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Evening public ledger. [volume] (Philadelphia [Pa.]) 1914-1942, October 29, 1914, Night Extra, Image 2

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Persistent link: https://chroniclingamerica.loc.gov/lccn/sn83045211/1914-10-29/ed-1/seq-2/

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Interesting Comparison
Boston, with a population of 710,000,
ha 20 miles of subway and elevated
North Philadelphia has a population,
of 717,000 people, but, despite tho fact
that Its testdents In number are
greater than tho entire population of
Boston, It Is forced to be content with
congested surface transportation,
The battle has just begun.
North Philadelphia, ns well os every
Bectlon of our great city, must have
real rapid transit.
-t r y& !.' w nfowgiiT 1tWp" ""
n i
i. fl
Northern Section's 717,
000, a Population
Greater Than Bostons,
Demands Prompt Work
on Rapid Transit Pro
gram. Abolition of the Exchange
Ticket System Will Cut
$572,000 From Passengers'
Annual Expenses.
Good Traction Service, Which
Has Given West Philadelphia
Values So Great an Increase,
Promises Millions to Property
Holders in North.
Transit Program in Brief
Tho transit program provides for the
operation of all high-speed lines In
conjunction with the surface system,
which will serve aa the ugont for the
gathering and distributing of passen
gers using the high-speed lines with
out extra char
Thus the ad apes of rapid tran
sit will be extended as equally as
practicable to every front door In
Passengers will be enabled to travel
In a forward direction between, every
Important section of the city and
every other lmportnnt section of tho
city quickly, conveniently and com
fortably by way of the combined sur
face and high-speed lines, regardless
of the number of transfers required
In so doing, for one 3-cent fare.
Elpht-cent exchange tickets are to
be abolished.
The North Broad street line will save
passengers $689,000 a year In time. (4,589,.
816 hours at 15 cents per hour.)
Abolition of exchanne tickets will save
passengers tributary to the North Broad
street line $572,000 a year.
Property owners of North Philadelphia
and the northern suburbs within the city
will make many millions.
More than TIT.TuO persons who live in
the nothern section of Philadelphia aro
vitally Interested in the program for rapid
transit. Boston has a population of about
710,000. Doston has about 20 miles of sub
way and elevated railway lines.
The northern taction of Philadelphia,
for the purpose of this article, may bo
described as that section of tho city
bounded on tho east by B street, on th
south by Callowhtll street and on the nest
by the Schuylkill Itiver, and extending
northward to tho county line
.This northern area Includes many pros-
flrfj- ,1, nwaww
P&ESEfir TME --ZzffJWrES
TTrtEBT RECOifiErCEo npc
Tf?AtistT un&z2nmurEZi
The diagrams show the time consumed in the journey by the present
trolley system, 42 minutes, and the saving under the rapid transit program,
20J4 minutes.
perous sections Germantown, Chestnut
Hill, Nlcetown. Fein Bock. Olney, Fox
Chase. Oak Lane, Logan, Tioga, Falls of
Schuylkill. Manayunk. Roxborough, and
that densely settled section surrounding
and north of Olrard College.
Throughout this entire district of the
city the demand for rapid transit and free
transfers Is Insistent and will not down.
The members of the business mm a as
sociations In northern Philadelphia par
tlclpatcd with those of other sections
most actively in obtaining tho enactment
of the enabling legislation at Harrlsburg
which has placed Philadelphia In a posi
tion to proceed with transit development.
At Harrlsburg last year the logon im
provement Association took a leading and
active part.
At all of tho meetings of the business
men's and civic- associations tho transit
question Is the main question at Issue,
When Director Taylor gets ready to
make his next move the various asso.
clations of the northern section of the
,ity. which have accomplished bo much
in the past, will be found working with
h,m shoulder to shoulder for the Improve
ment of the northern section of the city.
TUelr united effort will be irresistible.
On an average 6W.C00 passngtriB travel
out of, into and within the northern
tlon every day on the street car
It Is Interesting to note where these
people travel to and from daily, as s.
ecrtalned. oy me, iramv oumjr. j
Between this section of PMbuJelplila,
and the central business district 381.W4
travl dally.
Between the northern section a4 Swath
Philadelphia SI, travel daily.
Between the northern section and West
Philadelphia UW truvi-1 dall
Between the n rtrurrn bittwo and the
r-irthe-ist ri.tmn 5 ') n.url dilv
Within th' nvrthrn teitK'n T&,i trive
C y
nverone of the residents uf this north
cm section Is personally Interested in de
manding the prompt ratification of thi
"Transit Progium," and tho prompt con
struction of the Broad street subway,
which is designed to extend from Its
connection with the delivery loop at oi
near Arch street northward to Plki
street, there dividing Into two branches,
of which at least one will bo elevated,
ono continuing In a northerly direction
to Olney avenue: the other extending
northeastwardly along McFerran, Luzerne
and 9th streets, and tho Northeast
Boulevard, to tho old 2d street pike.
Out of tho 717,700 population of this
northern section, and those having busi
ness in tho northern section, 013,000 pas
sengers travel dally on the cars.
It is important that every resident of
this section, and every one employed
there, should know the personal advan
tages which should result to him or her
by the adoption of tho "transit program "
First. Tho discriminatory eight-cent ex
change ticket is to bo wiped out, as ar
ranged between Director Taylor and of
ficials of tho Philadelphia Itnpid Transit
Company under the terms of tho "tianslt
Second. AH residents of thl3 section
who livo beyond easy walking dlstauco of
tho Broad street line will bo enabled to
take surface cars to or from tho nearest
station of tho Broad street line and
branches on free transfor.
On boarding the high-speed line they
will lw carried for the same rte-cent fan
to any point on that line or to any point
in the cit, In a forward dirertlon on the
present or future high-speed system, If
not directly, then by free transfer.
t'pon lea ng the high-speed system. If
necessary, they will be enabled to take,
a surfaco car lino from tho station at
which they leave to their destination on
another free trnnsfer, making tho ontiro
journoy for one five-cent fare. Similar
reverse movements and facilities are
made available to tho thousands employed
In tho northern district but who do not
live thire.
This means a ride from Germantown
or Chestnut Hill to Darby or any point
Tina saved -zoirtrftrES.
on the Woodland avenue elevated line for
five cents.
From Fos Chaso or Chestnut Hill to
nny point on tho South Broa4 street lino
or any point in South Philadelphia for
Ave cents.
From Qermantown, cjwatnut Hill, Oalt
Lane or any point In the northern dls.
triet to any point In the northwest eec
tlun for live cents.
From any of the Above points to Prank
ford or to Weft Philadelphia, for five
cents, uaing the privilege of g surface
ear ride on fra transfer from tho rapid
transit station upon leaving the high
speed line. If nec4ry.
Evary car rider should understand the
importanc of thia provision end what it
moans to him in cheap awl rapid trans
portation. The operation of the Oread street sub.
way line will furnish comfortable accom
modation for those who travel to end
from the northern dlstrtet at present In
greatly overcrowded aurf&ce cam This
Otw wW also ave time to City Hall from
North Philadelphia, and outlying sections
as follows:
From Roxborossb to city Hall, 30
Prow Oiney to City Hall, m minutes
From tb and Allegheny syanua to
Cy Hall, njinu.
From Oerraantown to City IfaJI, JS54
The praid rt subway gnjj delivery
loop. wWcb will con North Philadl
phiaaa with every point in the bualneas
dJetrUt 4 with South Philadelphia, will
alo coasaet tbew up by free transfer
with the oiher hlgh-spMd lines, as welt
us surface lines.
The rapid transit system as designed
will c mnect all the Important railway
terminals Inclu'iinjf Nurtb Philadelphia
Mutlun, the Reading Terminal, Broad,
street station. West Philadelphia station,
iff rrrr) JY
fit W ". I j
I v - 7-r.y.. i m i I r mmwmvlyWBmWmm.Mmi,
V - -"""ST- -j. y .
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. " j
, , , ,i .,y
The workers waiting to board the already packed cars are bound for points in
of cars in the lower picture shows one of the causes
i Camden and the Baltimore and Ohio
! station for interchange of travel be
tween them, and people will bo enabled
i to travel from any one of these Impor
tant railroad stations to their destina
tion In practically any part of tho city
for ono five-cent fare by the hlgh-sppff
1 .system and free transfers on surface
The North Broad street lino will servo
the northern district, which Is divided
into three sections. Tho first Is the dis
trict between Callowhlll street and Alle
gheny avenue. The cecond Is the aren
nerved by the western branch of tho
line, comprising Germantown and Chest
nut Hill, Nlcetown and North Philadel
phia proper. Tho third Is the district
served by the northeastern branch of the
line, comprising Fox Chase, Oak I.ane.
Oln.-y and other settlements lying west
of Broad street.
At the present time In tho district be
tween Callowhlll btreet and Allegheny
avenue, the tradlc count shows that the
time saving per individual is not large,
but the large number of people served
will make the aggregate time .saving very
In the other dlfitrlcts, lying further
north, the number served Is much smaller,
but the time saving to each is much
Furthermore, the traffic survey shows
that many of the passengers In the dis
trict between Callowhlll street and Alle
gheny avenue ride to points outside tho
delivery district, and to such passengers
tho high-speed facilities which will be
afforded will be of Increased benefit.
Furthermore, the surface car f-peed In
tho district between Callowhlll street and
Allegheny avenuo Is. blower, owing tu
tho curs being more crowded and the
street congestion being more severe than
In the portion of the district farther out,
and In this section also the cars are
more crowded thnn In the outlying dis
tricts, so that tho now high-speed facili
ties will furnish a greatly needed relief
and permit traveling to be done with
much greater comfort than on the exist
ing street cars.
The operation of the Broad street line
will remove fiufflclent travel from the ox
Istlng surface lines to make traveling on
the surface lines more comfortable for
the local or ihort distance riders.
The J3l,C persons who travel daily
between the northern section nnd tha
central business district vigorously de
mand the construction of this Broad
street line at once, which will cut down
the time required to travel from the
northern termini of the line to City Hall
from ii minutes to 22 minutes, a saving
of Jl minutes, each way, or II minutes a
The CJ.OOO persons wh travel dally be
tween the northern section end Isuuth
Philadelphia will save Kill more time by
beln? enabled to travel southward on the
Broad street subway as far us league
Island without transfer, or, on the other
hand, they will be enabled to savu both
time and money in ravelins southward
from the delivery loop by free transfers
on the surface lines.
Of the W.COQ who travel dally between
the northern section and West PWIadel.
phla, thoa making the entire trip will
not only save 21 minutes ech way, but
will also b carriea to any point on the
Market street subway-elevated line by a,
frre transfer and without the payment of
an additional fare
Tho H.OlO person vhu trawl dally be
tween the northern tuition and the north
eastern section wl 1 dp enabled to use
the Brond street subway nnd surface
transfers on nn east and west street for
one 5-cent faie, thus saving both tlmo
and money.
The I29.KO who travel dally within the
northern district will bo largely telleved
of tho present congestion on the sur
face cars and travel will bo made more
comfortable for them.
Tho Broad street line and delivery loop
serving this northern section will cost
only about JCI.OW.OOO. It Is undoubtedly
a wlso Investment for th city to make,
as this v. Ill Involve nn nnnunl Interest and
sinking fund charge of only Cu per cent,
on that amount, or $2,310,OCO per year,
utider the existing laws of the State.
Vnder the pending Constitutional
amendment, If ratified by the people next
yenr. this nnuual llxed charge will he
reduced from 6.5 per cent, to 5 ppr cent,
by a reduction In tho annual sinking fund
charge from 2'i per cent, to 1 per cent.
This would make the annual llxed chargo
on tho Investment In the North Brnod
street Una nnd delivery loop only Jl.75n.000
a yer.
If tho city wore to make tho Investment
now, under existing legislation, an annual
charge of 2.3I0,0M would pay not only tha
interest, but also would pay off In 30 years
tho whole debt Incurred for building tho
lino, and the city would then own the
North Broad street subway and delivery
loop free of nil debt without any further
annual fixed charge, us a great municipal
Income-producing asset.
This annual Axed charge of 12.310.00).
or Jl.7CO,0OQ. os the case may be. will
be offoet by the net Incomo resulting
1 from the operation of tho Broad street
1 line and delivery loop over and above tho
treasonable pnjments allowed tho opera
I tor, and tho estimates show that tha
annual deficiency In the early years oi
operation will bo compnrat!ly sllSht
and that the line will toon pay tho total
annual interest and sinking fund re
quirements out of Its net earnings.
Moreover, under tho personal property
Us aot, the city has a practical sub.
sidy guaranteed by tha State In aid of
transit developments to orfsot any such
The following are. curtain Items, n ad
dition to the net Incomo of the Broad
street line, that may be used to offset
tho annual fixed charge of J2.34O.OO0, or
JtfaO.WU as the case may be:
First. Annual saving to the residents
of tho northern sectlun of the city to.
suiting trom the elimination of exchange
tickets. J37J,00O, In addition to the sav
ing of exchange ticket charges In South
Philadelphia, which will be pointed out
In n later issue.
Two. Annual living In time to pas
een?ers tributary o the Broad street sub
way, more than tea.Ofl) hours a jear,
qr at 15 cents an hour, J9,QW, in addi
tion to the saving of time to South Phil
oriainhin. which will be pointed out In
a later issue. '
Threo. Increase In revenue to tha city
resulting from the Increase In taxable
value In the northern and southern die'
The new era which dawned for West
Philadelphia with the establishment of
its real rapid transit system was men
tioned In Tuesday's article on rapid tran
sit, and It will bo emphasised frequently
On Saturday the Evening Ledger will
explain the transit situation In South
North Philadelphia. The procession
of delay.
while tho battle for tho high-speed sys
tem and freo transfers proceeds.
For tho period from 1900 to 1912 tho in
crcaso In taxable values in nil of West
Philadelphia was $.$0,172,715, or 50.9 per
cent., whllo the Increase of taxable
value? In other residential districts of
tho city, excluding West Philadelphia,
was only 13.3 per cent.
In the IGth Ward, which adjoins Mnr
ket street on tho south, extending from
45th street to city line, and which is
directly served by the Market street "L,"
tho valuation of unimproved real estate
In 1900 was JtmJ.OOO, although It was only
assessed nt SO per cent, of that amount.
In 1905 the assessed valuation of tho
same property in that ward was In
creased to J1.8S7.000 (basis 100 per cent.).
In 1912 It still further increased to
f-l.3Gl.00O. or a total Increaso In 12 years
of COO per cent.
It Is particularly Interesting to the
holders of the vast tracts of real estate
tributary to tho branches of tho Broad
street subway, which are undeveloped
and which will remain largely unim
proved so long as they continue to be
unavailable for residential purpose's by
teason of tho lack of capacity of the
oxi&tlng lines to carry any more people
to and from mich districts, nnd the great
kneth of tlmo necessary to reach such
property by street car transportation from
tho business district.
West Philadelphia is profiting largely
and dlspropoitlonatcly to tho other sec
tions of the city from the advantages
afforded by rapid transit. It ii becom
ing a city In Itself.
Large and prosperous shopping districts
have sprung up at 52d and Market streets
andT00th and Market streets, with thea
tres, bnnks, stores and other Industries.
The present rapid trnnbit line running
to West Philadelphia has In the last 10
jears diverted to and concentrated thq
city's growth largely In West Philadel
phia. This section Is now well built up, and
tho residents of other tactions of the
city are aware of the aduntages which
they should share with their West Phlla
delphla neighbors.
An exlmustlvB investigation of the effect
of the construction of rapid transit lines
on the value of real estate served was
conducted by tho City Club of Now York
In 1908. and Its report thereon .was filed
with the Board ot Estimate nnd Appor
tionment and with tho Public Service
Commission, New York city.
It discloses the following facts, which
will be of vital Interest to real estate own.
ers in Philadelphia.
Tho method pursued In arriving at the
values was as follows:
Assessment values, as given by the De.
pattment of Taxes and Assessments,
were taken for the year of 1900 on vacant
lots on n basis of CO per cent, of full value
for the district from 79th street to Spu
ten puyvil; 66 per cent, between Central
Park and the Harlem River, and per
cent. In the Bronx.
These were compared with th assess
ment valuos of W7 on a SO per cent, basis
for all of these districts, and In each casa
the full value was obtained by raising the
assessment figures to 100 per cent.
In the districts which were largely built
up all vacant lots were listed. Where
there were few buildings, as In the ex
treme northern portion of Manhattan, a
sutilclent number of such lots were taken
to show the general land values, and from
these was figured the total alue for the
district To ascertain the proportion of
increase in land value attributable to the
bul'dlng of the subway, It was necessary
to deduct from tho total rise what might
be termed a normal rise, or tho Increase
that would havo taken place through tha
tiatural growth of the city without tho
added stimulus of a now transit line.
The only basis of nrrlvlng at a Judg
ment of what such a normnl rlso probably
was Is to ascertain tho rlso for a period
of equal length under normal conditions.
Accordingly, tho Increaso In valuo of
lie same land during the preceding years
from 1803 to 1900 was determined.
It was found that values roso during
thli period of seven years on nn averago
of nbout 50 per cent. In tho district on
the west side below 133th street and on an
average of about 43 per cent, from this
point north to the Spuyten Duyvll.
These percentages, then, may be taken
In these districts aa the best basis ascer
tainable for a Judgment as to tho normal
Ise for a period of this length, and If
subtracted from tho rise which took placo
along the subway In 1900 to 1907 should
Indicate the effect of tho subway on land
values during tho latter period.
By applying this method It was discov
ered that the land from 79th up to 110th
street and between Central Park and tho
North River had Increased on an averago
about 45 per cent., which Is nbottt the
expected normal ripe. In the district along
tho Lennox avenuo lino, south of the
Harlem River, the average Increase was
about 43 per cent., which would Indicate
that the land did not Increase In value
duo to tho building of the subway. Tho
explanation of this unexpected condition
Is, no doubt, that nn elevated rond already
existed to glvo fair service to these dis
tricts, so that the additional facilities had
little effect on land value, except In the
immediate vicinity of subway stations.
Tho rise In land value along tho Broad
way branch from 110th to 129th street was
much more noticeable, averaging about
70 per cent., but the locating of Columbia
University at this point nffected values
to tho extent that makes It qulto Impos
sible to arrive nt any reliable conclusions
as to the proportion of rise which should
bo attributed to the subway.
The situation from 133th street north
ward, however. Is entirely different. Be
tween Iffith street, 155th street. Convent
avenuo and tho North River tho lnnd
Ircreased In valuo between 1900 and 1907
about J17.82o.000. Although the elevated
read paralleled this district, yet, owing
to tho topography, the road was of llttlo
service, so tho subway added very ma
terially to the transit facilities of tho
Tho district between tho Harlem nnd
Ncrth Rivers from 153th to 17Sth street
Increased In value about J22.430.000, from
176th street to Dyckman street the In
creaso was about J15,925,000. from Dyck
man street to Spuyten Duyvll the Inrrease
wai about J13,100,000. Tho aggregate rlso
in this land from 133th street to Spuyten
Duyvll was JC9.30O.00O.
If nn estimated normal rlso of J20.100,
000 based upon the rise of tho previous
seven years he subtracted from this. It
leaves a rlso of nbout J49.500,000. ap
parently due to the building of the sub
way, which Is 101 per cent. Increaso In
the value of 1900.
Tho rlso of land values in tho Bronx
Is likewise very noticeable. Taking tho
dlftrlct along the juhway. extending In
width one-half mllo on either side, tho
Incieuso In land values was as follows:
Fiom tho Harlem River to Willis and
3d avenues tho rlse was about JO.200,000:
fiom that point to Prospect avenue, about
122,100,000; from the latter point to Bronx
Paik, about J13.500.000.
The aggregate rlso of laud values foi
this district from the Hailem Rtvor to
tho Bronx Park was about t4l.i00.000.
Subtracting from this thu aggregate
normal rise of J13.5OO.O00, It leaves an In
crease of J31.300.0Q0, duo to the building
of the subway.
Ah previously stated, the aggregate
rise of land values abovo 135th fctrtot In
Manhattan caused by the subway was
J43 200.0CO. The cost of building tho sub
way from this point tu 230th street was
J7 375,000. or but 15 per cent, of the actual
rise caused by the new line.
In the Biunx the bltuatlun was in most
respects similar. The aggregate Increase
In land values (of the district extending
about one-half mile either side of the
subway) due to the building of the sub
way and in excels of the normal rise of
JI8.500.OfiO was 4bout J11.0,0H0. The tost
of tho line from H3d street to Bronx
Park was about J6.760.oro.
It will be nottd that the aggregate rise
in land value in Manhattan from 135th
street to Spuyten Duyvll and In tha
Uionx due to the buildlpg of the kub
w.iy was JSQ.EflO.QOQ. The cost of the on
tlr subway from the Battery to Spuyten
Duyvll and the Weet Farms Branch to
JJronx Park was only JI3.COO.0O0.
The people of Wtst 1'lilUdilphia and
the rial estate owners are tiuivling with
lomfort, convenience and saving in lime,
ail factors which contribute to general
prosperity The people of the northern
section Justly demand that they ha placed
on a basis of equality with their West
Philadelphia neighbors.
Tho Broad street subway, not counting
the passengers from South Philadelphia,
will effect a tlmo saving for 449,700 per.
ons dnlly, Including those who live trlb
ulary thereto In the districts served by
tlio surface lines acting as feeders.
The present Market street subwny-ele-vo,ted
lino savos tlmo for only 165.000 In
West Philadelphia.
Director Taylor has pointed out the Im
portance of opening tho Parkway and
of grading Henry avenue from 29th street
nnd Allegheny avenue through to Rox.
borough, Including tho construction of tho
Henry avenue bridge over the valley of
tho "Wlssnhlckon.
Ho calls attention to the great need
for a eubway-clevatcd lino extending
from the delivery loop, under tho Park
way to a point near tho Green street en
trance of Fntrmount Park, thence north
wardly through tho northwest section,
probably via 29th Btreet to Allegheny ave
nue, thence via Henry avenue Into the
heart of Roxborough.
Thcro Is no justification for nox
borough's Isolation.
Tho transit report outlines additional
surfaco lines which nro urgently needed
In North Philadelphia ns feeders to the
high-speed system, Including a new sur
faco lino leading from tho Broad street
high-speed lino on Chew street through
A surfaco line extension on North !tl
street for Logan,
A surface lino extension on North 5th
street for Oak Lane.
A direct cross-town connection, Instead
of tho roundabout line between tho north
eastern district and tho northern district,
via Wyoming avenue.
And a surfneo lino oxtcnslon from Alle
gheny avenuo Into Roxborough.
Thn people of North Philadelphia are
strongly behind tho great movement for
tho adoption of the transit program. This
fnct In Itself Is a guarantee of success.
Tho people of tho entire city aro becom
ing aroused and moro and moro deter
mined to force this Issue, regardless ot
any obstructions.
No ono will bo more delighted to see
tho new high-speed system In operation
thnn tho people of Olney.
Olney Grows Weary
of Slow Car Service
Present System Adds Two
Hours to Workers' Day,
and Trolleys Are Packed.
Passengers who travel on the Olney
line, route No. 62, will bo glad when they
see a rapid transit system started In that
direction. Incidentally, If there Is not
soon a doflnlto sign that such a road will
bo started thero promises to be an oxodui
from Olney ot those who are obliged to
use tho Fourth and Fifth streets line.
Many of these workers aro employed
nearly 11 hours a day, most of them
working from 7 In tho morning until G at
night. With tho present car system thev
figure that their working day Is really
13 hours, as It takes nearly an hour b
go and return from tholr places of em
ployment It It Is In tho central part ot
the city.
To compare the time now required to
ride from Olney to Arch street with th
tlmo It will take for tho same distance
when the elevated road Is completed, an
EvENtNO LKnonn reporter took the trip
this morning.
He rode south from the starting point
nt Fifth streot and Olney avenue to Fifth
and Arch streets, which Is on a lino with
tho proposed central subway delivery loop
and the Journey took 42H minutes. As It
will require only 22 minutes to make tha
trip, according to calculations shown In
tho report of Director Taylor, of the De
partment of City Transit, each rider will
thus be saved 20 minutes on each trip,
or 41 minutes dally.
The car facilities on tho line do not Im
provo matters. Nearly every morning
from 6:30 until 7:30 there Is a crowd
massed on tho southwest corner of Fifth
street and Olney avenuo eagerly walling
to ride to work. As soon as a car ar
rives, It Is Immediately packed from door
to door. Such was the caso this morning
and a largo number of the passengers
had to stnnd until Glrard avenue was
reached, a distance of 41 blocks.
As the car was jammed nt tho start,
others who watted to board It on the
trip south had to stand mournfully on
the corner and watch It go by. As uu
overflow was left at the Olney corner,
those riding In tho car following un
doubtedly were packed In Just the same.
Although many of the passengers lett
tho car at Allegheny avenue and also at
Lehigh avenue, thero were crowds wait
ing on these comers to tako their places
and breathing space was Just as bcaroa
as before,
"I'm not going to put up with this much
longer," snld ono grouchy strap hanger,
as he threw his crumpled newspaper on
the tlnor.
"You have been saying that every morn
ing for months," said a brother strap
That may be," bald the disgruntled one,
"but I have got a new house, and ubuut
ten more of these rides will be my "n"1
Some one suggested that he ought to
wait for the subway, but as this appears
to be temote there was a general lau,11.
The jokes about the line and the laugu
ter that followed made many foigetther
straphanglng troubles temjioiarlly There
was no real relief until tho car arrHea
at Glrard avenue. At that point a lars
number of glrli employed at n """J
left. Many of them expressed their "'
pathy for tholr more unfortunate sisters,
vho had to rldo alt the way to Market
street. ,
Asktd why they got on a car that wa
already packed, many of the riders "
that If they wailed for a car with
n. at they would not get to worK " "
o doi-k If the sentiment of the rluors i o
this trip is indicative of the general l ie
nig in Olney. th-n all will unite deter
ji in. U in a fiht for better transit.
V ,
. jjfc ii

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