Chicago eagle., 1909-05-01
avil. and without red tape and cor

cavil. ana without red tape and COR
fusion.
The situation cannot be brought
about until It becomes a matter OF In.
difference to the carrier whether a
passenger takes the surface, elevated or
subway cars, or all combined In go
Ing to or coming from his place Of
business or employment. lie will be-
come Indifferent to these distinctions
as soon as he knows his company Is
getting the nickel or whatever the fare
may be.
Many Of the differences both as to
service and fares will disappear when
all Of the through routes provided by
the ordinances OF Feb. II, 1907, are
actually established; and II subways
are built under the provisions OF these
ordinances, universal transfers will be
given In the heart OF the city. Never
theless, under unified ownership and
operation I am confident that n great
many traction problems, with which we
would even then have to contend, would
automatically disappear. The econ.
onies effected by !, Joint operation
certainly will make up for any actual
and fancled losses which now hamper
an improved service. 1t Is not neces.
sary to take up your time In pointing
out where and how these economies
could be effected. They are obvious to
practical men. Without going into de-
tails. l think I am safe IN saying that
the first reform which ought to be ac-
cOmpllsllcd. and which would be nc.
cOmplIshed under unified opera ton, Ii
To give every person residing within
the city limits the privilege Of riding
to the heart OF the city for a nickel ;
aud by downtown, ! do not mean that
territory comprised within the loop.
but that part of the city In which gen.
eral business In transacted by Il con.
siderable portion Of our population.
For instance. every person starting
from u point on the North Side to the
Republican National Convention. held
ut the Coliseum last June. was com.
PEELED to pay two fares II he patron.
lied the surface or elevated cars.
Under a proper system Of car routing
ana unified operation. this service could
he rendered and would be rendered for
! cents.
1t II a principle IN mathematics
that straight line II the shortest
distance between two points. The peO-
pie want the shortest and most direct
routes, they do not wish to he obliged
to transfer and they object to curves
ana unnecessary crossings. They de.
mand rapid transit on straight track
Why should not the State street line
which traverses the heart OF the city
run direct through from 73d street on
the south to Division street on the
north. and then split for further ser
vice north on Clark street and Evans.
ton avenue?
Clark street and other important
trunk lines should run from 10th street
on the south across the Chicago river
Some of the cars take Wells street
route ana others take the Lincoln and
Clybourn avenue route. IIalsted street
cars should run from 10Th street on
the south To Graceland avenue on the
north: Ashland avenue from list
street on the south to Roscoe boulevard
on the north and Ke'lzie avenue from
ti3d street on the south to Chicago ave-
nue. on the north.
These are main arteries Of travel
which are capable OF phenomenal de-
velopment. Under unified operation
all cars entering the downtown dis.
trict from the West Side could he
lOOped without difficulty. hut these
loops should not extend east of Dear
horn street, thereby interfering with
the heavy north and south traffic.
Having established the principle that
straight line operation through the con.
gested parts OF the city Is desirable
and necessary In unified system, we
next have to consider the function OF
elevated roads and prospective sub
ways. The elevated railway situation
In this city is badly tangled. and one
OF the worst features Of the tangle Ia
that It is tied up with problems hav-
Ing to do with cOngestion In the very
heart OF the city. For months the City
Engineer has been trying to work out
. system Of through routing on the
IL" lines, and report recently Aled
with the local Transportation Commit
tee OF the City Council recommends :