Norman D. Wilson, the subway authority, says that expressways have not provided the answer to traffic congestion — that they have, in fact, increased it.

The objective of a rapid transit service he says, is to pierce the "very heart of the business area ... through the points of the heaviest traffic concentration and heaviest business assessment."

"This an expressway cannot do, except at enormous cost and the near or complete destruction of the area."

A six-lane expressway can carry 4,000 cars an hour in one direction (with roughly 7,000 passengers) whereas a subway such as was built in Toronto has an absolute capacity of 40,000 passengers per hour in each direction.

The average cost of Toronto expressways has been about $10,800,000 a mile. The subway's cost has worked out to about $11,530,000.

An expressway needs 66 to 100 feet of right-of-way. It requires demolition of buildings, the blocking off of streets, and the eating up of large tracts of land for cloverleafs and grade separations.

"Substantial areas of the city are blotted out, neighborhoods are broken up, and school sections disorganized.

The expressway fails to handle the traffic because it lures constantly increasing numbers of cars. Even if the "specialized roadway" could carry traffic , costly property must be bought up, the downtown area is cluttered with the "dead storage of motor vehicles" which adds nothing to the city's attractiveness and detracts from its over-all business utility."

"If a metropolitan city were to be wholly or even largely dependent on the private automobile for transportation, so much space would be taken up in roadways and so little left for business purposes, as to destroy the value of the district for business use that attracted the traffic in the first place."

Mr. Wilson suggests that rather than encouraging cars to come downtown, "it would seem that at some place along the line, free use of the automobile in heavily built-up urban areas will be restricted.