. New York city transit ... A memorandum addressed to the Public Service Commission of the First district . X illustrates the overcrowding on Twent\-thirdstreet in the afternoon rush hours. In some five-minute periodsless than half the passengers were supplied with seats ; in oneperiod only 40 per cent. The irregularity of the cars- is verymarked, 14 being run in one period and only two in cars in five minutes is at the rate of 168 cars an hour,whereas only 95 cars were actually run. As to the limiting effect of junctions on the number of surfacecars run, it is n
. New York city transit ... A memorandum addressed to the Public Service Commission of the First district . X illustrates the overcrowding on Twent\-thirdstreet in the afternoon rush hours. In some five-minute periodsless than half the passengers were supplied with seats ; in oneperiod only 40 per cent. The irregularity of the cars- is verymarked, 14 being run in one period and only two in cars in five minutes is at the rate of 168 cars an hour,whereas only 95 cars were actually run. As to the limiting effect of junctions on the number of surfacecars run, it is noticeable at all such points that the tracks are notbeing fully utilized. At Broadway, Thirty-fourth street and Sixthavenue, where three lines cross, a recent rush hour count showedcars passing at the rate of 478 an hour in all directions. Fouryears ago as many as 525 cars were found passing at this cars are run as many as 11 in one minute, which is at therate of 660 an hour, and shows what can be done if enough, carsare furnished. The company once stated that 1,070 cars were ,s , <<. scheduled per hour for this crossing. In a later statement theysaid that 975 cars had been operated and that 731 per hour wasa reasonable number, so that the 478 found to-day is far below thecompanys own standards. Is the transfer system satisfactory? Observations— There is comparatively little ground for complaint as to trans-fers between surface lines in Manhattan, though there are yetseveral points where they are not given, especially between theForty-second and One Hundred and Sixteenth street lines andsome of the avenue lines. There seems to be no excuse for theseexceptions. In the Bronx the privilege is not universally extendedbetween the New York City Interborough Railway Companyand the Union Railway Company, though the Interborough RapidTransit Company owns one company and a controlling interest inthe other. Surface lines give transfers to the elevated road forthree ce
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Keywords: ., book, bookcentury1900, bookdecade1900, booksubjectstreetrailroads
