REPORT ON THE UNION ELEVATED LOOP RAILROAD SUBM ITTED TO THE COMMITTEE ON LOCAL TRANSPORTATION OF THE CHICAGO CITY COUNCIL BY GEORGE WESTON sº APRIL, 1908 MEMBERS OF THE LOCAL TRANSPORTATION COMMITTEE OF THE CITY COUNCIL OF THE CITY OF CHICAGO. HON. MILTON J. For EMAN, Chairman. HON. JOHN W. McNEAL. HON. LINN. H. YOUNG. HON. DENNIS J. EGAN. HON. MICHAEL ZIMMER. HON. WILLIAM E. DEVER. HON. JOHN P. STEWART. HON. NICHOLAS R. FINN. HON. CHARLEs M. FoELL. HON. WINFIELD P. DUNN. HON. PETER REINBERG. HON. HENRY J. SIEWERT. HON. ERNEST BIHL. - v. -s- ~~ ~ ss*-Sºs Hon. Milton J. Foreman, Chairman and Members of the Local Trans- portation Committee, Chicago City Council. GENTLEMEN:— I have the honor to submit here with my report on the Union Elevated Loop. The report describes the Loop as at present operated and its “rush hour” capacity, and outlines changes that should be made which will increase its capacity in the number of cars per hour that can be passed through it. The changes that I recommend are as follows: 1st. The through routing of cars between the Northwestern and the South Side Companies. 2nd. The lengthening of the station platforms and the relocat- ing of certain platforms with reference to the interlocking plants. 3d. The introduction of universal transfers between the four companies. The net increase shown by the calculations made, amounts to forty-three per cent over the present “rush hour” capacity of the Loop. Tables made giving the probable increase growth of traffic shows that the future business will outgrow this resulting increase in capa- city in the period between 1912 and 1915. The through routing of cars is essential to the proper expansion of the downtown business district and this view of the necessity for through routing should be the underlying principle to bring it about. I wish to mention J. C. Gray, S. D. Pugh, F. A. Banning, Jr., O. H. Tousey and the several observers and draftsmen engaged upon the work as having given efficient assistance in the preparation of this report, and I express my thanks to the officers and employes of the railroad companies in affording facilities for collecting necessary data and for promptly furnishing traffic statistics and other information. Respectfully submitted, 2%a cazz. Chicago, April 17, 1908. Consulting Engineer. A/A- */ 4, 7 / , Č, Š & Cº., 3 A 2 ºf THE LOOP STRUCTURE. The Union Elevated loop is a double-track steel structure about two miles in length, built in the shape of a rectangle and enclosing about thirty-five blocks in the central business district of Chicago, covering seven blocks in length north and south and five blocks in width east and west, occupying Lake Street on the north, Van Buren Street on the South, Wabash Avenue on the east, and Fifth Avenue on the west. The structure is owned by the Union Elevated Railroad Company and was built under several ordinances which expire about the year 1946. By agreement the Company pays to the City compensation at varying percentages upon met earn- ings after deducting interest upon bonds. The percentage now in force and up to December 31, 1916, is 15 per cent. Fifteen years from December 31, 1916, to December 31, 1931, 20 per cent., and the remainder of the term, about 15 years, 25 per cent. This loop is used as a terminal by the four elevated rail- road systems of the City, the Northwestern Elevated Rail- road Company, the Chicago & Oak Park Elevated Railroad Company, the Metropolitan West Side Elevated Railroad Company, and the South Side Elevated Railroad Company, under a joint lease between the four companies and the Union Elevated Railroad Company. The four elevated railroads and their branches and the Union loop are shown upon Plate I. - - As at present operated, all trains entering upon the loop run the entire distance around the loop and leave again at the point of entrance; the Northwestern trains at Fifth Avenue and Take Street occupying the outer track loop; the Oak Park trains at Fifth Avenue and Lake Street occupying the outer track loop; the Metropolitan trains at Fifth Ave- nue and Van Buren Street occupying the inner track loop and the South Side trains at Wabash Avenue and Van Buren Street occupying the inner track loop (See Plate II), except- ing that during the rush hour in the evening the Northwestern enters the loop at Fifth Avenue and Lake Street with seven Location, OWnership and COrnpenSation to the city. Lessees Of LOO) Present opera- tion. 6 he rush hour period. Ievated traffic year 1907. able No. 1 Estimated future traffic pased upon Arnold’S C Arve • ‘I,’” trains backing them up to the Randolph Street Station and do not run these trains around the loop. FUTURE GROWTH OF TRAFFIC. The transportation of the people from their homes to their place of business in the morning and back home again in the evening becomes the chief subject in the question of local transportation in all large cities and is termed the “rush hour period,” and as a city grows in size and population the prob- lem becomes larger and more complex. In small cities the distances are not prohibitive for walking and transporta- tion is not an absolute necessity to the people. As the cities grow the distances to cover become greater and some form of transportation is found necessary, and later more transporta- tion is required and then rapid transportation becomes a necessity and finally more and more of all kinds of transportation are necessary to properly handle the people, and the latter situation is true of Chicago to-day, and in addi- tion, the City is growing rapidly. In order to properly analyze the subject in hand, studies have been made of the present elevated traffic for several years past and particularly of the year 1907 during which year the Ravenswood extension of the Northwestern Elevated Railroad, and the Englewood and Kenwood branches of the South Side Company were put into operation. These studies show that the rush hour traffic between 5 and 6 P. M. equals 13% per cent. of the average week-day traffic when applied to the total elevated railroad travel for the calendar year end- ing December 31, 1907, as reported by the four companies, amounting to 147,267,113 passengers. In order to estimate the probable traffic for the elevated roads for the next twenty years, two tables have been made, one based upon the Arnold Gross Receipts Curve “L”. (See Plate VIII.) Curve “L” shows the estimated gross passenger earnings of all Chicago Surface and elevated roads for the year 1907 to be $29,500,000. The elevated passenger earnings for the same year, as reported by the companies, amounted to 25 per cent. of this total. Starting with the actual passengers carried during the year 1907 as a basis and applying the percentages as above determined, Table No. 1 has been developed showing the total estimated elevated passenger traffic for eight different years during the period from 1907 to 1927 and these totals have been dis- 7 tributed to the four different roads in the proportion that the traffic for each road during the year 1907 bears to the total traffic for that year, and these in turn have been re- duced to equivalent week day passengers and rush hour pas- sengers for each year. The actual relative percentages of the total traffic of the different roads may vary from the figures used here due to more extensions being made in the future by some roads by comparison than in the past and due to greater relative density of population served in the future than in the past. An examination of the comparative passengers carried by the different roads for the past five years (See Table No. 3) will show but little variation in each year and for the pur- pose of this report Table No. 1 is based upon the assumption that the same relative percentages will be maintained in the future. Table No. 3 Relative per- Centage of increase. TABLE NO. 3. Table Showing Passenger Traffic of the Elevated Railroads for the Years 1903 to 1907, as reported by the Respective Companies, and Percentages of each to the Totals of Each Year. Metropoli- % of º % of North % of % of Year tan. Total South Side Total | Western Total Oak Park Total Totals 1903 || 41,175,876 35.9 || 32,587,206 28.3 24,933,313 21.7 | 16,177,203 || 14.1 | 114,873,598 1904 || 41,646,817 | 35.6 30,468,424 26.7 25,766,756 22.6 | 16,005,328 15.1 | 113,887,425 1905 || 45,362,774 || 36.7 32,959,752 25.9 28,238,621 22.9 17,037,960 14.5 | 123,599,107 1906 || 49,952,721 37.8 || 34,429,270 26.0 30,307,296 22.9 || 17,453,473 13.3 132,142,760 1907 || 54,280,888 36.9 40,438,620 27.5 35,100,661 23.8 17,446,944 11.8 147,267,113 NOTE. The average yearly total increase is at the rate of about 64% per annum compounding. 9 By reference to Table No. 3 it will be observed that the increase of traffic upon the elevated roads for the past five years has been upon the basis of six and one-half (6%) per cent. per annum compounding and it might be argued that the average increase for the future will be as much or greater than it has been in the past upon the theory that extensions to the elevated roads will be made in about the same average proportion and that the population increase will be greater in the outlying districts, necessitating rapid transit to the business centers, such as can be furnished by elevated rail- roads, for a greater percentage of the increased population than has been the case in the past. Table No. 2 has been compiled starting with the total pas- sengers carried by the elevated railroads for the year ending December 31, 1907, and increasing annually at the rate of six and one-half (6%) per cent. per annum compounding, and to these total annual passengers has been applied the same percentages for distribution to the different roads and for the rush hour passengers as were used in the Curve “L’’ table. These tables show beyond question that the local trans- portation in the City of Chicago will grow in a compara- tively few years to gigantic proportions and that the elevated roads’ portion of this business in the next twenty years will increase their traffic more than 100 per cent. beyond their present business when figured upon the most conservative basis and when using the figures upon the basis of six and one-half (64) per cent. per annum compounding, the increase is more than 350 per cent. It is evident that the present elevated loop must be supple- mented in the near future by additional facilities by which to take care of the rapidly increasing traffic. It is also evi- dent that a complete and comprehensive plan must be de- vised to ultimately provide in a full and Satisfactory manner for the traffic through the congested business district, and which shall tend to stretch out and enlarge this district, but it will take time to evolve and construct such a system and plans that can be put into immediate execution must be de- termined to furnish the immediate relief so much desired, and it is to the latter problem that the efforts of this report will be confined. Table No. 2 Estimated future traffic based upon increase of 6 ºf per annurn Compounding Localtransporta- tion, future growth Comprehensive plan must be de Vised. 10 LOOP CAPACITY AS AT PRESENT OPERATED. *::::::::::ians. In order to determine the present capacity and to obtain ####, information as to the number of passengers handled from the loop stations, observations were taken daily for a num- ber of days at the signal towers, checking the number of trains that enter and leave the loop; the number of cars per train, etc., and at the loop stations, checking the number of passengers loaded during the evening rush hour, station de- lays, etc. The capacity of the double track loop as at present operated is about 150 trains per hour, -680 cars, an average of 35,360 seats. During what is termed the “rush-hour period” (from 5 to 6 P. M.) these tracks are used to their full capacity and there is at present handled from the loop stations during this one hour an average of about 46,000 people, distributed ap- proximately as follows: Metropolitan . . . . . . . . . . . . . . . . 13,000 South Side . . . . . . . . . . . . . . . . . . 13,000 Northwestern . . . . . . . . . . . . . . . . 14,000 Oak Park . . . . . . . . . . . . . . . . . . . . 6,000 In addition to the passengers taken from the loop stations, the Metropolitan takes an average of 8,000 passengers front 5 to 6 P.M., from Franklin street station and their Fifth avenue stub-terminal. The South Side takes an average of 2,800 passengers from their Congress street stations and the Oak Park about 700 from their Market Street stub, making a total of 57,500 passengers moved from the loop district during the rush hour from 5 to 6 P. M. The South Side Company opened its Stock Yards branch to traffic April 8th, this year, and the Northwestern expects to open its Evanston extension in the near future, which will increase the terminal congestion. Means of imme. A careful analysis of the problem has resulted in the fol- ** Iowing conclusions as to the possible means of immediate relief to the loop congestion: New Extension S, 11 The through routing of trains; The extension of station platforms and the re-arrangement of their location with reference to the interlocking plants; The development of stub terminals. THROUGH FOUTING OF TRAINS. The through routing of trains will undoubtedly provide the quickest method of relief to the loop. This plan will not permit a greater number of trains to occupy the loop at One time, but will enable a greater number of trains to be put through the loop per hour. A study of this subject shows that in order to accomplish the greatest benefit from through routing, the trains upon all sides of the loop must be balanced, and this principle leads to the conclusion that the best re- sults can be obtained both from the view point of practical operation and from the point of service to all parts of the loop by through routing between the South Side and North- western lines, or between the South Side and Oak Park lines since the points of entrance of these roads divide the loop into equal parts, the South Side at Wabash Avenue and Van Buren Street, and the Northwestern and Oak Park at Lake Street and Fifth Avenue. The service to all parts of the loop and the equal balance of the trains can be accomplished by alter- nating the routing of the entering trains Or by routing north bound trains upon one side of the loop and South bound trains upon the other side. The alternating plan of operation provides for one-half of the north bound trains to go north on the inner loop track via Wabash Avenue and west on Lake Street, and one-half to run west on the outer loop track via Van Buren Street and north on Fifth Avenue. The south bound trains to run one- half on the inner loop track via Fifth Avenue and east on Van Buren Street, and one-half to run east on the outer loop track via Lake Street and south on Wabash Avenue. (See Plate III.) The plan of through routing where the trains do not alter- nate, provides for the north bound trains to run north on Through routing recommended. Through routing alternating plan. Through routing when trains do not alternate and separation of grades. 12 Through routing Metropolitan trains not practical in the LOOp. Through routing pet Ween South Side and North- Western. *--- . the Outer track loop west on Van Buren Street, and north on Fifth Avenue; south bound trains to enter the loop at Fifth Avenue and Lake Street and run east on Lake Street via the outer loop track and south on Wabash Avenue. The Oak Park trains would operate on the inner track loop. (See Plate TV.) This plan of through routing would serve but one- half of the loop north bound and one-half of the loop south bound. Passengers north bound who desire to go to Wabash Avenue or Lake Street stations on the loop could transfer at State and Van Buren to the inner loop cars and passengers south bound who desire to go to Fifth Avenue or Van Buren Street stations could transfer at Clark Street to the inner loop cars. (The subject of transfers is discussed in a separ- ate section of this report.) This method of operation reduces the intersection interferences as compared to the alternate routing shown upon Plate III and permits the sepa- ration of grades at Fifth Avenue and Lake Street and at Fifth Avenue and Van Buren Street, which would result in the complete elimination of crossing interferences making the maximum capacity of the loop limited only by the mini- imum practical headway under which cars can be operated. The Metropolitan trains entering the loop at Van Buren Street and Fifth Avenue, if through routed direct to the south side would serve only one-quarter of the loop and if they operated upon three sides of the loop, much of the advantage to be derived from through routing would be destroyed and the same would be true in through routing between the Met- ropolitan and Oak Park. Some advantage could be obtained by through routing Metropolitan Humboldt Park and Iogan Square trains via Take Street, the loop and Douglas Park by saving mileage between Lake Street and Marshfield Avenue and back again, but this plan would help the loop question very little. The separation of grades at the intersection of the Metropolitan and Oak Park lines at Lake Street is an obstacle in the way of introducing this change but the separa- tion of grades makes it possible to design inclines in such a manner as to avoid grade crossings if connection between the lines should be desired. Inasmuch as the Oak Park line runs few trains as com- pared to the South Side line, and a less number of units per irain, while the service of the Northwestern and the South 13 Side almost balance as at present operated, through routing between the latter systems promise the best results. Through routing between separately owned and managed companies brings up many points for thought and discussion Such as discipline of employes, responsibility for accidents, similarity of equipment, division of receipts, taking off of trains at the end of the line away from home, etc. Under unified management these objections are all elim- inated and under separate management they are Susceptible to Solution and agreement. Operating schedules furnished by the companies show that during the “rush hour” period the Northwestern runs 15 local trains and 12 express trains per hour from Wilson Ave- nue, and 12 trains from the Ravenswood branch, a total of 39 trains per hour. The South Side runs 15 local trains and 11 express trains per hour from Jackson Park and 63rd Street, 11 express trains from Englewood, and 10 trains per hour from Ken- wood, a total of 47 trains. The Jackson Park and Wilson Avenue trains and the Englewood and Ravenswood trains balance, and through rout- ing has been scheduled between these respective points in the study accompanying this report. The following schedules give the time of trains leaving and arriving at terminals and at the loop between the hours of 3:30 and 7:00 P. M. when through routed, and conform to the schedule submitted by the companies. Schedule Number One (1) shows the Wilson Avenue and Jackson Park local trains. Schedule Number Two (2) shows the Jackson Park and Wilson Avenue express trains. Schedule Number Three (3), Englewood–Ravenswood ex- press trains entering the main line of the South Side at Fifty- eighth (58) Street, and the main line of the Northwestern at Belmont Avenue. Schedule Number Four (4) shows the South Side Kenwood trains, local and express, to loop and back to Kenwood, ten TJrlified manage= ment. Northwestern Trains. South Side trainS. Through routing Schedules. 14 (10) trains per hour. The present Northwestern schedule does not show any corresponding trains to through route with these Kenwood trains. When the Northwestern opens its Evanston extension, undoubtedly additional trains will be available for through routing via the Kenwood branch. 15 SCHEDULE NO. 1. JACKSON PARK AND WILSON AVENUE LOCAL TRAINS. NORTH IBOUND TRAINS SOUTH BOUND TRAINS No. Leave Arrive | Leave Arrive No Leave Arrive | Leave Arrive Road Train Jackson | Congress N.W. Wilson I Road Tººn | Wilson | N.W. Congress || Jackson Park St. Bridge | Ave. Ave. Bridge St. Park S. S. 1 3.32 4.04 || 4.11 || 4.40 N.W. 1 3.32 4.01 || 4.08 || 4.40 i £ 2 3.36 || 4.08 || 4.15 || 4.44 {{ 2 3.36 || 4.05 || 4.12 4.44 {{ 3 3.40 || 4.12 || 4.19 || 4.48 {{ 3 || 3.40 || 4.09 || 4.16 || 4.48 {{ 4 3.44 || 4.16 || 4.23 4.52 {{ 4 3.44 || 4.13 || 4.20 4.52 {{ 5 3.48 4.20 4.27 | 4.56 {< 5 3.48 || 4.17 | 4.24 4.56 {{ 6 3.52 4.24 4.31 || 5.00 {{ 6 3.52 4.21 || 4.28 5.00 {{ 7 3.56 || 4.28 4.35 | 5.04 {{ 7 3.56 4.25 4.32 5.04 {{ 8 || 4.00 || 4.32 || 4.39 5.08 {{ 8 || 4.00 4.29 4.36 5.08 {{ 9 4.04 || 4.36 || 4.43 5.12 {{ 9 4.04 || 4.33 4.40 5.12 {{ 10 4.08 || 4.40 || 4.47 5.16 {{ 10 4.08 || 4.37 || 4.44 || 5.16 {{ 11 4.12 || 4.44 4.51 5.20 {{ 11 4.12 4.41 || 4.48 5.20 {{ 12 4.16 || 4.48 4.55 5.24 {{ 12 || 4.16 || 4.45 || 4.52 5.24 ({ 13 4.20 4.52 || 4.59 5.28 * { 13 4.20 || 4.49 4.56 5.28 {{ 14 || 4.24 4.56 ± 5.03 || 5.32 (« 14 4.24 || 4.53 5.00 5.32 {{ 15 4.28 || 5.00 5.07 || 5.36 {{ 15 4.28 || 4.57 5.04 5.36 {{ 16 4.32 5.04 || 5.11 || 5.40 {{ 16 4.32 5.01 5.08 5.40 {{ 17 4.36 || 5.08 5.15 5.44 {{ 17 4.36 || 5.05 || 5.12 5.44 {{ 18 || 4.40 5.12 || 5.19 5.48 {{ 18 4.40 5.09 || 5.16 || 5.48 N. W. 1. 4.44 || 5.16 || 5.23 5.52 S. S. 1. 4.44 5.13 5.20 5.52 * { 2 4.48 || 5.20 || 5.27 5.56 (& 2 4.48 5.17 | 5.24 5.56 {{ 3 4.52 5.24 5.31 6.00 ({ 3 4.52 5.21 5.28 6.00 * { 4 || 4.56 || 5.28 5.35 | 6.04 ( 4 4.56 || 5.25 5.32 6.04 {{ 5 5.00 || 5.32 5.39 || 6.08 {ſ 5 5.00 5.29 5.36 || 6.08 {{ 6 5.04 || 5.36 5.43 | 6.12 {{ 6 5.04 || 5.33 5.40 | 6.12 (« 7 5.08 5.40 5.47 6.16 {{ 7 5.08 || 5.37 || 5.44 6.16 Kſ 8 5.12 || 5.44 || 5.51 | 6.20 (« 8 5.12 5.41 || 5.48 || 6.20 {{ 9 5.16 5.48 5.55 | 6.24 {< 9 5.16 5.45 5.52 | 6.24 {{ 10 || 5.20 | 5.52 5.59 6.28 {{ 10 || 5.20 5.49 5.56 | 6.28 {{ 11 5.24 5.56 | 6.03 || 6,32 {{ 11 5.24 5.53 6.00 6.32 {{ 12 5.28 6.00 || 6.07 6.36 {{ 12 5.28 5.57 6.04 || 6.36 {{ 13 5.32 6.04 || 6.11 || 6.40 ({ 13 5.32 6.01 6.08 6.40 (ſ 14 || 5.36 | 6.08 || 6.15 6.44 {< 14 5.36 | 6.05 6.12 6.44 {{ 15 5.40 || 6.12 6.19 || 6.48 {{ 15 5.40 | 6.09 6.16 6.48 {{ 16 5.44 || 6.16 || 6.23 6.52 {{ 16 5.44 6.13 | 6.20 | 6.52 {{ 17 | 5.48 || 6.20 6.27 6,56 &&. 17 | 5.48 || 6.17 6.24 6.56 {{ 18 || 5.52 | 6.24 || 6.31 || 7.00 {{ 18 5.52 6.21 6.28 7.00 S. S. 1 5.56 6.28 6.35 7.04 || N.W. 1 5.56 6.25 | 6.32 7.04 {{ 2 6.02 || 6.34 6.41 || 7.10 & C 2 6.00 6.29 6.36 7.08 {{ 3 6.07 || 6.39 || 6.46 || 7.15 {{ 3 6.05 || 6.34 6.41 || 7.13 {{ 5 | 6.12 | 6.44 6.51 | . . . . . . {{ 4 6.10 | 6.39 6.46 || . . . . . . {& 6 6.17 | 6.49 || 6.56 | . . . . . . {{ 5 6.15 6.44 6.51 | . . . . . . {& 7 | 6.22 | 6.54 || 7.01 | . . . . . . {{ 6 6.20 | 6.49 6.56 | . . . . . . (« 8 || 6.27 | 6.59 || 7.06 | . . . . . . {{ 8 6.25 | 6.54 || 7.01 . . . . . . . (ſ 9 6.32 || 7.04 || 7.11 . . . . . . . {{ 9 6.30 6.59 || 7.06 . . . . . . N. W. *1 || 6.37 | . . . . . . . . . . . . . . . . . . . . {{ 10 | 6.35 | 7,04 || 7.11 . . . . . . . {{ *2 | 6.42 | . . . . . . . . . . . . . . . . . . . S. S. | *1 | 6.40 | . . . . . . . . . . . . . . . . . . . . {{ *3 | 6.47 l. . . . . . . . . . . . . . . . . . KC *2 6.45 | . . . . . . . . . . . . . . . . . . . . {{ *4 6.52 |. . . . . . . . . . . . . . . . . . . . {{ *3 6.50 | . . . . . . . . . . . . . . . . . . {{ *5 | 6.57 |. . . . . . . . . . . . . . . . . . {{ *4 6.55 | . . . . . . . . . . . . . . . . . . . . {& *6 7.02 . . . . . . . . . . . . . . . . . . . . {< *5 7.00 | . . . . . . . . . . . . . . . . . . . . {& *7 | 7.07 | . . . . . . . . . . . . . . . . . . {< *6 || 7.05 | . . . . . . * * * * - - *These trains arrive as express trains but return home as local trains. 16 No. 2. SCHEDUI.E. JACKSON PARK AND WILSON. AVENUE EXPRESS TRAINS. \ ^ c ^ ^ o ) ^ o mae o lº c \ ^ c \ ^ Gº ~H c) <++ cº # 45 | csſ cº cº ºr <ť vº vº ~ ~ — — ^ ^ ^) cº cº + + ： uº e o -ſ -ſ os cº º cº ~º ~º ~º ~º ##º | < < < < < < < ）， ， ， ， ， ， ， ， ， ， ， ， 15 có cô có cô có so • • • • • • g %N） CNQ N） CNQ !！. CNQ IN- CNQ IN- (NĮ ĮS） CN №. -- © – «O – <> — — ^) c) cº cº ~º ~º uº ¿? º ¿? - - № º ?ă:5© ) º Q （Q Q （Q <> ） Q St Q sť Q <> — — ^ © | $2,5 | cô có - Oº 5 5 | 92 § © ® §2 ſº gº º C> → Q （Q-92 St Q SË Ç Ģ Ģ >ť 9è si: Q Ñ; 2} ȘI 9È SË SË Çſ ? ■ £șğ g | © cº = €- 5 C） ŪQd ºg– CNQ © c – CNQ CYQ -- CNQ CO < R \，) < O № OO CN O - CN - CN Cº. （ť º si; c， Sſ. Q ± 9È SË Ç Ģ Ģ sił 9? Si Gº SË ? Sſ. Q SË SÈ № № ţă şi ] © cº cº = ť º si; G S）, Q SË Q „ | ≤ | e- → º, ºſ cº cº = <！?！? º ¿? - † №ººº ！! ！!！??? 23 ） – ???????? ?„（ſzae | <ſſ ºffi <： <Ř CN № CN № CN № CN # # # | c c ） — º cº º cº + + iq \º c c — — ^ c) cº cº ~º ~º ~º ~º ~º ~2 — — ^ ^ Gº 2+5 （º Q ± 92 § © ® $2 （º S）? ### | cº cº <; • lº q = c — — ）, º cº cº + + ： lº ºº -- © ® 23 sº sº sº tº ſºº Ēššº-∞; ∞, ∞; ∞, ∞; ∞ <ři <Ř <# <# <ři < i <Ř <# <Ė Q > 0\} tº ?? ? ? !！ !！ ?? ?? :º T §§§）， Šš （šºſ （, ， ， è = ， $ ¢ £ © ®ºt. № ſººº ！！!?!!?!!?！！???） ; ; && && < i <;i <;i <# <Ř <å <# <Ř <;i $ º §§§§§§ 5. §§§§§§ëă ſă Ğ ğ Ģ ģ ī Ō ō ſºº – † ??????！！!???） ; && && ！$ <# <;: <} <ä ºſi +i <;i < i <;: <# 16 mae lºš lºš lºš lºš Maš mºš vº vº vº co so so so so so sº sº sº sº sº № t`` – № co os lºs – r， co o vo – tº co o lº – so — so º sº ： $2 − √2 − $29， 92 sº º § @ 22 NË ? ? ? ŽŠĘS $ $ $Ë E S; ， ， ， ， ， ， ， ī Ō ō àś – （á cºi № cô đã ~~ ~ ~ ~ ~ ~ ~ ~º ~º ~º ~º ~º ČO~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~º ~º ~ºz ^-，^-，^~^，* →**，^，^-，Sº £<;ZČ/QZ ！— . . . . . . . . . . . . § § 5co os no -- № co oo co oo ^^ oo ^^ oo º go CQ © ® -- № co g^ v^ º № Q Q !！?!！!!！ ?? 2 º• • • • • ğ Ģ ģ | ±± § §§§§ ¶ ¡ ¿ † ‡ ↔ №ž， † ????? – ?????????????） ; ; ; ; ; #º | ¡ ¿ † # * * ， ， ， ， ， ， ， ， ， ， ， ºd ºd ºd ºd ºd • • • • • • • •• • • • • gae & | Q ſº — ~ Q Q ± 3， si: G × ≤ ≥ 2， si G\} ， \， Q &{} = \s??;$3: $ $ $ $ 55? • | 3”. Ė§ë Eſäčší （žá （, ， ， ， č, š ， ， ºſ cº ſº ºſ ºſ ſº ºº → · § § 233 §§ 223 – ; ; ; £ | Šżſä∞ <+i < i < i < i <;i <;i < i <# <# <Ř ， $2 $2 º 22 §§ 2ºº 'Ê ÊËȨ̈§） = （ $ $ $ $5<;ºr; içiş ö → → → § § @ § ¶ ¡ ¿ - † ??????！！!???） : ; @ää∞; ∞ <+i <}} <+i <# <;i <;i <;i < i <;i < i ºmº^->^->--> • •*…»•* →* ，*****）:~~ ~~«-»* ，*，*ae^-^----~-^，*ae*aeº ae*…*^~----^->^ ！！！• •*-*…»*…**， ， ， ，•*ae*-->• . 18 SCHEDULE NO. 4. KENWOOD TRAINS LOCAL AND EXPRESS TO LOOP AND BACK TO KENWOOD. LOCAL. EXPRESS. N º Arrive Leave ń. # Arrive | Leave ń. No. {{Il: {l ſlº. |Il(Il:Aſl: gu i i &tº º Cºlongs "º"|"Cººge"º" 1. 3.30 3.44 || 3.56 4.10 || 4.24 4.38 4.50 | 5.00 2 3.36 || 3.50 || 4.02 || 4.16 || 4.30 || 4.44 || 4.56 5.06 3. . 3.42 3.56 || 4.08 || 4.22 - 4.36 4.50 | 5.02 5.12 4. . . . . . 3.48 || 4.02 || 4.14 || 4.28 4.42 4.56 5.08 || 5.18 5. . . . . . . 3.54 || 4.08 || 4.20 || 4.34 - 4.48 || 5.02 || 5.14 5.24 (5. . 4.00 || 4.14 || 4.26 4.40 || 4.54 5.08 5.20 5.30 7. . . . . . . . . . . . . . . . . . . . . 4.06 || 4.20 || 4.32 4.46 5.00 5.14 || 5.26 5.36 8 . . 4. 12 || 4.26 4.38 || 4.52 5.06 || 5.20 5.32 5.42 9 . . 4.18 4.32 || 4.44 || 4.58 5.12 5.26 5.38 5.48 * * * * * * * - - - - - - - e º e º 'º - 4 - || 4 - * * * * | * * * * * - I - - * * * * : * * * * * * 5. 18 || 5.32 || 5.44 5.54 1. . 6.09 || 6.23 || 6.35 | 6.49 5.24 || 5.38 || 5.50 | 6.00 2. . 6.16 || 6.30. 6.42 6.56 - 5.30 5.44 5.56 | 6.06 3. . 6.23 || 6.37 | 6.49 || 7.03 5.36 || 5.50 6.02 || 6.12 4. . 6.30 | 6.44 || 6.56 || 7.10 - 5.42 5.56 || 6.08 6.18 5. . 6.37 6.51 || 7.03 | . . . . . . 5.48 6.02 | 6.14 6.24 7. . 6.44 6.58 || 7.10 | . . . . . . 5.54 || 6.08 || 6.20 | 6.30 s e º a sº a 4 & 6 a. º. º. 4 a. º. º. is e a 6 - 9 || 4 º' s m e º i s & s e º 'º s m º º e º a tº s & a 6.00 6.14 6.26 6.36 • * * * * * * * * * * * * | * * * * * * | * * * * * * 6.06 6.20 6.32 6.42 19 NOTES. Figures shown in heavy type on schedule sheets indicate trains arriving home and laying up. Last express Wilson Ave. to Jackson Park, leaves Wilson Ave. at 6:04, arriving at Jackson Park at 6:59. Last express Jackson Park to Wilson Ave. leaves Jackson Park at 6:00, arriving at Wilson Ave. at 6:59. - Trains leaving Wilson Ave. 6:40 to 7:05 are the last six South Side- Wilson Ave. express trains arriving from Jackson Park and returning home local. Trains leaving Jackson Park, 6:37 to 7:07, are the last seven North Western-Jackson Park express trains arriving from Wilson Ave. and returning home local. Train chart starts at 3:30 p.m., and ends at 7:15 p. m. Therefore time of trains on time table, that is shown as leaving a terminal and not shown at intermediate points or destination, is caused by chart ending at 7:15 p. m. On train chart Ravenswood, Englewood and Kenwood trains are shown to Belmont Ave., Fifty-eighth Street and Indiana Ave., respect- ively. On time table, allowance is made for these trains to go to their respective terminals and back. RUNNING TIME. SOUTH SIDE. Local. Express. Jackson Park to Loop . . . . . . . . . . . . . . . . . . . . . . . . . 32 2S Englewood (Loomis St.) to Loop. . . . . . . . . . . . . . . . 34 30 Kenwood (42d St.) to Loop . . . . . . . . . . . . . . . . . . . . 20 16 58th St. to Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 18 Indiana Ave. to Loop. . . . . . . . . . . . . . . . . . . . . . . . . . 14 10 NORTH WESTERN Wilson Ave. to Loop . . . . . . . . . . . . . . . . . . . . . . . . . . 29 20 Ravenswood (Western Ave.) to Loop. . . . . . . . . . . . --- 27 Belmont Ave. to Loop. . . . . . . . . . . . . . . . . . . . . . . . . sº-sº 14 LOOP. Through trains Congress St. to N. W. Bridge. . . . . . . 7 7 Congress St. to Congress St. . . . . . . . . . . . . . . . . . . . . 12 12 THROUGH ROUTING. Wilson Ave. to Jackson Park. . . . . . . . . . . . . . . . . . . 6S 55 Ravenswood to Englewood. . . . . . . . . . . . . . . . . . . . . --- 64 Belmont Ave. to 58th St. . . . . . . . . . . . . . . . . . . . . . . &m. 39 20 Train chart. Percentage of increase to be gained by through rout- ing. To be able to show graphically the operation of all the above trains during the period from 3:30 to 7:00 P.M. a train chart, Plate X, has been prepared and shows the routing of each train contained in the above schedule. And the per- formance of each train can be traced from its starting time until it completes its work or the chart time expires. For example, take Train No. 1 in the upper left-hand corner of the chart and see that it leaves Wilson Avenue at 3:30, ar- rives at Bridge 3:50, Congress Street at 3:57 and Jackson Park at 4:25. This train leaves Jackson Park at 4:30 north bound and its full operation until 7:15 can be traced upon the chart. This chart also shows that all trains can be brought to their own terminal and laid up without any “dead” mileage. For example, the eleven South Side express trains are mak- ing one round trip express from Jackson Park to Wilson Avenue and return to Jackson Park, six of these trains return to Wilson Avenue express and return to Jackson Park as local trains. The other six trains are laid up at Jackson Park because they arrive after the express service stops. The Northwestern express trains, seven in number, arriving at Jackson Park 6:29 to 6:59, return to Wilson Avenue as local trains, the other six Northwestern express trains having made only one round trip, gone home, and laid up. (See Schedule No. 2.) It is not possible to always drop unnecessary car units at the Company’s own terminal without extra car mileage, but there should be no serious objections to the Northwestern leaving such surplus cars at the terminal of the South Side Company, and vice versa, particularly when such cars may be picked up the following day for the “rush hour” work. - The increase in loop track capacity per hour to be obtained by through routing cars between the Northwestern and the South Side equals one hundred (100) per cent. upon the num- ber of trains through routed, provided that the total increase derived is allotted to through routed trains—the number of trains through routed as shown upon the train chart is 3S north bound and 38 south bound per hour. This number equals the present number of trains looped by each company from the Jackson Park and Englewood branches of the South Side and Wilson Avenue Ravenswood branches of the North- western per hour. The 38 South Side trains entering the inner track loop at Wabash Avenue and Van Buren Street and operating around four (4) sides of the loop back to Wabash Avenue and Van Buren, and the Northwestern en- 21 tering the outer track loop at Lake Street and Fifth Avenue operating around the loop and leaving at the point of en- trance. In the through routing to both sides of the loop by alter- nate trains, using the present schedule, nineteen (19) north bound trains enter the inner track loop at Wabash Avenue and Van Buren Street, and operate over the Wabash Avenue and Lake Street sides of the loop, and leave at Lake Street and Fifth Avenue (See Plate ITI), and nineteen (19) north bound trains enter the outer track loop at Wabash Avenue and Van Buren Street and operate over the Van Buren Street and Fifth Avenue sides of the loop and leave at Fifth Ave- nue and Lake Street. Nineteen (19) south bound trains enter the outer track loop at Lake Street and Fifth Avenue and Operate over the Lake Street and Wabash Avenue sides of the loop, leaving at Van Buren Street and Wabash Avenue, and nineteen (19) south bound trains enter the inner track loop at Lake Street and Fifth Avenue and operate over the Fifth Avenue and Van Buren Street side of the loop, leaving at Wabash Avenue and Van Buren Street. - It is evident from the above that nineteen (19) additional trains per hour can be operated over each of these four parts of the loop if they are through routed without putting any more trains upon the loop at any one time than are now operated, making an addition of seventy-six (76) trains per hour to the present service. This method of alternate routing will make some differ- ence in the number of interferences at the junction points at Fifth Avenue and Lake Street, and at Van Buren Street and Wabash Avenue, but the interference at Fifth Avenue and Van Buren Street will remain the same as at present with the same number of trains in operation. The subject of intersection interferences is made a separate section and is merely referred to here. If the increased capacity to be attained by through routing is given entirely to the through routed cars the increase would be 100 per cent. upon the number of trains through routed. On the other hand if the advantage to be gained is used to loop additional trains the track capacity per hour will be increased but 50 per cent. In other words for every train that is through routed per hour one additional train can be through routed per hour, and for every two trains that are through routed, one additional train may be looped, the percentage of gain being constant at this ratio. Routing trains by the alter- nating plan. Additional trains per hou InterSection interference. Relative percen age increase additional trainS are through routed Or looped. 22 pportionment between the four com- parlies. eft hand and right hand Operation. arget S. __-º- The joint lease referred to in the beginning of this report Sets forth in the following language the basis for determining the number of trains that each lessee may operate upon the loop : “provided, however, that in determining the number of trains entitled to use the said loop line elevated railroad, When the capacity of said railroad is not sufficient to accom- modate all the trains of all the lessees, each lessee shall be entitled to operate upon said loop line elevated railroad such proportion of the total number of trains operated there. on as the number of paying passengers carried by said les- See bears to the number of paying passengers carried by all the lessees, such proportion to be determined upon the basis of the last preceding monthly reports.’’ Hence, it would seem that the increased capacity that may be given to the loop from any source must be allotted to the different Com- panies in the proportion as set forth above. The arrangement of through routing described herein pro. vides for left-hand operation by the South Side trains. If the South Side lines operated right-handed, as at present, then the Northwestern and Oak Park lines would be required to change to right-handed operation and the Metropolitan change to left-hand or the three latter roads to cross their own traffic entering and leaving the loop. INTERSECTION INTERFERENCES. The proposed operation of through route trains alternating between the Wabash Avenue side of the loop and the Fifth Avenue side increases the number of interference points be: tween trains, but the number of net interferences at Wabash Avenue and Van Buren Street and at Fifth Avenue and Van Buren Street are less than with the present plan of looping all trains. The train interferences at Fifth Avenue and Lake Street are increased by the through routing, due principally to the trains on the inner loop meeting interferences from the nineteen through route trains entering the inner track loop south bound. These comparisons are based upon the number of trains operated at present. The total number of trains approach- ing the targets from all directions at the three (3) intersec- tions combined, is 495 per hour, but this does not mean 495 tower intersection interferences because it is possible to pass trains in opposite directions at the same time and sometimes 23 two or more trains, and this double passing of trains either on the same track or on opposite tracks permits the inter- Section capacity to remain high. Plate V shows the present interlocking arrangements at the intersections and also the proposed arrangement if alter- nate through routing is adopted as shown upon Plate III. These towers are designated “A”, “B” and “C” and table No. 4 shows the total train interferences at each, and the number of interferences that could be paired if the trains arrived in their proper sequence and on time, and the number of net resulting interferences or crossing operations per hour for the present and the proposed routing: 24 TABLE NO. 4. Interferences of Trains, at Intersections. Location. | Present Routing. Proposed. Routing. Trains | Pairs Net || Trains | Pairs Net Tower Route | per per | Inter- || per per | Inter- Hour Hour |ferences|| Hour | Hour |ferences | | N à, 41 41 43 - 43 b 41 41 43 43 A C 44 44 29 29 - d 60 60 42 42 Totals 186 85 101 157 72 S5 a || 44 44 19 19 b || 44 44 29 29 c || 41 41 43 43 B d || 60 60 23 23 G 30 30 f : 20 20 Totals 189 85 104 164 62 102 a || 53 53 b 23 23 23 46 C 23 23 23 C d 37 37 19 19 G 37 37 19 19 f 20 20 9. 20 20 Totals 120 60 60 || 177 85 92 Grand Totals 495 230 265 498 219 279 Net = 265 Net = 279 Excess = 14 or 5%— 25 These results do not represent what the actual interferences may be and do not cover the increase in trains and cars made possible by the increased capacity of the loop, and are intro- duced here simply for comparison, to show that very serious increase intersection interferences will not follow the intro- duction of through routing as herein described. An increase in the number of trains per hour under any condition of opera- tion would necessarily increase the number of trains approach- ing the intersections and a thorough analysis of the capacity of the proposed interlocking plants at Fifth Avenue and Van Buren Street and Fifth Avenue and Lake Street has been made. The following factors act to limit the ability of an inter- locking plant to handle cars: - First: The sequence of train movement through the plant; Second: The ability to pass two or more trains at once; Third: The length of various interlocking clearances; Fourth: The speeds with which trains enter the interlock- ing clearances; Fifth : The acceleration of trains which do not enter at the maximum safe speed; Sixth : The maximum safe speed while in the interlocking clearances; - Seventh : The time to throw the interlocking plant when cleared; - Eighth: The number of cars per train. The correct determination of the ability of an interlocking plant to handle trains must take account of all of the above conditions. - The study of the movements at an interlocking plant shows that they may be reduced to the following: A set of trains passing in one movement blocks the move- ment of all trains on conflicting routes until moving trains have cleared their detector bars, then the plant is thrown to allow another set of trains to move. These again block the plant against other routes, the movement of one set of trains for a time preventing the movement of a conflicting set. Fac- tors 3, 4, 5, 6, 7 and 8 above, all affect the time to perform a complete train movement. To estimate the train capacity of a plant, the time to perform each movement must be found. The total time to perform such a set of movements will be the time necessary to pass the number of trains included in the movements. From this total time, the frequency of train service and the number of trains per hour are found. To find Analysis of apacity of Interlocking Plant;S. 26 the time to perform each train movement recourse was had to distance time curves. One of these was plotted for each kind of train. The maximum safe speed of train rounding a curve at an interlocking plant was assumed as twelve miles per hour, and that of one on a tangent or light curve as eighteen miles per hour. Curves were next plotted showing the time for each kind of train to move through the interlocking plant when entering at any Speed up to the maximum safe speed. In every case the train was allowed to accelerate from the speed at entering, up to the maximum safe speed. These curves show that the train capacity of the plant will be greatly affected by the speed at which trains enter. The capacity for trains making a dead stop is about 80 per cent. to 85 per cent. of that of trains entering at the maximum safe speed. There- fore, it was desirable to investigate the plant capacity in relation to varying speeds. - Table No. 5 was prepared showing the probable sequence of arrival of trains at, and time of movement through the interlocking plant. The time to perform each operation of the interlocking plant as shown in table No. 5 was estimated from the distance time curves. The time to perform each operation of table No. 5 was found for each condition of speed at entering interlock, for both five and six car trains, and from these individual values were found the total time intervals. In preparing the sequence of trains in table No. 5 the increase in capacity was all allotted to through route trains. From the totals derived on table No. 5 the trains per hour on each route corresponding to each condition of speed at entering were found, as shown upon table No. 6. Plate No. XI shows graphically the information contained in table No. 6. It will be shown by table No. 7 in section “Increased Capac- ity” that tower “C”, located at Fifth avenue and Lake street, is the governing factor in the capacity of the loop, upon the basis that all trains will come to a full stop at the interlock or to a speed of Zero miles per hour. 27 TABLE NO. 6 CAPACITY OF “A” AND “C” INTERLOCKING PLANTS FOR FIVE AND SIX CAR TRAINS COMPARED. TRAINS PER HOUR. ROUTE. Tower º Speed on Entering Interlocking, M. P. H. Seconds Delay After Receiving Signal. 12 || 10 8 6 4 2 0 3 6 9 12 | 18 24 30 5 | 60.9 | 60.6 59.3 57.9 55.6 52.7 |49.9 || 44.7 | 40.4 || 36.9 || 33.9 29.3 25.7 22.9 Number of A 6 || 54.6 54.4 53.6 52.4 50.6 || 48.9 46.6 42.0 38.2 | 35.2 32.4 28.1 24.8 22.2 Metropolitan - Trains 5 46.4 46.1 || 45.1 || 43.8 || 41.8 39.9 || 37.5 || 34.5 31.9 29.7 27.7 | 24.5 21.9 | 19.9 C 6 || 43.2 42.5 || 41.7 | 40.4 || 38.8 37.2 35.5 || 32.7 || 30.3 28.3 | 26.6 || 23.6 21.2 | 19.3 5 15.2 15.1 14.8 14.4 13.9 13.2 | 12.5 | 11.2 | 10.1 9.22, 8.47 7.31 6.42 5.73 *śa. * a Taz Taglia, alſº ſº film Hosſosol sys sonſ ºf old sic fºod Br. 5 T16 Tis Tia Too Toa Toos oss sooſzza 7.38, 6.91 6.12 5.48 4.98 C 6 | 10.8 || 10.6 | 10.4 | 10.1 | 9.71 9.31| 8.87| 8.19 7.58| 7.09| 6.63 5.89| 5.30| 4.82 5 || 35.6 || 35.3 || 34.6 || 33.7 || 32.4 || 30.9 29.1 || 26.1 23.3 21.5 | 19.8 17.1 || 14.9 13.3 Number of A. 6 || 31.8 || 31.7 31.1 30.6 || 29.5 29.1 27.2 || 24.5 22.3 | 20.4 18.9 | 16.4 14.5 13.0 ºrk 5 27.1 26.9 26.3 25.5 24.4 || 23.2 21.9 20.1 | 18.6 17.2 | 16.2 14.3 | 12.8 11.6 C 6 25.2 24.8 24.3 23.5 22.7 21.7 20.7 || 19.1 17.7 | 16.5 15.5 13.8 12.4 11.3 5 |203 |201 |197 |193 |185 |176 167 ||149 |135 |123 |113 97.5 85.5 76.5 Total of A GTIs, Tis T179 T174 Tigo T163 Tiso hao T2s 117 Ios T 93.5 Tsao Tzalo Through Trains 5 |155 153 |151 |146 |140 |133 |125 |115 |106 || 99.0 | 92.5 | 81.5 | 73.2 | 66.3 C 6 |143 |142 |139 135 |130 124 |1|18 ||109 || 101 || 94.5 88.5 78.7 || 70.9 64.4 | 5 |314.7 312.0 305.7 |299.0 |286.9 |272.8 258.5 |231.0 |208.8 |190.62|175.17|151.21||132,52118.43 Total Trains A. 6 |2s2T2so: 277.1 |2701 ||261s 2532 |241.5 Brio |19s. Isis 1674 1450 12s; 1147 per Hour 5Tl2ao.Tº.5288.7 |226.2 Bigg 2061Trogs lºsz Hoax 1533 Tiagº T264 liga 102's C 6 |2222 219.9 |215.4 209.0 |2012 |192.2 183.1 |169.0 [156.6 |1464 |137.2 1220 |109.8 99.8 A 5 1574 1560 1529 1495 1435 | 1864 |1293 1155 1044 953 | 876 756 | 663 592 Total Cars per 6 | 1693 1684 1663 | 1621 1571 1519 || 1449 lº 1189 1089 1004 || 870 || 771 | 688 Hour 5 | 1200 1188 1169 1131 1083 || 1031 969 | 891 || 821 || 767 || 717 | 632 567 514 C 6 | 1333 1319 | 1292 | 1254 | 1207 | 1153 | 1099 pº 940 || 878 || 823 | 732 659 || 599 Tower “A”: Fifth Ave. and Van Buren St. Tower “C”: Fifth Ave. and Lake St. SEQUENCE AND TIME OF INTERLOC; | 28 TABLE NO. 5 KING MOVEMENTS, TOWER “C,” FIFTH) AVE AND LAKE ST. TRAIN MOVEMENT. SECS. TO CLEAR INTERLOCK, NOT INCLUDING TIME TO THROW INTERLOCK. —l ; : Speed .9 - M.P.H. 12 10 S 6 4 2 () : INNER LOOP. OUTER LOOP.--—| | #. Cars per | - O Train || 5 || 6 || 5 || 6 || 5 || 6 || 5 || 6 || 5 || 6 || 5 || 6 || 5 || 6 1 | Through Route, W. to N. . . . . . Oak Park, N. to W. . . . . Through Route, S. to E. 33.0| 26.0] 23.4| 26.2 24.0| 26.6| 24.8. 27.5 25.8. 28.6| 27.4| 30.0| 29.4| 31.8 2 | Through Route, S. . . . . . . . . . . . Through Route, N. . . . . . º 26.9, 26.4| 27.6| 26.8; 28.5 28.0 29.7| 29.6|| 31.2| 31.2| 32.6|| 33.1 || 34.4 3 || Metropolitan, W. to S. . . . . . . . . . Oak Park, E. . . . . . . . . . . 32.6| 25.5 22.7| 25.6] 23.4| 26.3| 24.3| 27.2 25.9| 28.5 27.4| 29.9| 29.5 31.4 4 Through Route, W. to N. . . . . . . Through Route, S. to E. ; 26.0|| 23.4| 26.2| 24.0| 26,6| 24.8| 27.5| 25.8| 28.6| 27.4| 30.0; 29.4|| 31.8 5 Through Route, S. . . . . . . . . . . . Oak Park, N. to W. . . . . . . 35.1| 26.9| 25.1| 27.6| 26.8. 28.5 28.0 29.7 29.6 31.2| 31.2| 32.6 33.1| 34.4 6 || Metropolitan, W. to S. . . . . . . . . Through Route, N. . . . . . #. 26.9| 26.4| 26.9| 26.4; 26.9| 26.4| 27.2| 26.4| 28.5 27.4| 29.9; 29.5| 31.4 7 | Through Route, W. to N. . . . . . . Through Route, S. to E. 33.0| 26.0 23.4| 26.2 24.0 26.6| 24.8| 27.5 25.8. 28. 27.4|| 30.0; 29.4|| 31.8 8 || Through Route, S. . . . . . . . . . . . Through Route, N. . . . . . 36.4 26.9| 26.4| 27.6| 26.8 28.5 28.0 29.7| 29.6 31.2| 31.2| 32.6|| 33.1| 34.4 9 || Metropolitan, W. to S. . . . . . . . . Oak Park, E. . . . . . . . . . . 22.6| 25.5 22.7 25.6 23.4 26.3| 24.3| 27.2 25.9| 28.5 27.4| 29.9| 29.5 31.4 10 | South Side Kenwood, W. to S. Through Route, S. to E. - Oak Park, N. to W. . . . . . . 37.5 30.1| 27.7| 30.4| 28.1| 31.0 28.9| 31.9 30.5 33.2| 31.9| 34.7| 33.8 36.5 11 || Metropolitan, W. to S. . . . . . . . . Oak Park, E. . . . . . . . . . . $2.6 25.5 22.7| 25.6 23.4| 26.3| 24.3| 27.2 25.9| 28.5 27.4| 29.9| 29.5| 31.4 12 || Through Route, S. . . . . . . . . . . . Through Route, N. . . . . . #64 26.9| 26.4| 27.6| 26.8| 28.5| 28.0| 29.7| 29.6|| 31.2| 31.2| 32.6|| 33.1| 34.4 13 | Through Route, W. to N. . . . . . . Through Route, S. to E. 23.0| 26.0 23.4| 26.2 24.0| 26.6 24.8| 27.5 25.8. 28.6 27.4 30.0| 29.4| 31.8 14 || Metropolitan, W. to S. . . . . . . . . Oak Park, E. . . . . . . . . . . 2.6|| 25.5| 22.7 25.6|| 23.4| 26.3| 24.3| 27.2| 25.9 28.5| 27.4| 29.9| 29.5 31.4 15 | Through Route, S. . . . . . . . . . . . Through Route, N. . . . . . }6.4| 26.9| 26.4| 27.6| 26.8. 28.5| 28.0 29.7| 29.6; 31.2| 31.2| 32.6|| 33.1, 34.4 16 Through Route, W. to N. . . . . . Oak Park, N. to W. . . . . . ; - Through Route, S. to E. 33.0| 26.0|| 23.4| 26.2 24.0| 26.6| 24.8. 27.5| 25.8. 28.6| 27.4| 30.0| 29.4|| 31.8 17 | Metropolitan, W. to S. . . . . . . . . Through Route, N. . . . . . #6.4| 26.9| 26.4| 26.9| 26.4| 26.9| 26.4| 27.2| 26.4| 28.5| 27.4| 29.9| 29.5| 31.4 18 Through Route, W. to N. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.0| 26.0|| 23.4| 26.2 24.0; 26.6}. 24.8. 27.5| 25.8| 28.6| 27.4| 30.0| 29.4|| 31.8 19 || Metropolitan, W. to S. . . . . . . . . Oak Park, E. . . . . . . . . . . 2.6|| 25.5| 22.7| 25.6|| 23.4| 26.3| 24.3| 27.2 25.9| 28.5| 27.4| 29.9| 29.5| 31.4 20 | Through Route, S. . . . . . . . . . . . Oak Park, N. to W. . . . . . $5.1| 26.9| 25.1| 27.6| 26.8. 28.5| 28.0 29.7 29.6 31.2| 31.2| 32.6| 33.1| 34.4 21 | South Side Kenwood, W. to S., | Through Route, S. to E. - - Oak Park, N. to W. . . . . . 37.5, 30.1| 27.7| 30.4| 28.1| 31.0 28.9| 31.9| 30.5 33.2| 31.9| 34.7| 33.8 36.5 22 | Through Route, W. to N. . . . . . . Through Route, S. to E. 33.0, 26.0] 23.4| 26.2 24.0| 26.6| 24.8| 27.5 25.8. 28.6| 27.4| 30.0| 29.4| 31.8 23 || Through Route, S. . . . . . . . . . . . Through Route, N. . . . . . . 26.4| 26.9| 26.4| 27.6| 26.8. 28.5| 28.0 29.7| 29.6 31.2| 31.2| 32.6| 33.1| 34.4 24 || Metropolitan, W. to S. . . . . . . . . Oak Park, E. . . . . . . . . . . 33% 25.5| 22.7| 25.6|| 23.4| 26.3| 24.3| 27.2| 25.9| 28.5| 27.4| 29.9 29.5| 31.4 25 | Through Route, W. to N. . . . . . . Through Route, S. to E. $3.0 26.0|| 23.4| 26.2| 24.0| 26.6| 24.8| 27.5 25.8| 28.6| 27.4| 30.0| 29.4| 31.8 26 | Through Route, S. . . . . . . . . . . . Through Route, N. . . . . . 26.4 26.9| 26.4| 27.6| 26.8| 28.5| 28.0| 29.2| 29.6|| 31.2| 31.2| 32.6|| 33.1 || 34.4 27 | Metropolitan, W. to S. . . . . . . . . Qak Park, N. to W. . . . . . 22.6 25.5 22.7| 25.6. 23.4| 26.3| 24.3| 27.2 25.9| 28.5 27.4| 29.9| 29.5 31.4 28 || Through Route, S. . . . . . . . . . . . Through Route, N. . . . . . #. 26.9| 26.4| 27.6| 26.8; 28.5| 28.0| 29.7| 29.6|| 31.2| 31.2| 32.6|| 33.1| 34.4 29 | Through Route, W. to N. . . . . . . Through Route, S. to E. 23.0| 26.0, 23.4| 26.2 24.0| 26.6| 24.8. 27.5 25.8. 28.6| 27.4| 30.0 29.4| 31.8 30 || Metropolitan, W. to S. . . . . . . . . Oak Park, E. . . . . . . . . . . 22.6|| 25.5 22.7| 25.6|| 23.4| 26.3| 24.3| 27.2 25.9| 28.5| 27.4| 29.9| 29.5 31.4 31 | South Side Kenwood, W. to S. Through Route, N. . . . . . . 37.5, 30.1| 27.7| 30.4| 28.1| 31.0| 28.9| 31.9| 30.5 33.2| 31.9| 34.7| 33.8 36.5 32 | Through Route, W. to N. . . . . . Through Route, S. to E. 33.0| 26.0|| 23.4| 26.2 24.0| 26.6| 24.8| 27.5 25.8. 28.6| 27.4| 30.0| 29.4|| 31.8 33 || Through Route, S. . . . . . . . . . . . Through Route, N. . . . . 36.4| 26.9| 26.4| 27.6 26.8. 28.5| 28.0 29.7| 29.6 31.2| 31.2| 32.6 33.1| 34.4 34 || Metropolitan, W. to S. . . . . . . . • I w w = * * * * * * * * * * * * * * * * * * * * #6 25.5 22.7| 25.6 23.4| 26.3| 24.3| 27.2| 25.9| 28.5| 27.4| 29.9| 29.5| 31.4 Totals spi 902.6| 835.6| 914.1 | 855.7| 934.5| SS6.3| 966.9| 931.4|1011, 1| 983.1|1059.0|1050.9|1116.9 North. i Note:-In case of delay after receiving signal, add amount of delay to values of South. East. ... West. columns for 0–M. P. H. 29 STATION PLATFORMS. The capacity of the elevated loop can be materially in- creased if the station platforms are lengthened so as to per- mit of two trains standing at the platform to load or unload at the same time, thereby eliminating the present extra stops that are required by reason of the trains not being able to run up to the station and make their station stop. The result of numerous observations taken during the rush hour period shows that the average loss of time per train in making a complete run around the loop, due to these extra stops, is a little in excess of three minutes. The average rush hour time for one trip around the loop is about eighteen minutes. By lengthening the platforms and cutting out these extra stops this average time could be reduced to fifteen minutes, thereby making a net saving of time of about seventeen per cent. By saving this time more trains can be passed by a given point in a given period of time, hence the capacity is theoretically in- creased by that percentage. It is hardly possible that all of this time can be saved for the reason that trains will not al- ways come in the proper sequence and, therefore, will not be able to make their station stop without some delay. But it is believed that 60 per cent. of this increase can be obtained in practice if the stations are relocated and the track delays reduced to the minimum, which would mean a net increase of about ten per cent. Over the present conditions. The lengthening of the station platforms will also permit of the operation of six car trains instead of five, which is the present maximum. The operation of six car trains will increase the number of seats per hour by 20 per cent. and hence the capacity of the loop by the same amount. This in- crease of 20 per cent. can be maintained up to the maximum number of six car trains that can be passed through the inter- locking intersections per hour. My analysis of the crossing intersections shows that the number of six car trains equals 94 per cent. of the number of five car trains that can be put through the intersection of Lake Street and Fifth Avenue in a given period of time. The total net increase in capacity per hour due to lengthening the platforms as detailed above, amounts to 30 per cent. The lengthening of the station platforms brings up the question of obstructing the light and darkening the first story of business places adjacent to the platforms. Inasmuch as I am firmly of the belief that the platforms should be length- Per cent increase by lengthening Station platforms. Prismatic glass in platform floors. 30 Change of Station locations in Warm Buren Street. ened, if permanent or temporary relief to the loop is to be Secured, the subject of light in connection with the station plat- forms has been given careful study with the result that by the use of prismatic glass the station platforms can be made a Source of increased light through first story windows, and instead of the platforms being an obstruction to the light they would be of assistance in lighting the stores or street beneath. A different construction would be required to carry the extended platform, from that now in place upon the elevated structure. The rays of light reflected from the prismatic glass must have an unobstructed path to the windows. This can be accomplished either by the use of lattice girders on the building side of the platform, or the use of bracket con- Struction and a method of supporting the platform that will give an unobstructed path for the rays of light from the station platform to the store windows. Plate VI shows the platform arranged with prismatic lights showing the angle of deflection of the rays of light to the windows on a wide street such as Wabash Avenue, and also shows a type of bracket construction supporting the platform. Plate VII shows the platform with the rays of light deflected § the store windows for a narrow street such as Van Buren treet. The application of prismatic glass to the station plat- forms will result in sending daylight into the adjacent stores from three to four times as far as would be possible if there was no elevated structure or any obstruction in the street whatever. In order to secure the maximum efficiency from the inter- locking plants and from the loop, the station locations should be changed on Van Buren Street. The La Salle Street station should be moved eastward so that there will be sufficient space for a train to stand between the detector bars or signal of the interlocking plant at Fifth Avenue and Van Buren Street, and the train that may be standing at the west end of the station platform; and the State Street platform should be moved westward so that there will be sufficient room for a train to stand between the east end of a train making the station stop at the State Street sta- tion and the detector bars or signal of the interlocking plant at Van Buren Street and Wabash Avenue. Unless these provi- sions are made it will be impossible to get the maximum effi- ciency from the interlocking plants or from the loop. 31 By reason of the location of the interlocking plants at Redº Fifth Avenue and Van Buren Street, and Wabash Avenue and Van Buren Street, there will be more or less congestion of traffic on Van Buren Street if there are three station stops on that street. From an operating standpoint there would be greater efficiency with but one station stop on Van Buren Street during the rush hours. Plate IX shows a station ar- rangement on this street providing for one station stop. This plan contemplates moving the La Salle Street Station to Clark Street and extends the platform eastward to join the State Street platform and make one station stop approxi- mating the center of this enlarged platform. This would give ample clearance between interlocking plants and station plat- forms and give sufficient distances for making runs. This one stop arrangement on Van Buren Street might not prove satisfactory to the public and might be objectionable due to the congestion on the platform, but there should not be to exceed two station stops on Van Buren Street and these should be arranged so as to give proper train spacing. UNIVERSAL TRANSFERS. One of the underlying principles in routing trains through the business district is to do away as far as possible with central terminals in the down town district, and as it is impracticable, at least with the present track arrangements, to through route trains between all branches of the elevated railroads, transfers should be arranged between the different lines, thereby enabling all passengers to take advantage of through route privileges. This can be accomplished at loop stations by means of elevated passageways leading from one platform across the tracks to the platform on the other side, and where stub terminals are adjacent to the loop tracks, as is the case with the Metropolitan Fifth Avenue stub sta. tion, connect such terminals by foot walks with the nearest loop station. It is not necessary to make all loop stations transfer stations, although Plate III shows all loop stations arranged for transfers. If the following stations were made transfer points it would be sufficient: Clark and Lake Streets; Adams Street and Wabash Ave- nue; State and Van Buren Streets; Quincy Street and Fifth Avenue, and Randolph Street and Fifth Avenue. - station stops on Van Buren Street. Objections to One Station Stop. Elimination of central terrminals the ultimate object of through routing. Transfer Stations. 32 Congestion resulting from the transfer of passengerS. Headway of trains enter- the Loop. The transferring of passengers at stations will tend to increase the station congestion resulting in lengthened sta- tion stops, particularly where cars are provided with but one opening at each end, which must be used for both exit and entrance. The question of supplying separate entrances and exits upon the cars is one that should be taken up and studied with the view of determining whether it is advisable to construct all cars for elevated service in the future with separate exits and entrances. INCREASED CAPACITY. the station platforms would result in a net possible increase in the capacity of the loop of about 80 per cent. if the capacity of the tracks of the Northwestern and the South Side lines connecting with the loop would permit increasing the number of six car trains 100% over the number of five car trains that these companies now operate through the loop during the rush hour; and if the provisions of the lease pro- portioning the number of trains to each road would permit such increases. The development of speed-time curves and distance-time curves prove that the minimum theoretical headway possible to operate six car trains on the main line double track roads connecting with the loop, neglecting the block-signals, is about fifty seconds. gº e It is not considered possible, however, to maintain this headway; the minimum headway is probably not less than sixty seconds. e This headway would limit the ultimate capacity of these tracks to sixty trains per hour entering the loop. & Therefore, taking this fact into consideration, together with the provisions in the lease, it is evident that these roads cannot utilize the full 100% increase over the present number of trains that they have in operation and that the total increase in capacity in number of trains per hour as a basis cannot be taken at more than sixty. o In the study of through routing We learn that for each train that is through routed one additional through route train may be passed through the loop. * we also learn that for every two trains that are through routed one additional train can be looped. t The introduction of through routes and the lengthening of l 33 Distributing this increase to the four roads in the propor- tion that the percentage of passengers carried by each road bears to the total as shown in table No. 3, and considering that the Northwestern and the South Side trains are through routed and that the Metropolitan and the Oak Park trains are looped, we have the following additional trains to add for each road: Metropolitan 11 trains; South Side, 16 trains; North Western, 14 trains; Oak Park, 4 trains; a total of 45 trains, an increase of about 30 per cent. due to through rout- Ing. TABLE NO. T. 1. 3 4 5 6 7 8 º &4– * 4- ; ; *- t § 3; sº | #5 || 3 ||3 #3 | #; 5 § : 5'3 || 5 § sº | 5 || 3 |s ºf ... a. § .#3 || 3 | ##| | | | 333 #9 § 4 Q, 3: ā- Hº: § §3 tº # o ż §§ O 5 § F3 80 Cº --> • *. $ 886 .5 + .5 § 3. 45 º, . . . . ; 5 ||= 2.5 || 3 sº | # ROUTE # #. § # | # g| is || $3 ||33 | #3 HH | .23 . ‘ā 3 # | 33 || 3: 2 || 3 g : 5 # .5 , º, . .R 9 j | * Sº - Q 3 & Oc . c. 92 q) $2 & o 5 CŞ of .3 ; : .3 T; so ºf Q, § 3 -t: § 3) , O 80 & $2 & +- dº 3 ºf P. v. & "C Q- & 5 g-r- ck; * Tº $2– , C. “– p3 : $9 . q} ~5 3.5-5 80C) sº a | H == CD O ‘ā § 3; 5 || 5 g | ET; ; 5. 5.35. = | EH º # +* f : 5.8: | F.E. Z, 5.5 | #75 5 ; H = | 2 s by Cº.2 §§ | .33 || Tº g| + š, §§ | ####| ºš | E3 : £- * ## sº séâ| ###| E3 ||3:53& #53 | #33 P- *- 3 H O | O 8– 8– Metropolitan . . . . . . . . 42 4 11 57 57 50 300 | 18,000 South Side . . . . . . . . . . 43 4 16 63 (30 55 330 | 19,800 Northwestern . . . . . . . 43 4 14 61 60 53 318 19,080 Oak Park. . . . . . . . . . . 22 2 4 28 28 25 150 9,000 Totals. . . . . . . . 150 14 45 | 209 || 205 183 1098 || 65,880 Summarizing the increases due to the improvements out- lined in the report we obtain results as shown by table No. 7, which shows the total rush hour passengers after allowing for all increases and correcting to the limitations of the gov- erning conditions to be 65,880, a net increase of 43%. By reference to tables Nos. 1 and 2 in the last column, “Loop Rush Hour Passengers,” will be found in enlarged type the traffic coresponding to the total rush hour capacity 66,000 passengers, and it will be noted that this limit will be reached at some time between the years 1912 and 1915. Distribution of loop increase to the four road.S. Net, increase %. 34 In considering the increased capacity it must be noted that the number of passengers allowed per car is placed at sixty and this is much below the present rush hour practice. Also that the number of trains per hour has been corrected to the capacity of the interlock at Fifth Avenue and Lake Street. If the grades are separated at Fifth Avenue and Lake Street and at Fifth Avenue and Van Buren Street, as shown upon Plate IV, then the full capacity of the connecting main line track could be expected. The necessity for grade separation does not exist at this time because sufficient facilities can be obtained to provide for the present needs of traffic through the other improve- ments mentioned herein. STUB TERMINAT.S. It is quite evident that additional facilities must be obtained by the elevated railroad companies in order to be able to handle the increasing traffic and until a subway is built or the loop facilities supplemented in some other manner, this can be best accomplished by the use of stub terminals such as the one now in use by the Metropolitan Elevated Railroad at Fifth Avenue near Van Buren Street. This station as at present used by the Metropolitan Elevated has a capacity of about 12,000 passengers per hour and can be enlarged so as to be able to take care of the business of that road up to the capacity of its main tracks entering the business district. s \\\\\\\\\\\\\\\\ | \ § f ACCoº?AMYING REPORT of GEORGE WESTON TO THE Local TRAnsportation comwirrer § of rhiº TTT cHicaco city council. APRIL, 1908 Æ2 ×– &^zo/v Zooe ºr rºl. --. . . . . . . ; 2%ezžazºszzey //zsoy/z. - - - - - Af /££42%x5/4222 Eºtº Cº. ººs & ims Sozzyż.5×× CZ/sax/7′ ×oooooooooooooºoº . . . tº * ... Azy.%2%x2 waxºnº XXXXXXX ºntº ºf a /Xá26%/Z Zºº sm xxo~ * A.4a. Azcap . Pozzº . , ZZZY/42 . . . Jºzzºr 22:25. tº gº tº ſº, º ºr /Zºzzzzzzzzzzy &c.;e & Cºr Zºr Q 9998 & 26 e g (3 e & 6 º' tº C ºre G tº ? à N * .& **** - - * -- F-º - - - . . . . . " - - - - - - , * - ". . . . ... ". . . . . . . . . . . . " ... =:: * * : * : - - - - - º **- - • *. --- . . . . . . ." . - . . . . . . … . . . . . . . . . . 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Af, ... . . – "... . . . . . . . ." § - * º $ º *:: ***, º.- ...’s I. º.º.º..." .." ºr “...º.º. * * : *** * * *. . . . . ; Tif - . . . . . . . . . . - º - - * -º" - - is . . . ; *** * * * : * = . - * - - - - - - - - Dr. º - -- - ". ----- * - - - - + ...º i ! --- - - - *= º Fs º - º - wr º 24 &/2422 & 244 Zer 372e Zºz,24– - * º/ | 22&zz- - s7. —- - {|| =% t § | § \ N §l|| || §§ | - § º } A-ZººZY/ZZZY S7. --- º | | | | N | §:/H]] § § § § || kri § || #| || || 9 | § S § § N N § §§|| || 3 § § R. Ö § Ü th §§ | § * Sº § Q & § N ! Q § & ! | R SQ N § §, § § § Q] i - - & 2… 2." m |. → **— *H wºman–Frºm t -*- ==m-mºsºm—re- - 27/2= . __ " --> 2—k==<^**** Alº~i= == == A. /| ||/| \\\ § d N (j) à || ! Q (J) * N S s º % § N () G) () \ N N º Sl Sl N N SA/A/EA/4/V S-7: - ZA/ 5.4/./A. s 7. t A.47 S44. A. Af S-7- w - | –- . *----- PLATE iſ - _m-# ! sHow No THE - - S7: CZA/E/r sz PRESENT ARRANGEMENT - (2/24/APAſ OF THE UNION ELEVATED LOOP —=----- CHICAGO i --- i : i ACCOMPANY15. G Repont OF GEORGE WESTON -ZOA, º/5OAFA/ S7. Local TRAnsportTATION committer OF THE CHICACC) CITY COUNCIL APRIL, 1908 TO THE - - * º - | | -zz/EAC/PA/ s7: ; i § 57-472. S7. - - szA7& J7. Socy7Ay S/Zoe Zºzazºzzo 3777&T7:…72: i | l i i i **-ī- AºA:5/5A/ : § § 3 f / ! f *ś. § º =~! *zerzz S7: ZZ32%-ZZ2/ of Zł24% ºz.2% § | | § h S sex,”-222222' 23-224 % zazs. a/ Z%zé% N. i § zse 2% ozér /6% Zºzzo& 2% Z 242 5* 227& § |} CŞ 'Azzs/ 22. Aſ A&2 Z/2/75% ºzº/” S ſ | l \ /3222*22/7% 24e zz//&z Azzzz 57: § \ } § 3’ A24.7s/, /* | A627%-Z722,72/ Žež zz's az/.2% | * — § 222.2/2 sº. A /?? 22: 27.2% & ſ A. g - ſ N A22 zºzºzz A&z-Żazz & zz/27% § - § /2/3 Z242 5% \| § {) § § § R § © S Ş. § Ø X th — 23%zz. §§ § § § § § § § /27%22/327 /ø/ 5.7% A* Zizzs 2%& §§ § SK - N § § § ! Žežºy, /32.2% ºz////zz za z^ § #|| § § § - 22* ... • - + ... -- § R N * * f * ‘. 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