Newark evening star and Newark advertiser. [volume] (Newark, N.J.) 1909-1916, 1914-12-03

was that he placing of the tracks as
desired by the Company was not at
| all necessary.
| The second was that it would make
the spot the most dangerous in New
! ark. There were from 10000 to $4,000
persons visiting Centre Market on GER
tain days, and after the completion
of the new market there would be
considerably more, and the danger to
traffic would consequently be in
creased.
The third was that Military Park
is now one of the greatest blessings
that Newark has, and in years TO
come its usefulness as a playground
and breathing spot would be greatly
enhanced For this reason it should
not be fenced in or surrounded by
trolley tracks.
William Buermann, representing
the Clinton Hill Improvement Asso-
citation, declared that he granting of
the franchise would be premature.
The people should know what they
We're going to get out of the rerouting
plan before anything was done.
The looping" OF the park is the
plan which was before the board in
two franchises. Under the plan the
tracks along Park place would be
extended south to Broad street, just
now in operation on Park place and
Centre street
A single loop would be carried
around the southern apex of the park
connecting the Broad street line with
the proposed line on Park place. An
other loop would be built to connect
the Broad street tracks with the
tracks on the northern section of
Park place by laying single track
through the short diagonal block on
Rector street.
While the Public Service has not
as yet submitted a detailed scheme Of
rerouting its cars by the use of the
proposed new tracks. the plan is to
bring certain north bound cars from
Broad street through Park place and
send them on the return trip south
on Broad street by means of the Rec
tor street curve. Southbound cars on
Broad street would he brought into
Park place and sent back northward
on Broad street by means of the loop
just south of the park.
1t is claimed by many that the
granting of the franchises would
create a death trap. On this ground
Commissioner Charles p. Gillen OPP
posed the movement and is doing all
In his power to assist those who are
opposed to the scheme.
Experts Reasons Against Loop.
The City Plan Commission has sent
a communication to the Board of
Works and Mayor Jacob Haussling
giving its reasons why the looping
should not be allowed. E. p. Good
rich, expert advisor Of the commits
sion, gives the following reasons
against the granting of the franchise:
''First-There is a considerable
amount of vehicular traffic for which
provision must be made and the
street is not now sufficiently wide for
both vehicles and trolley cars In
the second place, traffic counts have
shown that there Is an extremely
large amount of pedestrian travel at
Broad street and the canal There is
ample evidence that this traffic will
continue TO increase, consequently ad
ditional trolley operations at this
point will be hazardous. Further
more, objection is made to the devo-
ton of all good streets in the down.
town district to trolley transporta-
ton facilities; in other words the
Park place loop was not originally
recommended by the City Plan Com
mission because of the fact that
fundamentally it is not good city
planning.
1.-THE following traffic data was
taken on Park place, between East
Park street and Centre street, on
April 90, 1912. The statistics are
probably slightly less than those
which would be obtained from a
count at the present time. although
they afford the best example of pres
ent conditions upon the street in
question: s a. m. TO p. m, 1,40O
vehicles, both directions; a. m. to
p. m, 6,123 pedestrians in both di-
reetions-5.12S pedestrians on east
side, 995 pedestrians on west side; 8
to $3.50 a. M, AZ vehicles, both direc-
lions; $50 to 9 p. m, 81 vehicles, both
directions; 5 to $50 p. M, SO vehicles,
both directions; $50 to p. m, rs
vehicles, both directions.
Careful measurements taken of all
kinds of vehicles using Park place
shows that the average width Of all
vehicles is slightly over seventy
inches, or, approximately, six feet.
The minimum widths observed were
go inches and the maximum width LOG
inches. 1t is therefore quite evident
that for each line of vehicular travel
strip of seven and one-half feet
width should be provided. This gives
nine inches clearance for each hub.
Clearance width varied under differ
ent conditions, because of the fact
that certain types of traffic travel at
a higher rate of speed than others.
On Park place the travel is divided
as follows: Automobiles, forty-siX
per cent; automobile trucks, five per
cent: iron-tire wagons and trucks,
+hirtv-eipht per cent: carriages ETC.