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Report On 

Plans and an Estimate of the Cost 

of a 
Rapid Transit Railway 

and an 

Interurban Railway Terminal 

for the 

City of Cincinnati , Ohio 

December , 1914 

F. B. Edwards , C. E. 

Ward Baldwin , E. E. 

By :

Report On 

Plans and an Estimate of the Cost 

of a 

Compliments 

Predink Verbank H. Spiegel of 

Mayor 

By : 
F. B. Edwards , C. E. 
Ward Baldwin , E. E. 

THE KORB LITHOGRAPHING CO . 
CINCINNATI , O.

Letter of Transmittal 
Report of Mr. Edwards 
Letter of Transmittal 
Introduction 

. Мар 

Recommendations of Commission 

Scheme I. 
Route.... 

Stations 
Scheme II 

Scheme III 
Scheme IV . 

General 
Tracks... 

Stations 
Drains 

TABLE OF CONTENTS 

Ventilation 

Assumed Car... 
Interurbans 
Freight Terminal 
Storage Yard 
Waste Weir 

Estimates of Cost 
Report of Mr. Baldwin 
Introduction 

General Specifications : 
Service 

Cars .. 
Rotary Convertors 
Transformers 
Sub - station 
Power Station 

Generators 
Turbines 

Condensers 
Switchboard 
Boilers... 
Buildings 
Explanation of Diagrams 
Estimate of Scheme I 

Estimate of Schemes I and II 

Classified Estimates of All Schemes 
Diagrams 
Prof. Swain's Letter .. 
Appendix A. Grant of 1911 
44 B. " 1913 
C. Lease 

HONORABLE FREDERICK S. SPIEGEL , 
Mayor of Cincinnati , 
City .

LETTER OF TRANSMITTAL 

DEAR SIR : -I have the honor to transmit herewith report made to me as 
the Chief Engineer of the City of Cincinnati , by Mr. F. B. Edwards , As 
sistant Engineer in charge of Subway .This report is made following 
report and recommendations of the former Rapid Transit Commission , which 
was referred to this department for the purpose of having complete plans 
and estimates made in connection therewith .It must be understood that Mr. 
Edwards ' work has been done and his report made without reference to the 
way in which this project is to be financed or operated , and consequently Mr. 
Edwards ' estimates do not include the cost of rolling stock , power station and 
equipment . However , in order to have the necessarry information for whatever 
plan might be decided upon , it was deemed advisable to have an estimate 
made covering these items , reference to which estimate by Mr. Ward Baldwin 
is made later . 
The report presents four schemes , which with detailed estimates of cost 
are shown as follows : 
SCHEME I. Canal - Norwood Belt Line . 
SCHEME II . The Downtown Loop , supplementary to Scheme I , on Plum , 
Fifth and Main Streets connecting with the Belt Line on Canal Street at 
Plum Street and at Main Street . 

Length , Miles 
Estimated Cost 
Waste Weir 
Yards and Shops .. 
Freight Terminal 

SCHEME III . SCHEME I , omitting that part from Canal and Plum Streets 
east to the Eden Park Reservoir and adding the following : from Plum and 
Canal Streets , south in Plum to Fifth Street , east in Fifth to Walnut Street , 
north in Walnut to Ninth Street , and east in Ninth Street and under Mt. 
Adams to connect with Scheme I near the Eden Park Reservoir . 

..... 

SCHEME IV .SCHEME I , omitting that part from Canal and Plum Streets 
east to the Eden Park Reservoir and adding the following : from Plum and 
Canal Streets east in Canal Street to Walnut Street , south in Walnut 
Street to Pearl Street , east in Pearl and Martin Streets and near Third Street 
to connect with Scheme I near Eden Park Reservoir . 

... 

... 

December 8 , 1914 . 

Total .. 
Interurban Connections 

GRAND TOTAL 

·· 

..... 

SCHEME I SCHEME II 

15.56 1.31 
$ 9,065,261 $ 1,609,475 
2,949 
857,274 

1,074,653 

SCHEME III SCHEME IV 

16.31 16.46 

$ 10,099,246 $ 9,138,894 
2,949 2,949 
857,274 
1,074,653 
357,274 
1,074,653 

$ 10,500,137 
459,758 
$ 11,534,122 
459,758 

$ 10,959,895 $ 1,609,475 $ 11,998,880 

$ 10,578,770 
459,758 

$ 11,088,528 

The estimated cost of rolling stock , power station and equipment made 
by Mr. Ward Baldwin amounts to $ 2,160,000 and provides for seventy two

2 

LETTER OF TRANSMITTAL 

high speed urban cars and necessary power station and equipment . 
In transmitting this report to you , I desire to point out some facts and make 
some recommendations in connection therewith : 

FIRST - The report of Mr. Edwards in itself does not make any recom 
mendations .It presents in detail plans and estimates of a rapid transit line 
for Cincinnati , at the same time indicating the manner in which the line can 
be used by the interurban cars to reach the heart of the City . 
SECOND - It will be found in Table No. 2 of the report that estimates 
have been prepared covering the construction of the proposed rapid transit 
railway by sections .With these two facts in mind , my recommendations 
would be as follows : 
FIRST It is essential from the standpoint of the business development of 
the City of Cincinnati that the interurban passengers be transported into the 
City without change of cars ; that is , without the physical trans fer at the out 
skirts of the City , and consequently the Cincinnati Rapid Transit system 
should be designed to meet this requirement . The people of Cincinnati are 
thoroughly convinced of this necessity and have expressed themselves in this 
way on numerous occasions ; in fact , the very movement for a rapid transit 
line in Cincinnati had its inception in the determination of Cincinnati business 
men to provide an interurban entrance that would bring the cars of the several 
interurbans entering Cincinnati to the heart of the City , and thus put Cincin 
nati in position to compete with other interurban centers in the development 
of the City . 
SECOND - Both the interurban passengers and the city passengers on the 
rapid transit cars should be delivered closer to the center of the City than the 
passenger terminal on Canal Street . This suggests a very care ful considera 
tion of Scheme IV , which delivers these passengers in and through the 
center of the business district of the City . 

THIRD - As stated above , the plans prepared and transmitted with Mr. 
Edwards ' report indicate the cost of the entire rapid transit line by sections . If the total cost appears to be in excess of a cost that could be financed 
and be made financially possible of operation at the present time ,I would 
recommend , as a first step , the construction of such portions of the line as 
would be deemed the most important , leaving for future development other 
portions that could be dispensed with for the time being without interfering 
with the usefulness of the line itself and could be constructed later as final 
links in the completed whole .The parts constructed , however , should be 
those necessary to provide an entrance for all interurbans that are so located 
as to be able to use this entrance . 
It is in order to call attention at this point to the fact that a verbal 
preliminary statement of the estimates prepared by Mr. Edwards has been 
made to the Cincinnati Rapid Transit Commission appointed by you , and the 
Commission has already expressed itself by resolution in favor of bringing the 
cars of the interurban lines directly over the rapid transit line to the center 
of the City and has , in a brief way , considered the possibility of constructing 
the immediately needed portions of the line and leaving the portions not 
immediately needed to future development .I therefore feel that in presenting 

these recommendations for your consideration I am acting in accordance with 
the views of the Commission , which has as yet only considered the report of 
Mr. Edwards , as I state , in an informal manner .You have stated that you 
desire this report made to you at this time in order that you might be advised

3 

LETTER OF TRANSMITTAL 

of the progress of this work and that you might then transmit the report to the 
Interurdan Rapid Transit Commission which you have appointed , in order 
that the Commission may then determine just what procedure it is advisable 
to take , in order to secure for Cincinnati this much needed improvement . 
Respectfully submitted , 
F. S. KRUG , 

Chief Engineer .

LETTER OF TRANSMITTAL 

MR . F. S. KRUG , 
Chief Engineer , Dep't of Public Works , 
Cincinnati , Ohio . 
DEAR SIR - I herewith submit my report 
project for the City of Cincinnati . 

November 14th , 1914 . 

upon a Rapid Transit Railway 

The report includes general plans and an estimate of the cost of con 
struction of the railroad . The cost of the rolling stock , power plant , etc. , 
necessary to operate the railway , has been made by Mr. Ward Baldwin 
and is hereto attached .An appendix has been added , made up of a copy 
of the acts of the Legislature of the State of Ohio of the years 1911 and 
1913 , which grants permission to the City of Cincinnati to lease certain parts 
of the Miami and Erie Canal , also a copy of the lease from the State to the 
City of the part of the Canal included in the act of 1911. I understand the 
Arbitration Board , appointed by the Governor to appraise the value of the 
State lands included under the Act of 1913 , have made a report , but the 
City has taken no action thereon . I take this opportunity to thank all of the City officials with whom I 
have been brought into contact for their forbearance and kindness , also the 
assistant engineers , who have worked with me , for their efficient services and 
the co - operative spirit with which they have done their work . 

Respectfully submitted , 
F. B. EDWARDS , 

Assistant Engineer , 
In Charge of Canal Subway .

5 

Report on Plans And an Estimate of The Cost of a 
Rapid Transit Railway For The City of Cincinnati 

This report is intended as an explanation of the plans and the estimates 
of the cost of a Rapid Transit Railway project for the City of Cincinnati , 
and does not enter into statistics relating to the probable cost of operation , 
the income when in operation , the financing of the project or the legal questions 
that may arise . Some of these subjects have been discussed by Mr. Bion 
J. Arnold in his report submitted to the Cincinnati Interurban Rapid 
Transit Commission appointed by the Hon . Henry T. Hunt , during his 
abministration as Mayor of the City .The plans submitted include a 
general plan with three additions or modifications and they are herein 
designated as Schemes I , II , III and IV .An estimate cost of each of the 
scheme has been made and is hereto attached . 
Scheme I , also called the " Canal Street Belt Line " follows the recommen . 
dations of the above mentioned Commission .Scheme II , called the " Loop 
Line " is an addition to Scheme I south of Canal Street .Scheme III , called 
the " Ninth Street Belt Line " and Scheme IV , called the " Pearl Street Belt 
Line " both include Scheme I north of Canal Street and a different align . 
ment in and south of Canal Street . 
The recommendations of the Commission ( page 9a of their report ) and 
their relations to the plans submitted are as follows : 
FIRST RECOMMENDATION :" A Belt Line from Canal Street through 
Mt. Adams to Torrence Road , to Norwood , to Bond Hill , to St. Bernard 
and thence through the Canal to Canal Street . " 
The route of Scheme I is along the line indicated . 

SECOND RECOMMENDATION : " Two tracks through out the system with a 
third track at stations for express service and four tracks from Twelfth Street 
south to Canal Street and west ( east ) to Sycamore Street . " 
Two tracks throughout are shown on the plans submitted .The third ' 
track at stations for express service and the two additional tracks from 
Twelfth Street to Sycamore Street are omitted , as I believe traffic cond 
tions will not warrant the expending at this time of the money necessary 
to lay these tracks .Under the plans submitted and hereafter explained , 
the advantages derived from an express track would be very small . 

· 

THIRD RECOMMENDATION : " An Interurban Subway passenger station on 
Canal Street between Sycamore and Plum Streets . " 
A general passenger station has been located on Canal Street between 
Vine and Race Streets . 
Under any scheme where stations are located in the business section of the 
City , baggage and express packages should be handled at only one station and 
preference should be given to Canal Station .Canal Street , as proposed , is 
wide and the additional traffic due to the express and baggage business of the 
interurban lines would have little effect upon it . The downtown streets are now 
congested and traffic should be removed rather than added to them .For 
handling this class of interurban traffic , additions would have to be made 
to thestations , increasing the cost , and men would have to be especially em' 
ployed to look after the business . The prospective business does not appear 
sufficient to warrant this expense . Articles carried by hand or vehicle , 
destined to be sent as baggage or express over the interurban lines , could , with 
but little trouble be taken to the Canal Station ,

6 

Recommendations of Commission 

FOURTH RECOMMENDATION : 
Cheapside . " " An Interurban surface freight station at 

Cheapside is a strip of land about 130 feet wide extending from Court 
Street to Eighth Street and lying between Sycamore Street and Broadway . 
After allowing on each side a sidewalk six feet wide and a roadway272 feet 
wide , there would remain a strip of land 63 feet wide and about 250 feet 
long between Eighth and Ninth Streets and about 270 feet long between Ninth 
and Court Streets . With two tracks along the center of this strip of land 
there would be accommodation for 24 cars each 40 feet in length with a com 
bined receiving and delivery platform or shed 20 feet in width along one side 
of each track .All switching of cars would be on the surface across Ninth 
and Court Streets .To obtain additional land in this vicinity would be very 
costly . 
It was learned through correspondence with the officials of the several 
Interurban Railway Companies that they are now handling a total of about 
24 cars of freight daily and all say that , with adequate terminal facilities near 
the center of the City , the freight business would be largely increased . They 
also state that freight terminals for interurban traffic built in other cities 
with supposed accommodation for many years , have , in a short time , due to 
increased business , become congested and unable to economically handle the 
business they receive . 
For these reasons Cheapside does not appear to be a desirable location for 
an interurban freight terminal . 
Several studies have been made for a freight terminal in Canal Street , but 
none of them appear satisfactory . 
The desired terminal should be centrally located , convenient to the Belt 
Line , upon land of comparative low cost on which no expensive improvements 
have been made , of sufficient area to provide for the future in crease of busi . 
ness and the occupancy of which will not interfere with lines of street traffic . 
The lot should be of such shape that tracks could be arranged so that the 
receiving or dispatching of cars from any part of the yard could be accom 
plished with the least trouble . 
The tract of land that , I think , comes nearest to fulfilling these conditions 
is bounded by Twelfth , Plum , Fourteenth Streets and Central Avenue .The 
property has a frontage of about 798 feet on Plum Street and on Central 
Avenue and about 337 feet on Twelfth and on Fourteenth Streets , is crossed by 
no important street and there are no expensive buildings on it . This terminal 
is more fully described in other parts of this report . 
FIFTH RECOMMENDATION :" A covered subway on Canal Street from 
Broadway to Plum Street and on Plum Street from Canal Street to Liberty 
Street : The remainder of the Two - track system on the Canal right - of - way we 
recommend be in an open cut with a boulevard on each side . " 
An act of the Legislature , passed since the report of the Commission was 
made , prohibits the use of the surface of the proposed boulevard south of 
Dixmyth Avenue by any railway .Because of this act the covered subway is 
extended to Bates Avenue , which is opposite Dixmyth Avenue . 
It is presumed that some time in the future the Boulevard will be con . 
tinued in the Canal north of Dix myth avenue and , to provide for this extension , 
the Boulevard part of the plan has been given preference over the railway , to 
Mitchell Aevnue . The cost of the project can be reduced if the Boulevard part 
of the scheme is not considered . 
The Canal when laid out followed as nearly as practicable a level con

7 
DIAGRAM NO . 1

8 

Scheme I. 

tour winding in and out around the valleys and hills which resulted in a very 
crooked alignment , some the bends being on a very short radius .The Canal 
right - of - way is determined by the slope of the embankments and cuts made 
in building the Canal and is a strip of land of variable width . The minimum 
width claimed by the State is 67 feet , but in some places it will be difficult to 
obtain even this width .( See Diagram 1. )If the bed of the Canal were 
followed by the railway the length of track would be increased and the safe 
speed at which cars could be operated would be much reduced because of the 
sharp bends . The jerking movement of cars due to running on sharp curves at 
evena low rate of speed is very annoying to those riding in them . To obtain 
a satisfactory alignment , the track frequently crosses from one side of the 
Canal to the other and in some cases entirely leaves the Canal right - of - way . 
If a boulevard were laid out on each side of the track as recommended in the 
report of the Com mission , it would , under the plans submitted , require the 
taking of considerable land and the doing of much grading . 
Favoring the Boulevard , the tracks where they cross the Canal , have been 
depressed sufficiently to permit the Boulevard without a raise in grade , to pass 
over them . 
With the foregoing modifications to the recommendations of the Commis 
sion the plans upon which this estimate is made are described as follows : 
SCHEME I. 
Scheme I , or as it has been designated , the " Canal Street Belt Line , " is 
a two - track railway throughout its length . 
The location and types of construction , are as follows : Beginning at the 
intersection of Canal and Vine Streets the railway , in a subway , follows the 
Canal to a point about 1000 feet north of Ludlow Avenue , with the exception 
of three short sections where , because of the sharp bends in the Canal , the line 
is deflected to the west and runs , in the open , over private lands . The first de 
flection is between Straight and Marshall Streets ; the second is north of Bates 
Avenue across lands owned mostly by the City and used as the City Work 
house farms ; the third is just south of Ludlow Avenue .From the end of 
the subway section to Mitchell Avenue the tracks are generally in the open fol 
lowing , as nearly as practicable the west or north bank of the Canal leaving the 
other side for the Boulevard .Near Clifton Avenue the line crosses the 
Canal right - of - way fourtimes , becoming a covered subway at each of these places 
to permit the Boulevard to pass over it . 
From Mitchell Avenue to St. Bernard the line follows the Canal right - of 
way , in the open .At St. Bernard a sharp bend in the Canal again makes 
necessary a deflection to the west and the railway passes under Carthage 
Avenue and private property in a subway , to a point a short distance north 
of Ross Avenue . Here the line leaves the Canal and turns eastward , in the open , 
passing over private property to Broerman Avenue near the Jarecki Chemical 
Company's works .Between Broerman and Imwalle Avenues the subway type 
of construction is again used . 
From Imwalle Avenue the line runs eastward , in the open , crossing over 
Ross Avenue about 500 feet to the east of St. Mary's Cemetery , over Pad 
dock Road about 160 feet south of Ross Avenue , under the N. & W. R. R. , 
over Reading Road and continues along the hillside south of Ross Run to the 
B. & O. S - W . R. R. , at Section Avenue , Norwood .Between St. Bernard and 
Norwood the railway is on private property located far enough south of the B. 
& O. S - W . R. R. to avoid obstructing possible industrial developments along the 

-

Scheme I. 

steamroad and also to permit future streets to be laid out passing , with 
easy grades , either over or under the B. & O. S - W . R. R. At Section Avenue 
the line crosses under the B. & O. S - W . R. R. and continues easterly mostly 
as a subway along the railroad right - of - way , Harris Avenue and other private 
property to near Beech Street . Here it turns southward , again crossing under 
the B. & O. S - W . R. R. , and continues along Beech Street , in the open , except 
at street crossings , to Duck Creek Road .Crossing over Duck Creek Road it 
turns southwest , passes , in a subway , under Edmonson Road and continues in 
the open on the east side of Duck Creek , crossing under the N. & W. R. R. 
and over Vista Avenue to a ravine a short distance south of Vista Avenue .In 
this ravine the line turns southward and runs , in the open , to Owls Nest Park 
where it changes to asubway and , as such , crosses under the Park and Madison 
Road to the west side of Torrence ravine .Continuing southward in the open 
for a short distance , the line then turns southwestward and , by tunnel , passes 
through the point of the hill emerging south of Keys Crescent and then con . 
tinuing in the open along the side of the hill crosses over Humbolt Avenue a 
short distance east of McMillan Street and continues to the Ohio River Bluff above 
Columbia Avenue . From here the line runs westerly in the open , along the 
bluff above Columbia Avenue , crossing over Kemper Lane , to near the Eden Park 
Reservoir .Here it turns westward and , by tunnel , passes under Mt. Adams 
and , in a subway , under Gilbert Avenue , the C. L. & N. R. R. , private prop 
erty and Canal Street to the place of beginning at Vine Street .The total 
length of the line is 15.56 miles , of which 6.50 miles are in subway , 0.63 miles . 
in tunnels and 8.43 miles in the open . Included in the open are twenty bridges 
with a total length of 2206 feet and 6100 feet of concrete trestle along the Ohio 
River Bluff . 
The reasons for adopting a concrete trestle type of construction along the 
river bluff are as follows : 
The earth formation in this vicinity is made up of horizontal strata of lime 
stone from one to eight inches in thickness separated by strata of shale from 
two inches to three feet in thickness . The shale , when exposed to air , disin 
tegrates and makes a clay . The disintegration of the shale and the general 
downward sliding movement of the earthy material along the whole bluff have , 
in the course of time , covered the entire hillside to various depths with a 
clayey earth in which are imbedded fragments of limestone .In various 
places water , following along some of the limestone strata , appears on the 
surface making a plastic material of the clayey earth . 
There is probably some downward movement of this loose earth covering 
along the whole bluff , but the movement is very noticeable where the ground is 
wet .The whole bluff appears to be in a state of uncertain equilibrium and 
any disturbance of the loose earth tends to cause the whole hillside to move 
downward till a new equilibrium is obtained . 
The unreliability of making embankments on this hillside is illustrated by 
the sliding in many places of Columbia Avenue , where it is , in part , made by 
an earth embankment . The result of excavating trenches or benches along the 
hillside is illustrated by the sliding of the earth over a considerable area 
where retaining walls are built at the grade crossing elimination work now in 
progress on Eastern Avenue , east of Kemper Lane .
the tracks that will be 
Piles can not be used 
The plan adopted 

The problem is to devise a method of supporting 
permanent and disturb the surface as little as possible . 
as they could not be driven into the shales and limestone .

10 

DIAGRAM NO . 2

11 

Scheme I. 

( see Diagram 2 ) is to construct concrete piers about 30 feet apart with their 
foundations sunk and keyed into the undisturbed material .These piers are 
to be connected by reinforced concrete beams on which is laid a reinforced 
concrete floor and the track will be laid in ballast on this concrete floor . The 
grade of the track is such that the ground is not disturbed between the piers 
The width of the trenches in which the piers are built is about one - tenth of the 
span between piers . The concrete piers will act as an anchor holding back and 
tending to prevent a downward movement of the earth . 
The grades of the proposed boulevard have not been officially determined , 
but grades have been assumed in making these estimates and unless these as 
sumed grades are approximately followed , it will have some effect upon the esti 
mates hereto attached . The cost of paving and grading of streets , that cross 
or end at the Canal , to make them conform to the Boulevard grade has not 
been included in the estimates .The removal of all the bridges , now cross 
ing the Canal , is contemplated , with the exception of four ; viz . : -those at 
Brighton , Marshall Avenue , Hopple Street and Ross Avenue .These should 
be left in their present location , the elevation only being subject to change . 
STATIONS . 

There are fourteen stations in Scheme I , spaced about one mile apart 
and located as follows : 
Vine and Race Streets , with 
This station is made larger than 
baggage and light express arti 
Switches are here provided that 

CANAL STATION is in Canal Street between 
exits and entrances at both of these streets . 
the others because it will be the terminus for 
cles handled by the several interurban lines . 
will permit the interurban cars to make their return trip . 
LIBERTY STATION , 0.68 miles from Canal Station , is in the Canal right - of 
way with entrances and exits at Liberty Street . 

way . 
BRIGHTON STATION , 1.68 miles from Canal Station , is in the Canal right - of 
The exact position of this station is fixed by two curves in the track 
alignment that will just permit the station being located between them .Be 
cause of the narrow right - of - way at this place , part of the station will be under 
the walls of the bridge approach . Connection with the surface is obtained by a 
ramp and a short stairway starting at the intersection of the Brighton Bridge 
approach and Colerain Avenue .The two platforms of the station are connected 
by a passageway under the tracks . 

HOPPLE STATION , 2.76 miles from Canal Station , is . located in the Canal 
right - of - way at Hopple Street with entrances and exits at Hopple Street . The 
choice of this location for a station was largely due to the Hopple Street Via 
duct , now under construction , over Mill Creek Bottoms . 
The present grade of Hopple Street from McMicken Avenue to the bridge 
over the Canal is about 15 per cent making the street almost useless .To 
make the Hopple Street Viaduct accessible to as large a part of the City as 
possible ,I suggest the changing of the grade of Hopple Street , making a uni . 
form grade of about 8 per cent from McMicken Avenue over the Canal to 
Cormany Street .This change would require a new bridge over the Canal 
Boulevard and land should also be taken to the west of the Canal for a 
connection from the Boulevard to Hopple Street . 
LUDLOW STATION , 3.90 miles from Canal Station , is located on private 
land south of Ludlow Avenue with entrances and exits at Ludlow Avenue . This 
is the first station in the open . 
CRAWFORD STATION , 4.68 miles from Canal Station , is located in the open

12 

Scheme II . 

along the west side of the Canal opposite the end of Crawford Avenue .A 
passageway under the tracks permits access to both platforms from either side 
of the tracks . 
The principal reason for a station at this place is that Crawford Avenue 
is the terminus of the Ohio Electric Railway . 
MITCHELL STATION , 5.74 miles from Canal Station , is an elevated structure , 
over Mitchell Avenue , located on private land to the west of the Canal with 
entrance and exit at Mitchell Avenue . 
ST . BERNARD STATION , 6.56 miles from Canal Station , is in a subway , on 
private land to the west of the Canal between Carthage and Ross Avenues 
with entrances and exits at Carthage Avenue . 
PADDACK STATION is 7.70 miles going west from Canal Station and 7.86 
miles going east from Canal Station .It is an elevated structure on private 
land to the east of Paddack Road with exit and entrance at Paddack Road . 

MONTGOMERY STATION , 8.94 miles going west from Canal Station and 
6.62 miles going east from Canal Station , is in the open and on private land to 
the north of the B. & O. S - W . R. R. and west of Montgomery Avenue with 
entrance and exit at Montgomery Avenue .With little additional expense a 
passageway can be constructed under the tracks of the B. & O. S - W R. R. to 
this station from the steam railroad station . 
FOREST STATION , 6.06 miles going east from Canal Station is on private 
lands south of Harris Avenue and east of Forest Avenue . It is partly in the 
open and partly under cover , with entrance and exit at Forest Avenue . 
OAKLEY STATION , 5.21 miles going east from Canal Station , is in a subway 
on private land on the east side of Duck Creek opposite Smith Road .En 

trances and exits are at Dacey Avenue . 
DANA STATION , 4.50 miles going east from Canal Station , is in the open 
on private land to the east of Duck Creek and between the N. & W. R. R. 
and Vista Avenue . The City has considered the building of a viaduct over 
Duck Creek Valley on the line of Dana Avenue . Should this viaduct be built 
this station could , without making alteration , be connected with it . 
MADISON STATION , 3.39 miles going east from Canal Station , is on private 
land to the south of Madison Road . It is partly covered and partly in the 
open , with entrances and exits at Madison Road . 

SCHEME II . 

Scheme II supplements Scheme I and is a loop line that encloses a large 
part of the downtown district of the City .It leaves the " Canal Street Belt 
Line " at the intersection of Canal and Plum Streets and runs south in Plum 
Street to Fifth Street , east in Fifth Street to Main Street , and north in Main 
Street connecting with the Belt Line in Canal Street . This loop is a two - track 
subway throughout , 1.31 miles in length , making with the Belt Line a total of 
16.87 miles .There are three stations located upon it . One in Plum Street 
with entrances and exits at both Seventh and Eighth Streets . One in Foun 
tain Square with entrances and exits at both Vine and Walnut Streets , and 
one in Main Street with entrances and exits at both Seventh and Eighth 
Streets . These entrances and exits are all from the sidewalks . 
The cost of the Loop Railway per lineal foot is considerable more than 
the cost of the Subway in the Canal , largely due to the presence in the streets 
of sewers , electric ducts , water and gas pipes which will have to be supported 
during the construction of the subway ,or removed to a new location , the

13 

DIAGRAM NO . 3

14 

Schemes III and IV . 

extra precautions required because of the nearness of large buildings , the 
removing and restoring of the pavements and the delays in construction due 
to business and traffic on the streets . 
It is assumed the work will be done in an open trench not more than 

400 feet of continuous street , including only one cross street , being open at 
one time . 
Scheme I and Scheme II supplement each other and together make an ideal 
transit plan . Scheme I or the " Canal Street Belt Line " surrounds a residential district . 
Scheme II or the " Loop Line " encloses a large part of the business 
district , the prosperity and permanence of which largely depends upon the conveying 
of the residents of the City to and from their business houses in the shortest time and with the least inconvenience . 
SCHEME III . 
Scheme III or the " Ninth Street Belt Line " includes Scheme I with the 
exception of that part east of Plum Street in Canal Street and under Mt. 
Adams to near the Eden Park Reservoir . For the part omitted , the following 
route has been substituted :from the intersection of Plum and Canal 
Streets south in Plum Street to Fifth Street , east in Fifth Street to Wal 
nut Street , north in Walnut Street to Ninth Street , east in Ninth Street and 
under Mt. Adams to connect with Scheme I near the Eden Park Reservoir . 

(The substituted part is a two - track subway or tunnel throughout .The 
total length of the scheme is 16.31 miles , which includes 7.07 miles of subway , 
0.80 miles of tunnel and 8.44 miles in the open . Canal Station is omitted and 
three stations added as follows : one in Plum Street with entrances and exits 
at both Seventh and Eighth Streets , one on Fountain Square with entrances 
and exits at both Vine and Walnut Streets and one in Ninth Street with en 
trances and exits at both Main and Sycamore Streets .In this scheme it is 
assumed that all interurban baggage and express matter will be handled at 
the Plum Street Station . 
The object of this scheme is to reduce the cost of the combined Schemes I and II and retain the advantages of the stations in the business district .A 
subway and station in Canal Street may be added at any time traffic conditions 
require it . 
SCHEME IV . 
Scheme IV , or the " Pearl Street Belt Line , " includes Scheme I with the 
exception of that part east of Walnut Street in Canal Street and under Mt. 
Adams to near the Eden Park Reservoir . For the part omitted the following 
route has been substituted : from the intersection of Canal and Walnut 
Streets south in Walnut Street to Pearl Street , then east in Pearl and Mar 
tin Streets and private property to connect with Scheme I near the Eden 
Park Reservoir . 
The substituted part is a two - track subway in Walnut Street from Canal 
Street to Fourth Street .Between Fourth and Third Streets , the tracks , on a 
rising grade , break through the ground and continue on a rising grade till 
they are on a steel elevated structure at Third Street . ( See Diagram 3. ) 
The elevated structure is continued in Pearl and Martin Streets and over pri 
vate property to connect with Scheme I near the Eden Park Reservoir . The 
total length of the scheme is 16.46 miles , which includes 6.40 miles of subway , 

0.15 miles of tunnel , 1.44 miles of elevated structure and 8.47 miles in the open . 
The location of Canal Station is changed from between Vine and Race Streets 
to between Race and Elm Streets and three other stations are added , one on

# TH R FOURTH 
# 14 

15
DIAGRAM NO . 4 
16 

General 

Walnut Street with entrances and exits at both Eighth and Ninth Streets , one 
on Walnut Street with entrances and exits at both Fountain Square and near 
Fourth Street , and one on Pearl Street at the approach to the L. & N. R. R. 
bridge with entrances and exits at the Pennsylvania Railroad Station . 
By the use of an elevated structure in the substituted route in place of a 
subway or tunnel , the cost of construction is considerably reduced . Although 
nine - tenths of a mile longer than Scheme I the total cost is about the same . 
In the downtown district the number and location of the stations in Scheme 
IV offer almost as many advantages to those who would make use of the rail 
way as do the combined stations of Schemes I and II and at a much less total 
cost .If at some future time , it were deemed necessary to place the tracks of 
the Kentucky surface lines that are in this City in a subway , the connection 
with the Cincinnati Rapid Transit Railway could not be so advantageously 

made under the plans of Scheme IV as under the plans of Schemes II and III . 
Changing from a subway to an elevated structure on Walnut Street be 
tween Fourth and Third Streets , makes it necessary to occupy a strip of 
the street 25 feet in width for practically the entire distance between these 
two streets .There will remain 2012 feet on each side for street purposes . 
Allowing 8 feet for a sidewalk and 1 foot as a hubguard to protect the fence 
along the open incline track , there will remain 112 feet clear space for a roadway 
which will make necessary a one - way street . ( See Diagram 4. ) 
GENERAL . 
TRACK . The track , of 80 pound rails , is laid in ballast both in the open 
( see Diagram 5. ) and in the subways except on some bridges and the elevated 
structure of Scheme IV . Outside of the downtown district the minimum ra 
dius of curves is 1000 feet except near some of the stations where the reduced 
speed of cars will permit a curve of smaller radius to be used without 
affecting the time running schedule . In the downtown district there are curves 
of less radius due to right angle turns in the street and the desire to keep 
the railway , as much as is feasible , within the limits of the same .If the 

cost of property .in this district were not prohibitive ,it would be better to 
take more land and make the curves of larger radius . On curves the outer 
rail is elevated for a speed of 45 miles per hour , but the super - elevation is limited to six inches .
 Guard rails are used on curves of 12000 feet or less radius . 
The maximum upgrade is two per cent except for four short stretches 
where local conditions make a steeper grade necessary .One of these 

stretches is 150 feet in length , one 265 feet , one 450 feet , and the last 340 feet . 
These excessive grades are between two and three per cent and are of such 

short lengths that they will have little effect on the running time . 
There are no grade crossings with streets or outside surface railways or 

steam railroads .There are the necessary grade crossings at the several 
interurban railway connections and there is one track crossing in Scheme II . 
In general the elevation of the track with reference to the adjacent land is 

such that future streets may , with comparatively little expense , be graded to 
pass over or under the railway without changing its alignment or elevation . 
Automatic block signals for running trains on a two - minute headway 

have been included in the plans and estimates . 

STATIONS .Stations ( see Diagram 6. ) consist of two platforms , one along 

the outer side of each track and generally opposite each other , their mini 

mum length being 240 feet . Provision is made whereby all platforms may 

at some future time , be extended to 400 feet in length without interfering with

17 

DIAGRAM NO . 6

19 

General 

traffic . 
The platforms are level with the floor of the cars ( 4 feet above the track ) . 
In subways they slope away from the track , in the open they slope toward the 
track . Where possible the stations are partially lighted by sidewalk lights in 
the roof . In all stations in the open the platforms only are covered by a roof . 
The roof is of wood supported on steel framework .The sides towards the 
track are open . The remaining sides , enclosing the platforms , are of concrete 
in which are numerous windows which may be removed during the warm 
weather to permit the free circulation of air . 
Drinking fountains and toilet rooms . for men and women are provided 
and are accessible from all platforms .A small store room is provided for 
railway employees . 

The stairways connecting the platforms with the surface vary to conform 
to local conditions .In some stations they are wide and each is used in common
 by those entering and leaving the station .In others there are separate 
stairs , one for the outgoing and another for the incoming traffic . Some stat 
ions have stairs at one end , some at both ends .Generally in the downtown 
district there are entrance and exit stairways , 4 feet 6 inches wide , at each end 
of each platform . They are located in the sidewalk next to the curb .The parts 
of the stairways that are open to the street are protected on three sides by 
concrete walls about 4 feet in height above the sidewalk . Where sufficient head 
way is obtained , a covering is placed over these stairways resting on these side 
walls . The total width of sidewalk taken by each entrance and exit is 5 feet 
6 inches . Stair protection of this design is not objectionable to the abutting 
tenants as they do not obstruct the light , neither do they obstruct the view of 
the show windows from those passing on the street . 
DRAINS .The roofs of the stations only are waterproofed to keep out 
the moisture . To make the subway as dry as practicable , drains with open joints . 
are laid under the masonry invert in the subway and tunnel sections .Where the 
track is on the ground in the open drains are laid under the ballast .These 

drains , with two exceptions , discharge into existing sewers or water courses . 
These exceptions are in Canal Street , one at Plum Street and one at Main Street . 
Here wells have been provided to collect the water which is pumped into 
sewers by automatically operated electric centrifugal pumps . Separate drains 
are provided to all toilet rooms . No plans or estimates have been made for tak - 
ing care of the water from sewers , drains and water courses that now dis 
charge into the Canal as such drainage is a part of the sewer system of the City 
and should be planned as to drainage area and place of discharge by the 
Sewer Department . Existing sewers and water pipes that would be disturbed 
by the construction of the subway have been given a new location and the 
cost of making the necessary changes are included in the estimates . 

VENTILATION . Rapidly moving cars in a subway push the confined air ahead 
and draw it after them . With numerous openings into the subway through 
which the air may freely move , the piston like action of the moving cars will 
be sufficient to insure pure air in the subway for many years .However , 
during the hot weather it may be found beneficial to install small fans in the 
cars to agitate the air , as is now being done in the New York Subway and on 
several steam roads . 
The ventilating openings into the subway may generally be from a side 
walk or parked area through the roof of the subway and they may be covered

20 

DIAGRAM NO . 7

21 

Interurbans . 

with iron gratings , over which the public may walk , or may be housed over . 
In some cases it may be necessary to provide a duct to take the air to the 
side of a street or boulevard . 
ASSUMED CAR .A car ( see Diagram 7. ) seventy feet long by ten feet wide 
has been assumed and all plans , designs and estimates are based upon using a 
car of these dimensions . 
This car is similar to those in use by the Boston Elevated Railway in their 
Cambridge Subway and recently adopted by the New York Municipal Railway 
Corporation .A car of this size will easily carry 200 persons .It is to be 
provided with motive power sufficient to attain a speed of 45 miles per hour 
on a two per cent up - grade .Three wide doors operated by compressed air 
are provided on each side of the car and are so spaced that no part of the car 
is more than twelve feet from a doorway . 
The three side doors and the making of the station platform on the level 
of the car floor are among the means provided for obtaining rapid transit . 
Street cars usually have end doors and vestibules . During the time of great 
est travel it seems an universal practice for the passengers to fill the vestibule 
and crowd about the doors , thereby retarding the movements of those who 
wish to enter or leave the car . There are no vestibules in the assumed car and 
the three doors divide it into small sections thereby greatly facilitating the rap 
id movement to and from the car . 
Generally street cars have two or more steps at each entrance . It has been 
proven that it takes the average person about three times as long to walk a 
given horizontal distance on a stairway as it does to walk the same distance on 
level ground . The floor of the assumed car and the station platform are made 
on the same level , thereby making exit and entrance to the car easier and 
more rapid than in surface cars .Enough time is saved by the above means 
to reduce the average station stop to fifteen or twenty seconds .With stations 
as located and the above mentioned short stops , express service , as recommended
 by the Commission , is unnecessary .It is assumed that all passenger 
cars will be made of steel and that as little wood as possible will be used in the 
finished subway , thereby reducing the danger from fire to a minimum . 
INTERURBANS . 
It is planned to make connection with interurban tracks and to run all the interurban
 passenger cars to Canal Street and there switch to the other track and 
return to their respective roads . Freight cars will be run to the proposed Inter 
urban Freight Terminal hereinafter described . 
It is assumed that freight will be handled at the freight terminal only and 
that express matter and baggage will be received or delivered at only one 
station .The plans provide for the receipt and delivery of all express matter 
and baggage at a building adjacent to this station .( See Diagram 8. ) By 
means of elevators and an underground passageway , this part of the traffic will 
be conveyed between this building and the two platforms of the station . 
The Legislative Act permitting the City to lease certain parts of the Canal 
states that standard gauge shall be provided for track therein . 
It is an unfortunate condition that there are two gauges used in the Inter . 
urban tracks entering Cincinnati .The Mill Creek Valley lines of the Ohio 
Traction Co. , the three divisions of the Interurban Railway and Terminal Co. 
and the Cincinnati , Milford and Loveland Traction Co. have tracks of feet 
22 inches gauge . The standard gauge of 4 feet 81/2 inches is used by the other 
interurban lines entering the City .

22 

DIAGRAM NO . 8

23 

Interurbans . 

Operation of cars from these wide gauge roads over the Belt Line will
necessitate the laying of a third rail on both tracks of the Belt Line .The 
estimated cost of laying this third rail including the necessary switches is 
$ 150,000 . This three - rail track is expensive to construct , expensive to maintain 
and will add to the danger of the derailment of cars with the attendant possibility 
 of accidents to passengers .It would seem reasonable that those railways that 
would require a wide gauge track should pay most of the interest on the cost of 
installing the extra rail . 
Mr. Ward Baldwin , E. E. , 
change to standard gauge of the 
gauge lines , as follows : 

NAME OF ROAD 

.... 

... 

has made a careful 
track and the car 

Ohio Traction Company 
Interurban Lines 
Cincinnati , Milford & Loveland Railway 22 

Number 
44 
49 

TOTAL 115 

CARS 

GRAND TOTAL 

estimate of the cost of the 
equipment of these wide 

Cost 
$ 17,600 
19,600 

TRACK 

$ 46,000 

Miles 
36.09 
76.54 
8,800 34.22 

146.85 

Cost 
$ 47,400 
15,400 
3,200 

$ 66,000 

$ 112,000 

From these estimates it appears that the cost of installing the third rail 
for the two gauge track in the Belt Line would be $ 38,000 more than the 
cost of changing the wide gauge track and equipment to standard gauge . 
The saving in cost together with the advantages that would accrue to the 
Railways by adopting the standard gauge would seem sufficient reason for as 
suming that change in gauge would be made .The cost of laying the third 
rail for operating wide gauge cars is not included in the body of the estima 
tes of cost of the Belt Line . 
It is estimated that the electric current for the operation of all cars , on all 
of the Rapid Transit Schemes will be obtained from a third rail and it is 
assumed that all cars will be equipped with a suitable shoe for making electrical 
contact with this rail . 

Estimates have been made of the cost of making track connections with the 
following interurban lines : 
The proposed INDIANA LINE is assumed to run over Queen City Avenue to 
within a short distance of Cole rain Avenue and then turning southward run 
in the open a short distance on private property , then turning eastward pass 
under Colerain Avenue in a subway to the tracks of the Belt Line near the 
Brighton Station .The estimate of cost includes that part of the line from 
Queen City Avenue to the Belt Line Railway the length being 220 feet of double 
track and 860 feet of single track with right of way over private land for two 
tracks . 

The OHIO ELECTRIC RAILWAY is assumed to retain its present right of way , 
but the tracks are to be elevated over the C. H. & D. R. R. Spring Grove 
Avenue and the B. & O. S - W . R. R. , connecting with the Belt Line Railway a 
little to the south of Crawford Avenue extended . The estimate is for 2970 feet 
of single track and 150 feet of double track and includes the cost of elevating 
the tracks as outlined . 

The OHIO TRACTION COMPANY is assumed to leave its present tracks on

24 

Interurbans . 

Carthage Avenue , St. Bernard , and turning westward run a short distance on 
Bank Avenue and then turn southward over private property connecting with 
the Belt Line Railway about 700 feet west of Carthage Avenue . The estimate 
includes 250 feet of single track and 550 feet of double track , all in the open . 
THE INTERURBAN RAILWAY AND TERMINAL Co. , RAPID DIVISION , is assumed 
to leave its present tracks on Montgomery Avenue , Norwood , at Harris Avenue 
and turn eastward , running over a single track along the B. & O. S - W . R. R. , 
connecting with the Belt Line Railway about 600 feet east of Montgomery 
Avenue . The estimate includes 420 feet of single track and 300 feet of double 
track , partly in the open and partly in a subway . 
THE CINCINNATI AND COLUMBUS TRACTION Co. is assumed to leave its present 
track on Harris Avenue , Norwood , near Beech Street , and follow on a down 
grade along the bank of the ravine to the south of Harris Avenue connecting 
with the Belt Line Railway about 700 feet east of Forest Avenue .The 
estimate includes 660 feet of single track and 200 feet of double track , all in 
the open . 
THE CINCINNATI , MILFORD & LOVELAND TRACTION Co. , at its own expense , is 
assumed to be extended from its present terminus in Madisonville to the west 
side of Oakley . From this place the proposed connecting track will run on a 
down grade along the side of the east bank of Duck Creek joining the Belt 
Line Railway nearly opposite Smith Road , Norwood .The estimate includes 
only that part of the track along the side of the bank of Duck Creek , a total of 
about 500 feet of single track and 140 feet of double track , all in the open . 
The present terminal of the Cincinnati , Georgetown & Portsmouth Ry . is at 
Carew Avenue . The Suburban and the Cincinnati and Eastern Divisions of the 
Interurban Railway and Terminal Company cross over the Pennsylvania Railroad 
at Donham Avenue and connect with the Cincinnati Traction Company's 
tracks in Eastern Avenue . This arrangement of tracks will be changed if the 
plans that have been made for eliminating the grade crossings of the Pennsylvania
 Railroad with Eastern Avenue in the vicinity of Delta of Delta Avenue are 
carried into execution . These plans elevate the railroad tracks and depress the 
streets sufficiently to permit a roadway to pass under the railroad at Delta 
and Stanley Avenues . They also abolish the overhead crossing for the inter 
urban lines at Donham Avenue and contemplate the construction of the tracks 
westerly on the south side of the Pennsylvania Railroad to Stanley Avenue there 
crossing under the Pennsylvania Railroad and connecting with the Cincinnati 
Traction Company's tracks in Eastern Avenue . The problem is to find a satisfactory
 way to get these interurban lines into the City . Eastern Avenue is 
now congested in places and it would not seem advisable to add to this traffic 
and to lay the two additional rails necessary for the operation of cars of 
different gauges . Neither is it feasible to lay a track between Eastern Avenue 
and the river and it would be expensive to lay a track on the northerly side 
of Eastern Avenue . If the line is to follow in the general direction of the river , 
the only practicable location is on or near Columbia Avenue .But Columbia 
Avenue , west of Delta Avenue , is on too steep a grade to economically operate 
railways . I would recommend the adoption of the standard railroad gauge and the 
use of the track jointly by the three lines . 
The choice of two routes is presented : -first , to continue the track on Stanley 
Avenue across Eastern Avenue to Columbia Avenue , where it turns westward and 
runs on the surface of Columbia Avenue to a point about 3300 feet east of Tor

25 

DIAGRAM NO . 9

26 

Freight Terminal . 

Torrence Road . From here the line turns onto private property to the north of the 
avenue and continues on a rising grade along the Ohio River bluff to the east 
side of Torrence Road ravine , where it turns northward and follows along the 
side hill crossing over Torrence Road and connecting with the Belt Line Rail 
way about 1100 feet south of Madison Road ; second , if the grade of Columbia 
Avenue west of Delta Avenue is too steep , the track may turn from Stanley 
Avenue , a short distance north of Eastern Avenue and run west ward over low 
lying private lands and on a bridge over Delta Avenue to the south side of 
Columbia Avenue . Thence on a satisfactory rising grade it continues westerly 
on private land until the level of Columbia Avenue is reached , where it joins 
the first line .The estimate includes only that part of the line on private land 
north of Columbia Avenue to the connection with the Belt Line Railway and 
includes 4700 feet of single track and 150 feet of double track . 

FREIGHT TERMINAL . 
As previously stated the officials of the several interurban railways lay special 
emphasis upon the necessity of securing enough land for a freight terminal 
to provide for future extensions .The tract recommended for this use is 
bounded by Twelfth , Plum , Fourteenth Streets and Central Avenue and is prob 
ably larger than will be needed in the immediate future .That part of the 
tract between Ann and Fourteenth Streets is now covered with buildings , 
none of which are of great value .A single building might be erected there 
that would cost more than the present value of the whole area .For this 
reason ,I would recommend the ' taking of the whole property , the immediate 
development of the Hospital lot only as a freight terminal and the renting of 
the remaining property till such a time as larger terminal facilities may be 
required . The estimate , however , is for the cost of developing the whole area . 
The tracks in the proposed terminal are made about level with the train 
 the adjoining subway for several reasons , two of them being as follows : 
a railroad coming from a subway to the surface occupies considerable land 
that can not be used for any other purposes and the open trench made thereby 
interferes with a satisfactory arrangement of terminal tracks .By depressing 
the terminal , only the cellar of the property will be used , leaving the most 
valuable part , that which is on the street level and above , for other purposes . 
A tentative plan , ( see Diagram 9. ) upon which the estimate of cost is based , 
is as follows : Twelfth Street is widened twenty feet and Fourteenth Street is 
widened forty feet making each of these streets eighty feet wide . Two ramps 
for vehicles , each sixteen feet wide , are provided for inbound traffic , one on a 
six per cent grade and one on a four per cent grade . Two ramps for vehicles , 

each sixteen feet wide on a three per cent grade , are provided for outbound 
traffic .The terminal tracks , providing track room for seventy - seven cars 
forty feet long , lead from a siding that is parallel with the subway tracks . There 
are nine tracks each 260 feet long provided with separate receiving and delivering 
platforms and 1000 feet of track without platforms . The roadways are to 
be paved with brick with mortar - filled joints and the trackways with brick 
laid with sand joints . The platforms are of concrete . Ample drainage is pro 
vided and hydrants are so placed , that the whole terminal can be washed with 
a stream of water from a hose . 

The subways , tunnels ( see Diagrams 10 and 11. ) and freight terminals 
are of such dimensions that the ordinary freight car can be run through 
them .

27 

DIAGRAM NO.10 

28

DIAGRAM NO . 11 

Tunnel in earth is reinforced 
concrete . Reinforcing not shown . 

Tunnel in rock 
is plain concrete . 

CITY OF CINCINNATI 
RAPID TRANSIT RAILWAY TYPICAL TUNNEL 
SECTIONS FRM & M .

29 

Estimate of Cost . 

STORAGE YARD . 
A necessary adjunct to any railway system is a storage yard and repair 
shop . This yard should be of sufficient area not only for present , but for fu 
ture needs , when the Belt Line Railway is run to its full capacity . It is esti 
mated that this will require about fifteen acres .The location of this yard 

should be at a point about midway of the line or between Norwood and St. 
Bernard . There are at least two suitable locations within the limits mentioned 
where connection can be had with the steam railroads . 

Tentative plans have been made upon which the estimate of cost is based . 
These plans include storage tracks for 160 cars , 70 feet long , an inspection shed 
64 feet by 350 feet , a repair shop 82 feet by 200 feet , a paint shop 65 feet by 

100 feet , trainmen's and yardmen's lobbies , stock houses , oil houses , etc. The 
track and all of the buildings are so arranged that they can be added to without 
changing the tentative plan . 

WASTE WEIR OR OUTLET . 

The lease of the Canal from the State , requires the City to construct 
suitable and sufficient works for a convenient outlet for the discharge of the 
water of the Canal at or near the point where the said Canal is crossed by 
Ross Run . 
A plan and estimate of cost of a masonry weir discharging into Ross Run 
has been made . The weir is located in St. Bernard about 830 feet north of 
the B. & O. S - W . R. R. , and is about 170 feet within the boundary of that 
part of the Canal leased to the City . 

ESTIMATES OF COST . 

The estimates of cost have been carefully made , entering into many de 
tails that are often assumed at a lump sum . Local conditions have been con 
sidered and methods of doing the work have been studied . Many of the unit 
prices used have been adopted after talking with local contractors , who have 
been very kind and generous in giving me information .A large part of the 
work will be in the open where there are no underground structures to 
support and maintain , no adjacent buildings whose foundations might be dis 
turbed and where there are no important streets to be kept open to traffic . 
Therefore , labor saving machinery , such as steam shovels , contractor's railway , 
etc. , may be used to great advantage . The proximity of the steam railroads to 
the line of work will save in the handling of material and afford opportunity 
for the convenient location of contractor's plants . The conditions are so fav 
orable for economical construction that the completed structure will cost very 
much less than projects of like character in any other city . 
TABLE ONE . 

Table One is an estimate of the cost of Scheme I or the " Canal Street Belt 
Line . " It is divided into sections for the purpose of assembling under one 
possible contract , work of like character and of fairly uniform unit prices . Section 
1 begins east of Sycamore Street and ends at Bates Avenue .Section 2 be 
gins at Bates Avenue and ends in St. Bernard about 1300 feet west of Carthage 
Avenue .Section 3 begins at the end of Section 2 and ends in Norwood 
west of Section Avenue and south of the B. & O. S - W . R. R. Section 4 
begins at the end of Section 3 and ends at Park Avenue , Norwood . Section 
5 begins at the end of Section 4 and ends at Madison Road .Section 6

30 

Estimate of Cost . 

begins at the end of Section 7 begins at the end of 

1 east of Sycamore Street .Section 8 consists of four bridges located within 
the bounds of Sections 6 and 7 . 

5 and ends near Eden Park Reservoir . Sec . 
Section 6 and ends at the beginning of Section 

It is assumed that it will take three years from the time the work begins till 

the trains are in operation over the Belt Line . Interest on bonds , issued during 

the progress of the work is included in the estimate . 

TABLE TWO . 
Table Two is an estimate of the cost of Scheme I or the " Canal Street Belt 
Line " being of the same total amount as Table One , but divided into sections 
ending at passenger stations . 

TABLE THREE . 
Table Three has two estimates , the first being an estimate of the cost of 

a storage yard for cars , repair shops , etc. , located in the vicinity of Norwood . 
The second is an estimate of the cost of a masonry weir or outlet from the 
Canal to Ross Run located in St. Bernard north of the B. & O. S - W . R. R. The 
building of this weir is one of the conditions of the Canal lease . 

TABLE FOUR . 
Table Four has two estimates , the first being an estimate of the cost of 
connecting the several interurban Railways with the Belt Line . The length of 
track estimated and the type of structure used is described in this report under " Interurbans . " The cost of arrangements for handling baggage and express 
matter at Canal Station is also included in this estimate .The second is an es 
timate of the cost of an interurban railway freight terminal located on Plum 
Street between Twelfth and Fourteenth Streets .Roofs over the raised plat 
forms only have been planned and estimated .If the street level over the ter 
minal is used for any other purpose , the floor of the structure erected will 
become the roof of the entire terminal making separate roofs over the platforms 
unnecessary 

TABLE FIVE . 
Table Five is an estimate of the cost of Scheme II or the " Loop Line " to which is added the total estimate of Scheme I. 
schemes are considered as one complete plan . 

TABLE SEVEN . 

downtown 
These two 

TABLE SIX . 
Table Six is an estimate of the cost of Scheme III or the " Ninth Street 
Belt Line . " Section 1 begins near the intersection of Plum and Twelfth 
Streets and ends at Bates Avenue . Sections 2 , 3 , 4 , 5 , 6 and 8 are the same 
as in Scheme I with the percentages for engineering , contingencies and interest 
added to each section . Section A begins at the end of Section 6 near Eden 
Park Reservoir and ends at Gilbert Avenue . The greater part of it is a tunnel 
under Mt. Adams . Section B begins at Gilbert Avenue and ends at the begin 
ning of Section 1 ( near the intersection of Twelfth and Plum Streets ) . 

Table Seven is an estimate of the cost of Scheme IV , or the " Pearl Street 
Belt Line . " 

Section 1 begins near the intersection of Twelfth and Plum Streets and 
ends at Bates Avenue . Sections 2 , 3 , 4 , 5 and 6 are the same as in Scheme I 
with the percentages for engineering , contingencies and interest added to each

31 

Estimate of Cost . 

section . Section 8 is the same as in Scheme I with the addition of 100 feet of 
bridge structure .Section A begins at the end of Section 6 near Eden Park 
Reservoir and ends on Walnut Street near Third Street . Section B begins on 
Walnut Street near Third Street and ends on Walnut Street at Canal 
Street . Section C begins on Walnut Street at Canal Street and ends on Plum 
Street near Twelfth Street , the beginning of Section 1 . 

TABLE EIGHT . 
Table Eight is a summary of the estimates of the cost of the four 

schemes described . Each scheme is divided into items of construction , equip 
ment , power , etc. , the total including everything necessary for the operation 
of trains . 

TABLE NINE . 
Table Nine is a schedule of running time for both tracks , Canal Station 
being taken as the starting point .The minutes and seconds elapsed from the 
time of leaving Canal Station to the time of departure from any station are 
given opposite that station . This table is compiled from diagrams in Mr. Ward 
Baldwin's report .

32 

SECTION LENGTH 
MILES 

I 3.29 

д 3.29 

  2.34 

IZ 1.20 

Y 2.38 

у 2.07 

a.99 

See Note 
15.56

CITY OF CINCINNATI 
RAPID TRANSIT RAILWAY 
ESTIMATE OF COST 
SCHEME I 

ITEM 

November 1914 

EXCL . OF STATIONS 
CANAL STATION LIBERTY STATION 
BRIGHTON STATION 
HOPPLE STATION TOTAL 
EXCL . OF STATIONS 
LUDLOW STATION 
CRAWFORD STATION 
MITCHELL STATION 
TOTAL 
EXCL . OF STATIONS ST.BERNARD STATION 
PADDACK STATION 

MAIN LINE 

TOTAL 
EXCL . OF STATIONS 
MONTGOMERY STATION 
FOREST STATION 
TOTAL 
EXCL . OF STATIONS OAKLEY STATION 
DANA STATION 
TOTAL 
EXCL . OF STATIONS MADISON STATION 
TOTAL 
TOTAL 
TOTAL TOTAL 
ENGINEERING @ 3 % 
CONTINGENCIES @ 6 %% TOTAL 
INTEREST @ 6 % 
GRAND TOTAL 

CONST'N EQUIPMENT REAL ESTATE TOTAL 
1,769,21 2. 162,284 .20,000 1,951,496 . 
69,485 .1,252 70,737 . 
52,374 .1,770 . 54,144 . 
2,004 124,1 13 . / 22,10 9 . 
55,820 .1,6 1 6 . 57436 
20,000 2,257,9 26 . 
38,000 . 1,229,238 , 
26,2 33 . 

2,069,000 ./ 68,926 . 
1,0 26,352 . 
2 5,2 / 8 . 
28,74 6 . 
45,785 . 
1,126,191 . 
493,754 . 
56,75 1 . 
33,6 32 . 
584,137 . 
662,098 . 
78,605 . 75,540 . 
816,243 . 
494,766 . 
58,321 . 
32,29 7 . 
585,384 . 
489,676 . 
50,729 . 
540405 . 
824,635 . 
72448.7 
6,618443 . 198,553 . 
397,107 . 

/ 64,886 . 
1,015 . 
800 . 
1,600 . 
168,30 1 . 
122,971 . 
1,626 . 
1,505 . 
/ 26,102.5 
61,013 . 
1,412 . 
985 . 
63,410 . 
127,792 . 
1,601 . 
1,657 . 
131,050 
107,460 . 

827,202 . 
24,81 6 . 
49,632 . 

TABLE NO . 

7,214,103.7 901,650 901,650 
432846. 54,099 . 
7,646,949 .95.5,749 . 

Note : - Item headed " Equipment , Exclusive of Stations " includes cost of track in Stations . 
Section III is 1250 feet of Steel Bridge Super 
structure included in the length but not in 
the estimate of Sections I and II 
Item headed " Interest @ % " is interest on bonde 
during time of construction . 

61,000 . 
47,000 . 

38,000 1,332492 . 
61,000 .677,725 . 
58,377 . 

47,000 
78,600 . 

+ 

78.600 
124,070 

29,546 . 
47,475 . 

35.1 37 . 
771,239 . 
770/11 . 
80,0 17 . 

721,206 . 
1,593 . 52322 . 
109,053.5 124,070 . 773,528 
44,904 . 55,000 . 924,539 . 
15456 . 87,904 . 
423,670 7,869,315 . 12,710 . 236,079 . 
446,739 . 
436,3808,552,1 33 . 
26,183 . 513,128 . 

76,525 . 
9246.53 . 
701,158 . 
59,92 2 
33954 . 
795034 . 

4625639,065,261 . 

FAM & M .

33 

CANAL 
TO 
CRAWFORD 
CRAWFORD TO 
MITCHELL . 
MITCHELL 
ΤΟ 

Lincl 

ST . BERNARD . 
ST . BERNARD 
TO 
PADDACK . 

OAKLEY TO 
FOREST 

SECTION 

Canal , Liberty , Brighton , Hopple 
Ludlow and Crawford Stations 
incl . Mitchell Station . 

PADDACK TO 
MONTGOMERY . 

incl . St. Bernard 

RD } incl . Paddack 

CITY OF CINCINNATI 
RAPID TRANSIT RAILWAY 
SUMMARY OF COST 
SCHEME I 

FOREST TO 
MONTGOMERY 

November , 1944 

ESTIMATE OF WEST SIDE . 

LENGTH CONSTRUCT REAL ESTATE 

4.73 mi 2,945,670 . 

1.08 361,687 . 

.. • 

TO CANAL 

VIA TO CRAWFORD CANAL 

" 

VIA 
CANAL TO MITCHELL 

TO ST . BERNARD CANAL 

" • 

incl . Montgomery .. 1.28 .. 420,320 . 

ESTIMATE OF EAST SIDE . 

CANAL }incl . Dana and Madison Stations 4.50 mi 2,56,067 , 230010 " 286469 $ 2,672,546 2,672,546 . 
DANA TO incl . Oakley Station . .71 " 199,732 34938 45288 279,958 2,952,504 OAKLEY 
incl . Forest 

x } 

VIA 
CANAL 

" 

.81 . 

1.13 320293 . " 

342,742 . 39,305 49,824 431,871 4,133,163 

19,652 .71,898 411,843 4545,006 

51315 77,127 548762 5093,768 . 

TABLE NO . 2 

EQUIPMENT TOTAL . 
SUMMATION 
FROM 
CANAL STATION 

40397. * 277,270 . 3,263337 . ″ 3263,337 . 

8,734 . 67,534 437,955 3,701,292 

6.62 mi . 

.87 493,275 . |37/21 55,331 585,727 3,538231 . 

45 407,162 .1,092 . 25,008 433,262 3,971,493 

COMBINED SUMMARY . 

FROM FROM FROM CANAL FOREST MONTGOMERY WESTERLY SOUTHERLY SOUTHERLY SOUTHERLY . EASTERLY . 

FROM DANA 
FROM OAKLEY 

9.94 mi 
3,701,292.6,373,838 , 6,653,796 7,239,523 7,672,785 . 
5.81 mi10.31 mi 11.02 mi . 11.89 mi 1234 mi . 

VIA 4,133,1636,805,7097,085,6 6 7 7,6 71,39 48,104,656 . 
11.12 mi .11.83 mi12.70 mi . 13.15 mi . 

2,672,546,2,95 2,5043,5 38,231,3,971,493 . 
4.50 mi . 521 mi . 6.08 mi 6.53 mi . 

$ 3,263,337,5,935,88 36,2 5,841.680 1,568 7,234,830 . 
4.73 mi 10.81 mi .11.26 mi . 9.23 mi . 

TO PADDACK 
7.75 mi 12.25 mi . 
VIA $ 5,09 3,768 $ 7,76 6,314 8.046,2 728,631 , 9999.06526 / . 
9.03 mi .13.53 mi 14.24 mi . 15.11 mi . TO MONTGOMERY CANAL 

This estimate is the same as that of Table I except that the sections 
end at stations . 

4,545,0067,217,5527,49 7,5 / 0.8,08 3,237 $ 8,5 / 6,499 . 
12.96 mi .13.83 mi .1428 mi . 

15.56 mi . 

M.W.R.

34 

CITY OF CINCINNATI 
RAPID TRANSIT RAILWAY 
ESTIMATE OF COST 
STORAGE YARD & WASTE WEIR 

ESTIMATED COST 
ENGINEERING 3 % 
CONTINGENCIES @ 6 % 

YARDS , MACHINE SHOPS , INSPECTION SHEDS ETC. 
CONST'N . EQUIPMENT REAL TOTAL ESTATE 

TOTAL 
INTEREST 06 % 
GRAND TOTAL 

November 1914 

196,322 . 
5,890 . 
11,779 . 
21.3,991 . 
/ 2,8 39 . 
226,830 . 

ESTIMATED COST 
ENGINEERING @ 3 % 
CONTINGENCIES @ 6 % 
TOTAL 

WASTE WEIR 

95,181 . 
2,855 . 
5,711 . 

INTEREST @ 6 % 
GRAND TOTAL 

103,747 . 
6,225 . 
109,972 . 

TABLE NO . 3 

18,750 .310,253 . 
563 .9,308 . 
17,490 . 
19,313 . 
1,1 5.9 . 
20,472 

2,552 . 
77 . 
153 . 
2,782 . 
167 . 
2,949 . 

337,051 . 
20,223 . 
357,274 . 

F.F.MAM .

355 

BRIGHTON 
CRAWFORD 

CITY OF CINCINNATI 
RAPID TRANSIT RAILWAY 
ESTIMATE OF COST 
INTERURBAN CONNECTIONS 

ST . BERNARD 
MONTGOMERY 

EXCLUSIVE OF FREIGHT TERMINAL 

FOREST 
OAKLEY 
MADISON 

BAGGAGE TERMINAL 
TOTAL 
ENGINEERING @3 % 
CONTINGENCIES @ 6 % 
TOTAL 
INTEREST @ G % 
GRAND TOTAL 

November 1914 

COST 

ENGINEERING @ 3 % 
CONTINGENCIES @ 6 % 
TOTAL 
INTEREST @ 6 % 
GRAND TOTAL 

Note : 

CONSTN 
47,5 46 . 
52,926 . 
13,362 . 
37,94 7 . 
1,465 . 

2,0 28 . 
77,2 30 . 
4,8 98 . 
237,402 . 
7,1 22 . 

1 4,2 44 . 
258,768 . 
15,526 . 
$ 274,294 . 

CONSTN 
40 9,645 . 

1 2,2 90 . 
24,579 . 
446514 . 
2 6,79 1 . 
$ 473,305 . 

EQUIPMENT REAL ESTATE 
4,8 9 0 . 
10,763 .
2 5,7 3 3 . 
10,000 . 
500 . 7,4 68 . 
6,571 . 8,5 0 0 . 
5,32 9 .5,7 0 0 . 
4,34 7 .4,38 0 . 
17,318 . 
2,9 0 0 . 
59,58 6 . 

FREIGHT TERMINAL 

1,788 . 
3,575 . 
$ 64,949 . 
3,8 9 7 . 
68,846 . 

EQUIPMENT . 
$ 26,947 
808 . 
1,617 . 
29,372 . 
1,762 . 
31,134 .

2 7,000 . 
2 5,000 . 
106,813 . 
3,2 04 . 

110,017 . 
6,601 . 

REAL ESTATE 

116,618.459,758 . 

15,668 .

TABLE NO . 4 

$ 537,938 . 
32,276 . 
$ 570,214 . 

TOTAL 
78,169 . 

7 3,6 89 . 
21,330 . 
53,0 / 8 . 
/ 2,494 . 
10,755 . 
12 1,548 . 
32,798 . 
$ 403,801 . 
12,1 14 . 

1 7,8 19 . 
433,734 . 
2 6,0 24 . 

522,270.958,862 . 

Cost of City Hospital grounds 210,640 . 
3/1630 . Cost of other land and buildings 
Total real estate for freight terminal 522,270 .

TOTAL 

2 8,766 . 
2 6 , / 96 . 
1,01 3,824 . 
60,8 29 . 
1,074,653 . 

FEMSM .

36 

November 

1914 

EXCLUSIVE 

OF 

STATIONS 

MAIN 

STREET 

STATION 

FOUNTAIN 

SQUARE 

STATION 

PLUM 

STREET 

STATION 

TOTAL 

ENGINEERING 

@ 
5 
% 

CONTINGENCIES 

@ 
6 
% 

CITY 

OF 

CINCINNATI 

RAPID 

TRANSIT 

RAILWAY 

ESTIMATE 

OF 

COST 

SCHEME 

II 

TOTAL 

INTEREST 

@ 
6 
% 

CONST'N 

EQUIPMENT 

REAL 

ESTATE 

945,672 
. 

$ 55 

85,493 
152,056 
. 

81,275 
. 

1264,496 

, 

63,225 
. 

75,870 
. 

1403,591 

. 

84,215 
. 

TOTAL 

SCHEME 

II 
$ 
1,487,806 
. 

7,646,949 
. 

65,407 
. 

2,206 
. 

2,206 
. 

2,372 
. 

72,191 
. 

3,610 
. 

4,331 
80,132 
4,808 
. 

84940 
. 

955,749 
. 

SCHEME 

I 

TOTAL 

SCHEMES 

1 & 

11 

9134,7551,040,689 

. 

DAMAGE 
33,000 
. 

33,000 
1,650 
. 

34,650 
. 

2,079 
. 

36,729 
. 

462,563 
. 

4 

499,292 

Note : 
Length 

of 

Scheme 

II 
= 

1.31 

Miles 
. 

Length 

of 

Schemes 
I & I 
= 
16.87 

Miles 
, 

J 

TOTAL 1,044,079 
. 

87,699 
. 

154,262 
. 

83,647 

1,369,687 
. 

68,485 
. 

80,201 
. 

1,5 / 
8,373 
91,102 
. 

$ 
1,609,475 
. 

9,065,261 10,674,736 

. 

TABLE NO . 5

37 

SECTION 

I. 

SECTION 

II . 

SECTION 

III . 

SECTION 

IT . 

SECTION 

I. 

SECTION 

II . 

SECTION 

VIL 

SECTION 

A. 

SECTION 

B. 

TOTAL 

CITY 

OF 

CINCINNATI 

RAPID 

TRANSIT 

RAILWAY 

ESTIMATE 

OF 

COST 

SCHEME 

III 

FROM 
STATION 

. 

то 

LENGTH 

STATION 

. 

MILES 
. 

16 
+ 
68 

157 

+ 
04 

2.65 
$ 

1,827,634 
. 

157 

+ 
04 

330 

+75 

3.29 

330 

+ 
75454 

+ 
00 . 

NOVEMBER 

, 1914 

454 

+ 00 

517 

+ 
20 

517 

+ 
20 

643 

+30 

CONSTRUCTION 

EQUIPMENT 

REAL 

ESTATE 

TOTAL 
. 

157,760 
. 

21,836 
. 

2007230 
. 

194,455 
. 

41,488 
. 

1,537,144 
. 

145,697 
. 

66,600 
. 

887,211 
. 

1,301,201 
. 

2.34 

674,914 
. 

1.20 

943,086 
. 

239 

676,353 
. 

2.07 

624,385 
. 

83,706 
. 

813,764 
. 

643 

+ 30 

752 

+80 

1250 ' of 

bridges 
. 

752 

+80803 

+ 
75 

.97 

877 

+ 
87 

803 

+75 

= 

16 

+ 
68 

1.40 

1,617,179 
. 

1631 

8,562,222 
. 

73,263 
. 

151,416 
. 

126,001 
. 

17,858 
. 

50,445 
. 

Note : - 
Cost 

estimates 

of 

Sections 
I - VIII 

adapted 

from 

Scheme 
I. 

" 

A 

and 
B 

are 

additional 

51,315 
. 

1,067,664 
. 

85,815 
. 

913,584 
. 

135,460 
. 

885,846 
. 

101,564 
. 

102,806 
. 

967,015 
. 

1,731,988 
. 

542,049 
. $ 
10,099,246 

78,080 
. 

36,729 
. 

* 

994,975 
. 

Cost 

of 

stations 
, engineering 
, contingencies 

and 

interest 

are 

included 

in 

above 

figures . 

Length 

of 

Section 

VIII 
is 

included 

in 

Sections 

II 

and 

A. 

M.W.R. 

TABLE NO . 6

38 

SECTION 

1 . 

SECTION 

I. 

SECTION 

II . 

Note 
: 

CITY 

OF 

CINCINNATI 

RAPID 

TRANSIT 

RAILWAY 

ESTIMATE 

OF 

COST 

SCHEME 

IV 

NOVEMBER 

, 1914 . 

FROM 
STATION 

. 

SECTION 

IT . 

SECTION 

I. 

SECTION 

II . 

SECTION 

VIII . 

SECTION 

A. 

SECTION 

B. 

SECTION 

C. 

864 

+ 
00 

TOTAL 

ΤΟ 

LENGTH 

STATION 

. 

MILES 
. 
CONSTRUCTION 

EQUIPMENT 

REAL 

ESTATE 

TOTAL 
. 

16 
+ 
68 

157 

+04 

2.65 

1,827,634 
. 

157,760 
. 

21,836 
. 

2,007,230 
. 

157 

+ 
04 

330 

+ 
75 

3.29 

1,30 

1,201 

| 
94,455 
. 

41,488 
. 

1,537,144 
. 

330 

+ 
75454 

+ 
00 
02 
. 2.34 

674,914 
. 

145,69 

7 . 

66,600 
. 

887,211 
. 

454 

+ 
00 

517 

+ 
20 

1.20 

517 

+ 
20 

643 

+30 

239 

643 

+ 
30 

752 

+ 
80 

207 

1350 

of 

bridges . 

752 

+80 

836 

+ 
00 

1.58 

836 

+ 
00 

864 

+ 
00 

.53 

885 

+ 
51 

= 

16+ 

68 . 

41 

16.46 

943,086 
. 

73,263 
. 

676,353 
. 

151,4 

1 6 . 

624,385 
. 

93,280 
. 

575,326 
. 

51,315 
. 

1,067,664 
. 

85,815 
. 

9 / 
3,584 
. 

126,001 
. 

135,460 
, 

885,84 

6 . 

18,572 
. 

111,852 
. 

60,617 
. 

100,170 

736,113 
. 

666,150 
. 

326,100 
. 

631,000 
. 

35,150 
, 

298,900 
. 

27,200 
. 

7,646,079 
. 

990,131 
. 

$ 

$ 

Cost 

estimates 

of 

Sections 
I - VIII 

are 

adapted 

from 

Scheme 

I. 

A , B 

and 
C 

are 

additional 

. 

" 

" 

.. 

502,684.9138894 

. 

Cost 

of 

stations 
, engineering 
, contingencies 

and 

interest 

are 

included 

in 

above 

figures . 

Length 

of 

Section 

VIII 
is 

included 

in 

Sections 

and 

A. 

M.W.R 

TABLE NO . 7

39 

NOVEMBER 

1914 

CITY 

OF 

CINCINNATI 

RAPID 

TRANSIT 

RAILWAY 

SUMMARY 

OF 

ESTIMATES 

LENGTH 

IN 

MILES 

CONSTRUCTION EQUIPMENT 

, TRACK 
, ETC. 

REALESTATE * CARS POWER 

BUILDING 

ANDEQUIPMENT 

SUB 
- STATIONS 
* PRIMARY 

DISTRIBUTION 

LIGHT 
, HEAT 
, ETC. 

TOTAL 

SCHEME 

I. 

SCHEMESI 

& II 

SCHEME 

II . 

SCHEME 

IV 

15.56 

16.87 

16.31 

16.46 

7,646,949 
. 

9,134,755 
. $ 

8,562222 
. 

955,749 462,563 
. 

7,646,079 
. 

990,131 
. 

1,040,689 
. 

994,975 
. 

499,292 
. 

542,049 
. 

502,684 
. 

932,000 

1,035,000 

1,035,000 
. 

1,035,000 
. 

777,000 
. 

912,000 
. 

9 / 
2,000 
. 

240,000 
. 

265,000 
. 

265,000 
. 

131,000 
. 

162,000 
. 

162,000 
. 

77,000 
. 

82000 
. 

82,000 
. 

4 

912000 
. 

265,000 162,000 
82,000 
. 

$ 

11,222,261.13,130,736.12,555,246.11,594,894 

. 

Note 
: -These 

items 

are 

taken 

from 

estimates 

made 

by 

Mr. 

Ward 

Baldwin 
, 

the 

percentages 

for 

engineering 

etc. 

being 

added 

to 

each . 

R.M.E. 

TABLE NO . 8

40 

VOVEMBER 1916 

CITY OF CINCINNATI 
RAPID TRANSIT RAILWAY 
TIME TABLE 
CANAL ST . BELT LINE 

MILES MIN.SEC . 
, 00 о 0 
.68 2 20 
1.68 4 55 
2.76 739 
3.90 10 27 
4.68 12 43 
5.74 15 22 
6.56 17 39 
7.70 20 33 
8.94 23 28 
9.50 25 26 

10.35 27 47 
11.06 29 59 

12.17 32 49 
15.56 39 oo 

GOING 

WESTFROM 

CANAL 

STATION 
CANAL 
LIBERTY 
BRIGHTON 
HOPPLE 
LUDLOW 
CRAWFORD 
MITCHELL 
ST.BERNARD 
PADDOCK 
MONTGOMERY 
FOREST 
OAKLEY 
DANA 
MADISON 
CANAL 

GOING 

EAST 

FROM 

CANAL 

MIN . SEC . MILES 
39 00 15.56 
36 37 14.88 
33 59 13.88 
31 16 12.80 

11.66 

10.88 
9.82 
9.00 

7.86 
6.62 
6.06 

28 24 
26 09 
23 28 
21 07 
18 16 
15 23 
13 23 
// 02 
8 57 
6 13 
0 

TABLE NO . 9 

O 

5.21 
4.50 
3.39 
.00 

Note : The above table is arranged from diagram furnished by Mr.Ward Baldwin . 

R.M.E

41 

ESTIMATE OF COST OF ELECTRICAL AND MECHANICAL 
EQUIPMENT . 

FRANK S. KRUG , Esq . , 
Chief Engineer , 

66 

November 27 , 1914 . 

City of Cincinnati . 
DEAR SIR : -In pursuance of my appointment by the City on April 8 , 
1914 , to determine the cost of the electrical and mechanical equipment necessary 
to provide for efficient high - speed service on the proposed " Rapid Transit Rail 
way " for which the several projected locations have been designated as 

Schemes I , I and II , III , and IV ,the following estimates , one for " Scheme I , " and one for " Scheme I and II , " are herewith respect fully submitted . 
The estimates of cost for " Scheme III " and for Scheme IV " would be so 
nearly the same as the estimate for " Scheme I and II " that it will be a suffi 
ciently close approximation for estimating purposes to assume the cost of the 
equipment for either " Scheme III " or " Scheme IV " to be the same as the 
cost for Scheme I and II . ” 
GENERAL SPECIFICATIONS . 
SERVICE . The estimated costs of equipment are for high speed service equal 
or superior to the best existing examples of high speed suburban service in 
large cities . 
During " rush hours " two - car trains are run on both tracks with a head 
way of two and one - sixth minutes , at a schedule speed of twenty - four miles per 
hour , and with one - third minute stops at stations . 
The equipment with a load factor of thirty per cent . is sufficient to carry 
about 45,000,000 seated passengers annually . 
CARS . The cars are all - steel construction . Each car has two Westinghouse 
No. 301 - D - 4 , or equal , 175 HP , 600 volt ,commutating pole , field control , 
direct current railway motors , with automatically accelerating unit - switch - re 
mote - control - equipment for double end train operation , so arranged that trains 
may consist of from one to four motor cars , and be operated from either end of 
any motor car .Motors have forced ventilation and will have a capacity for 
doing the work shown on diagrams No. 105 and No. 106 without having the 
temperature of any part rise more than 65 ° Centigrade , above atmospheric 
temperature . 
The cars are electrically heated and lighted ; are equipped with air brakes ; 
and have doors operated electrically by remote push - button control . 
D. C. CURRENT . The 600 volt D. C. supply for the cars is taken from the 
rotary converters in the Substations by an under - contact 80 - pound protected 
" third - rail , " and the return from the cars to the Sub - stations is taken by the 
80 - pound track rails . 
ROTARY CONVERTERS . The rotary converters are commutating - pole type , 750 
R. P. M. , multiple pole , 25 cycle , 6 phase , 600 volts D. C. , 425 volts A. C. , 
with laminated steel pole pieces with suitable dampers to prevent tendencies 
to hunting under severe conditions of service and supply circuits .They will 
be of ample capacity for the service conditions shown on diagrams No. 105 
to No. 117 inclusive . 

ROTARY CONVERTER FIELD . The shunt and series field coils are to be strap 
wound and are to be insulated in a substantial manner with material which can 
be subjected to a temperature of 90 ° Centigrade without injury .

42 

Electrical Equipment 

ROTARY CONVERTER ARMATURE . The armature core is laminated steel with 
open slots .The coils are inter changeable , are to be completely insulated 
before being placed in the slots , and are to be held by hard fibre wedges . The 
armature winding will be insulated in a substantial manner with material 
which can be subjected to a temperature of 90 ° Centigrade without injury . 
ROTARY CONVERTER COMMUTATOR .The bars will be hard - drawn copper , 
with leads from armature coils soldered to the necks of bars , each joint 
having as great carrying capacity as the amature conductor . 
ROTARY CONVERTER BRUSHES .Carbon brushes will be used . The arms 
carrying the brushes will be supported by a ring clamped to the frame , with 
brush lifting device for raising brushes when starting . 
ROTARY CONVERTER COLLECTOR RINGS .The rings are to be of approved 
copper alloy , and the brushes are to be of approved high current carrying capacity 
 copper - graphite type . 
ROTARY CONVERTER HEATING . The temperature rise will not exceed 35 ° 
centigrade for full load for twenty - four hours , and 55 ° Centigrade for full load 
for twenty - four hours followed by fifty per cent . overload for two hours . , 
temperatures being based on the standard conditions specified by the A. I. E. 
E. The commutator may rise 5 ° Centigrade above temperature of other parts . 
ROTARY CONVERTER OVERLOAD .The converters will stand a momentary 
overload of 200 per cent . without injury . 

· 
STARTING ROTARY CONVERTER . The converters will be self - starting from 
the A. C. side , provision being made by a tap on the transformers for
reduced voltage so that the armature may be brought up to synchronous speed 
by the direct application of alternating voltage to the collector rings . 
TESTS OF ROTARY CONVERTERS .All converters shall be tested in accordance 
with the Standardization Rules of the A. I. E. E. 
ROTARY CONVERTER RATING . The 750 K. W. converters are to have 1250 
A. rating on D. C. side . The 500 K. W. converters are to have 833 A. rating 
on D. C. side . 

TRANSFORMERS . The transformers in the sub - stations are single phase , oil 
immersed , self - cooling , indoor - service , 25 cycle , 6600 to 425 volt .They have 
on the high tension side taps for 6430 , 6270 , 6110 , 5940 volts ; and on the low 
tension side taps for self - starting converters . 
The transformers are arranged three in a group , delta connected on high 
tension side , diametrical connected on low tension side , to transform from 3 
phase 6600 volts to 6 phase 425 volts . 
TRANSFORMER HEATING . The temperature rise will not exceed 40 ° Centigrade 
for full load for twenty - four hours , and 55 ° Centigrade for one and one - fourth 
load for twenty - four hours following full load for twenty - four hours . 
TRANSFORMER TESTS . Transformer insulation will withstand for one minute 
 13200 volts high tension to low tension and iron , 5000 volts low tension 
to iron , and for five minutes 100 per cent . overvoltage in excess of normal voltage. 
Tests will be in accordance with the Standardization Rules of the A. I. E. 
E. 

TRANSFORMER EFFICIENCY . Transformers will have an efficiency of not less 
than 97 per cent . at 100 per cent . P. F. and 50 ° Centigrade . 
SUB - STATIONS .The sub - stations are spaced at approximately equal 
distances and are located at the passenger stations . 
SUB - STATION EQUIPMENT .Each sub - station is equipped with three rotary 
converters and appurtenances as follows :

43 

Electrical Equipment 

Ten oil - cooled transformers ; switchboard with 1 incoming 6600 volt 3 
phase panel ; 3 A. C. 6600-425 volt rotary converter panels ; 3 D. C. 600 volt 
rotary converter panels ; 2 D. C. 600 volt feeder panels . 
The A. C. converter panels have high tension oil circuit breakers , starting 

switch , ammeters , power factor meters , and protective relays . 
The D. C. converter panels have knife switches , carbon circuit breakers , 
rheostat mountings , ammeters , and protective relays . 
Voltmeters are mounted on swinging brackets at end of switchboard . 
Wattmeters are on lower sections of machine and feeder panels . 
The A. C. primary panels have disconnecting switches , lightning arresters , 
choke coils , and automatic oil switches on incoming side of busses . Between 
busses and transformers will be automatic oil switches and disconnecting 
switches . 
Each sub - station will have a hand operated crane and an electrically 
driven air compressor , and a 10 K. W. transformer for tunnel lighting . 
PRIMARY WIRES .The primary current lines are three conductor , lead covered . 
, varnished cambric insulated copper cables laid in vitrified tile conduit . 
POWER STATION .The main power station is located on the river bank 
on Eastern Avenue , on ground owned by the City and adjoining the western 
pumping station of the City water works . 
EQUIPMENT . The power station is equipped with turbo - generators , condensers
 , steam boilers , remote - control switch board and appurtenances as listed in 
estimate of cost of power equipment . 

GENERATOR RATING . The alternating current turbo - generators are 3 phase , 

25 cycle , and are to have a speed of 1500 R. P. M. and have normal full load 
rating at 6600 volts and 90 per cent . power factor . 
GENERATOR HEATING . The temperature rise is based on normal K. V. A. 
rating at 90 per cent . power factor .Each generator shall carry , 
full load twenty - four hours with rise in temperature , not exceeding 
40 ° Centigrade , 
one and a quarter load twenty - four hours with rise in temperature not 
exceeding 50 ° Centigrade , 
one and a half load one hour with rise in temperature not exceeding 
60 ° Centigrade . 
MAXIMUM CONDITIONS OF OPERATION . With the temperature at 25 ° Centigrade . 
 , each generator will have at 90 per cent . power factor the following 
maximum continuous capacity : 

NOMINAL RATING K. W. 
2250 
3000 
4500 

K. V. A. 

2850 
3750 
5625 

EQUIVALENT K. W. 

2562 
3375 
5062 

TEMPERATURE RISE DEGREES C. 
50 
50 
50 

EXCITER CAPACITY . 
K. W. 
20
VOLTS . 
125 
25125 
40125 

GENERATOR TESTS .All tests of performance , temperature , and insulation 
will comply with the Standardization Rules of the A. I. E. E. 
GENERATOR TYPE .The generators will be of the revolving field type for 
direct connection to steam turbine . The frame will be of semi - enclosed type . 
GENERATOR FIELD . The revolving field will be complete with shaft machined 
for reception of turbine coupling .No moving parts will be exposed except 
the collector rings . Windings will be convenient of access .

44 

Explanation of Diagrams . 

The field coils will be wound with copper strap in slots cut in the field core , 
and held by wedges . The field coils will be insulated from the core with  
material that can be subjected to a temperature of 150 °Centigrade without 
injury . 
GENERATOR ARMATURE .The core will be built of laminated steel .The 
armature winding will be insulated with material which can be subjected to a 
temperature of 90 ° Centigrade without injury . 
GENERATOR VENTILATION .Cool air for the generators will be supplied 
through an intake of sufficient size to supply four cubic feet per minute per K. 
V. A. rated capacity , with loss of pressure not to exceed one - fourth ounce . 
There will be one 80 K. W. 125 V. turbo - driven GENERATOR EXCITERS . 
exciter as a spare . 
TURBINES . The turbines are to have capacity for peak load on generators , 
with steam at 200 pounds with superheat of 100 ° Fahrenheit , and 28 - inch 
vacuum . 
Turbines are to have oiling system , tachometer , and automatic speed changing 
 device for remote control . 
Turbines will have a steam consumption not to exceed 15 pounds per K. 
W. H. at switchboard for full load , and 15.5 pounds per K. W. H. at switch 
board for one and one - half full load . 
CONDENSERS .The condensers are of the jet type , Le Blanc or equal , 
complete with steam driven pumps and all appurtenances , and will produce a 
vacuum of at least 28 inches at peak load with water at 70 ° Fahr . 
SWITCHBOARD .The switchboard is of the bench type with indicating and 
recording instruments on vertical panels above the bench board , and with the 
structure for bus bars , oil switches and circuit breakers beneath the bench board 
gallery in a fireproof room . There will be an automatic voltage regulator on 
switchboard . 
BOILERS . The boilers are of the water tube type built for a steam pressure 
of 200 - pound gauge and 100 ° Fahrenheit superheat , complying with the re 
requirements of the Ohio laws , and are to be equipped with automatic stokers 
and feed regulators . 
BUILDINGS . The power buildings are of fireproof construction , and con . 
contain ash and coal bunkers with electrically operated machinery for conveying ashes and coal .

EXPLANATION OF DIAGRAMS . 

The curves shown on the several diagrams are for average conditions . 
These average conditions are determined by assuming an arbitrary rate of 
acceleration and expenditure of energy , and drawing the corresponding sev 
eral curves for each run for the actual length , curvature and grade of the run ; 
and then drawing a set of curves for the average values of energy , length , total 
time , time of straight - line acceleration , time of motor - curve acceleration , time 
of free - run , time of retardation , etc. , and comparing these with similar curves 
for a straight , level track . The average effect of the grades is found to be 
very closely that of a continuous grade having a rise of one - half the aggregate 
rise of the actual grades . This value is used in drawing the curves given in 
the several diagrams , which therefore individually differ to some extent from 
exact actual conditions , but give in the aggregate values closely in agreement 
with those due to actual conditions . 

a

45 

Data for Scheme I. 

All diagrams apply to Scheme I. The quantities for " Scheme I and II " 
are assumed to be proportionate to those in " Scheme I. " 
Diagram No. 104 gives the characteristic curves of the motor proposed for 
the car equipment , two motors to be on each car . 
Diagram No. 105 gives Time - Speed , Time - Distance , Amperes per Car , Amperes 
 square per Motor , and Car - resistance Curves for all runs for Scheme I , 
for Cars with seated passenger load only and each weighing 46 Tons .These 
curves determine average working conditions . 
Diagram No. 106 gives curves like those in Diagram No. 105 , but for cars 
with full seated and standing passenger load and each weighing 61 Tons . 
These curves determine maximum working conditions . 
- Diagrams No. 107 and No. 108 show for the Inside and Outside Track
respectively the phase relation of trains of Diagram No. 105 , at any instant , for 
18 trains per track with 2 % minutes headway . Vertical lines on these diagrams 
locate all trains at the instant indicated by said line , and fix points on the 
curves in Diagram No. 105 to be used in drawing Diagram No. 109 . 
Diagram No. 109 shows the total power at any instant that is used by 
trains of Diagram No. 105 on both Tracks , for 18 trains per track with 26 
minutes headway . 
Diagrams No. 110 and No. 111 show for the trains of Diagram No. 105 , for 

18 trains per track with 2 % minutes headway , the power at any instant that 
is supplied by the several Sub - stations . 
Diagram No. 112 shows the " Train Sheet " for Diagram No. 105 , for 18 
trains per track with 2 % minutes headway . The data given by this diagram 
are more conveniently and accurately found by using the Phase Diagrams 
( Diagrams No. 107 and 108 ) in connection with the speed - time and speed -  
distance curves . 
Diagrams No. 113 to No. 115 are for trains of Diagram No. 106 and show 
same information for said trains as is shown on Diagrams No. 109 to No. 111 
for trains of Diagram No. 105 . 
Diagrams No. 116 to No. 118 show data for Nine 46 - Ton Car trains per 
track , with 43 minutes headway . 
Diagrams No. 119 and No. 120 show data for Nine 61 - Ton Car trains per 
track , with 43 minutes headway . 
Diagrams No. 121 to No. 123 show data for Four 46 - Ton Car trains per 
track , with 934 minutes headway . 
Diagrams No. 124 and No. 125 show data for Four 61 - Ton Car trains per 
track , with 934 minutes headway . 
DATA FOR SCHEME I. 
Two Tracks each 15.562 miles long , 7.14 miles in Tunnel , 8.422 miles open . 
FOURTEEN passenger stations . FOUR power Sub - stations . 
Primary Current A. C. 6600 V. , 25 C. , 3 P. Secondary Current D. C. 600 V. 
Diagrams No. 104 - No . 121. Two Car Trains . Eighteen Trains per track . 
Two 61 - ton Cars per train TWO 46 - Ton Cars per train for average load . 
for maximum load . 
Weight of Car Body . 
" "66 Trucks 
Air Equipment 
Weight of Westinghouse A. L. Control . 66 Motors ( West . No. 301 - D - 4 ) : 
Passenger load - 75 persons . 

82

LETTER FROM GEO . F. SWAIN 

MR . F. S. KRUG , 

Chief Engineer , City of Cincinnati , 
Cincinnati , Ohio . 

December 30 , 1914 . 

My Dear Sir : -As requested by you , I have carefully examined the
report by Mr. F. B. Edwards and Mr. Ward Baldwin , relating to your subway 
problem , together with the plans and estimates accompanying . 
This report is clearly the result of a very careful and thorough study , 
with the details of which I have been kept informed from time to time , and in 
my opinion , it may be taken as an authoritative basis upon which to arrive 
at a correct solution of your subway problem . As the report itself states , it 
does not deal with questions of income , cost of operation , financing or legal 
matters , but is an engineering study and estimate of cost for a definite plan . I need not remind you that the points omitted are among the most important 
that must be considered before a definite project can be formulated and put 
under construction . 
With reference to the report itself I may state , in answer to your ques 
tion , that I consider it reasonable throughout , and to be practical and com 
prehensive . The designs which have been formulated to serve as a basis for 
estimates , are scientific and in accordance with good practice . The route has 
been carefully studied , and in my opinion is well located , and the estimates 
have been carefully made . As to the unit prices , these are , as regards to some 
of the important items , local in character and I can not well criticize them , 
while others are independent of locality .As a whole , the estimate seems to 
be reasonable , and even liberal , and I believe that under ordinary circum 
stances , and with good competition , you should , as regards some items , get 
lower prices , and that you ought to be able to construct the work within the 
figures given .For instance , I note that the reinforcing bars are estimated 
at $ 55 and $ 60 a ton , whereas we have been paying recently under $ 35 in place 
per ton .This item amounts to a total of $ 1,148,820 without the stations . 
At the price we have been paying , you should effect a saving of about $ 400,000 
on this item alone . The cost of excavation and concrete , which are the largest 
items , must be determined after conference with local contractors , and they 

seem to me reasonable .I note in Scheme I that engineering has been esti 
mated at three per cent . and contingencies at six per cent . , a total of nine per 
cent . , while in Scheme II engineering has been estimated at five per cent . and 
contingencies at six per cent . The percentage of engineering has been applied 
to the cost of real estate as well as the cost of construction , whereas it should 
be less for the former ; but the difference will probably be made up by legal 

expenses , and real estate commissions . It is usual for us to allow ten per cent . 
for engineering and contingencies .The estimate allows six per cent . for 
interest . This contemplates two years for construction at a six per cent . rate , 
or three years at four per cent . Probably this is sufficient , and considering the 
unit prices , I believe that you can get the work done within the total figures 
given . 
Scheme I is for a belt line around the city .I have personally examined 
the proposed route , on the occasions of visits to your city , and I approve 

the route selected .I also approve the omission of the third track at stations 
and of the additional two tracks from Twelfth Street to Sycamore Street . This 

omission is entirely justified , by the single consideration , in my opinion , that 
since subways and rapid transit schemes like this are very expensive , the first

84 

Prof. Swain's Letter 

cost should be kept as low as possible in order to secure a financially prac 
ticable project .Later , if traffic should warrant , changes and enlargements 
may be made . I believe , however , that the scheme as outlined in the report 
will be sufficient for the needs of your city for a good many years to come , 
and when changes are called for in the future ( should the scheme be carried 
out ) they will be very likely in directions which can not now be foreseen . According to my experience , it is not wise to try to look too far into the future , 
particularly in transit projects . We have made many changes from time to 
time , in the subways first built in Boston , but it has cost much less to make 
the changes than it would have cost to make them originally , if interest on 
the original outlay is considered , and being made when required , they have 
been planned to suit the conditions at the time , which are not the same as 
those existing originally . 
I also entirely approve abandoning Cheapside as a site for a freight sta 
tion , and substituting the site of the city hospital . Cheapside is , in my opinion , 
of inadequate capacity and some other site should be sought . Whether the hos 
pital site is the best is perhaps open to question , but I have seen no other 
site which seems to be available or so well suited to the purpose . I also approve the other features of the plan . The method of construc 
tion for the side hill section along the river ( section 6 ) is excellent and 
adapted to the conditions . The stations have been well located and designed , 
and the structural details are practical and substantial . It should be born in mind that the estimated cost may be reduced in 
several ways if found desirable , as for instance , as stated in my report , by 
giving less consideration to the boulevard as compared with the rapid transit 
line . 
Scheme II is for the loop line in the downtown district .I agree with 
the report in the opinion that Schemes I and II together make an ideal transit 
plan .It will allow a greater flexibility of operation than the other plans , 
and is the only plan suggested that will allow the interurban cars to be run 
around the loop and out again , without going around the entire loop and 
without dead ends for shifting the cars . 
Scheme II is estimated to cost $ 1,609,475 .In my opinion this expense will 
be well warranted for the greater flexibility of operation , and the greater 
convenience to the public . 
Scheme III does not give a complete loop in the downtown district , and 
therefore will require the interurban cars to be switched back at deadend 
stations , or else to circle the entire belt line . The scheme costs about $ 575,000 

less than I and II combined , and in my opinion , the latter is so much the 
superior as to place Scheme III out of the question . 
Scheme IV omits still more of the downtown loop than Scheme III , and 
involves an elevated structure in place of the tunnel under Mt. Adams .It has 
the advantage that it extends farther downtown than Scheme 1 , that it has 
a station near the present station of the Pennsylvania Railroad , and that 
although it has three stations south of Canal Street , and thus offers some of 
the advantages of Schemes I and II combined , it costs practically the same 
as Scheme I alone . On the other hand , its disadvantages are ( 1 ) that inter 
urban cars must either switch back at deadend stations , or else must circle 
the entire belt ; ( 2 ) that Walnut Street will be a one - way street on either 
side of the elevated structure between Third and Fourth Streets ; ( 3 ) that an 
elevated structure in a city is in itself a disadvantage . 
I note that in this scheme the sum of $ 139,535 has been allowed for real

85 

Prof. Swain's Letter 

estate .I am not familiar with the character of property along the elevated 
line and can not judge what the damages would be , but I would call your 
attention to the fact that in many cases where elevated lines have been con 
structed in city streets , large damages have been collected by the abutters . 
However , on account of its comparatively low cost , this scheme merits careful 
consideration . 
Inasmuch as Scheme IV is estimated to cost about as much as Scheme I , 
it occurs to me to suggest that it would be possible to combine Schemes I , II 
and IV , with the omission of certain parts of Scheme I , which might give a 
better solution of the problem at less cost than Schemes I and II together . 
That is to say , the downtown loop might be between Plum Street and Walnut 
Street , Canal Street and Fifth Street , and the portion of Scheme I between 
Walnut Street and Eden Park Reservoir might be omitted . Inasmuch as . 
Scheme IV includes Two - thirds of the above mentioned downtown loop , the cost 
of this suggested scheme would be appoximately as follows : 
Scheme IV 
Two - thirds of Scheme II approximately..... 

$ 9,138,894 
1,072,982 

$ 10,211,876 Total 

Under this scheme the location of the station in Fifth Street might be 
somewhat changed , and very likely some other modifications made on further 
study .It seems tolerably clear , however , as a result of the entire investigation 
which you have made , that a complete scheme affording the stations south of 
Canal Street could be constructed for about $ 10,000,000 . 
It remains to consider whether if any modifications in this scheme might 
be suggested which would reduce the cost .It also remains to consider the 
more important and larger problem as to whether the project , as a whole , 
would be profitable and could be financed . 
One of the fundamental questions involved concerns the manner of opera 
tion and the question whether the main object of the project is to be to enable 
the interurban cars to be brought into the center of the city , so that the 
passengers on those lines would not have to change cars ; or whether the object 
is to construct a belt line within the limits of Cincinnati , on which trains 
should be run circling the belt , and with which the interurban lines should 
connect at suitable points , but without running these interurban cars beyond 
these points of connection .These two methods of operation are radically 
different .If the former conception is adopted as the one most favorable under 
the conditions , it is at once clear that the cost of the scheme might be reduced 
by omitting certain portions of the belt line and running the interurban cars 
on the surface of the streets to points of connection nearer the center of 
the city . For instance , the line of the Ohio Traction Company , instead of being 
connected with the belt at St. Bernard , might be carried along Spring Grove 
Avenue , to connect at Crawford . This would at once allow of omitting the 
portions of the belt line between Crawford and Montgomery Stations .Fur 
ther , if the lines of the Interurban Railway and Terminal Company and of the 
Cincinnati and Columbus Traction Company could be carried on the surface , 

as seems probable , to some point near Oakley , the portion of the belt line . 
between Crawford and Oakley might be omitted . This would involve a total 
saving of , according to your estimates , $ 2,849,420 .It would produce a system , 

however , which would simply bring the interurban railroads to the center of 
the city and back again , and it would require either the construction of a

86 

Prof. Swain's Letter 

downtown loop , or the planning of certain stations as deadend stations at 
which cars could be switched back . 
The other conception , by which the main function of the system is to afford 
a belt line with which the interurban lines would connect at various points , 
is , in my opinion , the ideal system , provided the traffic is sufficient to war 
rant .I doubt whether it is warranted at present in Cincinnati . In a thickly 
populated city , with suburbs in all directions , this would probably be the best 
plan . The traffic from the various suburban districts , would , in such a case , be 
variable in amount , and small in comparison with the total . Single cars from 
such lines , if run to the center of the city would congest the system , and would 
not afford anything like the capacity that would be secured by running trains 
around the circuit . Suburban passengers would be carried to the point of 
connection with the belt line , and would there change cars and take the first 
train for their destination .Such a system affords much greater capacity , 
and is also much more convenient for passengers because , under such a sys 
tem , the passenger at any station of the belt line would take the first train 
that comes along for their destination , instead of waiting for the car that 
would take him to the particular destination , as he would have to do if all 
the interurban lines extended to the center of the city . Under the belt line 
system , therefore , every train would sweep a station platform free of passengers , 
and if the traffic is large , this is a great advantage . 
Which of these systems is best applicable to Cincinnati , depends largely 
upon the traffic density and the financial aspect of the question . The scheme 
first adopted might well be to bring the interurban lines to the center of the 
city directly . This would cost less than to build the entire belt line , and in 
the future , as the city grows , the system could be extended to comprise such 
a complete belt .In my opinion , however , it would be wise in planning a 
system to design the stations so far as practicable , with reference to the pos 
sibility , at some future time when the city becomes much larger , of providing 
a complete belt in which trains are run at short intervals and on which 
single interurban cars are not run . 
The city might , of course , build a belt line and operate it taking the 
passengers from the interurban lines at the points of connection , ' It is , how 
ever , in my opinion , a great advantage to the public if the transportation 
of a city is controlled by a single company or agency .This is the case in 
the city of Boston where , although the city builds the subways , they are leased 
before being constructed to the Elevated Railway Company , which operates 
all the surface , subway , and elevated lines in the city of Boston , the only 
exception being that the Bay State Railway Company , a corporation con 
trolling and operating a large mileage of surface lines north and south of 
Boston , has an entrance into the city over the tracks of the Elevated Railway 

Company , and that the same is true of one or two small suburban companies . 
In my opinion , therefore , it would be most favorable for the city of 
Cincinnati , to have the traction system , including whatever rapid transit lines 
might ultimately bé selected or constructed , controlled by a single corporation . 
and to have a subway , or belt line , if built by the city , leased to and operated 
by that corporation . 
The ultimate solution of this problem , therefore , can only be worked out 
after consultation with the directors of your traction company , using as a 
basis the estimates and the other information which have been rendered avail 

able by your studies . 
In any case , however ,I definitely approve the recommendation of the

87 

Prof. Swain's Letter 

report that a single gauge should be adopted for all the lines entering 
Cincinnati , and that the various operating companies - if their cars are brought 
over a single line to the center of the city - should make the change in gauge 

at their own expense , thereby avoiding the various difficulties which would result 
if the tracks in the subway are made to provide for different gauges .The 
estimates in the report show that it would cost about the same for the
companies to make this change throughout , as it would to construct the belt line 
in a manner that would provide for different gauges . If there are any further suggestions I can make , I am , of course , at your 
service , and after the first of the year I expect to be at liberty to a greater 
extent than I have for the past few weeks and months . 
Very respectfully yours , 
GEO . F. SWAIN . 

Note : In Cincinnati the usual price of reinforcing bars in place is from 
$ 55.00 to $ 60.00 per ton . 

F. S. KRUG , 
Chief Engineer .

APPENDIX

I 

Conditions . 

SECTION 1. Permission shall be given to the City of Cincinnati , in the manner hereinafter 
Lease of part provided , to enter upon , improve and occupy forever , as a public street or boulevard , and for 
Erie Canal to sewerage , conduit and if desired for subway purposes , all of that part of the Miami and Erie 
Cincinnati for Canal which extends from a point three hundred feet north of Mitchell Avenue to the east 

of Miami and 

certain 
purposes . 

Arbitrators . 

Report Rapid Transit Railway 
" APPENDIX A. " 
( Senate Bill No. 259. ) 
AN ACT 
To provide for leasing a part of the Miami and Erie Canal to the City of Cincinnati as 
a public street or boulevard , and for sewerage and subway purposes . 
Be it enacted by the General Assembly of the State of Ohio : 

Duties of 
arbitrators . 

side of Broadway in said city , including the width thereof , as owned or held by the State , 
but such permission shall be granted subject to all outstanding rights or claims , if any , with 
which it may conflict , and upon the further terms and conditions of this Act . 

Further And such permission shall be granted upon the further condition that said City shall adopt 

conditions . and construct appropriate works for the purpose of supplying water to the lessee users of said 
water along that portion of the canal to be abandoned , in order to and for the purpose of
enabling the State fully to carry out and discharge the obligations now resting upon it by virtue 
of certain contracts now subsisting and in force between it and said lessee water users , during 
the remainder of the terms of said contracts , in the same quantity and under the same 
conditions and at the same rate of rental provided for in said contract , and provided further that 
during the period of construction of a street or subway or of appropriate works for the  
purpose of supplying water to the lessee users of said water , as herein provided said City of
Cincinnati shall cause no cessation or diminution of the supply of water to the said lessee water 
users to which they are entitled under their respective contracts or leases with the State of Ohio 
except insofar as such cessation or diminution of such supply of water may be absolutely
necessary . 

SECTION 2. Such permission shall be granted upon the further condition that said City , 
in the uses aforesaid of all or any portion herein mentioned of such canal , shall construct or 
cause to be constructed suitable and sufficient works for a convenient outlet for the discharge of 
the water of said canal , at a point three hundred feet north of Mitchell Avenue , so as not to 
obstruct the flow of water through the remaining part of such canal , nor destroy nor injure 
the present supply of water for mechanical or commercial purposes . Such outlet shall be con 
structed in accordance with plans and specifications to be drawn or approved by the State 
Engineer , and the City of Cincinnati shall give bond in such sum as shall be prescribed by the State 
Board of Public Works , to be approved by the Attorney General for the faithful performance of 
the work . 

SECTION 3. Upon the passage of this Act the Governor shall appoint three ( 3 ) arbitrators 
, none of whom shall be residents of Hamilton County , who shall , whenever the Council of 
said City decided that such canal be used for all the purposes mentioned in Section one ( 1 ) 
hereof , proceed to act as provided in Section four ( 4 ) of this Act . 
SECTION 4. The arbitrators thus selected shall constitute a Board of Arbitration whose 
duty it shall be , without reasonable delay , to ascertain and fix the actual value of the property 
of the State specified in Section one hereof . The annual rental to be paid by the City of 
Cincinnati to the State for the use of such property shall be a sum equal to four ( 4 ) per 
cent . of such valuation so ascertained and fixed . Such Board of Arbitrators shall report the 
valuation as above provided for in writing to the Governor and the Council of such City  
respectively . And such Board of Arbitration shall have authority to hear the testimony of wit 
nesses as to the fair value of such canal so to be taken by said City , to employ such assistants 
as it may deem necessary , and to fix their compensation , and to incur the expenses incident 
to its work . Each arbitrator shall receive for his services not exceeding twenty - five dollars a 
day for the period of time actually employed in the work of acting as arbitrator on such board ; 
and all such expenses and such compensation shall be paid by said City , one - half of the amount 
so paid to be a credit upon the first installment of rent payable under the lease that may be  
entered into pursuant to this Act .In case of any vacancy occurring in such Board from any 

cause , such vacancy shall be filled in the same manner in which the appointment so becoming 
vacant was made . Provided that all rentals accruing to the State under this Act , shall be paid . 
into the State Treasury to the credit of the general revenue fund .

I ! 

Appendix A. 

SECTION 5. Upon approval by resolution of the Council of said City of the amount of 
such valuation as fixed by such Board of Arbitration or a majority of them , and upon the 
Governor being satisfied that the interests of the State are fully protected and that the valua 
tion placed upon such property is adequate , which fact shall be endorsed upon such lease by 
the Governor , he shall execute and deliver to the City of Cincinnati a lease for ninety - nine 
years , renewable forever , which lease shall not be assignable , of such canal so to be taken by 
the said City of Cincinnati for the uses and purposes before mentioned , and upon the terms 
and conditions specified in this Act ; and such lease shall contain covenants on the part of 
said City for payment of said rental to the State in equal semi - annual payments during such 
term of such lease , and for compliance with this Act , and on the part of the State for quiet 
enjoyment by said City of Cincinnati of the demised premises , and the Attorney General shall 
prepare such lease , and such lease shall contain the further provision that if said City of Cin 
cinnati fails , neglects or refuses to perform all or any of the terms and conditions of said 
lease or fails , neglects or refuses to comply with each and every of the terms and provisions 
of this Act , the said lease shall become null and void and said City and the users and occupiers 
of said property shall forfeit all rights in said lease and in the property located upon the land 
therein described and such other covenants and provisions as , in the judgment of the Attorney 
General , will protect the interests of the State . 

Lease shall be 
granted upon 
approval by 
council and 
governor . 

Conditions .In case the State of Ohio shall at any time build a canal of not less than nine - foot gauge 
from Lake Erie to the Ohio River at Cincinnati , the City of Cincinnati shall reimburse the 
State for the amount of its expenditure in procuring right of way either by purchase or
condemnation , or both , for said canal , from a point three hundred feet north of Mitchell Avenue , 
through the Mill Creek valley , to the Ohio River . 
SECTION 6. The surface of such street or boulevard when completed shall not be occupied 
or used for the purpose of any street , steam , electric , elevated or other kind of railroad what 
Regulations . soever , nor shall any rights by way of appropriation be exercised or permitted as against such 
property ; but nothing herein shall prevent the construction by said City or its grantee , of a 
subway beneath such street or boulevard , for use of a street , electric , suburban or interurban 
railway ; provided , however , that the right to construct such subway or to use the same when 
constructed for any street , electric , suburban or interurban railway thereunder , shall never be 
granted or permitted to any person , persons or corporation other than said City , except on 
terms that shall provide for competitive bidding for the right to construct or use the same as 
aforesaid and on terms that shall secure to street , electric , suburban , interurban or under 
ground electric railways the right to use the subway , all tracks , appliances , services and 
electric current in and incident thereto , on equal and proportionate terms , said terms to be deter 
mined on the basis of the total cost of operation and a reasonable return on the investment , 
provided , further , that any street , electric , suburban or interurban railway using such subway 
shall permit the use of its tracks by any other electric , suburban or interurban railway for a 
reasonable compensation for such distance as is necessary to secure entrance to such subway , 
and provided further that should a gauge other than standard gauge be established for the 
tracks in said subway , a standard gauge shall likewise be provided for the tracks therein and 
for such tracks as are necessary to secure entrance thereto . 
Any grant or franchise made to any person , firm or corporation to construct or operate a 
subway under the property mentioned in Section one hereof , shall be subject to all the
provisions of Sections 9147 , 9148 and 9149 of the General Code relating to underground railroads . 
SECTION 7. All laws and parts of laws inconsistent herewith are hereby repealed . 
SECTION 8. If any section or portion of this Act shall for any reason be declared to be 
unconstitutional , such invalidity shall not affect any other section or portion hereof . 
S. J. VINING , 
Speaker of the House of Representatives . 
HUGH L. NICHOLS , 
President of the Senate . 
Passed May 15th , 1911 . 
This bill was presented to the Governor May 15th , 1911 , and was not signed or returned 
to the house wherein it originated within ten days after being so presented , exclusive of Sun 
days and the day said bill was presented , and was filed in the office of the Secretary of State 
June 1st , 1911 . 
JOHN W. DEVANNEY , 
Veto Clerk . 
116 .

III 

Section 
14188-6a . 

Authority to 
lease further 
part of Miami 
and Erie Canal 
to Cincinnati . 

Section 
14188-6b . 

Report Rapid Transit Railway 
" APPENDIX B. ” 
( House Bill No. 562. ) 
AN ACT . 
To provide for leasing of a further part of the Miami and Erie Canal to the City of Cincinnati 
and to amend Section 6 of the Act of May 15 , 1911 , " To provide for leasing a part of the 
Miami and Erie Canal to the City of Cincinnati as a public street or boulevard , and for 
sewerage and subway purposes . " 
Be it enacted by the General Assembly of the State of Ohio : 
SECTION 1. In addition to the lease of parts of the Miami and Erie Canal heretofore made 
to the City of Cincinnati , permission shall be given to the City of Cincinnati , in the manner 
hereinafter provided , to enter upon , improve and occupy , as a public street or boulevard or for 
sewerage , conduit , subway , street railway or electric railway or terminal purposes , or for any 
combination of such purposes , all that part of the Miami and Erie Canal which extends from 
a point three hundred feet north of Mitchell Avenue to a point in the City of St. Bernard one 
thousand ( 1000 ) feet beyond the crossing of the canal by the tracks of the Baltimore and 
Ohio Southwestern Railroad Company , including the width thereof , as owned or held by the 
State ; but such permission shall be granted subject to all outstanding rights or claims with 
which it may conflict , and upon the further terms and conditions of this Act . No rights by way 
of appropriation shall be exercised or permitted as against such property . 
SECTION 2. Such permission shall be granted upon the further condition that the said 
City , in the uses aforesaid of all or any portion of said part of said canal , shall construct or 
cause to be constructed suitable and sufficient works for a convenient outlet for the discharge 

Conditions . of water of said canal at or near said point in the City of St. Bernard , so as not to obstruct 
the flow of water through the remaining part of such canal north of said point in St. Bernard , 
nor destroy or injure the present supply of water for mechanical or commercial purposes . 
Such outlet shall be constructed in accordance with plans and specifications to be drawn or 
approved by the State Engineer , and the City of Cincinnati shall give bond in such sum as 
shall be prescribed by the State Board of Public Works , or its successors , to be approved by 
the Attorney General for the faithful performance of the work .And such permission shall 
be granted , upon the further condition that said City shall adopt and construct appropriate 
works for the purpose of supplying water to the lessee users of water along that portion of the 
canal to be abandoned under the Act of May 15th , 1911 , being an act " To provide for 
leasing a part of the Miami and Erie Canal to the City of Cincinnati as a public street or 
boulevard , and for sewerage and subway purposes , " in order to and for the purpose of enabling 
 the State fully to carry out and discharge the obligations now resting upon it by virtue 
of certain contracts now subsisting and in force between it and said lessee water users , during 
the remainder of the terms of said contracts , in the same quantity and under the same conditions 
and at the same rate of rental provided for in said contracts , and provided further that 
during the period of construction of a street or subway or railway or terminal or of appropriate 
works for the purpose of supplying water to the said lessee users , said City of Cincinnati 
shall cause no cessation or diminution of the supply of water to the said lessee water users to 
which they are entitled under their respective contracts or leases with the State of Ohio except 
insofar as such cessation or diminution of such supply of water may be absolutely necessary . 
Section SECTION 3. The rental to be paid by the City of Cincinnati for said part of such canal 
14188-6c . shall be determined in the manner and by the method provided in Sections three and four of the 
How rental Act of May 15 , 1911 , " To provide for leasing a part of the Miami and Erie Canal to the City 

determined . of Cincinnati as a public street or boulevard , and for sewerage and subway purposes . " 
SECTION 4. Upon approval by resolution of the Council of said City of the amount of the 

14188-6d . Valuation fixed on said portion of such canal by the Board of Arbitration or a majority of them , 
and upon the Governor being satisfied that the interests of the State are fully protected and 
that the valuation placed upon such property is adequate , which fact shall be endorsed upon 
such lease by the Governor , he shall execute and deliver to the City of Cincinnati a lease for 
ninety - nine years , renewable forever , which lease shall not be assignable , of such canal
property so to be taken by the said City of Cincinnati for the uses and purposes before mentioned , 
and upon the terms and conditions specified in this Act ; and such lease shall contain cove 
covenants of nants on the part of said City for the payment of said rental to the State in equal semi 

29 

Section 

When lease 
shall be 
executed and 
delivered ; 

lease .

IV 

Section 
14188-60 . 

Section 
14188-6f . 

No rights shall 
be exercised 
by way of 
appropriation ; 
subway 
privileges . 

Section 
14188-6g . 

Appendix B. 

annual payments during such term of such lease , and for compliance with this Act , and on 
the part of the State for quiet enjoyment of said City of Cincinnati of the demised premises , 
and the Attorney General shall prepare such lease , and such lease shall contain the further pro 
visions that if said City of Cincinnati ' fails , neglects or refuses to perform all or any of the 
terms and conditions of said lease , or fails , neglects or refuses to comply with each and every 
of the terms and provisions of this Act , the said lease shall become null and void and said 
City and the users and occupiers of said property shall forfeit all rights in said lease and in 
the property located upon the land therein described and such other covenants and provisions 
as , in the judgment of the Attorney General , will protect the interests of the State .In case 
the State of Ohio shall at any time build a canal of not less than five feet gauge from Lake 
Erie to the Ohio River at Cincinnati , the City of Cincinnati shall reimburse the State for 
the amount of its expenditure in procuring right of way , either by purchase or condemnation , 
or both , for said canal from a point in the City of St. Bernard one thousand feet beyond the 
crossing of the canal by the tracks of the Baltimore and Ohio Southwestern Railway Company 
to a point at said canal three hundred feet north of Mitchell Avenue . 
SECTION 5. That Section 6 of the Act of May 15 , 1911 , " To provide for leasing a part of 
the Miami and Erie Canal to the City of Cincinnati as a public street or boulevard , and for 
sewerage and subway purposes , " be and the same is hereby amended so as to read as follows : 
" SECTION 6. No rights by way of appropriation shall be exercised or permitted as against 
such property . Except at street intersections , the surface of such street or boulevard , when 
completed , from the east side of Broadway in Cincinnati to a point at or in the neighborhood 
of Dixmyth Avenue in Cincinnati , shall not be occupied or used for the purpose of any street , 
steam , electric , elevated or other kind of railroad whatsoever ; but nothing herein shall be held 
or interpreted to prevent the construction or operation by said City of Cincinnati , or its 
grantee , of a subway beneath such street or boulevard , between said Broadway and Dixmyth 
Avenue , for the use of street , electric , suburban or interurban railways or terminals , or to 
prevent the construction or operation by said City , or its grantees in , on or upon the re 
mainder of said canal property , on the surface or in an open cut or ditch or subway , or by 
means of any combination of such methods of construction , of street , electric , suburban or 
interurban railways or terminals ; provided , however , that the right to construct such subway 
and other construction , railways and terminals for any street , electric , suburban or interurban 
railways or terminals shall never be granted or permitted to any person , persons or corpor 
ations other than said city , except on terms that shall provide for competitive bidding for the 
right to so construct same and the right to use or operate same shall never be granted or 
permitted to any person , persons or organization other than said city , except on terms that 
shall secure to street , electric , suburban , interurban or underground electric railways , the 
right to use the subway and other construction and all tracks , appliances , services and elec 
tric current in and incident thereto on proportionately equal terms , said terms to be deter 
mined on the basis of the total cost of operation and a reasonable return upon the investment ; 
provided further , that any street , electric , suburban or interurban railway or terminals oper 
ating or using such subway and construction shall permit the use of its tracks by any other 
street , electric , suburban or interurban railway for a reasonable compensation for such distance as 
is necessary to secure entrance to such subway or construction , and provided further that 
should a gauge other than a standard gauge be established for the tracks in said subway , cut 
or other canal property , a standard gauge shall likewise be provided for the tracks therein 
and for such tracks as are necessary to secure entrance thereto . 
Any grant or franchise made to any person , firm or corporation to construct and operate or 
to operate said subway and other construction in the property mentioned in Section 1 hereof , 
shall be subject to all the provisions of Sections 9147 , 9148 and 9149 of the General Code relat 
ing to underground railroads ; and without a petition of electors , the Council of said City may 
submit such grant or franchise to the electors of the City in the manner provided in said Sec 
tions 9148 and 9149. " 

SECTION 6. That the Governor of the State shall change and amend the lease to the City 
of Cincinnati of the Miami and Erie Canal property between the east side of Broadway and a 
point three hundred feet north of Mitchell Avenue so as to conform with Section 6 of said 
Act of May 15 , 1911 , as herein amended , and so as to provide for the outlet for the dis 

authorized to charge of the water of said canal at or near said point in the City of St. Bernard as provided 
change lease . in Section 2 herein instead of at a point three hundred feet north of Mitchell Avenue as is 

Governor

V 

The sectional 
numbers on the 
margin hereof 
are designated 
as provided by 
law . 
TIMOTHY S. 
HOGAN , 
Attorney 
General . 

Appendix C. 

provided in Section 2 of said Act , passed May 15th , 1911 , and shall execute and deliver to 
the City of Cincinnati a new lease accordingly . 
SECTION 7. All laws and parts of laws inconsistent herewith are hereby repealed . 
C. L. SWAIN , 

Passed April 18th , 1913 . 
Approved May 6th , 1913 . 

Speaker of the House of Representatives , 
HUGH L. NICHOLS , 
President of the Senate . 
JAMES M. COX , 
Governor . 
Filed in the office of the Secretary of State , May 10th , 1913 . 
297 - L . 
REPORT RAPID TRANSIT RAILWAY 
" " APPENDIX C. " 
LEASE . 
This lease made and entered into this 29th day of August , in the year of our Lord , one thousand nine hun 
dred and twelve , by and between the State of Ohio , through its Governor , acting for and on behalf of said 
State , under and by virtue of an Act of the General Assembly of Ohio , passed May 15 , 1911 ( 102 Ohio Laws , 
page 168 ) party of the first part , and the City of Cincinnati , Hamilton County , Ohio , a municipal corpora 
tion under the laws of Ohio , acting by and through its Mayor and Director of Public Service , duly author 
ized thereto , party of the second part . 1 

Witnesseth : That , Whereas , the General Assembly of the State of Ohio , on the fifteenth day of May , A. 
D. one thousand nine hundred and eleven , authorized the said party of the first part to lease , for ninety - nine 
years , renewable forever , to the party of the second part , all that part of the Miami and Erie Canal which 
extends from a point three hundred feet north of Mitchell Avenue , in the City of Cincinnati , to the east side 
of Broadway in said City , including the width thereof , as owned or held by the State , as a public street or 
boulevard , and for sewage conduit , and if desired for subway purposes , such lease to be made subject to all 
outstanding rights or claims , if any , with which it may conflict , and upon the further terms and conditions set 
forth in said Act ; and 
Whereas , the three arbritrators appointed by the Governor of the State of Ohio , as provided in said Act , 
have fixed the value of said property , above and hereinafter described , at the sum of Eight Hundred Thou 
sand Dollars ( $ 800,000.00 ) , and the council of the said City of Cincinnati has duly approved , by resolution , 
the amount of such valuation , and the Governor of Ohio has duly endorsed on this lease his satisfaction that 
the interests of the State of Ohio are fully protected , and that the valuation placed upon such property is 
adequate ; 
Now , therefore , in consideration of the premises and authority granted by the said Act , and the rents , and 
each and all of the covenants and conditions hereinafter contained , and by each of said parties to be paid and 
performed , the said party of the first part does hereby grant , lease and demise unto the said party of the sec 
ond part , all of the following described real estate , to - wit : 
Situated in the City of Cincinnati , County of Hamilton , and State of Ohio , 
and known as and being a part of the Miami and Erie Canal , beginning at a point 
three hundred feet north of Mitchell Avenue , in the City of Cincinnati , and ex 
tending down through said city to the east side of Broadway in said City , including 
all the width thereof , as owned or held by the State of Ohio , together with all the bed 
of the canal , the berme bank , tow - path and basins , and all the rights interests and 
property of the State in , to , on , under , over , above , along , adjacent to , appurtent to , 
and in the neighborhood of that part of the said Miami and Erie Canal described , in 
cluding all property and rights of the State of Ohio acquired or owned or held 
for canal purposes or as canal property , between said terminal , and including the full 
width of such canal property , whether or not now actually used for canal purposes , 
including all property shown by the survey of the Miami and Erie Canal , made by 
the Chief Engineer of Public Works ( the plats of which survey are on file in the 
office of the Board of Public Works , at Columbus , Ohio ) . 
To have and to hold the said property , together with the privileges and appurtenances thereunto be 
longing and appertaining , unto the said party of the second part and its successors , for and during the full 
term of ninety - nine ( 99 ) years next ensuing from the first day of October , A. D. 1912 , and renewable forever , 
at and upon the following terms , and subject to the covenants , conditions and stipulations herein expressed and 
declared , of and concerning the same , namely : 

1

VI 

Appendix C. 

1. This lease is not and shall not be assignable . 

2. The party of the second part shall pay to the party of the first part , during the term of this lease , 
annual rental of Thirty - two Thousand Dollars ( $ 32,000.00 ) , in semi - annual installments of Sixteen Thousand 
Dollars ( $ 16,000.00 ) each , in advance , on the first days of April and October in each and every year , the first 
payment on this lease to become due on the first day of October A. D. 1912 , all payments of rentals to be 
made to the Treasurer of State of the State of Ohio , at Columbus , Ohio . From the first installment of such 
rental , payable on the first day of October , A. D. 1912 , the party of the second part shall have the right , as pro 

vided in said Act , of deducting one - half of the expenses and compensation of the arbitrators incident to the 
fixing of the aforesaid valuation of said property . 
3. The property hereby leased to the party of the second part is to be entered upon , improved and occu 
pied forever , by the party of the second part , when it elects to do so , as a public street or boulevard and for 
sewerage conduit , and if desired for subway purposes , and for no other purposes whatsoever ; and it is ex 
pressly agreed and understood that this lease is made subject to all outstanding rights or claims , if any such 
exist , which existed on the 15th day of May , 1911 , and with which this lease may conflict . 

4. The party of the second part , in the aforesaid uses made by it of all or any portion of the property 
above described shall construct or cause to be constructed suitable and sufficient works for a convenient out 
let for the discharge of the water of said canal , at a point three hundred feet north of Mitchell Avenue , so as 
not to obstruct the flow of water through the remaining part of such canal , nor destroy nor injure the pres 
ent supply of water for mechanical or commercial purposes . Such outlet shall be constructed in accordance 
with plans and specifications to be drawn or approved by the State Engineer , and the City of Cincinnati shall 
give bond in such sum as shall be prescribed by the State Board of Public Works , to be approved by the 
Attorney General , for the faithful performance of the work . 

5. The party of the second part shall adopt and construct such appropriate works for the supplying of 
water to lessee users of said water along that portion of the canal herein before described as shall be necessary 
in order to and for the purpose of enabling the State fully to carry out and discharge the obligations which 
rested upon the State on May 15th , 1911 , and are still resting on it , by virtue of certain contracts which sub 
sisted on May 15th , 1911 , and which are now subsisting and in force between it and said lessee water users , 
during the remainder of the terms of said contracts , in the same quantity and under the same conditions 
and at the same rate of rental provided for in said contracts , and provided further that during the period of 
construction of a street or subway or of appropriate works for the purpose of supplying water to the lessee 
users of said water , as herein provided , said party of the second part shall cause no cessation or diminution 
of the supply of water to the said lessee water users to which they are entitled under their respective con 
tracts or leases with the State of Ohio , except insofar as such cessation or diminution of such supply of water 
may be absolutely necessary . 
6. In case the State of Ohio shall at any time build a canal of not less than nine - foot gauge from Lake 
Erie to the Ohio River at Cincinnati , the party of the second part shall reimburse the State for the amount 
of its expenditure in procuring right of way either by purchase or condemnation , or both , for said canal , from 
a point three hundred feet north of Mitchell Avenue , through the Mill Creek Valley , to the Ohio River . 

7. The surface of such street or boulevard when completed shall not be occupied or used for the purpose 
of any street , steam , electric , elevated or other kind of railroad whatsoever , nor shall any rights by way of 
appropriation be exercised or permitted as against such property ; but nothing herein shall prevent the con 
struction by said city or its grantee , of a subway beneath such street or boulevard , for the use of a street , 
electric , suburban or interurban railway ; provided , however , that the right to construct such subway or to 
use the same when constructed for any street , electric , suburban or interurban railway thereunder , shall never 
be granted or permitted to any person , persons or corporation other than said city , except on terms that shall 
provide for competitive bidding for the right to construct or use the same as aforesaid , and on terms that shall 
secure to street , electric , suburban , interurban or underground electric railways the right to use the subway , 
all tracks , appliances , services and electric current in and incident thereto , on equal and proportionate terms , 
said terms to be determined on the basis of the total cost of operation and a reasonable return on the in 
vestment , provided , further , that any street , electric , suburban or interurban railway using such subway shall 
permit the use of its tracks by any other electric , suburban or interurban railway for a reasonable compen 
sation for such distance as is necessary to secure entrance to such subway , and provided further that should 
a gauge other than standard gauge be established for the tracks in said subway , a standard gauge shall like 
wise be provided for the tracks therein and for such tracks as are necessary to secure entrance thereto . 
8. Any grant or franchise made to any person , firm or corporation to construct or operate a subway 
under the property described herein , shall be subject to all the provisions of Sections 9147 , 9148 and 9149 
of the General Code of Ohio relating to underground railroads .

VII 

Appendix C. 

9. In event the party of the second part fails , neglects or refuses to perform all or any of the above 
terms and conditions of this lease , or fails , neglects or refuses to comply with each and every of the terms 
and provisions of said Act of the General Assembly of the State of Ohio , passed May 15 , 1911 , and found 
in Volume 102 , Ohio Laws , page 168 , this lease shall become null and void ; or if any installment of the rental 
agreed to be paid under this lease shall not be paid at the time the same shall fall due or within ten days 
thereafter , whether a demand therefor shall , or shall not be made , then , this lease shall become null and void 
and said party of the second part , and the users and occupiers of said property , shall forfeit all rights in and 
under this lease , and in the property located upon the land herein described ; and the said party of the second 
part , or any occupiers or users of said property , or any part thereof , shall yield possession of the same to the 
State of Ohio or its duly authorized agents ; and the Board of Public Works of the State of Ohio , or its suc 
cessors , or any authorized agent thereof , in case of a breach of any of the conditions of this lease , may , at any 
time , after reasonable notice , given to the party of the second part , or the occupiers or users of said property , 
or any part thereof , enter upon and take possession of the premises herein leased on behalf of the State ; 
and it is expressly agreed and understood that the receipt of rental after any act of forfeiture hereof by the 
party of the second part hereto shall not be held to be a waiver by the party of the first part of its right to 
declare such forfeiture and cancel this lease , after the rental so taken has been earned under the terms of this 
lease ; and the party of the first part , through its Board of Public Works , or the successors of said Board of 
Public Works , in case of breach of any of the conditions of this lease , may enter upon and take possession 
of all or any part of said property after reasonable notice given to the party of the second part , or the occu 
piers or users of said property or any part thereof . 
It is hereby covenanted , on the part of the State , that the party of the second part , paying the rental 
above specified , and keeping and observing and performing each and all of the conditions of this lease upon 
its part to be kept and observed and performed , as above specified , shall hold and quietly enjoy all of the 
said demised premises , rights and privileges during said term , and that the said party of the second part shall 
be entitled to all the rights , privileges and permission provided by the said Act of the General Assembly of 
-the State of Ohio , passed May 15 , 1911 , and found in Volume 102 , Ohio Laws , page 168 . 
In witness whereof , the said parties to this contract of lease , the State of Ohio , by Judson Harmon , its 
Governor , who has hereunto subscribed his name and caused the great seal of the State of Ohio to be affixed 
hereto , and the City of Cincinnati , by Henry T. Hunt , its Mayor , and Victor T. Price , its Director of Public 
Service , have hereunto set their hands in triplicate the day and year first above written . 

By the Governor 
CHAS . H. GRAVES , 
Secretary of State . 

Attest : 
IRA D. WASHBURN , 
City Auditor . 

} 

THE STATE OF OHIO 
By JUDSON HARMON , 
Governor of Ohio . 
THE CITY OF CINCINNATI 
By HENRY T. HUNT , 
Mayor . 

Columbus , Ohio , August 29 , 1912 . I , Judson Harmon , Governor of the State of Ohio , hereby certify that I am satisfied that the valuation 
placed upon the property covered by the above lease , namely : Eight Hundred Thousand Dollars ( $ 800,00.00 ) 
is adequate , and that the interests of the State of Ohio are fully protected . 

SS . 

By VICTOR T. PRICE , 
Director of Public Service . 

State of Ohio 
Hamilton County 
Be it remembered , That on the eleventh day of September in the year of our Lord , One Thousand Nine 
Hundred and Twelve , before me , the subscriber , a notary public in and for Hamilton County , Ohio , came the 
City of Cincinnati , by Henry T. Hunt , its Mayor , and Victor T. Price ,its Director of Public Service , on be 
half of said party of the second part , named in the foregoing contract and lease , and acknowledged the sign 
ing of this instrument , on behalf of said party of the second part ,to be its and their voluntary act and deed 
for the purposes therein mentioned , and does hereby affirm also that this contract and lease has been approved 
by the resolution of the Council of said City of Cincinnati , on the tenth day of September , 1912 . 
In testimony whereof I have hereunto subscribed my name and affixed my notarial seal on the day and 
year last aforesaid . 

JUDSON HARMON , 
Governor of Ohio . 

BENJAMIN H. BUSMANN , 
Notary Public in and for Hamilton County , Ohio .

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