File:The Street railway journal (1903) (14574750259).jpg

Identifier: streetrailwayjo211903newy (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

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In bridge cars • ■ • 65.934 49,169 115.103 In elevated cars 8,716 10,125 18,841 Local passs (bridge only) ... 13.780 11.913 25,693 Totals . , . 163,282 144.OIS 307,297 Promenade 6,952 7.496 14,448 In vehicles (estimated) . . . 4,100 3,800 7,900 Grand totals • ■• 174.334 155.311 329,645 Of the 133,944 elevated railway passengers carried on thebridge railway tracks only about 13 per cent were carried in Total 97.717 Average for Sundays 500 Average for week days 3.190 The greater proportion of the weekday vehicle traffic crossesthe bridge toward Manhattan from 6 a. m. to 9 a. m., and to-ward Brooklyn from 4:30 p. m. to 6:30 p. m. The completion of the Williamsburg Bridge is promised inthe early part of 1904, but it is almost certain that it will besome months or a year later when the approaches and terminalarrangements in Manhattan will be completed. The municipalauthorities have not yet decided upon the plans for streetwidening and the opening of new avenues of approach, nor
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CROSS SECTION OF MANHATTAN BRIDGE through trains, and 87 per cent were compelled to transfer to orfrom bridge trains. Of the total passenger traffic on the bridge 45 7-10 per centwas carried in trolley cars, 48 2-10 per cent in bridge trains,and only 6 i-io per cent in elevated railway trains. During the morning and evening rush hours the heaviesttraffic for one hour was shown to be as follows: 7:30 A. M. TO 8:.30 A. M. In surface cars to Manhattan 15,251 Bridge railway to Manhattan 25,277 Promenade, to Manhattan 869 In vehicles (estimated) 48c Total for one hour 41,877 upon the plans for the necessary terminal arrangements forthe surface and elevated lines and the connection by elevatedor subway with the other bridges and tunnels. Public policywould seem to demand that no further time be lost in agreeingupon the plans and having them promptly executed. Anydelay in the completion of the necessary terminal arrangementswill amount practically to a delay in the completion of the mainspan

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