The Street railway journal (1898) (14574914850)

Identifier: streetrailwayjo141898newy (find matches)

Title: The Street railway journal

Year: 1884 (1880s)

Authors:

Subjects: Street-railroads Electric railroads Transportation

Publisher: New York : McGraw Pub. Co.

Contributing Library: Smithsonian Libraries

Digitizing Sponsor: Smithsonian Libraries

Text Appearing Before Image:

OR In the beginning of its work the commission made mostexhaustive investigations into the traffic conditions whichthe subway was intended to improve. On Dec. 22, 1894,a pleasant Saturday before Christmas, when the trafficand out of Boston would naturally reach enormous pro-portions, it had a count of cars and passengers on theroute of the subway made, by which it appeared thatwithin eighteen hours 79,944 passengers got off and 96,590passengers got on cars passing. During their passagealong the subway route the maximum movement in anyone hour at three different points on the route was asfollows: Park Street Scollay SquareStation. Station.On outward. .5 to 6 P.M., 3406 6 to 7 P.M., 1950Off inward. . 8 to y A.M.. 3450 8 to 9 A.M., 1447 At the point on the route where the car traffic is theheaviest, namely, at Tremont Street and Temple Place,215 north-bound cars and 191 south-bound cars passed UnionStation.10 to 11 A.M., 16135 to 6 P.M., 1568 494 STREET RAILWAY JOURNAL. (Vol. XIV. No. 9.

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in one hour, and 2613 north-bound cars and 2219south-bound cars in the day. These figures givea general idea of the traffic to be handled by thesubway. In order to understand the scheme of the sub-way and of its track arrangement and to formsome idea of the remarkable skill and ingenuitydisplayed by the commission in dealing with thetraffic problem, a brief explanation of the condi-tions in Boston as affecting the use of the subwayby street cars is needed. Reference to the mapof Boston between pages 478 and 479 will showthat street railway lines enter the heart of Bostonfrom the north, west and south. A majority ofthe passengers probably leave the cars before orupon reaching the natural termini of the lines atthe edges of the business section, but no incon-siderable portion wish to continue their journeythrough the city to other districts or suburbs.Transfers must be avoided, of course, whereverpossible, in the interest of both the public andthe transportation agencies. The first step

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1898

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