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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: Chicago (III.). Council. Title: Report on the engineering and operating features... Place: Chicago Date: 1902 MASTER NEGATIVE # COLUMBIA UNIVERSITY LIBRARIES PRESERVATION DIVISION BIBLIOGRAPHIC MICROFORM TARGET ORIGINAL MATERIAL AS FILMED - EXISTING BIBUOGRAPHIC RECORD BUSINESS DF40 Ar653 Arndd, Bion Joseph, 1861- Keport on tlie engineering and operating features of the Cliicago transportation problem, submitted to the Committee on local transportation of the Chicago City council. By Bion Joseph Arnold ... Chicago. November 1902. New -¥iiik| " diohing oompftiiyi 1006 . 810 p. IIIiis., 15 fold. pi. (incl. diagrs.) and atlas of 14 fold, plans. 23i-. 1 . ^treet-railroads — Chicago, on local transportation. Library of Congress I. Chicago. CttycounclL Committee HE4401.C42 1006 i40eli 0—11290 RESTRICTIONS ON USF TECHNICAL MICROFORM DATA FILM SIZE: TRACKING « : REDUCTION RATIO: IMAGE PLACEMENT: lA IB IIB DATE FILMED: j-l^-^S" INITIALS: VJ.MvJ RLMED BY PRESERVATION RESOURCES. BETHLEHEM. PA. in 3 3 o ^ =.rn in i 3 N to 00 IM 3 3 > o m CO ^ O O CO < X <51 lO o o i 3 Ul o 3 3 o o 3 3 to o |ri:i;|=C|;u|5|- is E I? r I is 1.0 mm 1.5 mm 2.0 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdelghi|klmnopqrstuvwxyzl234 567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstiivwxyzl234567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz 1234567Bd0 2.5 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz 1234567&90 m O o -o m -0 3D 7 -L I TJ ^ O 09 m >! 3D O q 4^ tn 3 3 is fi II 8 IS3 3 0» o 5> IS OOM o 4^ ^^^^ 4- Arnold 5 Bion Joseph REPORT ON THE ENGINEERING AND OPERATING FEATURES OF THE CHICAGO TRANSPORTATION PROBLEM. • • Columbia 'pe of Track and Amount in Feet and Miles, Giving Amount to Be Constructed in Subwavs and Amount of Under- m ground Conduit Type for Terminals and Distribu- ting System in Business Center. 296 Numbered from i to 15, inclusive, following Index. Typical Cross Section of Double Track Subway in 80 Foot ' Street Over Large Tunnel. ^ „ ^ , Typical Subway in 66 Foot Street over Small Tunnel. Typical Subwav in 80 Foot Street at Station Point. Typical Plan of Station Entranci^s on Subway Str^s. T'ypical Plan of Station Entrances on Intersectmg Strecte. TVpical Longitudinal Section Through Subway Station Typical Cross Section of Single Track Subway m Wabash Ave- nue for Ascent to Elevated Structure. Typical Plan Showing Method of Passmg Wires Under Sta- tion Platforms. t t 1 o u Typical Station at Intersection of High and Low Level Sub- Typkal Underground Conduit Railway Construction. No. I. No. 2. No. 3- No. 4- No. 5. No. 6. No, 7- No. 8. No. 9- No. 10. CONTENTS No. II. Typical Underground Conduit Railway Construction, Showing Detail of Manholes. . No 12. Comparative Population Curves of Diflferent Cities. No. 13. Curves of Population Increase and Yearly Rate of Decrease ot Rate of Increase. No 14. Curves Showing Future Population of Chicago and Gross Pas- senger Receipts, Covering a Period of 52 Years from Jan- uary 1st, 1900. r C 4. ( No. 15. Curves Showing Future Operating Expenses of a bystem 01 Street Railways for Chicago Capable of Earning the Gross Receipts Shown on Plate 14. MAPS. Numbered i to 14, inclusive, in Supplement Separately Bound. No. I. Present Tracks in Business District. No. 2. Re-arrangement of Down-Town Surface Terminal Loop I racks (Independent Loops). ^ . ,t ^ \ No. 3. Re-arrangement of Down-Town Surface Terminal Loop Tracks (Joint Use of Tracks). . No. 4. Present Routing of Cars on All Streets. No 5 Subway Routes of High and Low Level Subway, Plan No. 2. No 6 Location of Present Cars at Time of Maximum Operation. No 7 Population Distribution and Density of the City of Chicago. No 8 Recommended Routing of Cars Under New and Ideal System. No. 9. Location of Cars at Time of Maximum Operation on Recom- mended Routing. No. 10. Suggested Surface Terminals to Be Considered in Connection With Subway Plan No. i. No II. Subway Routes of High Level Subway, Plan No. i. No. 12. Subway Map and Profiles of High Level Subway, Plan No. i. No. 13. Suggested Plan No. i for Re-arrangement of Union Loop. No! 14. Suggested Plan No. 2 for Re-arrangement of Union Loop. OBDINANCE OF THE CITY OF CHICAGO AUTHOBIZINO THE EXECUTION OF A CONTBACT FOB EXPERT SEBVICES. (Passed by the City Council May 26, 1902.) Be it ordained by the City Council of the City of Chicago: Section i. That the Mayor and City Comptroller be and they are hereby authorized to make and execute a contract with B. J. Arnold for the rendering by said Arnold of such services as may be required by the Local Transportation Committee of the City Council, as expert engineer, in procuring information and furnishing estimates and opinions and in the preparation of a general report for said Committee in relation to the cost of operation and earnings of any traction company or companies, the capitalization of existing companies, all financial and scientific facts, practical matters, and statistics in relation to the same, valuation of existing traction plants, cost of new system, estimate of earnings of new system, designs for rails or any other part of the equipment of traction companies, and such other matters as may pertain to the work of said Committee; also in aiding said Committee as such expert engineer, in such ways as said Committee may deem advisable. The compensation for all services rendered under said contract shall not exceed the sum of ten thousand ($10,000.00) dollars. The time for the com- pletion of said work and the time and mode of payment of said compensation shall be arranged and provided for in said contract as the Mayor and Comptroller may deem best. Section 2. This ordinance shall take effect and be in force from and after its passage. t CONTRACT FOR EXPERT SERVICES BETWEEN THE CITY OF CfflCAQO AND BION J. ARNOLD, AGREEMENT Made between BION J. ARNOLD, party of the first part, and the CITY OF CHICAGO, party of the second part, in consideration of the mutual promises of the parties, WITNESSETH :— I. Said Arnold agrees to render to the CITY OF CHICAGO such services ms may be required by the Local Transportation Committee of the City Council, as eacpiert engineer so far as may be necessary in procuring information and furnish- ing estimates, designs, plans, appraisals and opinions in all miatters connected with the existing or possible traction companies, and in the preparation of a general report for said Committee in relation to the cost of operation and earnings of any Traction Company or Traction Companies, the capitalization of existing com- panies, all financial and scientific facts, theoretical and practical matters and statis- tics in relation to the same for the accomplishment of the following results: (a) To make a valuation of present plants; (b) To make estimate of cost of production of new system adequate to serve the public and designed along the lines of the best practice in vogue ; (c) To make estimate of net earnings to be derived from the operation of such new system based on present business, with estimate of probable increase in business in periods of five (5) years formulated from past performances, from which rates of compensation or adjustment of rates of fares can be computed; (d) To make estimate of passengers carried during different, hours of the day for the purpose of computing compensation ; (e) To make a report, based upon the best information he can secure, on rates of wages paid and rules and regulations under which employes are at pres- ent working, with recommendations for changes or concessions which it would be practicable for the companies to make should a demand for changes or conces- sions be made and the matter be brought before the Committee, and for the use of the Committee should it desire to embody in its Rc^rt to the Council any material on this question; (f) To submit a design for rails for future use which will best protect the street pavement, and which will be practicable for the operation of cars under Chicago conditions, presenting arguments supporting such design and also pre- senting draft of rails adopted in other cities after investigation by municipal authorities, such investigations being brought about from similar causes as obtain in Chicago; (g) To report on the feasibility and desirability of an underground conduit system in the down-town district, and on all trunk lines, within prescribed limits, with proper arrangements for transferring from underground to overhead trolley and vice versa without any disarrangement of the required headway of cars in either trunk or branch lines; 9 (!i) To estimate the cost of constructing and operating a conduit system; (i) To re-route the present lines outside of the business district so as to obtain in the best manner the very best transportation facilities to the patrons of such lines, maps to be prepared which will graphically display the re-routing; (j) To make statements showing wherein the present system is inadequate, the causes for it, the maximum capacity of the present terminals in the business center; (k) To furnish maps showing the present arrangements of terminal .fodlities in the business center and recommendations for a rearrai^^ent of tadlifi^ss to best serve the purposes, and showing tracks which it would be advisable to abandon, and trades necessary to construct, eliminating grade crossings, and pro- viding for the operation of through lines between the North and South sides of the City through the business center and in conjunction with the loop terminals from an divisions; (1) To furnish prdtminary plans for a system of subways in the business centei^ which, coupled with the surface system of terminal ladltties or operated ind^endcntly and without such surface system, will adequately accommodate the travdiflg public, provide for an increase of traffic in the years to come, relieve the congested condition and create a much larger area available for use bgr all^ lines of httsiiiess; these plans to show a feasible di^[K>sition of all existing undergromid tmpfovements, so disposed of as to permit of easy access for future repairs, renenmls and reinfo r ce m e nt s without disturbii^; the street sur^e; (m) To show the necessity for and the entire practicability^ of the abandon- ment of fhe iwactice of cqterating cars in trains a^d substituting therefor single cars ; (n) To rqx>rt on a universal system of transfers ; (o) To stand in readiness to attend personally or by a competent representa- tive any meetings of the Committee at all times ; (p) To verbally rqport on any question arising, not covered in the for^oii^ and pertaining to transportation and constructicm matters, and to act as engineer in a consulting and advisory capacity when any questimi may come before the C6m(mittee or be submitted to it during the continuance of this Contract; (q) To make an estimate of the value of all lines the franchises of which do not expire in 1903 ; (r) To report on the relative merit of through routes as against downtown terminals ; (s) To report on joint use of tracks whenever such joint use may be neces- sary in his judgment; (t) To report on the feasibility and cost of transforming the present cable lines into underground electric systems ; (u) To report on the rearrangement of the Union Loop; (v) To report on a plan for the prevention of electrolysis ; (w) To provide an estimate for laying cement road bed for street car tracks and report on the advisability thereof. 2. In consideration of the performance by said ARNOLD of the foregoing services, the CITY OF CHICAGO agrees to pay to said ARNOLD the sum of Ten Thousand ($10,000) Dollars after the completion of all the work done hereunder and the acceptance thereof by the Chairman of the Committee on Local Trans- portation. 3. In case the progress and character of the work done by said ARNOLD hereunder is satisfactory to the Chairman of the Committee on Local Transporta- tion, said ARNOLD may be paid not to exceed Two Thousand ($2,000) Dollars a month for the first four (4) months of this contract. One Thousand ($1,000) 10 Dollars on the completion and delivery of the main report and the entire balance due under this contract not later than July i, 1903. 4. Said contract shall be in force from the date of its execution until the first day of July, A. D. 1903, unless terminated earlier by a vote of the majority of the Local Transportation Committee. All payments shall be made on vouchers approved by the Chairman of said Committee. IN WITNESS WHEREOF, The said Bion J. Arnold has signed his name hereto, and the City of Chicago has caused this agreement to be executed in its nan^ by its Comptroller, approved by its Mayor, and its corporate seal hereto affixed, duly attested by its City Qerk, this 19th day of July, A. D. 1902. (Signed) Bioir J. Aknolb. (SEAL) aTY OF CHICAGO, (Sailed) L. EL McGann, mmmmu^^^ Ci^ CooiptroUer. Attest (SigneaH|pi. Loeffler, City Clerk. APPROVED : (Signed) C^ABiBt H. Hauison, Mayor. r u MEMBERS OF THE COMMITTEE ON LOCAL TKANS- POBTATION OF THE CITY COUNCIL OF THE CITY OF CHICAGO. Aux FRANK I. BENNETT, Chairman Ald. B. p. HERRMANN Ald. THOMAS CAREY Ald. WM. MAVOR Ald. W. J. RAYMER Ald. F. D. CONNERY Ald. CHARLES WERNO Ald. W. S. JACKSON Ald. H. F. EIDMANN Aux JOHN MINWEGEN Au*. W. T. MAYPOLE Auk MUTTON J. FOREMAN Alii. HUBERT W. BUTLER ♦ • ■ • LBTTBB OP TRANSMITTAL. To the Honorable Chairnum cmd Members of the Committee on Local Trcmsportatum of the City Council of the City of Chicago: Gentlemen— I have the honor to present herewith my report on the several qUeetians relating to the city 's Local Transportatioii situation sub- mitted to me by your Honorable Body, as set forth in the agree- ment between the City of Chicago and myself, bearing date rtioiis of the business center. It is obvious to the most casual observer that the primary cause for the existing unsatisfactory condition and multiplied fares is found in llie diversity of ownership of the corporations charged with furnishing transportation facilities. A unification of ownership or a consolidation of management on some basis is a condition which must be precedent to any really satisfactory and lasting solution of the problem, although an equitable arrang^ent for the joint use of tracks would effect a temporary solution, and probably result ultimately in unifica- tion. Each of the divisicmal companies has given due attention in the past to the securing of privileges to construct tracks in its own division and in the down-town district — every con- cession granted tending to i>erpetuate divisional operation. The idea has taken firm hold on a large proportion of our dtizens ikai Chicago should be one large city, in fact as well as in name, and rapid strides are being made tending in the direction of eliminating the separate Town Gtovermnents, taxing bodies, etc. It would seem, therefore, that now is the time to eliminate the divisional lines in its surface transportation facil- itieSy and all other considerations should be subservient to the accomplishment of this one feature, viz: One fare withvri the city limits. Whetter this be aecMnplished by nmversal trans- fm between the separate companies at all junction and connect- GENERAL DISCUSSION ing points, or by the operation of through lines of cars routed over the tracks of the three divisions, is a question of expediency. There should be no difference of opinion as to the latter method suggested being the more desirable. It could be accomplished by a unification of ownership or management of the several com- panies interested, which would be the beet way, or by the joint use of tracks by the separate companies. The same results could be obtained by the transfer method, but with considerable incon- venience to the traveling public and expense to the operating cal thoroughfares at a point one mile from Madison and State streets, will demonstrate the correctness of this statement. At the same time it will be observed that every car passing the point of observation is loaded to a pwdt where it would be impracticable to take on more pas- sengers. BEASONS FOB PB£S£NT CONDITIONS. There are three prime reasons for the present conditions in the business district during rush hours : First— The present terminal facilities, as arranged, are utterly inadequate. Second.— The operation of cars by cable power prohibits the use to their maximum capacity of the terminal facilities that are l)rovided. Third.— The lack of electrie power in the business district There are now in operation, during the hours of maximum traffic on the lines that enter the business district, 1,379 cars, consisting of: 772 cable cars. 97 electric motors trailed on cable trains. 510 electric cars. The 869 cable cars and electric cars trailed on cable are oper- ated around five loops. The 510 electric cars are operated around one loop and <» five stub end terminals— 34 of tiiem being hauled by horses eight blocks each, every round trip. In the case of the cable loop serving the Blue Island and Hal- sted Street Cable lines, three sides of the loop, Van Buren, Dear- bom and Adams street, are used jointly by electric cars— the cars running on two sides, Dearborn and Adams streets, being eleoMo cars towed by horses. The North Division Gable loop crosses the Madison and Mil- wbxAm Avenue Cable loop twice on La Salle street and twice on Dearborn street. The West Division Cable runs under the North Division Cable at each of these crossings, necessitating the dropping and picking up of the cable by each train four times in roimding the loofj^. The distance betwe^ the '4et-go" and INADEQUACY OF PRESENT SERVICE 33 the pick-up point in each case is about 50 feet and for that distance the train is running by momentum. As this point where the train is running by momentum is across a street inter- section it very frequently occurs that the train is cut off by a team which brings it to a stop at a point where the rope cannot be picked up. It then becomes necessary to push the train to the pick-up" point by hand. The North Division Cable being over the West Division Cable at these crossing points, it is im- possible for a North Division train to run closer to the crossing point than 100 feet, while the West Division train is making a crossing. If it did, the North Division rope would be raised to a point where the West Division grip would cut it, resulting in a tie-up of all the North Division Cable lines for hours. These crossing points, with the attendant difficulties of opera- tion, materially reduce the capacity of these two loops over what it would be if operated electrically. The headway on the North Division loop is a train of one grip and two trailers every 40 seconds, or say one car every 20 seconds. The headway on the West Division loop is a train every 53 seconds, or one car every 26i/> seconds. With the diffi- culties of operation it is impracticable to operate more trains around these two loops, and as the city ordinances prohibit the operation of more than one grip and two trail cars in one train, it is obvious that the maximum service that can be given on all the North Division Cable lines and on the Milwaukee Avenue and Madison Cable lines of the West Division has been reached. The loop serving the Blue Island and Halsted Street Cable lines runs on Van Buren, Dearborn, Adams and Franklin streets. Van Buren street is very much congested by team traffic, and having the elevated structure, was picked out as a street on which an overhead trolley wire could be placed. There being such limited facilities for electric cars in the business district, those that do exist are utilized to their fullest capacity for electrical operation, which tends to reduce the chance for cable operaticm via Van Buren street. There are 54 cable cars and 80 electric cars operating on Van Buren street east of Fifth avenue, giving a headway of less than one car every 20 seconds. The 80 electric cars stub-end at State street and cross back to the west-bound track. Platform gates have to be changed, trolley turned, fenders put'Up on one end and let down on the other, and the motorman has to change from one end of the car to the other and adjust his controller and reverse 54 THE CHICAGO TRANSPORTATION PROBLEM handles. At this point the cars also discharge and take on the bulk of their })asseugers. It is impracticable to operate this stub terminal on a much closer headway than 20 seconds. Should the headway on the calble lines operating on this cable loop be diminished, the headway for the Van Buren and Twelfth Street Electric lines would have to be lengthened. Over Adams street, passing the Union Depot, are routed the Harrison Street lines, also the Fulton Street line of the Chicago Consolidated Traction Company, terminating at State street. The overhead trolley wire stops at Fifth avenue and the 34 cars operating on the above two lines have to be hauled from Fifth avenue to State street and back by horses. Adams street forms the north side of the Blue Island and Halsted Street Cable loop, and over this street is also operated the 54 cable cars of the two lines. For the past three years it has been no uncommon sight to see Adams street lined with cars as far west as the bri<^e, awaiting the unloading of stone wagons at the Post Office site. All the incoming Union Depot passengers patronizing these lines desiring to reach State street are liable to be subjected to these delays several times each day. Under the existing conditions it is impracticable to operate more cars on Adams street. On Madison street, between Clinton and Fifth avenue, are operated the Canalport and Twenty-first Street line and the Tay- lor Street line, with 16 and 10 cars respectively. The overhead wire ends at Fifth avenue, and in order to give as much benefit as possible from the operation of these cars under the limited trolley wire facilities in the down-town districts, they are taken north on Fifth avenue and Wells street to Kinzie street, forming a pretty fair connection between the Union and Northwestern Depots; but the regular patrons are compelled to walk from Fifth avenue if they desire to reach the shopping district to the east. Horses could be used here to haul the cars over Madison street to State street did not the Madison and Milwaukee cable occupy Madiscm street imder a 26^^ second headway. Lake street from Fifth avenue to Dearborn, and the loop formed by Dearborn, Eandolph, State and Lake street tracks^ serve as terminal facilities for 169 electric cars operating on Ogden avenue. Division street, Chicago avenue. Grand avenue, Indiana street, Elston avenue and North State street. The head- way on this loop and on Lake street, east of Fifth av^ue, is less than 20 seconds. Lake street is badly congested with team traffic which is prohibited from leaving the street car tracks by teams INADEQUACY OF PRESENT SERVICE 35 standing between the curb and the uprights of the elevated struc- ture, set about two feet outside of the car tracks. Under the existing conditions it is impracticable to operate more cars on Lake street. Clark street, from Washington street to the rivw, famishes terminal facilities for the Larrabee and Sedgwick Street lines, operating 13 and 12 cars respectively, giving a 65 second head- way on the terminal. While more cars could be operated on this terminal, it is unfortunately located with reference to the dis- tricts for which more electrical terminal capacity is needed. It cannot be used by West DivisicMi cars, as those cars cannot reach it owing to the already congested condition of the Lake street* tracks west of Clark street. It cannot be reached over anv other street hut Lake street, as no other east and west streets, except Van Buren street, has a trolley wire. Forty-six per cent of the North Division business is done on the cable lines and as long as the four principal arteries leading to the North Division, viz : Clybowni avenue, Lincoln avenue, Wells street and North Clark street, are maintained exclusively as cable lines it will be im- possible to bring more electric cars to the business center to utilize electrical tenninals. Dearborn street, from Kinzie street to Randolph street, is equipped electrically and is used by the line conn^ecting the Northwestern and Polk Street Depots, and also forms one side of the electric loop serving the lines entering over Lake and Xoi-th State street. The cars on this depot line are pulled by horses, on Dearborn street between Randolph and Van Buren streets, where an overhead wire is reached on which the cars complete the trip. In traversing Dearborn street between Eandolph and Van Buren streets by horse power it very materially interferes with the operation of the North Side Cable lines and the Blue Island and Halsted Street Cable lines. State street has an overhead wire from the river to Lake street, but as the State Street bridge has been in course of reconstruction for months, this terminal has been useless and the North State street cars have been taken over the Dearborn Street bridge and around the Eandolph street electric loop, thus further congesting it. The State street terminal, when in operation, lands its pas- sengers too far north to be popular or of much value. The Eandolph Street bridge has been in" process of recon- structicm for some time and has consequently been unavaik^ble for street car operation. 36 THE CHICAGO TRANSPORTATION PROBLEM The Harrison Street bridge has been condemned for street car operation for a number of years. Fifth avenue has a trolley wire from the river to Twelfth !?treet, under the elevated structure from Lake street to Van Buren street, but it is principally used by the cars of the Chicago C'onsolidated Traction Company, furnishing transportation be- tween the Northwestern and Grand Central Depots. Fifth avenue is too far west to be of much use as a terminal. There are only three arteries entering the business district from the South Division, available for street car operation, viz : Wabash avenue, State street and Clark street Wabaah avenue and State street are exclusively for cable use, leaving only Clark street for electrical uses. Over these three streets are routed 638 cars. Wabash avenue has 94 trains, and trails 60 Indiana avenue electric cars from Eighteenth street around the Randolph street cable loop, giving a headway of one ia»iii every 56 seconds, or one car every 18 seconds. State street has 89 trains and trails from Archer avenue 37 Archer avenue electric cars and 53 Ashland avenue electric cars, giving a headway on State street north of Archer avenue and around the Lake street loop of one train every 52 seconds, or one car every 26 seconds. More cars could be operated around these cable loops if the power houses and ropes would pull them ; but owing to the large number of heavy electric motor cars that are trailed, the power houses are at present taxed to their utmost capacity and the life of the cables is reduced to the minimum compatible with prac- tical operation. It must be borne in mind that not only is the electric car much heavier than the cable car, but the motor arma- tures being geared to the car axles by small pinions on the arma- ture shafts, the armatures must be revolved by the car wheels at a speed largely in excess of the speed of the car wheels, which augmented by the electrical reactions in the motors, materially increases the draw bar pull required to move such a train over what would be required to move an ordinary cable train. In accelerating a cable train to which is attached one of these heavy motor cars, a much firmer hold must be taken of the rope, and as the rope continues to move at its normal speed while the heavier' train is accelerating, the wear on the rope is abnormally great. In retarding a cable train to whiA a motor car is attadied, the revolution of the armatures must be retarded as well aa flie car, and this extra work placed on the braking mechanism of a train INADEQUACY OF PRESENT SERVICE 37 is a fruitful source of accidents. Altogether the trailing of motor cars on cable trains is an undesirable method of operation and would not be resorted to if other terminal facilities were available. Over the Clark street terminal are operated 239 electric cars stub-ending at AVashington street. The headway on Clark street north of Twenty-second street is about 26 seconds. The opera tion of changing ends, adjusting fenders, and turning trolleys changing gates and crossing over to the south-bound track, has to be gone through with. Passengers have to be discharged and taken on, and it is hardly possible to get out of the switdi in the 26 seconds allowed. The fact that the north-bound track is lined with cars bumper to bumper, as far south as Twelfth street, ahuost every evening during the rush hour, is conclusive proof that the operation is not accomplished in 26 seconds. In reaching the Washington street terminus, the congested car traffic eration as a system is objectionable because the movement of a large number of people is entirely dependent on the care of one man, the gripman at the levers. If he fails from any reason to drop the cable at or within 10 feet of a designated spot, the cable sustains damage, which not only delays the pas- sengers on the one train that causes the damage, but completely stops the entire operation of the whole line until the damage is repaired. Under some of the Chicago installations the cable on one street is driven by the cable on another street, so not only is the line on which an accident occurs stopped, but all other dependent lines are stopped. When cables were introduced in Chicago, naturally the in- stallation was made on streets on which the traffic was the greatest. Having cabled these streets, horse cars had to be eliniinated from them or lose the b^efits in speed conferred by INADEQUACY OF PRESENT SERVICE 39 t the cable. This very materiallv curtailed the elasticitv of rout- ing and compelled a much larger usage of transfers. Former horse lines that were routed direct to the business center were transformed into feeder lines for the cable; hence the dead track- age in the business center. When ordinances were secured for the conversion of horse tracks into electric tracks, the right to operate the cable tracks by electric i)ower was withheld and the overhead trolley was prohibited in the down-towii district, thus perpetuating the conditions from which the people were already suffering. After several years of most unsatisfactory operation, electric terminal facilities were granted over a few of tiie horse tracks in the business center, which relieved the situation to some extent at that time, but the travel has now outgrown those facilities. At the time the grant was made for these down-town trolley wires, Fifth avenue on the west. Van Buren street on the south and Lake street on the north were established as 'Mead lines" within which no trolley would be allowed. Later grants permitted wires on (^lark street within this district. The above named streets w^ere selected as the boundary lines, as they were already occupied by the elevated structure. The occupancy of these streets by the elevated structure increased the congestion already existing— these streets being natural highways for team traffic— and when the added burden of electric cars was intro- duced, the congestion became abnormal. All etTorts on the part of the Traction (Companies and the City Authorities to agree upon an amicable and satisfactory way of electrically equipping the cable and horse lines, and the dead tracks in the business center, in order to furnish terminals for electric cars, have failed up to the present time. BEGOMMENDATIOKS. The foregoing, it seems to me, sets forth the conditions as they exist, and the causes which led up to these conditions have, 1 believe, been impartially and conservatively stated. Serious conditions require radi(»l treatiM||iBpid the following recom- mendations are respectfully submitted, with a belief that their adoption will give to the citizens of Chicago as good surface line transportation facilities as can be given under the separate owner- ship and operation of territory at present existing : First— All cable operation should be abandoned and the cable trackage converted to either overhead trolley or under- ground conduit for electrical propulsion of cars. # 40 THE CHICAGO TRANSPORTATION PROBLEM Second.— The territory embraced by the river on the north and west, and Twelfth street on the south should be used in common by all companies for the proper location of loop tracks for terminal facilities, all these business oentar tracks to be of the underground electric conduit type. Third.— Cars should be routed, so far as practicable, via trunk, avenue, and cross-town lines combined, in such manner as to serve the maximu m amount of travel with tite minimum use of transfers. Foui"th.— Sufficient ears of the double truck pattern, equipped with brakes operated by other than hand power, ade- quately heated during cold weatiier, and operated singly, should be provided for all through lines, although lighter cars could be used on the cross-town line service. Fifth.— On all well paved streets all rails on new track built and on all tracks when renewed, should be of the grooved type, designed on such lines that the groove will be cleaned by the passage of the wheel flange and present- ing the least obstruction to crossing v^des, and ex- tending the least invitation to tracking vehicles. Where such rails are laid the pavement should be kept clean. To accomplish the first and second recommendations involves, on the part of the Traction Companies, a very large expenditure of money and an abandonment of extensive equipment from whidi little salvage can be obtained. The expensive part of cable installation is the track, curve and vault construction. The yokes used in a large part of Chicago cable construction were designed for a shallow rail, and to carry the ordinary single truck street car weighing about five tons. They are, therefore, not suitable for the operation of 25 ton double truck electric cars such as are now being operated on South Clark street and on some of the West Side lines. The correctness of this statement is verified by the ])rosent condition of the Milwaukee avenue cable track, over which only ten-ton motor cars have been in operation for a few years. The abandonment of the cable systems and the sub- stitution of electric tracks means an entire rebuilding of most of the cable trackage. Power house engines and other machinery designed for cable use cannot be utilized to advantage in electrical operation. While this heavy expenditure of money and the abandonment of property by the companies is involved, the effort to obtain for the people adequate and up-to-date transportation INADEQUACY OF PRESENT SERVICE 41 facilities is the paramount object to be obtained in the adjust- ment of the transportation question. An estimate in detail of the cost of building underground conduit electric track is given elsewhere in this report BBIATIVE MEBITS OF OVERHEAD TBOLL.EY AND CONDUIT SYSTEMS. Experience with the overhead trolley wire in Chicago, as wdl as in otlier large cities, has demonstrated that its advantages far exceed it disadvantages. There is practically no increased danger in its use in the average business or residential districts, except that due to the increased speed of the cars. In these dis- tricts the buildings are not of such height as to require the hoist- ing of long ladders or stand pipes by the fire departm^t in case of fires, and as modemly constructed trolley lines are provided with frequent current cut-out points, very little, if any, danger is experienced from contact with live wires in suppressing fires. There have been very few recorded instances of damage arising from; broken or falling wires, and such as have occurred have been more than fully offset by damages sustained by persons and property from the open cable or electric slots in the street sur- faces through the catching of horseshoe calks and the dropping in of hght vehicle wheels. In congested districts, like the busi- ness center of Chicago, where the buildings attain such heights, and where even a lamp post on the sidewalk is an obstrudion, pole setting and overhead wires should be proMbited. Outside of this district objections to the overhead trolley are mainly on account of its appearance. While conduit construction is prefer- able and should ultimately be required on all densely populated streets occupied by the railway companies' tracks, its relative importance to the entire transportation problem, and conse- quently the amount to be constructed now, should be determined by your Honorable Body. It seems to be a question of balancing esthetic considerations against financial ones. Under any cir- cumstances overhead construction should not be permitted inside of the district hounded by the river on the north and Twelfth street on the south. PIANS FOB. BOUTING OF CARS AND THE RELATION THERETO OF THE PBESENT TUNNELS. Map No. 1 shows the present tracks in the district embraced by the river on the north and west and Twelfth street on the south, showing the tracks in use for present tenninals and the tracks not in use, or what are commonly known as ^^dead tracks." 42 THE CHICAGO TRANSPORTATION PROBLEM Map No. 2 shows an arrangement of loops, eleven in number, three from the South Division, three from the North iMvision, and five from the West Division, entirely independent, in which ^rade crossings are eliminated, except where the traffic operat- ing on each loop crosses itself to avoid running against vehicle traffic, which custom has decreed shall keep to the right. It is impossible to devise loops where one street has to be used for two tracks and also observe the right of team traffic without crossing the car traffic at some point on the loop. It is plain that in mak- ing the choice between tw^o evils, viz., the crossing of car traffic, or the running against team traffic, tlu^ lesser has been chosen. The crossing of car traffic on the loop cannot be considered as reducing its capacity much more than the crossing of the track at any point by a team. It is plain that this plan furnishes as much terminal capacity as can be obtained in the limited area available on the surface. In this plan the three tunnel entrances now in existence within the business district are incorporated, and it seems to be essential in whatever i)lan is adopted, either surface or subway, that the jnesent tunnels be lowered in order to provide a deeper channel in the river to maintain marine tn^ and retain our present and r^ain our former marine commerce. If the tunnels are lowered a sufficient amount to accommodate marine traffic the present tunnel entrances must be extended in both directions at least one block, in order that the grades may not become prohibitive for the operation of electric cars. It is obvious that whatever plan of surface terminals may be adopted, which involves the use of and lowering of the i^resent tunnels, must be open to this objection. It therefore seems to me that it is impracticable to lower the present tunnels and re- tain them for surface street car operation. Map No. 3 is a modification of the plan shown on Map No. 2 and eliminates the use of the tunnels and provides for through traffic between divisions, but is based upon the assumption that grade crossings will be i)ermitted, and that the two companies could amicably arrange for the joint use of tracks in the business district. La Salle, Washington Street, and Michigan Avenue are left free of tracks, and thus could be utilized for boulevard purposes, or team traffic. This arrangement of terminals serves the largest street mileage by all lines of cars that I have been able to devise, and makes it i)ossible to deliver almost all of the passengers to State Street, and all to Dearborn Street. (For routing of cars under this plan see Appendix D.) By the adop- INADEQUACY OF PRESENT SERVICE 43 tion of this plan, which could be put into operation in a very short time after once agreed upon, the destruction of the present tunnels could at once take place, and thus remove the present barriers to marine traffic, and at the same time leave it possible and practicable to construct whatever system of subways may ultimately be decided upon without the necessity of adhering to the location of the present tunnels. It should not be inferred from this that I advocate the complete destruction of all the pres- ent tunnels, for it is possible and reasonably certain that one or more of them could be used in a subway system. The tops of such tunnels could be inunediately lowered and accommodate marine traffic, and the remainder of the work preserved for future use in connection with the subways. It is feasible to handle the present traffic under this arrangement, for the reason that modern bridges have largely been constructed and are being constructed, and the handling of the river traffic has of late years been controlled in such a manner that interference with street car traffic could be borne with until the subway tunnels could be con- structed. It should be thoroughly understood, however, that if any attemi)t to lower the tunnels is made, they should be lowered a sufficient amount to permanently acconunodate the probable marine traffic of the future. TRAFFIC coimmoNs. As showing how near the eleven terminal loops, as given on either map No. 2 or No. 3, would provide facilities for the traffic from the three divisions, the following is submitted. It was necessary to ascertain what proportion of the total passengers carried by the two companies from the three divisions was carried into the business center during the entire day and during the morning and night ' ' rush, ' ' and as their records did not show this information it was necessary to make some assump- tions and estimates, which I am convinced are approximately correct It was ascertained that 20 per cent of the total passengers carried were carried on cross lines, lines not having a terminal in the business center. Deducting this 20 per cent, left the pas- sengers carried on trunk lines terminating down town. Prom this number was deducted 25 per cent for fliose passengers riding on trunk lines but not coming to the business center. This left the number of passengers that were brought into and taken out of the business center on trunk lines during the entire day. As 44 THE CHICAGO TRANSPORTATION PROBLEM the present service given during the middle of the day is less than 50 per cent of the maximnm service during the rush hours, and as the cars during the middle of the day are only moderately well filled, a deduction of 25 per cent was made to arrive at the numher of passengers hauled during the rush hours. The rnsli hours are embraced within 90 minutes in the evening and a some- what longer period in the morning, but for the purpose of ihis estimate it is assumed that the intervals are equal. By dividing the number thus obtained by two, we have the number for which capacity must be provided during ninety minutes each morning and evening. By a further deduction of one-third, the number handled in one hour is obtained. Per daj. Oti tilt at ni^kt to lie moved in 90 misntee. TofeeawvedperlMm, tw<»4iards. Owm Tbak Emdivo 1901. JimiK30,19Q(l. 1 Ybar. South Div. North Div. West Div. Total. .117,127,732 56,807,083 99,329,815 273,264,630 . 23,425,546 11,361,416 19,865,%3 54,652,925 . 93,702,186 54,445,667 79,463,852 218,611,705 . 23,425,546 11,361,416 19,865,%3 54,652,925 . 70,276,640 34,084,251 59,597,889 163,958,780 . 17,569,160 8,521,062 14,899,472 40,989,695 . 52,707,480 25,563,189 44,698,417 122,%9,08S 70,036 mm 336,901 72,202 35,018 168,450 35,018 61,231 168,451 48»13S 33^ 112,302 The hourly capacity of a loop under a given headway is the carrying capacity of the number of cars that pass a given point on the loop in one hour. Assuming 60 passengers to the car, which would be a comfort- able load for a double-truck car, a 30 25 29 12 M M iMSdway wonkt give, 120 cars. Capacity 1 loop per hr 7,200 ps. u M « " « 1 " " 8,640 " »4 M 4t 181) « *' 1 ** ** 10,800 " u ****a40" " 1** " 14,400 •* M U M 3^ M M \ U «♦ 21^600 ** Hie three loops provided for the South Divisicm would give, Under a 30 second headway, capacity for 21,600 per hoar ** ** 25 ** ** ** ** 25,920 ** M M^O M U MM 32,400 *♦ M MJ5 M M M M 43,200 " M M 10 M M M M 54yg00 The number of passengers to be handled per hour on these three loops from, the South Division, as shown by the foregoing tabl^ is 48,ia5, or it would be necessary to maintain a little doser INADEQUACY OF PRESENT SERVICE 45 lieadway than 15 seconds, assuming an equal number of passen- gers carried in a given time night and morning. In case more passengers were carried at nighty the headway would be slightly decreased during this tune. The five loops provided from the West Division would give, Under a 30 second headway, capacity for 36,000 per hour M Mjs ** ** ** 43,200 M U30 *♦ ** " 54,000 " 4i M M M 44 72,000 " " 44 10 ** ** • ** " 108,000 *♦ As the number of passengers to be handled per hour from the West Division is 40,821, only a 25-second headway would be required, leaving room for considerable increase in business over the present, and also for the use of South Division cars, which could, by arrangement with the Union Traction Company, be brought into the business center via Halsted and Van Buren streets. The three loops provided for the North Division would give the same capacity as the three South Division loops. The num- ber of passengers to be handled per hour from the North Division is 23,346. The operation of the loops under a 25-second headway would be required to handle this number, leaving considerable room for increase in business, and room for some of ihe cars from the northwest portion of the city to be routed through the North Division. BOimNO OF CABS TO AVOm TRANSFBB8. Map No. 4 shows the present routing of cars on all of the streets. Map No. 8 shows a system of routing, which, if used on a portion of the skeets, it is believed will accommodate the travel- ing public much better than the present system and eliminate largely the use of transfers, if the passengers will exercise a little eare and forethought in selecting the proper car. Far Example. Milwaukee Avenue traverses the northerly portion of the West Division, and is a main diagonal highway intersecting east and west and north and south streets on which lines of street railway are at present operated. Instead of com- pelling all passengers originating on these intersecting lines to transfer in order to reach their destination, cars should be routed as follows: Eoute 1.— From the business center, via Milwaukee Avenue^ west on Chicago Avenue to West Fortieth Avenue. 46 THE CHICAGO TRANSPORTATION PROBLEM Route 2.— Via Milwaukee Avenue, west on Division Street to California Avenue. lioute 3.— Via Milwaukee Avenue west on North Avenue to West Forty-Sixth Avenue. Boute 4.— Via Milwaukee Avenue, west on Armitage Avenue to West Forty-Fourth Avenue. Route 5.— Via Milwaukee Avenue to city limits. If each of these routes were operated &00 4^300 4*100 300( 3,700 S^SOO ^00 ^700 ^^0 III-. CI 9 9 9 O o 9 FIGUS£ 3. POPULATION AND TRAFFIC 61 2OQIPOQ000 p. Population. Pop. Popnl. 1892 170 61 182 35 147 66 162 tsm ISO 54 160 31 122 55 140 im 163 59 190 35 108 49 143 wm 141 S2 198 32 95 43 127 1900 152 55 167 29 95 44 128 Table No. 7— shown graphically in Figure 6— gives the Pas- sengers carried per Mile of Track, demonstrating the same point as Table 6. POPULATION AND TRAFFIC 3OC1000 FIGURE 6. 66 THE CHICAGO TRANSPORTATION PROBLEM TABLE NO .7. Passengers Carried Per Mile of Track- -Surface Lines. Year, So. Div. No. Div. W. Div. Average. 585,972 539,533 516,777 546,129 1893 791,677 645,389 543.143 650,202 524,656 530,459 430,962 484,919 1895 546,939 576,644 427,641 500,845 604,854 388,755 479,838 1897 • 504,012 603,040 386,405 473,868 1898 487,640 620,983 388,810 471,700 1899 502,500 648,887 416.000 494,287 528,277 610,842 433,274 504,947 1901 545,363 555,043 452,587 515,017 Table No. 8— shown graphically in Figure 7— gives the gross Passenger Receipts per year for the past ten years in Divisions. TABLE NO. 8. Gross Passenge r Receipts Per Year 1892 to 1901 — Surface Lines. Year. So. Div. No. Div. W. Div. Total. 1 89 J $4,400,942 $2,521,511 $4,585,237 $11,507,690 1893 .. 6,059.989 3,014.789 5,196,173 14,270,951 1894 4,264,618 2.479.813 4142,453 10,886,884 1895 4,476,824 2,694,359 4,157,237 11,328,420 1896 4,808.866 2,826,800 3,973.895 11,609,561 1897 .. 4,816.516 2,818,399 3,848,61 1 11,483,526 1898 4,832,806 2,921,425 3,987,460 11,732,691 1899 .. 5,194.439 3.051,140 4,281,427 12,527,006 1900 5.543.180 2,876.659 4,487,162 12,907,001 1901 5,856.386 2,750,744 4,730,606 Table No. 9— shown graphically in Figure 8— gives the Gross Receipts per mile of track per year for the past ten years in Di- visions. The track mileage in all three Divisions has increased dnring the past ten years about 92 miles. Of this 64 miles is in the South Division, less than one mile in the North Division and 26 miles in the West Division. The small increase in mileage in the North and West Divisions by the Union Traction Company and its subsidiary companies is dae to the fact that the Chicago Consolidated Traction Com- pany has built some 90 miles within the two Divisions during the past ten years which were used to serv^e the increasing i)0])ulation. "WHiile nearly all the increased receipts of the whole city dur- ing the past ten years is shown to be in the South Division, owing to the increase in mileage the receipts per mile have decreEUsed about $2,000. There being no increase in mileage in the North Division, the whole increase creditable to that Division • is represented in the increase of $2,150 per mile of track. As POPULATION AND TRAFFIC 67 *J[4jOO0/)OO ^Jijooqooo ^00(^000 4ooS^OO0ANK) 4U000,000 35.000^00 30,000000 84000^0 lio.ooaooo ISbOOfitOOO 1QOOU,000 5^000.000 9 S s FIGURE^ 9. 70 THE CHICAGO TRANSPORTATION PROBLEM there is no increase in receipts per year in the West Division since 1892 with an increase in track mileage of 26 miles, liie re- ceipts per mile of track show a decrease of about $2,400. TABLE NO. 9. Gross Receipts Per Mile of Track Per Year— Surface Lines. Year. So. Div. Na Div W. Div. Average. 1892 $27.13^ \ $25,055 $26,950 32.41/ 26,376 32,214 26,66^ [ 20,921 24,033 28,961 20,922 24398 1896 ► 19,575 24.136 30^5 18,958 23,580 iSc>S 31,075 > 19,205 23.559 32,455 > 20^3 24,709 19CO 30,602 21,267 25,258 1901 29,263 22,634 25.748 Table No. 10- -shown graphically in Figure 9— gives the Car Miles operated per year by Divisions for the past ten years. TABLE NO. lO. Car Miles Operated Per Year 1892 to 1901— Surface Lines. Year. So. Div. No . Div. W. Div. Total. 1892 15,582,142 44,950,643 16.813,135 52,341,398 i'^4 . ... 21.047,410 8,793,587 15,671.500 45,512497 1895 16,820,525 48,459.751 1896 15703.761 50,846,697 1897 15,478,263 50,500.533 1898 24.385.3co 10,916.737 16,066,454 51.368.491 1899 . . . 26,371,000 11,189.758 16,618.244 54.179,002 19CX) . . . 29.232.360 12,343.787 19.328,434 60,904.581 IQOI . . . 30.643,250 11.372,043 19.105.342 6 -,120.635 Table Xo. 11- shown giapliieallv in Figure 10— cives the Car Aiiks ()i)eiated per Mile of Track per year in Divisions for the past ten years. TABLE NO. II. Car Miles Operated Per Mile of Track Per Year i8o2 to 1901— Surface Lines. Year. So. Div. No. Div. W. Div. Average. 1892 91,9" 85,148 105,270 99.184 85,346 "8,152 94*554 79,149 100469 104,272 84,525 106,505 1896 "3371 77,358 105710 "4454 76,247 103,697 1898 "6,135 77,615 103,150 "9A|0 80,281 106361 1900 131,317 93,374 119,187 1901 91413 ii8;ooo POPULATION AND TRAFFIC 71 20QPOO 2fiipOO ^ 9 0) Q 0) FIGURE 10. • 72 THE CHICAGO TRANSPORTATION PROBLEM Table No. 12— shown graphically in Figure 11— gives the Gross Receipts per mile operated per year in Divisions for tbe past ten years. TABLE NO. 12. Gross Receipts Per MUe Operated Per Year— Surface Lines. Sa Div. No. Div. W. Div. Total. Rcpts. Rcpts. Rcpts. Rcpts. Per Mile Per Mile Per Mile Per Mile Cents. Cents. Cents. Cents. 21.13 29.50 29.43 25 60 23.04 32.68 30.90 27.27 2026 2ai9 26.43 23.92 20w^ 27.26 25.76 23.12 i8'96 ^3.30 23.21 21.19 • 19^" 24.19 24.76 21.82 These last three tables demonstrate that the South Divisicm system is compelled to run more mileage to secure its business than either of the other Divisions. This is due to the elongated shape of the territory, with consequent long routes, and the settle- ment of the population at points further removed from the busi- ness center than in the other Divisions. It will be noted that more mileage has been run in the North and West Divisions since the acquisition of those systems by the Union Traction Company, which means that a more liberal service has been given. The con- stantly decreasing receipts per mile run, as shown in Table 12, demonstrates that a more liberal policy in the furnishing of ac- commodations has been adopted each year and the increase in receipts per mile run in the North and West Divisions over the . South Divisions is mainly attributable to the fact of there being a more dense population adjaceat to the business center, requiring shorter hauls. Table 13— shown graphically in Figure 12— gives the lievenue Passengers carried per year by the EleA'ated lines. Table 14— shown graphically in Figures 13 and 14— gives the Revenue Passengers carried per year from 1892 to 1901 on the Surface and Elevated Unes ccmibined, and the percentage of in- crease year. This table mare satisfactorily shows the steady and uniform increase in the total transportation business each year, combining, as it does, the competing systems. During the nine years from 1892 to 1901 the total increase has been 55^ per POPULATION AND TRAFFIC riGURE Ih THE CHICAGO TRANSPORTATION PROBLEM FIGUItBll. POPULATION AND TRAFHC 75 I 4*0000(lt000 S6Q000,000 MQtOOQOOO S4K),00QOOO SOOtOOQOOO IBOiPOCtOOO 120,000^000 actooc^ooo iiiiiiiii •o o FI6URB 13. 0 76 THE CHICAGO TRANSPORTATION PROBLEM FIGUK£ 14. POPULATION AND TRAFFIC FIGURE 15. 78 THE CHICAGO TRANSPORTATION PROBLEM cent over what tlie gross receipts were for the year 1892, or an average of 6.18 per cent per annum, not oompoimded, or 5 per cent per annum compounded. The Snrfaoe lines carried during *^ 1901 73.62 per cent of the total passengers carried, and the Ele- vated lines 26.38 per cent. As the Elevated lines have about set- tled down to their normal business, they should only be credited witli a share of the increase in the future equal to the proportion of their business to the total business. On this basis, and assum- ing that the increase in the future will be at the same rate as that . in the past, the Surface lines should be credited with 4.55 per cent of the increase and the Elevated with 1.63 per cent respectively, if figured not compounded, or 3.68 per cent and 1.32 per cent, re- spectively, if figured compounded. TABLE NO. 13. ft. • Revenue Passengers Carried Per Year 1892 to 1901 — Elevated Lines. Year. So. Div. No. Div. W. Div. Total 1892 In Construction In Construction 1893 30,055,560 " 30^55,560 1894 13,58735s In Construction . 6,000,000. 19*587355 1895 14,217,845 " 9,936450 24,154^ 1896 13,405,355 " 26,363,907 39,769,262 1^7 13.331,625 " 28,236,528 41,568,153 1898 18,898,605 " 36,306,408 SS^iOSfOiS 1899 22,628,175 " 42,166,559 64,794,734 1900 24,990320 10,185,141 46,109,290 81,265,251 26,320,150 20,327,oc)S 48,960,994 95,608^149 TABLE NO. 14. Revenue Passengers Carried Per Year 1892 to 1901 and Per Cent of Increase. Surface and Elevated. Per Cent * Year. Surface Lines. Elevated Lines. Total, of Increase. 1892 232,956,792 In construction. 232,956,792 1893 287,961404 30,055,560 318,016,964 36.50 1^ 1894 219,653,752 19,587355 239,241,607 D 24.77 1895 227,794,532 24,154,295 251,948327 5-31 1896 230335,437 39.769,262 270,604,699 740 1897 230,570,189 41,568,153 272,138,342 .57 1898 235,014,689 55,205,013 290,219,70a 6.64 1899 250,534496 64.794,734 315,329,230 8.6s 1900 258,129,064 81,285,251 339414,31s 7.63 ^ 1901 266,835,734 95,608^149 362443383 6.78 D, Decrease. Table 15— shown graphically in Figures 15, 16, 17 and 18— gives the percentage of increase in population and pafiaengoirs POPULATION AND TRAFFIC FIGURB U. 80 THE CHICAGO TRANSPORTATION PROBLEM # FiGURS 17. POPULATION AND TRAFFIC -I 1] $2: 7 ■« - r 20 18 FIGURB 18. g2 THE CHICAGO TRANSPORTATION PROBLEM carried on Surface and Elevated lines combined from 1892 to 1900, by Divisions, in two-year i3eriods. It will be noticed that between 1892 and 1894 the i)0]nilation increased nearly 9 per cent, while the passengers carried increased less than 3 per cent. Be- tween 1894 and 1896 the increase in population was a little more than 3 per cent, while the increase in riding was over 13 per cent. Between 1896 and 1898, covering the period of labor tnmbles, the population increased about 141/. per cent and the riding only 7% per cent. Between 1898 and 1900 the population increased 81/2 per cent and the passengers carried nearly 17 per cent. These figures would tend to demonstrate that prosperous and depressed times affect tiie transportation business more than increase in populaticm does. TABLE NO. 15. Percentase of . Increase in Population and Passengers Carried on Surface and Etevatcd lines Combined, from 1892 to 1900, in Periods of Two Years. Fnnn 1892 From 1894 From 1896 From 1898 to 1894 to 1896 to 1898 to 1900 Popl. Psgrs. Popl. Psgrs. Popl. Psgrs. PopL Ttgn, South Division 9.16 11.77 3-96 iOu|3 16^ 5.7s 6-^ 18^23 North Division 11.33 D 1.68 D 360 14.03 10.00 3.36 ^©5 West Division ....... 7.91 D 342 543 15.50 14.98 10S7 "-^i «^ Total a93 3-12 13.11 14.54 7*^5 S45 16.95 D, Decrease. Since 1892 all of the Elevated Railroads commenced opera- tion; the Illinois Central Railroad installed its efficient express train service; other steam railroads have increased their aocmimodations; the Ohicaga Cer cent i>er annum. Fig. 27 shows the rate of increase of the same territory be- tween 1870 and 1900 to be at the average rate of 2.8 per cent per amnun. The average rate of increase for this territory from 1800 to 1900, or a period of 100 years, is 3.9 per cent, bnt is not graphically shown by a continnous curve, for by combining Fig- ures 26 and 27 the complete curve can be obtained. On Plate 12 is i>lotted a curve for each of the above cities. The horizontal distances represent population, each space rep- resenting 50,000 persons. The vertical distances represent percentage of increase frmn one year to another. Each curve then represents the yearly rate of increase of population for one of the above cities during a given period of time, the full line curve being the true curve made up by aver- aging the broken line curve whidb represents aotoal fixed data ob- tained from census reports. By averaging all the true curves on Plate 12 an ideal curve, A, is obtained, shown on Plate 13, which represents the average rate of yearly increase of population for all the cities considered, for different periods of time measured in terms of population. This curve shows fbai the average rate of increase for all the above cities is a gradually decreasing one. Curve B, representing this average i/earli/ rate of decrease of the average rate of increase in i)opulation is plotted on the same plate, and is derived as before from the broken hne curves, a, b, on the same ])late, which represent the summation have endeavored to give as complete an analysis of this subject and set forth the information derived from this analysis in as clear and scientific a manner as practicable, hoping thereby to . 9 fonn the basis for intelligent discussion of this subject, and that an equitable adjustment of the matter can be reached, which adjustment mmt he hosed upon the judgment of past and future business and industrial conditions, rather than upon any scien- tific law which can safely be deduced from the figures of the past, for, as has been previously pointed out, a financial depres- • sion of the country has a greater tendency to decrease the gross receipts of street railways than an increase in population has to ^ raise them. It is, however, clear to me that if money compensation is POPULATION AND TRAFFIC 99 to be required by the City for franchise rights the only equitable and just basis of compensation to the City should be based upon a percentage of the grass receipts, whatever they may be, of each of the companies, payable annually, owing to the fact that any general law, even though it might be correct, which was deduced from the past records of the combined receipts of the surface and elevated railways of the city, could not equitably be applied to any individual road for the reason that industrial conditions, due to the loss of population from the territory of one road to an- other, or to competitive roads entering the territory of any given road, the gross receipts of the road so affected might be greatly decreased, thereby preventing it from paying a fixed amount into the City Treasury, which amount had been previously fixed and based upon a fixed percentage of the past records during prosperous times. In case the City should see fit to require a fixed amount per annum, this amount being a certain percentage of some future predetermined gross earnings based upon past earnings, it is clear to me that any such arrangement should be only for short inter- vals of time, and that readjustments should be made between the City and railroads in periods not over five years apart. OPERATING AND FINANCIAL STATISTICS. There seems to have been little uniformity in the methods of accounting the cost of operation, during the past years, so no att^pt has been made to furnish figures, on cost of operation back of the last fiscal year of each company. In Table 16 is given a statement, in condensed form, of the Chicago City Eail- way Company of the South Division for one year ending December 31, 1901, and in Table 17, of the Chicago Union Traction Com- pany, covering the South and West Divisions for one year aid- ing June 30, 1902. . Table 18 shows the operations of the two Companies for one vear, combined. From Tables 16 and 17 it will be seen that the Chicago City Railway Company operates its Cable lines for 2 cents a car mile less than its Electric service, while it costs the Union Traction Company about 2 cents a car mile more than its Electric service. This is due largely to the fact that in the South Divisioii about 45 per cent of the total business is done on the Cable lines, requiring only three power plants. In the North and West Divisions only 34^/^ per cent of the total business is done on the Cable, requiring eight extensive power plants for the operation 100 THE CHICAGO TRANSPORTATION PROBLEM of the Cable system. While a change from Cable to Electric power in the South Division would not apparently save money in c^mticm, the increase which could be obtained in speed and the more elastic methods of routing that could be adopted would be of material benefit to the Company as well as the public. In the North and West Divisions had the Cable lines been Electric during their past fiscal year the Company would have saved over 2 cents a mile on all car mileage opera^ by Cable, or about $225,000. TABLE NO. i6. Statement of Operations— Chcago City Railway Co. Year Ending Dec. 31, IQOI. Items. Electric Cable. Horse. Total. Maintenance of Way and Equipment $ 278,3^5 $ 262^1.18 $ 94S58 $ 54i»7i20i Pcwer Production $ i99,54075 $ 150,850.70 $ 350,391-45 Conducting Transportation $ 1^^.40 $ 1,025,081.64 $ 26,541.57 $ 2,740,051.61 Cost of Operating $ 2,166^5440 $ 1,438,313 52 $ 27,487.15 $ 3,632,i55-07 Recepits from Passengers. $ 3M7a3S'6i $ 2,i8&58&i5 $ 20^35 $ 5iB56;386.6i Net Earnings From Oper- ation of Cars... $148(^781.21 $ 750,27463*$ 6,824.30 $2,224,231.54 Miles Run 16,727,540 13,809,620 106,090 30,643,250 P^issengers Carried 73*403413 44/HI.678 418^379 117,863,990 Average. Receipts Per Mile 21 8-ioc 15 8-ioc 19 5-ioc 19 i ioc Operating Cost Per Mile . .. 12 gS'^ooc 10 41-iooc 25 90-iooc ii 8s-looc Percentage of Operating Expenses to Gross Rer Receipts $9 Af^totf/* 6$ 72-100* A 133% 62 Q2-ioo"A Per Cent of Total- Miles Run 54 59-iooVo 45 06-iooVo 35-iooVo iooV« Passenger Receipts 62 a8-iooV« 37 37-iooV« 35-iooV« iooV« *Loss. ■ TABLE NO. 17. Statement of Operations-^Chicago Union Traction Co. Xear Ending June 30, 1902. Items. Electric Cable. Total. Maintenance of Way and Equipment.. $ 610,054.57 $ 480,842.03 $ 1,090,896.60 Power Production $ 322,104.95 $ 239,973.59 $ 562,078.54 Conducting Transportation $ 1,868,035.14 $ 1,049,709.15 $ 2,917,744.29 Cost of Operating $ 2,800,194.66 $ 1,770,524.77 $ 4,570,719-43 Receipts From Passengers $ 4,923,08941 $ 2,856,971.74 $ 7,801,07578 $ 21,004.73* Net Earnings From Operation of Cars. $ 2,122,894.75 $ 1,107,451.70 $ 3,230,356.35 Miles Run 20,018,334 io,6i9,779 30,732,051 93,938* Passengers Carried 98,562,555 57,i54,i84 156,136,898 *Horae. HP* POPULATION AND TRAFFIC 101 TABLE NO. 17.— Continued. Items. Electric Cable. Average. 420,159* Receipts Per Mile 24 59-iooc 26 90-1 00c 25 38-iooc 22 36-1000* Operating Cost Per Mile 13 98-iooc 16 52-iooc 14 87-lOOc Percentage of Operating Expenses to Per Cent of Total Gross Receipts.. 56 87-iooVo 61 52-100% 58 59 lOoVo Miles Run 65 13-100V0 34 55-iooVo looVo 32-iooVo* Passenger Receipts 63 10-100% 36 62- looVo 100% 28-iooV«* TABLE NO. i& Statement of Operations. One Year— Chicago City Railway Co. and Chicago Union Traction Co. Chicago Ci^ Chicago Items. Ry.Co. U. T. Co. Combined Net Earnings From Operation of Cars, Per Tables id and 17 $ 2^24,23154 $ 3,230,356.35 I 5454.587.89 Income From Other Sources $ 43,884.68 $ 43,884.68 Chartered Cars $ 4,264.65 U. S. Mail 19,779.35 Advertising 33»525.oo Rents, Land & Buildings - 49,703.06 Rents, Tracks & Terminals lofiooxso Interest on D^Kisits & Loans 9,786167 Miscellaneous i4,335-07 141,393.80 $ 2,268,116.22 $ 3,371,750.15 $ 5.^539,866.37 DEDUCTIONS. Depreciation $ 180,000.00 Interest on Bonded Indebtedness, Now Retired 103,938.75 General Taxes ^7,018.00 Dividend 9 per cent on $18,000,000 CapiUl Stock 1,620,000.00 $ 2,140,956.75 Taxes $ 614,416.93 Interest on Loans 117,784.20 Premiums on Bonds Purchased 2,397.04 Bond Interest 1,250^740.00 Rentals on Stocks 1,633,939.66 $ 3/^19,277.83 Surplus $ 127,15947 Deficit $ 247,527.68 $ I20,36a2i PAYMENTS TO THE CITY. Complying with the provisions of certain ordinances under which it is operating, the Chicago City Bailway Company pays annually as follows ; 102 THE CHICAGO TRANSPORTATION PROBLEM For paving and maintaining between curb lines and iaterseo- tions where its tracks cross boulevards. For the entire expense of deaning and maintaining the pave- ment between eorb lines on Thirty-Fiftli Street between Midii' gan and Grand Boulevards. For the entire expense of cleaning and maintaining the pave- ment between curb lines on Forty-seventh Street from Drexel Boulevard to Lake Avenue. For the entire expense of cleaning and Bprinkling between curb lines, Wentworth Avenue from Archer Avame to Thirty- ninth Street. For one-third of the expense of cleaning and sprinkling be- tween curb lines, Indiana Avenue from Eighteenth Street to Thirty-ninth Street. For paving and maintenance of same, of the 16 feet where double track is laid and 8 feet where single track is laid, of the entire Right of Way, amounting to $173,278 in 1901. For the expense of sprinkling its entire system of tracks from May 1 to October 1 each year, amounting to $7,047 in 1901. For the use of the City liighting Department, $10,000 per annum. A license fee of $50 per car per annum, amounting to $26,212 in 1901. Total of above expenditures being $216,537, or nearly 1 per cent of the gross receipts of the Company from all sources. The foregoing amounts are fixed charges, but do not include taxes. The Chicago Union Traction Company pays annually as fol- lows: For maintenance of Adams Street, Lake Street, Division Street, North Avenue and Chicago Avenue Bridges, $3,000 per annum. For the several items under ordinances not itemized, $30,000 per annum. A license fee of $50 per car per annum, amounting during fiscal year ending June 30, 1902, to $34,892.87. For the expense of sprinkling its entire system of tracks from May 1 to October 1 each year, amounting to $10,065 for year ending June 30, 1902. For paving and maintenance of same, of ttie 16 feet where double track is laid and 8 feet where single track is laid, of the entire Eight of Way, amounting to $109,841.19 in year ending June 30, 1902. • POPULATION AND TRAFFIC 103 Total of above expenditures being $187,799.06, or slightiy «yver ime-half of 1 per cent of the gross receipts of the Company from all sources. The foregoing amounts are fixed charges paid annually, but do not include taxes. Exhibits have been made of numerous itenas covering repairs to pavement, repairs to bridges and viaducts, and subscriptions to cost of track elevation and construction of viaducts; but as these items are paid only as the occasion arises and cannot be construed as an annual fixed charge, I have not attempted to report them. ^ CAPrPAMZATION. Tables 19, 20 and 21 show the underlying indebtedness as- sumed by and capitalization of the Chicago Union Traction Com- pany, with the annual fixed charges and the deductions from same due to the retirement of stocks under the several leases. The total capitalization of the Chicago City Railway Com- pany is represented by its Capital Stock of $18,000,000, on which it is paying at the present time 9 per cent Annual Dividends, or $1,620,000. This rate or amount is in no manner guaranteed, but is subject to change according to the successes or failures of the Company. UKBHBLTINa INDKBTBDNE88 ASSUMED BY AND CAPITAUZATION OF THE OHIOA0O UNIOR TBACnOK OOlfPAKY. TABLE NO. 19. All? .. Annaal Fixed Chicago West Division Railway Co.— Amount. Charges. 1st Mortgage 4^ per cent Bonds Due July i, 1932 $ 4jOi6jooo $ 180,720 Capital Stock (Under Lease to W. C. St. R. R.) 35 per cent M50,ooo 437>SOO Chicago Passenger Railway Company — 1st Mortgage 6 per cent Bonds Due Aug. 1903 400,1000 24^000 Cons. Mortgage 5 per cent Bonds Due Dec i, 1936 1,30(^000 <^»30o Capital Stock (Under Lease to C. W. D. Ry. Co.) 5 per cent 1.340*300 67/)i5 West Chicago Street R. R. Company— 1st Mortgage 5 per cent Bonds Due Blay i, 192B 339^^.000 194.800 Cons. Mortgage 5 per cent Bonds Due Nov. i, 1936 6,i04/x» 3C^S,200 D^enture 6 per cent Bonds Due Dec. i, 1914. . 497>ooo 29^20 Mortgage on Power House Property 5 per cent 184,000 9,200 Clapital Stock (Under Lease to C. U. T. Co.) 6 per cent. 13,189,000 79i>340 West Chicago Street R. R. Tunnel Co.— 1st Mortgage 5 per cent Bonds Due Feb. i, 1909 1,500^ ysfioo Total, West Side System..! $ 33X^82,300 $ 2,179^95 4r 104 THE CHICAGO TRANSPORTATION PROBLEM TABLE NO. ipt—Continucd. Annual Fixed North Chicago City Railway Company— Amount. Charges. 1st Mortgage 4 per cent Bonds Due July i, 1927 $ 500,000 $ 20,000 2nd Mortgage 43^ per cent Bonds Due April i, 1927. .. . 2,500,000 112,500 Capital Stock (Under Lease to N. C. S. R. R. Co.) 30 per cent 500,000 150,000 North Chicago Street Railroad Co — 1st Mortgage 5 per cent Bonds $1,500,000 Due July i, 1906, 1,250,000 Due Jany. i, 1909, 421,000 Due Jany. i, 1916 3,171,000 158,550 Cons. Mortgage 4^ per cent Bonds Due Apr. i, 1931 1,614,000 72,630 Mortgage on Real Estate 6 per cent 15,000 900 Capital Stock (Under Lease to C. U. T. Co.) 12 per cent 7,920,000 950,400 Total North Side System $ 16,220,000 $ 1464,980 Total Assumed by Union Traction Co. $ 49,902,300 $ 3A^4J^7S Chicago Union Traction Company — Capital Stock, 5 per cent Cumulative Preferred $ 12,000,000 $ 600,000 Capital Stock, Common 20,000,000 $ 32,000,000 Grand Total $ 81,902,300 $ 4,244,875 TABLE NO. 20. Deductions From the Underlying Indebtedness Assumed by The Chicago Union Traction Company. Capital Stock of the Chicago West Division Ry. Co. (Drawing 35 per cent Annual Dividends Under Lease With the West Chicago St R. R. Co.) Deposited With Trustee, the Increment From Which is to be Used to Purchase and Retire ist Mortgage Bonds of the Chicago West Division Ry. Co $ Capital Stock of the Chicago Passenger Ry. Co. (Draw- ing 5 per cent Annual Dividends Under Lease With the Chicago West Division Railway Co.) in Hands of Trustee, the Ino-ement From Which is to be Used To- ward Payment of Interest on ist Mortgage Bonds Capital Stock of the West Chicago St. R. R. Co. (Draw- ing 6 per cent Annual Dividends Under Lease With the Chicago Union Traction Co.) in Hands of Trustee, the Increment From Which is to be Devoted to the Interests of the Chicago Union Traction Co 3,200,000 192,000 Total West Side System $ 4,555, 100 $ 447,285 730,000 36,500 4li * POPULATION AND TRAFFIC IQS TABLE NO. ^.-Continued. pj^^ Capital Stock of the North Chicago City Ry. Co. (Draw- Amount. Charges, ing 30 per cent Annual Dividends Under Lease With North Chicago St R R. Ca) Deposited With Trustee, the Increment From Which is to be Used for the the Purpose of the N. C. St R R. Co. $ 250,100 $ 75,030 Capital Stock of the North Chicago St. R. R. Co. (Draw- ing 12 per cent Annual Dividends Under Lease With Chicago Union Traction Co.) Deposited With Trustee, the Increment From Which is to be Devoted to the Interests of the Chicago Union Traction Co 2,000,000 240,000 Total North Side System $ 2,250,100 $ 315,030 Total Deductions for Both Systems $ 6,805,200 $ 762,315 TABLE NO. 21. SUMMARY OF CAPITALIZATION. WestDiv. North Div, SsrsteoL System. Total. Bonds ...$17,903,000 $7300,000 $25,703,000 Stocks 15,779.300 8,420/wo 24,199300 ^ . $33,682,300 $16,220,000 $49,902,300 Deductions 4,SSS,ioo 2^SffKioo 6^05,200 Net total $29,127,200 $13,969,900 $43,097,100 Chicago Union Traction Co. preferred stock $12,000,000 Chicago Union Traction Co. common stock 20,000,000 32,000,000 Net total capitalization of Union Trac- tion System (excluding Consoli- dated System) $75,097,100 SUMMARY OF ANNUAL FIXED CHARGES. West Div. North Div. Total. Guaranteed stock dividends $1,295,855 $1,100,400 $2,396,255 Less deductions 447,285 315,030 762,315 Net guaranteed stock dividends $848,570 $785,370 $1,633,940 Bond interest 874,840 363,680 1,238,520 Interest real estate mortgages 9>200 900 10,100 $1,732,610 $1,149,950 $2,882,560 5 per cent cumulative dividends on Union Trac- tton preferred 600,000 $3,482,560 4- a ^1 • 9 t PABT IV. THBOUGH ROUTES, UNIVERSAL TRANSFERS, AND THE ONE-CITY-ONE-FABE QUEZON. € ■ Treating of the Relative Merits of Operating Cars Over Through Routes as Compared with Down-Town Terminals.— Dis- eofises the Subject of Universal Transfers and the Ques- tion : Could a Unified Company Afford to Conduct the # • Transportation Business of Chicago on a Gne-B^are Basis? « Sorting on that portion of your Committee's requir^mts relating to the joint use of tracks hy all Companies ; the unre- stricted use of transfers between all Companies, and the relative * merit of through routes as against down-town terminals with transfer privileges, to the end that the traveling public be carried f or ^ of the Union Traction Com- pany; but each Company would get the cash fare on the return trip, thus equalizing the total business d- Railway Company, the Chicago Union Traction Company and the Chicago Consolidated Traction Company tvUhm the cUy limits for a single fare, and I am also of the opinion that compa- nies operating under Divisional ownership or management could, if properly protected against the fraudulent use of transfers, grant the same privilege, but at a slightly increased expense to tliemselves over what it would be to a unified company. Further- more, I believe that no one thing that could be done for Chicago would tend more to enhance its growtti and prestige than the securing of such a concession in the settlement of the transporta- tion question. PAfiT V. DISCUSSION OF A NEW, REORGANIZED AND UNIFIED SYSTEM OF STREET RAILWAYS FOR CiilCAGO. Reoommendations for a General Plan of Surface Transpor- tation Under a Unification of Control of the C liieago City Railway Company, the Chicago Union Traction Company, the Chicago Consolidated Traction Company and the Cliicago General Railway Company, Utilizing Subway and Surface Terminals in the Business Distrid; . and Routing Cars Through AH Divisions.— Embodies General Plan of Subways Required for Such Operation and Outlines the Use of Transfers.— Gives Schedule of Routes Recommended, Showing Length of Routes, Time, Number of Cars and Headway of Cars.— Gives Schedule of Streets on Which Tracks Should be Built in the Creation of Such a System, Showing Distance and Type of Track Construction.— Submits Estimates of Cost to Produce the System Ready for the Operation of Cars and an Estimate of the Earnings to be Derived from the Operation of Such a System, Based on the Past Performances of the Present Companies. I have been asked to fornmlate a plan of surface transpor- tation for Chicago, treating the situation as if all Divisional lines were eliminated and as if the Chicago City Railway Company and the Chicago Union Traction Company were under one own- ership and one operating managMnent,— transporting i3assengers for one fare throughout the territory at present served by both Companies. It has been previously said in this report that this would be the ideal condition for Chicago's citizens and also that a unification of management of these Com])anies was a condition that must be precedent to any really satisfactory amd pemumeni solution of ttte transportation problan. 116 THE CHICAGO TRANSPORTATION PROBLEM BELATION OF UNIFICATION TO THE SXTBWAT QUS3XI0K. If subways were built for the accommodation of cars operated under the present Ittvisional plan with the eliminating of grade crossings held in mind, the subway system would naturally con- sist of a number of small loops, disconnected, and entering from each Division. With such a system of subways once installed, the realization of an ideal system of inter-divisiom transporta- tion would be indefinitely po&tponed. The desire for a system of subways in Chicago has arisen on account of the congested condition of the streets in the business district, and if built, they should be built on a plan designed to reduce the congestion to the minimum and at the same time render the most service to the travelling public, and with a view to the future good of the city. The congested area is embraced between the River on the North and West and Twelfth Street on the South. The distance between i town system of cars, with a reasonable use of transf^ers- residents of any portion of any division at present served by the lines of the divisional companies would be enabled to reach any i)ortion of any other division. Under the operation of the avenue system, residents of the northwesterly portion of the city— that district farthest removed from the easterly portion of the South Division— would be ena- bled to travel over the least distance, and thus avail themselves of the benefits designed at the time of the creation of the avenues. The same is true as regards the residents of the southwesterly I'ortion of the city in relation to their travel to the easterly por- tion of the North Division. There does not seem to be any de- mand for through lines of cars passing through the business center, between the central portions of the West Division and the North and South Divisions. There would be nothing gained in point of distance by the establishment of such lines, and time would be lost, owing to the congestion incident to the business district. The other sides of the rectangles could be used to better advantage. Should experience develop the necessity of such routes, they could easily be inaugurated without changes in the subway system. PLAN FOR A NEW SYSTEM 119 Under the operation of the separate and distinct system of cars in the business center, free and easy intercourse between railroad stations and between all points of the down-town dis- trict would be established, an end much to be desired. This operation could be extended in the future, as the district became enlarged— which enlargement will certainly follow the rear- langement of street-car service on the above outlined plan. By using this Business Center System,'' as a distributing and collecting agency, the necessity of large loops is eliminated, and the limited area suitable for terminal facilities can be util- ized to its fullest capacity. By the operation of such a distrib- uting system the through service on the north and south trunk tracks can be taken through the business center in subways under streets most suitable, without reference to finy local points, and the terminal loops of the east and west cross-town system and of the avenue system can be located with reference (mly to the highways over which they enter the business district. One of the fundamental principles in conducting transporta- tion is to give through traffic the right of way, or to route it in the channel of least resistance, over the shortest distance. The through service on the plan outlined will be on the north and south tracks and on the avenue tracks. Over the easterly north and south tracks whicli traverse the business center, will bt routed the avenue traffic. SUBWAY BOUTES. Conforming to the fundamental principle above laid down, and recognizing that a large proportion of the through traffic will be conducted between the North and South Divisions con- tiguous to the Lake Shore, and over the Avenue lines, through the business center, the subway system of Chicago should consist of subways between Fourteenth Street and Indiana Street— under the north and smih streets best adapted to serve the north and south through traffic, with east and west connec- tions (See Subway Plan 1, Map 11) from the most westerly subway, to the two tunnels leading to the West Division, for the accommodation of the avenue through traffic. The avenue through traffic from the North and South Division should be routed— outside of the subway dis- trict—to the tracks leading into the most westerly subway. As quite a proportion of the traffic from the westerly portion of the South Division and from the West Division designed to terminate 120 THE CHICAGO TRANSPORTATION PROBLEM in the business center will naturally be brought in over the ave- nue lines, and from lines leading into the avenues, two subway loops for the joint use of this traffic terminating in the busmess center should be constructed, using the moat westerly north and south subway for the east side of each loop. All other cars fwmi the West Division and from the westerly portion of the South Division, should be brought into the business district over the bridges, and returned via surface loops. (See Map 10.) To |)rovide terminal facilities for the divisional traffic of the North Division and that portion of the South Divisi(m lying east of Hal- sted street, terminating in the business center, a cross subway should be constructed in the center of the business district,— with reference to the north and south,— connecting all the north and south subways. This lateral subway, in connection with the north and south subways, would provide six loops, three for the North Division and three for the South Divisicm traffic. To carry out this general plan it will be necessary to construct two more tunnels to the North Division to supply an outlet to the north for each transportation highway, entering from the south. By this plan the following results would be obtained : First.— The greatest possible capacity of the limited area in the business district would be utilized for terminal facilitieB. Second.— All through traffic via the business center would be taken through the congested district, underground, saving time to the passenger, and relieving the congestion in this dis- trict. Third.— All subways would be on the high level without grade crossings, thus cheapening the construction and not interfering with existing low-level improvements. Fourth.— All river tunnel approaches within the business center would be closed. Fifth. -As all traffic from the North and South DivisiMig would ])e underground, if Surface Plan No. 1 (Map 10) w^ used, grade crossings of surface loops would be eliminated, ex- cept those incident to the operation of the local distributing system. SLTKFACE TRACKS IN CONNECTION WITH SUBWAYS. I am aware that the idea obtains in the minds of many that the installation of a subway system in the business district of Chicago will do away with all surface tracks in that district mule it IS conceded that such a condition would be very desir- able, it is impracticable to devise sufficient terminal capacity in a PLAN FOR A NEW SYSTEM 121 subway system in the limited number of streets embraced within ^the business district and avoid grade crossing in such subways, to aooommodiate all the traffic necessarily entering this busi- ness district, without adopting a high and low level subway sys- tem as hereinafter discussed. Having arrived at this conclusion, it follows that whatever additional terminal facilities are required in the plan under dis- cussion (Subway Plan No. 1 in combination with Surface Plan No. 1) not obtainable in a subway system must be arranged on the surface. As the number of highways entering the business center from the south and available for street car operation is limited to tiiree, and as the number entering from the north is limited to four, and as the natural trend of through traffic is in northerly and southeriy direction, paralleling the water front and travers- ing the geatest distance within the city limits, it is naturally advisable to locate the subway system for the accommodation primarily, of the North and South Divisions. As the three high- ways entering the business district from the south are not suf- fici«t over which to bring all the traffic from the South Division a portion of it lying west of Halsted Street will have to be routed through the southerly part of the West Division, using West Division surfax3e and subway terminals. There are seven bridges and two tunnels, making nine entrances from the West Division available for street car operation, and all of these en- trances are required for the accommodation of the West Division traffic, atid that portion of the South Division traffic that cannot be accommodated over the entrances from the south. The two tunnel entrances would lead to the two subway loops, and the seven bridge entrances would lead to seven surface loops. As has been shown, the east and west cross connecting subway, in- tersecting the north and south subways, would form six loops, thus making eight subway loops and seven surface loops, fifteen m all. More loops might be provided, but as a loop would be provided for each entrance, and as each loop would have the capacity of its entrance, more would be superfluous. As there is quite a dense population, ccmstantly increasing in fte North Division lying east of Cflark street and south of LinJoln Park which will be poorly served by the north and south through hues, or by the divisional lines tenninating on tiie subway loops, it would be advisable to extend the present North State street line from Division stireet to Nortii avenue, on North State V22 THE CHICAGO TRANSPORTATION PROBLEM street, and operate it independently over the State street bridge, the fourtk Mgliway entering from the north and not utilized for either through traffic or terminal loop. This line should be t^en south on State street to Twelfth street, over the tracks designed for the use of the business center distributing system, and re- turned over the same route. Carrying out the general plan of east and west cross-town lines to the extreme limit, and observing the commonly axicepted idea that all lines of cars should return as nearly as possible over the routes on which they enter, thus making the routing of cars more easily understood by strangers in the city, and to concen- trate the terminals of all lines as near the center of the business district as possible, the following plan for the seven surface loops entering from the West Division is suggested as one surface plan, known as Surface Plan No. 1, md is shown on Map 10. The routing would be as follows: Lines entering over Lake Street Bridge : East on Lake Street, south on Wabash, looping the block bounded by Wabash, Monroe, Michigan Avenue and Madison Street, returning via Wabash and Lake Street Lines entering over liandolph Street Biidge : East on Randolph, south on State, looping the block bounded by State, Monroe, Wabash, and Madison Street, returning via State and Randolph. Lines entering over Madison Street Bridge : East on Madison Street, south on Dearborn, looping the block bounded by Dearborn, Monroe, State and Madison Streets, returning via Madison Street. Lines entering over Adams Street Bridge : East on Adams Street to Dearborn, looping the block bounded by Adams, Dearborn, Monroe and Clark i Streets, returning via Adams Street. Lines entering over Van Buren Street Bridge: East on Van Buren Street to Dearborn, north on Dear- bom Street, looping the block bounded by Adams, State, Monroe and Dearborn Streets, returning via Dearborn and Van Buren Streets. Lines entering over Harrison Street Bridge : East on Harrison Street to State Street, north on State, looping the block bounded by Adams, Wabash, Monroe PLAN FOR A NEW SYSTEM 123 and State Streets, returning via State and Harrison Streets. Lines^ entering over Twelfth Street Bridge: East on Twelfth to Fifth Avenue, north be held by him for further use on connecting Una DISCUSSION OF A UJ^lVERSAIi TRANSFER SYSTEM. ITie fundamental principle which should underlie a satisfac- tory transfer system is that which will enable any passenger to go from any given point to within a reasonable distance of any other I>oint within the city limits for a single fare, the passenger being carried by the shortest route and traveling always in the same general direction. Following out this general idea, I recommend a universal exchange of transfers between all of the street rail- way lines operating within the city limits, whether they run upon the surface of the streets or through future subways, with the ex- ceptiim of the lines operating on the street surface which con- verge and terminate within the business district at points where they intersect within this district. Passengers desiring to pass through the business district should take the through cars men- tioned in this report. Such a system can be put into effect without injustice to the street railways or to the public, provided a system of subways, as outlined in Plan No. 2 and Map No. 5, and discussed in Part VI, Page 148, is adopted, and operated in connection with a sys- tem of surface terminals as shown on either Maps No. 2 or 3. In this case all through passengers and passengers desiring to traverse the down-town distiictyeither locally or otherwise, should PLAN FOR A NEW SYSTEM l%1 take the subway cars, for by the use of them the passengers would be able to reach any point within the business district without walking inconvenient distances. This would work no hardship upon the passengers who legitimately desired to avail themselves of the transfer privilege in this section, as a sufficient proportion of the cars from all lines operating into and through the business center would be operated through the subways. Under this arrangement no transfers should be issued between the surface lines at points within the business district^ except to the local distributing system. Should subway Plan No. 1, shown on Map No. 11, be adopted, which does not provide a universal distributing system below the surface, the transferring of passengers in the business district would have to be done on the surface, and in this case some system • of protection against the improper use of transfers at intersecting transfer points of the lines would have to be provided in order to prevent injustice to the railroad companies. As has been pre- viously stated, the most feasible method known to me to accom- plish this is to station transfer men at the intersecting points, but this method does not entirely prevent the improper use of trans- fers. It is absolutely necessary, for the protection of any company operating such a liberal system of transfers as I have suggested, that there should be limitations as to the time in which the trans- fer may be used, and the direction in which the holder is allowed to ride. This would be equally true were the street railways owned by a municipality. To accomplish this I suggest the adoption of the following system, which I believe has the essential feature of simplicity. This system is equally applicable where all the lines are operated under a single management or control, or where they are operated as separate companies, under the reconstructed conditions of sub- ways and loops which I have outlined. There should be transfers of three colors, and only three- green, red, and white ; the green ticket to be issued by conductors upon cars going in a general northerly direction only, the red ticket by conductors going in a general southerly direction only, and the white ticket by conductors on all cross-town cars, by which is meant all east and west lines. The green ticket would entitie the holder to a continuous ride upon any cross-town line which intersected the line from which the holder originally ob- tained the transfer, and as a re-transfer north only upon any line 128 TH£ CHICAGO TRANSPORTATION PROBLEM which intersected the oross-town line. The green ticket would entitle the holder to ride north upon any intersecting line, whether cross-town or otlierwdse. This same principle would ob- tain with the red ticket going south. , The white ticket, issued by a croes-town conductor, npon the payment of cash fare only, would be good either north or south on any intersecting line ; a re-transfer to be issued to the holder of the white ticket if he so desired. If the holder of a w^hite cross-town ticket presented this ticket on a north-bound car he would receive a green ticket, which would then limit his ride to cars going in that direction, and it would not be possible for him to make a circuit and return to or near his starting point. The green and red tickets would not be surrendered upon cross-town lines if the holder desired to re- transfer, but the ticket would be held and presented on the car to which the holder transferred from the cross-town line. If for . any reason the operating company desired it, the red and green tickets could have attached to them coupons which could be taken up by the conductor of the cross-town line in all cases where the passenger desired a re^transfer. The holding of a* transfer upon cross-town lines would be a convenience to the passengers and would greatly simplify the work of the conductors, and give them more time to perform their other duties. It is only through the holding of the transfer on the cross-town lines that a universal transfer system is practicable, for if the ticket should be surren- dered there would be no way of telling from what direction the passenger came after leaving the cross-town line, unless another transfer should be immediately issued by the conductor, which would mean that he would be compelled to carry three sets of transfers,— white, red and green, which is highly impraoticablje, and nothing would be gained either by the passenger or the con- ductor, or some other elaborate system, such as the punching of directions ; all such systems being prolific of confusion and mis- understandings between the passengers and the conductors. As many re-transfers should also be allowed passengers as they may desire, so long as the passenger continues in the same general dilution. As an illustration: If a passenger boarded a car at Indiana Avenue and Forty-Third Street, and desired to go to a point on Western Avenue, north of Madison Street, he would obtain a green transfer from the conductor on the Indiana Ave- nue subway line, which he would present to the conductor of the Madison Street line for inspection, who would, after ascertaining that the passenger wished to re-transfer nortfa, letom him the PLAN FOR A NEW SYSTEM 129 ticket, which ticket would entitle the 'passenger to continue his ride north on the Western Avenue line. The system which 1 liave termed the distributing system for the purpose of this transfer system should be considered as a cross-line system. That is, the conductors should issue white transfer upon payment of cash fare only, and the green and red transfers presented upon tliis line should entitle the holder to ride upon this line only, with no re-transfer privilege. Wherever a point can be reached by a through car, no transfers should be given. That is, if a part of the Madison Street ears, as I have suggested, should be routed to go south on Robey Street, no trans- fer privileire should be allowed from west-bound Madison Street oars at Robey and ^ladison Street, good to go south. It would seem only reasonable that if the tin ough service is given it should be accepted as a substitution of the transfer. A similar system to the one outlined is in operation m New York City, where over 500,000 transfer tickets are issued daily, and has worked with remarkable satisfaction to the traveling public and to the street railway company. In this connectioii I would reconunend that there be posted conspicuously in all cais a statement outlining the transfer priv- ileges to which the passengers are entitled. COST OF THE NEW SYSTEM. Cost Estimate No. 1, Page 231, gives the cost to produce a complete street railway system as described under this plan (ex- clusive of the cost of the subway system), constructed after the most approved practices, on which cars could be operated in the manner herein outlined. The streets on which such tracks should be constructed, and the amount of track of the different types, are shown in A])pendix J, Page 296. This schedule includes all streets within the city limits em- braced in the systems of the Chicago City Railway Comi)any, the Union Traction Company, the Chicago Consolidated Traction Company, and the Chicago General Railway Company that are necessary to the proper conduct of the transportation facilities designed in the foregoing plan, and also includes that portion of the tracks reconnnended to be built in Part 11, Page 52 of this report, that are necessary to comi)lete the system. The trackage for terminal facilities in the business center, as shown in Appen- dix J, would be on the streets and in subways as shown by Maps 10 and 11. 130 THE CHICAGO TRANSPORTATION PROBLEM The plant for power production would be of the high-tension type, with sub-stations for transformation of the current to suita- ble voltage for the working conductors, the latest and best prac- tice in vogue for such a system. The cars would be of the closed, double-truck type, with re- versible back cross seats, seating 52 passengers, equipped with power brakes and adequate motor capacity, and as this type is eminently suitable for summer operation, only one equipment would be necessary. As the proper location for barns in which to house and from which to operate the cars would be at the extreme outlying ends of the several lines, the cost of real estate would be materially lessened. As the power-house site for an economical distribu- tion of current should be centrally located and contiguous to an ample supply of water and fuel, dock property, near the business center, with adequate steam-road connections, should be provided. The sub-stations would only require ordinary residence lots, located from two to six ndles from the power house. It is believed that the several amounts named for cost of real estate, while conservative, are ample to acquire suitable property, and tlie prices on rolling stock and equipment are the ruling prices at the present time. Cost Estimate No. 1, Page 231, shows as a total cost to produce an ideal system of street railways, as previously described in this part, exclusive of the subway proper, ready for operation, $69,800,000. The track mileage embraced in this estimate is 220 miles in excess of the present mileage of the Chicago City Railway Com- pany and the Chicago Union Traction Company combined, which is sufficient to include the present mileage in the city limits of die Chicago Consolidated Traction Company and the Chicago O^eral Bailway Company. The gross earnings of the present companies should be mate- rially increased in the operation of this completed system. Such a system, built in the best manner known to the art, and on lines calculated for the most economical results, in operation, should show marked decrease in operating expenses from the ex- penses of the present companies, but basing the calculations on the last annual reports of the Chicago City Railway Company and the Chicago Union Traction Company, and such information as I have been able to obtain regarding the returns of the Chicago C!oii9didated Traction Company and Chicago General Bailway PLAN FOR A NEW SYSTEM 131 Company, the results shown in the following table would be lined. ^ ^ III the gross receipts from passengers and from other sources, is included the proportion of the receipts of the Chicago Consolidated Traction Company that the mileage of the company within the city limits bears to the total mileage owned by the company, which is 70 per cent. The information on which the total gross receipts is based, was derived from testi- ^ mony of the auditor deduced in the case of the City Versus The Union and Consolidated Companies, relative to transfers. Estimate of operation, for one year, of system above outlined, costing (exclusive of the subway system proper), $69,- 800,000, based on the past performances for one year ^ of the Chicago City Railway Company, the Chicago Union Traction Company, the Chicago Consolidated Traction Company and tiie Chicago General Bailway ^ Company. GROSS RECEIPTS FROM ALL SOURCES. From passengers $14492/566.20 From other scMirces 270472.78 ^ . $14,763,138.98 Operatmg expenses 60 per cent of passenger receipts 8,695,599.72 Net earnings from operation $6/167,539.26 Taxes as paid in the past 943,283.28 m , ^ Net earnings per annum to be applied to interest on bonds and stock, maintenance of property, and to be set aside for sinking fund to renew ^ the property, and for all other purposes in- cambent upon the pn^erty $5,124,255.98 t PART VI. TECHNICAL PROBLEMS, VALUATIONS AND ESTI- MATES. Chapter I., Subways.— Chapter II., Underground Electric Con- duit System.— Chapter III., Electrolysis.— Chapter IV., Unian Elevated Railroad Loop.— Chapter V.— Track Rails and Track Construction.— Chapter VI., Unit Price Estimates.— Chapter VII., Valuation Estimates.— Chap- ter VIII., Valuation of Lines Under Expiring Grants.— Chapter IX., Cost Estimates. CHAPTER L SUBWAYS. The problem relating to transportation subways in the busi- ness center of the South Side, as submitted to me by your Hon- orable Body, required the preparation of * * preliminary plans for a system of Subways which, coupled with the surface system of terminal fadlities, or operated independently and without sndbi surface system, will adequately accommodate the traveling pub- lic, provide for an increase of traffic in the years to come, relieve the congested condition and create a larger area available for uses by all lines of business ; these plans to show a feasible dis- position of all existing imdergroimd improvements, so disposed of as te permit of easy access for future repairs, renewals and re- inforcements without disturbing the street surface." The treatment of these various divisions of the Subway mat- ter is shown on Maps Nos. 5 and 11 and Plates numbered 1 te 9 inclusive. 133 # • 134 THE CHICAGO TRANSPORTATION PROBLEM As previously stated, I have arrived at the conclusion that it is impracticable to devise a system of underground transpor- ^ tation for the central down-town district, which will for- ever fully supply adequate terminal facilities for the very large traffic entenng that district, and that any satisfactory sys- tem of terminals capable of meeting the future demands that will be required within the limited area available, must include a combination of surface and subway tracks. ^ ULTIMATE OBJECTS. In the development of the subway plans submitted herewith there have been kept in mind the following principal objects: First— The ultimate unification of all street railway faeili- lies within ike city limits under a single operating managemeni # Second.— The proper location of the subway lines and the construction of a track system which will provide for the opera- tion of cars under any of the following plians: ^ (A) Between the various divisions of the city through the business district. • (B) Divisional operation of the cars only; using the sub- way system as a loop terminal. (C) Plans (A) and (B) in combination. Third.— To build the Subway as dose to the surface of the street as possible ; reducing the distance from station platforms to the level of the street to a minimum. Fourth.— The arrangement of a subway system to provide for the maxunum efficiency with a minimtun length of under- . ground tracks. Fifth.— The disposition of all underground utilities in such a manner that they will be easily accessible without disturbing • ^ the surface of the street, and without any direct connection with the transportation subway. The question of keeping as much of the Subway as possible close to the surface of the street being considered of prime importance, both in respect to greater convenience when com- # pleted, and the probable large saving in the cost of construction, it at once l^ecame apparent that in meeting the requirements of * tlie committee in respect to the disposition of existing under- ground improvements the subject must be treated on the broad SUBWAYS 135 grounds that the entire width of a street between building lines is set apart for public uses and that wherever transportation subways are to be constructed in a street the space beneath the sidewalks must of necessity be used for the purpose for which it was originally set apart, i. e., the disposition of public utilities. It may be said with propriety that all pipes and conduits in streets, especially those in the streets of business districts, should be placed in properly constructed galleries, to avoid the inces- sant disturbance of the street surfaces which existing methods necessarily entail. Wherever practicable these galleries should occupy the space beneath the sidewalk, and in preparing the drawings for subways this plan of disposing of the underground improvements has been followed. SUBWAY KOUTES. The location of Subways shown on Map No. 11, hereinafter referred to as Subway Plan No. 1, is suggested as the most feasible plan for accomplishing the foregoing objects without disturbing the existing low level improvements, which have been avoided by slightly increasing the grades of some of the tunnel entrances. The arrangement of the subways shown in this plan is believed to provide the greatest possible elasticity in respect to operation. It is in full harmony with all the suggestions here- in made for re-routing cars. Adhering to the general plan of recognizing the North and South lines as the 'Hrunk lines," and to arrange the track system in the subway and on the surface of the streets in a manner so as to practically eliminate grade cross- mgs, it is proposed to take such North and South traffic as may hereafter be deemed advisable into and through the business dis- trict in the subway, except that portion of the traffic from the South Division of the city which may be routed over tracks in the Southerly portion of the West Division, via the West Divi- sion surface and subway terminals and such North and South traffic as may be thought best to retain upon the surface of the streets. Under this plan the North and South subways would he located in Wabash Avenue, State Street, Dearborn Street, Clark Street and ])artially in La Salle Street, and would extend from Fourteenth Street on the South to Indiana Street on the Nortli. In Wabash Avenue from Fourteenth Street to Hubbard Place the subway would be double tracked. Prom Hubbard Place to South Water Street a single track subway for North-bound traffic 136 THE CHICAGO TRANSPORTATION PROBLEM would be constructed under the Easterly roadway and sidewalk. The entire structure of the single track subway in Wabash Ave- nae would be East of and ranoved several feet from the sub- stmctare of the Elevated Railroad in the same street (see Plates 7 and 9), thence turning West in South Water Street as a single track structure to State Street, where the stinicture will again become a double track subway; thence continuing west- wardly in South Water Street to Dearborn Street; thence North in Dearborn Street, passing under the river in a new double track tunnel and reaching the surface again at or near Indiana Street. This Subway could be carried, if it should be deemed advisable, under the river at or near Cass Street. The south- bound AVabash Avenue traffic between South Water Street and Hubbard Court would be taken through the subway on the east- erly track in State Street. The subw^ay in State Street would be a double track struc- ture from Fourteenth Street nortliwardly to Polk Street. From Polk Street to Hubbard Court this subway would be a single track structure, in which the north-bound traffic would cross to the westerly subway track in State Street. Prom Hubbard Court to Lake Street the subway in State Street would be a double track stinicture. At Lake Street the north-bound State Street track would cur^^e into Lake Street and run westwardly in a single track subway to Dearborn Street, where the structure would again become double tracked and continue westwardly in Lake Street to Clark Street; thence noii:li in Clark Street and under the river through a new double track tunnel, coming to the surface again at or near Indiana Street. The south-bound State Street traffic between Lake Street and Polk Street would be <»rried in Dearborn Street and via a single track subway in Polk Street to a connection with the south-bound track in State Street south of Polk Street. The subway in Dearborn Street from Polk Street to Ran- dolph Street would be a double track structure. The easterly track would be designed to carry south-bound State Street traf- fic and the westerly track north-bound Clark Street traffic. At Eandolph Street the westerly Dearborn Street track would turn West into Randolph Street in a single track subway to Clark Street, where the structure would become double tracked, con- tinuing westwardly in Eandolph Street to LaSalle Street ; thence Noi^th in LaSalle Street and under the river through the SUBWAYS 137 LaSalle Street tunnel, the tracks coming to the surface again at or near Indiana Street. The Clark Street subway would be a double trwck structure from Fourteenth Street to Polk Street. Prom Polk Street to Jackson Boulevard the South bound Clark Street track would be in a single track subway which would cross to the east side of Clark Street at Harrison Street. From Jackson Boulevard to Washington Street the Clark Street structure would be double tracked, the westerly track forming the easterly track of the two loop subways connecting with the Washington Street and the Van Buren Street tunnels for West Division traffic. The easterly track in Clark Street would continue northwardly in Clark Street to Eandolph Street, where it would connect with the double-track structure in Randolph Street, leading to the La Salle Street tunnel. The westerly Clark Street track would connect at AVashington Street with the single-track structure leading to the Washington Street tunnel. The north-bound track in Clark Street would turn east in Polk Street as a single-track structure and connect with the easterly track in Dearborn Street. At Monroe Street double track cross connections with suit- able cuiTes would be made between the Wabash Avenue track and the easterly track in State Street, between the westerly track in State Street and the easterly track in Dearborn Street, and be- tween the westerly track in Dearborn Street and the easterly track in Clark Street for the purpose of supplying the necessary loop connections for o])erating the cars of either the North Division or the South Division into the business district and return with- out reference to through traffic The subway in Washington Street would be a double tracked structure from Clinton to Market Streets passing under the river through a reconstructed Washington Street tunnel. The east- bound track would turn south in Market Street in a single track subway to M<»iro6 Street; thence east in Monroe Street to Clark Street to a connection with the westerly track in Clark Street. The west-bound track would be a single track subway in Wash- ington Street from Market Street to Clark Street, where it would connect with the westerly Clark Street track, completing the sub- way loop for traffic through the Washington Street tunnel. The subway connecting with the West Chicago Street Railroad tunnel near Van Buren Street would be a double track structure in Market Street from a connection with the river tunnel to 138 THE CHICAGO TRANSPORTATION PROBLEM Jax^kson Boulevard. The east-bound track would turn east in Jackson Boulevard as a single track structure to a connection with the westerly track in Clark Street. The west-bound track would continue in Market Street to Adams Street as a single track structure; thence in Adams Street to a connection with the westerly track in Clark Street, completing the loop for West Division traffic passing through the West Chicago street railroad tunnel. Curved connections would be provided between the two West Division subway loops and the north and south subways in Clark street to provide for through traffic via the subways between the West Division and the North and South Divisions of the city. The length of subways to be constructed along the routes de- scribed, exclusive of the tunnels under the river, would be 20,- 825 lineal feet of double track structure and 20,000 lineal feet of single track structure. The proposed subway construction is shown in the drawings accompanying this report Plates 1 and 2 show typical gtobs sections of a double track subway in 80 and 66 foot streets. The cross section shown on Plate No. 1 represents the subway located above the large tunnel of the Illinois Telephone & Tele- graph Company, and that on Plate No. 2 represents the subway above the small tunnel of the same company. Plate No. 3 shows a typical cross-section of a double track subway at a station. The normal section of the subway proper would be rectangular, with the tracks side by side, and consists of transverse bents of steel columns and roof beams, which would carry side walls and a roof of concrete arches and rest on a concrete floor. The side columns and the roof beams would be rolled I-beam sections and the central colunms would be built up of angles and plates riveted together. The entire four sides of the section would be protected from seepage by a layer of water-proofing embedded in the floor, walls and roof. As indicated on Plates Nos. 4 and 5, it is proposed to place the station entrance and exit stairways at the outer edge of the sidewalk space, the stairways leading down to a cor- ridor located just inside the curb wall line, and opening onto the station platform, which would be 13 feet in width and about 150 feet in length. Wherever possible the stations should be located at street intersections with the platforms ex- tending an equal distance each way frc»n the center of ihe stieet SUBWAYS 139 crossing the line of the subway, and with a stairway leading down to the station from the subway street on each side of the ^ intersecting street, as shown on Plate No. 4. The walls and ceilings of all passageways leftding to the station platforms and the walls and ceilings of the station should be finished in white glazed terra cotta or other equally attractive material. # In regard to the adoption of a proper cross-section for the subways. Since the principal function of the sub-surface tra<^ will be to serve as terminals for the traffic coming from the va- rious street railways centering in the business district, the im- practicability of considering the use of a special type of rolling stock for the purpose of contracting the area of the subways is ^ obvious. With the development of mechanical propulsion of street cars there has been a steady increase in the size and weight of cars, and at the present time there are in service on some of ♦ the lines in this city cars which are more than eleven feet in height, exclusive of trolley stands, eight feet six inches in width, forty-seven feet in length and weighing fifty thousand pounds, exclusive of the live load. The cross-section of the subways has been fixed to provide for the operation of these large cars and the necessary clearances to insure safety to passengers and also to the force of employes which would be stationed in the sub- ways for tiiie purpose of inspection and repairs to the tra<^. ^ The resulting interior dimensions of the subway would be as follows: Clear height above track rail, 14 feet 6 inches; clear width between side walls, 25 feet ; clearance between the wall and , the car, 1 foot 8I/2 inches ; clearance between the central columns and the car, 1 foot 8^ indies; total distance between passing cars, 4 feet 3 inches. The central space between the tracks would afford employes ample opportunity to seek shelter from passing trains. And where a line changed its direction the curves would be so laid that safe clearances between passing cars and between the cars and subway walls and columns would be maintained. j| When detailed plans of a subway system are finally made they should provide for the operation of the longest and heaviest > standard suburban cars that the curvature conditions will per- mit. • 140 THE CHICAGO TRANSPORTATION PROBLEM METHOD OF OONST&UCTIOK. Should the final plans for subways in the business ^triet be developed in accordance with the suggestions contained in the preliminary plans submitted herewith, especially in respect to the proximity of the subways to the surface of the streets, it is evident that a large part of the work must be done by attacking the street from the top, the excavations and trenches being thor- oughly sheathed and braced or strutted across to prevent any movement of the foundations of buildings abutting the street. As shown on Profile Map No. 12, the subways leading to the North and West sides of the city must pass imder the Chicago Biver, with the tracks at the center of the stream approximately 43 feet below city datum. Assuming that the channel would be 24 feet deep, the inclination of the subways toward the river would be quite abrupt, and the structure for a short distance before reach- ing the stream would be at a depth below the surface where it may prove to be more economical and less dangerous to resort to tunneling without disturbing the surface of the street than to prosecute the entire work by the open cut method. This would also be true for the entire low level system of subways of Plan No. 2. By the use of a proper system of timbering for the sur- face excavation, the surface of liie street may be planked over, and, to a considerable extent, be kept open to traffic during the construction period, but a certain amount of interference with the street traffic would be a part of the sacrifice to be made by the public to secure adequate transportation facilities within the business district and the permanent disposition of other under- ground public utilities in a manner to provide for their future maintenance or extension without disturbing the surface of the streets occupied by the subways. The structural details of the sections of the subways as given by the drawings have been worked out sufficiently to demonstrate the entire practicability of constructing the tunnels in accord- ance with the general plans, the ability of the structure to suc- cessfully resist the stresses which would be produced by the loads to which it would be subjected, and to furnish sufficient information from which reasonably correct estimates of Hoe cost of construction may be made. * The location of subway stations, as shown by Map Nos. 5 and 11, is merely a tentative treatment of the subject. Very consid- erable study will have to be bestowed on the situation in respect SUBWAYS 141 to the details of operating conditions on the various lines of rail- ways, the d^nand for stations arising from local conditions at various points near the line of the subways, and some systematic arrangement of the stations to enable passengers to reach the oars of any subway line within the shortest possible distance from a given poioi. The depth of the platform floors below the street grade will vary with the variation in the gradients of the subways, the minimum depth being 18 feet 6 inches below the established grade of the street. vekthahok and tempmkatubb. The electrical propuLsicm of cars in the tunnels will simplify the question of ventilation. Very little artificial aid would be re- quired to make the conditions in this respect entirely satisfac- tory, and such artificial aid as may be necessary should be pro- vided in such a way that, as the foul air was exhausted from the tunnelSi fresh air would be drawn into them through the en- trances to stations. In respect to the temperature which may be expected in the subways, the conditions observed in the Boston subways may with propriety be assumed to represent those which would obtain in subways constructed near the surface of the streets in Chicago. The following are the temperatures observed and recorded in the Boston subway during the year 1900 and 1902, to and includ- ing the month of September of the latter year : 1900. Month. Highest. Lowest. January 47deg. 31deg. February 48deg. 30deg. March 46deg. 32dGg. April 58deg. 39 deg. May 69 deg. 52 deg. June 78 d^. 63 deg. July 82 deg. 72 deg. September 74 deg. 60 deg. October 63 deg. 54 deg. November r 54 deg. 42 deg. December 50 d^. 23 deg. 142 THE CHICAGO TRANSPORTATION PROBLEM 1902. January 44 deg. 20 deg. February 42 deg. 21 deg. March 44 deg. 34 deg. April 64 d^. 40 deg. May 67 deg. 56 deg. June 76 deg. 69 deg. July 77 deg. 66 deg. August 79 deg. 69 deg. September 72 deg. 61 d^. The temperatures above recorded indicate that it would be entirely safe to dispose of water pipes and all other undergroand utilities within galleries situated as shown by the plans submitted with this report. In respect to maintaining traffic on the various surface tracks during the construction of the subways. It is practicable to build the subways without serious interference witii existing service. It would expedite operations in the construction of the subways and be less expensive if traffic were diverted from a street to the tracks in other streets during construction operations. Should such diversion of traffic be impracticable, service could be main- tained during the construction period by underpinning, or by suspending the surface tracks over the subway excavation. The diversion of traffic from one street to another would be feasible if cable operation were abandoned and temporary arrangement made for electrical operation of cars in the business district. The general matter in the foregoing discussion applies to both subway plans 1 and 2, although the routing of the cars would be changed corresponding to the changes in the streets, but the gen- eral results would be practically the same. For discussion of Subway Plan No. 2, see Page 148. DRAINAGE. In connection with the construction of the subways it is pro- posed to work out the drainage problem by the following meth- ods: All drainage east of and including the east side of Wabash Av^ue to drain into the trunk line sewer in Michigan Avenue, as at present arranged. The existing main sewer in Michigan Ave- nue summits at Van Buren Street and descends thence north- SUBWAYS 143 «* wai'dly toward the river and southwardly to the four-foot inter- cepting sewer which crosses Michigan Avenue at Twelfth Street; ^ the elevation of the Michigan Avenue sewer invert at Van Buren Street being 3.15 feet above city datum and at its junction with the intercepting sewer at Twelfth street the elevation of the in- vert is .8 of a foot above the datum line. South of Twelfth Street the Michigan Avenue sewer again smnmits at the center of the block between Sixteenth Street and Eighteenth Street, where % , the elevation of the invert is 4.2 feet above city datum. From the latter summit the Michigan Avenue sewer inclines south- wardly toward the intercepting sewer at Twenty-first street and northwardly toward the intercepting sewer at Twelfth Street Prom the intersecti(m of Michigan Avenue and Twelfth Street the intercepting sewer runs westwardly in Twelfth Street to ^ State Street; thence southwardly in State Street to Fourteenth Street; thence westwardly in Fourteenth Street to the outfall at the river. To provide for properly connecting the Illinois Central Kail- foad Station at Park Row with the down-town local surface trans- it portation system without incurring interruption to the traffic operated through the north and south subways it is desirable to begin the descent into the southerly approaches to subways at or near Fourteenth Street; this would involve a re-location of the intercepting sewer from the intersection of Michigan Avenue and Twelfth Street to the intersection of State Street and Fourteenth ^ Street. The new location suggested is as follows, viz. : South- wardly along the west side of Michigan Avenue from Twelfth Street to Fourteenth Street; thence westwardly in Fourteenth *^ . Street to a connection with the existing sewer in Fourteenth Street at the west line of State Street. This arrangement of the intercepting sewer would not involve any unusual methods in J^. the rearrangement of the lateral sewers which discharge into the intercepting sewer. Within the subway district it is proposed to provide a high level gravity system of sewers to take care of all house drainage at and above the first floor level. This gravity system would be proportioned to take care of storm water in addition to the house drainage. ' A low level sewer would be provided to take the drain- age from the basement level of buildings and such drainage as may be required for the subway, pipe and electrical conduits, etc.f etc The low level drains would discharge into sumps or 144 THE CHICAGO TRANSPORTATION PROBLEM receiving wells advantageously placed to permit the low level sewage to be pumped up and discharged into the river (see Plates 1 and 2). It is proposed to eonstmct the high level subways with their roofs as near to the surface of the ground as may be practicable. The minimum depth would occur at the summit points of the sewer system. The entrances to subway stations would pass under the high level sewer conduits and the minimum headroom required for these station entrances establishes the re- lation between the sewer invert and the outside of the subway roof. This relation between the elevation of the high level sewer and the elevation of the subway roof would remain constant throughout the entire length of the subways, as the gradient of the subway would be parallel with the gradient of the sewer, ex- cept where local conditions may demand a greater inclination of the subway (see Profile, Map No. 12). At tJie high level a sep- arate sewer would be provided to drain each side of a street occu- pied by a subway. The low level drainage would be conveyed in a single sewer except where the subway would come above and parallel with the large-sized tunnel of the Illinois Telephone and Telegraph Company (see Plate No. 1). In the latter case the low level sewer would also be constructed to take the basement drain- age from the buildings on each side of the street separately. As indicated on Map No. 12 for north and south through sub- ways, the sewer parallel to these subways would simoimit at Mon- roe Street and drain northwardly toward the river and south- wardly toward the intercepting sewer on Fourteenth Street. As the drainage area included in the district between Monroe Street on the north and Fourteenth Street on the south, Wabash Avenue low of the car to pass out of the covered conduit constmction to the open surface working conductor as shown in the subways, for the reason that this opening could be made on the incline where the cars enter the subway, and thus not interfere with team traffic By providing the subway with both overhead and surface contact construction all cars of the operating company could be made completely interchangeable so far as operating through the subway is concerned, and operated through the subway or over the surface of the streete, or in the outlying districts, at the will of the management SUMMARY OF BECOMMENDATIONS Summarized, then, my recommendations on the subway and surface terminal problem are as follows, and are given in the OH SUBWAYS 1S5 order of their merit from an engineering and transportation 0 standpoint: First— Subway plan No. 2 in connection with (a) Surface Plan No. 3; or, (b) Surf ace Plan Na 2 ; or, (c) Surface Plan No. 1, with suitable connections for accommodating through cars. . Second.— In case it is found for business reasons impractica- ble to construct Subway Plan No. 2, 1 recommend Subway Plan No. 1 in cMiNion with (a) Surf ace Plan No. 3 ; or, (b) Surface Plan No. 2; or, (c) Surface Plan No. 1, with suitable connections for ^ . accommodating through cars. Third.— If for any reason it is found inadvisable to at present construct the entire subway system as outlined in Subway Plan No. 2, or Subway Plan No. 1, one north and south subway, and one low level east and west loop could be constructed at present, ^ which, if used in connection with any one of the surface plans, would largely relieve the present congestion, and leave the future subways to be constructed when needed, it being understood that whatever subway work is done should be done in such a manner that it follows one or the other of the general plans recommended. Considering the surface terminal problem by itself, I recom- # mend the adoption of Plan No. 3, as described on Page 42, Part II, and the immediate lowering of the tops of the tunnels to such an extent that marine traffic will no longer be impaired, and the * . preserving of portions of the tunnels for use in connection with future subways. t PART VL-CHAPTER II UNDERGROUND ELECTRIC CONDUIT SYSTEM. Your Honorable Committee has requested me * * to report on the feasibility and desirability of an Underground Conduit System of railway in the down-town district of Chicago, and on all trunk lines within prescribed limits, with proper arrangements for transferring from underground to overhead trolley and vice versa without disarrangement of the required headway of care on either trunk or branch lines." The statement has already been made in Part II that underground conduit construction in Chicago is feasible, and should ultimately be required on all well-paved streets in densely populated districts. Thorough drainage of the conduiis is of utmost importance to the successful operation of the underground conduit type of electrical railways. This necessary drainage can be most readily accomplished in situations where the sewers are constructed at a sufficient inclination to speedily cany away the storm water, or where the railway is located along the summit of a ridge with the country on both sides of the railway line sloping away from it. The latter condition is well illustrated by the Broadway line in the City of New York. The subject of inadequate drainage in Chicago has been the one most frequently brought forward and vigorously urged as the reason why underground electric rail- ways are not feasible in Chicago, and the flooding of the cable railway conduits during stonns has been held up as positive proof that it is impracticable to install and operate underground conduit electrical railways in Chicago without frequent interrup- tions to traffic on account of the flooding and freezing in conduits, unless fte entire drainage system of the city were remodeled in some way to insure the speedy removal of all storm water. The flooding of the existing cable railway conduits during stonns is not entirely due to the inadequacy of the city drainage system ; on the contrary, it is largely attributable to the insufficiency and tS6 ELECTRICAL CONDUIT SYSTEM improper construction of the cable railway drainage system which connects with the city system of drainage. The connections be- tween the cable railway drainage pipes and the city sewer system are infrequent, and those that have been provided are seldom clear and in working order. Even with all the openings to the sewers in proper working condition the capacities of the railway drains are not sufficient to enable them to carry away promptly the volume of storm water which enters the cable conduits. The gradient of the cable conduits are parallel with the street gradi^ts, which for long distances in some of the Chicago streets are practically horizontal, and if the openings from the cable conduit to the sewers are not frequent enough, or are allowed to become filled with dirt, the water cannot leave the cable conduit and the tube is soon filled and overflows through the slot at the surface of the street. It is entirely practicable to build under- ground conduits for railway purposes in the streets of Chicago, espedally within the business district, and provide a drainage system connecting with the city sewers which will keep the elec- trical conduits sufficiently free of water at all times to prevent any serious interference with the operation of the railway. Under Chicago conditions the installation of underground conduit electrical railway would naturally be confined to limited districts, and to avoid the necessity of having two distinct sets of rolling stock, it would be necessary to devise a mechanism . on the cars and within the trsek conduit whidi would permit any car to operate on either underground conduit or overhead trolley lines. Such a system of operation is entirely practicable. Mechanism can be applied which will permit of the change being made, at designated points, from underground conduit to over- head trolley omtaet and vice versa with practically no delay to the car. The drawings on Plates Nos. 10 and 11, submitted herewith, are typical illustrations of a system of underground conduit elec- trical railway which, in my judgment, will be applicable to Chi- cago conditions. An estimate of the cost to produce one mile of sin- gle track electrical conduit railway, if built substantially in ac- cordance with the typical designs submitted herewith, is given in Unit Price Estimate J, Page 194. This estimate is made to cover the construction of an underground conduit line in streets not pre- viously occupied by railway tracks. If this type of construction were placed in streets whidi are now occupied by cable railways 158 THE CHICAGO TRANSPORTATION PROBLEM the cost per mile of track would be reduced by the amount of salvage which could be derived from the sale of old cable ma- terial taken out of the street This sum would be variable and would probably, under favorable conditions, not exceed $3,000 per mile of single track. TRAKSF0BMA130N OF CABLE UNES IKTO ELBOTBIC LINES. I am requested to ^'report on the cost of transforming the present cable lines into an underground electric system." This question has been mentioned in Part II. of this report, wherein the statement is made that the yokes which were used in the coiistmction of the Cable railways in Chicago were not de- signed to carry heavy rolling stock such as is now in daily opera- tion on the electric railway lines in this city, and the Milwaukee Avenue line is cited as an instance which verifies the correctness of the statement. The cooditons which obtain in respect to the Milwaukee Ave- nue Cable line may be said to apply to a large proportion of the cable railway tracks in Chicago, and where they do apply, it is impracticable to convert the cable lines into underground electric railway and produce a satisfactory and durable construction. There are, however, s<»ne portions of the cable system which could be converted for the electrical propulsion of cars, especially within the district where overhead trolley construction would be permissible, but it is doubtful if it would prove economical to attempt to convert any of the existing cable track into under- ground electric conduit railway. The construction of a dura- ble track to carry the heavy rolling stock of modem electrical railways involves the use of rails having sufficient depth and sec- tion to resist bending under the loads put upon them. The depth of the rail in first-class construction is also regulated in some degree by the character of the pavement and its foundations. The rail which seems to be most suitable to meet all requirements has a d^th of nine inches. The yokes used in the construction of nearly all of the cable tracks in Chicago were designed for shal- lower rails. The track rails supported by these yokes range from seven inches to four inches in depth. The manholes in cable rail- way tracks are located about thirty feet apart at points where pulley wheel supports occur. The insulated supports for the contact bars in an undei^^und electric conduit railway are usually spaced not more than fifteen feet apart and a manhole is required at each of these insulated supports. ELECTRICAL CONDUIT SYSTEM 159 The drainage of electrical conduits must be practically per- fect ; if it is not, serious interruptions to traffic are certain to ensue. The drainage system of the cable railways in Chicago, as con- structed, is utterly inadequate for the purposes of electrical op- eration, and any attempt to convert the cable lines into under- ground electric conduit railway involves the redesigning and entire reconstruction of the cable drainage system. From the foregoing statements it will be seen that with the re-modeling of the yokes to receive deeper rails, doubling the number of manholes, reconstructing the drainage system, and attempting to fit new work to old, the conversion of the existing cable lines into an underground electric system will probably in- volve an expenditure of money equal to the amount required to create an entirely new system of underground electric conduit, and the property created would not be as durable as new con- struction throughout Under conditions as above set forth, it seems that little saving would be made in attempting to transform the existing cable con- duit into electric conduit. My estimate ( See Unit Price Estimate J, Page 194) of the cost of constructing new underground electric conduit railway will apply to the cost of converting the existing cable lines into underground electric systems. PART VI.-CHAPTEE 111. ELECTROLYSIS. The destructive effect of the electric current on water pipes and other underground improvements in districts where the overhead trolley and ground return system of electric railway has been installed has been quite marked in places, but with the im- proved methods of bonding in vogue at the present time the diffi- culties have been largely overcame, so that tl^ geroral question is not so serious as it was ten years ago. In Chicago a careful test for electrolysis has been made under the direction of the City Electrician over almost the entire city, and while disturbances were found means of prevention have been formulated by the Electrical Department and embodied in an ordinance known as the Electrolysis Ordinance,'' passed July 16, 1900, which, in recent construction and reconstruction, have been put into eifect by the various companies operating in the city, resulting in the elimination of the difficulty in a large degree. The ordinance reads in part as follows: Every person, firm or corporation operating, owning, or controlling any surface or elevated railroad or any street railway within the city of Chi- cago, upon which cars are now or hereafter operated by elec- e power, with a grounded return circuit for con- veying the electricity, shall install and maintain a metaUic re- turn circuit of such cross section and conductivity for conveying the electricity so used as a motive power that the maximum differ- ence of potential will not at any time exceed one (1) volt be- tween any part of such metallic return circuit and any water pipes, gas pipes, or other metals not installed for the purpose of forming a part of such metallic return circuit, and that there will not be a variation in difference of potential exceeding one-half (I/2) volt between any two measurements made at the same time at points along and upon said metallic return circuit within a dis- tance of three hundred (300) feet or less from each other. Such 160 9 ELECTROLYSIS 161 metallic return circuit shall be installed and maintained in ac- cordance with the provisions of the general ordinances of the City # of Chicago, now or hereafter in force. ' ' The best electric railway practice at the present time involvea tlie bonding or joining together of tlie ends of the rails with a cop- per or other bond which has an electric conductivity equal, or ap- proximately equal, to the conductivity of the rail. With this ac- ^ complished the return current follows the rails of the track, and has but littie tendency to leave its regular path and pass into tlie earth or water pipes or other underground improvements, provided the conductivity of the rail is sufficient. If the con- ductivity of the rail is not sufficient, through lack of sectional area or conductivity of material, it should be supplemented by an ad- H ditonal metallic return circuit seeurely bonded to both rails of the track at distances about 100 feet apart, in districts where the quantity of current liable to flow is large, which is often the case in the business district where cars become bunched. In outlying districts these connections need not be so close. In Chicago, and elsewhere, one of the most effective ways to # insure a perfect bond between the ends of the rails, and eJt the same time secure a rigid and permanent joint, has been to electrio- ally weld or cast- weld the ends of the rails together. The greatest conductivity is secured when the rails are welded, as the cross section at the joint is then made equal to or considerably greater than the cross section of the rail itself, and as this is the method # which has been adopted almost exclusively in Chicago, it will be seen that where track has been laid in recent years the difficulti^ from electrolysis are overcome to as great an extent as modern practice demands. There are, however, many pieces of track which are not as well bonded as they might be, and it is from such sources that damage from electrolysis naturally enstees. V. As the overhead trolley construction, and consequently the grounded rail circuit, is eliminated from the city by the intro^ duction of the electric conduit the electrolysis, due from the street railways, will disappear, for the reason that the conduit construc- tion is built with a cotnplete metallic circuit and withdtit Any ^ ground Connection, thus r^oving entitdy t&e oemditio^ Ao hit as streiet rialways axe o6n)6i&rne4 wMdi midte elec^lysis poissfbfe. PART VI.-CHAPTER IV. UNION ELEVATED LOOP. The Union Elevated Loop, which encircles the business dis- trict of Chicago, is a two-tracked railroad, two miles in length, and it serves as a terminal for the traffic coming from practically seven different elevated railroad lines. The Metropolitan West Side Elevated brings in over the four-track structure East of Marshfeld Avenne the traffic from its four double-track branches. The traflSc from the South Side Elevated road, as well as that from the Lake Street and the Northwestern Elevated lines, is operated over this two-tracked structure simultaneously with the traffic coming from the Metropolitan lines. No less than 1,600 trains ranging from two to five cars in length are delivered to the loop railroad daily. The total number of cars operated on this loop per day is 5,000. The traffic of the Elevated railroads, like that of the surface lines which terminate in the business dis- trict, is principally handled during ninety minutes in the moniing and ninety minutes in the evening. The period of maximum con- gesticm (m the loop tracks extends over approximately 30 min- utes during the morning and 30 minutes during the evening rush hour. At these times the average headway between trains on the outer loop is 19.8 seconds and on the inner loop it is 19.5 seconds. The ultimate capacity of the loop tracks is fixed by the rmmber of inrhomd and out-hound trams which it is possible to pass through ike junctions at Lake Street and Fifth Avenue, Wabash Avmue and Van Buren Street, and Van Buren Street and Fifth Avenue. It has been demonstrated that a train of five cars can be success- fully and successively passed through one of the junctions from a state of rest to clearance, and the interlocking combinations be (grated to open another route for the passage of incoming or oui-going trains, in 45 seconds of time. If it were necessary to operate the interlocking mechanism for each in-bound and out- bound train, the capacity of these junctions would long ago have 162 UNION ELEVATED LOOP 163 been exceeded. It is possible, and in fact, is the usual practice to simultaneously pass an in-bound and an out-bound train from the main line to the loop and vice versa. CAPACITY NOW LIMITED BY STATION PLATFOBMS. As previously stated, the ultimate capacity of the present double-tracked loop is limited to the maximum number of trains which it is possible to pass in all directions through the junction points, and moreover, the capacity of the junctions cannot be in- creased. Under existing conditions, however, it is the statiovi platforms on the loop and not the junctions which limit the num- ber of trains that can be operated over its tracks. These platforms are much too short to admit of trains being operated at intervals and speeds which will equal the capacity of the junctions. They should be lengthened sufficiently to per- mit two trains, of five or six cars each, to simultaneously occupy a platform. If the jundions were operated to th^r maximum capacity, the longest time to be consumed by a train in making one complete circuit of the loop should not exceed fifteen minutes. Under the existing conditions, during the hours of maximum traffic, the average time consumed by a train in making a com- plete circuit of the loop is twenty minutes. To any one who will take the trouble to observe the movement of trains on these tracks any day between the hours of 5 :30 p. m. and 7 p. m. the reason for this loss of time in making a round trip of the loop will become apparent. He will find that the headway, or spacing, of the trains on both tracks cannot be materially reduced ; in other words, he will find crowded on these tracks at tliat time the maximum num- ber of trains consistent with safe operation. He will also discover that the movement of every train is very much retarded at each station because it is prevented from approaching the platfonn until the preceding train has taken on its load of passengers and is under way leaving; the station. There are eleven stations on the loop at which all trains stop, and, under the conditions above de- scribed, it is obvious that each train must be retarded and ac- celerated twenty-two times, instead of eleven times, as would be the case if the train could approach the station platforms with- out having to wait for the train preceding it to move out of the way. It is the frequent starting and stopping of the trains which regulates the time schedules in the operation of the elevated rail- roads. The average distance between the loop stations is less than 955 feet and it is evident that under the most favorable con- 164 THE CHICAGO TRANSPORTATION PROBLEM ditions, most of the time consumed in making a circuit of the loop is taken up in accelerating and retarding the trains, and when these operations are multiplied by two the efficiency of the loop as a terminal is very materially reduced. The actual loss in effi- ciency is very closely represented by the difference in time re- quired for a train to complete a round trip. As shown by the fore- going statements, this difference in time is approximately 25 per cent In respect to the ability of the junction meohanism to handle additional traffic, observation indieates that it has ample capacity to care for any increased efficiency of the loop which may be created by the extension of station platforms. OTHEB SUGGESTIONS FOB INCREASING IXX)P OAPAdTT. The extension of these platforms sufficiently to provide for the accixnmodatioii of two full toons at the same instant, is the only , method by tvhich the capacity of the present two-track loop struc- ture can be imcreased. The enlargement of the loop by extend- ing it South on Fifth Avenue to Polk Street, thence East on Polk Street to Wabash Avenue, thence North on Wabash Avenue to a ocmneetion with the present structure at Harrison Street has been suggested as a possible means of providing additional capacity. From the transportation point of view, this proposition is en- tirely without merit. If the loop were enlarged as suggested, and the railroad companies could be induced to operate their trains over it, its sole effect upon the transportation situation would be to practically double the loop mileage, and the time required to make a circuit of the loop. To maintain the same frequencgr of service as that given at the present time the number of trains on the loop at all times would be increased in direct ratio with the increais^ length of the loop. The gross revenue to the railroad company would not be in- ereased except by the small amount of local business which might be taken away from the surface lines in the territory lying be- tween Polk and Lake Streets and east of the river. The fixed charges and operating expenses of all companies using the loop tracks would be materially increased, while the service furnished to the traveling public would not be improved in any d^ree. Of course, by extending the Loop to Polk Street a larger area would be directly served by elevated road tiansportation, but it would be done at the cost of time and convenience to the present patrons of the elevated system, compelling, as it would, a large UNION ELEVATED LOOP 165 proportion of them to spend twice as much time on the loop as ' they do at present. The time consumed in rounding the present loop is a serious objection to all patrons of the several lines who are located adjacent to the side of the loop first traversed by their line upon entering the loop, as they are all compelled to make the entire circuit of the loop before getting started toward thdr destination. If the present structure in Van Buren Street were allowed to remain and an extension were made to and in Polk Street, and a portion of the trains of each line were operated around the large loop and a portion around the small loops, thus created, the capacity of the terminal facilities would not be increased, as it has been shown that the capacity of the loop cannot exceed the capacity of the present junction points where the trains enter and leave the loop. If it were possible to put four tracks on the Van Buren Street structure, which cannot be done without the abandonment of the stations. Van Buren Street being only 66 feet in width, the use of the junction points would not be decreased; therefore the four tracks would not help matters. It it therefore evident tliis plan of extending the loop and operating trains does not increase the capacity of the loop. From both the construction and operating points of view, it is entirely practioable to double the capacity of the Elevated Loop terminals, by providing a separate loop for each of the four oper- ating companies, and to wholly eliminate the crossings and junc- tions which are at present the limiting factors in determining the efficiency of the loop as a terminal. A re-arrangement of the loop tradks which will furnish a complete solution of the probl^, as above stated, is shown by Map No. 13. By the construction of a two-track structure in Clark street from Van Buren Street to Lake Street, and a two-track structure in Monroe Street from Wabash Avenue to Fifth Avenue, the pres- ent large double-track loop would be divided, into four smaller mngle-track loops to be operated as follows : Tlie trains of the Metropolitan West Side Elevated Boad would run East in Van Buren Street to Clark Street, North in Clark Street to Monroe Street, West in Monroe Street to Fifth Avenue, South in Fifth Avenue to Van Buren, thence Westward- ly on the main line. The trains of the South Side Elevated Road would run North 166 THE CHICAGO TRANSPORTATION PROBLEM in Wabash Avenue to Monroe Street, West in Monroe Street to Clark Street, South in Clark Street to Van Bmen Slxeet, East in Van Bnren Staneet to Wabash Avenne, thence Southwardly on the main line. The Northwestern Elevated Railroad trains would enter the loop at Fifth Avenue and Lake Street, running East in Lake Street to Wahash Avenne, South in Wahash Avenue to Monroe Street, West in Monroe Street to dark Street, North in Clark Street to Lake Street, West in Lake Street to Fifth Avenue, thence Northwardly on the main line. The Lake Street Elevated Bailroad trains would enter the loop at Fifth Avenue and Lake Street, running East in Lake Street to Clark Street, South in Clark Street to Monroe Street, West in Monroe Street to Fifth Avenue, North in Fifth Avenue to Lake Street, thence Westwardly on the main line. On account of the Lake Street and the Northwestern Elevated' lines both entering and leaving the loop at the same street inter- section, it would be necessary to construct a third track on the elevated structure in Lake Street from Clark Street to Fifth Ave- nue, if all grade crossings and junctions were to be eliminated. The construction of this third track would be entirely practicable without placing additonal burden on the street ; in fact, if these crossings and junctions could be abandoned the most objection- able feature of the loop, from the standpoint of the public, would be removed. Facilities for transferring from one elevated rail- road line to another would be maintained by the creation of a sta- tion, at the intersection of Monroe and Clark Streets, which would be common to the four loops, each road having its separate plat- form', but all the platfonns being connected by means of a sub- platform suspended beneath the tracks in the same manner a& the sub-platf onus to the present loop stations are suspended. In addition to the transfer feature, by properly oonneeting the various loop tracks with each other, provision could be made for through elevated traffic between the various divisions of the city. By this arrangement of loop tracks in the business district the elasticity of the elevated railroad system would not be cur- tailed in any way, except that all of the trains of all the railways would not be able to nmke a complete circuit of the large loop. Over and against this abridgement of the circuit covered by all of the trains as now operated, is the ability to bring into a cen- tral point in the business district as many iarains as it is possible UNION ELEVATED LOOP 167 to operate on the main lines of all the various railways, thereby ' creating terminal facilities whidi would adequately serve the public and take care of tifie normal increase in elevated railroad traffic for many years to come. The same results in increasing capacity could be obtained by the creation of four separate and distinct loops, using the present Van Buren Street structure for the middle crossing of the loop aagid extending the structure South on Fifth Avenue and Ekist in Polk Street to Wabash Avenue, thence North in Wabash Avenue to the present structure in Wabash Avenue at Harrison Street, and building a double-track structure through Clark Street from Lake Street to Polk Street, as shown on Map No. 14. By this arrangement the converging point of tiie four loops would be Van Buren and Clark Streets instead of Monroe and Clark Streets. The trains of the Lake Street and Northwestern lines would, under this arrangement, be brought as far south as Van Buren Street, but the South Side Elevated line and the lines of the Metropolitan Mevated would not be brought North of Van Buren Street. Unless some such plan of separate loops is adopted, the only remaining method by which additional terminal facilities can be provided for the elevated railroads after the full capacity of the present junctions has been reached through extension of plat- forms, is by establishing auxiliary stub terminals outside of the loop and adjacent to the business district. Should the time ever come when all the elevated railroads were consolidated under one control and passengers were trans- ported within the district served by all of the companies, for one fare, the probl^a of increasing the loop capacity would cease to be a problem, as the tracks now forming the loop, by slightly changing the present junction points, would become simply sec- tions in through lines, that would be o^^erated between the North, South and West Divisions. The loop could then be operated in conjunction with these through lines, as at present, to furnish terminal facilities for any auxiliary service that might be re- quired during the morning and evening rush hours. SUMMABT AND REGOMMENDATIOKS. Summarized, then, the possible improvements to accommo- date increased traffic on the Union Loop are as follows : First— The extension of the present platforms. 148 THE CHICAGO TRANSPORTATION PROBLEM SecoBd— The provisioii of stab end tenmnals for each iBde- • • pend^t company. Third— That if further loop capacity is demanded after the ^ g|f above recommendations have been put into execution, it could be iseoared by the extension of the Union Loop Soath on Fifth Ave- nue to Polk Street, Hbmee East on Polk Street to Wabeah Ave- nne, and North on Wabash Avenne to a connection with the pres- ent structure at Harrison Street, and dividing it into four parts by means of a North and South line on Clark Street as described. , ♦ Fourth- The ultimate utilization of tiie entire Umon Loop, dther as it is now constructed, or as it may hereafter be extended, as a part of a through line system for the combined operation of • through cars over all the elevated structures between all divisions of the city. ^ ^ I recommend the first and second methods as practicable and desirable under the pi^nt diversity of ownership of the roads, and should conditions, either through the joint ownership of the roads or joint traffic agreements, ever make it possible to realize * the fourth method, / recommend it, as it is the one that will tend most to relieve the congestion of the Loop and extend the greatest ^ ^ benefits to the patrons of the various roads. m m m PART VL-CHAPTEB V. TBACK HAILS AND TEACK CONSTRUCTION. I have been requested to submit a design for a track rail which will be practicable for the operation of cars under Chicago con- ditions, and which will best protect the street pavements; also to report on the desirability and cost of laying cement road-beds. The design of track rail is of vital importance to a Street Bail- way Company, and with the demland for better paved streets which has arisen in Chicago in later years the design is of e^jual importance to the taxpayer and the municipality. Not alone are the interests of the railway companies, the taxpayers and the municipality to be considerai, but every individual patronizing street cars, as well as every vehicle owner using the streets in common with the cars, is interested and affected by the decision that may be reached. As the question is of such importance to everybody, very careful consideration should be given the matter, from ail standpoints, in order that no injustice may be done to any interests and that the most satisfactory standards may be adopted to best protect the interests of all parties concerned. As is the case in other matters involved in this transportation (^ues- tion, what is practicable and has been done in other cities has littie bearing on what is practicable and can be done in Chicago, —because conditions vary to such a degree that entirely new sit- uations exist which cannot be treated under any standard form- ula. It must be recognized that Chicago has had an enormous and unprecedented growth in a very short time (largely through the annexation of adjacent territory). This growth has necessi- tated the extenaion of street car lines into territory where prop- erty values will not warrant heavy assessments for an expensive street paving and the revenue to the municipality, derived from the tax levy on this cheap property, is inadequate to properly maintain the pavement that does exist. The same design of rail that it would be practicable to use in a well-maintained street 169 170 THE CHICAGO TRANSPORTATION PROBLEM paved with asphalt ar dressed granite, would not be practicable in outlying streets cheaply paved and poorly maintwned. The same is true as to a large number of streets in the older portions of the city, on which the paving has been allowed to deteriorate through lack of funds in the hands of the city to properly main- tain it and through the disinclination on the part of abutting property owners to bear the expense of repaving when their prop- erty was daily depreciating through the outgo of population to the newly annexed territory. USE OF TRAM RAILS BY VBHIC5LBS. The statement that such a rail as would be practicable to use in well paved and well maintained streets would not be practica- . ble to use on these poorly paved streets, is not made from the Street Railway Company's standpoint, but from the standpoint of the citizen who uses these streets with vdiides. In the absence of well paved and well maintained streets it would be a great hardship on the whole vehicular traffic of the city to demand the installation of a rail which would deprive vehicles of the road- way at present furnished by the girder tram rail now in use. The free movement of wheeled vehicles throughout a large pro- portion of the city would be materially retexded by the universal adoption of the girder grooved rail, and such change should be made only as new and permanent pavement is laid. The design of rail affects the individual who patronizes the street cars oper- ating on poorly paved streets, through the inability of the car to operate on a grooved rail that is clogged with mud and debris from the adjacent roadways, with the same speed and smoothness as is ix>ssible on the present girder tram type of rail. In the outlying districts,-where the time between cars is in- freqTOut,— during the inclement weather of our winters, the grooved rail would frequently become clogged with ice that would prohibit the operation of cars until it was removed. This would not occur on streets where cars run at close enough intervals to dear the groove by the passage of the wheel flange. The girder grooved type of rail should not be installed on streets where con- tiguous population is insuflSeient to warrant a frequ«icy of cars capable of clearing the groove. , ' From the standpoint of a Street Eailway Company the de- sign of rail is generally a compromise betw^een the demands of the several department heads, the demands of team traffic, and the ordinanees of the dty. RAILS AND TRACKS 171 The superintendent of motive power, charged with the pro- duction of sufficient power to propel the cars under any and all conditions at the least possible cost, demands that a rail be pro- vided that will offer the least resistance to the movement of the car and also one that will be kept absolutely clean under all con- ditions, so that a continuous c(»itact with tiie wheel of the car can be assured, both of which conditions materially affect his monthly statement. He is convinced that the onlv rail that should be used is the ordinary steam railroad ^*T'' rail, laid well above the sur- face of the pavement with ample room left for the wheel flange. The superintendent of transportation is satisfied with this rail until the pavement parallel with and immediately adjoining the rail becomes so badly rutted that his cars are constantly delayed by the slow progress of teams; then he demands that a place be created on the rail for the accommodation of wheeled vehicles,— - that iMl insist on following the tracks,— to the end that tiieir movement may be accelerated and thus cease to delay his cars. Tbid Superintendent of Maintenance of Way, charged with the maintaining of the pavement embraced within the outside rails of the tracks, demands that the rails be of the girder type, not less than 7 inches in height, so that sufficient foundation can be laid between the paving and the top of the tie, and he is equally in- sistent that a place be provided on the rail for wagon wheels, so that they will not wear out the pavement. The owners of vehicles are j^leased at the provision made for their acconunodation and vigorously oppose any change that threatens to deprive them of their privl<^;es, until some other pavement equally as good is provided. The General Manager, in his endeavor to meet the require- ments of all, adopted the present girder tram rail, which, up to very recently was considered ideal, and which has been specified in a number of ordinances granted to the Chicago companies. REASON FOR THE DEMAND FOR GROOVED KMLS. There has grown up among the drivers of teams a habit of running the wheels on one side of their wagons in the outside car track, while flie other wheels run on the paving. As the gauge of the majority of vehicles is the same, and as this habit is very nearly universal, a depression is soon wora in the surface of the paving, destroying its appearance and life. On account of this wear on tiie pavement, and from a desire to secure car tracks thai can be crossed at any point osition of a well-dressed ribbon of granite between tlie rails and the asphaltio surface of the pavement is the practice to be preferred, because in warm weatibier the st^l rail absorbs more heat and retains it lomgier than granite. The asphaltic mastic, if placed next to the rail, is sof FIGURE ». ened and permanent distortion of the surface of the pavement next to and parallel with the rail takes place. Figures 32 to 35 illustrate the various sections of flat rails which were in common use on street railways prior to the intro- duction of mechanical traction. Figures 36 to 45 illustrate the later girder tram and girder groove rail sectiLons, increasing in weighty h^ht and form of head as the demands of heaviei cars and vehicles required and as a better class of paving was desired. Figure 46 shows ver\^ clearly the objectionable features of the center bearing rail which was for many years in extensive use in nearly all large cities. Some of it is in use today on horse car tnuto in New York. Figure 47 is a partial section of a cable railway which fairly represents the conditions where the paving blocks rest on a bed of concrete with a thin bed of sand between, giving a practically unyielding bed, and where the blocks were laid to project above the rail in accordance with the old praotioe where the f ou^ation was of a more yielding nature and the paveoieiit usaally sunk RAILS AND TRACKS 177 \ J lb- FIGURB 33. FIGURS 33. FIGUMB 34. PI6UBS 35. FIGURG 36. FIGURS 37. FIGUn m I FIGURE ¥k nGusa^i. FIGURS 43. FIGURB 44. FIGURR 39. FIG0RB 43. FiG1liUB4S. THE CHICAGO TRANSPORTATION PROBLEM below tHe head of ilie rail under the weight of the street traffic. As indicated in Figure 46, where the concrete base was used the pavement has remained just where it was put, with the result that there is a deep rut along each line of rails, the bottom of which is on a level with the rail head or tram. FIGURE 46. Figure 48 shows a part of a cable track in asphidt pav^ent The hollow on the inside of each track rail shows where the wear, due to vehicular traffic, has been concentrated. Figure 45 shows the rail used in New York City on newly- paved streets, in the underground conduit construction. It will be notioed that the flange is only 5-32 of an inch below the head. FIGUR£ 47. As the streets on which it is installed are all well paved and' jkept admirably clean, no difficulty is found in operation. Figure 44 shows the rail used in Boston on paved streets. This is known as the half grooved rail, the flange being i/s-indi below the head. Considerable invitation to vehicles to follow the tracks is extended by this rail. Figure 43 illustrates the rail used in Brooklyn. RAILS AND TRACKS 1^9 Figure 49 represents a very excellent type of street railway track construction in which * * T ' ' rails are laid on concrete beams. Bibbons of dressed granite are laid on each side of and flush with the upper surface of the rails. The granite blocks next to FIGURE 48. the gauge side of the rails being dressed to form a groove for the passage of the flanges of tl:e car wheels. This type of construc- tion has been developed to the highest degree of perfection in the cities of Minneapolis and St Paul, where it has been adopted as the standard street railway constmction. Where the granite FIGURS 49. blocks are of good quality, well dressed to uniform dimensions and ore properly laid on concrete foundations of sufSdent • strength, this type of track will give excellent service under mod- erately heavy vehicular traffic, and there are many streets in Chi- cago where track construction of this type could be installed with 180 THE CHICAGO TRANSPORTATION PROBLEM the assurance that it would give satisfactory results to all parties oancemed. In a discussion with the officers of the leading asphaltic pavement company of this coontiy, on the subjeet Maintenance of Pavanent in Streets Occupied by Bailway Tracks," I was advised by these gentlemen that in their extended experience in maintaining under guaranty the pavements in such FIGintB SOi. streets, that the most satisfactory results have been obtained in streets where the Minneapolis type of construction has been in- stalled. OOKGLUSIOKS BEGABDINO SAILS. Summarized, my conclusions as to the design of track rails which will be practicable for the operation of cars under Chicago conditions and which will best protect the pavements, are as fol- lows: FIBST— For the use on streets that are paved with asphalt^ brick or dressed granite, and where such pavem^ts are kept clean, I recommend a rail, a section of which is shown in Figure 30, laid on concrete beam, as shown in Figure 50, believing that the use of such a rail, under such conditions, is practicable from the street railway operating point of view and believing that such a rail will tend to cause vehicle traffic to distribute itself over the whole street surface (thus preventing abnormal wear in one spot) , extending, as it does, the least invita- tion to vehicles to follow the tracks. SECOND— On unpaved and on poorly maintained paved streets and on streets that are indifferently cleaned, the present girder tram section should be reteined to be replaced only as it wears out or as streets are improved with as- phalt, brick or dressed granite paving. RAILS AND TRACKS 181 THIRD— By the adoption of the foregoing recommendations I am confident that the best interests of the citizens and the municipality will be served, and no unnecessary hardship will be imposed upon the Street Bailway Com- panies. ^""^ CEMENT OB CONOBETE BOAD BEDS. In reference to the desirability and cost of laying cement road- beds for street car tracks. Under the present operation of 25-ton electric motor cars, and considering the nature of the soil of Chicago, in order to obtain an absolutely unyielding foundation on which to lay tracks, it is necessary to lay cement concrete road-beds. While the first cost of track construction is very largely increased thereby it is economy in the end for railway companies to adopt such practice. The cost of maintenance is reduced to the m in imum and the street surface retains its even contour indefinitely thus securing the greatest life possible. A further advance in the use of concrete in track construc- tion ha& been made in dispensing with wooden cross ties alto- gether and supporting the rails on concrete foundations, burying the rail in concrete to the tmderside d the paving material, the rails being kept to gauge by tie rods placed in the track at fre- quent intervals. The most approved practice in the use of con- crete foundations is to lay the rails on longitudinal beams of Portland cement concrete, these beams being a part of the con- crete foundation supporting ihe pavement This method of con- struction is shown in Figures 49 and 50, and if carried out with good material produces a substantial track which can be main- tained under heavy traffic at a minimum cost and is most favor- able for laying and maintaining street pavements. Unit Price Estimate I, Pa^e 193,is an estimate of the cost of one mile of single track constructed after such practice and using ttie design of rail recommmctod and riiown in Figure 30, Page 174. • PART VI.-CSHAPTBB VI. UNIT PRICE ESTIMATES. Introductory. In order to comply with the conditions of my commissioii regarding the valuation of the present properties and the prob- able cost of the future properties, analyzed in this report, it has h&m necessary to formulate a series of unit price estimates ar- ranged in such a manner that tiiey could be applied to any one of the various valuation questions involved. These unit price estimates will be found on pages 185 to 195 of this chapter and have been used in amving at the values given in Chapters VII, VIII and IX under tlie titles of ' ' Val- uation Estimates/' Valuation of Lines Under Expiring Grante'' and "Cdst Estimates.'' In making valuation estimates I have found it advisable, in order to enable one to make an intelligent analysis of the valua- tion of the different properties, to make my estimates on two dif- ferent bases with the object in view of determining the physical value of the properties as they exist today, which I under- stand is what is meant by my commission *'to make a valua- tion of present plants." The estimates have, therefore, in Chap- ter VII, been made in two columns, headed as follows: A.— The cost to reproduce the properties today. The figures in this colimm are based upon what it would cost to furnish and install the materials entering into the construc- tion of the properties today, and in emsidering these prices it should be borne in mind that the state of the art is now sndi that a large amount of the physical part of the properties, as they exist, could be built now much cheaper than was possible at the time they were built. This applies especially to the cable sys- tems which, at the time they were installed, were largely built n^ter patented systems, and from special designs, and at a time when engineers were not familiar enough with the requirements of cable railway work to definitely determine what should be done at the time an installation was made. The result was that 182 UNIT PRICE ESTIMATES 183 some of the systems were built in a much more expensive manner • than subsequent experience proved necessary. Another result was that some of the plants were built too light for the service, and had to be completely torn out and re-installed at a largely increased expense. Such for example is the Washington Street Power House of the West Side System, which was installed and started in operation and found to be so small that it could not op- erate the cars. A new plant, adjacent to it, was constructed, and the machinery originally designed completely discarded and new and heavier machinery installed. These conditions also govern, to a certain extent, the introduction of the electric plants, some of which were built with belted machinery, in order to utilize the class of machinery available at the time, with the result that the power stations cover so large a ground area that the cost of the buildings and foundations and transmission apparatus, even though now almost obsolete, made the plants complete cost almost as much per electrical unit as the more modern plants now cost. B.— Present value of the physical property for electric rail- way purposes. This column gives the present values of the physical prop- erties for electrical raOwm^ purposes so far as I am able to estimate them. In deducing this column it has been necessary to take into consideration the fact that the cable systems com- plete, exclusive of track, real estate and buildings, must be con- sidered as practically obsolete, and that, Iherefoie, the only amounts that they can be credited with is what salvage (^an be obtained from their disposition. I liave, however, considered that some portions of the cable tracks, outside of the busmess center, where underground conduit construction would not be required, could he used to oi)erate electric cars over, provided the tracks were surfaced up and brought into good ])hysical condition. For these reasons I have credited the cable systems, in each case, with the estimated value that it would cost to repro- duce these cable tracks as new electric car tracks, taking into con- si deration the weight of the rail in each case, and allowing a suitable depreciation from the figure thus obtained, depending upon the condition in which the track and paving have been maintained by the respective companies. I have endeavored to estimate this depreciation as fairly as possible, and while it may seem difficult to under- stand how it can have been so great, it should be ac- cepted as one of the conditions due to the advancement of the art 184 THE CHICAGO TRANSPORTATION PROBLEM in street railwaySi and k iUustratiYe of the conditions whieh must be £ftoed hj any oofrpofaiioii or municipality which engages in tke transportalion basiness. The same statements are largely true regarding a large part of the electrical equipment of some of the present companies, for the reason that the electrical art has so far advanced, since some of the present properties were huilt, tliat a part of their electri<»l and steam equipment is, from the staadpmnt of economical opeiaticmy obscdete today. In consider^ ing this vatualion column it must be understood Hiat it does not in any sense purport to he the actual- value, from a business standpoint, of the properties estimated, for the reason that ordi- narily from a business and financial standpoint the value of all properties having franchise rights would be based largely upon tbfiir earning capadiy. and nol upon the mere physical value of tfc,l««ible property. ! " UNIT PRICE ESTIMATES 185 UNIT PRICE ESTIMATE A. Estimate of cost to produce one mile of single track cable con- struction of the type now installed in the North and Sooth Divisions, and on the Madiscm Street and Mil- vraukee Avenue systems, in the West Division. 5095 lineal feet of straight track at $10.70 per ft $54,516.50 185 lineal feet of curved track at $35.00 per ft 6,475.00 5280 $60,991.50 Includes rails, yokes, joints, tie rods, manhole covers and frames, curve wheels, frames and covers, tubing, excavating, con- creting, paving and labor. Pulley wheels and supports, 170 per mile, at $5 $ 850.00 ^ Proportion of special track work per mile 5,000.00 ^ Proportion of cost for vault construction 4,500.00 Moving and reconstructing underground ohstructions. 7,134.00 $78,475.50 Engineering, supervisicm and administration 10 p. c. . 7,847.55 Total, including paving $86,323.05 • • ISO THE CHICAGO TRANSPORTATION PROBLEM UNIT PRICE ESTIMATE B. Estimate of cost to produce one mile of single track cable con- struction of the type now installed on the Blue Island Ayeniie and Halsted Street system in the West Divi- sion. 5095 lineal feet of straight track at $9.35 per foot $47,638.25 185 lineal feet of curved track at $25 per foot 4,625.00 5280 $52,263.25 Includes rails, yokes, joints, tie rods, manhole covers and frames, curve wheels, frames and covers, excavating, concreting, paving and labor. Pulley wheels and supports, 170 per mile, at $5 $ 850.00 Proportion of special track work per mile 5,000.00 Proportion of cost for vault construction 3,726.00 Moving and reconstructing underground obstructions. 6,000.00 $67,839.25 Engineering, supervision and administration 10 p. c. . 6,783.92 Total, including paving $74,623.17 1%. UNPr PRICE ESTIMATES . 187 f UNIT PRICE ESTIMATE C. Estimate of cost to produce one mile of single track, 4y2-inch girder rail, on chair supports, ties on earth foundations. Steel rails, 65 pounds per lineal yard, 102.14 gross tons, at *$41 per ton $ 4,187.74 Ties, 2640, at 55c delivered on street 1,452.00 Tie rods, 700, at 25c 175.00 Chairs, 5280, at 50c 2,640.00 Spikes' . . . . : 1^0.00 Hauling rails to street, at $1 per ton 102.14 Joints, 352 cast welded, at $3 1,056.00 Cross bonding 10.00 Excavation, including bedding of ties, 1549 cu. yds., at 60c. 929.40 Track laying and cleaning street, at 25c per ft 1,320.00 $12,022.28 Special work at intersections and cross over, average. . 4,000.00 $16,022.28 Engineering, supervision and administration 10 p. c. . 1,602.22 Total cost of track exclusive of paving $17,624.50 ♦The price of $41 per gross ton for steel rails includes the cost of the rails f. o. b. cars Chicago at $40 per gross ton, and $1 additional to cover switching charges and other costs of handling prior to hauling the rails to the work. I 188 THE CHICAGO TRANSPORTATION PROBLEM UNIT PRICE ESTIMATE D. Estimate of cost to produce one mile of single track, G-inch gir- der rail, earth f oimdatioB. Steel rails, 78 poimds per lineal yard, 122.57 gross tons, at $41 (see foot note to Estimate C) $ 5,025.37 Ties, 2640, at 55c delivered on street 1,452.00 Tie rods, 700, at 25c 175.00 ^Pi^^ 150.00 Hanlmg rails to street, at $1 per ton 122.57 Joints, 352, oast welded, at $3.50 1,232.00 Cross bonding ' Iq OO Excavation, including bedding of ties, 1158 cu. yds., at 60c 694 80 Track laying and cleaning siareet per foot, at 25c. ..... 1,320.00 $10,181.74 Special work at intersections and cross-overs, average. 4,000.00 $14,181.74 Engineering, supervision and administration 10 p. c. . 1,418.17 Totel cost of track ezdosive of paving $15,599.91 UNIT PRICE ESTIMATES 189 UNIT PmCE ESTIMATE E. Estimate of cost to produce one mile of smgle trade, 7-indi gir- der rail, earth foundatioo. m CJteel rails, 85 pounds per lineal yard, 133.57 gross tops, at $41 (see foot note to Estimate C.) $ 5,476.37 Ties, 2640, at 55c delivered on street 1,452.00 Tie rods, 700, at 25c 175.00 Spikes 150.00 9- Hauling rails to street, at $1 per ton 133.57 Joints, 352, cast welded, at $3.50 1,232.00 Cross bonding 10.00 Excavation, including bedding ties, 1374 cu. yds., at 60c 824.40 Track laying and cleaning street per foot, at 25o 1,320.00 • $10,773.34 Special work at intersections and cross-overs, average. 4,000.00 $14,773.34 Engineering, supervision and administration 10 p. c. . 1,477.33 «. Total cost of track exclusive of paving $16,250.67 • 190 THE CHICAGO TRANSPORTATION PROBLEM UNIT PRICE ESTIMATE F. Estimate of cost to produce one mile of single track, 9-inch gir- der rail, earth foundation. Steel rails, 94 pounds per lineal yard, 147.71 gross tons, at $41 (see foot note to Estimate C.) $ 6,056.11 Ties, 2640, at 55c delivered on street. 1,452.00 Tie rods, 700, at 25c 175.00 Spikes 150.00 Hauling rails to street, at $1 147.71 Joints, 352, cast welded, at $5 1,760.00 Cross bonding 10.00 Excavation, including bedding ties, 1549 cn. yds., at 60c 929.40 Track laying and cleaning street, at 25c per ft 1,320.00 $12,000.22 Special work at intersections and cross-overs, average. 4,000.00 $16,000.22 Engineering, supervision and administration at 10 p. c. 1,600.02 Total cost of track exclusive of paving $17,600.24 UNIT PRICE ESTIMATES 191 UNIT PRICE ESTIMATE G. Estimate of Cost to Produce One Mile of Double Track Overhead Trolley Construction. 100 Iron poles, set in concrete, at $28 $ 2,800.00 50 4-pin iron cross arms, with pins and ins., at $3.95. 197.50 100 Small Brooklyn insulators for spans, at 50c 50.00 100 Globe strain insulators for spans, at 22c 22.00 90 Straight line hangers, at 321/2C. 29.25 10 Feed-in hangers, at 50c 5.00 140 Soldered 9-inch ears, at 16c 22.40 12 Live cross-overs (estimated), at $3 36.00 8 Insulated cross-overs (estimated), at $6 48.00 8 2-way frogs (estimated), at $3 24.00 3000 Feet 5-16 mch galv. strand wire for spans, at $10 pr M 30.00 6 Strain plates (strain layout), at 32c 1.92 12 Small Brooklyn (strain layout), at 50c 6.00 12 Globe insulators (strain layout), at 22c 2.64 1500 Feet V^-inch galv. strand wire (strain layout), at $7.25 per M 10.88 20 Doable hangers (2 doable carve layoat), at 44c. 8.80 20 Single hangers (2 double carve layouts), at 35c. 7.00 1000 Feet 14-incli strand wire (2 double curve lay- outs), at $7.25 per M 7.25 4 Heavy Brooklyn (2 double curve layouts), at 70c 2.80 10560 Feet 2-0 trolley wire, 4246 poands, at ISy^c. . . . 562.59 2 2-0 splicing ears, at 50c 1.00 Labor, placing spans, trolleys, etc 225.00 Total cost exclusive of feeder wire $ 4,100.03 Cost of feeder wire estimated average per naile. 4,000.00 $ 8,100.03 192 THE CHICAGO TRANSPORTATION PROBLEM UNIT PBICE ESTIMATE H. Estimate of cost to pave one mile of single track, 8 feet in width. 1. Dressed Granite, city specifications: On 6-incli concrete base, 4600 square yards, at $4 per yard. $18,400.00 2. Asplialt: On 6-ineh concrete base, 4600 square yards, at $2.80 per yard 12,880^00 3. Vitrified Brick: On 6-inch concrete base, 4600 square yards, at $2.75 per yard 12,650.00 4. Cedar Blocks: On plank and sand, 4600 square yards, at $1.48 per yard 6,808.00 5. Kough Granite: On sand bedding, 4600 square yards, at $2.50 per yard 11,500.00 6. Cobble Stone: Bedded in gravel, 4600 square yards, at $1.65 per yard 7,590.00 7. Macadam : 4600 sqnare yards, at 75c per yard 3,450.00 8. Oak Blocks: On plank and sand, 4600 square yards, at $1.70 per yard 7,820.00 UNIT PRICE ESTIMATES UNIT PBICE ESTIMATE L Estimate of cost to produce one mile of single track, grooved girder rail of design Figure 30, submitted and recom- mended, laid on ooncrete beams, Figure 50. Excavation and hauling, 2000 cubic yards, at $1 $ 2,000.00 •Concrete beams, 800 cubic yards, at $6 4,800.00 Steel rails, 120 pounds per yard, 188.57 tons, at $41 (see foot note to Estimate C.) 7,731.37 Hauling rails to street at $1 188.57 Tie rods, 700, at 25c 17^.00 Cast welded joints, 176, at $5 880.00 Cross bonding 10.00 Track laying, cleaning street, etc 1,501.44 Special track work per mile of single track 4,500.00 Engineering, supervision and administration, 10 per cent 2,178.6* Total cost of track exclusive of paving $23,965.01 If paved with asphalt $36,845.01 If paved with dressed granite 42,365.01 If paved with brick , 36,615.01 Cost of Pmrnff— Asphalt on 6-inch concrete base 12,880.00 Dressed granite on 6-inch con. base 18,400.00 Vitrified brick, on 6-inch con. base. 12,650.00 ♦These estimates fix the price of concrete in place at six dollars per cubic yard. The price of concrete varies with the variations in the market price of cement and other materials, and with the varying conditions under wliioh the work must be executed. The price of six dollars per cubic yard is considered to be a safe average price for the purposes of these estimates. m THE CHICAGO TRANSPORTATION PROBLEM • UNIT PKICE ESTIMATE J. Estiiiiate of Cost to Produce One Mile of Single Track, Under- ground Electric Ccmdnit Type, Grooved Girder Rail of Design Figure 30. Steel track rails, 120 lb. per yd., 188.57 tons at $41 (see foot note to Estimate C.) $ 7,731.37 Steel Slot Rails, 66 lb. per yd., 103.71 tons at $43 4,459.53 Conductor bars, 21.3 lb. per yd., 33.47 tons at $43 1,439.21 352 cast weld joints at $5 1,760.00 352 Slot Rail Splices with bolts 82.00 Bolts (tram rail, slot rail, hand hole, insulator, hatch, washers and keys) 492.00 Tie bars, 4,200 at 25c 1,050.00 Insulatoirs and clips 1,200.00 Cast iron yokes, pit covers and frames, conduit plates, 310 tons at $50 15,500.00 Hauling iron work 600.00 Special track work per mile single track 6,000.00 Conductor bonds.. 500.00 Track laying and placing iron work, per mile 7,260.00 Excavation 2,700 cu. yds. at $1 2,700.00 Concrete, 1,500 cu. yds., at $6 9,000.00 Sewer connections from manholes, etc 2,000.00 Removing and rearranging underground obstructions. 7,000.00 Cable duets in place 1,500.00 Plus for engineering, supervision, administraiion, 10 per cent 7,027.41 Total estimated cost per mile of single track, exclu- sive of paving $77,301.52 Cost of feeder wire, estimated average per mile 4,000.00 $81,301.52 UNIT PRICE ESTIMATES 195 If paved with asphalt, single track road would cost per mile $94,181.52 If paved with dressed granite, single track road would cost per mile 99,701.52 If paved with brick, single trade road would cost per mile 93,951.52 Cost of Paving — Asphalt on 6-in. concrete base $12,880 Dressed granite on 6-in. concrete base 18,400 Vitrified brick on 6-in. concrete base 12,650 The above unit price per mile for underground conduit work is a safe average figure for a system covering the city at large, for in outlying districts the price should not exceed $70,000 per mile, and for all work located in the business district ttie price should be raised to about $100,000 per mile, both exclusive of paving, owing to the increased amount of underground obstruc- tions, the extra cost of labor due to congestion of traffic, and the large amount of curves and special work which will be required within this terminal district On streets now occupied by cable construction, the oost^ in either case, would be reduced by about $3,000 per mile, derived from sale of old material. PART VL-OHAPTEli Vn VALUATION ESTIMATES. VALUATION ESTIMATE NO. 1. Sttimate of Cost to Reprodace New, and Pretwi t value for Electric Rail- way piti|M>se8 of the Physical Property of the Chicago City Rail- way Co, See DismunoB m Estifliateay begiiuiiiig <» page 188. TRACKS, PAVING AND TROLLEY CONSTRUCTION. Estimated Cost to Reproduce the Physical part of the present prop- erty at present market prices for la1>or, material aad Sqnipment. B. Present valae of the Physical Property for fUectric Railwaj Pat yos es , to aaj person or corpor- ation in position to ntilize it, in place, and sell for cash those parts which have be- c o m e obsol^e. This does not take into consider- ation the value of the franchises or the earning- ca- pacity o f the property. 34.75 Miles of Cable, single track (as per Appendix G, at $86,323.05 per mile as per unit price Estimate **A") $ 2,999,726.99 $ 964,335.78 185.25 Miles of Electric and Horse, single track, as per Appendix "G" 37.40 Miles 4}^ in. rail at $17,624.50 unit price Estimate «C" 659,156.30 164,789.07 111.13 Miles 7 in. rail at $16,250.67 unit price Estimate 1,805,936.96 1,625,348.97 36.79 Miles 9 in. rail at $17,600.94 unit price Estimate <'F" 646,280.81 581,659.78 Orerhead Trolley Electrical Constmotion on 183.38 miles of single electric track at $8,100.03 per mile of donble track, including feeder wire and rail return eircait as per unit price Estimate 749,691.75 668,499.58 196 VALUATION ESTIMATES 197 VALUATION ESTIMATE NO. l.-4}oalinaed. TRACKS, PAVING AND TROLLEY CONSTRUCTION.— Continued. A. B. Miles of single track paving: 146.37 Granite at $11,500 unit price Estimate 1,683,256.00 1,699,092.26 4.31 Brick at $12,660 unit price Esti- mate Bj 54,521.50 49,069.35 23.29 Cedar at $6,808 unit price Esti- mate B4 158,568.32 105,705.65 11.28 Macadam at $3,450 unit price Esti- mateZT/ 38,916.00 88,916.00 186.26 I 8,789,042.63 $ 5,797,326.58 THREE CABLE STATIONS. Capacity of three Stations, consist- ing of simple, horizontal, non condensing engines and return tubular boilers, total- izing 10,818 engine horse power or 5,400 boiler horse power, including boilers, piping, engines, pumps, heaters, and all accessories pertaining to the steam plant required for Cable operation, but ex- clusive of the winding machinery, building and land At $40 per engine horse power or ) At $80.60 per boiler horse power. . j Winding machinery , tension carriages, pit8,8ubwayB, sheaves, etc., and all accessories thereto at $80 per H. P. of engine capacity Building, stack and foundations at $18 per engine hone powir $489,790 394,540 194,724 $70,974 Will cost as much to remove as it will sell for. 197,869 THREE ELECTRIC STATIONS. 10,280 K. W. capacity at $90 per K. W. for Boilers, En^nes, Generators, pip- ing, pumps, switchboards, and all ac- cessories necessary to the operation of an Electrical power plant, including building and exclusive of land. Simple, horiaontal, non-condensing, belted units and return tubular boiler plimt. One of 5,280 K. W. at $95 $501,600 One of 5,000 K. W. at $85 $425,000 1,000 H. P. Storage Battery Plait $996,600 70,866 $838,940 70,866 $1,949,450J .|$1, 072,442 196 THE CHICAGO TRANSPORTATION PROBLEM VALUATION ESTIMATE NO. 1 Continued. ROLLING STOCK. 775 Cable Cars complete in service. . , . 512-22 ft. Electric Car bodies, exdn- sive of trucks, in service. 60-47 ft. Electric Car bodies, includ- ing double truck, in service 1 3 Horse Cars complete in service . . 444 Electric Motor Car bodies, open . . . 8 Mail Cars and trucks in service. . . . 562 Trucks in service 22 Truck frames 332 Temporary Trucks 1,000 New Stationary fare registers and extra parts «5 New Air Brake Equipments. .... 53 Work Cars, exclusive of elec- ) irical equipment ) 73 Show sweepers, snow plows and | Salt Cars, exclusive of eleotri- > cal equipment j A. 1930,000.00 B. $155,000.00 913,086.40 530,856.40 14,300.00 399,600.00 12,000.00 127,600.00 . 3,100.00 16,600.00 15,840.50 19,110 31 26,500.00 1,300.00 222,000.00 10,000.00 82,800.00 2,620.00 8,300.00 15,340.50 19,110.31 21,200.00 65,800.00 58,400.00 $2,543,037.21 $1,126,927.21 ELECTRIC AND CABLE CAR EQUIPMENT. 1,170 Motors and 1,170 Controllers Equivalent to 585 complete 2 Motor Electrical Equipment of cars 15 Extra K Controllers 5 Extra Motors 141 Extra Armatures 125 G. E. and K-6 Controller-4 Motor Electric Equipments 1 Extra Controller Grips $702,000.00 1,125.00 2,500.00 21,150.00 306,250.00 200.00 20,720.00 $5.'^5,( 00.00 1,125.00 2,500.00 21,150.00 304,960.00 150.00 2,000.00 $1,053,945.00 $916,885.00 TOOLS, IMPLEMENTS, SUPPLIES AND MACHINERY. Per schedule, not previously included. . . . $37,907.00 $37,907.00 Wagons and Vehicles 22,971.00 20,673.90 Harness 2,415.00 2,000.00 Office Furniture and Fixtures 11,872.00 11,872.00 $75,165.00 $72,452.90 VALUATION ESTIMATES 199 VALUATION ESTIMATE NO. 1.— Continued. REAL ESTATE, BUILDINGS AND IMPBOVEMENTS. A. B. Board of Review Valuation 1902. Real Estate. . $628,059.00 $628,059.00 Buildings $1,560,295.00 Less Amount of Build 325,000.00 1,235,295.00 1,235,295.00 Bss Amount of Build- \ ings included in fore- > going Estimates ..... ) 898, 48 1 . do 896, 43 1 . 00 $1,863,354.00 $1,863,354.00 SUMMARY. Tracks %8, 789,042. 63 $5,797,326.58 Power Plants 1,949,450.00 1,072,442.00 Rolling Stock 2,543,037.21 1,126,927.21 Car Equipment 1,053,945.00 916,885.00 Tools, Implements Supplies and Machin- ) 75, 165.00 72,452.90 ery not heretofore listed j ' * Board of Review Valuation of 1902. Real EsUte 628,059.00 628,059.00 Buildings and Improvements 1,235,295.00 1,235,295.00 116,273,993.84 $10,849,387.69 To the above should be added the follow- ing Capital Expenditures for new invest- ments made since Dec. 31, 1901, (the date upon which the preceding values were compiled) and Nov. 1st, 1902. Track $132,007.00 New Power Plant, 21st ) n« kio nn and Dearborn Sts. .. \" Rolling Stock 191,101.00 Real Estate 70,565.00 Buildings and Shops 388,245.00 $r77l 72,424.84 $11,747,818.69 ANALYSIS OF DEPRECIATION. Cable, Track and Paving $2,035,390.21 Cable Steam Plants 362,446.00 Cable Winding Machinery 324,540.00 Cable Buildings 97,362.00 Cable Rolling Stock and Grips 793,720.00 $3,613,458.21 Electric and Horse Track 739,589.00 Electric Overhead Trolley Equipment. . . 74,269.1 7 Electric and Horse Track Paving 142,467.67 Electric Stations 92,660.00 Electric and Horse Rolling Stock 041,110.00 Electric Car Equipment 1 18,340.00 Tools, Implements, Supplies and Machin- ery 2,712.10 1,811,147.94 Total $5,424,606.15 200 THE CHICAGO TRANSPORTATION PROBLEM VALUATION ESTIMATE NO. 2. Sitimale of Ooit to reproduce New and Present Value for Electric Railway POfposesof toe Physieal Property of the Chicago Union Traction Company. See dueossion on Eaiimatesy beginnii^ on page 182. Present valne of the Physical Property for Electric Railway Purposes, to any person or cori>or- TRACKS, PAVING AND TROLLEY to'SilSMTitl! place,aad sell for cash those parts CONSTRTTfJTTON which have be- \/\JA:%a±x\KJyjXX.\j^ . Estimated Cost to come obsolete. reproduce the This does not Physical part of take into consid- tke present prop- eratioa the valne erty at present of the franchises, market prices for or the earning labor, material capacity of the and equipment. property. 47.60 Miles of Cable, Single Track (as per Appendix H). 11.27 Miles at $74,628.17, per unit price S«^mate<«B'' $841,003.13 $ 234,562.64 86.33 Miles at $86,883.05, per unit price litimat© "A" 3,136,116.41 766,136.38 268.83 Miles of Electric and Horse, Single Traek, (as per Appendix < VALUATION ESTIMATES 203 VALUATION ESTIMATE NO. 2 ^Continued. SUMMARY. A. B. Tracks $11,294,882.05 * 7,382,217.64 Power Plants 3,239,117.01 1,576,455.32 Rolling Stock 2,840,400.00 1,273,780.00 Car Equipment 456,600.00 410,940.00 Tools, Implements, Supplies and Ma- chinery 899,404.96 809,464.47 Board of Review valuation, 1902. Real Estate 2,161,258.00 2,161,258.00 Buildings and Improvements 1,322,973.00 1,322,973.00 $22,214,635.02 $14,937,088.43 These figures do not include the Van Buren Street Tunnel which is owned by the West Chicago Street Railroad Tunnel Co. It would cost about $800,000 to reproduce it, but the value for electric railway purposes is dependent upon the advisability of using it in connection with a subway system, and if so used one-half the cost to repiodooe it ooald probably be realized. ANALYSIS OF DEPRECIATION. Cable, Track and Paving $2,986,420.62 Cable, Steam Plants 539,950.00 Cable, Winding Machinery .... 634,000.00 Cable, Buildings 365,500.00 Cable, Rolling Stock and Grips 1,223,500.00 $5,749,37.0.62 Electric and Horse Track 489,961.56 Electric Overhead Trolley Equipment. . . . 101,695.87 Electric and Horse Track Pamng 334,586.36 Electric Stations 123,211.69 Electric and Horse Rolling Stock 343, 120.00 Electric Car Equipment 45,660.00 Tools, Implements, Supplies and Machin- ery 89,940.49 1,528,175.97 Total ; $7,277,546.59 c t ^ THE CHICAGO TRANSPORTATION PROBLEM 71* COMBINED SUMMARY OF VALUATION ESTIMATES Nos. 1 ftnd S. CtMt Plant. Chicaifo City Ry. Co. Chicago Union Traction Co. Cost to reproduce per ColoBUi A. TnMsks and PaTing $2,m,m.9» t8,»77,119.64 Steun Plants 428,790.00 642,000.00 Winding Maeliinery 324,540.00 634,000.00 Buildings 194,724.00 731,000.00 Rolling Stock and Grips 950,720.00 1,512,000.00 14,902,429,99 $7,496,119.54 0©pi«oiation 78^'^9{, 8,613,458.21 I^^^Jk 5,749,370.62 $1,288,971.78 $1,746,748.92 Stectric Plant. Slectrio and Horse Track $3,111,874.07 $4,231,785.24 Electric Overhead Trolley Equip. 742,691.75 1,016,958.77 Sleotric and Horse TrackPaying, 1,985,250.82 2,069,068.50 Electric Station, 997,466.00 1,232,117.01 Electricaud Horse Rolling Stock, 1,613,037.21 1,328,400.00 Electric Car Equipment 1,033,225.00 456,600.00 Tools, Implements, Supplies and Machine 75,165.00 899,404.96 $9,508,209.85 $11,234,284.48 Depredation 19 ^ 1,811,147.94 18 ^% l,iHbig#*97 Ptesmit P^sical Value $7,697,061.91 $9,706,108.51 Land and Buildings 1,863,354.00 3,484,231.00 New Work 898,431.00 Total to produce $17,172,424.84 $22,214,635.02 Total Depreciation, 31 ^,V%-- 5,424,606.15 821^% 7,277,546.59 Present Physical Value $11,747,818.69 $14,937,088.48 I O 4 > PART VI.-CHAPTER VIII. VALUATION OF LINES UNDER EXPIRING GRANTS. Reparting on the requirenieiit ^'To make an estimate of the value of all lines, the franchises of which do not expire in 1903," the following is submitted. To make such as estimate involves a determination as to what lines do expire on or before July 30th, 1903. I have used the report of the Special CoiuiGil 0(Hnmittee of date March 28, 1898, for the data relative to ordinances and have prepared a number of schedules based on the report. That report claims as expiring or terminable in 1903 the grants which, according to the conten- tion of the companies, were extended until 1958, by the so-called 99-year act." The schedules are divided into three sections, viz. : Streets on which tracks of the Chicago City Railway Company are laid, streets on which tracks of the North Division system of the Chi- cago Union Traction Company are laid, and streets on which tracks of the West Division system of the Chicago Union Trac- tion Company are laid. Each of these sections is sub-divided into six parts,— three, covering grants made prior to Jnly 30, 1883 ; two, covering grants made subsequent to July 30, 1883, and one, covering streets on which no record of grants can be found. The three jparts covering grants made prior to July 30, 1883, show: First— Those grants where time of duration, specified in the grant, causes them to expire on or before July 30, 1903. Second.— Those grants having special provisions relative to purchases by the city. Third.— Those grants in which no time of duration is speci- fied. The two parts covering grants made subsequent to July 30, 1883, show: C 206 THE CHICAGO TRANSPORTATION PROBLEM First. —Those grants where time of duration specified in the grant causes them to expire or on before July 30, 1903. Seomd.— Those grants in which no time of duration is speci- fied. The estimated cost or value of the lines embraced in each schedule is computed separately. The totals of any one of these schedules, or the totals of any combination of these schedules, or the sum of all of these sched- ules (as it may best answer the purpose at the time of considera- tion), deducted from the estimated value of all lines as shown by colunms A of Valuation Estimates (1 or 2), or from columns B, if depreciation is taken into account^ answers the requirement ^' To make an estimate of the value of all lines, the franchises of which do not expire in 1903." All estimates in this chapter are based upon the Unit Price Estimates used in columns A of Valu- ation Estimates 1 or 2. VALUATIONS UNDER EXPIRING GRANTS 207 SCHEDULE X. A. Grants made prior to July ^o^ i88^^ on streets now occupied by Tracks of CHICAGO CITY RAILWAY COMPANY, where time of duration causes them to expire on or before July ^o, igo^ Listed as expiring July 30, 1903, in Report of March 28, 1898, of Special Com- mittee of the City Council. STHOTT FROM TO "'^r^' ^^f^i Street. Track. Clark Street Washington Street Polk Street ... 4,000 8,000 18th Street Wabash Avenue. . . Indiana Avenue . . . 945 1, 890 Indiana Avenue. . . 18th Street Cottage Grove Ave. 1,848 3,696 Note: Above prior to **99 Year" Act. Van Buren Street . State Street Wabash Avenue. . . 467 934 Indiana Avenue. . . 39th Street 51st Street 7,788 15,676 5 1st Street Indiana Avenue . . . Grand Boulevard . . 1,112 8, 224 Lake Street Wabash Avenue. . . State Street 400 800 State Street. 39th Street 65th Street S. T. . . 10,660 10,660 State Street 65th Street 63rd Street S. T. . . 6,345 5,345 82,465 49,025 Feet of Street 32,465=6.15 Miles. Feet of Cable Track 15,905=3.00 Miles. Feet of Electric Track. . . 33,120 = 6.28 Miles. Feet of single track 49,025=9.28 ESTIMATED COST OR VALUE. 3.00 Miles Cable Track per unit price Est. «A" at $86,323.05 =$258,069.15 6.28 Miles Electric Track per unit Val. Est. 1, average price 16,796.00= 106,478.88 6.28 Miles Paving per Val. Est. 1, average price. 10,447.00= 65,607.16 6.28 Miles Overhead Electric Construction, per unit price Est. G at US, 100 per mile D. T.. . = 25,434.09 $455,489.28 2M THE CHICAGO TRANSPORTATION PROBLEM SCHEDULE X. B. Grani$ made prior to July ^o, 1883^ on Streets now ooonpied hf Tracks of the CHICAGO CITY RAILWAY COMPANY, in which the provifliona appeared, for 25 years^ and thereafter, until City purchase pbiui and equipment^ or for 20 years and until Council order for priuate purchase. Listed as Expiring July 30, 1903, in Report of March 28, 1898, of Special Committee of the City Council. Distance Feet of STRSST mOM TO on Single Street Track State Street Lake Street aist Street 16,896 38,702 S3nd Street State Street Cottage Grore Ave. 1,385 S,770 Cottage Grove Ave.22iid Street 3l8t Street 5,280 10, 560 Archer Avenue. . . . State Street. Halsted Street. . . . 6,232 12,464 Note: Above prior to <*99 Year" Act. Halsted Street So. Br. Chi. River. 39tb Street 9,822 19,644 Wabash ATOine.. Madison Street..., Lake Street S.T... 1,300 i,800 40,915 80,530 Feet of Street 40,915= 7.75 Miles. Feet Cable Track 47,502= 9.00 Miles. Feet Electric Track 33,028= 6.26 Miles. Feet Single Traek 80,530=15.25 MUes. ESTIMATED COST OR VALUE. 9.00 Miles Cable Traek per unit price Est. <aek 81,458=15.43 Miles. ESTIMATED COST OR VALUE. 6.64 Miles Cable Track per unit price Est. <• T = 68,931.00 ^ $55 2,461.1 6 a VALUATIONS UKDER EXPIRING GRANTS 211 SCHEDULE X. E. Grants made subsequent to July 30^ 1883^ on Streets now occu- pied by Tracks of OHIOAiitiiiiied. ESTIMATED COST OR VALUE. 5.ea Miles Cable Track of type given in unit price, Est. <188 2>876 6,412 10,824 Feet of Street 5,412 = 1.02 Miles. Feet of CableTrack of Type given in unit price Est. ««A" 7,392=1.40 Miles. Feet of Electric Track. .. 3,432= .65 Miles. Feet of Single Track .10,824=2.05 Miles. ESTIMATED COST OR VALUE. ^ 1.40 Miles Cable Track of Type given in unit price estimate *ln avenue to station. CLYBOURN AVENUE CABLE. From Clybourn avenue station ; south on Cly- bourn avenue to Division street; east on Divi- sion street to Wells street; south on Wells street to Illinois street; east on Illinois street to La Salle street; south on La Salle through tunnel to Monroe street; east on Monroe to Dearborn street; north on Dearborn to Ran- dolph street; west on Randolph to La Salle street; north on La Salle street through tun- nel to Illinois street; west on Illinois to Wells street; north on Wells street to Division street; west on Division to Qyboum avenue, north- west on Clyboum avenue to station. Miles Round Trip. Time Round Trip, Minutes. Maziflu Nastier of Cars Operated. a24 6S 22 gr^> 44 trail 8.17 63 8 grip 16 trail II grip 22 trail 170 grip 340 trail <1 * THE CHICAGO TRANSPORTATION PROBLEM Miles Ronnd Trip. MILWAUKEE AVENUE EXTENSION. From Milwaukee avenue station, east of Ar- mitage avenue, to Milwaukee avenue; north- west on Milwaukee avenue to Belmont ave- nue, and return southeast on Milwaukee ave- nue to Armitage. 470 ARMITAGE AVENUE LINE. From Milwaukee avenue station, west on Ar- mitage avoiue to 44th street, returning same , route. 4*76 DESPLAINES AND CLINTON. From Vforih avenue and 46th street, east on North avenue to Holt street, south on Holt to Bladchawk street; east on Bladchawk to Noble street; south on Noble street to Mil- waukee avenue; south on Milwaukee to Des- ^nes street; south on I>es|»laines to Har- rison street; east on Harrison to QinUm street; north on Clinton to Milwaukee avenue; north on Milwaukee avenue to Noble street; north on Noble to Blackhawk street; west on Blackhawk to Holt street; north on Holt street to North avenue, and west on North avenue to 46th street. 18TH AND a6TH STREETS. From jist street and 41st avenue, east on jist street to 40th avenue, north on 40th avenue to 96th street; east on j6th street to Blue Island avenue; northeast on Blue Island avenue to Leavitt street; north on Leavitt to i8th street; east on i8th street to State street, returning g.56 same route. CANAL AND 21ST STREETS. From 2ist street and Douglas boulevard, east on 2ist street to Halsted street; north on Hal- ited to Canalport avenue; east on Canalport avenue to Canal street; north on Canal street to Harriscm street; east <»i Harrison to Qin- tim street; north on Qinton to Madison street; east on Madison to FHkh avenue; north on Fifth avenue to Kinzie street, and return same route. HALSTED, O'NEIL TO VAN BUREN. From Halsted and O'NeH streets, north on Halsted street to Van Buren street retnmmg fame route 3.70 Time Ronnd Trip, Minutes. Mazimnni Number of Cars Operated. 30 4 motors 30 8 motors 14.24 100 8 motors 1^ 94 14 motors 5 trail .4 iiJSi IQ3 16 motors 2 mcltors C) APPENDIX 245 OGDEN AVENUE LINE. From station, northeast on Ogden avenue to Randolph street; east on Randolph street to Clinton street; north on Qinton to Lake street; east on Lake to Dearborn street; south on Dearborn to Randolph street ; east on Ran- I dolph to State street ; nbrth on State to Lake ' street, returning west on Lake street to Qin- ton street; south on Clinton street to Randolph sU'eet; west on Randolph to Ogden avenue; southwest on Ogden avenue. OGDEN TO MADISON. From station, northeast on Ogden avenue to Madison street, returning same route. TWELFTH STREET LINE. From I2th street and 40th avenue, east on I2th street to Fifth avenue, north on Fifth avenue to Van Buren street; east on Van Buren to State street, returning same route. I2TH, 40TH TO WABASH. From i2th street and 40th avenue, east on 1 2th street to Wabash avenue, returning same route. FOURTEENTH STREET LINE. From' Robey and Fourteenth streets, east on 14th street to Canal street; north on Canal to i2th street, east on 12th to Wabash avenue, returning same route. VAN BUREN STREET LINE. From Kedzie avenue and Van Buren street, east on Van Buren to State street, returning same route. HARRISON STREET VIA CLINTON. From Kedzie avenue and Harrison strea, east on Harrison street to Qinton street; north on Clinton to Adams street; east on Adams to State street, returning same route. HARRISON STREET VIA CENTER. From Kedzie avenue and Harrison street, east on Center avenue; north on Center avenue to Adams street; east on Adams to State street; returning same route. Time Miles Rowid Round Trip, Trip. Mtaates. WUmim Nnmbtf of Cars iiJBS go 7.42 48 29 motors 23 trail cars m- cluded above 1 1. 41 82 52 motors 1021 70 cars m- duded above 5.66 44 4 motors 8.00 63 32 motors 8^69 70 14 motors &67 70 14 motori 246 THE CHICAGO TRANSPORTATION PROBLEM Time MUes Round Round Trip, Trip. Minutes. Maximum Number of Cars Operated. 2J63 15 J66 9^1 KEDZIE AVENUE LINE. From Kedzie avenue and 12th street, north on Kedzie avenue to Chicago avenue; east on Chicago avenue to California avenue; north on California avenue to Belmont avenue; re- turning same route. il.O$ COLORADO AVENUE LINE From Hamlin and Colorado avenues, northeast on Colorado avenue to Madison street arfd California avenue, and return same route. ADAMS TO MICHIGAN LINE From Stete and Adams streets, east on Adams street to Michigan avenue; north on Mtchigan to Washington street, return same route. NORTH WESTERN AVENUE LINE From Elston and Western avenues, south on Western avemie to Fottrtecnth street, return- ing same route. SOUTH WESTERN AVENUE LINE. From Fourteenth street and Western avenue, south on Western avenue to 26th street, re- mrnsng same rcrate. GRAND AVENUE TO 40TH STREET LINE From North avenue and 40th street, south on 40th street to Grand avenue; east on Grand avenue to Halsted street; south on Halsted to Lake street; east on Lake to Dearborn street; south on Dearborn to Randolph street; east on Randolph to State street; north on State to Lake street ; west on Lake to Halsted street ; north on Halsted to Grand avenue, and west on Grand avenue to 40th street, and north on 40th street to North avenue. GRAND AVENUE AND INDIANA TO STATE. From Western avenue and Grand avenue, east on Grand avenue to State street ; south on State to Kinzie street ; west on Kinzie to Dear- bom street; south on Dearborn to Lake street; east on Lake to State street; south on State street to Randolph street; west on Randolph to Dearborn street, returning same route. 7-33 2.61 13.21 75 15 motors 2 motors 10 I horse 75 16 motors 16 trail 20 2 motors 8S 13 motors 9 trail 64 4 motors APPENDIX 247 &44 Miles Round Trip. ROBEY STREET LINE. From FuUerton avenue and Robey street, south on Robey to Fourteenth street, returning same route. TAYLOR STREET LINE. From Western avenue and Taylor street, east on Taylor to Canal street; north on Canal to Harrison street; west on Harrison to Qin- ton street ; north on Qinton to Madison street ; east on Madison to Fifth avenue; north on Fifth avenue to Kinzie street, returning same route. LAKE STREET LINE. From 48th and Lake streets, east on Lake to Dearborn street, south on Dearborn to Ran- dolph street ; east on Randolph to State street ; north on State to Lake street, returning west on Lake to 48th street. 12.40 DIVISION STREET LINE. From Division street and California avenue, east on Division street to Milwaukee avenue; south on Milwaukee avenue to Desplaines street ; south on Desplaines to Lake street ; east on Lake to Dearborn street; soutli on Dearborn street to Randolph street ; east on Randolph to State street ; north on State to Lake street; returning west on Lake street to ! Desplaines street ; north on Desplaines to Mil- waukee avenue ; north on Milwaukee to Divi- sion street ; west on Division street to Cali- fornia avenue. CHICAGO AVENUE LINE. From Chicago avenue and 40th street, east on Chicago avenue to Milwaukee avenue; south on Milwaukee avenue to Lake street; east on f Lake street to Dearborn street; south on Dear- born to Rand<^ph street; east on Randolph to State street; north on State to Lake street; west on Lake street, returning same route. 10.93 ASHLAND VIA PAULINA LINE From Wood street and Oybourn place, east on Clybourn place to Ashland avenue; south on Ashland avenue to Lake street; west on Lake street to Paulina street; south on Paulina street to Twelfth street ; east on Twelfth street Time Ronnd Trip, Minutes. Muinittm Number of Cars Operated. 70 14 niotors 75 16 motors 94 9 niotors 8.64 75 15 motors 15 trail 80 22 niotors 248 THE CHICAGO TRANSPORTATION PROBLEM ASHLAND VIA PAULINA LINE.— Continued. to AsMand avenue^ south on Ashknd avenue to 22nd street, returning same route. SANGAMON STREET AND CENTER AVENUE. From Erie street and Ashland avenue, east cm Erie street to Center avenue; south on Center avenue to Austin avenue; cast cm Austin ave- nue to Sangamon street; south on Sa ng a mo n street to Adams street; west on Adams to Center avenue; south on Center avenue to 21st street, returning same route. UNCOLN AVENUE TO GRACELAND. From Lincoln avoiue station, north on Lincohi avenue to Graceland avenue, returning same nmte. LARRABEE STREET LINE. From Beldm avenue and Racine avenue, south 40 7^ ROBEY STREET NIGHT CAR. From Fullerton avenue and Robey street, south on Robey street to Fourteenth street, returning same route. GRAND AVENUE NIGHT CAR. &52 60 From 40th street and North avenue, sooth on ^ 40tli to Giand avenue; cast on Grand avenue to Halsted street; south on Halsted to Lake street; east on Lake to Dearborn street; sooth on Dearborn to Randolph street; east on Ran- dolph to State street ; north on State street to Lake street, retnming west on Lake street to Halsted street; north on Halsted to Grand ave* ttoe and west on Grand avenue to 40th, and nortii on 40th to North avenoe. 90 MADISON STREET NIGHT CAR. From 40th and Madison streets, east on Madi- son to State street, retomins same route. DIVISION STREET NIGHT CAR. From Califomia avenue and Division street, east on Division street to Milwaukee avenue; south on Milwaukee avenue to Lake street; east on Lake street to Dearborn street; sooth on Dearborn street to Randolph street; east on Randolph to State street; north on State to Lake street; west 340 15 U 2 SftkaadlialBe A....... Howard Ave. Lake Ave., 55th, Cottage Grove, 22nd, Wabash, Snb- ^ ^ way, No. Clark 35.3 255 15 17 3 Hat Stteet Boee Hill Cemetery . Cottage G., 22nd, Wabash, / Subway, Wells, N. Clark, _ Center, Lino(dfl,N. Robey. 34.7 2K 15 17 4 57th and I«ake Ave. . . .Belmoat A. I«ake, 55th, Cottage G., 22nd, • Wabash, Subway, Wells, Division, Clybourn Xb3 18D 15 12 5 7l8t Street Lincoln and Belmont Cottag^e G., 22nd, Wabash, Subway, Wells, N. Clark, ^ * • - - Center, Lincoln 26.6 190 5 38 • Snh aad Iialm I«awf«we A. Lake, 55th, Cottag-e G., 22nd, . ^ ^ Clark, Subway, Milwaukee 344 340 15 16 7 fiat Street Devon Ave Indiana, 18th, Wabash, Sub- „ „ „ way, N. Clark, Evanston .. aU 198 15 13 t Slat Street Howard Ave Indiana, 18th, Wabash, Sub- way, N. Clark 3L8 ZIB 15 15 9 79th Street & Halsted Devon Ave 79th,Vincennes,State,Subway N. Clark, Evanston 363 2S8 15 17 10 79th and Halsted Howard A 79th, Vincennes, State, Sub- way, N. Clark 39.6 270 15 18 11 6ad and St 5 40 14 iad and Stony laUad Lawrence A. 63fd, State, 18th, Clark, Sub- 15 A«l„r« W«. 480. «T.MU,«I« 37J » U H Ave Wells & Clark St Archer, Clark, Subway, Wells 23jO 1<5 15 11 16 Wentworth and Vin-N. Clark & Diversey Wentworth, Clark, Subway, cennes N.Clark JfjO 166 15 11 17 26th St. A W. 46th Av. Wells & N. Clark a6th St., Blue Island A.. Hal- sted, Van Buren, Subway, Wells 19.1 120 15 t 18 W. 40th Ave.A Ogden North Ave., N. Clark Ogden, Madison, Subway, N. Ave Clark 15.4 166 15 U 19 79th Street Evanston A Halsted 27.5 190 9 491k Street M.aafk Ashland, 12th, Paulina, Lakeu 5 a| Ashland, Clybourn and Soutliport 27.0 190 10 19 21 Bine Island Ave Rose Hill Cemetery... Robey Street 19.5 140 10 14 n 71st Street. Belmont A Western Avenue 24.0 170 10 17 9 iM Street Belmont A Kedzie A., Clilcafo iu, Cali- ^ . forniaA.... 23.0 150 15 10 24 Western A. Cottage G. A 68th St. .69th Street 8.2 57 3 19 25 Central A. Stony Island Ave..... 63rd Street ttJS 126 M 7 M IieaTittSt. Jeitaraon A. St Mid- „ VL- S9thand6l8t 9.8 70 10 7 27 Wood St Washington P 51st Street 5.5 40 10 4 28 Kedzie Ave I. C. R. R 47th Street 11.6 80 5 16 29 Stock Yards I. C. R. R Root and 43rd 5A 404 %4 18 30 Stock Tarda Cottage 6. A. Root, Halatod, 3Mk 4J 3i 4 9 APPENDIX 25? APPENDIX C Continued. FROM TO VIA nil It V n 31a 38th & Central Park ACottafre G 38th, Archer A 31b 35th & California Av. Cottage G 35th Street 32 33 34 35 36 & 35th Sts.. . 8.6 10.9 Pitney Ct I. C. R. R 31st Street 5.5 Halsted Cottage G 26th Street 3.0 Blue Island Ave. State St Leavitt & 18th 7.0 Robey St 12th and Wabash 14th, Canal A 12th 5.66 48th Ave Michig-an Ave. and 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 S2 53 56 57 58 Monroe Loop 1, 12th Street 14.16 Kedzie Wabash and Monroe Loop 2, Harrison Street 9.0 Kedzie State and Monroe — Loop 3, Van Buren 83 2l8t and DoufTlas P.Dearborn and Monroe2lst, Center ave, Adams Blvd street. Loop No. 4 10.8 Clybourn PI. A Ash-Dearborn and MonroeAshiand ave., Erie, Center, land Austin, San^mon, Adams, Loop No. 4 9.6 W. 6Jth Ave State and Monroe. ...Madison street, Loop No. 7... 15.16 W. 60th Ave Michigan & Monroe. Lake street, Loop No. 5 16.1 40th Ave & N. Ave. ..State street Grand ave.. Loop No. 11 12.8 40th Ave N. Clark street. ....... Chicag-o ave 9.7 California N. State street Division street 7.0 46th Ave N. Clark street ..North ave 11.2 Ashland Ave Stony Island ave 63rd street 8.2 Ashland A 63rd St. ...Monroe & Dearborn .63d, Wentworth, 22nd, Clark, Subway Loop 10 17.4 39th St Wabash and Monroe . Indiana, 18th, Wabash and Subway Loop 8 8.0 Belmont A. A Mil-Dearborn A Monroe.. Belmont ave., Lincoln ave., waukee Sedgwick, Orleans, Indi- ana, Subway Loop 13 16.0 Lincoln Ave. & Fos-Dearborn & Monroe.. Lincoln, Sedg^wick, Orleans, ter Ave. Indiana, Subway Loop 13 16.0 Fnllerton A Mil-Dnrbom A Monroe.. Fnllertou, Lincoln, Larrabee, waukee Chicago, Orleans, Indiana, Subway Loop 13 13.2 3Sth A Cottase Grove. Dearborn A Monroe..3Sth, Wentworth, 22nd, Clark, Loop 10 9.3 Center, 47th, Halsted, Archer, Clark, Subway Loop No. 10. 15.8 Bluelsland A 36tltSt.Clark and Adams.. ...Blue Island, Halsted, Van Buren, Loop 15 8.2 North Ave. and Mil- Wabash and Monroe North ave., N. Clark, Indi- waukee ana. Subway Loop No. 11 . . 9.4 Division & MilwaukeeState and Monroe Division, Wells, Indiana, Subway Loop No. 12 7.1 Armita^e A 44th ave. Clark and Monroe. 54 Center Ave. A 63rd St.Monroe A Dearborn 55 Armitag-e, Milwaukee, Des- plaines, Washington, Sub- way Loop 14 14.3 59 North ave. A 46tla st..Clark and Monroe.... North ave., Milwaukee, Des- plaines, Washingrton, Sub- way Loop 14 13.4 60 XHviskm A CaliforniaClark and Monroe.. ..Division, Milwaukee, Des- plaines. Washing-ton, Sub- way Loop 14 8.6 61 California A Belmont Clark and Monroe... California, Chicagro, Milwau- kee, Desplaines, Washing- ton, Subway Loop No. 14. . . 14. 62 40th and North Ave. ..Michig-an and Monroe 40tli, Grand ave., Halsted, Lake, Surface Loop No. 5. . 12.88 63 Evanston ave. a n dVan Buren A Halsted. Halsted 10.0 Halsted 64 Offden ave. and 40thWaba8h and Monroe.OG[den, Randolph, Surface ave. Loop 6 12.1 66 2Miiaad W.40tk ave. Clark and Adaaw... 26th, Blue Island, Halsted, Van Buren, Subway Loop No. 15 12.48 38th and Central Pk. Clark and Adams 38th, Archer, Halsted, Van 66 67 ave Archer and WesternClark and Adams. . . ave Asfcland and 69th ....Clark and Adams. . 69 Center and 75th st. ...Clark and Adams Buren, Subway Loop No. 15 lAM . Archer, Halsted, Van Buren, Subway Loop No. 15. 10.8 Ashland, Archer, Halsted, Van Buren, Subway Loop No. 15 184 .Center, 47th, Halsted, Van Bttren,Stt1mayl40opIfo.l5. 19.4 60 5 12 fa e 40 2-2 16 20 5 4 48 6 8 40 10 4 99 1-2 66 65 2-2 26 60 2 30 75 5 15 CO c 9 110 5 22 110 10 11 (in Q 68 5 14 49 6 8 ^fk lO 60 7-2 8 » 2 as 114 6 19 114 6 19 99 6 15 60 5 13 111 3 37 59-5 3-2 17 65 5 13 50 10 5 99 3 X 100 5 20 60 5 n 95 5 w 90 10 9 67-5 7-2 9 75 126 136 15 6 16 6 3 25 inn 3 45 258 THE CHICAGO TRANSPORTATION PROBLEM APPENDIX C—Contumed. 5^ g5 FROM TO VIA ^'2 a a; n 4^ 52:0 1&3 U8^ 24 57 10.8 78.75 IK 45 17.3 120 4 30 U.6 90 1-2 60 11.7 » 4 ao 17^ IS s 25 70 Halsted and 79tli st... Dearborn and MonroeHalsted, Archer, Clark, Snb- way Loop No. 10... 1&3 71 Stock Yards Dearborn and MonroeRoot", Wallace, 29th, Canal, Archer, Clark, Subway Loop No. 10 10.8 72 Wentwortk and Vin-Dcarbom and Monroe Wentworth, 22nd, Clark, Snb- cennes way Loop No. 10. 73 I«oopNo.8 55th St. Wabash, 2lnd and Cottaire Grove 74 51st and South Park Wabash and Monroe .51st, Indiana, 18th, Wabash, ave Subway Loop No. 8 11.7 75 71st and Cottage Gr. . . Wabash and Monroe .Cottage Grove, 22nd, Wabash, Snbway Loop No. 8 76 57th and I«ake Wabash and Monroe .Lake, 55th, Cottage Grove, 2tad, Wabask, Snbway Loop No. 8 14.8 110 23i 48 77 Jefferson ave. and «8t, State, Snbway Loop Midway State and Mon roe ... . No. 9 17.5 120 10 12 78 59th and Leavitt Dearborn and Monroe59th, Wentworth, 22nd, Clark, Subway Loop No. 10........ 1&2 130 10 13 79 47th and I. C. R. R. ..State and Monroe 47th, State, Subway Loop ^ - ^ No. 9 13.6 «§ 5 10 80 47th and Western avcDearbom and Monroe47th, Wentworth, 22nd, Clark, . _ . Subway Loop No. 10 17.6 > 125 5 81 3Stfc and California. ..Dearborn and ]fonroe35th, Wentworth, 22nd, Clark, Subway Loop No. 10 13.6 82 Southport ave-and N.Dearbom and MonrocSouthport, Clybourn, Divis- Clark ion, Orleans, Indiana, Sub- way Loop No. 13 12i4 83 Clybourn PI. and Ash-WabMk A Monroe . . Ashland, Lake, St. Johns PI., land Randolph, Snrfeice Loop No. 6 9.6 84 Ashland and 22d st.. . . State and Monroe .... A.shland, 12th, Paulina, Mad- ison, Surface Loop No. 7. . . 8.7 85 Robey and North aTe.State and Monroe.. . . . Robey and Madison, Surface Loop No. 7 9.2 86 Robey & Blue IslandState and Monroe..... Robey, Madison, Surface ave Loop No. 7 9.7 87 Western and Milwan-State and Monroe... ..Western, Madison, Surface keeave Loop No. 7 11.0 88 '26111 and Western State and Monroe..... Western, Madison, Snrface Loop No. 7 11.0 89 ClybovmA BelnMittt..Dearbom and MonroeClybonm, Division, Wells, Indiana, Snbway Loop No. 13 7.66 90 Tavlor and Western .. Surface Loop No. 2. ..Canal and Harrison 7.66 91a Colorado and W. 40th .State and Monroe Colorado, Madison, Loop No. 7 10.33 91b Western and RoscoeAshland and IrvingRoscoe,N. Robey, Belmont «fe Blvd Park Ashland ave 4.5 92 Kedzie and Og^den aveState and Monroe..... Kedzie, Madison, Loop No. 7 11.33 93 Kedzie and Chicag^oState and Monroe Kedzie, Madison, Loop No. 7 iai6 ave 94 Diversey and Clark. ..39th & Cottaye GroveN. Clark, Subway A, Wabash ave., 22nd, Cottag-e Grove.. 16.5 93 Diversey and Clark. .39th and SUte N. Clark, Subway B, State . . . 15.7 Tin foreg-oing- routing has been prepared with the idea of serving all the streets at present served and under the same headway, in order to show that a unified system conld be operated with no more Cars than are being- furnished under the present operation. Owing to the increase in speed obtained by the abandonment of the Cable and the greater facility in the movement of Cars oper- ated as through routes, with 200 cars less in use, a service is yet maintained equal to the present. It can be seen that the addition of these 2U0 cars to the above headways would give an increased service over that given at the present time without increasing the expense of operating. The nearrattirement of terminal facilities as recommended will provide room for the iacx«ase of cars ~ at fweaent and for future denuuids. 95 5 19 80 10 8 70 10 7 60 10 6 60 10 6 70 10 7 80 10 8 80 10 8 55 5 11 15 5 If 70 5 14 30 5 6 60 5 16 70 5 14 117 1-2 78 111 1-2 74 1 .APPENDIX 259 APPENDIX D. Recommended Routes in Business District for the Operation of Cars Under Divisional Ownership, .with Joint Use of Tracks, as Shown on Map No. 3. Lines entering from the West Division slu>wn in green. Lines entering from North Division shown in yellow. Lines entering from the South Division shown in brown. Where tracks are used jointly the colors in the broken lines indicate the lines from each division which operate over the tracks. The tracks necessary ^ ^ to add, to form the local distributing system, are shown in red, which distributing ^ ^ system is fully described in Part 5. ENTRANCE OF WEST DIVISION LINES. LINES ENTERING OVER LAKE STREET BRIDGE— East on Lake Street to Franklin ; East on Randolph to State Street ; South on State to Madison; West on Madison to Fifth Avenue; North on Fifth Avenue to Randolph; West on Randolph to Franklin; North on Franklin to Lake, thence West on Lake to point of entrance. LINES ENTERING OVER RANDOLPH STREET BRIDGE— Cars entering over Randolph Street bridge traverse the same loop. LINES ENTERING OVER MADISON STREET BRIDGE— East on Madison Street to State Street; South on State to Monroe; West on Monroe to Fifth Avenue; North on Fifth Avenue to Madison Street, thence West to point of entrance. LINES ENTERING OVER ADAMS STREET BRIDGE— East on Adams Street to Fifth Avenue; North on Fifth Avenue to Monroe; East on Monroe to State Street; South on State to Adams; West on Adams to point of entrance. LINES ENTERING OVER VAN BUREN STREET BRIDGE— East on Van Buren to Fifth Avenue; North on Fifth Avenue to Adams; East on Adams to State; South on State to Van Buren; thence West to point of entrance. LINES ENTERING OVER HARRISON STREET BRIDGE— East on Harrison to Clark; North on Qark to Van Buren; East on Van Buren to State; South on State to Harrison, thence West on Harrison to point of entrance. LINES ENTERING OVER 12TH STREET BRIDGE— East on Twelfth Street to Fifth Avenue; North on Fifth Avenue to Harrison; East on Harrison to Clark; North on Qark to Van Buren; East on Van Buren to State ; South on State to Harrison ; thence West on Harrison to Fifth Avenue ; South on Fifth Avenue to Twelfth Street, thence West on Twelfth Street to point of entrance. By this routing one side of each West Division Loop reaches State Street. 260 THE CHICAGO TRANSPORTATION PROBLEM ENTRANCE OF NORTH DIVISION UNES. LINES ENTERING OVER STATE STREET BRIDGE- South cm State Street to Harrison; East on Harrison to Wabash Avenue; North on Wabash Avenue to Lake; West on Lake to State; thence North on State to point of entrance. LINES ENTERING OVER DEARBORN STREET BRIDGE— Sooth on Deaibom Street to Harrison; East on Harriscm to State; North on State Street to Lake; West on Lake to Dearborn; North on DeartKMrn to point of entrance. UNES ENTERING OVER CLARK STREET BRIDGE— South on Qark to Harrison; East fm Harrison to Dearborn Street; North on Dearborn Street to Lake; West on Lake to Clark; North oo Chirk to point of eittrance. LINES ENTERING OVER WELLS STREET BRIDGE— South on Wells to Lake; East on Lake to Dark; South on Clark to Harrison; East on Harrison to Dearborn; North on Dearborn to Lake; West on Lake to Wells, thence North on Wells to point of beginning. By this routing all lines on two loops reach State Street and as far South as Harrison Street and on one loop reach as far East as Dearborn Street and as far South as Harrison Street. ENTRANCE OF SOUTH DIVISION LINES. WABASH AVENUE UNE- North on Wabash Avenue to Harrison Street; West on Harrison to State; North on State to Lake; East on Lake Street to Wabash Avenue; South on Wabash Avenue to point of entrance. STATE STREET UNE— North on State Street to Randolph; West on Randolph to Deaibom; South on Dearborn to Harrison; East on Harrison to State; thence South oo State to point of entrance. LINES ENTERING ON CLARK STREET— Nttage Grove Ave. cars issue transfers, for cash fares' or trans- fers, to west bound 69th St cars, 39th St cars, 35th St cars and a6th St cars, to east or west bound 63d St cars, 61 st St cars, 47th St cars, 43d St. cars and 31st St cars, and east bound 55th St cars ; also from north bound 55th St Cottage Grove Ave. cars transfers are issued to south bound 71st St Cottage Grove Ave. cars. NO. I B. North bound Cottage Grove Ave. cars receive transfers from east bound 69th St. cars, 39th St. cars, 35th St. cars and 26th St cars, from east or west bound 63d St. cars, 61 st St cars, 47th St. cars, 43d St cars and 31st St cars, and from north bound South Chicago Ave. cars. SPECIAL. Passengers paying fare either in cash or transfer slips on the ''short" line cars will be transferred to the "continuation" or "through" cars of the same line at 39th St from the 39th St Cottage Grove Ave. cars to the 71st St or ssth St. Cottage Grove Ave. cars, and at ssth St from the ssth St. Cottage Grove Ave. cars to the 71st St Cottage Grove Ave. cars. Transfers from the. through cars may be issued on "cash" transfers, received from short trip cars of same line, the same as for cash fares. Passengers may be transferred to the Cottage Grove Ave; line, via the 63d St line, on transfers from north bound cars of the Halsted, Wentworth and State St. lines, and vice versa. Transfers may be issued from the 31st St. cars to Cottage Grove Ave. cars on "cash" transfers, from tM bound Archer Ave. cars, the same as for cash fares. 263 THE CHICAGO TRANSPORTATION PROBLEM TKANSVn POINTS OF INDIANA AVINUt UMBS. NO. I A. South bound Indiana Ave. cars issue transfers for cash fares or transfers to cast or west bound 26th St. cars, 31st St. cars, 35th St. cars, 39th St. cars, 43d St. cars, 47th St. cars, 51st St. cars, and at i8th and Wabash Ave. to south bound Cottage Grove Ave. cars. NO. I B. South bound Indiana Ave. cars receive transfers from east or west botmd 26th St. cars, 31st St. cars, 35th St. cars, and at i8th St. and Wabash Ave from south bound Cottage Grove Ave. cars. NO. I A. North bound Indiana Ave. cars issue transfers, for cash fares or transfers, to east or west bound 47th St. cars, 43d St. cars, 39th St. cars, 35th St. cars, 31st St. cars, 26th St cars, and at i8th St and Wabash to north bound Cottage Grove Ave. cars. NO. I B. North bound Indiana Ave. carjs receive transfers from east or west bound 51st St. cars, 47th St cars, 43d St cars, 39th St cars, 35th St cars, 31st St. cars and 26th St cars. SPECIAL. Passei^rs paying fare, either in cash or transfer slips, on the 39th St. Indiana Ave. cars, will be transferred to the "continuation" or "through" cars of the same line at 39th St to the 51st St. Indiana Ave. cars. Transfers from the through cars may be issued on "cash" transfers, received from short trip cars of same line, the same as for cash fares. Transfers may be issued from the 31st St. cars to Indiana Ave. cars on "cash" transfers, from east bound Archer Ave. cars, the same as for cash fares. TRANSFER FOINTS OF THE STATE STREET LINES. NO I A. South bound State St. cars issue transfers, for cash fares or transfers, to east or west bound 26th St. cars, 31st St. cars, 35th St. cars, 39th St. cars, Root and 43d St cars, 47th St cars, 51st St. cars, 59th and 6ist St cars and 63d St cars and to south bound State and Vincennes Ave. cars, and at 19th St to west bound Archer Ave. cars. NO. I B. South bound State St. cars receive transfers from east or west bound 26th St cars, 31st St. cars, 35th St. cars, 39th St cars, 47th St. cars, 51st St cars. Root and 43d St. cars, 59th and 61 st St. cars. NO I A. North bound State St. cars issue traasfers, for cash fares or transfers, to east or west bound 59th and 61 st St. cars^ 51st St cars, 47th St. cars, 39th St cars, 35th St cars, 31st St cars and 26th St. cars, and Root and 43d St cars. NO. I B. North bound State St cars receive transfers from east or west bound 63d St cars, 59th and 6ist St cars, 51st St cars, 47th St cars, 39th St. cars, 35tfa St cars, 31st St cars, 26th St cars, and Root and 43d St. cars, and from north bound State and Vtnccmies Ave. cara at 63d St APPENDIX 3 m SPECIAL. Passengers paying fare either in cash or transfer slips on the 39th St. State St cars will be transferred to the 63d St State St cars at 39th St. and transfers will be issued from the "through" 63d St cars on the "cash" transfers received from the short trip 3S>th St cars, the same as for cash fares. Transfers may be issued from the 31st St cars to the State St cars on "cash" transfers, from east bound Archer Ave. cars, the same as for cash fares. Passengers may be transferred to the State St cars via 63d St. cars on transfers from north bound Halsted St or Wcntworth Ave* cars and vice versa. TRANSFER POINTS OF THE WENTWORTH AVE. LINES. NO I A. South bound Wentworth Ave. cars issue transfers, for cash fares or transfers, to west bound Archer or Ashland Ave. cars at Clark St., to east or west bound 26th St cars. 31st St. cars. 36th St. cars. 39th St. cars, Root and 43d St cars, 47th St cars 51st St. cars and 61 st St. cars. 63d St. cars and 69th St cars; and to north bound Halsted St. cars at 79tli St. for cash fares only, collected south ^M^^ and south on Vincennes Ave. at 77th St. ^^^^^H NO. I B. South bound Wentworth Ave. cars receive transfers from east or west bound a6th St cars, 31st St cars, 35th St cars, 39th St. cars, Root and 43d St. cars, 47th St cars, 51st St. cars, 59th St. and 6ist St. Cars, 63d St. cars and 69th St. cars; and from south bound State and Vincennes Ave. cars at 73d St. NO I A. North bound Wentworth Ave. cars issue transfers, for cash fares or transfers, to east or west bound 69th St. cars. 63d St cars, 59th and 6ist St cars, 51st St cars, 47th St. cars, Root ami 43d St. cars, 39th St. cars, 35th St cars, 31st St cars, 26th St. cars, and to north bound State and Vincennes cars at 73d St and north on Vin- cennes Ave. at 77th St. NO. I B. North bound Wentworth Ave. cars receive transfers from east or west bound 69th St. cars. 63d St. cars, 59th and 61 st St. cars, 51st St. cars, 47th St. cars, 43d St cars, 39th St. cars, 35th St. cars, 31st St. cars, 26th St. cars, and from south bound Halsted St cars at 79th St for cash fares collected south of 69th St. SPECIAL. Passengers paying fare either in cash or transfer slips on 69th St. Wentworth Ave. cars will be transferred to 79th St Wentworth Ave. cars at 69th St and trans- fers issued from through 79th St. cars, the same as for cash fares. Transfers from 31st St. cars may be issued to Wentworth Ave. cars on "cash" transfers from east bound Archer Ave. cars, the same as for cash fares. Passengers may be transferred to the State or Cottage Grove line via 63d St cars, on transfers from north bound Wentworth Ave. cars and vice versa. TRANSFER POINTS OF THE HALSTED STREET LINES. NO. I A. South bound 69th and Halsted St. cars issue transfers, for cash fares or trans- fers, to east or west bound 31st St. cars, 35th St. cars, 39th St. cars. 47th St. cars. 5 1st St cars, 59th and 61 st St. cars, 63d St. cars and 69th St cars, and to east bound 264 THE CHICAGO TRANSPORTATION PROBLEM 26th St. cars, Root and 43d St cars, and to west botmd Archer Ave. cars at Hal- sted and to Ashland Ave. and Archer Ave. cars at Qark St NO. I B. South bound 69th and Halsted St cars receive transfers from east or west bound 31st St cars, 35th St cars, 39th St cars, 47th St cars, 51st St cars, sgth and 6ist St cars, 63d St. cars, and from west bound 26th St cars. Root and 43d St cars, and from Ashland Ave. and Archer Ave. cars south bound at Clark St NO. I A. North bound 69th and Halsted St cars issue transfers, for cash fares or trans- fers, to east or west bound 63d St cars, 59th St and 6ist St cars, sist St cars, 47th St cars, Root and 43d St cars, xith St cars, 3Sth St. cars, 31st St. cars, and to east bound fl6th St cars and to west bound Archer Ave. cars at Halsted. NO. I B. North bound 69th and Halsted St. cars receive transfers from east or west bound 63d St cars, 69th St cars, 59th St and 6ist St cars, 51st St. cars, 47th St. ctrs. Root and 43d St cars, 39th St cars, 35th St cars, 31st St cars, and from west bound 26th St cars. NO 2 A. " South bound O'Neil and Halsted St cars issue transfers, for cash fares or transfers, to east or west bound 31st St cars, 35th St. cars, 39th St. cars, Root and 43d St cars, 47th St cars, 51st St. cars, 59th and 6ist St. cars, 63d St. cars, 69th St cars, and to east bound 26th St. cars and to west bound Archer Ave. cars at Halsted, and to north bound Wentworth Ave. cars at 79th St for cash fares only, collected south of 69th St NO. 2 B. South bound O'Neil and Halsted St cars receive transfers from east or west bound 31st St. cars, 35th St. cars, 39th St. cars, Root and 43d St cars, 47th St cars, 51st St. cars, 59th St. and 6ist St. cars, 63 d St. cars, 69th St cars, and west bound 26th St. cars, and from Archer Ave. cars at Halsted St and from west side lines of the Chicago Union Traction Company at O'Neil St See special transfer. NO 2 A. North bound O'Neil and Halsted St. cars issue transfers, for cash fares or transfers, to east or west bound 69th St. cars, 63d St. cars, 59th and 6ist St cars, 51st St. cars, 47th St. cars. Root and 43d St. cars, 39th St cars, 35th St cars, 31st St. cars, and to east bound 26th St. cars and to west bound Archer Avenue cars at Halsted St., and to West Side lines of Chicago Union Traction Company at O'Neil and Halsted St. for cash fares only. See special transfer, NO. 2 B. North bound O'Neil and Halsted St cars receive transfers from east or west bound 69th St. cars, 63d St. cars, 59th and 61 st St cars, Sist St cars, 47th St cars. Root and 43d St. cars, 39th St. cars, 35th St cars, 31st St cars, and west bound 26th St. cars, and at 79th St. from Wentworth Ave. cars, and from Archer Ave. and Ashland Ave. cars at Halsted St. APPENDIX 265 SPECIAL. Passengers paying fare, either in cash or transfer slips, on the 69th and Halsted St. cars, will be transferred to the through 79th O'Neil St Halsted St cars at 69th and transfers issued the same as for cash fares. Passengers may be transferred to the State or Cottage Grove line via 63d St line, on transfers from north bound cars of the Halsted St lines and vice versa. "Special" transfers to the "West Side" Halsted St line of the Chicago Union Traction Company will be issued for cash farts only. Transfers will not be issued on "special" transfers received from the "Wert Sjde" Halsted St. line. Transfers "east on Archer at Halsted" will be isued only from north bound O'Neil St cars. "Special" transfers from the "West Side" Halsted St. line are confined to the fol- lowing lines: South on Halsted to 79th St., south on Ashland Ave. to 69th St and west on Archer to 48th Ave, and Archer and Central Park Ave. and 38th St No transfers being given at any intersecting point to east or west lines. Cash fares on Ashland Ave. lines, Ardier Ave. lines and Halsted St lines entitle the passenger to a "special" transfer to "West Side" Halsted St lines. Transfers "to Wentworth at 79th St" may be issued only for cash fares collected south of 69th St Passen- gers going north on Halsted St. and transferring at Archer and Halsted St to a south bound Ashland Ave. car, can not transfer to any intersecting east or west line. TIANSFER FOINTS OF THE WALLACE AND CElfTBR AVENUE LINES. NO. I A. South bound Wallace and Center Ave. cars issue transfers, for cash fares or transfers, to west bound Archer or Ashland Ave. cars at Dark St., to east cr west bound 26th St cars, 31st St cars, 35th St cars, 39th St. cars, 43d St. cars, 47th St cars, 51st St cars, 59th St. cars, 63d St cars and 69th St cars, and to Ashland Ave. and Archer Ave. cars at Qark St NO. I B. South bound Wallace and Center Ave. cars receive transfers from east or west bound 26th St cars, 31st St. cars, 35th St cars, 39th St cars, 43d St cars, 47th St. cars, sist St. cars, S9th St. cars, 63d St cars, and 69th St cars, and from Archer and Ashland Ave. cars at Clark St NO. I A. North bound Wallace and Center Ave. cars issue transfers, for cash fares or transfers, to east or west bound 26th St. cars, 31st St. cars, 36th St. cars, 39th St. cars, 43d St cars, 47th St cars, 51st St cars, 59th St cars, 63d St. cars, 69th St. cars. NO. I B. North bound Wallace and Center Ave. cars receive- transfers from east or west bound 26th St cars, 31st St cars, 35th St cars, 39th St cars, 43d St cars, ^rth St. cars, 51st St. cars, 59th St cars, 63d St. cars and 69th St cars. SPECIAL. Passengers paying fare either in cash or transfer slips on the 63d St Wallace and Center Ave. cars may be transferred to the 75th St Wallace and Center Ave. cars at 63d St and transfers issued from the 75th St Tars, the same as foiT cash fari^ m THE CHICAGO TRANSPORTATION PROBLEM TKAirSFBK POINTS OP THE ASHLAND AVENUE LINES. NO. I A. Except for Halstcd St. transfers and "special" transfers from West Side south bound Ashland Ave. cars issue transfers for cash fares, or transfers, to east or west bound 35th St. cars, 47th St. cars, 51st St. cars, 59th St. cars. 63d St. cars, 69th St. cars, and east at Pitney court or Halsted St. to 31st and 26th St. cars and south on State St. at 19th St., and to west bound Archer Ave. cars at Ashland Ave. and east of 26th St. at Halsted and south on Throop St. at Archer Ave. in exchange for "cash" transfers only. See special transfer. NO. I B. South bound Ashland Ave. cars receive transfers from east or west bound 35th St. cars, 47th St. cars, 51st St. cars, 59th St. cars. 63d St. cars, and at Clark St. from Oark St. cars, and from Archer Ave. and Halsted St. cars at Archer avenue. NO. I A. North bound Ashland Ave. cars issue transfers, for cash fares or transfers, to east or west bound 63d St. cars, 59^h St. cars, $ist St. cars, 47th St. cars, 35^h St. cars, and to west bound Archer Ave. cars at Ashland Ave., and north on Clark St. at Archer Ave., and to east bound 26th St. cars at Halsted St., and south bound I hroop St cars at Archer in exchange for "cash" transfers only. See special transfer. NO. I B. North bound Ashland Ave. cars receive transfers from east or west bound 69th St xars, 63d St cars, sgth St cars, 51st St. cars, 47th St cars, and 3Sth St cars. SPECIAL. Transfers will not be issued on "special" transfers received from the "West Side" Halsted St. line. "Special" transfers to the "West Side" Halsted St. line will be issued for cash fares only. Transfers will not be issued on transfers received from the Halsted St. Hue. Transfers "south on Halsted St. at Archer" will be issued only for cash fares. Passengers may be transferred to the Western. Kedzie or Archer Limits lines, via the Archer Ave. line on "cash" transfers from the Ash- land Ave. line or vice versa. Passengers from the short lines will be transferred to the through lines of same route and transfers again issued, the same as for cash fares. TRANSFER POINTS OF THE WESTERN AND KEDZIE AVENUE LINES. NO. I A. * South bound Western Ave. cars issue transfers, for cash fares or transfers to east or west bound 47th St cars, St cars, and east botrnd 6gtfa St. cars, and 59th St cars at Leavitt St NO. I B. South bound Western Ave. cars receive transfers from east or west bound Archer Ave. cars, 47th St. cars, 63d St cars, and west bound 69th St cars. NO. I A. North bound Western Ave. cars issue transfers, for cash fares or transfers, to east bound 69th St. and 59th St. cars, and to east or west bound 63d St cars, 47th St cars and Archer Ave. cars. APPENDIX 367 Np. I B. North bound Western Ave. cars receive transfers from west bound 69th and 59th St cars, and east or west bound 63d St. cars and 47th St cars. NO 2 A. South bound Kedzie Ave. cars issue trasfers, for cash fares or transfers, to east bound 47th St and to east or west bound 63d St cars. NO. 2 B. South bound Kedzie Ave. cars receive transfers from 47th St and 63d St cars. NO 2 A. North bound Kedzie Ave. cars issue transfers to 47th St cars and Archer Ave. cars. NO. 2 B. North bound Kedzie Ave. cars receive transfers from 63d and 47th St cars. SPECIAL. Passengers may be transferred to the Western. Kedzie or Archer Limits line, via the Archer Ave. line, on "cash" transfers from the Ashland, 26th, 31st or 35th St lines, and vice versa. POINTS OF TRANSFER OF ARCHER AVENUE UNES. NO. I A. Southwest bound Archer Ave. cars issue transfers, for cash fares or transfers, to east bound 26th St. and 31st St. cars at Halsted St and Pitney court, and south bound Throop St cars, Ashland Ave. cars. Western Ave. cars and north and south bound Kedzie Ave. cars and west bound 38th St cars at Campbell Ave., and east or west bound 35th St cars, and to north or south bound Halsted St cars for cash cmly. For transfers to West Side lines on Halsted see special transfer. NO. I B. Southwest bound Archer Ave. cars receive transfers from west bound 26th and 31st St cars and north or south bound Halsted St. cars and Kedzie Ave. cars, and from north bound Throop St. cars, Ashland Ave. cars and Western Ave. cars, and from east or west bound 3Sth St. cars, and east bound 38th St cars, and from Clark St cars at Clark St NO. I A. Northeast bound Archer Ave. cars issue transfers, for cash fares only, to north or south bound Kedzie Ave. cars ; for cash fares or transfers to 38lh St. cars west bound, Western Ave. cars south bound, east or west bound 35th St. cars, south bound Throop St. cars, and east bound 31st St cars, 26th St. cars, and for cash only to south bound Halsted St cars. NO. I B. Northeast bound Archer Ave. cars receive transfers from north or south bound Kedzie Ave cars, north bound Western Ave. cars, east bound 38th St cars, east or west bound 3Sth St cars, west bound 31st St cars and 26th St cars. SPECIAL. Privilege is given passenger of transferring from 47th St west on Archer. Transfers will not be issued on "special'' transfers received from the "West Side" 368 THE CHICAGO TRANSPORTATION PROBLEM Halsted St line. "Spedal" tnmsfers to the '^est Side" Halsted line will be issued for cash fares. Transfers will not be issued on transfers received from the Halsted St line. Transfers "south on Halsted at Archer" will be issued only for cash fares. Passengers may be transferred to the Ardier Ave. line on "cash" transfers fnnn the Ashland, 26th, 31st or 35th St. lines, and^ vice versa. Transfers may be issued from the 31st St. line on "cash" transfers from east bound Archer Ave, cars, the same as for cash fares. Passengers may receive transfers from the 38th St Archer line to the Archer Limits line, and the same be counted as cash fores. TIANSFEK FOnfTS €Sf THE 6gTH AKD SOUTH CHICAGO AVENUS UNES. NO. I A. East bound 69th St cars issue transfers for cash fares only to north bound Ashland Ave. cars, to north or south bound Wallace and Center Ave. cars, Halsted St cars, Wentworth Ave. cars, State and Vincennes Ave. cars and Cottage Grove Ave. cars and to east bound South Chicago Ave. cars. See special transfer; NO. I B. East bound 69th St cars receive transfers from north or south bound Western Ave. cars, south bound Ashland Ave. cars, north or south bound Wallace and Center Ave. cars, Halsted St cars, Wentworth Ave. cars, State and Vincennes Ave. cars and Cottage Grove Ave. cars. NO. I A. West bound 69th St cars issue transfers for cash fares only to north or south bound State and \nncennes Ave. cars, Wentworth Ave. cars, Halsted St cars, Wallace and Center Ave. cars and Western Ave. cars, and to north bound Ashland Ave cars. See special transfer. NO. I B. West bound 69th St. cars receive transfers from north or south bound Cottage Grove Ave. cars, State and Vincennes cars, Wentworth Ave. cars, Halsted St. cars, Wallace and Center Ave. cars, and from south bound Ashland Ave. cars, and from west bound South Chicago Ave. cars at Cottage Grove Ave. NO. 2 A and B. South Chicago Ave. cars issue and receive transfers at Cottage Grove Ave. from Cottage Grove Ave. cars, and issue and receive transfers from 69th St cars via Cottage Grove Ave. line. See special transfer. SPECIAL. Passengers paying cash fares on north bound South Chicago Ave. cars are en- titled to a transfer west on 69th St. via Cottage Grove Ave. cars, and to a second t»-ansfer north or south at the following intersecting north and south lines : Sate and Vincennes Ave., Wentworth Ave., Halsted St., Wallace and Center St., Ashland Ave. and Western Ave., and vice versa. Passengers holding "special" transfers from the West Side lines of the Chicago Union Traction Company to the Halsted St are not entitled to further transfer. TRANSFER POINTS OF THE STATE AND VINCENNES LINES. NO. I A. State and Vincennes cars issue transfers, for cash fares or transfers, to 69th, 63d, 6ist and 59th St cars in all directions, and north on State St at 63d or south on Vincennes at 73d St APPENDIX 269 NO. I B. North and south bound State and Vincennes cars receive transfers from 69th and 63d St cars east or west bound, and when north bound from north bound Wentworth Ave. cars at 73d St, and when south bound irom State St cars at 63d St SPECIAL. Passengers may be transferred to the Cottage Grove Ave. line via 63d St from north bound State and Vincennes cars and vice versa. TVANSFER POINTS OF THE THSOOP AND lf<»GAN STSEET LINE. NO. I A. South bound Throop and Morgan St. cars issue transfers, for cash fares or transfers, to east or west bound 31st St. cars and 35th St. cars. NO. I B. South bound Throop and Morgan St cars receive transfers from north and east or south and west bound Archer Ave. cars and from east or west bound 31st St cars uid .3Sth St cars. NO. I A. North bound Throop and Morgan St cars issue transfers, for cash fares or transfers, to east or west bound 35th and 31st St cars, and to south or west bound Archer Ave. cars at Pitney court. NO. I B. North bound Throop and Morgan St cars receive transfers from east or west bound 35th and 31st St. cars. TRANSrZE POINTS OF THE 63D STKEBT UNI. NO. I A. East bound Ashland Ave. 63d St cars issue transfers, for cash fares only, to north and south bound Centier Ave., Halsted St., Wentworth Ave., State St. and Cottage Grove Ave. cars. See special transfer. NO. I B. East bound Ashland Ave. 63d St. cars receive transfers from north or south bound Ashland Ave., Center Ave., Halsted St., Wentworth Ave., State St. and Cot- tage Grove Ave. cars. See special transfer. NO. I A. West bound Ashland Ave. 63d St. cars issue transfers, for cash fares only, to north or south bound Cottage Grove Ave., State St., Wentworth Ave., Halsted St, Center Ave. and Ashland Ave. carsi See special transfer. NO. I B. West bound Ashland Ave. 63d St. cars receive transfers from north or south bound Cottage Grove Ave., State St., Wentworth Ave., Halsted St and Center Ave. cars. See special transfer. NO 2 A. East bound Central Ave. 63d St. cars issue transfers, for cash only, to north bound Kedzie Ave. cars and to north or south bound Western Ave. and Ashland Ave. cars. For transfers to Stony Island 63d St cars see special transfer. 270 THE CHICAGO TRANSPORTATION PROBLEM NO. 2 B. East bound Coitral Ave. 63d St. cars receive transfers from south bound Kedzie Ave. cars and north or south bound Western Ave. cars. NO a A. West bound Central Ave. 63d St cars issue transfers, for cash fares only, to north or south bound Western Ave. and north bound Kedzie Ave. cars. NO. 2 B. West bound Central Ave. 63d St. cars receive transfers from north or south bound Ashland Ave. cars. Western Ave. cars and south bound Kedzie Ave. cars and at Ashland Ave. from Stony Island 63d St. cars. See special transfer. SPECIAL. Passengers may be transferred to the State or Cottage Grove Ave. line, via the 63d St. line, on transfers from north bound cars of the Halsted, Wentworth and State St. lines, and vice versa. Passengers paying fare either in cash or transfer slips on the Ashland Ave. 63d St. cars will be transferred to the Central Ave. 63d St. cars at Ashland Ave., and transfers issued from the through cars on "cash" transfers from the Stony Island 63d St. cars, the same as for cash fares. TKANSFER POINTS OF THE 39TH, 47TH, 5 1 ST, 59TH AND 6IST LINES. East or west bound 39th, 47th, 51st, 59th and 61 st St. cars issue transfers, for cash fares only, and receive transfers from north or south bound cars on any inter- secting north and south line; also the 47th St. cars west bound will issue transfers west on Archer Limits line at 47th or Kedzie Ave., and vice versa. Transfers will be issued east or west on 43d. 47th or 51st St. lines from Halsted or Indiana, or north on Halsted or Indiana at Root or 39th, or south on Halsted at 47th or 51st St, in exchange for cash or transfer. TRANSFER POINTS OF THE 26tH, 3IST, AND 35TH STREET LINES. East or west bound 26th, 31st and 35th St. cars issue transfers for cash fares only, and receive transfers from north or south bound cars on any intersecting north and south line, or east or west bound cars on Archer Ave. at Halsted, Pitney and 35th Sts. Transfers may be issued from the 31st St. line on "cash" transfers from east bound Archer Ave. cars, the same as for cash fares. Transfers "west on Archer at Pitney*' may be issued on transfers, by conductors of the 31st St. cars going west. Transfers from the 26th St. line are receivable on the Archer or Ashland Ave. cars at Halsted, and transfers from the Archer or Ashland Ave. cars are receivable on the a6th St. cars at Halsted and 26th Sts. Passengers may be transferred to the Western, Kedzie or Archer Limits line, via Archer Ave. line, on "cash " transfers fnMB the Ashland, 26th, 31st or 35th St line, and vice versa. f APPENDIX 271 APPENDIX F. Sohedale Showing Points at wMoh Transfers are Issued and Received by the Chicago Union Traction Go. TRANSFER lOINTS ON LINES TERMINATING AT BELLE PLAINE STATION. NO. I A. South Bound Lincoln Ave. Electric cars issue transfers to south hound South- port Ave. cars and to cable cars at Cable Station. NO. I B. Soutli bound Lincoln Ave. Electric cars receive transfers from south bound Southport Ave. cars. NO. J A. North bound Lincoln Ave. cars issue transfers to north bound Southport Ave. cars. NO. I B. North bound Lincoln Ave. cars receive transfers from Cable cars at Cable sta- tion and from north bound Southport Ave. cars. No. 2 B. South bound Sharpshooters Park cars issue transfers to Cable cars at Cable station. South bound Sharpshooters Park cars receive transfers from southbound Southport Ave. cars. North bound Sharpshooters Park cars issue transfers to north bound Southport Ave. cars. North bound Sharpshooters Park cars receive transfers from Cable cars at Cable station. No. 3 A. South bound Robey St. cars (C. C. T. Co.) issue transfers to Lincoln Ave. Cable cars at Cable station. South bound Robey St. cars receive transfers from south bound Southport Ave. cars. North bound Robey St. cars issue transfers to north bound Southport Ave. cars. North bound Robey St. cars receive transfers from Cable cars at Cable station. TSASFER POINTS ON UNBS TERMINATING AT BLUE ISLAND AVE. STATION. NO. I A. North bound Blue Island Ave. cars issue transfers to north bound Ashland Ave. cars, to east bound 21st Street cars, to north bound Center Ave. cars. See special transfer. NO. I B. North bound Blue Island Ave. cars receive transfers from east bound 26th St cars, at Leavitt St, at i8th St., from east bound 21st St. cars, i8th St. cars, 14th St cars, I2th St. cars, and Taylor St. cars. Sec special transfer. 272 THE CHICAGO TRANSPORTATION PROBLEM NO. I A. South bound Blue Island Ave. cars issue transfers to west bound Taylor St. cars, 1 2th St. cars, 14th St. cars, i8th St. cars, 21st St cars, and to 26th St. cars, at Lcavitt St See special transfer. NO. I B. South bound Blue Island Ave. cars receive transfers from south bound Center Ave. cars, and from south bound Ashland Ave. cars. N O. 2 A. Canal and 21st St cars issue transfers to north or south bound Western Ave. cars, Ashland Ave. cars, S. Halsted St Cable cars, to north bound Blue Island Ave. cars, Center Ave. cars, west Van Buren St cars receive transfers from south bound Lincdn Ave. cars. NO. 6 A. North bound Fullerton-Van Buren St cars issue transfers to north bound Lincoln Ave. cars. NO. 6 B. North bound Fullerton-Van Buren St cars receive transfers from north bound Dyboum Ave. cars. 276 THE CHICAGO TRANSPORTATION PROBLEM NO. 7 A. South bound Southport Ave. cars issue transfers to south bound Lincoln Ave. cars, and to south bound Oyboum Ave. cars. NO. 7 B. South bound Southport Ave. cars receive transfers fr'<=>f° ^ve «r| Ave. cars. North Ave. cars, Armitage Ave cars, to east bound Harrison St ai^ Van Buren St. cars, Division St cars. FuUerton Ave cars and to east and west bound Desplaines and Qinton cars at North Ave 280 THE CHICAGO TRANSPORTATION PROBLEM , NO. 4 B. North bound Kedzie Ave. cars receive transfers from east or west bound Colorado Ave. cars, Madison St cars, Lake St. cars, Chicago Ave. cars, Grand Ave. cars. North Ave. cars, Armitage Ave. cars. Fullerton Ave. cars. Division St cars. On the Division St. cars and on the Chicago Ave. cars transfers are good on both north and west side lines. Also receive transfers from Harrison St and Van Buren St. cars and from east and west bound Desplaines and Clinton cars. North bound Kedzie Ave. cars receive transfers from east and west bound I2th St cars. TKANSFER POINTS ON UNES TERMINATING AT LARRABEE ST. STATION. NO. I A. West bound North Ave. cars issue transfers to north or south bound Wells St. ears, Sedgwick St. cars, Larrabee St cars, Clyboum Ave. cars, Ashland Ave. cars, Robey St cars. Western Ave. cars, California Ave. cars and to north bound Hal- sted St cars. NO. I B. West bound North Ave. cars receive transfers from north or south bound California Ave. cars. Western Ave. cars, Robey St. cars, Ashland Ave. cars, Cly- boum Ave. cars, Larrabee St. cars, Sedgwick St. cars, Wells St. cars, Clark St. cars, and from north bound Milwaukee Ave. cars. NO. I jV East bound North Ave. cars issue transfers to north or south bound California Ave. cars. Western Ave. cars, Robey St. cars, Ashland Ave. cars, Clyboum Ave. ears, Larrabee St. cars, Sedgwick St. cars, Wells St cars, Clark St. cars, and to south bound Milwaukee Ave. cars. Passnegers presenting transfers from Califorirfa Ave. cars and Western Ave. cars are entitled to transfers south on Milwaukee Ave. Passengers presenting transfers from Milwaukee Ave. cars to west bound North Ave. cars are entitled to transfers north or south on Western Ave. cars and Califor- nia Ave. cars. NO. I B. East bound North Ave. cars receive transfers from north or south bound Cali- fornia Ave. cars, Western Ave. cars, Robey St. cars, Ashland Ave. cars, Clybourn Ave. cars, Larrabee St. cars, Sedgwick St cars and from south bound Halsted St cars. NO. 2 A. West bound Chicago Ave. cars issue transfers to north or south bound Wells St. cars, Ashland Ave. cars, Robey St. cars, Western Ave. cars, California Ave. cars and west on Chicago Ave. at Milwaukee Ave. NO. 2 B. West bound Chicago Ave. cars receive transfers from north bound Milwaukee Ave. cars, from north bound Desplaines and Ginton cars at Milwaukee Ave., from north or south bound Ashland Ave. cars, Robey St cars. Western Ave. cars, from north bound Division St. cars at Milwaukee Ave., from north and south bound Wdls St Cable cars, and from north and south bound Qyboum Ave. cars. NO. 2 A. East bound Chicago Ave. cars issue transfers to north or south bound Ash- fend Ave. cars, Robey St cars, Western Ave. cars and to south bound west side APPENDIX 281 Chicago Ave. cars, to south bound Milwaukee Ave. Cable cars, to Desplaines and Clinton cars and Division St. cars at Milwaukee Ave. and north or south bound Wells St, Lincoln, Limits and Clybourn Ave. Cable cars. NO. 2 B. East bound Chicago Ave. cars receive transfers from north or south bound Ashland Ave. cars, Robey St. cars. Western Ave. cars, California Ave. cars and from east bound west side Chicago Ave. cars at California Ave. NO. 3 A. North bound Larrabee St. cars issue transfers to east or west bound North Ave. cars, to north bound Lincoln Ave. cars and to west bound Fullerton Ave. cars, NO. 3 A. South bound Larrabee St cars issue transfers to south bound Lincoln Ave. cars, and from east or west bound North Ave. cars. . NO. 3 B. South bound Larrabee St. cars receive transfers from south bound Lincoln cars, and to east or west bound North Ave. cars. NO. 4 A. North bound Sedgwick St. cars issue transfers to east or west bound North Ave. cars and to Lincoln Ave. Cable cars. NO. 4 B. North bound Sedgwick St. cars receive transfers from east or west bound North Ave. cars, from north bound Lincoln Ave. cars, from south bound Halsted St cars, and irom east bound Division St cars at Sedgwick and Division St NO. 4 A. South bound Sedgwick St. cars issue transfers to north bound Halsted St cars, to south bound Lincoln Ave. cars, to east or west bound North Ave. cars, and to west bound Division St cars. NO. 4 B. South bound Sedgwick St. cars receive transfers from south bound Lincoln Ave. cars, from east or west bound North Ave. cars and from east bound Division St cars. NO. 5 A. State St cars issue transfers to Qark St. cars at Division and Clark St; also receive transfers from Clark St cars at same point NO. 6 A. South bound Clybourn Ave. Electric cars issue transfers to east or west bound Fullerton Ave. cars and to Clyboum Ave. Cable cars at CaMe station. NO. 6 B. North bound Clyboum Ave. Electric cars receive transfers from Clyboum Ave. Cable cars and from either east or west Fullerton Ave cars. 282 THE CHICAGO TRANSPORTATION PROBLEM NO. 7 A. East bound Fullertoh Ave. cars issue transfers to south bound Robey St cars, to north bound Clyboume Ave. cars, to south bonnd Lincc^n Ave. cars, to north bound Halsted St cars, to north or south bound California Ave. cars. NO. 7 B. East bound Fiillerton Ave. cars receive transfers from north bound Robey St. cars, and from south bound Clybourne Ave. cars, from north or south bound Cah- fornia Ave. cars. NO. 7 A. West bound Fullerton Ave. cars issue transfers to Robey St. cars, to north bound Clybourn Ave. cars, and to north or south bound Cahfornia Ave. cars. NO. 7 B. West bound Fullerton Ave. cars receive transfers from north bound Lincoln Ave. cars, Larrabee St cars, from south bound Halsted St cars, and from north bound Robey St cars and from south bound Oyboum Ave. cars. NO. 8 A. West bound Division St. cars issue tran.'-fers to north or south bound Ashland Ave. cars, Robey St. cars. Western Ave. cars and California Ave. cars. NO. 8 B. West bound Division St cars receive transfers from north or south bound Ashland Ave. cars, Robey St cars. Western Ave. cars, California Ave. cars, Sedg- wick St. cars and from north and south bound Gyboum Ave. and from north bound Milwaukee Ave. cars. NO. 8 A. East bound Divisi(Hi St. cars issue transfers to north or south bound Western Ave. cars, Robey St cars, Ashland Ave. cars, to south bound Milwaukee Ave. cars, Qyboume Ave. cars and to north or south bound Sedgwick Ave. cars. NO. 8 B. East bound Division St. cars receive transfers from north or south bound Ashland Ave. cars, Robey St. cars. Western Ave. cars and California Ave. cars. ntANSFES POINTS ON ONES TERMINATING AT LIMITS STATION. NO. I A. South bound Clark-Limits cars issue transfers to west bound North Ave. cars, to State St. cars at Clark and Division St. and to west bound Indiana St. cars. NO. I B. South bound Clark-Limits cars receive transfers from lines north of Cable station and from North Ave. cars. NO. I A. North bound Clark-Limits cars issue transfers to west bound North Ave. cars and to lines north of Cable station. NO. I B. North bound Clark-Limits cars receive transfers from east bound Indiana St. cars, from State St. cars at Clark and Division St and from North Ave. cars. APPENDIX 283 NO. 2 A. South bound Wells-Limits cars issue transfers to west bound North Ave. cars and Chicago Ave. cars. NO. 2 B. South bound Wells-Limits cars receive transfers from lines north of Cable station and from east bound North Ave. and Chicago Ave. cars. NO. 2 A. North bound Weils-Limits cars issue transfers to west bound Chicago Ave. cars, and North Ave. cars and to lines north of Cable station. NO. 2 B. North bound Wells-Limits cars receive transfers from east bound Chicago Ave. cars and North Ave. cars. TRANSFER POINTS ON LINES TERMINATING AT UNCOLN AVE. STATION. NO. I A. South bound Clark-Lincoln Ave. cars issue transfers to south bound Halsted St. cars, Larrabee St. cars, Sedgwick St. cars, to North Ave. cars, to StMte St cars at Clark and Division St and to west bound Indiana St. cars. NO. I B. South bound Clark-Lincoln Ave. cars receive transfers from cars north of Cable station, at Fullerton Ave. from east bound Larrabee St. cars, at Webster Ave., from east bound Sedgwick St. cars and from North Ave. cars. NO I A. North bound Clark-Lincohi Ave. cars issue transfers to North Ave. cars, to west bound Sedgwick St. cars at Garfield Ave., to west bound Larrabee St. cars and W. Fullerton Ave., and to lines north of Cable station. NO. I B. North bound Clark-Lincoln cars receive transfers from east bound Indiana St. cars, from State St. cars at Clark and Division St., from North Ave. cars, from Sedgwick St. cars at Garfield Ave., from Larrabee St. cars at Lincoln Ave. and Larrabee St, from north bound Halsted St cars at Fullerton Ave. NO. 2 A. South bound Wells-Lincoln Ave. cars issue transfers to south bound Halsted St. cars. Larrabee St. cars, Sedgwick St. cars, to west bound North Ave. and Chi- cago Ave. cars. NO. 2 B. South bound Wells-Lincoln Ave. cars receive transfers from lines north of Cable station, from Fullerton Ave. cars, Larrabeet St. cars, Sedgwick St. cars, from east bound North Ave. cars, and from east bound Chicago Ave. cars. NO. 2 A. North bound Wells-Lincoln Ave. cars issue transfers to west bound Chicago Ave. cars, North Ave. cars, to Sedgwick St cars, to Larrabee St and W. Fullerton Ave. cars and to lines north of Cable statioa 884 THE CHICAGO TRANSPORTATION PROBLEM NO. 2 B. North bound Lincoln-Wells cars receive transfers from east bound Chicago Ave. cars, North Ave. cars, from north bound Sedgwick St cars, Larrabee St. cars and Halsted St cars. imANSFER POINTS ON LINES TERMINATING AT LAWNDALB STATION. NO. I A. West bound Ogden Ave. cars issue transfers to north or south bound Center Ave. cars, to south bound Robey St. cars, to west bound 12th St cars, to south bound Western Ave. cars, and to north bound 40th Ave. cars. NO. I B. West bound Ogden Ave. cars receive transfers from north or south bound Center Ave. cars, from west bound Madisr St cars, 12th St cars, 14th St. cars, i8th St. cars. North bound Center Ave. cars receive from north bound Blue Island Ave. and from east and west bound 21st St. cars. SPECIAL. Sangamon and Center Ave. cars issue transfers to following lines when run- ning to and from barn morning and evening (that is, provided passegers board cars while same are running on Ashland Ave. and pay a "cash fare), they issue transfers punched from Ashland Ave. to east or west bound Chicago Ave. cars both lines. Division St. cars both lines, and to North Ave. cars. Also receive transfers when running into barn from east or west bound Chi- cago Ave. cars both lines, Division St cars both lines, and from North Ave. cars. TmANSFER POINTS ON UNES TERMINATING AT WESTERN AVE. STATION. NO. I A. South bound Western Ave. cars issue transfers to east bound Milwaukee Ave. cars, to east and west bound North Ave. cars, Division St cars, Chicago Ave. cars both North and West Side lines, to east bound Indiana St cars, to east and west bound Grand Ave. cars. Lake St. cars, Madison St cars. Van Buren St cars, Har- rison St cars, to east bound Taylor St cars, to east and west bound 12th St. cars, east and west bound Ogden Ave. cars, 21st St cars, to west bound 26th St cars, and east and west bound Desplaines and Qinton cars at North Ave. NO. I B. South bound Western Ave. cars receive transfers from east or west bound North Ave. cars. Division St. cars, and Chicago Ave. cars, both North and West Side, from west bound Indiana St. cars, from east or west bound Grand Ave. cars. Lake St. cars, Madison St. cars. Van Buren St. cars, Harrison St cars, from east or west bound 12th St. cars, Ogden Ave. cars and 21st St cars, and from east and . west bound Desplaines and Clinton cars at North Ave. APPENDIX 289 NO. I A. North bound Western Ave. cars issue transfers to east or west bound 21st St cars, Ogden Ave. cars, 12th St cars, to east bound Taylor St cars, to east or west bound Harrison St cars, Van Buren St. cars, Madison St cars. Lake St. cars, and Grand Ave. cars, to east bound Indiana St cars, to east or west bound Chicago Ave. and Division St cars, both North and West Side, and to North Ave. cars, to east or west bound Desplaines and Qinton cars at North Ave. NO. I B. North bound Western Ave. cars receive transfers from east bound 26th St cars, from east or west bound 21st St. cars, from east bound Ogden Ave. cars, from east or west bound 12th St cars, from east or west bound Harrison St. cars. Van Buren St cars, Madison St. cars. Lake St cars, Grand Ave. cars, from west bound Indiana St cars, from east or west bound Chicago Ave. cars, and Division St cars, both north and west side from North Ave. cars, and from north bound Milwaukee Ave. cable cars, and from east and west bound Desplaines and Qinton cars at North Ave. NO. 2 A. East bound Taylor St cars 2^sue transfers to north or south bound Robey St cars, Paulina St cars. Center Ave. cars, to east bound Blue Island Ave. cars, and to north or south bound South Halsted St. cable cars. NO. 2 B. East bound Taylor St cars receive transfers from north or south bound West- em Ave. cars, Robey St cars, Paulina St cars, Center Ave. cars. NO. 2 A. West bound Taylor St. cars issue transfers to north or south bound Western Ave. cars, Robey St cars, Paulina St. cars. Center Ave. cars, and South Halsted St Cable cars. NO. 2 B. West bound Taylor St. cars receive transfers from north or south bound South Halsted St. Cable cars, from west bound Blue Island Ave. cars, from north or south bound Center Ave. cars, Paulina St. cars, Robey St. cars. NO. 3 A. East or west bound Lake St. Cars issue transfers to north or south bound Kedzie Ave. cars. Western Ave. cars, Robey St. cars, Pauhna St. cars and Center Ave. cars. NO. 3 B. East or west bound Lake St. cars receive transfers from north or south bound Kedzie Ave. cars, Western Ave. cars, Robey St, cars, Paulina St cars and Center Ave. cars. NO. 4 A. East bound Grand Ave. cars issue transfers to north or south bound Kedzie Ave. cars. Western Ave. cars, Robey St. cars, Ashland Ave. cars, Center Ave. cars to east bound Indiana St. cars at Milwauke Ave., and to south bound Desplaines and Clinton cars at Milwaukee Ave. NO. 4 B. East bound Grand Ave. cars receive transfers from north or south bound Kedzie Ave. cars, Western Ave. cars, Robey St. cars, Ashland Ave. cars. Center Ave. cars, and from east bound Chicago Ave. cars. 290 THE CHICAGO TRANSPORTATION PROBLEM NO. 4 A. West bound Grand Ave. cars issue transfers to north or south bound Western Ave. cars. Roljey St. cars, Ashland Ave. cars, Center Ave. cars and to west bound Cliicago Ave. cars. NO. 4 B. West bound Grand Ave. cars receive transfers from west bound Indiana St. cars, at Western Ave., from north l)ound Desplaines and Chnton cars at Milwaukee Ave., from north or south bound Center Ave. cars, Ashland Ave. cars, Robey St cars. Western Ave. cars, and from Kedzie Ave. cars. NO. 5 A. East bomid Indiana St. cars issue transfers to north or south bound Robey St. cars, Ashland Ave. cars, Center Ave. cars, to south bound Desplaines and Clinton cars at Milwaukee Aye. and north bound Clark St. Cable cars. NO. 5 B. East bound Indiana St. cars receive transfers from north or south bound West- em Ave. cars, Robey St cars, Ashland Ave. cars. Center Ave. cars, and from east boimd Grand Ave. cars at Halsted St and Milwatdcee Ave. NO. 5 A. West bound Indiana St. cars issue transfers to north or south bound Center Ave. cars, Ashland Ave. cars, Robey St. cars. Western Ave. cars, and to west bound Grand Ave. cars. NO. 5 B. West bound Indiana St. cars receive transfers from south bound Clark St Cable cars, from north bound Desplaines and Clinton cars at Milwaukee Ave., from Center Ave. cars, Ashland Ave. cars, Robey St. cars when north or south bound. NO. 6 A. South bound Robey St cars issue transfers to east or west bound North Ave. cars, Chicago Ave. cars, Division St. cars, north and west side, to Grand Ave. cars, Indiana St cars. Lake St. cars, Madison St cars, Van Buren St. cars, Harrison St cars, to west bound Ogden Ave. cars, to east bound Desj^aines and Clinton cars at North Ave., to south bound Milwaukee Ave. cars, to east or west bound Taylor St cars, I2th St. cars, and to east bound 14th St cars. NO. 6B. South bound Rob^ St. cars receive transfers from cast or west bound Fuller- ton Ave. cars. North Ave. cars, from east or west bound Desplaines and Clinton cars at North Ave., from east or west bound north or west side Division St. cars, and Chicago Ave. cars. Grand Ave. cars, Indiana St. cars. Lake St. cars, Madison St car^ Van Buren St cars, Harrison St. cars, from west bound Ogden Ave. cars, and from cast or west bound Taytor St. and 12th St cars. NO. 6 A. North bound Robey St. cars issue transfers to east or west bound 12th St cars, Taylor St. cars, to east bound Ogden Ave. cars, to east or west bound Harrison St. cars. Van Buren St cars, Madison St. cars. Lake St. cars, Indiana St. cars, Grand Ave. cars, to both north and west side Chicago Ave. cars. Division St cars, to North Ave. cars, and to east or west bound Fullerton Ave. cars, to north or south bound Desplaines and Clinton cars at North Ave. APPENDIX 291 NO. 6 B. North bound Robey St cars receive transfers from west bound 14th St. cars, from cast or west bound 12th St cars, and Taylor St cars, from east bound Ogden Ave. cars, from east or west bound Harrison St cars. Van Buren St. cars, Madison St cars, Lake St cars, Indiana St cars, Grand Ave. cars, and from north or west side Chicago Ave. and Division St cars, from west bound Milwauke Ave. cars, and from east or west bound North Ave. cars, and from east and west bound Des- plaines and Clinton cars. 292 THE CHICAGO TRANSPORTATION PROBLEM APPENDIX G. 0 Streets on Which Tracks of Chicago City Railway Company are Laid, and Instances in Feet of Street and Single Track. STREET FROM TO TEXT Van Bnreii street Wabash avenne. Clark street lath street Indiana avenve State street 2l8t street State street Dearborn street 22nd street Cottage Grove avenue Chicagro river 26th street Cottage Grove avenue Halsted street 29ih street South Canal street Wallace street 3l8t street Lake avenue Archer avenue 35th street Cottage Grove aTeave California avenue afth street Archer aventie Central Park avenue. . 39th street Cottage Grove avenue Halsted street Root street State street Halsted street 43rd street Lake avenue State street 47th street Lake avenue Kedzie avenue 51st street Grand boulevard Stewart avenue 51st street Wallace street Wood street 55th street Cottage Grove avenne Around Loop S9th street State street Leavitt street 61st street Midway and Washington Wentworth avenue.... 63rd street Stony Island avenue City Limits East 63rd street North Loop East 63rd street South Loop 68th street - Cottage Grove aveiitte Rhodes avenue Rhodes avenne. 68th street South Chicairo avenne Keefe avenue South Chicago aven«e 69th street 79th street Vincennes road Halsted street 69th street Keefe avenue Western avenue Vincennes road 68th street 79th street South Chicago avenne. Cottage Grove avenue Grand Crossing Archer avenue State street City Limits Cottage Grove avenne 22nd street 71st street. Indiana avenue 18th street SIst street Cottage Grove Loop North of Madison State street Loop North of Madison Wabash avenue Madison street 22nd street State street Madison street Vincennes road Clark street Washington street 22nd street Wentworth avenue Archer avenne lard street South Canal street Archer avenue 29th street Wallace street 29th street Root street Halsted street O'Neil street 79th street Main and Morgan Archer avenne 39th street Ullman street. 31st street 35th street Center avenne. 47th street 75th street Ashland avenne Archer avenue. . . . ^ 70th street Oakley avenne 47th street 49th street Western avenue Archer avenue 71st street Kedzie avenue 38th street 63rd street DeaudMMm street Archer avorae aurt street Cable, 34.75 miles Electric, 183.38 miles Horse, 1.87 miles Miles of Street, 110. Feet of Double Track, Feet of Single Track, Miles of Single Track, 1,281 1,355 415 5,064 7,9l5 875 13,800 22,927 7,488 10,655 5,6% 7,959 30,508 5,067 7,946 7,684 14,502 U,359 1,604 1,392 1,6S3 100 777 2,680 18,925 7,895 3,640 38,389 32,842 20,336 2,653 3,576 10,750 41,076 10,963 33,560 3,352 8,361 36310 7,745 2,643 18,611 25,373 1,050 ZL265 16,537 590 580,841 1,161,662 310 Total, 230.00 miles Single Track. APPENDIX 293 APPENDIX H. Stieets on which tracks of the Chicago Union Traction Co. are laid, and distances in feet of Street and Single Track. NORTH CHICAGO STREET RAILROAD CO. SYSTEM. • TO Feet street Distanc «j — ^ STREET FROM a< = rt bt'^ ^ Ashland avenue Lincoln avenue Graceland avenue 5,328 10,655 Belmont avenue Lincoln avenue Robe3' street 2,626 ^'^1 Center Street Clark street Lincoln avenue 750 1,500 Chicago avenne. Clark street Milwaukee avenue 6,695 13,390 Clark street Washington street Illinois stre^ 2,771 5,542 Clark street Illinois street Wmits barns 15,729 ^^t^^? Clark street Limits Barns Devon avenue 26,642 Clvbourn avenue Division street Cable terminus 10,386 20,773 Clybourn avenue Cable Terminus Belmont avenue 8,090 16,180 Dearborn street Polk street Van Buren street 1,687 3,373 Dearborn street Van Buren street Monroe street 1,400 2,780 Dear1)om street Monroe street Randolph street 1,374 2,747 Dearborn street Randolph street Kinzie street 1,731 3,462 Division street State street Milwaukee avenue 10,252 20,503 Evanston avenue. Diversey street Graceland avenue 7,576 15,153 Fullerton avenue Lincoln avenue Milwaukee avenue 13,946 27,892 Garfield avenue Lincoln avenue Racine avenue 4,627 4,627 Graceland avenne Evanston avenue Ashland avenue 5,039 10,077 Halsted street. Chicago R. H. Branch Evanston avenue J0,207 40,413 Illinois street Clark street Wells street 802 1,603 Illnois street Wells street Market street 806 806 Indiana street State street Milwaukee avenue 5,467 10,933 Kinzie street State street Market street 2,449 4,699 Larrabee street Chicago avenue. Webster avenue 9,263 18,530 lASalle Street Illinois street Randolph street 1,129 2,258 X8.6 15826.4 4544.0 3697.4 13658.0 5529.0 5378.6 63064.6 4521.4 32923.2 10001.0 66472.4 1891.4 55288.6 3t)462.2 42316.0 47929.8 4976.6 18630.2 16783.0 3608.0 444,4 Total Feet 493598.1 957667.2 Total Miles 93.48 18L38 Total Feet Outside City Limits 154,4103 283,804.1 Total Miles Outside of City Limits 29.24 53.75 Total Feet Inside of City Limits J39,187.8 673,663.1 Total MUes InsUte of City Limits HJU mtfS 296 THE CHICAGO TRANSPORTATION PROBLEM APPENDIX J. Streets recommended, on which to construct Tracks in the creation of the system outlined in Part 5, showing Mileage of Street, Type of Track and amount in Feet and Miles, giving amount to be constructed in Subways and amount of Underground Conduit Type for terminals and distributing system in business center. 8TRBST FROM TO Distance in feet of Double Track iiroao ) Ct.'.'.'.V, S T9th street Vincennes avenue Halsted street 69th street Western avenue Keefe avenue Keefeaven«e 69th street Sixt3--eighth street 68th street. Keefe aTenne Cottage Grove aTenne card stfieet. Central mweant Stony Island arenne 9Hk. rtrec t. I^eavitt street State street •Ist street State street Washington avenue Washington avenue 61st street Sixtieth street Jefferson avenue 62nd street Sixty -fourth street S. T 64th street Jefferson avenue Jackson Park avenue S.T. 62nd street — * Jefferson avenue Jackson Park avenue S. T. Jackson Park 64th street Sixty-second street S. T. . . So. Chicago avenue Cottage Grove avenue lUinois Central railroad . SStli street. Cottage Grove avenue Lake avenue. . . Jefferson avenue S5th street Private court S. T. Private Court Jefferson avenue Lake avenue S .T. Lake avenue Private Court Fifty-fifth streets, 51st street Wood street Indiana avenue. 50th street Indiana avenue Cottage Grove avenue 52nd street Cottage Grove avenue Lake avenue 47th street. Kedzie avenue Lake avenue 43rd street State street Lake avenue Root street Stock Yards .' State street 39th street Halsted Cottage Grove avenue 38th street Central Park avenue Archer avenue 3Sth street California avenue. Cottage Grove avenue ast street Pitney Court Illinois Central railroad.. .. » Pitney Court 31st street Archer Avenue f J9th street Wallace street Canal street 36ttl street Halsted street Cottage Grove avenue 22nd street Indiana avenue 46th avenue 21st street Douglas Pk. Blvd Halsted street 18th street Leavitt street Indiana avenue. 36th street 48th avenue Blue Island avenue Mth street. Robey street Canal street UUi street. 60th avenue 5th avenue Taylor street Western avenue Canal street Harrison street 48th avenue Chicago River Van Buren street Kedzie avenue Chicago River Adams street Center avenue. Chicago River Madison street 60th avenue Chicago River Washington street Desplaines street Jefferson street Randolph street Ogden avenue Chicago River I«ake street 60th avenue Chicago River Grand avenue North avenue Chicago River Indiana avenue Chicago River North State street Chicago avenue. 60th avenue North Clark street Division street California avenue North Clark street North avenue 46th avenue North Clark street Andtage avenue 44th avenue Elston avenue ClylMMim place Ashland avenue Cly bourn avenue Center street Racine avenue ...North Clark street Fullerton ave, 44th avenue North Clark street mwunt^KW, or9aral]et8t..44thaveane North Clark 8tx«Bt «. 2,680 18,925 777 1«6S3 42,647 14,502 9,537 516 2,996 3,640 7,684 11,901 3,960 4,752 30,508 7,959 5,6% 10,655 7,488 22,927 13,800 875 7,915 31,680 14,191 15,840 16,082 10,040 38,016 ' 12,672 29,040 18,348 5,280 36,960 320 7,128 37,060 27,060 3,432 38,808 18,216 29,667 18,480 2,904 6,204 25,872 « * APPENDIX 297 APPENDIX J.— Continued. STREET FROM TO Distance in Feet of Double Track Belmont avenue Milwaukee avenue. Halsted street Addison street Milwaukee avenue Halsted street Irving Pk. Blvd Sixtieth avenue Evanston avt-nue Montrose avenue Forty-eighth avenue Evanslon avenue Lawrence avenue Milwaukee avenue Evanston avenue Balmoral avenue Robey street..... E. Ravenswood Park .... Devon avenue North Clark Street. Evanston avenue Fifty-sixth street State street South Park avenue Fifty-sixth street Stony Island avenue I ^5 Authority for Contract 7 B Berlin, Population, Fig. 23 89 Bridges, Capable of Handling Traffic 43 Bridges, Teams at grades 48 Boston, General plan of Street Railways 23 Brooklyn, General plan of Street Railways 23 Blockades by Teams 49 Boulevard, LaSalle Street 123 Business Center, governs transportation 25 Business Center, distributing system 119, 123 Business Center, distributing system in subways 151 C Channel of River immediately deepened 15 Causes for demand for change in transportation facilities 25 Causes for present unsatisfactory conditions 26, 31 299 300 THE CHICAGO TRANSPORTATION PROBLEM Page. Causes for Elimination of Cable 37 Capacity of Tenninals recommended 43 Capitalization C. U. T. Co 103 Cable operation limits use of terminal facilities 32 Cable Cars, how operated 33 Cable, objections to 37, 38 CaUe, Elimination recommended 39 Cable lines transformed into Electric Conduit System 158 Cable Track, cost of 185, 186 Car Traffic, impeded by Teams 49 Cars, Number in (^ration 32, 241 Cars, How operated .32, 241 Cars, How to route , 40 Cars, Type reccMnmended *. 40, 47 Cars, Double track desirable 47 Cars, Open not necessary 47 Cars, Single track advisable for short lines. 47 Cars, Noncombustible in subways 48 Chicago, General Plan of Street Railways 23 Chicago Consolidated Traction Co. — Territory served 28 Ordinance rights 28 Track mileage 295 Chicago City Railway Co. — Estimated cost to reproduce present property 22, 196 Estimated value of present property 22, 196 Territory served 27 Cars, how operated 3^ Cost to abandon Cable 40 Track Mileage, Fig. 2, Table 3 58, 59 Track Mileage of tracks c(Mistructed 292 Passengers carried. Table 5, Fig. 4. 59» 61 Rides per Capita per annum, Table 6, Fig. 5 63, 64 Passengers per Mile of Track, Table 7, Fig. 6 65, 66 Passenger Receipts, Table 8, Fig. 7 66, 67 Gross Receipts per Mile of Track, Table 9, Fig. 8 .68, 70 Miles operated per Year, Table 10, Fig. 9 69, 70 Miles operated per Mile of Track per Year, Table 11, Fig. 10.70, 71 Gross Receipts per Mile operated. Table 12, Fig. ii.- 72, 73 Operating Statistics, Table 16 100 Payments under ordinances loi Valuation present plant 196 Value expiring grants 205, 227 Value unexpired grants • 205, 227 Present Routes and Cars operated 255 Terminal Routes 260 Points at which transfers are issued and received 261 INDEX 301 Page. Chicago Union Traction Co. — Estimated cost to reproduce present property 22, 200 Estimated value of present property 22, 200 Territory served ^7 Cars, how operated 3^ Cost to abandon Cable 4^ Track Mileage, Fig. 2, Table 3 5^, 59 Track Mileage of tracks constructed 293 Passengers carried. Table 5, Fig. 4 59> Rides per Capita per annum. Table 6, Fig. 5 63, 64 Passengers per Mile of Track, Table 7, Fig. 6 65, 66 Passenger Receipts, Table 8, Fig. 7 66, 67 Gross Receipts per Mile of Track, Table 9, Fig. 8 68, 70 Miles operated per Year, Table 10, Fig. 9 69, 70 • Miles operated per Mile of Track per Year, Table 11, Fig. 10.70, 71 Gross Receipts per Mile operated. Table 12, Fig. Ii 72, 73 Operating Statistics, Table 17.. I«> Payments under ordinances i^l Capitalization and Fixed Charges 103, 104, 105 Valuation present plant 200 Value expiring grants Value unexpired grants 205, 229 Present Routes and Cars operated ..241, 250 Terminal Routes ; ^59 Points at which transfers are issued and received 271 Contract Authorized 7 Contract for services, Bion J. Arnold 9 Committee, members of ^2 Committee, consideration shown by ^5 Conclusions summarized ^ Conclusions regarding Rails . .^ Comparison, Growth of Chicago and Other Cities ©3 Concrete Road Bed i^i, 193 Cost of unified surface and subway Street Railway system 19, 231 Cost of Underground donduit System 20, 194 Cost of Overhead Trolley System 20, 191 Cost of Reproducing present plants 22, 196 to 204 Cost of Track Construction, Cable 185, 186 Cost of Track Construction, 4j^-inch Rail 187 Cost of Track Construction, 6-inch Rail 188 Cost of Trade Construction, 7-inch Rail 189 Cost of Track Construction, 9-inch Rail 190 Cost of Track Construction, Concrete Beam 193 Cost of Track Construction, Conduit i94 Cost of Overhead Trolley Construction 191 Cost of Paving • '92 Cost of New System 231 Cost of Subway Plan No. i 233 302 THE CHICAGO TRANSPORTATION PROBLEM Page. Cost of Subway Plan No. 2 236 Conduit system feasible 20, 41, 156 Conduit system district desirable 20, 41 Conduit system, Relative Merits • 41 Conduit system, Cost 20, 194 Conditions governing Street Railway Systems 23 CcHigestion, Causes for 25 Consc^idation of Management solution of problem 26, 115 Compensation, Cash, secondary consideration 30 CompensaticMi, how determined 99 D Drainage Canal, Water Power 14 Drainage, re-arrangement 142 Dead Tracks, business center, Map No. i 41 Delays from team traffic ^ 48 Deductions drawn from Population and tra£&c statistics. 82, 83 Depots, transferring passengers 124 Depreciation 182 to 204 Discussion, General, on Street Railway Systems 23 Divisional lines, Effect on Chicago's development 24 Divisional transportation companies protect territory 25 Divisional operation perpetuated 26 Divisional operation eliminated 26, 30 Double Truck Cars, desirable 47 E Earnings, Future estimated , 83, 98 Earnings, New System 131 Electric underground Conduit system 20, 41, 156 Electric underground Conduit system, cost of .20, 194 Electric underground Conduit system' prevents electrolysis. 20 Electric underground Conduit system desirable. 41 Electric underground Conduit system feasible 157 Electrolysis, no serious difficulty 20, 160 Electrolysis, Conduit system prevents .20, 161 Electric Wires and Cables disposed of . . .- 147 Electric Power, lack of in business district ' 32 Electric Cars, how operated 32 Elevated Loop 22 Elevated Passengers carried. Table 13, Fig. 12 ....74, 78 Elevated, desirable to incorporate into general plan 118 Estimates, Future Growth Population . . . . ; , 21, 83 Estimates, Future Growth Traffic 21, 83 Estimates, Cost of reproducing present plants 22, 196 to 204 Estimates, Present value of existing plants 22, 196 to 204 Estimates, Cable Track Construction 185, 186 Estimates, Track Construction, 43/^-inch Rail , INDEX 303 .Page. ' Estimates, Track Construction, 6-inch Rail ' 188 Estimates, Track Construction, 7-inch Rail 189 0 Estimates, Track Construction, 9-inch Rail 190 Estimates, Track Construction, Concrete Beam I93 Estimates, Track Construction, Electric Conduit I94 Estimates, Overhead Trolley Ccmstruction 19^ Estimates, Paving 192 -Estimates, Value expiring grants 205 Estimates, Value unexpired grants 205 ^ Estimates, Cost of New System ^3^ Estimates, Cost of Subways, Plan No. i 233 Estimates, Cost of Subways, Plan No. 2 236 V F Fare, One in city limits 17, 26, 30, 107 Fare, One, Company could afford 26, 107, 112 # Fare, Multiplied, causes for • • • -25, 26 Fare, One, how accomplished 26, 27, 107 Fixed charges, C. U. T. Co • ^^3 Figure i. Population of Chicago 5^ Figfure 2, Track Mileage of Chicago 58 Figure 3, Population per Mile of Track 60 Figure 4, Passengers carried 61 M Figure 5, Rides per Capita per Year 63 Figure 6, Passengers per Mile of Track 65 Figure 7, Passenger Receipts 67 Figure 8, Gross Receipts per Mile of Track 68 Figure 9, Car Miles operated per Year 69 Figure 10, Car Miles operated per Mile of Track per Year 71 Figure 11, Gross Receipts per Mile operated 73 % Figure 12, Passengers carried on Elevated 74 Figure 13, Passengers carried on Surface and Elevated 75 Figure 14, Passengers carried on Surface and Elevated 7^ Figures 15, 16, 17, 18, Percentage of increase in population and pas- sengers carried on Surface and Elevated lines 77, 79, 80, 81 Figure 19, London, population 85 Figure 20, London, population 86 ^ Figure 21, London, Greater, population 87 Figure 22, Paris, population 88 Figure 23, Berlin, population 89 Figure 24, Philadelphia, population 90 Figure 25, New York, population 91 Figure 26, New York, Greater, population 92 ^ Figure 27, New York, Greater, population 93 • Figure 28, Population, Gross Receipts and Rides per Capita 74 cities 97 Figure 29, Philadelphia Rail 173 Figure 30, Rail recommended for Chicago * 174 • Figure 31, Asphalt against Rail 176 Figures 32, 33, 34, 35, Ra^l Sections 177 304 THE CHICAGO TRANSPORTATION PROBLEM Page. Figures 36, 37, 38, 39, Girder Rail Sections 177 Figure 40, Full Grooved Rail 177 Figures 41, 42, Girder Rail Section 177 Figure 43, Brooklyn Rail 177 Figure 44, Boston Rail 177 Figure 45, New York Rail 177 Figure 46, Center-bearing Rail 178 Figure 47, Partial Section Cable Track 178 Figure 48, Partial Section Cable Track 179 Figure 49, Minneapolis & St. Paul Construction 179 Figure 50, Concrete Beam Construction recommended 180 Fundamental principles 119 G Galleries in subways for underground utilities. 17 Grade Crossings, Eliminated, Map 2 42 Grade Crossings, Permitted, Map 3 42 Gas Mains, Rearrangement 146 General Discussion of Street Railway Systems 23 General Plans of Cities 23 Grooved Rails, Design recommended 20, 174 Growth of Population 21, 83 Growth of Traffic 21, 55 to 82 Growth, Comparison with other cities 83 H Headway of Cars required 45 I Inadequacy of present terminals and service 31 Impracticable to operate more cars under existing conditions. .31 to 37 Immediate Relief planned 14 Increase Population Chicago, Table 2. 59 Ideal System of Transportation 115 J Joint use of Tracks, temporary solution of problems 26 Joint use of Tracks for terminals, Map 3 42, 112, 259 Joint use of Tracks for through Routing of cars 108, 259 L Letter of Transmittal 13 Loop, Elevated 22 TvOO])s, Electric 32 Loops, Cable 32 Loc^s, Business Center terminals reccmimended 40 INDEX 305 Pag-e. Loops, Suggested, Map 2 42 Loops, Recommended, Map 3 42 Loops, Capacity of recommended 43, 124 Loops, Hourly Capacity 44, 124 Loops, Subway 120 Loops, Surface, recommended 122 London, Eng., Population, Fig. 19 85 LcMidon, Eng., Population, Fig. 20. 86 London, Greater, Population, Fig. 21 87 M Marine traffic considered T 42, 43 Maps, Nos. I to 14, inclusive, in supplement separately bound Mileage, New York City 23 Mileage, San Francisco - 23 Mileage, St. Louis 23 Mileage, Chicago, Table 3, Figure 2 58, 59 Mileage, New System 130, 296 Mileage, C. C. Rv. Co 202 Mileage, C. U. T. Co 293 Mileage, C. C. T. Co 295 Miles operated per Year, Table 10, Fig. 9 69, 70 Miles operated per Mile of Track per Year, Table 11, Fig. 10 70, 71 N Navigation, Tops of Tunnels removed 19, 43 New York, General Plan of Street Railways 23 New York, Track Mileage 23 New York, Earnings 23 New York, Population, Fig. 25 91 New York, Greater, Population, Fig. 26 92 New York, Greater, Population, Fig. 27 93 New System of transportation 117 New System, Results obtained 120 New System, Cost of 129, 231 New System, Earnings 131 New System, Recommoided Routes 256 New System, Streets on which to construct tracks 296 New System, Mileage 297 O One large city, Chicago should be 26, 30, 107 One fare in city limits 17, 26, 30, 107 One fare, Companies could afford 21, 107, 112 One fare, how accomplished 26, 27 Ownership, Diversity of / ^7 Ownership, Unification recommended 26 c m THE CHICAGO TRANSPORTATION PROBLEM Page. Operations, Chicago City Ry. Co., Table i6 loo Operations, Chicago Unicm Tr. Co., Table 17 100 Operations, two companies combined, Table 18 loi Ordinance Authorizing Contract 7 Ordinance should be enacted regulating team traffic 49 Overhead Trolley, district prohibited 20, 41 Overhead Trolley, Objections seesthetic 20, 41 Overhead Trolley, Cost of 20, 191 Overhead Trolley, Relative Merits 41 Open Cars, not necessary 47 P Plans, General Plans of Cities 23 Flans, Numerous, considered 14 Plans, Several outlined 14 Plans, Recommended for immediate relief i4» ^9 Plans, Rerouting surface terminals 19 Plan of New System I9> ^^7 Passengers carried during different hours of day 43 Passengers to be handled per hour 44 Passengers carried. Table 5, Fig. 4 59» 61 Passengers carried per Mile of Track, Table 7, F^. 6 65, 66 Passenger Receipts, Table 8, Fig. 7 .66, 67 Passenger Receipts per Mile of Track, Table 9, Fig. 8 68, 70 Passenger Receipts per Mile operated, Table 12, Fig. 11 72, 73 Passengers carried on Elevated, Table 13, Fig. 12 - 74, 7^ P^issengers carried on Surface and Elevated, Table 14, Figs. 13 and 14 7S> 7^ Paris, Peculation, Fig. 22 88 Payments under ordinances by Railway Companies 102 Paving, Cost of 192 Plates, I to 15, following Index. Pittsburg, General Plan of Street Railways 23 Philadelphia, Population, Fig. 24 90 Peculation, Growth of 21, 55 Population, Estimates, future 21 Population, Effect on Street, Railway Earnings 24 Population, New Centers 25 Population, Distribution and density, Map 7 52 Population, Chicago, Fig. i. Table i 5^, 57 Population, Chicago, bv Divisions, Table 2 57 Population, Chicago, per Mile of Track, Table 4, Fig. 3 59, 60 Population, London, Fig. 19 85 Population, London, Fig. 20 86 Population, Greater London, Fig. 21 87 Population, Paris, Fig. 22 88 Population, Berlin, Fig. 23 89 Population, Philadelphia, Fig. 24 9^ Population, New York, Fig. 25 9^ INDEX m Page. Population, Greater New York, Fig. 26 92 Piilation, Greater New York, Fig. 27 93 Property, Value of existing 22, 196 Property, Cost to reproduce 22, 200 Problems to be solved 26 Problems, solution of 26. R Rails, Grooved Type recommended 20, 40, 169 Rails, Tram Type recommended certain districts 20, 40, 169 Report, transmitted 13 Report, summarized 17 Report, Underlying ideas 3^ Relief, Immediate, planned 14 Recommendations summarized 17 Recommendations for improvement of service under Divisional own- ership . 3L 39 Recommendations of Tracks to be built 52 Recommendations for increasing Capacity of Union Elevated Loops. 167 Recommendations, Type of Rail 180 Regulation of team traffic needed 22, 48 River Tunnels abandoned 15 River Tunnels, Portions retained 15 River Tunnels Inadvisable to lower for surface railway use 18, 42 Routes, Through 17 Routing, Elasticity curtailed 39, 47 Routing, Recommended .40, 256 Routing, Present, Map 4 45, 241 Routing, Recommended, largely eliminating transfers, Map 8 45 Routing, Affects efficiency of service 47 Routing, Business Center System 123 Routing, Terminals for present operating 259 S San Francisco, Earnings 23 San Francisco, Track Mileage 23 San Francisco, General plan of Street Railways.... 23 St. Louis, General plan of Street Railways 23 St. Louis, Track Mileage 23 St. Louis, Earnings 23 Statistics, Deductions drawn 82, 83 Street Railway Systems, General discussion and conditions govern- ing 23 Speed, Average 49 Schedules and Average Speed 49 Schedules, how established 50 Schedules, how maintained 50 Streets on which tracks are recommended , 52 308 THE CHICAGO TRANSPORTATION PROBLEM Streets, New System 296 Sewers, Rearrangement 142 Single fare in city limits .17, 26, 107 Single fare. Companies could afford. 21, 30, 107' 112 Single fare, how accomplished 26, 27, 107 Single truck Cars, advisable on short lines 47 Summary of Conclusions 17 Summary of Conclusions Igg Surface trucks, not eliminated 120 Subways , Subways, Plan No. i to 131 Subways, Plan No. 2 148 to 153 Subways, not necessary to construct all at once 18 Subways, Tunnels retained for use 43 Subways, System should consist of 116 Subways, Routes, Map. 11 135 Subways, for transferring passengers between depots 124 Subways, Detailed description 133 Subways, Ultimate objects 134 Subways, Length of 138^ 234, 236 Subways, Constructional features 138, 139 Subways, Dimensions 139 Subways, Method of Construction 140 Subways, Ventilation and Temperature 141 Subways, Drainage 142 Subways, Cost of 148, 233, 236 S)mopsis of Report 17 T Transmittal, Letter of Transportation Committee Tram Rails, District to be retained Traffic, Team, needs r^;ulation Traffic, Growth of Traffic, Estimates, Future Transportation facilities, best possible should be secured Transportation facilities, paramount object to be obtained Transportation business. Growth of Transportation business, Estimates for future Transfers, Use compared in different cities Transfers, General discussion Transfers, Universal use, temporary solution of problems Transfers, Use not desirable Transfers, Largely eliminated, Map 8 Transfers, Present Use Transfers, Misapprehension regarding Transfers, Traffic in Transfers, Use in subways Tracks, Dead and used in business center. Map No. i ... 13 . .. 12 ,20, 169 22, 48 . .. 21 . . . 21 ... 30 ... 41 21, 62 . . . 21 . . . 23 . .. 127 ... 26 30, 52 ... 45 50, 261 ... 51 . . . Ill . . . 126 ... 41 INDEX ^ Page. Tracks, Widen centers for use of large cars 48 ^ Tracks, Recommended to build ^2 Tracks, Mileage, Fig. 2 Table 3 5^, 59. 292 '/^'^, ' 295, 296 Irack Kails recommended i(yg Track Construction recommended i6q Team Traffic, Regulation needed V.V.22^ 48 Team^ Traffic, Heavy loads affect street cars ' 48 Terminal facilities inadequate ^ Terminals, Electric, how created 39 Terminals, In business center recommended '40 2«;g Terminals, Suggested, Map 2 * . ' 42 ^ Terminals, Recommended, Map 3 • .42, 259 V Terminals, Capacity of Recommended .4^] 124 Terminals, Hourly capacity of Loops 44^ 124 Terminals, Subway Loops, Map 11 120 # Table i — Population of Chicago 57 Table 2 — Population of Chicago by divisions cy Table 3— Track mileage of Chicago [ 59 Table 4 — Population per mile of track Table 5 — Passengers carried ' Table 6— Rides per capita per year 64 Table 7 — Passengers per mile of track ] [ 66 # Table 8 — Passenger receipts 55 Table 9 — Gross receipts per mile of track 70 Table 10— Car miles operated per year 70 Table 11 — Car miles operated per mile of track per year 70 Table 12 — Gross receipts per mile operated ^ 72 Table 13 — Passengers carried on elevated , . 78 Table 14 — P^sengers carried on surface and devated 78 0 Table is—Percentage of increase in population and passengers car- ried on surface and elevated 82 Table 16— Operation Chicago City Railway Company 100 Table 17— Operation Chicago Union Traction Company 100 ^ Table 18 — Operation two companies combined loi Table 19— Capitalization and fixed charges of C. U. T. Co. ! 103 Table 20--Deducations from same 104 ^ Table 21— Summary of capitalization and fixed charges! ! . . . 105 Traveling public, Rights not protected 48 Through routes .17, 108 Through routes, To extend privilege of one fare ! 27 llirough routes. Recommended, Map 3 42 Trolley, District prdiibited V.V.V.V.^o* 41 Trolley, Objections aesAetic on aj • Trolley, Cost of V.V.V.V.V.'.V. 20 Trolley, Relative Merits . j Tunnels, Abandoned . . iV 4^ # Tunnels, Portions retained . . . .15, 19 4^ Tunnels, Inadvisable to lower for surface railway use ....... . .'.18 42 Tunnels, Van Buren street 203 310 THE CHICAGO TRANSPORTATION PROBLEM U Underground Conduit System .21, 41, 156 Underground Conduit System, Cost of .20, 194 Underground Qcmduit System, Relative merits 41 Underground Conduit System, Feasible 156 Underlying Ideas of the Report 30 Unified Surface and Subway Street Railway System, Plan of ... .19, 115 Unification of Ownership, Solution of problem 26, 115 Universal Transfers, Temporary solution of problem 26 Universal Transfers to Accomplish the Privil^e of One Fare 109 Union Elevated Loop 22, 162 Union Elevated Loop, Ultimate capacity 162 Union Elevated Loop, Capacity limited by station platforms 163 Union Elevated Loop, Suggesticms for increasing capacity 164 Union Elevated Loop, Ccmclusions 167 Unit Price Estimates 182 to 195 Unit Price Estimates, Cable Track 185, 186 Unit Price Estimates, Four and one-half -inch rail. 187 Unit Price Estimates, Six-inch rail 188 Unit Price Estimates, Seven-inch rail 189 Unit Price Estimates, Nine-inch rail 190 Unit Price Estimates, Concrete beam 193 Unit Price Estimates, Electric conduit 194 Unit Price Estimates, Overhead trolley 191 Unit Price Estimates, Paving 192 V Value of Existing Plants 21, 182 to 206 Valuation, C. C. Ry. Co. plant 196 Valuation, C. U. T. Co. plant 200 Valuation of Lines Under Expirmg Grants 205 W Water Povver from Drainage Canal = 14 Water Pipe System, Rearrangement 14.'' TYPICAI* CROSS-SECTION BETWEEN STATIONS FOR PROPOSED STREET RAILWAY SUBWAY OVSR LARGE TUNNIL OF ILLINOIS TBLBPHONE AND TELEGRAPH OO ON STRBBT PSBT m0« MOOWPANVIM TM« MMNT OP MON 4* ARNOLD TO TMB LOCAL TRANSPORTATION OOMMITTKK OP THB CITY COUNCIL OP THB OITV OP CMWAOO i»oa fti^f* /enr/ Sitwrr PX.ATB No. 2. TYPICAXr CROSS SECTION BETWEEN STATIONS FOR PROPOSED STREET RAILWAY SUBWAY OVSR SMALL TUNNBL OP ILLINOIS TSLSPNONB * TSLSailAPH OO. ON SmaBT Ctt l»T. WIOK AOOOWPAMVIM* TN« RBPORT OP SION J. MUIOLO TO TN« LOOAL TW WO P OW T«TM>W OOMMITTSa OF THE CITY COUNCIL OP THB OITV OP OMIOAOO 1»0« Cltij Daturn Plate No. 3 TYPICAL CROSS-SECTION THROUGH STATION FOR PROPOSED STREET RAILWAY SUBWAY A«eOMPANViNQ THK RKi^ONT OF BiON J« ARNOLD TO THB IMAL TUMMf^TATIOM OOMMirTSB OP THB eiTv eeuMii. or thk oitv op onioaoo 1902 .a. Pi.A.rK No. 3 TYPICAL CROSS-SECTION THROUGH STATION FOR PROPOSED STREET RAILWAY SUBWAY M«0«MHVfN« rmm iiaFOiir om MON 4* ARMLP TO THE I.OOAL TRANa^ORTATION OOMMITTBI Of rmm oirv oowMOtL OP rmm eirv op omioaoo Platb No. 4 TYPICAI, PLAN OF DOUBLE TRACK SUBWAY STATION With Emtrancbs on Subway Strebt. aeoommmviihi tnb rbport of mom u. arnold TO THE LOCAL TR ANapoRTATION OOMMITTSa OP THB OITr OOUNCIL OF THB OITV OF OHIOA«0. 100S Plate No. S TYPICAL PLAN OF SINGLE TRACK SUBWAY STATION With Bntkancbs ok Iht«k8ectiho Strbbt. AOOOMMMVMt* rnm hvvort op MOM 4. AllllOU> TO THE LOCAL TKAHOPORTATIOM OOMMITTBB •iTY oeuMOM. or THE ciTv om omiomo 100* Platb No. 6. TYPICAL LONGITUDINAL SECTION THROUGH ! STATION FOR PROPOSED STREET RAILWAY SUBWAY ACCOMPANYING THE REPORT OF BION «|. ARNOLD TO mm LOCAL TlliMSMIITATION OOMMITTU Oi* THM CITY COUNCIL OP THB CITY OP CHICAGO IMS I Platb No. 8 PLAN SH()WIN(; METHOD of PASSING ELECTRIC CABLES UNDER SUBWAY STATION PLATFORMS AOOOM^AMYIfM TNS RIPORt OF BKM 4. AIMIOLO TO TH« fcOOAl. TMANS^ONTATION eOMMirr«« OP TNB OITV OOVMOtL Of TNS OtTV Of OMWAttO I I / Platk No. 9 TYPICALr SECTION SHOWING STATIONS AT INTERSECTION OF HIGH AND LOW LrEVELr SUBWAYS AOOOMMMTIM* r*f« mmPWKT OP TO T MB LOOAL TRANaPORTATION OOMMITTKB OP TMa eiTT oottMK mm tmb eiTv or •Nie**e. Ff^ilnr Yoke is 1^ Plate No. 10 PROPOSED ELECTRIC CONDUIT R'Y AOOOMPANVINO THE REPORT OF MOM «|. ARNOLO TO TMC UMAL raANSPORTATlOM •OMMITTBB Or> THB OITV eOUMOIL OP THKOITY OP OHIOAttO 1»0C Platb No. 11 PROPOSED ELECTRIC CONDUIT R'Y OBTAIL OP MANHOLES ACOOMPANVINtt THB RBPORT OP BION U. ARNOLD LOOAL TMnaroirrATiON ooMMirrra OF THK CITY COUNCII. 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