‘■'BRARV mateST'''''"'"''’'''”'' ,"'’a «aSre',°^ *a 'he uZersffy "® 'masons fete&A L q711. 40973 F646a ••/<» ) lll.^oq-J 3, f~ (oH (b CKJ •rAEXB OF CQKTEiiTS If !I}sII3KRS OF CITY PLACING BOARD PART I - GJBI'^ERAL SDX'JIKY OF REPORT. OF TiiADS MITTAL* Ge*'ier&l Pra;3r&n. * NUMMARY OF GOUGLUB AIID RFCOK;^lixY)A!riO}a , Pro j ects e3p©cis,lly recotuaiendsd PAR? TI « DSTAIIiED riSGUSSJIOR OP BASIC -^ACTC: . ^ 0 e n e ral C hr^. r a e t e r 1 1 1 o >5 of Grot^th. ****,»»»,, Rel-^tle as.hlp of Ro?.u;:. ^ ..TrTTrr^ TI*> ^a> 74 TiriAA^ ^ V «. ii, w r\i(.;oww Prec r.Aant of Pu'blic Ov^nfership * ^ , '^o' and Needed , Pi- r^*-* £, p ; ‘■■rr PHilroad JSxt enr.ion Bel^t edo » 9^, Pr.ovisir,.! for ths Fj vUro<, » g * «». * 8 * ^ * “ R£'llr:::-;^d Faol lAtdos Traffic: ^ ft Y* r»i«‘«*i II I I miw Pt’ Ci ^V- ~. j, — ^ ■T'>^' 'I'a ‘#•#»'i^^s+ ■^' •0.- -vrJ :v,-.V '^’■^^■S'9 ^ - .» .J , —C. A w ^,3 »'G*?>. - ?-«■> »»»*»*» SI >*j,»s 6 »»*a« 6 j«« 9 i»i, T 1 j ^ A V> € * ^ "* ‘ - ^ •? Vi /T" A 0 r ^ “v^ ? ^ i ^ ‘ •* *■ y’ • <** &ec', 0 f f»YPT''^::;.pert cf ??iIro.r.d '^a:'^/.- r ^ V. ^ ‘ 9 v ^ >• ' .V>i V!^ : . *>•., - C'A. f- ^ Y» ^ ^ r! M Y ^ C' '5? r> — — vw V' A AW ./ V ;.•• r. *,.>., t-.ih too^ *. !i >4 w Icy . f ;.ff ^ " J.‘itex'l\ ren^e <>*.,.,. * o . ^ s . . * n *"i'V '»• *- T'"- *5 «* im* • iti‘Jn«iA ^ .1 w« t APP. A *- and Grc-£i.t Irt-k^s I'fAilitt&d Rntrapce , . . * . (See P rsl ^ ni^I^.ry Repo rib S' , App shdi < ^ ^2 L“TTr.d 3) O 0 0 A* 9E Per ? C-.i t«cf .f * * Scr;^ j Si de In»5';3.gtiiaf. Pp.Tcic-oitioT.t «. * ..4, * J}-- '.'^ ''■’^'de T ndusirlr:,! !Pi3* rJ c t ♦ ***** * .V. . . * *> 0* *a\ ‘r BB^ 84.***** U** ******* 0^8******** 9* **** Ee£‘f. r7n't:.cr*o di: B^lt. UbCS Pl&n^ ^ » » , , * * * Sec t ion A ..tfOic Ssn ^’lci Belt llne v * , * , ^ ^ T *? • j3 ^ ^ I * 0 * " t ■ C ^ -s *^”7^ * 9 ^9 »*«v ‘i i I 14. S.-iC- tlon 0 -. i^cM Jt^llroad Cntlet for Charrolet Pj^tidot * , Grs.nd Trur*k»Pflr-: f'.Tnuette Intexc.han^e . * * If’ 20 r*frJ ' ,i J *5 27 ,,»» J. - U^Iq:^ 3tat--t on '^Plana and Gi’ada Separate ;v;i. . Chilian Stat-'iOiis Psrs ^.r^^tiat ’ce Sit«„ * ^ W ^Tfn»viV P"? +■*» " ” St.johii St. Sits..., ?x commended Site* » «»»»>»»*«» >4>»»e». <»•»*. e»»i.*.»i.^ Mv:.U J,c P * lutfr-i:c"^n R . 2 > .?ac i 3 it i ss and P ey elau.rien 1 1 Mi chig-an El ec tri .5 Hy . Intr-inc e. . , TH*. . Ti-Tr? . . Alternative Lot?/ CralQ Entrance. . \ rnion Electric Depot Development. Ui tl.mate DlTcrsion of Int e^urlians Po ssilsls St 3aiT:-.E.lect.rio Union Station. 'eoyici:^ 10 Transit and City PlaaiMg,? , J5-tney Competition as a dep’endabl e s e rvi c s ,,,... . Auto Bus sei^ic^ oi* trial routes^ , Prino tpal factors «o. 5 .»*. Sue'gssted Developsient Plan, . . . , , G ity Plan improveiRen ts rcqai red. iff 't .. .. ... ..... .. ....... T)isGuasi.on of Improvementa Prepay Loading BeridiS e Stre^et WidtiCB Car-Lina Operation,. • « » • # «»»9ta99«9e»»#99»9«9»f» • * ♦ # 9 9^99* ♦ t » » 9 • 999^ • 9 9 9 « • 4 # » > » > • 9 O * 9 • • <9 9 9 9*9 * 9 * ? » APrSJfDIGES..,.. • 9%999»*999 99999I90999 CO 60 dr- 71 65 66 6? 71 72 73 ’?4 7< 7e 77 78 79 30 £2 84 84 W 4 91 AIPE’^HX HO. 1 « ?EELI#^7AEr KSPOm OIJ HOETE PLIHT GROSSING: ^terii^tt.ive Proposi tionB L oiitrorii fig^ c-raaes and Curves w ^ . ....6.. ..... , . . , . , . .................. El s vat 8d Structures »« 9 *»»*»» 9 os. 9 ..a.»....»». Ci*oe3ings« e.»«.»«*j»}«»»,. Great Lakes li.R. iiligniaeiit » Pere 2£arqv,«tte P.HeAligniiient®. , Buic^ Se r^ic e laro. ...o... 'j’T* e«a if ^x«ake& H .jil. xard Plan <>«. .» t#... ... . t i Cii to C A ty X 1 an *Jk ii i. . . . . . . . . . . . . . . . . . q ^ ^ ^ ^ ^ ^ ^ ^ .... . . . 6 4 5 e 7 8 8 9 ID 13 14 AiTSiiDlX HO. 2 « GMIRTSR AilSiiL'OTlS . t.kBLe ns ooKiLi-is APT^^^i:; "o ■ Pi^iiiiicAEY rLixt belt like. La tter n -X RctIsw of Pit. ?oadiab3 and BeTsIspnents^ s Line BlarkS X« Y and Z*. , . C'^•e •€»««•>*»•«*• » «*«»*« » » « « ft 4 * ir i.nalTgls o f Belt Zi.iiQ '2 Ov.^anizati on of y7t.l;;.t Indi^tri-TJ B elt Railroad: of B i Oi?l Extent of Bast Side Industrial Bis t riot. Constiuctioii Work In^olTed, Method of Operatic n« *••••><*«>•»*»»*•*•*>«»»»*••»«>»• Organiaation of Belt Lina Oparationa* ^ . Besoriptioa of Belt Lino..,....,.,,,.*...... Proposed Assigmaent of Highta«of»way > . Suppls-^aental Biaauseion, > . , . . ' Bxpanaioa of Di»y&riot v Treatment of WestSiT. Road ^’^£;o;3ted Layout of Industrial B.lstxiot^ Ejw ts a do jmO n 0 ^ Md Qr 6W Ys. rv^ *. 9 «. 0 0 ii£ip-«R e 1 0 B alt Lx e Or ad a Sepe^x^a^lon. C 0 n 1 7 HO t Ar;, r -::t jimen t : List of contracts and deeds...,,,.,,., F irst - Be r.>dB of Transfer ; 1- Cwitohing service.,,. 2, Interchanges 3. Division of Cost r,.. 4. Proper Location of Crossing* 5 . Through and switching tracks. 6, liain Line Crossings, , 7, Universal Switching Searvloc B. Reasonahlc Tariffs. , ^ . OJ^arges .ee9see»3'*ee 0 N> M W M tO tC 0> CO ^3 t-* W H r < H Xw 09 oa M W H M H O O O O «5 a> CD 00 «U -7 0» «C t.n ^ H *0 %i:n£> ' . ^ EXI^^iriTo ACCQI.:i^i\iryiTTa HruPQjg gronti oT ilece < *• Exhibit 1. 7 . 3* 9, 10 . 11 , 12 . 13 , 14A. 14B. 15. 16. 17. A-IS. Schematic Diagram^ Elint Track Plan, showing present- and proposed future development, l£ap of Lower Miclaigarip showing 13 existing rail- road systems in code, Diagrarji « Growth of building permits. Growth of Barfe Clearings. " « Population, " “ Assessed Valuation. Curves showing density of train traffic across Saginaw Street, Diagram of Vehicle Traffic across Saginaw Street, Sketch showing suggested change of switch layout in track at Water Street. Track LayoutA-East Side Industrial District - NO neutral tracks or yards. Track Layouts- East Side Industrial District - WITH neutral tracks and ^''ards. Typical section of East Side development - Plan A, with Electric line along Western Hoad, Proposed .Chevrolet cut-off curve for Test Side freight traffic. Proposed G.T«»P.2i. interchange curve at Eenton Road for West Side frei^t cut-off. Industrial development of Thread Creek Bottoms « Ultimate Plan. Same - Ultimate' plan, modified. Proposed viaduct at Seco.nd Street to accommodate Thread Creek Development Plan. Condensed Profile, Grand Trunk Railroad, main line. ” « Pere M3,rquette Rs.il road, main line. Union Station Plans; Railroad Elevated along present lines with sep- arate stations; Profiles (See condensed profiles 16 and 17) . P <.^1^ • ■ ftfr-.-tr. I ' •’'’^'SiTTW T^W**ri» 'T ' ■ '‘>, r'/.i T.- 7'^': ■ ■; 'i . I. 1 SsJiiKlt B«19.(’Jnlnn Station BlsSs of Sr-.^inas Strsat. B'-Sr»,(Profil© of (Jmna. Trur"': for Piin B, jhi,* IS * ' r A^v'w' r, m'.: V, C-3X (Union Station Plan norta of Sag lx? aw St, C«C2 {Profiles aocomj^anjriiafi Plan C« Pare iferq^istts, ’ C«*23 ( " “ " **» Grrand Trunk- B«24 fCTiiion Stat-ian Plan West of Pllnt,' rjip«jv B ’25 (profilGa accompanying Plan P, Pei'e MriVi’actta,' P-26 ( « »» ** *’* Grand Tru/fi3c. k, 27, Possible deTslopment of Tatar Street «lt.h Gra-id Trnra; elevation* 28 *. Poeaille developi'iant at Wat^r Str*r 6 t with Grand Truift dsSour., 29*‘S-'TTar.Blt- Plan street rsilmy lines, e::! sting and propasied <■■'’ *' ; >v. '> -r %,A. .’.' 8 :’*' 4 r . '.'A.- ■ it'V ■ ■j.r.,. ,, ,-1 I '■’vi'-"'! ' u •.i ' lA' t .' ■ K '.'■'Van' ■' vf; MEMBEF.S OF TiiE OITY 30 ABF CITY OF FL-m. mCHIG Al\ QBOnaiS c„ KBiLlAR, HAYOHg CHAIHM^iT J>AVLAS DORT3 TICE~CHAimiAN, •*» D3I0S lOTCOIiBS, SEGKETAKY, tIOEM He lla:301TAL3o EI38SE :UCOMBFB, B I o N J. Arnold South LaSalle Street Ch ICAGO L3^!TO TJ^iSigTm • ^ S 3Cj 3 919« To the Ksyor sdcH ifienifc<»rp of the City Flsjiniii^ Board ,, * City of S’lint^ ki chi gun. Gentlerr-Ar: In acccid&nce vith the request cf S£r» JoD'V'clorntii‘' ^ j?toetir;^ not/ O'oly p7»esent rtecd.^^ but s-lso E-t-r-vlriij- ft- ft for i.he * *- T:.:’oaf11y 2 peal-:in 3 , these qiiestlcns ^eaolve tliamse ’nto tb.ft le-iTrlof-.^ant of ft ircgreir; of tpar:ftpcrl et ion Improvement for your city^ which together with a closely r«* Ifttsd program of city planning improveuient, might furnish a bas- is for action from time to time in furthering municipal lin* provementso In developing this program I have fsmlllarlzed myself with the special problems of your city^ both by personal ln« spectlon on the ground at \»arioits times and throiigh the work of my engine 6rir*g staff in charge of Mr*, J*:l« Bibbina^my principal assistant on this class of work; ard, In accordance with the spirit of the contract, this work has been carried cut in co* operation with Kr® John Nolen, your specialist in City Planning, through mimerous conferences in Plintj Chicago and the East » Particularly ^ I have endeavored to make as definite recoin* ir.endations as possible consistent with the general plan presented, by xThlch you might proceed definitely from time to time with prour municipal improvements o The essential problems involved appear to have sprung from the extraordinary indu3trl.s.l growth of the City of Flint, the consequent difficulty experienced by the re51roads In pro* vldlng additional facilities fast enough to keep up with this growth, particularly during the exceptioral period of war time, and the desi’^e on your part to provide intelligently for fur- ther Industrial growth under conditions which would trisure the most convenient ourro-indlngs and adequate transpo'-tation cor': I • Yice. An ixaport^nt step haa been taken by your public spirited citizens under the leadership of Mr. Dort, in organizing the propose A "Eastside Industrial District”, and I am glad to say that no better example of foresight has come to my knowledge than tnis action of pre-empting the large areas required for such development and carrying the financial burden until tae plan could properly eventuate. The progz^m herein developed embodies the following: 1, Relief of the present railroad main line congestion by the construction of an Eastside cut-off and in- dustrial line and the creation of a new railroad service for the ^orth 3*lint and other izidustrles. 2, The perfection of arrangements whereby these rail- road improvements may be instrumental in developing the Eastside Industrial District for future city ex- pansion and under conditions whereby the city of x’’lint may establish an industzi ally controlled railroad right- of-way open to ail coiaers, forming the nucleus of a future P ablic B sit L ine operating strictly as a neutral agency from which impartial freight service could be secured by all the industries tributary thereto. 3. Rearrangement of railroad interchange and switching by means of which the interference with normal street traffic in daginaw st. may be reduced to a minimum or elimi .ated altogether. 4. Rear rni'^'^aent of switching facilities whereby freight Glassification may largely be carried out beyond the liniita of the settled districts of the city. Rearrangement of electric-interurhan routing and service whereby through, freight may be handled off the principal city thoroughfares and possibly also through passenger service whenever desirable, provision of suitable interurban entrances to tne City of jlint for other roads and the grouping of both passenger and freight facilities. The adoption of a general City llan to direct the improvements instituted by the city authorities from time to time so as to preserve a harmonious develop- ment for both civic and transportation needs. jjtiture development of a public aervice belt Line so as to connect physically the important north, south and eastside industrial districts, and secure maximum facilities for industrial freight, consideration of possible plans for ultimate grade separation and UnionP tation development in the heart of the city. proper development of Thread Creek bottoms and re- lated thoroughfares; also the Chevrolet bottoms, south- side flats and the plint River frontage. Consideration of a street railwa^- or Transit Flan tfe which future extensions might reasonably conform, es- pecially with reference to suitable radiai lines and crosstown routes. Aside from but related to the matters above enumerated arisen axso the pecu^l.'..r problem of charter revisioii If f ' ' .,-Jif^lS m: :j?k • -: V. i' (1'^^ '• I.;'" » kT- '• . .■•^“BL- ?■> ‘ r ' \ U^4 . -^'^^t. iiiA r. ■ ,7^--^ " ll' ■'■ r V 1ft J 4 ' t ••‘.I*.’ " ' 4“ . 1 ._ * .> 'A’ ll «. . :^.v. ^ A‘ • , t: ;. ;'^ #,> ’m-.v>'' ■ -«A ♦' ■.■■ N yA ' y, ‘*?v ’''^ • . ■■ k- ' ■^■’ '' : vX '■ ■ V'f' 'iSfe> ... rl •itf 4 £> I ‘ilii -. • *i , , :; ' '. V. ■ ^ ; 'r® ' *'’ Y rg|nH/)f ^ Ml * Is, • -‘i' t y'-ty'-^: '■ Ul T. .* r , .jfM v w *' , V <*H :,ti'*. kuh'^ a' 11 4 ■ ' J'^ ’’ I u-A.'’ .y ■ j' .-v..5r(H^',r ■> M., »»»■ \,-.\'i»«" i,w '■ „ >r., / li'/. 111 '•^■'•r. - : .. iV- ' .-•’* A't 1' t' .U 1 A' i I' ■'■ A. valrr' '•iV''>1 ■:, „. , , ■ '• Ar,V , '.'Ai.il ■ ■* < ■■■ ' (a ■* ' um .4 ;,r.W ^;a- ,, 't /I >■ '« • «:■? E ■''>•. '51 ■ ' r' - ' ' .' . ':'V,(' E ■ .• V. ■ ..I . '■• .^, v«.i. , • ; '',-• ' ■'.SfAfl AW f>,;i)7V !&«?». ^t4,fe ' '-ii n^Tl. ■ ^ W .V . vi4 ■a vi' . ' ^ Yl^'’ J f'/'*'- 'L' iiiHipr,-)^ii va**w; Pase 7 and the specific matters which should properly be included in your proposed charter* Ordinarily a charter is to be construed as purely an enabling act by which the public authorities are to be governed* it is only the machinery by which the city gov- erment operates. It seems therefore that the statement of prirclples rather than details should find their proper place in such a charter and it is upon this assumption that the con^ elusions presented in this report are based* In ether words, the charter, in my ^ludgment should state civic policies and organization rather than an exact rigid program from wMch tliS authorities might not be penriitted to depart in some particulars, should eventual developments raake it desirable to do so*. An important phase of the work which I have carried out in Flint has been the study of proper entrance facilit5.es for the Flint and Great Lakes Railroad Co*, s corporation associated with and to be operated by the Detroit United Railway In connection with its interurban service* A niunber of confer- cnees have been held, including appearances before the Michigan State Railroad Commission, and a definite alignment fo^ this new railroad entrance, based iipon detailed sruveys, was approved by mo on October 29, 1917, and submitted to the Ccimrdssion* Owing to conditions beyond our control, this plan was later challenged and the situation re-studied in its entirety, following which a supplemental report, analyzing this problem from its various angles was svibmitted to all parties interested under date of August 31, 1918, including the Michigen Railroad Cormlsslon* '^hls supplemental '^eport, reaffirming the location formerly recommended, is approved ty me and is Includ'^d. iii the Appendix heretOc Page Subsequently, the terrrdnation of the wur, the necessity arose for reviving consideration of the Pere ker® quette cut-off and the P^int Belt line* After a series of conferences xltb the pei'ties concerned, three Belt Line prop=» osltions were develop* d ind submitted for consideration on May 16, 1919, these being designated aa Plans X, Y and Z respectively, and designed with, the object of constituting the Groat Lakes Railroad, all roads combined, or, as proposed, the Pere Marquette Railroad, as the agen -y through which, the Belt Line would become a reality. A supplem ntal contract agreeriient to be entered into by such agency formed ar. essential part of each plan and the terms thereof, outlined In his preliminary report, hereto appended, appear to me sufflcic tly explicit to secure, in fact as well as in principle, the 'nlversal ne^Itr8l switching service cen*^ templated Ir my report as a.n important foundstior stone upon which the future industrial city should he erectedo ‘Quoting: ’’The objec'. b is been to secure a .fair and oquitablo wc 'king agreement suited to the present si -e of the City of Flint for im«» mediate attion and still sufficiently flexible so as to enable the Belt Line Flan to be expand-’ ed gradually into the broad modern conception of city Terminal service, under economic con- ditions sc stable as to render It a matter of complete ind ?f.ference whether the terminal property is ’Inanced and operated by one or more rallroa.i8, by the City of Flint, or by the indT.istri’9s o” Tn the present state of development, I feel con- fident that if the cpjrating agency (most logically, the Fere ijarquette Railroad), will accept and carry out in good ^slth the broad principles laid down In the Belt Line Plan, the rspid and harmonious dev^-lopment of the industrial city Peg© 9 Tflll be assured as far as the transpoi^tatlon service is con- cerned. Further tentative recommendations on Charter Arriendments with respect to the City and Transit Plan Wei'S submitted and approved^ and will be found in the Appendix© In conclusion^ I desire to express my appreciation of your consideration and deference In accepting the interfer- ence and delays due to war service directly or Indirectly^ and also to acknowledge the co-operation and assistance which have been most willingly rendered by the menibers of ycxii* Boards the City authoritles^p particularly Mr. Ezra CoShoecraft and his engineering staff, the various public spirited jien connected with the industries of Flint, and officials. of the several railroads© While cer.ain valuable railraod and in<= duetrial data requested did m t materialize, enough has been obtained to warrant the conclusions presented in this report, and I take pleasure in saying In conclusion, that the active spirit and interest evidenced by many citizens of your City seem to me to promise unusually favorable development in the futureo Respectfully submitted© 't W'T'l wVi’ Psce 1€ a sy^MI OE coi^CL >;s3oy8 . ,v «'• Talcing into consideration all of the facte and stud- ies deTeloped herein from this transportation surrey of the Flint District the following conoluaicr^ and reccinmendations are made: 1. The extraordinary recent industrial growth of 1 Flint cialcee it necessarj=^ .to depend to an unusual extent upon - judgment and foreeight rather than upon precedent* in provid- ing for the future, as well as for the present city's needs. V. This is illustiuted hy the fact that population, factory em- ployees and school attendance have d oubled in less than six years; the assessed land valuation, upon which the bonding power of ihc city is usually based, has doubled in seven years ; bank clearings in less than two years; and railroad business in Flint in about years, the recent rapid growth -having taken place since 1910, chiefly ae a result of the expansion in the automobile industry. 2* But extension of local railroad facilities has not kept pace with the city's industrial growth, 8,lthough such improvements as have been made v;ould have been able tc relieve the situation more had not the shortage in roliingfT' ; stock suitable for automobile carriage become so acute through- out the country. The problem of rolling stock appears to be a major problem. Hence a satisfactory soluticn becomes to a large degree a problem of national as well as of local im- portance, which can only be solved by (l) building a large 31 !i II I f LA f Vf - i ■'•VT' e lx aiscurit Cl .additional rolling &tocjc; (2) giiring Flint indiiSvrieE access to their pro rata share of autoiLotilc equipment of other I'oado; (5) devising means for usirsg outbound eip.ty cars of standard design for ioacliiig automocilee, as attempted be- fore the Failrcad Admiaistratioris order prohibiting the use of empty fiats and hopper-fcottoia cars for this puipose* Shortage of hea*:^y railroad motive pev/er^ especially durirg the winter nionths^ is also a part of the problem, 3, In viev. of the above conditioriS It is believed that the City of Flint eliould encourage the entrance of other roads, such as the Michigan Central (Uew York Central lines), via the proposod retro it Uxii ted Rail v/ay and the Flint and Great I^ekes R?,llT.’Cad entrance, as detailed herein, 4o The vsluable service rendered by the electric interurbans in Flint, during the so-called ‘•transition period” of t ran eportation development indicates that the possibilities of tliese ix^terurbaijK have liot been developed tc their fuileet extent for express and fast freight, as well as for passenger seiTice, s.nd also as connectirg llnh,*? for facilitating the - entry of other .Tteam rcads» in order '*‘0 conserve as far as « poeeitle the total railroad mileage and inveotment rsqaired for the ssivics of the community* T'* The City of Fl.int should establish clothe rl^h propc* authority some ekiHled official body to consider, plan and initiate cojitinuous tjaneportation development, both 3?i-l , JuLijuiiUi iiijjlliidlJLiiii.1 £ tt-a::. rf.rA clcc tric, vathin ths City and for ecTeral riies out- side^^^, connensuxatt with 3ts ecor-oij>ic grow^th^ so ac to on- ccurags ncv/ railroad connections, new industrial districts, centralised passenger and freight station facilities and a unified control by the City of rarlicad car service, STPi toil- ing and interchange, along lines of ftrict neutrality, rs- moving inequitable economic barriers tc competitive ral’lr'^ac' dtjv clopiiei.t and secsrli'ig d'c rulleat co-ordination of TrariS- pcrtatioii and City liars* ' 6t, It is deeded deoixable for the City to work pro- greoGively toward the Puclic Serrice Pelt Line plan r.f Toi*.drial service even chougi* the tine ;:;n.y not yet be opre;;- tune lor placing actual termijial operatiouo under direct >4 ihe underlying principles ci tiiis sex’^icc shculd Jw Ctrl 11 neutrality cf owiti' and car service and a rer*’- 10— able ioit-of«£ervice‘-plui^«profi X cf with topai-atc accounting, '• « -^is Pe«e qUt"U‘e av present apyaa^ri* i' ot' l.-gl;:alty the nuclc-ui cl i*i:h Pc..*' Line operatioac a.' i my well le givei; t2ic option to become t }:.«2 principei s^itc':-' g c.prer*'’-:.' ir Flint under the Belt Line Flan pjrapesui herein^ provided t}:e eesentia?^ conditions cf oucli I'-i- i-t are- agreed to. • S’* Lxlstii;, -'at iivauD am co;'.*^rcr.t ed .vith ti.e alter- (aL Present charter specifies 1C -ties* i ^ > M » -f* »/ * Vo ^ a « V ' *1^ ^ ' U ■ » •' A ' A ^ W *4 ^ ^ •d* ^ . w *W V* T>o -:■ V- -,. .-^ ^ut-or” ir^ :::^:i3ldur‘jd c^:i ir.*j--:edlatc i..r:3r'^l'ty . roiv^: . i'‘e/i 1^:^. and my "bt; Ct'-:aV2 iLJied at cxi}y--.’);:'j as a pax-t 'jf "Rult Lino riaii, vdiioii offcru ‘d:o onl^' ro.i2 al ter '^atirs to \ imir.ediate txac5c: alevatl'n* 10- Certain local grado pepaiai.vrn ^-rollcrra lu- qnlre ea*ay solutrc*^ indepeadoj^t or cTentual tracl-c elevation. S\;ch afl Second ^‘t., Avon St.* Y/eat C. urt St , ^ Fenton Stevart At©, and pcssl’bly SoutJi Saginaw* St* 11* The extension of areas is one of the first desirable steps for the future City Plan, and the so-called Eastsido Taluotrial n -strict is believed to be tl.o riost eidvantageous site offerir^g great possibilities of dcTelop:aent both for present and future frot: the standpoint of railroad service, housing and prevailing winds* 12. Thread Crech BottCiiiS shoulv bo developed :nore r7or use for freight and ssarehousos j, teivtiiial yc^ds for fuel' and or .::■■* true ti on mt^^iinl" 'and for team traeVi?; The City should discourage h''usi^g ir; this are-a* 13* The ■^f'and Trunh Sa-^tside yard along Burton St* i?, unfortunate' y s located too near ttie settled districts for ci tiler present or future use as a local classificatloii ;.'ard - Tl.e Investment, however* could well be conserved by allowing the railroad to use this yartl fer a few years, under definite restric tiono g purely as a holding yard auppi enientl ng the r»ain yard at Belsay. Under such restric tion?., the switching nui- sance could be reduced to a miniMuia. However* i:radc separa- r'i\\n\^ Page acci^Airei “by tiie Detroit Unite>i Hallway and the terL.i:i3l Inndc. in ■Crii: c +■ l»0 AA.e » cAOp t . I Ua'. vA. i. v» A-. -- a 21^ ?he Detroii: U;vite.: pKllway should le adcqrjiate- ly compensated for 'he investment v.'hic3:i it has already r-adc in good f-.ith anl cuci&ined to px’ovide achditioi'al freight fa<'ilJt’Cs for rii.*'*'^. i"- accordance \vi'':h the '--ip.re'osei desire^j and suTge^ticns o'^ the aulhorltleo and indUA cries concerned, 2;^, The provision of a Union Station ?.rid opening of through etrecto across the river^ the beginning cf a plan for '.'erxving the heavy through inteinirban service fren tbe congested ..:ity streets ^ which eventually "/ill be- come ii A '=*‘‘ai'ivc , at least for freight, 23. The street railway or fransi" vlan should be ■ pci nlc'^g the yrincipnl i.ain the , 0 .. ghf nrer. a; f.- u e * Ua. tn; •*-v Hll m or. •.•V* — uuer^il nil eij , v U * i.C v; in op ra ■ c i !• rout«y to vroride t-.o ridloiT Ifct,. ^e.; outlying oectxons adjacent to each, others and especlnlly tc wh e i'.ac ; a ry d j r t ic t a . It is q;}ii t c- p xo'.: => 1 e to.t a’a to -i-o to r rjerc-ice oouM Ic a:Vvu 'iiaceo:;.cly operated on certain ou^lyinp, rant 38, pajL'oi'-.ni.a :ly to ’’tiy out” the "best route and to anaid e>'?^ ensi-r-o ?itreei. r.-: ilv.tiy oonstiucticn, Icfore the necessity therefor cecoTr.cs clear, Ihe Michigan Failway Goaipany should he encouraged tc t'.'iivd a ucv; entrance into’ the city froci 0'‘V0 3oo via West rhir:', or uri'.cte so as to provide a cCiV nef. tt.'d lir.h Tor cZ c.: ^'ic rer/rlcc through Flint to the West. This connection x70Uld also reliove the Chevrolet situation, as stated in poTagraph 17. 25. The excessive demands of rush hour service over mid-day or iion-ruah service in Flint suggest that every efiort Zti :r.adc to develop aids to local transportation, such as the e*'?xlrr: cr h:u''.- of ?.-Qri;in;, * c pre- ':yj " "c-darg loi'tho .;cr Isrge factories, and the eata'clish- ire.il ’ Uvc til. c t ions ivhrch ’Till •.'ahe- thr j itcisya dsp-^nrh-l'ls p- i't of Uio ma’lce. rather t-ian rr irrespo nsille competitor for the lucrative short-haul hv.cinesc, The local fare and service prcbler.' should Ic '.7orhed cut or. the cosu-of-ct:^'’ioe-'pius-profit plan, Tf'iich alc..^ ocr secure the propsi' ccovicrch:! p?’ lance, 26, FI. .ally, 'tn* City I-lan should he conserved and developed in pexfv.ating parallel streets o.-ri.ci;.'*:’.' it, . ',0 a«.x.or-.,rd?+.e pait of she car and rcMplc ■‘‘rarh.t:'. also the 00 ciS s: '1 alien of r.^n iges co rost. the I'.it Cj- to : void ! dc'*-n- 'g rre rccvl-tipg necdlecs ..orpes tioji of the oan":r-: ii'^.tih^. i y'arosi Ir . .. esnporr. , Chare a.tid varicu? o-.hc-x' 17 t :l-. iic r Ci tv Flan fn.y rover-en-t* noted herein o.re Ptro': .2~ly oriii. ended .for t“.ii riediatp oo.xlderationi^ so that tijey :^y le eneouted or -pvt 1111 d s r re 3 vt i'*ro. t i o n 1 o f o s the 0'’''T 0 T' ■amity die. axpcaia thron/h rTag n* vo^l-iTs c'* .1 e i‘Sd. or ty the. cuilf’irs cf poi'manon^’ <^1:-^! tiucllc.^s ^ p.k has already cacijirr^u at .^.e interBsct: one of Ao^riu-: Lite# Kearnley ai:d Glenv/ocd Ave, thtsi;eport reuommande ocp?:riaIlri I fT -r.-Tryl ,- .T'— n'TTr’“T: rifT^ '1’'^ 9 j..(u^' irxifu^ f ^ ^ X XjXt afc V tmil iXj X Jbij^ • f '^'•S '■ ■ • . ^ ■■" O ^Tt-'f, jT 'i . I '•■,'^’r T r"^ *.< » 4 iUJ >»• I. J A- J.M ^ li-i V * » 4 ,. T I'T*^ /-N fn T /'i *' 7 -• TA “ 5, DBVBLOPHEHT OF THBEAD CHEEK BOTTOMS. e, SBCOHD STREET VIADUCT/ 7, MICHIGAN RAILWAY SRTHARCE 8. Uia02? ELL'CTiaC DEPOT TSI^iHLAI. 9, lASIC TRAIT;;!-! PLAL' i5E£EEVAT ICRS . le. ULTJjLASE STEAM tTiflOH BTATICR ASD SLE\"ATICR. li. POiVIlD OR COIPIIseiCR WITH POWER TO ACT. li^i “"j ncl tART II - DISCUSSION 0? BASIC FACTS PART ,T.^ r-ISC USSIQN Q F BASIC PACT S, Sect-Lp^ 1 - CrOTi?-i-a3 Charaot eristic a of gro?;th : The City of Plint pasrrgCiSCS' U-e s^iva-rits,:- e ove::- i^one other -ritdstata coiraijunitt es ci "being Iccat-ad at Hit’ intsrocctlcr. of the r.ts.i r« lines cf tve railroad systeBie viz,* the Grand -Triinl: and ti:e Pere Marque'^t- anci directly opposite the Port Hj.rori gateway into Canada anl s-lso of an extensive .interurban system Tro*';. Detroit to B.rgirav/ and Bay City located in tiis Val- ley of ■'iic Flint River. Th. Ir'^el of the saxroUi.ding countiy is nccoGoarily i/Girev/hat hiriie... ^ but thio depressioii has been . OTsrooir.e in the case cf the Grand Trunl; line by the coi'iStruc^ tlon of a low grade cut-off from Belcay to Schv/artz Creek and j — fc.ht be further improved by a similar cutoff in the case of the re re ?^rquettv line from I'c Grew couth towards Grand Blanc ^ Thus the railroad grades encountered within the city pi'oper nee- casarily concern only passenger and city freight busine^-Se Lz- Gated appr jx:t:3.a"^cly south of Saginaw and Ba 5 »' City* Flint thus / hfis becone an important transfer or tnterchaiigs point and the ■in- cr^.i.our. electric^ lines ■;£' Ik ’.- Detroit United. Railway and thi !'’i.higari Railway have esrvid a.' .■.niportant ]^urpoSB in th© dcvcl-- opme-nt ci tlio city as well ae tha railroads serving it. Of tire other rallr-a..ds reaching this part of the state, only two do not reach ths City of Plinte Hov/ever^ the Kichigan Central Pxiilrosd (Bay City Divieloi') ruiiS through Ox- ford and LaPeci DO milep '' c 'the An entrance for the former over the l.nterurbcn electric lines of the De Cl lij' anc the prepo;.’. sd lines of Ifc Fll ilt a C-rex W UJt*. k.. ;.c r Isc runs ! rough Durand 1'^ -'Si- lls I \\ •« L M ^ - ^ road in Flint is now contsmplatedj, with a junction at Oxford, A sirailar connection is also possible fron Owosso on the west with the interurban system of the Michigan Electric Railway reaching Lanaingp Jackson and western points. Ex- Relationship of Roads: Exhibit 1 indicates the rela- hibit 1. tion of these transportation facilities frora which tflint is seen to be the main eastern "crossroads'* of the state having ample possibilities of railroad connection direct to the Detroit and Toledo gateways on the south, aaginaw and Bay city on the nortn, port Huron— Buffalo on the east and various lake ports ; and lake ferries on the wests, besides being located on a main / railroad highway from Chicago to Buffalo. The problem of rail. ^ road service therefore largely resolves itself into a question of terminals and equipment, the one capable of solution as a io« cal problem and the other only by securing a larger pro rata of railroad rolling stock for the Flint industries by encour'. aging additional railroad entrances into the city, or by de- veloping altariiative methods, such as motor transport. Under unified railroad admlnistrati on, which may safe- . ly be assumed for some time to come^, it is hardly probable thr.t ^ additional mair steam lines will traverse the Flint district for some years, but rather that the capacity of the existing [ ones will be developed as required.. HoweveTi, encouragement i may well be given to the electric roads to develop Flint busi- ness by means of which the advantage of additional railroad con- struction may in a measure be secured without incurring the large capital investment required for competing steam riiilA 02 ,d I,, because of the fact tnat only relatively short connec- V tiens are required for these electric roads which will then ; ♦ I U. , \ -.wt ^ t ,*• L . -I. « ^ .1 i 1fl I". ; • • iiv '<:«/ ffK'. ^ '/ * I, . }', , •' •* i . ''' a# • • '-i *• . v V ■ ■■ ' ' ,J' ■ ' ^ '■' ' *^^. ■ ' ■ X ^ , ■ j’* '"''''■'* Vvi*: if' yy^ viifii, H'. V „ K «:4' %unM m' '"•'^> *■*! •k, . « « i« ]> \L#f .*ir^!i .et ‘■V" '4.* ViJ. • 1*0 rt»', * m y X:4} ''= j *'»! '•’ 4 .- i'. ,■ it *»w uM : ' >' .'■ . AT ^v’ t " » •« .ifvi ' - •• • '■ '‘■' ml ■•| 3 ' »'■ r<^* I .L..A. .A. . ■' V J . V- ...» ■/,'•* ly.j •• • «> • ^ • n " larx^ili ', ,-i’l ^'- ’iji. ^ 11^.' Ij ,1- » . Wi^ ' ' *’ :!!f i ? . ■" ,■• («il/ r*ll« t KK/ fi^i r*¥f r 'V . ', V T'll'^'" Jkall \ 'l'-' ' :'; ■' ' ■■' ' . 1 ' ' - tf r*' << r, a, , ,, ---,, '■vi' __'f**_ii.;i *' ' - * r.. 'i,,/- '! '' h i ^ -.^1 aj.'*. ■ j* '1^ . ^i • a .. /v.:' '^r'* ■ •, .vr, • v’-,^'.. i l.C> * ,!• .y l' /ty '■' ,1'^- . i'. X ' ■•.' I I , .' ■ ■ ' iVV’’' ■#£ ^ #..■ ,AX‘ T*' .*‘i’ V ■''f » :r\i ‘ - ,Vi “ it m ^ -^T '‘'^ f X' *.f , ■‘fil’; -* 1 -‘3 (f-i! . *>: ^ <1 i ^-■- m fy^ ena’ole tnem to develop further both passenger and freight ■busi- ness oa the interur'ban piano which ‘business as a class is not particularly desirable for steam railroads under standard oper- ation. The Blectric Roads ; It is to be noted that the Detroit United Railway even with its limited facilities is capable of handling a very appreciable amount of fast freight; similarlyo electric roads entering from the west could probably develop a large lake port business for transshipment to west Lake Michi- gan porta. Although the electric interurbans have heretofore represented a transitio n stage in railroading and in fact have not been permitted by most city authorities to develop express facilities to the maximum possible extent, it is a fact that the Flint interurbans have served a most useful purpose in the de- velopment of the city and are capable of much greater useful* ness as an eie^iient of. transport . At tiie present time^ the actual running time from the center of Flint to the center of Detroit is equal to or better than steam railroad service and the fast freight service of tne interurbans both here and else- where in the country is exceptionally advantageous for certain -comniodi ties . It is not too much to expect, then, that tne period of steam railroad retrenchment which has so handicapped this diatricto as well as most other industrial districts throughout 'the countryo should provide the opportunity for the electric roads to develop more towards steam railroad standards with the probability of gradual co-operation with the steam roads (as in tile case of the proposed Great Lakes Railroad) and a further o".-', “ioation of trafilc to suit both sy . terns bettsr-. It appears therefore timt the City of j?lint has run ahead of the railroads in its growth^ while electric llr.er have responded more consistently to their opportunities. This follows from the fact that interurbana are enterprises of a more local nature and their policy of development naturally would follow more closely the development of the i?iiportant cities served. On the other hand# the railroads, particularly the Grand Trunk, are so extensive in mileage that tnelr de- velopment policy must necessarily follow the general develop- ment of the many states and communities served as a wholejand therefore cannot respond so promptly to any particular district’s needs . The precedent of public ownershij^ ; It is of interest to note that the forerunner of the pere Mar^iuette Railroad was the first state railroad in the United states and was subsidized by tlie state of Michigan in the effort to develop the northern forest lands. Later the property was transferred to and since has continued in private hands. Today it is becoming increas- ingly evident in the great industrial centers of the country that for their own protection the states or municipalities must develop railroad terminal facilities for the identical purpose that railroad systems were rapidly expanded in early days, viZo# to encourage by such means ^which amounts to a virtual subsidy) the growth of tie cities through adequate terminal facilities vjiich the railroad systems have found it increasingly difficult to provide. Terminals and Equipment Heed ed; ^Thile tne railroads in Flint have attempted to expand city and industrial freight facilities, the difficulties of contracted n.^h ts- of-way and p - yprdf?, GB ?? 0 ll as -providing; epccial rolllnH stoGlr and sirtivg fS power appoar to have decreased (rather than increased the total e. ■ facil?.ties avallahle relative to the industrial groTrth of the I 1 ' City of Flint in particular. Thus it should he regarded as ; i»‘ ' i' ?*r no direct criticisja of railroad policy to atterj^t the develop ment independently^ of terminal facilities within the city designed to relieve this very congestion and secure more promp/' .movement of ^'’reight# The severe cl iisatic conditions of the win- ter months and diffici:ltles e:tpcrienoed with notive power on th^ grades of llic Jiichigan railroads also offer o.n opportunity for PJ* the electric roads to assist in the, handling of certain classes of freight for which the” may be equipped* It is only necessary to mention here that in F^bnary, 1918, fully 2000 passenger auto- mobiles were sen'’ out of the Buiclr plant on their own wheels tr varior. ' d^ssttnations * Bu-^falo , Toledo , Gin" .Innati , Chicago ^ et over the country roa.d T«ichlgan« Th« r?Tcoecs of this emer*' j gonev meosurg- londs to tlie arguments for developing more '* fully alternative methods of motor transport, C deri ng brief ly^ the \ of the city _ roper ,15 2 to 5 , can on-ly be interpreted _ _:i evlder.ee of the rr.''st dovel'.'pr;ent,ro r th^s pcp 7 , 0 -a'''ior t 5tas doubled in I?.^8 than olxyoars; the number of factory employ - eoa in appro?: imp te.Ty the same period.; liZ-cerise school attendcu'-e I ^,and bui 3 3 per"* to • h-uv dec. rings ( the best indts;: of commor- [Jcia3 pro3pc':'itv) have dovibc «d in loss th?r> two ycr :• •'Ud tot??? ‘^'-p.sr’d 'ro’Jun.Moo'^' of lend In seven years ► This assessed IweasuTtc the purchaslr^ «'■ •^ho city under ercisting legis- jsatlTii GUt h c r ity 1 . e ^ ^ bo ni t • g ■ pcv. -or • .h-.bo -*0 v;;-. .urv:v i*;_iuatco that thir ■Aik.a*lA Jri i ■ 1 .« X . L^l. iSX. .**. . . > t.9^. a'J.. ^ .b . . ^Vi - ■ ' ■ 'm er.tra ordinary rate of grovfth has largely taken place since If 1910 or thereabouts* and as such clearly reflects the great expansion of iplint’s most important industry. The problems 'l' resulting from such expansion are well illustrated by the new housing activity^ which averaged above 1000 residence permits per year for several years past. As a result of this expansion* the railroad business increased 208 percent from 1912 to 1916, in other "words, trebled within four years. Railroad sxtension Belated : However, practically the only additional service trackage built by the railroads was 'the enlargement of the pere Parquette McGrew yards north of the city, the Grand Trunk Belsay yard east of the city, and the attempted ejalargement of the lirand Trunk Walnut St. yard, Which was arrested by the city because of its location and absence of authority for its construction. Several important extensions were .undertaken, but for various reasons were not cunqpleted, viz; 1. A large urand Trunk receiving and classification yard on tne plateau southwest of. the city. 2. A Fere Itarquette low grade cut-off from i^curew yard south, 3. hew Flint and Great Le.kee Railroad entrance and ex- tensive yards at Crago and ilorth Flint in connection therewith. 4. New Interurtan entrance of the Hichigan Electric . Railway go. from the west, and f.l^ctric terminal nmmm for both j,aEserjgfcr .and- freights service* The railroad situation thus renaine essentially the B&me as prior tc the war except for the reconstruction by the pere Marquette of ita city freight station^ a new autor^obile loading dock in Ihe Thread Creek bottoms for the Chevrolet factory and additional loading docks provided by the Buick factoriea v/ithin its own, property, The enlargement of the , Belsay yard terruinating just east of the Grand Trunk cut-off and of the KcGrewyard provides means for removing much of the freight classification from the city area. The relatively large increaee in street traffic is best indicated by the very extensive use of automobiles by the . general public. This is exceedingly serious from the facu that this traffic largely converges on Saginaw street; and at the point of jjrossing of the two steam railroads. provisj on f or th e future ; In the face of such excep- tionally fast growth it is of .course hnpossible to even hazard an estimate of the probable future growth, especially when this growth is so dependent upon the relative prosperity of one ^ principal group of related industries. However, it may be said ^ ^hat with even half the rate of industrial growth indicated, the city would be warranted in taking radical measures now to i secure its future in the matter of trancportation , The most striking case of rapid expaneion In one of I the larger cities, is Cleveland, vhere an analysis of its growth r ■ 'I in various forme indicates that the city's operations have [ practically doubled in eight yeare, or. less, for a considerable period. The inevitable results have appeared in the form of ' t pailroad ejaibatgOes on shipments and f.lthougli large new terininaj-s ^ have been built, a radical- railroad reorganization of the entire I passenger and freight operating systeid is being forced. The £ nost that may be said at this time is that in lOOpCOO ]. tol40»OCO people should be anticipated within six years (1325) I and provided for in the development plane now being formulated. > . Section 2 . Railroad Facilities and Traffic of Flint Distrlcl : The Pc re iiarquette is a single track road with its controlling grade of a.bout ' # ■ percent out of the Flint river valley for a long distance south of Flint and north to McGrew. \ The Grand Trunk is double tracked be tv; een Buffalo and Chiesgo. I Its main line controlling grade on the Kichigan division is I also in Flint, 1.32 percent southbound opposite the Chevrolet I works, and 1,0 percent in east Flint. Through the city the ( Grand Trunk is single tracked, but the provision of the low I grade cut-off provides the equive.lent of double track opera- tion, but for through freight only.,:ith. zo 0*4 percent gro-ds. j Car ferriefi across Lake Kichigan are operated by I the per© Bjarquette from Ludington to liianitowoc and Milwaukee. The Grand Trunk also ferries across from Milwaukee to Grand Haven . 'r ' » The record laap, FxhibitS^;, was prepared to show the extent location of existing railroad facilities and general areas covered as coc^ared with the area and facilities provided by the proposed Eastside Industrial District, also shown thereon. F reight H ouses; As in the ca^e of the passenger stations the city freight facilities for l.cd. or package freight have UNIVERSITY OF IU.IN0IS L/3SARV been dereloped by both roa.de abutting the retail district as cloee to Sagiiiaiw st. as possible - i»eo, fronting on Beaoh St, and Harris on St, Respectively, With the developiuent of the General iiotors industries another cit^^ freight station in ^orth Flint v/ae provided by the pera 2£iarquette in Hamilton Ave. While the Fere iiarquette has anple rocm for team tracks in the Thread Creek bottoms^ the Grand Trunk is restricted to a short space along Water St. at Saginaw St. for downtown business, otherwise in the Burton St. yard, which is not yet completed. The industry tracks for the General Motors and Chev- rolet districts h.ave been developed extensively, all on industry property. And it is understood that the indueti'y may acquire the track© built by the railroads at any time at cost. The tj-acke Dervii*g the port property are extremely limited by tne cramped location in the bend of the river* Coal and lumber team tia-cks are ava liable in the Thread Creek Bottoms where there is acple opportunity for expansion. / The pere karquette operates the following yards.* McGrew holding and classification yard. Buick north receiving and forwarding yard. Buick south industry yard. Holding yard south of Second st, Srfiall general yard north of Second St, With the exception of the MCGrew yard there is little or no opportunity for expansion. The south holding yard could be widened but is too short to be effective. The north Flint yard is fairly long (3000 ft., 66 care), but iscoramped for drilling space and cannot be widened. The south Flint yard (about 2000 I't. long) is even more crauped and can only serve as a drim^ng yard Tot the industrial tracls-S feeding into it • The McGrev yard, ' hovrevern is long enough to handle solid trains of 8C cars and has aitjjle opportunity fox expansion® The Grand Trunk Railroad operates the following yards; Jull ti'ain i’ard east of junction at jbelsay. Sast Flint yard along burton St. water St. switching yard. At Beleey there is arrple opportunity for expansion - now in progress for receiving and forwardiig long trains and ecconimodating make-up and hreak-up for Flint. The Burton St. yard, which is only about 1600 ft. long and which is now the subject of controversy between the city and railroad, was intend ed to relieve the congestion farther west along the river and operate as a holding and partial classification yard for the city freight and west side industries. It is, howeter, un- fortunately located too close in the city and probably' will be restricted eventually rather than expanded, as later developed in this report. The city yard in iiorth ?/ater bt, has been developed in exceedingly limited width and length (Stevens St, to Richfield Road) and cannot be regarded as suitable yard trackage in the proper sense, especially as it is contrary to advanced city policy to permit railroad switching and classi- fication BO close to the business and settled areas. Farther west, there is no opportunity for suitable yard development on the Grand Trunk main line in the valley, until recently the Grand Trunk conteirplated the con- struction of a very large y'ard at the euimnit of the west side >1 ; '■'1 "Ji- -K- ^ v*, » grade fce/ond Glenwocd cemetery » and In fact acquired extensive land areas for tills purpose. This development seemed to af/ord an opportunity to serve the west side industries and gr'^atly^ I ^ I reduce the train switching movement across Saginaw St. At \ the present time, all these train movements from westside in- I ' dustries are handled in the eastside yardSc thus traversing the main husineas district. Unfortunately, however, the heavy westeide grade of the Grand Tronic main line constitutes a conBiderahle barrier to this westside yard development, ^ It is worthy of note here that the Grand Trunk con- tcii^lated at one time the building of an engine house terminal on its property opposite Moon Island but in deference to public opinion transferred this terminal to Belsay, thus requiring much more idle engine movement, Jt- Interchange ; Freight interchange between the two i i roads is handled at their intersection, which is so close to f Saginaw st, that switching movements completely block the traf- • 'i! Si, •fie of this ms,in artery. No more unfortunate location for City Interchange could possibly be selected, especially as no stand- ing tracks can be built, but until the proposed pere Marquette cut-off is constructed, no interchange outside of the city is ^ fessible. With this cut-off, the interchange could readily take place at the intersection of the two cut-off lines, paring { the year 1916, 7863 cars were interchanged at this point or averaging around 25 cars per working day. This intercl^nge ie increasing . rapidly and doubled in less than two years. Routing ;T he methods of routing freight in H*lint are interesting. Inquiry developed the statement that approximate- ly ao percent of the Fere Marquette outbound business, which is 5^1 vl /*. ;v, f' '' , • li ■; ■' ■ f ■■■■.•.> • I" M *" i , fp/ more than 90 percent automobilee » amoves north via Sagina«^ thence distributing east via the port Huron gateway ar^d west via the Ludington division. Southbound business to Detroit and Toledo from tf^e l?Qrth plint district naturally passes through the city * Similarly . even a larger percentage of the Grand Trunk business moves west, breaking up at Durand for Detroit, Toledo, Chicago, etc. The'pere Marquette north yards are fortunately ? <• “ located with respect to this bulk movement, but the Grand Trursk requires a wests ide outlet to its cut-off line. This is dis» cussed later in Part HI, Section 5. If the P,M, cut-off should be constructed, it is reasonably certain that a much larger proportion of the North i‘llnt industrial business could be routed south via Detroit end Toledo gateways, rather than by the Sag- inaw detour. City Frei^t: In handling city freight the Grand Trunk p\ills short cuts of cars from its station platforms to the water St. or Burton St. yard without any attempt at road classifica- tion, then switches these cuts into a mixed train for the iielsay yard, where the cars are classified for road movement either over the main line or the cut-off line, but principally over the latter. Also ±n this outbound movement similar short cuts from industries are transferred to Eelsay for road movement, much of the westside industry traffic being thus switched across the city, Inthe reverse direction, road trains are broken up Belaay for city delivery and with the additional yard facilities ''^It is improbable that any considerable amount of westside traffic will be taken to Durand to me.ke up into road trains because of the distance, 17 miles . lii'i 1 mil! IV •D u r w. dy/ . ^ ,S V recently proridsd at tiiis point it is probable tnat a connider- feable amount of classification can be carried out in tiiie yard in inaustry or “station" order so as to reiiCTe the city yards of this extra switching. Chevrolet deliveries in platform order vill probably continue to be made with switching and classification done on the industry property, obviously, so long as tie orand Trunk operates only one large classification \ yard at the east end of its cut-off line, its freight operatione In Flint must necessarily be one-sided unless a special freight outlet from the Chevrolet district is constructed as later dis- cussed. In the case of the Pere Marquette, the McGrew yard functions in the same rnanner as the Belsay yard and classic fication in platform order for tne General Motors district presumably will continue to be done in or along the company's property. However, should industries develop along the pere Marquette on the south side, the construction of a south yard presumably at the ternnnus of tiie proposed cut-off, wouxd oe as desirable as nov7 in the case of, the Grand Trunk and much more feasible because of the shorter switcning movement to' —and fr .m the city. It may be observed here that, quite evidently, the provision of these additional yards and switching facilities will become increasingly in^jortant in the absence of grade separation of the railroad main lines through the center of the city. And further, that by-pass track facilities should 4 be provided by the Pere X^arquatte, especially as the tonnage , handled is considerably greater axid the relative congestion .along the mai.o line worse tnan in tJie case of the Grand Trunk. i.iTITIT Railroad Tr a ffic ; An analysia of the business handled "by these two sye- tenis in and out of w'lint indicates some very startliiog figures of growth in the light of wnich railroad facilities would seem to require immediate expansion. . r . ^vhil 0 it has been impossible to secure complete figuresj the following data sets forth the essential results covering the five year period of 1912 to 191S inclusivei Total tonnage in and out bound increased 208> ' 1915-16 increase.,,.,......... 80;^ Team trade, cars inbound^ lOlf? Industry tracks, cars inbound. 345^ ** » « outbound.. 233% L.C .L. tonnage iribovind* 89^ « « outb ound 73^ interchajige betteeii Roads 138^ Bcipty cars inbound , 1471^ *• •*_ outbound^ 100^ Ticket sales 47% From these statistics, the startling fact appears that freight traffic in Flint has doubled in about 2.5 years and passenger traffic,- if the entire history were availa’He, would probably be found to have doubled in about 10 years. The maxi- mum rate of growth was on industrial tracks, although both team and house freight appears to have doubled in' from 5 to 6 years. on one of the roads, which is probably typical of the other, the Inbound team track business appears to be about Itliiia ^.Ll. nine timee the outhound; l.c.l. house freight twide the oufbouiid industry cars about 1.5 times the outbound. Similarly, inbound empties appear to be about 1.5 times the outbound. , t The large proporlion of errqpty cars handled is of interest One road is reported to handle 38,000 empties in and out in seven years and in 1916 the ea^ties approximated 44$^ of .t^e total number of loaded cars hazidled. The explanation appears to be tixat a large number of box cars came in loaded with building material, general merchandise, etc., and having only 5.0 or 5.5 ft. width doorSy it was impossible to use these same oars for loading auto- mobiles' outbound. There, were also many gondola ' jpper bottom cars and flat cars which were not used to transport automobiles up to 1916 while it was then still possible to obtain special ' automobile cars or furniture cars with wide doors. Later, however, the Buich Co. installed a locomotive crane and after the shortage of special cars became acute. loaded automobiles into these open cars covering them with tarpaulin, Witiiin the year 1916 the Interstate Commerce Commission issued an order preventing the use of coal cars for any other purpose than the transportation of coal In order to overcome the fuel shortage. Thus the propor- tion of emtpics is likely to again increase. The loading for inbound cars has reduced from 34,, tons to 24 tons since 1912 and outbound loading fram 10 to 8 tons, averaging 26.8 and 3,3 tons respectively. This clearly reflects the special character of the increaaag automobile business for which raw material arrives in bulk and departs as fabricated product Interchange between the p.M. and Grand Trunk is largely in full carloads, l.c.l. movement being only from 3 to 5 percent of the total interchange. It is noteworthy that interenaige business ? 7 ^ is still relatively smll, amounting to only about 5 percent of the eetiinated total care handled. This simply reflects the consistent t railroad policy of each railroad developing and serving the in- •A ^ dustries along its lines. While this interchange was formerly quite well balanced, in later years, since shipping difficulties have occurred, the amjority of the interchange traffic flo\«{Qd from [ the Pere Marquette to the drand Trunk lines. The conclusion to be drawn from these data is that industry freight facilities will require the maximum extension and that this increase has been extraordinarily rapidr, while the 'city freight has followed out a lesser rate of increase, and pass- enger business a still lower rate* The fact that the total freight business of 5‘lint has increased in five years from about 600,000 tons to 1,800,000 tons and the estimated cars handled from 65,000 to 160,000, give evidence of the growing magiiitude of the problera. furthermore, the small interchange indicates that there is little -necessity as yet for clearing yard facilities, but that the maxi- mun needs are for operating yards, equipment, by-pass tracks and industry sidings. Sect! on 3* proper development of hailioad facilities ; A study of the distribution of population throughout the city prepared by the City Engineering Department in connection with report of Mr. John Kolen, indicates that except for certain limited areas along the flint river and in the Thread Creek valley, there is little or no opportunity for proper yard development well within the city suited to the needs of the railroads. In fact, proper city planning would indicate that such railroad yard ex- pansion should take place well outside of the settled area, it I api^sars tnat residential development has 'already taken place on i s ii both sides of the Buick works from the city limits on the East to and beyond'^ the line of Nortii Detroit Street on the west and is rapidly expanding north of the north city limits. Near the southern city limits there is practically no development except along South Saginaw St. However, the ascending grade of the Pere }4arquette railroad and the high level of the Grand Trunk out-off renders these locations relatively unava liable » The entire northwestern section of the city west of plint River is regarded as very desirable residential territory and railroads should be rigidly excluded therefrom. The Thread Creek bottoms are capable of some development, but are totally Inadequate for large railroad yards and should be reserved for freight and warehouses, team tracks, building material and factory loft buildings, as later discussed. The unsettled areas along the ■i I Flint River in the vicinity of Crapo Island north of yaginaw street could also be developed to some extent, but are properly under I c onsideration for future parks and driveways along the river and are thus pract’ioally una vailable , The very cranked situation on both sides of tine Pere Marquette Railroad on the north and the I Grand Trunk both north and 'south of Saginaw St. preclude any fur- ther development in these locations. North of the Buick works large open- spaces are available for industry yards only and it is probable that this space will be required for the expansion of the Buick factories, permitting only such tracks thereon as required to serve directly the industries. on the east side however, there exists a long stretch of coajparativeiy level land as yet unsettled and intersected by both the Grand Trunk, main and cut-off lines. ijtirther, the > - r Viv' '■ 55 ' •1 . ' il ft' {'projected cut-off of the Pere Marquette would traYerse this i: . area north and south and open up an almost unlimited industrial J : area adjacent'- to Western Road. The character of settleiiJent \ between Western Road and Flint River as already established most strongly suggests this district as the most available it industrial district of Flint for future development and hence it is referred to in this report as the Eastside Industrial District, as shown on Exhibit 50, In view of the factory congestion between the Buiok works and the river, along South St, and in the Chevrolet district, and the fact that suitable niain yard sites can be found outside of the city, there remin only the city freight facilities , to be taken care of within the city. The two locations of the Grand Trunk and Pere Marquette roads respectively north and south of Saginaw St. are considered quite suitable for development to any necessary I extent and excellently located for handling l.c.l. freight for the retail district. Ample team track capacity can be developed in the Thread Creek bottoms for bulk commodities, also along the Grand Trunk main line east of the present station and along Burton St. The iforth Flint industries around Hamilton Are. will also be relieved to a sufficient extent to provide for necessary team tracks in this district, so that, considering all facilities, the development of the Eastside Industrial District seems to possess all the elements necessary to provide for the future industries of the city. There is indicated in Exhibit a right-of-way former- ly acquired by the Detroit United Railway to provide an entrance desired for its conteugplated freigh development into and along gbe Gilkey Creek bottoms. This right-of-way extended from Crago It f [T: * ■ •' >4» V.4Vl^l<^*‘ H i' , ti %■ ■Hi- -•»*■ to Lewis St. and thence into a large area extending aa far as the Flint Rirer opposite the old water works. HoweTer, this right-of-way Was never perfected owing to the fact tnat a short connecting, link east of Kearsley St. was withheld through the influence of certain public spirited oitiaena who foresaw the con 5 )lete destruction of the proposed city parking plan, which as [ outlined in a previous park plan propceed to develop Giikey Creek J as an ixnpcrtsnt element in a circular system of park lands. Al- I though this Park Plan possessed only the support of public cpin- I forestalled and that terrdnal development even with electric 'j? ■ i motive power should thus be removed to a less restricted and more suitable location. It is an interesting matter of record that those interested in the proposed Kastside jndusti'ial District under the leadership of Mr, J.D.Dort then agreed to provide the return for the old right-of-way), through the entire length of the Eastside Industrial District and with full access to the in- t dustries to be located there. This offer is deemed eMneiitly i fair and just and quite in line with enlightened civic policy. This trensa* ti the ref ore > adds one further and important argument I to the use of the Eastside Industrial District for the future t industrial expe.nsion of Flint. The suggested arrangement of this district is devel- oped in part III herein ’’.nd Supplemental No .2. Sectio n 4 . Street Traffic problem ; consideration of the problem of relieving the city streets from the burden of railroad grade crossing operation interference^ traffic counts were ttade during April and May, 8.t the intersection of sagiiiaw st. and the railroads. Exhibits 6 and 7 indicate graphically the volume and period of this intersecting railroad and vehicle traffic. The counts varied considerably, but showed for hour intervals upward of 900 automobiles, 100 horee-dra^n vehicles and 75 street cars, or a total of all vehicles ranging from 400 per hour be- * tween 6 and 7 A,M. for the early part of the business day, to 1100 per hour for the busy hours at noon and evening. In Flii^t, the noon peak seems particularly noticeable. There were 50 train moveiiients across Saginaw St. in ten hours, varying from a single engine to freight trains of as many as 100 cars on the Pere Marquette line. Prom 6 A .M. to 5 P.M. there passed over this crossing; pere ISarquette - Grand Trunk Total, Car basis: 3 passenger trains of 22 cars 23 freight « •• 304 " 4 passenger 17 freight 47 trains, « 38 •' « 138 " 502 cars 65 percent over pere liarquette. 35 " ” Grand Trunk. The consequent delay to street traffic is well indi- cated by records compiled by the Detroit United Railway, showing the following delays to its street and interurban cars (only delays exceeding 5.0 minutes being here reported); February* I. 431 minutes, March 398 minutes, April 341 minutes, May 1 to 22, 41< minutes. ‘ The longest delays noted were as follows; (1) pjarch £5, a pere Marquette train, held crossing 18 minutes in the middle Uf the rush hour, 4:66 to 5;14 P.M.; (2) February 2, per© Marquette train held cros8ir:g 20 minutee, 4:10 to 4; 30 P.M. (& electric cars delayed); (3) Kay 4^ Grand Trunk, held crossing 14 minutes, 1:12 to 1;26 The total electric car delays reported are as follows; • Konth : Cars Belayea Ra ilway : Total pelaye I'inutes : Average per cer„minute6 ; February 26 pere I'arquette 256 10 H 20 Grand Trunk 175 Q Varch 30 pere Marquette 252 a 19 Grand Trunk 146 7 April 38 pere Marquette 302 8 1* 6 Grand Trunk 39 8 May 41 Pere Marquette 299 7 1 to 27 17 Grand Trunk 115 7 It is evident that these railroad operations at grade over a thoroughfare passing from 10 to 20 vehicles per minute on the average constitutes a real problem for the City of ylint. Various suggestions have been madeto remedy the situation • in fact, the railroads have agreed to interchange outside of rush hours but owing to the relatively siriall amount of interchange this does not get at the root of the trouble. While grade separa- tl^oxi is entirely logical it is a question whether the expense woulc be justifiable at present, in view of the fact that a cut-off line as suggested through the Eastside Industrial ri strict viould relieve the worst obstruction - viz., on the pere Varquette line, % One minor remedy is shown by Exhibit No. 3. The Pere ir xquette yard switch is now located practically at Saginaw St, As a result, every switching movement to and from the pere lilarquette yard passing the passenger station must cross Saginaw St, By moving back this switch south of the Grand Trurdc crossii^, or doing away with the lead altogether, considerable ya.rd switch- ing would be removed from Saginaw St. The new '^Chevrolet cutlet connecting the Grani T 2 :*unk main and cut->off line, later discussed, is like?;ise a possible remedy, otherwise the construction of the high level west yard on t h e Grand Truiik line is the only remedy for relieving sagir*aw St, of westside industrial switching. And this is not altogether desirable . The present careless method of flagging at Sagiiiaw St. could be ia^roved as a temporary expedient, as there appears y 1 i tvll* atiei:p/t to anticipate train movement with any degree of promitness - that is, the street traffic is frequently held up needlessly for long \ntervals even before intersecting train movements have started. Kear^ley St s The movement of '^ere laarquette switch- ing engines across Kearsley St, are numei 3us and it will be difficult to do away with them er tirely. It is conceded that • f freight housee should remin substantial!/ where they are and that they must be served by tracks cn strset level. The sur- face tracks near the river north of Kears^ey St. if they remain, must be switched from the south end and acrpss this street. How- ever, these team tra.cke should sometims be removed farther south into Thread Creek bottoms , as discussed e.sewhere, which in^rove- ment will reduce the necessary movement o.f switch engines across Kearsley St. It is probable' that with this new team track de- velopment suggested, south of Kearsley St., some other and better use could be found for the property boundsd by the pere Marquette main line. Kearsley St., the river, Grand Trunk main line and Beech ^ St.„ to reduc switch movement across Kearsley and thus relieve t. the important trucking si.reet. PAhT HI - SPECIAL STIIDJIS > . 3eu-tic:i '' ilint Lalkes Ef iiroad Bntrar^^ ; TheEdiscussicn herein and appended reports upon the opecial pi’coleE.E of the new Great Lakes entrance, rrake it umiec . ^ ceeary to develop the detail^? h.ere-<> Some "broad coE^iuentSj, hov;- ever, inay oe iiiades K. Ji'CEi the survey of railrcad facilitie^^ and traffic, 1 1 is clear that this new service is deoirahlSi. It is positive' t ' ^ * • ly* stated that it v.d.11 xendoA’ available to tlie industries or |. riint a pro-rata share cf ths e^itensive yj.chi^s.n Central auto- f cclile -cor OQuipiten* Lhe Great Lakes road has already in» f wezUC. heavily in tlie original C-ilkey Creeic . antranoe and sub- I aci^uently for tv;o other entrances .In ITortli Llint, sexeotC'd to icect th 3 w'^shec cf the' city o'? the industries, and quite :xn=^ usable -f the Psre ts hecoxaes thj Belt Line opera tor® Ihis stfcp on the par+ cf the Detroit United PLvilway interests can only be regarded as an advanced pol.’oy hy which the electri rallroado /^ay hecoino cf greater uscfulnesi as an industrial fa- cility, Conversely- the saEis eer'/ice guarantees imposed upon th-s D.U.K, should he met "by any other road participating in the Puclic Belt. Railroad piano I ■ Uecticn 2 « fere Harquette R»Ro Cut-Off ; Prior to the f^nal development of the Great Lakes f cutranoe, the lore Ihrquette rodd actively entertained the pre- posal cf a low grade cut-.off lino extending south fron Lh-Grxew 'yard through >he proposed Last hide Industrial Disuilct and thence . r>tra2F>+ south to U.e interccoticn witli its main line Booth of the city^ This cut off Is approxirtiately 7,8 miles long with a i Vi'' .■^. siaximum gradeof 0.5 percent at the Flint River crossing* a The approxlmte alignment is indicated on Exhibit 30 ' • 3, althougii the exact location of the north tangent may vary there- from somewhat in final surveys in order to further equalize 1 the cut and fill necessary to secure the most economical cross- ing of the Flint River and Kearsloy (Treek ‘bottoms and also to avoid encroaching upon the City Water Vforke park,* In building this cut-off, there is a freedom of loca- ^ tion which is rather more fortunate than in the case of the Grand V (Trunk cut-off built in 1390. , At that time the population of jithe city was less than 10,000 people and no doubt the line was [considered as sufficiently distant from the center of tlie city. jTime has proved, however, that the Grand Trunk cut-off was located I much too close to the city and should have been detoured east of [Thread Lake, This proposed pere yarquette cut-off is designed I to be located a. sv miles from the center and quite outside of the I, (present settled areas. And in view of the fact that in Flint the I ^ northwest highlands constitute the most logical and desirable I ’territory for residential expansion, which by reason of its topo- .'graphy will no doubt always be free from railroads, the proposed Pere i/larqaette cut-off can be regarded as most satisfactory and permanent. Furthermore, the district traversed is clearly most ♦desirable for industrial purposes and sufficient areas are avail- c I [ ' ' ' ^ table both east and west for suitable local housing, as pointed out in the report of the City Planning specialist, Mr, John Nolen. When constructed, this cut-off location will lend itself admirably in the matter of city terminal yards. Starting at the McGrew yard on the north, ample opportunity is avail- .hie for yard space all along the out- off, for local switching, K::l| and at the southern extremity for a yard similar to that at Belaayg at W'lich city ..freight in and outbound would be consolidated v/ith the road trains' operating from the cut-off. Thus the pere Mar- quotte cut-off*^ will be a considerable improvement over the Grand Trunk cut-off, being so much shorter that city yards may be operated at both ends, whereas the Schwartz Greek yard is at considerable disadvantage because of the long switch hauls from the undustrial icenter. In the case of both roads, Flint is not a divisional point or engine terminal, consequently it must be treated as a problem of way station development only, though of large magni- jtude, * In normal operation, northbound pere Marquette road It rains previously made up in road order would drop southside city freight at Western Road yard to be carried in by switchirig engine. Northside city freight would be dropped at McGrew yard. Outbound * city freight would be consolidated at these two yards for fur- Jther movement. Furthei*, the present detour of outbound freight ^via Saginaw could be reduced and a larger proportion moved south •by this cut-off to the Detroit and Toledo gateways, entirely avoiding the city. The cut-off would also form an excellent opportunity for 'improved interchange with the Grand Trunk in the Easts ide • Industrial District, which is rauch needed. Should the city continue to expand to the east, if ^ there would still exist ample opportunity for this development east of the industrial District, without serious interference 1.88 numerous transverse thoroughfares, such as Richfield, Davison , 0 ■ Kearsley, .J^ist Court and Lapeer Roads, are available through r. Seotion 3« - Bastside Iridus tr ial The adequacy of the site proposed for the Easts ide industrial District has already been coraniented upon favorably by Ur. liolen froia the vie^fpoint of city planningo It is noteworthy that this area is the principal one ©f the Elmt district free from hills and gulleys, with the exception of that district due north of the city, which is more suitable to residential than industrial purposes o " It is entirely out- side of the flooded areas such as that of the Gilhey Creek ^ bottoms throu^ which the old Detroit United Railroad right- ; of-way was projected and in which Ihe Chevrolet industries are ; now located. The district is served by an excellent north and ' south thoroughfare. Western Road, with numerous transverse thoroughfares. While this district is now outside of the city ^ limits and consequently not under control of the City of Flint, I it may reasonably be assumed that the city could expand so as I to secure proper control of it. w' ■ • |L , •jhe proposed District will be served by two Grand I Trurik lines approximately C.75 mile apart, also by the pro- posed Great pakes-Michigan Central entrance throughout its -engti .^►and particulaX'iy by the proposed pere Marquette cut-off. With the most direct connections between the District and the various railroad classification yards there could not be a more conven-. i ent arrangement developed for prompt railroad service. The plan of neutral switch service proposed for this district is \ furtiier developed in the following section -■ “Public service J Belt Line”, I ^ Qne possible disadvantage is the imtter of v;ater supply and drainage. This, however, is a problem concerning tlie lV entire city and not one peculiarly local to this district. It i.? re;portC‘d that^vithin recent year& at eeaecns of drought, th^ water supply of the S’lint river behind the impoundiiig darn at Harrison St, , is no more than needed frcan day to day and at one time the supply was practically exhausted; also that per« haps 5C percent of the water used for domestic purposes is obtain ed from wells. The j?llnt river drains approximately 750 square miles above Saginaw St. and Thread Creek an additional 180 square miles or the real out « the farthest point of the i’lint River watershed being not more than 35 miles away in a straight line* As a result, while the country is coinparatively flat, the run-off is exceedingly uneven, resulting in periodic floods and the necessity of revetcmsati. in or through the city to avoid damage; It is thus clear that further iropounding offers one of the most feasible plans of increasing the water eupply for this new in- dustrial district. In this connection. Thread Lake suggests itself as a possibility by raising the outlet dam several feet and increasing the capacity cf the lake by suction dredge, at the same time raising the shores in ii»ny places, thus creating valuable lands, Whethiex Sch?/artz Creek bottoms should also be utiliaed for im- poanding ie a question. Incidentally, it may be pointed^ out that this impound irig would probably serve to reduce or do away entirely with the flood condition in the Thread Creek bottoms and i;erii4.t the permanent leclacation of these lands for the more efficient uses pointed out in this report. Sub-surface waters could also no doubt be drawn upon for use in the Eastside district. The drainage would appear to offer no serious diffi- culT/iec, ££ the prevailing level of the Eastside Industrial riistriet is ecnie 5C feet s-tove that of the Flint river through n thcsity and as judged hy the disposal facilities now rcc/iirsd hy the automobile industries » This Eastsice Industrial district as proposed covers an area ,1320 feet wide between T’estern Road and the l/8th section line to the east and extending north fxom Crago to Bickford St, (Delaware -Ave), a distance of about 14250 feet, or a total of nearly 19,000,000 Eqeft, in gross area. This would yie3dperhs.ps 14,000,000 sqoft. in usable area. The great industrial capacity of this area may be better realized " when it is understood that the entire Bulck and Chevrolet plants could be reproduced therein. Just what specific arrange- j ments of factory buildings, yards and tracks would be most de- sirable, it is impossible to deterraine at this time without further knowledge of the character and requirements of the industries to be located therein. However, in order to give some indication of the possibilities of development Exhibits 9 and iO have been prepared, showing alternative methods. LAYOUT A: Longitudinal development betv/een Lippin- cott Boul. and Grand Trunk cut-off; also north of Grand Trunk Main line. Lateral development between the Grand Trunk lines. This plan aseumes consoli- dated trackage for all roads with no neutral tracks or yards. It would provide rectangular areas up J' - to 550 ft. in width and 2000 ft. long, with service tracks and loading platforms on both sides exceptir.g tii.e frontage on Western Ave. I* LAYOUT B; Thii;layout i rid i cates a. similar typical plan includint? neutral tracks and yards assumed to be part of the Public Belt railroad %nd independent of maira lane reserved for private i's.ilroads* In this layout, the block plan for factories shows the building space intei seated by two nprth-couth industrial leads and house tracks as compared with one in Layout A. The sectional details in the margin of Layout B show the possible track arra.ngement . Section AB, between factory buildings, indicates 20 ftc loading platforms, house track and ifAin lead, a 25 ft« road- way for fire protection purposes and a second house track and platform, requiring 104 ft. between buildings. In this lay- out, a 45 car yard is provided between Lippincotw Boul, and Lapeer Kcad, one of similar capacity between Court St. and Kearsley poad and one of 31 'cars capacity north of Davison Road. Section CD shows a 25 ft. house platform with house track and main lead, second, track, running track, a 25 ftc road- way between building.'' and the private right-of-way, requiring lie feet. The private right-of-way reserved is shown 100 ft. v/ide using the balance o>f the property. Neutral yards accormuodating’ 35 and 40 cars respective- ly are shown located between Lippincott Boul- and Lapoer Road, also a 30 car yard north of Davison Road» It wiii. be noted that the trackage is so worked as to reduce to the rainimum the number of tracks at all road crossings. Interchange is provided at Kearslcy St., and Grand Trunk cut-off with suitable long holding ti*acks at these points. The the 'jrv v.eon which these plans are developed • c rill be apparent. In Layout A it is assumed that all railroads coneclidatc their switching and yard service on one railroad strip presumably under suitable conditins agreed to by the city for neutral service. Free running tracks s.re in all cases available. In Layout E it is assmued that the private roads will desire to retain their own private rights-of-way for main line operation only and that a neutral agency such as the public Belt line will perform all the industrial switching and ciassification. The yards shown in these layouts are of course intended for purely local usci and it is assumed tnat the switching service in the Eastside Industrial District would be supplemented by the existii-»g or proposed railroad yards at McGrew, Belsay, crago and Western Ave, ( Sjuth Flint). It is deemed essential to a successful outcome of such a plan that all factory development in this District should be specifically under city control, also the railroad service thereto and that entrance for any new road, steam or electric, should be permitted only under non-competitive conditions as regards neutrality of service and full co-operation 'n the public Belt Line plan, provision for such other roads could be g^inrd in both plans by the reservation of a sufficient riglit- of-way strip to the south, if the Eaeteide Industrial District should be organized r.c ted, it could secure service at the present time from the two Grand Trujok lines and from the Great Lakea-Michigan Central line connecting at the southerly point. Thus ample 3ervic.s would be available a t the start and additional service at such time as the pere Marquttc or other ■- X C o ' roac The plan of the Flint Felt Line as fi:cmliy ' nd detailed in the appended preliaiinary re- 7 16, 1919, rnahes tbs follGT/ing reserrations; A 100 foot private right-of-my inaiediately wesw of the l/Bth north-south section line of Sections 4, 9, 16 and £4, suitable for the Pere ifeirquette itiain line cut-off, and sudh other additioTial switching leads and local sidetraohs as necessary for the proper ser- vice of the adjacent industries « Possibly an additional strip tlirou^ the ,Ea£t Side Industrial District for acconaic- dating industrial ewitoiring leads, clear of I min line operation (in case local holding yards vdll require no re epace than provided in the'above IOC foot strip,) so that the adjacent factory developraent would not liiciit or prevent installation of proper and effi- cient service trachs for the industrial district. All industry trachs, connecting with these : switching- leads and the Belt Line, as later deteriained to be^tlie most suited to the fac- tory locations, are to be built and controlled by the industries thenselves and operated by the railroad under the Belt Lino plpn* n'-' n' It ' i f ' i' 4e A dupli? 2 citior>. of tZaio r-rrangenent of the heTc iZh rci>''ot cut-off to to 00 eoiisidc^ed for fu-^ure developrijent and prcpei* re£erv?,tior*.i:' Lie.de tJiercror. 5„ A r^sht^of-user along ?/estci‘r Read io to he avrarded tc tha S’lint Great Lakes Railroad (and the Detroit- Urlted Railmy) » v?ith sultahlr connections at Crago anc. the iiorcli end, CO tliat the District say he asoured proper local transit ssirrice* To -Ihe end that the frtiGht sci'Tioe 0 rig in- ally contemplated hy the Great I.'^hes Railroad t^ay oa carried out, this road hsr- already purchased lands at Crago e'^tendixig sourZieasterly through section -J}, *Oi yard purposes, leavir^^ a yard oiCEi approxi:*istely 2SCC feet long and capable of dcvclopinent to 16 tracks (or 5o:io ^ w w * *.*ri ' i. Cat ndh'.g capacity)-, the present Do'v.R, :c:;ger line beiiig diverted to the south ^■ 1 - irposc. At :t^c^ CTO :cinc of 'nt 00 cuff .•■■T r> i UNIVEKSlfY OF ILLINOIS Lt'^i'.ARY umvtBsin Of ,tu»o>s Section 4 - Publlo Service Belt Lin^ « ' The principle of the neutral ? atlic Belt Line needs no explanation or defense. Belt railroad operation xias heen in effect for ^aany years in Chicag , New Orleans, St, Louis, Indianapolis, Buffalo, San Francisco, Kansas City, Memphis, etc,, with varying degrees of puhlic control, and recently in Balti- more and Philadelphia, in Chicago the inner "belt line originally designed as a cut-off is now located so far ,ingA^ of the city as to he largely an industrial railroad requiring two outside belts concentric therewith, all operating by private roads or by groups of roads on a prorata basis. The Chicago Belt Line stands out primarily as the medium for interchange clearing due to tlie enormous volume of business destined Chica^sO. This is a distinctive feature not approached by any other city due to Chicago being a heavy transfer point. Thus all partici- pating roads deliver to the Belt Line, which interchanges and classifies the cars in an enormous ♦’hump" clearing yard of 10,000 cars daily capacity, thus relieving local terminals and yards of the vast majority of through business. This enterprise has cost approximately ^10,000,000 to date. in Indianapolis the Belt Railroad nearly encircles the city at a distance of 2 to 3 miles from the center and ie operated partly with Belt equipment and partly by the equipment of private roads participating -therein. In Philadelphia the city established "the nucleus of a Belt Line and leased to the private roads, but this hr.s recently been worked out more fully with a greater measure of public control* in san Francisco the entire waterfront is served by a belt line owned by the state; in St. Louis by the roads participating in the St. Louis r • v ' > '.^T■■^^ Vfc ••/■'* ■'• ■ Pige •' !• Terminal Association^ this joint operation coyering both [• passenger and freight® ^ In New Orleans the public control idea has perhaps been carried to its fullest extent. The public Belt Railroad traverses the entire waterfront, serves steanship piere, public elevators and warehouses, and intercnanges with all the rail- roads at the very low figure of $2.00 per car, including return of enpties, (Since the war, the rate on certain interchange movements has been increased to $5,00 per car.) previo^is to its establishment, the railroad c ocipeti ti on resulted in the charging of $15.00 per car for interchanging movement. Tn Baltimore, which until recent years was developed entirely on f the private service plan, with individual and coaipetitiv* facilities, local switching rates ran as high as $25 and $50 per car on certain movements between ccsapetitlvc roads and de- livery and receipt from shippers has to be made at specified ? V ' points, often requiring excessive truck hauls. * One freq’^ent error made in the location of these ' ‘ f belt railroads waa to locate them too close to the city, with J the result tha^.as the city grew to and beyond the railroads, the belt ceased to function as a by-pass and became merely a local industry switching road as in Chicago, s- inthe city of Flint It is proposed that the railroad I strip through the Eastside Industrial District shall form the nucleus of a belt railroad connecting the north, east and south side industries of Flint. If the improvements suggested in i this report are carried out from Crago to North Flint, it is i obvious that the most ii.iportant section of the Bilt will be established and if the southside interchange connection proposed i L- in the succeeding section between the Chevrolet Draorict and .the • .a-' LdL'^i- • i.Ij Grand Trunk cut-off is c on{3tnacted » the complete “belt will "be a reality formed hy the Eastside tracks,, the Grand Trunk cut- off and the south side connection respectively. Interchange on thrQu. 4 ;h transfer business in Elint will probably not develop to any great extents so that the proposed belt will function largely as an industrial line, with the north and east sides as the most important links. As before noted, the Grand Trunlf cut-off being located so clcse in» will probably become more and more an industrial line in the future, and it may quite possibly eventuate that, ultimately, an outer belt will become desirable south of the city, perhaps three miles or more distant. In such event the Grand Trunk will be able to use the public belt line for a considerable distance south to this east and west c o.nnec tion. It is believed important that the city should not con- •template the closing of tlie belt through the northwest section, but rather to reserve this section for residential development and confine railroad development entirely to the east and south sides e Ksference to E:jchibit 1 shows that such an outer belt on the south side would offer a convenient r3uts for the Michi- gan Central from c-vfoTi to owosso Junction, paiticularly if connected with the projected Michigan Electric line from owosao to Elint, the two electric interurbans also providing the con- necting link around El^^nt If the private railroads can be convinced of the advantage of this public Belt project for avoiding the cost of constructing independent lines of their own, it is obvious that by pooling the Public Belt Eastcide line, a portion of ;the Grand ^runk out-off and ^ portion of the pere Marquette line within the city, the full advantages of the puolic Bext could be realized at minimum cost. Under this plan, the pere Marquette woiSd only have to construct a connection from its McGrew yard to the belt line opposite Water Worlcs park and a connection from Crago to its own line south, thus avoiding perhaps two-thirds of the expense of its individ-oal out»off line. Similarly^, the Grand Trunk could eventually secure an outer cut-off line at perhaps half the cost of an independent line» The Mi chigan Elec trie could also secure entrance at a fraction of the cost of its proposed entrance, if it were de- cided to be most desirable to operate around the city, rather than through it, for freight service. . Further, the public Belt railroad would offer an opportunity for united freight terminal, service. Although no •great necessity appears for coYisclidated freight houses in Flint at the present time, this may occur in the future, par- ticularly if other roads desire entra-nce, so that this feature ■ > might become vital in encouraging such an entrance. For the immediate fu^ture, it is deemed sufficient that the nucleus of the Public 'Belt through the Eastside Industrial District should be operated under proper restrictions and guarantees by the private roads, as the industrial development of the city has not yet reached a point where these roads, if so de- veloped, cannot give adequate, service. It apoears that both the Great hakes and pere Ti^ar- ouette roads insist on owning their rights-of-way in fee simpl This being the case, it will be impossible for the city e-; v -reclaim the rig ;.tn-of-w8y so disposed of without recourse to condemnation. Consequently it is believed desirable that in ► 'it. yipT,'. r woricing out the final plan' of the Bastside Industrial District,, the factory locations should he restricted so that by reason- able rearrangement of the" switching leads a two- track public Belt main line can he established through the tract to the west of • the rights-of-way now disposed of^ malring it possible to reduce tiie local private switching movements across this Public Belt linCp providing adequate connections at the north and south ends for the use of the private roads connecting with the in- dustries, in other words, the rights-of-way for the proposed Great Lakes and pere Marquette lines should not be deeded to these roads with the understanding that they alone are to hav« access to the adjacent industrial districts without competition. For by such action the City would place itself entirely xn the hands of these railroads and render impossible the ultimate fulfillment of the public Belt ideSo But if these rights-cf- way could be deeded subject to recapture by the City on payment of “"he fair value of the construction thereof, tjiere would be no necessity of reserving extra space for Public Belt tracks® The ultimate layout thus depends entirely upon the conditions which the railroad will secept supplemental to the deeding of the right- of -wa.y as contemplated. Section 5 - Hew Railroad outlet for Chevrolet District , The location of the Chevrolet industries along the lower ?lint river bottoms and South Kearsley St.j with hills on both sides, makes it practically impossible to serve these incest dea except fiom spur tracks from the lowest point in Grand ""r ,rtk main line. . In other v.-ords, it is a ctub^end pro- » perty capable of expansion only tn one djrectior. ^ west and fur- TV i ir i.long the bott-ms whj le even this restricted track lay- , out he.s been able^„up to the present tirae to give ? fair measu e of service 9 there is no opportunity for locating storage yard along th.e railroad v.’hich can be used to any advantage j as in "C; the case of the General Motors properties in North S'lint, As Ir ' ' a result, nnich switching of short cuts of cars must be done across Saginav; St., and into the restricted trackage along No th Water and Burton Sts.^ in the effort to clear the main line* V' This situation cannot well be remedied except by a new railrocid entrance from the west somewhat as proposed for the Michigan Electric ir.terurban lines. As the latter is still uncertain, a study was made as shown in Exhibit 12 for improving this situation. it is ijhysically possibl*e- to extend the northerly surface tracks of the Chevrolet property and by means of a curve (shown dotted) divert this traffic to the general line cf the pere Marquette main line tangent, intersecting at West Court St., thence continuing east through the Pe.re Marquette yard at an easy grs-de, 0.5^, and finally reaching theGrand Trunk cut-off by means of an interchange connection located south of the crossing of the two lines at Pent on Road. This interchange is shown in Exhibit No, 13. Un- f ortunatelyj, this interchange has to be made in the south quadrant, requiring a reverse movement, on account of the diffi- culty of connecting in the north quadrant due to the ascend; ng pere Marquette grade and the Grand Trunk elevation now existing St this point, Hov;ever, the interchange curve as located would not be impracticable or unsightly as it is carried around .the brow of the hill and close to the existing railroad rights- of-way. It is contemplated that this Chevrolet connection would ■'ot be uoehige.ii'il|ctrlc ' Railway or other J Tf:-. Ui'J Froad shoul lould ohtai:! “an en trance ^to the west* end of the Chevro-^ .■,,-=-i'^- ^'■- Bj K' A* li* ‘' j^* (f ill ■ _- *' p* , .t<»> . » ‘'’ ® , let district, which" would encourage the further extension of these r Indus tries slong^Cheyrolet^lbottojas , '’i t is'.'beliered ^'>.V ■ m- ■!‘ ,w<^ “ V j • ’' ".c ' « 3 O " this "final lirtk of ' the Belt System, would he evensmore^ desir- ^ 4i, ;•■■ .j, .r , A **»- [1 l'»® .tv I fthle. € I? Sectio); 6 , 3imei •* i As previously indicated, it is helieved thats the e» Bottoms or lowland he t*.7een Flint River, the pere Marquette ■ •■^^' , ■ "^X-W ^ ' ■ .’y^ -a/ifi. *■. . d /• -r ‘ *™.'*p the pere Marquette’" main line north of Second St. With the ex- tensive alteration of Thread Creelc channel indicated as ”Alter- I nate", a very largs addition to this "bottom land area would be available and spur tracks would be available to other industries ^ I such as loft buildings located in this low level. Second 3t l^iuduct; Exhibit 15 indicates the resulting profile of the proposed Second St. referred to in the preceding plane. It will be seen that if extended to Ann Arbor St. a grade of 3.0^ is obtainable, with 22 ft, over the top of the pere Marquette rails and 2.5:^ at the south end where the viaduct crosses Thread Greek. This viaduct should have concrete arches or beam and column construction. Section 7 « Grand Trunk Eastside Yard : The questions involved in the location of the yard along Burton St. have been previously referred to, as this uAttui was reported upon when the litigation between the Grand Trunk Railroad and the City of Flint was in progresso It will suffice to include this preliminary statement of the problem in this section^ as no further facts have developed to warrant changes in the recoTni::endations originally mades “Mr, John H. Farley, August 15, 19x7, City Attorney. Flint. Michigan. Dear Sir: G rand Truiik E 3.stside Yara . ip In reference to the mattered the Grand Trunk East Flint yard, referred to in your favor of the 30th ult,, I beg to submit to you my recommendations , which are made after a review of the documents en- closed with your letter,, including the proposal of the Grand Trunk General Agent at Flint, transmitted with your letter and also after conferences with Super intendent Gillen of the Grand Tru.’ik and General Agent Houghton at Flint. As a result of a final conference held in my office todv with Mr, Gillen, we have .fF' •m > ^ P; ?■?.* u-i r rar* *l^ally reached an understanding which I believs is a fSr onfto loth the Railroad and the City, and fnd ternis are emhodisd in the paragraphs helow^ under provisions . «I enclose herewith a diagram map indicating the scheme of railroads in plint as existing or at some time rronoLd ^d will refer to this map helow, _ I also enciCBt profile of Grand Truilk main line through Jlint showing relative location of grades referred to. «Aft^r considering the more important phases of the que5» ^ion nL at issue, I certainly helioTe that it is most unfortunate that the .East flint Yard along Burton stree. was -^ver located in its present position. Jnques t^ionaho-i . • it should have been located further east across Gixkey Cree.r., on''LcoSnt of its proximity to the settled aietricts north cs^ Pur ton St. Howevere it is there, and ou... problem is discover methods of operation whereby the contemplatea nui- sance will be abated. •*ln view of the pending development of tiie Eastsiie In- dus+'^ial District, through which the Detroit Unit.eu and tilV^v^ottl lines are to run, this East vlint yara cannot be located at the top of the Grand. Trunk grade easv of Gilkev Creek, as in this position it would lie ^'traight acrosk western Road. Or if a 400 ft. drilling .pace is to be provided at the West end of the yard on level grouna, the yard would have io be located directly across the D.U.R-P.iio main lines, which we are now locating in tiiis vicinityo Either location would, in lay Judgment, be im» practicable. »»If the yard should be located entirely east of thr D U H line, there ought to be a, 400 ft. drill space cieir’of the D.U.R.-P.M. line, to avoid interference from switching operations® And as the yard is to be ..te Ion/?, this would throw it well toward Belsay, as will be clear from the diagram enclosed. However, the Grand Trunk is now Gontmplating building at Beleay 3 or 4 and ° long tracks for accommodat ing full length trams, so the removal of the flint Eastside yard at this time last named locations would hardly be warranted in addition to the Belday tracks, which are more needed. "If the development of the Eastside industrial territory could be clearly foreseen, 5t might be best to start auch a yard with a few tracks; but in the present situation it would seem to me wiser to await development before under- taking the expense of relocating the East flint ;.^rd a* this point. "Between Belday and the downtown freight center there appears to be no location where a yard can be reasonaoiy located and expanded, that will avoid the objections tp which the Bast flint yard is no^'; subject. "I have ascertain^ to Kiy own satisfaction tnrough the Q, ^ T 1 1 T\\f 0 "" «na.t no ...Lassii ication lor station IJ j: If: 4 W.'^' • ' »■ 'i' >« 1^' vv#- ■Ti t f 'L’ UT'.'.W n ^ i 0. k *• >'U } ■■:{> , v'Ali '(•t 'is-. '•■I ^ *J*iv *1|'i>y '’^ Vr, .•^'ti:kl>» j t * -■* ,. •' . ‘^;. ,v.-v : , ■ ,:i ff ^ f I ^ *. • .; -.'M ^ I >■' * M>4 '■ ■- ■ ' ’• ^.'4^ .- * 1l3 ••■ ^V' * < ^ '• - ‘ •-. ' ■ If’ » nf#,rf|iff,;' * . .yi «. 4 . I ... iC 9 ' •■ f » ■ V: 7 ' ' \ f ' I / • «»»{.• ' <>f *M , 'A ^r.' "■■. '< r.>. ■ i^‘-i . ‘ • 1 15 ^- # f«r,* >' *>■ Tr :• '•'t A , ^ • ''.tiisiv.- 0 4.:^ ~^,* *47'-'Sr*"' ■ •' ' •' . 1 • V .,-t •< T 'i ■■ fli. ra ■■'■,' 4.V'''?''fVl •* '.‘i ' •■■ V> ‘ifjSlafiif^ ,*>/U vr'' h’wmtr * ' ‘ ’iu u|wH ■ -I# ' ^1 r»"v mur*” ' i •• ' ' ’■ ■' “'i 4» ' ■'- .S'! >» ' -V-W ^ f,,; j . .... .: .- *■■1 ■ '•* •«♦ NLZJsyP*^^*’ - ' ' '■^• ryi. r 4^4 /I »S^i ■1 ■ . r ' ' ’♦ ' ' , .1^ •”i *■ S ' ‘^tlf 'ii ■■tf ',♦*•) *'i ii#^l»ifi>'i - ' ’.«y '■^t. rm jf j v'v Jtr.iff iiZ deli'-cry of inlaound city freight or inakins up delivery on outbound oityffeight will take plane in this vard on the other hand, it is to he used for holding cuts'of oars from house platfoms or team traoks so tha yard engines could avoid the haul to Belsay where alx the classification -jyould "be done. HTemporarily this yard will and from the Chevrolet loading docks. ' Sasinaw St. is to he abandoned as soon a- vards are built or equivalent facilities are deve^-ope-i ^ reLhing the Grand Trunk freight cut-o^f line directly froi the Chevrolet district. "There is no question in my mind that ^.is yard^is nt the present time to handle the Flint business proper and I understand that it has been necessary for the Railway coLany InSargo l.c.l. freight and that it may navs to embargo c.ln freight, due to lack of reservoir capawit>. 'taking ail of these contingencies into consideration, feel that it will be best for the city to grant a. « time a temporary permit to the Grand Trunk^-or ® tion of the yard and its operation for a given teim vears, suboect to certain provisions and safeguards as indicated below in very general terms, in mking this reconmiendation,. I recognize _ the fact that the yard is nuisance, but T also recognize vhat and that a better location suited to the needs o the immediate future is not apparent. In my judgment, ^ only necessary for the city to safeguard itseli in op tion of the yard. "provisions for Temporary Grant; M 1 . , That Decker and either Willow-plum or Wamu. St. be maLtained for traffic and the street restored with suitable surfc.c- and guarded at all times by wawonmen, gates or crossi:ig bells. It would seem that of th- two- willow-plum would be preferable to Walxiut, be- cause of the fact triat with Decker Bt, open it the tributary territory to better advanto,ge ana cu s across a lesser number of tracks there would rrobablv be no standing cars. If there is a question as to whetlier Willow St. can be opened, it v/ourd be wiser to keep Willow-plum open rather tnan waliiut bx . "The necessity of further street crossings than Decker and Willow is not apparent, owing to the very short distance betv/een them, about *700 ft. Further crossings would only complicate matters and destroy the efficiency of the yard. "2. That a grade seps.ration be carried out at the Bdst end of xhe 3 ’ard to provide for the extension of Ke^rt,. ley St, under the railroad to coniiect with Ncrtli P^ either in the line of Maple St. or possibly further east, in order to take advantage of the con- tours and reduce the cost of construction. M?, , That the Kail'f?s-y have the right to complete and 'operate this yard for a period cf yearSp at the ^ end of v?hich period all trades located north of the ft. right-of-way will he removed, if the city so directs, and the operation of the remaining trades discontinued for yard purposes. •* 4 . That the ‘g'lint Eastside Yard shall not he used for classification cr general switching purposes , this wo.rh to 06 done entirely at the huixt or to he huirt at the east and west ends of the freight cut-off line. That the Railway Company will schedule its daily interchange with the pere Marquette so as to fall out- side of the hours in the business day^ especially ^ihe^ rush hours g in order to reduce to a minimum the trafi.ic interference across Saginaw St, "6. That the Railway Company will take under immediate consideration and agree to co-operate to the extent of ^ its best Judgment and necessities, with the city and witn other roads* in the organising of Belt Line switching facilities as Docn as reqiiircd for the purpose of fur- tlier developing the industrial districts of Flint and removing existing service limitations within the ci^ntrai part of the city, and that in all future extensions cr_ rearrangements of its facilities trie Railway Ccitpary preserve the best ways and means of securing this im- proved Belt Line service, "As to the tei’Bi of years, it is protable that five years is too short and ten years might be too long. T v/ould thlrlr. that possibly five years wiih an option of two and one-hal^" years extension might suffice, although ten years v/ould not be unreasonable, "penalty or fcifeiture clauses for non-compliance l assume ycui will insert. "Tnistixig that this will fulfill your needE', T am. Section S - Uni an Staticn plans and Orrtde Separation ; iron the prr-ricuB e ement of rsilro^d traffic thrcu^i* tile center of the city and the diecuBsion of facilities for by.passing freight arou.od the city, together y-ith the iaot» estallishea with reei^ect to the very rapid groYvth, the ccriclu- sjon cannot he avoided that sooner oi' later the ;^uecticn of graue eeparalion Till hecoEe s vital one in Flint* At the present time, the pere 7 ,:ar 4 uette is the most unf ortunately situated, tut has no other alternative e’xcept the construction of the prep cl eastsl dc cut-off . Condi ti one dormtovn would then he ameliorated for some years. Should the Grand Trunk con- struct the westside interchange curve proposed stove, this would also assist in deferring the time of necessary grade- separa- tion. To anticipate this construction, a nuinter cf plans are included shoeing various possibilities, and are to he re- garded as engineering studies to that end rather tlian recom- mendations for imu.ediete grade separation in de'tail* When such track eleve.tion materialir.es , the expendi- tures iin'clved aluould undoubtedly warra.nt the coneidera tioa cf new passenger station facilities for Flint - in fact^ the increase ir passenger business may verj' likely force consider- ation of such a plan, as v/'ell as the freight situation. Tt is assumed- that an;’- rev? railroad investment in passenger stations should tend towai'd s single station rather than duplicate ones. These studies are embraced in Exhibits 16 "to Referrir,g to Exhibit 1 . 3, the relation of the topography tc the Grand Tiunk yain line vrith respect to a m iuii i.ur. proposed ele is i-.le^.rly indicated by exaggerated vertical ecale. V . -S'' While the extensiori of the elevation crossing the yonfi TTeareley St, vjculd Been logical, yet in view of the ex- Istencc of the long grade to the-v/est, 0.89^, it is hardly protahle that an elevation two or three times longer .than that indicatea would be warranted for many years to come or at T ^ least until the road desires to reduce all grades to this rul-' ing grade* (IJhe present :Ma3£.i5».^ grade is 1«33;^)* This elevation is shown extending about Icsvei from East St. to about Beaoh St., tiience descending to grad*? at Smith St. (or acrcae the ?lint River, If considered more desir- able,) a total distance of 3700 ft., le^'O ft, on the high level. i The max iifiuic grade would be as at present, .1,33^ near the Chevrolet v/orke, A standard underclearance of 14 ft. is indicated, which suffices for street cars and other vehicles; ninirmjun clearance under approaches, 12 ft, where vehicles only will m. pass. ^ Exhibit 17 simils^rly shows a condeiised profile of the Rere' yarquette rca.in line with a mi ni mum track elevation threu'h the center of the city extending from the grade at Eourth Ave. on the north to grade at Second St. on the South, a total distance of 4, 710 feet, 2800 ft. on the high level. A Union Station, Fere ITarquette Site: Flan (B) ibit i5«19 indicates the possible development practically along the llr } . Fere yarquette 3ine, but with the Qrand Truiik line diverted around the bend in the Flint River (unless the river were straightened,) This would be a through station capable of ac- c oimiodatiiig four or more trache, with head house facing on peach St, The existing Grand Ti-unk main line would then be- DriJii 1 -Sml *f ■'IT ’■'P!''!' I fi 'r'l'i 1 T '''f’i'rfiirTPpr''i cortio aii indue t;riaX?i! spur for tlio eissiX^vl;* tlkQ Grand Trunk' iSRia lin«> n?'3ytSi of S&ginaw St«,Esdiroit 20 JCl'lt- 3| » atanUarl proriis of tJi9 Grai-dTnu^/t^ for thi^ uox-an 7 J' etatlon plan, I Jb' i, ' Union Station Plan Plan (C)* Ibit In t^is pXsin^ Cue Is di-vartsd froja its liialn -S Itna at about Aron Street on th^ nortll^ crosain?^ tli^3 rir^r di- V f a^^onall-’-f and tha alarat#d Graai Trank at about StsT^no i St,, taan*an? returning to approximteX^ its old min 1/1,'se at Be«ivm St, This pXaii P^iaits of four or nicre station traokS:. dffsirfedj) and 'sltH the sout.! station thyiOav ® dravfft daWi to ti90 traeka orosjsingt St, Cns «’«?:**' ^ «irabi« f«atuxe-of this pi^a Is ts.ut it ptorid^^ for an t*in«ioo or Industrial At< 5, south along the old Pere laain liu!* to’ifayd tba center af tho city afvi oonnectiug with ns, street cxtenling Cllftbr-i St, a«r?«s ritftr to Pay^nd St, Clifford St, tfould then P& 0 O under tiio ^le-^utcd uort^i of tK«^ statlnji pi‘5per» ksiown ar- the; ’•hendhous©*’ This would b© loc&itod at the weet end of Harrison St®, 'jshich w-wUld pri^.b*' ably be roflor?ec for tfehloleu® fhis? atvset ^rranc^eWnt 1* re^ garded &» an extre^isly desirable one In. prcTiding \>y»pi*s» streets to Saginaw Bt , and p 2 s?viding oar line aer/ice on K ' side of vie station convenient for throu^ routess, thua aroid- J ing needless diversion of car-lines and waste of car ta reach the station, «.iic5h is done in .:4iny -eitisa ’rhere the station is not e ta the biiSi.r.oss it offers no o^stwotioa whatever to proper husi- ncas de^re-lopmento a’he Flint River frontage should of course ■be improved for a proper station approach, with parkit^g and circul9ti>ig ee-*r?iC3 driTeways, tfhiie on lae Union St, side would prohahly he developed the main huiidiiig or headhousa with suitable paved plaza and approaches. It is fortunate that the railroad already owns a considerable amoimt of .the ground nec- essary to develop such .a plaza, which ground area is now oc- cupied hy the existing freight house and team tracks, Furtrier- saore, tne City has acquired subs -canti ally one«half of the bxock between Harrison and Clifford tits, facing on Union St. The City also owne most of the Flint River frontage next to Water St. It would thus seem possible to develop in tnis location a Union Station with an architectural setting quite adequate to the enterprise. The valuable frontage on Saginaw St .should perhaps be retained to Brush bt., thus leaving the Smith building or siffiilar structures intact, with possioly an arcade station en- trance from Saginaw St. beneath the elevated structure. And it laay be stated here that the rather restricted entrance to the statioa plaza from Saginaw St, would bs desirable in order to encourage the use of Harrison and Clifford Sts. for vehicle approach* thus relieving Saginaw St& of the traffic concentration which would certainly take place if the eiitire frontage were left open* While immediate economy would perhaps dictate the Tstenti'^n of the freight heuaec in their present position arid the location of both headhoua© and plaza along the river, such a half-hearted solution of a big problem would seem hardly 68 des-lra'ble and it is thersfore roaeona^ile to expect that &ll the freight iiousee he set hack to Clifford Sto^j> thus adding t^ie axea. of Union St .to the BTailahle land for a sightly plaziisr ftnd sta- tion building site* A suitable locati-^n for tho te?av trac)cs dis-- placed could probably be found either in tlie rear of the new freij^t house location or on property now occupied by the Michi-. gan Ligiit Co# for^ by the time the Union Station is constructed it eeeas quit© probable tha+ some of this rirer front land nov oocopied by coal piles can be reclaimed for more efficient use. 'ihe major part of the team track capacity, how cTer, should pro- perly be located in Thread Creek Bottoms, as elsewhere noted. [Bx . hlbit ZZ Exhibit 22 indicates a standard profile of the Per© Marquette alignment under this plan* The laaximum grade is 1,0 percents which possibly can be reduced by close designing. Ex- SJimiiarlyo Exhibit 23 indicates a standard profile {23 of the Grand Trunk alignment under this plan* Or* this profile | wj.ll be noted the two possible approaches from the station ele ▼ation above noted, viss Smith St*, grade, and over Thread Greek, lo0% grade. The latter would of course require reconstruction of the river and creek bridges and if this were done it is not unreaso ‘able that consideration should be given to straightening the channels of these streams. Ex- Union otatloa - St.Jo hn. _S.t>_S_it6S Plan (B) indicates i)-24 a possible new development along bt, John bt., which has some : features of merit. In tais plan the Per© Marquette retains ■ p>ractically its present alignment, while the Grand Trank main fl line extends stright across the Flint River from the high I ground at Richfield Road Joining the Per© i-arquette by an easy V curve at Avon St. and returning to its old aialn line west of B each St <, ^ Exiilljits 25- 26 show standard prciF’iies of align- aent of the Jrere iaarquette and Grand 'i'ruiik respectiTely under this plan^ using two metlaods, (a) ground l!>cation, tad (h) elevation, for tb.fi Union Station, In hot'i, the station yards would he located upon a slight elope, hut not sufficient to interfere with the operation. With an elevated statioUj, an approach crossing, with decX level appro xiinately 40 ft^ahove the mean water, would he required, as shown in Exhibit 26 » This profile indicates how the natural advantages of the highland traversed by the Grand Trunh and Richfield road may he taken advantage cf to secure an easy grade for the sta- tion elevation in this plan® The at&tiou ni-zht he bui3t ground level, tei^^'orarily, ar*l later elevated when deemed necessary hy the Mithoritie^, Thie plan would of course re« quire considersbls street iJiodifioGtion and the widening of 6t, John St. for providing the necessary service streets tc and through the station. However, the land required for the station yard and street chai::gea would prohahly he less expeii- £iTS in this territory than in any of the others proposed^ Incidentally, tiie existing Gmnd Trunk laain line into the heart of the city would ha relieved of all hut strictly local tracks, as indicated on the plan* City freight devei-'jpjaent obtainable in case of the Grand Triiuk elevation of its sipir* line le shown in Exhibit 27, indlcatiug capacity for house and teasA freight • it . SI caiTB house, 41 cars team tracks, total 122 cars, Exhibit 28 indicates possible Graiid Trunk city fr«jic developinent in the ‘ ace of the Grand Trunk detour to St^ John iF''TT'T^" ff“W ":-i3 :?i “‘i ;>,|!i •:'^ rtjl s. .'s-f .^V', ' V Shinty uSr ■ ■’ L r^ •*i 1't>.i® W ■• g^- • S»» ; “- IMi V .'J 4 , .4, .r*.^ i.vio; ‘ y-r*' ■ i s ,/ ij ^ ^ '■ . .. *5 ' ^ , »i .* f ;\. ' <> A.f^, :v-i «».. t ■ . ■'• * # i .■» ,> ? W ' ■wr ■ /▼■■‘►•IE ■iJ.: r >;-♦ ■ ' j^v, 1 -r; > ij.'» f'V ,L^ I f" . ^' • '''<»■ ‘ ' »’ii. %tif >' iii*’ , y-’w ,51 •■•Ml. ' 1* ^'* '■ ■ r ^ ‘■■■t /j " ^ >5.is ^ y d %t 'i ^ 1^#,*' v'V-v •>■ .l\ -. A 'iim /in #- 4r/»r f».t? If* ^y >•( r |t , ■■ ’ , I'^qE \i; -.Hi »l.' •t.i^''.,ii ♦•ia. t;i4j '■'di vi^ ' .V< • ill/ i .! ' f 4..I MMi «r#^,’».'#' 7. . V. ■jUtif'li <11 x^age '’0 St* station siteo.i':54 ca?« b-.ni3s axid llO cars teas traokSj total i8< card. But It is qiiaationable Tiiiet^ier tha 'raloafcla arsd sightly riTsr fryntagc should h© us •si for such purposes or et least receding to Clifford 6t.* rJA freight deveiopasrit* In these various plains, the interference with ittg street gradea is not •ae.terial s the raising or lonrerlng i?ig confined to a few feet in a.iy case«. River control throu!^ this district during flood stages has taken the forii: of rertica:’. concrete revetements at various points, thus confiniiig the channel to practically low ter width. A** inspection of what has been dona in this way and the distance between ahulaients i».t /arioue old bridges .would in* dicat 0 that froja 125 to 130 ft .between walls would be about the correct width of channei above baginaw bt*,and 145 to 150 ft Stevenson St, and below. The situation would be in:g;.rccco?r>mc nded_Glt^f. With thie contewpleted iTnnTove?r.*^nt 01 the river frontage considering tJ:.er»iative cf these 0G'»reral it is believed that the proposed h-^rrixer. St* site with oleve.tloa over the present Grand Truii rignt-of- way le ‘•.he most favorable one for future develop rdont. It clvituf. that a railroac "gateway** into Flin-- oan br. developed at this poirt which will be exceedingly convenient and sightly ' K^i J. ■' /i'ti**, 1 i)-*! . , f. " 'f^ ... .,.,‘li ■ir ,,V,*v >v fS . K lllli p: tfW*.v. ' - ‘At Ikf » ir -r/-.: ...Ta i; ^ wJt Avnilll ! . iL^ ' ‘■'.•■ffi ) ( »•* V^t ■mi i'f. Miry ■i * «♦ ." '^('1^ 'jj ^ V ■ "■ ■ a ti<.. f.,-t>, .^-^#iii- ’'‘i)’. id '.iC i\^A .. • I* i*' ''1** I ». *:■ - J' ■ ■'• '» ' ii?*' ‘ ' ' !ti ‘StJit.. ■iCJ tVii Hi t*' and y'6t* not be laiiieoesBarily there hs^ce teen fiuggeetions for & vriton Bt&t^en abuttiyig upon Sagi-ria?/ Star, it Its beli»^'?rfcd that ths f'-'-rcticn this street as prinoi- pal business thoroughfa^;*® iE£fch©® It tindeelrabi© t*;' a Btr%* tier, -y^t^rten fes irtiffift Secti^n.i «• Interurban Raily>a7 ?^.c iUt.ieg„ anl I’eraXopineiLt. Reference Ka«? been rwtde to tht propc’^fed entrance: thf Michiga?! Slectrio Railiway (fcT'ffiSTly ^i'C Miehig&< 2 . TTniteC P£[ Coitp&i'y freSbt xhe “west* A study of Sx/iioit 1 shows the City of Pilnt located, ou a through high spe-^-l olootrie lin> luetic it to Bay Ci^yj vihich injure# intc-iiArbaJi eciTice throu^ the diotricts traTrereed® On the weet^ hoTS'vcrs^ there is m interurban ccimec- tion to Lanelrsg» Jaeksori^ Ann Arbor, Owosec, Kalatsasoo and Grand RapidSe A conneoticn i?ith (hscseo and thenos y?.i1ih Icneit'.g ar*d Jaokson seert pax't.icuiarly desirBble as th^^ grcNstf.s i£-^ r^er- tioaed in thio rei^ort* The electric line froci Cv;oesc is already constructed af far east as Co.ninm and the line oculO. be prcjected sub- staniyielly due e&ot to the edge of the pl^-tet-u on -fche west si-^y tf the city in the vicinity of Vest Court St* and Corunna Bortd.j - 'T-, |T» v-^ V >’ ‘Thence the line could descend hy easy grade Tjest oi Glenwood ' 1 # ce:.ietery a.nd cross *the river in -the vlcitdty of Chevrolet Gar- aer*B, curving into ^cst Third .Ave* and reaching the Chevrolet Industries from the west end. thus providing what appears to he the only feasitle low-grade outlet from the unfortunate pocket in which tlie Chevrolet Indus tides have heen developed® But to use V/est Third Ave,, c o ns iderahle regrading would prohally "be necessary* tc obtain a fair railway grade. At the same time, the street (now crJLy oG feet in width; could be widened to ad- vantage and at miniiiiuiu ervpense. An alternative, but relatively expensive lcw«grade entrance could be develop edg largely on private right-of-wajp $ by a line shirting the north bank of the River at btevensor* , ste, thence reaching the high ground in the vicinity of W'est i'irst Ave.g vdth the Hivsr straightened opposite Hoon Island, practically in line with South Ste, re^^uiring joint action Oi the City, railroad and abutting property owners. ProposalD have been made for a passenger and freight terminal for the Kichigan Electric road facirig on Detroit St. and necessailly utilising a considerable area on the west side of the street for terminal tracks and buildings. This plan, however^ justly met with opposition on the score of proper city plarining. It is significant the.t the close relations between the Detroit United and Michigan Electric roads have already re- sulted in joint passenger seivice. These should also bear further fruit in the establishment of joint freight and pass- enger ter^ainals and for this reason the location Oi. an inde- pendent teii:ii^ial for the Michigan Electric road on West Detroit :>>’ i". '\t ‘i -i^r-^^. -' A, ^ i '■» i»*,‘ • . ♦^sf ^ 1^ - v*l'‘’« -■mm < • i j? ■"/ ' ' '--t" '^'.-;:i- , * ■' T t • .4' '. -J . j/f* , ■' ‘ <1i> \' 4 ^.■« '■ ^■‘1. ■• > ■ -..'V J **4- '■ v’-^ ^'il-l#- ■ " 4 Vt*, • - - A \‘l . ’ • » '% IL r ^ ' '# 's- pj‘4 ■tv x'fy t.04 !fe'. (,I , , 't ;*« ’ TT, #** •>.*#*. *'< la _ 1. ' "; " -.• A'7;M/ > ‘ #iXw . m^9iKi, * ,' ■'■ ■ > ., '■ ii.«i V ‘-'^^ >,''•-. '., -^l^' *'(^^7,1 : ..^Iv't .'v : ,jr. § ,1: Kf a> ■A*' . ‘ '^iJ' / ^rA’-V *^‘ 'C* tS, VJ! ,1' ■fe,'-' ’ ■ * '.. . 7, 'jr •pc * tHf ■■'■•' fm^ MTS, '•"J,: »'.-.r « Xt >-■'-«■■ I St, .oannot I'C concldered desirable, a preferable plaji rrould be for t}ie kichisan El^jtrio to -develop freight fac ill ties- to the fullest extent in the Chevrolet-bottouiS some^rhat similar to : the development undertaken ’ey the Detroit united in iiortJi and East Flint through the agency of the Flint and Great Lakes K^ilroad. This location v/ould also be suitab"' ^ for some loC.’lo or package freight. The majority of the package freight ,hoT7ever, a-ould prosuiaably come from the j oint stati on proposed belp«' be- tween the DJj.R. and Mi^chigan Electric lines a It is obvious that the existing station operated by t>ie Detroit United at Third St. between Saginaw and paine St . ^ t ia quite adequate to handle, efficiently, in considerable volume^ all business, by reason of its restricted location* The block . MX: . ■ .plan shov;s the area occupiedto be about 250 ft. by 130 ft., t'-' . ' ■ for both' passenger and tfr eight; hence .a more favorable location should be- sought for combined development. TheD.U.R. also operates a, si^j.1 frei.e^ht house in Hamilton Ave. , used largely byj the General Motors indus^ri es . Hamilton Avc., however, is too far north for convenient electric freight service downtown. It -would seem most desirable to develop the rear of one of the blocks along North Saginaw st, in the vicinity of Third St. for an electric terminal, if the Union Station Din- (C) ?;ere # adopted and the Pore Marquette released from St. John St., an excolicnt opportuviity w.uld be available for the liichigan Electric to cross Saginaw st. close to the rlve.r and reach this ,old right-of-way, thence north to the proposed terminal. Ten^or- arlly, it could reach the teniinal al'io via Thi^d Ave. Si^ouldt the freight business djvelop to an unexpected extent, it v;cnild poeslcie to develop back into the area between Flint River ■,*Vv Ik ■1 i; jand Stc Johxi St. in tlie nei^-^'oorhooi of the old ofill park. Pjy I of these IvO'^ationo would he most accessible to tae busine-c di-j- jtrict; especially witli "'^.rsison or Clifford 3 1. carried across the river ^ as propo9sc..j particularly tfcs latter® This plan for the Tfichigan Slectric Ry. of c ours a does Inot reoio'ce interurbans froio the city streets norui of the center of the city. It would, howerer^ produce a much needed u-^slity ri:a it is to be said thot interurban moYement on north Saginaw St„, such as v/o^jld result from through operation to saginan, would be far less obstructive to city trafir-O than xn South ^ Saginaw St, purthernore, the construction of thr Sast dide line would permit the detouring of through traffic, especially electric freight, as far north as Pearson Road. The plans, however, for this detour^are so i^juature as to furnish no basis at the present time for definite plan. It would appear that’ if througli freight wets remo’^ed from tlie city streets, leaving • only the fast passenger business, that for seme time to come this car movement over Saginaw St, could not be regarded as inherently I serious and the imniense advantage of this Interurban service thr ou^,-: ) the center of the city downtown can hardly be disregarded. At such future date as it is deemed necessary to divert interurbans entirely from •*'he cl'^y streets, it is quite probable that grade separation and TJiion Soationfi may becoiiie active issuGc. in which event it might then be ossibl4j for the interurbans uO l.utilize the union station jointly with the steam roads under some form of trackage or wheelage agreement. Thus, the Michigan Electric [■would approach from the west, and the Retrort Uniteu from the easv, 10 t]ie Grand Trunk line from their respective jur.c The cnly m rvnr ?'!,'' ' il apparent alternatiY.es are (1) the purchase of private righta-of- way to Uie center of the city, which even now is practicallv out of the question, along reasonao^ e alignissnt.s * or (2} che up; of a “belt line of which the Great Lakes railroad fonos a part» ■T^ It is possible at considerable expense for an electric ^ connection to be worked out between the D.U.H. line in Lippin- cott Boul. through the Thread Creek valley and the so-called Thread Creek bottoms, and thence across the Flint River to connect with the proposed entrance of the Michigan Electric shown on frontispiece^ in other words,, following generally the Chevrolet cut-off freight line previously described E.^hiblt I"' It would hardly be possible to avoid grade crossings at Fearsley St, and the Grand Trunk main line, but, as previously pointed out, this would not be serious except from a steam railroad viewpoint. Such a connection would permit of complete inter- urban throu^ and local service fraci all directions with city stations located at (1) South Saginaw St, and Thread Creek, and (2) North Saginaw St. at the intersection with the Great Lake^ or.'^-Ofr line. This plan, hov;ever, seems so much in the future and so inferior to the steam-electric Union Station idea men- tioned above, that it hardly need be discussed furthers* The general impression gained from a study of the / entire situation seems to be that the Uichigan Electric Railway should be allowed to enter West Flint and connect with the D.U.R, in Saginaw St. with a more or less temporary union electric station developed in the vicinity of Third Ave, and Athletic park, as discussed, reserving for the future the use of the proposed new elevated , nion ftatioi at HarrlRcn street, for accominodatlng event- ually all t ran sp or t a t i cn lin es ^ steam and electric. Section 10 - Transit Bevel ooneat and City rlanal.n^,. ' in no phase of city development is required a greater degree of harmony than in local transportation and oity placing. First, it is necessary to start a transit development plan with the existing system and resulting distrioution of population and industries, aatural land contours .also play an important part and to some extent the distribution of pub^-io properties, particularly parJca. Land values also have consider- able effect in controlling population and industrie-l movement, hut usually transit lines foljOT rather than WSSSMS move- ment. This, however, should not be the case if proper franohisd conditions and total earning pov/er exist, for proper city de- velopment can only be carried out when transit lines settlement. of outlying areas to a considerable extent, this being the proper means of controlling settlement an the right j channelB* Unf oT'tun^'^'tely tViese ftsssnlilfil conditions aiein most t cities the bone of contention between the public authorities and railway operators, and it is not deemed the function of J this report to deal extensively with this phase of public policy. ' It is to be said, however, that, given a definite investment 5' and agreed return upon that investment within reasonable limits, the possibility of public service for a railway system depends entirely upon three factors - the riding habit or aveTage haul, the coot of the service, and the resulting net revenue. A transit plan must therefore develop gradually In proportion to the possibility of supporting the investment both as to The e^^teaaive devel o^pnieiit of the autoraohilc iadustiifjs of 5*1 int no.turaily resulted in and encouraged jitney hus opers.- tions and it is quite evident from observation and the traflic checks on Saginaw St. that this new and irresponsible form of transportation has in fact subtracted largely from the posssbii- ite- Oil street railway development in g'lint '03^ the free use of the public streets and the capture of the paying portion of the transit' business - naiielyj the snort haul busiiiess between the moat important centers. Where universal fare exists, it is imperative for successful operation of the entire system, that short haul business should make up for the Icwar revenue or possible loss on long haul business or for outlying non=paying extensions. Tt has been the rule in all cities that jitneys seek only short haul business and operate only during the paying periods. If this automobile service were fully responsible, operating on given routes, on a given schedule night and day and through per- iods of inclement weather as weir as good weather, and properly maintained and safeguarded as to overloading, the new form of transportation might be accepted at its full value as an adjunct rather than a c ompetitoy to normal street railway service. But this is rarely the case. It is therefore impossible to lay down a definite program of extensions in S’lint until the measure o^ this automobile corapetitfon is known, and the best that can be done is to devise a general plan based largely upon the City Pua itself, and offering 0 basis of future devel cement as fast as the sp.me be practicable. It may be s^ ' d that the new system of motor transport,-' j. + „ bovuver, does offer a chance -^or "fueling out" rhe pcnc’.ll ities of .locfil eerTice in different par'ts of the city, o-nd t^/bl ish- especially new districts, end by successful trials es' ► thereby the best routes for such semcc fron time to time, and it is suggested as a possibility that the street ^ I ■ rail'> 9 ay coinpany should itself undertake to supply this se^.'^rice as part of the local transportation system during the period ^;When the construction of expensive electric railway extensions dbesnot seem to be 77arranted financially. By this means, perj^sa- nent investment^ In trolley road may be conserved and raistakes Sjin judg/.,ent as to the best routing may be corrected before they j* are able to cause undue loss. This applies particularly to the establishment of cro sstown transfer routes, which are usually the last to be developed in cities of comparatively small area, [because of the fact that these lines are usually ‘'paper lines’*, I that is, carry much transfer traffic. It seems only just to the established transit system that the same opportunity should i be given for such auto bus lines as to routes, fares and ser- fylde, as In the case of the irresponsible j itneye . Thus thif:^ pcecomes a matter of public policy v/hich r-iust be vroxhed cut local [ in each case as may be deemed just tc all part-^es concerned. j'rt'hile the city of Flint iray be regs.rded as still a short-h&ul 'city, the settled portion being largely wi thin the tv; o cr three ^mile 7 ,one, it is also true tha-** the very great fi.uc ru-ation tin t 2 *avel between rush hours and non* rv sh h curs , dueto the great2y^ accentuated industrial peak of the rush hou'^e, places c. heavier 'burden “upon transit operations than in case of a large city whei - rdduny and evening travel ic relatively greater; for such industrial service invarialDly requires the provision of an unusual investment in rush hour equipment, car .houses and power system, which equipment reiiiains idle during perhaps 20 hours of the day. ij'ortunately the favorable topography of the jj'lint district leaves a practically unrestricted field for' electric railway operations so that the principal factors, ar'e: 1. 'i'he location of population and resulting communities of interest between them,, principally the direct lines ot travel between home and woricshop . 2. The existing and proposed street plaii. 3. obstructions such as railroad grade crossings and yards. '' < A study of the population distribution with respsc’. to the work shops indicates a heavy settlement i tne neighbor^ hood of the principal factory districts of the G ■.e'-al Motors and (jhevroleto ihis of course results largely i walking to work, which is fortunate in one respect, iiowevc - considerable cross town travel necessarily resultsi^i and with the rapid ex- pansion to the north and northwest, the local tr: nsporta^i on lines will become more and more essential in the development of the city and it is to tnis future service tnat the develop- ment plan discussed below is largely directed. m any such proposed plan it will undoubtedly be desirable to adjust to future changes in population distribu- tion wnicn cannot be anticipated now. it is Importaxit, however, to keep in mind definitely these two essentials: This should be deterjr.ined by a personal canvass of em- p?ovt^'. 0- each ii-dustj'y. jf.il^L ■>» • li 2. GiV do-ve:).opcG by tbe ccnsr:.-5-..rt , ^rr,oohi', ::&leu prlii-5r"‘- idatureG arv; ii.nccv.ra 2 e!nGrii: of ofentrai bt;£in€03 dcTelopir.snt on O’'’ 'bb? 1^5 V or f.ho wile isone &.nci lr:t>ei'aliy frcw ir*c*.v,' £t, vrell os -along tills ‘Street . . Develop^-^erit of bctl^ Ciiuroh Street Clifford ??tre 2 t ad i.^oconlct.rj'’ tniiilc lines (to ‘onc.i-U^.'N in omc* to pro* vide an outlet to the iixreaein.g car trafric oh Sagimvr St, by n^jlng the nearest parallel streets, for this . purpose ■ ( By means of the secondary Btreets, all converging routes trill have reasonable accesB to all perti? of tiie businesp district and provide for convenient transfers therein. 3, Development of lines east and v/est ac^ro£-,s the business ) district* but 7 ^ithout unduly concentrs ting ths croseings, ! A, Transfer of intervrban lines tvre blochseast to Clifford ‘ St, to relieve the rain thoroughfare, I 5, Location of steam and electric passenger Union StationH most convenient, for access to all principal car lines* I t ft ft. but without diverting them for the sole purpose of reach- ' ing the station, which latter inefficient plan is ua- ' lortuiiStely in vogue in reny cities. Provisions for giving the proposed East Side Industrial Dlctrlct direct transit service v;ith the business district and with the other industrial centers. Provision for service into the undeveloped northwest section, More direct crosotown facilities so that both Buick and Chevrolet districts may be served directly from either side (beyond the walking f-one) g without the necc8c*.ity AV I district and out assir.. 9o Ne?/ interurtan entrance frora the T?est Tia ^est Third Ave* and private right*'C**»'S*ayf 10. Joint electric depot development he tvjeen Second and Third Avo r greatly enlarged 'over the present cronped facalit-.e2c 11* T!aet Side interurhan cut-cff line "by means of which through Saginaw traffic rcay^ if required, he routed around the city instead of throu^ the husinees district- 1C 9 An eictensive system of throu^ routes hy means of which an undue concentration of radial linee on. Saginaw St, the husineBS district. 13, Provision for unlimited ejctension of lines from time to time as required by growth, £ij^ Plan Imp While this plan as sub- mitted may coianend itself for directness and efficiency, a niar.her of street plan improvemento will he required to carry it out* These improvements are as follows: 1, Hew street, extension of St, John between Avon (Island) and Saginaw St, bridge, developing Fere Jfe.rquette right- of-way #W 2c Stochdale Road extended north of Fasadena (Stoclcton Koad) and south of Welch Boul*, to oonricct with Wilcox , St#- also detouring across the river to conyject with • mirant St. and thence southeasterly to the intersec- tion of Atherton and Penton Boads, Ih/ - 3* Stockdale St. extended west to Welch Boul.(®*) I ^^^.Kec on:- ended by City Plan consultant, ISr. John Helen, = i.' raga S3 I A ^ (T e"* v-i e^-:* .‘ 3 R,dijd sicrcss feh.^ Hivss* *0 <>Gi 1 i 16 Cw fa' Texas Avg.'^' 5» West Third Ave» extended west acroas the P.iTsr to connect with Beecher Roade^®'^ 6. Fenton Road extended north hy ne-r contour street to inter- section of. ^est Court St » and Asyiur- St.^®) 7 A 'Eighth 8t» extended west of Grand TraTcrse to connect with Fenton Road, also East of Aron 8, Stewart Are, extended southeast across the Riyer to the right angle turn in Richfield Road#'**^^ ( Q- Dayton 8t, and Avenue **A^ “ offset reosoved* " ' 10. Hamilton Ave# - new "bridge and straightening.^^) 11, Clifford St. extended across the River to new street fst# John extension} .•®’) 13. Clifford St. extended through, to Lipplncott Boul* Cut off jog at lltli St, 5 ^) 9 also Harrison St. IS.Corunna Read extended east to Court St. for oar ^ine and f gr \ west in its present aligm'ient within the City Lira! to* 14, Tori‘ey Road extended straight, southwesterly,^®') 15,Seoond St^ extended west to Court St« and Wilcox St,. 16*Hswlstt Ave. connected diagonally (not at right ang?t.s 3 }, hs* tween Kassaohusetts Ave® and Everett st. I?®!*©*!? noridiwest radial street on 7 iorthsm boundary line of Smith’s Kesexvation, connecting with Wel^h Eoul , and Dayton St. 18«E?.tsni5 tripographic survey into outer suburban districts, to determine exact possibilitias of grades and align** ments« : ^i:.rrat i4?iii3 o 7c iJo worked o! ^.n dev3.il Page 8 4 1 i, Pore Iferci'-iCwte '■■’ Stev/ciTt AT‘.3 »s iiaSui..*vOU AvO Airori Si S30< id St, viadtiot^i) PentOii and Sifii St,te3Jte: id 2d) •St Bt Sterensoa St 8^ Grand Weet Coux't Avon St, -Richfield Road, Crape St^, Saet Kcxrsle/ St,v . So, Saginav.’ St«. 5. Ec.st Side Industrial District -» after topographt^j survey. The iSvSt iuiportaftt developnien ts hinge upon ths ult innate adoption of a ..otoac?. railroad Union Station x>?^3.n ouch as Plan suggested herelji^ enshling the City to secure a nei? artery, St, loha St, (Industrial Ave*)* into the huBirocs •iistriot, divertinci tbt heAr-/ iritr5r>urhang frois ths busiest scotiovi of Rt,, 'ind fc cubing all interur'oans at a no St convenl^fut point not only for their pvass eager but also for their fast e^T^ea burdnsss, Roth depot© -jjould be conven- ient for the business district and for trc.r-sf^vidng passengern* bstH'Csn theta, also giving room to expands But, most important, the City of Plint the opportunity of getting amy from the undesirable plan of a *cne street town". The City of Rooheptar^ York, and other cities.;^ have long been wrestling with this handicap anv* it is only with the greatest difficulty and expense that by-pass streets, which are now readily available in Plinth can bs dS" velnped in Rochester at this time, to secure the results so easily obtaiiieble here* In nor-Uieast Plint, there exists an excellent op- portunity to provide Joint bridge service across the River fox* street and car traffic at the Stewart ATe«'‘»Rlchiield Hoad .‘J U';l mm fi 'mi ipll pp«piiip>|||H Pr'. SO 85 ."rr.of ■ V y T; I' ,‘ >•' " v, ' ' ■■ ■■ ' ' ' ' ' i'C'Ccr?unendcd in the City piai'k. In the appended pre- xir^iiiary report cn the .Flint Belt LinOj, it is also recocimended I that the City should reseive the option of Joining v/ith the Pc re IlarciUettc cut-ofX line in huilding a Joint hridge for steai.:, electrio and highv.’ay traffic^ if the latter should he ' deemed deelrahle.* Uxtiiiiately hoth Bridges luay ce requireut Ti'.e development of a novi.' noi'U:;v«ect radial along I Smi til’s r-ouhdarj/ Line tc the intersection of Pierson and Linden Roads, as an extens-lcn of Welch Boul., constitutes an inprove- ment which v.'ctild ceem to oe of great future advantage rn any transit plstn, Because of the fact that the platting of^ txie j| Civic EuilderD Association district, does fiot provide any diag- onal evtcnoion of Bctrcit St* into the north-vrest* This biuitn^e BviundaiT extension would Uierol'ore he practically Uis only important liortliwcft radial thoroughfare^for liachin |load soon come?' to an a^ the River, At some future time, it :iny even be found desirable to develop a definite radial lino / r.orthV'est fro.m -he vicinity of Devils lidka* ' - The Stcchdale Road extension, south tc Wilcox St . \ may rciijuirc extensive replattirg^ hut a study cf tlie sti’oot' plan mcltes it obvious t!nc.t either Stcchdale Road or Chevrolst 1' Ave, should ho cut through the Flint Homestead tracjt, so as to ii enable the Chevrolet district to dra^ directly from ifie norths Ti*c hriiges' and straishtenings at Oakland .<'.yc*(Lci th 81*) / 51. '-’I ton Ave., Beach and Clifford St, (or Harrison' St, ) » fftrs obviouclj ad'/antageoua and essential to a proper transit tii The deTelopjient of Coriiina Ays« 5.3 the firet eouth "steet car'^Xisi® street .■SidYOG'iitsu *or ground that it practically hieecta tJie tY«esn Miller Poad and West Court bt» th.e txaueit plan, on hahitatle hii^hlaiids Later CuaKiiige A^e* the te** could be used as a branch lino# Seccrid St. is regarded as an extremely important. ifnj'roYoaent -and should be cut through at tlxs Tfest end to ::iialro « dlx*ect coimectloD svltn Corurna jtlso ^07 eonvenlont transfer with Court St* and Wl.t.c-ojc ot,|> possibly Wiloox St . depressed ivyJor the Crand Trunl-: and Atc* Second St . 5 if tiius dereloped^ irlll relieve West Ivf St, of anj' necessity for car lines ^ so that Kearsley St., Cloy he I'eser^ed for b truoklTg strse'* semn^J Thread creefv dev*lo_jjmsrit for te?ri txAOx:^ storehouse^^^ otOe The ad 7?-nta2^» ».'f this yiil\ b® obvloae. T!;;at Kearsley St.p ho^tfevero ■will oertainl-y bs r» 2 !q;.i 3 .red for car linee at least as far e.3 Ric3uield Road junction^ ^nd probably al«o bsyovid this* poir*t, for the reason that no father ijT)port*jnt i-adis.:. line do to the xaiddlo of th‘> Cilkey- Creek Pas'k laad 5 » or the 3 trip one mile H?id« erYtsndin^' befc'i/ee/; Court St ard Daviaon Hoad to the- East Side InaustriaX District, unless the Oai’erovs Sjs.w.ltariuw lands ra?.y be *p&atd to i.n e 3 f tsnsiois of the Second St • car-line* ip?- fi ^ra-is separations at Second St., Eenton KoadC^^th St.), West Court St, and Steifart Ave* are clearly of ii-ipcrtance, probably in tlie order nafued* and, Trhen the !Tnion Station pro- j/j-t is undertaken} A^on St, should he giTeu first ooneioera- tion, Grade 6 ex>a ration with tlie Grand Tr'Uik at Crape Strerjv or Avon St, ias.y alco heccii.c e, 0 Bantial in the near future l?‘’’ to ’Jnion Static i: dey£iox-seriv<> Ti’ the Flint Belt Line plan, however ‘is put into effect and e^rtended to its ifiill useful nesfi -ec re to reach the Chevrolet ristrictj it is reaecnahly possible that the steam traffic at these cro.ieir^iia v;ill he largely reduced and the necessity of the grade separaticn deferred until the Union Btatlor and track ei era tion pj.en hecciaea feasiblcc prepay Bex^thg^c In the mtter of street railv.ay service to factnrleEtj v,'here the en- trances and exits are so located that great numcere of errployees have tc use the rail^'&y lines at a given point t it cjoiild he extreiuely adva,nta.geous to oonatr'aot special prepayraent car-loading herths nea;.‘ these fac- tor;' entranceSfi so'tiiat^ during jush hoivrs, t}i9 usup.1 platfcrE prepayiVicat my he dsn e a?.'ay with and the great delay Incident to char.ge'^m'klyig avoided* These pre- payment berths could he siniply fenced enclosures j pre- ferehly on the industrial prr-rertya arranged as sidings from the car line in the street and fenced in, with guards at the two endSc FTrvjay.jie;it v.ou2d take plaoo in i\ booth or counting- gate fitted p?ith coin reglster- t . ■• rm i -•''“S-Vif . I , ing ff.re coxefei* 7/ith such an equipment a ruf^h hour cart may he run into the siding prior to tactory I closing time, so as to he ready to receive the rush of employees* The cars may then load at “both ends and depart in perhaps one*- third the time req.iired ( ' ■ under the ordinary method of street collection, he** , U •’ ■ Ir.g replaced iinmed lately hy other cars,? The rotary coin hoi: method v.111 readily pass v.CO passengers per minute in the rushs and an ordinary faro'^changing hocth 250 to 300 paesen** gore* This prepayment vill take place steadily T,'?hiie carf» are moving out and coming in* With the street prex'ayment plan, an average loading speed of 30 to .. definitely in inind, parti oularly if large groups of factories f ' are concentrated at one point and employees enter and lea»e the grounds throu'gh a single gate. With -this plan in viev;, Y/estern Road offers an ex- ceptional opportunity for proper design of street rarlv/ay seinrics. Presumably the. street '.vill be v;idened and possibly to -the extent 'that Ae center of the road\7ay ’.7ill be re- served exoluoively for car lines running through a grass platted area Tsith center pole bxachet. cons true tion* Such a street section is in use in inary cities^ such as Commonwealth Ave,, Poston, ana ntnaorjus street^ in New Orleans* The re- servation of the central strip promotes the most rapid opera- tion by reason of avoiding vehicle inteirference in the long stretches between street crossings. Rut even if this were done, it would still be hi^dily desirable to reserve these £-ipeci al leading berths at certain points along the industrial properties and east of the property llris. It is confidently believed thnt if ths District develops as anticipated, cemo sucln speciaa means of coviar.g '’or iaotocy. ei-ployres during the xusIy hour will be- come ncccccax'% r.ot only from the vlev.point of public sjE'' ■rr-:y:^- '^. ■■*'■*< . . . • '■ ■ ' ■ '^. ■ ' ■ ' -... ’ Tit - •' ' o r j *. . > ' • * ' »-*■■•■ ^ ' j. '■ * ’ / ‘ w \' ■‘ ’■• - > ■■; ■ •< H- - ■• ■T' : -. ' ‘, - ' ■ •■' m':\ ^ ■'i • '-r :iWpi’ ^A ■ ■'-'.'i'i' i:’ V '■ .*' ,-'r ■* •- : V 1." ■J.f' ;•. • ' ‘ •• W- XiT- ' v- . ■■/., 4'y-' ^ j, c v^r-y.vv.f x;. "'•: . ,g ■,,^- Jll- '^V' '■;>■- Mi.,:'- ' ...> 7 '( . ' '- V f ■ ■■'■'.• : -'; ., ‘TT : .' ' 1 . ^ . -y a ' ■ ^ f ^ — , •/ *v ^ / • H 'flpA'v.' . > . 1^ • i ' , >.., 1 ■ ' ■ ' T J ■ , V ^ • ji ' ;'■• ■.^_ •• •' . ' -/ad f'ly ■,.■■!> ‘i:- ^ .; ?;.,• " -4 ri ' A, •! I ''i.' ■„- .. > %.' : A’:. ;.■■> < ■ ■-. - K H ■'■■ ; .L - In'.” ^ ’ .^i;4 ^ 'v^ * , ' ' -1 1 ■' , *?ffl ■ » • 'V^ r ' i:. W ■X)/ n .rf.vV ■A n. > i. 'fv.- V. ’ , IWi.' ..A'/ ’ V' . > 5. Bion J. Arnold 105 South LaSalle Street Ch ICAGO oi. li '18 r W Mr, J. D* Dorl,' [ Vice ohairroan, City Pla/i G o-iLiii 33i jh i I iriiiit, Michigan. 5 Pear Sir; I ■ 3u\?Jeci ; GREAT LAKS.S-P, M . CP/OgSTITG,.JgQ:RT jLS^^l^ L Yourdosire to further the conclusion of .the proceed- ings now pendidg in connection with the proposed new entrance of the Great Lalces Railway into the east and north industrial disti’icts of Flint, prompts me to submit to you tne follovring analysis ofCthe situation from various aspects aa it now appears from all the data in hando YOU will recall that when this subject was first under onaideration, we considered three tentative locations, L^A, B and C, for the Great Lakes crossing, between Florida Avc, fnd Pierson Road. The selection of these locations was con- trolled by tile following points; 1, The only available entrance to the Buick area was north of the present plant < as no practicable entrance could be fouiid soutli of . Vermont Ave, owing to the necessity of crossing the Nortii Flint yard of the pero Varq-ietto Railroad or obtaining proper access to the Buick works by overhead or subway crossing. 2, This Great Lakes crossing would therefore have to be made somewhere between the North Flint yard and the ^'^cGrew yard of the ?.M. Railroad, a distance of about 5000 feet between points of switch. ••■I r ■ 4U,LiA>- P&ge i \ 3, A controlling grade of not over OeS percent ’^vas re- quired^ or a curve of riot over 8.0 degrees, due to / the fact that long trains were to he hauled in and t out of the Buick plant, both loads and en^ties. While the southerly location at Florida Ave. '»as originally desired hy' the Great Lakes Railroad and in fact considerable land vas acquired therefor, we finally succeeded parallel to Stewart Avenue with a grade crossing, which would enable the road to operate directly into the Buick plant by means of a switchback, as well as north into their storage yards, for which they have acquired land north of Stewart Are. and parallel to the P,]£, Railroad. In reaching this decision, we strongly advised acrainst the north and south crossings ”A” and "C”, for the rea- son that both crossings were too close to the p .il.Railroad yard throats. However, the middle crossing ”B” (Stewart Ave. ) was i deemed practicable, because it left about 2500 feet clear switch \ ing space north of the P.M, Railroad North Flint yard and 2500 \ feet south of the McGrew yard. I Later, as a result of objections to a grade crossing I by the p Railroad, the whole matter was reopened and eon- I aidercd by all parties in interest, as well as by the Rail- ' road Coimission, and estimates submitted at a hearing on Friday TTovember 16, covering cost of tJae following propositions (See \ GcLodrawings No. 900-79 ahd 80): page 3 Pro po^ltifta ITo. l^A ; .Stewart Ave« alignaient, (originax aligriifleiit ”B*'# approved "by Bion J, Arnold oct ,29,1917) . ■ .Grade crossing.' Controlling grade 0,5 percent. Con- Btruction work beginning about 3300 feet south of Richfield Road and ending with the P. M, interlocks P rop os iti on No, 1—B « Stewart Av©* alignment o«5 percent overhead crossing, construction beginning about 3300 feet south of Richfield Road and ending about 5000 feet north of the P.M. crossing. Proposition No., 1-0 : Stewart Ave, alignment, overhead crossing. , T>, ’ Grade 1,0 percent. Construction beginning about 3300 • feet south of Richfield Hoad- and ending about 2800 feet north of the p .M, crossing. Proposition No, 2 ; New alignment north of -the city limits running through a natural depression opposite Niles St. (extended), with subway under P.M, Railroad, opposite Rosetta Ave., thence curving north parallel to the McGrew yard. Construction to start about 3300 feet south of Richfield Road, ending about 4000 feet north of the p , M. Railroad crossing somewhat north of the ooaling station in McGrew yard and only about 2000 feet south of Carpenter Road. Controlling grade 0,5 percent. Controlling curve, eight degrees, compensated. These estimates as submitted cover wet and dry excavation, concrete, bridge steel, land for borrov/ pit, grading yardage, interlocking plant, bridges over and under streets, 3 ub?/ay drains, syphons and manholes, new intake pipe at water worka. In propositian Ho. 2, estisoates also covered 4315 feet Additional dou'ble track necessary and the ooot of raising the P o3i* Railroad tracks 4 feet in order to provide 18 feet under clearance for the subTray, However^ none of these estimates ^ covered the cost of lands and construction work for yards re- quired thereby. The estimates submitted were as follovrs: proposition No, ,1-A, ^351,120; ' •• l-B 7 59,440; H ” 1-G •••>••>• * 616,880; ( *1 >* 2 • 370 , 860 i ali including 10 percent engineering and c ontingencies . m the submission of these estimates, our jia.r. Smith made the reservation that on thoroUe?h examination of the sub- way crossing quickdand might develop to such an extent as to make proposition 2 prohibitive* Also at tnat time there were no plans available regarding the ultimate layout of the oreat Lakes yards resulting from th’e adoption of the new sub- way proposition. pending the submission of the whole matter by the P. M. Railroad to the U. S. Railroad Administration, this yard ""layout was drawn up in tentative form, which j. believe throv/s additional light on the final decision now to be made and the various engineering features are discussed in tn.e following; J (jontroll ing (jrades and Curves ; A percent maximum grade of 0.5 percent to be quite reasonable for the purposes in view not only because of limitations of motive power in engines presumably to be used for hauling trains prior to ultimate but also by reason of the fact that on a steep- electrification jc'age 5, er grade, trains will usually start down hill against their own friction - in fact the grade if anything should' be lowered rather than raised. On a long tangent, this would not be so serious, but in. the alignments under discussion there exists not only the depression of th4 i!‘lint Hiver crossing, but also a relatively sharp curve at the p . M. Crossing whihh is rather serious and could only be overforae by a signal system, ^or any norraai operation, the trains will be sure to be locked at times getting into and out of the Buick yard, even with the subway crossing. The yard entrance curve of eight degrees as planned represents a fairly high curvature considering that trains must take this curve immediately after ascending or ?3desc ending a one-half percent grade 1800 ft, long inthe case of proposition No. 1-A and 3200 ft. long in the case of the subway crossing, proposition No. 2; in fact it would, be highly desirable to re- duce the curvature in case of the subway crossing where com- plete visibility for train signal operations cannot be had. For the contingency always presents itself of long trains northbound being stalled in the cut just before reaching . this curve and the difficulties with motive power during winter weather would thereby be multiplied. Cuts and gills ; In subway crossing, proposition IMO.C, there will be a cut 5300 ft. long averaging 7.5 feet in depth with a maximum of ,20 ft. in the vicinity of 1 ierson Road. The extra land taking required for sloping banks to minimize troubles from snow drifts will create a very unsightly condi- tion when the city development reaches this district. Undoubtedly. the open cut can be Icept clear with sufficient equipaient, and if the situation warranted, depressed operation within the city limits would be very desirable. However, with electric operation ultimately in view in this entire tfreat Lalces rail- road development, it does not seem necessary to consider de- pressed operation at this point as a vital factor where other considerations are a/^ainst it. The drainage of the cut presents no serious diffi- culties, although leather expensive. But the ma.ttcr of quic\csand through the bog land in the natural depression of proposition No. 2 is still to be deter- mined, Surface indications are not at. all encouraging. The amounts of fill required for these two propositions on the other hand, favor the subway crossing. Thus at Plint P.iver the maximum fill is about 15 ft. above high water and 20 ft. above land, with a short stretch of 25 ft, fill at the Creek crossBg. "In proposition No, l-^ the maximum fill is 24 ft. above high water or about 30 ft. above land through the creek b ottoma , necessitating a borrow pit. ^leva ted Structures ; This height of fill renders im- practicable an overhead crossing at Stewart Ave. with 0.5 percent grade, as it would necessitate an embankment at Flint River Crossing of 50 ft. and an average embankment ^be tween Richfield Road and the pere Marquette railroad of possibly 30 ft. In any event, such a long embankment built across the natural channel of city development northward cannot but be .regarded as decidedly against proper city planning and should not be tolerated. With such a structure the trains could not get down grade until with- in 2500 ft.' of Carpenter Road - that is, practically opposite i f i the P.I£o coaling station in the laiddle of McG-rew yard, Th or QUj ^hfare crossing s: It is of course important to conserve proper street crossings looking toward eventual street grade separation. In proposition Uo» 1-A, St.John St. [ if extended would he 'difficult to carry over. However, the private holdings in this territory seem to have diverted St, John St, permanently to River Road where an excellent underpass' may he obtained without much difficulty. Two or three short streets in the Waterworks Heights Subdivision would presumably be closed to Stewart Ave . but remain open to Black Ave. and River Road (Lewis) which would seem to be no disadvantage. At the Flint River a suitable underpass for the boulevard is I already provided for. Also at Richfield Road where the street I ^ would be dropped four feet. In the subway plan, ^.roposition ITo, 2., River Road (Lewis) would have to be raised 11 feet to cross overhead, which would require an embankment extending pra,cticaliy across the entire depression. The importance of this road makes this ele- vation essential unless land were to be condemned for an exten- sion of St. John St., where a similar elevation would be re- If '■quired to cross over the depressed tracks, it In proposition No. 2, a grade crossing is called for at the intercession of the line with Richfield and Simpkin St. - obviously a dangerous ani irapossible situation. Either the track would have to be raised 8 or 10 ft., thus raising by a corre- |sponding amount the railroad embankment well toward the Flint iRiver, or else these two streets carried over with a right angle Ijb ridge 22 ft. above p':|*esent level, which would practically destroy ^he frontage of a consXd^^^ble number of city blocks in this I */. ■ 1 • m Ticini‘;y. Til's pi^esent and future Importance of this thorough- fare should permit of no such treatment. Great Lakes Ra ilroad Al i gnment : proposition imo, 1-A “V shovs a good alignment running north from the hrow of Richfield Road "by an easy curve (three degrees) and grade (o*5 percent) to the river hottoras, with a 1300 ft, level emhankment across the flint' River and a 0.5 percent grade ascending to Harley Ave.p thence on a level with the P.M, Railroad crossing and eight- degree curve into the Buick yards. 1?^ In the suhway crossing^ proposition l^o,2, the northbound descending girade starts about 3000 ft* below the ; Richfield Road, with about 10 ft. greater depression at, this point, crosses river, bottoms on a level practically to River Road without cut, thence on the same level to the p, M, underpass, thence curving northerly with an eight degree curve (O.ia per- cent grade) to a maximum of 20 ft.^ thence on an upgrade of 0t,5 percent on out. reaching the surface 4000 ft. north, oppo- site the p. M. Railroad coaling station. Pere Marquette Railroa d Ali gnme nt: The Pere Marquette main line reaching flint from the south descends Into the city on a long grade of 0.5 percent, then descends from the river crossing to St. John street on about the same grade, thence flattens to a 0,2 grade as far as Hamilton St,, thence rises on a .32 grade to the Leith St. subway. This grade continues north of Leith St. to about Black Ave. farther north, the grade flattens out to practically a level into the McGrew yard. It will be noted that the P.M.R.R. grade through the North flint yard is somewhat below the critical grade for standing cars. The proposed elevation of the p.M.R.R. tracks four (4) ft. in )■»“' f T»'l|' page 9 th« neigh^jorhood of the suhr/ay crossing will in fact result In filling a slight depression in the p,M. trac'ks at this point I and improve the pierson Road cross ing„ also put the ilcGrew yard on a levsl,^ yroDi this data it will be seen that with the Stewart Ave* grade cros'sing there will he 2500 ft. clear switching room north of the BuicTs yard switch and on an 0.3 grade ^ which grade would in fact he useful in reversing train movement, north of the Stewart crossing there would he practically the same distance mostly on a level. This drill space would ob- viously accommodate trains ^■of from 40 to 50 cars, which would he more than ample for classification operations. Buic)t Servi ce Yard : The switching operations in the Buiclc plant^are largely conducted in the P, M, 'south yard or reservoir yard between St. John Street and Hamilton Ave., a distance of 2800 ft. Make-up and break-up of road trains are then largely carried in the north yard about 3500 ft. in length and particularly for movements to and from the south. Train movements to and from the north make use of MCOrew yard, which is 4300 ft. in length. This North Flint yard is accessible from the Buick tracks from north and south, do that practically no classification switching has to be done on the Buiok property. In fact, long cuts from Buiok docks and platforms may be and are hauled north to McGrew for road delivery classification. It thus appears that railroads serving the Buick works are expected to do their classif icati on outs ide of the industrial area. «r»f page 10 . Great Lakes R.R. Yard plan; We now come to tne most important consideration - the possibilities of the Great iJakee yard layout. In the original Great Lakes alignment, along ii’lorlda Are,, the Great Lakes anticipated movement into a stub yard lying between Stewart and Pierson Aves,, approxiioately 2500 fto in length, longest tracko In this yard trains would be broken up and hauled south by switch engines to the Buick industrial tracks. Land was purchased parallel to the To M, R,H. suitable for 20 tracks and utilizing efficiently the entire area west of Cameron St. and premier St. relocated parallel theretOo However, this location presented the great drawback from the city*s standpoint that the throat of the yard was located at Stewart Ave., so that all switching would have to be done across this important thoroughfare. This defect seems vital and if for no other reason would have necessiated the abandonment of the 5'lorida Ave, crossing. in the Stewart Aveo alignment later recommended as proposition No,- 1, t-he yard layout was greatly modifiedo in this plan the yard is extended north of Pierson Road, into the Pierson and Gracelawn Cemetery tracts with the south throat a short distance south of Wager St., leaviiig approximately 1000 ftc drilling space between the throat and Stewart Ave* In this plan the break-up is contemplated to be done at the "north end of the yard, which would require a drill track about 2 500 ft. north of the north yard throat. Assuming a yard with standing tracks capable of holding 50 car trains, which would appear to be ample for the requirements of this district, this would require right-of-way to a distance of nearly a mile page 11 north of \vo.ger St, or over IsS miles north of the PJ£,, North Flint yard throat, provided full length trains nert handled in this roa'nner. However, it would appear quite feas- ible to shorten this right-of-way areaj, if trains j after pulling north around the Stewart Are© curve could back solid into the Buick docks, for which approximately 2500 ft. would be avail- able on this movement for standing trains before reaching the Buick industrial tracks. In other words^ with this reyerse movement in full trains, it would be possible to restrict the Great L^-kes yard area to a point not more than 2500 or 3000 ft. north of the P.M, R.R. crosshg - i.e,, to about 500 ft. north of plerson Road. However, as some leeway would be desirable at the north end, it is probable that such a yard would be extendSd with drill tracks as far north as the Gracelawn cemetery tracks, that is, 1300 ft. north of pierson Road, buch a yard could be worked reasonably well from both ends, either landing full length trains in the Buiok yard or breaking them up in this "Pierson Yard" for delivery in platform or dock order. The yard layout required for the subway crossing, proposition No, 2, is quite a different matter. In this plan, the Great lakes right- of «way would by necessity have to be extended folly 4000 feet farther north and at least 2500 ft, beyond the North pierson yard switch for the reason that no reverse movement v^ould take place for delivering solid trains into the Buiok plant immediately after crossing the p.Il.R.R, right-of-way. As before stated, the tracks in the depressed cut come to grade 4000 ft, north of the p. M. Crossing - that is, approximately opposite the P.l£, coaling station. •JT” ♦ r . pa.g« 12 A full length train standing at this cut troiild therefore tie ohliged tp run at least 500 ftc north of Carrollton Road, or a total of 10,700 ft., ever two miles north of the p. M. ?Tcrth Flint yard. ' In other words, the total yard arrangement necessitated by this subway plan would require a right- of-r, -ay about three times the average length of the entire McGrew yard, as it exists at present, which is 5600 ft. long. These conclusions are iKorne out by the tentative yard plan submitted by the Great Lakes Co. in which the land hold- ings required therefor are over three times the area originally considered at. the Flbrida Ave, location, comprising a'main double-end yard 5200 ft. in length with roundhouse, coaling station and repair tracks at the north end and drill tracks orth , extending far/as Carpenter Road. At the south end of the yard lOCO ft. drill space clear of Stewart Ave. is provided as previously stated. In order to carry out this yard arrangement, 3t will be necessary for the G L. R.R« to acquire from the P. H. R.R. a 100 ft. right-of-way for its depressed cut from the sub- way crossing north, practically to Carpenter Road and in addition a 200 ft. strip from the Pierson, Gracelawn Cemetery and p*H. R.R- lands extending 3900 ft. north. It is understood, howsver, that the r.K. R.R. has agreed to sell the land required to the g.L.R.R- at reasonable cost. With this yard layout, the only possible method of operation would be for all trains to head north to carptenter Road, thence reverse to the Buick plant, a-s fijll trains, or break up in the pierson yard. Vice v jrsa, all outbound trains from the Buick plant would be made up In the pierson yard and IE ■I page IS headed up at Carpenter: Road with the road engine coupled on St the top of the cut. The mechanical operation of the yard of course presents no difficulty, hut the very heavy capital expenditures reauired for such a layout should ohviously he given due weight and consideration in the final decision as to the merits of t^e two crossings known as propositions 1 and 2, Relation to City Pla n; An important feature which should not he lost sight of is the undesirability of undue y expensjpn in railrosd yard ares- in the district surrounding the Buick industries. These industries are so large that the iminediatc vicinity will undoubtedly he required for proper hous- ing facilities and in fact this district of ijorth Flint is expand- ing rapidly in this manner. It is understood that in the blocks hounded by piersen Roadj, Marengo AvCcs Sanford St. and premier St. 8 City school grounds have already been laid out. Although other grounds could easily he substituted therefor, it is quite evident that the districts north of Stewart Ave, on both sides of Saginaw St, are destined for housing development. If this part of the city were so situated and of such a character as to lend itself readily only to industrial and railroad development, there would be little reason in restricting railroad occupancy. However, in the case of the G.L. R.R.. ample. iands have already been secured at Crago south of the city for. a large holding and break-uj? yard. In this north vicinity therefore it would seem desirable to encourage the G.L. R.R. to restrict its yard area to the smallest possible extent consistent with economic handling of the Buick business, and from tills viewpoint the yard arrange- ment necessitated by the subway croesing, proposition Ro, 2, would f T’ ifr’* 'P'f"' page eeem to te a step 'in the wrong direction* con clusions : in view of the facts and conditions above cited, the real necessities of railroad operation^ the interests of the city in its probable development and the remote possibilities of. traffic congestion at the Stewart Ave« crossing f ormerly recommendedi, it is believed that the advantages of the subway crossing, proposition No. 2, are entirely outweighed. While the subway crossing on the face of it appears to cost only $20,000 more, this would be -entirely lost in the excess costs ^ of the lands and construction which would be required for the working yards under this plan. To be sure, the subway plan should be credited with the operating expenses, maintenance and re- newals of the inter-locking plantat Stewart Ave. (capitalized at 5 or 6 percent) , but on the other hand it should be heavily r debited with the cost of snow removal and drainage, which »■ would be a very considerable item, and the cost of additiojal ^ haul, which would manifestly outweigh many times the expense of ^operating the inter-locking plant. It is not believed to be a justifiable argument that the future increase in traffic over this interlock will -presumably reach such a point as to cause serious congestion, prior to the development of rhe G.L. R.R. entrance, the p.M. P. .P-.had made definite plans for a freight cut-off around the City of Flint through the so-called lastside industrial District, and in fact the city plan Commission had made definite arrange- ments at considerable expense for encouraging the building of this cut-off by providing for the right-of-way required through the most expensive territory at reasonable cost. Furthermore, ^In the development of this Eastsjde industrial District the 'W-, ipT' 'i H Mm 1 m 'mT-W 5 ^ ViW M »<■ ' ■ M',". VT X :mn Vrt,; iif i' Jlr\'. ■ ib j; ’ * t ♦■ . I’^'C tJ 4 'M * ■ » -6 ■'!' - , : 'i, \ ,•' r-'r'W / 1 1 ^i. S ’ i / n til* ',/' • , - 1 ■*''. i,. - ■■■’ • I'ft i’ , i .BiT' v :^ ^^hXi -;L(*« * , I A M i 1 ^ , V 1; ■fV -^i^- »'•» s i.'V .♦ ,'•,■' 4 *'*'.' yjm m c- u'WL V- i^y»* ►/.f -f, >' 1 *- i;^ M r I' s '•Tt* 'Ti^v^ .-•*1^ • :m AS N; ?» '■ ''*'■#. '■<;l?»5 '# ■I..' fev SfiT 'l.i-l V%'J ®i i - 5 P- ■ , » t’ ».*< m w ».f( !jl i ^ ..'Vb n 5 :^f 3 m Wi' Vf'' .1 ■ "tJ ^rj"; ciui'4.,1. i' rT*r#TP7'i,;.. ■ page 15 P.M.H.R. were accorded a preferential position as to location adjacent to this District. Subsequently the P.Ii. R.R. apparently abandoned this cut-off project, although the necessity for its construction was as pressing as erer and will continue to be more so in the future, involving as it does the problem of traffic obstruction on the various street grade crossings with- in the City. In spite of this withdrawal, the City plan Committee has in fact still reserved for the p.M. R.R. or any other road entering Flint a 100 ft. right-of-way through the territory originally accorded to tliem parallel to the right-of-way re- served for the G.L* R.R. in the plans herein discussed and is supporting the carrying charges thereon. It is therefore concluded thatp considering the question from the broad standpoint of City policy, the original alignment recommended by Bion J, Arnold on October 20, 1917 (drawings 900-74 and 75), should be adhered to, permitting the G-.L. R.R. to cross the right-of-way of the P.M. R.R. grade just north of Stewart Ave. and midway between the North Flint and McGrew yards. Respectfully submitted . (Signed) J« R, BIBBINS, ENGINEER Representing Bion CT. Arnold. APP Em)IX no ... z * C harter Amendsnents c Noveraher 5,1913^ ■J. P, Port, Vice Chairman* City Plannii^ Commission, Plinth Michigan." ^ S r.*", ^ f.''i 1:; < - ■ ... iU ■■' “r _ ’ k ^ • I have heen in touch with Mr, Nolen on the matter of de- sirable features for inclusion in the revised charter and while he has not indicated definitely the scope of what charter pro- visions he would desire, I gather that he is quite in agreement with us here - viz ,., "fehat the chs.rter should be an enabling ac v rather than an attempt to specify with great definiteness a pro- gram of public i:nproveraents. Having thought over the various angles of these char- ts” provisions, I have drafted the enclosed suggestions, which are primarily Intended to give the City Planning Commission,worlc- in^' in co-ordination with the council, Pepartment of Public Works or'"Public Service, as the case may b^, broad powers "to consider, plan and initiate proceedings before council and by referendxnn on transportation matters," These suggestions purposely avoid definite commitments along a rigid program, but I believe the powers tiiereunder, if f granted, would enable the City to control its own destiny to a re- markable degree. I am forwarding a copy of these memoranda to I J .... ■ Grade S^parstion - ... * AIPEl^lX • CONTRACT AGKSEIIE'’^ : OP CQ XvTHA CTS AHD DEED S; .FIRST DEEDS OP TRAHSFER: 1, Switching Seirrice. .. 2 . interchanges ..... 3. D:'.’»’‘iniori of Cosb . , , . . * . / A, Proper Location of Crossing 5. Through and Switching Trr.elc?? 6 » Main Line Cro^siiigs 7, Uiiiyersa' Switching Servloe . . , . . . 8. Reascnahle Tariffs- •••••..»**•»- 9 ^ Charges A.heo rbe<^ ••**«<•*«-•**•••• • - 10. Arbitration of Disputes. . a » « • o . .> a ft < ' » «»•#•«» ft. « ft > 11 For:-'.) or iSotive Bows . . . 12ir Extenaion of Paoilitieo, 1 1 S epa rat e Ac cour4 i i'ig ^ v .. -• - 14. Corple^icr. of Bolt 1 5 G-rrat Lahes Joint Rights . 16 . Combined Bridge - 17 Great Lahes Land Compensation. **•«**.. .-te******* 18. 1‘i^it of Eecourse » .♦ o • . * . 9 1 ■*•'*.*.•*■ * * . • 1. J »•••♦*♦•». t*C*4*««« *««*«*< *»«««• 'wrlUDEfTAL ESCrOT AapEEIiEET . ft* ftftf ^ . EiCHi: lib:' Erontlouiece - Soh.'??';.at3.c DwCiibl-^ 1 Ti'pic^.l B Ij-'lblt 2 a' ■ T^picnl 1 : A''- ’ IrVt* . TRAHSKITTAL ; fc>v Rsyiew of Proceedings and Developments, ^ ■l-l ; r.v Belt Li he Plans X.. Y and Z 9.. ,.9 •.••»-•••«■* - analysis of felt LI HB PROJECT: 26 0^ O' 2 00 5i I V>r; TracL Layout ’> Line , • DiS'ri' ... u/ J- ■ •' B I o N J. Arno l d - j ^ ,, j 105 South LaSalle Street Chicago ' K '. ' ij ? . K-ty 16^ 3 919 tile.'** 3£ayor., and V i c e OiXA i r.iia'n ,, - 1 = . 1 . ^lii! Ger: %r r • Do -t UlO J}J‘. proper ietliodr! fo* ' r- ati -og nfrW Industrial f'^c ill ties for the u.ty rtf' i'iint, as follows; 1 The Per© Ilarquett© ■Ha ij ' cut-off > iicGrew to Grand Blano , 2 The Flint & Great Lakee Kajlroad ear- Tice en tragic e- _ 3 Iha or^nisation .of tile Kiiat Industrial /:£elt Line.i J . • . 4> The estallith: .enb of the ii ist Side Indus- [ trt.al District . I la resuming thesa negotiations^ your consultant I vat: presonted hy lir. J Ro Blbhins at the following con- ; ' rith ,:^e ua3c or the Fere Ur.rquette, Grand Trunl; a,:. j|4- t t La’cas Rr^f l 'dads m :* K <- , r-v i.d v ix X ' rougr is M: Jii dis- If ly Jil ! Ilifc tnc • illl lli m ■■r Detroit - April 16 and 17; *» .. May 2 " 3 • At tiiese conferences, all the matters above enuri« erated were reconsidered ^ novo. , and this interim report Is designed to place your engineers on record for your guid- ance in further concluding negotiations* Review of Proceedings a nd Developments.: In the preliminary report of Mr. J.R.Bibbins, I August 31, 1918, the various facts and points then in con- troversy were reviewed in considerable detail* Briefly, the proceedings have, to date, taken the following course; 1, The Pere Marquette cut-off ’“line was the first to be given consideration in •toe course of toe ' general development- of the railroad terminal ' . situation. The logical nature of this. cut-off line, as a means of reducing railroad movement through the center of "the city, had long been appreciated and toe need for it became more pressing as "the transportation conditions dur— w. ing the war grew more acute* 2* In the meantime, “the Plint Sc Great lAkes ^il- road had purchased the major part of a private right-of-way entrance into the Gilkey Creek bottoms, which development was fortunately ar- rested when it became evident that "this rail- road facility would permanently interfere with the proposed Park extension plan of toe City of Flint. 3. The Dnion Belt Line terminal idea was thereupon taken into consideration by your Corami ssion and the city authorities, with a view to nego- tiating a general co-ordination of railroad terminal facilities for Joint, impartial use by all existing roads and any other roads de^.* or requested to serve the City of Flint in the future. •■‘i'V'-'. ' 4, An equiralent right-of-way for the Great Lakes Railroad, in compensation for the obj ectionahle private right-of-way, was then allotted to the Great Lakes Railroad by Mr. J.D.Lort and asso- ciates through the large unsettled tract known as the Bast Side Industrial District, which had been held by them for some time for the pur- pose of securing new industrial development. This right- 0 f -way „ as originally assigned, was located along the" extreme eastern border of the District reservation (l/8th Section Line) with, an additional right-of-v/ay next west thereof, assigned to the Pere Marquette. 5, Thereupon ensued a period of negotiations hing- ing upon what might be termed "preferential lo- cation*^ as to the relative opportunity offered to the several roads for sesrving the adjacent Industrial District reservation and as to the manner in which the City could insure an "open door" policy as regards any road desiring or requested to serve the District in the future. 6, The Flint & Great Lakes Rs.ilroad first made a definite proposition for development of its ri ght-o f-v/ay as a part of an ultimate Belt Line and v;as willing to undertake neutral service and interchange with all roads, with ultimate elec- trification, andfl upon assurance from your, Com- Fiittee and your Engineers thst the plan was rea- sonable* the Great Lakes Railroad proceeded with and actually acquired most of the remaining right-of-way necessary, including extensive ter- minal lands in North Flint and at Crago. This company’s total investment aggregates nearly $140,000 to date. 7, The problem of crossing the Pere Marquette tracks in North Flint at grade vs. a grade separation, which was presented tO’ and considered by the Michigan State Railroad Commission, proved a' ser- ious obstruction to this plan. Your chief con- sultant, Mr. Bion J. Arnold, in conference, pro- posed and recommended a grade crossing of the pere Marquette by the Great Lakes line Just north of Stewart Ave. and midway between the North Flint and McGrew yards, leaving ample room on either yard approach for unobstructed switching movements this rfecomrnendaticn being made before the Railroad Commission on October 20, 1917. At later hearings alternative grade separations were proposed by the Pere Marquette and a re-study was made by your ei^glneers, resulting in a confirmatory report of August SI.., ^ Bibbins, again, recommending the Stewart Ave. crossing, Tne matter was then reported to have been taken under advisement by the United States Railroad Admini- etration^ and subsequently the Michigan State Rail- road ConnnisBion held that a grade crossing would not. be tolerated L With the conclusion of the European war and in view of pressure of pending industrial development, the en i tire ma.tter wa.s taken under consideration by all parties con cerned* As a result of the recent conferences above men- tioned, your engineers then formulated and submitted for discussion, three distinct plans; " PLAN Flint & Great Lakes Railroad to organize the Be3.t. Line service and become the neutral terminal agency, with reserve. tion of right-of-way for the Pere 15arquette cut-off and entrance of other roads desi'Ting terminal facilities' in Flint » PLA.N y ^ All roads., existing: and future , to organize and jointly own and operate the Belt Line terminal ser- y-- vice on a usage or other equitable basis; ell main line switching movements to be done in the outer yards and the City relieved of existing switching obstruc- tions, Important features of this plan were; con- solidated rights-of-way, and a Union Bridge over the Flint River, with possible addition of city highway facilities between Water Works Park and East Side, with an incidental large saving in total c.ap- ft. ital expenditures. PLAN Z , The Pere MaraTictte P^allrcad . to build .end operate its sut^otf 1 ne and orgjaniaea finence and operate the Flint Belt Line «3 a single neutral agency for r ' all carrier rf'ads^. Ineluding the Flint p.nd Great Railroad connecting irttb the 2Sichigan Cen- tral at Ox:&>rd This plan provided far a. separate Great Lakes e- ectric right 'Of-’iray along Western Hoad with a jo;nt bridge over the Flint Hirer for steam, el^ctrl and highway traffic; also for adequate compensate, on for the Great Lakes present. >n**oetment [. 45 a resn ■last derelopuients, briefly noted above ^ and the essentt^a? reede of the present situation in the more definite oo- operation by all parties in interests i'^ is thopf^t besta In the present instance^* to dsrel.op fully herein the theory and provisions of the last named plan (Plan Z'% to which this report is., tr effect, addreosedv Z_p the appended pages 11 be four'' a.n analysis of the operating and construction features of the Belt Lins project and a tentative draft of clauses for. the proposed Con- tract Agreement 5 to I'onder the Belt Lin© plan practically effect*. ve„ These clauses illustrate the general principle? and theory of th© Belt Lins Plan, based up . n the development? d-’scusslors and tenatlve understandings of the various con- ferences held in the past ^-wo years on this subject. The objec' ■-'VP been to secure a fair and equitable working arrange aent suited to the present desire of the City of Flint fo- isHiedlavo action and still sufficiently flexible so as t'! en- able the Belt Line plen to be cxi^anO-ed gradually ■'nto t-ho l*agc tTo&d modern conception of city Terminal service, under economio conditions bo static as to render it a matter of complete indifference whether the terminal property is financed and operated ty one or Hwre railroads, ty the City of Flint, or ty the Industries.. •. ^Respectfully submitted. 1 Wv , 'vv • :aVi>' . . . BION J. ARITOID, ill! ['H ■ 'Vf ♦^1 is ^ •• .» Wi PaW ’i.! ■/’.J fir 07 ^ FLIIJT THDUSTKIAL PELT RAlLR QjM) . (/% ►j’l .' % ( Pere. Har gtjet^ Lro a d. OyeAtO T.) i^- ' '■ 1 ' ^■' ji' j LSk&i? .«. THE OBJECT OF THE PLAH^ in general tejme, may be * :oteted as follows w:Sf:" 6); m ''V 1, To create proper conditions as to railroad and switching service under which’^the proposed industrial devel'> L .^''/i'onmcr.t east of Flint may be immediately undertaken by the^manu- r ^facturing interests ffi fi •> ■ •- .zj • r a' i ' ■ 'i; ‘ 2. To relieve switching traffic on existing rail- I ' MM ^ lad*' licee,, city yards* interchanges .and etreet*icrossings and ^ ^.; ft ' '5 . .p • ^ ' gp(' i\f ;j* a, - paovide a BuitaTsle^^outlet for future railroad expaneion. rlr^ ‘^■*' 3*^ To establish the nucleus of a feasible Belt Switching Line connecting the industriar centers of Flint and giving Central seirice thereto under a unifom system of car deliveri es' and switching charges* to which Belt Line and in- ' <,i pi' \r ■' :r o' fc. •, due tries tributary ^ereto^, all roads serving Flint would have ^ ^,nnimpeded 'access . ill 4 ’V EXTENT OF EAST SIBE IITDUS TRIAL DISTRICT; ■TJ IN A rectangular strip of land 1380 feet wide, extend- Ing 'east of Western Road to. the 1/8 th Section Line, and from Crago Junction north to Bickford St. (Delaware Ave.), and cer- « w tain controlling tracts of"^ double’* width (2640. ft.) at Crago. a w* .. Grone area g,-' 19,000,^000 Bq,ft. , Unable area for sites • 14^000,000 sqeft, ' I n This area to be extended easterly as required . i A CONSIWCTION WORK': immediately involved in thio 1* Pere iiarquette cut-off, double track extending from ifcGrew'Yard south-easterly across jTlint River at the northeast corner of Water Works Park, thence curving south, parallel to Western Road, to an Interecction with the pres- ent Pere Marquette main line between its intersection with Western Road and Grand Blanc, the right-of-way being located Just inside the western boundary of the East Side Industrial District tract. 2- Necessary operating tracks , sidings and inter- changes as may result from the requirements of the industries and connecting railroads, including interchange connections with the Flint and Great Lakes line at Crago , where a road terminal yard has already been provided for but not yet con- \ true ted. t* 3. Local yards in East Side Industrial District for receiving and distributing ec^ties and holding loads while I industry tracks are being dressed preparatory to hauling these "cute*' to the outer yards for make-up into road trains. 4« Industry sidings as reqi7.iredj. except that those parts of the sidings lying outside the Belt Line right-of-way ^icMatter are to be owned and controlled by l^e industries cerved thereby. 5., Interlocking plants at Crago and other railroad cressinga. I 6, Flint River bridge designed so as to accommodate , vt Belt Line steam tracks and Great. Lakes electric line, s.leo •X city lilgh way facilities, if the City desires a river cross- m I'Y >i|i '.fy to' Vkyl^y^ ii/ ■9 y sn [>{ ''‘W 'm- j-l f. iep^lr and lio^slng equipj^nt nec r< ; -- ■ fT. -41 7^^ for alX Belt Iiine svTttching a 0 r^ce<. •i ' '• S:> Of 'V, iil it* /fUr- 8v S'llnt A; .CJreat Lakes ,^elec trie line from- Crago ■’ ■''" ** ti i» .”i SB % O • along^Western Roads..^7oro3sing,’th.e Flint RiTor on^th0=K ’^WrabOTe mentioned bridge aik .diverting westerly along; the City ,/.' ' -.. . ■ • 3 ' ' . ' ^ ’' Li&.ts to Sagln&w Sts* ,»vlth an underpass nhere the line V ■” ■ B ' ■' breseee the Pere llarquette^ Ba'ilroad In North Flint* 'Jt 4 K-:: .'rs*: >ra- ' Iv' ' ( I •.THK insTHOP OF OPSEAT ION would In general hi as ^ . r 4.- : .iV- follows j'Vl «''i i. Malt e-up ana Tspoalc-ua of road trains t® 'bj done ' 'Mr. . -g ' [EJ " ,et the outer yards -aBelsay^M^ Crago^ etb« , For "example* an i«'omin^ train of mixed fraight^'would he set’^ out^from the main line at these yards and' then pre<*classifled for district •I',' ■ ■ ■' K.' ■ J-T' .< ‘ f, ,a • order or otherwise sorted as tally as possible for industry mtir & » < * i» r dclivefv, .in.' order, to reduch; awitching In-tpwn to the mitnimnm, .c. , S Ficdl sorting ,foT track order or for “spotting" Vl-'l! ij 'al^ng track platfo^^s .to^.be d^ in^ local yarde nearest ,' '-f &! ' ■ *' ■' . ■' iadustiy eeryod^ butioniy /tc ^c 'extent that this final sort .ihg cannot be done i off ic ten tjly the nearest outside yards. ' ,2-8 Main thmn^ running trsok or tracks to: b-* nro^ *1 ' y' ' '1~ . o 1^' ,.i'|(. ii ' "'' F ’ .'rid'ed for Pere Marnuette road trains using the .cut~off kv ■ V" ■ '. , ^ , ■ • ' ■* - h, ‘‘‘ ' 4* Industry and yard switching to be done by Belt ill i;: V .< • LI no ; ,e quipr.ont • ■ 5v Track layout and operation to?‘be done in suoh ■:• ‘i-7 . . ■ ^ ^ m ^ - a nianner as to reduce as far as possible i^ilroad crossings^ BL'j' Of highways and other rail road'" main lihee^and’^' switching ‘ - * ’.■«•'* iw rmi/,! if}. ucr/ ift i'rv'A.^vri. f'J <■ ! . ly r*' fi tVt ' 6^' Interd^e?P’.*3t, •‘4 ^ « indiTidual roade operating In the Flint Bietrict. 2»» Belt' line to do ^1 erttohing within the Flint iT ■ 4t-‘ ' ’■ J' mm' 'f. B /District (e:j:cept- as noted in Paragraph 1), for^ existing roade or any road requcsting^access thereto*, on a ui^ form and im- H “ ' ' ff ' . ‘i; . oartial basis of ^"oharg® td= both shipper an^ oarrier and on one billing# ^ Bolt Iiihe to extend ^racks 9 conhect^n and ser- vices as may reasonably required i'rom tin>e to time by ^e industries/ within the Indus trial District to be established. A. Belt'Lljie to install and operate interchanges c, -v 0 ■ ,■ ^ with any connecting road^ assuming reasonable location* 1 . ■ .'Cost of construction and loaintenance of inter* ■ It' r . ^ *. changes^^ inter-looks^ etc*,_ to be borne jointly by roe.dP in- -TT . n” , • iPTr^r-r . r'' +, er^F-teci ., on usage or other pro-rata hasie. 6„ Belt Lino tO' inetall Indn.f^try trach connections A' upon request, within the liaiits of its own riglit-of-way; the adjoining industry trachs to he -built,, controlled and main- tained “by the industries thems sires* 7 B'.lt Lin> plan docs not prevent ani*- road serv- ing Industries adjacent thereto; "but additiojial crossings of. Belt min line tc he restricted to local pointSt determined hv agreement j sc as to avoid unnecessary switching inter— rupticna to main line traffi' Switching charges for all classes of service to he agreed upon hy the roads based upon reasonable cost- of-service-plus-proflt • 9, Switching charges on interstate, freight to be absorbed in the through B'lint rats intra-city,. switching to be a local consignee charge* 10,. Belt L.in? construction and operating records and accounts to be kept separate for facilitating cost-of» V service accoijinting and allocation of rentals, charges, etc. lit. Belt Lin'^ to recognize basic authority of the City In adjusting its facilities and operations in conformity with the City*8 control or thoroughfares essential to the proper development of the City Plan® 12* Disputes regarding construction, service^ allocation of equipment etc., to be settled by arbitration prior to litigation, or else by Michigan Public Utilities CoTtaniesin nr other proper authority. ,\y Page 14. / 13. Great Lakes Railroad to ke awarded a suita”ble Tight-of-user for electric trains along Western Arenue (in lieu of right-*of-77ay already acquired in Gilkey Creek Bottr'^as), and a euitakle exit through North Plint to connect •with its Saginaw line, 14» Escrow agreement to he executed ^ holding in tnjst the fee title of lands transferred to Belt Line until satisfactory completion of essential parts thereof* 15o Contract agreement to he executed simultaneously with transfer of fee emhodidhg terns and conditions of the Belt Line plan with' guarantees^ penalties, rights of recourse, etc 16* City of Flint to give as definite assurance as possible to defer its grade separation requirements for a period of years, In consideration of the estahliehment cf the Belt Linn« The Great Lakes Railroad to he compensated tc a reanonahle sxtent for ihyestmen'> already incurred in ccnnect'ior \nth its proposed freight entrance and terminals^ 18^ -The industries of Flint to signify Iheir general approval of Belt Line plan and work out with the railro^ads suitable limits for -the "Flint Switching District" , covering the "Flint .rate", the limits of which District may he extended from time tc time within a reasonnhle local radius as may he required hy industrial development. 1 ■ i A DESCRIPTION OF BRT.T TJlh?' ; Tt t-* "Toposed to locate the Bolt Lino beginning ^,£ 1 . ot near Grand Blano and running northerly rT;^ . 7T'?!'*»Si P -^ ,- *» 1 = ‘-Ai- -- throiiG^"' C xfitgo ,' wcsf and ad^ao^nli to "the l/8tii Section Lino one-quarter :n.llo east of Western Road; thence cum.ng wester- ly across the. Flint River at Water Works Fark and proceeding to a juriction with the main llna at 'McGrew Yard, This alignment is. identical with a right-of-way previously proposed for the low-grad« cut-off freight line of the Pere Marquette Rail- road. ' ,- That part of the right-of-way to he covered by the proposed transfer of realty runs through the property now owned or optioned by J. I)« Dort end associates, extending between Davison Poad on the north and a line one<»quarter mile south of Hill Road (Lippincott Boulevard) on the south,, which trD.ct forms the nucleuD of the proposed East Side Industrial District, including lands be tv/ een De von and Richfield Poads , rui table for right -of -way ► The'p*'-opor.ed Great Lakes electric railway follows ^ in genera';:, 'the alignment previously considered, with two /exceptions. (1) that 't Is now ^o fun along Western Road, and (2) that, on the north, the line is Tnoved from Stewart Avoo tc about the City Limits, passing under the Pere Marquette line. On the south, it cresGeG the p reposed Pere Marquette cut-off (the Belt Ijlne) at. grade, abort' one-'f if th mile south of Mill Road - i.e. , in about the line cf the existing inter- urbar track?* These crossings are to be protected by inter- locking, one plant handling bothcroesings- 7n^dpJ:s.il, It Is proponed to assign rs.ilroadR r imhts-of-vpy .in this Best Side Industrie! District as fcIloT.c; . , , m •i; I r ?|»* If To_ 1:22 3 Per:- ^ferguette B a ilroad ; A st/'ip of la:^d ICC foGt Tfide nex* .ad^aocrt to the esst line of said property north, of cne-eighth line of Section Z\ and i^*rough Sections 16 and 9. Thic^ strip to accorji^* modate main and second track, together vTith such addjt tonal sjdtnge, holding tracks or set-off tracks as the ueer r.xay rsqt3ire«. To th e Po re ?fe> rq nette Railroad: If required, an addi- tional parallel strip west of the ahore mentioned 100 feet, to he used for through switching leads, sidingB, industry track connections and other yard facilities^, so that the adjacent factorj^ development ■would not limit or prevent the insta.llatlcn of proper and efficient ccrvicc tracke for the Industrial Pic- :trict; To tlie Gr eat Ln.l:es I^ilroa d: Right«of-user in Western Road, as the Fame may he "widened or otherwise devel*' oped into a main traffic thorot3.,ghfere* Between these two railroad linen the industrial lay- c out is to he developed hy the industries themselves with such industry tracks as are later determined to he the hest suited to the building locations. These industry tracks to he huilt and controlled hy the industries hut operated hy the railroad under the Belt I.ine plan^ La.tsr, when sirniiar industrial development takes place to the Blast of. the Belt Line, more track facil- itleo will he required of such a nature as to operate > ' Page 1^ I WV efficiently in -connection '^ith the traclr systeni al- ready in noe, vihfeh would especially require inde- peiident rr-vitchlng leads to avoid the, coaf^plicaticns ^ of n>.in line switch crossings. This plan conten^lates that the Belt Line through the Flint District wtll he *as direct ae possihle and with a ruling grade rot over O*.? percent (compensated for curvature) in order to permit hauling the longest troine of possibly IOC ca 3 ‘s^ The gradient criglnally coneiderec^ 0,3 percent, would require a hridgfe about feet hi^ over the normal level of the Flint Plver^ with an average fill of about 3C feet across the. bottom lands of Kearsley Creek, thence rising sou tiuvardly to gi’ourd level at about Weatem Road, and crossing over Rich- field Hoad, rib ich would be regraded four feet down. The con« trolltpe points in this aiignriert are, via: Rlcvaticn of Me Grew Yard f St .John St.)* 753.9, / • base of rail. / Hl.vh in Flint River, August 1916, '^IB.e elevation.. j * f Hjt'',;'. “Richfield Road Crossing, "*3'^ elevation. Daviocr. Road Crossing, 756 elevation, Y^entern Ho aa Crossing,, 755 . elevation. Grand TrurJif mo. in line crossing, 759.5 elevation, top cf rail. Court ftreet croesingj 756 elevation. Grand Trunk Felt Line crossing, 761.9 elevation, top of rail. Lftpee:* Rond Crossings 769 elevation^ . H T^fiU Road Cro.^.sing 764 Great Lakes Crossing, Crago top of r:*12 . '^75 elevation ■i: > »r M. w> ^ IV?TOj-'.7'»W(w,' 'r-^.jiTAv.’.r.^ r-^*' ' ■ '^x , IMV ijia:v;iasum.Iii£^ practically controlo tlie 'tref :“ e ^ 64, „;y '^y " ' i L ' ■porai'bllitv of the ,. grade and ti;e relative position of the ^ 4. :ii ' IjTv' tvTO r«31rbad alignrsents In^this vJ’ciiiity. Assumins: natural ' ■T^ (•■ -. >' ■ ' ’ " if' -* . I hi^.V 3 :at.ev datum of '?J18ii6V5'tlie lowest pose ihle level of the , n ■".. ■■/ ' •' ‘ r, ^ ... Flint River bridge would le f roJ3i*’?26^ to 728, base of rail, '‘', aj • ■- v\, n ^ “ . s-tt ^ tA; .' ■ ' ■ iM f 13 ‘ ' -depending upon the clearance^ under the bridge. i/a* The original . .Perc Sferouett© line established bridge l^el at 740 elevation, ■{?, ' ' 1-^' South' pr. We at ern^Ro ad 'Crossing, the two .^^rights-of-way of the iPiVr ’ Vt' 5- \4s^ .iw ~. V Per.o rsXGuette and Great Lahes^ respectively now diverge, and , tiV^»= probdblA-th^ this point, both roads would h"''' ' ^ fe, ‘'ll ;’- fellow the minimum tul.ir*g grade cf ihe Pere Iferquette, 0*3, per- ’ t X . , ‘S* KT ' eat in order to secure comnlete separation at Richfield Hoad, ■:; Vz ' * 0"' , ' p^' ' " ' IT / X J For great or :’,eoo,por.j' in CDiistlucticn, a ’^combination grade bVworlced out with less fill ccroce the bottoms /^tfae line ae- 0 i ^ru - % oendihg Boulh'of RiVer at 0,5 percent, as far as the Rich- t ■■■ .f ’.m Ss- ' ■■"’’• ■ Bu . j , ., - ■_ \ field' ’Road overpasot-^toence at low grade to theosummit. This ' ' ft wbv.ld simply result in a velocity .^crade on southbound movements, 1 y' ® .T. I^. ■ V /which would not at all intorfeteyWith operation as only through , • ' mevomento arc iiade in this part of th^ line, with rvo probable interruptiens ae'^far south ”as the Crj^fTrurlc ma.in line inter loo]c ^approximately two miles south^of the^ velocity grade* • At Crago, the Great Lakes Railroad^ plans tot^estab- .(i 'y ■'•V Ml llsh a holding yard approyiina.teiy;^4£00 feet long; and oOO feet :> ^ ^ ■ «» ““ . fl wide, aonoinrad dating from 15 ‘to^ 20 trebles 'of' 60 cars eech, Iri^ „ b'-r ;:c '- tii '7- r. ’H 3. ^ addition to th.rouc;h ininning traciD, yThis yard joins the -^ro. . ,<5 . X, ' X posed, Great lakos lino to l^orth FI intent about the ihtcrseb iS.." K7 " .- *< ' . ■' ticn cf the 'presen't Detroit United, line and one-eighth Section ■ .' , ili ' lai „ ^Ltne^^ T.he V.el eotrio line will be shifted south of , , in ' ’ ■^'^,Vf/T^"<'-' Y' ;'f,;^/4 *' mm: -: , 1*1 vV^' \ 'bqI^ '' -' ' ' ' ‘^' ''■*'' thin -^urC. FO 3.H ts^Toid the’ erosetnc "of tha frel^t' and f'- v' ’V“ ■ Y v« •', ‘prv 3 SE;ng«r Xines et the ■Cr'bcre points 'Xn addition to the erosS' inis' of the proposed Belt Lins ciit«off* By this- change, '• 1 , I 1 • I r-^ £' ira« 3 e of both Detroit United and Great Lakes t^clcs Tiould ■be'^duocd slightly in this vicinity,' eo as=to hring ho+h ' crossings of ^h 0 Belt Line nractieally to a level and with a single interlock**^ ' i Q. ■ i 6 BlPPIiGLTiTTAL DISCUSSIOIT, ft3nwJK.1 l’’ -*11 .'■/*! ' i' * ■ •■ 1>»" '» ’ f/ wJwnii^ .■' L‘ .' -- rfv I i ^ ' I. i" .;.-? ‘jJHil if, '■ ,«Vi ision c^f District : it should he recognised ■’that thTiiet Side Ir.dn stria! District in Its present status - t* ■t:'^ f . .-’J ‘ ■ ^ ’i.- -7. is a one-p?ded layout'Swith etean railroad facilities along ^ .55. , ^ I'i the^rear and electric railroad -faciliti es along he Western Brad frontage. There is nothing to prevent fur^er inde-.^^'’,. r- t" a If • . ' » pendent devclopt»ent to the^ eaet of the. Belt Line, unless this -odjacont land in^likewiae put under the reservation , ' , r ■ ■‘“■i ft hy option or purcliacc. It -would eecm dlRtinctly unfortun--* “ /ate for the future City, Iff the original East Side Industrial District vjere laid out vdth great care) not only with re- ijy f, /"a' epoct to the factories hutfalso to the City Plan, while a I. V . W* ' It- less desirable development were allowed to spring up on the,, M a 5 , fi east of the Belt Line, ever' which no control was exercised. ■ • • A fl’., V- iJ • p ^ Should a complete District ultimately develop * ' * ^ on both^'idcR of Coe Belt Line, the track eystem would ^prolsbly he such ae to r,equlre a duplicate switching lead ,:,• f * " T 51' -. ■ the entire length of the- proper ■'■.I.: ’ on the east as well as ’ . *3 on the west of the main, line, ^ bo as to avoid entirely main .< ' *, _ iT fine interference. > .i!* , H w^iL ■ ..k f ti' ■yi r®; K'.'v l t^ full width of, tha traot^hetween the Belt -E- ' O' ' : i Bins un^ Wectem Road> 5*S“ it is iugpossitle to -^anticipate ^ ’ V) ‘ ■ ■ -' ' *» '■ " o^V" ^ ' ' '■ !' ■i.'wiat/.huildlhe plan moat dooirahles and the tract 'is none too wide if a transTera e plan^ofthuildingirXayout » 1 z* 1 ^ ' .»i». ..1. fill' V - . t- ■ . ?!i:; 1-8 decired hy Indus trie b.^Io eating " (af-j;,;: Road .|t the, ® g;'''J present tlice leV^ly ahout. feG' feet. wide,. It is'^the fourth •i" lofiicia half-mi le ,,^orouidif arc,: east.^cf Saginsw^Fe.nton Road, ' ; and ac-- the Bast side.Ittdufitrial Dletriot develcpc,. will he- / •>■ iil .aji ' •'- '^ ' V ■ ' . ' 7, y... _■■* 4- '.V,. ‘ com<“ an important city street. _With car*‘llre serviceaes- tahidehed on the Great TaIccE'' electric line along Western road, it is prohall e that ^*op8 wl 11 cgradually develop* on, r # - the West Side-, with an ^jcclusivbiy fo 0 identialJ^,-area./in the^^. “ i} 4 t **■ ■*■ ■ Ji y. ‘' , , ^‘V^, ,r Tear already oettlad up”^' to' and'’hTypnd i,iT=ite„ ’t It scemo dGsi-rafclc, therofor©^ ‘to.cdncider the? 4 . . . „, - 6*8. future WaoteriV'Aye. when fuUy develcped^'w^*^-^ follow- ' ' ' -jV ‘ '-' '■ in$ treatment; ^ m Tis'i:' :ca i' <1 {fH le A" •/Js' w > y,u' *' ■ ' r '. ' (a) to "be T?ir5ened..at'^.leaet to r\ so' feet (p^0f^yt^^ay ?J00 ,tal:inG 1 ■' J feet i-Wt' '/’on oJ "filer eide of the street^ or 14 fee-t from the Industrial v?*i(i;„vDietrlct'’Hii>otr cn prefer cq^eneation; ii ■J ii.‘ii:.^bd ^ flj} ?Rctoty "builldit^g line to "be j. sot 'bacls pt, fif?!' ' 50 ' fee*. and pooei'bly fitr+lier ^lere: offlce^^huildinge *f '''; •■ ■ '. M , ' *" J ocnc-medi ’%0 provide a ci/htly approach or plaza therefor* '■'■^iiA' •’ ' '• . , vl- 'i' . n „■ JJuch a street dsrelopment would otTlcusi'y to cf . vV- .^>- S.W'' Si'OC-t 'future tslJv.o for thli Iznportant future Bast Side thor- fe,*;.. ^ ^ ^ '. *ortg?ifare, and can now he hyought about while the land is Kchcep aiid Btrdoy' iicpt076JEdnto arc yet. to be ^dc* ’ i‘’. E. >» *guqgecte3 L a^-r ut of; I ndustrial. Pistrict ; _The acc€>iii> h’f{ >-■ * ./panying Jbdiibit 1 indicatoc a possible cross-section of the. v.'iti- -■ tract v/ith reference .to ^bui Id ings and railroad facilities. ' ' '■ ' a ■ 2 The cecenEity and effcottveneao cf the suggested set -bach of'bullding linee;, for both ©t rcet and factory purposes, will " '■ .ii ®' ■'• be apparent r Append^ Sxhlblt 2 indicates a tentatlte (block^'plen or track l8yoot.v.’iihlr) the tract now available, ?! i:.. V ^ ^ ■. s both irngitudtnj^l .and ir.terftl building developmeTitf being® ehown; that ie, typical building areas are located 'arbitrarily in the available factory spaces, with possible means of rail- B ^ ' ..Ti t.'*, T, "Toad service,- It will be observed that at each street cross- ing these yards are reduced to one or two main le.adBnGo as to min Imlee^' street interference from switching <• ; Howsver, as prcTlouely montloned^r thc?o yards a'po chiefly designed ^to 'i' ‘ ' Vi hold *buto*' of cars drawn from the factory plat form^ and later Qt swltchod in long cuts in a single meveraent to the mfice-up Vc V^yards these operations, a long drilling space bbtweon . j .• . I 1 - W A liTr? V"r' 'l' c. fW.i ." )' 'I'l >>w iP '■•pare ""22 street and v<\rd throat 1 s'r^imxieceBSaris^’*: > T|^'ii''"&'Bi-*S?? ' ^ j. .VSK - ^^^.Extension of HcGrew Yards-' It appear, at first, ^ ... Jt. .. unfortunate "l^at ;^e'"P€re ]^TquettejjCut«-off ^line^^ould notH^ intereect the main line at its southern^j^end of iScGrew Yard, ;> ,■■''■ . V . • # 5 j; -' -'T ^ J^'vWich 'would hetthe logical point for faToring most direct yard V ' Jt . «*xr '■ ,» ' ■R B 1 ^'." Wi*. I -i; ® ^ . 1 .. -u iBr" f .and trifiis for movements* HoTJreverj, It is understood taat^'rae -. [ . toi, ■ . ‘ ^ . ' ■'' '■ ^ ' . • z-^. - y V . K^rqu^tte Iteilroad contemplates considemhle future en-,^ f^'lsrsdment of thS IfoGrew Yard and ‘has actj^uin®'^^^ ' Vi''’’’- '‘' ' ^T! 'i. ' •' 'V * ' When’.thie takes placo» ^tho yard will he. -.extended ^ '■ ^ - f 1 ?.v " ' ^^n^rth and relaidyely long yard ®traokt?^, ins tailed, so tha t jh s V out-nff as now designed will Wentually. raaoh the southern, I’ ■• V;,, ' ■ ■ ., ', ^'" , ■ --'X'. .* ' ■" ^ " ' ■=^'' 'end ef the ultimate full train'” yard^ ' the praaent yard "being then used for .preldml nary clas el float Ion and v holding. .This remevea'. one dhyicviH defect •,in“ the detail layout# ^ Co^mnl e te Beli'^Llrie t ^ The conception of Ih-Q Flint n,' L' » t ' ■pel-t'tdhe Vniitetuitimate ddtciopTOent,inyolves not onr^y •• - lA’k-i'I'W ■„ , f.' ' ' ' M \ M a «• ' 'ft J m ^ ^ 'n ^ ^ JLIu. ■ "Vulldinr the Pore ■Ife.rqtrettc cut-off , devoloplny of the^ /East S.ide irndustirtca Pi ^t id at, 'interchange switching for other /J roctSji’’'ia noVth Flint, & also the extension^br' this unJV^ . ' ^ ' , " ■ ■■ ^ *“ . __ ■service into Scutli'Flint, particularly .tlm Chevrolet Pietrict, \m #i- Into the Thread’Creelc Bo t tome,,' creating ei real 'belt line" In three Quadrants of./ the .city# This complete 3elt would ln«. ^ J* * , , ' iTj - .. . .- . .' . .> r^-*: ... ' f volve not .onlv Pere ISarcauette, ..hut vsleo thej^ Grand Trunk track- .£• ■^'Pl 4 ' age ri/pets, as well as some new construction^tferou^ Thread Cre^ Pottomsy it is not .necessary jto develop at'' this point, !<■ '■ ' . IB ^ ,oi,lc .; ;. the particular means whereby the complete Belt Line any h^e ©V BR Vl'.'" i ■ . , .\| . . , » . ■ . _ . J.'.y tab 11 shod and tho regal .d.lfficu4t5ee inrolved> 1 1 , ouf f 1 cee to X' t t‘ ‘‘i -ii ' <•' . .•/'• ; . , . - ,- , iifili" ii .. "'■'if'- . -K .coyv-tliat both froiriT a OQnBtntotion and operating standpoint ig,v.bl ihe r* ro}.-jC t &f r semont , thfs/ii* i^«.- laiili imifi‘lii t V'' ■4 Page ">4- Grade SeT)aration : By far the most important aspect is that of grade separation of railroads and highways through the center of the City. Obviously, the traffic conditions are such that grade separation must become a public issue 'y within comparatively few years. However, with the establish- ment of the Pere Harquette cut-off, and the completion of a worlciiig arrangement between the roads vhereby the complete Belt Line service can be put into effect so as to relieve the center of the city entirely from all except the passenger train movements, it would appear that the City of Flint may very properly forego the enforcement of expensive grade sep- arations for a period of years, as the cut-off line and Belt Line will, in fact, if operated properly, remove the • principal element of interference that exists today - viz., switching, transfer and interchange operations across down- to’.Tn streets, . In conclusion , the Belt Line plan proposed is believed to be a fair and equitable solution of the in- dustrial and railroad problems with which the City of Flint is now faced, both for the City' and for the railroads, and with considerable less total capital expenditure than if each road determined to develop independently. Under the co-operative agreement herein outlined, the City is so reasonably safeguarded against obstructive competition, that it .becomes uiinecessary to reserve through the Bast Side Industrial district another separate right-of-way under city control, to facilitate the entry of other roads when desired. , ('i '('1 ri|m - 4lf ^ ;.'y‘: W?!f Page t-‘f throu^out the industrial districts ) rli Except for such a satisfactory joint plan, this reserration ^ would he. necessary# If the Pere i&rquette does, in fact, accept the principles herein expressed, the City of Pliat may he relieved of the burden and responsibility of develop- ing its own facilities or delegating them to competing roads, in order to secure adeq^late and equitable terminal service m ■ <»■ "i / V ' M'fi ‘ 'a .y. iLV-jt; 1 - ' -x? * Tvi fJ ijV^n. _;_' . .;r <•, y. i;:i2"^iP|ge^6. •%J tf" ‘.V LI5?: 0? GOTTTRAC ?^ MS 32^^* I iV-.- C 05 T^^ 0 T iAC'HTOiJriT? ‘beiwesn Per'e Sferquette Railroad '■^ i t'i -■ I’A ■ ;t -■ r Tt -. and et aXv (local ^.dereii^pment company), ‘ to author** ise organisation and con c true ti on of. Belt Lino and secure , entire opera tine px^rileges thereon^ under specified terms and conditions*' (>>,'« ^y- a. U'\ <^'1 s- 1 / f^O i iH. ^ii% ,1 ■ . First 4 Beedn ‘ of T ransfer ■ "■ '■ ■■“ ■ 'J! (a) From Detroit^ UnltedfHailway to^' J .3) *I}c rt et , . :i* a ® i’5 I? "/' H B* all. Of-' the old D*II.H* ri^t-of^way and terminal 'i>' ' /./- .ilL ■ rland'a now to be releasedi, for reasonable com-^ 5? pensation*. ||||g (b) Fxoci- J., T)* Bert et al*, to' the Pera Marquette ;.lf!S., '>» Si A ‘j Rc iir^ad,,-^' necessary right -of «'?ray and yard areas jftr -' Ti kt. _ ** 'ijJ.., f. ''' hi. - i . . ''^''?.’.'/"-'i,''. ’ '!^/ w for reasonable compensation,) ' ■ . '■ , -V. / ■S. :t ^ P. (c) To Flint & Great, Lalces Railroad « right -of- W ' y .s' K R ^ .' uoor in Western Road; the reinaihing rights,-of- . r* fe- ^ ^ '■' J way to be acquired by Great LaKes Railroad, I v ; ■' j flt'.&i' - ■' -^ir- "5? ^■a3iE)*'/..'''Iii T.''^®- r; *" ..rr'V.. y.; ?>■: . u r • *. ‘•V§T^ ,:/J 3 a ' ; Second I -Eaororr A^rrcement, corering realty transactions fc,J I / I; ---•-■ - — -• ^ 1*L ■ to secure fulfillment tof constmaction schedule. t* .. ' -I- , - . , . j, w u ;?;«• i sMm u..: . V-’^,..:,'.'. «1‘:* y ',» 'IBS ' ;'.'.'U';,. ..-'i. ■' . VunBIA' I - iiAs?,.’ .1' . >:. WJ - ■ . 4;,. -H ;'9 .w s/ ■ fe'"’ ■'-.■zk.1 ^ V'. ■ ^T* t.) '" ■ >' ^ ' ^' ' ' 4i '"' ' >• V f^QO I 'I > *' S *iv^J K'lt ff.ii ’WJ .’n ‘T^., ^L-'- ’ ;: P IHST DflTEOS QP TRAlTSpP? L »'* . * P'ROPOS^TD COyrTPACT AOREB?.??I^^V' w fotTT^J' a-.i'-jr'ir a»ia»sat : «:^~ -y 3=3. ■;«gxrT? ;.-»r j;.;; -^ : ^ Q ^ } y' '^ ' ' <■ BW Mlwwi/'wJ^ A ■““A. .te lnes.r1fedv. LV 9 * ixlf W I Vv ■■';'<*, p'if ^ Tn^&Wcl delation of the e^eoutfdn of said deeds ^*"W Pere Iferauette R?.ilroad, it is hereby contracted and -'"’a 5 reed “by and heta7ee^ the Per© >ferq^u©tte Railroad and J;D, ,i)oW et Rl% (local develcpiacr.t c'on^any)^ as" follows; ■'' ■•■4j’,''A^ i'i .r'W®' iv ' (i> :^itahim SeTTlco ;. The^Pore Marquette Rail^ dtb successoTs tor ass;l£iU0^ in consideration of its teinc * ' • ® ’ ’ lO' '■ '■ ' ‘ '•■'■' loeatod on tlio westerly odgo of the aferosaid railroad’ strip " ' ,V’’ ,f,\ (^pe Prearablo) , agrees;Lto ;,fumi sh trades., yards, and equipment / t 'if or and .to do the switphlns^requlred Vy industries ^locating i f; • Indu^^ of .^e railroad "* rirho«of«-way herein defined aXi^j^ firthext thatathe^^re Tfor-® V, ioueftto nill>erfoTm’'-such, owl tphing operations in this die trie* M ■ , L ' '' Dl, , 4 ^ ^ ' fox such roads as .Tnay, rcquef’t accesc iiieretc for t j^ff '-'^ p t y If throufjh .physioalf- 4 nterchan$o i«ri,th .the of the^. Per© Mar- qUfltte feili'oad; tM|i switching serrioe to he conducted in all • ■■•— V 'nfiX respects' as , a u;civerea 3 switching, conq^any c^r, n'entral '■'belt line V • S' * Would conditct the same if organized for this purpose - x,?. kt ■T gwltohi ns ferric e to hs impartial.^ and uniform service to he “ ' ' ' ' '■ ■ ^' m rendered t.0 all i nd;^5tn as » Rippers or railToad^ requiring the camo^ opera^.ing in^. or acceesihls to the said district* '.'.V ' ■ (2) Intei je hp.ngo^ ; i'^P Pors, Ifcr^u^tte Rallrfiad, . .. uwr-,/'- ^ I m ill i£M I screes tc ir^tnTl and operate interchange connections with intersecting railroads^ either with those now operating in the vicinity desiring connection^ or with those which may he huilt later; each railroac'i to install its own holding trad: or t-»' 9 C’k 8 at the point of interchange T^ere necessary to sToid hloching the other roads< main line or switching leads, (^) Dlviaicn o f C ost ; The cost of construction and maintenance of interchange connections and other service con- nections is to he home jointly in equal proportions hy the roads interested or upon some other equi table and agreed basis, (4) Proper Location of Crossin g"; All tracks, other than main line tracks including switching leads, sidings, holding tracks, etc-., are to be so located and 'f such length as to interfere as little as possible with the main highways entering Plint from the eas^ and northeast, and also so as to reduce to a minimum the number of tracks crossing the Grand Tn:nk lines at the interlocks any disagreement as to the in» terpretatioa of this clause by the parties hereto to be re= ferred to the Mchigan Public Utilities Commisson for de- termination. _ ^ (5) Through and Switching Trac ks: The Pere ISar- . quetts Railroad is to provide, within the limits of its own right-of-way, the ne^ qssary main and second tracks for its thrdugh operation, also passirig tracks, holding tracks and other yard facilities, at such points as may be necessary for rendering prompt, adequate and efficient service to the industries served by it.. . '.Ck JT, OI.fr p;‘ w ^ ' « ( 6 ^ Bain Line cF&s Bings:,, itris undors^d — (T 7 ^ ^ V fb' '..nothing in' this agreement shall' preyentr the GrandiTrunk i,. axrr other road that may" com© into this , district from^render- n -fij .4 ^ ., t*'” ^ r ' ’ti inc- service to that part of the Bast;^8ide Industiiai. District „ adjacent, or in close proximity to their lines,, the Pere wv ^ a a -", , Marquette Bailroad hereby agrees” to^perroit the Flint & Great Lakes (or any other road. operating a*- right-of-way a^acent / to the strip hereby deeded to Ihe^Pere Marquett©j^Bailroad) , r . tv ‘ ® - .V'.rfiri'- '*" .S’. ' to cross itsrlines^^t the^following points s "' fX' 1, “^Crossing Bt'’crago_ Juntion wi^in gie limts^of i*V"' uroBsing Bii urago uu«>a.viA wj-waxi* w. the right-of-way herein provided for the Pere Marqi^Qtte Crossing at the north end of the East Side In-; dus trial District ini' the vicinity of Western Eoadv '■ . "■ ‘ " And no other crossing of the main lino of the Pere ’Marquette ^ ■ tfi ' •■' Railroad shall h? made exo^t a^ huch point© mutually agreed ' ® -AP ^ upon by 'the interested roads or so ordered by the Michigan'" "n Public tut ill ties Comaiission. -. 4 'i'? , m - Eleotric Line Extension s It is understood, ^that the Flint ^reat’ LakeSj^Railroad is to have right to ex- t -'X ^ I? ^ iff’’.-, tend its tracks from about its int'ersectiom with the Pere ^ d>' sSffii ■" -Kjv'if,' Marquette’s right-of-way deeded herein, across Lippincott^ ^ X * Boulevard (Mill Road), in a westerly direction ^substantially ■* If. ^ oarallelto the present Detroit United Railways’a right-of- * . . iDi \ ' ,jiii '■'i 'J' way and thence northerly, in Western Road as it is to be wid- a . . eued, within the limits of ^e East Side Industrial District,^ "'J (7) Universa-ISwltching service ^All switching .V ■' ' 1 » , i;,-. ■ ^ . •f'l ''*v.'^' i'' '3 '" ^ mi'' swrlice to be perioS^d as a uk-yereal or through line ser- ■> ^ ' - "'V vice, requiring only “one bilUng for^the shiEver, the switch I" ? iag>os5)any handling i;^e,,shii.iiifflJt in all resp^eots^aa if it ^ -s were the main line carrier: and it is understood to be a r; ' r. vdlit*' j „ *V' '’’C']*-. . .tU '^^'^ fuiiation of tiiis service that the shippers are to have the ^ I® right vto i^ioate lie point of interotonse’end routing of their shipments to be followed by the {carrier lines. . ^ ... . ’ r - ^ ( 8 ) Reasonable Tariffs; Al l taidffs^^ put into ■“ ■ c . effect under this agreement, for srr^tching service within the ^ y, ■ pj District shall be uniform as , to givsn classes of eexvice-ana - based upon a reascaable total co8t«of*0erviae..plu3-^profita and ¥yii any question arising as to the reasonablenes? thereof sh^ll be submitted, to the" proper public^ .autho riti’ee ^fo r deter^^^ t7ion, it bcing^understood that these tariffs shall not be In excesSuOf av erage chargos for ^similar service in Lower^ Miohi-v gM’oitics of “from 30,000 to 180,000 Inhabitants, except , afte'r^due technical deteroinatlon.of!' the actu^ cost thereof. »v ( Q ) e 3 Ab 50 rb ed ; “'Local ;feez^nal switchi^^ A ' • ffl dS/sf;;- ' '1 . charges on interstat'? dellTer. ee and, receipt's are to be^b- sorbed-^by the carrier road» Ir the throu^ intra«clty Bwitohing* charge a to be borne oy industries served. (iol tT-bl tratlon^o 1 D tsputes : Alii^i disputed ioints^ ■ *1. -y/i"* , tv arising .in connection v/ith the performance bf this \inive real switching ^elrvice," including queetions o/st^ficiency of ser*- vice,!, alio cation of equipment and discrimination, ^if ouch arise, are to be determined by a coii5)etent local board o*' ■ ft . j., /<., arbitration to be agreed. upon by the parties in^interest,- or, V i ’' «o: ..it, '.Jf. t'TT min'« ■> - r,' ’ir' rw'^-' ■ '1 (Wtri mt nv;' r:; ;' .nex? in order I', by' -the PubiiCL^® itlp, CoBimi^s^pn ' ''■ ^p^'public euthorUi es.-'S®.^^-y'H^^ ^ " ::'| (Il5 1b na of lfoti’?-e*^Power; \otforw oLinotive power | ^ TTo th'er, feuipnent ehail' be used, in performing's these switch- 1. '• ’" '‘^ "’' I £ Jte'operBticca, that will ihterfere with the"»free interchange •* '■■’ -4 ® fr'ot traific with connect ir^ lines* ^ ■ -■ ^ ncnviv ■ Extension of'^jPacUitica :' ■ The Pere m.r\uette> Bnilrosd hereby agrees to extend itc tracks^ interchanges,' ,, ^'’''oonn<>ctio ns R industry epurs^and sexTices as may be reasonably , . reuuired ^y the industries o rereads desiring to eerre the same, *■•■: ,»*T& '^' ’^''' •“ '.-; -ja ® *' within the limits of its own rightrof-way ; all'^ such industry tracks to be built by and controlled by th^ industries them- 1 'I . 4 ^ _. selves insofar" as these traok connectioxi® lie outside of the luilr^d’e right-ol-»way. ^ ^ (13) Senaiato Aocountinff, ; . The'Pere likrquette Rail- , i'’ ". J' ■ ** pi .^■. Ul . . 'road hereby agrees to organize the- Flint Terminal Belt Line e 0y-\,*i (;• g' hereinbefore desc2*ibed| as a distinct opeiatSon and l-3^ til .'* . '■ j j. A ^ llffll jSOivic®, and to maintain a cojjaplete and^’independent set of f ."v* ■ ^ ^ '• financial' andv Operating records ^pertaining to its local swit^- ing operations as hereinbefore definiedV-^ to the end that^ ■Qie \ V r elements of service'* and total cost 'thereof' may kb e distinctly IH' 1 .- .'j., '■ M'f ’''''-Si ’ "" •? B ■ ■ " " r*^' cet forth and z’endered available tof'be City of Flint a,nd its * I'ji .-iy* '»i indue tr’ea in dclfcariainlng the reasohableziees of the Belt Line la'- WSS&'. ^ -fe- ' I In the I event that ri,‘ scr\lceo and charges therefor* .(14) Gomoletion of ".r -■ O'- f. n ' ;■ .,'1 the Per© 2f?.rauettc Railroad does or ie. requested to extend 'its, ^ B - ' tfi *»■ '«|f. !ff4 nc^. V tiacko or ewitcfixing "service, ^ 0 r bdth» ^nto^^ other industrial j m . . yj^a 5 • X-4 cpW 'tJfi ■'I, , «■ 'J' ■ .V d Settle tc’oi' Fliiit,. tbo Odiar^lSf'' tocxe'by ag to 'be^ ' .a- JF'- .1-.* ■> 'ijip come la party tf the Kct cue ion of connecting Belt Line ser .-■ V- '< .c , . ffi. K viCB^umn eucii texme and conditions as my„ he agreed upon oy -the ''interested roads ; and' to enter into contracts or other ^ r;. m TSStror^ktug ailTangementa ■with other roads for whicii it may now or ’ ' ' 'V" ® hereafter do S'Kltching servioe* for organizing or co-operating in. the coiBpletc development of a coruiecting’''belt" railroad (to , . ' ;r , ' ' ' , ' - ' ',v f • r‘’*> :he hnown^ss the Flint Belt Lins), tyjtthioinco-cpefetiTe ar- . sj til .'.V\ Ji Js^genisr.T, :,the tej^hal switching operations ^.v/ithin the City j of Flint may reduce to, necessary for efficient ■v';« opemtion, with ehiectjrf i^ending throughout all tiie induetriaj. districts, of Flint the ^saaie, character of univeroal - JB - «t ^ o' ■ . . ' ' ■ ■ .i '> Bernice, a a '“‘is herein provided within*’ the Last Side Industrial , Lietrict* The co-operative, agreement described in this j*-? paragraph cwiy in no. xfispeeft be considered as necessarily in- r"' . r > . • ' , I , ’ y' * 3^1 terferlng with th3 ownerehip continuity of the saain line . A.' ig :"'■■'' ' ■ '■■ t . trades and ri^ts-of-way of the several” railroads so co-operat , f ‘ .. . -ing. ■flr ^ E,. ,■ — ^ n/L’ 4 . " M-J ik -f . .Vi.-*?. (16) Great Lalces Joint Rights : It is agreed that ir *■ > ' . 'H’. Pige -ZZ4 K',«V ?‘::M Mi * ._ L exleting. Wecirlc Ii«ee o^,’the'I>etit)it United Eaiisay m i' air » ', jjnij'''..,,:.' .ft''" " ■ '% ■' w : i-i.;.',. In Saginaw et..or o'tber rlsht-of-way acquires for«that‘ pur--' .JSce; the, 'operation of he independent r^of any com-i ► . -— ^ ^ ' fi^j, - I '1 ^ 1 „. to ' '■^ P ^ nefesstion to’ the Pere liEarqnettc Railroad other than a reason- ifC^® p<(' .A ■'. ^ T^‘ able contrihuticn to the^consti’uction cost of the^Flint River '!(<' - y “ ' *■'' hereirwhove descrihed and maintenance thereof* Such;^ ■?,' „ ■'•■ ■ j* tv-K\ r„ J ''C,n fc*'”' 5 ,'^ii .JS- >-.' 5 ! .'^.'' Option la , to he arranged for'i'or.r' exercised prior tooths execu- tier "of this contrao'tf i.*'.. ^BI^ L o.- . a','- ', T^E5^'^ Comh.'^^nedtTjrldgia f Per© liarquette Railroad I'St,' ■is* hereby agree® build in conneotior vith ^1© line across ■ '''»'* i-r '' .■^. ■ the iia'turel dspreeBion^oi the Flint Ei '■er and Keayeley Creek, a ccKblrv^^d hridga^ vlth reasonable facilities thereon for the oocofitmcdalsion of ,^. ■ *" ■ o,' Steam main -'line and ©witching traffic ; ' '>•- -. ,, * rv IT' b, El eo trio lines/ ho th city and interurban, ^ of" the Flint it Crea^ lakes Railroad and th« m Petroit United Railway ^ if option is exeredsed ^T^'-theroty; 15'#;; 'JSP'X ^ ' 0-r Hi^way croeslng for V?liieleS|and pedeetri'ansj ife at a City facility, if and'when desired ald^ap » ''proved’ by th'> City autho rl t lee i ■* * ■- ^ > v H kad the apportr.lo'iment of cost for the entire f, ocreti’uctlon work between "th 5 several parties in interest to" m a €•■ ' iv V, ■ be 6 U 0 h tiiat'^the ©le&trio lines and oity^highwaysi shall 'beat? «■ ' - 'T T ’fSl _ . -' I* ^ ?j ' ■- • >21 tli 3 excress cost* and only the excess coat of the total combined * ", . rj,, *i ' ■'. T 9 -1 ^ .1 conBtnxction over ejid above the dost*of a etanderd steam rail t/# road bridge in the same . location and built under Borae^oon ■ ■•* t * ■ i. ^ ' S ditlda 9 .^,a 8 to tho contract price of materials and labor* ' is.’: ( 17 ) GtaslH j^akeo Lanc^ Co::-pencatlc';i The Per© l!ar» h ^ra . ;-‘5V;, i- rjn.' '* 7 -; : - iiia B saife a ‘y^i - K;.»S lli,.', ,lii f; qyctte Ifeilroad, ■*« coneidera'tion of ‘beirtg the duly accredited , agency for all nviitching and Belt ^liine service in the i2«ast Sia^ Iridustsi&l District, and adjacent distr1.ctc., as specified in this contract, and in view of the fact that the Iflint k Great Lakes Eailroad has already invested considerable suns in private rights-of-way and other areas for yard locations, in the East Side District and in Ibrth Elint, hereby agrees to purchase such lands and rights-of-way vest of Pere SCarqvette and north of Stewart Ave, so held by the Flint and Gre^t Lakes railroad, adjo.cent to or usable bv the Per® Marquette Railroad in its future development, at th.e actual cost thereof, in or- der that the Flint & Grear Lakes Eoilroad my be relic'ved of the investment already mde in good faith, 7 rhich is rendered valueless to it under the terxnc of this contract wherein the i' Pore Ihrquetta Railroad 3e given the right of perforuing in n full the terminal and switching operations conteJtrplated by /the Flint k Great- Lakes Railroad! the terms and conditions of / such purchase and transfer of lands and rights -of -way^ to be worked cut supplemental to this ecnti-act, and gccepted by the parties in interest in writirig, prior to its execution. (16) Ivifd t of Rccoiu-se . It io further expressly agreed that the stipulationo and undertakings provided for in thio contract, to be performed by the Pere Marquette Hail« road, are mde and entered into not only for Viie benefit of the City of Flint In the extension and development of trans- poration facil:.tieff within the City of Flint and forsuch dis- f. tanco outside the limits of said City ac may be required 'ly JUlil iiiiktlj- li 'lii fn >1 ’■ li' LV - industrial developnent, but ailtso for the, .'benefit of ail per- -'K • t'j fr. " Bone, firms and corporations, desiriisg to use the facilitiee r^.. . • * . ..-V ■ ■[{' f.*' ir, afforded hy the Pere Marqjictte Eailroad in the transportation ^ . o^^freight and passengers and the switching aiid-^transfcr of mm - ^ V - cart 'Upon tracks and lines of^the.Pere l^rqttettc Hailroad^as the oame^may from time to time ^ exist within the City of J'lint ‘t.-i * '* c^: >* rf f)- •'' e and for a distancejof ten (lO) miles outside the llmito there- .of, and that 'all ?euoh persons, and corporations shall ha'7e ' l.iT i-' ■ ’ *1 ' MV 1«T rights of action and leeai;reEJedics for_ theiTenforccment of any ,'C - 4 lt ,** * of the tcrmfi and conditions of this contract to the same ex- . tent as thou^ the contract had "been made directly between >■ .. c ■■ :’ ' Jt; o ■■ V " o ' '' * tl*! ■ ’ A*> said^Pere lfeirqucttei,Hailroad and such person, firm or corpora- ■>-' » V m \:j tiozi» ■' iMi-ii . -I ■ " V T V- a. d SECOiai. - SOTPLEMBSTAL liSCROV AGHEBJuBBI* is to be executed simul^ ^ « a taneously with the foregoing contract agreement, in which all deeds of transfer involved in this preceding shall be depos- '•^Ited in the M rik, as Trustee, ■* *;(f _ M 4: to be held in euerbw by the bank and -to be delivered to the nO «0 -S' several grantees therein named when the.Pere Iferquette Bail- s- •t* road shall have constructed and ready, for operation the neo- eesary road-bed, bridges, ‘^switches, interdlobks and railroad ■••' :> IF.: ^' equipment co, as to allow the continuous passage of stands, rd r/? , rolling stock over its line and shall have actually operated over the line a test train consisting ,or« a road engine and not lees than 30 loaded freight cars; provided that the time Cot oonqfletion^and operation of the Initial pbrtion of the ■' 'Hj fc Flint Belt Line fiorn JioQrew to Grand Blar.c, with the nec- -I . It,.. -■ .oonueatiohs, sidings and ■a,. iduetry Till, TTf ■’T^r^ryit T 'Ti' ■J1TT' t)e toT f than t770 (2) years froTz- «). ■ r,,. ' ,, ■ V- . ■ T ;j. ■ ■i a') 'feidfttc of contr^t:ln default of ^ioh condition the trustee ■» ,■ 'f' ,.^ . .. is: V ' - thereupon^' ret^ the. se-^eral da'ds of tranefer to the B fere ral grantors named in the .respective deeds,- and the said •■ ,, ■ - i. • ' o _ sc . deeds and contract hetv/een jr • D* Dort‘ et^al* (locai? devdopinent . company) and the Pore XSarquettc Eailrbadjjshall^thereupon he- ^ S*.' ?• JB, & • Z -v cojce null and void* ■ « DX1799 BARRETT BINDERY CO. chIcago