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HomeMy WebLinkAboutThe Interurban - Yesterday and Tomorrow 1993 THE INTERURBAN- YESTERDAY & TOMORRO ,° A Century -Old Solution for Bryan - College Station Today - .. . AA* w t4 I ' •rye ;,- t x c _ .0 i _ 4 - ' - . ' ' ' r �,� Jeff Tingie Greg Keith x`i Plan 36 _` RPTS 436` April 30, 199 • • Y �+ r ,F s SW 1 • • t. • • • • :, ! + Cif ,1 y.� i rk' • • • • • • • t : .t. it THE BRYAN COLLEGE INTERVRBAN "TO COLLEGE THE EASY WAY" Cars Every Hour Between College and Bryan • • • • • • SPECIAL SCHEDULES • • Arranged For All Events Taking Place At College • TAKE THE INTERURBAN TO SAVE TIME • i • • • • Particulars About Arranging for Special Cars May Be Ascertained From • O. E. GAMMILL, Manager • Bryan, Texas • • ' • r a £ , Y rw"c i . a t '2E j{. • :"1, i '" v1 : 4::: ' D ; l ..a,. ,';',0 ,;(;• Ri `g:' 4.44 1 r r ",p4'� '�� Xa , *1..s. �(44 f � a i !Y+ 'S e S•s K. ' .f, a t . R��e W / � v d k* ; v , � '�, .M' �l ,p t:. i�, X t 'S`�i c d t t ,, F '� t �� ,— ti° ' 'a' .1 � " t A `* *i ze5 , u ;. 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INTRODUCTION Five days a week 40,000 students plus faculty, administrators, staff, and others converge on the campus of Texas A &M University. The campus is accessed by car, bus, bicycle, and pedestrian traffic. The Amtrak depot is within walking distance from the campus, while the Easterwood Airport connection must be made by private auto or taxi service. Texas A &M and its perimeter thrives with various activity. Two of the effects of this vitality is traffic congestion and parking problems. Although Bryan - College Station (B -CS) has a combined population of 120,000 people, it has neither the population nor the density for sufficient ridership to justify a contemporary rapid transit system. This presents a problem for which the bus does not seem to be a solution. In 1923 the bus began to overtake the Bryan - College Interurban streetcar. This research project makes a proposal for the Interurban to perhaps replace, or at least, complement the current bus systems. PROBLEM STATEMENT Can the Bryan - College Interurban be re- introduced as a century-old solution for today's transportation challenges? HYPOTHESIS Students, faculty, and citizens of B -CS would rather ride the Interurban than the current bus systems available today. In fact, the Interurban will gain patronage from some daily automobile drivers. METHODOLOGY In late February research on the Interurban began. In March, a survey was designed to determine student and faculty attitudes toward reviving the Interurban. Surveys were collected from 122 people. Survey results will be included when appropriate throughout the report. The Interurban proposal was compared and contrasted to those of Galveston and New Orleans, both with streetcar systems currently operating. George Mitchell, a developer, initiated a proposal to re- introduce a historically correct trolley system from 1938 in Galveston. The capital was secured and trolley construction began in 1986 without any public referendum. Ridership is about 130,000 per year. The New Orleans streetcar has been in continuous operation. Two routes are currently in operation, one from the French Quarter via St. Charles Avenue, and another along the riverfront. Ridership in New Orleans is substantially greater than that in Galveston. HISTORY From 1910 until 1929, the Bryan - College Interurban ran from downtown Bryan primarily on College Avenue to the Texas Agricultural and Mechanical College (AMC). Service was terminated in 1929 with the plans for construction of Highway 6 (Texas Avenue). In 1930 the tracks and wires were sold for scrap. The only tangible evidence that remains today is the existence of a turn - around station at 112 Hollydale in Bryan. The station was converted into a home in 1957. It was built over the tracks and now flooring and plaster hide the only evidence of the Interurban. At the advent of the Interurban, the population of Bryan was 4,132. AMC was situated about five miles south of City Hall because the founding fathers of Bryan wanted to locate the college a significant distance away from the local saloons and whorehouses. In 1909 the population of AMC was 757 students and faculty living on the campus grounds. The promotional theme of the Interurban was on the need for greater commerce between the city of Bryan and the college. The slogan used was "To College the Easy Way. " The cartoon and ad below shows what many students believe to be the sole purpose of the Interurban. - Q BRANDON - k OUR clothes and Furn. Vi i. l t g ! are co rest 7 J an showin o y the latest sm. Ltiote of the e cekbratcd Kuppenhelmer \ ' v - .' ' - ' • Society Brend Clothes. Here you -Vold the eac(u- ,%, I L Y f the _ -- 1_,..' * / > j , � -' ROMARn .ee r0lT[R r / f� /� s' 1t�n.rat�...a.seBsaeBes1.....n ,,� ,,fY / } J ar.c rQ enyt ./a a LAM T a.1 � ci:r� /l1i f /„.,,,, / / � i�/ I _ � � /� � � /� � n . cnorur ..e RHArr - [1: ( ,� � — � ;1 risacr r.�s asi j/f � �, ;:::: / m Q] � l ;et •y6 /� L. FIMRE yt ;� RTl y� ;�� �� I'� a :71 - ��or li 1 BRANDaN - - •• se_Ze_�. -_ 7", I LAWRENCE E6ONO/' /CAL v./ et.) OF OUR //y TERURBA eM••w••!�."� " ": �e oc b e n n� e rn�r - Bry•n. • - Tex”. The Interurban was routed to involve the smallest possible number of landowners. Routes were secured on both ends of the line to give the intervening landowners a greater sense of assurance of where it would be and that it would surely happen. W.C. Boyett and Fred Cavitt were the major landowners between Bryan and the college. The final route to AMC was down College Avenue then to Cavitt where the Interurban crossed the campus and terminated at Gathright Hall. The trip from Bryan took 30 minutes. At first, the single fare was ten cents and a round -trip cost fifteen. When the gasoline - powered cars were pulling the open -sided park car on game days, the cadets would have to give the trolley a push on the rise at Hillcrest. Beautiful � 7;74! � �" ? Fa .k w• . . 111 '�* _ • >- a Park ;. ^ 4� .4, .� 3 „ � ;� � � - Delightful Recreation ' _ ,-- , , s 11,E - OF BRYAN'S PEOPLE _t `"* • ¢ t,"' is to take the trolley car and run out to Dell- 7 r ,41 tr.r° wood whey: amusements of the highest class p, � - a � . ' l .. *,, are to be found at all times, 1 "'`,..,, ," ;; .M.1 r - -.+a ' % Cars leave Bryan esery half hour until 11 1 sr - , " "' p, m., returning every half hour, 3 4' 4 °.. x 4 .-1' Take your family and friends and a lunch and enjoy an s Outing - W.. Evening' g B ryan - C ollege Interurban, 1910 FOR ONLY T en Cents "To College the Easy Way" the advertisement read. Two i big gasoline - powered cars were the product of O. E. Gammill of Advertisement for Dellwood Park, 1910 Louisiana who came to Bryan in 1903 to promote and build a "rapid transportation" system between Bryan and Texas A and M College. BY Commencement, 1910, the cars were in operation. The tracks ran Dellwood Park was one of the Cavitt Street down College Avenue, then down Cavitt Street to A and M. Later stops on the route of the Bryan - College Station In- the line was expanded to serve Villa Maria Academy, Bryan Baptist terurban. It was a popular spot for picnics and oc- Academy- and Allen Academy. casional carnivals. One Bryanite recalls a special The Hillcrest incline south of Bryan was hard on the engine attraction being his first look at an airplane for the and during the Saturday afternoon crowded runs cadets and young price of a fifty cent piece, The plane came dis- bachelors would have to give the car a shove. Gas was converted to mantled. v. as assembled at the park, took off, then electric power in 1915, providing greater carrying capacity. crashed, sornev.hat dampening the crowd's enthus- iasrn, In 1915 the line was electrified and two new cars were bought. The new cars had more power and a greater carrying capacity. During a few short years, the electric Interurban had its terminus in three different locations on campus: the Y.M.C.A. building, on the current site of Puryear and Law Halls, and in front of the Campus Confectionery ( the Arch Leigh Place) which was located next to the Shirley Hotel. Y•= - E .O E ANtN j am _ _ '' InI f R (y _ � RAN yi r 1 - �J' _..._ ..- ..-. -„�..._ .... U • • -_ _ = -' T _ rWE- GD. T B=R ,Yeti€ V _,...t.:7,,, i .-' ..z 6 � . -4 7 .171 / -.\_ r , 1 - ` C . � . � . 4 _ � } s' s J . ': .ye - ce' " - /� ' } f \\ d:2 ° S i 1 s� tg :I i, l - L.. -.- ., - - , „ E11ERGfCIE3 y _ , _ - � .— i _ ; - . 0 31z., E !� _ ?�" m -.» _ - �. - gy £ �- .. Several factors led to the early demise of the Interurban: the development of good roads, automobiles, and the jitney or taxi. The City of Bryan considered the growth in the number of automobiles a daily concern. In 1912 it was reported that 84 autos had been licensed up to that time. By 1919 the number had increased by 845 autos. There were approximately 5,000 inhabitants at that time. By 1918 complaints were voiced concerning a hazard created by "autos speeding on College Road. " A subdivision filed in 1914, the Watson Addition plat, shows where someone erased the lots to accommodate the location of the planned Highway 6 bypass that was not actually built until 1931. It is interesting to speculate that the highway location may have been known as early as 1914. Problems with the jitney were evident in 1915 when Bryan passed an ordinance that "all vehicles used as transfers in Bryan, and parties running several vehicles should pay a license fee of $50 per year, or be fined not Tess than $110. " In July of 1918, the Interurban advertised that it would begin to deliver freight. This was evidently an effort to increase revenue. In December 1919, it was announced that the Interurban service between Bryan and the college would be cut down from 18 to 11 departures per day. This announcement sparked a series of articles in the "A &M Daily Bulletin" where AMC President Bizzell complains of the Interurban service in reference to the limiting of departures. The "A &M Daily Bulletin" later claims the Interurban had never given adequate service. The following cartoon depicts some of the students'views regarding service. y 16 (4 COL,C74141.11PMF a t i u a r mil _, _ : i �,'i : 4 ` : � , ; > ` d en . �A TI '�. ; , ri � /` ` rrl. 11W : 1111 ;, mil. te " "Ps, �.� -1' ∎_ -�- • VE� j U6g -W M' NCT NOW �Nw In August of 1922 it was announced that the Bryan and College Interurban had gone into receivership. Soon after this the Bryan and College Traction Company ran the Interurban with the intent of phasing it out for modern buses. H.P. Dansby, a citizen of Bryan, indicated during interviews that he took the electric trolley to AMC as late as 1929. REVIVAL OF THE INTERURBAN If the citizens of Bryan and the faculty of AMC could have foreseen some of the problems associated with the automobile, perhaps they would have continued operation of the Interurban. Since evidence of the Interurban has all but since disappeared, new trolleys must be built. Galveston commissioned four new trolleys to be built at a cost of $500,000 each. In February of 1993, four European correspondents contributed to an article in the trends section of Newsweek titled "A Desire for Streetcars." The report is enthusiastic for the return of the streetcar. It states that last summer Manchester, Britain's eighth largest city, inaugurated a new streetcar system. The city's 448,000 residents have been raving ever since. One resident reported his hour commute by bus was reduced to sixteen minutes by streetcar. This information encouraged environmentalists and urban planners across Europe.6 The article continues to state that this enthusiasm does not mean that tramways are always easy to plan and finance. Government is cautious to promote public transportation for fear of upsetting motorists and the automotive industry. As a result of this, the red tape on streetcar projects can be thick enough to deter all but the most determined city planners. Y � _ =v im -- -- ; - -- ----------.4-1- 44-..E--„-#0,..i 01-6 ______ * * - -----' - ' '" , t I j - }�, = 'c hef l' ' 5 -' e i PIERRE GL'ILLY (Lnche.<S l An early _ JOHN ARTHUR y pacesetter: Grenoble's five- year -old line Much of the success of the interurban relies on winning bus patrons. However, it is somewhat discouraging to discover that 63% of respondents never take the bus. Do you take the bus to campus now? A. Daily B. Often C. Sometimes D. Seldom E. Never (15 %) (6 %) ( %) (10 %) (63 %) The re- introduction of the Interurban depends in part on the overall perception as compared to the bus. The response was optimistic towards the proposal. How do you think the Interurban as presented above would compare to riding the bus? A. Very Appealing B. Favorable C. Same D. Unfavorable E. Very Unfavorable (16 %) (35 %) (34 %) (10 %) (5 %) Another variable in the success of the Interurban is gaining loyalty from automobile commuters as well as crossover patronage from bus riders. The survey results indicate that almost half of automobile commuters are determined to drive to campus. It is the other half that must be targeted for ridership of the Interurban. I drive my car to A &M despite traffic congestion, inadequate parking, polluting exhaust, Campus Cops, pedestrian privileges, public transportation, and inclement weather: A. Always B. Usually C. Sometimes D. Seldom E. Never (49 %) (13 %) (15 %) (13 %) (10 %) REPLICA DESIGN The Interurban proposed for today would be an updated replica of the 1910 streetcar. It would run on a clean- burning fuel supplemented with solar energy from inconspicuous roof panels, and a generator drawing energy normally wasted during braking. The streetcar would be comfortable, with modern conveniences such as air - conditioning designed in such a way as to minimize any distraction from the style and integrity of the replica. The majority of Interurban survey respondents preferred the updated replica. Which type of streetcar do you prefer? (57 %) A. New, updated replica of 1910 - 1929 B - CS Interurban as described above ( 8 %) B. Contemporary European -style streetcar (13 %) C. Open -air style trolley (11 %) D. Futuristic streetcar (11%) E. Restored authentic period streetcar ROUTES AND CONNECTIONS Routes would be established in phases. The initial route would be one which would maximize the potential for ridership. A route down Texas Avenue to campus from either direction would probably be the best choice. Subsequent routes would be I : A 21 • ,../>\-'24' 'o r i t 3 d. 4 .v A c, c, ( 5 V . fie:; NW Otillitis ' ►- 7 'ill ,:, \ ?,,,'' 13 4,Nj y16 Ban N. r f W 75 . .` f • 21 1.0" `'� 23 _ 20 f22 • •4/ College 2sa ,- ta.tion � :'�. eat, c+ ; - . • • 4 ` " Uf'41 I� 4. ,...,.....\-„, 45 '( . r Rack Praigg Rd '" ---, / ....• P 0 BRY - COLLEGE STATION ,� VICINITY MAP G��� `� „9a built on the success and profits of the original. Eventually, connections from campus would be made with Easterwood Airport, Post Oak Mall, the Amtrak train depot, Greyhound bus station, Main Street in downtown Bryan, Northgate, Wolf Pen Creek, and the proposed high -speed rail station- if it has a stop close enough to B -CS. These connections would maximize ridership to campus. Potential stops on campus might include: George Bush Presidential Library, Rudder Tower, Kyle Field, G. Rollie White, MSC, Sanders Corps Center, Langford Architecture Building, Medical and Veterinary Complex, and the Commons. TEXAS A &M UNIVERSITY 1" kil °"; i k ' %,t..i ., . " 1.6. . 48 , � I ".mi .�� ��' -ANN, �' ono d la 'eat s ,o , -- � � � \ '4`�� ''��' � x ' •. �� 57 V 0 . i, R - . \ 7 MI.\ \IL\."`:.''' car. -� � V: ____\s .. \ Ig,, ......._ _____ .. _,..?..-_-,_1 efillo•Irin r• i ...--,,, I I 3 \\ 4 V \t l-" ta2 � � 'r 22 - ) -,<- �; � 'ors d.� r R te4 `mow. w`„ Strategically located satellite parking lots would allow students and faculty to park for free and ride the Interurban to class without the worry and hassle of parking fees, tickets, or predator towing services. Streetcars were greatly responsible for creating the suburbs. In perusing research material, streetcars were pictured traveling down residential streets between the sidewalk and the curb. Grass grew between the tracks. The tracks were unobtrusive, and the scene was rather intriguing. � t y � .. .' o f - 7 L - 1:',-j- -- e---.0"_ :::ft:ji: : - ''-14:1'' :------ 7-; ''' 1 " - '- ' 47 :-.L--71--- ''''''-1-.r '1'il''''''; ''''''''?*.i1(:::4'-'4',**'-:',:111j4:'''_I'l'Ill„'‘:\, .4:: t fi t, ; � f _,- ; , . s .. ,_.. - -- _ 7:14: ; The Interurban could access most areas of campus without affecting its serene atmosphere. If necessary, the Interurban tracks could cross fields, sidewalks, streets, and plazas. It might add an element of class to a university with too many concrete streets and surface parking lots. In fact, the Interurban could perhaps reduce their necessity. PROGRAMMING & SCHEDULES Programming is vital for the success of the Interurban. One survey respondent suggested that service to nightclubs be considered on Thursday, Friday and Saturday nights when most students go out on the town. This would create demand in off -peak hours as well as provide a service that could reduce accidents and legal entanglements related to drinking and driving. More frequent schedules would be implemented for occasions such as football weekends and Parents' Weekend. Additional cars with replica open -sided park cars connected would accommodate crowds. These cars would also be available for charter to groups on special occasions. Scheduling would be strongly mandated by A &M class schedules. This means schedules for Tuesday and Thursday would vary from those on Monday, Wednesday, and Friday. The survey results indicate that 80% of respondents would take the Interurban at least once a week. If convenient I would use the Interurban streetcar: A.Five days a week B.Three days a week C.Once a week D.Twice a month E.Never (22 %) (34 %) (25 %) (8 %) (12 %) It is interesting to note that over half of the 63% who never take the bus said they would take the Interurban either three or five days a week. FARES Interurban patrons would have the option of paying on a per -ride basis, using Aggie Bucks, or saving money by purchasing a semester pass. On the survey the following question was asked with corresponding percentages listed below. An overwhelming majority, 82 %, were willing to pay one or two quarters for the service. What would you be willing to pay for a ride to campus from near your residence? A. $1.00 B. 75 cents C. 50 cents D. 25 cents E. 10 cents F. 5 cents ( 2 %) (2 %) (41 %) (41 %) (12 %) (2 %) FUNDING The Galveston Island Trolley is currently a deficit -run operation. The trolley is supported by an annual grant from the Federal Transit Authority which covers 50% of the annual operating cost. George Mitchell, Robert Moody, and the Parks Board each pay one -sixth of the remaining cost. The share from the Parks Board is the amount collected from passenger fares. In contrast, the New Orleans Transit Authority has taxing power, and receives only a small percentage of subsidy from the Federal Transit Authority. The streetcar receives funding from tax revenues, as well as the other transportation systems. PROS FOR REVIVING THE INTERURBAN Several pros for re- introduction of the Interurban have already been mentioned. These include alleviating parking and traffic congestion, unobtrusive nature of tracks, and rising popularity in Europe. Nostalgia is yet another reason for bringing back the Interurban. Perhaps one of the most enduring images of the trolley is one associated with Tennessee Williams' play, "A Streetcar Named Desire." Today it is not difficult to recapture this era when riding the New Orleans streetcar down St. Charles Avenue past the Garden District. Two seaport cities, New Orleans and San Francisco, both maintain their trolleys as functional transportation and tourist attractions. CONS FOR REVIVING THE INTERURBAN Tracks mandate a fixed path for the streetcar. This will always be an argument against re- introduction of the streetcar. The initial capital investment is another obstacle. The revival of the Galveston Island Trolley would not have been possible without the financial support of George Mitchell and Robert Moody. RECOMMENDATION The introductory hypothesis states that students, faculty, and citizens of B -CS would rather ride the Interurban than the current bus systems available today. The survey data analysis presented indicates this to be true. Can the Bryan- College Interurban be re- introduced as a century-old solution for today's transportation challenges? Yes, the writers of this report think the proposal is feasible providing the original concept is not compromised. However, the answer would vary from one urban planner to the next. The feasibility will be determined in each case by the creativity, vision, and perseverance displayed by the proponents of the given project. BIBLIOGRAPHY (Sources Cited) 1) Brundidge, Glenna F. Brazos County History: Rich Past Bright Future. Bryan: Family History Foundation, 1986. 2) Cofer, David B. Fragments of Early History of Texas A. and M. College. College Archivist, TAMU: 1936. 3) Dethloff, Henry C. A Pictorial History of Texas A &M University. 1876 -1976. College Station: Texas A &M University Press, 1977. 4) Dorsey. Mary E. Those Were the Days. Bryan: BISD, 1976. 5) Marshall, Mary Ann Rivard Bryan & College Interurban Railway: Historical Perspective on its Development. Ownership and Disposition. Masters Thesis TAMU:1987 6) Privat. Pascal Newsweek "A Desire for Streetcars." February 1, 1993. (Sources Perused) Balliew, Deborah L. College Station, Texas 1938 - 88. College Station: Intanglio Press, 1987. Carson, O.E. The Trolley Titans. Glendale: Interurban Press, 1981. Carson, Robert B. What Ever Happened to the Trolley? Oneonta: New York State University College, 1978. Hennick, Louis The Streetcars of New Orleans. Gretna, La.: Pelican Publishing, 1975. Jones, William Mile - High Trolleys, Denver: 1975. Levy, John M. Contemporary Urban Planning. New Jersey: 1991. McCaleb, Charles S. Tracks, Tires. & Wires. Glendale: Interurban Press, 1981. Perez, August The Last Line. Nashville: Benson Printing, 1973. Rowesome, Frank Trolley Car Treasury. New York: McGraw -Hill, 1956. Warner, Sam B. Streetcar Suburbs. Cambridge: Harvard University Press, 1978. Young, Andrew D. Trolley to the past. Glendale: Interurban Press, 1983.