The Street railway journal (1901) (14756362604)

Identifier: streetrailwayjo181901newy (find matches)
Title: The Street railway journal
Year: 1884 (1880s)
Authors:
Subjects: Street-railroads Electric railroads Transportation
Publisher: New York : McGraw Pub. Co.
Contributing Library: Smithsonian Libraries
Digitizing Sponsor: Smithsonian Libraries



Text Appearing Before Image:
sit Company surface cars during theday, showing about 25 per cent of the maximum number ofcars taken ofif at midday, these being represented, as stated,largely by the cars crossing Brooklyn Bridge. The difificulty of operating surface cars over the Brook-lyn Bridge and the crowded driveways during the rushhours is the greatest problem in the operation of the entire large increase of vehicle traffic the present maximum op-eration is about 275 cars per hour, equivalent to a headwayof 13.1 seconds. In view of the many blockades encountered, both on thebridge and on the Fulton Street approach, the present num-ber of cars seems to be absolutely the maximum that canbe operated. During the rush hour, by actual count, thenumber of stops on the Fulton Street line between EastNew York and Park Row, Manhattan, a distance of about6.6 miles, averages over 100. GENERAT. TRAFFIC FEATURES An interesting feature shown in Table XX. is that therewere 7326 passengers to Manhattan liy bridge elevated cars
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GRAND CENTRAL STATION, FORTY-SECOND STREET, MANHATTAN system. Each track occupies about one-half of each drive-way crossing the bridge, terminating at the Manhattanend with a four-track loop. On the suspended structurethere must be an interval of 102 feet between the rear ofeach car and the front of the next, equivalent to an averagespacing between fronts of cars of 142 ft. The cars crowd-ing the approaches to the suspended structure during therush hours are practically solid blockades. The schedule time from Park Row, Manhattan, to SandsStreet, Brooklyn, is 7 minutes, equivalent to a speed of 9.4miles per hour. At 142-ft. distance between cars, this willbe equivalent to a headway of 10.3 seconds, which wouldallow 350 cars to pass per hour. There are numerous de-lays, however, caused by repairing and cleaning the bridgeplank pavements, by vehicle traffic, and by the numeroususual small car accidents. The maximum number of carsoperated per hour was formerly 315, equivalent to a liead-w