Second, the payment of an annual sum of $200 for each year during the first five years, and $400 annually thereafter, in lieu of a percentage of profits.
Third, that the company shall keep clean and in good repair from curb to curb that portion of the streets on which the road was constructed.
The ordinance further provided:
First, any failure to comply with any of its terms might, at the option of the city councils, be held to work the revocation of the privileges herein granted; and Second, that at any time after the end of twenty years, the city shall have the right by giving one year's notice, to purchase the road at a price to be fixed by five disinterested appraisers, to be appointed by the president judge of the Quarter Sessions Court of Allegheny county.
This term has elapsed.
In considering the transit needs of the future, the first question to ask is, perhaps, does Pittsburgh really need more rapid transit? For the immediate present, if the railway company were to bring the surface system up to modern standards as suggested, it would seem as though the existing lines might be satisfactory for some time to come. A number of other large American cities are getting along without fast service, such as St. Louis, Baltimore, Cleveland, Buffalo, San Francisco, etc. A radial city, with all its disadvantages, does allow a short journey home, compared with a badly developed longitudinal city, like New York. And a considerable length of time can be spent daily in travelling without harm, if conditions are agreeable, as on many suburban lines.
At the same time, the growth of Pittsburgh needs to be directed according to the best public requirements, and not left to the traction company and real estate owners to work out as they see fit. Some of the broad questions that need to be considered will be discussed later,—such as the relative location of houses to business and manufacturing; the extent to which walking should be provided for; the directions in which Pittsburgh should grow. Of the more specifically transit questions, the chief ones to settle are the routes of rapid transit lines; the type of construction; and the best way to get lines built and operated.
The suggestion has been made in two quarters that a highly desirable change in the business district would be effected if the streets could be built up to a higher level, leaving the present streets either for pipes and wires, or for heavy and slow moving traffic. Such an improvement would be of great benefit in case of the highest floods; but from a rapid transit standpoint, it would give little, if any, relief, because cars and vehicles would still be on the same level. If two traffic levels were maintained, there might have to be numerous inclines, which would be awkward with such narrow streets. Still, Pittsburgh may some time have to consider the problem of cross traffic at street junctions, and how best to abolish grade crossings of vehicles. Chicago is trying freight tunnels; New York is considering them; London has planned bridges at congested points, the cost of a single one of which has been figured as high as $3,500,000. Pittsburgh is fortunate in having so many railroad lines along the water fronts, which must reduce the trucking through the streets.
The writer has previously advocated the running of more surface cars in the business district. Not that more cars are desirable on the streets; they are simply a necessity, until at least a rapid transit line can be built, or double-deck cars be brought into use, with their great reduction in number. The ultimately desirable thing is to remove all cars from city streets which have become too congested for safety or speed. The best example of such removal is of course in Boston, with Tremont and Boylston streets. London not long since opened a subway for surface cars under Kingsway, the new avenue across the city from north to south, with no tracks on the street above.
While as yet Pittsburgh hardly needs for rapid transit purposes the removal of all surface cars downtown, still it would obviously be a great advantage in reducing accidents and giving vehicles more room. To thus relieve the streets has been one of the stated aims of the Pittsburgh Subway Company.