The Telegraph-courier. [volume] (Kenosha, Wis.) 1888-1946, 1913-08-28
GIVES OUT INTERESTING DATA
Commission Holds That Sould Interur
ban Cars Start Running into Kenosha
Again They Must Operate Under De-
mands of the City as to Stops.

The Wisconsin Railroad Commission
has handed down a formal decision in
regard to the operation of the interur-
ban cars on Milwaukee avenue and in
this decision the commission holds
that should the company at any time
resume the operation of interurban
cars on Milwaukee avenue, five stops
are to be made. These are to include,
North Limits, Division street, Broad
street, Lake avenue, Pike River bridge
and Market Square. Outgoing stops
demanded are the same with the exeep-
tion that the cars stop at Grand aven-
ue instead of at the bridge. In the
decision the commission rehearses all
of the litigation in regard to the OPP
Grafton Of the cars and the decision
covers many pages of typewriter mat
ter. In explanation of the decision
the commission says:
A hearing was held on September
26, 1912 at the city hall, Kenosha,
Wisconsin. John G. Slater appeared
for the petitioner, and Van Dyke,
Rosecrantz, Shaw & Van Dyke, by G..
NJ. Rosecrantz, for the respondents.
Since the, hearing the respondents
have been enjoined in an action in the
circuit court Of Kenosha county from
operating interurban cars within the
city Of Kenosha. But as the service
may be resumed in the future it may
be well to consider the facts and rem
der a conditional order rather than re-
sort to a further hearing if the service
should be resumed
The testimony shows that in March
1912, a franchise was granted by the
city Of Kenosha to the Kenosha Elec-
trio Railway Company permitting it to
lay certain additional tracks necessary
for the operation of the Milwaukee,
Light, Heat and Traction Company s
interurban cars within the city limits.
Prior to June Is, 1912, the terminal
of the interurban line was at the north
city limits. From Jnue 10, 1912 until
enjoined, the interurban cars have
been operated to Market Square. In
49,
terurban cars made no stops to receive
or discharge passengers between the
north city limits and Market Square.
Local cars operated by the Kenosha
Electric Railway Company are run
over the same route, on ten minute
Roadway, traversed by the interurban
cars. They were SO scheduled as to
Immediately precede north bound in
terurban ears, and to follow south
bound interurban cars. Passengers on
south bound interurban cars could
then, as they now do, transfer to the
local cars at the north city limits and
thus reach any point on the local line
without additional charge. North
bound passengers on the local cars
may transfer to the interurban cars
at the north city limits and ride as
far as the MoComber-Why Rope
Factory without additional charge.
The interurban company has an ar
rangement with the proprietor Of
confectionery shop at the north city
limits whereby the company heats and
lights the building and the proprietor
keeps it open for use as a waiting
room between the hours Of 7 a. m.
and ll:45 p. m.
1t was stated by several witnesses
that the schedule was not rigidly main
tanned. When a south bound interur-
ban car was not on time the local car,
which was supposed to follow it, did
not wait for it at the north city linn
its, but preceded it. In such cases
passengers transferring there were
obliged to wait about ten minutes for
the next local car. The north bound
local which preceded the interurban
car, was also said to be frequently SO
much in advance of the interurban
car as to confuse prospective passen-
gers. Passengers were said to miss
connections frequently with north
bound interurban cars at the north
city limits; and as consequence to
be obliged to wait there an hour for
the next interurban car. Instances
were cited of cars meeting on the sin
gle track and being obliged to back
up to switch. Witnesses testified
that many persons, especially strang-
ers, tried to stop the interurban cars
at various street intersections, and
were much inconvenienced by their