Mass Transportation

Extensions, Reroutings And Use Of Expressways Proposed

St. Louis' early mass transportation facilities consisted of street car lines operated by a considerable number of independent companies having separate franchises. Gradually these were consolidated into a single operating company shortly after the turn of the century. In 1923 an independent system of bus lines was established but later consolidated with the street car company. Despite receivership, re-organization and several changes of ownership the mass transportation facilities have been kept fairly well abreast of the city's needs. Numerous street openings and widenings provided by the first City Plan have made possible numerous more direct routings and reduced travel time.

Approximately 88 per cent of the total area of the city and 99 per cent of the total population is now served directly by streetcar lines or bus lines, i.e., being not more than one quarter mile walking distance therefrom. Streetcar lines or bus lines operate directly from the central business district to all parts of the city's area. There are also numerous cross-town streetcar lines or bus lines, operating both in an east-west and north-south direction.

The New Transit Plan, shown by Plate Number 24, provides for certain extensions, all of which are bus lines, as follows:

No. 92 Lindenwood Line, southward extension, from Fyler Avenue and McCausland to Oleatha, thence east to Watson and North to Fyler.

No. 95 Kingshighway Line, eastward extension, from West Florissant and Kingshighway through Calvary Cemetery to Broadway and Humboldt.

No. 96 McCausland Line, southward extension, on McCausland from Sutherland to Watson with loop via Devonshire, Jamieson and Watson.

No. 106 Bates Line, northward extension, from Morganford and Arsenal through Tower Grove Park to loop at Tower Grove and Shenandoah Avenues.

No. 107 Loughborough Line, northward extension, from Lansdowne on Macklind and Sublette to Southwest Avenue and Reber Place.

No. 112 Chippewa Line, southwest extension, on Watson from Chippewa to McCausland looping via Devonshire and Jamieson.

No. 30 Cass Line, westward extension, on St. Louis Avenue from Belt Avenue to Goodfellow Boulevard.

No. 41 Lee Line, westward extension, on Lee Avenue from Taylor Avenue to Kingshighway.

No. 74 Florissant Line, westward extension, on Florissant Avenue from Robin Avenue to Jennings Station Road.

Express service has recently been established on South Side, Lindenwood, Lindell, Delmar and Natural Bridge bus lines thus still further reducing travel time to a considerable portion of the city's area now served by these bus lines.

The bottle-neck of mass transportation always occurs within and on the approaches to the central business district. Because of the newly created wide arterial thoroughfares to the north, to the west and to the south, congestion in the approaches to our central business district has been materially reduced. New traffic controls now being placed in operation should further help. With the opening and widening of Third Street and its connections to Florissant Avenue on the north and Gravois Avenue on the south there will be need for no further provision of main arterial approaches for accommodation of mass transportation to the central business district.

The proposed Third Street improvement will afford extraordinary opportunity for improved mass transportation facilities. Since this route is to be an expressway it will make possible a very considerable reduction in travel time for numerous routes to the northern and southern parts of the city in which live 70 per cent of the city's total population. This improvement will make possible a new supplementary routing, with consequently greatly increased passenger carrying capacity, and thus also relieve certain congestion on existing surface lines.

The routing of street car lines and bus lines in the central business district has recently been the subject of special study by the City Plan Commission, the Public Service Company and the Mayor's Traffic Committee. In order to relieve over-congestion of operations on certain streets and in order to bring out about a more uniform well balanced arrangement a new rerouting plan was devised and has recently been put into effect with beneficial results. The recent downtown routing and the new routing are shown respectively by Plate Number 25 and Number 26.

The most important changes were the abandonment of the 18th Street car line and the conversion of the Bellefontaine, Lee, Cass Page street car lines to bus operation; the reduction of bus operation on Washington Avenue the establishment of additional bus operation on Delmar Boulevard and the conversion of street car operation to bus operation on Locust Street, 8th and 9th Streets. While many of these changes have already taken place the full consummation of the plan awaits delivery of the large number of new buses and PCC (Presidents Conference Committee) street cars now on order.

Since street car and bus lines are the dominant means of transportation for extremely large numbers of persons entering and leaving the central business district it is important that expeditious movement be facilitated by further restriction of curb parking of automobiles. While curb parking is prohibited during morning and evening rush hours and on certain streets such as Washington Avenue and Locust Street throughout the entire day it may eventually be necessary to prohibit all daytime parking.

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