average passengers on cars during the period being about seating capacity, the maximum capacities on single car, however, being very crowded at Jei^rson, these passengers being unloaded between Jefferson and the ferry. This haul is so shmt that while the loading is aaetagam the cooditioii is. not aorioits. CroaalnvB I < inc a In both directions these lines show very heavy loading and unloading at al transfer points^ particnlarly Woodward, with comparatively light loading and unloading at other points. The curves of car loading cast bound show a standing load from Grand River to Maclc, a distance of 4^ miles, this condi- tion being very heavy between Third and Chene, a distance of 2 miles. This loading is for the evening rush period and is. considering the capacity of the cars, excessive. The loading of maximum passengers on car during this period follows the same general form and shows a very excessive loading at 74 tno M3d suaoN3ssvd OQOOOOQOOO a SU39N3SSVd IvnNNV I I I ■M W llDW3SS»d 80000000 GOO (0 LJ 800 oo o ooooo CAST ' ftO tJWP laor HO- MO- f90 ao 70- 60- 60- m WManiaKM qm cam IN CONOCSTCD DISTRICT 120 110 IS? I SO ^ 70 5 60 ; 60 K AO 8 30 20 10 « tmm. i»ia passcnociis distributed bv streets accomimno to traffic count WEST BOUND SCALE IN MILES Woodward Avenue and an undue crowding between Third and Russell Streets. The curves of car loading west bound are a maximum in the evening rush period, and show a moderate standing load from I^jEajrette to Fourteenth, a distance of 5j4 miles. The curve of maximum passengers on car in the con- gested district follows the same general form but is very much heavier, being a maximum at Woodward and extending from Russell to Greenwood. Con- sidering the capacity of these cars, this maximum loading is excessive. Sbttiiihoii lines: The Hamilton Mnes show heavy loading in the congested district north bound and heavy unloading in the same district south bound, with heavy loading and unloading at transfer points such as Forest and Warren, and a fairly even distribution of traffic over the rest of the line. The curves of car loading show moderate standing li»ads from the con- gested district to Forest in both directions, a distance of about 2 miles. The average passengers on cars for the maximum hour and the maximum pas- sengers on a car in the congested district follow the same general form, but are greater in amount. The same condition applies to the south bound traffic. Brush Lines: The Brush lines show the same general characteristics of heavy loading and unloading in the congested district and at transfer points. The curves of average car loading in the rush period indicate moderate standing loads while those of average car loading and the maximum car loading in the con- gested district show heavy standing loads from Jefferson to East Adams. SiMman Lines : The Sherman lines east bound and west bound show the same general characteristics of heavy loading and unloading in the congested district and at important transfer points, such as Mt. Elliott and Concord and at the east terminus, at Cadillac. The curves of average car loading east bound during the evening rush period show a light load up to the congested district and a heavy standing load from Randolph to Baldwin, a distance of 3yi miles. The curves of aver- age car loading in tiie rush hour and maximum car loading in tiie coughed district follow tiie same general form but show consideratdj more crowding. The curve of average car loading west bound shows a moderate standing load from Concord to Woodward, a distance of 3>2 miles, with a light load from Woodward to Brooklyn. 'J'he cur\es of average car loading during the rush hour and maximum car loading in the congested district follow the same general form but show slightly greater crowding. It should be noted in connection with these lines that the observations were not carried west of Brooklyn. This was due to the fact that construc- tion work interfered with the operation of the Sherman line over its r^[ular route. The "initial" and "final" indicate respectively the passengers on the cars at this point who have boarded east bound before reaching this street, and the passengers on board west bound cars when leaving this street. 77 WOODWARD LINES Total passengers carried in 1904 • 12,990,027 Total passengers carried in 1914 47 ,457 ,294 wmmm booting motosid BEioimifG PRESENT ROUTING 6 HfNise--ElitalietliY..Via Woodward to Elizabeth Street Y. Returning via Woodward to destination. 4 House— River Via Woodward to Atwater Y and return. 8 Log Cabin — River. .. Same as 4. 2 House— depot Via Woodward to Jefferson to Third Street Y. and return. 1 hog Cahin— depot. . .Same as 2. PROPOSED REROUTING 1 Log Cabin — Grand QfiMS loop ....Via Woodward to Elizabeth to Park to Witherell to Elizabeth to Woodward. Returning via Woodward to destination. 82 2 House— Grand Cir- cus loop Same as 1 3 Log Cabin — Cadil- lac Sq. loop Via Woodward to Congress to Bates to Cadillac Square to Woodward. Returning via Woodward to destina- tion. 4 House — Cadillac Sq. loop Same as 3. 5 Log Cabin— river. . . , Via Woodward to Atwater to Bates to Cadillac Square to Woodward. Retumti^ via Woodward to destirattion. 6 House— river . Same as 5. 7 Log Cabin— depot. . . Via Woodward to Jefferson to Third Street Y. Retum- ii^ via Jefferscm to Bates to Cadillac Square to Wood- ward to destinatimi. 8 House— depot Same as 7. The Woodward Avenue lines handle the largest number of passengers of any single system of routes in the city, having a traffic density, or number of passengers per mile of track, practically twice that of any other line. The rerouting of this line is based upon the necessity of a through service via Woodward Avenue to the river, together with a series of loops for return- ing the cars north on Woodward at 3 points, carrying through only such cars as the traffic of the diffnent sections may warrant. Reroates Nos. 1 and 2 provide for turning cars around Grand Circus Parle to answer the double purpose of the "tripper" service now run from Elizabeth Street north in the early morning, and also to give the service now rendered by the specials which are run empty north bound in the afternoon through the congestion, loading only north of Grand River Avenue. The erection of large buildings and hotels around Grand Circus Park and the rapid growth of the Tttail district northward on Woodward Avenue warrants this service in rush hours. Reroutes Nos. 3 and 4 piovide for turning a considerable proportion of the Woodward cars at Congress Street through Bates into Cadillac Square. The present routing of the cars on Woodward Avenue to the downtown dis- trict requires them to be run to either the Atwater Y at the river or to the Third Street Y at the abandoned site of the old Miciiigan Central depot. The traffic counts show it is unnecessary to route all the cars to these points. At certain seasons of the year the river traffic is heavy; at others the traffic on lower Woodirard Avtixue is limited to the local needs. At tim«i a very oon- iidenible number of cars can legitimately be turned at Congress Street, tend- ing not only to relieve the crossing difficulties on lower Woodward Avenue, but also to improve the service f(ir passengers loading at Cadillac Square and farther north. This will allow the dispatching of cars north bound from Cadil- lac Square at uniform intervals. Reroutes Nos. 5 and 6 provide for the through river traffic, which varies 83 widely with the season of the year. The cars loop from Woodward around Atwater and up Bates to Cadillac Square, thence as previously descriM fcMr Rcfontes Nos. 3 auul 4. Rcfontcs Nos. 7 and 8 firovidc lor tlie timfik from poiiits along Jcfferaon Avtniic op Woodwaid hf a diversiott of a certain proportion of the cars to the nird Street Y, returning via Jefferson and Bates to Cadillac Square, and dn* pitched thence up Woodward Avenue, as in Reroutes Nos. 3 and 4. The placing of the north bound tracks close to the curb at the fountain just north of Monroe Avenue answers the double purpose of supplying a good loading point and faciliuting the movement of the north bound vehicle traffic ■(See MfAP 6»y m HAMILTON LINES Total passengers carried in 1904 4,507,999 Total passengers carried in 1914. 13,174,280 nssmr iooting pjboposed rebouting PRESENT ROUTING 1 Through— river From Woodward and Manchester via private rigfat-of - way to Metiger to Oakmn to Webb to Hamittoa to (^cenwood to Holden to Third to Ledyard to Cass to Grand River to Woodward to Atwater Y. Returning via Woodward to Grand River to Greenwood to Hamilton to Webb to Oakman to Metier to private right-of-way to destination. 2 Limits— river From city limits via Hamilton, etc, same as Route 1. 3 Prngr eei- ^ fifcr From Pingfee and Hamilton via Hamilton, etc, same as Route 1. 4 Ifonse— river .From Holden and Greenwood via Hi^len to Third, etc, same as Route 1. 85 PROPOSED REEOUTING 1 C%]iiiiitB — Quiil- lac % kwp.... From dty limits via Hamiltcm to Holden to Third to I-e%Mil to Sptmt to P^ to Woodward to Congress to Bates to CadiOac Stpmxt. Rctuminir via Woodwafil to Pule to Bagf to GNcmiood to Hamaton to destiiiatioii. 2 Pingree — Caumiac % ^ Prom termiiial via same louto as Reroute 1 to CmBOk Sqnaro and rotmniiY to temmiai 3 Hmiie Cadmac Sq. loop.. .....SameaaZ 4 Hkiwi^t-ffifcr . From terraimds via Reroute 1 to Woodward to Atwater to Bales to Cadillac Sqnaie. Rctamiiif via Woodward, ctc^ as Reronie 1. SUmit^-fifer Same as 4. 6 Pingree— river Same as 4, 7 House— fiver ....... Same as 4. These routes divide the Hamilton line in proportion to the river and City- Hall traffic between the Cadillac loop and the river loop, thereby gaining the •ame advantafes mentioiied in the description of tlie Woodward Avenue loops. A radical change is shown in the Hamilton routo by carrying it up Woodward Avenne to Grand Ctrcus, thence on Park Blvd. to when it caa-cotmect with its present tracks on Greenwood and Third Avenue. The object is to give additional service to Grand Circus district and place a line parallel with Wood- ward along the growing retail district north of Adams Avenue. This will t*~4, to relieve the Woodward Avenue cars of passengers who now ride to the northern portions of Woodward Avenue and walk west to their homes. This diversion does not reduce the service now rendered by this Une to aiijr diitrict except that along Grand River between Bagg and Woodward Avenue, which is amply served by the Jefferson lines. This arrangement also relieves the crossing congestion at Grand River and Griswold, and separates the crossing interferences on Woodward Avenue a greater distance. Another object is to remove street cars from Clifford between Washing- ton Boulcvanl and Cass Avenue to provide a north and south automobile mmmt, as diacaiied under "Vehicle Tfaffic." 86 MICHIGAN LINES Total passengm carried in 1904 13,604,582 Total passengers carried in 1914 46,484,661 "1 — 'J {T""! ~l: ,j— -ii ;j — I - i — ^ ' ,/ ' ^ _ "^-..^ PRESENT ROUTING RESOUTING PRESENT ROUTING 3 Michigan — Gratiot . . From terminal via Michigan to Monroe to Randolph to Gratiot to destination. Returning via same route. 4 Made— Atwator Y. . . From terminal via Mack to Gcatiot to Randolph to Mon- roe to Woodward to Atwater Y. Returning via same route. 7 Leesviie— Atwater Y From terminal via Gratiot to Randolph to Monroe to Woodward to Atwater Y. Ketumii^ via same route. 87 PROPOSED REROUTING 1 Michigan Oij From terminal via Michigan to GriswoM to Fort to Woodward to Michigan to rtrrtinatiop. 2 Gratiot — CuMtac % loop ...From terminal via Gratiot to Raadoil^ to Monroe to Woodward to Cadillac Sfwre to PfHMph to Gntaot to destination. 3 Biack—Oidiliac % ^ •••• ...From terminal via Made to Gratiot to Raodolpli to Moo* roe to Woodward to Cadillac S^pare to Raadotpli to Giatiot to Mack to ^j^^^t^wfltfim Hmnili . . ...«.FtBni tenninal via Mlcll«»n to Gus to State to Gfatiot to destination. Returning via Gratiot to State to Second to to destination. 5 Michigan — Mack •• From tenninal via Michigan to Cais to State to Gratiot to Mack to destination. Returning via Mack to Gratwt to State to Second to Michigan to destination. Under the proposed rerouting a through car service is provided on this ""^^ '* proportwned as to provide ample service for the Icgitniiate tiiroogii paasengm Tht rest of the car service on this line is to be cut m two at Woodivafd Avenue, the east portion of tlK cars being topped Moond Cadillac Si^ City HaO. " ♦fc^ ^""^^^"^ ^^^"""^^ ^" passenger* on cars routed through the center of the city. There is, however, a certain proportion of through riders on these cars. In the morning rush hour period the travel is from both sides of the city to the central delivery district, where the cars almost com- pkleiy unload. On continuing^ their trip they pick up new outbound passen- fm, a conqiafatively aaudl number riding thro^ In the cvcniiV rush hour the reverse of this general movement takes plice. The diagram on page 59, compiled from the loading and « «i » * *ft^Htn oh. servations in the congested district, gives combined the afternoon rush hour service of the Michigan, Baker and Sherman lines from Abbott and Michigan to Pingree Square (Randolph and Gratiot). This shows that the City Hall loop would have kMMkd conveniently 65% of the passengers west bound dur- ing the evening rush, and only 3$ of the 112 cars irWrh rroaicd Woodward Avenue per hour were really necessary. Similarly, the Cadillac Square toop wouM have loaded conveniently 55.4% of the east hound tniv«l, aiid only 53 m instead of 118 cars actually run per hour need have crossed Woodward Avenue. A similar compilation for the non-rush hours shows that only 30.4% of ^ total traffic leaving the district at Abbott Street west bound was through travel, or 19 dnoogh cars per hour were necessary instead of the €0 actually ntn across Woodward. East bound, 32.4% of the traffic leaving the district at Pingree Square was through travel, or 21 cars per hour were necessary in- stead of 63 per hour, which actually crossed Woodward Avenue. 89 BAKER UNES Total paaaengers carried in ISW 7,412,317 Total parnigiefi carried in 1914.. 23^757 i Li o rr i ■ raOrOSED REKOUTING PHESENT ROUTING ' Bifcer— dieiie ......Fram tenmnal via Diac to Twenty-fourth to Baker to TranlNill to AMwtt to Midi^ui to Bf onroe to Ran- dolph to Gratiot to Grandy to Jos. Campaii to det- tinatkm. Returning via Jos. Gimpau to Chene to Gratiot to Ran- dolph to Monroe to Michigan to Porter to Brooklyn to Baker to Twenty-third to Dix to destinatiearboro via Fort to Cadillac Square. Returning via Fort to destination. , From Fort and Dearborn via Fort to Cadillac Square to Bates to Lafay^le to Baldwin Avenue Y. Returning via Lafayette to Field to Jefferson to Helen to Lafayette to Elmwood to Monroe to Randoli^ to Cadillac Square to Fort to destination. 97 PROPOSED REROUTING lai Fort— City Hall loop From Fort and Dearborn via Fort to Woodward to Coii> ffcss to Wayne to Fort to d miiM it i o ii . th West Jeflferson — City Hall loop .From South Dearborn via West Jefferson to Clark to Fort to Woodward to Congress to Wayne to Fort to C3afk to West Jcidrsoa to destiiMitioii. 2 East Fort — Cadil- lac Sq. loop ...From Baldwin Avenue Y to Field to Jefferson to Helen to Lafayette to Elmwood to Monroe to Woodward to Cadillac S<|iiaie to Bates to Lafayette to destination. Cadillac From Field and Jefferson to Helen to Lafayette to Elm- wood to Monroe to Woodward to Cadillac Square to Bates to Lafayette to Field to Jefferson to des ti n a tio n . 4 Fort tfarangh. From Fort and Dearborn via Fort to Woodward to Lamed to Randolph to Congress to Mt. Elliott to Jef- ferson to Field Y. Returning via Jefferson to Mt. Elliott to Fort to Bmsh to Congress to Randolpii to Lamed to Wayne to Fort to destination. Remtcs Nos. la and lb turn the Fort Street line soath aioBf Woodward to Congress, and thence west to Wayne to Fort This gives a transfer load- ing point on the west side of Woodward Avenue practically as convenient as the present loading arrangement, and avoids the crossing delays. The present through service of the Fort lines to Belle Isle bridge is rela- tively light and considered as a through line the traffic is very unbalanced. The present traffic on the west end of the line on Fort and West Jefferson is very mach heavier than the traffic east of Cadillac Square. The through cars, as on the otfier through fines, are now ntiliaod much beknr their capacity, ioaiUng and unloading heavily in Ca^faic Square, both going east and west Reroutes Nos. 2 and 3 provide for cutting the Fort line in two parts, loop- ing the easterly part through Cadillac Square, and operating the westerly part over Reroutes la and lb. Reroute No. 4 preserves a through Fort route by continuing it east along Fort to Woodward, turning south to Lamed, and thence east to Randolph. This avoids the crossing of the Woodward line at its heaviest point and fol- lows the general course of the other Fort lines dwough the general transfer point at the City Hall The easterly portion of this line is to be run on Con- gress and Foft in order to remove, as far as possible, the present objection that this line is carried too far north. Running directly east from Cadillac Square and Randolph along Congress and returning via Fort, Brush and Con- 9B 3 Bridge — Sq. loop . gress to this same corner, a much more direct route is obtained, avoiding the congested district and the objectionable crossings. It will be noted that Reroutes Nos. 2 and 3 provide for service from both the Baldwin Y on Lafayette and the Field Y on Jefferson, via the present routes to Cadillac Square and return. This win warrant ^ c^eration of a better service than the presait combination of loc^ and through routing between these points. We believe it would be desirable to consolidate the 4 lines operating cm Monroe, Lafayette, Fort and Congress Streets east of Randolph so as to have all the cars east bound run on Fort and all the cars west bound on Lafayette. The present distribution on 4 parallel streets on account of the light traffic warrants only such an infrequent car service diat the public would be better served by concentrating the traffic on two Greets. This, however, would in- volve the abandonii^ of considerable milei^ of trades and would brii^ iqi so many other questions that it is not recommended in our proposed rerouting. It should be considered, however, in the future development of the lines in this part of the city. BRUSH LINES Totol imssciigm carried in 190i Ttetil iMisaciifers carried in 1914 .... 3^55^ .... 6^778|476 0|llllllllllllill«M H | . ' 'i™llMWlllii"iil|"ll)i 'IS"wi"ip*i J b:' !^ — - • 1 i Ij 1 1 r "'""'"*'"«"-Jl,„i^^ rmmxm itBourtNC PRESENT ROUTING 1 Bntsii Si— dqiot. . . . From Harper Y on Russell via Russell to Earns worth to St. AntoiQe to Rowena to Brash to Gratiot to Ran- dol{ili to Monroe to Woodwaid to Atwater. Retaining via Brush to |effersoa to Woodwatd to Moo- roe to Randolph to Gratiot to Brush to Rowena to St Antoinc to Fanisworth to Russell to destination. m PROPOSED REROUTING 1 Brush St.— Cadillac ^ » t-> ^-u Sq loop From Piquette and Rwssell via RusseU to Famsworth to BeauWen to Adams to VWAereH to Broadway to Gratiot to Farmer to Monroe to Woodward to Cadil- lac Square to Bates to Library to Gratiot to Broadway to Witherell to Adams to Brush to Rowena to St. Antoine to Frederick to Hastings to Piquette to des- tination. The Brush line north of Gratiot is at present operated over a single track with turnouts, giving a very limited service. It wiU be noted that the ui- crease in traffic in the past nine years on this line is one of the smallest of any of the fines in the city. This is undoubtedly due to the impossibility of m- creasing the service, either in frequency or speed, by reason of the single track ^^^'^ThTproposed rerouting with a loop on Piquette will make possible more frequent service and better running time. The line is to be brought east on Adams to Grand Circus Park, and down Broadway foUowing the Fourteenth Street line. This will give a service much more direct to the Woodward Avenue shopping district. , ■ ^ , i The portion of the present Brush line runnmg down W oodward and across Atwater to the Grand Trunk depot is abandoned. The traffic on this portion of the line is extremely light, and the depot will be better served by the West Fourteenth Street loop, which will deliver the passengers to the general transfer station in front of the City Hall. m SHERMAN LINES Total pmacagm cacried in 19(M. 17,114^ nwnvr •omiifG nOPOSBD &ESOUTING 1 Shtnnui. .finiis. PRESENT ROUTING From Dix and livernois via Livernois to Toledo to Scotten to Porter to Twenty-fourth to Howard to Twdfth to Abbott to Caw to State to Gratiot to Ma- comb to RusseU to Cathefine to Jot. Caa^wi to Water- loo to Mt. Elliott to Kercheval to Horibot Y. Returning via Kercheval to Mt. Elliott to Hendridcs to Jos. Campau to Sherman to Hastings to Qinton to m^SL^ Gratiot to State to Shelby to Mfdqgaii to Porter to Scottcn to Toledo to Livemoia to dcstaiatioo. m PROPOSED REROUTING 1 Toledo— City HaU loop From Dix and Livernois via present route to Michigan to Griswold to Fort to Woodward to Michigan to Porter to destination as at preseitt. 2 Sherman — Cadillac Sq. loop From Hurlbut Y via present routing to Bmsli to Monroe to Cadillac Square to Bates to Lafayette to Beaiibieii to Macomb, thence via present rottting to destmation. 3 Sherman through From Dix and Livernois via present route to Hliribilt Y. Returning via present route to State to SecoiHl to Pewter, thence Yia present route to destination. Investigation of the traffic on this line between Abbott, Michigan, Broad- way and Randolph, shows practically the same characteristics as the other east and west lines, the great bulk of the loading and unloading being at or near Woodward. The recommendations made regarding the equipment and method of operation of the north and south lines make possible tlie continua- tion of a considerable cross-town car service on State, The rerouting pro- vides that this line be divided into a base through service running from Dix and livernois to the Hurlbut Y and a ''tripper" service via the City HaU and Cadillac Sqnaie loops. 103 MYRTLE ONES Tout passengers carried in 1904 Not run as a sq>a»te line Tptal passengers carried in 1914 7.097,619 I "^'^'^i-**^ ' F ^ I '-^ — — : |i fmm«i» uiLiifc i||pilwiip||iii«,«,, „ _ i f'»«->™«-,.,^ "•"•'■mm^} l«llM' ■ "ii 1 , ■ , ., ,. IWSmT 'KN7TING PIOPOSBD REROUTING 1 Myrtle line 1 Myrtle line PRESENT ROUTING .From Roosevelt and Myrtle via Myrtle to Grand River to Cass to State to Griswold to Gmgress to Mt. Elliott to Jetierson to Field Avenue Y. Returning via Jetierson to Mt. Elliott to Fort to Brush to Congress to Griswold to Grand River to Myrtle to (wstmation. PROPOSED REROUTING . From Roosevelt Y and Myrtle via Myrtle to TrmnbuH to Fort to Woodward to Umed to Randolph to Cm- gress to Mt. Elliott to Jefferson to Field Avenue Y Keturning via Jefferson to Mt. Elliott to Fort to Brush to Port to TnmiiNin to Myrtle to destination. lot The passenger counts on this line, through the congested district, from the corner of Middle and Cass to Congress and Brush, indicate heavy unloading and loading from Shelby and State to Congress and Randolph. The heaviest loading and unloading is at Griswold and Michigan and at Congress and Woodward. Both of these points would be served by cutting this line in two and looping each part around the City Hall and through Cadillac Square. The cross-town service rendered, however, by this line and its convenience as a local transfer across the lower part of the city warrants for the present a continuance of this route as a through line until congestion in the downtown district reaches such a point that further curtailment of cross-town service is necessary. On the west end this line is rerouted down Trumbull to Fort to give a much needed connection in this district. 105 TRUMBULL UUES Total Total carried in ISNM. catfiad in 1914. 4^55,264 6^654371 ,f -ill" III'' ' f PKOFOSED lEaOUTING PRESENT ROUTING 1 TcnmlMill 1 Trumbull HaO loop ^"S? ^ Tnmilwll to llld%ui to Griswold to Woodbridge to Bates. Returning via Bat« to Coi^wt to Gfimid to MiGh%ail to TrttmbiiU to ^tm^Smmtu^ City PROPOSED REROUTING .From terminal carhouse via Trumbull to MM^ m^ to Gnswold to Fort to Woodwaid to Mkh«ui to Tnm- buM to destination. 105 The rerotitiiig of the Trumbull line is planned to eliminate and simplify the car crossings in the congested district while maintaining its general functions. The traffic originating south of Congress Street is so small a proportion of that in the congested district tributary to the Trumbull line that the com- pUcations involved in routing it down to Jefferson are not warranted. 107 JIARFER ONES Total passengers carried in 1914, ....... I f — J, I mmmm I I 'CJ — - — f Off" niUfllHIIKt^Hu ■L J 1 j" " i i Wi*! PRESENT lOUTING PIOroSED REROUTING PRESENT ROUTING 1 Haiper line .Froni terminal via Harper to Mt. Elliott to Hendricks to Jos. Canyau to Sherman to Hastings to Clinton to Brosh to Macomb to Gratiot to State to Shelby to ^ffiirson to GriswoM to Woodbridge to Bates to Fanner to Gratiot to Macomb to RmseU to Catherine to Jos. Campau to Waterloo to Mt Elliott to Haroer to destmation. *^ JOB PROPOSED REROUTING 1 Haiper — Gidillac S«. loop From terminal on Harper via Harper to Mt. Elliott to Hendricks to Jos. Campau to Sherman to Hastings to , Qinton to Brush to Monroe to Woodward to Cadillac * Square to Bates to Lafayette to Beaubien to Macomb to Russell to Catherme to Jos. Campau to Waterloo to Mt Elliott to Harper to destination. The Harper line was originally a shuttle service running from Harper to Mt. Elliott and Gratiot. The present routing loops around the entire down- town district, duplicating locally the service given by a number of other lines. The traffic counts indicate that 80% of the business on this line docs not go beyond the City HaU and vidnity. The line at present is utilized as a trans- fer from the river front north bound to the Gratiot, Mack, Baker and other lines. This class of service is amply provided for by the Woodward, Hamilton and Fourteenth rerouted lines. Therefore reroute 1 turns the Harper cars on the inner loop through Cadillac Square. 109 MICHIGAN CENTRAL DEPOT ONE ^"^(Snr 2.282,584 Hint Ine WIS not tei mrmt ontU Dec. 27, 1913.) ' Hi"-i"«»«""«ii«i»«m^ ^" •■■■■■Ml aouiuiii PRESENT ROUTING 1 aepol F.^Man.tette and Fifteenth via Marantette to Four- i Mid^gM to Fourteenth to Dakellc to Fif- PROPOSED REROUTING 1 Michigan depot Th"^ ? to Locus, to H«"y to Pa* lo «U.i.«tao to COM to Gri^ wold to Shelby to Mk*^ ft, G*«rid to F«t^ 110 The traffic on this line, as is usual in this class of service, while enough to fill the cars periodically at train times, is not a continuous traffic of sufficient amount to warrant a short interval schedule through liie day on more tfian one route. The nmaiag time from the comer of Fourteenth and Michigan to Shelby and lifidiigan is only 2 minutes less than the running time of the Fourteenth Street cars from Fourteenth and Locust to the same comer. This rerouting is aimed to provide for the growth of Grand Circus district, both in office buildings and large hotels, and modifies the present depot route so as to take in this district in one direction. The growth of Grand Owais district wanants this diversidn and ^ slight addition to the running time to the downtown district. This reroute will pass the principal downtown hotels and office buildings on the west side of Wood- want Avcmie, running around the general transfer loop at the City Hall. This reroute as here indicated is the best compromise to serve all of the districts possible with a single route on the west side of Woodward Avenue. Ill ClOSSTOWN ONES SB?"*^^^^-— ^^^^ SOUTH CHENE O^. |^^UN^ VICTOR UNES. JUNCTION AVEKUE BELT LINE (GR.\ND BELT) P„«^,'**w""'^ ™"""'^ """^ ^o'"'' °" Junrtion Avenue fiom hSLVl-T' H'™' 28. 1914. Observations of the ^ demomtrate its usefulness. I, passes through a densely pop». dMnct «rf gm» a mri. needed transfer between the various east and\S On MAP 2 is indicated a snggcation of the continaation of this Une to reach Mdwaukee and Balti«„, following McCw for .he greater pl^rf tel^ tance. The population along the Junction Avenue section of this Hne is one who« desunauon ,s „,„s, likelv to be the factor,- district near BaltitZ »d" mJ^^lt"^ » """" "" ^ two districts the »^ iia PKESBNT ROUTING AND PROPOSED RBROOTINCI FOR INTERURBAN LINES (See MAP 10) Present interurban station at Larned and Griswold. Proposed interurban station at East Cadillac Squaie. DETROIT UNITED RAILWAY-PONTIAC DIVISION Number of trip, made in 1913 . • , jS'jS N«B*er of pawei^jera carried maidc one fare Moe m 1913. . ^ PBESENT BOUTING Vtom tenmnal Woodward to Congrwa to Griswold to Lamed to Shdl^ ^Rdbm^ Tia Jefewoo to Griswold to Congress to Woodward to deslioation. PROPOSED REROUTING From terminal via Woodward to Congress to Bates to CadUlac Square. Returning via Cadillac Square to Randolph to Gratiot to Brush to Adami to Witiierell to Elizabeth to Woodward to destinatioa. This line carries through care to Pontiac via Royal Oak and Bmnngliaiii. DBfROIT UNITED RAILWAY-FUNT DIVISION Number of trips made in 1913 •••.••:•;;*" 'oH^ Number of passengere carried imOde one fare woe m 1913. ' -^72^ Present tooting and proposed «««tinf saiK « tor P^^^^ Tlib Hne awries thioii^i care to Romeo and Flmt m Late DBIROIT UNITED RAILWAY-ORCHARD LAKE DIVISION Notober of trip* toadt in 1913 NnndKr of passencere carried inside one fare ame in 1913 .637^ FBBSENT SOUTING FNB ltraiinal to Grand Riwr to Cass to State to Griswold to Lamed to SliAv to Jcftenon. iKilll niii: Til Jrf to Griswold to Grand River to destination. 113 PROPOSED REROUTING ^r^Z^t^ZZ^ to u. w.^ p« m line (aiTics tliro^ BETROIT UNITED RAILWAY-WYANDOTTE DIVISION Numberoftrqisiiiadein 1913 .. _ of p«a^ carried imide on. £a«';^W isiai ; [[tj^ WUISENT KOUTIKG ^^J««S J««B«» to Gri«™.d to F 2. From termtaal as abow to Fort to Oufilbc Soian. R«unu,g CriJbc Sv« to F<« .l«c. » d»,e to d«tinrt0B. to BatTo'S •» ™«. to Jeffe^n oJ'to d^r.i'^ «» to to Tll» fine carries through cars to Trenton via Wyandotte. RAPID RAILWAY Ifnmber of passengers carried inside one faie a»e in 1913. . . . 1,17^ PRESENT ROUTING Tui. ^^^'^ g «MWMph to Gratiot to destination, iim line cwnet Ifciwigli cm to Ite Hiiron w m RAPID RAILWAY— SHORE LINE DIVISION Nomber of tf^ nmAt in 1913 6,616>4 Nuniber of puaeogm carried inside one fare ame in 1913 . . . .395,131 PRESENT ROUTING From terminal via Jefferson to Bates to Congress to Griswold- Retaminf via Griswold to Jefferson to destination. PROPOSED REROUTING From terminal via Jefferson to Bates to Cadillac Square. Returning via Cadillac Square to Randolph to Jefferson to destination. This line carries through cars to Mt. Clemens via Lakeside. DETROIT, JACKSON & CHICAGO RAILWAY Number of trips made in 1913 16,219>4 Number of passengers carried inside one fare zone in 1913. . 1,163,268 PKESBNT ROUTING From terminal via Michigan to Griswold to Lamed to Shdby to Jefferson. Returning via Jefferson to Griswold to Michigan to destinatioii. vmmimutmmMQ From terminal via Michigan to TrmnbuU to Fort to Third to JcffetMn to Bates to Cadil^fl*' Square. Rctnming via Cadillac Square to RandoM> ^ Lamed to WaTiK to Fort to Tiraabull to Michigan to destination. This line carries through cars to Ypsilanti and Jackson. DETROIT, MONROE & TOLEDO SHORT UNE RAILWAY Number of trips made in 1913 Number of passeugen carried inside one fare zone in 1913 790,109 PRESENT ROUTING From terminal via Fort to Griswold to Lamed to Shelby to Jefferson. Birty ffVig via Jefferson to Griswold to Fort to destination. nnro8B> UKNittira From terminal via Fort to Third to Jefferson to Bates to Cadillac S^i«. Returning via Cadillac Square to Rando^ to Lamed to Wajrne to F«* to dfstinatio**- Hda fine canies tliroai^ cars to Toledo iria Wyaadolle and Monroe* SUBWAY ROTT^^T 'T^ ^ ^ to in Ptot I: ROOTE B ~A ^ «"«>^wilh it. ow« i«kpe«te air .erWce. •ow them from the street congestion. ^r,«w can ano le- ROUTE A 21 1^ ^-me Pomt north of Manchester Avenue where a3eZ^ wi!^' 'Tr^^ ^ ^"^ ^ ^ingJe track ^Mtol,.^ °" Shelby, south of Shelby » «. ^ . locaiaa aa aiioiwii on MAP II at pckiats controlled bv nr<>«pnt *Mv ItaM Ov Lines i"W™t car service ru™S V ^ /rf """v"* awtnct Laact shown by short dots are «^ing hues from wWA a tiimfcr to the ^dmay i. expend Ibr a ^ S^rcfw^^";^" On account of the l%htLaI .^;^o«^^ ^oi Woodward Avenue, the Forest-Warren cross-town »«fat bToJ^ iSZSr^rSfT^"''''"'^'^ *^P*"«^ Forest, north on Woodward. i^^h T^^JSZTi*^ ^ " ^^'^^ - ^•^^ --^ loop: !« aoittli on Woodwaml fun Wantn. mnniing w«st on Forest to destinatum] I n t anii i — Liaca east ^I"i!T*''*lIr' ^."^ f«« the north, northwest and north- ea^ ffl^t be diverted so as to ran through the ttdway, or a tianaler might be arranged for at the terminal station of ^mkm^Tm mM^n!^^l«l •peaal platform arrangements on the ours or at the '»»^hn . Oear width between side walls, single track section. ... 12 feet 6 inches OwwiAh between side waUs. double track section. . . .25 feet 0 inches niMronii above bate of rail , M feet 6 inches 116 Fort Street to Manchester Avenue, double track 5.84 miles Southern Terminal loop Fort to JeiSeiBon, sti^ trade 0.66 miles Total of single track ...12J4 miles Generally straight on doable track there being only slii^ swings to foOow center fine of Woodward Araae. On Soattwra Tennbal Loop fonr cartes ol not less than ISO feet tadais. Grades Portal grades, not to exceed Southern Terminal loop maximum grade Double track maximum grade An station phtforms are to be oonstroded on level tangents. The subway is to be constructed mainly of steel and concrete, as shown by the typical sections on PLAN 19. The cross-section is rectangular, with trans- verse steel bents spaced 5' 0" center to center, built of rolled I-beams for the walls and roof, with central columns in the double track section built of angles and plates. These bents carry concrete walls and roof formed of shallow arches between bents, and the whole rests upon a concrete floor. The entire strufilnre w9 be waterproofed. Dsainase The water enterii^ the subway from seepage or any other causes is to be drained into the sewers on either side wherever the relative elevations will allow. This method will be followed north of Peterboro Street. In the southern portion of the subway drainage sumps will be installed at the three low points as indicated in the profile on PLAN 12. These sumps will be equipped with dectric pon^s. The constrncdon of a ty^cal station is shown by plan and section on PLAN 21. The platforms are 250' long and 10' wide and are designed to be level with the car floors. One entrance and exit stairway 6' 0" wide is provided on each side and additional entrances and exits may be provided later if the amount of traflRc at any station should make it necessary. The entrances and exits are placed on the near side next to the curbs of the cross streets. The stairway entrances are co f wd on flbe street by k io s ks . The statkm waBs are to be finished in tile and mosak, die roof is to haic a plaster finish and the floor a granulithic one. The stairways arc to be pro- vided with safety treads, and the Idosks with wire gbss pands and roof, with cast-iron frames. The construction of the special station at City Hall is shown on PLAN 20 and on the following page. The structural features of this and all other stations are in general the same as those of the typical statkm described, the changes 117 522% 1.38% 0.54% Mag made as required by the varying conditions encountered. All structunil fcatttres of both the snliway and the stations ate based upon investigatkyas made by us in sufficient detail to insure the entire feasibility of construction of die proposed plan, and have been developed sufficiently to insure the general aecnnqr of the estimates submitted. Method of Construction On account of the slight depth below the surface of the street at which the subway is to be constructed it is expected that the entire excavation shall be made by breaking through from tlie street surface, but whero the traffic coa- ditioas teqntfe, '^ctit and cover" methods must be used* sodi as have been em- ployed in recent subway construction in other cities. Such methods provide for substantially decking over all streets and sidewalks during construction and thus maintaining surface traffic. The portion of the subway located south of the M. C. R. R. crossing must be constructed in this manner, but north of the railroad Woodward Avenue is 100 feet wide and the traffic is so much lighter that open trench excavation would probably be permissible. The spedficatkms should contain dauses providing for the maintenance of ttreet traffic, boCh on longitodimd and cross streets, and also for means of access to buildings. The material to be excavated in constructing the subway is mainly clay, varying from a yellow clay at the surface to a stiff blue clay at the bottom of the excavation. No bed rock will be encountered as its depth averages more than 100 feet from the ground surface. It is expected that no gravel or boulders of any importance will be encountered, but occasional sand pockets will be found. At these points additional timbering during construction will be necessary. The hrgest of die sand pockets lies across Woodward Avenue in the neighborhood of Grand Qrctts. Except for about 1200 feet of single track on the southern terminal loop, where the base of the rail reaches a minimum elevation of 91.00 (City datum), the entire subway will He above the mean level of the river. The nature of the soil is such as to make it very impervious to water and therefore no very serious difficulty from ground water during construction is anticipated. The subway route crosses the bed of the old Savoyard Credc between Congress and Lamed Streets and of the old May's Creek near the Grand Orcos, but the water at these points can be taken care of. Surface Obstructions On the surface of the street the main obstruction encountered by the sub- way is the surface car tracks. These must be supported during constructkin and provision has been made in the estimate for so doing. ITraet There are no trees of any importance on the subway route whfch need be disturbed dwing com^ruction. Subsurface Obstructions The main obstructions encountered on the subway route below the street surface are as follows: 119 • • -Cemf*! Hcatiof Co. If 1B]plljr VtMWtT Co. Edison mmmnating Co. Public Lighting Commission. Ford & Dime Bank Buildini^ • .•••■••..••> Gty of HctiiHl* Fire. .DBputttKnt. Co. .iWiicmpui ome iCK^noBB xm* Police Department. Private Companies. • DdfiMfc City Gas Ci^ Of these obstructions, the conduits and gas pipes are of minor importance may remain in general in their present locations, as the depth of cover above the siilmay is greolcr ten the feneral dqitfi at wliicli tfiqr are foand. Ihi imw g FouadiiliQna No boikBqgs on tiie proposed subway route encroach either above or bdow the street surface beyond the curb lines and the widths of the streets are such that no very extensive underpinning of foundations will be necessary. At ttatimis it will be necessary to arrange passages and stairways so that there will la no coatkt with fotmdatioiis and vanHs. There most be designed when the The ttmnels on the subway nule are shown on PLAN 18. Of these the Central Heating Company tunnels in Grand River Avenue and the Ford Building tunnel in Griswold Street are at such a depth that they need not be disturbed. The Edison Illuminating Company tunnels in Woodward Avenue, between Park Boulevard and State Street, will be dsstnibed by the subway and of sires laiyiii^ inm 4^ 0^ Cj^ to # 4^ x y 2^. The Murphy Power Con^MUiy tunnel crossing Woodward Avenue and Shelby Street in Congress Street and the P. L. C. tunnel in Michigan Avenue will be disturbed, and portions of them must be rebuilt to pass under the subway. The Murphy tunnel is 6' x 5' in size and the P. L. C. tunnel is 6' x 3' The s ew ers are the 'nost i n nM y t w i ft of tiie ob struc tiops. to be cnoountered and their tributaries and also all the sewers encountered in the route of te sonthem tenimwl loop of the aidway are shown m pbn and profile on FLANS 15, 16 and 17. The proposed new sewer construction with all the necessary new connections are shown in relation to the subway on PLANS 12, 13 and 14. It is designed to abandon entirely the present 9' 0" and 4' 0" sewers in Woodward Avenue and construct two new sewers on either side throughout the length of the subway from the river to. the northern terminal loop. In order to avoid the southern terminal loop and to obviate the necessity of ins t allin g syphons under the subway at Fort Street and at Jefferson Avenne, the west skle sewer is to be deflected from Woodward Avenue at the Grand Circus and is to be constructed in Wa st u agton Avenue to Michigan Avenue to Shelby Street and in Shelby Street on the west side of the subway loop to a new outlet in the river. The area included between this sewer and the east side sewer in Wood- ward Avenue south of Grand Circus is to be drained by the present 7' 0" sewer in Griswold Street The elevation of this sewer is such diat tfie subway can pass over it at both Fort Street and Jefferson Avenue without changing ^ sewer grade or installing syphons. The new sewers have been designed to give a total capacity somewhat more tttan the existing sewers. It may be that at the time when construction is under- taken the city authorities may desire to build sewers of greater capacity, but our sewer design is believed to be ample for the actual needs. The design calls for the following sewers in Woodward Avenue: BAST SDDB An 8' cylinder sewer from the river to the south line of Baltimore Avenue at a slope of .00152. The invert has been designed at the same dcvation at Jefferren Avenne as the present 9^ sewer. An ^ ey&ider sewer from the south line of Baltimore Avenne to the north line of Seward Avenue, with a slope of .00078. A 6' cylinder sewer from the north line of Seward Avenue to the north line of Webb Avenue, with a slope of .00078. A 3' X 4' 6" sewer from the north line of Webb Avenue to a point north of the subway loop north of LabeUe Avenue at a slope of XX)117. Ayx4'&* sewer to be connretcd at this last named point with the present 3' jc 4' 6^ sewer on tfie center line of Woodward Avenue. There East Side sewers are designed to take care of all the sewage and storm water tributary to both the existing Woodward Avenue sewers from the east side of Woodward Avenue between the river and the north terminal of the subway, with some increased capacity as before mentioned, and also from bodi sides of Woodward Avenue north of the north terminal of the subway. Con- nections shall be made wi^ all the east side tributary .sewers on the route. wm sW' An y (y cylinder sewer from a new outlet in the river at the foot of Shelby Street pastil^ to the west side of the subway loop in Shelby Street to Michigan Avenue, to Washington Avenue across the Grand Circus to Woodward Avenue to the center line of Elisabeth Avenue with a slope of .00136. The 121 inwtrt has been designed at the same elevatioil at J fc i wiflo Avenue as the pnsent 9* CT Woodivard Avenue sewer. A 7' „ JlKk arrangement will prove beneficial in accelerating the vehicle traffic movement and at the same time relieve both the car and pedestrian crossings. On MAP 6 will be seen this routing by dashed lines with arrows Mcatnf diiectaoo. BBLLB I8LB BRIDOB TRAFFIC The congestion and interruption of the Jefferson Avenue service at the approach to the Belle Isle Bridge, on Sundays, holidays and special occasions, is annoying to the regular patrons of the Jefferson line and a serious interference to the legitimate vehicle traffic on Jefferson Avenue. It also produces unsat- isfactory conditions for tbe crowds going to and irom the island itsdf. As at piescnt arranged unloading and loadtng of tlie Bdle Me traffic is effected at or near the foot of Grand Boolevard. Passengers alight at this point and pass by foot across tiie bridge to the island or use die motor hoses, w^di, how- ever, accommodate only a limited number. The nature of this Belle Isle traffic is inherently different from that in other parts of the city. Habitual travelers whose daily affairs carry them to certain d^nite places readily acquire the habit of using apparently complicated arrange* amis. It is foond posnlde, in sodi cases to pass trough given areas, passage* ways or otherwise Kmiled ^laoes, larger daily crowds in a short period, tiian would be possible with a holiday or transient crowd. The £eUe Isle bridge traffic when heavy is essentially a holiday crowd, including women and children often encumbered with lunch baskets and other paraphernalia. Such a crowd to be handled with least confusion and with dispatch should have the simplest possible course to pursue, and when once loaded on cars should not be trans- ferred until tfieir destination is reached. The ^stance from JeBmm Airenoe to tfle Ille end of the bridge is over half a mile, and in case of a sudden or threatened storm, or in extrem^ hot weather, this is a long distance for family parties to be obliged to walk. From this viewpoint the use of through cars over the bridge to the island is clearly indicated. In addition to the street car passengers alighting on Jeffer- son Avenue and the pedestrian crowds approaching from the nearby parts of Ae dly, fStnert b also an exceedingly heavy auto mobile tn^ across the bridge^ At tines die movement of Ae aotomobile and pedesfaian traffic to and from die island, conffirting with the east and west street car and antomobile traffic on Jefferscm Avenue, practically suspends the use of this important thoroughfare. In view of the fact that Jefferson Avenue is the main east and west thor- oughfare of Detroit and is in constant use 365 days in the year, any solution of the handling of the bridge traffic should be subordinated to the legitimate street tra£fic of Jefferson Avenue itself. The elements of conflict at present pKodttcfaiig die congestion are principally tihe antootobfle traffic to and from Ae idand and the fatige crowds of people surging across the street in their effiorts- to leave or board the cars strung ''^'^'V ^he Jefferson Avenue trades. Jefferson Avenue Bridge Approach We propose, therefore, that a grade separation be arranged at this point for automobiles going to and coming from the island, and the removal of pedes- tfhm congestion Iqr tiie runrnnc of tfaroi^ cars to tiie isknd. This arrani^nient ijwitriiiilliilrii 0m IwiMiiv of an widapaw or tmnel with a portal on Grand BiHdBfWit loft nofA of JdifaoB Awwe for atttomobUes passing to and from Urn trite. Car tracks shoaM ttini off at grade from JcflFcrson Avenue directly oa to tfie liridft wmmik. oomwctiiig with both the east and west Jefferson ATemie trades. , . When the traffic is light, automobUes wiU turn off on to tile bridg e ttom Jeflferson Avenue or Grand Boulewd. as at present, and to the island wffl also tiini(« at fiade and pass oter the bridge to a temwuis on BeDe Mt. On hofidi^s, or wlwnefer the crowd is heavy, the traffic regula- tions win twpiire tlie amonMbilcs for the island to turn north from Jefferson on some adjacent street so as to approach the bridge from Grand Boulevard. They wiU then pass under Jefferson Avenue through the underpass or subway to the bridge. Returning to the city they will pass thr ough t his same subway, thus avoiding entirely the surface traffic on Jeffmon Avenne. In reM^ a decision to recommend carrying cars to Belle Isle over the bfidKe we have had clearly in mind the absolute necessity of doing so only m case we could combine this recommendation with a plan which would running of the cars upon the island unobjectionable from an aitatoc and aaatie standpoint. Detroit is unique in the possession of an isiind paik M ^"^^^^ any beautiful surronndings and natmal attractions, and it wo uld be a ienon s ■islakc to deface or ii^ mmywmffSnt •ppcaruMO of tins pkasnre graonii If ill-aidvised or ifisfignrinf terminal plans. We si«gest Oie construction of the island end of the bridge with tracks 4f ,5y»if«y from a point on the bridge several hundred feet from the present tiiore line. By carrying these tracks downward at a moderate grade tfic m will pass entirely below the level of Uie bridge at the present liHie fat. On the island beyond this point the deck of the bridge. LUiiililiiiilg Oe to be maintained krel form snBkientiBstance to form a roof or top to a subway amtion. lie trades to Ae idand wai dei«li liwn the bridge into this •nd toop aionml, so as to pirn kiadiiif and mitoai^ This entire subway terminal can be constructed of concrete and steel and masked by banks of earth on each side, planted with g rass and Ar^ eiym such a manner that the appearance of the island wiU be i lls ilHa m Hl ifftmaBf atatpresent. The location sdected does not any of the tht ishmd at this point A sligfat devatkn of only a few feet wdl be necessaiy of the hfoail plaa jnst sonlh of the bridge approach from which the present roadways brandi in rarkms directkms. This level may be kept approximately tlK same as the ciOWn of the present small bridges passing over the canals, the hank around the subway station to be sloped off to the grade of the present lawns. By this form of construction the cars will com mence d e s cen d w g shoot W feet from the present shore Une and be practkaOy hHsMe fa— j^^Jy *^ river except on the portkm of the bridge well oat h*i Iht stwim wheio Wgf most he viewed only from a considerable distance. rj..,iiii ifi ff"' ii nihinf the by can will alight and pass out through aide iiiiii'nhwii of a twmai fonn m varkms directkns to the present paths and 'IIP iWMlwmyt of the island wMwut crossing or interfering with the vehicle traffic on the road level above them. In the same manner loading to return, access would be had to this station from all directions by various passages, all cen- tering in a common system of looped platforms. Additional rapidity of loading could be obtained on special occasions by collecting fares at the cntranoes to these platforms. The design as at pKMnt laM out coiilciii|ilates ^ hawBiBf of ahont 40ylMN> passengers per hour. Our attention has heen called to a plan lor a second bridge at the east end of the tsiaad. This has been considered in studying the traffic problem at the pKScnt bridge approach, and we do not find in it a solution of the Jefferson Avenue congestion. The great bulk of the traffic to the island comes from west of the present bridge. So long as this bridge is in existence the congestioa at the present point will continue and probably increase ai tiw dty grows. Out recommcndatioii. therefore, it for lebwilding tfie pfwent bridge, along Haes we have suggested, of ample dimensions for vehicle and foot traffic pcoviding for carrying through cars to the island, and deferring the decision of m second bridge wtil the present one is rebuilt and the effect noted. PUkH or MEW BELLC ISi-C MlDaC APPflOiieH PravMIng for • Mikwwy tarmiMl ParMni ttwm shown eonn«ct«th« n«w roadways and foot walks and tho ontranooa oxits of tho M«toi— A f«ll «*v*le9m«nt off thio •upreaoh will to* aubmlttad •• ' «ff tko OHy 0? DotraH to etfiffann to hi* I tho w«at Md off B*ll* Isle. BARCLAY PARSONS * KLAPP. PART III APPENDIX A COMPLETE ROUTE DESCRIPTIONS, D. U. R^ 1913 Complete detailed route descriptions for the year 1913 for all city lines of the Detroit United Railway follow. The main headings designate the name of the group of routes lciK»wn as Lines, such as the "Brush Line," "Cross-town Line," etc. The route numbers — 1, 2, 3, etc. — are the numbers assigned to various routes for convenience of reference by the operating company. The annual trips given for each route are from information compiled by the company from its records for the year 1913. The routes having the largest number of annual tr^ have been selected in the rerouting descriptions as most important. I 131 1913— BilKn LINS SOUTBS Xoote No. l^From Baker Car Honse Loop Dix to 24th, to Baker, to Trum- to Abbott, to Michigan, to Monroe, to Raadolpli, to Gratiot, to Grandy, to Jot. 'Cmmn, to North Ckcnc Loop; retnnumr ▼!« Jm. Campan to Chene, to Gratiot, to Randolph, to Monroe, to Michigan, to PMer. to MrmMju, to Baker, to 23rd. to Diit, to the Baker Car House Loop. 125,831 Annual Tripfc Route No. 2.— From Baker Car House Loop via Dix to 24th, to Baker, to Trumbull, Itt Abbott, to Michigan, to Monroe, to Randolph, to Gratiot, to Chene Street *Y"; re- tarainc ^ Gntiot to RaiMlolph, to Monroe, to M kh i gaa, to Porter, to Brooklyn, to Biker, to 2li4 to Dte, to Baker Cur Mooae Loo9* 440 Amiaal Trip*. Route No. 3.— Fram Baker Car Houae Loop Due to 24th, to Baker, to Trumbull, to Abbott, to Michigan, to Woodward, to Jefferson; returning via Jefferson to Griswold, to Michigan, to Porter, to Brooklyn, to Baker, to 23rd, to Dix, to Baker Car Houie 144 I Mttw 4«-F»oiii Baker Car House Loop via Dix to 24 Hooae Loop. 9jm AmmiI Ttlpi. Mol •#-FnMi JeferaoB Car Hooae via IcCnraon to Hdefl, to Ckanplaitt, to BaMwiB Ave. "TT; letmtec via Ctanviite to Field, to Jdhtaon, to Jefferson Car Hooie Loop. 1,229 Annual Trips. Route No. 7.— From Fort and Dearbom "Y" via Fort to CidUlac Square; returning via Fort to the Fort and Dearborn "Y." 10,955 Annual Trips. No. 8.— From Clark Car House via Clark to Fort, to Cadillac Square; return- km via Cadillac Square to Fort, to Clark, to Clark Car House. 703 Annual Tripe. Koute Nob 9#— From Fort and Clark via Clark to West Jefferson, to the River Rouge; titttrning via West Jefferson to Cleric, to Clartt and Fort Vf.** 1,908 Ammi THpa. Route No. lAr-From Fort and Clark via Fort and Cadillac Square to Bates, to Champlain. to lilin Ave. '^i f«t»ni». via Cha«iplai. to Field, to Jdfcr«», to HtleiW to drapiain. to Etamvood, toMowoe, to laadolpli, to Cadillac Square. toJ?ort, ttMM Mo. ll.r— Fraaa Field and Jefferson via Jefferaoa to Helen, to Champlain, to Efanwood, to Monroe, to Randolph, to Cadillac Square; returning via Cadillac Square to Bates, to Champlain. to Baldwin "Y"; returning via Champlain to Field, to Field Uk lt#-ffom Clark Car House via Clark to Fort "Y"; returning via Clark to Claflc Car House. MamA TttfB. Boole No. 13^From Jefferson Car House Loop via Jefferson to Griswold. to Grand Biver. 10 Case ^T; retomiiw via Gfoad Riier to Griswold, to Js t hn o w , to Jag s ri oa Mm, 14— FrtMB auk Car Howe via Oarli to Fort, to Cr ia w o l d , to C o im a, Woodw i ' 4 to Michigan, to Trumbull "Y**; returning via Michigan, to Shelby, to to Grinrold, to Fort, to dark, to the Clark Car Hooae. Ml AhmmI Tcipa. No. IS^From Woodward Car House Loop via Wuud W M d to Atwater "Y"; via Woodward to the Woodward Car Hoaie Looffu 13 AhumI Tlfpi^ Woodward aad Jefferson via Jefferson to Griswold, to Michi- gan, to Porter, to Brooklyn, to Baker, to 23rd, to Dix, to the Baker Car House Loop; returning via Dix to 24th, to Baker, to Trumbull, to Abbott, to Michigan, to Woo dward, m 191*-WYANDOTTE DIVISION ROOTBS— IN DETROIT SoM No. 17*— From the Center of River Rouge Bridge via West Jefferson to Clark Avenue, to Fort, to Griswold, to Lamed, to Shelby; returning via Jeffer son wold, to Fort, to Clark, to West Jefferson, to River Rouge Bridge. 15,7«5 Aawnl TTipa. Route No. la— From the Center of River Rouge Bridge via West Jefferson to Cjbrk, to Fort, to Cadillac Square; retttming via CadtUac Square to Fort, to Clark, to W^ Jefferson, to River Rouge Bridge. 954 Aoaaal Tripa. 191S— DETROIT, MONROE AND TOLEDO S. L. RY. ROUTES— IN DETROIT Roola No. From Fort and Dearborn via Fort to Griswold, to Lamed, to Shelbj; fdmuog via Jefferson to Griswold, to Fort, to Fort and Dearborn. IMflfi Amuial Tripa. RoMa Mo. M^From Clark Avenue Car House via Clark to Fort, to Griswold, to Lamed, to Shelby; returning via Jefferson, to Griswold. to Fort, to Clark, to ClarkCar House. AoMal THpa. 1913— FOURTBENTH LINE ROUTES Route No. 1.— From Fourteenth and Milwaukee "Y" via Fourteenth to Locust, to Henry, to Clifford, to Griswold. to ShelhT, to Jefferaoa, to Griswold, to Woodbridge, to BMea^ to Farmer, to Gratiot, to Broadway, to Witherell, to Adams, to Hastings, to Piquette, to Beaubien, to Bethune, to Oakland, to Woodland Avenue "Y"; returning via Oakland, to Bethune, to Beaubien, to Adams, to Witherell, to Broadway, to Gratiot, to State, to Griswold. to Clifford, to BagK to Foorteeotli, to Milwaukee "Y." la^M Aaaaal Tripa. Roala Mo. X— From Milwaukee "Y" and Fourteenth Avenue via Fourteenth to Lo- cust, to Henry, to Clifford, to Griswold, to State, to Gratiot, to Broadway, to Witherell, to Adams, to Hastings, to Piquette, to Beaubien, to Bethune, to Oakland, to Woodland Avenue retonmig via OaUaad to Bethune, to Beaubien, to Adams, to Witherell. to Broadway, to Gtatiot, to State, to Griswold, to Clifford, to Bagg, to Fourteenth, to Mihraokee "Y." *'129 Annual Trips. RoaH No. 3.— From Milwaukee "Y" and Fourteenth via Fourteenth to Locust, to Henry, to Clifford, to Griswold, to Shelby, to Jefferson, to Griswold, to Woodbridge, to Bates, to Farmer, to Gratiot, to Broadway, to Witherell, to ^amM, to Heatings, to FIfuette, to Beaubien, to Bethune, to Oakland, to Clay, to Olney "Y"; returning via day to Oakland, to Bethune, to Beaubien, to Adams, to Witherell, to Broadway, to Gratiot to Stote, to Griswold, to Clifford, to Bagg, to Fourteenth, to Milwaukee "Y." Route No. 4^From Warren Car House "Y" via Warren to Beaubien, to Forest, to Hastings, to *^ at Forest and Haatinga; thence via Hastings, to Piquette, to BeaidMeii, to Bethune, to Oakland, to Woodland "Y"; returning via Oakland, to Bethune, to Beau- bien. to Foreat, to Fourteenth, to Warren, to Warren Car House "Y." Sk4M Amml Tripa. Route No. 5.— From Warren Car House "Y" via Warren to Beaubien, to Forest, to Hastings, to "Y" at Hastings and Forest; thence via Hastings, to Piquette, to BeauUcn, to Bethane, to Oakland, to day, to Olney "Y"; returning via Clay to Oakland, to BiOaiMb to Bcaidiieo, to Foreat, to Fonrteraili, to Wan«a» to Warren Car House. ^IS Annual Tr^ I3S liMit Ma •#--Ffoni Warren Car Hoom "Y" via Warren to Foortecntli, to Milwaii- int ''IT*; relnraing via Fowtotaili to Warren to Warren Car House "Y." IUBS2 Annual Tiipa. Ronte Ho. 7.— From Warren Car Hmue "Y" via Warren to Fonrteenth "Y"; return- mg via Warren to Warren Car House. 33,712 Annual Trips. Route No. A^From Warren Car House "Y" via Warren, to Beaubien, to Forest, to Hastings "Y"; thence via Hastmcs to Pi^wtte. to Beanbiai, to Betiinne "Y"; retnm- iif via .BeaaiMcn, to Poceal^ to FonftecnUi, to Watfcn^ to Warren Car House "Y." MM h mmn\ Route No. 9.— From Forest and Fourteenth via Fourteenth to Locust, to Henry, to Qifford, to Griswold, to State, to Gratiot,, to Broaihray, to Witherell, to Adams, to Hastings, to Forest, to Fourteenth. 50^828 Annual Trips. Ronte No. From Fourteenth and Warren via Warren to Beaubien, to Adams, to Witiwrftlli to Broniway, to Gntiot, to Ststc^ to GtimM. to Clilbf4 to Bnn. to Foar- lavwint' tw waijen Avcnne. ^m^mp flpmni wi^pau Samln New ll^^rom Mihrankcc "Y" amA Penflimntli wh FonrtoMlli, to Locnst. to Henry, to Clifford, to Griswold, to State, to Gratiot, to Broadway, to Witherell, to Adams, to Hastings, to Piquette, to Beaubien, to Bethune "Y"; returning via Beaubien to MumM, to Wklinti|» to Brmdway, to Gratiot, to States to Grinpoldt to CMM, to Bnn«. to Fowlcenili, to Ifflinudicc MM Aanri Tuift, Ranle Now U>-Froai Forest and Foarteentli vis Fo nr t e e n th to Locust, to Henry, to Clifford, to Griswold, to Shelby, to Jefferson, to Griswold, to Woodbridge, to Bates, to Farmer, to Gratiot, to Broadway, to Witherell, to Adams^ to Hastings, to Forest, to Fourteenth. 7 JUS AmamU Ttipa. Route No. 13.— From 31st Street "Y" and Warren via Warren to Fourteenth, to Locnst, to Henry, to Clifford, to Griswold, to Shelby, to Jefferson, to Gr i swold, to Woodbridge, to Bates, to Farmer, to Gratiot, to Broadway, to Witherell, to Adams, to Hastings, to Piquette, to Beaubien, to Bethune, to Oakland, to Clay, to Olney "Y"; returning via Cfaiy, to Oakfaindt to Bethune, to Beaoliien, to Adams, to Witherell, to Btimdway, to Gratiot, to State, to GriswoM. to CSffbrd, to Bagg, to Fourteenth, to Warren, to 31st Street "Y." AbmbI Tripa. Route No, 14.— From 31st Street "Y" and Warren via Warren to Fourteenth, to Locust, to Henry, to Clifford, to Griswold, to Shelby, to Jefferson, to Griswold, to Woodbridge, to Bates, to Fanner, to Broadway, to Witherell, to Adams, to Hastings, to Piqnette, to Beanhaen» to Bethune, to Oakfaad, to Victor, to Woodward, to Wood- ward Car House Loop; returning via Woodward to Victor, to Oakland, to Bethune, to Beaubien, to Adams, to Witherell, to Broadway, to Gratiot, to State, to Griswold, to CMm4, to Bagg^ to Fourteenth, to Wanren, to Slat Street 'y." UM AaaMi 'Mfta, Route No. IS^From Oakland and Clay via Clay to end of line; returning via Clay toOsithuNL- (flug Uae^ 'douMc^ end car.) 4^iW4 M—i TiIiwl 1913— HAMILTON LINE ROUTES— IN DETROIT Rnnia L--Froin Woodward and Private rigfat-of-vray, west on private rig^A^yf- way to Metzger, to Oakman, to Webb, to Hamilton, to Greenwood, to Holden, to Third, to Ledyard, to Cass, to Grand River, to Woodward, to Woodward and Atwater **¥**; returning via Woodward to Grand River, to Greenwoodt to Hanrikoii, to Wd>h, to Oaionank to Metsger, to private t^^kt Route No. 4/— From Grae n w o od and Holden via Holden to Thnd, to Ledyard, to Cass, to Grand River, to Woodward, to Woodward and Alwat^ "Y"; returning via Woodward to Grand River, to Greenwood, to Holden. 875 Annual Tijpa. Route No. 5.— From Hamilton Car House Loop via Holden to Greenwood, to Hamilton, to Pingree "Y"; returning via Hamilton, to Greenwood, to Holden "Y," to GurBouMLoop. lyBS Awail 1%a. Route No. 6^-Fn»n Hanilton Car House Loop via Holden to Greenwood, to Hamil- ton, to WeM> 'IT; returning via Hamibon to Ct ee uwood, to Holden "Y," to Car Houae Loop. 3jm Aanual Tripa. Route No. 7.— From Hamilton Car House Loop via Holden to Greenwood, to Hamilton, to Webb, to Oakman, to Metzger, to private right-of-way, to Woodward "Y"; returning via private right-of-way, to Metzger, to Oakman, to Webb, to Hamil- ton to HoMc^ to Gar Houae Loop, in AawiTlriipaL Rats No. From Hamilton Car House Loop via Holden to Third, to Ledyard, to Cass, to Grand River, to Griswold, to Jefferson, to the Jefferson Car House Loop; returning via Jefferson to Griswold, to Grand River, to Greenwood, to Car House Loop. 39 Annual Trips. 19I3-HASPBR UNB BOUtW Route No. Id— From Leesville Car House via Harper to Mt Elliott, to Hendricks, to Joa. Gauvau, to Sherman, to Haetinga, to Cfioton, to Brurii, to Ifaconib, to Gratiot, to State, to Shelby, to Jefferson, to Griswold, to Woodbridge, to Bates, to Farmer, to Gratiot, to Macomb, to Russell, to Catherine, to Jos. Canipau, to Waterloo, to Mt. Elliott, to Harper, to the Leesville Car House. 13,685 Annual Trips. Route No. 2w — From Van Dyke and Harper via Harper to Mt. Elliott, to Hendricks, to Jos. Campau, to Sherman, to Hastings, to Clinton, to Bmsh, to Macomb, to Gratiot, to State, to Shelby, to Jefferson, to Griswold, to Woodbridge, to Bates, to Farmer, to Gratiot, to Macomb, to Russell, to Catherine, to Jos. Campau, to Waterloo, to Mt. Elliott, to Harper, to the Leesville Car House. 56,443 Annual Trips. Route No. 3. — From Leesville Car House via Harper to Mt Elliott, to Forest, to Hastinga, to Piquette, to Beaubien, to Bethuac;, to OaUaad, to Victor, to Brush, to Manchester, to John R., to Victor, to Oakland, to Bethany to Beaubien, to Forest, to Mt. Elliott, to Harper, to Leesville Car House. 79i Annual Tripa. Route No. 4. — From Van Dyke and Harper via Harper to Mt. Elliott, to Waterloo "Y"; returning via Mt. Elliott to Harper, to Van Dyke "Y." 19,053 Annual Trips. Route No. 5.^From Field and Harper via Harper to Mt. Elliott, to Waterloo "Y"; returning via Mt. Elliott to Harper, to Field Avenue "Y." 1,057 Annual Trips. Route No. 6d — From Harper and Field via Harper to Mt. Elliott, to Kercheval, to CoMOfd, to Fi^ to Jefferson; retumiag via Jefferaon to Concord, to Kercheval, to Mt. EUiotl^toHafpcnto Piaid^. MM hmml Ttipm. Route No. 7w— From LeesviUe Car House via Harper to Mt Elliot^ to Hendfkik*, to Jos. Caan^u, to Hastinga, to Cliaton, to Brush, to Gratiot, to State, to She%, to 13^ mMm^l ntmim ^ to Mmm to Farmer. ^rji^l^Vl^^r'TL^^ -■ jMU ••W^^^^^ ^^M^^^^^^^^^^" ^^^^^^ Hilt Cm Hovm. Route No. S^ame » Mo. 7, ««»it t«nii»f »t Vm Dyke and ^^/^^ •f Leesville Car House. "'~ Route No. 9--From Kercheval Car House vji Ke^'^'^A* 'l^^'t.^^el^hS^* to Van Dyke and Harper "Y": ret««i«ig ^ H«fp«r to Mt. EMott.^ ]^ Tri^ BnclMval Ckr Hmm. * ^....-.-^..^ M pfnm Beraimi Car Home ^ Eercheval to Mt. Elliott, to Hen- i,i2rt?l^;:Srto^^ to Cnnton. to Bnjjh^ GraUoJjto iSTlo Shelby, to Michiipui; returning via ^^J.^^^^^.^'S^^^iS^^ to Maconli. to RumU. to C»tfc«ri»e, to Jm. CMmmm, to W«l«tloo, lo^ Mt. fcii. ott^ Kcfchtvil, to Itetlwval Cir BoMMw *• " ^ ma^jspFSSSON un£ routm Route No. l.-Fro« Jeftno. Or Home Loop irte I^^^^^Jv^.^^^^.^^^^^^ BWIt W*. l^From "T* ttt Jelerson and Alter Road via Jefferson to Griswold, to River, to Grand Rb« Loo»; returning via Grand River to Gnawo ld to St rtc^to (Mswold. to Jefferson, to "TT at Aher Road. mmm^ Bontc No. 3^From Jefferson Car House Loop vk Jefferm 10 WoodwM* to Mldri- JXmX^ «Hl GriiroM; ret^ni-t ^ OHmnM to J— J;^;- i^lL^^Tw^ Hil^i, ito, IcferwB Car Houie Loop via Jefferson to Griswold to Grand River, to Cass and Grand River "Y"; returning via Grand River to Gns wold, to State, to Griawold, to Jefferson, to Jefferson Car House Loop. mmmm m.t^ Route No. 5.-From Jefferson Car House Loop via Jefferson to Griswold, to Gfsod Ikerto Trumbull and Grand Ri^ -Vj refridog ^ GnMA ^^J^^ to ©riwtoM, to JclefM% to |efer«Mi Cm Homc Loop. "mi inp.. Wmm Mo. I^-F^ leferwn Car Koow irk Jcf^fMO to Field and Jefferson "Y"; «JX ^ JSLoo ^ Icffermm Cut Home. Annual Tnps. mamt Mo. 7^ro« leierson Car House Loop via Jefferson to Griswold. to Grand RWer. to Myrtle, to Myrtle and 26th Street "Y"; returning via ^yrtleto G^nd River, to Griawold. to SUte. to Griswold, to Jefferson, to Jefferaoo Car »mm JjJjJJ^ IU»le No. l^From Jefierioo Cw Hooao Loop irte hMtnon to Comm4 to Kerche- ^ to Mt. Elliott, to Fof««. to Fowteeoth, to Warren, to Cross Over west of Grand ISer; thence via Warren, to Grand River, to G«nd River ^o^^ Rirer to Warren, to Croaa Over west of Grand River, thence^Ha Warnn to DUiuian. S^ori tTIa ElBott. to mmhn^ to Co«««4 to Ch^piyis. 1;^^''^^^^^;;^ to Jttktmm Cue Howt Loop. ■mIo It From Jlfcrioo Car House Loop via Jefferson to Griswold, to Michi- pn. to Trumbull "f; ^ Ukldtm to Griwfold, to Jefferao n, to J^^^ Clw House Loop. Route No. lOv-From Jefferson Cu Hooae Loop via Jefferson toWoodward. to Log Cfebtn Loop; returning via Woodwaii to fcfmo*. to JolMiM Ci» yJJJJJS'xi^a m 1913-4IHOilB UNB KOUTS-IM DBTSOtT Route No. 11.— From Jefferson and the Alter Road via Jefferson to Bates, to Con- gress, to Griswold; returning via Griswold to Jefferson, to the Alter Road. 1913— ORCHARD LAKE ROUTES— IN DETROIT loalt M^ ti^ffooa Gnwd Riv«r Loop via Grand River to Ctos. to State, to Gria- wold, to Larned, to Shelby, to Jdjteraon; fetanriog via JeflcraOB to Griswold, to Grand River, to the Grand River Loop. 10,880 Annual Tripa. Route No. 13. — From Shelby and Jefferson via Jefferson to Griswold, to Grand River, to Trumbull, to Trumbull Car House; returning via Trumbull to Michigan, to Sh^y, to Jelieraon and Shdby. US AmnnI Ti%a. KoMo Nob H^From Jefferson Car Honae Loop via JeSenon to GcmwoM; letntn- ing from GriswoM and JcSeraon i^ Jefferaon to the JeSenon Car House Loop. 364 Annual Trips. 1913— MICHIOAN LINE ROUTES Route No. 1. — From Mack Avenue Loop via Mack Ave. to Gratiot, to Randolph, to Monroe, to Michigan, to the Michigan Car House Loop; returning via Michigan to Monroe, to Randolph, to Gratiot, to Ma^ Ave. Loop. 9M«1 * — ■ ! TMpa. Route No. 2d— From Leesville Car Honae Loop via Gratiot to Randolph, to Monroe, to Middgan, to Addison "Y"; returning Tin Midrigan to Monroe, to Randolph, to Gratiol. to tlM Leesville Car Honae Loop. Anannl Txipa. Rome No. From Leesville Car House Loop via Gratiot to Randolpli, to Monroe, to Michigan, to Michigan Car House Loop; returning via Michigan to Monroe, to Randolph, to Gratiot, to Leesville Car House Loop. 76,008 Annual Trips. Route No. 4. — From Mack Ave. Loop via Mack to Gratiot, to Randolph, to Monroe, to Woodward, to Woodward and Atwater "Y"; returning via Woodward to Monroe, to Randolph, to Gratiot, to Made, to Mack Are. Loop. Ammal Trips. Route No. 5.— From Mack Ave. Loop via Mack to Gratiot, to Chene "Y," thence 1^ Gratiot to Leeaville Car Honae Loop; ratnming from Leearille Car House Loop via Gratiot to Chene and Gra^ ''Y," thcaee via Gratiot to Made, to Mack Ave. Loop. 1,285 Annual Tripa. Route No. 6L — From Chene and Gratiot east on Gratiot to Louisville Car House Loop; returning via Gratiot to Chene Street "Y." 1,022 Annual Trips. Route No. 7. — From Leesville Car House Loop to Randolph, to Monroe, to Wood- ward, to Woodward and Atwater "Y"; returning via Woodward to Monroe, to Ran- dolph, to Gratiot, to Leeavffle Car Honae Loop. Aaa«al Trlpab Roote No. &i— From Leesville Car House Loop via Gratiot to Randolph, to Monroe, to Tranbnll and Midiigan "Y"; retnminff via Midugaa to Monroe, to Randolpli. to Gratiot, to Lcetfilt Car Boms Loepw 9» Aaaml Tkipa. Moms No. t^From Midiigan Car House Loop via Michigan to GriawoM. to Jcfferw Bon. to Reld and Jefferaon "Y**; retnn^ via Jcfleraon to Griswold, to Michigan, to Midiigan Car Honae Loop. 1.273 Ananal Trips. 139 Koiit* No. lO^From MkhilW Cw HoMC Um ^ MiMtm to &iiwold. to Con- BMM Mtfb ll#-FfO« Car House Loop via Michigan to Woodward, to UTonimti aai Atmltr "T*; ntwalw ^ Woodwatd to Mkhigan. to Michigan Car ItmmTmt «98 Annwd Trip^ Roate No. 12.— From Michigan Car House Loop via Mkhigaa t^ ^nmibttU "Y^ ntnnuag ▼!» Michigan to Michigan Car House Loop. >• hamm Tnga, Route No. 13.-From Woodward and Atwater "Y" via Woodward to the Woodward Car Hottie Loop; returning via Woodward to Woodward and Atwater nr. ^ ■mm No. 14^Froin Jos. Campan and Atwater via AtwaMr to Cheae, to GiMkH Bilf -TT; tlMKO on Gntiol to Gm4r. to |oa Cuvmii to Loop; returning yia Jos. Cmmm to Ckmm, to Atiratcr. to |oa Camtnu 374 Aanaal Tnpk AMMi Mo. Ift^fon Tronbull and Michigan via Michigan to Griswold, to Con- gWt^toWooii«»*tollicW«toTn«rtMi»a«4Mk^ ^^Ot Tripfc BmM Mo. |iu--PrTT«i TrmdHdl Miii llfcMipiM irk Michigan to Monroe, to Randolph, to GratioL to Chene "Y"; retaniNC ^ Gt^iot to MmMfk, to Monroe, to Michigan, to TmaMA wmi yr*'«tr* "Y* ^ Annual Tr^a. iMite No IT^From Jelferton Car House via Jefferson to Griswold. to Grand River, to Cass "Y"'; lotwwat ^ Gtmad River to Griawold, to Jefferaon. to J effer «on C a r House Loop. MmmmTam' IttS-niTlCXIT, JACXaON AND CHICAflO LHW lOUTB- IN DETROIT Roote Mk. M^From bcgimiiiic of D. J. * C Ry. oo Miehigaa AmM at Addison Sftiici; tiwee via Michigan Awmm to Griswold, to Larned, to Shelby; returning via mmmm to GrimH to MidiiiMi. to beponiag of D. J. & C Ry. at Addison Switch. Ifl^l9$4 AoMNl Tatm, ifi3-4fymii MMLWAr um soutb-in dvtboit Route No. X9^From beginning of Rapid Railway on Gratiot Avenue, thence via Gratiot, to Randolph, to Mowoc, to lOdrigan. to GriawoMl Lwned. to Shelby ; re- tMfcv fil Je^rson to GfiaifoM, to IfldligfM, to Mmnt, to Randolph, to Gratiot, to icgiM*« of Ra»id Raitmar. » V^O Anaoal Tripe itts-ammiB mm koutss loote No. 1.— From Roosevelt and Myrtle via Myrtle to Grand Ri ver, to Cass, to State, to Griswold. to Congress, to Mt. Elliott, to Jefferson, to Field Aveme "Y"; re- tsmiag via Jellcraoii. to Mt. ElHott, to Fort^ to Bnidi, to Congress, to GriswoM. to Grani ll»«r, to Hfttl^ to looMfolt "TT." IMW Trip*. BoMt Ho. 2^tOBi Roosevelt VT aod Myrtfe via Myrtk to Grmid River, to "Y" M' Thw ^P ; thence via Trumbull to Trumbull Car House; returning via TmabvU* *Tr tt GamA Riter oo to Mjrtk, thence via Myrtle to Roosevelt "Y." 140 Route No. 3^From Roosevelt "Y" and Myrtle via Myrtle, to Grand River, to Cass, to Slatc^ to GriswOM, to Congress, to Mt. Elliott, to Jeffersoo, to Alter Road "Y^; returning via Jefferson to Mt. Elliott, to Fort; to Brush, to Congress, to Griswold, to Grand River, to Myrtle, to Roosevelt "Y.** 1,139 Annual Tr^M. Route No. 4.— Same as No. 3. except lo<)pa at our house and returns instead of run- «ing through to Alter Road "Y." 5,230 Annual Trips. Route No. 5.^From Trumbull Car House via Trumbull, "Y" at Grand River, thence via Grand River, to Griswold, to State, to Griswold, to Jefferson, to FleM Avenue "Y*; r s tiifi n g via Jdieraon to GrisiroM, to Grand River, to Trwnbull, to Trumbull Car House. UmAaamii'Mm, Sovia Mo. 6. — From Trumbull and Grand River via Grand River to Griswold. to Jefferson, to Field Avenue "Y"; returoing via Jefferson, to Griswold. to Grand River, to Grand River and Trumbull. 1,933 Annual Trips. Route No. 7.— From Trumbull and Gtaad River via Trumbull to Trumbull Car House; returning via Trumbull to Trumbull Car House. MB Anoml Tripa. Route No. &— From Jefferson Car House via Jefferson to Alter Road "Y"; returning via Jefferson to Jefferaoa Car Home. SO Aanil'Ticipi. 1913— NEW MICHIGAN CENTRAL DKPOT UNE ROUTB8 SoMe Mo. t^rom Maiantette and ISth via M a r antette to 14t!i. to Miclitgan, to Woodward, to Congress, to Gritiroid, to IficirfBMu to UA, to Dalzelle. to 15th and Marantette. 950 Annoal Tripa. Route No. 2. — From Michigan Car House Loop via Michigan to 14th, to DaladUe, to 15th, to Marantette, to 14th, to Michigan, to Michigan Car House Loop. 4S Annd Tkipa. l9IS-SHBSlIAaf UNB SIHITB8 Route No. 1* — From Dix and Livernois via Livernois to Toledo, to Scotten. to Sorter, to 24th. to Howard, to 12th, to Abbott, to Cass, to Sute, to Gratiot, to Macomb, to Russell, to Catherine, to Jos. Campau. to Waterloo, to Mt. Elliott, to Kercheval. to Hurlbut "Y"; returning via Kercheval. to Mt Elliott, to Hendricks, to Jos. Campau, to Sherman, to Hastings, to Clinton, to Brusli, to Macomb, to Gratiot, to State, to l^ielbj, to Michigan, to Porter, to SoiCten. to Toledo, to Livemois, to Dix and Livernois. 147JB71 Annoal Tripa. Route No. 2w— From Dix and Livemois via Livernois to Toledo, to Scotten, to 24th, to Howard, to 12th. to Abbott, to Cass, to State, to Gratiot, to Macomb, to Russell, to Catherine, to Jos. Campau, to Waterloo, to Mt. Elliott, to Kercheval, to Concord, to Champlain. to Field, to Jefferaon; retumkig via J^erson to Concord, to Kercheval. to Mt. Elliott, to Hendricks, to Jos. Campau, to Sherman, to Hastings, to Clinton, to Brush, to Macomb, to Gratiot, to State, to Shelby, to Michigan, to Porter, to Scotten, to Toledo, to Livemois, to Dix and Livemois. 4^9 Annml Tripa. Route No. 3.— From Kercheval Car House via Kercheval to Hurlbut "Y"; returning via Kcfcheval to Kerdievnl Car Honse. lM4t Aaaanl Tb|pa. Route No. 44 — ^From Dix and Livemois via Livernois to Toledo, to Scotten. to 24dv to Howard, to Abbott, to MicMgan, to Slwlbr, to Jefferson, to Griswold, to Wood^ bridge, to Bates, to Farmer, to Gratiot, to State, to Shelby, to Michigan, to Porter, to Scotten, to Toledo, to Livernois, to Dix and Livernois. 281 Annual Tripa. 141 Roote Na 5-— From Kerchcval Car House via Kercheval to Concord, to Champlain, to Field, to JcictWNi: f«tiiniii« ^ JcicnoB to Concord, to Kercheval ^''[^^"j^^ BMtte No. 6.— From Kercheval and Hurlbut via Kercheval to Mt. ElUott^toHen- iridE% to Jot. Campau, to Sherman, to Hastings, to Clintoii, to Brttth, to Gratiot. t» Statt, to SMibf, to JvHumm, to Griswold, to Woodbridge, to Bates, to Farmer, to Gratiot, to Macomb, to Russell, to Catherine, to Jofc Caa^M^ to Waterloo, t o lit Elliott* to Kercheval, to Hnrlbnt and Kercheval 1.342 Annual Tript. ■•ate No. 7^From Kercheval and Hurlbut via Kercheval to Mt. Elliott, to Hen- dricks, to Jos. Campau. to Sherman, to Hastings, to CUnton, to Brush, to Gratiot, to State, to Michigan, to Porter, to 21th; tctmliw iria 24tii to Howard, to Abkott, to Caw, to State, to Gratiot, to Macomlk, to Rnaaeli. to Catherine, to Job. Campau, to Waterloo, to Mt. Elliott, to KcidMial, to Kerdicval and Hnrllint 63 Aannal Tripe. BuBll a— From Field and Jefferaon to Concord, to Kercheval, to Mt. Elliott, to Hendricks, to Jos. Campau, to Sherman, to Hastings, to Ginton, to Brush, to Gratiot, to SUte, to Shelby, to Jefferson, to Griswold, to Woodbridge, to Bates, to Farmer, to Gratiot, to MacoMb. to Rmaell. to Catherine, to Jo^ Campau, to Waterloo, to 1ft. lifaitl, to Ketches to OmtmA to Chanpiain, to Field, to Field and Jefferson. 14 Annual Tnpa. Route No. 9.— From Dix and Livernois via Dix to 24th. to Baker, to Trumbull, to Abbott, to Michigan, to Griswold. to Jefferson, to Field "Y"; turning via Jefferson to Concord, to Keichevat Car House -Y"; thence east on Kercheval to Hurlbut and Kercheval "Y"; rctwaiag via Kercheval to Mt. Elliott, to Hendricks, to Jos. Campau, to Sherman, to Hastiaga, to Clinton, to Brush, to Sute, to Shelbj, to Michigan, to Porter, to Scotten, to Toledo, to Livernois, to Dix and Livemola. AflMd Tnpa. Route No. 10.— From Kercheval Car House via Kercheval to Mt. Elliott, to Harper, to FieM Avenue "Y"; returning via Harper to Mt. Elliott, to Kercheval, to thejer^ dwval^ Car 'Howe. ^ AbwmI Tkipa. Roole No. ll^From Waterloo and Mt. Elliott via Mt. Elliott to Harper, to Field Avcme *T-; letaroinv via Harper to ML EiKott. to Mt. Elliott aad Waterloo "Y.** 298 Amittal Tripa. MHM Mo. Hi— From Field and Harper via Harper to Mt. Elliott, to Hendricks, to Jos. Campau, to Sherman, to Hastings, to Clinton, to Brush, to Gratiot, to SUte, to Shelby, to Jefferson, to Griswold, to Woodbridge. to Bate*, to Farmer, to Gratiot, to Maconhb to RnaaeH to Cklherine, to Joa. Ckflwa% to Waterfoo, to Mt. Elliott, to Harper, to FieM "Y." iAMiMlTripa. Hi, ,111 mm-9mm Dis and Livemois via liveraoia to Toledo, to Scotten. to iMl, to Howard, to Ahbott, to Michigan, to Monroe, to Farmer, to Gratiot, to State, to Shelby, to Midli|Ba. to Porter, to Scotten. to Toledo, to Livernoi^toDixand Livernois. mamm Tripa Roole No. From Kercheval and Hurlbut via Kercheval to Mt. Elliott, to Hen- dricks, to Jos. Campau, to Sherman, to Hastings, to CBnton, to Brash, to Gratiot, to State, to Shelby, to Michigan, to TnunhoO VT; returning via Michigan to Monroe, to Farmer, to Gratiot, to Macomb, to Russell, to Catherine, to Jos. Campau, to Waterloo^ to Ml Elliott, to Kercheval, to Kercheval and Hurlbut "Y." 25 Annual Tripe. Route No. 15.— From Van Dyke to Harper via Harper to Mt. Elliott, to Hendricks. 10 Jos. Campau, to Sherman, to Hastings, to Clinton, to Brush, to Gratiot, to SUte, to Shelby, to MicMiaa. to Momoc, to Fanner, to Gratiot, to Macomb, to RasscO, to GMiMtlii% to loii riBipaii. to Wkstrlooh to Ml SWotl, to Barker, to the Van Dyke " Y." 20 Ananal Tripa. Route No. 16w— From Jefferson Car House via Jefferson to Griswold. to Grand River, to Cass Avenue "Y"; returning via Grand River to Griswold, to Jeffer son, to leCeraott Car Honae Loop. If Aa««lldpfc Route No. 17.— Fkhh Dix and Livernois via Livernois to Toledo, to Scotten. to 24th, to Howard, to Abbott, to Cass, to State, to Gsa^ to Maeooab, to Rassell. to CaAttimtt to Joa. Caanpan. to Waterloo; retumhig via Mt Elliott, to Hendricks, to Jos. Campau, to Sherman, to Hastings, to Clinton, to Brush, to Gratiot, to Sute, to Michigan, to Porter, to Scotten, to Toledo, to Livernois, to Dix and Livemois. m Aaml Triipoi Route No. IS^Ffom Van Dyke via Harper to Mt. ElUott, to Waterloo '^T; re- t«rohMrviaMt.BliiotttoHarpcr, to VaHDjfc)e'*Y.'' IWAMnrilllpa Route No. 19<— From Kercheval Car House via Concord to Champlain, to Field, to Jcilerson. to Alter Road "Y"; retorning via Jefferson to Woodward, to Michigan, to Griswold, to Jefferson, to FieM "Y*; then ictnrnittc via IcSsraoo and Concord to Ker- cheval Car House. * Annual Tripa. Sovie No. an^rom Kercheval Car Hoose via Kercheval to Mt. EUiott. to Forest, to Hastings, to Piquette, to Beaubien, to Bethune, to Oakland, to Victor, to Woodward, to the Woodward Car House Loop; returning via Woodward to Victor, to Oakland, to Bethune. to Beanbien, to Forest, to Mt. Elliott, to Kercheval, to Kercheval Car House. 901 AMsnal Tripa. BMrta NOi tl#-MFfeoni Ket^ievt^ and Hwlbat via Kercheval to Mt. Elliott, to Hen- dricks, to Jos. Campau, to Sherman, to Hastings, to Clinton, to Brush, to Gratiot, to State, to Shelby, to Woodbridge, to Bates, to Farmer, to Gratiot, to Broadway, to Witherell, to Adams, to Hastings, to Piquette. to Beaubien, to Bethnne. to Oakland, to Victor, to Brush, to Manchester; returning via John R. to Victor, to Oaldand, to Bctlmne. to Beaubien, to Forest, to Mt Elliott, to Kercheval, to the Hurlbut "Y." 40 Annual Tripa. Route No. 22w— From Mt Elliott and Forest via Forest to Harper, to Field "Y"; returning via Harper to Mt Elliott, to Mt EIlk>tt and Forest 199 Annnl Tripa. Route No. 23.— From Kercheval Car House via Kercheval to Mt. Elliott, to Harper, to Van Dyke "Y"; returning via Harper to Mt. Elliott, to Kercheval. to Kercheval Car House. • Aaooal Tripa. Route No. 24.— From Van Dyke and Harper via Harper to Mt Elliott, to Hendricks, to Jos. Campau, to Hastings, to Clinton, to Brush, to Gratiot to State, to Shelby, to Jefferson, to Griswold, to Woodbridge. to Bates, to Farmer, to Gratiot, to Macomb, to Russell, to Catherine, to Jos. Campau, to Waterloo, to Mt Elliott, to Harper, to Van Dyke "Y." 8 Annual Trips. Inim No. 2S#-pFffOm Kercheval Car House via Kercheval to Mt. Elliott, to Forest, to Hastings, to Piquette, to Beaubien, to Bethune, to Oakland, to Victor, to Brush, to Manchester; returning via John R, to Victor, to Oakland, to Bethune, to Beaubien, to Foiest. to Mt Elliott, to Kercheval. to Kercheval Car Honae. MS9 AmmbI Tripa. 1913--SPiaNGW£LL8 UN£ ROUTE Soola No. l^From Dix and Livernois via Dix to Ferndale, to SpringweOs, to ChamberUin, to Woodmere, to Fort, to Dearborn, to West Jefferson "Y~; returning via Dearborn to Fort, to Woodawre, to Chamberfaun. to Springwells, to Ferndale, to Dix. to Dix and Livemois. 32.237 Annual Tripa. 143 '!ii!j|itj|ei|i!jip . Root* Na Iw— From ClwM Md Charlevoi* "Y" via Chene to Atwatcr. to Jo». Cam- iMh to dw Bifcr; Mlmriiii vii Joa Oavm to Atwaltr, to Cbc^ m&m Mu. 2/-Froni h&fmritk tmi GtaHot vift Gratiot to Chene, to Atwater. to Jos. Campau, to the River; iHa t i il g «te Jm. CliiUplM 10 Atmttr, to Chene, to Gratiot, to LccsrUk Car Hooae. Annual Trips. llBli No. 3.^From Mack Avenue Loop via Mack to Gratiot, to Chene, to Atwater, to Joa. Campau, to the River; returning via Jos. Campau to Atwater, to Che ne, to to ICcMga, Ha l^From Trattb^ Car Ho«aa via TiwM to Michigaa, to GrtewoM, 10 Jcffm% to Field "Y**; fflmia« via Jdferaoa* to GrlilPaH to Michigan, to Tmm- haOi to VnaMI Car Hooaa. Aaaoal Tr^ „ Trumbull Car Hovee via TrwAril to MirM i a a "Y"; returning via Tffwahon to TtnmrihoU Car Hoaec. M Aaaml Txipa. Baate Hk^ 4^-Froai Tramboil Car Hoaac via Trmnboll. to MtchifM, ta Wood- ward, to Congress; retacaiac via Goagrea% to Griawold, to Ifiehifan, to Trumbull, to tkambuU Car House. »5 Annual Tripa. Route No. 5.— From Trumbull Car House via Trumbull, to Michigan, to Shelby, to Jefferson; returning via Jefferson, to Griswold. to Michigan, to Trumbull,_to Tr umbuli Car House. Roam No. 6.— From Trumbull Car House via TrumbuU to Grand River; Half "Y" at Grand River, thence via Graad River, to GriawoM, to State, to GriewoU, to Idferaoa, to Alter Road "Y"; l e ta r a ia g via JeSereoa, to GriawoU, to Graad River, to Trumbull, •0 Tnaabail Car Hoaee. 171 ' . aa Roate Na mem I009 at |efl«raoa Car RoaK instead of JVUDH8» flBMHBVBK Awa|gp^» ■■■la Wm. ti-Wfa at Chw aa4 Gfaa4 Htcr. thence via Graad River to Griswold. States to GriawoM, to Itiefwia, to Jefferson Car Hoase Loop; retamiac via Jeffer- son, to Griswold. to Grand River, to Casi Avenoe. (Routes No. 6 and No. 7 is getting from the car house to this line.) 325 Annual Tripe. Roate No. 9^From Trumbull Car House via Tnaabnit to Giaad River, "Y" and return via Trumbull to Car House. 4 Annual Trips. Roate NOk lO^From Grand River Loop via Grand River to Griswold. to State, to Griswold. to Woodbridge, to Bates; returning via Bates to Congress, to Griswold, to Grand River, to Loop. 3 Annual Trips. Route Na 1^.— Beginning at Michigan and Griswold, thence via Griswold, to Jeffer- son, to Jefferson Car House Loop; returning via Jefferson to Woodward, to Michigan, to Michigan and Griswold. 2 Anaoal Tr^ Route No. 12.— From Trumbull Car House via Trambull, to Michigan, to Griswold, to Congress, to Woodward, to Woodward Car House Loop; returning via Woodward to Congress, to Griswold, to Michigan, to Tmaibnil, to Traaihall Car House. 10 Aaaml V^pa. 1913_VICTOR mm ROUTES Roale No. l^From Woodward Car House Loop via Woodward to Victor, to Oak- laad, to Woodland Avenue "Y"; returning via Oakland, to Victor, to Woodward, to Woodward Car House Loop. 27.648 Annual Trips. igi3— WASRBN WEST ROUTES Route No. Iw— From 31st and Warren via Warren to 14th, to Locust, to Henry, to Clifford, to GriswoM, to Shelby, to Jefferson, to GriswoM, to Woodbridge, to Batee, to Parmer, to Gratiot, to Griswold, to Oifiord, to BacK to 14th, to Warren, to 31st St. 21^2 Aoanal Tripa. 9mm Ma. jL-^rom 31st St. "Y" and Warren via Warren to 14th, to Locust, to Henry, to Clifford, to Griswold, to Shelby, to Jefferson, to Griswold, to Woodbridge, to Bates, to Farmer, to Gratiot, to Broadway, to Witherell, to Adams, to Hastings, to Fiqnette, to Beanbien. to Bethane, to Oalduid, to Woodfamd 'nT; returning via Oak- land to Bethune, to Beaubien, to Adams, to Witherell, to Broadway, to Gratiot, tO Sute, to Griswold, to Clifford, to Bagg, to 14th, to Warren, to 31st St. "Y." 1,228 Annual Trips. Route No. 3. — From 31st St. "Y" and Warren via Warren to 14th, to Locust, to Henry, to Clifford, to Griswold, to Shelby, to Jefferson, to Griswold. to Woodbridge, to Bi^ to Panaer, to Gratiot to Broadway, to Widwrdl, to Adams, to Hastings, to PIquette, to Beaubien, to Bethune, to Oakland, to Clay, to Olney "Y"; returning via Cfaiy to Oakland, to Bethune, to Beaubien, to Adams, to Witherell, to Broadway, to Gratiot, to State, to Griswold, to Clifford, to Bagg, to 14th. to Warren, to 31at St 'Y.*' tjmAmmATOm. Route No. 4.— From Warren and 14th via 14th to Locust, to Henry, to OifiordL to GriawoU, to Shdby, to Jeffiereoa, to Griswold, to Woodbridge, to Bates, to Parmer, to Gratiot to St^ to QtkmtM, to Clifford, to Bagg, to 14th and Warren. 614 Aminal Tripa^ Baate No. S^Warrea Car Hoaae via Warrea to Slit St T*; returning, via War- ita to Warren Car Hoaae. 346 Aaraal Tripa. 145 1913— WOODWARD LINE ROUTES Route No. I.— From Log Ctbitt Loop ▼« Woodward to Jefferson, to "Y" at Third and |e«eff««Mi; retwiiiiiff via JtSeraon to Woodward to Lof Cabin Loop. 177, a07 Ammal Tripa. Route No. Ip-From Woodward Car House Loop via Woodward to Jefferson, to "Y" at Third and JcCtfMNi; tetantac via Jefferson to Woodward, to Woodward Car House Loop. Amwd THpfc Sovit Mo. a#— From Cortland Avenue "Y" via Woodward to Jefferson, to "Y" at TIM tad Jefferson; returning via JcfferMB to Woodward, to Corthad Amic "Y." "^Wijl^J^ jAsbbbI ^(Mip^L mam Nob 4#-^ro« WdodviTard Car Howe Loop via Woodward to Woodward and AtwalMr nr-j retowinf via Woodward to Woodward Car Honae Loop. 26,991 Annual Trip*. Route No. 5.— From Cortland Avenue "Y" via Woodward to Woodward and Atwater "Y" ; returning via Woodward to Cortland Avenue "Y." 5,565 Annual Trips. Route No. 6.— From Woodward Car House Loop via Woodward to Woodward and Elizabeth "Y"; returning via Woodward to Woodward Car HooM Loop. n; returning via Jefferwm to Griawold, to Con- giia% to Woodwifd*. to Woodward Car Home. Hi .Aannal Tkipn. 1913_FLINT LINE ROUTES— IN DETROIT Route No. n^nm hog Cabin Loop via Woodward to Congress, to Lamed, to Shelby, to Jefferson; r e t u t n ing via Jcfferaon to GricwoH *o Congress, to Woodward, to Log Cabin Loop. 12,539 Annual Tripfc Route No. 12.— From Woodward Car House via Woodward to Congress, to Gris- wold. to Lamed, to Shelby, to Jefferson; returning via Jeffenon to Griaw old, to Coo- gf«a% to Woodward* to Woodward Car Houtc Loop. SH MmmA Tklpa. 146 APPENDIX B SPBCIAL WOODWARD AVBNIIB TRAFFIC COUNT The traffic conditions on Woodward Avenue, as mentioned previously in this report, were found to be so different, both as to density, number of pa a se nge rs handled per mile of line, and other characteristics, as to warrant a qiecttl and niim detailed mYCttigati^ Tlie loUowiiif two tabular aheeti ti*« the ntoita of tiic obtcrvatioiis made on tlic aoitli bound and south 'Doana tfainc. The information contained in these tables was secured by the use of two observers on each car. The observer at the entrance door issued to each passenger a special slip, on which was designated the point at which he boarded the car. These slips were collected from each passenger as he left the car, and tbe point where he aligfated noted. Other information, as to traniiers, etc, was noted on these slaps. In this manner a complete record was obtained of the individual trips of paaaengers. The total nmnber ot dips collected ihiiwcd that 97% of the passeofers recorded by the register had been observed. As the investigation of this particular line was for the purpose of analysis for subway operation, the tabulation has been made by sections intended to cover districts that would be served by probable subway stations. In these tables it will be noted: A. That Woodward Avenue is divided into 19 districts from the river or dqwt to Log Cabin. These districts are less than ^ mik in lei^rth south of Adams Avenue and about ^ mile in length north of Adams Avenue. B. The figures in the left-hand column from 1 to 19 designate the districts in which passengers boarded the cars. C. The figures in the horizontal line at the top of the page from 1 to 19 designate the districts in which passengers alighted from the cars. D. The figures in the body of the table give the total passengers per annum boarding and alighting in each district prorated as per the traffic count from the total 1913 Woodward passengers as given by the Detroit United Railway. E. The figures in the vertical column headed "Total" at the right of the page give the total number of passengers boarding in the district designated the number at the left of the same hori- sontal Kttc. P. The figures in the conrespondmg percentage cohmm give ^ percent that the above total figure bears to the total annual oaaalllillMi.. G. The total figures in the horizontal line at the bottom of the table give the total number of passengers alighting in the district designated by the number at the top of the same vertical column. H. The figures in the horizontal percentage line at ^bottom of tilt page give the percent that the above totals bear to the total annual passengers.. I. The figures in the enclosed block in the table give the percent of total annual passengers riding various distances as derived fnim tiie detailed figures given in the table. 148 'WOaOWiMD UNB— NORTHBOUND to aad in- State Giand Rhw « ESBbctk to MMl In- to and ing Forest Fatal to and iodudr Omn...., Fran Harmon to aad i diiding Maasachiifletts. 1 $ 4 S • r ■, ■ i'' f t 9 11 IS M .H' 1ft If 18 i /%"'"\.c M,796 io«.4ie Mllft , mjm l«374 WJUD mm ( * if" % of total number of ' - I M 41 M it M M H M M It M M II Avtiage Haul 2.79 miles I fide over " 6 " 5to6 •* 4to6 «* Sto4 " 2toS '* lto3 « he annual total northtjouna tramc. inc ugurc» .u -I— ♦C - M ii.i.iiimin ner annum. orisinating in the secUon desunated by the nuoUMr to tM •*!!Jifi5!jSS SySTSTiiffiadlS^i W^n d^^ by the number at the top of the column «treme kltAa^eol«nm,wlio unloiwa , j; ^ number of paiii««n oontaininc the figure m question. Totals m homMUl one m ^.fl:.: .Tij.. hotttMi ■« aiS unloading in the different sections. figm« in .^^^,^12^^^ SSle give the same kiformation expressed in per cent, of the annwl ^f^^^SH^'^M^ nimto the kit ol the heavy Une "C-C" give the number of passengers ritfing a bctwcoi hmvf liMt "C-C" tad "D-D" iiv« the nombcr ol paMengers ridiaf • ( aad two : " ~ Figures between heavy liaM "D-D" and "E-E" give the number of passengers riding a distance ^''''F?u?rbe?w1^*^heavy 8m •'M" a»d "F-F" give the number of passengers riding a disUnce "^^'Ti^t^^befw'S'heavy "f^^ wA «CWS- ll« tha aiuaber of p.«a«» ridiai • distance Ba« "O-G" mi * W ^ Uie aumbo ol nfl^i i « dfat«»c« "^''HgiriSjSheavy fiae. -H-H" ni - W« fi- tfcc nnmb^ 1 P«ic*i» Mi« . < ^^'T^l'^e'rihi of the heavy line "M» tfct aaaibet of WOODWARD AYEITUE LINB— SOWlMlUliW) Distribotkn of total traffic for xgia* ihring origin^ manjM^nONt T*>t*l» "> «>'»«»° "A" Pve the number of passengers per annum, load»°g in Mrm^iliw ■ *W9 i jgpjjpn, 17^ etc., prorated from the annual total southbound traffic for 1918. M bob of coants made in November, 1914. The figures in column " B " give the same infor- mation expressed in per cent, of the uunid toUl southboiiiMl taffic The figum in each bomontal hne rive the number of passengers per annum, originating in the MCtiou deflgnated by the number in the ex- Ueme left-hand column, who unload in the section designated by the number at the top of the columa omtaininc the figure in question. Totals in horizonUl Ibe " M " give the total number of P*sscngfn p« SBBOm ni i»^'«"g in the different sections. The figures in horizontal Ime "N at the bottom of tM •^••■ifle. "M** tNo tki ■ ■ ■ t> ci i iBii pw rfgn > Thwii between hmrj Umm "C-C" "D-D" Mid "£-£" give the number of of Figuietbek' between 3 and 8 Figures between heavy between 3 and 4 miles. FIguies between hanj Im ''F-F" aai «lw reen 4 and 5 miles. Flgura between heavy Unes "G-G" and "H-H" give Hw mmiber of 6 and 6 miles. . ^. ^ FIfm between heavy Una "H-H" and "K-K" give the number of passengers nding a distance Ftaires to the kft of ll« fci»vy « W» life tl« mbef of pM«iit^ itH miles. TRAFFIC COUNTS ON EXISTING LINES OF DETROIT STREET RAILWAY Ptffiod-^Angiist Itt In Dccamber 15, 1914 The following statistics were compiled from observations maile by men riding on tlie cars over aU tic lines of tlic city. TIm riding in general was confined to : A. Weeks days. B. Days of average weatber conditions. C Days free from ^ial conditions, snch as the State Fair, G. A. R, fcttn^m,. etc. The observations were carried on each day from 5 :30 A. M., to 12 KX) midnight, divided into 4 periods : 1st period— 5:30 A.M. to 9:00 A.M. 2nd period— 9:00 A.M. to 4:00 P.M. 3rd period— 4 KX) P.M. to 6«> P.M. 4th period— 6:00 P.M. to 12.00 midnight. The number of cars ridden varied from 20% to 75% of all the cars scheduled for an average week day. The checking was divided into 2 classes : 1. Through riding, consisting of counts over all the lines from terminus to terminus. 2. Short riding, consisting of counts over the principal lines through the congested district, bounded by the river and Adams Avenue and by Abbott and Bmsh Streets. In tlie following tables under the general heading "Traffic count for full length of line," are given the results of the observations Class 1 for each line. In these tables it will be noted: A. The figures in the columns headed "On" and "Off" in each period are the passengers actually counted. B. The figures in the columns headed "On" and "Off" under the general heading ' Total" arc the sum of the figures for the various perioda*' C Figures in columns headed "Average per Car" are the passen- gers counted, divided by the number of cars observed. D. The figures in tN cohimn headed "Time" are the minutes and fractions of minutes between time points as noted by observers. 150 E. The figures in the column headed "On" and "Off" under the general heading "Annual passengers 1913 prorated as per count" are the total passengers carried by the line for the year 1913 as given by the Detroit United Railway, divided equally in each direction and prorated as boarding and alighting in the same proportion as the total passengers observed. This does not take account of the seasonal changes. In the following tables under the general heading "Traffic count in con- gested district" are given the results of the observations Class 2 for each line. In these tables it will be noted : A. The figures designated "Initial" give the passengers counted on board the cars when entering the district under observation, and figures designated "Final" give the number of passengers counted on board the cars when leaving the district under ob- servation. B. In other respects the figures in these tables are presented in the same manner as in the previous tables. In the tables under the general heading "Summary of Traffic Counts" are given the total cars scheduled for an average week day, the cars observed and the percent of scheduled cars observed for each of the four periods and for the whole day. The results of the observations given in the above described tables are presented in graphic form for each line, these diagrams being pkced in Part IL These diagrams show for each line: A. The annual passengers 1913 loading and unloading at each street stop. B. The average passengers loading at each street on the cars ob- served. C. The maximum passengers loading on the most crowded cars observed. In addition to the above described observations a large number of special counts were made, lor example : 1. Timing of cars through congested district. 2. Stop-watch observations of n|fuiing and loading time of cars at various points within the congested district. 3. Counts of vehicle traffic in congested district. 4. Counts of vehicle traffic on Belle Isle bridge. . 5. Counts of automobile parking in congested district. 6. Counts of number of cars and their loading, entering and leaving congested district. 7. Street comer counts at various points in the city showing car loading, number of cars passing, etc. 8. Counts of passengers transferring in congested district and at other important transfer points. 151 CO g i i i 5 I S^SSe^S' SSSSSie !88 888S8 8i88! SaSSS K«8aj5 3S2SS SSSs^ 85>8-§ o n ® •4 S PI I §1 i4 ««1 O § .27 .19 11.13 .22 .40 55 ''^ fS S3 fS "^sii ^S9i ^ssii Hfli ^^^^^ ^^.^^^ ^^^^^ s s ooooo eov^Mm e«»>ao«^£««4ieeeoe« ^U^S^ ^ ■ • ■ i§^^.§ -S-l&il =•EI^«.I t'.igs^ Hal's -lli^ III lllll mil km mil iiiii mii i CO 2 in s^ c O s 1^ 4; ;>,H 3-0 2 153 ^ § mm I ■ ■ • • • .91 .32 .17 .78 28.15 53 'Ijt '"'^^^^^^ ii''*''' II Rat coaima»i» MMieccio S<**°'^SJg 3 <4 3 Mil cte-«iioae 2 I* oh 8 < H O II o o r I o u 45 2 sli CO lilii lllll liiili I i i ■MM g • 3 "2^ 23^ i! UiUi I 1 C u §§1 o o I CO bl - O Si 2U e««'<4*>o ^iooegi oouscocgt* jja^'SS «ej»<9'*N ogetmee ^ ^S^s^g £^JS£:a (3^ss> a'£2(Ss cn« i 3S '111 I U |_ o a-? c3 -a ^ 0S< 3 X n -co 15S T 1 1 CO I e I bsii"' siii'i Hill mil iiiii mil IS 5 eooC>,«i 9889*^^ S98'dg ggassi tu^M :ss:8<*^ 8»;3SSS «8SSS •4 n«. r .33 I .8.5 P I li I 2 t^:^ ^ 05 CO ^ ""i! a: c» ejects 1.28 1.40 1 1.36 .91 .10 .39 .17 in 2.58 ^^^^^ .16 .15 .26 no 12.12 t« OS O 00 ^ ^ »-t 1.H ^ '••••« W4 ••aa«s "•«a««s •asas ^saas ^■•s"*'a snaas •g «ooooe« ^-«ie^H9 ioteMi-*jg mmo^w m. •as^S «2«^» SS^gSt!: 22:J58S JJfeSSS r>M»«ao'« ^«aDOj2 <;4^«e«ao ©-♦•^e* eooeee«s »w*oe« oc*^o^ I 3 2 sss^s a^»as; ssaass ssissg asats^ 9S!«:&gs sR^a'*^' •^•••■Sf ss**"* WW*;*}* '♦■^'S^s s*^s* «tofl»^^ ag;i«'ie««0' •^'"•©•^•j wwQ^© -^^.X'etwi* •^jjw-^io 00 OB on*-* O'0ioo?4 ae«t»«e-< tOMMsmok ^«Me^ 5iS llMf PHI lINi ^^Hi ■^■^lll mil lill^ iSga^l ?goi5S gSgigl laa.s^ .g^ajia g^^aa ggZiB a 156 §0) — _ 3 J5 O u S?SS"2S eoq^-^p^ q©©o ooo cQoDOQc; eo©©o oo© CO w^v^m* i6 o ee s^sssna as** •ew^i^'W^' oe©e ©oe «D*H©00 C4000 OO© OS IN to I So I. si r. 8 S »-i OS «0 Q <-H SS| OOO 5.84 3.91 33.75 oooo OO'O : : : :h • • • • Piquette ... 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Unut:^ i^SSS^fS ^|S^^8 8"^^«^8 S89;3S g8«|^8 ^558588 8l|i?8^ 5^^8528 58.^S|88 ^5^888 8888^? 88911^ 88881! ^88:88 S^9<*i^ 88S88 882SS8 5iss5;58 8^888 88^8^ ^^^^^ ss^j^so SaSM •SS^S wf-wa S«S«9 a888» g88S9 •4i -»aa»S5 a*-aa8 •-9*«a a-^ iocii-«||ak Mf-«ej|«eie witoOw4e> •^•^ 8 3 cocQe«o»ei i-it«b>io ^eo^t^io f>< v4 C4 CO ff« i-it-4eo e«»>^«<»«9 p40Meo oapoocf «40<«o^ fan<; O'OOOO as 3 oe«ek«e|| aaa-a oooo© 88&S8 i ooeoe 5 : ^ oo oo OOOOO 3 IS 111 -a 1 1 § a H PL. » I I. < g u Oh > I— I t-< CO S to i § u g ■3 a r is to a o u u I b p4 «i4 «4 ^ H - ■ \i : > • o I §11 § TOTAL 529 162 30.6 SlIOD B i Foi iKD Period H Q O 5 § 8 u in First Period 187 1 I- S8SSS i»8«s gs 9 8-* I' lis 5 2 stasis 82 8< I 8^3 :S 09 i IS ^^^^ ^SSraoe tQOw^tj^ miss •"a««"s «8«w o«i;$;^4l mmt^if ^s«i|;; 0«D SaaSS SSgSS ®S**SS •SJ?*** ••'•9 ssas"** '••••3 9. at our-(»o»5- «^|*«OflO 8i9«»li! 881589 a«>$;a8 a e||'<#'0'ef*-4 aO'«c«Q2 w^t-t-c* ioc«i-«»g «»4«gfi4 «i4',Hf-iiO40 eieie»|j g^'gg »-^wi!»t-4 Miei««« evio^oo^ etoe^e ee^eo m*-* - S" • •a 1^ I : > - • ?'2 ^ A s ^ >» -.S g -J ; i s H U s 2 < 53 1^ I. < ^ O ^ 5 I hi a,' O 1 I i o f» e<5 I octroi I San O cA : Hi § |Ss?§ i^m §13 Ssssa9 «ss8s gSSM 9SS ggs^j? 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I 1 *='8SS§S S98:sS gS**988 98'»9S 8 88 aa^---^ is : S ^ III iim sj5ag^!8. ^^^ ^ «>a"sa sss ^ l^agi iSSa! as^sa g^iss i " i -HM-;ON ooroooci-H ^Q<-it*e5 CO S. fc«s^s 3S883 sssass a"8 *-ieor«(0>o p«t>e^c4^ <«i«e<«e>«io CO 10 e^'gt^g t>eO'"^;'^;,Jg a}«»«»e«c« 00^ _Sia.«*B eaOrtrt^ lurSCu-S 0^>n»^ »jiuuu.S O^caci^ S S g e u u ! 195 < H O H 3 I § o I hi §3« S88 SS88 !00-<*< 888 : o |-gs la tfl r« "c O ° u *^ V i) C e s 25 lis I 14 o ^ oSo^^ ^^^^^ ^^^^^ ^^^^^ ^^^^^^^ o^oMM ttji^i.^ f!**'***^; SSa"*!; 9H822 jgatiii ^^^^^ p^^ai ^^^^^ j»ho«s g||iO<»ak tttg-^aoo geoMCQog a>t.'«|.»|j S ee«e ||eeo»^ '&0'<*a^ eo-^oej efl«oe«4' e«4^mc« mmomt igg^MiO OI*>^MO' ^[{WO'WJJ s OMOoe eeeeo || OOO'* i-««»»-«"t.4^ M'Ot^'OOi 'SSI new e«>0'««MO a*^««om mv^^wov^ eo OB s t e • t? • § Si c S*« Jill I 1^1 > < w* *4 1-4 ^ eo v9 •■I f"! v% OrHO«^ ooooo < O H § a (4 Oh o eooO^O ^OOOO CO n 00 00 c«e«e««i-i eeoooo •6 :l . .CO Ills e t i I c 'S S E S J) 3 I o H i PL. 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I'SII gliil Siig= i||ao oH»ooo ooeog •-ss^a 3*8-8" «""»-"a" ssffw- s- ^ W ©I < ^ 3SSo§ ^|2SS ^^^^^ ^^;^c^o S^SIo^ SS^S^ ^^^^ »m«o»4 f||Mt»M 'lOMwee wiot^ep^ mc««ci« sas^a fi^^:!iM sss^^o s?ss2o o s •^S^a •'*a'^2 oooo© oeeeio a o J .5 i I i I* «o«oo weo-^«o oo*^oo ««o^<«9 O'^Moo eo^-iMo ee^*«fl« ^M<^.MM O'O'-^'Oe 0'e«»o«« mao^e w^^ooo^ eo^eoo eeeoe II L ^oooo MM^eo ^oe«e oee*40 oeeeo eoee«« oooeo ooooe eeoo*^ »«oeeo ©oooo ^oooo ooooo ooooo § 1^ ^<5 ^Mooe e««e>^^ f«M*«#40 WNmp^o ©oooo oeeOM § I (No-^o*^ woo-Ho o-HMo-^ o^oeoo c4*^e«oo f^»4fi4oo omige^ it«iM»4« «>4'»«'«»o»* ooo*^o ■^owp*© oeee© eeee^m • • 3 .•illl §■3 t G 276 00 e«5 oi O » g •J H O H ft o Q I O n H 7 3555582 •*a'«*»a S| g 2!5|8oS|l o eo^cqc40 e*'*©0^»^ p^owo© ©«^©e«^'© o o u o m is I M o o I Q O s u o u u C/3 •4 m m < H P4^*^ceo ^©©o<^© u oo«-)^M» eof«o©eeie © ONO^O o»^*^©©© © I 2"i S : 11 S 4> U co*»e«e«© ©©©©©© © 8 : g • • • 4) : : e 2 "C ■• -t Ml : 2 ■ as III 2 2 o o o o o S 277 • APPENDIX D OPEKATINO STATISTICS. D. U. R., 1904-1914 INCLUSIVE Tlic foUowing tables give the o{»eratifig statistics of the Detroit United Railway divii«ll into individnal lines. Under the heading "Passengers" are given two columns. The first col- umn marked "Total" gives the total number of passengers carried, includmg all classes of fares, transfers and free transportation by pass. The colnmn marked "Revenue" gives the number of passengers from whom some form of ticket or cash was received. The column "Car miles'* gives the number of car miles operated for the year in question upon each of the lines. The column headed "Car hours" gives the car hours for each line. This information was supplied by the Detroit United Railway for the period 1904 to 1914 inclusive. 279 oBSBAom smusncs m tm jmmm wmm bailwat 1904 liUBeallJBt Baker Bnnh Crosstonm. gi t.....^. IM (HSunilaB). liSpul" ."!.".*.'.'.' Sherman South Chene IM St. Depot.. tfiNRiwiani Gmmk Pt Total PASSENGEKS Total 7,412,317 3,651,882 6,669,803 9,674,416 14,001,706 4,507,999 14,368,873 13,634,582 11,642,229 064,lfi7 379,644 4,855,2fr4 12,990,027 804,252 106,641^ Revenue 6,543,852 2,331,660 3,010^7M 6,952,659 11,080,973 3,398,781 10,616,838 10,277341 0463,214 «0,4i7 215,997 3,703,316 0,889,492 774,336 GwMilei 1,336,718 480^ 1,086,277 1,853,068 2,020,519 624,202 2,420,334 1,996,388 1,772,307 118,222 848,200 Name of Line Baker Bniflh CnmUinu Fort lowtlMalk 'M"i«'l|^^ H_ Skccman %ringweOs Soath Chene Third St. Dqiot.. Trumbull. ....... Woodw Md. ^^^■e PL. TT f ^ n } PAS8ENCEE18 Total 8,193,160 3,651,045 8,186,500 ll^,m 4,743,230 16i043,007 15,642,435 12^081 1,068,553 m,4B0 5,401,953 15,194,588 797,684 ii^oisjios 6,090,601 2,600,977 4,812,068 8,200,260 11,711,808 3,537,068 11,798,854 11,701.134 577,590 210,074 4,109,469 11,456,899 784,044 87,718^4 Car lion 1,377,739 501,067 1,282,066 1,984,347 2,067,807 612,568 2,543,236 2498,236 1M981 114,357 876,571 2,148,863 17,e»l,708 280 OPERATING STATISTICS OF THE DBTKOIT UIHTBD RAILWAT 1906 Name of Line Total PGSRS Revenue Car Miles Car Hours 9,347,667 4,211,385 10,056,628 12,672,474 16,943,876 5,417,745 17,915,853 17,869,627 14,557,904 1,222,213 420,218 6,261,337 838,979 17,478,688 4eM68 6,915,982 2,984,443 5,864,411 9,254,437 12,646,363 4,034,119 13,128,352 13,240,761 11,305,540 673,690 225,430 4,725,439 812,236 13,053,064 401,831 1,461,601 529,338 1,395,576 2,195,314 2,184,284 648340 2,713,338 2.385,139 S4SMUS 117,065 60,842 100,205 192,060 206,421 66,323 225,306 211,446 181,161 Third St. Depot Trumbull 111,403 918,019 12,601 83,060 2,387,813 207,655 135,682,067 00^986418 10,121,770 1^,164 1907 Name of line PASSEI Total ^GERS Revmue Car IfSei GirBiMflEi Baker....* Third (Hamilton) Shcx mftn • • •••••••••«•••«•• 9,964,150 4,397,631 11,161,595 13,655,747 18,241,964 5,861,910 19,239,349 20,061,151 16,441,930 406,007 6,682,904 030,173 19,789,439 949,438 7,354,818 3,100,770 6,488,419 9,901,115 13,591,290 4,346,627 14,050,996 14,826,873 12,^^ 215,434 4,995,639 917,837 14,729,996 814,887 1,592,186 546,715 1,538,454 2,352,358 2,495,736 714,425 2,830,673 2,748,593 2,525328 113,499 00^060 145,921 64,574 116,765 230,283 250,470 80^ 288,767 269,953 225,481 20^10 13.764 OB lift 2,713,605 257,700 Total 149,045,803 108,715,417 21,162,222 2,094,419 1 OWMMAUMQ SXAtlSncs Of fBB DtfAOIT UHITID MMLWXi Baker Bnali •|BPii, J, * * w-an powMith.....;;: Tto•••..• 1680 3500 106 3600 2 i 975 1575 2000 27 In the 10-year period, between 1894 and 1904, the tremendous increase of assessed valuations shows from one to nearly 6 times, due to the building of elevated lines, the increase for the following 10-year period being consid- erably less. This table shows that real estate which was of nominal value and which in a number of places was assessed as acreage before being made accessible by rapid transit has obtained enormous increases. ,^ Additional ter- ritory has been made tributary to the city, density of populatk>n relieved and citizens are permitted to buiM detadied houses within an extended time zone of transportation to the business center. 287 APPENDIX F nr. ^" *f *° ^ Change. wtqimA for tiie ittDHtiiiff within the congjested district, and which are shown on MAP 7, ^tm^mmcth^ new sections, corves and tnraoott leqiiired, which aie given in the following list: NEW TRACK Double track in Park from Columbia to Bagg. Cnnre from new north bound track in Park running west in Bagg to con- ■•Ctfon at Clifibrd with present track in Bagg. Cbnt^ticm of new sontii hound track in Park from Bagg north to Charlotte ^aiid m Chatfotte weet to connectiott north with juresent track in Third. Ttonont from ptesent tiack in Bagg wett howid to piesent trade in Green- wood north bound. Ctmnection from present track in Henry at Clifford east fc«^fif in Hemy to connection with new south bound track in Park. '^■. ^ " '^ 'i;?^?" from Fort to Michigan. reph«ang present single track between Michigan and Abbott Tlwnont tan present weat ho«nd tiadt i„ inunDttU. Turnout from new north hoond trade In Tranhull to present west boond track in Michigan. Turnout from present east bonnd track in Michigan to new sooth boond track in Tmmbnll. Tomoot Iroin new sooth boond track in Trumbull to present east bound track hi Fort IWnoot horn present north boond trade in TromboU lo present west bound track in Grand River. Tnmout from present track in Lamed west boond to prwent trade in Third north bound. Turnoot from present track in Third north bound to present west boond trade la Port Continnatfoo of present dngle track m Famsworth from St. Antoine to con- flttctkni with present sooth bound trade in Beaobien. Cbatinoatkm of present smgle trade in St Antoine tnm Famsworth to Frederick and easti^ in Frederick from St Antoine p. cooneetkm northward with present single trade m Mastfaiga. J TRACK NOT USED Double track in Clifford from Columbia to Henry. Single track in Clifford from Henry to Bagg. Two tomoots at CUfbrd and Henry. Tnmoot at OHfopd and Bagg. Shi^ track hi Cass from Cohnnbia to Ledjard and in Ledyaid to Third. Siiipe track hi Third from Hemy to Charfotte. T^ tnmovts at La^yaml mi TUtA. APPENDIX G ESTIMATE OF COST OF REROUTING AND EXTENSIONS, INCLUDING PROPOSED TRACK AND PAVING CON- STRUCTION IN THE CITY OF DETROIT Track changes for mooting of iorfsce car fines, includ- ing new constroction. netxssary removals, paving, overhead constroction and widening of Park Boule- vard, complete as shown on MAP 7 and in Appendix F $400,000 Extensions of lines as recommended for immediate con- struction and shown on MAP 2, complete, induding paying and overhead construction : 1. Grand Belt from Warren to Harper via McGraw, 12th, Marquette, Lincoln, Baltimore, Milwaokee, Brosh and Conant $423,000 2. Fofest, from Mt. £ltu>tt to Cadillac 137,000 3, Foorteenth, from Ferry Park to Nicolet 45,500 4, Wanen,from34thtoD.T. Railroad.... 22,500 628,000 Total cost!.... $1,028,000 The extensbn on Cadillac Aveno* from Harper to Jefferson is not indoded, as it is not reoooiniended for hnmediate constroction. The extenskm over the Belle Isle bridge from Jefferson Avenue to the island win be indoded in fotoie estimates. 2B9 INDEX 9M£M Additional capacity for reiouted lines r ed o m niend ations 28,29 Alignment, subway ...117 Analysis of rush hour traffic Approach to Belle Isle bridge, Jefferson Ave 27, 127, 128 Area of Detroit, Growth in 7, 33, 34 Aut(Mnobile, industry • • • • 10, 35, 3<^ 37 traffic 18, 29, 125, 126 Baker Imes, diagram of Woodward crossing present and proposed 90, 91 route descriptiom, 1913 ^ ^2 traffic counts App. C traffic diagrams ®» ^ BeUe Isle bridge 27, 127 Jefferson Ave. approach 27, 127, 128 fff^ iPMWf nda t io"* • ♦• 28, 130 terminns at island end 27, 128, 129, 130 traffic 27, 127 B(»ston, revenue passengers per mile of single track, curve 12 revenue rides per capita, curve 53 Tremont Street subway 26 Brooklyn, number of persons per dwelling, curve 8 revenue passengers per mile of dngle trade 12, 23 revome rides per caiiita, carve.... 53 Bnidi fines, nwle descriptioas, 1913. 132, 133 present and proposed temporary rerouting 55, 56 traffic counts App. C traffic diagrams /#, Buffalo, curve showing growtii in population. 6 nmnber of persons per dwdling, curve ... .8 statistics of mamifactnres and industries 37 Building foundations, relation to subway 119 Business district, location of ^ Cadillac Square loop 15, 61 Chicago, number of persons per dweUmg, curve. -8 revenue passei^ners per nule of sln^e trade. .12, 23 revenue rides per capita, curve. * .........S3 291 G H cmm ti, curve shofwii^ gtvnptii in populatiQii* ........••.....■.•••.•.••••6 ntmiber of peraons per dwdling, curve. 8 statistics of manufactures and industries 37 City Hall, count of transfers near .9, 47, 48 lines of equal time from Map 4 loop 15, 61 sidnvay statioii 118, Plan 20 Gty of Detroit ...•..*.... .5« 31 Qaisificd mo i rcnie mt of factory workers .46, 47 devdand, curve ^wii^ growth in population ..*..... .6 number of persons per dwelling, curve 8 revenue passengers per mile of single track, curve 12 revenue rides per capita, curve 53 statistics of manufactnres and industries 37 Collectors, stieet ....18, 54 recfflt m nff n datuwis ••••.••.•••••.* . ......•.....*.*....••...••.*.. Cdiiiiiuiies formiag the D. U. R. sjrstem 39 Comparative curves of population 6 Comparative statistics of manufactures and industries 36, 37 Comparison of present and proposed traffic movements 58, 59, Diagram 9 Conclusions and recommendations 27-^ Conduits 120 Confliictinif crossings* • .49, 50 Congested district, present and profiosed routing of interuttan Hues through, 113, Map 10 present east and west lines across 42 present north and south lines through. 40, 42 Connecting surface lines for subway 116, Map 1 1 Constituent companies, of the D. U. R. system 39 limitations of. • • • .«....•..•.• .38 Coostmctioii, of subway •119 Cost, eirtenskins App. G rerouted trade chaises. 17, App. G subways 21, 27, 124 Count of transfers near City Hall 9, 47, 48 Counts, traffic App. C Crossings, conflicting 10, 49, SO diagram 59 re dn c f iMi of ..••* *. 16^ 19 tdbk of time delays 51 Q o s slcwm Hues, present 112 proposed extensions 28, 112 route descriptions, 1913 133 traffic counts -^^P* C trafik diagrams • 74, 76 Pensitj of populatkm. • 7, 33, 34 PAGE Detroit, City of ^'^J Detrmt, Jackson & Chicago Railway, present and proposed 1 1^ route descriptions, 1913 Detroit, Monroe & Toledo Shore Line RaUway, present and proposed 115 route descriptions, 1913 Detroit United Railway, constituent companies 39 operating statistka ^pp. D foote descriptkms, 1913 -^PP ^ DimensMns of subway V/^^a Dfatance, lines of equal distance from Gty HaU. Map 4 Distribution, of factory enq>loyees • 7, 46, Map 8 of population 7, 33, Map 3 Drainage, subway Earnings and rate of fare, subway ^ East and west lines across congested district, present 42 Employees, distribution of factory 7, 46, * Equipment » platform changes in P-A-Y-E cars Estimates of cost, rerouting and extenskms 17, App. G subway ^1, 27, 124 ExteaskMis to dty limits, map showing 34 Factories, location of jo'^^^^l Factory, employees, distribution of 7, 9, 46, classified movement of ■ - ^ ^ Fall River, mmiber of persons per dweOinf, aim ^ Fare, rate of, subway ^ surface lines ^^k'\V"^^ Feeder street car lines for subway nx Flint divison, present and proposed 07 «i qq Fort lines, present and proposed ^» ' ^ route descriptions, 1913. ... - I * r traflSc counts yo'yi traffic diagrams 72. 76 Fourteentli & Warren West lines, present and proposed 94, 9^, 96 extensions •• ^\ac route descriptbns, 1913 135, 136, 145 traffic counts 'vif^'n traffic diagrams li* M Franchise limitations • • • •* * lj» ^ Future traffic growth 51, « ^ 120 Gas pipes _ Grade of subway Gra^d Belt lines * proposed extensions .....^ 293 PAGB Grand Circus, growth of buildings at ^2 portals for subway, nmte B. .. [[. ] Gfowth. industrial « " V< ^ ^ of f«taf« tniffic * i 2 GwwA is am of Detroit 7 It S wat^ fj^ tm n ^ ..... GrowHi of popnlMiom filMi^'' ii S of oHwr cities ...o,^^ *" * • .'.O Hamiitioii lines, present and proposed ... ««;«/; nMie dew^iptioiis, 1913 ■ . . . . / tewpotify icraiitln^ 10 ca traffic cotmts tfiiiicdiagfani. ^^/.o maper lines, present and fwofiowd irti ino route dcscriptioM. 1913 * " t5 tZ traffic counts a r tfaffic diagrams " HmiI on Woodward Ave., length of. . . * " .^ *.'.**.' .2^';^^ Inproveuients, reconBendations 27»20 relief of congestion by .V. 13 w Increases in valuation due to r^iid tnnnt ..-. * * * * 25 Ann' F Industrial growth ' *; 35 S*37 Industries, comparative statistics of " " ' 35' 37 ''**^'!^.V.'.V.'.V.'. • • . . '^ 16.' 18. 29.' 42 p««t;nMfp^ relation to sulwray ^. temporary retoiitiqg Vn oc Isochronal lines w . * M»p4 JtMmm Am. bridge approach 27 i?7 i9« traflEc at Belle Isle bridge . 27 127 Jdieiaon lines, present and proposed 92 93 route descriptioos, 1913 W traffic counts '1" "2 traffic diag™™ ..."iiliiiiiliii^^iiiiiiii^liilsX^ Length of stdifway routes ,,7 Loeiiioii M business district '.!*.'.*.'.*.*.'.' 31 32 liOcation of factories 7*46.* *M ' 8 los Angeles, number of persons per dwidli^. airii. .*.*.* *.*.*. '.* *.*.*. . _ . . . *f g MiMiiMtttes in Detroit, compand with other cities.... 9 10 37 statistics of ' ^ Mttiuiniii schedule cars per hour i ! ! 1 isi. Dia^ 9 PAGE Michigan Central Depot lines, present and proposed ..110, ill route descriptions, 1913 Michigan lines, diagram of crossing congestion 59 present and proposed • ^'^t ^ ^ route descriptions, 1913 traffic counts App. C traffic diagruns 67, 68 Mihrankee, curve sfaowuig growth in population 6 number of persons per dwelling, curve .8 statistics of manufactures and industries 37 Minor obstructions to subway -...123 Myrtle lines, present and proposed 104. 1<^ route descr^tions, 1913 140, 141 traffic counts • App. C traffic diagrams .74, 75 New York, number of persons per dwelling, curve 8 revenue passengers per mile of single track 12, 23 revenue rides per capita in Manhattan and Bronx, curve S3 North and south lines through congested district, present .40, 42 Obstructions, subway, sub-surface 1 19, 123 surface 119, 123 Operating statistics of D. U. R 41, App. D Orchard Lake division, present and proposed 113, 114 route descriptums, 1913 139 Outlying and crosstown Hnes, present 40 if Parking of automobiles 29, 125 Passengers per car mile for principal lines, curve 80 Passengers, relati(m to population, curve 20 revenue per mile of single trade, curve 12 Persons per dwdUng, Detroit 8 Phihddlphia, UBtther of parsons per dwelling, curve ..8 revenue passengers per mile of sii^[le track 23 revenue rides per capita, curve 53 Platform changes in P-A-Y-E cars 29, 54 recommendations 29 Bolice r^julations 29, 125, 126 Pdicy. subway 25, 26 Bootac divisioa. present and proposed 113 route descriptions, 1913 146 Population of Detroit, compared with other cities 6, 32 density and distribution of .33, Map 3 growth of 6, 20, 32 relation to passengers 20 table, by deoides 32 29S Population of suburbs Present car routing \ • • • • • Map 3 Present street railway system "!**'.!*.*.";*. io* ii* iV 'w* ^ IWit traffic conditions in Detroit ..*.*/.*. '.; 13. 38, ftfap 1 P»Ofiose o o m CD o ^^^^ «Hia| mmmmm -si O o X ^^^^ i 8 1= p •NISEIS 2.0 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ ■jklmno 234567 2.5 .mni' ABCDEFGHIJKLMNOPQRSTUVWXYZ ■ ■ thj atxxte^hijklmnopqrstuvwxyz 1234567B90 6^ 4. 4- o o "D g "O o rn ? 31 ;5 -i > C cd ID 39 ^ lH^ o O 00 m o _ ▼ 3 21 o 3 3 is li bi 3 > s Q-3 » O oqX a%3 z 6««/ (/) ^ X ISJ in e i i 8 V I 01 in ^^^^ 1.5 mm .u mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghiiMmnmqrstuvwxyz 1234567890 0(0 s 0 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghii kl mnqpqrstiivwxyi 2.5 mm 12345678d0 4^ '4^ 3 3 O 3 3 Mm fi Si IP fZi 01 CT O > « o 2.rn H li 8 10 01 mm 3 > CD o m a> O OQ ^ •< N 2? fM DETROIT & 8UI PRESENT STREET RAII ACCOMPANYINQ RE I BOAIID or STRCCT RAILWAY CITY OF DKTfl< A Kliipr. HARPCfl. K. TMtllD 'ST. DSPOT. T. mUMBIIilu V. VICTOR. X. WARRCN. BOARD OF STREET RAILWAY CITY OF octroi] * KUipr. eoNsi "" », \ * II i,; ill: i: y r i e j i liQGOHPWilVIPIV nBFOliT TQ BOARD OF STREET RAILWAY COMMISSIONERS CITY OF DI^TflQIT BARCLAY FAMSONS A KIAFP. CONSULTINa CNOINCSM SCAlf ! I 4 J i i "'j ' t L ' ' W A L r t-M' V'l L L £ Mil wtiii Hum w m Hill li MB -I- REDUCTION RATIO ■ ^7 " ■ I M ■ I Cil' o i 0» cr o ^ 3 X 3 r- 00 01 m o o m X X ^^^^ ^4 i n i mm 8 i P H file 1.0 mm iTifn 2.0 mm MCOCPGHMKLMNOPQftSTUVWXYZ ^ tmrnimo ABCDEFGHIJKLMNOf>QRSmVWXYZ ■bodefghijklmnopqrstLMMcyz I2345678d0 2.5 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abcctefghijklmnqpqrstiivwxyz 1234567BdO !!| 39 O O ■o m -o O II ^^(^ I ^ O 00 31 O 3 m 3 3 IP s z o ro in 3 3i > 0,0 o m o AS li -lis 'C. CftOSSTOw** O.. MlCMWAM CCM'TIMI.. Myhtlk. SMKWIiJIII P. SPfUNQWKLLS. Q. SOUTH CHCNE. IL THIRD 8T. PCPOT. T. TRUMBULL. V« VK!T0R« W. WOODWARD. N. JUNCTION AVE. BELT. MAP 2 DETROIT AND SUBURBS REROUTED STREET RAILWAY SYSTEM ACCOIMPANYING REPORT TO mOmO OF STREET RAILWAY COMIMmSIONCRS CITY OF DETROIT BARCLAY MHSONS A KLAPP. CONSULTINa CNOINCKRS '™SiiiiiiiiiM ime REDUCTION RATIO 16:1 o 3 3 0) =.rn Is I: 00 INI O ;>> CD g o 5? -3 13 3D M'w - 30' N CD Cil' Oil OIM m 3i ^ o a m or o ,^■■1111^ MUM -^^^^H K isi X ^1 2* i 8 i ^ IIIH — P P Hi to In 2.0 mm MCDEFCHIJKIMNOIWKTUVWIIYZ ABCDEFGHIJKLMNOPQRSTUVWXYZ alx:defKhijklmnopqrstuvwxyzl234567890 ABCOEFQHMKLMNOPQRSTUVWXYZ 12345678% ABCDEFGHIJKLMNOPQRSTUVWXYZ abccHghijklmnopqrstiJVWxyz 2.5 mm 1234567890 :0 o o I TJ ^ ^ O 00 > 3D 0 CJ1 31' o i 1 I I Is fS l| 4W 3 3 > CD 01 O X m ^ o O M X M sSiiStli, c. enossTowN D. MICHIGAN K. FOURTBCNTH r. FORT. N. HAMILTON. II. MlllPKfl, J« JBPlVflSOfIa MYRTLB. p. SPfUNOWKLLS. Q. SOIITN CNSNK. K. THIRD St. depot. •fm TRUMBULL. ¥. VICTOR. X. WARREN. M. JUNCTiOM AVE. BELT, / / /A""/ 'hriii iii,.i|r|iiHi,iiiii #.ii™ii*.'«if f n . • *'^l"'*.,P«l,.,«.H,.,C»«",»^* \ ^ " V, I '1 1 1 1-4 -o,„ i ' ''' I' ''" I (Willi rtt.ilB! t V \ II i 1 'I it ;; REROUTE / MAP 2 DETROIT AND SUBURBS REROUTED STREET RAILWAY SYSTEM ACCOMPANYING REPORT TO BOARD OF STREET RAILWAY COMMISSIONEIIS CITY OF DETROIT BY BMCIAV PAMSONS A KUiPP. CONSULTINO ENOINCClia REDUCTION RATIO 1 7"1 I « ■ I 00 o 3 3 0) N CM »— » ^ 00 8 at CD CD .as. 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CONSULTIMQ CM6INECIHI MMUMV, leiS (A) b COM ^^^^^ en Ml 3 m o > fp 3— o sE en 3 3 > O X < X M V i 8 8 1^ !•= te s IS l!:^ ABCDEFGHIJKLMNOPQRSTUVWXrZ i t«d * %l ritklfnnopqretuvwxyzl234567890 .0 fTim ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz 12345678% ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijkl mnopqrstuvwxSfZ 2.5 mm 1234567890 3 o o Tj m Tj H ^ S O O OD SI 3 3 if P I o •«j-< m o 3 o > 3 I << 30 XI -< 00 M to bi 0-3 X -< IM DISTRIBUTION OF AND SUBUI ACCOM P> ■OHflD OF STflEEi cn §9 111' 3' ijHli mm 'jiH ..!. lift' I. IP. I I I DISTRIBUTION OF POPULATION OF DETROIT AND SUBURBS BY DISTRICTS ACCOMPANYING RKPORT TO BOARD OF STRCKT NAItWAY COMMISSIONCRS CITY OF DETROIT •MieLAV PAflSONS A KLAPP. CONSULTING KNttMNOCIIS MNUARY. 191S SCALE: 200,000 300.000 400,000 500,000 L ' ' .000 b 3 i TO Q -m 3 X < JO t— • _j CJ1 3 3 > O Q HI CO ^ [ — O c c/) X X -< M ^^^^ i 8 8 fvr IP Is Is i ro ■in .0 ITIITI auiMlhiiMnmnqniiMa^lZJtacniB ABCOEFGHIJKLMNOPQRSTUVWXYZ abcdefghiiKlrTHiopqrstuvwxyz 1234567890 AlCOEFGH I JKLMNOPQRSTUVWXYZ aiwdefghiiklmnopqrstuvwxyz ABCOEFGH I J KLM NOPQRSTU VWX YZ ^ ^ abcdefghiiklmnopqrstuvwxyz 2.5 mm 1234567Bd0 o 0 -o m n OL,"0 5 ><" O 00 "CO 5 in o 3 3 ' 00 01 O o m CD O -+» -I- 00 I X *< N X M 8 P Piii 1.0 mm mm 2.0 mm *BCO£fGHlJ«LMNOPOHSl UVWXY2 MclMfhilMiinoMntmnyl 123456 7890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghiiklmnopqrstuv«n(yil234567890 AiCDEFGHMKLMNOPQRSTUVWXYZ atKdefgNjklmnqpqrstuvwxyz 1234567B§<) 2.5 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ alxxlefghiiki mnqpqrstuvwxyz 1234567390 n !5 ^ o m 1 9 7 -L 6^ 4^ 1^ 3 3 3 r- \3 b 3 §8 3 X X |o N>r~ to? o CJl 3 3 > 0) O o-O o m AO ens Z 00; -< |S4 ISOCHRONAL UNCS PRESENT AND PROPOSED TRANSPORTATION FACIUTIES ACCOMPANYING REPORT TO BOARD OF STREET RAILWAY COMMISSiONCRS CITY OF DETROIT BARCLAY PARSONS & KtAPP. CONSULTIfM CNOIMCCRS 1 |i I REDUCTION RATIO 1 7*1 I ff ■ I i m cr o >> fi -.m fi s. 5 00 f5 CJI 3 3 Is T3 4^ CII 3 > 0,0 o rn Q."n OQ -I- V i i 'IMi 8 1.0 mm 2.0 mm *0CKFGHIJK1.IM«0(^}IKTUVWX» — »iWlZl«563W() ABCOEFGHIJKLMNOPQRSTUVWXYZ •ilCdgi|NiMninapqrstuvwxyzU34567890 ABCDEFGHIJKLMN0PQRSTUWVXY2 abcdtftahijklmnopqrstuvwxyz umemo .o mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz 1234567l30 m H 30 O O ■o S "o 3D ;5 I ^ i K P 00 "CO 5 m 21 1- 3 3 b 3 3 fi to o Is IS) 3 3 > o m ^ ° o 0(rt — - J - -J fT '"""Ji J7I r MAP 5-A PllOPOSCO RKROUTING OF STREET CAR LlNBS IN COMQESTED DISTRICT ACCOMPANYING REPORT TO ■OAflO OF STRCrr RAILWAY COMMWSIONCRS OTV or ocTNorr 1^ ■ _ M^'MS:..;:'''''^T~r':-: V. lata XV-N ^/ // M'' / / I •1i - — "1 f niPLANimoM Nam* of Lin* Bymbol Nam* of Una Symbol Bakar Miohlaan [ Brush Myrtia Rt« MkhlgM Ctntrll Otpol f MfittMh tnt Sharman TninakMll Woodward J IK • — '^' >.'.«A'^ f '.«".",V .jf^Li^^^^^^^^^^^^^^^^^^^ ■ I t.-:! 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CONSULTM I RWANr, -I 'J "1 111 ; ' ^-,1 J- ^' 1 ll pili. ~ f- • ^ ■ |f''^'"'^>w^ !i ' I_ ^ . ^. .... - .^ Mm-M. 1 PI 1 u h \^*^| Ktoaaiivi> wVi 1 > '■'■.VI"' ' - J 11 i 1 ' * ' *\, _ y l| '1 1 I J II < HMiDton ^1 II 1(Mh Slid W**t WarrMi PROPOSED REROUTING OF STREET CAR LINES IN CONGESTED DISTRICT ACCOMPANYING REPORT TO I OP STREET RAILWAY COMMiSSIONCIIS CITY OF OCTROrr ^r--^ r-ir "r-:: ^^^.^^ ■ it'i nr.- ' ■t.c. Mtfrmmn r ■ S^^k^ ''/^^^ CIRCUS liii'^ ■ii;iNihl!ll>i!;iiiiiiiiiiilliiiiliiii'iii''i -ji' l ia .. .. . .. £-« " i >...,■ .Zji L.* . >, ; > .. . . j. . i. .i . i .i i ii \rih i itife) ■ — -J Bakar Brush F«rt HaiNlKMi Ml«NlMii Myrtto SliapiiHiN Trwnife«n 1 Lki! CD 0,0 X m (DO a>x-p 005 3 N < X {Y///////A f/^ ///////////////////////////A\m^^^^ REDUCTION RATIO 16:1 o 3 or Q. .srQ 3 X o ^ is »< 30 00 8 2.0 mm MKOCraHUKUMOfWSTUVWXVZ . ABCOeraHUKlMNOPQRSTUVWXYZ ■trrt i i| |ll p liiii ii|ia ii lii wwiygl234S67a90 ABCDEFGHIJKLMNOPQRSTUVWXYZ •bcdef gh ij k I mnopgrstuvwxyz 1 2 3456/890 2 f»i ,0 nrwn ABCDEFGHIJKLMNOPQRSTUVWXYZ alx:defghiiklmnopqrstuvwxyz 123^567890 o o ■w 5 -o o>o 3) 7 -L z S !1 X O OS 3 3 o 3 ^3 D» li P IS •< » o«>< Is |S 3 I bn 3 3 01 ^§ Q m ^ c .X < X -< REDUCTION RATIO 17:1 O 3 3 r-r- X > fs 3 I -o p |3 00 M S 3 3 m xj o ^ ■8 ^ xj-< 00 IM O 3 3 > OD Q) O o m IM X IM I i i 8 I 1^ pwcEISIS INCISE P Piii iiiiSSBiii 2.0 mm ABCOEFGHIJKLMNOPQRSrUWXVZ ilMjili%li>i>lii!wiuiJtli'rtiiww(yiI?3llliTB10 ABCDEFGHIJKLMNOPQRSTUVWXYZ abodefghijklmnopqrstuvwxyz 12345678d0 ABCDEFGHIJKLMNOPQRSTUVWXYZ ^ ^ abcdefghijklmnopqrstuvwjcyz 2.5 mm 12345678% 1 o o ■n in "0 o m I in 3D " Ill o CJI 3 3 Is is fi b 3 3 I |S 3 I >j-< 8 3 3 MiMM PrMMt tr*ek« not to k* ^^^^ m 0" o X III MB 50 OOM ID O 3 3 > o rn ■li O "TT" :::o X ^4 h4 2 i i 8 8 1 Ol 1.0 mm AaC0CFGHtiKtMN0i^)RSIUVW(V2 - - " ■ -wiW345t7»«) .v^^> 1-5 mm 2.0 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ « l>cdeqr«aiwiiH^I234867a90 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghiiklmnopqrstuvwxsfl 1234567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefgh ij kl mnqpqrstuvwxyz 2.5 mm 1234567890 q 9 O 0 ■g m n > c w I TJ ^ ^ O 00 Ul 3 3 P li B ^ Is >< X "-•■-4 to o 3 3 m li 11 << JO M (/) OOM 8 bi 3 > CD 0,0 0 O 1 c X < *< ^ M < IM KXPUINJITIOil Ins Prmmmt traeka net r««ttlr> mm4 to IM mm4 In Portions of now traoko, Mrvoa, awltalMa, ate., rmiuiratf ^ iJfiSNB CifiCi i Map 7 TRACK Changes for rerouted SYSTEM IN CONGESTED DISTRICT ACCOMPANYING REPORT TO •OARD OF STREET RAILWAY COMMISSIONERS emroF omtorr ms «UIM>, CONSULTtNa MmuMtr. laia I' i.. - .,J i , CO o 3 3^ m •51; -n 3i ■IP! ■ ..i gi ; "D ^ 70 N» C/) ^— I ovx C30M 4r 3i > o m CD O — ti -f- OQ i Jlilllilll mmm iMiwpi X X § I 8 1= 1 MnOtTOHIiKUMNOPQRSTt 2.0 mm inmmo ABCDEFGHIJKLMNOPQRSTUVWXYZ ai)ode^jjklmnqpqrstiMwxyz 1234567Bd0 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefighijklmnqpqrstuvwxyz 2.5 mm 1234567B90 O o ■o m -0 39 7 ^ > C a> I TJ ^ z O 00 "01 5 > O ^3 3 3 f| i la I to b 3 3 Si << X Si <^ ^^^^ CJI 3 > OD O •0 11 -< RESIDENTIAL LOCATION OF 45,611 DETROIT FACTORY WORKERS FROM 11 GROUPS OF FACTORIES ACCOMPANYING RCPOflT TO BOARD OF STflCET RAILWAY COMIIIISSiONKRS CITY or DETROIT BARCLAY PARSONS KLAPP. CONSULTINO CMOINCCNS MMUAIIV. 1»16 TOTAL NUMBER OF EMPLOYEES 1094 '^''-^ **3f<*.,.. /"#■•»■'• 1736 1745 J"'*'' f.-.ii»-.<^ /f: _ /■ • » 4- REDUCTION RATIO 16:1 CO o 3 0) O TO Q |E »< 3D 'ill OOrSI O — .tt| — O 3 X •§ ^ 55.Z |o 3D €11 ■•^ 10 3 mm 3 rsi in O |o Hill — 1^ Pii .u lYifn MK»CFGHIJKLMNOPQRSTUVWXYZ ■ bCtfi W i Qh liiii iutiMi »tuwwyzl234S67890 ABCDEFGHIJKLMNOPQRSTUVWXYZ ABCDEFGHIJKLMNOPQRSTUVWXYZ ^ ^ abcdefghijklmnqpqrstuvwxyz 2.5 mm 1234567B90 4^ 30 O 0 u m -g > C w I TJ ^ ^ O 00 U1 3 31 3 3 > Is 15$ si So is SI >!;< K3 tn 3 3 w (DO do I rv>=:5r (y>3 z ^5 O r«si RESIDENTIAL L FACTORY QROU ACCO VOARD OF STR MMUMn, 191S REDUCTION RATIO 17:1 ■ ■ ■ ■ CO 3 3 cr O ;^ — O mmm si •<. 30 CT»X oorsi o in a 3' fU 3i o ^ •O is •-»• ^ S O COM Ol 3 DO 0)0 o m CL-Ti cr(3 z >j o o X X IM m CO I 1 o 8 P P H Bi'*^ .11 mm *^ 1.5 mm 2.0 mm ABCOEFGHMIOMNOPQRSTUVWXYZ ■'-■iiaatsiTiso ABCOEFGHIJKLMNOPQRSTUVWXYZ abodefghij k I mnqpqrstu wwxyz 1234567Bd0 2.5 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abccMgh ij k I m nopqrstuvwxyz 1234567890 t ^^^^ O o -o m "o X z ^ o J£o ^ -0 ' ^ O 00 O (/J ; D CJl 3 3 IN) * O 3 3 8 n OD w o Is -8 ^ 25 << 3D Si - ♦a 3 3 > DO m O zl C • I u 18 ^ 18 oxl Ji \t4 B -so OlAaMAM DIAORIIM or MAXimiM •eMCmiLS CilllS Ptil NOUR PROPOSED REROimNG AeeOMMNYINQ REPORT TO ' SraCCT RAILWAY COMIMSnOMCIIS cmr or Dcmorr ._} , \800m« Mr I ■I 9 TT C«i« HMif i I Car* p»rH»ur 20 Cars par Hour 20 IB <* M I tf" M M • I -134 _j 79- ao- _ 51.1 -39 ■ 114 -IIT I i' t ' I' T I I i: b 0) mo ..SS.f>1 '5p-ti o M C/) I— —I IIM 3 w o Ol 3 3 CT So .a;.fT| 3x So ^ '"TO ►-•—I 00' > O 0*0 o m CD O mo o 00^ N X i s 1.0 mm 1.5 mm 2.0 mm *8COeFGHIJKLMNO«3«STUVWXyl ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghiiklmnapqrstuvwxyzl234567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ idbcde^ijklmnopqrstuvwxyz 1234567BdO ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijktmnqpqrstuvwxyz 2.5 mm 123456/890 6^ if V %v o III 0 m I > C 1 TJ ^ a 01 3 3 fN3 b <«W| 3 3 in ^1 o m — ♦< -f ^31 o il II 11- ■ - - - 1 If Ik t i ^•'!|,\U:::>-■ ffilllHHWMXjIllllrijltll'J^^ !l xf f- - 1^ DlAORAM 0 1 Dmoram op Maximum schcoulc cars ACCOMPANVINO RKPOHT TO BOMO or STRCCT RAILWAY COMIMSOIONCIIS / L/ / / / m ' ■! • 4 |- , f : - J L, 1 I 0 fl^ " t r ■* CO Omru p«r Hour ^1 i l\ 60 .123 t 1 « 1 . ..,.„( I ' i 1 1 — Ow»rM»1 ' ^^^^ ^^^^^ 1 ^^^^^ ■ jl L:,..ii..i Lw.'. ::l j } 1 ,1 , ,, 1 ' - • ■ ! I :':\ \ \ ] I r- < 95 42 Caca nsr H*ur ' f I i ozl / j Ll JliS 49 \\ Jo, -80 Car* »«rH«ur EXPLANATION TIM the Mm* ear mtvIo* •• e* eempanlen dlaaram whan tfla- tHbutari ta eaafarwa ta a 4 Ml 1 ■to T34 mmmim SdiCMIILS HOUR PuratHT ROUTINO TO iik'iiAii or 'iliitliiuM 1 mmm U«MtM Mbmiv 73 Car* »»r H»ur } par Hour 8XPLAMATI0N LJ:- J ir t.:_.. 3 L. •':\ r ••mvaniM tflaanm when |r(bwt«4 to Is I'' i o* 0 • 01 a 4 122- \ DIAGRAM 9-A DIAGRAM OP MAXIMUM SCHEDULE CARS PER HOUR PROPOSED REROUnWG ACCOMPANYINa REPORT TO fUlLMTAY COMMISSIONCRS ■r Mie UkP^. CONSULTINa CNMNCEIM 1«t« ,>,',V L ■1 I" -12 S >4>_ ' i 7 ll .41 re- 8 30 8 IS ■114 -11T -T3 Cara -20 Cap* p«rH«up MCM«»«rN« 20 •1 "■- ~J 50 Car* r^- 81 it ; JiiMi'Mli^^ : _ Ik f IS Cara p«r Hmir \ t , •.] 95 V — 7: 1 ) i 9S \\ 4— -20 Cars p«r Huf 1 "* ^ 1 j ' 1'' III. H Ik to ^ 41 * - 13* i / / CO b CT Is < o OOM 3 31 CT Is — Q 3 X o ^ S5.Z 5 o *< » OIX 00 IM i > o m CD O 0?I o o X -< M I 8 i 00 lb 1.0 mm ^ *^ 1.5 m m 2.0 mm ABCDtfGHIiKLMIWPOraTuyjIKltt ABCOEFGHIJKLMNOPQRSTUVWXYZ ' ' )iJfclninopqrstuvwxyzl234S67890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghiiklmnopqrstuvwxyz 1234567890 2^ trim ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijkl mnqpqrstu vwxyz 1234567890 V o o 10 m Ti H 3» 0"» O 00 en ^ m —I CJI 3 3 IS3 O 3 3 11 3x MP (Jl 3 =;>.,„•' ;;yi::i;;:J IL a : ilk. i #>li MAP 10 wtscNT Routing of intcrurban Lines through congested district ACCOMPANYING REPORT TO , A' , ,„ 'if WfVOP' BC1R0IT 69 r:.*,.-! o,(if M f illli jgMHAn< ^^^^^^^^^ ^"i^^^^^V gigm^^ ^^^^^^^^^ BiW^y M i^R ■MIHI NMNI ^SShM^ Elite** Sita a s s K^pidRy. Shore Uh, 1 u>ac^ D. J. A c . . . a s I I ■■Miiiiiiiiiiii IntonwfeM ■1* * iii 1 i 1....J L... J'll L- ' 11 i f itlMnmg n it ■"«t • — \ \>f''' ^ MAP 10-A PROPOSEO Rc-noiiTifia or intcrurban LiNm THROUGH congested DISTRICT ACCOMPANYING REPORT TO MIARO CNF SmCET RAILWAY COMMmUONniS cmr OF ormorr REDUCTION RATIO O 3 3 31 i 3 3 3 3 113 1^ pifCCE^IS 1^ EPRi 2.0 mm ABCOeFGHUKLMNOraiSTUVWKY; ■KMVNItilinnatiijniMMwIJMHmo ABCDEFGHIJKLMNOPQRSTUVWXYZ at>cde(ghiiklinnopc|rstuvwxyzl234567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ 2*5 IVM'k'l ABCDEFGHIJKLMNOPQRSTUVWXYZ atxide^ghiiklmngaai^tijvwxyz 1234567890 m H o 0 0 ''^ • 30 7 -i 1 ^ -1 O 09 0 (J1 3 3 3 •a 9c is 40 ix So tub: Ul 3 3 > CD ?) m Q."n n O OQ X O c < I Map 10 »RC8CNT ROUTING OF INTKRURBAN Lir|cS THROUaH CONGC8TCO DISTRICT ACCOMPANYING REPORT TO ■toARO or STMcrr railmtay coMMissiONcm { eiTYor MtRorr MO KiAM*. eOMI \ i 1>; ^ - in;;:: uHtna ^^^^^ iS!ihti)iii*B^S22r \ v f li 1 I ^ StoMM "•Cn** m^f Hour CARS NAMC or DCSIQ- PCR INTCRURBAN UNC NATION HOUR ,....„.. r PontiacDIvUan Pontiac . . 6 J Flint * Flint . . 2 ■Immm I OidMrdUke" OrduidUke S - ,7rT ''WyiBdottelMy. WywdoM. 1 Rapid RaOwi, .... K«UKy. . S Rapid Ry.ShofcLiMlXr.KapidKr. Shan Lhc t t ■1 • Map 10 IRCSENT ROUTING OF iNTKflUIIBAN lil m TIMOIIQH CONGKSTEO DWTHICT I ACeOHPANVIIKI RCPORT TO I HMD or SfMKT RMLWAY COMMISSIOIIEIIS \„ \ w mSlf ...MM .hi Ill ■ iii ijj ■ iii||iii i iii i iiii M ^^^ m il ' J ! t ji „ ■ ■■■■ 1 I ; I ' f:* TO t:ii.fn: pmr Huvf " J 1 :„„ . i: t If MAf> 10-A PROPOSED RE-ROUTING Or INTCRURBAN ] LINES THROUGH CONGESTED DISTRICT ACCOMPANYING REPORT TO RAILWAY CITY OF DCTROrr CARS DESIO- PCR NATION HOUR UNITKD RAIUVATS {Pontiac Division Pontiac . . Flint " Flint . . OrdurdLakc" OrcbatdUhB Wyaadotte Div. WfwdoUe . BavUftidlwsy .... KaptdRy. . Kapid Ry. Shore Uae Dtv. Rapid Ry. Shore Line. Detroit, Jackson & Chicago D. J. & C. ... " Ucmxoe ft Toledo Shore Line D. M. & T. of hmmla, figure* and aiwa in faram 91*,% -rn ^andett* and D. M.&T, "FT >. J. 4 r r L, , /i • * I. .1 1 » II 1 ■ r I' I jl iiiiiiliiiiiiiliiiiiiiljliihiic m ; ; i ! S TO C'linit -pjir yt,. 1 KXPLANJITION CARS Njumt or oKsia- mr UNC NATION NOUR ' Pontiac Division Pontiac . . 6 Flint " Flint . . 2 OrchardLakc" OchardLake J > Wfaadom Dir. Wyandotte . 3 Kapid Railway .... Rapid Ry. . S Rapid Ry. Shore Line Div. Rapid Ry. Shore Line. 1 Detroit. Jackson & Chicaco D. J. & C. ... 2 " Monroe & Toledo Shore Line D. M. & T. J S Iff t t ntfaw of budik igww aad amnm b fanNoi wfirrcD {i r iLiij J 1 REDUCTION RATIO 1 7"1 I ■ ■ I o 3 -j-O 3 1 o 5= < O 00 IM o 3 3 to r-»- Z •-•—I ■Nj-<. 00 IM 'C3 cii %IMIMM|l MBi* ^^^^ Is DO Oil O o m (D O cn3 2 N -< I S 9 8 1 UIM H — IIS 1.0 mm ^ 2.0 mm ABCOEFGHUIOMNOPQRSTUVWXYZ .^..^ . - 11234667890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghiJklmnqpqrstuvwRyz 1234567B90 ABCDEFGHIJKLMNOPQRSTUVWXYZ abdtefeh ij k I m nopq rstLWWXp 2.5 mm 1234567890 ^^^^ V o o > C Cd ^ ^ x" ?> O 00 3 3 IV3 b 3 3 P 1§ 11 ii 3l 4 IN3 3 3 5-0 o m » O ♦-•□re routes to IM ofwrated MM* aoHtM of FsffMt AvttMu* mrm sUvwrn mt ««)4liMtWlllC^^ WOODWARD AVENyC SUBWAY AND CONNECTING SURFACE UNES ACCOMPANYING REPOfIT TO BOARD OF STREET RAILWAY COMMISSIONERS Cmr OF DETROIT m ■ARCtAV PMWOMS 4 KLAI*P. CONSULTINO ENaiNCCfIS .^^z' / 4 ' y I""' r, ■ - # REDUCTION RATIO 1 R"1 Is m o 3 3 f O s •——I oorsi CAI 3 O o S5c O N CP "xl-< m o 3 0) CD O o m CD CD 3 X t-^ZTt" Old ^ C : / / ! ,,, / i * *"'"%i,,,,„ ^1 ■I, it / 1 -f V V. \ \ f . 1 „ u •tarioN STATION ■ CTtY "MAULj 5T*TlON_' coNcncoSj aTATlON ■ KLTKIINATC DCMN CALLS FOR 'POflTAA. AT TMS POtHX. SINGUr'^llilCK SUBWAY SOUTHERN TCRMINAL LOOP WOODWARD AVENUE SUBWAY AND CONNECTING SURFACE LINES ACCOMPANYING REPORT TO RAILWAY COMMISSIONERS CITY or DETROIT KLAPP. CONSULTING CNQiNSCRS JMHMIIV. 19 IS ; v.. Iv i. 1 1 ' " ^ I: I JMMMmV. 1916 o Q. QD -m 3 X 3 «< JO •——I Ul OQ ^3 Ul 00 o m Q."n CD O OQ ± o o IM (0 8 CO 8: m O 0 m 1 Q (0 I i s P P P i Is cdi %ht tl i«ti M W|)q i t l u wi w »tI23i»5678l •7890 2.0 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ 1234567^ 2.5 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghij kl mnopq rstuvwxyz li34567BdO o Ti m Tj 0 ■ 1 Tl ^ = O 00 "CO s > 3) 0 fi P Of ^ i| r ■ Ul CD » o X PLAN 12 WOODWARD AVENUE SUBWAY SOUTHERN TERMINAL LOOP AND MAIN LINE TO BAGG STREET INCLUDING NEW SEWERS ACCOMPANYING REPORT TO BOARD OF STREET RAILWAY COMMISSIONERS CITY or DETROIT ■MieuiY muwoNS & klapp. coNStiLTitia cMomums JANUAMY. IS 16 600 r«A ial».T Plan op Woodward Av&nue and Loop / REDUCTION RATIO 16:1 b 5 ''3 Is *< JO ^ Cll ana' o ^4 f o 3 X o ^ 1 I O X Cll 01! iiiii 0,0 (D O o o IIP 8 3 8 1^ In A3 Him ^"^^-^^ > 1-5 mm MKOERIHI. ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghiiklmnopqrstuvwxyzl234567890 2.0 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ aticdefghiikirnnopo^uvwxyz ABCOeFGHIJKLMNOPQRSTUVWXYZ abcdefighij kl mnopqrstuvwxyz 2.5 mm li34567B90 o o ■o m "o O L, u > C CO s o o» 0(0 s 4^ 3 3 b 3 ai hap 8!i 50 ii 3 o >:iSisf:4»4/«js.t - jiiSSSii PIIOFII.E Of tOOF - Plan - Alternate design at Grand Circus for Terminal Subway c Plan of Woodward Avenue and Loop VERTICAL SCALE HORIZONTAL SCALC PtAN or Woodward Avkimii amo Loop REDUCTION CO i 00 cr n >> I" IS mm! I' 09 ■3 ZIIZ CP* 3 > 0,0 o m 01 3^ 00^ ? X iS"' ^^^^ ^1 ^^^^^^^^^ Q CO s i 8 i ^ f:""i?i;|!|; 1.0 mm 2.0 mm ABCOEraHiJi(uwNOfi]iwi>»123W6™ ABCDEFGHIJKLMNOPQRSTUVWXYZ atwelefgh i I k I mnopqrstuvwxyz l234567Bd0 2.5 mm ABCDEFGH I J KLMNOPQRSTUVWXYZ alJCdefghiiklmnqpqrstuvwxyz O o O 00 ill ^^^^ 01 3 «\3 b 3 3 I" li |i 13 56:1 ii 3 X I o «!!! OS'S < —1 i c X < X 4 CXftAN A T I O If . PLAN 13 WOODWARD AVENUE SUBWAY FROM BAQG ST. TO VIRGINIA PARK INCLUOIflG NEW SCIVCIIS m^itmmmm report to RORRD or STRtCT RAILWAY COMMISSIONERS CITY OF DETROIT BY * KtAFP. CONSULTiNO CMOINCCR* mm Mm am jm Mim jm9m m 143 c 144.9 iMTf^TlftW f9ftW PiiopiLi or WooowARo Avenue or WooowARo Avenue PROriLi or Woodward Avenue Plan op Woodward Avenue b 3 3 5.0 .fH 3 X ll • 3 m ?5 > A* 00 3 X 3 — T3 ^ 01: ^'-< 00 Nl oil mm 3 > CD o m ^5 O O JO 3D X N X ^^^^ 8 8 I K 1:= IS IS 15 IS 1.0 infn 1.5 mm 2.0 mm ITUVWXVZ ABCDEFGHIJKLMNOPQRSTUVWXYZ •bcdefghiiklmnopqrstuvwxyz 1234567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ 12345671^ ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvivxyz 2.5 mm 1234567890 5 o o 30 5 -X > C I ^ -1 O 00 m i! 0 5 3 3 01 is IN3 3 ^3 =.rn i fo5 CD 0,0 X EXPLAMATIOM: PROFILE SiiilMiNiy. fl«w S«w«r. N. (X Haw S«w«r ConnvottoM. I— Station locationa sli«w» IbMil tqr Grand Circus to to* ~ is constnratM. Profit* show* OMt ■Id* ••w*r* enlyw •MlMtlMI*! MMitlMMl fllatlMI* 8 ■ t3-ti 2 I- C s s 8 ta*.< »BWK* 14a • lU Z o I44.S Base RAIt. lO>. i-lV lU PfiOFiLc OF Woodward Avenue Plan or Woodward Avenue rai:.s 191.9 Subway - OouB4.e Tr>.ck i 151.0 IS0.5 i. isi.e ISO.9 E iivATt >»i |i>aoo Profile of Woodward Avenue u fr Base Raiu Piiorii.t m WooowAiio Avstiuc PnoPiLe or Woodwaho Avenuc PnortLE or \i^ODWAfio Avknuc PLAM or WbODWARD AvtNUC e m3 s ■ I pROriLi or Woodward Avenue Plan or Wooowaro Avenui * vnmeM. scms HOmZOflTM. •GAUC £00 MO 400 soo eooraii PnOFItl or WOOOWAMD AVCMUK « It I MO PLAM or ^OOWARD AvtNUK mm ':'i'/fJ'Jl m..t '>- S«»ai«*V - OOW»*.« T.Ri .CM or LCVCl. FnoriLi or WooovirAfiD Avemuc 3 S lti.g 1 1,1.1,1,1 ji^ij^ I50.S K > Si 10 z o K i hi tt 9 II 1' I I I 1 hi Z 3 Neira-O'CvLINOtR SLOM >. 00070 SO NCv 6 'O'CVLiKOf.1 SlopC' OOOTS z o Z c hi > 1^ Ul Z E o ■ w 1 IIIIRIII^^ RATIO ■ ^7 " ■ I ■ ■ I > b 3 3 Di - m is OOM VO O .4^ o > |s •if 2 N m OOM CJ1 3 '00 o m ^ o o X § 8 , |f«ICfP|-|- IS} 2.0 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ aticde(ghiiKlmnopqrUuv«in(yzl234567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijWmi^ig^tuvwxyz .0 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnqpqrstuvwxyz 6^ -8- 4p o o ■xj m -o 0 m 1 01, ^ ai _4 1 ^ ^ O 00 G eo 5 m O 4^ 3 3 N3 b 3 3 is fi so is •< a? >j-< bi 3 3 > GO « Q Ovt«>l* '')•*•• at 1 PLAN 14 WOODWARD AVENUE SUBWAY FROM VIRGINIA PARK TO MANCHESTER AVE. INCUIDINQ NCW SKWCRS ACCOMPANYING REPORT TO MMMO OF STREET RAILWAY COMMISSIONKRS CITY OF DETROIT 4 KLAPP. CONSULTma JANUARY. leiS . - » • m m m » VCimCAL SCAtC Plan op Woodward Avknue 2§ CO o 3 3 01 2_> — fl »< JO 31 O 3 3 b 3 3 mi I" IS 3x 11 3 I 2c: Si ii "nI-< ^ ^ 4^ IS) 3 > 03 So si I ^4 CXPU^NATION PLAN' PflOFILK Z IM.t SB II U 3 hi 'i \ o M I I CO o o K 2 111 N > < < X |U 1' 8 i o o 11 5 hi O z o -J I5S.7 o o < u X o PMI%fATION tfo«oo * — ' iliiitli* > 1 i I- s i iS4.8 PnOFItEjjOF WOODWARD Ave NUe I I I I '2 Z hi .J Plan of Woodward Avenue 15 0 I 3 »- M 154 S 154.4 1 »55.g I > < l«l.4 > X W 3 K U feLEVATlOti HO.OO BE W > « l>»S I iX Subway - 0(»ub i. b c 3 X S z o ! I I 1 I- o l< 3 z I (J hi •J Profile of Woodward Avenue Ix 1 11^ 11^ 1 * 1 Ml LO oc a 0 u 1 1 >^ 111/) 1 «7 ■/yyyyyyyyyyyyyy Stf SWi Y * DSWSUI TNA,,jj>jj 77? '7y77,,^y,,^M/7777777mi 'Tmrmmmmm 1 a tSfe.O lif u >a5.o 3 o o T u 1 o 3 IS4 0 yyyyyyyMy/y^^yyyyy^yyyyyyy ^y/ZM^y^^/^xw^wryy'^yMfyyyyyyyy/iiiyyyyyyyyyyyyy^yy^yyyyyyyyyyyyyyyyyyyy'^^^y'^^^''^^^ Base Rail G RAPE t O lO/» wyyyMy^ryyyM ryyy. y 155 0 T fyyyyyywy^y^yyy^y^^w^t-^fyyyyyyyyyyyyy/yyyyyyyy'yyyyyy^i LevcL 6'-0" C>Wir>«OK« i O Pnoriift.or Woodward AvcNyc i I 1 o » z 1 3 03 ZU 3" 8e S3 I I I i z po 8* ^8 c hi > < o 3 O o Ii3 -it: 3 K 3 CD SuOPC- 00078 Is 4. It 1 • e i 1 I t z A 5 o at 5 if 2« 5 2 id S3 on B U s i m o I'lipii t iiilyi ^5 So 8" o Plan or Woooi»a«d Avinuk I I o z 3 z o PnOFttE OP woodward Avenue I .2f z 3 u SuaWAV TRACKS TO BWOUOHT TO &URrACC ANO LOOKED wMcnevcn SUITABLE TCRMIMAI. MVOMJITV 19 AVAiUABLe. K K VERTICAL SCALE so 100 HORIZmPMI. 8CALC bikate 0. 150.4 o 150 4 o 150.4 LiVAL «f«A»A ♦ O.IOi % > s .J t 0 isa.7 8 u I o o >y/y>wyw>'y> />wy>y/W'^/yx/iwyxxvy>arXww>y>w « Elevation 110.00 8 ts4.ai. X > -I o 156. 0 BASE OF '///////. '//'■''.■y/y . > u Grade Lt VEL *M»ff III 6'-0* CVblMOCR S e we R _i U 3 A. ProfiuEjjOF Woodward Avenue Q B f T — 3 X Plan op WootWAfio AvtMyc X M 1 III o X r t 1 t * t ^LAN or WOOOWAflCI AvKNUft Pnorat or wooowaho Avenuc Subway tracks to bc BMOUOHT TO SunpACE AND LOOPCO WMEREVIR SUITABLC TtHniNAL PROPCMTT 19 AWAILASLt. I- Oi 5CWMft TO M CONMftCTCO svo«r4kV i.ooi>. 2§ i 3 ai cr o > Is c*ir" ooi o V Cut Ol HI o ^ Si 5 o go M (/> OIX 00 IM ID > Q, O o m Q-"n OQ 5 O X 8 I i 8 I B 1 5 In 2.0 mnri iiliC*l(gl234567li90 ABCDEFGHIJKLMNOPQRSTUVWXYZ ■iKsdef ghi J k I mnopqrstuvwxyz ABCDEFGHIJKLMNOPQRSTUVWXYZ atjoctofgh jjkl mnopqrstuvwxyz 2.5 mm 1234567890 o o "o m -D X z s" O 00 3 3 IN) b 3 3 I" IS fi 11 Si 0> CT n > 3 I SI N> Ol 3 3 > m O "I IM 4\ CJI'PILllMIITtOII moriLK iMttom of a-O^ aiMI Woodward Av*. PLAPf 18 WOODWARD AVENUE SUBWAY PRESENT LOCATION OF SEWERS FROM DETROIT RIVER TO BAGG STREET ACCOMPANYING REPORT TO BOARD or STRECT RAILWAY COMMISSIONCRS cmr or octroit BY ■auclav muisoMS 4 klapp, consultino cnginccrs JIINIIIUIV. W .0 m m „>» «■ j» VERTICAL 8CALC NOmZOWTAL SCAUE ^ PnoriiA or toor Pi^AM or WoeskWARo mmm9 and Loop FlEDUCTION RATIO ID-l 'q 3 3 3 1 n C go 00 IM 3 o s-Q 'til. C Q < ^ go OOM Cb5 4s* 3 > III Q o rn CD O 0Q 'X we: O o ^^^^ C/) X X 8 8 I IS IS IS 15 ABCDeFGMlJKLMNiWSTuVWXYZ atlCcMaNKilmmiliantuwraytUMMi/mO *1C0EFGHIJKLMN0PQRSTUVWXYZ ujt(lmnopqrsbivw)^1234567890 'A 2.0 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ ihijklmno 1234567 alxMJefghijklmno|^HtiJVii^ ABCDEFGHUKLMNOPQRSTUVWXYZ atJOlefghiikl mnopqrstuvwxyz 2.5 mffi 123456/890 O a n m u o L, > C M O 00 m SEP 0 1^ Ul 3 3 K> ■ o 3 3 li li I li ChX o (Jl 3 3 > 03 0,0 o m » Q IM EX'PUIIIIITION WOODWARD PRESENT LOCA' rROM DETROIT RIVI ACCOMPANYII momm or •TiiErr fiAi| CITf OF 4 KLAPI JAMUAV VCRTICM, I HORIZONTIILSCIILei PI.AN OF WOOOWARD AVCNUB AND LOOP ot 8'-0» mm* WPMdward Av*. Smmi 'r. ms PLAIH 15 WOODWARD AVENUE SUBWAY PRESENT LOCATION OF SEWERS niOM DETROIT RIVER TO BAOQ STREET ACCOwmuiviNG Rcpoirr to mosmm or •tiiccT railway commissiomciis CITY or DETROIT BY MRCLAV PARSONS A KLAPP. CONSULTING ENGINCEIIS VERTICAL SCALE li so KM soe PnoriLK OF wooowAfio Avmue Plan or WoostwAiio Avcmit ano Loor VBimCAL SCALE HOmZONTM. SCALE « >° too MO 400 soo poortH i ifMi •17 4 i j^QBAHO CIRCUS ttld i _itta Zi Od Z 9 M E 8 •t».x M Z IMLt M 8 < o 29 ♦d SO .Ud or WOOOtWARD AVCNUK AND LoOP CO O 3 3i •o p ^§ -< JO ^ (/) 00 IM O 3 3 8;i 001 cn o m — -r- OQ rog no J2.:d X < 1^ ^ IM i 5 9 s I 15 IS IS |g li:; i 10 mm 2.0 mm ABCOEFGHIJKLMNOPQRSItJVWXVZ abcd«f8hiiklmnopqr5tuvwxyzI234S67890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz A* Ho o o -0 m -D z z s ^ -o ^ X ^ !1 s% O 00 in 31 fil 2.5 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ aixxJefghiJklrnnopqrstuvwxyz 1234567850 3 3 I OQ > Si S| ¥0 b 3 3 P so «< TO N c/J 01 I > 00 (T) O ^1 ([llWLJIMiATlOW PLAN 16 WOODWARD AVENUE SUBWAY PRESENT LOCATION OF SEWERS FROM BAGG ST. TO VIRGINIA PARK ACCOMPANYING REPORT TO BOARD OF STREET RAILWAY COMMISSIONERS CITY or DETROIT BY BARCLAY PARSONS & KLAPP. COMmfLTING EWttWItBIIS MmNMy. t*i« PlAM or M>OOWARf> AvtNUC Jl as. * 'MA. 1 ■l»I.O 3t 0 IS06 Plan of Woodward AvcMU&i / b 3 3 -. m — Q Si < o 9 'JO' ^< 00 Nl VD O C7I ^1 3 X 3 r- 3- 30 N CO ID m alii > CD o m Q."n OQ CJI 3 ^ Ojj^ 3D X < rsi i 5/. ^^^^ 8 1^ 1^ lg 1^ I 1^ ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz 1234567890 2.0 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz 12345678% ABCDEFGHIJKLMNOPORSTUVWXYZ abcdefghi j kimnopqrstuvwxyz 2.5 mm 1234567890 O O "o CO "o ^ C I n i o O 00 0 CJl 3 3 o 3 3 to 11 Q.> 2.rn f O So •< 30 QDISI 01 3 3 n OQ X ^ O X -< IM PLAN Cylinder Woodward A««mif* mwbwi MIT* PROFILE Ifivdrt bottom «f Woodward TrIkMtarlM. Cylinder tfapUi* of mrnmmr Invert* WOODWARD PRESENT LOCi FROM BAGG ST ACCOMPAN BOARD OF STRCCT rI CITY O & Kl JAM. VCimCAL SCALC I I m 9d 3*7 ^ 31.* d it. 3 d II zk 3 I w |Z I 3 ! lib! 3 3 IiJ± PitoPiLK Of Woodward Avknuc /■aTld 1^9. O Plan or Woodward Avcnus n f 1 i f ^ a a 0 c s § J: 3Md PMOFiLft OP Woodward Avcnus li I M o I 5 a > P W W o I M a Z i i S H; |£, M M a -0' mmm mm PLAN 16 WOODWARD AVENUE SUBWAY PRESENT LOCATION OF SEWERS FROM BAGG ST. TO VIRGINIA PARK ACCOMPANYING REPORT TO BOARD OF STREET RAILWAY COMMISSIONERS CITY OF DETROIT Plan or Woodward Avenue X o 33 Sd J 33 J»i.0 * 0 4 i rao-s d OP WOODWAAO AVENUK la !l 11. Klli i ! o u (0 iSO.S I > 1506 t I IE o I to I 9'-o'Cvnwom Z o I BE u M o > Profile of Woodward Avenue Plan of Woodward Avenue • d i SL<' tai.3 isi.» M I ISI.O o z o yd Profile of Woodward Avenue i s S JflSJL I 2 8 o I 5 w 3 I Plan of Woodward Avenue i iS u M 3 I O z 9 Z hi « 60 Fact m Profile of Woodward Avenuc 1 Plan of Woodward Avenue Profile of Woodward Avenus I s o tso.s 7 d i 30.5 d lb 3 a. H y4 I w o I « > IS0.6 u> o 3 3 m I o |o »< JO N* C/3 X 00 Ni o ^3 ID 0 5> 1 X < O 01 > 0) O 0-0 fPQ -X. ^ o o t3 *V § 8 i 01 P P R Is 1.0 mm ^ ^ 1.5 mm 2.0 mm ABCOeFGHUKiMNOPQRSTUVWXYZ i i it llwwp m la OB 5? 013 z c IM ff*flOnLK • MVCRT SOTTOM Or TIIMMI. TARita TO m-o^ evuMvsB WOOOWARV AVEIWMt i PLAN 17 WOODWARD AVENyE SUBWAY PRESENT LOCATION OF SEWERS PROM VIRQINIA PARK TO D. T. R. R. CROSSIMO ACCOMPANYING REPORT TO BOARO OF STREET RAILWAY COMMISSIONERS CITY OF DETROIT *, KLAPP, CONSULTINO JANUARY. 1916 VCRTiCAL SCALE NORiZONTAL SCALE SO SO jUf eoc 403 £00 eaomll Plan of Woodward Avenue 1 ^ 1 • 'X CITV PROPILI OP WOQOWARO AVINUt (A) O 3 3 3-2 |S o V* |0 »< 30 i' III 3 CD S 31 It"'''"* 5 O go '5. ^ en ■"J 3 > 00 o m 0^ 2^ J— cjn 3 ^ ^^^^ ^^^^ X *< N X 4^ 8 8 >5 Ui 1.0 mm «BCD€FOMUW.MW0W)RS1 ^.'i^^ % 1.5 mm 'l^ 2.0 mm ABCOEn^llMJilNOPQItSTUVVmZ il23«S678W ABCDEFGHIJKLMNOPQRSTUVWXYZ 1234567BSo ABCDEFGHIJKLMNOPQRSTUVWXYZ ^ _ abcdefghiiklmnopqrstuvwxyz 2.0 mm 12345678$0 o 0 o ^ ^ ? X TI S O 09 0 UI 3 3 b 3 3 P 11 3x ^ 30 3 3 0)0 5:3 s ^ o o Qor iili iiillliii KXPLJIIiATIISli raoFiuc IMVBNT aOTTQM Of TRtSV. TAIIIKS TO •••^ OTUMBBII tM.0 HMNCATK CINia BUNI^ TIONS ABOVC CITY DATUM. • INDICATE DKTTNS OT WOOD mOM VIRGll ■OAfID OF Mneuur pari VERTICAL NOmZONTJ SSI Clcvation I HO.OO o u 15 6 d a 3 a 3 o 3 1 kl U S z 6 -0" Cylinocr o 3 2 e*-0* Cri.iNDiR PftOFiLC OP Woodward Avenue z u 5'- 6* CVLINOKM if —5 zd ST u IS si CD II 5'-6' Cylindkh S*.0- CYUIiOKR 9 hi < s Z Z o i o s Plan or Woodward Avenue i i flC 3 Z 3 2 K M H Z o 3 Z Pftomit OF VfooowARo AviNue i - Q- X A - 6" s I is I I o JOiL 5 OE kl I I > s e z < c o < m a c e 3 u ■ o z o o 8 S 5 8 3 o S < c c If < z o z 8 K U Z O z < ft o hi ' o a: 3 < c c o t- o PLAN 17 WOODWARD AVENUE SUBWAY PRESENT LOCATION OF SEWERS FROM VIRGINIA PABR TO D.T. II.It. CHOSSIWa ACCOMPANYIliO MAIID OF STREET RAILMfAY COilMWWOIWEH* CrrV OF DETROIT ■auclay paiwons a kiafp, VrnnCAL SCALC HORIIOIITAL 8CALK ^ 1 r .J 1 1 mmS 1. If II PUM« OP WOOOWARD AviNtIC I i9ROFtl.B OP ^m^fiim^ AVINUB 3 'A 1 c 3 ruT z z u o < < a. 3 I o z £ u O < z o 2 s b •'•0* CVMMO|9 Profile of Wooowaro Avsnuc 1;: z I i 4_ z o « S w "I ii lll Plan or VitoODWMw Avuiuc o 8s S2 X ! hi N 8 Jill. ill SKdl ML WK.' ■9 ■ i I c S m.1 I PnoriLC OF Woodward Avenue M I if TT u Fl^N OP W0#OIIWAflO AvtNIIC o ti ,1 d coo iOC 1 ise.o tS9.0 M 154.0 3 ■ 2* 0 d BOSTON BLVD. GLYNN COURT V-6' CVklNOftR S'-O* CVUNOIII 5 kl o O 1 i z kl flC i 5 3h 58 w Q Z 5 o I & f z o 1 4 3 9C K M > o > 1" z I I II z I a < m a m s 3 u a 3 u K W <> I 6 d d EXPLANATION (a M4 Murphy Powar Co. (M. P. Co.), Ediaon lllum- liwUns (E. I.}, PuMie UtMliifl C«Rimf«siofi PLAN 18 WOODWARD AVENUE SUBWAY PRESENT LOCATION OF PRIVATE TUNNELS ACCOMPANYING REPORT TO BOARD OF STREET RAILWAY COMMISSIONERS CITY OF DETROIT mr fUmClAV PMiaONS & KMPT. CONSULTINQ CNOINCniS 5m PORT MOmtONtAL aCMC h INUARY 1919 & lO BO so CM MO 117. S P^oriLi Of Loot / f/ / / I J 1 o a .1 i. PII0PH.E OF Woodward Avenue Plan of Woodward Avenue and Loop PLAN 19 WOODWARD AVENUE SUBWAY TYPICAL SECTIONS ACCOMPANYING REPORT TO BOARD OF STREET RAILWAY COMMISSIONCIIS CITY OF DETROIT ■Y S1NG1.C Track SyswAV -TYriCAL 5iCTto^ Doublc Track Subway -Typical. Section WooHwARD AvcNue I SiCTiim Of DouttLK Track Subway in Woodwaiio Avemuc AT HtBM SrnaKT^ LOOKINB SoUTH 9NOMriM« MITMOB' OP CA^RitVifMl 4B'' Watm Maim aCMOM \ , 'PiMft AM* COMPtfiTS . f4«"WATCfll MAIN to ^5-0 ^ StCTlOW C-C CO o — ^ =.ffi' *=;ti «-»• c N Cl> CT»X 00 rM (II i 01 8> 2. PI: — Q 3 X 3 C o -v> 5 ^ ^< OOIM i 3 3 0) > CD O a (1) o 'OQ ^3 S X IM ^^^^ en i 8 i 8 ^p^K laHBii 1.0 miti mnfi 2.0 mm ABCOCFGHUiaJimn^pSTUVIMXYZ ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghiiklmnqpqrstuvwxyz AiCDEFGHIJKLMNOPQRSTUVWXYZ abcdefgh ij kl m nqpqrstuvwxyz 1234567Bd0 o o u m "D S m ? H ^ S 0 ^ H 1 n ^ 7> O 00 m >! D 3 3 b 3 3 I? 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CONSULTIfHS ENGINCCIHI JAHtUUIV latM ■MMWWn W f WW mWf MONROE AVENUE (Al A CD §.0 3 X s si 5 ^ IP' »< 30 00 Nl 10 Ul '00' o rn m o — H -|- CJ|3 ^ 1^ N X N Ul 8 I 2.0 mm ABCOtFGH(JRlMNOfWSt UVWXVi ABCDEFGHIJKLMN0PQRSTUVWXY2 ■licdefKhiiklfnnafM|ritiMiniyzl234567890 ABCOETCHUKLMNOPQRSTUVWXYZ aticde^iiklmnqpqrstuvivxyz 1234567850 2.5 mm / ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefgh ij kl m nopqrstuvwxyz 1234567B90 to o "o ES "o o m 1 o !I "o S O 09 Oc0 5 ii o 3 fs 2= 1= 3 3 0) cr o ^ » O -J m l| rOf— ■N|-< 6^ 3 mm > 00 0,0 to errv hall WOODWARD AVENUE J=~- IfOODWAI or ciT^ SHOMnna RELATION ACCOM P| BOARD or STREE CIT| ■ARCLAV PARSONS MONROE 1^ m outt IN m PLAN 20 WOODWARD AVENUE SUBWAY PANT PLAN AND SBCTION OF CITY HALL STATION SNOWINQ RELATION TO PROPOSED SURFACE TRACKS ACCOMPANYING REPORT TO BOARD OF STREET RAILWAY COMMISSIONERS CITY OF DETROIT BY MmcLAY PARSONS & KLAPP, coNsuLTHio mnmfim JANUARY. 191« MONROE AVENUE I MONROE AVEmE « o 3 3 " > <» o X o n C rsi c/) 00 fM U> O en 3 3 m O ^ o 2| 5 ^ xO '5. ^ I— ^ Oil 2? o^x 00 IM 3 > o m OQ X ^ o o N X rsi 4^ CO 8 BK|e|g P P i i I 1.0 mm ,5 mm . «Bp| iy O X m ® Q X ■< IN WMDWARD AVENUE SUBWAY TYPICAL STATION ACCOMPANYING REPORT TO BOARD OF STREET RAILWAY COMMISSIONERS CITY OF DETROIT A KLAPP, CONStflTINQ MnMIIT. 1916 Section -A-A JEKBSHOBmIiISL Cxw L iwB TIM rtMiSM i K U I* L3 Mi \ V tfdtel#M t^^^^mm ^m^^m _ ^ OF NOHTM »euHO T WACK ; is:, ••••MC nu ■ftHii tf mill Avenue m m - CAVA TO * Lavatory \ \ fMMT BOOTM B LcJL:i over , HAMNOU I Plan CIl 3 01 o 3 I O ^ n C N (/) 3 > OD a, O o m Q."n ^-S o X < N ^ X I CD | 1^ P i i ^ 1.0 mm 2.0 mm ABCDEFGHUKlMNOPQRSTUV*XVZ ■ficditfhiiumnocaniuvwiir; 7890 ABCDEFGHIJKIMNOIWSTUWWYZ abccMghtifclmnoticiralMwiwq«i234g67aW ABCDEFGHUKLMNOPQRSTUVWXYZ abcdefghijklmnqpqrstuvwiwz 1234567«90 ^^1 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnqpqrstuvwxyz 2.5 mm i2345675sSo 21 31 O s O 00 O CO 5 =1 3 3 b 3 3 r fi ■8 i« Ummmhv i tnrtj LiM'ft Plan .fiHtft.jkiS'S. Avenue OWCT Cuw tiw PWOI»«WTY LiNC Is NEH COLUMBIA UNIVERSITY LIBRARIES NOV 14 1 i* '-W'f-i "J' 1