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Ocm39986872-1919-HB-1295.Pdf (1.070Mb) house No. 1295 Commontoealtf) of spassacfnimts. Public Service Commission, Boston, January 23, 1919. REPORT OF THE PUBLIC SERVICE COMMISSION UNDER THE RESOLVE OF THE GENERAL COURT PROVIDING FOR AN INVESTIGATION BY THE PUBLIC SERVICE COMMISSION RELATIVE TO THE MAINTENANCE OF GUARD RAILS ON PLAT- FORMS OF ELEVATED AND SUBWAY STATIONS IN THE CITY OF BOSTON. To the llonordble the Senate and House of Representatives. Chapter 31 of the Resolves of 1918 is as follow Resolved, The Public Service Commission is hereby directed to investi- gate the advisability of constructing suitable guard rails for the protection of passengers at the elevated railway stations and in the subways under the control of the Boston Elevated Railway Company in the city of Bos- ton, and shallreport theresult of its investigation and itsrecommendations, if any, to the next general court on or before the fifteenth day of January. Under this resolve a public hearing was duly notified and held by the Commission, but no evidence of any public demand for the installation of such guard rails was disclosed. The question of the advisability of installing guard rails on station platforms of the rapid transit lines of the Boston Ele- vated Railway Company has from time to time been investi- gated and considered by the Public Service Commission and its predecessor, the Board of Railroad Commissioners. When the plans for the equipment of the Tremont street subway, the first subway in Boston, were submitted for approval, the Board con- sidered the advisability of requiring the installation of guard 9. MAINTENANCE OF GUARD RAILS. [Jan. rails, but readied the conclusion that they would constitute an element of danger rather than a means of protection to the traveling public. When the elevated lines were first opened to public use, the subject was again considered in the light of the different conditions and methods of operation on such lines, but the same conclusion was reached. Again, in 1902, a special in- vestigation and report on this matter was made to the Board by its consulting engineer, Mr. E. K. Turner. In his report, which was based upon close observation and study of operating conditions at subway and elevated stations of the Boston Ele- vated company and a wide knowledge of railroad and street railway matters acquired in the practice of his profession, and as the result of extensive travel, both in this country and abroad, Mr. Turner reached the following conclusion: In my opinion the company would not add to the safety of its passengers or employees by placing fences on station platforms, and would materially lessen the promptness of movement now possible. On general principles the addition of any features not necessary complicates the operation of a railway and renders safe and prompt movement more difficult. On April 12, 1911, the House of Representatives adopted an order requiring the Board of Railroad Commissioners “to inves- tigate the means employed or that should be employed to pro- tect from injury passengers at the stations of the Boston Elevated Railway Company, and especially to consider whether a railing or other form of protection is necessary to protect the passengers the from falling into the pit at said stations.” On June 1, 1911, Board submitted its report, which was printed as House docu- in- ment No. 1953 of that year. This report contained detailed formation in regard to the number of persons using the various area and subway and elevated stations during rush hours, the dimensions of platforms available for passengers and the number each station, the of platform attendants used to direct traffic at employed number of fatal and serious accidents, and the means in other cities for the protection of passengers in similar situa- obtained, the Boar tions. As the result of the information condi- found that “in view of the experience here and elsewhere tia tions in Boston are not such as to lead it to the conclusion solely on guard rails should be installed upon safety principles the platforms at the subway, elevated and tunnel stations. already een The information heretofore obtained, which has files of the Commis- published or is available to the public in the 1919.] HOUSE —No. 1295. 3 sion, makes it unnecessary to review the subject in detail. As the result of former investigations, supplemented by a further investigation by the Inspection Department of the Commission in accordance with the provisions of the pending resolve, the facts and considerations which seem to be material in determining the advisability of installing guard rails on the platforms of ele- vated and subway stations may be summarized as follows: 1. If any guard rails were installed it would be necessary to bring the cars to a stop with their doors opposite the openings in the guard rails provided for the ingress and egress of passen- gers. As the cars used in surface operation vary greatly in length, as some are provided with center entrances and the remainder with front and rear entrances, and as they are oper- ated both as single and as two-car units, it would be impracti- cable in subways like the Tremont street and Boylston street subways, which are used for surface car operation, to space the openings in the guard rails so as to be available for use indis- criminately by cars of these various types. 2. In the case of stations on elevated lines and subways used for train operation this difficulty would not exist, and it would be practicable to install guard rails if it were thought desirable to do so. At such stations, also, there is apparently an addi- tional elenient of danger because of the exposed third rail and the fact that the station platforms are constructed on the level of the car floors, leaving a “pit” or opening at the level of the tracks about 3i? feet below. 3. The construction of station platforms at the level of the car floors is the usual practice in the case of ordinary steam railroad operation in Great Britain, France, Germany and other foreign countries, as well as in the case of overhead and under- ground railways, both in this country and abroad. Despite the fact that more adequate provision has, in general, been made for the protection of passengers in the operation of railroads and railways abroad, and that the percentage of accidents is lower than in this country, no attempt, so far as we can learn, has ever been made to install guard rails or similar devices at foreign railroad or street railway stations. The experiment has, how- ever, been tried in this country on rapid transit lines in New York City and Chicago. In New York, guard rails originally in- stalled at a number of stations on the elevated lines were re- moved because of the belief of the management that they in- creased the danger of accident. Guard rails were also at one 4 MAINTENANCE OF GUARD RAILS. [Jan. time experimentally installed upon certain portions of the ele- vated lines in Chicago, but as seven or eight passengers were rolled between the platform and the cars during the first few weeks of operation, the rails were taken down. 4. At the present time, so far as we can learn, no stations on rapid transit lines are equipped with guard rails or any similar device, with the exception of four stations in New York City, Railings are installed on the platforms of the stations at Brooklyn bridge and Chambers street, which are terminal stations where there is heavy unloading in the morning and heavy loading at night, at Fourteenth street and formerly at the old Grand Cen- tral station, where the loading and unloading during rush hours is greatly increased by the transferring of passengers from local to express trains, and vice versa. At Brooklyn bridge there are six loading platforms. Here the railings are arranged so as -to force passengers to approach the car entrances through passages, in order to prevent heavy crowding, and to increase the rate of loading of the trains. During the rush hours about 37,000 pas- sengers per hour board the trains at this station. At Chambers street there are two loading platforms, but railings are installed on a portion of one platform only, and at a point to guard the heavy flow of traffic coming down one of the stairways to the station. About 34,000 passengers per hour board the.trains at this station during the evening rush period. At Fourteenth street railings are installed on the northbound platform only, which is a heavy loading platform. The total passengers board- ing trains on this platform, together with the transfers between express and locals, would probably amount to about 80,000 dur- ing the day. At Grand Central station, on the northbound ex- press platform, railings are installed to guide the passengers to the proper points of entrance to the cars and to prevent crowding around the entrances, which slows up the loading of the trains. The number of passengers using the express and local platform northbound amounts to approximately 50,000 passengers per hour during the evening rush period. At these stations guard rails have been installed as a traffic device to facilitate the segregation of passengers boarding the cars from those leaving the cars, rather than as a safety device. In response to a recent inquiry addressed to the Public Service •Commission of the First District of New York in regard to the installation of railings on station platforms, the acting chairman of the Commission advised us that “ there are no stations in this 1919.1 HOUSE —No.
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