. Electric railway journal . anormal week-day traffic in the summer of about 90,000passengers, in and out, handled by the rapid transitlines, and even a winter traffic of 18,000 passengers aday which must be served. Such crowds and their habit of travel gave rise to thenecessity for spending $1,500,000 in an immense newterminal project for all lines entering the island, ex-clusive of surface lines. This was begun in 1916 andprolonged through the delays consequent generally tothe war conditions, so that it is just now reaching com-pletion. The problem of providing the terminal facili-ties for t
. Electric railway journal . anormal week-day traffic in the summer of about 90,000passengers, in and out, handled by the rapid transitlines, and even a winter traffic of 18,000 passengers aday which must be served. Such crowds and their habit of travel gave rise to thenecessity for spending $1,500,000 in an immense newterminal project for all lines entering the island, ex-clusive of surface lines. This was begun in 1916 andprolonged through the delays consequent generally tothe war conditions, so that it is just now reaching com-pletion. The problem of providing the terminal facili-ties for the rapid transit lines to handle the large vol-ume of traffic was complicated both by the engineeringdifficulties of providing for a complex train movementon a limited private right-of-way, and by the necessityof collecting fares of passengers leaving as well asentering the terminal. The surface lines, while some-what restricted in their terminal facilities, were not in-cluded in the terminal project covered by this FIG. 1—MAP SHOWING THE COMPLETE LAYOUT AND TRACKCONSTRUCTION INVOLVED IN THE TERMINAL PROJECT Formerly, all of the rapid transit lines serving theisland were laid on the surface. Two of the linesfanned out into a common small stub-end surface ter-minal and the third line entered the island at the eastend and ran up a 40-ft. right-of-way parallel to SurfAvenue, terminating simply in a two-track stub end atabout the center of the island. Evidently, these limitedfacilities were quite outgrown, and when it came to working out new terminal facili-ties, the limitedright - of - wayp r operty avail-able made it de-sirable to combineall of the rapidtransit lines intoa single terminalplan whereby theprincipal terminalstation could beplaced at a pointat which the nec-essary amount ofproperty wasavailable, andwhich could bemade to serve alllines. The planalso looks towardan ultimatethrough routingscheme of operation between the various lines, although,the trains are
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