JOHN P. FOX SECRETARY TRANSIT COMMITTEE, CITY CLUB OF NEW YORK; MEMBER TRAMWAYS AND LIGHT RAILWAYS' ASSOCIATION OF GREAT BRITAIN Transit has a place in the study of living conditions in an industrial city like Pittsburgh. Many of the workers are dependent on street cars to take them to and from home, about their occupations, and to places of recreation. Cheap and efficient transit can enable families living under crowded and unhealthy conditions to move to larger, healthier, and less expensive quarters, and still to reach their work. Low fares and good service bring the operators in a suburban mill town in touch with the full resources of the labor supply in the central city, and also effect a large and direct pay roll economy for carpenters, plumbers, painters, and other city trades whose employes move from point to point during working hours. Again, in no place are people packed together more closely than in the cars, under more conditions favorable to the spread of disease and especially of tuberculosis. And among accidents, few are more numerous, more costly to corporation and community, and more unnecessary, than those caused by street cars. The street railway system of Pittsburgh is a surface electric system, under the management of the Pittsburgh Railways Company. This company is the consolidation of many other companies, different groups of which had previously combined. The Pittsburgh Railways Company, again, is under the management of the Philadelphia Company, which largely dominates the gas and electricity supply. The Philadelphia Company is said to be controlled by nonresident investors. The present owners and local managers may well be without personal responsibility for the acts or omissions of their predecessors, and yet be crippled by exorbitant obligations to them. Their legal responsibility as to the performance of public service is, however, clear cut. All the available through thoroughfares leading to the heart of the city from the South Side, North Side, and East End are occupied by the Pittsburgh Railways Company under franchises granted to its subsidiary companies, and as a practical proposition it is impossible to construct additional surface lines or extend surface transit facilities to new areas providing for the growth of the city, except in subordination to these strategic lines. This restriction of course does not apply to rapid transit lines,—subway or elevated. The principal franchises to these streets held by the original companies appear to be indeterminate in duration, as in Massachusetts, the city having reserved the right to revoke a franchise at any time that a company failed to comply with all the conditions of the agreement. The terms of the original franchises (the Second avenue line being the exception to many of these points) provide for an annual compensation to the city, either a car tax and a percentage of the net profits or a fixed rental in place of one or both of the former. The streets must always be kept in good repair, and in certain cases, at least, clean (either from curb to curb, or along the car tracks). The city sometimes retained the power to alter the conditions, and notably reserved the right to purchase any road after twenty years, at a price to be fixed by five disinterested appraisers. Important provisions of these original franchises are not being observed by the existing company. These facts must be borne in mind in discussing both the equipment of the present system to meet the social needs of Pittsburgh, and ways open to the public to effect improvement. Though the steam roads have played an important part in the past, the growth of Pittsburgh is now chiefly along electric car lines. The radiation of surface lines from the business center out over the district seems quite complete, especially considering the topography of the city and the suburbs. Large areas of vacant land available for single While the radiation of surface lines may be satisfactory, the equipment and operation are exceedingly unsatisfactory, as every practical man in the railway company will admit. The present system has its base located on the point between the Allegheny and Monongahela Rivers. Most of the lines begin as loops through these business streets, operating without transfers between the different lines and without through cars. A five-cent fare carries one varying distances from this business center, before a second fare is charged. The longest ride for one fare is about eight miles; while a continuous ride of fourteen miles on another route, costs fifteen cents. Passengers cannot change cars in the business center without paying two fares, and a ride across the city and suburbs may cost as much as twenty-five cents. Free transfers, are given between many lines before they enter the downtown district; but no transfers are issued after 11:30 P. M., and none on holidays such as the Fourth of July, when travel is heaviest. The cars till recently have had no cross seats, longitudinal seats having been used, according to the company, "to allow an extra large capacity," viz., standing capacity. Trailers are run at the rush hours. A line of express cars runs east from the business center to East Liberty, through Liberty avenue, making few stops, though the speed on sample runs was found to be sometimes slower than that of cars on the parallel Penn avenue. The speed of the cars is fast enough for surface operation, except when the power is poor, on steep grades or in the congested district. The service is very unsatisfactory both as to the few cars run and as to the amount of standing, which is inexcusably large. The rails are of the girder type, one obsolete in first-class systems; and are in very bad shape everywhere. The property is very much run down, except for a few new pay-as-you enter cars. The only real rapid transit in Pittsburgh is furnished by the Pennsylvania and other steam railroads, the common time Before taking up in detail the discussion of improvements on existing lines, it may be well to touch on the financial condition of the Pittsburgh Railways Company, and to consider whether the property can afford to make such improvements; for one hears the excuse for bad conditions that the company is not earning a dividend and was forced even to reduce the service. The Boston Elevated Railway Company, which operates all the surface, elevated and subway lines about Boston, is regarded as a very prosperous concern, paying dividends of from six to eight per cent. the net earnings per car mile after paying taxes being 6.54 cents. The Pittsburgh Railways Company, according to its last public report, had net earnings, after paying taxes, of 12.55 cents per car mile, about double the amount of the Boston company. This is a most remarkable financial showing, and at once raises the question, where does the money all go to and why cannot more of the excessive profits be diverted to better service and equipment? The Boston company is operating to-day three subways and one elevated line, besides having contracted to build two more subways and another elevated. It is obvious that the Pittsburgh Railways Company could not only give a first class service on existing lines, but could also assume the fixed charges of a real rapid transit system, if profits were not diverted to pay excessive rentals and other fixed charges on the many companies consolidated at different times. Some way must be found to cut down these exorbitant charges, for the present management can hardly expect the public to endure existing conditions much longer, when the earnings are so vast. People in other cities, when really aroused, have found ways to bring the most intrenched monopolies to terms. The congestion of cars in the business district of Pittsburgh is a very curious phenomenon. Most people, seeing the frequent blockades at street junctions in the rush hours, would say that there The overcrowding of the Pittsburgh cars is either intentional or due to bad operating methods. The seating capacity of the present surface lines has been far from reached. Take Fifth avenue at Smithfield street, for example. In one half-hour in the evening from 5 to 5:30 P. M. about 2,290 passengers were carried east one night in forty-three cars, thirty-two being motor cars and eleven trailers. If every motor car had hauled a trailer, and four additional pairs of cars been run, every passenger could have been seated, whereas 785 were obliged to stand, or more than fifty per cent of those seated. The total number of cars in one hour would only be 144 against 256 in Berlin. If the company had cross seats in all the cars, merely seventeen more trailers on Fifth avenue, added to the present number of motor cars, would have seated all the passengers, with a total of only 120 cars an hour. In Berlin the street railway company provides as many as 3,116 seats in half an hour, and the London County Council as many as 3,538 seats, against the 1,504 in Pittsburgh. It may be wondered how it is possible to get so many cars past as in Berlin. It is done by fine traffic regulation by the police, who use careful judgment, and do not hold up traffic too long in any one direction, as is common in other cities, even in London, the home of street regulation. Again, the Berlin tracks are so good and the motormen so careful, that the latter operate cars over switches and junctions at speeds which are never seen in Pittsburgh, car following car with amazing rapidity. And the Berlin manager proposes to run even more cars. In no city does the writer recall so much standing required of passengers as in Pittsburgh. It would appear to be the company's object to run few enough cars to make people stand on every trip throughout the day, and as nearly the whole length of each line as possible. There is little relief during the slack hours, as every car, sooner or later, It is one thing to allow a few persons who like it to stand on the car platform; it is another to require it of mothers, overworked girls, the tired, the ill, the infirm. No one knows how much disease is spread through such crowding. In no place are conditions more ripe for infection,—with the extreme of personal contact, the mixture of every class, the constant rubbing against one another and the holding of dirty strap. Under such conditions, when a consumptive coughs, who is safe? The seating capacity of a city car line seems hardly to have a final limit, for some new way is constantly found to squeeze in more or larger cars. To get some figures by which to judge Pittsburgh, let us take the 256 cars run hourly on a single track in Berlin, or call it 250. If double-deck cars were run in Pittsburgh, of the same length and width as the largest cars now in use, each could easily seat as many as 120 passengers. This would allow a perfectly feasible capacity of 30,000 seats an hour, against a rate of 3,008 actually found on Fifth avenue. Why double-deck cars are not run in this country is a mystery to every English manager and to not a few Americans. They nearly treble the seating capacity, and yet weigh no more than our wastefully heavy rolling stock. They give passengers decent room and air space. They are far more economical even than trailers. Roofs on these cars are now enclosed, and smoking is made possible all the year round. They can climb and descend hills more quickly and safely than single-deck cars of equal capacity, because more weight can be concentrated on the wheels. Two types have been designed for Pittsburgh of the same length and width as existing cars, both having an enclosed roof adapted for winter. The higher one would have 120 seats. The other type, low enough to go under existing railroad bridges, would furnish ninety-eight seats on one car, with four entrances each side. If such cars had been used on Fifth avenue the night when 2,290 passengers were counted in half an hour, they could have furnished seats for every person, with seven per cent excess. Only twenty-five cars instead of forty-three would One of the most objectionable features of the Pittsburgh railway system is the looping back of all cars in the business district, without either through cars or free transfers between the north, south, east, and west sides of the city. In the expensive days of horse cars, there was more excuse for short hauls and double fares; but for the wealthy Pittsburgh electric system, there is no excuse for not serving the entire district, at least within the city limits, for a five cent fare. Boston has had through cars across the city for about twenty years, and for ten years the company has had no higher fare than five cents for the entire Metropolitan district of a dozen cities and towns. The longest ride is at least sixteen miles, with free transfers given at about forty points. Berlin has the most complete system of through cars, connecting every part of the city for a single fare, allowing a ride of thirteen miles or two hours for two and one-half cents. It seems very doubtful if the present restricted plan of operation pays nearly as well as would through cars and single fares for the entire city. The loops tie up many cars and men in the business district, because of the long stops at a few points and the slowness of switching. But one thing is certain, and that is the gross injustice of a ten cent fare across the city. Its tendency to isolate such public institutions as the Carnegie Institute, the Technical Schools, the University of Pittsburgh, is a very serious matter. An apprentice who attends the evening courses at the Technical Schools three nights a week, pays $5 a year for his tuition. If he has to ride each way, it costs him about $7.80 a year from only the nearest part of the city, $15.60 from the rest. Is this good public policy toward the ambitious workman who is unfortunate enough not to live within the favored zone? Is it good sense that the railway company shall charge twenty cents a round trip to so many who appreciate the free advantages of the Carnegie Institute, and thus bar many of the poorest from ever reaching its doors? The company may reply that all such public institutions should be located in the business district, where all lines center. But the city must grow beyond that congested triangle, and why should not the company's policy grow as well? The same question might be asked in connection with the company's refusal to give transfers after 11:30 P. M., and on the holidays when travel is heaviest. Altogether, it is not a matter for wonder that the public is a unit against the railway. The whole fare system of Pittsburgh needs careful scrutiny. Should workmen's fares be introduced, to give every family a chance to live where it can find the best house, the most congenial neighbors, and the desirable surroundings, and yet get to work without exorbitant car fares? The London County Council, from its workmen's homes, seven miles out in the suburbs, gives a ride to the city, with a seat for every passenger, for two cents at the rush hour. One London steam road gives workmen an eleven mile ride for two cents each way. English managers say that American companies throw away large profits by maintaining too high fares. The question of public policy to consider about workmen's fares is not whether more people could be carried or whether they would pay, for foreign experience has settled these points, but whether more riding is necessary and desirable, that is, whether satisfactory living conditions can be provided within walking distance of where people work. A feature of transit requiring more attention is the matter of car ventilation. While there are spitting signs in the cars for the instruction of passengers, some of the employes appear to be the subjects who need most attention. The constant expectoration of motormen through vestibule doors, and the fouling of front steps, are practices that are not conducive to health or happiness. To reduce the wear and tear on the nerves of the community the noise from car operation ought to be much less. Excessive gong ringing is far too common in Pittsburgh. Ninety-four blows in a minute is a ridiculous frequency. One sound from a good gong is enough to inform a vehicle that it is in the way. Too much pounding simply exasperates a teamster. There should be very little need of gong ringing anyway. A properly trained motorman slows down for pedestrians and obstructions, and does not rely on the gong to get them off the track before he is too near for safety. For the car gearing, the London mixture of sawdust and oil should be tried in the gear cases. The London cars almost startle one with their quietness. They are kept in perfect order, with no loose parts to rattle, no bad rails to pound over. While the Pittsburgh rail joints are often quiet, the tracks at junctions are in a condition most injurious to the cars, and a cause of excessive noise, there being actual gaps in the rail heads over which the cars must jump. Bad track maintenance has allowed much corrugation to creep in, viz., little waves along the heads of the rails, which are both noisy and expensive. The unfortunate supplanting of magnetic brakes by air brakes will increase the flat wheel nuisance. Worn trolley wheels cause unnecessary noise overhead. Rails on curves should be greased. The Pittsburgh Railways Company, in its latest reports, gives no figures for the cost and number of street car accidents. Such omission invites close scrutiny, and there are many dangerous features about the cars and the operation. One excellent thing in use by the company is the magnetic brake With the best magnetic brakes, projecting fenders ought to be unnecessary. Such fenders are prohibited in Europe, as doing more harm than good. A perfect wheel guard seems really the only thing needed, and such has been found by the city of Liverpool, which has had in use for seven years the noted plow guard, which has pushed 415 persons off the track and absolutely saved people from being run over. It should be applied in some form at once on all the Pittsburgh cars. Many Pittsburgh cars have no wheel guard at all. To take up a few more danger points: Dim headlights, due to insufficient power, are another source of risk. Gong ringing by hand, the practice in Pittsburgh, is an antiquated method especially objectionable with the magnetic brake, where the motorman must both brake and ring with the same hand. There are no power brakes on the trail cars,—a serious omission. Single truck cars are not safe on many of the sharp curves, as between Forbes street and Homestead. When rails are dirty, they should be cleaned, not sanded. The car sanders are of a type that is useless on curves. The carrying of jacks on every car is an excellent thing, which the Pittsburgh company was the first in the country to adopt. But there should also be an emergency lantern, an emergency lamp inside the cars, blocks to hold a car up, a saw, etc., as in Berlin. The storing of cars out-of-doors, as at Highland Park, results in icy steps on winter mornings, and is a shiftless practice. The Pittsburgh rule to descend dangerous grades with wheel brakes on, instead of magnetic brakes, is exactly the most dangerous thing, as has been shown again and again in England. The type of rail in use and the method of laying are very unsatisfactory, and Philadelphia standards are greatly needed. The Pittsburgh rails and their condition are certainly an anomaly in the steel center of the world. There are other matters about the system besides those affecting health and safety which need improvement. It is very hard for strangers to find their way The car lights should be placed over the seats, and the glare of bare filaments avoided. If the company cannot furnish a decent voltage on all the routes, then electricity should be abandoned for lighting cars, in favor of the brighter incandescent gas or acetylene used on steam roads. Windows do not open wide enough for coolness in summer, especially on the newest cars, and they are not always well washed. English cars are cleaned every night from top to bottom, and go out as bright as new every morning. Even the trucks are daily cleaned with oil. Dirty city air or passengers are regarded in England as no excuse for dirty cars. The immediate transit needs of Pittsburgh, then, are evidently: First, the running of enough cars throughout the day to furnish sufficient seats at all times and stop the dangerous overcrowding. Second, the substitution of through routes for loops with universal free transfers and a five cent fare at least within the city limits. Third, the improvement of equipment and operation, so that there shall be more healthful conditions, more safety, less noise and more convenience. Fourth, besides these, there should be a thorough study of present conditions, the city's growth and needs, to determine a transit policy for the future. Before taking up the rapid transit question, however, let us consider how the improvements necessary to the existing surface system may be obtained. Throughout his administration the present mayor of Pittsburgh has tried to get things done. Vain attempts have been made to get sufficient cars run and to abolish the downtown loops, with their inconvenience to passengers, unjust fares and street congestion. Where new lines have been needed in unserved districts, the company has refused to make extensions except on the unreasonable and impossible condition of perpetual franchises without compensation to the city. Under the different franchises, large sums are due the city for car taxes, rentals and the cost of neglected paving and street cleaning, the total claimed by the city amounting to about a million dollars. The present company, while meeting some obligations the past year, has refused to pay any of these old debts, though admitting its liability for at least a part of them, and the city has brought lawsuits to recover the money. It would have been easy for Mayor Guthrie to have resorted to grandstand plays. But more important than that, he has held the company in statu quo until legal complications have been developed and are now in shape for the city to enforce its rights. An examination of the original franchises opens up some surprising possibilities for the city. These grants were for different routes and conferred no running powers over other lines. In fact, the franchise of the Pittsburgh, Allegheny and Manchester Passenger Railway Company contains the express provision that the ordinance should not be construed to grant or confer upon any other company the right to traverse the streets. As the different companies consolidated, they neglected to obtain from the city the right to run cars over one another's lines, and to-day the Pittsburgh Railways Company is operating its whole system in a way which has been declared illegal in a recent court decision. In the Erie decision, the Supreme Court of Pennsylvania held that, under the state constitution, no street railway company had a right to run over the tracks of another company without express municipal consent, a city having the power to impose reasonable regulations for the operation of lines under an ordinance. If the Pittsburgh Railways Company intends to obey the laws of the state, it must either break up its system into the original car lines and operate them separately, or else it must apply to the city for a permit to legalize its present methods of operation. In giving its permission, the city could dictate its own terms, as long as they were reasonable and constitutional; and it would certainly seem reasonable to require sufficient cars and seats, the abolition of the loops, and the universal five-cent fare as in other cities. If the company would not accept a reasonable ordinance, it might threaten to break up the system, and charge the public a separate fare for each line. It would seem doubtful, however, if the courts would permit any such burden on the public, and the company would hardly attempt to abandon the unity of its system pending litigation. If it tried to do so, after any decision favorable to the city, on the ground that it could not afford to meet the city's requirements, then the courts, on injunction proceedings brought by the city, would be in position to probe the street railway finances, determine the real value of the properties and what would be a fair return on the money actually invested. This would bring out the immense net earnings of the system, absorbed in the charges on an inflated capital, and might lead to a complete reorganization of the companies, on a proper capitalization. The city appears to have just the opportunity needed to bring about the improvement of the whole transit situation, and the people of Pittsburgh should see that the desired results are gained and that no false move is made. The rights of company and investor would be looked after by the courts, while the public might not only get the long needed improvements, but also see a surplus income from their fares available for a real rapid transit system. Such an outcome would put the Pittsburgh surface system on a sound basis, and the company might be the gainer in the end. The city has a further hold on the situation, in the fact that some of the most important franchises can be revoked for non-fulfillment of conditions. Five, at least, of the ordinances provide that any failure to comply with any of the terms may, at the option of the city councils, be held to work a revocation of the privileges granted. The failure to pay the agreed car taxes, percentage of receipts, or rentals, and to pave and clean the streets properly makes it possible for the city to declare forfeited these franchises so vital to the company. The latter would then have to apply for new privileges Further, apart, from this possible right of forfeiture, the city is secure in its right to purchase some of these railways which have been in existence twenty years or more. By exercising this option, the city would not be committed to municipal operation any more than Boston or New York, where upwards of fifty million dollars have been invested by those cities in rapid transit lines. Pittsburgh would simply own the tracks and could lease them to the present company or another company, too, if competition were desirable, and make terms which would forever prevent neglect of the public interests. The cost of purchase should not be great, as it would be fixed by appraisers appointed by the courts. The physical property would not be very valuable after the franchises had been revoked, for the tracks are all in bad condition. After purchase, the city could maintain the tracks itself, laying modern rails, and keeping the pavement repaired and clean, the rentals paying the expense. It seems to be the consensus of opinion of eminent legal authorities that all grants of franchises for public utilities are made upon the implied condition that the corporation receiving them will properly perform its obligations by furnishing reasonable accommodations to the public; and that when a corporation has committed its property to a public use, the public has a right to require proper performance of such duties under penalty of forfeiture of the franchise. What has been said as to the city's expressly reserved powers on certain grants may be illustrated by a summary of two franchises. The consent of the city for the construction, maintenance and operation of the lines of the Citizens' Passenger Railway Company was given upon the following conditions, among other things: First, to pay into the city treasury "for each car run over its road," twenty dollars per annum, for the first five years; thirty dollars per annum for the second five years and forty dollars per annum for each year thereafter. Second, to pay into the city treasury annually three per cent of the net profits of said company for the first five years, and five per cent of the net profits of said company for each year thereafter. Third, to keep the streets over which the road passed in good repair from curb to curb. The ordinance further provided: First, that "any failure to comply with" these conditions should be held to work a revocation of the franchise. Second, that the city should have the right at the end of twenty years, by giving the company one year's notice of its intention, to acquire the road and stock by paying for the same at a rate to be fixed by five disinterested appraisers. This term has elapsed. The franchise of the Pittsburgh, Oakland and East Liberty Railway Company was conferred upon the following conditions, among others: First, the payment of an annual sum upon each car run on the road. Second, the payment of an annual sum of $200 for each year during the first five years, and $400 annually thereafter, in lieu of a percentage of profits. Third, that the company shall keep clean and in good repair from curb to curb that portion of the streets on which the road was constructed. The ordinance further provided: First, any failure to comply with any of its terms might, at the option of the city councils, be held to work the revocation of the privileges herein granted; and Second, that at any time after the end of twenty years, the city shall have the right by giving one year's notice, to purchase the road at a price to be fixed by five disinterested appraisers, to be appointed by the president judge of the Quarter Sessions Court of Allegheny county. This term has elapsed. In considering the transit needs of the future, the first question to ask is, perhaps, does Pittsburgh really need more rapid transit? For the immediate present, if the railway company were to bring the surface system up to modern standards as suggested, it would seem as though the existing lines might be satisfactory for some time to come. A number of other large American cities are getting along without fast service, such as St. Louis, Baltimore, Cleveland, Buffalo, San Francisco, etc. A radial city, with all its disadvantages, does allow a short journey home, compared with a At the same time, the growth of Pittsburgh needs to be directed according to the best public requirements, and not left to the traction company and real estate owners to work out as they see fit. Some of the broad questions that need to be considered will be discussed later,—such as the relative location of houses to business and manufacturing; the extent to which walking should be provided for; the directions in which Pittsburgh should grow. Of the more specifically transit questions, the chief ones to settle are the routes of rapid transit lines; the type of construction; and the best way to get lines built and operated. The suggestion has been made in two quarters that a highly desirable change in the business district would be effected if the streets could be built up to a higher level, leaving the present streets either for pipes and wires, or for heavy and slow moving traffic. Such an improvement would be of great benefit in case of the highest floods; but from a rapid transit standpoint, it would give little, if any, relief, because cars and vehicles would still be on the same level. If two traffic levels were maintained, there might have to be numerous inclines, which would be awkward with such narrow streets. Still, Pittsburgh may some time have to consider the problem of cross traffic at street junctions, and how best to abolish grade crossings of vehicles. Chicago is trying freight tunnels; New York is considering them; London has planned bridges at congested points, the cost of a single one of which has been figured as high as $3,500,000. Pittsburgh is fortunate in having so many railroad lines along the water fronts, which must reduce the trucking through the streets. The writer has previously advocated the running of more surface cars in the business district. Not that more cars are desirable on the streets; they are simply a necessity, until at least a rapid transit line can be built, or double-deck cars be brought into use, with their great reduction in number. The ultimately desirable thing is to remove all cars from city streets which have become too congested for safety or speed. The best example of such removal is of course in Boston, with Tremont and Boylston streets. London not long since opened a subway for surface cars under Kingsway, the new avenue across the city from north to south, with no tracks on the street above. While as yet Pittsburgh hardly needs for rapid transit purposes the removal of all surface cars downtown, still it would obviously be a great advantage in reducing accidents and giving vehicles more room. To thus relieve the streets has been one of the stated aims of the Pittsburgh Subway Company. The plans of this company appear to provide for a subway system for surface cars, consisting of a downtown terminal loop a mile in circumference, under Oliver avenue, Liberty street, Ferry street, Third avenue, and Grant street; a main tunnel to the east, passing in a straight line under Herron Hill to Junction Hollow; and two branch tunnels extending south from the main line to Brady street and Boquet street. The company has charters for several surface lines in the East End, to feed the subway and its branches. The main subway, sooner or later, would be continued east under Center avenue and Frankstown avenue to a portal at Fifth avenue. A branch tunnel is also provided from the downtown loop, north under the Allegheny River to the Allegheny Station of the Pennsylvania lines. The subway would be built by private capital; it would pay the city a percentage of its gross receipts, and be open to the cars of other companies on reasonable terms. There would be four stations in the business district, but none beyond, except one at East Liberty. The westbound cars would thus make no stops after leaving the surface, till they arrived downtown; and the longest run of five miles would be covered in ten minutes, at an average speed of thirty miles an hour. The object of the Pittsburgh Subway Company is obviously to force the Pittsburgh Railways Company to use the tunnels, under the Perhaps the best way to test the value of the subway scheme is to take up every possible objection to it. One prominent feature of the project is the treatment of the business district as a thing which cannot be extended because of the hills to the east. So the cars would run from the downtown loop to East Liberty without a stop. There has been much discussion in Pittsburgh of spreading out the congested business district; and the fact that business has reached the court house, would suggest that the "Hump" is not the insurmountable bar to growth that it has been supposed. It has been suggested that heavy property owners and large stores are likely to oppose strongly any improvement which would lessen their growing returns. On the other hand, it is conceivable that equally powerful interests may throw their influence in an opposite direction and a rapid transit line would afford exceptional opportunities for real estate investment and branch stores. Fifth avenue or Penn avenue, or both, would seem to be the proper places for such lines to the east. While a business zone along these streets would be narrow because of the hills, the speed of cars would make up for greater distances; and many people might live on the hills between these streets and walk to their work in this zone. A subway along a street might cost somewhat more than a tunnel; but Pittsburgh can afford to have the thing well done. Another feature of the subway system which seems to need consideration is the proposal to run surface cars in it. Obviously, if all the Pittsburgh Railway cars could be put underground in the business district, it would be a great advantage, as far as the street surface is concerned. But of course this would not make it any easier to get on the cars, because the loading would be restricted to four stations, instead of being at every street corner. Again, there would be about sixty car routes to be provided for, and 490 cars an hour, without allowing for any increase of cars to furnish more seats. The routes and cars would have to be divided between two tracks, so that half the cars and routes would be on each track, viz., thirty routes and 245 cars an hour. This traffic would obviously fill the subway at the outset, without any room for growth, unless double-deck cars were used. Again, it is against the new lesson of rapid transit, learned at great cost in New York and Berlin, that a rapid transit line should have no junctions and but one destination each way. The speed proposed for the cars from the East End is very high; for the running time of ten minutes from Kelley street to downtown would require an average speed of thirty miles an hour, including the stop at East Liberty and slowdowns for two junctions. To run at such a speed would require block signals and automatic safety stops, and would limit the number of cars to about sixty an hour. To use the subway to its full capacity, either trains must be run, or else the surface cars must be limited to the low speeds found in the Mt. Washington tunnel and the Boston subway. In a paper before the Engineers' Society of Western Pennsylvania, the engineer of the subway company spoke of running trains and not surface cars in the subway, suggesting that in time all the steam railroad passengers from the east should be transferred to the subway at East Liberty; all the passengers from the west alighting in Allegheny and at McKees Rocks, taking a subway built from the business district through Allegheny and under the Ohio River at McKees Rocks. The loop in the business district would have two tracks, with all trains running in the same direction around the circle. This development of the subway, however, evidently belongs to the future, and the running of surface cars would appear more within the bounds of possibility. One of the most serious questions about the subway proposition is whether it would pay. The promoters answer that they are willing to take all the risk. But if Pittsburgh really needs rapid transit, can the city afford to have it depend on any $10,000,000 or $15,000,000 experiment, and wait several years to know the results? A subway, to clear expenses, has been found to require from fifteen to twenty per cent annual income on the cost. The cost of subways in this country has ranged from $1,500,000 to $3,500,000 a mile. The New York subway cost about $3,000,000 a mile equipped. To make a subway pay as far as East Liberty, would require a minimum traffic in the heaviest rush hour one way of ten thousand passengers. It might take twice or three times this number, according to the cost and the volume of slack hour traffic. It seems a very grave question if a radiating city like Pittsburgh can support such a subway as proposed, to say nothing of a system serving adequately all parts of the city. Subways have usually turned out to be very poor investments, as many companies have learned to their cost, in London, Liverpool, Glasgow, Berlin. The New York subway pays only for about half its length, a considerable part of the dividends coming out of the surplus obtained from the elevated roads. Boston can afford subways, because they are mere short links in an extensive system. Subways have other disadvantages which must be carefully considered. They might have been flooded downtown in March, 1907. On account of the cost they can only serve a very limited territory. They are extremely noisy. In New York, they are almost unendurably hot in summer, and the air is filled with iron dust. They take long to build. They are dangerous in case of fire, eighty-seven lives being lost in the Paris disaster. If deep, as in London, many people do not like to use them, even with elevators. The London underground roads are facing a very serious proposition, several already being in a receiver's hands. If shallow, they occupy or cramp the space needed for pipes, wires, and sewers, greatly disturbing the proper arrangement of underground necessities. a. One for the Pittsburgh Subway Company for a franchise over the route already indicated, asking for a fifty year franchise without compensation to the city for the first ten years, and with payments of one, two, three and four per cent per year, respectively, on gross receipts during the decades following. The same parties who hold this charter, are now applying for a charter for the Pittsburgh Underground Railway Company. The two routes are identical. This charter is pending before the Rapid Transit Board of the commonwealth. b. The other ordinance before councils provides for the construction of a municipal four-track subway for surface cars from Seventh avenue and Grant boulevard east to Center avenue and Craig street, to be built by the City Subway Company, a corporation of three trustees chosen by the city of Pittsburgh. The city will pay the interest on bonds issued by the company, and the latter will turn over to the city such rentals as it can collect from the use of the subway, endeavoring to reimburse the city in the end for all money expended. It is stated in the proposed ordinance that this subway would be the beginning of a transit system, but who would operate the system is not specified. Ordinary elevated roads are certainly not desirable in the business part of Pittsburgh, because the streets are narrow, the buildings high; and there is still at times much smoke. There is already quite an amount of elevated freight structure, black and without ornament. It is perfectly true that an elevated road can be made practically noiseless, as notably in Paris and Berlin; and there has been no damage to property in these cities. The Berlin structure is painted white and is an ornament to the city; but the streets are much wider there than in Pittsburgh. The prospects for satisfactory rapid transit in Pittsburgh do not appear very good, unless perhaps some form of suspended railway should meet with approval. A German type which has had eight years of practical operation at Barmen and Elberfeld, is now under consideration for Berlin. Whether it would suit Pittsburgh is a question; but it has some very interesting advantages. It would cost only about a fifth of a subway's price; so that the same expenditure of money could serve five times the area,—a vital point with a radiating city. The cars could cross existing bridges, probably, without interfering with surface traffic. Studies of routes, structure, and costs make the suspended appear a type of railway which could thoroughly compete with the Pittsburgh Railways Company; and if competition is necessary, it must be of no uncertain kind. Its cars could reach the heights about the city, without excessive grades, and open up new territory as a subway system could never afford to. If operated in co-operation with the existing company, it would allow a large reduction of surface cars in the business district as soon as opened, and the removal of all tracks when desired. On the eight mile line in Germany, not a single passenger has been injured in eight years of operation. The suspended line, moreover, does not shut in the streets, as does the ordinary two track elevated structure. With double-deck cars as feeders, it seems to offer the cheapest, most convenient, and safest means of rapid transit. It would seem wise, if any rapid transit line is to be built in Pittsburgh, for the city to construct and control it, as in New York, Boston, and Paris. The city would merely have to borrow the money, and could retain control of the road in a way to get adequate service. It might be desirable to put the operation into the hands of trustees, who would run the road at a minimum cost and with only a safe margin of profit, giving the public either the largest extension of rapid transit lines possible at a five cent fare, or else serving a smaller territory with a lower fare. The Brooklyn Bridge railway was operated by public trustees most successfully for a number of years, with a two and one-half cent fare. What part the steam railroads will play in the future development of Pittsburgh depends on their own efforts. Their suburban passengers would probably find a rapid transit system more convenient, because they could reach any part of the city quickly for five cents. A terminal for such passengers, more central than the Union Station, is one of the probabilities and would afford an artery of no mean significance, but still without the other advantages of a rapid transit Any plans for the future transit of Pittsburgh should take into consideration, not only the present conditions and arrangement of the city, but also where the growth ought to be, where the healthiest sites for houses are, and other broad questions. Transit, city planning, and housing, are all closely related; and it may be well in concluding to try to get a wider view of things. Transit systems have grown up in modern cities because of the needs and desires of people for moving about more than they did a century ago. In the old days, when towns were small and the uses to which districts were put were not specialized as now, people could walk to their work, or else had space to keep a horse or two. As cities increased in size and compactness, the keeping of horses had to diminish, and distances grew, as well as the desires of people to go about more. Public conveyances consequently came more and more into use; while the constantly improving facilities, notably electricity, increased the tendency to ride. It would appear that the rate of a city's growth in people depends on the amount of intercommunication, just as the intensity of some chemical processes depends on the extent to which the different elements come together. So transit is now regarded as a necessity, and one which cities are beginning to feel, whatever the basis of ownership and operation, is too vital to be exploited solely for the gain there is in it. Passenger transportation obviously has to meet the following needs:—First, carrying people to and from work; second, carrying people about their business during working hours, including shopping; third, carrying people about on social, educational, and recreative objects. The best transit system for meeting these needs is obviously that which conquers space and time most equally for all inhabitants at the lowest cost in money, convenience, safety and health. Of course people should not do unnecessary traveling,—walking, writing, and telephoning being desirable substitutes. In American cities the economy of walking has been too much lost sight of, chiefly in the matter of getting to and from work. The largest demand on transit systems to-day is to carry people to work and back; and yet, curiously, this ought perhaps to be the least important kind of travel. For centuries, until a very recent time, everybody walked to business, and the poorest classes as well as some of the wealthy do still. The reason why so many have to live at a distance from their work is not the mere growth of cities, but our universal disregard of scientific town planning as practiced notably in Germany. We usually crowd most of our business into one center, and then have to ride a long way to get enough room for a single house. But congestion on transit lines is just awakening us to the fact that the common radial plan for a city is neither wholly necessary nor desirable. It would look now as though the ideal city is a longitudinal one, with factories on the leeward side, after the European plan as found in Vienna and the new city of Letchworth, England; houses on the windward side away from the smoke; and stores and offices between. The whole city is narrow enough to enable people to walk across town to With existing, radial growing cities, it would seem best to try to replan on the longitudinal system as far as possible, modifying the ideal to fit topography and other present conditions. A rapid transit line is the best thing with which to begin the stretching out process in a city where no such facility already exists. By rigidly limiting the heights of buildings to the standards so successful in Europe, and then in some way preserving belts of houses alongside the business district as it begins to stretch, congestion may at least be checked. Of course it is impossible at this late day to provide many single houses within walking distance of a business district, though Boston has notably done so for both rich and poor with its Back Bay, Beacon Hill, and the West and North Ends. But the conditions of Pittsburgh allow no simple alteration to fit the ideal plan. No single transit line can serve both sides of the Ohio, or the four shores of the Allegheny and Monongahela Rivers. Again, the question should be considered very carefully whether people ought to live too near the manufactories, on account of the smoke and the noise; and therefore whether the walking principle ought not to be waived in such a manufacturing region, and all the workers be transported up on the bluffs or beyond, where the air is purer, where more land is available for single houses, and where they can have quiet, healthy homes, making more efficient workers. If the smoke were not still so abundant, the fast transit lines should best lie along the rivers, with a belt of houses on the heights above. But as conditions are, the most desirable locations for houses are away to the east, north, and south of the business district, and so perhaps these are the regions which should first be made more accessible to the heart of the city. The location of rapid transit lines in Pittsburgh obviously needs most careful study. It does not seem enough to connect East Liberty with the business district by a straight line, without serving the intervening territory. The situation needs the broadest study and outlook and the united judgment of the best minds in the city. A transit solution cannot be left to any interested company, but needs to be reached by considering the welfare of all the inhabitants, future as well as present. |