. Electric railway journal . 5 6 7 8 9 10 1112 T 2 3 4 5 6 7 8 9 10 1112me of Day 2—MARKED MIDDAY TRAF-FIC IN BELFAST May 10, 1919 Electric Railway Journal 913 More normal examples of routing a car over twosections are: Falls Road and Greencastle (Shore Road)sections; Donegall Road and Bloomfield sections;Springfield Road and Ravenhill Road sections; Maloneand Ligoniel sections; Old Park and Castlereagh sec-tions; Cliftonville and Ormeau Road sections, andStranmillis and Northern Counties railway station. Like other cities of the United Kingdom, Belfast hasa pronounced mid-daytravel in additio
. Electric railway journal . 5 6 7 8 9 10 1112 T 2 3 4 5 6 7 8 9 10 1112me of Day 2—MARKED MIDDAY TRAF-FIC IN BELFAST May 10, 1919 Electric Railway Journal 913 More normal examples of routing a car over twosections are: Falls Road and Greencastle (Shore Road)sections; Donegall Road and Bloomfield sections;Springfield Road and Ravenhill Road sections; Maloneand Ligoniel sections; Old Park and Castlereagh sec-tions; Cliftonville and Ormeau Road sections, andStranmillis and Northern Counties railway station. Like other cities of the United Kingdom, Belfast hasa pronounced mid-daytravel in addition to theusual and This characteris-tic is clearly brought outin the graph on page912 of the traffic han-dled on Jan. 21, shows that 17,000passengers were on thecars at 9 , about 18,-300 at 2 and 26,000at 7 The total travelbetween 5 and mid-night was 240,000. Itwill be understood, ofcourse, that the actualperiods of maximumboarding were say thirty. using the hours saved by starting a little later than atpresent but quitting earlier. In other words, seriousdiscomfort to the public would be avoided by splittingthe saving instead of applying all of it to the postpone-ment of the opening hour. Every cloud is reputed tohave a silver lining. In this case, if the workmen doprefer to start after 8 they lose the low-rate the tramways can offer a choice between theRoad staggered hour with the low-rate fare retained, oran accentuated peak withthe low-rate fare elimi-nated. This aspect of the dailytraffic curve is by nomeans unique to agitation for shorterworkdays i s universalthroughout the UnitedKingdom, and their in-stallation will have effectssimilar to that indicatedat Belfast. It is notlikely, however, that noon-day riding from mills andsales-shop will be muchaffected. The habit of
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