. Electric railway journal . Michigan 1,737,900 Jefferson ,500 Fort 1,074,000 Halstead Street, Chicago Elevated Railways, Chicago 1,022,000 Elevated Railways, Manhattan and Bronx, N. Y 3,049,800 Elevated Railwavs. Brooklyn Hudson and Manhattan Tubes, N. Y. 3,, New York ,500 1 ,22,,1 ,64,9 ,,00030 000*15,000* 30,00095,00073,00070,000* Per 6 . *1916. Table IV—Showing Comparison of Cost and Fixed Charges onDetroit Transit System Without and With Rapid Transit Interest at Item System Cost A Pr
. Electric railway journal . Michigan 1,737,900 Jefferson ,500 Fort 1,074,000 Halstead Street, Chicago Elevated Railways, Chicago 1,022,000 Elevated Railways, Manhattan and Bronx, N. Y 3,049,800 Elevated Railwavs. Brooklyn Hudson and Manhattan Tubes, N. Y. 3,, New York ,500 1 ,22,,1 ,64,9 ,,00030 000*15,000* 30,00095,00073,00070,000* Per 6 . *1916. Table IV—Showing Comparison of Cost and Fixed Charges onDetroit Transit System Without and With Rapid Transit Interest at Item System Cost A Present D. U. R. city surface lines and equipment $30,000,000 B Item A, with Woodward Avenue sub-way and elevated, and equipment. C Item B, with an east and west sub-way and elevated, and equipment. D Item C, with surface line extensionsto facilitate transfers between rapidtransit and surface lines 75,500,000 51,000,00068,000,000 6 per Cent$1,800,0003,,080,000 4, March 2, 1918 Electric Railway Journal 421. FIG. 1—PREDICTED POPULATION OF DETROIT COMPARED WITH ACTUAL GROWTH OF OTHER CITIES; FIG. 2—REVENUE RIDES PERCAPITA BY YEARS IN VARIOUS CITIES; FIG. 3—CAR-MILES PER HOUR WITH RELATION TO PASSENGERS PER CAR-MILE Detroit line. Table III gives a record of passengers onJune 27, 1907, a typical day, showing the classes witheach kind of ticket. Continuing, the report says that in the heart of thecity where the congestion of vehicular and street cartraffic and even pedestrian crossing traffic has becomevery serious, no other solution than by a subway systemis possible. Outside of this congested central districtoverhead railways are recommended. These elevatedlines for considerable part of their length, toward thedowntown end, are to be built upon purchased right-of-way, using alleys and back ends of lots. Here a struc-ture so designed as to span the right-of-way would beused, thus providing an additional vehicle highway un-derneath for trucks and commercial vehic
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