The plans of this company appear to provide for a subway system for surface cars, consisting of a downtown terminal loop a mile in circumference, under Oliver avenue, Liberty street, Ferry street, Third avenue, and Grant street; a main tunnel to the east, passing in a straight line under Herron Hill to Junction Hollow; and two branch tunnels extending south from the main line to Brady street and Boquet street. The company has charters for several surface lines in the East End, to feed the subway and its branches. The main subway, sooner or later, would be continued east under Center avenue and Frankstown avenue to a portal at Fifth avenue. A branch tunnel is also provided from the downtown loop, north under the Allegheny River to the Allegheny Station of the Pennsylvania lines. The subway would be built by private capital; it would pay the city a percentage of its gross receipts, and be open to the cars of other companies on reasonable terms. There would be four stations in the business district, but none beyond, except one at East Liberty. The westbound cars would thus make no stops after leaving the surface, till they arrived downtown; and the longest run of five miles would be covered in ten minutes, at an average speed of thirty miles an hour. The object of the Pittsburgh Subway Company is obviously to force the Pittsburgh Railways Company to use the tunnels, under the fear of seeing a rival surface system grow up, with faster service, and superior downtown facilities. Another aim is to divert traffic from the Pennsylvania Railroad, which does a large suburban business along its main line. The whole scheme as outlined is very attractive in many ways, and deserves careful consideration.
Perhaps the best way to test the value of the subway scheme is to take up every possible objection to it. One prominent feature of the project is the treatment of the business district as a thing which cannot be extended because of the hills to the east. So the cars would run from the downtown loop to East Liberty without a stop. There has been much discussion in Pittsburgh of spreading out the congested business district; and the fact that business has reached the court house, would suggest that the "Hump" is not the insurmountable bar to growth that it has been supposed. It has been suggested that heavy property owners and large stores are likely to oppose strongly any improvement which would lessen their growing returns. On the other hand, it is conceivable that equally powerful interests may throw their influence in an opposite direction and a rapid transit line would afford exceptional opportunities for real estate investment and branch stores. Fifth avenue or Penn avenue, or both, would seem to be the proper places for such lines to the east. While a business zone along these streets would be narrow because of the hills, the speed of cars would make up for greater distances; and many people might live on the hills between these streets and walk to their work in this zone. A subway along a street might cost somewhat more than a tunnel; but Pittsburgh can afford to have the thing well done.
PROPOSED SUBWAY.
Another feature of the subway system which seems to need consideration is the proposal to run surface cars in it. Obviously, if all the Pittsburgh Railway cars could be put underground in the business district, it would be a great advantage, as far as the street surface is concerned. But of course this would not make it any easier to get on the cars, because the loading would be restricted to four stations, instead of being at every street corner. Again, there would be about sixty car routes to be provided for, and 490 cars an hour, without allowing for any increase of cars to furnish more seats. The routes and cars would have to be divided between two tracks, so that half the cars and routes would be on each track, viz., thirty routes and 245 cars an hour. This traffic would obviously fill the subway at the outset, without any room for growth, unless double-deck cars were used. Again, it is against the new lesson of rapid transit, learned at great cost in New York and Berlin, that a rapid transit line should have no junctions and but one destination each way.
The speed proposed for the cars from the East End is very high; for the running time of ten minutes from Kelley street to downtown would require an average speed of thirty miles an hour, including the stop at East Liberty and slowdowns for two junctions. To run at such a speed would require block signals and automatic safety stops, and would limit the number of cars to about sixty an hour. To use the subway to its full capacity, either trains must be run, or else the surface cars must be limited to the low speeds found in the Mt. Washington tunnel and the Boston subway.
In a paper before the Engineers' Society of Western Pennsylvania, the engineer of the subway company spoke of running trains and not surface cars in the subway, suggesting that in time all the steam railroad passengers from the east should be transferred to the subway at East Liberty; all the passengers from the west alighting in Allegheny and at McKees Rocks, taking a subway built from the business district through Allegheny and under the Ohio River at McKees Rocks. The loop in the business district would have two tracks, with all trains running in the same direction around the circle. This development of the subway, however, evidently belongs to the future, and the running of surface cars would appear more within the bounds of possibility.
One of the most serious questions about the subway proposition is whether it would pay. The promoters answer that they are willing to take all the risk. But if Pittsburgh really needs rapid transit, can the city afford to have it depend on any $10,000,000 or $15,000,000 experiment, and wait several years to know the results? A subway, to clear expenses, has been found to require from fifteen to twenty per cent annual income on the cost. The cost of subways in this country has ranged from $1,500,000 to $3,500,000 a mile. The New York subway cost about $3,000,000 a mile equipped. To make a subway pay as far as East Liberty, would require a minimum traffic in the heaviest rush hour one way of ten thousand passengers. It might take twice or three times this number, according to the cost and the volume of slack hour traffic.
It seems a very grave question if a radiating city like Pittsburgh can support such a subway as proposed, to say nothing of a system serving adequately all parts of the city. Subways have usually turned out to be very poor investments, as many companies have learned to their cost, in London, Liverpool, Glasgow, Berlin. The New York subway pays only for about half its length, a considerable part of the dividends coming out of the surplus obtained from the elevated roads. Boston can afford subways, because they are mere short links in an extensive system.