^J^ / y^ ^^c- ,,>jSB»---5»- ■ ii-ie^-^j^ / DATE DUE 1 wrr t •^^£^ TvEs^ik -Wi 1 Mdif ;1r!'>»«*i"> -*w^ •J \ "■• 1 1 1 CAVLORO PRINTED INU S A. XI Cornell University Library The original of this book is in the Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924004966689 DEPARTMENT OF COMMERCE AND LABOR BUREAU OF THE CENSUS S. N. D. NORTH, DIRECTOR. SPECIAL REPORTS STREET AND ELECTRIC RAILWAYS 1902 PREPARED UNDER THE SUPERVISION OF W. M. STEUART CHIEF STATISTICIAN FOR MANUFACTURES WASHINGTON GOVERNMENT PRINTING OFFICE 190=' CONTENTS. Page. Letter of tranemittal xi PART 1. By Edward Dana Dtjrand, Expert Special Ag«nt. CHAPTER I. Scope and Method op Investigation. Definition of street and electric railways 3 Period covered 3 Completeness of returns 3 Basis of classification of companies - 4 Classification according to power used 4 Classification according to population 4 CHAPTER II. COMPAKISON WITH CENSUS OF 1890. Difficulty of comparison 6 Comparative summary 6 Number of companies 7 Trackage and motive power 7 Cost of construction 8 Number of employees 8 Number of cars 8 Traffic 9 Traffic in relation to population 9' Oar mileage 10' Receipts and expenditures 10 Distribution of income 11 Capital stock and funded debt 11 CHAPTER III. Tbafpio. I. Traffic of companies, classified according to power 12 Number of passengers ; 12 Density of traffic per* mile of track 13 Car mileage 1'4 Density of passenger traffic per car mile 14 Car hours : 15 Accidents 15 Trafiic by states in relation to population 16 II. Traffic of companies, classified according to population 17 Number of passengers _ Ig Relation of traffic to population as affected by size of cities 19 Density of traffic per mile of track _ 20 Car mileage 21 Passengers per car mile _ 21 Mileage of freight, mail, express, and other miscellaneous cars 22 Detailed statistics of car mileage of Brooklyn Rapid Transit Company and Manhattim Railway Company 22 Car hours : 22 Accidents 23 (iii) iv CONTENTS. Page. III. Traflac and trackage in selected urban centers 23 Relation of trackage to population 24 Relation of traffic to population 25 Passengers per mile of track 26 Passengers per car mile 26 IV. The urban street railway as a social factor 26 Distribution of urban population by street railways 26 Influence of electric railways on suburbs 28 Effect of street railways in concentrating business 29 Effect of street railways on land values and rents 30 Relation of street railways to the social life and recreations of the people - 30 Street railway parks 30 V. Inadequacy of present street railway facilities in great cities 31 Inadequate speed and carrying capacity 31 Effects of inadequacy in transportation - , - - 32 Increase in demand for transportation more rapid than increase in population - 33 Local concentration of traffic 33 Unequal distribution of traffic 33 Causes limiting speed and carrying capacity of surface railways 34 Elevated railways 35 Subways 36 VI. Street railway fares ,. 39 Prevalence of the 5-cent fare 39 Reduced fares open to all classes of passengers 39 Reduced fares for particular classes of passengers 40 VII. Transfers 41 Prevalence of transfer system •. 41 Causes of the extension of transfer privileges 42 Difficulties in administration of transfer system „ 42 CHAPTER IV. Capitalization. Basis of statistics and method of presentation 44 Capitalization of companies, classified according to power _ 45 Capitalization per mile of track 4g ■ Causes tending to increase capitalization 47 Reconstruction in relation to capitalization 47 Capitalization of companies, classified according to population 49 Capitalization of full-time electric surface railways without commercial lighting, classified according to population 49 Capitalization, by states 51 Capitalization of surface railway companies in urban centers of more than 100,000 inhabitants 52 CHAPTER V. FixANCiAL Operations. Companies that failed to report data regarding financial transactions _ 54 I. General income account 54 Condensed income account for operating companies, classified according to power 54 Operating earnings and gross income ^ 55 Distribution of income 55 Sinking and depreciation funds gg Net income and dividends _ g- Income account fur lessor companies g- Oondensed income account for operating and lessor companies combined 53 Condensed income account for operating companies, classified according to population 58 Condensed income account for full-time electric surface railway companies, without commercial lighting, classified according to population gn Combined income account for operating and lessor companies, classified according to population 61 Condensed income accounts, by states .j.> Taxes in the several states gg Rentals of leased lines, by states gg II. Analysis of operating earnings gg Operating earnings of companies, classified according to p(jwer gr Operating earnings of companies, classified according to population g7 Operating earnings, by states .,q CONTENTS. V Page. III. Analysis of operating expenses 70 Detailed analysis, by states 70 Operating expenses of companies, classified according to power 76 Operating expenses of companies, classified according to population 77 Operating expenses of 17 selected companies in the largest cities 79 IV. Analysis of interest and dividends 79 Detailed analysis for all companies 79 Interest and dividends of companies, classified according to population 80 Dividends of leading individual companies 81 Dividends, by states 82 V. General results of operation .' 82 General results of operation of companies, classified according to power 82 Effect of change to electric traction on cost of operation 85 General results of operation of companies, classified according to population 85 Relation of operating ratio to density of trafiic 87 Causes affecting the operating ratio 88 VI. Balance sheet 89 Detailed analysis for all companies ' 89 Cost of construction during the year : 93 CHAPTER VI. Employees, Salaries, and Wages. Totals for the United States and for states 94 Employees, salaries, and wages of companies, classified according to povf er 94 Employees, salaries, and wages of companies, classified according to population 95 Relation of employees to trackage and trafiic in the ten largest cities 96 Method of presenting wage statistics 97 Classified wages for all electric surface railways 97 Classified wages for electric surface railways in cities of more than 100,000 inhabitants 98 Classified wages for electric surface railways, by states 99 Classified wages for fast interurban railways 100 CHAPTER VII. Intbkueban Railways — Economic, Financial, and Social Featubbs. I. General development and extent 101 DiflBculties of definition and classification 101 Statistics of trackage outside the limits of incorporated cities and towns 101 Leading centers of interurban railway development 102 II. Traffic and earnings of interurban railways 103 Earnings per mile of track i _ 104 Earnings per car mile 105 Operating expenses 105 Growth of traffic 105 Relation between earnings and population served by fast, long interurban railways 105 III. Characteristics and significance of interurban service _ 107 Traffic of selected interurban railways ■. 108 Small units and frequent service 110 Frequency of stops 110 Cost of operation and fares lower than for steam railways 110 Comparative fares of steam and electric railways in Ohio 110 Operation in the streets of towns and cities ^ 110 Other advantages of electric lines for interurban service Ill Nature and social advantages of passenger traffic Ill Nature of freight and express traffic 112 Influence of interurban railways on local retail business 112 Effect of electric interurban railways upon retail business in small towns 114 IV. Influence of interurban electric railways on steam railways 116 Replies of steam railways regarding the effect of electric railway competition 117 CHAPTER VIII. Consolidation op Street Railways. General tendency and its results 12o Methods of combination 12i Street railway consolidation in New York city 123 Street railway consolidation in Philadelphia. .' 124 Page. vi CONTENTS. CHAPTER IX. Fbanchises, Public Regulation, and Public Owneeship. I. Method of granting franchises Authority of state and municipal governments Consent of voters or of abutting owners Competitive bidding for franchises ^" II. Duration of franchises III. Regulation of street railway fares ^^^ IV. Compensation for franchise privileges ^^^ Car licenses ^^^ Paving and care of streets - ^^^ Percentage of gross receipts ^^-^ Other forms of payment , ^^^ V. General considerations regarding the regulation of fares and compensation 132 Publicity of accounts 133 Regulation of capitalization 133 Sliding scale systems 133 VI. Municipal ownership 135 VII. Condensed digest of state laws and local franchise regulations in leading states 136 California 136 Colorado 137 Connecticut 137 Georgia 137 Illinois - 137 Indiana : 138 Iowa 139 Kentucky 139 Louisiana 139 Maine 140 Maryland 140 Massachusetts 140 Michigain 142 Minnesota 142 Missouri 143 New Jersey 143 New York 143 Ohio 144 Oregon , 145 Pennsylvania 146 Rhode Island 147 Virginia 147 Washington 148 West Virginia 148 Wisconsin 148 CHAPTER X. Sthbet Railways in Edeqpean Countries. I. United Kingdom ]^4g Comparison with the United States 2^49 Municipal ownership j^gQ Individual cities j^^q II. Germany ^^go Comparison with the United States i =.:> Municipal ownership -.go Individual cities -.go III. France ^g_j^ IV. Austria j^gg V. Hungary '_ jg- VI. Netherlands jgg VII. Belgium ^gg VIII. Switzerland " ' j^gg IX. Italy , " ' jgg X. Spain ' ' ^gg CONTENTS. vii PART II. By Thomas Commerford Martin, Expert Special Agent. CHAPTEK I. HiSTOKY AND DEVELOPMENT OF ElECTBIC TrACTION. CHAPTER II. BoADBED, Track, and Electric Construction. Paga. I. Roadbed and track ^ 172 Track statistics 172 Roadbed construction 173 Track construction on selected railways 174 Bonding 177 II. Rails and conduits , ^ 178 Third-rail systems 1 79 Conduit systems 179 III. Electric line construction 181 Span wire construction 181 ' Side bracket construction 182 Center pole construction 182 Line supports 182 Feeder construction 183 Overhead trolley 183 IV. Bridges, tunnels, and crossings 186 Bridges ' 186 Tunnels 186 Steam railway crossings 188 CHAPTER III. Cars and Miscellaneous Equipment. I. Street railway cars ^... 189 General statistics 189 Distribution of cars 189 Express, freight, and mail cars 189 Work and miscellaneous cars ' 190 Snowplows and sweepers 190 II. Passenger cars 190 Early styles 190 First electric cars : 192 Modern electric cars 193 III. Elevated railway cars and practice 196 IV. Motor and controller equipment 198 Early motors : ] 98 Modern motors 199 Controllers 199 Number of motors per car 200 Multiple unit system _ 200 V. The overhead trolley contact '. _ 203 VI. Brakes 203 VII. Car fenders 205 VIII. Car lighting 206 IX. Car heating 207 X. Registration of fares _ 207 XI. Street railway passenger stations _ _ 208 XII. Car houses _ 209 Statistical presentation _ 209 Construction and equipment _ 210 Lighting of buildings, shops, car houses, ways, etc 211 XII I. Telephone service 212 CHAPTER IV. Intekurban Railway Construction and Equipment. Third-rail traction 214 Passenger cars 215 Freight and express service 216 Page. 218 219 viii CONTENTS. CHAPTER V. Power Houses, Equipment, and Output. I. Power plant and generating equipment Location of power house 920 Construction of power houses Equipment of power houses Kingsbridge power plant II. Substations 223 Manhattan (elevated ) system ^^^ III. Power— consumption of, and cost ^^^ Power plant capacity "^'^ Car hours ^"^ Thermal efficiency ^^^ Street railways operating electric light and power plants 229 LIST OF TABLES. Table 1. — Comparative summary: 1902 and 1890 6 Table 2. — Comparative smnmary, by geographic divisions: 1902 and 1890 6 Table 3. — Comparative size of operating companies: 1902 and 1890 7 Table 4. — Comparative summary of track mileage, classified according to motive power: 1902 and 1890 8 Table 5. — Relation of traffic to population by geographic divisions: 1902 and 1890 9 Table 6. — Distribution of the gross income of operating companies to leading items of expenditure: 1902 and 1890 11 Table 7. — -Traffic of companies, classified according to power: 1902 12 Table 8. — Accidents on street and electric railways: 1902 -• 15 Table 9. — Accidents on railways, classified according to power: 1902 16 Table 10. — Relation of passenger traffic to total population and urban population (places of 4,000 inhabitants or over), by states and territories: 1902 17 Table 11. — Traffic of companies, classified according to population: 1902 18 Table 12. — Traffic of full-time electric surface railways, without commercial lighting, classified according to population: 1902 18 Table 13. — Relation of trackage and traffic to population in selected urban centers with population of from 25,000 to 100,000: 1902. 19 Table 14. — Relation of trackage and traffic to population in selected urban centers with population of less than 25,000: 1902 19 Table 15. — Relation of trackage and traffic to population in groups of urban centers: 1902 19 Table 16. — Distribution of full-time electric surface railway companies, without commercial lighting, in the various population groups, according to number of fare passengers carried per mile of track operated : 1902 20 Table 17. — Distribution of full-time electric surface railway companies, without commercial lighting, in the various population groups, according to number of fare passengers carried per passenger-car mile 22 Table 18. — Accidents on railways, classified according to population : 1902 23 Table 19.' — Trackage and traffic in urban centers of 100,000 population and over: 1902 and 1890 24 Table 20. — Capitalization of companies, classified according to power: 1902 45 Table 21. — Capitalization of companies, classified according to population: 1902 ■ 49 Table 22. — Capitalization of full-time electric surface railway companies, without commercial lighting, classified according to popu- lation: 1902 50 Table .23. — Distribution of full-time electric surface railway corppanies, without commercial lighting, in the several urban and interurban groups, according to capitalization per mile of track: 1902 50 Table 24.— Capitalization of surface railway companies in individual urban centers of 100,000 population and over: 1902 52 Table 25. — Condensed income account for operating companies, classified according to power: 1902 55 Table 26. — Percentage distribution of gross income of operating companies, classified according to power: 1902 56 Table 27. — Income account for nonoperating lessor companies: 1902 58 Table 28. — Condensed income account for operating and lessor companies combined: 1902 58 Table 29. — Percentage distribution of gross income for operating and lessor companies combined: 1902 58 Table 30.— Condensed income account for operating companies, classified according to population : 1902 59 Table 31.— Percentage distribution of gross income of operating companies, classified according to population: 1902 59 Table 32.— Condensed income account for full-time electric surface railway companies, without commercial lighting, classified according to population: 1902 qq Table 33.— Percentage distribution of gross income of full-time electric surface railway companies, without commercial lighting, classified according to population: 1902 gj^ Table 34.— Condensed income account for operating and lessor .companies combined, classified according to population: 1902 61 Table 35.— Percentage distribution of gross income for operating and lessor companies combined, classified according to popula- tion: 1902 g2 Table 36.— Gross income of operating companies, by states and territories: 1902 62 Table 37.— Condensed income account for operating companies, by states and territories: 1902 63 Table 38.— Analysis of deductions from income (taxes and fixed charges) of operating companies, by states and territories: 1902 .. 64 Table 39.— Income account for nonoperating lessor companies, by states: 1902. , 65 Table 40.— Condensed income account for operating and lessor companies combined, by states: 1902 65 Table 41.— Percentage of taxes to income, for street and interurban railways, in selected states: 1902 66 Table 42.— Operating earnings of companies, classified according to power: 1902 67 CONTENTS. ix Page. Table 43. — Percentage distribution, by sources, of operating earnings of companies, classified according to power: 1902 67 Table 44. — Operating earnings, by sources, of companies classified according to population : 1902 68 Table 45, — Percentage distribution, by sources, of operating earnings of companies, classified according to population: 1902 68 Table 46. — Operating earnings, by sources, of full-time electric surface railway companies, without commercial lighting, classified according to population : 1902 68 Table 47. — Percentage distribution, by sources, of operating earnings of full-time electric surface railway companies, without com- mercial lighting, classified according to population: 1902 68 Table 48. — Analysis of gross earnings from operation, by states and territories: 1902 70 Table 49. — Analysis of operating expenses, by states and territories: 1902 72-75 Table 50. — Percentage distribution of operating expenses of operating companies: 1902 76 Table 51. — Operating expenses of companies, classified according to power: 1902 77 Table 52. — Percentage distribution of operating expenses of companies, classified according to power: 1902 77 Table 53. — Operating expenses of companies, classified according to population: 1902 78 Table 54. — Percentage distribution of operating expenses of companies, classified according to population: 1902 78 Table 55. — Operating expenses of full-time electric surface railway companies, without commercial lighting, classified according to population: 1902 , 78 Table 56. — Percentage distribution of operating expenses of full-time electric surface railway companies, without commercial lighting, classified according to population: 1902 78 Table 57. — Percentage distribution of operating expenses for 17 selected electric surface railway companies in the largest cities: 1902 79 Table 58. — Interest and dividends of operating and lessor companies combined: 1902 80 Table 59. — Interest and dividends of operating and lessor companies, classified according to population: 1902 80 Table 60. — General results of operation, all companies, classified according to power: 1902 82 Table 61. — Distribution of railway companies in the several groups, classified according to power, with respect to their operating ratio: 1902 84 Table 62. — General results of operation of companies, classified according to population: 1902 86 Table 63. — General results of operation of full-time electric surface railway companies, without commercial lighting, classified according to population: 1902 86 Table 64. — Distribution of railway companies in the several urban and interurban groups, according to their operating ratios: 1902. 87 Table 65. — Distribution of full-time electric surface railway companies, without commercial lighting, in the several urban and inter- urban groups, according to their operating ratios: 1902 87 Table 66.— Distribution of full-time electric surface railways, without commercial lighting, according to number of fare passengers carried per mile of track operated and according to operating ratio: 1902 88 Table 67. — Distribution of full-time electric surface railways, without commercial lighting, according to number of fare passengers carried per car mile and according to operating ratio: 1902 88 Table 68. — Balance sheet for operating and lessor companies, by states and territories: 1902 90, 91 Table 69. — Employees, salaries, and wages of companies, classified according to power: 1902 95 Table 70. — Employees, salaries, and wages of companies, classified according to population : 1902 95 Tsktile 71. — Employees, salaries, and wages of full-time electric surface railway companies, without commercial lighting, classified according to population: 1902. 96 Table 72. — Wage-earners and salaried employees of surface railways, in the ten largest cities: 1902 96 Table 73. — Distribution of wage-earners of all electric surface railway companies according to daily wages received: 1902 97 Table 74. — Median rates of wages and percentage of wage-earners receiving median rates, and rates above and below median rates, on electric surface railways : 1902 98 Table 75. — Distribution of wage-earners of electric surface railways in cities of 100,000 population and over, according to daily wages received: 1902 99 Table 76. — Median rates of wages and percentage of wage-earners receiving median rates, and rates above and below median rates, on electric surface railways in cities of 100,000 population and over: 1902 99 Table 77. — Distribution of wage-earners of fast, long interurban railways, according to daily wages received: 1902 100 Table 78. — General results of operation of 53 fast, long interurban railway companies: 1902 104 Table 79. — Eelation of trackage and operating earnings to population served in the case of selected fast, long interurban railways: 1902 106 Table 80. — Distribution of operating companies according to length of line: 1902 and 1890 121 Table 81. — Trackage, traflSc, and financial statistics of tramways in the United Kingdom : 1902, 1901, and 1898 149 Table 82. — Traffic and financial statistics of tramways in leading cities of the United Kingdom: 1902 151 Table 83. — Trackage, traflSc, and financial statistics of street railways in Germany and Prussia: 1901 152 Table 84. — Trackage, trafiic, and financial statistics of street railways in the leading cities of Germany: 1901 153 Table 85. — Trackage, traffic, and financial statistics of street railways in France and in leading French cities: 1901 154 Table 86. — Single track mileage and percentage each class is of total: 1902 172 Table 87. — Power plant capacity, railway companies which do not sell current, classified according to population: 1902 224 Table 88. — Power plant capacity, railway companies which sell current, classified according to population : 1902 224 Table 89. — Power consumption, selected electric railways, by states: 1902 226 Table 90. — Income — electric light and power plants operated by street railway companies, by states : 1902 229 Table 91.— Detailed description of service — electric light and power plants operated by street railway companies, by states: 1902.. 230 CONTENTS. GENERAL TABLES. Page. Table 92.— Average number of employees and total salaries and wages, operating companies, by states: 1902 232-2d5 Table 93.— Name, location, length of track, capital stock, and funded debt, by companies: 1902 236-275 Table 94.— Roadbed, track, and electric construction, by companies: 1902 276-303 Table 95.— Cars and miscellaneous equipment, by companies: 1902 304-327 Table 96.— Power and generating plants, by companies: 1902 328-351 Table 97. — Passengers, car mileage, car hours, maximum speed, accidents, etc., by companies: 1902 352-375 Table 98.— Wage-earners, at specified daily rates of pay and median rate, on electric surface railways, by states: 1902 376-383 Supplementary Table 1.— Bridges and tunnels owned by street railway companies : 384-390 Supplementary Table 2.— Feeder conduit system, length in miles f^^ Supplementary Table 3. — Water wheels and gas engines ^^^' ^^^ Supplementary Table 4.— Alternating-current dynamos 393-396 Supplementary Table 5.— Auxiliary electric equipment 397-400 Supplementary Table 6.— Substation equipment 401-403 APPENDICES. Appendi.-s: a. — Street railways 407-41 1 Appendix B. — Instructions to special agents 413-421 LIST OF ILLUSTEATIONS. Map — Electric railways of Ohio 102 Map — Electric railways of Indiana 104 The "John Mason," original street car 160 A "bobtail" car still in use in 1902 at Decatur, Alabama 160 Typical entrances and exits, Boston subway 186 One of the passenger stations in the Boston subway 186 Trolley mail and passenger car, Boston, Massachusetts 190 Interurban trolley express car in Michigan 190 Truck for heavy double-truck trolley car 192 Maximum traction truck ~. 192 Heavy type cantilever truck for trolley car 194 Type of snow plow 194 Primitive type of under-car trolley or conduit contact, Cleveland, Ohio 1 196 Interior of a semiconvertible car 196 Heaviest American street cars on streets of Chicago 198 Heavy car of Chicago City Railway system 198 Interurban passenger and express car, Wilkesbarre and Hazleton Railway 200 Interurban car in use on Union Traction system of Indiana 200 Interurban car on Cleveland, Elyria and Western Railway 202 Long type of open car in use at Buffalo, New York 202 Types of street railvyay car fenders _ _ . 206 A typical trolley park in Massachusetts 208 Exterior of first American trolley sleeping car _ 214 Interior view of first American trolley sleeping car 216 Typical interior modern trolley power house, Kingsbridge, New York city 222 Typical waterside street railway power house, Baltimore, Maryland 224 Manhattan Elevated Railway station and power substation, New York city 224 The rotary converters in a Manhattan Elevated Railway substation 226 The step-down transformers in a Manhattan Elevated Railway substation 226 Switchboard in a Manhattan Elevated Railway substation 228 LETTER OF TRANSMITTAL. DEPARTMENT OF COMMERCE AND LABOR, Bureau of thk Census, Washington, D. C, September 1, 190^. Sir: I have the honor to transmit herewith a report on the street and electric railways of the United States for the year ending June 30, 1902. This report has been prepared in the Bureau of the Census under the super- vision of Mr. W. M. Steuart, chief statistician for manufactures, in accordance with the provisions of section 7 of the act of Congress of March 6, 1902. The data were collected by the regular force of the office, the fieldwork being started on October 25, 1902. The results of the investigation were published on June 5, 1903, as Census Bulletin No. 3. Each railway com- pany was called upon by a representative of the office, and all made returns, with the exception of a few named in the report. The inquiries concerning the financial operations of street and electric railway companies were in conformity with a schedule devised by the Street Railway Accountants' Association of America. As a rule, the information called for in this schedule could be obtained from the books of the difl'erent companies, but in a few cases it was necessary to make estimates. The inquiries concerning the physical equipment of the roads were formulated after a conference with street railway officials and others familiar with the requirements of the industry. It is believed that they have resulted in securing information which is of particular interest. The statistics were tabulated, the results summarized, and the final tables prepared by the official clerical force. The text of the report has been prepared by Mr. T. Commerford Martin, of New York city, and Mr. E. Dana Durand, of the Bureau of Corporations of this Department, working in collaboration. Very respectfully. Hon. Victor H. Metoalf, Secretary of Commerce and Labor. (xi) STREET AND ELECTRIC RAILWAYS PART I (1) STREET AND ELECTRIC RAILWAYS. PART 1. By Edwaed Dana Dukand, Expert Special Agent. CHAPTER I. SCOPE AND METHOD OF INVESTIGATION. Definition of street and electric railways. — The sta- tistics in this report cover all electric railways in the United States irrespective of their length or location and all street railways irrespective of their motive power. In the corresponding investigation at the cen- sus of 1890 the term "street railways" was used as defining the scope of the statistics. At that time prac- tically all railways, except ordinary steam railways, could be correctly designated by this term, as they were confined mainly to urban districts and operated almost exclusively upon the public streets and roads. During the past few years there has been an extraordinary de- velopment of electric railways outside the limits of cities and villages, and a considerable proportion of these suburban and interurban lines are located on private rights of way and not on the public thoroughfares. Hence the more inclusive term "street and electric rail- ways" has been adopted, as covering more adequately the scope of the present investigation. It includes all railwa3's doing a public business except the ordinary steam lines, which report to the Interstate Commerce Commission. The statistics, in fact, cover the electric business of two steam railways which have either placed electric cars upon part of their tracks in connection with steam trains or have equipped certain tracks exclusivelj' for electric traction. This practice has been most exten- sively adopted by the New York, New Haven and Hart- lord Railroad Company. The Pennsylvania Railroad also operates an electric system in New Jersey in con- nection with the West Jersey and Seashore Railroad. The recent movement of the New York Central and Hudson River Railroad and the Pennsylvania Railroad in determining upon the installation of electric traction for all passenger trains entering their New York ter- mini, together with other electric installations now con- templated by steam railroads, ma}' mark the approach of a time when all steam lines will have introduced electric traction in connection with steam, or in place of it, and when it will not be possible to distinguish clearly between electric and steam railways. At present the distinction is still a fairly clear one, although the meth- ods and service of some electric interurban lines already resemble those of the steam railways in many important respects. The present repoi-t also includes eleven inclined planes operated separately from other railway systems. These, which for the most part use cable traction, are found in a few cities and towns where steep bluffs exist, notably in Pittsburg. They differ materially in their methods of operation from ordinary street railways. Their traffic is insignificant in comparison with the total for all street and electric railways. Period covered. — The statistics, as a rule, cover the twelve months ending June 30, 1902, but in a consider- able number of instances the reports are for the calendar year 1901 and in a few instances for the calendar j'ear 1902 or for other periods of twelve months. Companies in operation during only part of the year are included, but not companies whose lines were under construction and not yet in operation. The number of companies reporting for only part of the year was 5Y out of a total of 817 operating companies. This number includes a few companies which were actually in operation during the entire 3'ear but for which, on account of changes in ownership, only partial reports could be secured. These part-time railways, however, are in most in- stances much less important than a large proportion of those in operation throughout the entire census year, so that the inclusion of them does not materially aiiect the relations between the totals for the various items. Completeness of returns. — In most instances the rail- (3) STREET AND ELECTRIC RAILWAYS. way companies replied in full to the inquiries in the schedule submitted by the Bureau of the Census. The officials of every company were visited by the special agents of the Bureau, who undertook to secure uni- formity in the returns. In some instances the agents found it necessary to make estimates, in conjunction with the officials of the railways, for certain data of which accurate records had not been kept. Most com- panies, however, and particularly the important ones, kept such records as to permit precise replies. In a few instances only have figures not reported by the companies been supplied by office estimates. Those cases in which information is wholly omitted or in which it has been supplied by estimates made by the Bureau are indicated in connection with the detailed presentation of the statistics. In the appendix will be found a copy of the schedule employed in this investigation and of the instructions to special agents conducting the fieldwork. Basis of classification of com'panies. — The results of street railway operation differ so greatly under different conditions that it becomes necessary, in the presenta- tion of summaries, to group the companies in such a way as to bring together, so far as possible, those which operate under similar conditions. For this purpose two classifications have been made. The fii"st is based chiefly on the kind of power used, one of the groups being further subdivided according to certain operating conditions. The second classification is based upon the distinction between urban and interurban railways, and the urban railways are further divided upon the basis of the population of the urban center served. These classified summaries are the more essential for the presentation of financial data regarding street railways, since these can not be published for individual com- panies, as is done with the items concerning physical equipment and traffic. Classification according to power used. — The first method of classification divides the companies into the following groups and subgroups: 1. Electric surface railways. a. Without commercial lighting. h. With commercial lighting. c. Part time. 2. Animal power railways. 3. Steam and electric elevated railways. 4. Cable railways, surface and inclined planes. 5. Steam surface railways. The companies reporting for only part of the year all operate electric surface lines. The separation of these companies from the other electric surface lines makes it possible to observe more precisely the results of operation under normal conditions. The separation of the first two subgroups of group 1 is based upon the obvious fact that the running of a lighting plant in connection with an electric railway business must materiallj' affect the operating results for the railway. Moreover, it is impossible in most of such cases to separate satisfactorily the capital invested or the current expenses for the lighting business from those for the street railway business, so that the returns must necessarily cover both branches. There is no sharp line of demarcation between subgroups a and 5, a large proportion of electric railway companies re- ceiving some income from the sale of light and power. The aim has been to include under subgroup 1 i only companies which operate distinctly commercial light or power plants. Most of these companies presented to the Bureau of the Census supplementary schedules regarding the equipment and operations of these aux- iliary plants, as far as it was possible to make a segre- gation, and these supplementary data are included in the present report. A company which sells, incident- ally, a small amount of current, especially if the current is delivered to the consumer directly at the dynamo, is placed in subgroup 1 a. A considerable number of street railway companies under 1 a and a few under 1 b, while operating primarily electric surface lines, have also some trackage operated by cable or animal power or some elevated trackage. Among leading instances of this class ma}- be mentioned the Interurban Street Railwaj^ Company, of New York city, which operates a large number of horse cars, the passengei's carried constituting a very large proportion of the total horse-car traffic of the United States. In Chicago and San Francisco extensive cable lines are operated by companies which are now primarilj^ electric in their equipment, and the elevated systems in Brook- lyn and Boston are operated by the companies which run the surface lines of those cities. In all such instances it is impossible to divide the statistics of the company and apportion them between different kinds of traction. The amount of traffic carried by predomi- nantly electric surface railways on horse, cable, or ele- vated cars is, however, but a small fraction, probably not more than 2 or 3 per cent, of their aggregate traffic, so that the significance of the totals for the group is not materially affected. On the other hand, the statistics presented for elevated railways, while they do not cover the entire business of this description, doubtless show the typical results of operation. The number of companies operating cable railways predominantly (aside from inclined planes) is now only 3, and the number of exclusively steam street railways is only 3, so that the statistics of these two groups are less sig- nificant than those of the larger groups. Classification according to population. — The second method of classification divides street and interurban railway companies into the following groups: 1. Railways in urban centers of 500,000 population and over. 2. Railways in urban centers of 100,000, but under 500,000 population. 3. Railways in urban centers of 25,000, but under 100,000 population. SCOPE AND METHOD. 4. Railways in urban centers of less than 25,000 pop- ulation. 5. Fast, long interurban railways. 6. Miscellaneous interurban railways. Statistics grouped into the 6 classes above named are presented for all companies, whatever the power used, and also separately for those full-time companies which operate electric surface railways without lighting plants. This classification of companies according to popula- tion involves no little difficulty. In the first place the more important street railways are no longer confined, as they were formerly, to a single municipality. They extend into the suburbs and adjacent rural districts, and often to cities and towns at a considerable distance. In determining the area to be credited to a given urban center, the rule followed has been to include all the municipalities reached by the lines of the company, or companies, which serve the city that constitutes the leading component in that center. The statistics of minor railways serving any part of the area thus defined have been added to those of the more central systems, and the population of any additional localities reached by these minor companies. The population of strictly rural areas, through which primarily urban street rail- way systems pass, has necessarily been disregarded in discussing urban centers, since there is no way of ascer- taining what proportion of the inhabitants of such areas are actually within reach of street railway facilities. Pittsburg and the neighboring cities and towns fur- nish a striking illustration of the difficulty of ascer- taining the population served by a railway company. Of the 469.47 miles of track reported by the 8 Pitts- burg companies, 188.19 miles lie entirely outside of the limits of any municipality. Nevertheless, the traffic is so largely carried on within city limits that these com- panies have been classed as urban rather than interur- ban. A somewhat similar condition exists in Buffalo, N. Y., and its vicinity, while the railways serving De- troit, Mich., Fall River, Mass., Canton and Akron, Ohio, and several other important cities are so largely interurban that their statistics have been excluded from the ui'ban groups. Not only are certain predominantly urban companies thus engaged to some extent in inter- urban traffic, but all companies which are predominantly interurban in character likewise carry passengers wholl}'^ within cit}^ limits and, in many instances, the proportion of passengers thus carried is large. 1165—05 2 "When, therefore, the attempt is made to compare the population of a given urban center with the number of passengers carried in that center, the result is only approximate, since it is impossible to distinguish be- tween the different classes of traffic carried by a single street railway company. Nevertheless, in most large cities the margin of error arising from these complica- tions is not very great. The totals for the four groups of cities adopted in this report show fairly well the true conditions of urban street railway operation, since all companies whose business is to a large extent inter- urban have been placed in the fifth and sixth groups. These considerations point clearly to the heterogene- ous character of many of the railways which are classed as interurban. A large part of the traffic of so-called interurban railways is really intraurban. As a general rule all companies which have more than half of their trackage outside of municipal limits have been consid- ered interurban in the present investigation. For the purpose of showing the operating results of the more typical modern interurban railways, 55 companies have been selected, which may be fairly described by the term fast, long interurban lines. No company is in- cluded in this group which reported less than 15 miles of single track, or which had more than one-third of its trackage within municipal limits, or which operated cars at a maximum speed of less than 20 miles per hour. The distinction between such interurban railways and those in the miscellaneous group is necessarily more or less arbitrary. Several of the companies in the miscel- laneous group operated at least part of their trackage in such a way as to conform to the criteria indicated for fast, long interurban lines. This is notably the case with the Detroit United Railway Company, which yet carries the greater proportion of its passengers wholly within the limits of the city of Detroit, thus rendering the statistics of its total business quite incomparable with those of more strictly interurban lines. Group 6, the miscellaneous interurban class, includes on the one hand such cases as the Detroit United Railwaj^ Com- pany, and the Boston and Northern Street Railway Company which serves several of the large cities of eastern Massachusetts, and, on the other hand, many small railwaj's connecting mere villages, or operated in connection with summer resorts. It thus represents such widely varying conditions that the totals are less significant than in the case of any of the other groups. OHAPTEE II. COMPARISON WITH CENSUS OF 1890. Difficulty of comparison. — Comparisons between the statistics of street railways for 1890 and 1902 must be made with great caution. In 1890 only 706 out of the 789 street railways in the country made reports to the Census Office. The figures of trackage, cost of con- struction, number of cars, number of employees, and number of passengers for the remaining 83 companies were either obtained from outside sources or were esti- mated. The figures thus secured from sources other than certified returns constitute from 4.20 to 10.36 per cent of the totals for the respective items mentioned. The returns of earnings and expenditures and of car mileage were incomplete, even for many of the compa- nies which reported fully other statistics ; but these items were not supplemented by estimates, so that the figures given as totals represent from 10 to 20 per cent less than the actual totals for all companies. The degree of error in the statistics of 1890 is more fully discussed in connection with the analysis of the data on each subject. The returns for 1902 were much more nearly complete, as all but two companies covered by the sta- tistics furnished certified returns, and in most cases all inquiries in the schedule were answered. Comparatvve summary. — Table 1 contains a summary of the more comparable statistics for all street railways at the censuses of 1890 and 1902, together with the per- centages of increase. Table 2.— COMPARATIVE SUMMARY, BY Table 1. — Comparative summary: 190S and 1890. 1902 1890 Percent- age of increase. Number of companies, operating and lessor 987 16,651.58 22, 576. 99 82,167,634,077 140,769 60, 290 4,774,211,904 2212,217 57.5 789 5,783.47 8, 123. 02 5389,357,289 70,764 32, .505 2,023,010,202 249,047 68.4 25.1 T.pTifftli of line miles^ 187.9 T.pnp"th of track miles ^ 177.9 Cost of construction and equipment. . 456.7 98,9 "Nnmhpr of ■naaaenffer cars 86.5 "NnrnhPT nf fare nassensrers ..... 136.0 Fare passengers per mile of track Ratio of operating expenses to oper- ating earnings for companies re- 314.8 1 By "length of line," as used throughout this report, is meant length of first main track or of roadbed. By " length of track " i3 meant total length of all trackage, including sidings. Thus, in the ease of a double track road, "length of track" would be double " length of line." . 2 Exclusive of trackage of two railways carrying freight only. 3 Decrease. The 1902 figures include, for cost of construction and equipment, 967 out of 987 operating and lessor compa- nies, while of the 817 operating companies, 797 re- ported the number of employees, 81 1 the number of fare passengers, and 799 earnings and expenses. The figures for 1890, except as to ratio of expenses to earn- ings, cover all companies, though some of them are based partly on estimates. The contributions of the different sections of the country to the development of the street railway in- dustry are indicated in the following table: GEOGRAPHIC DIVISIONS: 1902 AND 1890. Year. Length of track, miles. LENGTH OF LINE, MILES. Number of passenger cars. Number of fare passengers carried. Total cost. Number of DIVISION. Total. Electric. Animal. Cable. Steam. employees. United States . . . 1902 1890 22,576.99 8, 123. 02 16,661.58 5,783.47 16,230.62 914.26 195.21 4,061.94 113. 93 283.22 111.82 524. 06 60,290 32, 506 1 4, 774, 211, 904 2,023,010,202 1 82, 167, 634, 077 389,357,289 1 140, 769 70,764 14,453.97 177.9 10,868.11 187.9 15,316.37 1, 675. 3 2 3,866.73 2 95.2 2 169. 29 2 59. 8 2 412.24 2 78.7 27,785 85.5 2,761,201,702 136.0 1,778,276,788 456.7 70,005 98.9 Percentage of increase 1902 1890 North Atlantic 10, 164. 89 2,961.85 7, 702. 22 2, 063. 94 7,579.01 273. 22 66.02 1,668.61 5.50 47.27 61.69 84.94 31,319 14,651 2,618,628,979 1,141,187,460 1,088.932,237 199,404,200 75,928 37,412 7,213.04 244.4 1,670.16 611.96 5,638.28 273.2 1, 196. 29 466.93 7,305.79 2,674.0 1,182.04 83.58 2 1,592.49 2 96.0 13.26 307. 49 2 41. 77 2 88.4 233.25 239.1 16, 668 113.8 4,290 1,702 1,477,341,519 129.5 297,198,541 101,647,174 889,528,037 446.1 1 69 Sn7 iftQ 38,616 103.0 Percentage of increase South Atlantic 1902 1890 3.70 71.16 16,125,071 1 4,139 1,0.58.19 172.9 7,815.32 2,753.67 729. 36 156.5 6, 631. 59 1, 867. 93 1,098.46 1,314.3 5,524.2.S 384.66 2 294. 24 295.7 60.91 1, 229. 90 23.70 2 100. 56.40 129. 69 2 71. 16 2 100.0 2,688 162.1 18,643 11, 336 195,661,367 192.4 1,344,000,951 538,309,887 146, 381, 918 907. 8 705,663,933 110,741,609 5,700 137.7 39,405 20, 314 Percentage of increase North Central 1902 1890 123.78 Increase 5,061.76 183.8 1, 322. 45 98S. 67 3, 763. 66 201. 6 1,007.10 773. 05 234. 05 30.3 1,116.38 612. 62 6, 139. 72 1,336.6 959.45 81.63 2 1,178.99 295.9 17.76 569. 83 273.29 2 66.5 .90 2 123.78 2 100. 29.00 131. 69 7,308 64.6 3,007 2,342 805,691,064 149.7 210,103,861 98,005,026 594, 812, 324 537.1 19,091 94.0 Percentage of increase Snnfli Central 1902 1890 5/, 294, 802 D, lax 24,60'>,138 \ 3,830 353. 78 36.6 1,60J.18 8.36. 97 877. 82 1,076.4 985.84 91.26 2 642.08 2 96.8 47.28 306.21 .90 2 102.59 2 78.0 31.13 112. 69 665 28.4 3,031 2,476 112, 098, 836 114.4 304, 379, 672 143,860,655 62,692,724 2,901 ORd ft .?[■, 17 Percentage of increase 1902 1890 Western 51.13 102. 66 123,345,456 38,483,671 8,866 5,069 767. 21 91.7 602.76 82.1 894.58 980.2 2 268.93 2 84.6 2 61. 43 250.1 2 81.46 272.4 556 22.6 160, 518, 917 111.6 84, 861, 785 220.5 3,797 74.9 Percentage of increase 1 Of the 987 companies, 967 reported the cost of construction and equipment; while of the 817 operating companies, 797 reported the number of emolovees and 811 the number of fare passengers carried. *- o «■ , r ouiv'^jcca uuu 2 Decrease. (6) COMPARISON WITH CENSUS OF 1890. Numher of companies. — There were 789 operating and lessor companies in existence at the census of 1890 and 987 in 1902. Of the 706 companies which actually re- ported in 1890, 681 were in independent operation and only 25 were leased, 5 of the latter reporting their opera- tions separatel3^ At the present time the method of combination by lease, which usually means virtually the absorption of the lessor company, has been extensively adopted. Only 817 of the companies reporting in 1902 were operating companies. Moreover, in several eases, these include companies which were really, by owner- ship or lease, controlled by other companies, although they made distinct reports to the present census. The number of companies having actual independence of control is, therefore, even smaller than appears from the returns. For instance, 11 c6mpanies in the District of Columbia and the adjacent parts of Maryland made separate returns, although all are controlled by a single company. The small increase in the number of operating com- panies since 1890 is explained by the fact that railways formerljr separate have been merged into systems, a process which is more fully described in Part I, Chap- ter VIII. As a matter of fact, a considerable number of these merged railways, aside from those held under lease, still continue to maintain a separate corporate existence, being controlled by ownership of their stock, so that the aggregate number of actual street railway corporations at present is considerably greater than appears from the statistics. Where, however, these merged companies have ceased to report operations separately they have not been counted. Although some railways in small towns, especially in Western states where they were constructed in connec- tion with temporary "booms," have ceased to operate since 1890, a much larger number of new street rail- ways have been constructed. Itis impossible, however, to determine by the dates of the charters of the pres- ent companies the number of railways established since 1890, since in many cases the companies now in opera- tion are merely reorganizations or combinations of earlier companies. The combination of street railways has greatly increased the size of many operating railway companies. Moreover, many railways which have not undergone con- solidation have extended their tracks very materially since 1890. The difference in the importance of the average railway company at the two census periods may be seen from Table 3, which is based on the number of operating companies. Table 3. — Cmiijxirdiire size of operating companies: 190g and 1890.^ I The number of operating companies in 1890 was 769 and this number is used in all the computations. In 1902, 817 companies reported trackage and cars, 811 fare passengers, and 797 number of employees, and these numbers have been used respectively. These figures indicate that the average operating com- pany in 1902 was more than twice as important in both trackage and traffic as the avei'age operating company in 1890. Trackage and motive 'power. — As will be seen from Table 1 the increase in the length of line of street rail- ways in 1902, as compared with 1890, is 10,868.11 miles, or 187.9 per cent, and the increase in the length of track is 14,4:53.97 miles, or 177.9 per cent. By length of line is meant the length of the first main track exclusive of second track and sidings. The length of all track is a more valuable basis for comparison. Double tracks for cars operating in opposite directions cost nearly twice as much, and have nearly twice as great maximum traffic capacity, as a single track with short sidings for cars to pass. In some cities the track used by cars running in one direction occupies one street, while the correspond- ing track for cars in the opposite direction occupies a parallel street. This is particularly true of Philadel- phia, because of its narrow streets. The length of line in such case is double that which Avould be reported if the two tracks had been laid side by side in a single street, yet the traffic capacity is practically the same. The fact that the length of line has increased more rapidly than the length of track is due to the recent large extension of street railways in small towns and rural districts. Railways so situated have usually only a single track, while the dense traffic of the large cities, to which the street railways of 1890 were mostly confined, requires double tracks in most instances. In 1880 the length of line of street railways in the United States was 2,050.16 miles, or a little less than one- eighth as great as in 1902. Table 2 shows that the increase in trackage since 1890 has been largest, 244.4 per cent, in the North Atlantic states, notwithstanding the comparatively high devel- opment of street railways in the cities of that division in 1890. A great part of this increase is due to the STREET AND ELECTRIC RAILWAYS. extensive construction of interui'ban railwaj^s. The ratio of increase in trackage is least in the South Central states, where the railwaj's are, for the most part, still confined to a few leading cities. The most striking feature of the street railway devel- opment since 1890 has been the replacement of other methods of traction by electricity. The great majority of the companies which used other power in 1890 have since changed to electric power, while practically no new street railways have been constructed which use any other form of traction. Even since the time cov- ered bj-^ the present investigation this change has rapidly progressed. The elevated railways in New York city, which used steam up to 1902 and during a portion of that year, and a part of the trackage operated by ani- mal power in that city, have since been equipped for electric traction. The following table shows the number of miles of track in the United States in 1890 and 1902, grouped according to the character of the motive power. Ele- vated railways are not separately presented, as in later tables, since this distinction was not made in the statistics of track given by the census of 1890; their trackage is included with that operated by steam and electricitj^, respectively. Table 4. — Comparative summary of track mileage, classified according to motive power: 190S and 1890. CHARACTER OF POWER. , Miles of track, 1902. Miles of track, 1890. Percentage of increase. United States 22,676.99 8,123.02 177 9 Electric 121,907.59 259. 10 240. 69 169.61 1,261.97 6,661.44 488.31 711. 30 1,636.0 2 9S 4 Animal Cable 2 50.7 -76 2 Steam 1 Includes 6.06 miles operated by compressed air. 2 Decrease. In 1890 the trackage operated by electric power was less than one-sixth of the total, while in 1902 it had increased to 97 per cent, the track mileage thus oper- ated increasing from 1,261.97 miles to 21,907.59 miles. In 1890 horses or mules were used to haul cars on more than two-thirds of the total track, but in 1902 while 67 companies still used animal power wholly or in part only on 1.1 per cent of the trackage was such power used. The mileage operated by cable decreased 50.7 per cent and that operated by steam 76.2 per cent. It is understood that since the date of the census inquiry the small amount of trackage operated bv com- pressed air has been equipped with electric power. It is not possible to make an exact comparison of the number of companies using each class of power in 1890 and 1902, as in the former year many companies did not submit individual reports. Of the 686 operating companies which did report in 1890 (counting 6 lessor companies which operated separately), 126 used electric power wholly or in part, 506 animal power, 55 cable power, and 74 steam power. Of the 817 operating companies in 1902, 747 used electric power wholly or in part, 67 animal power, 26 cable power (including inclined planes), and 9 steam power. Cost of construction. — For reasons more fully set forth on page 47, the figures for cost of construction as returned by the street railway companies in 1890 can not be considered as in any sense representing the actual amount of cash put into the physical proper- ties. This is even more the case in 1902. Aside from the fact that part of the cost in 1890 was based on census estimates onl3% the cost of construction, as reported by the companies themselves at both censuses, represented, in many instances, merely the amount of cash or the amount of securities which had .been paid for the purchase of a railway or railways already long in operation. The purchase price in such a case is natu- rally based on earning capacity and not on the original cost of construction or the cost of duplication. The apparent percentage of increase in this item since 1890, 456.7 per cent, can therefore be considered as of only slight significance. Number' of employees. — The reported number of salaried employees and wage-earners on street and electric railways (4.23 per cent of the number in 1890 being estimated or obtained from indirect sources) increased 98.9 per cent during the interval between the two census investigations. The actual increase was probably somewhat greater since 20 companies, with a trackage of 417.03 miles, did not report this item in 1902. Moreover, at the census of 1890, report was made of the average number of employees for the time during which each street railway was in operation. Since at that time there were many roads which had onlj^ recently begun operation and which reported for less than an entire year, the total number of employees reported in 1890 was somewhat greater than the number which would have been necessary to conduct an equal amount of business if distributed throughout an entire year in every case. In the present investigation, as more fully Explained in Twelfth Census, Volume VII, Man- ufactures, page Ixi, the effort has been made to ascer- tain what would be the average number of employees, on the assumption of twelve months of operation. The returns indicate that the number of employees at present bears a considerably smaller ratio to the number of passengers carried than was the case in 1890, and this is doubtless true, though the disparity is ex- aggerated by the statistics. Nvmiler of c«ra.— The necessary limit to the size of cars when horses were employed has been greatly extended by the introduction of electricity. The con- sequent increase in the average size of cars is presum- ably one cause of the fact that the total number of passenger cars was only 85.5 per cent greater in 1902 than in 1890, despite an increase of 136.0 per cent in the number of passengers carried. The proportion of COMPARISON WITH CENSUS OF 1890. 9 passenger mileage (by which is meant the total distance covered by all passengers) to the number of cars owned has increased in still larger measure. In Part II, Chap- ter III, will be found detailed information regarding the development of cars and the size of the cars at present accepted as standards in the leading cities. Traffic. — The number of fare passengers reported for street and electric railways rose from 2,023,010,202 in 1890 to 4,774,211,904 in 1902. In 1890, 5.13 per cent of the passengers were estimated or ascertained from unofficial sources, while the figures for 1902 cover 811 out of 817 operating companies. No separate return of transfer passengers was made in 1890 and, generally speaking, the statistics were based on the number of fare passengers although, in some instances, apparently, the total of fare and trans- fer passengers was reported and included in the United States total. As a matter of fact, the total number of transfer passengers in 1890 is known to have been comparatively small, while in 1902 the number of passengers carried on free transfers was no less than 1,062,403,392. Where, as in Philadelphia, a charge is made for a transfer, the passenger is counted as a fare passenger. The actual increase in the number of fare passengers was slightly greater than appears from the figures, since the statistics of 1890, even those based on certi- fied returns, included estimates on the basis of twelve months of operation for those roads operating less than the entire year, while for part-time railways at the pres- ent census only the actual number of passengers car- ried is stated. At first glance it seems surprising that the average number of fare passengers carried per mile of single track should be considerably less in 1902 than in 1890, the figures being, respectively, 212,217 and 249,047. If, however, the number of transfer passengers could be added to the number of fare passengers, the density of traffic per mile of track would probably appear some- what greater in 1902 than in 1890. It is well known that the traffic on the leading street railways in the more thickl}^ populated parts of our great cities has become much more dense than ever before. The explanation of the decline in the average number of fare passengers per mile of track is found in the increased length of rides taken by passengers, both in the large cities and on interurban roads — an increase partly attributable to the greater use of transfers — and in the construc- tion of electric railways in small towns, suburban areas, and rural districts, where the number of passengers per mile of track is low. In 1890 the street railways were mainly confined to the large cities and to the more densely populated parts of those cities. Year by year urban railways, with the higher speed which elec- tric traction has made possible, have been able to ex- tend their tracks farther out and to offer longer jour- neys to their patrons. The average length of ride on the new interurban railways is also much greater than on railways within city limits. It is quite probable that, taking all street railways together, the passenger mileage, or number of passengers carried 1 mile, per mile of track operated, is larger to-day than it was in 1890, but statistics on this subject are wholly lacking. The increase of traffic in the different sections of the country, as may be seen from Table 2, does not cor- respond closely with the increase in trackage. In those sections where, on account of the development of interurban railways, the trackage has been extended most markedly, the number of passengers has naturallj- risen with less rapidity. Thus, in the North Atlantic section, which shows the greatest addition to trackage, the number of passengers carried increased onl^' 129.5 per cent. The most remarkable augmentation of traffic is in the South Atlantic states, 192.4 per cent. In view of the small increase of track in the South Central states, the fact that 114.4 per cent more passengers were carried in 1902 than in 1890 is striking. Traffic in relation to population. — Table 5 shows for the country as a whole and its grand divisions the rela- tion between street railway traffic and population at the two census periods. Table 5. — Relation of traffic to population by geographic divisions: 190S and 1890. DIVISION. Year. POPULATION.! Total num- ber of fare passengers carried. AVERAGE NUM- BER OF RIDES PER INHABIT- ANT. Total. Urban (in places of 4,000 and over). Total. Urban. United States.. 1902 1890 75,994,575 62,947,714 28,372,392 20,745,974 4,774,211,904 2,023,010,202 63 32 168 98 Increase . . . 13,046,861 7,626,418 2,751,201,702 31 70 1902 1890 North Atlantic 21,046,696 17,406,969 13, 613, 736 10,071,957 2,618,528,979 1,141,187,460 124 66 192 113 Increase 3, 639, 726 10,443,480 8,857,922 3,641,779 2,049,520 1,554,190 1,477,341,519 297,198,541 101,647,174 58 28 11 79 145 65 South Atlantic. 1902 1890 Increase... 1,585,558 26,333,004 22,410,417 495,330 9, 343, 213 6,744,936 195,551,367 1,344,000,951 538,309,887 17 51 24 80 144 80 North Central . . . 1902 1890 Increase 3, 922, 587 14,080,047 11, 170, 137 2,598,277 1,896,656 1,339,232 805,691,064 210,103,861 98, 005, 026 27 16 9 64 111 73 South Central . . . 1902 1890 Increase . . . 2,909,910 4,091,349 3, 102, 269 557,423 1,469,268 1, 035, 659 112,098,835 304, 379, 572 143, 860, 665 6 74 46 38 Western 1902 1890 207 139 Increase 989,080 433,609 160,618,917 28 S8 1 1 > Population shown is that reported at the census of 1900. Taking the population as determined by the census of 1900 for comparison with the statistics of traffic for 1902, the average number of rides per inhabitant is 63, as compared with 32 in 1890. To correct the computa- tion for the present census in a rough manner, it may be assumed that during the one and one-half years from 10 strp:et and electric railways. the date of the population census to the middle of the year covered by the statistics of street railways, the population increased at the same ratio as from 1890 to 1900. On this basis the population at the beginning of 1902 would have been somewhat more than 78,300,000, and the average number of rides per inhabitant would be about 61. These figures indicate the great increase in the importance of the street railway as a factor in the life of the people. The table shows very wide dif- ferences between the sections of the countr}' in the ratio of rides to total population, as might be expected from the great differences in the proportion of urban popu- lation. The South Atlantic states present the greatest percentage of increase in the number of rides per inhab- itant, but the patronage of street railways there is still less than one-fourth as great as in the North Atlantic states. Urban population and the number of street railwaj' passengers are somewhat less closely related at present than in 1890, because of the recent extension of electric railways into rural districts. Nevertheless, more than nine-tenths of the passengers are probablj^ still carried within urban areas, and comparison with urban popula- tion will give a much truer idea of the significance of street railway service to the people than comparison with the total population. On the basis of the population cen- sus of 1900, the number of street railway rides in 1902 was equal to 168 for every inhabitant of urban areas of 4,000 population and over, as compared with 98 in 1890. If the population of urban centers at the beginning of 1902 be roughly estimated, the average number of rides per urban inhabitant would be reduced to approximately 160 (calculating the increase in urban population for one and one-half years at the same ratio as from 1890 to 1900). Even thus it is seen that there has been a remarkable increase in the patronage of street railways by urban dwellers. Among the causes of this increase may be mentioned the construction of railways in urban communities where they were formerly lacking; the growth in geographic area covered by the larger cities, necessitating more extensive resort to street railway transportation; and the improved character of the service. The ratio of passengers to urban population is now highest in the Western states, next in the North Atlantic states, and lowest in the South Central states. The increase in the number of rides per urban inhab- itant has been most marked in the South Atlantic states. A comparison of the street railwaj' traffic with the population of individual urban centers of more than 100,000 inhabitants for the censuses of 1890 and 1902 is presented elsewhere (page 24). Gar mileage. — The number of miles run bj^ passen- ger cars on street and interurban railways in 1902 was 1,120,101,944. The report of passenger car mileage in 1890, 383,178,085 miles, did not cover the entire number of street railways in operation. The length of line of the railways for which the 1890 figures were reported was 4,375.81 miles out of a total of 5,783.47 miles. Most of the companies which failed to report car mileage, however, were those with light traffic. The number of passengers carried by companies report- ing car mileage in 1890 was 1,775,174,685, or 87.7 per cent of the entire number of passengers for all street railways. If it be assumed that the car mileage rep- i-esented the same proportion of the. total car mileage for all street railways, the increase in car mileage from 1890 to 1902 would be about 155 per cent. Presumably, however, the car mileage reported in 1890 was a some- what smaller proportion of the total car mileage than the proportion which passengers carried by companies reporting car mileage was of the total number of pas- sengers, so that the actual increase in car mileage may have been slightly less. The average number of fare passengers per passen- ger car mile has decreased slightly. Those companies which reported in full both passengers and car mileage in 1890 carried on the average 4.63 passengers per car mile. The railways which did not report car mileage were, for the most part, newer lines with light traffic, and it is possible that if their returns had been secured they would have served to reduce the average num- ber of passengers per car mile for 1890 more nearly to the figure for 1902, which was 4.26. Since street cars are now of much larger size than in 1890, and are probably' quite as crowded, the decrease in the number of passengers per car mile is doubtless due chiefly to the fact that the average ride is longer than formerly, and that the street railway service has been extended to areas where the density of the traffic is compara- tively low. ' Receipts and expenditures. — The total operating earn- ings for companies reporting earnings in 1890 were $90,617,211. On the assumption of a 5-cent fare, which is a trifle more than the average for companies which reported both passengers and earnings, the passenger earnings ($89,711,829) would represent 1,794,236,580 passengers, or not quite nine-tenths of the number car- ried by all street railways in that j^ear. The operating earnings of all street railways in 1890 were probably, therefore, in the neighborhood of $100,000,000, as com- pared with 1247,553,999 for the 799 operating companies which reported this item in 1902. The operating expenditures reported for 1890, repre- senting the same companies which reported operating earnings, amounted to $62,011,185, as compared with $142,312,597 in 1902. Of the reported earnings from operation in 1890, 99 per cent consisted of the receipts from passengers. In 1902, on the other hand, passenger earnings were only 94.5 per cent of the total receipts. There has been a great increase in the revenue derived by street railway companies from the sale of electric current, from freight, mail, and express service, and from advertising. A comparison of the ratio of operating expenses to receipts for the two census periods can be made with approximate accuracjs since the companies reporting COMPARISON WITH CENSUS OF 1890. 11 these items were fairly typical of the street railway business generally at both censuses. Such a compari- son shows an extremely interesting change. In 1890 the operating expenses reported were equal to 68.4 per cent of the operating receipts, while in 1902 the cor- responding proportion was only 57.5 per cent. The street railways which in 1890 operated exclusively by animal power, and which were at that time much the most important group, showed a ratio of operating expenses to earnings of 73.7 per cent. The great re- duction in the ratio of expenses to earnings is not due to an increase in the number of passengers carried per mile of track or per car mile, but is chiefly attributable to the economy of operation which has resulted from the introduction of electric traction. The increase in the size of cars and other less important changes in methods have also contributed to lessen expenses. While current expenses have thus been materially reduced in proportion to the traffic, it must be remem- bered that the fixed charges of street railways have been augmented, for in large measure this economy of operation has been made possible only through larger, though not necessarily proportionately larger, invest- ment of capital. Distrlhutlmi of income. — The following table shows the distribution of gross income of street railway com- panies to diflerent purposes in 1890 and 1902. Since the financial statistics of both censuses, particularly those for 1890, omitted some of the companies, the ab- solute figures should not be compared, but the pro- portions which the items bear in each case to the total represent fairly the financial operations of street rail- ways in general at the respective periods. Table 6. — Distribution of the gross income of operating companies to leading items of expenditure: 190S and 1890. Gross income from all sources . Operating expenses Fixed charges, total Taxes and licenses Rentals Interest Miscellaneous Dividends Miscellaneous payments Surplus 1902' 8250, 504, 627 142,312,597 77,595,063 13,078,899 25,518,226 38,085,911 912,018 15,882,110 14,714,867 1890 891 62, 13, 3, 2, 10, 1, 4, 721,845 011,185 978,903 308, 190 561, 343 086,216 23,154 180, 726 217, 193 PERCENTAGE. 1902 100.0 56.8 31.0 5.2 10.2 15.2 0.4 6.3 5.9 1890 100.0 67.6 15.2 11.1 1.3 4.8 1 Not including 18 companies with a trackage of 378.90 miles. 2 Less than one-tenth of 1 per cent. Aside from the relative decrease in operating ex- penses, already discussed, the more conspicuous changes since 1890, shown by this table, are the great increase in the proportion of total income devoted to taxes, to rentals of leased lines, and to interest on debt. The div- idends paid by operating companies were a smaller pro- portion of their income in 1902 than in 1890. In 1890 the amount paid as interest hy such companies was only four-fifths as great as the amount paid in dividends, while in 1902 it was more than twice as great. A com- parison of the distribution of income, based on the re- turns of lessor as well as of operating companies, can not be made because no separate returns of lessor com- panies were made in 1890. Capital stock and fmided debt. — The statistics of the capitalization of street railways in 1890 were not com- plete. The length of line for companies reporting both trackage and capitalization at that census was 4,542.88 miles, or 78.5 per cent of the total mileage. The capital stock of these companies amounted to $272,441,843 and their funded debt to $176,611,826. The returns for 1902, which are essentially complete, show capital stock of $1,315,572,960 and funded debt of $992,709,139. The length of line in 1902 being 16,651.58 miles, it will be observed that the capitalization has increased much faster than the mileage. The average total capital liabilities per mile of line in 1890 for companies reporting capitalization were $98,848. In 1902 the capital liabilities, not deducting that part of the capital stock and funded debt which is represented by investments in securities or nonrailway property, but excluding about 50 miles of line leased from steam railroads, amounted to $139,778 per mile of line. The comparison, based on length of line rather than on length of track, is necessarily imperfect, but the figures on the basis of trackage are not available in the census of 1890. Some of the reasons why an in- crease of capitalization per mile should be expected are mentioned in Part I, Chapter lY. It is evident that the track, the power plant, and the equipment of a modern electric railway must cost much more than the old-fashioned horse car track and its equipment. The increase in funded debt since 1890 has been more than in proportion to the increase in capital stock. Capital stock constituted 60.7 per cent of the total capital liabil- ity reported in 1890 and 57 per cent of the total in 1902. CHAPTER III. TRAFFIC. I. TRAFFIC OF COMPANIES, CLASSIFIED ACCORDING TO POWER. From the standpoint of the public welfare the most important information regarding street and electric railways is that which has to do with their traffic. The details of traffic on each street and electric rail- way of the country are shown in Table 9Y, which also presents the totals for each state. The operations of 813 out of 817 operating companies, representing all but 57.29 miles of the trackage, or about 99.8 per cent of the total, are included in this table. Four companies failed to furnish information regarding traffic. As shown in footnotes, moreover, a number of other com- panies furnished incomplete returns, and therefore the figures for passengers carried and car mileage have been estimated when necessary, on the basis of other data in the returns or of unofficial information. Two of the 813 companies included in the table handle freight business only. The totals of the more important items for the United States as a whole are presented in Table 7, which also groups the statistics according to the kind of power and character of service, as explained in Chapter I. It will be remembered that a considerable number of com- panies classed as electric surface lines operate in part by animal or cable power or on elevated tracks. It should be noted also that the distinction between electric lines which operate lighting plants and those which do not operate them is of much less significance in connection with traffic statistics, as in this table, than in connection with those for finances. Table 7.— TRAFFIC OF COMPANIES, CLASSIFIED ACCOBDING TO POWER: 1902.' Number of companies Fare passengers Transfer passengers Fare passengers per mile of track constructed Passenger-car miles Fare passengers per passenger car mile Mileage of freight, mail, express, and miscellaneous cars Total car miles Car miles per mile of track constructed Accidents: Persons killed Persons injured Total. 2 813 4, 774, 211, 904 1,062,403,392 3 212, 217 1,120,101,944 4,26 < 24, 328, 522 1,144,430,466 50, 820 1,217 47, 429 ELECTRIC, SURFACE. Without commercial lighting. 670 4, 062, 447, 908 994, 946, 863 216, 365 942,021,415 4.31 5 11,776,544 953, 797, 959 50, 737 1,059 42, 740 With commercial lighting. 112 305, 833, 612 48, 099, 978 124, 304 84, 173, 113 3.63 869, 823 85, 042, 936 34, 566 106 4,198 Part time only. 13, 67 738, 491 327, 863 46, 404 810, 688 2.96 209, 4C0 020, 048 15, 665 21 242 Animal. 62 ., 556, 832 , 978, 789 214, 943 , 648, 107 6.94 21,. 546 ', 669, 653 36, 316 6 18 Steam and electric, elevated. 318, 5 106, 776 "11, 381,437 226, 315 4.36 421,099 647, 414 366, 714 26 157 Cable, sur- face and inclined planes. 14 1, 359, 341 , 049, 909 584, 698 ,142,756 6.16 1,400 ,144,156 94,961 1 74 steam, surface. 169, 946 14,092 79,660 2.13 28,650 108,300 8,980 1 Exclusive of reports for 4 companies which failed to furnish this information. 2 Includes 2 railways carrying freight only. ' Exclusive of trackage of 2 railways carrying freight only. ' Includes 15,201,676 car miles run by locomotives on Brooklyn Rapid Transit and Manhattan (elevated) railwnv.s s Includes 3,983,738 car miles run by locomotives on Brooklyn Rapid Transit Railway, » Includes 11,217,837 car miles run by locomotives on Manhattan (elevated) Railway. Numher of passengers. — The entire number of fare passengers carried b}^ the street and electric i-ailways during the cen.sus year was 4,774,211,901. Of the companies reporting 57 were in operation less than the entire year. These companies, however, were of much less average importance than the full-time com- panies. Their trackage was only 4 per cent of the total for all companies, and the number of passengers carried by them, 37,738,491, was less than 1 per cent of the total number. (12) The relation between the number of passengers and the population of the country, both total and urban, has alreadjr been presented in connection with the compari- son between 1890 and 1902. The total number of free-transfer passengers carried in 1902 was 22.2 per cent as great as the number of fare passengers. Free-transfer passengers are not to be considered as constituting strictly an addition to the amount of street railway traffic. Of the 811 companies reporting, 408, or almost exactly one-half, grant free TRAFFIC. 13 transfers. The total number of transfer points reported is 4,455, an average of nearly 11 for each of the 408 companies.' In the few instances where a charge is made for transferring passengers thej' are counted as fare passengers. The street railwaj^s of the United States carried in 1902 more than seven times as many fare passengers as the steam railways, which transported 649,878,505 per- sons during the year ending June 30, 1902; but such a ■comparison means little, since steam railway journeys average very much longer than those on street railways. The average distance traveled by passengers on steam railways is 30.3 miles. ^ Though no similar figures can be given for street railways, as they do not — and most of them could not — keep records of the distances trav- eled by their passengers, it is probable that the total distance traveled by passengers on the street railways is less than the total distance traveled by those on steam railways. Another view of the relative importance of passenger traffic on the two classes of r'ailways may be gained by comparing their receipts from passengers. The steam railways in 1902 received $392,963,248 from passengers; the street railways, 1233,821,648. Railways which used electric power primarilj' and which operated chiefly on the surface, carried 92.3 per cent of the fare passengers of all street and electric lines. Though a considerable amount of animal, cable, and elevated trackage is included in this group, it is safe to assume that seven-eighths of the traffic of all the railways covered by the investigation is carried on surface tracks operated by electricity. The electric lines which operate lighting plants in connection with their railway business, ■ though they are one-fifth as numerous as those without lighting plants and operate more than one-eighth as much track carried only one-thirteenth as many passengers in 1902. The reason for this condition lies in the fact that, as shown in Table 96, with a few exceptions, the electric railways which operate lighting plants are confined to small and medium-sized towns. The financial statistics show that of urban centers having more than 100,000 inhabitants, only Milwaukee, Toledo, and St. Joseph have railway companies which ■ do a lighting business worthy of the name. There are economies in combin- ing the two kinds of service in smaller towns which do not accrue in such large measure in great cities. In some cases, moreover, particularly in the larger cities, state or municipal law does not permit street railwaj^s to do a lighting business. Perhaps the most important reason why street railways in the largest cities do not operate lighting plants lies in the fact that electricity was commercially applied to the production of light before it was applied to street railways.. Lighting plants were already established in many cities before ' For fuller discussion of the subject of transfers, see page 41. ^Report of Interstate Commerce Commission on Statistics of Railways, 1902. the horse railways had begun to change to electric traction. Of the other kinds of street and interurban railways those operating exclusively by animal power carried in 1902 only about two-thirds of 1 per cent of the fare passengers. The 5 strictly elevated railways carried about 6. 6 per cent of the total number. Of the pas- sengers on these elevated railways, the Manhattan Ele- vated Railway of New York carried about two-thirds. The 3 purely cable roads in San Francisco carried 15,662,352 passengers, and the 11 inclined-plane cable roads carried 3,796,989. Density of trafficker mile of track. — No other single factor in street railwa}' business exercises such a pow- erful influence upon its profitableness as the density of traflic. The number of passengers carried by each street railway per mile of track operated is shown in Table 97. The figures for each individual company are based on the total length of track operated by it, including in a number of cases a certain amount of track belonging to other companies and operated jointly under trackage rights. From the standpoint of the individual railwaj' this method gives a more correct basis for calculating the density of its traffic than a computation based on the trackage owned or leased by the company for its exclusive use, for the operating expenses include those incurred upon the tracks used under trackage rights, and the payment to other com- panies for such use is virtually equivalent to a fixed charge on ' part of the capital invested in the tracks so operated. The mileage basis used in computing the density of traffic for the United States and for the separate states and groups of companies is the mileage of track constructed, regardless of the question whether any part of such track is operated by more than one company. The number of passengers per mile of track for the country as a whole is 212,217. If only companies op- erating the entire j^ear be considered, the number of passengers carried per mile of track is 218,616. This number is independent of the length of journeys, and of course does not represent the number of persons who actually pass over a given length of street railway track during the year. The average density of trafiic on electric railways which furnish commercial lighting is less than three-fifths as great as on other electric rail- ways. This results naturally from the fact that the railways furnishing commercial lighting are mainly in the smaller towns of the country. The average den- sity for all full-time electi-ic surface railways combined is 206,478 passengers per mile of track. The fact that roads operated exclusively by animal power show a still greater density of traffic is due to the influence of the four horse car lines in New York city, which car- ried more than 90 per cent of the total number of passengers reported by the 52 exclusively horse roads in the United States. The average number of fare pas- 14 strep:t and electric railways. sengers per mile of track owned on these four railways was 989,100. If, however, the mileage operated under trackage rights, which is largely owned by companies primarily electric, be included, the average number of fare passengers per mile of track was 693,923. The other 48 companies of this group, operating in very small towns that do not afford enough traffic to justify the installation of electricity, carried an average of only 24,523 passengers per mile. It is also primarily because the elevated railways are situated in very large cities that they show a much greater density of traffic than the average for other classes of railways, 1,381,437 passengers per mile of track. Elevated roads perhaps have a somewhat greater possible carrying capacity than surface roads because of their large cars, long trains, and high speed. It may be noted, however, that the number of passen- gers per mile of track on the Manhattan Elevated Rail- way in New York city, 1,837,625, only slightly exceeds that on the Third Avenue and Interurban surface sys- tems in that city, 1,612,630 and 1,434,088, respectively. But in making such compai'isons it should be recalled that traffic on surface railways is probably somewhat more evenly distributed through the daj^ than that on elevated railways, and also that the average ride on the elevated railways is considerably longer than on the surface lines in the same cities. The density of traffic on the ordinary cable railways and the inclined plane cables is also high as compared with that of electric railways as a group. The three ordinaiy cable railways, all in San Francisco, show an average density of 564,877 per mile, which is twice as great as the average density for electric railways in cities of from 100,000 to 500,000 inhabitants. On account of the heavy initial investment required, cable railways are profitable only where traffic is very dense, and they do not, therefore, extend into suburban districts as electric lines do. The still higher density of traffic on inclined planes, 682,912 passengers per mile, is due to the fact that these lines are very short and that the passengers in most instances ride only a fraction of a mile. These inclined plane cables are built, in most cases, up the steep bluffs of river valleys, as, for in- stance, in Pittsburg. Car mileage. — Statistics of car mileage are unsatis- factory because of the difference in the size of cars and in the conditions under which they are operated. Car mileage on a fast interurban railway', which runs cars 50 or 60 feet in length with 150-horsepower motors at an average speed of 20 miles per hour, means quite a different thing from that on a horse railway operating cars 16 feet long at an average speed of 5 or 6 miles per hour. The use of "trailers " is also a source of con- fusion in some cases. On important street railway lines in Chicago, Washington, and one or two other cities, from one to three trail cars are regularly attached to the power car, while on some other railways trailers are attached to cars during rush hours, either every day or occasionally. The practice of companies with regard to registration of car mileage where trailers are used is not uniform; sometimes the entire train is treated as the unit; sometimes the individual car. Thus one of the systems in Washington, D. C, uses the first basis for computing car mileage while the other system uses the second. In Chicago, where trailers are more exten- sively employed than in any other city, the mileage of each car in a train is counted. Where trailers are used the individual cars are usually comparatively small, and in some cases the entire train may carry few more pas- sengers than an ordinary large single car on other urban railways. However, the use of trailers is not sufficiently common to affect materially the totals for groups of companies. The car mileage on the elevated railways represents single cars, but includes that of steam locomotives. The total distance traversed by street and interurban railway cars, including steam locomotives on elevated roads, in 1902 was 1,144,430,466 miles, or more than 45,000 times the circumference of the earth. About 92 per cent of this mileage was upon railways operating wholly or chiefly by electric traction, and on the surface of the street. Further, the car mileage per mile of track constructed for the country, as a whole, was 50,820. In other words, each mile of track in the country was traversed by an average of 50,820 cars during the year, or 139 cars each day. There is a wide range in the number of car miles per mile of track upon different railways, as is seen in the statistics of compa- nies classified according to population. On elevated railways each mile of track was traversed on an average by 366,714 cars a year or 1,005 a day. On these railways, cars are usually run in trains of from 3 to 6 cars. The number of car miles per mile of track on the three ordinary cable railways was 103,676; on inclined planes it was 51,776. The distance traveled over all street and interurban railways by express, mail, freight, work, and miscel- laneous cars was 9,126,947 miles in 1902, or less than 0.8 per cent of the total car mileage. The mileage of such miscellaneous cars on elevated, cable, and horse railways is insignificant. The travel of steam locomotives on the elevated railways amounted to 15,201,575 miles. A considerable proportion of the express, mail, and freight traffic is handled on passen- ger cars, but reference to the statistics of street railway receipts shows that the income from these classes of traffic amounts to only about three-fourths of 1 per cent of the total income of street and interurban rail- ways. Density of passenger traffic per car mile. — The ratio of the number of fare passengers to the number of car miles run has a very important bearing upon the pros- perity of the street railway business. For the country as a whole the average number of fare passengers per TRAFFIC. 15 car mile in 1902 was 4.26, the cars running, therefore, on an average, nearly one-fourth of a mile for each fare collected. The figures for each company are given in Table 97. Differences in the size of cars and the length of rides on different railways and groups of railways render comparisons of the density of traffic per car mile misleading, unless the local conditions are thoroughly known. Where passengers ride long distances the number of passengers per car mile is pro- portionately reduced, and thus a street railway whose cars are always crowded may yet be less profitable than another with apparently lighter traffic, but whose pas- sengers ride shorter distances. In the absence of information as to the average length of rides, it is impossible to determine in what propor- tion the capacity of the street railway cars of the country, considered as a whole, is occupied. There are times of the day on most railways, particularly in large cities, when the cars are greatly overcrowded; but there are other times on many railways when the maintenance of a schedule considered satisfactory by the people means the operation of half -empty cars. Not infrequently a railway finds it advantageous to grant liberal transfer privileges, reduce fares, or extend the possible length of journey, in order that new traffic thus created may fill the cars which the regular patrons would in any event consider necessary to a satisfactor}' schedule. With slight qualifications it may be said that it costs no more to operate a car full than a car empty. When, however, increase of traffic thus secured involves a corresponding addition of cars to the schedule, the advantages to the railway company may disappear. Though cars on elevated railways are considerably larger than those on ordinary surface lines, the average journey on the elevated is longer, so that the number of fare passengers per car mile is only a fraction greater on these railways than on the electric surface lines as a whole. Indeed, the number of fare passengers per car mile is less on the elevated railwa3's than on the leading surface railways of the same cities. The Manhattan Elevated Railway, of New York, shows 4.78 fare pas- sengers per passenger car mile as compared with 6.51 for the Interurban, and 6.59 for the Third Avenue line. Similarly, though, the cars operated by animal power are smaller than those operated b^^ electricity, the aver- age ride on the horse car is so much shorter that the ratio of fare passengers to car mileage in New York city, where the greater part of the traffic is found, is higher on horse railways than on electric railways. Three of the 4 horsepower companies in New York city report more fare passengers per car mile than either of the 2 leading electric surface systems in Man- hattan borough. A large proportion of the passengers who pa}' fares on these horse railways are transferred, without charge, to the electric lines. The railways operating by animal power outside of New York, how- ever, have only 2.25 passengers per car mile, a figure which points to a very low rate of profit. The 3 ordinary cable railways report 5.09, 5.10, and 5.79 passengers, respectively, per car mile. The rides on the inclined-plane cable railways are so short that thej" all present a very high ratio, the average being 13.26 fare passengers per car mile. The Monongahela Incline Plane Company, of Pittsburg, shows even 69.15 fare passengers per mile run. Car hours. — Statistics for the number of hours during which street railway cars run are of significance, since in connection with the statistics of car mileage they show the average speed maintained. Moreover, the number of passengers per car hour is a datum which, to the street railway manager, should be scarcely second in interest to the number of passengers per car mile, since upon it largely depends the outlay for wages of motormen and conductors, as well as various other items of expense. Thus a railway which has fewer passengers per car mile than another may yet be more profitable, if each of its cars earns more fares within a given length of time. Unfortunately, however, less than half the street rail- ways of the country keep records of car hours. The total number of car hours reported in 1902 by the 890 companies which gave this information was 65,869,342. These companies carried 2,176,886,559 fare passengers; therefore, each car carried an average of 33.28 passen- gers per hour of operation. Most of the companies re- porting car hours are operated by electricity. The 4 elevated railways in Chicago have from 43.21 to 56.93 passengers per car hour; these figures, as might be ex- pected from the high speed of elevated trains, being considerably larger than for most surface railways in great cities. Accidents. — The following table shows the figures for accidents on street railways. The details for each company are shown in Table 97. Table 8. — Accidents on street and electric railways: 190^.'^ Persons killed. Persons injured. Total n,218 47,429 Passengers 265 122 831 26,690 3,699 17,040 Employees Other persons 1 Exclusive of 4 companies which failed to furnish information concerning accidents. 2 One company, with 1,323 accidents, failed to distinguish those killed from those injured, and they are all included in the second column. Three com- panies, with 23 persons killed and 1,983 injured, reported accidents to pas- sengers and employees under " other persons." One company, with 12 persons killed and 656 injured, reported " other persons " under passengers. The returns show 1,218 persons killed and 47,429 in- jured by accidents on street railways. It is believed that the total for persons killed is essentially correct, but the reports of persons injured are known to vary in their completeness as between different companies. 16 STREET AND ELECTRIC RAILWAYS. according to the degree of injury deemed sufficient to justify recording. Some companies stated to the agents of the Bureau of the Census that their return of accidents included only injuries of a really serious char- acter; while others asserted that it was impracticable for them to distinguish accurately between serious injuries and the many wholly unimportant accidents reported by conductors, and they, therefore, included all accidents in their report. In another place will be found statistics showing the large amount of damages collected from railway com- ' panics and the large legal expenses incurred in connec- tion with damage suits. It is asserted by the street railway companies that a large proportion of the claims made upon them for damages are altogether unwar- ranted or greatly exaggerated. It is noteworthy that 831, or 68 per cent of the per- sons killed by the street railwaj'^s, were neither passen- gers nor employees. The number of passengers killed was 1 for every 18,015,894 fare passengers carried; while 1 passenger was injured for every 178,876 fare passengers carried. The number of street railway em- ployees killed was 122, or 1 out of 1,095 wage-earners employed (omitting officers and clerks). Injured em- ployees numbered 1 for every 36.1 wage-earners. Cor- responding proportions for steam railways in the year ending June 30, 1902, were 1 killed to 401, and 1 in- jured to 24 employed. The risk of accidental death to street railway employees is, therefore, apparently less than two-fifths as great as the risk to steam railway employees, and the risk of injury about two-thirds as great. The following table shows the number of accidents in relation to the number of car miles operated, for the various groups of street railways as classified according to power: Tasle 9. — Accidents on railways, classified according to poicer: 190S.^ CLASS OF RAILWAYS. Electric, surface Animal Elevated Cable, surface and inclined planes. Steam, surface Persons killed. 1,185 6 25 1 Persons injured. 47, 180 18 157 74 Number of car miles to each person killed. 887, 646 944, 942 1,345,897 1,144,156 Number of car miles to each person in- jured. 22, 295 314, 981 532, 786 42, 489 1 Exclusive of reports for 4;companies which failed to furnish information regarding this item. The total number of accidents, particularly those of a fatal character, is so small on the animal power, ele- vated, and cable railways that comparisons based on the returns of a single year have little value for general conclusions. On the face of the statistics it appears that the elevated railways are much less dangerous than the surface lines. The number of car miles run for each person killed on the elevated lines is 3,345,897, as compared with 887,646 for electric surface railways. Persons other than passengers and employees are not likely to be killed or injured on elevated railways, while such persons are probably less likely to sufi'er accidents from horse cars than from other surface cars. The number of persons injured but not killed is, according to the returns, much greater in proportion to the car mileage on electric and cable railways than on animal power and elevated roads. Traffic by states in relation to population. — The statis- tics of traffic by states, as presented in Table 97, re- quire no special comment. Comparisons among states are less significant than those among individual cities or groups of cities. It is interesting, however, to com- pare the amount of street railway traffic in the several states with their population, and more particularly with their urban population, in places of 4,000 inhabit- ants and over. These data, based on the population census of 1900, are presented in Table 10, which also shows the proportion of urban population to the total population for each state. Similar comparisons for the grand divisions of the country have already been presented in connection with the summary of statistics for 1890 and 1902. The most important factor in determining the extent of street railway traffic in the different states is obviouslj^ the presence or absence of cities, and particularly of large cities. Thus the relative rank of the states in the pro- portion of street railway rides to total inhabitants cor- responds quite closely with their rank as regards the proportion of urban to total population. The propor- tion of rides to the total population is greatest in the District of Columbia, where the whole population is urban, and is next greatest in Massachusetts, which ranks third among the states in respect to proportion of urban population, 86. 9 per cent of all its inhabitants living in places of 4,000 inhabitants and over. In New York, which ranks fourth in the proportion of urban population, the number of rides per inhabitant is next to that for Massachusetts. There are 14 states in which more than 40 per cent of the population is urban; and all of these 14, except New Hampshire and Delawaie, report more than 60 street railway rides per inhabitant. On the other hand, only 2 states that have an urban popu- lation less than 40 per cent of their total population, namely, Washington and Missouri, report more than 60 rides per inhabitant. There are 7 states and terri- tories which show less than 10 street railway rides per inhabitant, and in no one of these, except Kansas, does the proportion of urban to total population exceed 12 per cent. A comparison of the number of rides with the num- ber of urban inhabitants in the several states gives some idea of the comparative extent to which street railways are developed, and also of the extent to which they are patronized by those within reach of their service. The number of rides and the number of TRAFFIC. 17 urban inhabitants are somewhat less closely related items in such states as Michigan, Ohio, and Indiana, where interurban railways have been developed very extensively, than in states like New York and Penn- sylvania, where the great bulk of railway traffic is still confined to urban areas. Table 10.— RELATION OF PASSENGER TRAFFIC TO TOTAL POPULATION AND URBAN POPULATION (PLACES OF 4,000 INHABITANTS OR OVER), BY STATES AND TERRITORIES: 1902. • STATE OR TERRITORY. United States. Alabama Arizona Arkansas California . . . Colorado Connecticut . Delaware . District ol Columbia. Florida Georgia Idaho Illinois Indiana Iowa Kansas Kentucky Louisiana Maine . Maryland Massachusetts . Michigan . Minnesota . Mississippi - Missouri . Montana Nebraska New Hampshire . New Jersey New Mexico New York North Carolina . . Ohio . Oregon Pennsylvania... Rhode Island... South Carolina . Tennessee Texas Utah Vermont Virginia . Washington ... West Virginia . Wisconsin Num- ber of com- panies. 811 6S Population, 1900. 75, 994, 575 1, 828, 697 122,931 1,311,564 1, 485, 053 639, 700 908, 420 184,735 278, 718 528, 542 2,216,331 161,772 4,821,560 2,516,462 2,231,853 1,470,495 2,147,174 1,381,625 694,466 1, 188, 044 2,805,346 2,420,982 1,751,394 1,561,270 3, 106, 665 243, 329 1,066,300 411, 588 1,883,669 195, 310 7,268,894 1,893,810 4, 157, 645 413, 536 6, 302, 115 428,566 1,340,316 2, 020, 616 3,048,710 276, 749 343, 641 1, 854, 184 518, 103 958, 800 2,069,042 Total number of fare pas- sengers car- ried, 1902. Average number of rides per inhabitant, 4,774,211,904 22,748,871 797,970 6,880,479 182,196,999 42, 371, 590 77,447,101 9,956,559 66, 162, 321 8, 249, 542 32, 463, 861 314,340 463, 190, 986 66,256,767 38, 559, 689 6,832,064 56, 293, 852 55,343,843 26,496,164 99, 989, 552 461,745,616 113,916,992 73,236,612 3,101,015 211, 808, 737 6, 858, 502 22,228,325 11, 304, 908 188,976,899 73,000 1,144,491,509 6, 337, 367 286,434,579 18,729,442 642, 513, 812 62, 279, 165 9,066,818 36, 697, 835 30,037,966 11,493,501 4, 274, 806 44,276,661 41,544,228 21,706,870 62, 537, 300 12 6 5 123 79 85 54 237 16 15 2 96 26 17 5 26 40 37 84 165 47 42 2 68 28 21 27 100 37 157 45 102 145 7 18 10 42 12 24 80 23 30 Urban popu- lation (places of 4,000 inhabi- tants and over) , 1900. Ratio of urban to total popu- lation, percentage. 28, 372, 392 182, 448 13,075 90, 396 726, 655 222, 184 596, 260 76,608 278, 718 87,414 308, 687 10,003 2,460,143 770, 407 466, 479 282, 611 423, 646 347,276 251,686 572, 795 2,437,994 900, 556 542,251 82,099 1,084,014 69, 989 221,693 192, 240 1,272,259 11,841 6, 176, 414 152, 019 1,864,519 114, 134 3, 223, 337 392, 509 157,111 285,886 454, 926 81,480 72, 048 305, 229 188, 750 111,039 714,556 10.0 10.6 6.9 48.9 41.2 65.5 41.4 100.0 16.6 13.9 6.2 51.0 30.6 20.5 19.2 19.7 26.1 36.2 48.2 86.9 37.2 31.0 5.3 34.9 28.8 20.8 46.7 67.5 6.1 71.2 8.0 44.8 27.6 51.1 91.6 11.7 14.1 14.9 29.4 21.0 16.6 36.4 11.6 34.0 Average number of rides per urban in- habitant. 168 125 61 76 251 191 130 130 237 94 105 31 188 86 84 24 133 159 101 175 189 126 135 38 195 98 100 59 149 6 221 36 153 164 199 159 58 126 66 141 69 145 220 195 1 Exclusive of reports for 6 companies, with a trackage of 80.14 miles, distributed as follows: Colorado, 4.08 miles; Connecticut, 1.36 miles; Illinois 21.49 miles- Kansas, 39 miles; South Dakota, 2 miles; and Virginia, 12.21 miles. , , , ==, States having one or two very large cities may be expected to show a higher proportion of rides to urban inhabitants than states which have an equally large per- centage of urban population scattered in smaller towns. Thus, in California, which has the highest proportion of rides to urban population (251), the cause is found in the fact that a large proportion of the street rail- way trackage is in San Francisco, whose hilly streets compel general resort to this method of travel. New York, with her enormous metropolis, ranks third in the ratio of passengers to urban population. The steep streets of the cities in Washington account in part for the high ratio of rides to urban inhabitants in that state. The other states which show more than 150 rides per urban inhabitant are, in the order named: District of Columbia, Pennsylvania, Missouri, West Virginia, Colorado, Massachusetts, Illinois, Maryland, Oregon, Louisiana, Rhode Island, and Ohio. Only 5 states report fewer than 50 rides per urban inhabitant, and in none of these except Kansas is there a city of more than 25,000 population. The report of the total number of rides for Kansas is quite mislead- ing, since the passengers belonging to Kansas City, Kans., and smaller adjacent towns are included in the returns of the Metropolitan Street Railway, of Kansas City, Missouri. II. TRAFFIC OF COMPANIES, CLASSIFIED ACCORDING TO POP- ULATION. Table 11 is a summary of the most important items relating to traffic for street and electric railways as classified on the second basis described in Chapter I, ac- cording to the population of the centers in which they lie, with the further distinction of "fast, long," and "other" interurban railways. 18 STREET AND ELECTRIC RAILWAYS. Table 11.— TRAFFIC OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902.> Number of companies Fare passengers Transfer passengers Fare passengers per mile of track constructed Passenger-car miles Fare passengers per passenger-car mile Mileage of freight, mail, express, and other miscellaneous cars Total car miles Car miles per mile of track constructed Accidents: Persons killed Persons injured Total. 2 813 4,774,211,904 1, 062, 403, 392 J 212, 217 1,120,101,944 4.26 * 24, 328, 522 1, 144, 430, 466 50, 820 1,217 47,429 URBAN CENTERS, POPULATION. I-NTEBDEBAN RAILWAYS. Over 500,000. 06 2,456,642,270 608,062,946 491,418 604,811,418 4.87 < 17, 842, 405 522,653,823 104, 554 491 18,289 100,000 but under 500,000. 47 994,327,853 276,401,373 279, 320 239,940,699 4,14 821,948 240, 762, 647 67, 633 221 19, 518 ;25,ooo but under 100,000. 85 433, 049, 842 67, 695, 795 150, 273 115, 411, 493 3.76 364, 333 115, 775, 826 40, 176 124 3,109 Under 25,000. 315 195, 219, 320 17, 255, 606 87,711 63,571,907 3.07 617, 901 64, 189, 808 28,840 632 Fast, long. 55 113,820,795 12, 158, 763 40, 199 45, 368, 873 2.51 1,719,402 47, 078, 275 16, 627 90 1 1,481 I Other. 245 681,261,824 80, 829, 009 96,888 151,007,554 3.85 2, 962, 533 163, 970, 087 25,568 202 4,400 1 Exclusive of reports for 4 companies which failed to furnish this information. ^Includes 2 railways carrying freight only. ^Exclusive of trackage of 2 railways carrying freight only. 'Includes 16,201,575 car miles run by locomotives on Brooklyn Rapid Transit and Manhattan (elevated) railways. The data in Table 12 are for the same statistical in- quiries as in Table 11, but they apply only to full-time electric surface railways not furnishing commercial lighting. Table 12.— TRAFFIC OF FULL-TIME ELECTRIC SURFACE RAILWAYS, WITHOUT COMMERCIAL LIGHTING, CLASSIFIED ACCORDING TO POPULATION; 1902.i Number of companies Fare passengers Transfer passengers Fare passengers per mile of track constructed Passenger-car miles Fare passengers per passenger-car mile Mileage of freight, mail, express, and othermiscellaneous cars Total car miles Car miles per mile of track constructed Accidents: Persons killed Persons injured Total. = 570 4,062,447,908 991,946,863 '216,365 942,021,415 4.31 ■I 11, 776, 644 953,797,969 60, 737 1,069 42, 740 URBAN CENTERS, POPULATION. INTERURBAN RAILWAYS. Over 600,000. 2, 107, 329, 902 594, 326, 986. 146, 527 427, 973, 469 4.92 ■16,419,906 434, 393, 375 92, 045 460 18, 117 100,000 but under 500,000. 902, 251, 220, 220, 333, 125 242, 636 277, 609 024,584 4.10 821, 948 846, 532 67, 921 200 16, 974 26,000 but under 100,000. 321 86, 68 659, 513 195, 785 150, 739 238, 634 3.73 219, 872 468, 606 40, 517 96 2,440 Under 26,000. 128, 10, 168 602, 963 913, 068 96, 204 1, 423, 269 3.26 312, 973 1, 736, 232 29, 417 57 453 Fast, long. 85, 9, 35, 42 162, 271 227, 851 38, 226 585, 163 2.39 369, 315 954, 468 16,588 68 1,133 other. 617, 71 132, 2, 135, 206 360, 134 040, 648 101, .593 776, 316 3.90 632, ,530 408, 846 26,471 178 3,623 1 Exclusive of reports for 2 companies which failed to furnish this information, 2 Includes 2 railways carrying freight only. Though the presence or absence of a lighting plant in connection with a street railway does not materially affect its traffic conditions, yet for the purpose of com- parison with the financial tables, the group of electric railways without commercial lighting onl}' is included in Table 12. Number of passengers. — The first conspictious fact which appears in Table 11 is that 2,456,542,270, or more than one-half of all fare passengers on street and interurban railways, were carried by companies in the few urban centers of more than 500,000 population. Urban railways in cities and towns of less than 100,000 population carried less than one-seventh of all fare passengers. It should be noted that a considerable proportion of the fare passengers of companies classed as interurban are carried wholly within the limits of urban communi- ties, and especialh' of communities of less than 100,000 population. Thus the whole urban traffic of several important cities, such as Detroit, Mich., Lawrence, Lowell, Worcester, Springfield, and Fall River, Mass., Hartford and New Haven, Conn., and Canton, Akron, and Youngstown, Ohio, is handled exclusively bj^ com- panies classed, in accordance with the criteria men- tioned in Chapter 1, as interurban. Even with the deductions indicated, however, the amount of interur- ban street railway traffic in its strict sense is very con- 8 Exclusive of trackage of 2 railways carrying freight only, < Includes 3,983,738 car miles run by lucomo'tives on Brooklyn Rapid Transit Railway. siderable. The relative importance of the traffic on the fast, long interurban lines does not fully appear from the statistics of the number of fare passengers, since the average length of journey of passengers and the average fare paid by them on these railways are con- siderably greater than on urban railways. On the slower interurban lines included in the last column of Table 11, it is frequently the practice to collect sep- arate 5-cent fares for different stages of a journey, so that a single passenger may be reported two or more times; but this practice does not usually prevail on the faster interurban lines, where the business is conducted more in the manner of a steam railway. The use of free transfers is naturally more devel- oped in great cities having many interlacing street railway lines than in small towns, where cars often run over only a single route, or on interurban railways. The free transfers of elevated railways are not reported, even when they are allowed. In judging the extent to which the transfer system is developed in cities of different sizes, it is preferable to confine attention to full-time electric surface railways without commercial lighting. For such railways the .proportion of free transfers to fare passengers for the largest urban centers, 28.2 per cent, is about the same as for those of the second group, 27.8 per cent. The corresponding proportions TRAFFIC. 19 of transfer to fare passengers on railways falling within the other groups are as follows: Urban centers of 25,000 to 100,000 inhabitants, 18.1 per cent; urban centers of less than 25,000 inhabitants, 8.5 per cent; fast, long interurban lines, 10.8 per cent; other inter- urban lines, 13.7 per cent. Relation of traffic to population as affected hy size of cities. — The influence of the size of cities served by street railways on the amount of their business can be meas- ured only by comparing the number of passengers within each of the urban groups in Table 11 with the aggregate population of the group. Such a compari- son, however, is difficult, since many railways that are primarily urban in character extend into rural com- munities, though serving only an unknown fraction of the population of such communities, while roads that are essentially interurban in character also carry urban passengers. These complexities are so conspicuous in the case of the smaller cities and towns that it is impossi- ble to make a satisfactory comparison between traffic and population for the two groups of urban centers of less than 100,000 population as a whole. From these two groups, however, a considerable number of typi- cal urban centers have been selected, in which the largest part of the street railway traffic lies within mu- nicipal limits. The names of the centers thus selected and the population and traffic in each are shown in Tables 13 and U. Table 13. — Relation of trackage and traffic to population in selected urban centers with population of from 25,000 to 100,000: 190S. NAME OF CENTER. Total Montgomery, Ala Little Rock, Ark Sacramento, Gal Pueblo, Colo Meriden, Wallingford, Conn... Augusta, SummervUle, Ga Peoria, Averyville, North Peo- ria, Peoria Heights, 111 Quincy, 111 Rockford, III Springfield, Ridgely, 111 Evansville, Howell, Ind Dubuque, Iowa Sioux City, Iowa; South Sioux City.Nebr Topeka, Kans Lexington, Ky Bay City, West Bay City, Es- sexville, Mich Duluth, Minn.; Superior, Wis., Dayton, Ohio Springfield, Ohio Altoona, Gaysport, Juniata, Bellwood, Pa Williamsport, South Williams- port, Pa Dallas, Tex Galveston, Tex , San Antonio, Tex , Salt Lake City, Murray, Utah., Richmond, Va Spokane, Wash , La Crosse, Onalaska, Wis Oshkosh, Neenah, Wis , Popula- tion of center. 1,258,615 30, 346 38,307 29,282 28, 157 31,033 42,686 60, 340 36, 252 31, 051 35, 328 60,428 36, 297 34, 000 33,608 26, 369 42, 386 84,060 85, 333 38,253 46,034 32,086 42,638 37, 789 53, 321 56,833 85,050 36,848 30,263 34,238 135,842,312 NUMBEK OF PAS- SENGERS. Total. Per unit of popula- tion. 1,849,395 3,841,415 3,948,791 4,065,162 2,589,737 2,360,674 6, 750, 000 2, 127, 623 1, 989, 080 3,532,013 3,629,534 2,391,355 4,138,944 2,730,287 2,350,682 1, 986, 982 9,418,517 14,667,094 3,784,338 4,759,279 2,582,297 6, 574, 773 2,851,603 5,268,627 10,631,591 16,313,560 5,028,388 1,706,728 1,973,843 107.9 60.9 100.3 134.9 144.4 83.5 55.3 111.9 58.7 64.1 100.0 60.1 65.9 121.7 81.2 89.1 46.9 112.0 171.9 98.9 103.4 80.5 154.2 75.5 98.8 187.1 191.8 136.5 56.4 57.7 NUMBER OF MILES OPTRACK. Total. Per 1,000 of popula- tion. 951. 93 20.00 20.70 23.50 36.25 19.50 31.02 41.25 17.38 23.00 23.83 30.60 20.85 43.00 28.63 15.13 23.30 73.84 52.88 28.13 27.50 16.41 46.30 35.86 45.51 78.04 43.96 36.55 17.11 32.00 0.76 0.66 0.64 0.80 1.29 0.63 0.73 0.68 0.48 0.74 0.67 0.50 0.57 1.26 0.85 0.67 0.55 0.88 0.62 0.74 0.60 0,51 L09 0.95 0.86 1.37 0.52 0.99 0.57 0.93 Table 14:.— Relation of trackage and traffic to population in selected urban centers with population of less than 25,000: 1902. NAME OF CENTER. Popula- tion of center. Total Fort Smith, Ark Riverside, Cal San Diego, Cal Santa Barbara, Cal New London, Conn Stamford, Greenwich, Conn . . Pensacola, Fla Athens, Ga Alton, North Alton, Upper Alton, 111 Cairo, 111 Kankakee, Bradley, Bourbonnais, 111 Vincennes, Ind Burlington, Iowa Muscatine, Iowa Ottumwa, Iowa Atchison, Kans Wichita, Kans Shreveport, La Biddeford, Saco, Me Benton Harbor, St. Joseph, Mich . Marquette, Mich Menominee, Mich Vicksburg, Miss Springfield, Mo Great Falls, Mont Concord, N. H Laconia, N. H Long Branch, Deal, Allenhurst, Asbury Park, Bradley Beach, Neptune City. Belmar, N. J Perth Amboy, Metuchen, N. J Dunkirk, Fredonia, N. Y Kingston, N. Y Ogdensburg, N. Y Ashtabula, Ohio Lima, Ohio Tiffin, Ohio Zanesville, Ohio Sayre, Athens, Pa.; Waverly,N.Y. Tarentum, New Kensington, Pa.. Greenville, S. C Austin, Tex Waco, Tex Ogden, Utah Burlington, Winooski, Vt Everett, Wash Ashland, Wis Janesville, Wis 718, 254 11, 587 7,973 17,700 6,687 17, 548 18, 417 17, 747 10, 245 17, 487 12, 666 15, 708 10, 249 23, 201 14,073 18,197 15, 722 24,671 16, 013 22, 267 11,717 10, 058 12, 818 14, 834 23,267 14,930 19, 632 8,042 16, 148 19, 485 15, 743 24, 535 12,633 12,949 21, 723 10, 989 23,538 9,481 10, 137 11, 860 22,258 20, 686 16, 313 22,423 7,838 13, 074 13,185 NUMBER OF PAS- SENGERS. Total. 49,179,498 731,553 547, 051 2, 220, 000 814, 405 1, 320, 791 1, 327, 617 998, 290 356, 969 1,497,130 870, 838 714, 769 4.50, 000 1, 600, 000 866, 120 1,211,028 533, 867 1,460,000 1,460,000 728, 909 1,198,826 373, 672 529, 764 1, 188, 289 1,700,716 939, 436 1,610,856 436, 171 3, 737, 541 880, 128 681,770 2, 217, 334 478, 283 999, 867 1,375,979 482, 000 1, 800, 000 1, 059, 807 622, 447 537, 603 1,213,703 1,605,525 861, 910 1, 270, 136 971,660 503, 688 304, 398 Per unit of popu- lation. 68.5 63.1 68.6 125.4 123.6 75.3 72.1 56.2 34.8 8.5.6 69.3 45.5 43.9 69.0 61.6 66.6 34.0 59.2 90.6 32.7 102.3 37.2 41.3 80.1 73.1 62.9 77.0 54.2 231.4 48.2 43.3 90.4 37.9 77.2 63.3 43.9 76.5 111.8 61.4 45.3 54.6 77.6 52.8 66.6 124.0 38.6 23.1 NUMBER OF MILES OFTRACK. Total. 485.95 9.52 16.60 8.80 8. .51 12.69 9.00 6.83 12.26 9.67 12.78 8.00 14.50 8.60 10.00 9.00 18.80 8.80 8.15 10.80 7.00 6.71 8.78 19.10 11.90 12. 71 S.87 23.68 9.06 7.00 9.16 10.00 8.76 18.65 7.33 10.00 9.11 6.61 7.00 13.38 16.29 11.00 11.22 9.66 7.68 7.41 Per 1,000 of popu- lation. 0.68 0.77 1.19 0.94 1.29 0.48 0.69 0.51 0.64 0.70 0.77 0.81 0.78 0.62 0.61 0.65 0.67 0.75 0.68 0.37 0.90 0.70 0.52 0.59 0.82 0.80 0.66 1.10 1.47 0.46 0.44 0.37 0.79 0.44 0.88 0.67 0.42 0.96 0.65 0.59 0.60 0.79 0.67 0.50 1.23 0.59 0.56 The totals for the selected towns are shown in Table 15, which also presents a comparison of population and traffic for the two groups of urban centers of more than 100,000 population, the statistics including all the cities of each group. The details for individual cities of these two groups are given on page 24. Table 15. — Relation of trackage and traffic to population in groups of urban centers: 1902. Total population served... Number of miles of track. Miles of track per 1,000 of population Number of passengers Number of rides per in- habitant All centers over 500,000 population. All centers of 100,000 but under 500,000 popu- lation. 10,274,470 4, 998. 89 .49 2, 456, 542, 270 239.1 Twenty- nine select- ed centers of 25,000 but under 100,000 popu- lation. 6,380,647 3, 659. 82 .66 994, 327, 863 184.7 Forty-six selected centers of less than 25,000 popu- lation. 1, 268, 615 981. 93 .76 135,842,312 107.9 718,254 486. 95 .68 49,179,495 68.5 20 STREET AND ELECTRIC RAILWAYS. The totals of population and traffic for the four groups present a fairly cori-ect view of the density of .street railwav' traffic in- its relation to the size of cities. The table also shows the relation of trackage to population. A discussion of the relation between population and traffic in the case of interurban railwaj's will be found in Part I, Chapter VII. The proportion of street railway trackage to the pop- ulation is considerably less in cities of over 500,000 pop- ulation than in other cities. In the largest cities, with their closely built houses and tenements, the number of inhabitants tributary to a given trackage is greater than in smaller cities, even though street railways in the more thickl}' populated parts of these large cities may be run on almost every street. In the smallest cities, however, the total populated area is so restricted that a large proportion of the people find little occasion to use street railways at all, and so the proportion of trackage to population is not materially diilerent from that in cities of from 100,000 to 500,000 inhabitants, though the population of smaller cities is much more scattered. Indeed, the trackage per 1,000 inhabitants in selected centers of less than 25,000 inhabitants is actually less than that reported for centers of from 25,000 to 100,000 inhabitants. As the size of the urban center diminishes the num- ber of street railway rides per inhabitant decreases rapidly. In cities of more than 500,000 inhabitants each person, on the average, rode 239 times during the year, while in the selected centers of less than 25,000 inhabitants each person rode, on the average, only 68 times during the j^ear. In comparing passengers with population in the larger cities it should be borne in mind that the great number's of transient visitors to such cities, who ai-e not enumerated in the census of population, contribute materiallj to the street railway traffic. Due allowance for this fact having been made, it yet remains true that the permanent residents of such cities patronize the railways much more than the in- habitants of small towns. The reason for this fact is obvious. As cities increase in size a constantly greater proportion of the people, despite the crowding together, live far from their places of business and are forced to use the street railway daily. Density of traffic per mile of track. — In comparing the number of passengers per mile of track in urban centers of different sizes, as shown in Tables 11 and 12, it should be borne in mind that the average distance traveled by passengers is greater in the large cities than in those of smaller population. Despite this fact, the proportion of fare passengers carried to track mileage in- creases very rapidly as the size of urban centers increases. In urban centers of the first group the railways, as a whole, in 1902 carried 491,418 fare passengers per mile of track, while the full-time electric surface railways, without commercial lighting, as shown in Table 12, car- ried 446,527 fare passengers per mile. The traffic on such electric surface lines in urban centers of 100,000 to 500,000 population is only about three-fifths as dense; in centers of 25,000 to 100,000 inhabitants, about one- third as dense; and in still smaller urban centers, about one-fifth as dense, as on similar railways in the largest cities. The number of fare passengers per mile of track on fast, long interurban lines, without commercial lighting, operating the entire year, was 38,226, and on other in- terurban lines covered by Table 12, 101,593. On the fast, long interurban railways the average ride of pas- sengers, however, is decidedly longer than on urban railways. Averages for density of traffic might be vitiated by the undue influence of a few companies having extremely high or extremely low density of traffic. To guard against such errors Table 16 has been prepared, which shows the number of street railways within each popu- lation group reporting traffic of different degrees of densitj\ Table 16. — Diairibviion of full-time electric surface railway compa- nies without commercial lighting, in the various pojndation groups, according to number of fare passengers carried per mile of track operated: Total. NUMBER OF CO.MPANIES. PASSENGERS PER MILE OF TRACK. Urban centers, population. Interurban railways. 600,000 and over. 100,000 to 500,000. 26,000 to 100,000. Under 25,000. Fast, long. Other. Total 568 48 38 68 168 42 204 Under 26,000 72 86 191 150 36 16 17 4 1 10 13 3 4 13 i' 3 7 16 8 4 2 3 IS 40 8 2 8 23 75 54 6 2 17 14 10 1 41 26,000 but under 50,000 . . . 50,000 but under 100,000 . . 100,000 but under 200,000. . 200,000 butunder 300,000-. 300,000 but under 400,000. . 44 80 35 4 400,000 and over I i 1 Exclusive of reptorts for 2 companies carrying freight onl v and 2 companies which failed to furnish this information. The table includes only full-time companies operating primariljr electric surface railways, and not furnishing conimercial lighting. The companies, of course, differ greatly in the amount of track operated. Thus there are in some of the large cities a considerable number of small railway lines, usually in the outskirts, the traffic of which is insignificant as compared with that of the one or more great systems which serve the larger part of the population. For this reason, while the average number of passengers per mile for all full-time electric surface railways without lighting plants in urban cen- ters of more than 500,000 population was 446,527, only 13 of the 48 such companies had more than 400,000 fare passengers per mile of track. These 13 companies, however, operated 2,486.69 miles of track, or 52.7 per cent of the mileage for the entire group. Only 4 of the 38 companies operating in urban cen- ters of from 100,000 to 500,000 inhabitants showed more than 400,000 fare passengers per mile, and these TRAFFIC. 21 4 companies reported onl}^ 347.84 miles of track, or less than 10 per cent of the total for the entire group. On the other hand, 15 companies, with 45.6 per cent of the entire trackage of the group, fall within the limits of 200,000 to 300,000 fare passengers per mile of track. The average number of fare passengers for all full- time electric surface railways without lighting plants, in cities of this group, 277,509 per mile, thus corre- sponds fairly with the figures for a large proportion of the companies and the larger part of the trackage. In cities of from 25,000 to 100,000 population there are no electric surface railwa^^s with more than 400,000 fare passengers per mile, and only 10 with more than 200,000, while 40 out of the 68 companies carried be- tween 100,000 and 200,000 fare passengers per mile. Here again, then, the proportion for the larger number of companies corresponds broadljr to the arithmetical average for the group as a whole, 150,739 passengers per mile. Only 8 of the 168 full-time electric surface companies in urban centers of less than 25,000 population reported more than 200,000 fare passengers per mile of track, while 75 of the companies carried between 50,000 and 100,000 passengers per mile of track. The average for the entire group, 95,204, is thus seen to correspond fairly with the ratio of passengers to trackage in the case of a large proportion of the companies in the group. Much the larger proportion of interurban rail- ways of both classes carried, in 1902, less than 100,000 passengers per mile of track, and a considerable number of companies in each of these groups reported less than 25,000 passengers per mile of track. Further infoi'mation in regard to the relation of density of traffic to population may be gained from the statistics for individual urban centers presented in Tables 13, 14, and 19. Of the 8 centers of more than 500,000 population, 3 show more than 400,000 fare passengers per mile of track, and all but Baltimore show more than 300,000. Of the 24 urban centers of from 100,000 to 500,000 population, only 3 report less than 200,000 passengers per mile, and only 2 show more than 400,000. Of the 29 selected urban centers of from 25,000 to 100,000 population, 9 have less than 100,000 passengers per mile of track, and only 2 have more than 200,000. Of the 46 selected towns of less than 25,000 inhabitants, 27 show less than 100,000 passengers per mile of single track, and only 6 report more than 150,000. Oar mileage. — The figures showing the number of car miles run in urban centers of difierent sizes and on interurban railways (Tables 11 and 12), require no spe- cial comment. The relation of car mileage to trackage and to passengers carried is more significant, although comparisons between difl^erent population groups are rendered uncertain by the, great difference in the size of cars. The proportion of car mileage to the length of track naturally increases, like the proportion of pas- 1165—05 3 sengers to trackage, as the population of the area served increases. The number of car miles per mile of track for companies of all classes ranges from 28,840 in centers of less than 25,000 population to 104,554 in centers of more than 500,000 population. On interurban railways, particularly those of the fast, long class, larger cars are run than in cities, a fact which accounts, though of course only in part, for the smaller number of car miles per mile of track. Passengers per car mile. — The average number of fare passengers per passenger-car mile on all street railways in urban centers of more than 500,000 inhab- itants was 58 per cent more than the average for urban centers of less than 25,000, the figures being 4.87 and 3.07, respectively. For full-time electric surface rail- ways, without commercial lighting, the largest urban centers show 4.92 fare passengers per passenger-car mile, and the smallest 3.26. Between the two extremes there is a steady gradation in the density of traffic per car mile. Naturally these proportions do not show such wide differences between the groups of urban centers as ap- pear in regard to densitj^ of traffic per mile of track, since the number of cars can be adjusted rather closely to the amount of patronage. It is probable that as between the largest cities and the smallest urban cen- ters there is as great a difference in the average size of cars as in the number of passengers per car mile. The effect of this difference in size, however, is almost beyond question fully counteracted by the longer aver- age rides of passengers in great cities. The statistics of passengers per car mile, therefore, seem to indicate that the cars are more generally crowded in large cities than in smaller towns, a point which is borne out by common observation. The ratio of passengers to car mileage on fast, long interurban railways as a group can not prop- erl}^ be compared with the similar ratios for urban lines. Table 17 shows, by population groups, the number of full-time electric surface railway companies, without commercial lighting plants, reporting specified numbers of fare passengers per passenger-car mile. "When the relative length of track operated by each company is taken into account, the figures confirm in a general way the conclusion, drawn from the averages in Table 12, that the number of passengers per car mile is greater in the large urban centers than in the small ones and greater on urban lines than on interurban lines. While only 18 of the 48 companies in urban centers of more than 500,000 population report 4 or more passengers per car mile, these companies have 3,612.35 miles of track, or 77 per cent of the total mile- age for the group. A detailed examination of the other data in Table 17 will show that the average num- ber of passengers per car mile for all railways of this class, in the various other population groups, corre- sponds fairly well with the actual ratio reported by the greater number of companies in the respective groups. 22 STREET AND ELECTRIC RAILWAYS. Table 11 .—Distribution of fall-time electric surface railway com- panies vnthout commercial lighting, in the various population groups, according to number of fare passengers carried per passenger-car mile: NUMBER OF COMPANIES. PASSENGERS PER CAR MILE. Total. Urban centers, population. Interurban railways. 500,000 and over. 100,000 but under 500,000. 25,000 but under 100,000. Under 25,000. Fast, long. Other. Total 568 48 38 68 168 42 204 Under 1 4 83 146 174 98 41 14 8 2 4 10 14 6 5 5 2 1 21 9 5 4 2 1 1 but under 2 6' 16 11 5 4 18 18 21 6 1 24 58 47 20 11 4 4 30 2 but under 3 45 3 but under 4 74 4 but under 5 36 5 but under 6 12 6 but under 7. .... . 4 7 and over 2 1 Exclusive of reports for 2 companies carrying freight only, and 2 com- panies which failed to furnish this information. Mileage affreight, mail, express, and other miscellane- ous cars. — For all classes of companies the greatest abso- lute mileage run by freight, mail, express, and other cars, including steam locomotives, as shown by Table 11, is found in urban centers of more than 500,000 popula- tion, the distance covered by such cars in these centers being 17,842,405 miles, or 3.4 per cent of the total of the car mileage for this group. Of this mileage 15,201,575 miles represent the distance traveled by steam locomotives on the elevated lines in New York and Brooklyn. The mileage of freight, mail, express, and other nonpassenger cars on street railways in urban centers of from 100,000 to 500,000 population and in urban centers of from 25,000 to 100,000 popula- tion is, in each case, less than 0.4 per cent of the total car mileage, and in centers of less than 25,000 inhabitants, less than 1 per cent. On fast, long inter- urban railwaj's the mail, and still more, the freight and express traffic, are relatively much more important than on urban lines. The mileage run by other than passenger cars on such fast, long interurban railways was 3.7 per cent of their total car mileage in 1902, and on the other group of interurban railways 1.9 per cent of the total. A single company, however, the Old Colony Railwa}', of Massachusetts, contributed 700,927 of freight, mail, express, and other car miles, or more than one-fourth of the total for the sixth group. Some idea of the complexity of the business of mod- ern large street railway systems may be gained from the following classified presentation of the statistics of car mileage of two of the leading companies of New York, the Brooklyn Rapid Transit Company and the Manhattan Elevated Railway Company, for the year ending June 30, 1902. The Brooklyn system reports a much greater variety of cars, for the reasons that it opei'ates both surface and elevated lines and that it keeps its records in greater detail than the Manhattan Company. Detailed statistics of car mileage of Brooklyn Rapid Transit Company and Manhattan Raihoay Company. NU.MBER OF CAB MILES. CLASS OF CARS. Brooklyn Rapid Transit. Manhattan (elevated) Railway. Passenger cars: Revenue 62,684,980 951, 549 44,631,i;l8 Light (nonrevenue) 440, 125 Total 53,636,529 45,071.743 Miscellaneous cars: Freight 11,785 163,635 169,662 21,798 72, 165 2,533 12, 065 42,626 67, 123 Mail Express Foreign companies Flat 141,851 Wrecking Pajf 6,788- School Ash Shop cars 23,174 31,449 Collectors and ticket cars Sprinkling . 2,240 Snowplows and sweepers Sand 2,305 4,596 6,966 other Total 569, 499 203. 262- Engines (elevated): Revenue . . 3,386,394 538, 728 58,616 10,191,148 935, 792 Light (nonrevenue) Supply and miscellaneous 90,897 Total . . 3, 983, 738 11,217,837 Total mileage of all sorts 58, 189, 766 56,492,842 A conspicuous feature of these statistics is the large amount of mileage of passenger cars and of locomotives in passenger service on the elevated lines from which no direct revenue is derived. Such "light" mileage occurs chiefly in the switching of cars, in running cars to the barns or terminals after their day's service is completed, and in taking the additional cars required during the rush hours to and from the part of the line where they are needed. The mileage of "light'' cars, is included in the passenger-car mileage in the general tables. The school cars mentioned are used for the in- struction of motormen. The ash cars carry away the ashes from locomotives and from power-plant boilers. Flat cars and working cars of other sorts are used in conveying coal and other operating supplies and in. construction and repair work. Car hours.— ThQ incompleteness of the returns of car hours makes it impossible to present an accurate com- parison of the different groups of urban centers as regards the number of fare passengers carried per car hour operated. Some idea of the relative density of traffic as thus measured may be gained, however, from the statistics for selected companies. Of important surface railways in urban centers of more than 500,000 inhabitants only five keep records of car hours, three of these being in Chicago, one in Boston, and one in St. Louis. The number of passengers per car hour ranges from 26.99 for the Consolidated Traction Com- pany, of Chicago, 111., to 41.04 for the St. Louis Transit Company, of St. Louis, Mo. Fourteen of the leading- railways in urban centers of from 100,000 to 600,000- TRAFFIC. 23 population present these statistics, and with them the number of passengers per car hour ranges, on the face of their returns, from 12.62 for the Louisville Railway Company, of Louisville, Ky., to 64.34 for the St. Joseph Railway, Light, Heat, and Power Company, of St. Joseph, Mo. The figures for the other reporting companies in this group vary between 24.94 and 45.97. Fifteen of the selected companies — Table 13 — in centers of from 25,000 to 100,000 population, and twenty of the selected companies — Table 14 — in centers of less than 26,000 population also reported car-hour figures. For all electric surface companies reporting car hours in the first two groups of urban centers and for the se- lected companies in the other two urban groups the average numbers of passengers per car hour were re- spectively as follows: In urban centers of more than 500,000 inhabitants, 39.96; in centers of 100,000 to 500,000 inhabitants, 31.35; in centers of from 25,000 to 100,000 inhabitants, 25.42; in centers of less than 25,000 inhabitants, 24.04. The ratio of fare passengers to car hours appears, therefore, to increase regularly with increasing population. Accidents. — The following table shows for all street railways, and separately for all full-time electric surface railwaj'S (including those with commercial lighting) classified according to population of the urban centers served, the number of persons killed and injured during the census year 1902, and the proportion which fatal accidents bear to car mileage: Table 18.— ACCIDENTS ON RAILWAYS, CLASSIFIED ACCORDING TO POPULATION: 1902. All street railways: Persons killed Persons injured Number of car miles run to each person killed . Electric surface full-time railways: Persons killed Persons injured Number of car miles run to each person killed . Total. n,217 47, 429 940, 370 1 1, 164 46, 938 892, 475 URBAN CENTERS, POPULATION. 500,000 and over. 491 18, 289 1, 064, 468 460 18,117 100,000 but under 500,000. 221 19, 518 1, 089, 424 220 19, 443 1, 080, 480 25,000 but under 100,000. 124 3,109 933, 676 119 3,054 Under 25,000. 632 721,234 187 611 695, 140 INTEKUBBAN HAIL- TVAYS. Fast, long. 90 1,481 623, 092 86 1,414 .516, 448 Other. 202 4,400 762, 228 4,299 782, 914 1 This number does not include one fatal accident on a railway not reporting car mileage. See also notes to Table i While according to the returns more than twice as many persons were killed on street railways in urban centers of over 500,000 population as on those in centers of from 100,000 to 500,000 population, the number of injured reported was actually smaller. In the absence of detailed knowledge of local conditions, it is impos- sible to present any sufficient explanation of this wide discrepancy. It may be due in some measure to dif- ferences in the degree of completeness with which returns of injuries are made. Taking the average for all railways, 940,370 car miles were run to each person killed. The risk of fatal accident was apparently least in cities of from 100,000 to 500,000 population. That it was somewhat greater in the largest urban centers than in urban centers of from 100,000 to 500,000 population is perhaps due to the greater crowding of the streets. The fact that the pro- portion of fatal accidents to car mileage was in 1902 higher in cities of 25,000 to 100,000 than in the larger cities, and still higher in cities of less than 25,000 popu- lation, is not readily explicable. There remains a large element of doubt as to whether the figures reported for the single year are typical of general conditions. As might have been expected, the risk of fatal acci- dents was apparently considerably higher on fast, long interurban railways than elsewhere, one person being killed to each 523,092 car miles operated by such rail- ways. The high speed maintained by interurban cars, combined with the inadequate protection of crossings and the often imperfect signaling devices, serve to explain, at least in part, this high proportion of fatal accidents. III. I'EAFFIO AND TRACKAGE IN SELECTED URBAN CENTERS. A more vivid picture of street railway conditions, and of the development which has taken place between the two census periods, can be obtained from the data for individual cities than can be gained from averages. Table 19 shows for 1890 and 1902 the length of track, the number of passengers carried, and the car mileage of street railways in each urban center having in 1900 more than 100,000 population. It shows also the rela- tion of traffic to population at the two census periods and, for 1902 only, the ratio of passengers carried to trackage and to car mileage. 24 STREET AND ELECTRIC RAILWAYS. Table 19.— TRACKAGE AND TRAFFIC IN URBAN CENTERS OF 100,000 POPULATION AND OVER: 1902 AND 1890. URBAN CENTER. Albany, Troy, Rensselaer, N. Y ... Baltimore, Ellicott City, Md Boston, Cambriage, Chelsea, Ev- erett, Maiden, Newton, Somer- ville, Brookline, Waltham, Mass. Buffalo, Niagara Fulls, Lockport, North Tonawanda, N. Y Chicago, 111.; Hammond, Ind Cincinnati. Ohio; Newport, Cov- ington, Ky Cleveland, Ohio, and vicinity Columbus, Ohio, and vicinity Denver, Colo Indianapolis, Ind Jersey City, Elizabeth, Hoboken, Pateraon, Passaic, Newark, Bay- onne, Orange, N.J Kansas City, Independence, Mo.; Kansas City, Argentine, Eose- dale, Kans Los Angeles, Pasadena, Santa Ana, Orange, Cal Louisville, Ky Memphis, Tenn Milwaukee, Whiteflsh Bay, Wau- watosa, Wis Minneapolis, St. Paul, Stillwater, Minn New Orleans, La New York, Yonkers, White Plains, Mt. Vernon, New Rochelle, Pel- ham, N. Y Oakland, Alameda, Berkeley, Hayward, Emeryville, Cal Omaha, South Omaha, Dundee, Nebr. ; Council Bluffs, Iowa Philadelphia, Pa Pittsburg, Allegheny, McKees- port, Bellevue, Sharpsburg, Mc- Kees Rocks, Carnegie, Wilkins- burg, Braddock, Homestead, CJonnellsville, Uniontown, Pa... Providence, Pawtucket, R. I Rochester, Irondequoit, N. Y St. Joseph, Mo St. Louis, Mo.; East St. Louis, Granite, 111 San Francisco, San Mateo, Cal — Scranton, Dunmore, Olyphant, Jermyn, Carbondale, Pa Syracuse, Onondaga, Geddes, De Witt,N. Y Toledo, Ohio Washington, D. C POPULATION. 19021 216, 630 510, 288 927, 994 421,694 1,769,961 429,137 405, 359 127,022 133,859 169, 164 969, 736 237,042 118, 746 204,731 102,981 301,701 378,923 287, 104 3, 548, 096 101, 872 155,268 1, 293, 697 640,380 268, 946 178, 333 102,979 614, 328 844,614 155,665 123, 776 136, 271 279,940 1890 207, 306 436,887 704, 768 302, 373 1,136,846 370,860 264, 114 89, 479 106,713 105, 436 666,389 188, 573 60, 394 161,129 64,634 212, 657 309, 841 242, 039 2, 664, 403 66, 695 169, 988 1,046,964 428, 005 205, 923 148, 899 52,324 468, 087 298, 997 112, 385 99,409 85, 506 231, 901 MILES OF TRACK. 1902 366. 12 451. 68 320.48 1,036.24 263. 57 237. 04 106. 43 149. 77 109. 86 463. 64 181. 24 164.16 147. 13 7L8S 145.50 251. 02 180. 31 1,299.10 122. 80 105. 95 517. 53 469. 47 137.05 95.86 35.15 396. 21 276. 60 76.68 68.16 97.78 139. 67 1890 58.67 156. 55 271. 94 72. 27 390. 83 147. 80 158.88 34,76 130. 75 70.00 178. 59 143. 08 144.79 128. 00 46.00 97.06 158. 79 153. 14 775. 78 17.98 119. 03 351.12 113. 32 59.48 62.17 22.88 169. 22 156.22 30.00 44.13 42.00 83.00 MILES OF TRACK FEE 1,000 POPU- LATION. 1902 1890 0.36 0.28 .72 .36 .49 .38 .76 .24 .58 .34 .61 .40 .58 .60 .84 .89 1.12 1.22 .65 .66 .48 .27 .76 .76 1..38 2.40 .72 .79 .70 .71 .48 .46 .66 .51 .63 .68 .37 .80 1.20 .27 .68 .70 .40 .34 .73 .26 .,51 .29 .54 .42 .34 .44 .64 .86 .80 .52 .49 .27 .65 .44 .72 .49 .60 .36 FARE PASSENGERS CARRIED. 1902 26, 417, 076 96, 763, 878 228,179,308 74, 136, 881 410,284,094 86, 208, 384 81, 370, 202 26, 489, 927 31,085,443 30, 005, 026 148, 094, 623 57, 148, 083 30,803,086 34,503,388 16, 598, 823 46, 974, 373 63, 009, 957 53,184,273 943,687,316 17,247,022 21,418,791 331, 304, 686 168, 632, 339 46, 163, 704 20, 171, 260 8,534,278 129,596,027 117,357,877 8, 331, 663 14, 234, 508 20,104,076 63,829,752 1890 11,197,414 40, 669, 982 116, 646, 338 17, 244, 388 180,326,470 41,440,046 39, 164, 773 8, 202, 662 21,535,735 9, 863, 000 47,039,699 41,669,894 10, 524, 966 21,281,684 4,300,000 14, 512, 156 26,357,532 30, 610, 662 600,418,862 2, 807, 966 13, 613, 283 165,117,627 46, 299, 227 18,473,722 11,372,696 2,014,868 63,299,479 80, 619, 006 8, 023, 493 6,437,197 5, 656, 813 31,032,187 PASSENGERS PER INHAB- ITANT. 1902 1890 122 190 246 176 232 201 201 232 177 163 241 259 168 161 156 166 185 266 169 138 256 263 168 113 211 340 115 149 228 54 166 67 169 112 148 92 202 94 221 174 132 66 68 85 126 234 42 80 158 108 90 76 38 135 270 27 65 66 134 PASSENGERS PER MILE OF TRACK. 1902 348, 372 266, 019 506, 179 428, 941 1890 191, 180 269, 725 231,331 395, 935 327, 080 343,276 248,895 207,554 273, 120 314, 639 315, 317 187, 641 234,610 230, 924 322, 848 251, 016 294, 960 726, 416 140,448 202, 159 640,166 359, 197 329, 542 210,424 242, 796 327,089 424,441 108, 655 208,840 205, 605 457, 001 238, 611 461,985 280,379 246,605 236,048 164, 709 140,900 263,395 291,235 72, 691 166, 262 93,478 149, 617 165,990 199,234 773,949 166, 171 114, 368 470,260 408,571 310, 687 182, 927 88,062 374,066 516,061 100,783 145,869 134, 686 373, 882 PASSENGER- CAR MILES. 1902 7,449,410 23, 330, 292 47,524,724 17,290,756 102, 366, 407 23, 940, 175 18,768,515 6,619,476 6,458,908 6,921,490 24, 689, 773 15,979,864 9,533,269 9,566,844 3,663,631 9,143,023 12,895,343 17,810,169 180,499,539 5, 449, 713 6,373,697 61,175,495 34,311,111 8,016,662 5,196,819 2,198,630 31,014,097 20,553,252 2,322,162 3,704,195 5,517,484 16,577,212 PASSEN- GERS PER CAR MILE. 1902 3.5 4.1 4.8 4.3 4.0 4.3 4.7 4.8 4.3 6.0 3.6 3.2 3.6 4.5 5.1 4.9 3.0 .5.2 3.2 3.4 5.4 4.9 5.6 3.9 8.9 4.2 5.7 3.6 3.6 4.1 1 Population shown for 1902 is that reported at the census of 1900. As most of the cities increased materially in popula- tion during the two years between the 1900 census of population and that of street railways, the apparent increase in the proportion of trackage and traffic to population since 1890 is somewhat exaggerated. The method of selecting the areas which should be con- sidered as a single urban center in preparing this table has been described in Part I, Chapter I. Attention was there called to the fact that, because of the complica- tions arising where urban railways extend into rural districts, or where part of the strictly urban traffic is carried by railways that are primarily interurban, com- parisons between cities in respect to the proportions which trackage and traffic bear to population are not exact. Nevertheless, except with regard to two or three cities which have been omitted from the table, the data, especially those showing traffic, are not sufficiently af- fected bj'^ these complications to vitiate conclusions. Relation of trackage to population.: — In 1890 the development of street railwaj^ service, as shown b}' the amount of trackage constructed, varied widely in dif- ferent cities. In a few urban centers new electric sj^s- tems had recently been installed and trackage had in- creased considerably, but in other cities the limits of the horse railway had not yet been escaped. During the interval between the two census periods most of the cities which had been more backward in street railway enterprise made a rapid advance, so that at present the proportion of trackage to population is more nearly uniform than it was in 1890. Some of the urban cen- ters, therefore, show a great increase in the length of track per 1,000 inhabitants since 1890, while others show little increase, and 8 of the 32 cities even show a a decrease, which, however, with a single exception, is slight. The extension of the leading railway system of Buf- falo, N. Y., to Lockport and Niagara Falls, N. Y., and other neighboring places, accounts in part for the con- spicuous increase in the ratio of trackage to population in that urban center. Similar suburban and interurban extensions also explain in large measure the marked addition to trackage in the great iron and steel center TRAFFIC. 25 of which Pittsburg, Pa. , is the leading city, and in Oak- land, Cal., and vicinity. In two of the very largest cities. New York and Phila- delphia, the rate of increase in trackage since 1890 has been only about one-fifth greater than that in popula- tion. This is primarily because the tremendous demand for rapid transit in these cities had forced a greater development of street railways even in 1890 than was found in many of the less densely populated urban cen- ters. In Chicago, however, the proportion of trackage to inhabitants increased about 70 per cent during the interval between the two census periods. The only urban center which shows a conspicuous decline in the proportion of trackage to population since 1890 is that of Los Angeles, Cal. , and the neighboring municipali- ties. In 1890 there were no less than 2A miles of track for each 1,000 inhabitants in that center, a much greater proportion than was found in any other. This extreme development was doubtless attributable in part to the boom then prevailing in southern California. Street railways were built partly in the expectation that great cities would grow up throughout the section, and partly with the purpose of facilitating the sale of real estate. The street railways of this urban area carried three times as many passengers in 1902 as in 1890, but their trackage had increased by only one-seventh, while the population had nearly doubled. In comparing the different urban centers at the pres- ent time it may be observed that length of track is a less accurate measure of street railway development than the number of passengers carried or the car mile- age operated. The amount of track required to serve adequately the needs of the people depends largely on the density of population and the topographical condi- tions of the city. Thus, largely because of the dense population in New York city, the proportion of track- age to population there is lower than in any other urban area except Albany and Troy, N. Y., and St. Joseph, Mo. Philadelphia and Boston also show con- siderably less track per 1,000 inhabitants than most of the smaller cities. The population of Chicago is more scattered than that of the large cities just named, and it has, therefore, a larger proportion of trackage to population. The greatest length of street railway track per 1,000 of population is found in the western cities, Denver, Colo. , and Oakland and Los Angeles, Cal. This is explained by their scattered population and also by the fact that the companies operating there have a con- siderable suburban and interurban trackage. Relatimi of traffic to population. — While many urban centers of more than 100,000 inhabitants show little increase, and some show an actual decrease, in the ratio of trackage to inhabitants since 1890, there is no center in which the proportion of street railway passengers to inhabitants has not increased, and there are few in which the increase has not been a large one. The slightness of the increase in the proportion of passengers to population in New York city is in part explained in another part of this report (see pages 31 to 38 passim). Up to the present time the railways of that city have not been able fully to meet the demand for transportation. In a few other cities in which street railway traffic was most fully developed in 1890 the increase in the proportion of passengers to inhabit- ants also has been slight. Denver, Colo., and Kansas City, Mo., are conspicuous instances. On the other hand, Baltimore, Philadelphia, Boston, Chicago, and Pittsburg- Allegheny, among urban centers of more than 500,000 population, show a verj^ marked increase in the proportion of passengers to inhabitants. In 1890 a large part of the railway systems of Chicago, Pittsburg, and Philadelphia was still operated by horse- power. The subsequent increase in traffic is, therefore, partly due to the superior convenience of electric trac- tion. The number of rides per inhabitant in Pittsburg and vicinity was 108 in 1890 and 263 in 1902. Another illustration of the increase in traffic that has followed the introduction of electricity is seen in Baltimore, where in 1890, with a system confined almost entirely to horse cars, there were but 93 passengers per inhabit- ant, while in 1902, the system having become entirely electric, 190 rides per inhabitant were reported. Sev- eral smaller cities, which were almost wholly dependent on horse cars in 1890, also present very marked increases in the density of traffic. Altogether there are 12 out of the 32 centers in which the proportion of passengers to population doubled between 1890 and 1902. Other conditions being equal, the extent to which the people of a city will patronize its street railways will depend largely on the size of the city. This is borne out by the figures in Table 19. The rank of the cities in 1902, as regards the ratio of passengers to in- habitants, bears a rough parallelism to their rank in population. Other factors, however, also influence the relative amount of street railway traffic, among which are the shape and general topographical features of the city, especially the presence or absence of hills; the density of population per unit of area; and the situa- tion of the business sections with reference to the resi- dence sections. The average wealth of the masses of the people and their habits and customs of life also affect their patronage of the street railways. Of the 8 urban centers of more than 600,000 popula- tion, 7 show little difference in the degree of street railway patronage, the range being only from 190 to 266 rides per inhabitant. The eighth of the urban centers of this class, showing only 150 rides per inhabitant, con- sists of the neighboring cities of northern New Jersey and differs from the others in material characteristics. San Francisco, though falling in the second group of urban centers, has by far the largest ratio of street railway rides to inhabitants. On the average, each inhabitant of that city took about one ride per day dur- ing 1902. The city abounds in steep hills, and the manu- 26 STREET AND ELECTRIC RAILWAYS. facturing and commercial interestsare mostlj' centi-alized within a small area, while the residence section is exten- sive and comparative!}' thinly populated. Among the center* of less than 500,000 population, Los Angeles, Cal. , Kansas City, Mo. , and "Washington, D. C. , follow San Francisco in the ratio of passengers to inhab- itants. The patronage of street railways is least per inhabitant in the Scranton, Pa., center. The low ratio is probably due to the fact that the patronage comes largelj' from a mining population, with a low average of per capita wealth and with residences near the place of work. St. Joseph, Mo., Kochester, and Albany- Troy, N. Y., are also conspicuous for the small degree of street railway patronage. PuHnengers per mile of fracli. — The column in Table 19 indicating the number of passengers carried per mile of track in the largest urban centers needs little com- ment. With seven exceptions the number of passengers car- ried per mile of track in tliese 32 urban centers has in- creased since 1890, and despite the fact that the average ride in practically all of the cities has doubtless length- ened materially during this period. The decline in the density of traffic per mile of track in Buffalo, New York city, Chicago, Pittsburg, St. Louis, San Francisco, and Oakland is attributable to the extension of railways into thinly populated parts of these cities and into sub- urban and rural districts where traffic is comparati\'ely light. Beyond question in these, as in other cities, the traffic upon tracks which were alread}' built in 1890 has increased since that time. If attention be confined to those cities in which the increase in trackage since 1890 has been relatively slight, a very great increase in the ratio of passengers to trackage appears in nearly every case. Thus, of the 12 urban centers named in Table 19, in which the length of track per 1,000 inhabitants did not increase more than one-fifth between 1890 and 1902, 4 — Los Angeles, Cal., Memphis, Tenn., Milwau- kee, Wis., and St. Joseph, Mo. — more than doubled the number of passengers per mile of track; 4 others — Indianapolis, Ind., Louisville, Ky., New Orleans, La., and Omaha, Nebr. — show an increase of more than 40 per cent; and 3 others — Denver, Colo., Cleveland, Ohio, and Philadelphia, Pa. — show an increase of between 25 and 40 per cent. In New Y'ork city the number of passengers per mile is 726,416, and in Philadelphia, 640,165, while Boston, San Francisco, and Washington are the other cities which report more than 400,000 passengers per mile. The ratio is least in Los Angeles and Oakland, Cal., because of their extensive suburban lines, and in Scranton, Penn83dvania. ' A comparison of these statistics for individual cities in 1902 bears out in a general way the opinion that the larger the cit}' the greater tends to be the numlier of passengers who will be carried per unit of track, Imt many other influences also enter in and often coun- teract that of population. Pa>ixeiujerK jjer cur iriUe. — Because of differences in the size of cars and in the average length of rides a bare comparison of the number of car miles operated in the different individual cities and of the number of passengers per car mile is much less instructive than the other comparisons thus far presented. It is impos- sible, from the statistics, to trace any connection be- tween the size of the city and the number of passengers carried per car mile. The highest I'atio of passengers to car mileage is reported from the great urban center in northern New *ew York in 1903 showed that the number of cars which passed the intersection of the Broadway and Twenty-third street lines was no less than 573 per hour. At Broadway, Sixth avenue, and Thirtj'-fourth street (Herald square), where two north and south lines and one cross town line intersect, the number of cars per hour was 464. Several other points showed as great congestion of traffic.^ The crowding of surface cars at the New York end of the first East River bridge is likewise enormous. Here the difficulty is enhanced by the fact that the several car routes ter- minate at the bridge. Unlike the cars from Brooklj'n, which pass around closed loops, the Manhattan cars run up" to stub ends, and considerable delay is caused by the necessity of changing gates, fender, and controller handle to the other end of the car. The traflic in the business center of Chicago is also hampered by the necessity, under present arrange- ments, of running mauj^ cars to stub terminals. The use of the cable S3'stem, with the difficulty at railway crossings due to the necessitj^ of dropping the cable, tends still further to limit the number of cars which can pass over the tracks in the heart of Chicago. According to a recent report it is impossible to increase the number of cars on most of the lines which run into the business center, and very little improvement in service can be made without radical changes in methods.'' At the corner of Eighth and Market streets in Phila- delphia, where a single track crosses a double track, 315 cars pass between 5 and 6 o'clock every afternoon.'' It is evident that even if there were no other vehi- cles besides cars it would be difficult to operate manj^ more cars than now pass such points as have been de- scribed, but the situation is made much worse by other classes of vehicles. Interference from this source is inevitable in the business quarters of cities, particularlj' where, as too often happens, the streets are absurdly narrow and suited onlj' to the primitive conditions under which they were laid out. A conflict of interests exists between the commerce and trade of the great city (which require the most speedj)- and convenient handling of merchandise) and the patrons of the street railways. It has frequently been asserted, not merely by street railway men, but by public authorities and citizens' organizations as well, that at present the owners and drivers of vehicles do not sufficiently regard the rights ' Keport of F. H. Shepard, Street Railway Journal, January 31, 1903. '^Report of B. J. Arnold to the Chicago city council. MVheatly, "The Philadelphia Rapid Transit System," Street Railway Journal, April 4, 1903. of the street railway and its passengers. Truckmen prefer to drive on the railway tracks because of the smooth surface afforded the wheels, and they do not always turn out as promptly as they could. Moreover drays are often liacked up to the curb and left standing for some time in such a way as to make it impossible for street cars to pass; in many such cases it would be possible for the dray to avoid interference by standing lengthwise of the street. Again there are frequent blockades of vehicles, in part unavoidable with the enormous traffic, in part due to the lack of stringent and well-enforced "rules of the road." How easily vehicle traffic ma}- interfere with the movement of street cars may be judged from a count taken by the Metropolitan Street Railwaj- of New York on December 27, 1902. During the hour from 11 a. m. to 12 m. 1,910 vehicles, not including cars, crossed the tracks of the company at the junction of Broadwaj' and Twenty-third street. From 3 to 4 p. m. 1,250 vehicles crossed the tracks at Canal street and West Broadwa}-, while during the same hour at each of three points on lower Broadwajr more than 1,000 vehicles crossed.* The New York State Board of Railroad Commissioners in 1903, after investigating the complaints regarding the inadequate service on the surface railways of Manhattan, asserted that ' ' the very first and largest measure of im- mediate relief that can be obtained is that which could be derived from the regulation of independent vehicles in the streets." The board further expressed the belief that with adequate regulation of vehicles and with the removal of the obstructions due to the building- of the subway, 25 per cent more cars could be operated, even during rush hours. In accordance with these recom- mendations certain new regulations have recently been adopted by the city authorities. Elevated railways. — In view of the conditions which have been described, it is possible that a wholly sat- isfactory solution of the problem of transportation in great and rapidly growing cities maj' never be attained. What is wanted, eliminating the question of fares, is simply more cars and higher speed, but while there has been a steady progress in both of these directions, seri- ous physical and financial difficulties stand in the way of adequately meeting the requirements. It long ago became apparent that in the largest cities the surface railwa3^s must be supplemented either by elevated or by underground lines, which would both increase the number of available tracks where the traffic was most dense, and greatly add to the speed of travel, thus sav- ing time and lengthening possible journeys. The first elevated urban railwaj^ in the world was chartered in New York as far back as 1867. It was the Greenwich street and Ninth avenue line. Before 1880, the system in Manhattan had attained almost its present form, in which four trunk lines run lengthwise of the narrow island. The relief afforded by these elevated * Wheatly, Street Railway .Journal, January 17, 1903. 36 STREET AND ELECTRIC RAILWAYS. lines was enormous. During the eighties an extensive elevated system was also built in Brooklj'n. The extension of the population northward, which the elevated lines of Manhattan had quickly aided, devel- oped a traiBc which soon overtaxed their capacity. The laying of a third track over part of their structures increased somewhat the possible number of trains, and also permitted the operation of express trains which, by making very few stops, especially during the middle part of the trip, could carry passengers from the foot of the island to Harlem or the Bronx in about half an hour. These express trains were introduced almost solely to meet the heavier traffic at rush hours. But elevated lines suffer even more than the surface lines from the unequal distribution of traffic. The greater proportion of their passengers are persons going to their business in the morning and returning home at night. The longest train which the steam engines, formerly used in New York, could haul was five cars. It became impossible to increase further the number of trains at rush times; indeed, blockades at the terminals, which are quite inadequate in platform space and in number of switch tracks, were of frequent occurrence. In 1902 the vice-president of the Manhattan Railway Company stated that during the rush period 81 trains per hour, going north alone, passed the junction of the Sixth and Ninth avenue lines at Fifty -third street, a number which could not with safety be exceeded, since about half of the trains are compelled to cross tracks at this junction.' 'For these reasons, tens of thousands of long-distance passengers in New York, who would have preferred to take the elevated trains, were compelled by the over- crowding to patronize the slower surface cars. It is a remarkable fact that the number of passengers carried on the Manhattan Elevated Railway actually decreased considerably for several years. In the year ending September 30, 1901, the passengers numbered 191,152,316, nearly the same as in 1890, and more than 28,000,000 less than in 1893. The traffic on the Brook- lyn elevated lines decreased still more, falling from 100,181,372 passengers (including transfer passengers), in 1893 to 62,587,361 in 1901. This decrease in elevated traffic is doubtless attributable chiefly to the improve- ment of the surface railwaj^s, which ofl^ered advantages to short-distance passengers in the greater number of their lines and the frequency of stops. The installation of electricitj- on the elevated lines of New York and Brooklj^n during the years 1901 to 1903 has materially increased their carrying capacity, by making it possible to opei'ate trains of six cars and to maintain a somewhat higher average speed. As a re- sult the passenger traffic has risen rapidly, the number of passengers carried by the Manhattan Railway reach- ing 255,565,390 in the year ending September 30, 1903, an increase of more than 30 per cent over 1901. But ' Wheatlv, Street Railway Journal, January 10, 1903. the present elevated lines of Manhattan have now almost reached the limit of improvement, and they do not begin to meet the demand for rapid long-distance transportation. The capacity of the Brooklyn ele- vated railways has heretofore been limited chiefly by the concentration at a single bridge terminal. It is now proposed, however, to make use of the new Wil- liamsburg bridge for elevated trains, and this will greatly relieve the congestion. Beginning in 1892, four elevated railway systems, radiating from the business center, were constructed in Chicago. While the traffic of these lines is much lighter than in New York, the single loop around the business center, which is used by all of them jointly for all trains, has virtually reached the limit of its capacity. It is, of course, possible to increase considerably the number of elevated lines in anj' city, even in New York, and thereby to relieve the congestion of traffic. The construction of additional tracks in the crowded busi- ness centers toward which trains converge would alone add greatly to the carrying capacity. But serious ob- jections lie against elevated railways in the more im- portant streets. The pillars interfere with traffic on the surface; the structures are usually ugly and shut out the light from the street and buildings below; and the noise of the trains is a very great annoyance. As a result, the value of real estate on certain streets occupied by elevated railways, particularly in the resi- dential sections, has either been diminished or has in- creased less rapidly than elsewhere, and the companies have been compelled to pay large sums for damages to property. For these reasons the attitude of the peo- ple and of municipal authorities is usually one of strong opposition to the erection of additional elevated struc- tures in the business centers or on the more important residential streets. It is doubtful whether an}- new elevated lines would be tolerated on Manhattan Island. Nevertheless, subway railways, which are the only alternative to elevated lines for rapid urban transporta- tion, are much more expensive, and it is probable that a considerable extension of elevated railways in the suburbs of several of the leading cities of this country will be seen. Where the city is not contracted in area by geographic peculiarities it may prove socially and financially profitable to devote a few of the streets to these structures despite their disadvantages. The pres- ent tendency, as shown in existing or contemplated systems in Boston, Philadelphia, and Chicago, is toward the combination of elevated with subway construction for rapid transit railways. The fact that the elevated and sub\vay lines in New York have come under the control of a single company may mean ultimately some passage of trains from elevated tracks to subway. Si/htrat/s. — Subways in conriection with urban passen- ger transportation may serve two quite different pur- poses. They may be used to carry through the more densely crowded business center of the citv the cars TRAFFIC. 37 which elsewhere operate on the surface, or they may be used in any part of the citj' for the operation of cars and trains at higher rates of speed than would he possi- ble on the surface. These two classes may be conven- iently designated b}' the terms subways for surface cars and rapid transit subways. The two functions may in some cases be combined in a single subway. Subways for surface cars are naturally comparatively short. If rapid transit is sought, either the subway must be greatly extended or it must connect outside of the business center with elevated lines. European cities preceded those of our own country in the construction of subways. London's underground steam railroads date back many years. The first under- ground electric line was opened in Budapest about 1896. Within the past few years high-speed electric subway railway's have been constructed in London, Berlin, and Paris, and very extensive additions to these lines are in process of construction or are planned. Aside from a few short and insignificant tunnels for surface cars, such as those under the Chicago river, the first subway for urban transportation in the United States was that constructed b}^ the city of Boston, opened for operation in 1897. The narrowness and crookedness of most streets in the business center of Boston, and the concentration of traffic in Washington and Tremont streets, rendered the operation of surface cars utterly unsatisfactory. The present subway-, most of which lies under Tremont street, has a total length of about 1^ miles. It accommodates both surface cars and high-speed electric trains, the latter emerging from the subway onto an elevated structure. For that part of its length in which the surface cars operate there are four tracks, two for each class of traffic. The subway is leased to the Boston Elevated Railway Company, which operates both the elevated and the surface sys- tems of the city. The center of the elevated system is a large loop, of which the subway constitutes one side, inplosing the chief business section. From the loop radiate two lines, one toward the southwest, extending into Roxbury, and the other across the Charles river into Charlestown. The total length of the elevated and subway lines is about 8 miles of double track. Passen- gers coming from more distant points are given trans- fers to the elevated trains at the terminals, while, in the subway itself, passengers may transfer freely from sur- face cars to the elevated train, or from the elevated train to surface cars in cases where the cars are going in the same general direction. At present no surface cars run entirely through the subway. Those entering from one direction pass around a loop at Park street and return, while those from other directions pass around a loop at Scollay square. The short distance between these two loops is traversed only by elevated cars, but passen- gers, by a double transfer, can pass from the surface lines at one end of the subway to those at the other. 1165—05 4 Great as has been the relief afforded by the Boston subway and elevated system, the situation is still far from satisfactor3^ The subway is so short as to neces- sitate sharp curves, and these diminish speed to such an extent that the subway accommodates with difficulty the cars which are already turned into it. To relieve the situation the city has planned to construct two prac- ticallj^ parallel subways through the business center of Boston. One of these, under Washington street, will be used for the elevated trains, and the other, under Devonshire street, will be for surface cars. It is proposed when the Washington street subway is completed to withdra,w the elevated trains from the Tremont street subway and devote it wholh' to surface cars, part of which, at least, will then pass through its entire length instead of going around loops. A tunnel for street cars has just been completed under the ba}' to East Boston. When these plans ai'e completed, the chief direction in which further development can be made will be in lengthening the present elevated lines and constructing one or more additional radiating lines for fast service, either on elevated structures or in sub- ways. Definite plans of this nature are already under consideration. Much more ambitious is the purpose of the New York Rapid Transit Subway, which will soon be ready for operation. The puipose here is to accommodate ex- clusively long-distance trafiSc. The tracks are kept underground for about three-fourths of their length, but for several miles in the northern part of Manhattan Island they are on a viaduct. The present subway ex- tends from the city hall, where it terminates in a large loop, north on Center street and Fourth avenue to Forty- second street, thence west to Broadwa}' and north on Broadway. At One hundred and fourth street the sub- way divides, one branch crossing Central park and run- ning northeast to Bronx park, while the other, or direct line, continues north to Kingsbridge. The total length of the present subway is 20.81 miles. The subway be- low One hundred and fourth street has four tracks. On two of these, " accommodation " trains will be oper- ated, stopping at intervals of from one-fourth to one- half mile, and maintaining an average speed of about 15 miles per hour. Over the other tracks will run express trains, making fewer stops and with much higher speed. The branches above One hundred and fourth street have two tracks. The upper parts of both branches reach into territory now rather sparsely built, which gives opportunitj^ for considerable expansion of population.' It has been estimated by experts that by the time the new subway is opened the long-distance travel on Man- hattan Island will fuUj^ equal the capacity of both sub- way and elevated lines, and that the congestion of traffic 'Report of the Board of Rajjid Transit Railroad Commissioners, 1900-1901. 38 STREET AND ELECTRIC RAILWAYS. will be as great after the subway is opened as it was before its construction was begun in 1900. The maximum capacity' of the subwaj- is estimated at 30 express trains and 50 local trains per hour in one direction, with a total seating capacity of 28,000 or a possible capacity when crowded of about 43,000 persons per hour. The elevated trains at present carry more than three times that number in one direction during rush hours. Never- theless, a great relief will be afforded to the overcrowded elevated lines and to the thousands of long-distance passengers who now take the surface cars. The decrease in the amount of such traffic on the surface lines, by increasing the available space in the cars, will, it is believed, lead many people to ride short distances who now prefer to walk. Already plans are on foot for the construction of additional north and south subways in Manhattan Island, and it is evident that with the con- stant increase in population, only rapid progress in this direction will keep pace with the growing need for transportation. Further relief for the population of Grreater New York will result from the tunnels and bridges which are under construction, or planned, across the North and East rivers. These improvements are of a charac- ter so strictly bound up with the peculiar local geo- graphic conditions that they throw less light upon the general problem of urban transportation than do the subways in Manhattan itself. It may be noted, how- ever, that one prominent feature in the improvements which are to be effected in connection with these bridges and tunnels will probabh' be the additional use of ele- vated and subway tracks in the crowded parts of Man- hattan and Brooklyn, both for the accommodation of surface cars and for the operation of fast trains. In Philadelphia a comprehensive plan for securing rapid transit and for relieving the cpngestion of surface traffic is now in process of execution. The plan in- volves a subwa}' about two miles long running under Market street, the leading business thoroughfare. The subway will pass around the city hall in a small loop. In addition, a larger loop, beginning at about the same place, will be constructed around the principal business center. This latter loop will have for its longer sides Arch street, two blocks to the north of Market street, and Walnut street, two blocks to the south. The sub- way west of the city hall will have four tracks, two for surface cars and two for trains which are to pass upon elevated structures at the termini of the subway. For the rest of its length the subwaj^ will have two tracks only. The elevated lines to be opened first will consist of a short spur along the river front south from the eastern foot of Market street, and a much longer line west on Market street to Sixty-third street, about ii miles from the city hall. Several other elevated railways are planned, branching to the north and south at three different points on the central stem. Plans for the improvement of transportation condi- tions in other cities by means of elevated railways and subways have not yet reached such an advanced stage of development. In Pittsburg it has been proposed to construct an elevated railway in the business center of the city, subway construction being practically out of the question on account of the physical conditions. In Chicago, among other measures for the relief of the transportation situation, such as the construction of additional loops on the present elevated railwaj's in the center of the city, plans are on foot for the construc- tion of an elaborate system of subways, running in both directions under several of the streets in the business center, for the use of the surface cars. An important point in connection with elevated and subway railways has to do with the relations between them and the surface lines. In Brooklyn, Boston, and Philadelphia, single companies control both systems, while in ^Manhattan and Chicago the elevated and sur- face lines are controlled by different companies; the Manhattan subway and elevated lines, however, being controlled by one company. It is evident that the most satisfactory service to the people will be rendered where transfer from one system to the other is easy and free. A normal aiTangement would be one of radiating ele- vated or subway trunk lines, with interlacing and par- allel surface lines, by which the passenger could more preciseh' reach his destination. Satisfactory suburban and interurban service can be secured only in connection with elevated or subway lines in the densely populated parts of the great cities. There seems no reason why the suburban and interurban cars should not be run directly onto the rapid transit lines in the citj-, as the cars could be so constructed that they could be connected with the regular elevated or subway trains. Something of this sort alread}' exists in Brooklyn where, at the ends of some of the elevated structures, the trains descend to the surface and con- tinue into the suburbs. It will probably not be long- before the interurban railways radiating from such cities as Cleveland, Detroit, and Cincinnati will take the in- itiative in the provision of some method by which their cars can reach the centers of these cities at high speed. The chief difficulty which stands in the way of a rapid development of subway systems for fast long-distance urban transportation is the heavy cost of construction. The cost varies greatly with local conditions. In New York, where an immense amount of rock excavation has been necessary, the present sul)way and tracks, ex- clusive of power house and e([uipment, and of damages to abutting property, will cost the city about$36,500,000, or about $1,7.50.000 per mile of line. From the stand- point of profits, moreover, both elevated and subway railways intended for fast traffic are confronted by the facts that most of their passengers ride long distances; that a majority nmst be carriecl to a single business cen- TRAFFIC. 39 ter; and that a very large proportion of the traffic is dur- ing the few rush hours. As population, aided by the facilities offered, extends farther from the center of the city, these peculiarities will become more marked. Nev- ertheless there is every reason to believe that, either through private or public enterprise, additional sub- ways will gradually be constructed in New York and other cities. It is conceivable that, as subways and elevated railwa3^s become more adequate to handle the entire long-distance traffic, while short-distance traffic becomes the chief business of the surface lines, some difference in fares between the two maj^ be estab- lished, presumably by a reduction in the present fares of the surface railways. VI. STREET KAILWAY FARES. Prevalence of the 5-cent fare. — The rate of fare on about two-thirds of the urban street railways in the United States is 5 cents for any distance covered by a single car. The journey is often extended by means of transfers to other cars, a practice which will be fully discussed in the succeeding section. The prac- tice, very common in Europe, of grading fares accord- ing to distance, does not exist in any proper sense in American cities. In some cases the restrictions on ' transfers are such that certain journeys within the city limits can be accomplished only bj' paying two fares. Naturally this is usually the case where different parts of a city are served by distinct companies. The most conspicuous illustration is in Chicago, where the rail- way systems of the south, west, and north sides are oper- ated as independent units. The one-city one-fare prin- ciple is being strongly urged for Chicago. Consolida- tion of street railways has already virtually brought this about in most cities. American street railway mana- gers very generally maintain that the uniform fare is more advantageous to the public than fares graded ac- cording to distance. Their strongest argument is that the graduation of fares would tend to restrict the ex- pansion of the residential area of cities. They sometimes claim that this effect would be the more certain because to reduce fares for short distances to, say, 2 or 3 cents would make it necessary to raise the charge for longer distances above 5 cents. This necessity might, indeed, arise in cases where the present 5-cent fare brings only a low return to the railway companies, although the re- duction in earnings through a lower fare would be at least partly offset by increased traffic. It is of interest to observe that in several German cities, where graded fares formerly prevailed, the uniform charge for all distances, at least within city limits, has lately been substituted. The 5-cent fare likewise prevails on a majority of interurban lines, which either are so short that a fare of 5 cents will cover a ride over their entire length, or else collect this amount at different stages of longer journeys. The longer and faster interurban railways in most cases, however, collect single fares for the en- tire distance traveled by the passenger, issuing tickets in somewhat the same way as do the steam railways. For the street railways of the country as a whole the average fare during the census year, obtained by dividing the receipts from passengers by the number of fare passengers carried, was 4.94 cents. On urban railways in cities of more than 500,000 inhabitants the average fare was 4.82 cents; in urban centers of from 100,000 to 500,000 inhabitants it was 4.93 cents; in those of 25,000 to 100,000 inhabitants, 4.78 cents; and in those of less than 25,000 inhabitants, 4.83 cents. The fact that the average fare on urban railways of each group is thus someoj)ulation. — Table 34 shows the income account for all operating and lessor companies combined, classified according to the popu- lation groups, while Table 35 shows the percentages of the various items of disbursement. Table 34.— CONDENSED INCOME ACCOUNT FOR OPERATING AND LESSOR COMPANIES COMBINED, CLASSIFIED ACCORDING TO POPULATION: 1902. » Number of companies Gross income Operating earnings Operating expenses Net earnings from operation Income from other sources Gross incopie less operating expenses. Deductions from income, total Taxes Interest, total On funded debt On other debt Miscellaneous deductions Net income Dividends Surplus Total. $250, 247, 142, 105, 2, 108, 60, 13, 46, 43, 2, k 33, 14, 957 526. 642 553, 999 312, 597 241,402 972. 643 214, 045 849, 231 366,335 462,470 578,961 883, 509 020,426 364, 814 039, 171 325, 643 URBAN CENTERS, POPULATION. 500,000 and over. 138 8123,310,971 120, 837, 007 67,300,048 53, 536, 969 2,473,964 56,010,923 30,682,946 8,021,181 22,465,107 21,460,962 1,004,146 196, 667 25,327,978 20, 958, 959 4, 369, 019 100,000 but I 26,000 but under 600,000. under 100,000. 66 851,064,217 51,008,983 27,308,769 23, 700, 214 55,234 23, 765, 448 11,766,926 2,611,881 8, 798, 363 8,366,603 431,860 345,692 11, 999, 522 7,344,007 4, 655, 515 S22, 828, 007 22, 728, 795 13,480,577 9, 248, 218 99, 212 9,347,430 4,803,329 824, 099 3,868,726 3,598,997 269, 729 110,604 4,544,101 1, 650, 123 2, 893, 978 Under 25,000. 314 812,005,511 11,879,327 8,088,172 3, 791, 185 126, 184 3,917,339 2,328,849 340,228 1,953,948 1,732,822 221,126 34,673 1,688,490 311,575 1, 276, 915 INTERURBAN RAILWAYS. Fast, long. 60 810, 166, 768 10,161,736 6,076,983 4, 084, 763 4,032 4, 088, 785 3, 119, 566 243, 639 2, 767, 248 2, 598, 438 168, 810 108,768 969, 230 316,224 654,006 Other. 290 831, 152, 168 30, 938, 161 20,068,048 10,880,103 214, 017 11,094,120 8, 168, 627 1,326,407 6,609,088 6,821,239 787, 849 224, 132 2,935,493 2, 469, 283 476,210 1 Exclusive of reports for 30 companies which failed to furnish this information. 62 STREET AND ELECTRIC RAILWAYS. Table 35. — Percentage distribution of gross income for operating and lessor companies combined, classified according to population: 190S. Total. URBAN 500,000 and over. CENTERS, POPULATION. INTERURBAN RAILWAYS. 100,000 but under 500:000. 25,000 but under 100,000. Under 25,000. Fast, long. Other. Gross income '. 100.0 66.8 5.3 18.6 17.4 1.2 0.4 13.2 5.7 100.0 54.6 6.5 18.2 17.4 0.8 0.2 17.0 3.5 100.0 53.5 5.1 17.2 16.4 0.8 0.7 14.4 9.1 100.0 59.1 3.6 16.9 15.7 1.2 0.5 7.2 12.7 100.0 67.4 2.8 16.3 14.4 1.9 0.8 2.6 10.6 100.0 59.8 2.4 27.2 2.1. 6 1.6 1.1 3.1 6.4 100.0 Operating expenses Taxes 64.4 4.3 Interest, total 21.2 On funded debt On otiier debt Miscellaneous deduc- tions 18.7 2.5 0.7 Dividends 7.9 Surplus 1.5 The chief differences between this combined income account and the income account of operating companies alone lie in the items of rentals, interest, and dividends. Since lessor companies are found mostly in urban cen- ters of the largest size, the combined income account for such centers differs materially from the income account of operating companies alonfe, while in the other groups little difference appears. In urban centers of more than 500,000 inhabitants the combined "deductions from income" or fixed charges — taxes, interest, and miscellaneous deductions — for all railway companies considered as a single system are equal to 24.9 per cent of the gross income. This proportion is slightly larger than for any other urban group, but is smaller than for the two interurban groups. In the largest cities the proportion of divi- dends to the gross income is 17 per cent, exceeding somewhat the proportion in urban centers of the next size, and greatly exceeding the proportion in anj' of the other groups. All the other groups except the ' 'other" interurban railways, however, carried a larger propor- tion of their gross income to surplus than the companies in the largest cities. Interest and dividends combined constitute 35.2 per cent of the gross income in the first group, as compared with 31.6 per cent in the second group, 24.1 per cent in the third group, and only 18.9 per cent in urban centers of less than 26,000 inhabitants. Condensed income accounts, hy states. — Table 36 shows by states the gross income of all operating companies, consisting of the operating earnings plus the income from other sources, and Table 37 presents a condensed income account for all operating street and interurban railway companies by states. The various items of taxes and fixed charges are shown in detail for each state in Table 38. Table 36.- -Crross income of operating companies, by states and ter- ritories: 1903.^ STATE OR TER- RITORY. Num- ber ol com- panies. Amount. STATE OR TER- RITORY. Num- ber of com- panies. Amount. United States. 799 S260, 504, 627 Missouri Montana Nebraska New Hampshire New Jersey New York North Carolina. Ohio 16 5 4 7 25 ■ 1 62 6 98 7 7 8 17 3 9 16 8 8 17 11 $10,734,692 492,023 1,148,994 604, 131 8, 176, 923 60,881,780 442,467 16,699,851 Alabama Arkansas California Colorado Connecticut Delaware 9 7 SB 7 21 3 6 10 48 26 22 11 12 8 19 10 74 24 5 5 1,497,351 371,560 9. 967, 838 2,227,766 4,355,775 500,659 529,743 2, 375, 224 26,029,2,57 3,813,076 2,403,834 370, 481 2,933,800 2,910,244 1,571,562 4, 898, 627 23,633,410 6,621,173 3,727,648 268, 654 Florida Oregon 1,042,895 Georgia Pennsylvania .. Rhode Island... South Carolina . Tennessee Texas SO, 357, 727 Illinois 2,964,260 Indiana 653, 736 Iowa Kansas 1,866,835 1,547,846 686,611 Kentucky Louisiana Maine Utah Vermont Virginia Washington West Virginia.. Wisconsin All other states and te rri tori es2 249,228 1,667,022 Maryland Massachusetts. .. Michigan Minnesota Mississippi 2,542,906 1,102,171 3,923,884 3,021,063 1 Exclusive of reports for 18 companies which failed to furnish this infor- mation. ^Includes states and territories having less than 3 companies, in order that the operations of individual companies may not be disclosed. These companies are distributed as follows: Arizona, 1; District of Columbia, 2 (8 reports); Idaho, 1; New Mexico 1. FINANCIAL OPERATIONS. 63 Table 37.— CONDENSED INCOME ACCOUNT FOR OPERATING COMPANIES, BY STATES AND TERRITORIES: 1902.' STATE OE TERRI- TORY. Num- ber of com- pa- nies. United States. Alabama — Arkansas — California . . . Colorado Connecticut . Delaware . Florida . . . Georgia... Illinois Indiana .. Iowa Kansas Kentucky . Louisiana . Maine Maryland Massachusetts . Michigan . Minnesota Mississippi Missouri Montana Nebraska New Hampshire. New Jersey New York North Carolina . Ohio Oregon Pennsylvania . . Rhode Island... South Carolina Tennessee Texas Utah Vermont . Virginia . . Washington West Virginia - . Wisconsin All other states and territories 8 ... Hawaii and Porto Rico 799 8247,553,999 16 Gross earnings from operation. 1,497,351 371,560 9,967,288 2,227,286 4, 284, 039 500, 412 529,743 2,375,224 24, 164, 965 3, 813, 076 2,384,421 370, 481 2,932,901 2, 910, 244 1,542,508 4, 898, 627 23, 617, 5^0 6,494,691 3,727,648 258, 664 10,691,220 492, 023 1, 148, 994 604, 131 8, 137, 477 59, 315, 606 437, 259 16, 587, 693 1,042,895 30,319,211 2,964,260 597, 577 1, 866, 835 1, 547, 846 561, 328 249, 228 1,553,478 2,542,906 1,102,171 3,902,059 3,021,063 515, 913 $142,312,697 OPERATING EX- PENSES. Amount. Per- centage of earn- ings. 878,291 216,433 5, 402, 245 1,300,606 2, 773, 608 360,590 339, 375 1,232,320 14,103,211 2,219,791 1,460,993 257,248 1,560,270 1,758,989 1,127,660 2, 312, 323 16,403,667 3,666,328 1,719,687 192,056 6,071,971 365,073 655, 729 478,849 4, 324, 112 33, 677, 724 322, 344 9, 132, 480 663, 912 16, 624, 813 1, 892, 477 398,662 1,079,237 993, 600 356, 879 201, 179 1, 009, 366 1,576,018 652, 862 1,996,024 1, 575, 605 330, 360 57.5 68.7 58.2 54.2 68.4 64.7 72.1 64.1 51.9 58.4 58.2 61.3 69.4 53.2 60.4 73.1 47.2 69.5 56.3 46.1 74.3 56.8 74.2 67.1 79.3 53.1 56.8 73.7 65.1 62.7 51.6 63.8 66.7 57.8 64.2 63.6 80.7 65.0 62.0 59.2 61.1 52.2 64.0 8105,241,402 Net earnings from operation. 619, 060 155, 127 4,565,043 926, 680 1,510,481 139, 822 190, 368 1,142,904 10,061,754 1,693,286 923,428 113, 233 1,372,631 1, 151, 255 414,848 2,586,304 7,213,903 2, 839, 363 2, 007, 961 66, 598 4, 619, 249 126, 950 493, 265 126, 282 3, 813, 365 25, 637, 882 114, 915 7,455,213 14,694,398 1,071,783 198, 915 787,698 554, 246 204, 449 48,049 ■ 544, 122 966, 888 449, 309 1,907,035 1, 445, 468 $2, 950, 628 185, 563 Income from other sources. $108,192,030 550 480 71,686 147 864, 292 19,413 29, 054 15,840 26, 482 43,472 39, 446 1,566,174 5,208 12, 158 38,516 56, 159 25, 283 113, 544 21,825 Gross income less operating expenses. 877, 696, 053 619,060 155, 127 4, 565, 593 927, 160 1, 582, 167 139, 969 190,368 1,142,904 10,926,046 1,593,285 942,841 113, 233 1,373,530 1,161,255 443, 902 2, 686, 304 7, 229, 743 2,865,845 2, 007, 961 66, 598 4, 662, 721 126, 960 493,265 125, 282 3, 852, 811 27, 204, 0.56 120, 123 7, 467, 371 14, 732, 914 1,071,783 255,074 787, 598 554, 246 229,732 48,049 657, 666 966, 888 449, 309 1, 928, 860 1, 445, 468 185, 563 Deduct- ions from income (taxes and fixed charges) . 384, 762 68,071 2, 112, 959 636,005 1, 128, 319 77,439 74, 779 755, 207 8, 453, 191 1,201,297 429, 373 64, 451 777, 433 ■ 690, 380 337,060 2,555,715 5,108,619 1, 788, 797 1, 027, 121 38, 684 4, 635, 401 74, 633 150, 297 83, 786 3, 625, 740 19, 552, 956 98,993 4,137,866 146, 619 12,868,286 351,767 203,196 595,356 199, 483 172, 424 45,089 647, 730 463, 101 266, 842 1, 081, 160 686, 777 $34, 362, 684 106,015 Net income of companies reporting net income. 244, 243 87, 633 2,461,414 432, 428 461, 604 79, 691 116, 337 387, 697 3, 196, 378 438, 115 529, 085 48, 839 602,561 463, 313 148,961 55, 690 2, 301, 508 1, 145, 719 980, 840 28,764 459, 982 66, 196 343, 949 45, 225 385, 232 8,391,716 47,071 3, 467, 102 243, 721 2, 497, 069 912, 477 60, 318 222,214 360, 335 57, 308 20,704 151, 899 504, 784 183, 467 847, 700 873, 465 Deficit of companies reporting deficit. 83,755,707 99, 943 9,945 677 8,780 41,273 7,756 17, 061 723, 523 46, 127 16,617 57 6,454 2,438 42, 109 25, 101 180, 384 68,671 850 432, 662 13, 879 981 3,729 158, 161 740, 615 25,941 137, 597 1,257 632, 441 192,461 8,440 29,972 5,672 17, 744 41,963 997 830, .596, 977 $15,882,110 113, 774 20, 395 Net income for state. Dividends, 234,298 87, 056 2, 452, 634 391, 155 453, 848 62, 530 116, 589 387, 697 2,472,855 391,988 513,468 48.782 596, 097 460, 875 106,852 30,589 2, 121, 124 1,077,048 980, 840 27, 914 27, 320 52,317 342,968 41,496 227, 071 7,651,101 21, 130 3, 329, 505 242, 464 1,864,628 720,016 51, 878 192, 242 354, 763 57, 308 2,960 109, 936 503, 787 183, 467 847, 700 759, 681 81,000 79, 548 6,53, 412 180,000 231,062 9,831 40,720 33,962 2,310,710 33, 974 117, 660 4,000 371, 000 362,198 67, 829 4,000 1,910,060 612,000 870,400 313, 337 230, 800 8,250 78,420 3, 133, 655 1,644,598 54,048 621,811 760,000 720 22,600 3,000 8,760 33, 395 160,028 22,000 300, 663 602,827 19,500 Surplus. 814, 714, 867 153, 298 87, 056 1,799,222 211,156 222, 786 53, 199 74, 869 353, 745 162, 145 358,014 44, 782 225,097 98,677 39,023 26, 589 211, 064 465, 048 110, 440 27, 914 2 286,017 62, 317 112, 168 33, 246 148, 651 4, 517, 446 21, 130 1,684,907 188, 416 1,242,817 2 39,984 51,158 192,242 332, 163 54, 308 2 5,790 76, 541 353, 759 161,467 547, 137 156,854 60,048 1 Exclusive of reports for 18 companies which failed to furnish this information. 2 Deficit. 3 Includes states and territories having less than 3 companies, in order that the operations of individual companie.s may not be disclosed. These companies are distributed as follows: Arizona, 1; District of Columbia, 2 (8 reports); Idaho, 1; New Mexico, 1. 64 STREET AND ELECTRIC RAILWAYS. Table 38.— ANALYSIS OF DEDUCTIONS FROM INCOME (TAXES AND FIXED CHARGES) OF OPERATING COMPANIES, BY STATES AND TERRITORIES: 1902.' STATE OB TEKBITOKY United States . . Alabama Arkansas California Colorado Connecticut Delaware Florida Georgia Illinois Indiana Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire New Jersey New York North Carolina Ohio Oregon Pennsylvania Rhode Island South Carolina Tennessee Texas Utah Vermont Virginia Washington West Virginia Wisconsin All other states and territories^ Hawaii and Porto Rico Num- ber of com- panies. 799 877, 595, 053 Aggregate. 384, 762 68, 071 2, 112, 959 536, 005 1,128,319 77,439 74, 779 755, 207 8,453,191 1, 201, 297 429,373 64, 461 777, 433 690, 380 337, 050 2,555,715 5, 108, 619 1,788,797 1,027,121 38,684 4, 635, 401 74, 633 150,297 83, 786 3,625,740 19, 552, 955 98, 993 4, 137, 866 146, 519 12, 868, 286 351, 767 203, 196 595, 356 199, 483 172,424 45, 089 547, 730 463, 101 265,842 1,081,160 685, 777 106, 015 Total. «13,078,899 37, 047 7,213 495, 179 78,264 243, 393 13, 973 12, 439 110, 846 1,488,359 185, 014 54,115 8,401 177, 775 200, 156 29, 704 402, 223 1,609,496 228, 538 131,128 4,501 646, 682 13, 975 28, 262 7,822 431, 912 3, 428, 461 10, 791 601,142 17, 622 1, 576, 476 140, 814 21,109 113, 673 36,919 16, 702 4,427 46, 845 78, 239 28,030 150,059 161,283 10, 987 «5, 835, 542 Real and personal property. 32, 940 6,229 471,136 78, 264 4,352 11,976 11,714 108, 679 740, 989 151,609 41,390 7,326 52, 843 179, 549 16, 748 82, 605 437, 893 194, 659 128, 518 4,176 623, 127 11,075 28,252 6,161 221,200 1,450,203 10, 791 313, 845 13,636 102, 673 36, 777 21, 109 107,377 36, 525 16,552 644 28, 989 61,987 27, 483 3,962 49, 799 10, 305 Capital stock. 82,931,252 227, 562 558, 794 12,000 124,174 60 196 864,402 200 1,671 1,616 251, 726 1,569 896, 619 673 Earnings. $2, 719, 287 81, 592, 818 669 895 21,448 11,479 20, 607 12, 522 308, 117 317, 056 30, 823 2,610 22,628 1,532 159, 561 975,753 233, 441 260, 620 103, 993 158 3,075 16,252 547 146, 107 78, 846 Miscella- neous. 350 2,695 1,997 725 2,267 188, 576 33,406 725 1,075 768 384 11, 305 146 3,156 325 101,027 1,168 49, 536 750, 779 62, 287 326, 564 44 6,196 394 160 85 17,048 32, 639 174 INTEREST. Total. 838,085,911 347, 330 60, 858 1, 617, 550 454,479 757,580 63, 466 62, 340 644, 361 3, 037, 830 984. 391 363, 118 56, 060 598, 694 483, 594 301, 772 2,151,517 1, 524, 248 1,547,772 870, 038 34,183 1,756,840 60,658 122, 045 47,390 1, 573, 411 10, 333, 127 87, 219 2,457,684 128, 897 2,056,166 210, 953 180. 392 478, 473 162,564 156, 613 .40,662 490, 484 384, 862 237,812 646, 194 623, 494 68, 618 Funded debt. 835, 223, 284 254,653 60,850 1,579,043 441, 645 732, 108 39,000 62,220 642, 712 2, 786, 563 962, 219 344,8.39 55, 600 591, 672 476, 530 266, 969 2, 138, 492 1,071,242 1,601,111 864, 422 32, 175 1,439,798 58, 375 119, 760 39, 650 1,476,383 9, 528, 743 80, 310 2, 295, 268 128, 719 1,870,540 206, 360 161,259 441, 222 152, 912 140, 000 36, 721 467, 662 374, 168 230, 969 624, 205 467, 420 Real estate mort- gages. 893,078 2,250 11,530 400 667 712 1,677 10, 114 30, 746 3,280 18,804 3,600 2,664 66, 805 Floating debt. 82,769,549 1 Exclusive of reports for 18 companies which failed to furnish this information. " Includes states and territories having less than 3 companies, in order that the operations of individual are distributed as follows; Arizona, 1; District of Columbia, 2 (8 reports); Idaho, 1; New Mexico 1 92,677 10, 008 38,507 12,834 25,472 22,216 120 1,649 239, 737 32, 172 8,279 550 6,922 6,664 34, 136 13, 025 452, 294 46, 661 6,616 2,008 315, 365 2,283 2,295 7,840 86, 914 773, 638 6,909 159, 036 178 166, 822 6,593 19, 1.33 37, 251 9,652 16, 613 3,941 19,222 10, 699 6,853 15, 355 53,410 2,313 Rent of leased lines and ter- minals. Miscel- lane- ous. 825,518,226 $912, 018 3,262 108,046 3,875,007 4,000 1,975 1,967,540 385 19, 300 51, 996 31, 892 22,140 1,C64 6,630 1,674 24,064 2, 230, 164 28,674 1,586,217 6, 719, 589 1,066,636 i, 902, 431 720 7,335 12,487 1,891 1,715 34,200 71, 778 983 12,604 333, 213 975 3,310 109 10,401 284,907 1,000 26,410 companies may not be disclosed. These companies FINANCIAL OPERATIONS. 65 The income account of nonoperating lessor companies, | account for operating and lessor companies considered by states is shown in Table 39, and the combined income | as one system, by states, in Table 40. Table 39.— INCOME ACCOUNT FOR NONOPERATING LESSOR COMPANIES, BY STATES: 1902.i Num- ber of com- pa- nies. INCOME. EXPENDITURES. Net in- come of compa- nies re- porting net in- come. Deficit of com- panies report- ing deficit. Net in- come for state. Divi- dends. Total. Rental. Miscel- lane- ous. Aggre- gate. Taxes. Interest. Mainte- nance of organi- zation, and mis- cellane- ous. STATE. Total. On funded debt. On floating debt and real estate mort- gages. Sur- plus. United States. 158 $26,138,899 $26,116,884 822,016 $8,779,294 $287,436 88,376,559 $8,355,677 $20,882 8116,299 $17,359,837 $232 $17,359,606 $17,157,061 $202,544 Connecticut Illinois 4 8 18 6 4 23 4 86 5 113,546 3,768,762 1,986,774 80,875 1,586,217 5,703,608 1,059,814 9,608,918 2,240,385 113,546 3,758,762 1,986,774 80,875 1,686,217 5,697,399 1,059,814 9, 593, 112 2,240,385 6,209 'i5,"866" 77, 363 1,323,607 705, 967 37,125 1,166,747 1,937,801 66,425 1,821,203 1,655,156 18,052 43, 704 1,323,607 695, 678 37,125 1,160,560 1,908,060 66,425 1, 497, 969 1,664,631 36,500 1,323,607 682, 427 37,125 1, 160, 560 1,908,060 65, 425 1,497,542 1,654,531 7,204 16, 607 36, 183 2, 436, 255 1,280,989 43,750 420, 470 3,765,807 1,004,389 7,787,765 585, 229 ""182' 56' 36, 183 2,435,255 1,280,807 43,760 420, 470 3,765,807 1,004,389 7,787,715 585, 229 44,000 2,435,266 1, 272, 395 2 7,817 Massachusetts . . New Hampshire New Jersey New York 845 13,261 9,444 8,412 43, 750 5,187 29,741 369, 220 3,747,209 988, 966 7,529,069 770, 967 51,250 18,698 16,433 288,646 2186, 728 Ohio Pennsylvania .. All other states s 268, 404 135 427 64,830 490 1 Exclusive of reports for 12 companies which failed to furnish this information. 2 Deficit. ^Includes states haying less than 3 companies, in order that the operations of individual companies may not be disclosed. These companies are distributed as follows: Colorado, 1; Maine, 1; Maryland. 2; Missouri, 1. Table 40.— CONDENSED INCOME ACCOUNT FOR OPERATING AND LESSOR COMPANIES COMBINED, BY STATES: 1902.i Num- ber of com- pa- nies. Operat- ing earn- ings. Operat- ing ex- penses. Net earn- ings from opera- tion. Income from all other sources. Gross in- come less operating expenses. DEDUCTIONS FROM INCOME (TAXES AND FIXED CHARGES). 1 Net in- come. Divi- dends. STATE. Aggre- gate. Taxes. Interest. Miscel- lane- ous. Surplus. Total. On funded debt. On other debt. Connecticut Illinois 25 56 92 13 29 119 66 184 57 $4, 284, 089 24,164,965 23,617,570 604,131 8,137,477 59,316,606 16,687,693 30,319,211 19,359,641 $2, 773, 608 14,103,211 16,403,667 478, 849 4, 324, 112 33,677,724 9,132,480 15,624,813 10,812,560 $1,510,481 10,061,754 7,213,903 125,282 3,813,365 26,637,882 7,465,213 14,694,398 8, 547, 081 $71,686 864, 292 15,840 $1, 682, 167 10,926,046 7,229,743 125, 282 3,852,811 27, 210, 265 7,467,371 14,748,720 8, 620, 087 $1,097,636 6,901,691 3,847,046 92,337 3,205,270 16,771,167 3,126,668 5, 787, 108 7, 479, 926 $261, 445 1,488,359 1,610,341 7,822 431,912 3,428,461 601, 142 1,844,880 1,157,008 $801,284 4,361,337 2,219,926 84, 515 2,733,971 12,241,187 2,813,009 3,664,135 6,319,139 $768, 608 4,110,070 1,753,669 76, 676 2,636,943 11, 436, 803 2,350,693 3, 368, 082 5, 941, 435 $32,676 261,267 466, 257 7,840 97,028 804,384 162,316 186, 053 377, 704 $34, 907 61,998 16, 779 "39," 387 101,619 12,504 388,093 3,779 $484,531 8,024,355 3, 382, 697 32,946 647, 541 11,439,098 4,340,716 8,961,612 1, 140, 161 $275, 062 4,745,966 3,182,455 8,250 447,640 6, 880, 864 2,633,654 8, 150, 880 1,336,123 8209,469 278,390 200, 242 24,695 199,901 4,558,234 1, 707, 162 810,732 8196,962 Massachusetts New Hampshire... New Jersey New "York 39, 446 1,672,383 12, 158 64,322 73,006 Ohio Pennsylvania All other states 2... 'Exclusive ol reports for 12 lessor companies which failed to furnish this information. 2 Includes states having less than 3 lessor companies, in order that the operations of individual companies may not be disclosed distributed as follows; Colorado, 1; Maine, 1; Maryland, 2: Missouri, 1. 3 Deficit. The companies are Wide differences appear among the states in the pro- portions which the various items of the income account bear to one another. From Table 37 it will be seen that the operating earn- ings of the companies in the state of New York — 159,315,606 — constitute no less than 24 per cent of the total for the United States, which amounts to $247,553,999. The operating earnings of the companies in Pennsylvania are somewhat more than one-half as great as those of the New York companies. Illinois is third, with about one-tenth of the street railway earn- ings of the country, while Massachusetts, which shows a remarkable development of interurban traiEc, follows close aftei- Illinois. Of the total net earnings fi-om operation— $105,241,402— New York companies show 125,637,882, or 24.4 per cent. The fact that the street railway companies of New York and Illinois together have more than five-sixths of the "income from other sources" than operation is explained by the large extent to which companies in Cliicago and New York city hold the securities of other companies. Taxes in the several states. — The statistics for states showing the proportion which the contributions of street railway companies to the public treasury bear to their gross income and to their income less operating expenses throw some, though on the whole but little, light upon the policy prevailing under state laws and local ordinances concerning the taxation of this busi- ness and the requirement of compensation for special privileges. Quite as important a cause of the wide variations that appear among the states in this respect is found in the differences in the expense of government and in the general rate and methods of taxation in the communities where the railways are located. The pro- 66 STREET AND ELECTRIC RAILWAYS. portion of taxes to gross income, and even to gross income less operating expenses, is in general lowest in those states where the greatest proportion of railways are in small towns; notably in various states of the West and South, which are lacking in large urban com- munities. In a number of these states the taxes paid were less than 2. 5 per cent of the gross income of the companies. Table 41 shows the ratio of taxes to gross income, and to income less operating expenses, in the more important states. It will be seen that Michigan, Ohio, and Indiana are the only states in the table in which the taxes were less than 5 per cent of the gross income. The lower ratio of taxes in these states is probably due in part to the large proportion of interurban railways, the taxation upon which is as yet less heavy than that upon street railways in cities. Table 41. — Percentage of taxes to income, for street and interurban railways, in selected stales: 190S. PERCENTAGE TAXES TO- OF STATE. Gross in- come. Gross in- come less operating expenses. California 5.0 6.0 5.9 4.9 6.1 6.9 8.2 6.8 3.5 6.0 5.3 5.6 3.6 6.1 6.1 10 8 Connecticut 16 5 Illinois 13 6 Indiana 11.6 12 9 Kentucky Louisiana 17 4 Maryland 16 6 Massachusetts 22 3 Michigan 8.0 13 9 Missouri New Jersey 11 2 New York 12.6 8 1 Ohio Pennsylvania 12.5 14 4 Tennessee Payments to public authorities are heavier in Mary- land than in any other state, being 8.2 per cent of gross income and 1-5.6 per cent of gross income less operating expenses. This fact is due to the policy of the city of Baltimore in requiring a large franchise payment annually from her railways. Louisiana and Massa- chusetts come next with taxes amounting to nearly 7 per cent of gross income. The high proportion in Massachusetts is not attributable to the requirement of special franchise payments to local governments, but rather to the methods of assessing corporate property in general in that commonwealth, and to the commuta- tion of the ordinary requirements regarding mainte- nance and care of the| street surface into cash payments to the local authorities. In Chapter IX will be found a digest of information regarding the special payments for franchise privileges required from street railways in various cities and towns. Mentals of leased lines, hy states.— The, widest differ- ence appears among the states as regards the amount of rental paid for leased lines. In only 12 states are there any lessor companies. The rentals paid in 3 states alone, Pennsylvania, Illinois, and New York, amount to about three-fourths of the total rentals for the United States. The rentals paid by operating com- panies in Pennsylvania amount to no less than 18,902,431, or 29 per cent of the gross income of the companies. The rentals paid in Pennsylvania are equal to nearly three times the amount paid by all the operating companies of that state as interest and dividends on their own securities. In Philadelphia almost all the railway trackage has come under the control of a single operating company, which itself owns no track, but which holds and operates the system under a complicated series of leases and sub- leases. Five-sixths of the entire net operating earnings of this company go to pay the rentals on the bonds and stocks of its 38 lessor companies. A similar con- dition of affairs exists in Pittsburg. A large propor- tion of the surface railway trackage of New York city is likewise controlled under lease, and the rentals paid by operating companies in the state as a whole are equal to nearly one-tenth of their gross income. In Illinois rentals are equal to 15 per cent of the gross income of the railway companies. The Union Traction Companj' of Chicago, the most important company m that city, holds its trackage altogether under lease. The most important railway sj^stem of St. Louis is likewise leased by one company to another, and the rental of leased lines in Missouri is equal to more than one-fifth of the gross income of the street railway com- panies of the state. Detailed comment on the figures of interest, net in- come, dividends, and surplus in the several states would be superfluous. Attention may, however, be called again to the fact that profits in the street railway busi- ness do not by any means necessarily depend upon a high proportionate net income. Thus the street rail- way business in a state in which the proportion of net income is relatively small may yet be highly profitable business, even as disclosed in the income account. Payments to capital in the form of interest and rentals, which are deducted when computing net income, are quite as real a return as those which take the form of dividends. The combined income account for operat- ing and lessor companies. Table 40, gives a very differ- ent view of the profitableness of street railway operation in some of the states from that which appears in the income account of operating railways alone. II. ANALYSIS OF OPERATING EARNINGS. Operating earnings of companies., classified according to power. ~T&h\& 42 shows, for all companies and for the various groups distinguished according to the char- acter of power used, the amount of operating earnings from the different sources. FINANCIAL OPERATIONS. Table 42.— OPERATING EARNINGS OF COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902.' Number of coorpanies Operating earnings From passengers From chartered cars From freight From mail . . . ; From express From sale of electric current for light and power From miscellaneous sources Total. 799 $247, 553, 999 233,821,548 303, 608 1,038,097 432, 080 401,672 7,703,674 3,853,420 ELECTRIC, SURFACE. Without commercial lighting. 556 S204, 076, 037 197,989,040 261,588 780,444 390,256 377, 489 1, 196, 025 3,081,246 With commercial lighting. 112 822,088,656 15,084,684 38, 949 182, 076 20, 623 17, 560 6,445,642 299, 322 Part time. 67 $2, 475, 365 2,344,571 3,005 21,788 2,081 5,419 62,007 36, 494 Animal. 52 81,475,901 1,449,228 66 10, 242 1, 005 280 15, 080 Steam and electric elevated. $16, 397, 867 16,001,186 17, 948 378, 733 Cable, sur- face, and inclined planes. 14 $1,024,323 945,160 36,854 17 824 42, 468 67 steam, surface. $16, 850 7,779 7,693 150 160 1 Exclusive of reports for 18 companies which failed to furnish this information. Table 43 shows the percentage which each item bears to the total earnings of the group. Table 43.— PERCENTAGE DISTRIBUTION, BY SOURCES, OF OPERATING EARNINGS OF COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902. Operating earnings From passengers From chartered cars From freight From mail From express From sale of electric current for light and power From miscellaneous sources Total. 100.0 94.4 0.1 0.4 0.2 0.2 3.1 1.6 ELECTRIC, SURFACE. Without commer- cial lighting. 100.0 97.0 O.l 0.4 0.2 0.2 0.6 1.6 With com- mercial lighting. 100.0 68.3 0.2 0.8 0.1 0.1 29,2 1.3 Part time. 100.0 94,7 0.1 0.9 0.1 0,2 2,5 1.6 Animal. 100.0 98.2 (') 0.7 0.1 (■) 1.0 steam and electric elevated. Cable, sur- face, and inclined planes. 100.0 97.6 0.1 'i's' 100.0 92.3 (>) 3.6 ) 0.1 "i.'i steam, surface. 100.0 49.1 48.6 0.9 0.9 0.5 1 Less than one-tenth of 1 per cent. It will be seen that including the small amount from chartered cars 94.5 per cent of the earnings of all companies were derived from passenger traffic. Of the other sources of earnings the sale of electric cur- rent for light and power was the most important. Of the receipts from this last source 83.7 per cent were earned by that group of electric railways which operate fairly distinct and important light and power plants in addition to their railway business. They derived 29.2 per cent of their operating earnings from the sale of light and power. It is scarcely possible to draw a sharp distinction between companies which operate commercial lighting plants and those which do not. The small sales of current reported by companies which are not regarded by the Bureau of the Census as operating separate light and power plants are, in considerable measure, made to other railway companies or to electric light companies, which take the current directly at the dynamo and distribute it. Railway companies differ to some extent in regard to the distinction which they make between freight and express business, and the amounts of these items, there- fore, can not be considered as based upon exact defini- tions. Elevated railways reported only a small amount of income from mail service and none from freight and express. The freight earnings of the group of cable railways are confined to the inclined plane roads, which derive about one-sixth of their revenue from this source. The item of miscellaneous earnings covers I'eceipts from a considerable variety of sources. In the case of some companies it includes a certain amount of revenue which, strictly speaking, should be treated as miscel- laneous income rather than as earnings, since it is derived from sources not directly connected with the railway or with the accompanying light and power business, but which was not distinguished in the re- turns from earnings proper. The most important source of miscellaneous earnings was street car adver- tising, and, particularly in the case of elevated .rail- ways, advertising in stations. This revenue belongs properly enough to earnings. Some companies deri^-e a small amount of earnings from parks and other pleas- ure resorts which they operate. In the majority of instances, however, these establishments are run at a loss, so far as their direct operations are concerned, the company making its profit from the increase in traffic. The sums received by certain railway companies for permitting the cars of other companies to run over their tracks are likewise properly included under the head of miscellaneous earnings. Operating earnings of comjxinies, classified according to poptdation. — Tables 44 and 45 show the amount and percentage distribution of the various items of operat- ing earnings of all street and interurban railway com- panies, classified according to the population of the urban centers served, with the further distinction of the two classes of interurban railwavs. 68 STREET AND ELECTRIC RAILWAYS. Table 44.— OPERATING EARNINGS, BY SOURCES, OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902.' Total. URBAN CENTERS, POPULATION. INTEEURBAN RAILWAYS. 600,000 and over. 100,000 but under 500,000. 25,000 but under 100,000. Under 26,000. Fast, long. Other. Number of companies 799 8247,563,999 233,821,648 303,608 1,038,097 432, 080 401,672 7,703,574 3,853,420 65 8120,837,007 118, 196, 786 70,986 34,336 217, 777 63,193 425,926 1,839,004 47 851,008,983 49,014,651 66, 305 141,674 76,081 7,191 1,011,031 693, 150 83 822,728,796 19, 928, 711 23, 666 168, 499 23,251 4,946 2,236,787 352,945 312 811,879,327 9,241,431 12,239 81,323 18,335 12,023 2,259,694 254, 282 63 810,161,736 8,994,849 37, 987 300,685 29, 126 171, 111 397, 217 230,761 239 Operating earnings 830,938,151 From passengers 28,446,120 From ciiartered cars 93,435 From freiglit 321,680 From mail 67,510 From express 163, 208 From sale o£ electric current for light and power. . . From miscellaneous sources. . . 1,372,920 483,278 1 Exclusive of reports for 18 companies which failed to furnish this information. Table 45.— PERCENTAGE DISTRIBUTION, BY SOURCES, OF OPERATING EARNINGS OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902. Operating earnings From passengers From chartered cars From freight From mail From express From sale of electric current for light and power From miscellaneous sources Total. 100.0 94.4 0.1 0.4 0.2 0.2 3.1 1.6 URBAN CENTERS, POPULATION. 500,000 and over. 100.0 97.8 0.1 o 0.2 0) 0.4 1.6 100,000 but under 600,000. 100.0 96.1 0.1 0.3 0.1 2.0 1.4 25,000 but under 100,000. 100.0 87.7 0.1 0.7 0.1 '''9.8 1.6 Under 26,000. 100.0 77.8 0.1 0.7 0.2 0.1 19.0 2.1 INTERUEBAN RAIL- WAYS. Fast, long. 100.0 88.5 0.4 2.9 0.3 1.7 3.9 2.3 Other. 100.0 92.0 0.3 1.0 0.2 0.5 4.4 1.6 1 Less than one-tenth of 1 per cent. The corresponding statistics for full-time electric surface railways not furnishing commercial lighting are presented in Tables 46 and 47. Table 46.— OPERATING EARNINGS, BY SOURCES, OF FULL-TIME ELECTRIC SURFACE RAILWAY COMPANIES, WITHOUT COMMERCIAL LIGHTING, CLASSIFIED ACCORDING TO POPULATION: 1902.' Number of companies Operating earnings From passengers From chartered cars From freight From mail From express From sale of electric current for light and power. From miscellaneous sources Total. 656 8204, 076, 037 197, 989, 040 261, 588 780, 444 390, 2.56 377,439 1,196,025 3,081,245 URBAN CENTERS, POPULATION. 500,000 and over. 100,000 but under 600,000, 47 8102,896,131 100, 708, 508 70, 986 10, 904 199,829 62, 369 425, 925 1,427,610 846, 589, 368 44, 544, 520 67, 210 128, 234 72, 981 7,191 148, 374 630, 868 25,000 but under 100,000. 66 815, 366, 896 14,801,254 13, 466 88, 172 17,841 3,584 151,407 281,171 Under 25,000. $6, 377, 6, 034, 7, 36, 14, 10, 138, 136, 165 469 681 671 192 172 006 156 691 INTERURBAN RAILWAYS. Fast, long. $7, 640, 6,968, 34, 241, 25, 160, 17 194 Other. 200 826,215,532 24,932,033 78,311 276,860 60, 130 143, 685 314,990 410,523 1 Exclusive of reports for 16 companies which failed to furnish this information. Table 47.— PERCENTAGE DISTRIBUTION, BY SOURCES, OF OPERATING SURFACE RAILWAY COMPANIES, WITHOUT COMMERCIAL LIGHTING, TION: 1902. EARNINGS OF FULL-TME ELECTRIC CLASSIFIED ACCORDING TO POPULA- Operating earnings From passengers From chartered cars From freight, mail, and express From sale of electric current for light and power From miscellaneous sources Total. 100.0 97.0 0.1 0.8 0.6 1.5 FINANCIAL OPERATIONS. 69 The proportion which passenger earnings bear to the total earnings depends primarily on the amount of in- come from light and power, and it is therefore quite different, in some of the population groups, when elec- tric surface companies without lighting plants are con- sidered alone, from that which appears for all classes of companies combined, including those selling light and power in a commercial way. For all companies the proportion of passenger earnings to total earnings is greatest in the centers of more than 600,000 population, and, decreasing with population, becomes smallest in those of less than 25,000 inhabitants. The receipts from chartered cars in all classes of urban centers are exceedingly small. The item of earnings from chartered cars is of somewhat greater significance on interurban railways, constituting four- tenths of 1 per cent of the total earnings of fast, long interurban railways and three-tenths of 1 per cent of the earnings of other interurban lines. It is not un- common for pleasure parties to avail themselves of the convenience and comfort of chartered interurban cars for long journeys into the country or for visits to neigh- boring towns and cities. The earnings of urban street railways from freight, mail, and express service are insignificant as compared with their passenger earnings. The distinction between freight and express traffic as made by street and elec- tric railway's is not a very precise one, and these two items in the tables should therefore be considered jointly. The earnings from these two sources are relatively greater in small cities than in the larger cities. The freight and express business of the interurban rail- ways of both classes is much more important than that of urban railways. The total revenue of fast, long interurban railways from freight, mail, and express traffic amounted to |500,922, or 4.9 per cent of the gross earnings of all interurban companies of this class. There are striking differences among the various urban groups in regard to the proportion of earnings derived from the sale of electric light and power. If companies of all classes, including those furnishing commercial lighting, be considered together, it will be found that whereas only two-fifths of 1 per cent of the earnings of companies in urban centers of more than .500,000 inhabitants were derived from light and power, the corresponding proportion in cities under 25,000 inhabitants was 19 per cent. For reasons elsewhere sug- gested (page 13) it is much more common to find rail- way business combined with light and power business in small and medium-sized cities than in large ones. Several interurban railway companies of both classes also operated lighting plants and derived a considerable amount of earnings from them. 1165—05 6 When attention is confined to those electric surface railway companies which are not i-egarded by the Bureau of the Census as doing a commercial lighting business, it appears that the earnings from the incidental sale of electric current were also greater among companies in urban centers of less than 100,000 inhabitants than among companies in the larger cities. The various population groups do not show a wide divergence as regards the proportion which the earn- ings of railway companies from miscellaneous sources bear to the total earnings. On the face of the returns the proportion of receipts from such sources was dis- tinctly greater in urban centers of less than 25,000 in- habitants than in the larger centers. This is probably attributable, at least in part, to the failure of compa- nies in these towns to distinguish strictly between mis- cellaneous earnings, which are properly assignable to street railway operation, and miscellaneous income, which is derived from property entirely distinct from the street railway business. The miscellaneous receipts are made up of such a wide variety of items that it is impossible, in the absence of the exact figures for each item, to derive any significant comparisons from the totals for groups. One would, perhaps, expect the re- ceipts from advertising to be comparatively larger in great cities than in those of smaller population, and this opinion seems to be confirmed b}' such incomplete data regarding the earnings from advertising as appear in the original schedules. Operating earnings, l>y states. — Table 48 presents the sources of operating earnings, by states and territories. The proportions of the earnings from different sources in a given state depend in considerable measure upon the size of the cities in which its street railway compa- nies operate and upon the presence or absence of interurban railways. Thus the earnings from freight, mail, and express service combined are relatively much larger in Ohio and Michigan than elsewhere, because the interurban railways in those states have developed this class of traffic to a considerable degree. The com- panies of Marjdand derived a greater proportion of their revenue from carrying mail than the companies of any other state, although this item was also consider- able in Illinois, Missouri, and Massachusetts. Receipts from the sale of electric current for light and power constituted a larger proportion of total earnings in sev- eral of the Southern and Western states, where the total business of the companies is comparatively small, than in the leading Northern states. A considerable income was, however, derived from the sale of light and power by the street and interurban railways of Connecticut, Ohio, Illinois, Iowa, and Wisconsin. 70 STREET AND ELECTRIC RAILWAYS. Table 48.— ANALYSIS OF GROSS EARNINGS FROM OPERATION, BY STATES AND TERRITORIES: 1902.> STATE OR TERRITORY. United States . Alabama Arkansas California Colorado Connecticut Number of com- panies. 799 Delaware . Florida . . . Georgia . . . Illinois Indiana . . . Iowa Kansas Kentucky. Louisiana . Maine Maryland Massachusetts . Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire . New Jersey New York North Carolina. Ohio Oregon Pennsylvania . . Rhode Island . . South Carolina. Tennessee Texas Utah Vermont. Virginia . Washington West Virginia Wisconsin All other states and territories 2. Hawaii and Porto Rico 35 Total. $247, 663, 999 1, 497, 351 371,660 9, 967, 288 2, 227, 286 4,284,089 500,412 529, 743 2,376,224 24, 164, 965 3, 813, 076 2, 384, 421 370, 481 2, 982, 901 2, 910, 244 1,642,608 4,898,627 23, 617, 570 6, 494, 691 3, 727, 648 268, 654 10,691,220 492, 023 1, 148, 994 604, 131 8, 137, 477 ■ 69, 315, 606 437, 259 16,587,693 1,042,895 30, 319, 211 2,964,260 597, 577 1,866,835 1,647,846 561,328 249, 228 1, 563, 478 2, 642, 906 1,102,171 3, 902, 059 3,021,063 515, 913 Passengers. 8283,821,548 1,135,266 322, 805 9, 464, 723 2, 091, 824 3,829,094 476,539 411,533 1, 594, 982 23, 270, 828 3,632,579 1, 969, 965 343, 197 2, 780, 487 2, 836, 262 1, 311, 198 4, 748, 426 22, 807, 316 6,014,842 3, 660, 483 154, 597 10, 422, 536 382, 462 1,107,494 679, .646 7, 989, 544 57, 347, 930 247,812 15, 293, 916 969, 231 29, 637, 284 2,874,255 401, 553 1,759,680 1,501,188 647, 876 216,013 1,103,732 1,813,156 958, 805 3, 156, 168 2,876,433 Chartered cars. 8303, 608 2,211 114 3,637 8,106 12, 436 494 667 4,972 12, 616 6,868 954 200 1,407 4,467 251 520 43, 182 20, 313 4,]38 113 5,652 Freight. 81,038,097 34,494 26 47, 625 1,044 21,585 63, 418 76 37,450 507 24, 407 1,963 61 68 2,260 1,197 16,652 2,270 2,486 9,772 23,165 18, 781 17, 648 Mail. Express. 8432, 080 1,415 20, 116 2,000 6,807 2,500 80,380 16, 343 12, 876 47, 904 7,379 50, .644 486, 258 2,036 3,233 100 11,489 9,429 301 1,182 6,364 197, 324 8,367 211, 842 17, 287 36, 663 43, 835 16, 679 1, 239 3,000 516 440 42,596 1,977 5,299 566 2,168 1,682 6,179 33, 372 18, 454 11,143 4,335 8401, 672 1,362 3,676 16, 660 Sale of electric cur- rent for light or power. 87, 703, 574 23, 351 12, 791 63,501 6,160 41,071 366 2,698 4, 0.50 4,822 66, 077 160 10, 148 17, 893 9,182 4.162 9,409 11, 169 4,140 1.63.224 4,392 34 967 3.6, 171 2,904 61,377 1,769 1,604 4,836 666 800 2,201 1,617 1,883 755 765 120 96 64, 213 1,600 57, 679 163 28, 477 536 719 1,768 5.S2 318, 660 45, 630 279,216 111, 104 348, 237 5,112 110, 363 727, 847 519, 958 144, 323 296, 730 23,007 133, 337 37, 753 102, 318 10,843 250, 109 195. h28 49, 680 103, 236 172, 036 43,284 36, 073 10,625 15,459 471, 509 163, 667 602,619 33, .622 138, 602 25, 687 171, 562 86, 901 20,859 1,571 387, 031 641,800 126, 117 690, 2S4 62.485 26, 4.>1 1 Exclusive of reports for 18 companies which failed to furnish this information. = Incljides states and territories having less than 3 companies, in order that the operations of individual companies mav not be discloseti THp^p are distributed as follows: Arizona, 1; District of Columbia, 2 (8 reports); Idaho, 1; New Mexico, 1. i-ompauies may noi: oe oisciosea. Ihese Miscella- neous. 83,863,420 3,943 2,986 148, 395 14,252 64,204 15,997 4,179 37, 061 286, 655 90,665 94, 793 3,511 8,840 31,090 32, 773 78,956 451,493 51,837 19, 012 708 38,154 15,344 2,685 8,608 100, 607 1,116,135 16,848 349,016 19,281 493,501 16,215 6,318 14, 111 19,275 9,886 6, 896 45,903 19,333 10,234 43, 771 3,875 companies III. ANALYSIS OF OPERATING EXPENSES. Detailed analysis^ Inj states.— "X^d^A^ 49 presents for the United States and for each state an analysis of the operating expenses of street railways under six main divisions and thirty-nine subdivisions. The classitica- tion of expenses is that adopted by the American Street Railway Accountants' Association. In the appendix to this report will be found a detailed list of the different items of expenditure which, according to the rules of that association, are to be included in each of the divi- sions and subdivisions. This classification applies less satisfactorily to animal power, elevated, and steam railways than to electric and cable railways, and less satisfactorily to electric railways having commercial lighting plants than to those without them. Neverthe- less, electric railway companies without commercial lighting plants do such a large proportion of the total business for all classes of companies that the totals of the table, which include all operating com- panies, may be regarded as showing in a fairly accu- rate manner the distribution of expen.ses of this class of companies. 72 STREET AND ELECTRIC RAILWAYS. Table 49 ANALYSIS OF OPERATING 26 New Jersey . STATE OR TERRITORY, United States . Alabama Arkansas California Colorado Connecticut. Delaware . Florida Georgia . . . Illinois Indiana... Iowa Kansas Kentucky. Louisiana . Maine Maryland Massachusetts . Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire . New York North Carolina. Ohio Oregon Pennsylvania . . Rhode Island . . South Carolina. Tennessee Texas Utah Vermont . Virginia . Washington West Virginia Wisconsin All other states and territories^. Hawaii and Porto Rico Num- ber of com- panies. 799 17 Aggregate. 8142,312,597 878, 291 216,433 5,402,245 1, 300, 606 2, 773, 608 360, 690 339, 375 1, 232, 320 14,103,211 2,219,791 1,460,993 257, 248 1,560,270 1, 758, 989 1, 127, 660 2, 312, 323 16,403,667 3, 655, 328 1,719,687 192,056 6, 071, 971 365, 073 655, 729 478, 849 4, 324, 112 33, 677, 724 322, 344 9, 132, 4.S0 653, 912 15, 624, 813 1,892,477 398, 662 1,079,237 993, 600 356, 879 201, 179 1, 009, 356 1,576,018 652, 862 1, 995, 024 1,575,605 330, 350 MAINTENANCE. Ways and structures. Total. ?12, 118, 296 71,473 18, 959 630, 602 187, 192 328,495 11, 667 20, 708 50,864 1, 052, 973 194, 761 159, 669 24, 761 235, 169 162, 924 144, 860 120, 257 1,613,832 324, 077 92, 707 16, 467 413,488 39, 107 121,848 35, 199 270,285 2,404,843 29, 097 787, 224 69, 923 1, 553, 634 282, 185 23, 966 96, 734 111,110 54,609 26,183 94, 060 186,485 48, 946 137, 461 69, 742 20, 799 Track and roadway. $8, 158, 631 57,864 16, 214 292,041 119, 560 239,290 7,036 16, 714 26, 726 697, 579 133, 433 121, 850 17,406 170, 487 100, 611 96,232 76,886 991, 972 224, 484 73, 746 10, 763 205, 675 33, 873 81, 432 24, 990 184, 007 1,461,861 16, 805 572, 541 51, 680 1,206,082 220, 484 14,089 71,996 84, 057 45,578 20, 100 57, 431 143, 561 35, 161 93,234 44, 311 Electric, cable, etc. lines. S2, 969, 182 15, 697 11,218 1,589 219, 005 60, 747 72, 957 4,317 3,689 19, 730 274, 732 49, 938 29, 989 6,108 47, 904 66, 444 21,287 36, 751 Buildings and fix- tures. 81,000,483 382,098 75,081 10, 268 5,175 180, 607 2,509 39,274 7,798 63,688 592, 247 9,524 178, 817 12,007 263, 968 50, 907 4,894 16,984 20, 890 7,249 3,254 25,036 29,097 10.988 34, 692 17,825 2, 126 2,391 1,166 19, 656 6,886 16,248 1,305 4,408 80, 662 11,380 7,720 1,237 16, 778 6,969 27, 341 6,620 139, 762 24, 512 8,694 529 27, 306 2,725 1,142 2,411 22, 690 360, 735 2,768 35, 866 6,236 83, 484 10, 794 4,973 8,754 6,163 1,782 2,829 11, 593 13,827 2,807 9,535 7, 006 Equipment. 3,076 Total. 816, 676, 532 114,402 19,405 621, 653 128, 618 289, 766 35, 080 26, 270 101,608 1,999,348 305, 976 156,305 29, 231 145, 385 244,121 157, 745 284,097 1,895,793 424,800 221,043 14,857 767,517 28,317 63, 766 48,640 676,440 3, 771, 757 28, 216 863, 348 86, 486 2, 037. 248 214, 981 36, 436 126,362 110, 395 41, 187 20, 706 98,804 136, 767 48, 669 165, 173 191, 929 27,677 Steam plant. 81, 363, 789 4,828 3,432 49,966 14, 412 16, 798 2,196 6,373 3,474 148, 167 38, 652 16, 421 1,838 15, 916 40, 409 6,203 12, 641 170,060 24, 409 6,932 2,013 82, 497 328 4,760 842 31,694 179, 600 3,219 77, 249 5,218 265, 447 27,501 3,302 2,620 5,489 1,569 304 9,666 16, 979 3,889 35, 111 12.495 Electric, cable, etc., plant. 1, 666 8826, 604 5,846 249 86,183 8,442 3, 175 696 2,370 278, 072 22, 490 8,137 2,919 3,713 22, 766 7,263 7,884 43,666 31,425 3,575 1,358 17,121 212 8,041 188 22, 625 75, 690 1,772 31, 120 7,177 68, 374 11, 820 1,626 2,561 2,662 935 866 10,280 12, 639 823 11, 947 2, 075 Cars. 87, 659, 428 330 60,243 , 9,873 291,809 59, 333 125,372 9,994 10,595 42,696 1,021,645 102,543 62, 785 19,906 84,647 101, 327 77,336 129,660 964,128 166,231 81,492 7,526 357,791 14,522 26,685 21,380 236,161 1,681,432 14,084 372,540 42,225 927, 969 93,842 16,083 71,416 59,880 14,041 7,916 42,950 69,272 24,417 60,991 85,802 13,434 1 Exclusive of reports for 18 companies which failed to furnish this information. . ^Includes states and territories haying less than 3 companies, in order that the operations of individual companies may not be disclosed These comnanies are distributed as follows: Arizona, 1; District of Columbia, 2 8 reports ; Idaho, 1; New Mexico 1 uiai,io!,Bu. j.nese companies are FINANCIAL OPERATIONS. EXPENSES, BY STATES AND TERRITORIES: 1902.' 73 MAINTENANCE— continued. , TRANSPORTATION. Equipment— Continued. Operation of power plant. Operation of cars. ■ Electric, cable, etc., equipment of oars. Miscel- laneous. Miscellane- ous shjOp expenses. Total. Wages. Fuel. Water. Lubricants and waste. Miscellane- ous supplies and expenses. Hired power. Total. Superin- tendence of transporta- tion. Wages of con- ductors. $5,325,125 8668,875 ■ $842,711 $23, 062, 328 $4,599,487 $12,827,322 $634,026 $500,967 $629,008 $3,871,518 $62,464,679 $2,598,935 $24,070,921 1 36,762 , 3,436 3,288 114,063 23, 074 67,684 4,140 3,233 1,479 14,463 300, 698 20,273 105,877 2 5,290 105 466 55,129 16,347 26,814 2,183 2,076 162 8,648 87,830 2,561 21,906 3 157,048 21,461 15,196 878,716 186,522 428, 463 4,388 14,162 20,451 224, 750 2, 762, 258 73,246 1,181,880 4 39,652 1,875 5,004 240,298 73,144 136,386 3,609 3,820 1,925 21,514 631,648 16,032 224,862 b 114,756 6,754 21,152 438,707 102,549 260, 027 8,000 9,855 8,211 50,066 1,114,410 30,914 442,579 6 U.MB 1,319 4,480 84,804 15,384 61,600 1,527 3,297 310 2,686 134,871 1,680 60,080 7 i 7,804 200 602 66,281. 14,798 47,652 175 1,606 1,151 102,463 6,286 39,399 8 40,386 2,805 9,877 176,^35. ... 41,571 113, 619 8,086 7,628 3,784 2,147 400,180 9,461 168,480 9 388,439 59,430 103, 606 2,353,311 476,336 1,306,304 49, 239 37,869 80,584 402,979 6,826,552 89,704 2,444,620 JO 115,676 2,234 24,482 363,879 106,623 223, 900 3,312 12,100 7,441 10,603 847, 307 27, 146 332, 116 11 47,020 8,681 13,361 298,226 74,084 187,345 4,432 8,362 6,436 13,667 613, 727 13,192 177, 629 12 3,022 585 962 44,452 16,790 24,986 591 1,669 616 102,482 6,080 27,020 13 32,670 1,492 7,047 184,764 . 46,165 100,244 4,902 6,760 13,547 13, 146 663,671 58,187 99,084 14 66,198 3,414 10,008 295,083 .. 76,026 172, 626 511 20, 607 23,313 2,000 831, 936 10,610 346, 139 15 56,429 1,960 8,664 200,531 52,744 84,798 27,501 4,347 6,278 24, 863 377,503 18,069 141,941 16 132,124 73 1,815 461,108 89,296 268,660 9,847 5,303 2,203 86, 909 1,017,617 25,448 443,261 17 672,204 28,057 17,698 2,673,846 469,865 1,522,165 63,347 47,979 43,435 427,064 7,444,107 640,791 2,660,947 18 168,807 13,027 21,901 660,267 175,669 393,744 1,527 20,472 14,073 64,772 1,576,731 56,533 592,063 19 125, 793 1,860 2,401 263,689 48, 638 69,792 2,023 2,641 7,005 133, 790 784,491 21,488 299,127 20 3,111 661 189 61,945 14,073 39,643 2,441 2,659 1,511 1,618 40, 766 1,395 15,229 21 240,660 10,763 68,695 970,997 242, 381 643, 115 47,332 26,959 7,660 3,660 2, 713, 951 80,849 1,109,345 22 11,349 710 1,196 68,983 12,053 19,282 1,363 797 1,098 24,390 140,188 600 67,842 23 24, 164 18,672 115 122,058 134,413 29,639 21,144 86,296 38,348 3,690 2,633 264,686 1,875 119,273 24 1,308 6,250 1,349 1,611 1,584 70,377 162,911 7,649 67,679 25 238,141 19,463 28,466 763,759 112,188 301,284 17,312 14,309 17, 218 291,448 1, 907, 698 66,302 746,342 26 1,147,418 381,005 306,612 5,266,237 659,583 3,012,882 259, 145 86,333 263,583 985, 711 16,420,303 721,152 5, 528, 938 27 7,939 701 600 78,996 16,959 48,399 1,688 2,964 700 8,386 79,180 4,288 29,088 28 294,688 19,491 68,260 1,616,321 413,639 963,628 33, 839 46,376 31,463 127,381 4,211,137 113,153 1,663,807 29 30, 400 1,413 53 108,877 29,980 26,022 12 3,430 1,242 49,191 293,011 9,405 126,473 30 707, 628 39, 670 38,260 2,056,849 579,062 1,060,602 29, 197 60,838 16,872 310,288 7,267,220 281,830 3,071,514 31 58,220 4,655 18,943 296,212 48, 397 170,237 15,203 4,165 6,021 62,189 792,790 31,613 304,091 32 7,351 6,640 433 65,636 7,619 32,019 280 1,027 429 14,262 135,242 16,906 37,931 33 38,133 1,229 10,393 163, 842 21,769 72, 189 3,315 4,081 1,878 60,620 409,102 26, 700 164,145 34 35,788 1,459 6,117 177,436 30,359 63,843 1,133 3,375 3,460 75,276 376,369 16,338 129,006 35 23,467 708 467 69,881 2,679 6,407 188 402 44 61, 161 162,998 7,100 66,506 36 9,312 32, 971 1,579 728 41,449 3,989 10, 006 711 219 26, 625 90, 641 6,210 33, 683 37 1,250 1,687 243,083 49,806 144,727 6,721 7,180 3,473 31,176 319, 064 17,734 114,622 38 37, 102 6,386 3,389 274,662 48,888 141,364 3,374 3,589 9,491 67,966 515,418 9,980 222,103 39 15,783 2,279 1,478 97, 029 36,655 47,276 2,572 3,055 1,439 6,032 278,868 6,582 110,890 40 46,120 8,394 2,610 390,939 72,092 261,830 2,627 7,290 14,884 32,316 716,787 34,8.56 269,268 41 73,013 1,448 17,096 284, 746 42,228 143, 260 2,205 4,809 3,645 88,709 747, 278 21,947 286,237 42 9,386 1,686 1,386 56,327 10,617 37,829 1,013 1,097 671 4,200 110, 797 3,969 35,238 43 74 STREET AND ELECTEIC RAILWAYS. Table 49.— ANALYSIS OF OPERATING 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 26 26 27 28 29 30 31 32 33 34 36 36 37 STATE OR TERRITORY. United States. TKANSPOETATION— continued. Operation of cars — Continued. Wages of motormen. $24,662,872 Alabama Arkansas California . . . Colorado Connecticut . Delaware Florida Georgia Illinois Indiana Iowa Kansas — Kentucky . Louisiana . Maine Maryland Massachusetts . Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire. New Jersey New York North Carolina . Ohio Oregon Pennsylvania .. Rhode Island... South Carolina . Tennessee Texas Utah Vermont Virginia Washington West Virginia Wisconsin All other states and territories . Hawaii and Porto Rico 112, 639 44, 175 1, 187, 715 231,261 442, 425 60, 080 37,851 170,243 2, 094, 870 364, 174 230, 912 53, 381 288, 499 351,266 142, 135 446, 404 2,711,885 631, 692 294,234 17, 361 1, 100, 274 51,886 119,696 67, 630 753, 769 6, 796, 023 29, 762 1,761,652 126, 626 3,080,069 300, 305 38, 277 176, 861 182, 270 76, 069 34,109 114,326 222,087 118, 573 310, 462 290, 186 Wages of other car service employees. Wages of car house employees. $2, 695, 652 58, 257 7,439 1,188 103, 147 3,888 32, 096 4,934 1,666 17, 304 302, 081 9,725 16,605 2,843 28, 914 18,886 10, 593 17, 980 372,823 68, 566 29, 231 61,838 160 11,597 3,646 108,906 1, 001, 318 6,619 136, 863 7,466 76, 240 21,438 4,956 6,223 10,047 5,049 16,749 10,368 I 4,037 4,437 I 47,928 I $3,214,605 32, 738 14, 687 81,333 16, 624 57, 614 3,973 11,081 24, 162 353, 302 66,123 45, 349 4,413 23,244 63, 990 16, 968 32,000 419, 198 117, 433 75, 107 3,727 183, 694 5,980 5,134 7,197 95, 787 619, 944 3,023 281, 003 9,383 290, 284 68, 672 11, 164 11,954 18, 744 5,706 6,106 15, 594 24,308 7,034 45, 474 45, 365 1,222 3,887 Car service supplies. $1, 905, 156 8,268 1,700 66, 926 12, 332 16,067 1,460 2,418 6,320 147,441 21, 357 12, 502 5,324 72, 691 9,569 4,463 31, 231 65, 799 41, 790 26, 870 1,186 60, 425 15, 466 4,956 2,736 69, 409 873, 777 4,396 82, 773 6,991 145, 273 22, 770 2,722 13, 340 6,604 2,129 1,812 16, 184 3,434 4,011 11,600 10,756 Miscellane- ous car service ex- penses. II, 924, 699 8,293 982 30,826 15,079 29,186 882 1,332 8,549 263, 683 18,884 9,673 1,686 74, 610 20, 017 27, 694 13, 846 289, 900 46, 196 21,401 768 71,066 2, 263 168 963 48, 662 556, 546 600 87, 762 1,695 97, 860 11, 466 20, 903 6,288 6,073 4,790 2,168 22, 739 16,849 23, 790 27, 492 33, 300 Cleaning and sand- ing track. 8730, 981 2,079 826 5,071 639 36, 685 9,672 28, 604 361 2,430 6,671 102, 680 13, 672 3,284 2,062 7,352 11, 469 2,290 3,679 95, 241 10, 418 12, 915 1,120 43,461 5,342 627 180 12, 769 72, 320 1,004 71,611 4,045 103, 546 16,027 2,365 4,464 7,249 1,907 230 1,906 2,429 2, 422 10,517 10, 765 Removal of snow and ice. 4,319 $760, 959 601 1,798 34, 925 1,431 27, 271 4,210 4,681 673 1,290 13, 460 197,523 13, 161 4,118 2,999 669 1,462 5,332 16, 762 250, 285 400 12, 713 937 120, 614 16, 518 28 137 802 2,284 310 4,860 1,629 2,681 795 MISCELLANEOUS. Total. $26,812,009 124, 105 33, 566 609, 016 208, 680 419, 887 94,178 62, 139 218, 135 2,819,269 408, 474 259,804 60, 063 313, 510 221,128 197, 793 422, 437 2, 933, 327 657,699 327, 960 49, 362 1,179,639 76, 738 83, 372 96, 299 804, 651 6, 632, 892 57,135 1,663,649 87,588 2, 707, 610 306, 309 68, 416 237,734 218,290 38, 204 22, 201 204, 951 311, 290 106, 707 307, 023 281, 910 95, 366 Salaries of general officers. $2, 993, 123 24, 701 9,099 106,628 38,813 127, 904 6,400 18, 398 46, 222 237, 996 93,060 47, 738 16,590 44, 832 53,667 22,998 40, 909 266, 636 125,835 43,234 12, 959 136, 140 11,150 17,007 9,088 107,036 428,451 14, 276 269,697 20, 733 223, 299 25,777 17, 260 32, 075 56,623 9,900 6,046 42, 162 50, 776 26,284 53, 691 52, 247 Salaries of clerks. $2,237,723 8,959 8,922 5,602 94,947 30,189 44,372 5,181 11,752 22, 677 164,765 46, 184 24,734 3,630 15,914 23,927 61,654 248,466 78, 296 36,9% 4,640 85,021 7,176 7,728 4,978 64,824 639, 661 7,424 150,200 14, 910 220, 163 16,366 4,609 14, 673 15,914 2,440 1,967 15, 676 35,095 13, 173 26,847 37,256 14,098 FINANCIAL OPERATIONS. ■ EXPENSES, BY STATES AND TERRITORIES: 1902— Continued. 75 MISCELLANEOUS— continued. Printing and sta- tionery. Miscellane- ous office expenses. 8496, 381 620 12,053 3,682 7,615 1,616 1,356 6,128 28, 933 8,913 7,765 1, 693 8, 838 4,407 4,642 11,096 111,795 21,597 6,429 1,187 16, 517 413 4,587 4,456 38, 335 54, 275 1,742 36, 343 4,089 48, 733 122 632 4,716 5,541 2,689 533 4,717 1,859 930 5,758 6,233 1,861 S666, 997 4,860 510 25,143 5,394 10,139 1,137 1,867 2,761 45,934 11, 134 4,952 340 9,041 5,627 4,015 8,006 71, 325 29, 188 4,971 2,014 12, 829 1,286 461 6,928 19, 379 137, 944 2,936 36, 743 5,023 146, 883 4,867 2,584 3,180 5,770 1,455 446 9,362 1,623 5,735 5,873 344 Storeroom expenses. 8229, 237 3,040 617 21, 763 5,645 2,922 150 684 1,957 23,435 9,624 3,081 Stable expenses. Advertis- ing and attractions. 81,430,000 20,036 3,846 110 10, 882 6,258 10, 188 H,786 25 128 12, 650 37,015 660 15,785 3,274 1,718 1,738 1,585 2,948 3,275 5,158 4,354 6,832 3,838 32, 966 3,419 9,235 1,012 3,597 95,424 7,716 5,750 4,511 4,088 13,882 4,776 14, 694 34,469 5,823 4,644 1,181 24, 704 120 1,205 3,637 22,585 1,008,873 510 24,334 2,888 41, 238 532 1,872 6,631 8,724 1,630 2,704 525 268 450 9,132 8,713 54,142 MiscellanC' ous general expenses, ;l, 122, 816 11, 078 569 35, 547 32,959 47, 336 12, 412 8,025 28, 297 28,645 31, 887 40, 183 3,454 14, 344 13, 109 45, 130 2,216 92,324 66, 624 6,196 2,667 50,227 39, 160 16, 288 15, 660 111,378 13, 133 58,975 2,310 191, 976 783 U, 122 4,010 14, 927 981 3,629 24, 531 32, 957 1,715 6,359 9,904 3,018 82,061,821 10, 966 5,636 26, 578 20, 962 28,454 3,863 8,499 9,648 226, 542 61,013 35,388 2,490 84, 324 26, 096 32, 128 45, 401 203, 366 92, 871 66,710 3,461 97, 304 6,707 9,109 8,527 23, 378 325, 300 2, 809 201, 350 5,571 248, 862 12, 200 9,228 18, 849 12, 452 3,326 3,275 17, 577 25, 665 14,482 19, 330 22,334 3,225 Damages. Legal ex- penses in con- nection with damages. S7, 529, 946 31, 064 2,976 130, 769 36, 340 46, 866 16, 772 3,514 62, 080 913, 117 59, 839 7,340 60,759 38,270 25,629 164, 913 664, 662 121,038 106, 669 12,509 668, 369 3,466 30,040 12,113 318, 119 2,173,269 5,059 340, 695 10, 381 894, 338 165, 357 12, 478 58, 203 62,481 7,464 387 23, 676 28, 004 99, 605 82, 979 1,570 81,865,599 6,266 387 52, 707 8,557 3,700 1,680 5,660 275, 468 13,283 8,821 6,269 9,691 200 1,376 11,344 195, 160 16, 733 18,227 2,615 51,415 100 2,500 2,588 46, 352 831,019 949 102, 110 3,840 115, 915 450 1,020 10, 165 13,260 3,121 100 4,380 15, 062 1,060 9,933 5,127 1,453 I Otiier legal expenses 81,017,864 1,100 593 14, 046 5,102 30, 327 253 1,682 7,336 173,202 14, 962 9,495 590 13,607 13, 137 5,499 63, 609 27, 596 8,750 1,447 37, 218 2,500 2,400 419 39,849 232,665 2,472 65, 468 5, 201 128,745 21, 313 399 12, 421 7,248 1,000 445 17, 004 18,410 6,294 14, 826 18,455 Rent of land and buildings. 8608, 344 3,473 202 2,100 5,240 4,002 4,567 55,228 8,668 6,925 868 3,365 931 8,662 4.51 139, 111 16, 920 4,265 2,023 6,454 2,442 7,665 12, 958 120, 749 400 50, 946 1,810 23, 555 32, 955 642 60, 501 3,350 746 5, 672 5,815 1,342 2,338 1,924 624 Rent of tracli and terminals. 81,471,293 355 3,299 5,283 34,035 3,495 463, 528 31, 606 6,005 100 6,600 820 5,596 200 366, 935 17, 663 7,617 36 30,488 205, 935 687 92, 899 5,073 156, 225 1,111 16, 647 1,389 7,666 Insurance. 82, 080, 875 7,572 3,006 61,481 12,388 46,463 7,672 3,670 13, 820 87,043 20,685 20, 469 3,288 18, 181 23,309 21, 065 55, 944 474, 699 41,357 20,682 2,759 72, 038 2,214 8,335 18,448 53,938 426, 388 4,180 108, 104 5,759 264, 404 26, 597 4,862 10, 672 9,304 4,208 1,923 22,083 21,479 11, 350 49, 411 19,845 3,186 Wages, sup- plies, and ex. penses inci- dental to electric serv- ice not else- where in- cluded. 82, 188, 753 153, 650 1,555 4,270 182,344 62, 524 284,698 52, 768 99,404 78, 372 6,279 27, 771 3,797 49,228 6,907 42,763 11, 764 29, 797 8,660 26, 379 21, 740 2,487 11,479 181, 692 49, 721 100, 801 8,027 2,352 79, 977 45, 473 49,394 152, 396 72, 643 277, 641 20, 384 76 STREET AND ELECTRIC RAILWAYS. Table 50 shows, for all companies, the percentage which each subdivision of operating expenses bears to the total operating expenses. Table 50. — Percentage distribution of operating expemes of operat- ing companies: 1903. ITEM OF EXPENSE. Percent- age of total op- erating expenses. ITEM OF EXPENSE. Percent- age of total op- erating expenses. Aggregate 100.0 Car service supplies Miscellaneous car serv- ice expenses 1 3 Maintenance of ways and structures, total 8.6 5.7 2.1 0.7 11.7 0.9 0.6 5.4 3.7 0.6 0.6 16.2 3.2 9.0 0.6 0.4 0.4 2.7 43.9 1.8 16.9 17.3 1.8 2.3 1.4 Cleaning and sanding track Track and roadway Electric, cable, etc., lines. Buildings and fixtures. . . Maintenance of equipment, total 0.5 Removal of snow and ice 0.6 Miscellaneous, total Salaries of general offi- cers 18.1 2.1 Electric, cable, etc. . plant Cars Salaries of clerks Printing and stationery. Miscellaneous of&ce ex- penses 1.6 0.3 Electric, cable, etc., equipment of cars Miscellaneous 0.5 Storeroom expenses Stable expenses 0.2 Miscellaneous shop ex- penses 1.0 Advertising and attrac- tions Operation of power plant, total 0.8 Miscellaneous general expenses 1.4 Piipi Damages 6.3 Water Legal expenses in con- nection with damages. other legal expenses Bent of land and build- ings Lubricants and waste Miscellaneous supplies and expenses 1.3 0.7 0.4 Operation of cars, total Superintendenceof trans- Rent of track and termi- nals 1.0 Insurance 1.6 Wages of conductors Wages of motormen Wages of other car serv- ice employees Wages, supplies, and expen- ses incidental to electric service not elsewhere in- cluded 1.6 Wages of car house em- nlovees . It will be seen that almost exactly one-fifth of the total operating expenses were devoted to the mainte- nance of ways and equipment, while the operation of the power plant, of which cost of fuel is the most im- portant item, required one-sixth of the total expendi- ture. A considerable number of street railways hire their electric current, either from other street railways, or, more often, from electric light companies, while, in a few instances, steam power is similarly hired. The aggregate expenditure for hired power in 1902 was about one-sixth of the expenditure of all companies for power. By far the most important class of expendi- tures is that designated as for "operation of cars," which amounted to 43.9 per cent of the total. The wages of conductoVs and motormen constituted more than one- third of the entire cost of street railway operation. The item "superintendence of transportation" can not, in the case of some railways, be accurately separated from the item "salaries of general ofiicers and clerks," but these instances are not of sufficient importance to affect materially the totals for the country. A considerable part of the expenditure under the head "advertising and attractions" consists of the cost of maintaining parks and other places of amusement. The revenue derived by street railway companies from such enterprises has been deducted and the item, therefore, represents only net expenditure. The most important of the miscellaneous expenses is that for damages, mostly in personal-injury cases. No less than $7,529,946 was paid by street railway companies for damages in 1902, while the legal expenses connected with claims and suits for damages raised the total ex- pense to $9,395,545, which was one-fifteenth of the total operating expenses of all street railway compa- nies. The companies verj' generally complain that the public and the courts treat them unfairly in the matter of claims and suits for damages. They allege that there is too general a readiness to blame the railways for injuries which are due wholly or largely to the carelessness of the injured person, and that juries are prone to assess damages at an unreasonable figure. The item "wages, supplies, and expenses incident to electric service" was not reported in a uniform manner by all companies. It is intended to represent the ex- pense peculiar to the production and distribution of electric current for light and power, as distinguished from expenses of the railway business proper. Some companies which sell light and power undertake to dis- tinguish that part of their fuel and other power plant expenses, which is attributable to the lighting and power service, from that which is properly attributable to the railway operation. Other companies do not make such a segregation, but place under the last subdivision in the account only such expenses as are connected strictly with the distribution of current for light and power, excluding those due to its generation. Operating expenses of companies, classified according to power. — Tables 51 and 52 present for the groups of railway companies, classified according to power used, the amount and percentage, respectively, of operating expenses falling under the six main divisions. In con- sidering these statistics, it should be remembered that the ratio of operating expenses to operating earnings differs materially in the various groups of railways. FINANCIAL OPERATIONS. 77 Table 51.— OPERATING EXPENSES OF COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902.' Number of companies Operating expenses, total Maintenance of ways and structures Maiptenance of equipment Operation of power plant Operation of cars Miscellaneous Wages, supplies, and expenses incidental to elec' trio service, not elsewhere included Total. 799 S142, 312, 597 12, 118, 296 16,676,632 23,062,328 62, 464, 679 26,812,009 2,188,763 ELECTRIC, SUEFACE. Without commercial lighting. 556 $118,236,568 10,290,505 14,443,364 18,199,604 53, 398, 930 21,846,383 57,782 With commercial lighting. 112 812,834,941 1, 035, 666 1, 115, 583 2,487,822 4, 066, 636 2,018,893 2, 110, 441 Part time. 67 81, 439, 174 107, 028 143,375 325, 991 534, 287 307,963 20, 530 Animal. 62 ,077,736 60,723 68, 366 432, 978 526, 660 Steam and electric elevated. 5 88, 151, 926 567,689 848,272 1,937,877 3, 760, 119 1,047,969 Cable, sur- face and inclined vplanes. 14 8552,812 62, 670 63,740 108, 609 265, 749 62,144 Steam, surface. 3 819, 440 4,215 3,832 2,425 5,980 2,988 1 Exclusive of reports for 18 companies which failed to furnish this information. Table 52.— PERCENTAGE DISTRIBUTION OF OPERATING EXPENSES OF COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902. Operating expenses, total Maintenance of ways and structures Maintenance of equipment Operation of power plant Operation of ears Miscellaneous Wages, supplies, and expenses incidental to electric service not elsewnere included Total. 100.0 8.6 11.7 16.2 43.9 18.2 1.5 ELECTKIC, SURFACE, Without commercial lighting. 100.0 8.7 12.2 15.4 45.2 18.5 (■) With commercial lighting. 100.0 8.1 8.7 19.4 31.7 16.7 16.4 Part time. 100.0 7.4 10.0 22.7 37.1 21.4 1.4 Animal. 100.0 4.7 6.3 40.2 48.8 Steam and electric elevated. 100.0 7.0 10.4 23.8 46. p 12.8 Cable, sur- face and inclined planes. 100.0 11.3 9.7 19.7 48.1 11.2 Steam, surface. 100.0 21.7 19.7 12.5 30.7 15.4 1 Less than one-tenth of 1 per cent. Animal power railways show the lowest proportion of expenditure for maintenance of ways and structures. This is due in part to the relatively simple construction and equipment of such lines and the low degree of wear and tear on them; in part, perhaps, to the disposition to let such properties, which are becoming anachro- nisms, run down rather than to maintain them. The expense for the operation of power plant is naturally greater among electric railways which have commercial lighting plants than among those which do not, since the cost of producing current constitutes a greater proportion of the total operating expense in the lighting business than in the railway business. The large proportion of the expenditure of elevated rail- roads for operation of "power plant" is partly ex- plained by the fact that the Manhattan Elevated Rail- way was largely operated by steampower during the census year, the fuel consumption of the locomotives being far greater proportionately than that of power- house engines. The company has since changed its motive power, and the report of the company for the year following that of the census inquiry shows a remarkable decrease in operating expenses per car mile and in the ratio of expenses to earnings. Animal power railways present no item for power plant ex- penses, the stable expenses being included under the "miscellaneous" group, which is thus made relatively very much greater for such railways than for other classes. The statistics of the three ordinary cable railways in San Francisco present a decidedly different distribution of expenses from that of the inclined planes which are combined with them in the foregoing tables. For the ordinary cable railways the proportions of the various classes of expense to the total operating expenses were: Maintenance of wa3's and structures, 11.26 per cent; maintenance of equipment, 11.15 per cent; operation of power plant, 13.13 per cent; operation of cars, 54.94 per cent; and miscellaneous expenses, 9.53 per cent. Operating expenses of companies^ classified according to population. — Tables 53 and 54 show the amount and percentage of the six main classes of operating expenses for all railway companies in the various urban and interurban groups. Similar statistics for full-time electric surface railway companies not furnishing com- mercial lighting are presented in Tables 55 and 56. 78 STREET AND ELECTRIC RAILWAYS. Table 53.— OPERATING EXPENSES OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902." Number of companies Operating expenses, total Maintenance ot ways and structures Maintenance of equipment Operation of power plant Operation of cars Miscellaneous Wages, supplies, and expenses incidental to electric service, not elsewhere included Total. 799 8142, 312, 697 12, 118, 296 16, 676, 532 23,062,328 62,454,679 25,812,009 2, 188, 753 URBAN CENTEES, POPULATION. 500,000 and over. 100,000 but under 600,000. 65 $67,300,048 5,126,079 8, 599, 760 9, 641, 891 31, 099, 663 12, 832, 665 47 $27,308,769 2, 620, 809 2, 886, 438 3,863,120 13,087,521 4,668,998 281,883 26,000 but under 100,000. $13, 480, 577 1,362,758 1,390,604 2, 176, 316 5, 616, 299 2, 344, 988 689, 612 Under 25,000. 312 $8,088,172 710, 918 796, 703 1, 984, 154 2, 744, 297 1,294,532 657, 568 INTERURBAN RAILWAYS. Fast, long. 53 86,076,983 541, 414 753, 184 1,339,441 2, 064, 552 1,242,492 135, 900 Other. $20,058,048 1,856,318 2,249,843 4,057,406 7,942,357 3,428,334 523,790 1 Exclusive of reports for 18 companies which failed to furnish this information. Table 54.— PERCENTAGE DISTRIBUTION OF OPERATING EXPENSES OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902. Operating expenses, total Maintenance of ways and structures : Maintenance of equipment Operation of power plant Operation of cars Miscellaneous Wages, supplies, and expenses incidental to electric service, not elsewhere included Total. 100.0 8.6 11.7 16.2 43.9 18.2 1.6 URBAN CENTERS, POPULATION. 600,000 and over. 100.0 7.6 12.8 14.3 46.2 19.1 100,000 but under 600,000, 26,000 but under 100,000, 100.0 9.2 10.6 14.2 47.9 17.1 1.0 100.0 10.1 10.3 16.2 40.9 17.4 5.1 Under 25,000. 100.0 8.8 9.9 24.5 33.9 16.0 6.9 INTERUEBAN RAILWAYS. Fast, long. 100.0 8.9 12.4 22.0 34.0 20.6 2.2 Other. 100.0 9.3 11.2 20.2 39.6 17.1 2.6 Table 55.— OPERATING EXPENSES OF FULL-TIME ELECTRIC SURFACE RAILWAY COMPANIES, WITHOUT COMMER- CIAL LIGHTING, CLASSIFIED ACCORDING TO POPULATION: 1902. ' Number of companies Operating expenses, total Maintenance of ways and structures Maintenance of equipment Operation of power plant Operation of cars Miscellaneous expenses Wages, supplies, and expenditures incidental to electric service, not elsewhere included Total. 566 $118, 236, 668 10, 290, 605 14, 443, 364 18, 199, 604 53, 398. 930 21, 846, 383 57, 782 URBAN CENTERS, POPULATION. 600,000 and over. 100,000 but under 500,000, 47 $68, 089, 586 4, 606, 096 7, 686, 901 7, 665, 085 26, 936, 798 11, 294, 706 25,000 but under 100,000. 824,684,272 2, 306, 248 2, 648, 411 S, 467, 884 11,963,891 4,307,838 66 $9, 366, 539 1, 016, 903 1,019,386 1,519,183 4,153,625 1, 657, 442 Under 26,000. 84, 165 388,638 437, 370 476, 066 996,542 798, 273 680,388 INTERURBAN RAILWAYS. Fast, long. $4,579, 422, 607, 1, 034, 1, 666, 957 Other. 200 $17, 127, 912 1,601,818 2,004,775 3,526,020 6, 989, 899 2,948,118 57,782 ' Exclusive of reports for 16 companies which failed to furnish this information. Table 56.— PERCENTAGE DISTRIBUTION OF OPERATING EXPENSES OF FULL-TIME ELECTRIC SURFACE RAILWAY COMPANIES, WITHOUT COMMERCIAL LIGHTING, CL4SSIFIED ACCORDING TO POPULATION: 1902. Operating expenses, total Maintenance of ways and structures Maintenance of equipment Operation of power plant Operation of cars Miscellaneous Wages, supplies, and expenditures incidental to electric service, not elsewhere included Total. 100.0 8.7 •12.2 1,5.4 45.2 18.6 (') URBAN CENTERS, POPULATION. 600,000 and over. 100.0 7.8 13.2 13.2 46.4 19.4 100,000 but under 600,000. 100.0 9.3 10.7 14.0 48.5 17.6 25,000 but under 100,000. 100.0 10.9 10.9 16.2 44.3 17.7 Under 26,000. 1 Less than one-tenth of 1 per cent. 100.0 10.0 10.8 22.7 41.0 15.5 INTERURBAN RAILWAYS. Fast, long. 100.0 9.2 13.3 22.6 34.0 20.9 Other. 100.0 9.4 11.7 20.6 40.8 17.2 0.3 FINANCIAL OPERATIONS. 79 Tables 55 and 56, applying to a more homogeneous class of railways, are more significant than Tables 53 and 54, and the following discussion is accordingly confined to them. These tables reveal considerable differences among the population groups in the dis- tribution of operating expenses. The expense of main- taining ways and structures is relatively least in urban centers of more than 500,000 inhabitants, as might be expected from the small proportion of trackage in such centers to the total amount of traffic. For the same reason, on the other hand, the largest cities, in which, presumably, cars see more and harder service than in small towns, show a greater proportion of expenditure for maintenance of equipment than appears in any other group except the fast, long interurban railways, on which, by reason of the high speed main- tained, cars are subjected to severe wear and tear. In the case of full-time electric surface railwa3's with- out lighting plants there is a progressive increase in the proportion of expenses for the operation of power plant as we descend the scale of population of urban centers served. Other things being equal, the greater the density of traffic and the larger the scale on which the power plant is constructed, the lower will be the cost of power per unit of traffic. The fact that the proportion of expenses for power plant in the case of all classes of companies combined, is higher in the urban centers of the first group than in those of the second is due to the presence of elevated railways in the largest cities. That the expense for the operation of cars, which consists chieflj' of wages, is a smaller proportion of the total in urban centers of less than 100,000 inhabitants than in larger urban centers is due chieflj" to the lower rates of wages paid in the smaller towns. The higher pro- portion of miscellaneous expenses in urban centers of inore than 500,000 inhabitants as compared with the other urban groups is chiefly attributable to the heavier damage expenses in such cities. Operating expenses of 17 selected companies in the largest cities. — Since peculiar interest attaches to the operations of street railways in large cities, Table 57 has been pre- pared, which shows by percentages the distribution of operating expenses in detail for a group of 17 selected companies, situated in 10 of the largest urban centers in the United States. The companies included in the table are as follows: Boston Elevated Railway Com- pany; Cleveland Electric Railway Company; Cleveland City Railway Company; Interurban Street Railway Company and Third Avenue Railroad Company, of New York; Brooklyn Rapid Transit Company; United Railways and Electric Company, of Baltimore; St. Louis Transit Company; Union Traction Company, of Phila- delphia; Chicago City Railway Companj'; Chicago Union Traction Company; International Railway Com- pany and Crosstown Street Railway- Company, of Buf- falo; Cincinnati Traction Company; United Railroads of San Francisco; Jersey City, Hoboken and Paterson Street Railway Company; and North Jersey Street Rail- way Company, of Jersey City, Newark, and vicinit}-. The aggregate operating expenses of these 17 companies were $56,809,980, or about two-fifths of the total for the United States. Table 57. — Percentage distribution of operating expenses for 17 selected electric surface railway companies in the largest cities: 190S. Percentage of total operating expenses assignable to: Maintenance ol ways and structures, total 8. 1 Track and roadway 5. 2 Electric, cable, etc., lines 2.2 Buildings and fixtures 0. 7 Maintenance of equipment, total 12.8 Steam plant 0. 9 Electric, cable, etc., plant 0. 8 Cars 6. 2 Electric, cable, etc., equipment of cars 3. 8 Miscellaneous equipment 0. 5 Miscellaneous shop equipment 0. 6 Operation of power plant, total 12.7 Power plant wages 2. 7 Fuel for power 7.2 Water for power 0. 5 Lubricants and waste for power plant 0. 2 Miscellaneous supplies and expenses of power plant 0. 3 Hired power 1.8 Operation of cars, total 47. 3 Superintendence of transportation 2. 4 Wages of conductors 18. 8 Wages of motormen 18. 6 Wages of other car-service employees 2. 1 Wages of car-house employees 2. 2 Car service supplies 0. 9 Miscellaneous car-service expenses 1. 3 Cleaning and sanding track 0. 4 Removal of snow and ice 0.6 Miscellaneotis expenses, total 19. 1 Salaries of general officers 1. 1 Salaries of clerks i. 4 Printing and stationery 0. 3 Miscellaneous office expenses '. . 0. 4 Storeroom expenses 0. 2 Stable expenses 1.4 Advertising and attractions 0. 1 Miscellaneous general expenses 1.3 Damages 7. 8 Legal expense in connection with damages 2. 3 other legal expenses 0. 7 Kent of land and buildings 0. 3 Rent of track and terminals 0. 6 Insurance 1.2 A comparison of the distribution of expenses for these companies with that for all companies reveals a number of points of difference which are significant. IV. ANALYSIS OF INTEREST AND DIVIDENDS. Detailed analysis for all companies. — Table 93 shows for each street railway company the rate and amount of dividends declared during the census year upon its common or preferred stock or both, and the rate of interest on its funded debt. The table also shows the total dividends by states. The amount of interest accrued is shown by states in Tables 38 and 39. The data for the United States are summarized in Table 58, both operating and lessor companies being included. 80 STREET AND ELECTRIC RAILWAYS. Table 58. — Interest and dividends of operating and lessor companies combined: 1902.^ Number of companies Funded debt, total amount « Interest accrued on funded debt Ratio of interest to funded debt, percentage Preferred stock, amount Number of companies having preferred stock Number of companies declaring dividends on preferred stock . Dividends declared on preferred stock ; - - - Ratio of dividends to total preferred stock, percentage Amount of preferred stock on which dividends were declared . Ratio of dividend-bearing preferred stock to total preferred stock, percentage Ratio of dividends to dividend-bearing preferred stock, per- centage Common stock, amount Number of companies declaring dividends on common stock. Dividends declared on common stock Ratio of dividends to total common stock, percentage Amount of common stock on which dividends were declared . Ratio of dividend-bearing common stock to total common . stock, percentage. ' Ratio of dividends to dividend-bearing common stock, per- centage Both classes of stock, amount Total number of companies declaring dividends Total dividends declared- Ratio of total dividends to total capital stock, percentage Total amount of stock on which dividends were declared Ratio of dividend-bearing stock to total capital stock, per- centage : : . : : Ratio of total dividends to total dividend-bearing stock, per- centage 957 $992, 709, 139 $43, 578, 961 4.5 $127, 930, 179 85 40 84, 301, 284 3.47 $83, 869, 065 67.7 5.1 $1, 187, 642, 781 258 $28,737,887 2.46 $560, 326, 121 47.9 5.1 $1,315,572,960 286 $33, 039, 171 2.6 $644, 195, 176 49.8 6.1 1 Exclusive of 30 companies which failed to furnish this information and which issued $17,325,000 bonds, $4,000,000 preferred stock, and $18,937,745 com- mon stock. "The amount of funded debt, interest on which. was charged to the income account, is not reported, but is equal to nearly the total amount. The amount of interest accrued on funded debt and charged to the income account during the census year was $43,578,961, which was equal to a rate of 4.5 per cent on the outstanding funded debt. An examination of the rates of interest for individual companies, stated in Table 93, shows that bj' far the most common rate is 5 per cent. Manj' of the more recent bond issues, however, and especially those of the largest companies, have been placed at 4.5 per cent, or even at 4 per cent. A large number of companies still have bonds bearing 6 per cent interest, and a few 7 per cent, most of these bonds having been issued at a comparativelj'^ early period. The average ratio of interest accrued to the total funded debt, as shown in Table 58, is slightly lower than it would have been had not a few companies in bankruptcy failed to charge interest in the income account, and had not several other companies, very recently completed, charged interest for the census year to the cost of construction rather than to income. As shown elsewhere, however, the amount of interest accrued on funded debt somewhat exceeds the amount actually paid. (See page 56.) For all street and inter urban railways the ratio of total dividends declared to total capital stock is decidedly lo^—only 2.6 per cent in 1902. Less than one-third of the companies declared any dividends whatever during the census year, and these paid dividends on a little less than one-half of the total outstanding stocks. Even of companies having preferred stock, less than half were able to pay dividends at all, and they paid on about two-thirds of the total amount of such stock for all companies. In judging the significance of these figures, however, the possibility that the companies as a whole may be overcapitalized must be borne in mind, The dividends of operating street and interurban railway companies represent a smaller percentage of their capitalization than the dividends of lessor compa- nies. The dividends declared by operating companies, which amounted to $15,882,110 in 1902, were equal to 2.1 per cent of the total stock of such companies ($761,705,842) and to 4.6 per cent of their stock that paid dividends ($348,796,456). For lessor companies the dividends average 3.2 per cent of the total capital stock (1530,929,373) and 5.8 per cent of the dividend- bearing stock (1295,398,872). This difference between operating and lessor companies is due to the fact that a considerable part of the most profitable railway track- age, lying in large cities, is held under lease, and that the rentals, which constitute the dividends of the lessor companies, are usually, and naturally enough, fixed so as to absoi'b nearly the full earning capacity of the leased system at the time when it is taken over by the operating company. When, therefore, as often hap- pens, the operating company has little or no property except what it leases, the additional securities which it may issue must rest chiefly on the anticipation of future increase in earnings, and as a large proportion of the street railway leases have been effected very recently, comparatively little net profit is left at present in such cases for the operating companies. Interest and dividends of companies, classified accord- ing to population. — Table 59 shows in condensed form the interest accrued and dividends declared by street and interurban railway companies in the various urban and interurban groups. The statistics are for both op- erating and lessor companies considered as one system. Table 59.— INTEREST AND DIVIDENDS OF OPERATING AND LESSOR COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902.i Number of companies IntGrGst Rccnicd ,....■....................-.-.-..-..----•■■-■-■-• Ratio of interest to funded debt, percentage Number of companies having preferred stock Number of companies declaring dividends on preferred stock.. Number of companies declaring dividends on common stock . . Total number of companies declaring dividends Total dividends declared Ratio of dividends to capital stock, percentage Amount of stock on which dividends were diBclared Ratio of dividend bearing stock to total stock, percentage. Ratio of dividends to dividend-bearing stock, percentage . Total. 957 $43, 578, 961 4.5 i 85 40 I 258 1 286 $33,039,171 $644, 195, 176 49.8 6.1 URBAN CENTERS, POPULATION. INTERURBAN RAILWAYS. 500,000 and over. 100,000 but under 500,000. 138 $21,460,962 4.4 11 7 80 82 $20, 958, 959 3.1 $370,763,110 64.9 5.7 25,000 but under 100,000, 56 $8,366,603 6.0 9 7 27 31 $7, 344, 007 3.1 $168, 613, 240 71.4 4.4 $3, 598, 997 4.6 17 9 37 45 $1,660,123 1.5 $35, 137, 910 32.6 4.7 Under 25,000. 314 $1,732,822 4.5 16 8 37 40 $311,575 0.6 $6,536,410 13.4 4.8 Fast, long. . 60 $2,698,438 3.8 11 7 8 14 $315,224 0.4 $9, 401, 975 12.0 other. $63, 290 821,239 4.3 21 7 69 74 459, 283 1.7 842,531 36.9 4.6 1 Exclusive of reports for 30 companies which failed to furnish this information. FINANCIAL OPERATIONS. 81 The rate of interest is highest in urban centers of from 100,000 to 500,000 population, and does not differ ma- terially among the other three urban groups. The fact that the average rate of interest on funded debt of in- terurban railways of both classes is lower than on urban railways is due in part to the modern origin of inter- urban companies, most of them having been organized since the fall in the prevailing rate of interest on securities generallj^. But it is also due in part to the fact that several new companies in this group charged interest during the census year to cost of construction and equipment. As might be expected, street railways in cities of more than 100,000 population declared dividends on a much larger proportion of their stock, and showed a higher ratio of dividends to total capital stock, than those in smaller cities or than interurban lines. The average ratio of dividends to total capital stock was 3.1 per cent in each of the first two groups; but as a larger proportion of stock declared dividends in urban centers of the second group than in those of the first, the aver- age rate of dividends on stock that bore dividends was lower in the second gi'oup of cities. In none of the other four groups did the ratio of div- idends to total capital stock rise even to 2 per cent, and in none of them, except the "other" interurban group, did more than one-third of the capital stock bear dividends. The ratio of dividends to the capital stock that bore dividends was lowest in the case of the fast, long interurban lines, and highest in the case of com- panies in urban centers of the first group. The differ- ences in these ratios may not, and probably do not, correctly represent the differences in actual profitable- ness of the several classes of railwaj^s, since the street railway companies in smaller towns and the interurban railways are probably somewhat more conservatively capitalized than those in the largest urban centers. In the case of many of the newer companies the absence of dividends is due to their policy of putting surplus eai-n- ings into improvements and extensions. It is true, however, 'beyond question, that in the smaller towns and rural districts a large number of railways have been established which must look to the future for anj' possible dividends on their stock. Dividends of leading individual companies. — An ex- amination of the statistics of dividends for individual companies in Table 93 reveals the widest differences even among railways operating under roughly similar conditions of traffic. These differences are partly due to the variations in the absolute earning capacity of the companies, but they are also partly due to other factors, such as the varying proportion of total capital repre- sented by funded debt, the varying proportion of the income of operating companies going as rental to lessor companies, and the varying proportion between capi- talization and actual cash investment. Many companies in the large cities, and even some of the most impor- tant ones, declare no dividends, but usually an expla- nation of that fact may be found in some of the circumstances just mentioned. Thus the United Rail- ways and Electric Company of Baltimore, Md., which paid no dividends in 1902, has a funded debt of three and one-third times the amount of its stock. The Brooklyn Rapid Transit Company, of New York, which paid no dividends, not only has a funded debt consider- ably greater than its stock, but, in addition, paid 10 per cent from its earnings on $12,000,000 of the stock of a lessor company, a fact which is significant because, as previously suggested, the capitalization of an operating company which , holds most of its trackage under lease is often based chiefly on expectation of future earnings. Indeed in several instances — e. g. , the Interurban Street Railway Company of New York, and the Pittsburg Rail- ways Company, of Pittsburg, Pa. — the operating com- panies have a verj'^ small amount of capital stock as compared with the lessor companies which they control. Among other important companies which declared no dividends in 1902 may be mentioned the Third Avenue Railroad Company, of New York, which has a funded debt nearly three times as great as its stock; the Chicago Union Traction Company, of Chicago, 111. , and the Union Traction Company, of Philadelphia, Pa. , both of which have exceedingly heavy rental payments; and the lead- ing operating companies in St. Louis, Mo., Milwaukee, Wis., and Indianapolis, Ind., which also have heavy fixed charges. Of the $15,882,110 of dividends declared by all oper- ating companies, $11,667,726, or 73.5 per cent, was paid by 22 large companies, each of which declared dividends of $200,000 or more. The rates of dividends of these 22 companies were as follows: The United Railroads of San Francisco, Cal., declared 2.25 per cent on its one class of stock. The Capital Traction Company, of Washington, D. C, the South Side Elevated Railway Company, of Chicago, 111., the Detroit United Rail- ways Company, of Detroit, Mich., the Louisville Rail- way Company, of Louisville, Ky., the Twin City Rapid Transit Company, of St. Paul and Minneapolis, Minn., the Manhattan Railwaj"^ Company, of New York city, the Omaha Street Railway Company, of Omaha, Nebr., and the Cleveland Electric Railway Company, of Cleveland, Ohio, each declared dividends of 4 per cent on its com- mon stock. Of these companies, the Twin Citj^ Rapid Transit Company and the Louisville Railway Company also reported preferred stock, the former declaring a dividend of 7 per cent and the latter 5 per cent on such stock. The Wilkesbarre and Wj^oming Valley Railway Company, of Wilkesbarre, Pa., declared 4.25 per cent, and the International Railway Company, of Buffalo, N. Y., 4.8 per cent on the single class of stock issued. The rate of dividends was 5 per cent in the case of the Old Colony Railway Company, of eastern Massachusetts, the Metropolitan Street Railway Company, of Kansas City, Mo., the United Traction Company, of Albany 82 STRP^ET AND ELECTRIC RAILWAYS. and Tro3', N. Y., and the Cleveland City Railway Com- pany, of Cleveland, Ohio, none of which reported pre- ferred stock. The Boston and Northern Street Railway Company, of eastern Massachusetts, and the Boston Elevated Railway Company, of Boston, each declared 6 per cent; the Union Street Railway Company, of Providence, R. I., 8 per cent; the Chicago City Railway Company, of Chicago, 9 per cent; and the Coney Island and Brooklyn Railroad Company, 16 percent, all of these companies having a single class of stock onl}'. The Metropolitan West Side Elevated Railway Company, of Chicago, declared 3 per cent, and the Milwaukee Electric Railway and Light Company, of Milwaukee, 6 per cent on their preferred stock, but paid nothing on their common stock. Dividends^ hy states. — An examination of the statistics in Table 93 will show wide differences in the ratio of dividends to capital stock among the states. One of the conspicuous features of the table is the relatively high average rate paid by Massachusetts companies, as compared with those in other leading states. The dividends on common stock in Massachusetts aver- aged 5 per cent for operating and lessor companies to- gether, and while only 27 out of 75 operating companies declared dividends, these comprised most of the large companies. The one company in this state which had preferred stock, a lessor company, declai'ed an 8 per cent dividend. In New York state, on the other hand, only 9 of the 96 operating companies declared dividends on common stock, and the average rate on the common stocks of operating and lessor companies combined was only 2.6 per cent. The amount of preferred stock in the state was small and the average rate of dividends on such stock very low. In Pennsylvania only 18 of the 98 operating companies declared dividends on their common stock; and the average rate of dividends for operating and lessor companies was 3.8 per cent on common stock and 4.8 per cent on preferred stock, which was about one-tenth as much in amount as the common. In nine states and territories, most important among which are Indiana and Tennessee, no companies declared dividends on common stock. The only states in which the average rate of dividends on common stock exceeded 2 per cent are Colorado, District of Columbia, Florida, Illinois, Kentucky, Massachusetts, Minnesota, Nebraska, New York, Ohio, Pennsjdvania, and Rhode Island. V. GENERAL RESITLTS OF OPERATION. In many respects the most interesting information relating to the street railway industry is that which shows the I'elation of traffic, receipts, and expenditures. Statistics of this character may be regarded as present- ing the general results of street railway operation. General restdts of operation of companies., classified according to poirer. — Table 60 presents, for all street railways of the United States and for groups of com- panies classified according to the power used, the per- centage which operating expenses bear to operating earnings, or "operating ratio;" the amount of oper- ating earnings per mile of track and per car mile, re- spectively; the total operating expenses per car mile, together with the expenses per car mile for power plant and for operation of cars; the amount of operat- ing expenses per fare passenger; the amount of passen- ger earnings per fare passenger; and the net earnings per mile of track. Table 60.— GENERAL RESULTS OF OPERATION, ALL COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902.i Number of companies Ratio of operating expenses to earnings, percentage. Operating earnings per mile of tracli constructed — Operating earnings per car mile Operating expenses per car mile, total Power plant Operation of cars Operating expenses per fare passenger Passenger earnings per fare passenger Net earnings per mile of track Total. ELECTRIC, SURFACE. Without With commer- commer- Part time cial light- cial light- only. ing. ing. 799 566 112 57 57.49 67.94 58.11 58.14 Sll, 152 111,045 «8,978 J2,978 0. 2187 0. 2168 0.2597 0. 1901 0. 1257 0. 1266 0. 1509 0. 1106 0. 0204 0.0193 0. 0293 0.0250 0. 0552 0. 0567 0. 0478 0.0410 0. 0301 0. 0294 0.0420 0. 0381 0.0494 0. 0493 0. 0493 0.0621 4,741 4,646 3,761 1,247 Animal. Steam and electric elevated. 73. 02 t9,464 0. 2603 0. 1901 0. 0764 0. 0321 0.0432 2, 560 5 49.71 J71,889 0. 1960 0. 0975 0. 0232 0. 0448 0. 0259 0. 0608 36, 161 Cable, sur- face, and inclined planes. 14 63.97 t30, 937 0.3258 0. 1758 0. 0345 0.0846 0.0285 0.0488 14,241 Steam, surface. 122.65 SI, 314 0.1464 0. 1795 0. 0224 0. 0552 0. 1144 0.04.58 2298 1 Exclusive of reports for 1>^ companies which failed to furnish this inforniHtion. -' Deficit. Attention should be called at the outset to the fact that .several of the items in this table for electric rail- way companies operating commercial lighting plants can not properlj' be compared with similar items in the other columns, since the total operating expenses and earnings, including those for the lighting business, enter into the computation. A fairly correct idea of the earnings of such companies from the railway busi- ness alone may be obtained from the income account by omitting therefrom the income from the sale of cur- rent for light and power, although the resulting figures are not quite comparable with those of electric railway companies which do not operate commercial lighting plants, since they also derive a small incidental revenue from the sale of current. AVith the deduction indi- cated, companies with commercial lighting plants had FINANCIAL OPERATIONS. 83 operating earnings of $6,358 per mile of track and 18.39 cents per car mile. Instead, therefore, of having earnings greater per car mile than companies without commercial lighting plants, as the crude figures might imply, they really had railway earnings considerably less per car mile, as might be expected in view of the fact that most of these companies are in the smaller towns. For purposes of rough calculation and com- parison it may be assumed that the operating expenses of companies having lighting plants are divided between the railway busjness and the lighting business in the same proportion in which the earnings are divided. On this assumption the "railway" operating expenses of such companies would be 10.69 cents per car mile and 2.97 cents per passenger. The expense per car mile would thus appear somewhat less than for companies without lighting plants, and such a showing may be accounted for, at least in part, by the fact that the companies with lighting plants, operating in the small towns, have smaller cars and paj' lower wages than do companies of the other group. Their operating ex- penses per passenger, on the other hand, are apparently somewhat greater for the companies with lighting plants. There is, of course, no one standard by which to judge the success of railway operations. Street railway men themselves, in considering the question, are perhaps most likely to base their conclusions on the percentage which operating expenses bear to operating earnings — the operating ratio, as it is called. Generally speak- ing, a low ratio of expenses to earnings is regarded as an indication of good management. This, however, is not always the case. It is quite conceivable that a company would be able to earn a higher return on its investment by increasing the amount of its traffic, through a lessening of fares or otherwise, even though the percentage of operating expenses to earnings should be slightly raised as a result. Again, a low ratio of operating expenses to earnings may mean merely that the fares are higher or the service less satisfactory than elsewhere, rather than that the company is pecul- iarly economical in its operating methods. Conversely, where fares are low the ratio of operating expenses to earnings may be high, while the cost of operation per car mile or per passenger is exceptionally low. Given cars of similar size and character and given similar general conditions of operation, the truest test of the success of railway operations is in the amount of expenses per car mile operated and per passenger car- ried. Finally, it may be noted that a low ratio of operating expenses to operating earnings is often made possible only by heavy capital investment. Indeed, it is sometimes the case that costly improvements, which materially lessen the expenses of transportation, are not sti-ictly profitable from the standpoint of the investor. As appears from Table 60, the operating expenses of all street and interurban railway companies in the census year 1902 amounted to 57.5 per cent of their operating earnings. The gross earnings, including those from sale of current and other sources, were equal to $11,152 per mile of track, and to 21.87 cents per mile run by cars of all classes. The passenger earnings per passenger car mile, not shown in the table, averaged 21.14 cents. The average fare, ob- tained by dividing the passenger earnings by the num- ber of fare passengers, was 1.91 cents, and the total operating expenses per fare passenger — which slightly exceed the expenses properly chargeable to passenger traffic — were 3.01 cents. The average net earnings per mile of track for all companies were f4,741. The ratio of operating expenses to operating earnings is much lower on the street and electric railways of the country as a whole than on the steam railways, which spent 64.7 per cent of their earnings for operation in the 3'ear ending June 30, 1902, and in the previous year 64.9 per cent.^ It is possible that the comparison thus made is not altogether a just one, since 41.4 per cent of their expenses was incurred by steam railways in 1902 for the maintenance of ways and structures, while street and interurban railway companies assigned to maintenance of ways and structures only 8.5 per cent of their operating expenses." Beyond question it costs relatively less to maintain a street railway than a steam railway, since the former has much less track to keep up in proportion to the amount of its earnings. More- over, the speed of electric cars is less than that of steam trains, and the wear and tear, as well as the injurj^ to property from accident, is therefore less on electric than on steam railways. Again, the roadbed and equip- ment of most of the electric railways are comparatively new, and they may therefore require less repair and renewal at present than will be necessary later on.' However this may be, it is probable that, with all possible allowances for the difference in conditions and policy with respect to expenditures for mainte- nance, the proportion of operating expenses to earnings would still be found lower on street and electric rail- ways than on steam railways. Such a difference might be attributable to relatively higher charges for trans- portation on the electric lines. On the other hand, it is to be remembered that a relatively low operating ratio might be secured at the expense of a relatively heavy capital investment. Now the amount of capital liabilities is decidedly greater in proportion to the operating earnings in the case of street railways than in the case of steam railways. In the absence, how- ever, of definite knowledge as to the actual cash invest- ment in either class of railways, it is impossible to ' Report of Interstate Commerce Commission on Statistics of Rail- ways, 1902, page 9] . ^Ibid., page 81. ^ For a discussion of the subject of allowances for depreciation and renewal, see page 57. 84 STREET AND ELECTRIC RAILWAYS. decide to what extent the lower ratio of operating expenses to earnings on electric lines may actually be due to the heavier investment of capital. For the purpose of further considering the ratio of expenses to earnings for the ditferent classes of rail- ways, the averages shown in Table 60 have been sup- plemented by the following table, showing the number of companies which have operating ratios falling within specified limits. In studying this table the differences in the importance of the individual companies should be borne in mind. Table 61. — Distribution of railway companies in the several groups, classified according to power, with respect to their operating ratio: NUMBER OK COMPANIES. PERCENTAGE OF Total. Electric surface. ! Cable, sur- face, and in- clined planes OPEKATING, EX- PENSES TO EARN- INGS. With- out com- mer- cial light- ing. With com- mer- cial light- ing. Part time. Ani- mal. Steam and elec- tric ele- vated. Steam, surface. Total 799 656 112 67 62 6 14 3 Under 60 78 169 216 121 92 128 43 120 169 90 64 80 12 29 33 18 13 7 9 7 14 3 7 17 3 7 7 8 6 21 1 3 1 5 3 2 2 1 1 50 but under 60.. 60 but under 70.. 70 but under 80.. 80 but under 90.. 90 and over i 2 1 Exclusive of reports for 18 companies which failed to furnish this informa- tion. Electric surface railways without commercial light- ing plants, the most important class, show an average operating ratio of 67.9 per cent. It is seen in Table 61 that 43 of the 556 companies of this class devote less than 50 per cent of their earnings to operating expenses, while on the other hand 80 such companies devote more than 90 per cent of their earnings to expenses. The largest group is that of companies that have an operat- ing ratio of between 60 and 70 per cent, but they operate much less track than companies with a ratio of from 50 to 60 per cent. That a considerable degree of economy is secured by combining light and power plants with railways in towns of smaller population may probably be deduced from the fact that the average operating ratio for com- panies having commercial lighting plants — 58.1 per cent — was practically the same as that for electric com- panies without such plants, in spite of the fact that the former are for the most part situated in towns of mod- erate size where the railway traffic is comparatively small. The operating ratio for companies with lighting plants is indeed considerably lower than that for those without such plants in cities of corresponding size, for it will be noted that much more than half of the business of companies of this group is done in places of less than 100,000 inhabitants; and, as appears in Table 63, the operating ratio for full-time companies without lighting plants in towns of less than 25,000 inhabitants is 68.8 per cent, and in urban centers of from 25,000 to 100,000 inhabitants 61 per cent. The lowest operating ratio, 49.7 per cent, was that of elevated railways. As only one of the five com- panies had an operating ratio below 50 per cent, while three reported ratios between 60 and 60 per cent, and the fifth reported a ratio between 60 and 70 per cent, the great inequality in the relative importance of the com- panies is quite evident. The explanation of the low average operating ratio for elevated railways is to be found in ,the fact that the operating earnings per passenger were slightly higher than for electric surface railways without lighting plants, while the operating expenses per car mile were about 20 per cent lower. It is, however, impossible to draw from these statistics any satisfactory conclusion regard- ing the conditions of operation on elevated railways at the present time, because a large part of the traffic of the most important company during the census year- was handled by steam power, while since that time steam has been replaced by electricit}'. The fact that in 1902 the power plant expenses of elevated railwaj^s were 2.3 cents per car mile, as compared with only 1.9 cents for electric surface railways without lighting plants, was undoubtedly due chiefly to the higher cost of steam traction, though it was probably also due in some meas- ure to the larger cars and higher speed on elevated railways. On the other hand, large cars and high speed tend to reduce the expenses of running cars, par- ticularly the important item of wages of motormen, or engineers, and gatemen. The practice of running cars in trains also reduces wages of motormen or engineers per car mile, and this saving is not wholly offset by the expenses of maintaining ticket sellers and ticket "choppers" at the stations. Some idea of the financial advantage of electric trac- tion on elevated railways as compared with steam traction may be gained from a comparison of the annual reports of the Manhattan Elevated Railway Company for the two years ending September 30, 1901 and 1903, respectively. In 1901, when steam was used almost exclusively, the operating ratio was 55.4 per cent; in 1903, when electric power was almost the sole means of traction, the ratio was only 42.9 per cent. The operating expense of this company per passenger was 2.72 cents in 1901 and only 2.12 cents in 1903. The operation of 6-car trains instead of 5-car trains, which was made possible by electricity, contributed materially to this reduction in operating expenses. Cable and inclined plane railways likewise show a con- spicuously low operating ratio. Five of the 14 compa- nies reported a ratio below 60 per cent, and 8 reported a ratio below 60 per cent. The 3 ordinary cable railways show an average operating ratio of 54.7 per cent. The fact that these ordinary cable railways are all in a large city and have very dense traffic makes their results more favorable than would be the case if the conditions FINANCIAL OPERATIONS. 85 under which they operate were similar to those of the average electric railwa3^ Under similar conditions of traffic electric traction is cheaper than cable traction in the matter of current expenses, to say nothing of the fact that the capital investment per mile in an overhead trolley electric railway is much less than in a cable system. In 1890, when the number of cable railways was considerably greater than at the present time, the operating expenses of such companies, as they were reported for the Eleventh Census, were 65. 7 per cent of their operating earnings. The high earnings and high expenses per car mile for the inclined planes are explained by their short tracks, dense traffic, and rela- tively large capital investment per mile of track. Animal power railways, as might be expected, pre- sent a much less favorable operating ratio, 73.0 per cent, than most other classes shown. Of the 62 com- panies of this class, 21 report operating expenses exceeding 90 per cent of operating earnings. On the other hand, 10 companies show operating ratios under 60 per cent. The explanation of the high average ratio is found partly in the fact that the average earn- ings per passenger are lower for animal power railways than for those of any other class, but the explanatioil lies chiefly in the heavy expense of operation, which amounts to no less than 19 cents per car mile. While the group of animal power railways includes a large number of companies in small towns, where the traffic is very light, the greater part of the earnings and expenses fall to the four companies in New York city, which have very dense traffic; and the averages for the group as a whole are therefore largely determined by the figures for these four companies. When it is remem- bered that the horse cars are much smaller than the electric cars, the enormous reduction in expenses which has resulted from the introduction of electricity may be appreciated by comparing the operating expenses per car mile for animal power roads with those for electric railways without lighting plants, 12.56 cents. Effect of change to electric traction on cost of opera- tion. — Interesting conclusions might be drawn from the detailed statistics of leading railway systems, showing the reduction in operating expenses which followed the introduction of electric power. Comparable figures are, however, very difficult to obtain because of changes in the ownership of railways and because of the extension of the old lines. Consolidation of f ormerlj^ independent lines very often accompanied the change of power, and where this has been the case it is not only hard to obtain comparable statistics, but it is also impossible to distinguish economies due to change of power from those due to consolidation. The "electrification" of the street railway lines of Philadelphia took place about 1894, much the greater part of the trackage before that time having been operated by animal power. In 1893 the operating expenses of all the lines of the city, 15,322,734, were 1165—05 7 63.1 per cent of the operating earnings. In 1895 the ratio fell to 59.7 per cent; in 1896 to 52.5 per cent; and in 1898 to 41 per cent. In the last-named year the expenses were only $4,608,163, or more than 10 per cent less than in 1893, while earnings had increased one-third. Combination also contributed to the econ- omy in Philadelphia.' Another example of the economy of electric traction may be taken from the West End Street Railway Com- pany of Boston, now controlled by the Boston Elevated Railway Company. In the year ending September 30, 1889, this company was just beginning to install elec- tric traction. Its earnings were $5,204,512; its operat- ing expenses, exclusive of taxes and rentals, $4,098,533, the operating ratio being 78.7 per cent. The conver- sion to electric traction had largely been accomplished by the end of 1894, nearly three-fourths of the track being then operated exclusively by electricity. For that year the operating earnings were $6,823,879; the expenses $4,805,605; the operating ratio 70.4 per cent. The marked increase in traffic indicated by the figures of earnings was in considerable measure attributable to improvement in the service, as there had been com- paratively little addition to the trackage of the company.'' The Third Avenue Railroad Company of New York had precisely the same length of track (directly oper- ated) ten years ago that it has to-day. In the year end- ing June 30, 1892, its main line was operated by animal power, although it had two shorter branches with cable traction. In that year the earnings were $1,741,072; the operating expenses $1,184,804; the operating ratio 68 per cent. The traffic was very dense, and there were probably fewer long-distance passengers in 1902. Under cable traction, which was introduced in 1894, the expenses were materially reduced in proportion to the traffic. Apparently a still further reduc- tion has been accomplished by the recent change to electricity. It is impossible to speak with certainty, because the financial difficulties of the Third Avenue Railroad and its transfer to the Metropolitan Street Railway Company have made satisfactory comparison of the cost of operation in recent years impracticable. According to the report of the company for the year ending June 30, 1901, the operating expenses for a greatly increased traffic were less than in 1892, and the operating ratio was only 49.6 per cent. In 1902 there were heavy expenditures for maintenance and for dam- ages, but the operating ratio rose only to 61.3 per cent, which was still decidedly lower than the ratio under horse traction.' General results of operation of companies classified according to population.— l:h& results of the operations ^Compiled from Street Railway Investor's Guide. '' Compiled from Reports of Massachusetts Railroad Commission- ers, 1889 and 1894. 'Compiled from the Reports of the New York Railroad Com- missioners, 1892, 1899, 1902. 86 STREET AND ELECTRIC RAILWAYS. of street railways classified according to population of urban centers served, and of the two classes of interur- ban railways, are summarized in Table 62, which includes the same items as were presented in the corre- sponding table for companies classified according to power. More instructive is Table 63, which presents similar data for full-time electric surface railways with- out commercial lighting plants. The following dis- cussion is based chiefly upon the data presented in Table 62. Table 62.— GENERAL RESULTS OF OPERATION OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902.» Number of companies Ratio of operating expenses to earnings, percentage . Operating earnings per mile of traclc constructed Operating earnings per car mile Operating expenses per car mile, total Power plant Operation of cars Operating expenses per fare passenger Passenger earnings per fare passenger Net earnings per mile of tracli Total. 799 67.49 $11, 152 0.2187 0. 12B7 0. 0204 0. 0552 0. 0301 0. 0494 4,741 URBAN CENTERS, POPULATION. 600, 000 and over. 100, 000 but under 500, 000. 65 56.69 $24, 860 0.2318 0. 1291 0. 0186 0. 0697 0.0274 0.0482 10, 793 47 53.64 $14, 329 0.2119 0. 1134 0.0160 0. 0644 0. 0276 0.0493 6,658 26,000 but under 100,000. 83 69.31 $8,009 0.2036 0. 1207 0.0195 0. 0494 0.0323 0.0478 3,269 Under 26,000. 312 68.09 $6,440 0. 1891 0.1287 0. 0316 0. 0437 0. 0422 0.0483 1,736 INTERURBAN RAIL- WAYS. Fast, long. other. 63 59.80 $3, 673 0. 2197 0. 1314 0.0289 0.0446 0.0647 0. 0809 1,477 239 64.83 $5,263 0.2075 0.1S45 0.0272 0.0533 0.0355 0.0604 1,847 1 Exclusive of reports for 18 companies which failed to furnish this information. Table 63.— GENERAL RESULTS OF OPERATION OF FULL-TIME ELECTRIC SURFACE RAILWAY COMPANIES, WITHOUT COMMERCIAL LIGHTING, CLASSIFIED ACCORDING TO POPULATION: 1902. ^ Number of companies Katio of operating expenses to earnings, percentage . Operating earnings per mile of track constructed Operating earnings per car mile Operating expenses per car mile, total Power plant Operation of cars Operating expenses per fare passenger Passenger earnings per fare passenger Net earnings per mile of track Total. 656 57.94 $11,046 0. 2168 0. 1266 0. 0193 0. 0667 0. 0294 0.0493 4,646 URBAN CENTERS, POPULATION. 500,000 and over. 47 56.45 $21, 982 0.2376 0. 1342 0. 0177 0. 0622 0. 0276 0.0479 9,572 100,000 but under 500,000. 54.14 $14, 021 0. 2064 0.1118 0. 0167 0.0542 0.0274 0.0494 6,429 25,000 but under 100,000. 66 60.99 $7,348 0. 1866 0. 1138 0.0186 0.0604 0. 0307 0.0486 2,866 Under 26,000. 166 68.81 $4,872 0. 1662 0. 1144 0. 0260 0.0469 0.0351 0.0483 1,519 INTERURBAN RAIL- WAYS. Fast, long. 40 59.94 $3,533 0. 2115 0. 1267 0.0286 0.0431 0.0555 0.0845 1,415 Other. 200 66.33 $5,261 0.2008 0. 1312 0.0270 0.0636 0.0342 0.0498 1,824 I Exclusive of reports for 16 companies which failed to furnish this information. The great advantage which the street railways in the large cities have over those in smaller towns is con- spicuous in the above tables. The amount of earnings per mile of track for electric surface lines having no lighting plants, which in urban centers of more than 500,000 inhabitants is $21,982, decreases steadily with decreasing population of the centers served, an average of only $4,872 per mile of track being shown for com- panies in centers of less than 25,000 inhabitants. The amount of net earnings per mile of track decreases even more sharply, being $9,572 for electric railways without lighting plants in urban centers of the first group and only $1,519 in centers of smallest population. The differences among the groups in the ratio of op- erating expenses to operating earnings are also marked. In urban centers of more than 500,000 inhabitants rail- way's of all classes combined spent for operation only 55.7 per cent of their operating earnings, and the elec- tric surface railways not furnishing commercial light- ing in such centers show a ratio of expenses to earn- ings only slightly higher. In urban centers of from 100,000 to 500,000 inhabitants the operating ratio is even lower than in the largest cities. On the other hand, in places of from 25,000 to 100,000 inhabitants the operating expenses amounted to 59.3 per cent of operating earnings for all companies combined, and to 60.99 per cent for electric surface companies without commercial lighting plants. In centers of less than 25,000 inhabitants the corresponding operating ratios are 68.1 per cent and 68.8 per cent, respectively. The fast, long interurban railways present quite favorable operating results. The other group of interurban rail- ways on the other hand, including many railways that closely resemble the railways in the smallest towns, spent 64.8 per cent of their earnings for operation. The differences among the various pppulation groups as regards the ratio of operating expenses to earnings are further indicated in Tables 64 and 65, which show for all railways, and for electric surface railways with- out commercial lighting plants, respectively, the num- ber of companies falling within stated limits of operat- ing ratios. FINANCIAL OPERATIONS. 87 Table 64. — Distribution of railway companies in the several urban and interurban groups, according to their operating ratios: 1903. ^ NUMBER OF COMPANIES. PERCENTAGE OF OPER- ATING EXPENSES TO OPERATING EARN- INGS. Total. Urban centers, population. Interurban railways. 500,000 and over. 100,000 but under 500,000. 25,000 but under 100,000. Under 25,000. Fast, long. Other. Total 799 65' 47 83 312 53 239 Under 50 73 169 216 121 92 128 9 16 14 12 5 9 10 23 6 3' 8 28 31 12 1 3 16 48 84 49 47 68 8 15 17 7 2 4 22 50 but under 60 60 but under 70 70 but under 80 80 but under 90 90 and over 39 64 36 37 41 1 Exclusive of reports for 18 companies which failed to furnish this information. Table 65. — Distribution of full-tiwk electric surf ace railway compa- nies, without, commercial lighting, in the several urban and interurban groups, according to their operating ratios: 1903. ^ NUMBER OF COMPANIES. PERCENTAGE OF OPER- ATING EXPENSES TO OPERATING EARN- INGS. Total. Urban centers, population. Interurban railways. 500,000 and over. 100,000 but under 500,000. 25,000 but under 100,000. Under 25,000. Fast, long. Other. Total 656 47 38 66 166 40 200 Under50 43 120 159 90 64 80 6 9 11 10 4 8 6 21 6 3 2 4 20 27 11 1 3 6 •a 48 27 27 30 6 11 12 6 2 3 16 50 but under 60 60 but under 70 70 but under 80 80 but under 90 90 and over 32 55 33 30 34 1 Exclusive of reports for 16 companies which failed to furnish this information. It will be observed from Table 65 that in urban centers of more than 500,000 inhabitants only 5 out of the 47 electric surface railways without commercial lighting plants had operating ratios under 50 per cent. Four of these 5 companies, however, operate great railway sys- tems, and the 5 companies together control an aggregate trackage of 1,289.02 miles, which is 27.5 per cent of the total of 4,680.96 miles reported for all electric surface railways in centers of this size. Of the 9 companies in urban centers of more than 500,000 inhabitants that show an operating ratio of from 50 to 60 per cent, 3 have more than 300 miles of track each, and 2 others operate large systems. The total trackage of the 14 companies that show opei'ating ratios under 60 per cent is 2,641.45 miles, or 56.4 per cent of the total trackage for centers having more than 600,000 inhabitants. On the other hand, most of the 22 electric railway compa- nies in the largest centers that show an operating ratio over 70 per cent are small concerns in the outskirts and suburbs. The average operating ratio for the group thus represents pretty closely the conditions for the more important street railway systems of the great centers. In urban centers of from 100,000" to 500,000 inhabit- ants 21 of the 38 electric surface railway companies not furnishing commercial lighting i-eported operating ex- penses between 60 and 60 per cent of earnings, and 6 companies, with 630.17 miles of track out of a total of 3,261.64 miles for the group, reported a ratio under 50 per cent. Only 5 companies in centers of this size had an operating ratio of 70 per cent or higher. This ap- parently more favorable distribution of companies in centers of the second rank, as compared with the largest centers, is largely explained by the fact that consolida- tion has gone so far in the second group that very few small railways, such as exist in some of the centers of the first group, now remain in operation. In centers of from 25,000 to 100,000 inhabitants only a small proportion of the electric railway companies have an operating ratio of less than 50 per cent, while the largest group is that of companies whose expenses are between 60 and 70 per cent of their operating earnings. Still less favorable were the conditions shown for the smallest centers, where only one-fifth of the electric railway companies reported an operating ratio under 60 per cent. The largest single group in such centers was that of companies with from 60 to 70 per cent; but more than half of the whole number of companies reported a ratio of 70 per cent or higher, and 30 out of the 165 companies spent more than 90 per cent of their earnings for operation. The distribution of fast, long interurban railway com- panies without commercial lighting plants shows a rather wide variation in the proportion of expenses to earnings. Twenty-three of the 40 companies have an operating ratio between 50 and 70 per cent. Of the other interurban railways, almost exactly one-half had an operating ratio of 70 per cent or higher, though the largest single group of companies reported from 60 to 70 per cent. Relation of operating ratio to density of traffic. — Table 66 classifies full-time electric surface railway companies without commercial lighting according to the number of fare passengers per mile of track and the ratio of operating expenses to operating receipts. The fast, long interurban railways are omitted from the table because the number of fare passengers on such railways can not properly be compared with those on other classes of electric railways. The table, how- ever, includes those interurban railways that have been classed under the head of " other" in this report. 88 STREET AND ELECTRIC RAILWAYS. Table 66. — Distribution of full-time electric surface railways, without commercial lighting, according to number of fare passengers carried per mile of track operated and according to operating ratio: 1902} NUMBER OF COMPANIES REPORTING OPERATING RATIO. NOMBEE OF FARE PAS- SENGERS CARRIED PER MILE OF TRACK OPER- ATED. Total. Under 50 per cent. 50 per cent but un- der 60 per cent. 60 per cent but un- der 70 per cent. 70 per cent but un- der 80 per cent. 80 per cent but un- der 90 per cent. 90 per cent and over. Total 514 35 109 147 84 62 77 Under 25 000 . . 64 72 177 145 34 15 17 5 2 6 9 5 4 4 3 8 30 45 11 \ 7 14 53 52 11 4 6 12 10 32 23 6 6 14 33 8 21 25,000 but under 50,000 . . 50,000 but under 100,000 . 100,000 but under 200,000. 200,000 but under 300,000. 300,000 but under 400,000. 24 23 8 1 400,000 and over 1 1 1 Exclusive ol reports for 2 railways carrying freight only, for 16 which failed to furnish this information, and for 40 fast, long interurbans. In judging these statistics the fact that companies differ materially in importance must be borne in mind. The table shows clearly that an increase in the density of traffic per mile of track is usually accompanied by a reduction of the ratio of operating expenses to earn- ings. This is due chiefly to the fact that heavy traffic per mile of track is usually accompanied by heavy traffic and earnings per car mile. Proceeding from the group showing the least number of passengers per mile of track to the group showing the greatest number, the num- ber of companies having low operating ratios increases. Nearly two-fifths of the 54 companies reporting less than 25,000 passengers per mile of track showed a ratio of expenses to earnings of 90 per cent or higher, while only 5 had an operating ratio of less than 50 per cent. On the other hand, among the 15 companies reporting between 300,000 and 400,000 passengers per mile of track, there is none with an operating ratio exceeding 70 per cent, and only 4 have a ratio of 60 per cent or more. Similarljr, of the 17 companies having more than 400,000 passengers per mile of track, 4 had an operating ratio of less than 50 per cent and 9 a ratio of less than 60 per cent, while only 2 showed a ratio of 70 per cent or higher. Table 67 classifies full-time electric surface railways without commercial lighting plants, other than fast, long interurban lines, according to the number of pas- sengers per car mile and the ratio of operating expenses to operating earnings. The close connection between a high number of pas- sengers per car mile and a low operating ratio appears clearly from this table. Of the 198 companies report- ing less than 3 passengers per car mile, 88 show an operating ratio of 80 per cent or more, and only 30 had a ratio less than 60 per cent. On the other hand, of the *H companies with from 4 to 5 passengers per car mile, only 8 present an operating ratio of 80 per cent or higher, and 35 reported a ratio under 60 per cent. Of the 60 companies with 5 or more passen- gers per car mile, only 16 had an operating ratio of 70 per cent or more, while more than one-half show a ratio under 60 per cent, and one-sixth of them show a ratio less than 50 per cent. Table 67. — Distribution of full-time electric surface railways, without commercial lighting, according to number of fare passengers carried per car mile and according to operating ratio: 1902. ' NUMBER OF COMPANIES REPORTING OPERATING RATIO. NUMBER OF FARE PAS- SENGERS CARRIED PER CAR MILE. Total. Under 50 per cent. 50 per cent but under 60 per cent. 60 per cent but under 70 per cent. 70 per cent but under 80 per cent. 80 per cent but under 90 per cent. 90 per cent and over. Total 514 36 110 146 84 62 77 Under 2 . . 64 134 164 92 38 14 8 ' 4 4 5 12 6 2 2 4 18 43 23 18 2 2 8 40 64 32 6 4 2 10 22 29 17 3 1 2 8 27 19 4 2 2 30 23 2 but under 3 3 but under 4 14 4 but under 5 4 6 but under 6 3 6 but under 7 3 7 and over > Exclusive of reports for 2 railways carrying freight only; for 16 which failed to furnish this information, and for 40 fast, long interurbans. Causes affecting the operating ratio. — The causes which contribute to keep the operating ratio of street railways in large cities lower than in the smaller towns may be clearly discerned by a consideration of the other items in Tables 62 and 63. The difference is not due to higher fares in the great cities. It appears that the average fare collected per passenger on electric surface railways without lighting plants does not differ very materially as among the four urban groups, ranging from 4.79 cents to 4.94 cents. It is, however, largely the fact that the average passenger earnings per passenger are highest in urban centers of the second group, which makes the operating ratio for the com- panies of this group .slightly lower than for those in the largest centers. It is also clear that the low ratio of operating ex- penses in the first two groups of urban centers is not due to the low cost of operating cars. In fact, the average cost of operation per car mile for railways without lighting plants, 13.42 cents, is about one- seventh higher in centers of more than 500,000 inhabitants than in any of the other classes of urban centers; while the other three groups of urban centers differ very little among themselves in the amount of operating expenses per car mile. It is probable that the cars in the great cities average somewhat larger than those elsewhere, but they can scarcely exceed in size the cars in centers of from 100,000 to 500,000 inhabitants by as great a proportion as the expenses per car mile exceed those in the second group of centers. One reason, perhaps the chief reason, why it costs more to operate cars in the largest cities than elsewhere FINANCIAL OPERATIONS. 89 is found in the higher rates of wages. It is possible, too, that on account of the obstructions to traffic the average rate of speed of surface cars is less in large cities than elsewhere, so that a larger amount of wages must be paid to conductors and motormen for cover- ing a given distance, even if time wages were not higher. The expense of "operating cars," which con- sists chiefly of the wages of conductors and motormen, amounts to 6.2 cents per car mile on electric surface railways without lighting plants in the largest centers as against 4.7 cents in centers of the smallest size. One might reasonably expect, however, that the large scale on which the street railway business is conducted in great cities would result in material economies with re- gard to the power plant; and as a matter of fact, as shown by Table 63, the power plant expenses per car mile in the greatest centers, though they slightly exceed those in centers of the second group, are less than in centers of from 25,000 to 100,000 inhabitants, and de- cidedly less than in the smallest centers. Other causes having been excluded, the reason why the operating ratio is lower in the largest cities than elsewhere is necessarily found to lie in the great den- sity of traffic per car mile. It wifl be recalled that the average number of passengers carried per car mile on electric surface railways without commercial lighting plants, in centers of more than 500,000 inhabitants, was 4. 92 in 1902, while in the smallest centers it was only 3.26. The table at present under consideration shows that the operating earnings of electric surface com- panies without lighting "plants amount to 23.76 cents per car mile in centers of more than 500,000 inhabit- ants, as compared with 20.64 cents in centers of the second group, and with only 16. 62 cents in places of less than 25,000 inhabitants. Notwithstanding the fact that in all probability the rides taken by passengers in the greatest cities average longer than elsewhere, the cars in such cities are so much larger and so much better filled that they earn more for each mile traveled than in any of the other urban groups. The passengers who stand are those who make the greatest profit for the railway company. The figures which show the average operating expenses per fare passenger on electric surface railways without lighting plants indicate the effects of these differences in the density of traffic and in the amount of earnings per car mile. They range from 2.76 cents for the largest centers to 3.51 cents for the smallest. A frac- tion of the operating expenses represents the cost of other branches of service besides passenger traffic, but in the case of electric surface companies without light- ing plants this fraction is so small as to be negligible. The fact that the operating expenses of fast, long interurban railways, despite the decidedly larger size of their cars, are not materially greater per car mile than in those of the last three urban groups is attribu- table partly to the high rate of speed maintained, which reduces the outlay for conductors and motormen. The power plant expenses of such railways, on the other hand, as might be expected, are heavier per car mile than for any class of urban railways. The compara- tively unfavorable operating results of other inter- urban lines are shown primarily in their high oper- ating expenses per car mile. These companies also have low earnings per mile of track; but against this must be set the fact that the cost of construction and equipment per mile for many of these railways is much less than in the case of the railways in large cities. The finances of fast, long interurban railwaj's are dis- cussed in greater detail in Part I, Chapter VII. VI. BALANCE SHEET. Detailed analysis for all oonvpanies. — Table 68 pre- sents for the United States and for each state a summary of the balance sheets of both operating and lessor street railway companies. Besides the 18 companies men- tioned on page 54, as reporting no financial statistics, it was found impossible to obtain balance sheets for the Denver, Lakewood and Golden Kailroad Company, which has 6 miles of track, and for one lessor company, the Pittsburg and Charleroi Street Railway Company, which has 4.6 miles of track. Moreover, the data for the balance sheets of a number of other lessor com- panies had to be drawn from the reports of the con- trolling operating companies, from various financial reports and other sources, it being impossible to obtain returns directly from the companies, as some of them have virtually ceased to keep financial accounts. 90 STREET AND ELECTRIC RAILWAYS. Table 68.— BALANCE SHEET FOR OPERATING STATE OR TERRITORY. Num- ber of com- panies. ASSETS. Total. Cost of con- struction and equipment.2 Other per- manent investments. Cash on hand. Bills and ac- counts receivable. Supplies. Sundries. Profit and loss deficit for com- panies report ing deficit. Net deficit for states showing deficit. 1 United States Alabama 967 82,545,132,306 82,167,634,077 8162, 513, 997 828,021,853 822, 448, 700 810,610,928 8152,617,703 811,285,047 81,123,330 9, 7 35 7 25 3 6 10 66 26 22 11 12 8 20 12 92 24 5 5 17 6 4 13 29 119 7 66 6 196 7 7 8 17 3 9 16 8 8 17 11 15,451,927 2,601,330 82,602,550 16, 820, 646 45,645,833 5,289,910 3,822,637 27,066,898 284,953,125 43,454,495 19,977,660 3,318,649 25, 239, 786 24, 084, 087 12, 476, 227 69, 710, 668 121, 627, 650 66, 227, 886 40,016,285 1,444,119 149, 060, 520 3,748,096 8,807,086 4,436,194 132,029,283 648, 014, 844 4,430,976 181, 414, 088 6,563,793 314, 258, 454 24,488,395 6,689,526 18,142,307 16,466,080 6,224,674 3, 203, 339 19,773,297 20, 048, 826 10,006,862 31, 884, 728 29, 277, 080 13, 999, 633 2,207,346 74,624,168 16,174,735 42,482,731 6,104,476 8,710,728 26,157,673 225,607,387 39,420,184 18,036,128 3,089,821 22,850,276 14, 282, 507 11,176,656 68,711,891 109, 782, 044 56, 582, 232 39, 273, 860 1,268,084 117, 628, 659 8, 228, 582 8,599,242 4, 118, 467 126, 589, 270 521, 942, 967 2,408,661 169, 058, 687 6, 236, 570 246,118,011 23,871,761 4, 623, 752 16, 931, 676 15, 755, 440 4, 314, 166 2,860,460 15, 414, 124 18, 674, 439 9,039,281 29, 359, 238 27, 630, 859 949, 116 40,486 1, 805, 168 210,062 2, 121, 630 78, 370 27,268 1, 186, 782 149,637 300, 733 71,386 47, 861 196, 523 1, 819, 913 371,276 243, 518 14, 622 333,415 243,863 86,603 187,187 3,302,901 380,676 477,986 11, 196 1,053,495 46,521 100, 961 177,579 439,114 11,859,612 24, 076 1, 705, 688 89,601 1, 307, 980 88, 443 8,244 64,567 231,886 145,123 20, 477 236, 657 406, 694 106, 805 225, 314 251,623 94,304 6,106 615„963 39,298 72, 907 40,860 32, 994 212,437 1,123,128 107,448 226, 522 2,942 43, 807 97,891 69,716 22, 786 1,387,688 531, 320 4,862 5,928 299, 330 37, 782 9,175 108, 629 278, 001 8,815,728 89, 318 2,320,577 8,680 3,464,432 147, 873 68,631 491,801 81,141 38,101 11, 149 882,641 115, 097 191,509 47,361 23,463 142,671 899,638 170,915 80,498 14,379 139, 698 103, 969 65,567 131, 666 1,451,677 174, 632 101,286 2,390 446, 988 22,689 19,209 6,636 338,461 2, 116, 664 36,408 664,896 89, 841 1,061,226 160, 607 46,693 62,046 65,784 60,796 6,041 30, 732 274,026 4,529 338, 740 42,831 278,765 208, 975 3,632,077 121, 850 371,430 7,977 7,601 212,894 12,482,930 3,241,044 1, 214, 397 190,206 1,810,241 9, 329, 908 209,656 622,807 5,085,058 7,416,002 147,242 40,540 4,743,635 347, 107 76,654 20,168 2, 549, 375 58,140,877 1, 198, 720 6,291,536 118, 864 29,899,816 1,689 316,961 9,187 240,029 32, 000 292, 989 161,662 361,980 601, 492 367, 214 376,564 13,638 3 Arkansas 4 California 5,761 9,967 104,993 17,850 5 Colorado fi Connecticut 7 Delaware 8 Florida 9 Georgia 134,800 40, 287, 103 10,486 47,704 in Illinois 2,933,026 133, 194 129, 898 7,179 21,921 26,959 318, 370 104,432 406, 371 124,483 11, 100 1,785 510, 243 65,565 1,845 3,730 964, 1.54 8,388,249 34, 108 225,868 21, 737 848,523 268, 682 6,244 1,122 800 826, 030 11 Indiana 12 Iowa 13 Kansas 6,665 14 Kentucky 40,928 15 Louisiana 16 Maine 569,960 30,000 212, OU 2,068,542 17 Maryland 18 Massacliusetts 19 Michigan 20 Minnesota 21 Mississippi 114, 196 24,879,270 99 Missouri Montana Nebraska 23 24 26 New Hampshire New Jersey 96 880,908 36,751,267 639,690 1,147,336 134,148 97 New York North Carolina 98 16,-814 •m Ohio Oregon 30 31 Pennsylvania 31,568,967 Rhode Island 39 South Carolina 1,730,000 582, 016 140,000 1, 682, 600 3^ Tennessee 34 Texas 35 Utah 86 37 Vermont , Virginia Washington 10,506 598,200 234, 894 6,976 838, 118 477, 149 22,866 57, 597 3,284,536 191,793 244, 819 708,756 38 3 276,209,172 1,996,626 108, 638, 650 2, 788, 560 183,429,124 16,375,000 2, 589, 400 8, 160, 400 9, 150, 900 3, 110, 000 1, 835, 100 7,277,000 10, 636, 400 4, 273, 600 15, 178, 600 17,661,650 2,021,340 Bills and ac- counts payable. 8101,704,634 6,678,600 1,058,000 30, 529, 600 8,295,660 17, 433, 500 2, 424, 000 1,531,000 13,081,600 97, 886, 267 21, 650, 760 6, 770, 333 1, 116, 000 12,204,300 10,010,000 6,165,000 62,369,194 37,966,942 32,696,800 13,226,000 644, 000 71,474,816 1,275,000 2, 396, 000 1,666,000 67,490,760 252,929,373 1, 880, 500 60, 942, 000 2,737,000 76,563,700 6,221,2d0 3,336,000 8,686,400 3, 952, 900 2, 800, 000 931, 600 11,019,314 7,747,813 6, 308, 400 13, 058, 360 9, 291, 150 1,163,800 Interest due. 599, 152 180,426 1,660,635 418, 881 1,984,704 623,963 84, 309 163, 931 8, 766, 905 3,091,924 1, 338, 918 37,332 284, 044 291,267 746, 799 261, 567 16, 241, 821 2,838,408 122. 908 134, 628 5,760,149 984 127, 436 276, 682 2,994,778 23,423,962 392, 630 6,441,760 214,452 11,876,068 1, 266, 385 446, 384 908,620 2,958,926 261,279 66, 201 889,006 846, 156 262,527 1,100,963 1,460,936 66, 276 814,497,670 133, 272 32, 590 538, 108 239,493' 128, 330 10, 920 112,412 54, 94'3 2,084,693 102, 640 73,101 1,416 294,276 289,200 60,967 633, 628 261,987 839, 992 229,928 8,212 948, 269 134,750 4,096 409,014 3,798,284 60, 730 450, 290 26,890 2, 019, 582 60,867 29, 737 31, 620 90,873 23, 313 118,043 121, 365 12, 301 204, 298 233,271 Dividends due. 82,543,823 2,000 116, 953 600 300, 673 8,015 1,616 77,250 114, 203 337, 736 132,234 300, 200 206, 621 59, 205 4,827 318, 151 175, 353 Sundries. 8133, 399, 808 185, 086 6,291 1,650 18,069 69, 667 107, 423 20, 146 2,899 48,343 242,026 1,934,206 138, 848 298, 491 30, 408 16,693 127, 358 16, 094, 975 1,664,308 .62, 956 2,377 168, 027 259,547 80,499 339, 084 5,066,365 113,384 67,639 8,070 1,868,298 124, 656 21, 000 174,207 976, 468 69,296,706 84,202 2,349,166 142, 536 30,802,698 6,492 213, 638 88, 991 10, 347 310,621 242,226 137,717 12,752 589, 926 183, 279 Profit and loss surplus for companies re- porting sur- plus. 109, 083 861,991,169 293, 760 102, 990 1,811,049 365, 060 589, 168 35, 639 128,223 671, 666 2, 106, 996 401, 820 1, 189, 636 524 880, 990 634, 980 379, 907 191, 199 2, 384, 207 973, 968 2, 789, 610 22, 709 568,277 167, 193 192, 320 92, 109 820, 006 17,039,206 17,289 2,416,889 654,366 10, 382, 206 559,461 75, 466 266, 276 294,843 63, 396 34,854 209, 641 566, 385 135, 772 1, 132, 934 369, 371 Net surplus for states showing sur- plus. 130, 331 841, 829, 442 280, 122 102, 990 1,805,298 366,093 484, 176 17, 789 128,223 671, 566 268, 626 1, 069, 638 869, 069 609, 021 61,637 86, 767 1, 977, 836 849,486 2, 778, 510 20,924 58,034 101,628 190,476 88,379 13,650,957 2, 191, 021 632, 628 9,633,683 290,829 69,222 265, 154 294,043 63,395 11,988 152,044 565, 386 133, 322 1,130,686 119,292 Cost of con- struction dur- ing the year.2 8126,682,473 1,329,516 82,272 2,164,805 402, 023 1, 333, 893 1,046,456 97, 467 673,406 13,670,690 1,891,946 1,578,741 35, 933 371, 058 490, 546 1,181,015 1, 492, 101 12,821,331 1,750,484 1,044,300 311,417 2, 167, 875 65, 320 211, 689 226,423 9, 437, 063 36,278,382 253,248 11, 962, 321 330,939 11,093,181 1,675,228 308, 214 1,173,083 688, 397 168, 365 72,392 605,059 3, 299, 616 734, 039 1,826,050 437,210 310 92 STREET AND ELECTRIC RAILWAYS. The methods of street railway companies in prepar- ing their balance sheets are not uniform, and, although every effort has been made by the Bureau of the Census to bring the items to a comparable basis, it has been impossible in some cases to do so. Moreover, certain headings on both sides of the balance sheet represent such a variety of items that the national and state totals for these headings do not give a precise idea of the financial situation of street railways. The total assets and liabilities, as shown in the table, have been obtained l)_v adding all assets and liabilities reported by individual companies without setting off the profit-and-loss surplus of some of the companies against the profit-and-loss deficit of others. The aggre- gate surplus reported by 463 companies was 151,991,159, and the aggregate deficit reported by 225 companies was $11,285,047, while 279 companies reported neither surplus nor deficit. The latter are largely lessor com- panies which have no current transactions, their income being directly disbursed to their stockholders and bond- holders by the operating companies. The net surplus for the United States, obtained by deducting the deficits from the gross surplus, was $40,706,112. If the deficits were similarly deducted from total assets and liabilities they would be reduced to $2,533,847,258. The table also shows for each state the net surplus or deficit obtained by combining the figures for companies show- ing a surplus with those for companies showing a deficit. More than five-sixths of the reported assets of the street railway companies are placed under the head " cost of construction and equipment." It should be distinctly understood that this figure gives no indication of the actual cash which has been invested in tracks, appliances, and equipment. The Bureau of the Census undertook to secure an itemized statement of cost of construction from each company in accordance with the form prescribed by the American Street Railway Accountants' Association. Many companies furnished satisfactory returns, but many others were entirely unable to do so. The most important of the consider- ations that make the figures of cost in the balance sheet unsatisfactorj' is that a large proportion of the railway mileage, particularly of that which has had the highest valuation placed upon it, has changed hands during recent j'ears, usually through the process of consolida- tion, but sometimes through reorganization after bank- ruptcy or otherwise. Where this has occurred, the new companjr has, naturally enough, treated as the " cost of construction and equipment" the amount which it has actually paid in cash or securities for the assets of the old company or companies, as "going" concerns — an amount which maj' be much more or much less than their original cost or the cost of duplicating them to-day. The new companies would seldom be able, even if they desired, to ascertain from the records of the old com- panies the amounts originally invested, either b}' items or as a whole. Another reason for inability to present itemized construction accounts is found in the common practice of letting contracts for the entire construction and equipment of railways at a lump sum. Such con- tracts are sometimes given to a construction company which is composed largely or wholly of the same men who are promoting the street railway company itself. The item " other permanent investments " is vari- ously interpreted by individual companies in making up their balance sheets. Some of them are disposed to put the value of their franchises under this head. The Bureau of the Census has sought to secure uniformity in the classification presented in this report, and has included under "other permanent investments" only the value of investments outside of street railways and lighting plants directly owned by the reporting com- panies which amounted to $152,513,997. The most important form of such investments consists of the stocks and bonds of other street railway companies, which were usually wholly or partly controlled by the companies holding such securities, but which still main- tained an independent existence and made an independ- ent report to the Bureau of the Census. To the extent that securities of reporting railway companies are held by other reporting companies there is a duplication of both assets and liabilities. In cases where an operating company has completely taken over the business of a subsidiary company, which made no separate return to the Bureau of the Census, the value of the securities held has been treated as pai-t of the cost of construction of the parent company. The cost of electric lighting plants and of parks or other real estate used in direct connection with the street railway business is also included with "cost of construction and equipment." On the other hand, investments in other forms of real estate, in water plants, ice plants, or other industrial enterprises, or in securities of anj- sort, are covered by the second head of the balance sheet. In some cases the cost of such outside properties is so closely inter- woven with the cost of street railways that the segre- gation is based on estimates rather than on precise bookkeeping accounts. Some companies reported their own stocks and bonds held in the treasury as an asset, but in making up the table such securities have uni- formly been treated as though not issued and have been omitted from both sides of the balance sheet. The sundry assets, $152,617,703, includes a variety of items. In a number of cases companies reported the value of franchises— corresponding practically to the difference between their reported cost of construction and other permanent investments on tho one hand and the amount of stocks and bonds issued, on the other — as a separate item, and this has been included here rather than under " cost of construction" or "other permanent investments." It must not be supposed, however, that the total value of all street railway franchises, as distinct from their cash cost, is shown under "sundry assets." Advances made by controlling companies to their sub- FINANCIAL OPERATIONS. 93 sidiary companies for improvements on their lines or other purposes are also placed under this head. It is probable, however, that a part of the item ' ' bills and accounts receivable " also represents advances of this sort that have not been specificalh^ indicated as such by the companies. The balance sheet totals involve duplica- tion to the extent of such advances from one companj^ to another; the expenditures made out of them appear, usually as "cost of construction and equipment," among the assets of the subsidiary companies, and the obligations to the controlling companies appear among their liabilities. The items "capital stock" 11,266,883,289, and "funded debt" 1974,112,422, in the balance sheet are somewhat smaller than the amounts of securities re- ported as issued in Table 93, which were 11,315,672,960 and 1992,709,139, respectively. Some of the operat- ing companies which reported capital stock and funded debt did not present balance sheets. Again the capi- tal stock of some other companies was not paid up in full, only the amount paid being treated as a liabilitv in the balance sheet. If the par value of such stock were taken, it would be necessary' to offset the part not paid in by an item "sundry assets" on the assets side, representing, presumably, real or anticipated fran- chise value. The practice of issuing stock without full payment is most conspicuous in Pennsylvania, where the total par value of stocks issued by operating and lessor street railway companies was reported at 1211,728,495, while the amount appearing in the bal- ance sheet as paid in was 1183,429,124, a difference of $28,299,371. In Philadelphia many of the lessor com- panies have had only a fraction of their stock paid in. Treasury stocks and bonds are excluded from liabilities as from assets. The item "bills and accounts payable" is a large one, $101,704,634. A considerable number of companies, particularly in Massachusetts, seem to have adopted the policy of carrying permanently a heavy floating debt, the proceeds of which have been used in construction and equipment. In other cases new companies that have not yet completed their entire road, or that have only recently done so, are indebted to the contractors for nearly or quite the full cost of construction and have as yet floated no securities. There are a few cases also in which controlling companies not reporting to the Bureau of the Census have made advances to the com- panies which thej^ control and which did report. The amount of "interest due" represents in part that which has accrued but is not yet payable; in part that which is payable but for which coupons have not 3'et been presented; but it apparently represents chiefly interest which the companies have been unable to pay. Under "sundry liabilities," which aggregated $133,399,308, the most important single item consists of the obligations of the subsidiar}^ companies to con- trolling companies. Cost of construction during the year. — An additional column on the same page with the balance sheet shows the cost of new construction and equipment charged to the capital account during the census year, as reported by street railway companies. It does not include the cost of railways under construction but not jj^et in operation. It has been sought also to omit expend- itures which merely represented the purchase of old companies by new ones. The complications in the construction accounts of new railway companies, par- ticularly where settlements have not yet been made with contractors, are such that the figures for cost during the year can not be altogether correct. They serve, however, to give a rough idea of the rapidity with which new construction and improvement are taking place. The total cost of construction during the year amounted to $126,682,473, or about 6 per cent of the aggregate cost of construction and equipment, as stated in the balance sheet at the end of the year. CHAPTER Tl. EMPLOYEES, SALARIES, AND WAGES. Totals for the United States and for states. — Table 92 shows for the United States as a whole and for each of the states the average number of salaried officials and clerks and of wage-earners of different classes, employed by street and electric railways during the census year 1902, together with' the total amount of salaries and wages paid to each class. The table includes the figures for 797 of the 817 operating companies. The nonoperating lessor companies have no wage- earners; and, while they maintain a formal organization and have certain officers, these, in most cases, receive no compensation. The 20 companies that failed to re- port statistics of employees and wages include the 18 companies mentioned on page 54 as making no financial returns. In addition to these the Los Angeles Traction Company, with 26 miles of track and 5,040,164 passen- gers, and the Punxsutawney (Pa.) Street Railway Com- pany, with 12.13 miles of track and 988,555 passengers, failed to report employees and wages. The total track- age of the companies not covered by the statistics on this subject was 417.03 miles. In accordance with the practice adopted by the Bureau of the Census for the investigation of manufactures,^ the average number of employees as stated in Table 92 is computed, not on the basis of the actual time the street railways were in operation, but on the assump- tion of continuous operation for all companies through- out the year. Thus a company operating six months and emplojdng 30 men during that time is credited with 15 men employed for twelve months. The aim is to show the equivalent of the actual work done during the census year, or, in other words, the number of employ- ees which would be necessary to perform that work if all of them worked the full year. The average time of operation of the 57 companies which operated less than the full year was about six and two-thirds months. The number of employees of such companies, as calculated according to the method 'See Twelfth Census, Vol. "VII, pagecvi. described, was only 2,066. If the full number had been counted, regardless of the length of their employ- ment, it would not have increased the total number of employees of all companies combined, or the number of most of the classes of employees, by 2 per cent. In some other cases companies operated part of their trackage during only a fraction of the year; but, all things considered, the average number of employees for all railways, as calculated on the basis of an assumed full year of operation, is not materially less than the number actually employed at any given time during the year. Table 92 shows that the average number of salaried officials and clerks employed by the street railways of the United States in 1902 was 7,128 and the average number of wage-earners of all classes 133,641, a total of 140,769 employees. The salaries paid amounted to 17,439,716 and the wages to $80,770,449, a total of 188,210,165 for salaries and wages. The wages alone, exclusive of salaries, were 56.8 per cent of the total operating expenses of the street railway companies. By far the most important groups of employees are conductors and motormen. These two classes, which are approximately equal in number and in wages re- ceived, together constitute about three-fifths of the total number of wage-earners, and their aggregate wages are equal to more than one-third of the operating expenses of street railway companies. Road and track men and mechanics are the next most important classes of employees. Employees, salaries, and wages of companies classi- fied according to jMwer. — Table 69 shows for all com- panies combined and for the various groups of com- panies classified according to power, the number and compensation of salaried officials and clerks; the num- ber and wages of all wage-earners and of conductors and motormen, respectively; and the relation of certain of these statistics to the length of track, to car mileage, and to the number of fare passengers carried. (94) EMPLOYEES, SALARIES, AND WAGES. 95 Table 69.— EMPLOYEES, SALARIES, AND WAGES OF COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902.' Number of companies Salaried ofaoials and clerks: Average number Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers earned during the year. Salaries Wage-earners: Average number Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers carried during the year. Wages Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers earned during the year. Conductors: Average number Wages Motormen: Average number Wages Total. 797 7,128 0.322 0.631 0.151 87,439,716 133, 641 6.031 11.830 2 829 $80, 770^449 $3, 645 87, 150 $1,710 40, 141 824, 025, 204 40,003 $24,617,155 ELECTEIC, SURFACE. Without com- mercial lighting. 554 5,617 0.305 0.698 0.140 85,960,926 111,044 6.022 11. 826 2.768 $67,904,546 83,683 87, 282 81, 692 34, 222 820,981,435 34,458 821,288,717 With com- mercial lighting. 112 990 0.402 1.164 0.324 8998, 460 12, 498 5.080 14. 696 4.087 86,741,201 82,740 87, 927 82,204 3,090 81, 546, 874 3,235 81, 680, 086 Part time. 57 184 0.221 1.413 0.488 8121, 124 1,882 2.264 14. 465 4.987 8698, 667 8841 86,366 81,851 548 8198, 109 890 8213,814 Animal. 52 44 0.282 0.776 0.131 827,927 992 6.354 17. 497 2.956 8676, 285 83,691 810,164 81, 717 297 8164,894 348 8188,303 Steam and electric ele- vated. Cable, sur- face, and inclined planes. 5 14 250 39 1.096 1.178 0.299 1.240 0.079 0.201 8298,137 840,622 6,768 441 29. 671 13. 319 8.091 14.026 2.148 2.278 84,512,338 8330,795 819,782 89, 991 85,394 810, 521 81,432 81,709 1,823 159 81,015,888 $118,044 1,228 140 81, 137, 951 8105,629 Steam, sur- face. 4 0.332 3.693 2.354 82,520 16 1.327 14. 774 9.415 86,617 8549 $6,110 4 $2, 655 1 Exclusive of reports for 20 companies which failed to furnish this information. Very significant differences in these relations appear among the different classes of companies, although the differences are probably due not so much to diversity in the methods of traction as to variation in the density of traffic among the several classes. For all classes of railways combined the number of salaried employees was 0.322 per mile of track, 0.631 per 100,000 car miles run during the year, and 0.151 per 100,000 fare passen- gers carried during the year. The number of wage- earners was 6.031 per mile of track, 11.830 per 100,000 car miles, and 2.829 per 100,000 fare passengers. These figures exceed slightly the averages for the most important class of companies, full-time electric surface railways without commercial lighting. The annual wages paid by all companies were $3,645 per mile of single track, |7,150 per 100,000 car miles, and $1,710 per 100,000 fare passengers. As might be ex- pected, the companies furnishing commercial lighting, part of whose employees are engaged in the lighting branch of the business,, show relatively more salaried eniployees, wage-earners, and wages, in proportion to the car mileage and passengers, than companies without commercial lighting. The large number of wage-earners in proportion to car mileage shown for animal power railways is chiefly due to the slow speed of the cars. Elevated railwaj^s, with their extremely dense traffic, naturally show a much larger proportion of emploj'^ees per mile of track than other classes of railways; but, on the other hand, the density of traffic and the high speed of elevated railways resulted in their showing a relativelj' small number of employees and a relatively small amount of salaries and wages in proportion to car mileage and to fare passengers carried. The number of wage-earners per 100,000 fare passengers for the cable roads was less than for any other group except the elevated roads. The inclined plane roads had 2. 107, and the ordinary cable roads 2.320 wage-earners per 100,000 fare passengers. Emjyloyees, salaries, and wages of convpanies classi- fied according to pojpvlation. — Table 70 presents for all railways classified according to population the same data as are presented in Table 69. The corresponding figures for full-time electric surface railways without commercial lighting are shown in Table 71. Table 70.— EMPLOYEES, SALARIES, AND WAGES OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902.i Number of companies Salaried officials and clerks: Average number Per mile of track .'..... Per 100,000 car miles run during the year Per 100,000 fare passengers carried during the year . Salaries Wage-earners: Average number Per mile of track Per 100,000 car miles run during the year ...'. Per 100,000 fare passengers carried during the year . Per mile of track ' Per 100,000 car miles run during the year Per 100,000 fare passengers carried during the year . Conductors: Average number Wages Motormen: Average number Wages Total. 87: 824, 824, 797 7,128 0.322 0.631 0.151 439, 716 133, 641 6.031 11.830 2.829 1,770,449 $3,646 87, 150 81, 710 40, 141 026, 204 40, 003 617, 155 UEBAN CENTEKS, POPULATION. 600,000 and over. 100,000 but under 500,000. 65 2,549 0.514 0.489 0.104 1, 720, 425 61, 699 12. 438 11. 837 2.516 1, 181, 336 87, 899 87, 517 18,897 811, 860, 269 17,867 $11, 813, 620 46 1,211 0.348 0.507 0.122 $1,465,046 27, 604 7.811 11.558 2.790 817,201,939 84,868 $7, 203 81,739 8,645 85,244,932 8,786 $5,384,432 26,000 but TT„Ho.. OR (inn under 100,000. Under 25,000. 83 703 0.248 0.630 0.169 8829, 372 13,458 4.742 12. 053 3.229 $7,626,882 82, 688 86,831 81,830 $2, 247, 928 4,242 $2, 358, 346 312 838 0.384 1.334 0.438 $686, 253 7,279 3.333 11.586 3.802 $3,727,549 81, 707 85,933 $1,947 1,849 $911, 899 2,360 81,186,679 INTEEUKBAN EAIL- WAYS. Fast, long. 53 482 0.174 1.042 0.434 8477, 601 5,764 2.084 12. 461 5.186 3, 155, 616 $1,141 $6, 822 1,361 $735,181 1,424 8788, 646 1 Exclusive of reports for 20 companies which failed to furnish this information. Other. 238 1,346 0.229 0.904 0.239 81,261,020 17,837 3.035 11. 988 3.167 $9, 877, 127 81,680 86,638 $1,764 5,316 83,024,996 5,324 $3,085,433 96 STREET AND ELECTRIC RAILWAYS. Table 71.— EMPLOYEES, SALARIES, AND WAGES OF FULL-TIME ELECTEIC SURFACE RAILWAY COMPANIES, WITHOUT COMMERCIAL LIGHTING, CLASSIFIED ACCORDING TO POPULATION: 1902.' Number of companies Salaried officials and clerks: Average number Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers carried during the year Salaries Wage-earners: Average number Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers carried during the year Wages Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers carried during the year Conductors; Average number Wages Motormen: Average number Wages Total. 867, *21, 664 5,617 0.306 0.698 0.140 1, 960, 926 111,044 6.022 11. 826 2.768 904,646 83,683 J7, 232 81,692 34, 222 1,981,435 34, 468 288, 717 CRBAN CENTERS, POPULATION. 600,000 and 100,000 but 26,000 but over. under 500,000. under 100,000. 47 2,269 0.483 0. 522 0.107 82, 390, 778 63, 967 11. 527 12. 461 2.666 834, 094, 449 87, 284 87,874 81, 621 16, 765 810, 670, 686 16, 338 810,609,465 37 1,026 0.318 0.469 0.114 81, 293, 621 24, 649 7.642 11.260 2.747 816, 326, 683 84,751 87, 001 $1, 708 7,847 84, 745, 919 8,060 84,903,873 66 467 0.219 0,655 0.150 8637, 296 8,709 4.167 10. 677 2.862 85,266,287 82, 615 86,384 81, 721 2,821 81,697,605 2,959 81,790,580 Under 25,000. 165 438 0.335 1.141 0.351 8340, 658 4,008 3.062 10. 446 3.210 82, 163, 300 81,653 85,637 81,733 1,166 8619, 268 1,421 8764, 662 INTERUEBAN RAILWAYS. Past, long. other. 40 366 0.165 0.985 0.432 8371, 944 4,329 2.002 11. 980 5.249 12, 432, 536 81, 125 86,732 62, 949 8552, 634 1,049 8683, 345 199 1,081 0.217 0.830 0.216 81,016,730 16, 392 3.096 11. 819 3.082 88, 632, 391 81,737 86,628 81, 729 4,626 82,695,423 4,631 82,736,792 1 Exclusive of reports for 18 companies which failed to furnish this information. It appeai-s from Table 71 that the number of wage- earners per mile of track, on railways of the more typical class, is greatest in urban centers of the first group, and that the number decrea,ses rapidly with de- creasing population of urban centers. An even greater decrease is shown in wages per mile of track. The ex- planation is found obviously in the declining density of traflic with decreasing population. The ratio of wage- earners and wages to car miles run during the year also decreases with population, though in a much less marked degree. In explanation of the fact that the number of employees per 100,000 car miles is greater in large cities than in smaller towns, it may be said that certain classes of men, such as starters, switchmen, transfermen at junction points, and the like are not required in the smaller towns. In some small towns a single person serves both as conductor and motorman. On the other hand, the densit}^ of traffic per car mile increases, broadly speaking, with population, and we find accordingly that the ratio of the number of em- ployees to the number of fare passengers carried, during the year decreases with increasing population. How- ever, on account of the general tendency of the rate of wages to increase with population, there is less differ- ence in the ratio of wages to passengers among the four urban groups than in the ratio of wage-earners to pas- sengers. The ratio of wage-earners to passengers car- ried is lai'ger in the group of fast, long interurban rail- ways than in any of the urban groups, because of the long distance traveled by passengers. Relation of employees to trackage and traffic in the ten largest cities. — Table 72 shows the number of salaried employees and the number of wage-earners on the sur- face railways, including electric, animal, and cable lines,' in the ten largest cities of the United States, together with the relation between these numbers and the traffic. It should be noted that, in some cases, the area and. population of the cities as covered by this table do not correspond exactly with the area and population of the " urban centers," of which these cities are the chief part. ' The Brooklyn and Boston companies which operate elevated as well as surface tracks are included in the table. Table 73.— WAGE-EARNERS AND SALARIED EMPLOYEES OF SURFACE RAILWAYS, IN THE TEN LARGEST CITIES: 1902. New York, N. Y Chicago, lU.i Philadelphia, Pa St. Louis, Mo Boston, Mass Baltimore, Md Cleveland, Ohio Buffalo, N. Y San Francisco, Cal Pittsburg-Allegheny, Pa Number of miles of track. :, 103. 45 886.86 517. 58 360. 89 406. 13 865. 12 237.04 320. 48 276. 60 410. 01 Total car mileage. 136, 179, 817 74, Oil, 090 61,621,375 29, 602, 974 45, 999, 999 23, 876, 837 18, 768, 515 17, 486, 012 20, 620, 581 33, 067, 964 Number of fare passen- gers. 718,278,032 306,905,617 331,304,686 122, 063, 877 222, 484, 811 96, 763, 878 81, 370, 202 74,136,881 117, 367, 877 161, 436, 822 SALARIED OFFICIALS AND CLERKS. Number. 614 283 268 138 460 139 96 105 102 156 Per mile of track. 0.556 0.319 0.499 0.382 1.108 0.381 0.401 0. 328 0.369 0.378 Per 100,000 car miles per year, 0.451 0.382 0.419 0.466 0.978 0.582 0.506 0.600 0.495 0.469 Per 100,000 fare pas- sengers per year. 0.085 0.093 0.078 0.113 0.202 0.144 0.117 0.142 0.087 0.096 WAGE-EARNERS. Number. Per mile of track. 18. 693 8.373 13. 487 6.756 16. 667 7.566 8.876 7.049 10. 694 9.795 Per 100,000 car miles per year. 15. 147 10.034 11. 346 8.236 14. 715 11.668 11.210 12. 919 14. 340 12. 146 Per 100,000 fare pas- sengers per year. 2. 872 2.428 2.107 1.997 3.042 2.864 2.686 3.047 2.520 2.48& lOne company failed to furnish this information. EMPLOYEES, SALARIES, AND WAGES. 97 Marked differences appear among the cities in the- ratio of wage-earners to track mileage. This ratio is particularly affected by the density of traffic, being high where the number of car miles operated per mile of track is great. Much less marked are the differences in the ratio of the number of wage-earners to the num- ber of car miles run during the year. The highest ratio appears in New York, where there were 15.147 wage-earners per 100,000 car miles. Boston and San Francisco show nearly as large a proportion . The lowest ratio of wage-earners to car mileage is found in St. Louis and Chicago. As regards the relation of the number of employees to the number of fare passengers carried during the year, Buffalo and Boston present the highest ratio, both cities having more than 3 wage- earners per 100,000 passengers carried annually. The lowest ratio of wage-earners to fare passengers carried appears in St. Louis and Philadelphia. Method of presenting wage statistics. — In the inves- tigation of the wages of street railway employees the same methods have been followed that were adopted in the special investigation on employees and wages in manufacturing industries published by the Bureau of the Census in 1903.^ The number of wage-earners 1 For fuller description of these methods see Twelfth Census Re- port on Employees and Wages, 1903, pages xxiv-xxviii. whose wages fall within specified limits has been ascer- tained and presented. As more fully shown in the Report on Manufactures (Vol. VII, page ccxv), great caution must be exer- cised in making calculations of the annual average earnings of wage-earners from the statistics of aggre- gate wages and average number employed. This cau- tion applies with full force to the statistics presented in this report. The number and complexity of the other necessary inquiries in the street railway schedule precluded the use of such exhaustive methods of secur- ing wage returns as were employed in the special in- vestigation on employees and wages in the manufactur- ing industries. The companies were, therefore, asked to compute directly the number of wage-earners in the different classes receiving stated rates of pay, and the special agents of the Bureau of the Census consulted pay rolls only incidentally and by way of verification. Classified wages for all electric surface railways. — Table 73 shows for all wage-earners on electric surface railways, and for the leading classes separately, the number receiving stated rates of daily wages within 25-cent limits. It shows also the percentage which the number falling within each wage group bears to the total number of wage-earners of the class, together with cumulative percentages. Table 73.— DISTRIBUTION OF WAGE-EARNERS OF ALL ELECTRIC SURFACE RAILWAY COMPANIES ACCORDING TO DAILY WAGES RECEIVED: 1902. [Each cumulative percentage shows the proportion of the total number receiving a wage as great as, or greater than, the lowest rate of the given wage group.] ALL CLASSES. CONDDCTORa. MOTORMEN. ROAD AND TRACK MEN. SATE PER DAY (DOLLARS). Number. Percentage. Number. Percentage. Number. Percentage. Number. Percentage. Of total. Cumula- tive. Of total. Cumula- tive. Of total. Cumula- tive. Of total. Cumula- tive. Total 94,874 100.0 31,869 100.0 32, 412 100.0 9,926 100.0 Less than 1.00 656 2,719 4,468 16,431 16,213 39,663 10, 421 3,262 1,046 1,996 0.7 2.9 4.7 16.3 16.0 41.8 11.0 3.4 1.1 2.1 100.0 99,3 96.4 91.7 75,4 59.4 17.6 6.6 3.2 2.1 50 899 1,046 3,983 5,426 17,069 3,124 192 17 73 0.2 2.8 3.3 12.5 17.0 63.6 9.8 0.6 0.1 0.2 100.0 99.8 97.0 93.7 81.2 64.2 10.7 0.9 0.3 0.2 23 884 1,123 3,374 5,481 16, 666 4,325 291 7 239 0.1 2.7 3.5 10.4 16.9 61.4 13.4 0.9 (') 0.7 100.0 99.9 97.2 93.7 83.3 66.4 16.0 1.6 0.7 0.7 473 477 1,368 4,608 1,280 1,229 384 162 8 40 4.7 4.8 13.8 45.4 12.9 12.4 3.9 1.6 0.1 0.4 100 1.00 to 1.24 95 3 1.26 to 1.49 90 5 1.50 to 1.74 76 7 1.76tol.99 31 3 2.00 to 2.24 18 4 2.26 to 2.49 6 2.60 to 2.74 2 1 2.76 to 2.99 5 3.00 and over 4 ENGINEERS. FIREMEN. MECHANICS. ALL OTHER CLASSES. RATE PER DAY (DOLLARS). Number. Percentage. Number. Percentage. Number. Percentage. Number. Percentage. Of total. Cumula- tive. Of total. Cumula- tive. Of total. Cumula- tive. Of total. Cumula- tive. Total 1,534 100.0 2,344 100.0 6,753 100.0 10, 036 100.0 Less than 1.00 3 5 39 104 89 295 187 274 116 423 0.2 0.3 2.5 6.8 5.8 19.2 12.2 17.9 7.5 27.6 100.0 99.8 99.6 97.0 90.2 84.4 65.2 53.0 85.1 27.6 16 76 135 469 637 770 171 48 1 21 0.7 3.2 5.8 20.0 27.2 32.8 7.3 2.1 (') 0.9 100.0 99.3 96.1 90.3 70.3 43.1 10.3 3.0 0.9 0.9 21 83 195 896 1,062 1,707 1,017 936 427 409 0.3 1.2 2.9 13.3 16.7 25.3 16.1 13.9 6.8 6.0 100.0 99.7 98.6 96.6 82.3 66.6 41.3 26.2 12.3 6.0 70 296 662- 2,100 1,223 1,953 1,213 1,369 470 791 0.7 2.9 6.6 20.9 12,2 19.6 12.1 13.6 4.7 7.9 100 1.00 to 1.24 99 3 1.25tol.49 96 4 1.60to 1.74 QO R 1.75 to 1.99 69 9 2.00 to 2.24 57 7 2.25 to 2.49 38 2 2.50 to 2.74 26.1 12.6 7.9 2.75 to 2.99 8.00 and over iLess than one-tenth of 1 per cent. 98 STREET AND ELECTRIC RAILWAYS. The statistics of classified wage-earners presented in this and the following tables are confined to electric surface railways (including those with and without com- mercial lighting), because the occupations for other classes of railways differ so much in character as to render comparison misleading. Even of the electric surface railway companies, 54 failed to report in full regarding classified wages of their employees and have been omitted from the classified figures. The most important of the omissions are the Chicago City Rail- way Company, the United Railways and Electric Com- pany of Baltimore, the Boston Elevated Railway Company, the St. Louis Transit Company, the Cleve- land Electric Railway Company, the Columbus Rail- way Company, and the Union Railroad Company of Providence. In the above table the heading "all other classes" includes foremen; inspectors; starters; watchmen; switchmen; hostlers, stablemen, etc. ; linemen; dynamo and switchboard men; electricians; and lamp trimmers. The schedule did not call for classified wages of a few other minor groups of wage-earners, and they accord- ingly do not appear in the table. The total number of wage-earners covered by Table 73 is 94,874, which is 71 per cent of the average num- ber of wage-earners for all street and electric railways and 75.6 per cent of the average number of wage-earners on all electric surface railways. The cumulative percentages in the table indicate the proportion of the total number of wage-earners of the different occupations who receive not less than the lowest rate defining the given wage group. Thus for all wage- earners combined the cumulative percentage opposite the group of $1.75 to $1.99 per day indicates that 75.4 per cent of the total number receive $1.75 or more per day. The "percentage of total" opposite the same wage group indicates that 16 per cent of all wage- earners received between $1.75 and $1.99, thus leaving 59.4 per cent who receive more than $1.99, which is the cumulative percentage for the next higher wage group. Table 74 shows, for the same wage-earners who are covered by Table 73, the median groups of wages for different occupations, the percentage of the total num- ber within each occupation who receive wage rates fall- ing within the median group, and the percentages above and below the median rates. By a median rate of wages is meant the rate of the employee who stands halfway between the lowest paid and the highest paid employee in the class under con- sideration; in other words, an absolutely precise median would be a rate such that equal numbers of employees receive wages respectively higher and lower than the rate named. For the purpose of permitting the medians to be calculated closely, the schedule called for a classification of wage-earners by their precise daily rates of pay. In tabulation, however, the employees have necessarily been grouped according' to certain limits, and the median in each case accord- ingly appears not as a single rate, but as a group, with upper and lower limits 5 cents apart. It follows that the median group itself covers a considerably number of employees and that the number above and below the median group can not, in any case, be exactly equal. Table 74. — Median rates of wages and percentage of wage-earners receiving median rates, and rates above and below median rates, on electric surface railivays: 1902. Median rate (dollars). PERCENTAGE OF WAGE- EARNERS RECEIVING— CLASS. Median rate. Above median rate. Below median rate. All classes 2. 00 to 2. 04 2. 00 to 2. 04 2. 00 to 2. 04 1. 50 to 1. 54 2. 50 to 2. 54 1.80 to 1.84 2. 00 to 2. 04 2. 00 to 2. 04 32.7 40.6 39.2 40.4 13.6 3.2 23.2 16.9 26.7 23.6 27.2 36.3 39.4 47.6 43.4 40.8 40.6 Conductors 35.8 33.6 Road and track men 23.3 Engineers 47.0 Firemen 49.2 Meclianics 33.4 All otlier classes - . 42.3 Tables 73 and 74 show that there is not a wide varia- tion in the wages of most employees on electric surface railways. Of all wage-earners on such railways, 32.7 per cent received between $2 and $2.04 per day, which is the median group, while 68.8 per cent received between 11.75 and $2.49 daily. The rate of $2 per day is more common than any other and is probably the precise median for all classes combined. There is less variation in the wages of conductors and motormen than in the wages of all wage-earners combined. The median group for each of these classes is $2 to $2.04, and about two-fifths of each class are included in that group. More than four-fifths of all the conductors and five-sixths of all motormen received $1.75 or more per day, while less than 2 per cent of either class received $2. 50 or more per day. The median group for road and track men, who are practically all unskilled laborers, is $1.50 to $1.54, and more than two-fifths of all such employees fall within that wage group. The engineers are the best paid wage-earners, while the mechanics present the widest range of wages. Classified wages for electric surface railways in cities of more than 100,000 inhabitants. — Tables 75 and 76 present in the same manner as in the preceding tables the classified wage statistics of wage-earners on electric surface railways in cities of more than 100,000 inhabi- tants. It will be recalled that the statistics for impor- tant companies in Chicago, Baltimore, Boston, St. Louis, Providence, Cleveland, and Columbus are omit- ted, but it is not probable that this omission seriously affects the distribution of the wage-earners throughout the scale. EMPLOYEES, SALARIES, AND WAGES. 99 Table 75.— DISTRIBUTION OF WAGE-EARNERS OF ELECTRIC SURFACE RAILWAYS IN CITIES OF 100,000 POPULATION AND OVER, ACCORDING TO DAILY WAGES RECEIVED: 1902. [Each cumulative percentage shows the proportion orthe total number receiving a wage as great as , or greater than, the lowest rate of the given wage group.] ALL CLASSES. CONDUCTORS. MOTORMEN. ROAD AND TRACK MEN. RATE PER DAY (DOLLARS) . Number. Percentage. Number. Percentage. Number. Percentage. Number. Percentage. Of total. Cumula- tive. Of total. Cumula- tive. Of total. Cumula- tive. Of total. Cumula- tive. Total 56,399 100.0 20,376 100.0 20,063 100.0 4,694 100.0 Less than 1.00 50 241 1,118 6,456 7,772 27,813 8,668 2,162 776 1,345 0.1 0.4 2.0 11.4 13.8 49.3 15.4 3.8 1.4 2.4 100.0 99.9 99.6 97.5 86.1 72.3 23.0 7.6 3.8 2.4 14 82 270 2,288 676 872 333 137 6 16 0.3 1.8 5.8 48.7 14.4 18.6 7.1 2.9 0.1 0.3 100.0 1.00 to 1.24 25 266 1,676 2,840 12,663 2,771 126 0.1 1.3 8.2 14.0 62.1 13.6 0.6 100.0 99.9 98.6 90.4 76.4 14.3 0.7 0.1 0.1 15 263 810 2,595 12,002 3,979 216 0.1 1.3 4.1 12.9 59.8 19.8 1.1 100.0 99.9 98.6 94.5 81.6 21.8 2.0 0.9 0.9 99.7 1 25 to 1.49 97.9 1.60 to 1.74 92.1 1 75 to 1.99 43.4 2.00 to 2.24 29.0 2.25 to 2.49 10.4 2 50 to 2 74 3.3 2 75 to 2 99 0.4 8.00 and over . 21 0.1 183 0.9 0.3 ENGINEERS. FIREMEN. MECHANICS. ALL OTHER CLASSES. RATE PER DAY (DOLLARS). Number. Percentage. Number. Percentage. Number. Percentage. Number. Percentage. Of total. Cumula- tive. Of total. Cumula- tive. Of total. Cumula- tive. Of total. Cumula- tive. Total 435 100.0 1,161 100.0 4,241 100.0 5,429 100.0 Less than 1.00 3 55 96 463 601 828 702 764 369 370 0.1 1.3 2.3 10.7 14.2 19.5 16.5 18.0 8.7 8.7 100.0 99.9 98.6 96.3 85.6 71.4 51.9 35.4 17.4 8.7 33 60 214 1,114 709 926 688 815 363 607 0.6 1.1 3.9 20.5 13.1 17.1 12.7 15.0 6.7 9.3 100.0 1.00 to 1.24 4 10 99 346 490 157 42 1 12 0.4 0.9 8.5 29.8 42.2 13.5 3.6 0.1 1.0 100.0 99.6 98.7 90.2 60.4 18.2 4.7 1.1 1.0 99.4 1.25 to 1.49 98.3 1.50 to 1.74 16 5 42 38 63 36 236 3.4 1.1 9.7 8.7 14.5 8.3 54.3 100.0 96.6 95.5 85.8 77.1 62.6 54.3 94.4 73.9 2.00 to 2.24 60 8 2.25 to 2. 49 43.7 2.50 to 2.74 31.0 16 3.00 and over 9.3 Table 76. — Median rates of wages and percentage of wage-earners re- ceiving median rates, and rates above and below median rates, on elec- tric surface railways in cities of 100,000 population and over: 190g. Median rate (dollars). PERCENTAGE OF WAGE- EARNERS RECEIVING — CLAH,S. Median rate. Above median rate. Below median rate. All classes 2. 00 to 2. 04 2. 00 to 2. 04 2. 00 to 2. 04 1.60 to 1.64 3. 00 to 3. 04 2. 00 to 2. 04 2. 25 to 2. 29 2. 00 to 2. 04 34.2 41.2 39.7 43.5 15.6 40.6 16.0 14.2 38.1 35.2 41.9 48.6 38.7 19.8 35.9 46.6 27.7 23.6 18.4 7.9 45.7 39.6 48.1 39.2 Conductors Motormen Road and track men Engineers Firemen Mechanics All other classes A comparison of the figures in these tables with those for the employees of all electric surface railways com- bined shows, as might be expected, that there was a somewhat higher range of wages in the large cities. The difference would be still greater and more striking ■if the wages of employees in the cities of 100,000 and- more inhabitants were compared directly with the wages in smaller places. It must be borne in mind that the statistics in Tables 73 and 74 are themselves very greatly influenced by the statistics for wage-earners in cities of more than 100,000 inhabitants. The median rates for all wage-earners combined, and severally for conductors, motormen, road and track men, and miscel- laneous employees, are the same for the largest cities as for the United States as a whole, though in every case a larger proportion of the wage-earners received more than the median rate in the great cities than in the entire country. For engineers, iiremen, and mechan- ics the median was higher in cities of more than 100,000 inhabitants than for the country as a whole. Classified wages for electric surface railways, iy states. — ^Table 98 shows by states, for electric surface railways, the number of wage-earners of all occupations, and separately those of each important occupation, whose daily wages fall within stated 25-cent limits, together with the 5-cent group within which the me- dian wage falls in each case. The statistics for Illinois, Maryland, Massachusetts, Missouri, and Rhode Island are seriously affected by the omission of important companies. The highest wages were found in Montana, where the median for all classes of wage-earners on electric surface railways was |3.50 to 13.54. The only other states in which the median for all wage-earners combined ex- ceeded 12.10 per day are California, Colorado, Oregon, and Rhode Island. In eleven of the states named in the table the median group for all employees was f 2 to 12.04, and these states include several of the most im- 100 STREET AND ELECTRIC RAILWAYS. portant. The median for all wage-earners was below $1.50 in Alabama, Arkansas, Georgia, North Carolina, and Tennessee. The median rate of wages for conductors, which cor- responded closely with that for motormen, was |2 to $2.04 in several of the leading states. Only in Califor- nia, Colorado, Illinois, Michigan, Montana, Oregon, and Rhode Island was the median above this figure. In five Southern states the median for conductors was be- low 11.50 per day. For road and track men several states have a median of 11.50 to $1.54. Of the states in which the wages of road and track men were compar- atively high, the most important are California, Colo- rado, Massachusetts, Minnesota, Montana, New York, Oregon, Utah, Washington, and Wisconsin. The median for this class of wage-earners was less than |1 per daj'^ in four Southern states, where negro labor is largely employed. Classified wages for fast interurban railways. — The following table presents classified wage statistics for leading classes of employees on fast, long interurban railways, by states: Table 77.-DISTRIBUTI0N OF WAGE-EARNERS OF FAST, LONG INTERURBAN RAILWAYS, ACCORDING TO DAILY WAGES RECEIVED: 1902. Total. Leas than $1.00. 81.00 to $1.24. 81.26 to 81.49. 81.60 to $1.74. $1.75 to $1.99. $2.00 to $2.24. 82.26 to $2.49. 82.60 to 82.74. $2.75 to 82.99. $3.00 and over. Median rate (dollars). All classes .... . .... 6,836 8 51 666 1,667 1,364 2,491 370 178 43 108 1.90 to 1.94 Conductors Motormen Road and track men 1,849 1, 9H1 1,131 190 208 535 992 6,836 16 16 3 59 97 428 1 8 19 54 666 239 227 686 5 92 128 290 1,667 467 490 77 13 63 94 160 1,354 990 1,007 10 48 39 161 236 2,491 77 93 19 20 3 66 92 370 1 1 1 12 2.00 to 2.04 2.00 to 2.04 2 62 5 39 2 16 46 108 1.50 to 1.54 2.50 to 2.54 1 4 11 51 1.75 to 1.79 Mechanics 7 1 8 31 93 178 9 19 43 2.00 to 2.04 All other classes 1.86 to 1.89 All classes by states; United States 1.90 to 1.94 Illinois . 446 901 1,933 671 2,358 627 1,849 56 162 31 170 128 119 59 60 267 365 139 667 69 239 66 248 159 140 681 170 467 212 166 1,184 128 707 95 990 17 27 116 42 129 40 77 25 18 27 27 70 11 6 1 10 4 15 7 1 14 7 30 21 26 10 2.00 to 2.04 Indiana 2 6 4 6 1.75 to 1.79 Michig'an 2.10 to 2.14 New York 1.75 to 1.79 Ohio 36 6 16 1.90 to 1.94 All other states 1.80 to 1.84 Conductors by states: United States 2.00 to 2.04 139 197 583 136 683 111 26 12 34 43 25 115 10 7 89 6 63 233 70 95 74 518 30 256 18 2.00 to 2.04 1.95 to 1.99 17 18 34 8 2.10 to 2.14 New York 1.80 to 1.84 Ohio 16 29 5 1 1.90 to 1.94 All other states 1.80 to 1.84 It will be seen that the median wage for all employees of the fast, long interurban railways is fl.90 to $1.94, or somewhat less than the median for all classes of rail- ways combined. The median rate for conductors and motormen on such interurban railways, however, is $2.00 to $2.04, the same as in cities of more than 100,000 inhabitants; and the general distribution of wage rates for these two classes of employees is nearly the same as in the cities of more than 100,000 inhabit- ants. The work of conductors and motormen on fast, long interurban railways is somewhat difl'erent in char- acter from that of similar classes of employees in cities. On account of the high speed maintained by their cars their positions are, in some respects, more difficult and responsible. Signals and telephone dispatches direct- ing the movements of cars must be carefully attended to. On the other hand, the freedom from crowded streets relieves the motorman, and to a less extent the conductor, on the fast interurban cars from some of the continuous strain that is felt by the city employee. Many of the employees of interurban railways live in small towns and have the benefit of the fact that the cost of living is less than in the cities. Perhaps it may be concluded that the advantages of the employees of interurban railways, as compared with those on rail- ways in the largest cities, are about offset by the disad- vantages, as is indicated by the comparative wages. OHAPTEE Til. INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. I. GENERAL DEVELOPMENT AND EXTENT. Difficulties of definition and classification. — The con- ditions of business of the typical modern interurban railwaj' differ so greatly from those of the ordinary street railway as to require special discussion. This subject has a peculiar interest because of the fact that the interurban business is of recent development, most of the faster and longer lines having been con- structed within the past five years. The changes now taking place are so rapid that the census statistics cov- ering the year ending June 30, 1902, will soon be out of date. Many new interurban railways were indeed under construction during the census year. As already indicated (see page 5), many of the rail- ways combine urban with interurban characteristics and traffic in such a way as to make attempts to classify them unsatisfactory. Such railways in their returns made no distinction between their strictly urban busi- ness and their interurban and suburban business, and in every case they have necessarily been treated as a unit and classed either as urban or interurban. In making this classification, therefore, it has been neces- sary to adopt more or less arbitrary rules. It will be recalled that the general rule followed in this respect has been to consider as interurban any railway which has more than one-half of its trackage outside the limits of incorporated municipalities; and to consider as a "fast, long" interurban any railway more than 15 miles in length, which has two-thirds or more of its trackage outside the limits of municipalities and which operates cars at a maximum speed of 20 miles or more per hour. On the basis of these rules, various companies have been classed as interurban the urban traffic of which might perhaps be found, if the information were at hand, to exceed somewhat their interurban traffic. The railways classed as "other" interurban railways are, however, much more heterogeneous in character than the "fast, long" interurbans, though even among the latter there are several which have a considerable amount of strictly urban traffic. On account of its extensive urban traffic the Detroit United Railways Company, which operates some of the most progressive interurban lines, has been classed necessarily with the miscellaneous group rather than with the group of typical fast interurban railways. 1165—05 8 It would be interesting, if possible, to distinguish more specific classes among the interurban railways. For instance, a distinction might be drawn between interurban lines. proper and suburban lines, between companies which do a considerable proportion of their business within the limits of cities and those which do only a small proportion within such limits; and be- tween lines which depend largely upon seasonal traffic and those which have traffic fairly well distributed throughout the year. The different railways grade into one another so imperceptibly in these respects, however, that, in the absence of more detailed infor- mation regarding the nature of the business of each company, such classification has been deemed imprac- ticable, and it has been found necessary to group to- gether all interurban railways except those of the special class of fast, long lines above defined. Statistics of trackage outside the limits of incorporated cities and towrts. — Because of the necessary imperfec- tion of the classification of interurban lines adopted in the tables and general discussion, it is worth while, in order to get another view regarding the development of interurban railways, to consider the statistics of Table 94, which shows the amount of trackage lying outside the limits of incorporated cities and towns. This distinction is also an imperfect one, for the reasons that the limits of an incorporated place are often not identical with the limits of the area of dense population, and that there are many essentially urban communities, especially in New England, which are not incorporated. In order to avoid the second of these difficulties, some of the railway companies, in reporting their statistics of trackage, adopted more or less arbi- trary limits to distinguish urban from rural districts in unincorporated places. In Massachusetts, however, where so many essentially urban communities are not politically separated from the unincorporated towns in which they lie, a large proportion of the companies were unable to make a satisfactory classification of their trackage, and the statistics of urban and nonurban trackage for the entire state have therefore been omitted in making up the totals for the country. Despite these qualifications, however, the statistics of trackage Ij'ing outside the limits of incorporated places or other essentially urban communities, as shown in Table 94, undoubtedly show fairly well the amount of track which is extraurban, and thus throw an interest- (101) 102 STREET AND ELECTRIC RAILWAYS. ing light on the extent to which suburban and inter- urban railways have been developed. Out of a total trackage of 20,063.82 miles exclusive of Massachusetts, 6,865.68 miles, or 34 per cent, were reported as lying outside municipal limits or the limits of urban com- munities as determined by certain companies. This item obviouslj'^ has no direct relation to that of the total trackage of those railway companies which the Bureau of the Census has classed as interurban, although it so happens that the two are nearly the same. An approximate indication as to the relative extent of interurban railways in the several states may also be gained from the figures for trackage without munic- ipal limits in Table 94. For the reason just indicated, the returns from the New England states are less exact than those from the other parts of the country. The states which have the largest amount of electric railway mileage outside of municipal limits are Con- necticut, with 338.83 miles, or about three-fifths of the total trackage in this state;' Indiana, with 278.34 miles, or 43 per cent of the total trackage; Maine, with approximately 200 miles, or about three-fifths of the total; Massachusetts, with probably two-thirds of the total of 2,626.66 miles extraurban (exact figures not available); Michigan, with 558.62 miles, or 64.6 per cent; New Hampshire, with 85.99 miles, or 51.3 per cent; Ohio, with 1,278.56 miles, or 54.3 percent; Penn- sylvania, with 1,113.64 miles, or 44.9 per cent; and Virginia, with 197.89 miles, or 65.1 per cent. New York and Illinois have also large absolute amounts of electric railway trackage outside of municipal limits, but their urban railways are so extensive that the pro- portion of the total trackage which lies outside of municipal limits is comparatively small. Leading centers of interurban railway development. — The conditions which favor the development of inter- urban railways may be considered from the standpoint of amount of traffic and from that of cost of service. From the standpoint of traffic the favoring conditions are (1) a comparatively dense population, arising from many and populous towns and villages; (2) connection with a large city, which attracts travel from the smaller towns and rural districts, and from which also summer traffic may be carried to resorts and rural districts; (3) general material prosperity and intelligence. From the standpoint of cost the important consideration is that the territory to be served shall be comparatively level, and otherwise free from physical obstacles to econom- ical construction and operation. It will be found by detailed study of the existing interurban railways that in sections where they are most conspicuously developed several or all of these conditions are present. In proportion to its area, Massachusetts has much more electric railway mileage than any other state. ^The Connecticut figures, however, are not exact, as several companies failed to make the distinction. The 2,525.65 miles of electric road in that state repre- sent on an average about one-third of a mile of track for each square mile of area. Except for the Boston system, nearly all the railway companies in this state are classed as interurban, according to the rules adopted by the Bureau of the Census; although several of those which are so classed, because more than half of their trackage lies in essentially rural districts, probably carry more than half of their passengers within urban communities. The cities of Massachusetts lie so near together that it was a natural process for the street railways already existing in them to reach ^ out and become united, and then to extend to the many pros- perous villages in the vicinity. The agricultural pop- ulation of Massachusetts, however, is comparatively sparse and has not contributed materially to the patron- age of the electric railways. It is now possible to trav- erse the whole length and breadth of this state on trolley cars or to go from any important town to almost any other in this way. The cars operated on the interurban lines in Massachusetts are for the most part similar in size, motive power, and speed to those used in the cities. Table 97 shows that a large majority of the interurban companies of the state reported a maximum speed out- side municipal limits of not more than 15 miles per hour. There is, however, an increasing tendency in Massachusetts, as elsewhere, toward the adoption of improved methods of interurban service, and several companies now operate cars which attain a maximum speed of from 25 to 35 miles per hour. What is true of the interurban railways in Massa- chusetts is largely true also of those in Connecticut and Rhode Island, and of those in the more densely popu- lated parts of New Hampshire and Maine, particularly along the coast where summer traffic is an important element. Pennsylvania is another state in which there has been extensive interurban development, but in which many railways show no sharp distinction between urban and interurban business. The rich agricultural and manufacturing regions in the east and southeast, the anthracite mining regions in the northeast, and the densely populated valleys of the western part of the state are the chief centers of interurban railway devel- opment. A few of the lines in Pennsylvania are equipped for heavy traffic at high speed. In New York interurban electric railways are found chiefly in the upper Hudson valley, in the Mohawk valley, and in the vicinity of Buffalo. High-speed electric cars now op- erate from Hudson to Albany, and from Albany north through Saratoga and Glens Falls to Warrensburg, a total distance of nearly 150 miles. Plans are on foot, which will probably soon be realized, to connect the existing interurban lines running out from the large cities in the middle of this state into a chain reaching from Albany to Buffalo. The Central states, Ohio, Michigan, Indiana, and Illinois, possess the most extensive and efficient high- INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 103 speed interurban railways in the country, and illustrate most clearly the future possibilities of this method of transportation. Here coexist all the circumstances already mentioned which contribute to favor the development of such railways. In these states a clear distinction usually appears between urban and inter- urban lines, and, as a rule, the two classes of railways are controlled by different corporations. The fast inter- urban railways of these states are tending more arid more to compete with steam railways for passenger traffic, even for rides of considerable length. The electric lines have been and are still being constructed with a view to ultimate combination into extensive systems. While the links have usually been built only where the local business itself was expected to prove profitable, the possibilities of through service have always been kept in mind. Already, in several places, the meeting of such shorter electric lines has made it possible to take long journeys by electric cars, in some cases without the necessity of change. Combination of detached lines into systems is being found, as was the case with steam railways, to bring many advantages to the public in the way of through cars and well-adjusted schedules, as well as to the owners in the way of econom- ical operation. By the courtesy of the Street Railway Journal, a map showing the electric railways of Ohio — as completed, under construction, and projected — is here presented. The southern shore of Lake Erie is skirted by elec- tric lines from the northeast corner of Ohio to Toledo, and a line which was under construction during the census year now connects Toledo with Detroit. The system from Cleveland to Toledo, which is now con- trolled by the consolidated Lake Shore Electric Rail- way Company, has 155 miles of main track. From Cleveland several other important electric railways radiate to the southeast, south, and southwest for dis- tances of 50 miles or more, and it is expected that these lines will soon be extended to Pittsburg and Columbus. A group of four connecting trolley roads reaches from Toledo, through Findlay, Lima, Dayton, and Hamilton, to Cincinnati. The two longest links of this chain are controlled by a single syndicate, and it is probably only a question of time when the others will fall into the same hands. Another important group of railways controlled by a single syndicate extends from Columbus to Springfield and Dayton, and is expected soon to reach Cincinnati, and, by connections with other roads, Toledo also. A steam railway between Wheeling, W.Va. , and Zanesville, Ohio, is now being equipped for electric operation, and when this is completed a chain of electric railways will extend from Wheeling, W. Va., through Columbus and Dayton, to Indianapolis, a distance of about 365 miles. The railways radiating from Detroit are likewise exten- sive and highly efficient in organization and operation. One line reaches west to Jackson, another northwest to Flint, and a third extends northeast to Port Huron, skirting Lake St. Clair. Each of these lines is more than 75 miles long, and with their interlacing branches they make an elaborate system. Another railway west from Jackson was opened in 1903, and this connects at Battle Creek with a line reaching nearly across the state. Probably within a short time connections will be made with Grand Rapids and with the two systems which extend from there to Lake Michigan. Indiana rivals Ohio in the extent of its interurban railways. The map herewith presented, also prepared by the Street Railway Journal, shows the lines that were open, under construction, and projected at the close of 1903. It will be seen that no less than nine interurban lines radiate from Indianapolis, and that three others are under construction. Some of these lines run 75 miles or more. Perhaps the most extensive interurban rail- waj' system in the country is that of the Union Traction Company, which extends northeast from Indianapolis to Muncie and Marion and north to Kokomo and Logans- port. Additional lines connecting the present systems by direct routes with Chicago, Toledo, Cincinnati, and St. Louis are projected. Several important electric railways also radiate from Chicago. One of these, the Aurora, Elgin and Chicago, which uses the third-rail system, is conspicuous for its heavy construction and its high speeds. Considerable progress has also been made in the construction of fast, long electric railways in eastern Wisconsin, in parts of Iowa, in eastern Missouri in the vicinity of St. Louis, in the neighborhood of Los Angeles, Cal., and elsewhere. II. TRAFFIC AND EARNINGS OF INTERURBAN RAILWAYS. Because of differences in the length of journeys on the longer interurban railways, there is much less sig- nificance in the statistics of the number of passengers carried and the relation of that number to trackage and car mileage than in the case of urban railways. Few, if any, interurban railways have as yet adopted the practice of steam railways in recording the distances traveled by passengers. The results of operation of fast, long interurban lines can, therefore, be satisfactorily studied only through financial data. Financial statis- tics can not be presented for companies by name. How- ever, averages or totals for states or for the country as a whole, such as have been presented in the tables of Part I, Chapter V, correspond so little with the actual conditions on many individual railways that it has been considered desirable to present certain financial data for specific companies, omitting the names and other means of identification. Table 78 includes 53 of the fast, long interurban lines that reported financial data. The companies with commercial lighting, and those in oper- ation only part of the census year, are distinguished 104 STREET AND ELECTRIC RAILWAYS. from the other companies. It should be noted that two or three companies of the larger group did not have all of their trackage in operation during the whole of the census year, but inasmuch as the companies themselves were in operation during the entire year, they have been included in the group of full-time lines. The table shows, per mile of track, the total operating earn- ings, earnings from strictly railway business (i. e. , from passengers, chartered cars, freight, mail, and express), passenger earnings, and combined freight, mail, and express earnings, all of these ratios being based on the total trackage operated,.including that under trackage rights. Earnings from the sale of current for light and power, or from miscellaneous sources, do not appear as a separate item, but are equal to the diflPer- ence between the first column and the second. The table presents likewise the total railway earnings per mile run by cars of all classes, and the total passenger earnings per passenger-car mile. It is impracticable to present the statistics of earnings from freight, mail, and express business per mile operated by cars devoted exclusively to this business, because of the character of the reports on this point, and because of the frequent practice of handling such traflic in passenger cars. Finally, the table indicates the total amount of opera- ting expenses per car mile for all classes of cars, and the ratio of total operating expenses to total operating earnings. Table 78.— GENERAL RESULTS OF OPERATION OF 53 FAST, LONG INTERURBAN RAILWAY COMPANIES: 1902. J : EARNINGS PER MILE OF TRACK. | Per- EARNINGS PER MILE OF TRACK. Per- Rail- way earn- Pas- senger Oper- cent- age of oper- / Rail- way earn- Pas- senger earn- ings Oper- cent- From railway opera- From railway opera- age of oper- tion proper. earn- ings ating ex- ating ex- tion proper. ating ex- ating ex- CLASS. Total ings proper per car mile. per pas- senger car penses per car mile. penses to op- erat- CLASS. Total. ings proper per car mile. per pas- senger car penses per oar mile. From pas- sen- From freight. From- pas- sen- From freight. penses to op- erat- Total. mail, and mile. ing earn- Total. mail, and mile. ing earn- gers. express. ings. gers. express. ings. Full-timerailways Full-time railvrays without c m- without commer- mercial lighting: cial lighting — Average for all Continued. companies... $3, 808 88,217 $3,032 J185 to. 201 $0,197 $0,124 69.9 Average tor all Individual companies .. $6,903 $5,815 $5,766 $49 $0,275 $0,275 $0,186 66.5 companies... 4, 153 4,060 3,968 92 .159 .165 .069 42.4 Individual 3,566 8,542 3,637 5 .166 .165 .095 57.2 companies .. 6,603 6,681 6,362 229 .249 .243 .127 51.3 4,148 4,138 4,037 101 .206 .207 .125 61.2 4,126 4,089 3,613 576 .289 .280 .138 47.4 3,091 3,091 2,848 243 .237 .286 .146 61.7 5,649 5,460 5,408 52 .208 .207 .121 56.4 5,582 5,541 6,893 148 .203 .202 .147 72.1 1,625 1,508 1,504 4 .133 .133 .168 116.7 5,754 5,680 5,680 100 .220 .220 .119 53.5 2,221 2,131 1,739 892 .280 .229 .198 68.1 1,589 3,052 3,955 1,480 1,480 .084 084 .092 103.1 1,937 1,968 1,900 1,937 1,790 1,937 110 .238 .120 .224 .120 .145 .091 60.0 74.7 2,895 3,936 2,892 3,764 3" 172 .182 .189 .186 .181 .183 .094 69.3 49.5 J.J.U 8,054 3,030 2,575 466 .223 .197 .125 66.7 Full-time railways 3,495 3,434 3,151 283 .197 .193 .098 48.5 with commercial 2,069 2, 069 1,870 199 .166 .179 .121 73.2 lighting: 3,412 3,410 3,149 261 .236 .286 .179 76.3 Average for all 2,664 2,879 2,864 25 .193 .209 .137 63.6 companies... 5,816 4, .^72 4,416 166 .206 .203 .163 68.4 2,265 2,264 1,959 305 .273 .262 .202 74.0 Individual 3,815 3,730 3,711 19 .202 .201 .176 85.0 companies... 6,060 5,176 5,142 34 .189 .188 .11a 56.5 2,371 2,867 2,294 73 .242 .284 .]27 52.3 4,752 3,673 2,778 895 .242 .201 .246 74.1 676 658 658 .144 .144 .127 86.5 9,900 5,463 6,828 4,689 6,753 4,581 75 108 .259 .178 .261 .180 .261 .100 69.6 48.3 5,405 3,363 3,357 e' .118 .113 .109 60.0 5,384 6,324 6,250 74 .192 .196 .100 51.7 3,827 2,692 2,681 11 .257 .256 .197 64.1 2,872 3,258 2,872 2,872 .180 .180 .080 44.4 Part-time railways: Average for all 3,207 3,037 in .207 .206 .120 56.9 1,842 1,826 1,183 643 .267 .178 .181 66.9 companies... 2,016 1,936 1,864 72 .212 .218 .137 61.9 4,624 4,673 4,111 262 .243 .228 .144 56.0 Individual 1,357 3,498 1,357 3,498 1,357 3,261 .403 .424 .268 66.5 companies... 4,032 2,084 3,881 2,024 8,838 1,989 43 85 .214 .203 .217 .199 .139 .115 62.6 55.3 237' (,'!, (,'L (') 56.1 2, 275 2,265 2,152 113 .141 .142 .080 66.8 1,207 1,204 1, 1.57 47 .190 .210 .111 68.4 1,748 1,743 1,697 46 .190 .186 .201 105.7 914 912 902 10 .295 .?92 .161 .286 96 7 3,799 3,764 3,677 77 .233 .229 .092 39.1 1,931 1,921 1,757 164 .160 .101 63.1 1,383 2,409 2,864 1,368 2,851 2,827 892 2,199 2,814 466 152 18 .239 .176 .171 .208 .174 .199 .148 .118 .132 61.0 65.3 76.3 935 1,257 2,731 735 1,204 2,657 735 1,204 2,365 .235 .281 .265 .235 .281 .245 .197 .097 .195 66.0 M 2 i92' 68.7 iCar mileage not reported. Earnings per mile of track. — Confining attention to full-time companies without commercial lighting plants, the average earnings from all sources per mile of track for all companies are $3,308, of which $3,032 is de- rived from passengers and f 186 from freight, mail, and express. Of the 40 companies in this class 9 earn less than 12,000 per mile of track. At least 6 of these, however, did not have all their trackage in operation throughout the whole census year. Nine companies earned from $2,000 to $3,000 per mile of track; 11, the largest group, from $3,000 to $4,000; 4 from $4,000 to $5,000; and 7 more than $5,000 per mile. While some of the companies with high earnings per mile of track derived a considerable part of their revenue from passengers carried within the limits of cities, others that earned $4,000 or more per mile derived much the greater part of their earnings from strictly interurban business. " ^ Nearly all of the earnings of the first group of rail- ways shown in the table are from strictly railway business. The 5 companies that operate lighting plants, the second group in the table, have a consider- able revenue from that branch of the business, but their railway earnings proper are larger per mile of CHICAGO q\ NAMES OF COMPANIES LAKE MICH W A jy .*>t<> tit - o Crowuuoiut ''Vi>''icl'el •JO V Alfouso P Hi'ljrou^ Sclilmmclf.^, Lri|iorlc North Libtrtj-o 1. Indiana Union Tnictiou Co. 2. ludianajioli-i & Eiistcru Ry. Co, 3. Indiana Ry. Go. 4. Ft TTayuc k Soullnveateru Tmction Ci 6. ludianaiiolis. Colum'jus & Soutlicru Traction Co. 6. ludiauiniolls. Sliclbjville it SoulhcasttTu Traclion Co. 7. ludiauupoliM & Sliirliusville n*ii)id Transit Co. 8. Tt-rre Huiile Electric Co. j 9. IndianHitulin k Xoriliwe.stern Traction Co, I 10. Logaus|iori ii 'Wiibiish Valley TtPictiou Co. | 11. Chicago k Sfiuili Sliori; Electric Ity. Co. i 12 South Bcu' ^''CovingtOll *%^ r " 40. Loganspori, Hamnionil ii Chicago ^^// I °^'^^/ 9 ^^ll ^"'"'°"<=»' "J CranfordsviUe " 41. The Winona & Warsaw Ry.Co. J ^t "^o^Maco 42. Ft.Waync & Southern Traction Co. ! ^\\ . tinnsburg 43 Ft. Wayne, Logan.sport & , J^V %. 'f- '%. Lafayeue Tnictiou Co. I ^\ %, V "* % ^.^^ ^_.— — 25^ 44. St.Joaeph Valley Traction Co. ' \*4 ^. '^ -i r 46 EvaQSTlUe & Princeton Traction Ci SturgiB 12 ,,,,svA** ,^.,,„t Valley 1 I Angola I I H ami Hon | ,>-■' Monipeller \"^ ^''^"■'"''*'"^0^'''-v'Milk*rsburg ^, „ .,," >■ y/j Mill'* i vi. o Wolcotlville ' \\ :iUl Auburn., I Plymouth 38 \ Syracu.'^e>:^-^-o._^_^^ ^ \ViO*<"-'''^''o)i'''' a"^ \ Albion -,.- ; ^..j <- DeQuncOi) \41 Winona Laki^ „,'i,«" /ICliuiiill-il.tiJi Coiuml.l„C,h° C°'°'. A\«*\,'3' /'tI.uii.,:.,,! ELECTRIC RAILWAYS OF INDIANA. INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 105 track than those of most of the companies without lighting plants. Two or three of the 5 companies do an important urban as well as interurban business. The. earnings per mile of track of companies operating dur- ing only part of the year varj' greatly because of the difference in the length of time that they were operated. The freight, mail, and express business of the inter- urban railways shows such widely differing stages of development that an average for all companies is not significant. Eight of the 63 companies shown in the table have earnings from these sources equal to more than one-tenth of their earnings from passengers, and of these 8 companies 3 have freight, mail, and ex- press earnings equal to more than one-third of their revenue from passengers. All of the 4 companies in Michigan operating the entire year do an important freight and express business, and the same is true of the interurban lines of the Detroit United Railway Company, which is not included in the table. Among other companies whose freight and express business is important may be mentioned the Indianapolis and East- ern Railway Company, the Eastern Ohio Traction Com- pany (Cleveland to Garrettsville, etc.), the Cleveland, Painesville and Eastern Railroad Company, the Dayton, Springfield and Urbana Electric Railway Company, the Toledo and Western Railwaj^ Company (Toledo to Adrian, Mich.), the Mahoning Valley Railway Com- pany (Youngstown, Ohio, to Newcastle, Pa.), the Los Angeles Pacific Railroad Company, the Erie Traction Companjr (Erie to Cambridge Springs, Pa.), and the Albany and Hudson Railwaj^ and Power Company. Earnings per car mile. — The ratio of earnings to car mileage on interurban railways is much more nearly uniform than the ratio of earnings to trackage. More- over, this figure furnishes a basis for comparison of the financial operations of part-time and full-time roads which the ratio of earnings to trackage did not permit. The total railway earnings of the three groups of inter- urban companies in Table 78 are equal to 20.6 cents per car mile and the passenger earnings are equal to 20.3 cents per car.mile. No great difference appears in these ratios as among the three groups of companies. Of the 52 companies for which car mileage was reported, 6 have railway earnings of less than 15 cents per car mile, 16 have earnings of from 15 to 20 cents, 19 from 20 to 25 cents, 10 from 25 to 30 cents, and 1 more than 40 cents per car mile. Operating eospenses. — The operating expenses per car mile for full-time interurban railways without commer- cial lighting average 12.4 cents, and those for companies operating only part of the year, most of which do not furnish commercial lighting, 13.7 cents. Some of the companies report remarkably low ratios of operating expenses, 10 showing less than 10 cents per car mile. Only 9 of the full-time companies without commercial lighting have operating expenses exceeding 15 cents per car mile, and several of these cases are easily ex- plained by temporary or exceptional causes. The total operating expenses of companies which do an extensive lighting business are naturally relatively high per car mile. The average ratio of operating expenses to operating earnings for the 63 fast, long interurban railways in Table 78 is 59.8 per cent. For full-time companies without commercial lighting the ratio of expenses to earnings is 59.9 per cent. Much the greater propor- tion of the companies have operating ratios between 50 and 70 per cent, but 8 report a ratio of less than 50 per cent and 13 a ratio exceeding 70 per cent. The finan- cial results of interurban I'ailway business must be con- sidered on the whole very satisfactory. Orcnnth of traffic. — Several interurban companies, in response to the request of the Bureau of the Census for additional information, presented statistical comparisons showing the growth of their earnings. None of the companies has been in operation more than a few years, but in several instances a marked increase of earnings has taken place within that time. Thus the Eastern Ohio Traction Company states that its passenger earn- ings were 24 per cent greater in 1902 than in 1901. The Detroit, Ypsilanti, Ann Arbor and Jackson Railway in 1901 had, with the same trackage, about 20 per cent more passenger* earnings in 1901 than in 1898. Much more remarkable has been the growth of freight traffic on some of the lines. The report of the railway last mentioned shows that freight earnings are increasing by from 20 to 30 per cent each year. The Schenectady Railway (Schenectady to Albany, N. Y.), during the twelve months from July 1, 1902, to June 30, 1903, earned about three and one-half times as much from freight and express as during the six months imme- diately preceding. Relation ietween earnings and population served hy fast., long interurhan railways. — Much interest attaches to the question of the relation between the amount of earnings on interurban railways and the population served. Only rough approximations can be made on this subject. Conditions peculiar to each railway make it impossible to draw from its experiences definite con- clusions that can be regarded as typical. The greatest difficulty is found in determining the extent of the population which is to be considered as tributary to a given railway. For example, where an interurban railway connects a group of small towns with a large city, the resident population of the small towns usually furnishes much more traffic in the aggregate than the resident popu- lation of the city, although the inhabitants of the city may greatly outnumber those of all the other towns. The latter contributes some traffic, but it would be obviously improper to combine the population of the large city with that of the small towns in calculating the per capita traffic. Where two large cities are con- nected by an electric railway, which also serves inter- 106 STREET AND ELECTRIC RAILWAYS. mediate towns, the traffic furnished by the cities is likely to be somewhat greater than where only a single city is served. The amount of traffic will depend largely upon the distance between the two cities and the comparative speed and charges of the electric and steam service. But even where two cities are con- nected in this manner it would likewise be improper to count the population of the cities in the same way as that of the smaller towns in determining the relation of traffic to population. In other cases interurban railways con- nect only towns of medium or small size. There is ordinarily less to attract travel on such a railway, and the ratio between earnings and population served may be expected to be lower than the ratio in the case of railways connecting with large cities. It is quite impossible from the available statistics of population to determine the number of the inhabitants of rural communities who can be considered as tributary to an interurban railway. Ordinarily the township, which is the unit for reporting the population, is of such large area that only a small portion of its inhabit- ants have access to a railway running through it. In some cases, to be sure, interurban lines draw a consid- erable proportion of their traffic from the farming class. Usually, however, much the greater part of the traffic is furnished by the inhabitants of towns. Table 79 shows the relation between operating earn- ings and population for 16 selected fast, long interurban railways. The population is that of the census of 1900, while the operating earnings are for the census year 1902. The population taken as a basis in each case includes only incorporated places, and does not include large cities serving as termini, which are for convenience designated as "city termini." Of the railways under consideration 8 are in Ohio, 5 in Michigan, and 1 each in Indiana, Illinois, and Missouri. Table 79. — Relation of trackage and operating earnings to population served in the case of selected fast, long interurban railways: 1902. Popula- ■ Popula- tion of in- tion of in- corporated Annual corporated Annual places, not operating places, not operating NDMBEK OF including earnings NUMBER OF Including earnings COMPANY. city ter- per in- COMPANY. city ter- per in- mini, per habitant mini, per habitant mile o£ served. mile of served. track track operated. operated. 1 493 269 868 278 494 570 230 270 $6.61 111.80 6.39 14.20 27.74 6.13 14.83 3.96 9 816 181 360 657 1,009 1,618 2,044 696 $4.29 2 10 9.66 3 11 6.89 4 . .. 12 9.66 5 13 3.98 5 14 3.49 7 16 2.89 8 16 1.73 1 Freight earnings more than one-seventh of total. 2 Operates a lighting plant. The first 10 railways referred to in the table all con- nect towns of small or medium size with a single large city, Dayton, Ohio, with a population of 85,333, being the smallest " city terminus " in the group. Number 1 serves 8 towns of between 1,000 and 20,000 inhabit- ants, with a total population of nearly 40,000. The largest town served has also another important inter- urban railway connection. Number 2 serves 5 small towns and 1 of about 20,000 inhabitants, situated at one end of the line. The total population of these towns is between 30,000 and 40,000. Number 3 connects 1 large town and 4 towns of less than 3,000 inhabitants each with a city, the total population of the 5 towns being about 35,000. Number 4 connects 4 small towns with a large city, the aggregate population of these towns being less than 8,000. Presumably, a considerable amount of traffic is in this last case furnished by rural communities, while some may possibly come from beyond the termi- nus of the railway. Number 5 has as one of its termini a town of more than 15,000 people, and serves 4 inter- mediate places of smaller size,~ the total population of these 6 towns being between 25,000 and 30,000. Number 6 serves 3 towns of considerable size and 5 smaller towns, their combined population being more than 50,000. The town population directly served by number 7 is very small, and it probably carries a considerable number of passengers to a connection with the steam railroad at its terminus. Number 8 connects 3 small towns with a large city. Number 9 serves 1 city of more than 30,000 people and 2 or 3 smaller towns, the total population served being more than 40,000; the larger town men- tioned has also electric railway connections in other directions. Number 10 serves less than 10,000 people directly, these being mostly confined to the town at its terminus. Presumably, a considerable amount of traffic is due to steam railroad connections. Numbers 11 and 12 each connect 2 large cities at con- siderable distances from one another. Probably, how- ever, much the greater part of the traffic is furnished by the intermediate towns, which, in the one case have an aggregate population of more than 40,000 and in the other case of more than 60,000. Numbers 13, 14, and 15 do not reach large cities, but in each case have as their termini medium-sized towns with population ranging from 10,000 to 45,000. They are all lines of considerable length and serve 2 or more minor towns in addition to their termini. Number 16 connects 4 towns of between 5,000 and 25,000 popula- tion, and also serves several smaller places. It will be observed that, as might be expected, the ratio of traffic to population is lower in the case of the last 4 railways than in most of the other cases. The "city terminus" has a strong tendency to attract travel on the part of the inhabitants of the neighboring smaller towns. Most of the railways covered by Table 79 are highly prosperous. More than half of them report a ratio of operating expenses to earnings below 60 per cent, and only 3 have a ratio exceeding 76 per cent. INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 107 III. CHARACTERISTICS AND SIGNIFICANCE OF INTERURBAN SERVICE. In discussing the broader questions regarding the social and economic significance of interurban railway traffic, it is difficult to avoid entrance into the domain of prophecy. Some of the electric railways have already made such progress in methods that certain prophets look forward to the complete superseding of steam traction by electric traction. However this may be, it is evident that, even if the electric railwaysconfine themselves to the methods already widely prevalent, they are bound to become a social and economic factor of enormous importance. Remarkable benefits have already been realized from the existing interurban lines, and the extension of such railways to a large proportion of our more prosperous communities seems but a mat- ter of a short time. As a means of studying more specifically the nature of the traffic of modern fast interurban railways, the Bureau of the Census addressed a special schedule of inquiries to a number of typical lines, most, but not all, of which are of the class designated as fast, long lines. Below is presented a tabulation, for individual com- panies, of the replies received, so far as they relate to traffic. Several of the railways enumerated are thor- oughly typical modern interurban railways. The blanks represent in most cases inability or failure of the com- pany to furnish the desired information. 108 STREET AND ELECTKIC RAILWAYS. Traffic of selected [Prepared from replies to a New York Pennsylvania . OMo Michigan.' Indiana . Illinois - Iowa - . . Name of railway. Schenectady Railway Company. Lehigh Traction Company Wilkesbarre and Hazel ton Railroad Company Youngstown-Sharon Railway and Light Company. Stark Electric Railroad Company Western Ohio Railway Company Cincinnati, Dayton and Toledo Traction Company . Columbus, Buckeye Lake and Newark Traction Company . Eastern Ohio Traction Company Dayton and Xenia Transit Company Detroit, Ypsilanti, Ann Arbor and Jackson Railway. Detroit, Monroe and Toledo Railway Company (Toledo and Monroe). Indianapolis, Columbus and Southern Railroad Company (In- dianapolis, Greenwood and Franklin). Richmond Street and Interurban Railway Company Indianapolis and Eastern Railway Company Peoria and Pekin Terminal Railway Company Chicago and Joliet Electric Railway Company Waterloo and Cedar Falls Rapid Transit Company Length of track (miles) 36.12 20.09 28.00 42. 2B 26.97 77.97 78.35 43.50 90.00 50.12 91.42 29.92 19.00 30.50 18.04 8.68 62.89 40.00 AVEBAGE SPEED OF CARS IN MILES PER HOUR. Entire trip. 15 to 16 12 30 16 to 20 23 20 20 16 20 21 18 18 to 24 20 15 20 12 to 20 Outside of town limits. 20 20 to 25 22 1 Included in preceding. Frequency of pas- senger cars on main lines. Estimated average distance traveled by each passenger, in miles. 1 hour . 30 minutes. 1 hour 30 minutes and 1 hour. 1 hour 1 hour 30 minutes. 1 hour 1 hour 45 minutes. 30 minutes and 1 hour. 1 hour . 1 hour . 1 hour '. 1 hour 20 to 30 minutes . . 30 minutes and 1 hour. 1 hour 11 Estimated average fare per mile (cents). 2.25 0. 8-1. 04 1.4 2 1.33 1.125 1.4 1.5 L5 2 Summer resort increases travel 50 per cent during the season. INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 109 intemrhcm railways. special schedule of inquiries.] ESTIMATED PROPORTION OF PAS- SENGERS WHO ARE CARRIED — Percentage of to- tal steam and electric traffic carried by elec- tric lines. Effect on local business of steam railways. Proportion of earn- ings from freight, mail, and express to total reve- nue, approx- imate (per- centage). Character of freight and express earned. Remarks regarding freight and express. Wholly within towns (per- centage). Between towns (per- centage). Between town and country (per- centage). 75 Few. 25 Nearly all. 97.5 75 Nearly all. 94.5 66 2 85 0) Few. 2.5 15 95 Decreased 80 per cent; fares unchanged. Practically all taken away; trains taken off. Reduced greatly; trains taken off. Round-trip fares reduced 4.6 1 Groceries and provisions, small farm products, dry goods. Packages Will handle greater part of high-class goods ultimately. Mining region 1 99 7. 80 to 90 3 10 Just beginning Is creating much new business; expects much express. 4 76 to 90 Local business reduced, but long-distance travel created. Reduced slightly Undeveloped 5 0.-5 30 5 5 15 Much greater part Fruits, produce, groceries.. Mostly merchandise in packages. Express 98 per cent is between towns . .'. Express handled by separate company; heavy freight not sought. fi Little effect 7 90 ■ Much reduced 6 26 R No direct competition General Handles cars from steam roads . 9 95 Groceries, beer, fruits, mer- chandise. Farm produce, groceries, dry goods, light merchan- dise. 1ft 15 75 10 65 Little reduction 9 8 n 1? 3 40 77 40 20 20 98 Reduced Milk; beginning only IS Practically all 14 1,5 6 20 30 90 70 60 5 10 10 80 Steam fares reduced one-half . . Handled by steam locomotives. Ifi 60, Of through business. 95 Affected smaller stations only.. Produce, groceries, milk, beer. General; rapidly growing.. 17 No effect 25 Interchange with steam roads; uses steam in part. IS 110 STREET AND ELECTRIC RAILWAYS. The electric interurban railways possess, in contrast with steam railroads, several peculiar characteristics which directly affect their methods of operation, and these in turn determine the amount and character of their traffic. Small units and frequent sei'vice. — The greatest dif- ference between the electric and the steam railway lies in the fact that the former operates cars each of which has its own motors, supplied with energy from a single distant source, while the cars of the latter are moved by a separate locomotive which generates its own power. The economy of large scale power production is secured by the electric railway through the construc- tion of a central station. It is, therefore, practically as cheap to run electric cars separately as to run them in trains. On the other hand, the cost of operating a steam railway is greatly reduced by increasing the size of engines and the length of trains. Steam operation, therefore, tends to infrequent service, while electric operation lends itself to frequent service. The preceding tabular presentation of replies shows that in the Middle West, where the interurban railways usually connect rather small and quite widely separated towns with one another or with larger cities, the pas- senger cars run, as a rule, once each hour, though sometimes more frequently. The steam trains which actually stop at these minor towns number ordinarily not more than four or five each way per day. The very smallest country villages on the steam roads often have still less frequent train service. Where, as in the more densely populated parts of Massachusetts, the urban communities connected by electric lines are larger and nearer together, the frequency of the elec- tric service is often much greater than that in the Mid- dle West, and such frequency of service means great convenience and saving of time to patrons. Frequency of stops. — The fact that single units of comparatively light weight are operated upon electric railways permits stops to be made much more quickly than with heavy steam trains, and likewise permits a much more rapid acceleration after the start. Acceler- ation is also favored by the nature of electric power and motors. It is, therefore, possible for interurban cars to make comparatively frequent stops while main- taining a high average speed. This fact also tends greatlj^ to increase patronage. Cost of operation and fares lower than for steam rail- ways. — For reasons which need not be taken up here electric traction is cheaper for short distances and light trafiic than steam traction. Interurban electric rail- ways have, therefore, found it possible to charge fares materially below those of the steam railways, and as a result have not merely taken away traffic from the lat- ter, but have developed traffic which otherwise would not have existed at all. The relation between low fares and low operating expenses is reciprocal. Low operat- ing costs make low fares possible, and on the other hand the reduction of charges stimulates traffic and thereby reduces operating costs and still more fixed charges per passenger. The replies of interurban railways above presented indicate, in some cases by rather rough estimates, the average rate of fare per mile on typical interurban lines. Most of these lines approximate the steam railways closely in the quality and speed of their local service. The fare is usually from li to 2 cents per mile, 1|^ cents representing a rough average. Frequently some reduc- tion is made for return trips. In most sections of the country the local fares of steam railways for one-way tickets are about 3 cents per mile. On many electric railways, which connect closely neighboring cities and towns and which have dense traffic, the charges per mile are materially less than those above indicated. This is true, for instance, in Massachusetts. A prominent steam railway company, operating in several states, submitted to the Bureau of the Census a detailed list of all towns connected both by its lines and by electric railways, with the respective rates of fare in each case. The fares of the steam road for one-way tickets were from one and one-half to five times as much as those of the parallel electric roads. Broadly speaking, the steam railway fares averaged about double those of the electric lines. The following is a specific comparison of some of the rates of fare on steam and fast electric railways in Ohio: Comparative fares of steam, and electric railways in Ohio. JOnKNEY. DISTANCE (MILES). FARE, ONEWAY. FARE, EOCND TEIP. Steam. Elec- tric. Steam. Elec- tric. Steam. Elec- tric. Cleveland to Ravenaa Cleveland to Akron 57 38 23 86 49 83 21 45 86 21 87 49 37 18 $1.15 1.00 .70 1.05 1.50 1.00 .65 80.70 .60 .35 .65 .85 .60 .30 $2.07 1.80 .83 1.89 2.70 1.80 1.17 SI. 10 1.00 .65 1.00 1.45 1.00 .60 Canton to Akron Massillon to Dhrichsville Cleveland to Creston . . . ColnmhliH to Neivnrk Newcastle, Pa., to Youngs- town, Ohio Operation in the streets of towns and cities. — By running upon the public streets when they enter a city or town, and by making frequent stops within munici- pal limits, electric railways become usually much more accessible to passengers than steam railroads, which, as a rule, have only a single station in a town, and that, perhaps, at some distance from its business center. The electric railway is also able to create in addition to its interurban traffic a considerable amount of new traffic within the limits of towns. On the other hand the elec- tric car suffers a considerable disadvantage in the eyes of through passengers, because of the necessity of re- ducing its speed while passing through municipalities. This matter is less serious in the small towns, but in the larger cities the speed of cars is so much reduced, and the distances to be covered at a slow pace are so great, that the duration of the journey of many inter- INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. Ill urban passengers is materially augmented. Ultimately many interurban railways will probably secure entrance into cities on private rights of way, or on elevated or underground tracks, but the heavy expense involved will delay the adoption of this policy. Other advantages of electric lines for interurban serv- ice. — Other peculiarities of interurban railway service, although they are of less importance, may be men- tioned. One of these is the fact that the electric car can surmount grades and pass curves more readily than a steam train. This enables electric railways often to take shorter routes than the steam roads, and sometimes to reach villages or rich rural sections not considered accessible by the steam railways. Again electric rail- ways, being capable of earning a profit from purely local business, are often built to connect towns directly, where it was formerly possible to travel from one to the other only by a roundabout journey and a change of cars. The freedom from smoke is a material advan- tage of electric over steam railways. This advantage is particularly appreciated in the summer, when it per- mits the electric lines to operate open or semicon- vertible cars, giving the patrons the pleasure of a fast open-air ride. Nature and social advantages of passenger traffic, — The importance of the advantages possessed by elec- tric railways for local traffic is sufficiently shown by the extent of their business and by the financial results, which have already been discussed. The interurban railways have greatly increased the aggregate amount of travel in those sections where they exist, the number of passengers carried by the electric lines being usually materially greater than the number formerly carried between the same points by the steam railways. Sev- eral of the replies received by the Bureau of the Census from interurban railway companies emphasize this point. The president of the Detroit, Ypsilanti, Ann Arbor and Jackson Railway Company said: "The increased travel is new business developed by the electric road from the population that very sel- dom travel by steam." The representatives of an im- portant company in Ohio said they were informed that, before the electric railway was built between two par- ticular cities of medium size, the steam railroad did a business between them of about $2,000 per month. The electric railway now does three times that amount of business with a very much lower rate of fare, while the steam railroad seems to be handling about the same volume of business as before. Several of the officers of steam railways who reported to the Bureau of the Census regarding electric competition also dwelt upon the large new traffic created by the electric lines. (See page 117.) A part of this new passenger traffic represents the patronage of farmers and their families. To the agri- cultural population as such the steam railways offer no special conveniences. The farmer must go to town to take the train. If he lives on an electric railway, the car may stop at his very door. As appears from the tabulation on page 109, most of the interurban com- panies which reported on rural patronage estimated that from 6 to 20 per cent of their traffic was from the rural population. That the proportion is not larger is due chiefly to the fact that farm dwellings are so widely scattered. A system of interurban railways connecting all the towns and villages in a given section would be conveniently accessible to only a fraction of the agri- cultural community. The importance of the service of the electric railway to such of the rural population as come within its reach can scarcely be overestimated. The farmer and the members of his family can go to the neighboring vil- lage at the time most convenient to them, and far more quickly, cheaply, and comfortably than by team. In many cases they even become accustomed to make fre- quent trips to larger cities at a greater distance. The contact with town and city life which is thus made possi- ble contributes greatly to the breadth of view, culture, and happiness of the farm family. The accessibility to markets and shops improves the table and dress and increases the comforts of the home. The social life, the amusements, and the varied interests of the town are made accessible to the country dweller as never before. The children are enabled readily to avail them- selves of the superior school facilities of the town. In fact, the electric railway has doubtless contributed ma- terially toward the advancement of the modern move- ment for the consolidation of rural schools. Even more important has been the new traffic created by the trolley railway from among the inhabitants of small and medium-sized towns. The greater part of the traffic of most interurban railways either moves between such towns or between them and larger cities. The increased accessibility of the cities to village dwell- ers is one of the most important services of interurban railways. Many of the interurban lines of the miscel- laneous group connect smaller towns only, but it has been found by experience that those lines which reach large cities are the most profitable. In such cities the shopper finds greater variety and often lower prices than at his home town. There the pleasure seeker finds opportunities for enjoyment vastly superior to those in the small towns. Some interurban electric railways have adopted the practice of running special theater cars. The convenience of the electric service has greatly increased the amount of travel for purposes purely of pleasure and of social intercourse. From the social standpoint it is probably safe to say that these railways have proved a greater benefit to the women of the com- munities they serve than to the men. The trolley railway widens the circle of acquaintanceship. Not infrequently special cars are chartered by parties for picnics or for some other social object. Interurban 112 STREET AND ELECTRIC RAILWAYS. railways likewise offer facilities for travel, both from the small towns and from the large cities, to outing places and other pleasure resorts, such resorts being maintained in a number of instances at the expense of the interurban companies themselves. The influence of electric railways in fostering sub- urban life has already been pointed out in another con- nection. (See page 28.) It is worthy of note here that some of the longer interurban railways are seeking to develop a form of long-distance suburban traiEc — that is, the traffic of persons who go every day to their business in the city and live in the small town. One method adopted to further this object is that of the operation of ' ' limited " cars on a fast schedule on sev- eral railways. Thus there is a "limited" service be- tween Cleveland and Painesville, which permits busi- ness men to live in the smaller town and yet to reach their offices in the city, 25 miles awa}', within an hour. Three "limited" cars are also run each way daily be- tween Toledo and Cleveland. Nature of freight and express traffic. — The method of conducting freight and express business on interurban railways is discussed in Part II, Chapter IV. The nature of this traffic varies considerably on different railways, as may be seen from the statements, tabulated on page 109, regarding the leading articles carried by several important lines. Generally speaking the traffic consists of light weight commodities. The significance of the electric railway as a factor in the transportation of commodities lies chiefly in two directions. In the first place it caj-ries considerable quantities of goods between town and country. This transportation business it has largely created, for it either carries goods which were not carried at all before, or else it carries goods previously transported by wagon rather than by steam railway. The farmers who live within a reasonable distance of the electric line can send their milk, butter, provisions, vegetables, and fruits to market far more promptly and easily than before. In this way the nature of farm industry has been materially affected in some communities where the freight business of the electric railways has been highly developed. Moreover, the farmer can get gro- ceries, meats, dry goods, and other light articles from the town much more easily than before the advent of the railwaj'. In the second place, the electric railway furnishes much more frequent and prompt service be- tween small towns, and between these towns and large cities, than is furnished by the steam railways. This is the case not only as compared with the light freight traffic on steam lines but even as compared with their express traffic. People living in the small towns served by electric railways can now obtain packages of merchandise from the cities more cheaply and promptly than ever before. Local merchants are alreadj^ making extensive use of the interurban lines to obtain smaller consignments of merchandise. The electric railways have in most instances not yet attempted to carry heavy freight. They usually do no carload business and have no arrangements for exchang- ing freight with the steam railways. It has been held by the New York courts that a steam railway, as a com- mon carrier, is bound to exchange freight with electric lines and to furnish the same facilities for doing so that it furnishes to steam railways. Many representa- tives of the interurban roads express the opinion that the business of handling express and light freight may be greatly developed, but that there is little to be gained by entering the field of general freight traffic. The cases where electric lines have undertaken a gen- eral freight business are usually explained by excep- tional local conditions. Inf/uence of Interurban railivays on local retail busi- ness. — At this point the question arises as to the eco- nomic effect of electric interurban railways upon the business of small towns. The class most likely to be affected in its eponomic interests is that of the local merchants. It scarcely seems probable that the location of manufacturing industries can be materially affected by interurban railways. These railways doubtless tend in some measure to increase local population in cases where the town is near enough to a great city, or to a small industrial center undesirable for residence pur- poses, to draw as residents people who are engaged in business elsewhere. For example, part of the recent increase in population in Elyria, Ohio, consists of those employed in the new steel and other industries at Lorain, a few miles distant. The small town may also draw some permanent residents from the agricultural sec- tions, who, because of the improved methods of trans- portation, can reach their farms easily. Increased population, of course, benefits retail trade and local economic interests generall}^ On the other hand, the railway may tend to take away some of the former patronage of retail merchants, not merely because of the convenience with which customers can go to the larger cities to buy goods, but also because of the con- venience with which goods oi'dered by mail can be delivered. The competition is likely to be felt most keenly by merchants who handle the most valuable and least perishable classes of commodities. But even if there were a net economic injury to the local mer- chants, the economic advantage to the buyers of goods would probably more than offset the injury, and, from the broad social standpoint, may properly be considered as more important. In order to ascertain the opinions of merchants them- selves regarding the effects of electric railways, the Bureau of the Census addressed schedules of inquiry to prominent dealers in numerous towns that are connected with larger cities by fast and efficient interurban roads. INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 113 These schedules were sent chiefly to dealers in dry goods, clothing, and general merchandise. A consid- «rable number of replies were secured, mostly from towns of between 3,000 and 20,000 inhabitants. The gist of these replies is presented in the statement below, which distinguishes the towns of less than 5,000 inhabitants from those of larger size. Four of the most important questions contained in the schedule were as follows: Have you observed any decline in your trade because people of the town take advantage of the electric railway to go to the larger city to buy goods? Have you observed an increased patronage from farmers and their families as a result of the development of the electric railway? What is the general feeling among merchants and business men in your town as to the advantage or disadvantage to them from the construction of interurban electric railways? Has the interurban railway facilitated your business in any other way, as by enabling you to get goods from the city more promptly, to go to the city to make wholesale purchases, or otherwise? The answers to these questions are presented in the last four columns of the statement, the last column con- taining in addition certain other general remarks of a pertinent character which accompanied the answers. 114 STREET AND ELECTRIC RAILWAYS. Effect of electric interurhan railways [Replies of local merchants to a A.— TOWNS OF LESS LARGE CITIES WITH WHICH CONNECTED. Name oJ town reporting. Popula- tion. Approxi- mate dis- tance from City (miles). Merchants' class of busi- ness. Philadelphia and Allentown, Pa Erie, Pa Cleveland, Ohio Cleveland, Ohio Cleveland and Akron, Ohio Cleveland and Akron, Ohio Toledo, Ohio Toledo, Ohio Dayton, Ohio Dayton, Ohio Cincinnati, Ohio Youngstown, Ohio, and Newcastle, Pa Detroit, Mich Los Angeles, Cal Indianapolis, Ind Quakertown, Pa , Cambridge Springs, Pa Chagrin Falls, Ohio Oberlin, Ohio Kent, Ohio Ravenna, Ohio Perrysburg, Ohio . . .1 . , Perrysburg, Ohio Franklin, Ohio Miamisburg, Ohio Harrison, Ohio Hubbard, Ohio Marine City, Mich Santa Monica, Cal Greenfield, Ind , 3,014 1,495 1,586 4,082 4,541 4,003 1,766 1,766 2,724 3,941 1,760 1,230 3,829 3,057 4,489 40-15 25 20 30 30-10 35-15 10 t 10 15 15 20 8-15 40 15 20 General merchandise . . . General merchandise ... Dry goods Clothing General merchandise ... Dry g-cods Dry goods and clothing . Groceries and provisions General merchandise ... Dry goods General merchandise ... General merchandise ... Dry goQds and carpets. . . Dry goods General merchandise . . . B.— TOWNS OF MORE Albany and Troy, N. Y Albany and Troy, N. Y Cleveland, Ohio Cleveland, Akron, and Canton, Ohio Toledo, Ohio Toledo, Ohio Dayton, Ohio Dayton, Ohio Dayton, Ohio Youngstown, Ohio Detroit, Mich Detroit, Mich Detroit, Mich Detroit, Mich Grand Rapids, Mich St. Louis, Mo St. Louis, Mo Fort Wayne, Ind Chicago, 111 Chicago, 111 Glens Falls, N. Y echoes, N. Y Elyria, Ohio Massilion, Ohio Bowling Green, Ohio Adrian, Mich Xenia, Ohio Greenville, Ohio Troy, Ohio.. Warren, Ohio Jackson, Mich Flint, Mich Mt. Clemens. Mich . . Ypsilanti, Mich Holland, Mich Belleville, 111 East St. Louis, 111 Peru, Ind Evanaton, 111 Jolietlll 12,613 23, 910 8,791 11,944 5,067 9,654 8,696 6,501 5,881 8,529 25,180 13, 103 6,576 7,378 7,790 17,484 29, 656 8,463 19, 259 29,353 45^0 10-5 26 50-20-10 25 30 15 35 20 16 70 60 20 35 36 15 Dry goods Dry goods Dry goods Dry goods Dry goods and clothing Dry goods General merchandise . . General merchandiss . . Dry goods Dry goods Dry goods General merchandise . . Dry goods Dry goods Furniture Dry goods Dry goods General merchandise . . General merchandise - . Dry goods INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 115 upon retail business in small towns, ipecial schedule of inquiries.] THAN 5,00D POPULATION. Effect of railways on sales to people in town. Effect on sales to farmers and people from smaller villages. General opinion of merchants as to effect of railways. Remarks. Decrease No effect Many go to city No effect Our trade increased Noin^ury Noinjury ■ No injury Decrease . . .■ Checks increase Decrease Noinjury No injury Takes away certain classes of trade. Decline in clothing Some increase Increase, especially in bad weather. No effect Increase Increase in rainy weather. . Increase Little effect No effect No effect Decrease No effect Increase Increase No effect Increase Harmful . . No harm . No reply Merchants about evenly divided. Majority think beneficial Beneficial Beneficial Beneficial No reply Harmful Harmful Beneficial All think beneficial . Great benefit Very beneficial . Trade about 6 per cent less in 1903 than in 1902. Smallest towns suffer ' Bleeding us and feeding cities ' Sales increased about 40 per cent since 1896 Can get goods more promptly Increased facilities for going to market and transporting merchandise. Convenience in getting goods at short notice "Big city will swallow" If 20 miles away from city would be all right Better class of trade goes exclusively to large town Increase of population using interurban cars to go to work.. Increase of trade about 18 per cent in four years Sales rapidly increasing; country prospering; aid in getting of goods. Easier to get goods; carry less stock THAN 5,000 POPULATION. Increase No decrease No decrease No decrease No decrease Little decrease • . Marked decrease No decrease Little change No decrease No decrease No decrease Decrease Checks increase . Some decrea-se... No decrease Decrease No decrease Decrease Decrease Decided increase No effect Increase Increase, especially in bad weather. Increase No reply Decreased; take cars to Day- ton. Increase Increase None Increase Increase None None None Increase Increase Marked increase No farm trade Increase Great advantage Somewhat injurious. Indifferent Beneficial Formerly opposed, now favor . No reply No reply Beneficial No fear No reply Beneficial Beneficial Disadvantage ... Great detriment. Varying Beneficial No reply Very beneficial.. Injurious Beneficial Sales have increased over 50 per cent in five years . Social benefits generally . Town of this size can hold its own . Cash stores suffer most Our own town is county seat; will draw business. Small towns also benefit. Concentrates business in cities . Concentrates business in cities . This is a growing town Reduced fare to city injurious . Sales increased 15 per cent since road was completed. , 116 STREET AND ELECTRIC RAILWAYS. A marked diversity of opinion appears among these replies. Doubtless the differences are partly due to the "personal equation," but in part they must repre- sent differences in actual conditions. Whether the effect of the opening of an electric railway between a town and a large city will be beneficial or injurious to the town merchants depends upon the size of the town, upon its distance from the city, upon the comparative excellence of the shops, upon the character of the rural population surrounding the town and the extent to which that population is served b}^ the railway, and upon other similar causes. Of the merchants in towns of less than 5,000 inhab- itants, 5 express in one form or another the opinion that the interurban railway has been detrimental to their interests, 8 hold that they have been benefited, 2 are indefinite, and 3 do not reply. In most cases the per- sons who reply think that the general opinion of mer- chants agrees with their own. Five merchants in the 20 towns of more than 6,000 inhabitants declare that they have suffered injury from the electric railway. One of these towns, Evanston, however, is essentially a suburb. The merchants' of Ypsilanti and Mt. Clemens are particularly emphatic. These towns lie 20 miles or more from Detroit, but they have highly efficient electric service. They are in a rich agricultural region, and one might expect some increase in trade from farmers who patronize the elec- tric railway, but such increase is denied in these reports. A majority of the merchants of this group, however, assert that the local retailers have derived a benefit. Several of the replies, however, come from towns of con- siderable size, situated at some distance from any large city. The new railways naturally bring trade to such towns from the smaller villages. Several of the dealers of this group, especially in the larger and more distant towns, emphasize that point strongly. Numerous deal- ers in towns of less than 5,000 inhabitants, as well as in the larger towns, report an increase in their country trade as the effect of the trolley lines, three referring particularly to the advantage in this respect during inclement weather. Several merchants also speak of the advantage which the railway has conferred in en- abling them conveniently to go to the city to make wholesale purchases, and also in enabling them, through the express and freight service, to get goods delivered more promptly, thus avoiding the necessity of keeping large stocks or of disappointing customers. Some of the replies from merchants are very sug- gestive. One from Massillon, Ohio, says: Complaints are occasionally heard from merchants and dealers in small places and country towns that the interurban lines would carry their trade to the larger places, but I think in most cases they have been more than compensated by the extra number of people coming in and going out all the time and, as a rule, are very well satisfied after the lines are established. The old idea of carrying oft trade and scaring the horses is dying out, and we predict that before long the electric lines will be carrying the bulk of the farmers' produce to market. The following is from a large concern in Jackson, Michigan. We anticipate that trading centers, both large and small, will be considerably benefited by the extension of electric car service. If we lose by customers going to the larger city in some instances, we gain by an increased number coming from smaller places to us, and smaller towns will benefit by the ease with which farmers can get to them. In opposition to the opinions of these two merchants as to the benefit derived from the electric railway by the smallest towns should be noted two or three replies from towns which have experienced a benefit, in which the opinion is expressed that retail trade in smaller towns has suffered. Had more numerous replies been secured from towns of less than 2,000 inhabitants, it is possible that the proportion of unfavorable opinions would have been larger. There can be little doubt that more people than for- merly go from the small towns reached by electric rail- ways to the cities to buy certain classes of goods. In some, and possibly a majority of instances, this loss to the local merchant is more than offset by the increased population of the town and by the increased patronage from the farming classes. That the merchants in the large cities served by interurban railways have profited to some extent is beyond question. The Bureau of the Census, in fact, received replies to its schedule of in- quiries from a number of merchants in such towns as Akron, Dayton, and Syracuse, which asserted that trade had been materially increased by the interurban lines. The electric railway not merely creates new passenger traffic but it creates at the same time a 'new demand for goods and augments the total retail trade of the sec- tions served. IV. INFLUENCE OF INTEKUEBAN ELECTRIC EAILWATS ON STEAM RAILWAYS. The frequent service, convenient stops, and low fares of interurban electric railways have, in many instances, seriously affected the local traffic of steam railways connecting the same towns, this being specifically asserted in many of the replies from interurban rail- ways presented on page 109. It is probable that the increase in the average length of journeys on steam railways, as revealed by the official statistics, is in part attributable to the relative decline of local traffic through electric competition. During the five or six years prior to 1897 the average length of passenger rides on the steam railways had not increased by more than 5 per cent. On the other hand, the average ride increased from 25.04 miles in 1897 to 30.3 miles in 1902, or 21 per cent.' 1 Statistics of the Railways of the United States, 1902, page 64. INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 117 There is considei'able diflference of opinion as to whether, in general, electric railway competition up to the present time has been injurious to the interests of the steam railways. In order to ascertain the views of railroad officials themselves on this subject, inquiries were addressed to the traffic officers of the leading rail- roads in the Northern and Eastern states. Replies were received from 14 of these companies, namely : The Balti- more and Ohio; Boston and Albany; Boston and Maine; Chicago, Cincinnati, and Louisville; Erie; Flint and Pere Marquette; Lake Erie and Western; Lake Shore and Michigan Southern; Lehigh Valley; New York, Chicago and St. Louis; New York, New Haven and Hartford; Pennsylvania; Toledo, St. Louis and Western; and the Wabash. The substance of these replies is presented in the tabular statement below, the names of the individual companies being omitted. The first 7 companies in the table are situated, in whole or in part, in the seaboard states, while the last 7 are situated in the North Central states. The most impor- tant questions in the schedule were as follows, the questions corresponding in order to the columns in the statement: To what extent, if at all, has the local passenger traffic of your company been reduced by the competition of these lines? To what extent, if at all, has long-distance traffic on your rail- road been created by the conveniences offered by electric railways for reaching the steam road? Has your company, as the result of electric railway competition, (a) Reduced fares? (6) Increased or decreased the number of trains? (c) Otherwise changed or improved its local service? Do you anticipate such further extension or improvement of interurban lines as to render them more serious competitors for either local or long-distance passenger traffic? Replies of steam railroads regarding the effect of electric railvjay competition. EFFECT OP ELECTRIC LINES IN DECREASING TRAFFIC BETWEEN COMPETING POINTS. Effect on long-distance traffic. EFFECT ON PRACTICE OP STEAM LINES. Num- ber. Fares. Number of trains. Ultimate and general effect on steam lines. 1 For distances of 15 miles or less; proportion lost varies. 90 per cent Inappreciabl e Reduced on one branch. Reduced in a few cases. None Increased by 11 None Do not anticipate greater competition; can not 2 No reply tell. Will become more serious competitors in long- 3 Considerable No reply Trains and stops re- duced; better serv- ice for longer rides. Decreased to mini- mum. No reply distance travel. No reply. 4 10 miles or less, decrease 90 per cent; 10 to 50 miles, 50 to 75 per cent. Decreased for distances to 25 miles. Material None None No reply Will cut into business up to 50 miles. 5 None Steam lines can not overcome loss of business 6 No reply No reply No reply by lowering fares. No reply. 7 Enormous No reply No replv No reply No reply. Benelicial; creating long-distance travel. 8 Some Cross lines serve as feeders. None None None 9 75 per cent Reduced slightly None . . None No immediate change anticipated. Serious where lines are parallel, at least on local 10 Practically all business done by electric line, i About 25 per cent No reply None 11 Will finally increase it None Reduced None . . business. i Beneficial; increasing long-distance travel. j Will take away more business by extension. , Not serious; probably creates freight business to suburbs. New lines will cut further into local traffic 12 25 to 76 per cent None . None 13 Increase checked ... Increased at one or two points. None Reduced None 14 25 to 76 per cent None . None 1 Electric railway built before steam road. Of the 14 replies in the table, one states that increase in local steam railway traffic between points served by the electric railways has been checked, while all the rest Say that local traffic has been reduced, in most cases very sharply. The distance within which electric com- petition is at present effective naturally varies with the efficiency of the electric service. Statistics showing the effect of interurban competi- tion have been published in various railroad and other periodicals. Thus, one journal states that on the Lake Shore and Michigan Southern Railroad the number of local passengers carried between Cleveland and Oberlin and intermediate points fell from 203,014 in 1895 to 91,761 in 1902, and the number carried between Cleve- land and Painesville fell from 199,292 to 28,708. On the New York, Chicago and St. Louis Railroad the pas- sengers between Cleveland and Lorain fell from 42,526 in 1895 to 9,795 in 1902.' Some of the representatives of interurban railways ' Railroad Gazette, January 22, 1904. 1165—05 9 assert that whatever loss the steam railways suffer in local traffic is offset bj^ the gain in long-distance traffic induced by the electric lines. The fact is pointed out that mach of the passenger traffic on the electric rail- ways is new traffic. It is suggested that the habit of traveling is being developed among people who formerly seldom traveled at all, and that this fact, combined with the fact that steam railways have been made more accessible through connection with electric lines, leads to the conclusion that steam railway systems will ulti- mately be benefited, if they are not already deriving benefit. An official of a prominent eastern steam road recently asserted that the electric roads take away about 65 per cent of the local business, but in a year or two new through business, more profitable than that lost, comes to the steam railway through the aid of its com- petitor. Three of the officials of steam railways, reply- ing to questions of the Bureau of the Census, take some- what the same position. One says, "1 myself do not view competition as being detrimental to the interests 118 STREET AND ELECTRIC RAILWAYS. of this company. Am of the opinion that interurban lines, as a whole, will finally work out to the good of the public and induce long-distance travel by people who have heretofore been indifferent to things that were not purely local." This oificial, however, does not claim that the benefit mentioned has been as yet definitely experienced, t A majority of the replies from officers of the steam lines, however, deny that there has been an increase in long-distance travel as a result of the electric railways, and several assert that they expect still more serious injury in the future from the increase in the number and length of electric lines and the improvement of their facilities. The consensus of opinion seems to be distinctly hostile to the electric railways. Doubtless the time has been too short to enable steam railway ofiScials to reach final conclusions on this subject, and it is perhaps natural that they should at first be more suspicious and hostile than the ultimate effects of elec- tric competition would justify. The policy of steam railwa3's with regard to meeting electric competition varies greatly and is much affected by the local conditions. Five of the 14 replies above tabulated state that local fares have been reduced, at least in some cases, but 6 assert definitely that this has not been done. Another company says that because of the other advantages possessed by electric railways the loss of business can not be overcome by lowering the fares on the steam railways. This appears to be the general view of steam railway men.' Two of the com- panies report that they have been forced to reduce the number of local trains on account of inability to com- pete with electric lines. One company, on the other hand, apparently as a competitive measure, has in- creased to some extent its local train service. As an illustration of a policy which is probably pur- sued by a considerable number of companies, the fol- lowing more extended quotation from the reply of a prominent traffic official may be given: It has been the pohcy of this company not to meet trolley com- petition by a reduction in rates, for the reason that this action on one division of our system would create jealousy on the part of people living in other suburban territory, and is likely to result in similar reductions on all branches in suburban districts. Our experience has taught us that the electric railway, in being able to take the passenger from his house direct to his office at a nominal rate, eventually gets enough of the steam line's traffic to eat up all its profit and it can not be covered by any reduction in rates. We have therefore followed the method employed by [cer- tain other lines], viz, to take off stops at near-by points most affected by trolley competition, thus giving patrons at stations farther away from the terminal quicker and better service, and wait for the overflow travel served by the trolley lines in the out- lying districts, which seeks the railroads in bad weather and even- tually increases to some extent its aggregate of business. The open trolley cars in warm weather are particularly attract- ive to the suburbanite, a,s is shown by a comparison of the earnings of our * * * branch during the month of August as compared 'See, e. g., editorial in Railroad Gazette, January 22, 1904. with November, aggregating about $5, 590 in the former and 111,700 in the latter. The suggestion in this letter that the reduction of certain kinds of suburban service on the steam railways permits improvements in other parts of the service, is one which has been brought out at various times by other representatives of the steam railways. Some few have gone so far as to hold that the benefit resulting from the reduction of the local service was greater than the injury suffered. A writer in a prominent railway journal has even claimed that suburban service is usu- ally unprofitable to the steam railways and that it inter- feres very seriously with their through traffic.^ Evi- dently what would hold true of some railways would not hold true of others. Some companies have derived a large part of their revenue from local passenger traffic, and have built branches primarily to accommo- date such traffic. It is probably a fair conclusion from experience that a main line may gain traffic by being paralleled by an electric railway, but that a branch line is almost sure to lose. Two or three of the important steam railways which have been most affected by electric competition have sought to meet it by themselves introducing electric service between certain points. As far back as 1895, the New York, New Haven and Hartford Railroad Company equipped its Nantasket Beach system with electricity, and later three other branch lines were so equipped. The most important of these branches is that between Providence and Fall River. The fare between these points was reduced from 50 to 20 cents, and the frequency of service greatly increased. More recently, the Boston and Maine Railroad has built an electric line for heavy service between Concord and Manchester, N. H., and it also controls an electric sj'S- tem in Maine. The Pennsylvania Company has an electric system along the seashore in southern New Jersey. The Long Island Railroad has a stretch of track along the seashore which it has equipped with overhead trolley wires. Local electric cars and steam trains covering longer journeys operate over the same track. Such a combination has at the present stage of development many advantages, but the conditions of traffic are not always adapted to it. In several instances electric traction has been applied to entire railways which were formerly operated by steam, or has been combined with steam traction on new lines. In most such cases, freight traffic is hauled l)y steam locomotives. Among railways of this type are the Cincinnati, Georgetown and Portsmouth, the new line between Bellaire and Zanesville, Ohio, the Peoria and Pekin Terminal Railway, and the Waterloo and Cedar Falls Railway (Iowa). In two or three instances, steam railways have per- mitted separate companies to equip a part of their tracks ^Quoted in Street Railway Journal, August 23, 1902; compare Railroad (jazette, January 22, 1904. INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEAl^URES. 119 with electricity for the handling of local traffic. Such an arrangement exists on the line of the Northern Pacific Railway between Everett and Snohomish, Wash- ington. It is very probable that steam railways will, to an increasing extent, equip existing traclis with electricity for the hauling of a part or all of their traffic, or will build new electric lines at least for suburban passenger service. While the main purpose of the New York Central and Pennsylvania railways in introducing elec- tric traction at their New York termini is to promote safety in the tunnels, they will gain also in /the greater attractiveness, frequency, and cheapness of the subur- ban service which they furnish. In the case of the New York Central, at least, suburban trains will be operated to their destination by electricity. Two serious diffi- culties are, however, encountered by steam railways in attempting to use electricity for suburban trains. In the first place, it is hard to carry the electric current through the complicated switch tracks in the terminal yards. In the second place, if trains are run often enough to compete with those of the purely electric railways, they are likely to interfere with through pas- senger and freight trains. Indeed, the suburban service of a large city, whether conducted by steam or elec- tricity, can be made thoroughly satisfactory onlj^ where it uses its own tracks, completely separated from the tracks devoted to through traffic. This last consideration also bears on the question of the general future development of electric railways. It is not likely that interurban electric lines of the present tj^pe, even though they may be extended into long systems, can handle satisfactorily and on a large scale both local and through passenger and freight business. Even if single tracks be replaced by double tracks there is apt to be great interference between these different classes of traffic as soon as the aggregate business becomes heavy. The advantage of the local service of the interurban lines consists in its frequency and its numerous stops. Local cars are very likely, therefore, to get in the way of fast through trains; while on the other hand the slower through freight trains will tend to impede the local passenger cars. It has been suggested that freight trains might be broken up into separate units. This would largely do awa3^ with the necessity of switching, which is one of the chief causes of the delay in handling steam railway freight, and would thus increase the speed of through freight service. But to do this would so greatly multiply the number of moving units on lines with an extensive business that a single track could not possibly accom- modate all the traffic in one direction. These same considerations also cast doubt upon the possibility of so revolutionizing the working of the more important of the present steam railways, by the partial or complete introduction of electric power, as to enable them to perform both their present functions and the added functions of the interurban lines. Where- ever traffic is very dense two distinct railway systems seem desirable — one for local traffic, both passenger and freight, and the other for through traffic. Both of these systems may ultimately be operated by electricit}'. Both kinds of railways in a given section may finally fall under the same ownership. Cooperation between them would afl'ord many conveniences and economies. But the public will gain if these two conflicting kinds of traffic are handled on separate tracks. Where, how- ever, the aggregate traffic is comparatively light, much would doubtless be gained if the present steam railways, following the example of the interurban railways, would increase the frequency and convenience of their local freight and passenger service by the use of single cars operated by electricity on their existing tracks. CHAPTER VIII. CONSOLIDATION OF STREET RAILWAYS. General tendency and its results. — One of the most important factors in street railway progress has been the combination of formerly independent railways into great systems. Fifteen or twenty years ago most of our large cities were served by several separate animal- power railways. Many of the old companies operated one line only, occupying either a single street or a few streets connecting with one another, and furnishing transportation to a single section of the city. There was usually no competition between these independent companies in the matter of fares. In many instances, indeed, the opportunity for competition was slight, the areas served \>y the different companies overlapping but little; yet in some cases, as in New York, parallel lines existed which, to a limited extent, competed for traffic by improvenjents in service. The introduction of mechanical traction, especially of electric traction, developed a much stronger tendency toward consolidation than existed before. One motive for combination was doubtless a desire to eliminate com- petition, for the cheapening of the cost of operation l)y the new method tended to increase the number of com- peting lines. By combination also unnecessary dupli- cation of trackage was avoided. Even more important was the desire to reduce operating expenses. So long as each car had possessed its independent source of power, as was the case with animal traction, there was, after the system had reached a limited size, little saving in cost througli doing business on a larger scale. Cable or electric power could be much more economically furnished by power plants of great capacity, capable of, operating several railway lines. By consolidation, moreover, it was possible to locate the power houses in such a way as to reduce the amount of electrical or cable equipment necessary for the distribution of power, and also to save in the expense of bringing coal to the plant. A further advantage from operation under unified con- trol was found in such instances as frequentl}' arise in the business centers of cities, where a single track is used for cars of several different lines. If these lines were operated b}' separate companies it became neces- sary, with electric traction, either to maintain several overhead wires or to enter into complicated agreements for the assignment of the cost of power from a single wire. If operated by a consolidated company the power furnished by a single set of wires would serve, without (l-'O) elaborate calculations, for the operation of all the lines. Other minor economies of a like character secured by combination do not call for discussion. The greatest advantage of consolidation was one which accrued both to the users of the service and to the street railwa3^s themselves. The establishment of a unified system made it possible to carry passengers more nearly where they wanted to go and to carry them longer distances. In many cases these advantages were secured by modifying and extending the routes covered by single cars; in other cases transfers to connecting lines were given.' So long as connecting lines were operated by different companies, the use of transfers involved complication and difficulty and was rarely known. The lengthening of the possible trips, which increased the attractiveness of the street railway, so augmented the traffic that it proved decidedly profitable to the companies. So great were these various advantages from com- bination found to be, that in almost every great city of the United States all, or nearlj^ all, of the formerly independent companies have been gradually brought together into one system during the past ten or fifteen years. This has been true in Brooklyn, Baltimore, Boston, Philadelphia, Buffalo, Cincinnati, Pittsburg, Cleveland (since the census J^ear), Detroit, St. Louis, in the urban center consisting of Jersey City, Newark, Paterson, and smaller towns, in Minneapolis and St. Paul, in New Orleans, Louisville, Milwaukee, Denver, Omaha, and in several other large cities. In several of these cities one or more minor lines, mostly of a suburban character, are still outside the con- solidation. In Manhattan and Bronx boroughs of Greater New York a single companj- now operates the surface railways, while another company controls all the elevated railways as well as the subway system. The greater part of the street railway traffic of San Francisco is carried by a single company recently consolidated, although several independent companies of some importance still exist. Combination has been effected to a considerable extent in Chicago, but that city still has two extensive systems of surface railways and several minor systems, as well as four elevated rail- ways which arc independent of the surface railways and 'See discussion of transfers, page 41. CONSOLIDATION OF STREET RAILWAYS. 121 of one another. These various lines, however, largelj' serve separate sections of the city. In Washington two important companies are still in independent existence. Elsewhere has been pointed out the increase in the average importance of the individual railway companies in operation in 1902 as compared with 1890, an increase due largely to the process of consolidation. This in- crease in the importance of companies is still further brought out by the following table, which, for 1890 and 1902, classifies the operating companies according to the number of miles of line operated (first main track, not all tracks), and also indicates the total length of line owned by companies falling within the various groups. The figures for 1890 include only the com- panies for which precise returns of trackage were made. Table 80. — Distribution of operating companies according to length of line: 1903 and 1890. 1902 1890 LENGTH OF LINE (MILES). Number of com- panies. Length of line, miles. Number of com- panies. Length of line, miles. Total 817 16,651.58 691 16,119.63 Under 10 . 394 219 76 34 25 16 12 7 6 3 26 1,967.16 3,148.94 1,878.64 1,197.83 1, 117. 06 892. 86 785.22 532.46 616. 30 277. 12 4,349.10 .6.57 99 16 7 4 2 2 1 1 2,304.49 1,363.42 400 39 10 but under 20 20 but under 30 30 but under 40 251. 74 40 but under 50 178 04 50 but under 60 101 57 60 but under 70 . 130 33 70 but under 80 76 48 80 but under 90 84 42 90 but under 100 100 and over 2 238 65 ■ 1 Exelusiye of 663.94 miles, estimated, in 1890. It will be seen that in 1890 more than three-fourths of all the companies had less than 10 miles of line each, and the total line of such companies was more than two- fifths of the total for the United States. In 1902, on the other hand, less than one-half of the companies were of this small size and their total length was onlj^ about one-eighth of that for the country. In 1890 there were only 8 companies with more than 50 miles of line, while in 1902 there were 69 companies of this size. In 1890 only 2 companies had more than 100 miles of line and their length was less than one-twentieth of the total. In 1902, 25 railways were more than 100 miles long and their aggregate line was considerably more than one-fourth of the total for the United States. Methods of combination.— T\iQ three leading methods of consolidation in the street railway business have been: (1) Merger. The properties of the former compa- nies are bought outright, for cash or for shares of the new corporation, and the old corporations go out of existence. (2) Lease. The controlling company takes over the entire operation of the system of the lessor, often for nine hundred and ninety-nine years, and agrees to pay a definite rental to the lessor company, the latter con- tinuing at least nominally in existence. (3) Stock ownership. Purchase of all, or of a con- trolling interest in, the stocks of companies, which continue in existence and may even continue to main- tain nominally independent operation. In several cities, two or even all three of the above- mentioned methods of combination have been employed, more or less indiscriminately, in bringing together a single street railway system. In others, one method of combination has^'been followed exclusively or has pre- dominated. State laws or municipal charters and fran- chises have sometimes been the determining factor as to the form of combination used. Probably the greater number of the street railway consolidations have been effected through merger. This was the form of combination employed in most medium- sized cities. It was also the form followed, in whole or in part, by the West End Street Railway Company of Boston (which is itself now, however, leased to the Bos- ton Elevated Railway Company), the Detroit United Railway Compan}-, the New Orleans Railways Company, the United Railways and Electric Company of Balti- more, and others. Consolidation by means of leases ' is particularly common in New York and Pennsylvania, the laws of the latter state rendering other forms of consolidation less practicable. The operating company or lessee regu- larly assumes the indebtedness of the lessor company, and guarantees a fixed dividend on its stock, except in cases where stockholders receive no return from any source. It is quite a common arrangement that the rate of dividend guaranteed shall increase year by year from the date of the lease, till, after six, eight, or ten years, a maximum is reached w^hich remains the basis of future payment. In a few instances the lessor com- panies continue, at least tempoi'arily, to be operated separately, but usually thej' are as completely united with the controlling company under one management as if they had been merged with it. The lease is sometimes used where its object is not primarily that of consolidation. Thus, the St. Louis Transit Company, in 1899, acquired by lease the United Railways Company, which had already secured control of all the street railways of the city except two or three suburban lines. So, too, the Cincinnati Traction Com- pany recently leased the lines of the Cincinnati Street Railway Company without increasing the number of companies in the combination. The purpose in such cases may be to facilitate a change in the control of the business; or the lea.se may be merely a device by which, without any real change in ownership, a large part of the net earnings of the system may be gi\'en the appear- ' See further on this subject, pages 54, 58, 60, 65, and 80. Table .39 shows the number of nonoperating lessor companies in each state and their financial transactions. 122 STREET AND ELECTRIC RAILWAYS. ance of being necessary to meet fixed charges, since the operating company always treats its rentals as such. The third method of combination, by stock owner- ship, while found less frequently than either of the others, is being adopted apparently as the favorite method to accomplish the greatest consolidations. Like the lease, it offers the advantage that the original com- panies maintain their corporate existence, upon which the validity of franchises and privileges sometimes de- pends. It has the further advantage that a company may be brought into combination merely by the pur- chase of a majority of its stock without the purchase of its entire property. For this reason this form of combination is sometimes made a preliminary step toward a later combination by merger or lease. Companies which are already operating railways quite frequently buy a majority or the whole of the stocks of other companies in order to secure control. In such case the subsidiary company may keep up nominally independent operation, but in reality its operations are merged with those of the controlling company to what- ever degree the latter desires, for the purpose of effect- ing economies or for other objects. Thus the Metro- politan Street Railway Company in New York (itself leased to the Interurban Street Railway Company) has for a number of years held a controlling interest in the stocks of three other railways, which it practically op- erated directly, although separate reports of their business were made. The latest development in methods of consolidation is the securities company, a corporation which merely holds the stocks of operating street railways and does not itself own any tracks or conduct any opei'ations, but receives its income from the dividends of the corpora- tions whose stocks it holds. This method has been employed, for example, in recent great street railway combinations in New York, Brooklyn, Pittsburg, Buf- falo, Minneapolis and St. Paul, and San Francisco. In some cases a holding company of this type leaves all of its subsidiary companies in separate operation, though, of course, their independence is only nominal. In sev- eral cities the holding company has placed the entire operation of the plants which it controls in the hands of a single one of the subsidiary companies. Thus the Philadelphia Company, of Pittsburg, which, besides holding practically all the street railways of that city and vicinity b^' stock ownership or lease, also controls gas, electric light, and other properties in the same way, has handed over the operation of its street railway system to the Pittsburg Railways Company, speciallj- chartered for that purpose. A similar arrangement exists between the International Traction Company of Buffalo, a holding companj-, and the International Rail- way Company, which operates its lines. The consolida- tion in San Francisco took the same form. An interesting recent development is that of bring- ing together under common ownership street railway' lines widely separated from one another. Compara- tively little of the advantage of combination between connecting or competing lines is secured in such case. There may be some slight economy in doing away with unnecessary superior officers, and methods of operation may be improved by reason of the superior capacity and experience of the officers of the central company. The chief object in the formation of such companies, however, is to furnish a convenient form of investment to capitalists. Instead of individually buying the se- curities of railway companies situated, perhaps, in dis- tant sections of the country, with whose operations they could have little familiarity, investors form a holding company, with officers whose duty it is to rep- resent their interests and watch the management of all the different railways. . Holding companies of this type have been developed to a greater extent in Philadelphia than anywhere else. The Interstate Railways Company, which succeeded the United Power and Transportation Company in 1902,. controls about 15 street railway systems in Pennsylva- nia, New Jersey, and Delaware, together with 2 elec- tric light companies. It has also acquired the stock and franchises of numerous new railway companies. Some of the lines controlled are more or less closely connected, and others may be brought into connection later, but the primar3^ purpose has been, apparently, not so much to make a single great system as to pro- vide a convenient form of investment. The American Railways Companj' of Philadelphia controls 8 or 9 widely separated street railways and lighting plants in Ohio, Illinois, New Jersey, and Pennsylvania, and also a minority interest in the stock of the Chicago Union Traction Company. The Railways Company General controls stocks of 7 railway lines, and lighting plants in New York, Pennsylvania, and Michigan. The United Gas Improvement Company, of Philadel- phia, has recently extended its investments into the street railway field. This company operates the Phila- delphia Gas Works and controls, in one way or another, the gas and electric light properties in more than thirty cities of the United States. One of its subsidiary cor- porations is the Connecticut Railway and Lighting Com- pany, which in 1900 secured control of street railways serving a dozen different towns and cities in Connecti- cut, including about 160 miles of track, or more than one-fourth of the entire trackage of the state. The Connecticut Railway and Lighting Company also oper- ates water, gas, and electric light plants. The United Gas Improvement Company in 1902 secured control of almost the entire street railway system of Rhode Island. Its relation to its subordinate companies in that state is peculiarly complicated. A corporation known as the United Traction and Electric Company, chartered in New Jersey, owns the stocks of the three leading street railway companies of Rhode Island. These companies, however, are leased to the Rhode Island Company, an CONSOLIDATION OF STREET RAILWAYS. 123 operating corporation created in 1902 by special act of ti\e Rhode Island legislature, which has agreed to pay a rental sufficient to provide the United Traction and Elec- tric Company with interest on its bonds and 5 per cent dividends on its stock. This rental is guaranteed by the United Gas Improvement Company, which is the promoter of the entire combination. Finally, the stock of the Rhode Island Company is owned by the Rhode Island Securities Company, a New Jersey corporation, through which the United Gas Improvement Company exercises its control. The street railway trackage in this combination amounts to about 270 miles. The Rhode Island Securities Company is also acquiring gas and electric light properties in this same territory. In 1903 a consolidation of nearly the entire gas, street railway, and electric light business of northern New Jersey was effected under the name of the Public Service Corporation, and this company is said to be affiliated with the United Gas Improvement Company. Centralized ownership of street railway properties has also been brought about in a number of instances without the intervention of formally organized com- panies. The vevj wide reaching street railway invest- ments of the so-called Whitney-Elkins-Widener syndi-. cate is the most important instance. A number of banking firms in e&,stern cities control, in the interest of their clients, several railway and lighting plants in scattered localities. A combination of somewhat unusual form is that known as the Massachusetts Electric Companies, formed in 1899. This is not an incorporated company, but a voluntary association managed by a number of trustees, who hold title to the stocks of street railways and electric light plants, and who have issued trust certificates, com- mon and preferred, to the amount of about $35,000,000. This association has bought up the securities of thirty or forty companies originally separate and has consoli- dated most of them into three operating companies — the Boston and Northern Street Railway Company, the Old Colony Street Railway Company, and the Hyde Park Electric Light Companj'. The street railwaj^s con- trolled have more than 850 miles of track, including nearly all the lines in eastern Massachusetts outside of the city of Boston. This combination has aimed to establish a unified system of transportation out of the formerly disconnected lines. It has been able through combination to realize important economies, as well as to give advantages to the public. The Boston Sub- urban Electric Companies is a less important combina- tion of the same character. Street railway consolidation in jYetv York city. — The recent history of the surface railways of New York city illustrates strikingly the strength of the tendency to- ward consolidation, and likewise furnishes examples of all the different methods of combination which have been described. In 1890 the surface railway business of the present borough of Manhattan was in the hands of about fifteen independent operating companies, no one of which controlled more than 30 miles of track, out of a total length of about 210 miles. Consolidation had begun even before this time, but had not gone far. The Broadway and Seventh Avenue Railway had leased the newly established cable system of the Broadway Surface Railway, and also the South Ferry Railway, so that it had a continuous line on Broadway and Seventh avenue, forming a great central stem to which branch lines could be attached with advantage. The Twenty- third Street Railway had, as far back as 1876, leased the Bleecker Street and Fulton Ferry line. Half a dozen of the great longitudinal avenues of the city, however, were still occupied by as many independent street rail- way lines. The first important step toward general consolidation was taken in 1891 by the organization of the Metropoli- tan Traction Company, which was a stockholding cor- poration only. Within two years it had secured a con- trolling intei'est in the stocks of more than one-half of the surface railway companies. In 1893 the Metropoli- tan Street Railway Company was organized as an oper- ating company, subordinate to the traction company. This company took over the Houston, West Street and Pavonia Ferry line and the Broadway Surface and South Ferry lines. In the following two years the new cable railways of the Metropolitan Crosstown, the Lexington Avenue and Pavonia Ferry, and the Columbus and Ninth Avenue companies were also absorbed in the Metropolitan Street Railwaj' Company. Meantime, the latter company leased the older lines of the Broad- way and Seventh Avenue, the Forty-second Street and Grand Street Ferry, the Central Park, North and East River, the Bleecker Street and Fulton Ferry, the Twenty-third Street, the Ninth Avenue, and the Sixth Avenue companies, whose stocks were said to be largely owned by the traction company. By 1895 the system controlled by the Metropolitan Traction Company included 132 miles of track out of an entire trackage of surface railways in Manhattan borough of 286 miles. It owned all the important longitudinal railways except those on Second, Third, Fourth, and Eighth avenues. The progress of consolidation for some years after 1894 was less rapid. In 1896 the street railway lines of the New York and Harlem Railroad Company (Fourth and Madison avenues), and the Eighth Avenue line, and in 1898 the Second Avenue Railwajj^, were leased to the Metropolitan Street Railway Company. Several new railwaj^s were constructed during these years, separate charters being taken out for the pur- pose of securing the franchises. The stocks of the corporations operating these new lines — the Twenty- eighth and Twenty-ninth Streets Crosstown, the Thirty- fourth Street, the Thirty -fourth Street Ferry and Eleventh Avenue, and the Fulton Street Railway com- panies — were all held by the Metropolitan Traction Company. In 1897 the traction company bought control 124 STREET AND ELECTRIC RAILWAYS. of the Central Crosstown Railroad Company, to which the Christopher and Tenth Street line had previously been leased. Four of these last-mentioned companies have continued to operate separately. In 1898 the Metropolitan Traction Company, having fulfilled its object of securing control by stock purchase, was dis- solved, and the securities held by it became the prop- erty of the operating company, the Metropolitan Street Railway Company. At the beginning of 1900 this company found only one important competitor still in existence, the Third Avenue Railroad Company. As far back as 1895 the Third Avenue Company had begun to realize that to maintain its position it must secure branch and connect- ing lines. It accordingly bought a controlling interest in the extensive Forty-second Street, Manhattanville and St. Nicholas Avenue Railwaj' in the upper west side of the city. In 1897 it similarly obtained control of the Dry Dock, East Broadway and Battery Company, with an extensive system of horse lines in the lower part of the island. In the next year the Third Avenue Rail- road bought a majority of the stock of the Union Rail- way Company, which had grown up by the gradual consolidation of a dozen or more companies and which operated 50 miles of track in Bronx borough and the adjacent parts of Westchester county. In 1899 the Third Avenue Company bought up the Tarrytown, "White Plains and Mamaroneck Railway and the Yonk- ers Railroad, which added a large amount of track to its system in Westchester county. At the beginning of 1900 the Third Avenue Railroad Company controlled more than 200 miles of track, or nearly as much as that of the Metropolitan Street Rail- way system. Considerably less than half of this track- age, however, was in Manhattan borough, while nearly all that of the Metropolitan system was included within that borough. With the adoption of underground elec- tric traction the Third Avenue system seemed likely to become a very serious competitor of the older combi- nation. The officers of the Metropolitan Street Rail- way Company took advantage of a heavy fall in the stocks of the Third Avenue Company, due to difficulty in meeting the wasteful expense connected with its installation of electric traction, to buy in open market a controlling interest in the stock of its rival. Soon thereafter the Metropolitan took over the Third Avenue Company by lease, but for the time being it has main- tained the separate operation of the lines of that company and of those of each of its subsidiary corporations, paj'- ing them the amount of their net earnings as a rental. In 1902 a still further combination was effected. The Interurban Street Railway Company^ had been formed in 1901 to construct new trolley lines in the borough of Bronx and in Westchester county, for which it held extensive franchise rights. This compan}^ now leased ' The name of this company has since been changed to New York City Street Railway Company. the entire Metropolitan Street Railway system, assum- ing all the indebtedness and agreeing to pay a rental of 7 per cent on the $52,000,000 of stock. At the same time the Metropolitan Securities Company was formed, under the business-corporation law of New York. This holding company owns all of the shares of the Interurban Street Railway Company, and thus has ultimate control of the entire surface railway system of Manhattan and Bronx boroughs and the adjacent terri- tory. For a long time to come by far the greater part of the profits of the street railways in this combination will be devoted to rental payments on the immense amount of stock and bonds of the various lessor and sublessor companies. No form of combination has yet been effected between the elevated i-ailways and the surface lines of Manhat- tan borough; although several years ago the Third Avenue Railroad entered into an operating agreement with the Manhattan Railway (elevated) by which, on payment of 3 cents in addition to the regular fare, a passenger on either system could transfer to the other. It is significant, however, that in 1903 the elevated railway company was merged with the company which constructed the new underground transit system, the Interborough Rapid Transit Company. The elevated system itself is the result of a consolidation of three companies. The process of consolidation in Brooklyn has paral- leled that of Manhattan. By merger, lease, and owner- ship of securities, both the elevated and the surface lines have been brought together under the Brooklyn Rapid Transit Compan}', which controls at present more than 500 miles of track. The process of consolidation in Greater New York has been contemporaneous with great changes and improvements in methods of operation. It is there- fore impossible to judge from statistics the degree to which consolidation has increased traffic or reduced operating expenses. That it has done much in both directions is beyond question. The changes in the routing of cars and the extension of the transfer privi- lege have materially increased the attractiveness of the service. Street railway coiisolidatioii in Philadelphia} — ^The process of street railway combination in Philadelphia be- gan earlier and was completed earlier than in New York. During the period from 1857 to 1874 about 40 separate companies were given charters in Philadelphia. In 1876 there were in existence 17 separate companies, operating altogether 289 miles of track. It appears that from 1859 on the companies had largely acted in harmony so far as the fixing of fares and the like were concerned, through an organization known as "The Board of Presi- dents of City Passenger Railway Companies." In 1879 and 1880 the process of combination began by the lease ^ Based largely on the monograph, The Street Railways of Phila- delphia, by F. W. Spiers, published by Johns Hopkins University. CONSOLIDATION OF STREET RAILWAYS. 125 of two or three extensive lines to the Union Passenger Railway Compan5^ In the next year three other roads were brought together into the' People's Passenger Railway Company. These two systems carried about two-fifths of the entire number of passengers in the city. In 1883 the Philadelphia Traction Company was formed by men who have since extended their street railway interests into many cities of the United States. This company never owned any track, but gradually extended its control by means of leases. The Union system, already described, was the first to be leased to the Philadelphia Traction Company. In 1887 an act was passed by the state legislature for the purpose of facilitating the combination of street railways, which provided special powers for what were legally known as " traction companies." The People's Traction Com- pany, which was soon organized under this act, leased the People's Passenger Railway Compan3', as well as a number of other formerly independent railways. The Philadelphia Traction Company continued to absorb additional lines. The movement was favored by the change from horse to electric power. By 1895 practi- cally all the street railways of the city had been brought together into four systems. The Philadelphia Traction Company controlled 203 miles of track; the Electric Traction Company, 130 miles; the People's Traction Company, 73 miles; and the Hestonville, Mantua and Fairmount Passenger Railway Company, 24 miles. The time had now arrived for complete consolidation. The new Union Traction Compan3r, under sanction of the act already mentioned, took over all of the stock of the Electric Traction Company and the People's Trac- tion Company, issuing in exchange therefor trust cer- tificates bearing 4 per cent interest. It also took over by lease the Philadelphia Traction Company, and, in 1898, the Hestonville, Mantua and Fairmount Passen- ger Railway Company. The lines of the Electric Trac- tion Company and the People's Traction Company were also leased to the Union Traction Company, thus giving a double form of control. In 1901, by special act of the state legislature and by ordinance of the Philadelphia city council, a large num- ber of interrelated franchises were granted to a new syndicate, which proceeded under them to organize various companies to construct surface, elevated, and underground railways. It was the intention that these new lines should constitute a competing system. In 1902, however, the Philadelphia Rapid Transit Com- pany was organized, which acquired all of the stock and franchises of the new companies, and also took over by lease the entire existing system of the Union Traction Company, agreeing to pay therefor a rental on the par value of its $30,000,000 of stock (of which only $10,500,000 was paid in). This rental was 3 per cent at the beginning, and is to increase by 1 per cent every two years until 6 per cent is reached. The Phila- delphia Rapid Transit Company has also secured control of the Doylestown and Willowgrove Railway Company, operating in the suburbs of Philadelphia, and it is quite possible that further consolidation with suburban com- panies may take place in the future. The complexity of the process of consolidation in Philadelphia may be seen from the list, on page 264, of companies united under the Union Traction Company. Thirty-nine companies altogether are enumerated in this list, and their relations to one another are shown by the degree of indentation. The form of combina- tion universally employed is the lease, though in many cases it is supplemented by ownership of part or all of the shares of the lessor company by the controlling company. The table shows, for example, that the Philadelphia and Darby Railroad Company was leased to the Philadelphia City Passenger Railway Company. The latter was subsequently leased to the West Phila- delphia Passenger Railway Company, which became later a lessor to the Philadelphia Traction Company. The last-named company was leased to the Union Trac- tion Company, which, as already stated, is now a lessor to the Philadelphia Rapid Ti'ansit Company, thus mak- ing six stages in the process. CHAPTER IX. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. During recent years widespread and active interest has been manifested in the relations between street railway companies and the local governments repre- senting the interests of the people. Two peculiarities of urban railways bring this relation into special promi- nence and justify reasonable public regulation. • The first is the fact that the railway in urban communities usually occupies public streets and ways. The second is the tendency of the street railway business toward monopoly, a tendency which has been abundantly dem- onstrated by experience. With the growth of popula- tion a constantlj^ increasing proportion of the people in the cities are forced to patronize the railways, and the need of protection against the possible abuse of monopoly power correspondingly increases. The actual regulations in force with regard to the operation of street railways differ widely among the different states. Indeed, they vary almost as widely among different companies in the same state or even in the same city. For the purpose of ascertaining more fully the provisions of state and local legislation with respect to street railways, the Bureau of the Census in- cluded in its general schedule addressed to the street railway companies several questions regarding their franchises. It also addressed inquiries to the mayors of a large number of municipalities, including one or more in every state and all the largest cities. Much valuable information was received in response to these inquiries, especially from the mayors. Copies of city charters and of franchise ordinances were furnished in many instances. It was impracticable to attempt to learn in detail the provisions of every local franchise, as many consolidated companies are operating under a score or more of separate grants with widely vai'ying terms. In the detailed presentation by states in the latter part of this chapter the aim has been to set forth the present policy of leading states and cities, as shown in existing statutes and in recently granted franchises, while only more general statements are made in relation to earlier franchises which are still in force. In this presentation only questions bearing upon the funda- mental relations between the sti-eet railway companies and the governing authorities or the people are taken up. The most important subjects covered are the methods of granting franchises and their duration, the regulation of fares, and the requirements regarding (126) compensation for franchise privileges. No attempt is made to present the less essential features of the law regarding the organization, management, and powers of street railway companies, or the details of local ordi- nances regarding car schedules, methods of construc- tion, safety regulations, and the like. I. METHOD OF GBANTING FRANCHISES. Authority of state and municipal governments. — Street railway companies, like other corporations, de- rive their charters, which give them the right to exist and which regulate in a general way their internal gov- ernment, from the state, either through general or special statute. The privilege of occupying a specific street or highway usually requires further authoriza- tion, and it is this authorization which is designated by the term "franchise" in the more limited sense. In some state constitutions the legislature is expressly prohibited from granting the use of the streets and high- ways without the consent of the local governing au- thorities, while in nearly all other states the practice of the legislature is to give the local governments con- trol in this respect. This control involves ordinarily the right of the local authorities to impose such con- ditions as they may see fit at the time the franchise is granted. In the detailed presentation of street rail- way law in section VII only deviations from this rule are mentioned. So far as recent practice is concerned, such deviations are mostly confined to the New England states, where a large proportion of the street railway companies have been chartered by special acts of the legislature. Many of these charters have given to companies the use of the streets with no provision for interference by the local authorities further than was necessary to regu- late the details of construction and make them conform to the grade and surface of the streets. This policy has been particularly common in Connecticut and Rhode Island. In Massachusetts the railroad commission must approve all grants of franchises by local authorities; moreover, where a street railwav is designed to serve several towns or cities, those towns which favor a fran- chise may appeal to the state board of railroad commis- sioners if any one of the local governments withholds its consent. This latter proviso was inserted in the law FRANCHISES, PUBLIC REaULATION, AND PUBLIC OWNERSHIP. 127 on the recommendation of a special committee on the relations between cities and towns and street railways, which reported to the Massachusetts legislature in 1898/ In New York, Connecticut, Rhode Island, Maine, New Hampshire, and one or two other states the state rail- road commission has also some control over the con- struction of street railways, but this control is of a less thorough character than in Massachusetts. It is quite common for the state, by general or special statute, and sometimes by its constitution, to regulate the procedure which must be followed by the local governments in granting franchises to street railway companies. Often these regulations apply to other classes of public utilities also. The corruption which has often characterized the action of municipal authori- ties in bestowing franchises has been one of the motives for the adoption of safeguards concerning procedure. In many cases a larger proportion of the city council, or other local governing body, is required to pass a franchise ordinance than to pass ordinances on most other subjects. Provisions of this character- are so common that, with a few exceptions, they have been omitted in the detailed statement in another part of this chapter. One of the most stringent regulations concerning the procedure in granting franchises is found in the New York city charter. Not only is the vote of three-fourths of all the members elected to the city council required, but the grant must also be approved by the board of estimate and apportionment, a small body chiefly composed of executive officials, which has the main control over the city's finances. This board is directed particularly to inquire into the value of the privileges conferred and the adequacy of the compensation offered for them. A precisely simi- lar method is prescribed in the charter of the city of Baltimore. In most states the law does not distinguish between ordinary urban street railways and interurban electric lines, either as to the methods of securing privileges or as to the general regulation of business. In those states where interurban railways are most highly de- veloped, however, the}'^ have either been placed under the same laws as steam railways or under special laws more akin to those governing steam railways. Consent of voters or of abutting owners. — The move- ment in favor of "direct legislation" has led to the requirement, in various states and cities, that franchises shall be submitted to popular vote, either in all cases, or on petition of a certain proportion of the voters. Such use of the referendum is most common in the Western states. In Colorado, South Dakota, and. ' Report of the special committee appointed to investigate the relations between cities and towns and street railway companies, 1898. This report presents, among other valuable matters, a sum- mary of the legislation regarding street railways in the various states and of the franchise provisions in the leading cities. It is frequently referred to in the following discussion, being cited, for convenience, as "Massachusetts Report." Utah, for example, all municipal ordinances are sub- ject to the referendum on petition, or the optional referendum, as it is commonly called. The same requirement is found in the San Francisco charter, and in the charters of various other cities. In Nebraska and Arizona all public franchises in cities must be sub- mitted to popular vote; in Montana and Colorado to the vote of the taxpaying electors. In Iowa one-fifth of the voters in any city may require any franchise to be submitted to popular vote. The optional referendum with reference to franchises exists in incorporated towns in Indiana, in Parkersburg, W. Va., by its new charter, and in various other places. In Detroit a local ordinance provides that proposed franchises shall be submitted to popular vote, but such vote is purely advisory, not binding. Provisions for popular vote on franchise grants are for the most part of recent origin, and there is comparatively little experience as to their practical working. The fear has sometimes been expressed that the people will be unduly hostile to the corporations, and will ignorantly deprive themselves of needed facilities by refusing franchises altogether, or by insisting upon impossible conditions. Somewhat similar to the requirement of a popular vote for the grant of street railway franchises is the provision in a number of states that the consent of the owners of abutting propertj"^ shall be secured. Usually the provision is that the owners of more than half of the frontage must give their consent. This is true, for example, of all cities in Colorado, Missouri, Nebraska, New Jersey, and Ohio, and of cities of more than 40,000 inhabitants in Kansas. The same requirement existed in Illinois prior to 1899. In Louisiana one-half in number of the owners of abutting property and the own- ers of one-half in value of the property must consent to the construction of the railway. In New York the owners of one-half in value of the property must con- sent, but there is a proviso that if the necessary consent can not be obtained appeal may be taken to the courts, which shall decide whether there is public necessity for the railway. This proviso was enacted in recognition of the fact that the rights of the people, as a whole, are paramount to those of the property owners upon the streets directly concerned. In some cases, moreover, the owners of property, particularly if the streets were peculiarly desirable or necessary for the con- struction of a general railway line, or of a con- necting link in a system, might take unfair advantage of their position to demand excessive compensation from the railway company as a condition of their consent. This does not imply that any compensation whatever would necessarily be excessive, for it is en- tirely proper that a railway company should compen- sate property owners for actual damage to their prop- erty or decrease in its value, and provisions of this sort are almost universally found in state laws or in local 128 STREET AND ELECTRIC RAILWAYS. ordinances and franchises. In Massachusetts the rights of owners of abutting property are protected by provi- sions for appeal to the state railroad commission. Competitive hidding for franchises. — During recent years it has become quite common, with a view to obtain more favorable terms, to offer franchises at public competition. This requirement often applies to other classes of public utilities as well as to street railways. In California, Nevada, Kentucky, and Vir- ginia the general state laws require competitive bid- ding, but contain no provision specifying the character of the bids, which apparently might, at the discretion of the local authorities, be either in the form of lump sums or of annual payments. In New York and Louisiana the bids must be on the basis of a percentage of the gross annual earnings. In Ohio the franchise must be granted to the bidder offering the lowest rates of fare. A similar method is required by the individ- ual charters of certain cities, and in a few others it has been adopted voluntarily by local authorities. The city ordinarily reserves the right to reject all bids. In Vir- ginia the local authorities may, if for any reason they deem it to be fOr the interests of the people, grant the franchise to some other than the highest bidder, but they must give their reasons for the grant in the fran- chise ordinance. In most states there has been as yet comparatively little experience with the working of the method of competitive bidding for public franchises. The method has, however, been employed long enough in Cali- fornia, New York, and Ohio to afiord a fair basis for a judgment as to its success. In two or three instances there has been active competition for street railway franchises in New York city, but for one reason or another the franchise grants made as a result of high bids have been set aside or the railways authorized have never been built.' In one case the bids for a cer- tain extension were run up until seventy times the total gross receipts of the proposed new line were offered in payment for the franchise. This absurd procedure, which was obviously not in good faith, was stopped by an injunction. Finally the franchise was sold for 100 per cent of the gross receipts, but the road has not yet been constructed. In fact the highest compensation which has actually been paid to the city treasury as the result of competitive bids for street I'ailway franchises is 8 per cent of the gross receipts.^ It is probable that competition had something to do with enabling the city of Columbus to obtain unusually low fares as a condi- tion precedent to the extension of the franchise of the leading railway in that city. Generally speaking, however, there has been little or no competition for franchises, and the local govern- 'SeeG. Myers, in "Municipal Affairs," March, 1900, page 150 £f. ^For the Metropolitan Crosstown Railway. See Report of the Comptroller of the Citv of New York, 1902; Myers, loc. cit., page 162. ments have obtained no more favorable terms than were prescribed as a minimum by state or local legislation. The reason is obvious. The proposed franchise is al- most invariably petitioned for in the first instance by a duly organized corporation, which asks the right to occupy specifically named streets and which has care- fully considered, in advance, construction plans and probable financial results. Even when a considerable period of time is allowed for others to investigate the proposed plan and to estimate the value of the fran- chise, these possible competitors are at a great disad- vantage as compared with the original promoters. It often happens that there are few people in a city who are familiar with the street railway business and at the same time in command of the necessary capital. Effect- ive competition is still less likely when the proposed railway is in the nature of an extension or outlying line, the success of which will depend almost wholly upon cooperation with existing lines. The process of consolidation among street railwajj^s has gone so far in most large cities that there is only one important system in existence with which a new railway can be connected. The method of competitive bids is apt to prove of greater value when applied to renewals of the franchises of existing railway systems. It has already been so applied in a few instances, and under existing laws will apply to many such renewals in the future. Of course the old corporation has a great advantage in the com- petition for a renewal of the franchises; but the value of the privilege is so much better appreciated and so much more easily measured than in the case of a new railway that other capitalists will often stand ready to offer such competition as will at least compel the present owners to make important concessions to the people. The best results, however, are secured where the sys- tem of competitive bids is supplemented by careful bargaining on the part of the local authorities. This method is provided for in the charter of New York city. If the board of estimate and apportionment re- ceives no satisfactory bid for a franchise, it becomes its duty to seek better terms by negotiation. In two or three cases the efforts of the board have resulted in securing a compensation for street railway franchises considerably in excess of that originally offered.' The New York system in this respect has been copied by Baltimore. II. DURATION OF FRANCHISES. State constitutions or laws usually, though by no means always, limit the duration of corporate charters of all classes. Such limitations, however, are ordi- narily of a formal character, and unless some action to the contrary is taken by the state legislature at the 'Myers, loo. cit., page 155. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 129 time of expiration, a charter can usually be renewed by a simple procedure on the part of the stockholders of the corporation. Nevertheless, the limitation on the duration of the charter offers to the state the possibility of imposing new restrictions if it so desires. Most states, including those which limit the duration of corporate charters, provide in their constitutions that the legislature shall have the right to repeal or amend any general or special incorporation law if passed subsequent to the adoption of the constitution. This provision has been inserted in view of the judicial doctrine announced in the famous Dartmouth College case that, in the absence of such provision, an act con- ferring privileges upon a private corporation constitutes a contract on the part of the state. It is probably safe to say that nearly all important street railway com- panies in the United States hold charters which are either limited in duration or subject to amendment or repeal by the state legislature. In case of such amend- ment or repeal, however, the courts are disposed to require that regard be given to vested property rights, and the legislature is subject to limitations in those states whose constitutions prohibit special and local legislation, and in which, accordingly, changes must apply to an entire class. ^ Limitations on the duration of local franchises are another matter. State constitutions or laws seldom reserve to the state or local authorities the right to terminate a franchise, or to revise its provisions during the prescribed term, nor have the local authorities in granting franchises ordinarily reserved this right. The most important exception to the statement just made is found in Massachusetts. For a long time it has been the policy in that commonwealth to grant street railwa}' and other franchises for an indefinite term, subject to revocation either by the state or by the local governments. The Massachusetts committee on street railways of 1898, whose report has already been referred to, characterized this system as utterly illogical in principle; but asserted that, because of the conservatism of the governing authorities in the state, it had not resulted, as might have been expected, in hindering the development of public service corpo- rations. The committee found, on the contrary, that the street railway companies preferred this plan to one by which their franchises would be terminated after a period of years. The law was, however, amended on the recommendation of the committee, so as to require the approval of the railroad commission for the revoca- tion of a "location." Many street railway franchises, particularly those of early date, are perpetual, and there is no state or local provision under which they can be revoked or amended. Where, however, a corporation whose charter is sub- ject to revocation or amendment holds such an unlim- 1 Central Trust Company v. Citizens Street Eailway Company 82 Fed. Rep., 1. j f j, ited franchise, the state legislature can virtually annul it, or change the terms of the franchise, through its control over corporate existence. Even if both the charter and the franchise of a public service company are unlimited in duration, the state may, subject per- haps to certain self-imposed limitations, exercise, di- rectly or through local governments, its right of eminent domain to purchase the property for public use. The payment in such a case would ordinaril^"^ include not merely the tangible value but the full franchise value. Several state constitutions contain clauses providing that the public authorities shall always reserve the right of eminent domain over the property and fran- chises of corpoi'ations. Such provisions, however, merely declare a generally recognized principle. A constitutional amendment in Colorado, adopted in 1902, confers upon municipalities the right of eminent do- main over "public utilities," and similar provisions are found in the statutes of a few states. Franchises which are perpetual, and not subject to modification by the local authorities, are still permitted by the state laws of New York (except as regards cer- tain cities), New Jersey, Pennsylvania, Missouri, In- diana, all of the New England states, and a few others. Many of the most important franchises in the largest cities of the country are perpetual, and can not be modified by the local governments. In a majoritj^ of states the present policy is to limit the duration of street railway franchises by state law. The limit of life is ninety-nine years in Louisiana (the law applying only to parishes), fifty years in Arizona, Idaho, and second- class cities of New York, and by special act (the con- stitutionality of which is in litigation) in Cincinnati, Ohio; thirty years in Michigan, Virginia, Alabama, and Florida; twenty-five years in Ohio, Iowa (in cities under special charters), San Francisco, Cal., St. Paul, Minn., and Portland, Oreg. ; twenty years in Illinois, Kentucky, Nevada, South Dakota, and Montana; and ten years in Wyoming. There is apparently a tendency to shorten the duration of franchises, the more recent enactments usually prescribing the shorter periods. In many cases cities have limited the life of franchises where no state restriction existed, or have fixed terms shorter than those prescribed by state law. One modification of the limited franchise is that which contains in the original instrument provision for re- newal with revised terms. By the charter of New York city and that of Baltimore, the original grant of a fran- chise, which is limited to twenty-five years, may provide for renewal for a further period not to exceed twenty - five years, with a readjustment of the conditions of the contract, to be made by bargaining or by appraisal. In Cincinnati the fifty-year franchise, passed under authority of the act above mentioned, permits the city to change the fares after twenty years and again fifteen years later, but at no other times. Such an arrange- ment increases the security of the street railway com- 130 STREET AND ELECTRIC RAILWAYS. pany and renders it more willing to introduce the best and most expensive construction and equipment. Ordinarily, the local authorities are permitted to renew franchises at their expiration by the same pro- cedure as is required for original grants. Usually the laws limiting the term of franchises con- tain no provision regarding the disposition of the tan- gible property of the holder of the franchise at its ex- piration. Most franchises for street railways also have no provision on this subject, except the requirement that at the expiration of the franchise the company shall remove its tracks from the streets. In practice, such an arrangement has less of a tendency to check improvements than might be expected. Before the expiration of the old franchise the local authorities very frequently make new grants to existing compa- nies, and the comi)ensation demanded for these grants has not, as a rule, been excessive. Coi'porations have often anticipated such liberal treatment and have made improvements in their property even near the close of the term of the franchise. In some cases, where changes in methods of traction, consolidations, or extensions of existing railway lines have been desired, the local gov- ernments have granted new franchises long before the expiration of the old ones. By the laws of a few states the extension or renewal of franchises is not permitted until within a short time before the expiration of the existing grant. This restriction is designed to prevent corruption, but it would seem the part of wisdom to modify it in such a waj^ as, under careful restrictions, to permit new grants when necessary to take advantage of improved methods or to secure needed extensions. The difficulties growing out of limited franchises have led to the adoption in several recent statutes of provisions for compensating the holders for the value of their tangible property at the expiration of the fran- chise term. Such an arrangement seems the more de- sirable in cases where local governments are b}' law pro- hibited from granting renewals of franchises directly to the existing companies, and are either required to take over the property or to dispose of the franchises by competitive bids. In Indianapolis, Ind., Baltimore, Md., Portland, Oreg., and elsewhere, municipal char- ters, or other state laws, provide that if the city takes possession of a street railway at the end of its franchise it must paj' the appraised valuation of the tangible property, but must pay nothing for the franchise itself. By general law in Virginia and by tlie Greater New York charter it is provided that the original franchise must specifically state whether, at its expiration, the citj' shall pay for the tangible property or shall receive it without compensation. In San Francisco, on the other hand, the city charter requires that the property of all corporations to which franchises shall hereafter be given shall revei-t to the city without compensation at the end of the prescribed period. In Indianapolis, Ind., and Portland, Oreg., where competitive bidding for the renewal of franchises is required, it is spe- cifically provided that, if the grant is made to another person or corporation, the new grantee must buy the tangible property of the former holder at its appraised valuation. The same,requirement is probably intended in the Virginia law and in the Baltimore charter^ by which competitive bidding is also required. An ar- rangement of this sort has the great merit that it largely removes the discouragement to improvements which is otherwise characteristic of limited franchises. III. REGULATION OF STREET RAILWAY FARES. In a considerable number of states the legislature has enacted laws limiting the fares of street railways throughout the state or in individual cities. With few exceptions the maximum fare thus fixed is 5 cents. Thus, in New York no railway built after 1884 may charge moi'e than 5 cents for a ride over its lines within the boundaries of any municipality, a provision which is held to require the issue of transfers on its lines wherever they are necessary to reach the desired des- tination. In nearly all local franchises limitations are imposed in advance upon the fares. Usually neither the state nor the local government reserves the right to change these limitations during the term of a franchise. This is so generally true that in the detailed presenta- tion bjf states only departures from this rule are noted. In a large majoritj^ of cases the maximum fare jjrovided in local franchises is .5 cents, and it has not been deemed necessary to mention the limitations unless lower fares are prescribed. Several states, by constitution or statute, have re- served to themselves the right to regulate street railway fares at any time. This is true in New York as regards all railways built since 1884. Moreover, it is generallj^ held that unless the state clearly waives or limits this power, the general authority to regulate common carriers and their charges gives the state this power over street railways in any case. The general municipal corpora- tions act of Illinois confers the power to regulate hack- men, truckmen, and "all others pursuing like occupa- tions." This has been held by the siipreme court of Illinois to permit cities to fix street railway fares, and Chicago and several other cities have accordingly done so. (See page 42.) Provisions of somewhat similar character are found in the special or general municipal laws of various other states, but they have not usually been interpreted as applying to the street railways. The cities of Nebraska and the cities of more than 100,000 inhabitants in Missouri, by the general laws of these states, and the city of San Francisco by its munic- ipal charter, have the right to regulate railway fares at any time. All these cities, however, with the excep- FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 131 tion of San Francisco, where such waiver is expressly prohibited, could probabl}^ waive the right at the time that the franchise is granted. In Massachusetts the city council or board of select- men of a town 'may petition the state board of railroad commissioners to revise the fares of any company, but it may not reduce them below the average fare charged by other companies in the state operating under similar conditions. With the aid of the reserve power of the legislature in this state it is possible that, at some future time, fares may be reduced either generally or in individual cities; but as yet there have been no im- portant instances of the exercise of this authority. In Part I, Chapter III, will be found a summary of the facts with regard to street railway fares in the United States. In many, if not in most instances where a fare of less than 5 cents is found, it has been secured by the action of the local governments, usually being demanded as a condition precedent to the grant of franchises, renewals, or additional privileges. In some instances, however, companies have voluntarily reduced their fares, and often they have, on their own initiative, granted or increased transfer privileges. The situation regarding fares in Columbus and Cleve- land, Ohio, and Detroit, Mich., more fully described on pages 142 and 145, illustrates particularly the activity of local governments in seeking to reduce fares. IV. COMPENSATION FOK FRANCHISE PRIVILEGES. The growing recognition of the value of the privi- leges conferred upon street railway companies, partic- ularly in the larger cities, is manifested in the many recent laws and franchises which require special pay- ments to the local governments. Payments which are distinctly designed as a compensation for the peculiar privileges bestowed are in principle sharply differen- tiated from ordinary taxes upon the property or bus- iness of street railways, which seek merely to obtain from them a contribution equivalent to that demanded from other forms of property and business. Taxes in the strict sense are imposed by virtue of sovereign power and are independent of the terms of charters and franchises; while, generally speaking, payments for franchise privileges rest upon contract with the corpor- ations. It may readily happen, however, that the ordi- nary taxes on street railways in some cities represent a relatively heavier burden than the taxes and the fran- chise payments combined in other cities. It is not the purpose of this report to enter fully into the complex subject of general taxation as applied to street railway corporations. In view of the interest which attaches to the methods of taxing such corpora- tions in Massachusetts and New York, however, a brief description of them is given elsewhere (pages 141 and 144). In Part I, Chapter V, will be found general sta- tistics showing the contributions of railways to the state and local governments, but these statistics do not distinguish between taxes proper and special franchise payments. A considerable difference of opinion prevails as to whether a local government more truly promotes the public welfare by obtaining from street railway cor- porations, in return for franchise privileges, low rates of fare for railway patrons or larger cash payments into the city treasury which will reduce the burden of gen- eral taxation. The same question arises in fixing the charges of a public utility of any class which is operated by a municipality directly. The opinion seems to be gaining ground, as is seen in various laws and fran- chises of recent date, that the social benefits which accrue from low fares on street railwa5'S are so great that the public interest is better served by seeking reductions in charges than by seeking high financial compensation. As a matter of fact, in most of the important cases where special franchise payments of significant amount are required from street railways, the fare charged is 5 cents, while in the cities where lower fares are found, compensation for franchises is seldom paid to the public treasury. The authority of the state or local government with regard to special franchise payments rests on essen- tially the same principles as the authority with regard to fares, and is more fully discussed below. However, the power is not usually reserved, either by state law or b}^ the terms of franchises, to change the requirements concerning compensation during the life of the grant. Lkir licenses. — The statement just made does not al- ways hold true with regard to license fees, the local authorities being sometimes empowered to collect such fees at rates which they may prescribe from time to time. License fees are usually a fixed amount per car, sometimes per pole or per mile of track. The theory is that the license fee, like that, for example, on hack- men, hucksters, and those pursuing similar occupations, is intended for regulation rather than for revenue.' Presumably the courts would not uphold a municipality in an attempt to impose an exceedingly heavy fee. In- deed, the state law or the local franchise ordinance often limits the amount of the license fee. License fees of one kind or another are collected from street railway companies in a large number of cities. They are particularly common in the Southern states, where licenses are commonly employed as a method of taxing all kinds of occupations. In New York, Chicago, and Philadelphia the car licenses are $50 yearly and in St. Louis $25. In most other important Northern cities the fees are lower. In Cincinnati, at least formerly, and in one or two other places the license is based, not on the number of cars, but on the total length of the cars used, the idea being that a large ^ See, for example, the New Jersey law referred to on page 143. 132 STREET AND ELECTRIC RAILWAYS. car should properly pay more than a small one. In some cases car licenses are based on the total number of cars owned, in others on the average number in use daily during- the year. The latter method would seem to be preferable, especiallj^ where a different type of car is used for summer travel, since such cars lie idle for a good portion of the year. An objection to car licenses lies in the possibility that they ma}"^ reduce the number of cars operated, to the disadvantage of the patrons of the railway. In a few states it is common for local governments to charge an annual license fee on the poles of trolley railways. This practice exists, for example, in several cities of Pennsylvania. Paving and care of streets. — It is an almost universal practice to require street railway companies to bear the expense of paving or surfacing the space between their tracks in a manner corresponding to the rest of the street or highway. Usually the company must also pave a certain space outside of its tracks, ranging from 9 inches to 2 feet. Where such requii-ements exist, the railways are generallj' obliged also to maintain the pavements in repair. In many instances, moreover, the railway company is compelled to clean the street space occupied, to remove snow and ice from it, and sometimes to sprinkle it. All of this work is often done by the local authorities, the expense being collected from the corporations. Provisions regarding the paving and care of the street surface occupied are so common and so nearly uniform that they are not ordinarily men- tioned in the detailed presentation in section vii of this chapter. The most important deviations from the ordinar^^ practice in relation to the paving and care of streets are found in Massachusetts and Philadelphia. The Massa- chusetts statute of 1898 abolished all former require- ments in this respect, and substituted for them an annual tax on gross receipts, payable to the local authorities. In Philadelphia the street railway companies are obliged to pave and maintain, though not to clean, the entire surface of the streets which they occupy. The com- panies have spent several millions of dollars in paving, and the interest charges on these investments, together with the cost of maintenance of the pavements, repre- sent virtually a larger compensation for franchise privileges than is required in most other American cities. Occasionall}' small towns require street railway com- panies to furnish free street lights, and it is quite com- mon to require free transportation for policemen or other classes of municipal employees. Per^centage of gross receipts. — The most common form of special compensation for franchise privileges, aside from car licenses and paving requirements, is the per- centage of gross receipts. Apart fi'om those cases in which the law provides for the sale of franchises to the bidder offering the largest percentage of gross receipts, there are many others in which street railway com- panies are obliged by state law, or by local franchise ordinances, to make such payments. Thus in New York city, by state law, all surface railways built after 1884 must pay at least 3 per cent of their gl-oss receipts to the city during the first five years of their franchises, and at least 5 per cent thereafter. The rate of 5 per cent is found also in Richmond, Va., Providence, E. I., Newark, N. J., and one or two other cities. In Cin- cinnati, Ohio, the company pays 6 per cent of its gross I'eceipts into the city treasury, and in Baltimore, Md., no less than 9 per cent, the rate in this city having been originall}' 20 per cent. In Buffalo the leading company paj^s 3 per cent. In St. Louis, Mo., varying percent- ages are required by different franchises and the total revenue derived by the city is considerable. In most other cities and towns which have adopted this method the percentages actually received in addition to the ordinarj' taxes are less than 3 per cent, but in some places recent charters or ordinances require laz'ger payments for franchises hereafter granted. Other forms of payment. — Quite frequently, either as the outcome of competitive bidding or of bargaining with a single corporation, cities have obtained lump payments as compensation for new franchises or addi- tional privileges. In other cases, railway companies have been compelled to pay fixed annual sums pre- scribed in advance in the franchises. Occasionally a provision is found for an annual pay- ment based on profits rather than on gross business. Thus, in the state of Massachusetts and in the city of Philadelphia, railway companies are required to pay a certain proportion of the excess of their dividends if the latter exceed a fixed rate. In Des Moines, Iowa, a percentage of net earnings is demanded, and in Topeka, Kans. , one-tenth of the excess of net earnings over 10 per cent on the investment. In none of these cases is any important revenue derived by the local governments. The mayor of Des Moines states that the railway claims never to have had any net earnings. In fact, as has been often the experience of states in levying taxes based on net earnings or dividends, this method, which is the most just in principle, is very hard to apply satisfac- torily in practice, because of the difficulty of correctly ascertaining the net earnings. Payments based on dividends, particularly if they aim only at the excess of dividends above a certain rate, are unsatisfactory unless the issue of bonds and of stocks be properly regulated. V. GENERAL CONSIDERATIONS REGARDING THE REGULATION OF FARES AND COMPENSATION. The foregoing shows in street railway legislation of recent date a growing feeling manifested that it is essential to the protection of the public interests that local governing authorities should retain some control FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 133 over the fares of street railways, or over their financial obligations to the public treasury, which is capable of exercise either continuously or at frequently recurring intervals. It is argued that increase in population, or improvements in methods, may render a fare or com- pensation which is reasonable to-day unreasonable in the future, and that the conditions may change even within a comparatively short time. It is admitted that companies often find it necessary, through extensions of their lines or otherwise, to increase constantly the quan- tity and quality of the service which they offer to the passenger; but it is maintained that, even so, it may happen that the profits of the business, under prevailing terms, become excessive. It would seem, however, that, if the authority to regulate the fares and the payments of street rail- ways is to be thus retained, the practice should be guarded bj' certain well-defined rules which will pro- tect the interests of the railway companies as well as those of the people. Not only is the street railway company justly entitled to legitimate return on its investment, but in the long run the city will deprive itself of the best service unless it permits such a reason- able return. Such rules need to be applied both where continuous or recurrent regulation is attempted, and where new franchises or extensions of old franchises are granted. As already suggested, provision for com- petitive bidding in granting franchises can not always be relied upon to secure reasonable terms. The city must be prepared to bargain with the street railway company, and to do this satisfactorily its ofiicers must possess proper knowledge and must properly recognize the rights of both parties. Pvhlicity of accounts. — It has been repeatedly urged that a fundamental prerequisite to the intelligent and just regulation of street railways, whatever be the pro- cedure by which such regulation is attempted, is an accurate knowledge of the financial conditions of the business, both as to cost and value of property and as to operating expenses. The legislature of Ohio recently enacted a statute of great significance in this connection. It requires uniform methods of accounting and public- ity of accounts, both on the part of local governments of all grades and on the part of local public service corporations.^ The recent charters of San Francisco, Gal. , and of Portland, Oreg. , likewise demand complete publicity of the financial affairs of corporations holding municipal franchises, and some measure of publicity with regard to such corporations is demanded in a few other less important instances. Regtdation of capitalization. — Closely allied with publicity is the regulation of the issue of capital stock and bonds by public service companies. A consider- able proportion of the income derived from the charges of street railways must always go to interest and divi- ' Laws of Ohio, 1902, page 511. 1165—05 10 dends, and the public has a right to demand that these returns should be based on a reasonable capitalization. While this result can be secured in some measure through publicity in construction and equipment ac- counts, the actual limitation of stocks and bonds is sim- pler and more effective. The legislation of Massachu- setts on this subject has attracted much attention. In that state, no securities may be issued bj^ a street railway company (or by steam railways), except on the approval of the board of railroad commissionei-s. Only such amounts may be issued as the board may declare reasonably requisite for the specific purposes set forth in the application of the company, and these purposes must be stated in detail in the resolution of the commissioners authorizing the issue. A further provision declares that, when new stocks are issued by an existing company, they must be offered to the pres- ent stockholders, not at their, par value, but "at not less than the market value thereof at the time of the increase," as determined by the railroad commissioners, "taking into account previous sales of stock of the corporation and other pertinent conditions. '" In other words, the state undertakes to provide that the corpo- ration shall get as much money for its shares as they may be expected to be worth on the market, and to guard against the distribution of stock dividends. When a consolidation of street railways is made, the same painstaking care is used to prevent the issue of securities in excess of the actual value of the property. Similar provisions are found in Massachusetts with regard to other classes of public service corporations. In Rhode Island, also, the issue of stocks and bonds by street railway companies is subject to the control of the railroad commission. In most states and cities, how- ever, no attempt has been made to restrict the capital- ization of street railways. Sliding scale systems.— ^\^va.^sQ,2i!is,$u&^'\Q,^^ of various sorts are sometimes introduced into street railway laws and franchises for the purpose of securing an auto- matic adjustment of fares, or more commonly, of com- pensation for franchises, so that the people shall share in the advantages of an increase in earnings or a re- duction in operating expenses. A greater degree of stability is thus assured to the corporations than they would possess if the public authorities reserved the unrestricted right to revise fares or franchise compen- sation at any time. A rough form of the sliding scale which is quite often found, requires the fares to be reduced, or the compen- sation to the local government to be increased, by pre- scribed amounts, at certain intervals of time. This is based on the assumption that gross earnings and net profits will increase with the lapse of time. The re- quirement regarding franchise payments in the new San Francisco charter is a prominent illustration. ' Acts of Massachusetts, 1894, chapters 462, 472. 134 STREET AND ELECTRIC RAILWAYS. Another form of sliding scale is based on the contin- gency of an increase in the gross receipts of the rail- way, either as a whole or per mile of track. Thus, by the franchise of the Columbus Railway Company, fares must be reduced materially when the gross receipts reach $1,750,000 annually. By state law in Wiscon- sin, and by some of the franchises in New York city and elsewhere, the percentage payable to the city increases as the gross receipts increase. In other countries more elaborate regulations of this sort are found than in the United States. For example, by the franchise of the Montreal Street Railway Company, granted in 1892 for thirty years, the company is required to pay to the city annually 4 per cent of its gross earnings up to $1,000,000; 6 per cent on earnings in excess of $1,000,000 but less than $1,500,000; 8 per cent on earnings from $1,500,000 to 12,000,000; 10 per cent on earnings from $2,000,000 to $2,500,000; 12 per cent on earnings from $2,500,000 to $3,000,000; and 15 per cent on all earnings over $3,000,000. Toronto has a very similar arrangement.' The arrange- ment in these cities, by which the higher rate is applied only to the excess above the specified amount of earnings, serves to remove the strong incentive which might otherwise exist to keep down earnings, at least for a time. The assumption underlying a sliding scale of this sort, that, as the gross receipts of a railway system increase, the rate of profit on capital invested increases corre- spondingly, is not always a correct one. Even an in- crease in gross earnings per mile of track may result from a corresponding increase of investment in improving trackage or equipment. It would seem that, if a sliding scale regulation of charges or franchise compensation on the basis of gross earnings is to be attempted, a proper adjustment should be made whenever the railwaj^ company extends its lines or otherwise increases its investments materially. It requires no argument to show that the theoretically ideal basis for the determination of just fares or fran- chise compensation is the net profits of the business rather than the gross earnings. If the actual profits could be correctly ascertained, a sliding scale based upon them would furnish the simplest and most satis- factory method of adjusting fares and payments to the city. Anjr other method of automatic adjustment must be largely arbitrary and is bound to work some injustice either to the people or to the corporations. As far as can be ascertained there is no instance in the United States where a franchise provides for a reduction of street railway fares as profits increase. The most familiar example of such a sliding scale in Europe is found in the franchise of a leading London gas company, which is required to reduce the price charged as the rate of profit increases, with the result ' Massachusetts Report, pages 134 and 135. that the people share with the corporation in the gain due to added consumption or reduced operating costs. In a few cases in this country a sliding scale based on net profits or dividends has been adopted to determine the compensation to be paid to local authorities for franchise privileges. ■ The most conspicuous illustration is the Massachu- setts act of 1898, by which any street railway company which has from the beginning of its corporate existence paid in the aggregate dividends equal to 6 per cent on its capital stock, and which is now paying more than 8 per cent, is required to pay a tax, which should more properly be called a franchise payment, equal in amount to the excess of the dividends above that rate. In other words, when the profits exceed 8 per cent the excess must be equally divided with the municipality. In view of the careful restrictions upon capitalization in Massachusetts it is quite possible that this arrangement may ultimately result in considerable revenue to the local governments, though it has so far brought little or nothing. It was urged by the special committee on whose recommendation this law was enacted that the provision for a division of the excess of profits be- tween the corporations and the government was "not subject to the criticism, which appears to be sound, that a limitation of dividends hampers enterprise and improvement. Where a corporation is not limited in the amount of dividend it may earn, but is simply required to pay over a sum equal to the excess of divi- dends actually paid, over a fixed and reasonable per- centage on its capital stock, it will be constantly spurred to render such service that its profits will increase. Being a public service corporation, owned and operated for private profit, it seems just, and in accordance with sound principles, that when the private ownership has received a reasonable return upon its investment, the public should share, through a form of special taxation, in the increment of profit, provided it can do so without the danger of offering an inducement to those in control of the property to stint or conceal their profits.''* Foreign municipalities have often adopted sliding scales based on net profits for determining the compen- sation to be paid by street railways for franchise priv- ileges. In Berlin the leading company, besides paying 8 per cent of its gross earnings to the city, divides evenlj' with it whatever net profits exceed 12 per cent on the capital stock which was outstanding at the time the franchise was granted and 6 per cent on shares thereafter issued. A more complicated arrangement is found in Hamburg. The street railway company pays about 10 per cent of its gross receipts to the city in lieu of charges for paving, cleaning streets, and the like. In addition it pays to the city 25 per cent of its profits above 6 per cent on its capital stock, if the dividend rate is between 6 and 7i per cent; 80 per cent of the excess '' Massachusetts Report, 'page 38. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 135 above 6 per cent if the dividend is between 7i and 8 per cent, and so on until if the dividend exceeds lOi per cent, the city receives 50 per cent of the profits above 6 per cent. In foreign cities where such provisions exist the capitalization of the corporations is carefully regulated.' VI. MUNICIPAL OWNERSHIP. Legislation permitting municipalities to own and op- erate street railways has recently been enacted in a number of states. As yet, however, there is no in- stance in the United States of municipal operation of a street railway. The leading instances of municipal ownership and private operation are the subways in Boston and New York. It was only, however, after private capital had declined to make the necessary in- vestment that the city of New York undertook the financial responsibility for its present subway. The contract between the city and the Interborough Rapid Transit Company (successor to the Rapid Transit Sub- way Construction Company) required the latter to build the subway and the tracks therein at a cost to the city of 135,000,000, aside from certain expenses for terminals and from the payments for damages to pri- vate property. The company then received a lease of the property for fifty years, with the privilege of re- newal under modified terms for twenty-five years longer. The lessee was required to equip the system with electric apparatus, cars, etc. , and to pay interest on the bonds issued by the city, and, subject to certain limitations, 1 per cent on such bonds annually as a sink- ing fund. It is expected that the city will ultimately own the subway free of debt, and it will probably then be in a position to lease it at much more favorable terms. The lease of the Boston subway is for twenty years only. The disposition of the majority of the people, both in New York and Boston, appears to be in favor of municipal ownership of subways hereafter constructed, with operation by private companies under The Massachusetts committee on the relations be- tween cities and towns and street railway companies expressed itself strongly in favor of municipal owner- ship, but it was still more strongly opposed to munic- ipal operation. "The essential point to which the committee desires to call attention is the distinction here drawn between the ownership of the pavement, and consequent full control of the street, and the run- ning of the vehicle." The committee thought it would be desirable to provide in all future franchises for a reversion of the tracks to the public authorities. It also considered it feasible to take over the property of existing companies under the right of eminent domain, if authorized by statute. The assumption of owner- ship of the tracks by the local government was not ' Massachusetts Report, pages 162 to 183. itself, however, to terminate the right of the street railway company to continue operation under lease. The proposal of the committee has never been carried out in actual legislation in Massachusetts.^ The principle that the city should at least own, if not operate, its public utilities was adopted by the special commission which framed the present charter of New York city. That law provides that hereafter every franchise for the use of the streets for railway or other purposes must be limited in duration, and that at its expiration the property in the streets shall revert to the city, which is not permitted to dispose of it, but must either operate or lease it. A similar provision is found in the San Francisco charter. In that city all the existing street railway franchises are limited, so that municipal ownership on a large scale seems likely to become an accomplished fact. The San Francisco charter, indeed, specifically declares that it is the pur- pose of the city ultimately to own all its public utilities, and provides in detail the procedure by which this may be accomplished. There is, however, no specific provision for taking the property of existing corpora- tions by eminent domain, although the city by threat- ening the construction of competing plants might bring pressure to bear to compel the sale of the exist- ing properties at a moderate price. At a recent elec- tion in San Francisco a majority of the voters favored the acquisition of a certain railway, but the two-thirds vote required to authorize the issue of bonds was not secured. Many other laws authorize municipal ownership and operation of street railways, either in general, or under certain limited conditions. Thus by statute it is often optional for a local government, at the expiration of a franchise, to take over the property. In some, though not in all, laws of this sort, the municipality' maj' op- erate a railway so acquired. In a number of states the local authorities are empowered to construct or pur- chase railways, and also, as a rule, other public utili- ties, and to operate them. For example, this is true generally,, or in the case of certain classes of cities, in Illinois, Indiana, California, Oregon, Minnesota, Colo- rado, and Washington. In Colorado a recently adopted constitutional amendment gives cities specifically the power of eminent domain over existing "public utili- ties." In some instances where municipal ownership is authorized, a popular vote is required by the statute to secure permission for actual construction, acquisition, or operation. In Illinois an important additional pro- vision is that the fares under municipal operation must be high enough to pay operating expenses, interest, and sinking fund charges on bonds issued for the purpose of acquisition. Systematic methods of keeping accounts are also required by the law of Illinois, the purpose being to make the people acquainted with the cost of operating the railwaj', and thus give them the power '^ Massachusetts Report, pages 30 to 32. 136 STREET AND ELECTRIC RAILWAYS. to prevent the public utility from becoming a public burden. The people of Chicago, by a large majority, have voted in favor of acquiring the street railways in that city, and active steps toward accomplishing this object are being taken. Municipal operation of street railways has become very common in Great Britain and in Germany and is rap- idly extending in both these countries. (See pages 150 and 163.) It is probably too soon to express judgment regarding the success of the policy abroad, nor would success there be conclusive evidence of the wisdom of municipal operation in the United States. The street railway service in England and Germany is undoubtedly inferior to that in American cities, but there has been an enormous improvement in the past few years, during which time electricity has been rapidlj' superseding horse and steam traction. It can not at once be con- cluded that the inferiority of European railways is due wholly or largely to municipal ownership or even to the strict limitations upon private corporations operat- ing street railways. Probably, however, the limita- tions put upon private c9rporations have tended to hamper development much more than municipal owner- ship has. Even where there is no important public regulation, private enterprise in European countries is often far behind that in the United States, especially as regards technical methods. The density of urban popu- lation, particularly on the Continent, where large tene- ment houses are almost universal in cities, makes street railway transportation less important than in American cities. To be sure, the crowding together is itself in some measure due to the lack of satisfactory street railway facilities, but other more important his- torical causes have contributed to it. VII. CONDENSED DIGEST OF STATE LAWS AND LOCAL FRAN- CHISE REGULATIONS IN LEADING STATES. California. — Under a recent general state law all local franchises must be sold to the highest bidder, appar- ently cash payment being intended, though probably the city could provide for annual payments or percent- ages. The law requires that sealed bids must first be made, but it permits the highest bids to be raised by an additional oral bid, with an advance of not less than 10 per cent, and so on.' Special provisions regarding franchises are also found in the individual charters of certain cities, particularly in those charters which have been prepared and adopted locally, as permitted by the California constitution. Thus the San Fi-ancisco charter of 1899^ requires the sale of any street railway fran- chise to the bidder offering the highest percentage of 'California Statutes and Amendments to Codes, 1901, paee 265- 190,S, page 90. - . i- e , ^Ibid., 1899, page 242 ff. the gross receipts. By this charter also 15 per cent of the voters of the city may, by petition, require the submission of the franchise ordinance to popular vote.' The general state law limits the duration of charters of all classes of corporations, and that of franchises of street railways, to fifty years. A large majority of the franchises reported to the Bureau of the Census run for fifty years, but several are for twenty-five j-ears and a few for other periods. The San Francisco char- ter declares that no future street railway franchise shall be granted for more than twenty-five years, and that at the expiration of the franchise the plant must become the property of the city, which may lease but not sell it. A general law of the state limits street railway fares in cities of the first class (over 100,000 population) to 5 cents.* The new San Francisco charter provides that the local government shall have the power, under fran- chises hereafter granted, at all times to regulate rates of fare.' The general state law, in addition to the above pro- vision for the sale of franchises, requires that every street railway shall, after five years of operation, pay 2 per cent of its gross receipts to the local govern- ment." Many of the earlier franchises in existence, however, require no special payment. The San Fran- cisco charter provides that the minimum payment to the city on franchises hereafter granted shall be 3 per cent of the gross receipts during the first five years, 4 per cent during the next ten years, and 5 per cent dur- ing the last ten years of the grant. ^ Oakland appar- ently receives no annual compensation, but the city recently sold a franchise for $500 in cash. The mayor of Los Angeles reported that the citj^ had received about $125,000 from street railways during the census year. The state law also requires all street railways to pay car license fees and limits the fee which may be imposed by local authorities to $50 in San Francisco and $25 elsewhere. The San Francisco charter, besides the above-men- tioned provision that street railways established under future franchises shall become the property of the city at the expiration of twenty-five years, further declares that it is the purpose and intention of the people of the city that its ' ' public utilities " shall be gradually acquired and ultimately owned. To this end the city supervisors must, from time to time, obtain estimates of the actual cost of difl'erent classes of enterprises. The super- visors shall then enter into negotiations for permanent acquisition, by original construction, condemnation, or purchase, of such public utilities as they may think most importiuit, but they must first consider offers for the sale to the city of plants already existing. Moreover, 15 per cent of the voters of the city, if at ' San Francisco Charter, article 2, chapter 2. * Civil Code, section 501. ^ Statutes of 1901 and 1903, above cited. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 137 any time they desire any given public utility to be owned by the municipality, may, by petition, require the super- visors to submit to a general vote of the people a plan for accomplishing the desired object. The adoption of such a measure requires only a majority vote, unless the plan involves a bond issue, in which case approving votes must be cast by two-thirds of those voting.' A vote was recently taken in San Francisco on a pro- posal to acquire one of the street railway lines, and a majority of the voters were recorded in favor of the proposal; but as the plan involved a bond issue, and less than two-thirds of the votes were cast in favor of it, the proposal was not carried. Colorado. — The general state law requires the written consent of the owners of more than one-half of the frontage on the street concerned before a street railway can be constructed. An amendment to the state con- stitution (1902) provides that in Denver, or in any other city adopting the provisions of the amendment, fran- chises of all sorts shalll be granted only by a vote of the taxpaying electors.'' Several of the earlier franchises granted in Denver are unlimited, but other franchises in this city, and all those elsewhere in the state, are limited to periods of from twenty-five to ninety-nine years. The laws of Colorado contain no provisions regu- lating fares or special compensation for franchises, and no important provisions on these subjects appear in local franchise ordinances. The above-mentioned constitutional amendment of 1902 provides that in Denver, or in any city adopting the provisions thereof, the local government may con- struct or acquire street railways or other public utili- ties, and may exercise the right of eminent domain for the acquisition of existing properties. The issue of bonds for this purpose requires a majority vote of the taxpaying electors. Connecticut. — In Connecticut, somewhat exception- ally, all street railways receive from the state legislature not only their corporate charters, but also, by special act in each case, their rights to occupy' the streets. Ordi- narily the local authorities have no control over the mat- ter, except with regard to the details of adjustment of the tracks to the street grade and other matters of this sort, and even as to these details the railway company may appeal from the decision of the local authorities to the state board of railroad commissioners. The general statute relating to street railways gives the local gov- ernments no authority to regulate fares or impose other conditions.^ The legislature has made it a practice, in chartering individual street railway companies, to grant them per- petual rights, but under the state constitution corporate ' San Francisco Charter, article 12. ^ Mills's Annotated Code, 1891, section 4, page 403; Session Laws of Colorado, 1901, chapter 46. * General Statutes of Connecticut, 1902, chapter 217. charters are subject to amendment or repeal by the leg- islature. There is in the state law no general provision as to fares and the special acts for individual railways ordi- narily contain no unusual restrictions in this respect. In Bridgeport, New Haven, and Hartford, the only cities in Connecticut from which reports on this point were received, there is no special compensation to the city for street railway franchises, and the general laws of the state contain no provision on this subject. Oeoryia. — The legislature of Georgia has provided a general incorporation law for street railways, but the state also grants special charters. Under the general law, the consent of the local authorities is required for the laying of tracks in the street.* The general state law limits the life of street railway charters to thirty years, but the reports of the compa- nies show that the local franchises vary widely in dura- tion. Two franchises, including that of the company in Savannah, are perpetual; two run for twenty years only ; while several range from fifty years, or longer periods, up to ninety-nine years. The general street railway law contains no provision as to fares, and the prevailing rate is 5 cents. There are no general provisions of law with regard to compensation for franchise privileges. In Atlanta, however, the consolidated railway is required, by the terms of a city ordinance of 1902, to pay to the city 1 per cent of its gross earnings during the first three years, 2 per cent during the next twenty years, and 3 per cent thereafter till the expiration of the various franchises. These percentage payments are in lieu of license taxes, but the company pays the ordinary prop- erty taxes. A cash payment of $50,000 was also made to the city at the time of the consolidation.^ Savannah, in addition to the property tax, requires the payment of a fee of f 25 per year on each car and of flOO on each mile of track. These payments, however, do not indi- cate any policy of securing special compensation for franchise privileges. They are merely part of a general licensing policy which is applied to all classes of busi- ness in most of the Southern states. Illinois. — The constitution of 1870 prohibits the legislature from granting the right to use the streets of a city to a street railway company without local approval. The general state law before 1899 provided that local authorities could grant franchises to street railways only upon petition of the owners of one-half of the frontage on the streets concerned. By legislation in 1899 this provision was omitted as regards surface railways, though apparently it is still in force as regards elevated railways." Corporate charters of all classes are limited to ninety- « *Code of Georgia, section 2, page 180. '• Commercial and Financial Chronicle, Vol. 74, page 377. * Myers's Authorized Statutes, 1898, chapter 66 and section 321; Laws of Illinois, 1899, page 331. 138 STREET AND ELECTRIC RAILWAYS. nine years and maj' be amended or repealed by the legislature. The state law of 1874 limited franchise grants to twenty j^ears, though some earlier grants were for longer periods and some were even perpetual. In 1897 the limit was extended to fifty years, and it was also provided that cities might grant extensions of existing franchises for the same period of time. No franchises were granted or extended in Chicago under these laws because of opposition from the citizens. In 1899 the act of 1897 was repealed and the twenty- year limit was again imposed.^ A large majoritj' of the existing franchises in Illinois are limited to twenty years, but a considerable number exist with limits of twenty -five, thirty-five, forty, and fifty years. The date of the expiration of the more important street railway franchises in Chicago has been a matter of much dispute and litigation. These grants were originally made by the city government in 1858, 1859, and 1861, and were limited to twenty-five years. In 1865 the state legislature passed an act extending the corporate charters of the railway companies holding these franchises so as to make their total duration ninety-nine years. This act sought also to extend the local franchises for a corresponding period of time, but the right of the legislature to do so was later disputed by the city authorities. When the question arose in 1883, at the expiration of the period fixed in the ordi- nances of 1858, its settlement was postponed bj' agree- ment, and the city passed a new ordinance extending all the existing franchises for twenty 3^ears. This exten- sion expired July 30, 1903, but the companies claimed rights for important parts of their trackage under the ninety-nine-year act of 1865. This contention was up- held by the Federal circuit court in May, 1904, despite the argument that the act of 1865 related to horse rail- ways only, and appeal from this decision is now pending. Meanwhile, however, various franchises granted after 1865 have expired and the city is moving to oust the companies from the trackage covered. There have been manj^ negotiations between the companies and the city with reference to an extension of the franchises, but no agreement has j^et been reached as to terms, and apparently a large majority of the people ai-e deter- mined not to permit such an extension under any con- ditions, but to insist on municipal ownership, if not also municipal operation. A general provision of the municipal corporations law of Illinois authorizes cities to license and regulate hackmen, draymen, and "all others pursuing like occu- pations." This provision has been interpreted by the state supreme court as empowering the cities to regulate fares on street railways, and under it Chicago has fixed the maximum fare within the city limits at 5 cents, re- quiring that transfers be given to passengers who have ' See Myers's Authorizeil Statutes, 1898, chapter 66; Laws of Illi- nois, 1897, page 282; Laws of 1899, page 331. paid cash fares at any connecting point on the lines of an J' single company.^ In Peoria the street railway is required to sell 12 tickets for 50 cents or 100 for $4, and in Rockford and Springfield 25 tickets must be sold for $1, but elsewhere in the state there has been little attempt to reduce fares below 5 cents. Under the general provision mentioned above, author- izing cities to license those engaged in local transporta- tion, Chicago and Peoria both require street railways to pay a license fee of $50 per car. No other special com- pensation is at present obtained from the street railways in either of these cities, nor, so far as has been ascer- tained, in any other Illinois city. In 1903 the state legislature passed a law which may be adopted by any city on popular vote. If adopted the city may construct street railways and acquire them bjr purchase, but without the exercise of the power of eminent domain over existing lines. A majority vote of the people is required for the authorization of each acquisition, and before the city can itself operate a rail- way the approving vote of three-fifths of the electors voting on the question must be secured. The issue of bonds or other obligations also requires a separate pop- ular vote. The charges under public operation must be high enough to provide operating expenses, interest, and sinking fund for bonds issued. The bonds may be issued as a general obligation of the city, or they may be secured b}- mortgage of the street railway property onlj'.'' No citjr owning a railway may lease it for a period of five years or longer without having given opportunitj^ for a protesting petition, which, if signed by a specified proportion of the electors, makes neces- sary the submission of the matter to popular vote. In April, 1904, the people of Chicago, by a large ma- jority, adopted this law, and b\' a separate vote of 120,744 to 50,893 favored the acquisition of all the street railway lines in the city. In view of the complications and litigation regarding the expiration of the franchises of the existing lines it will presumably be some time before the acquisition can be accomplished, and it is possible that a compromise may be effected by which private operation, or even private ownership, may be continued. Indiana. — In cities having boards of public works this bod}' must act in connection with the city council in granting franchises. In incorporated towns 40 per cent of the voters may by petition require any proposed franchise grant to be submitted to popular vote.* The duration of corporate chai-ters of street railway companies under the state law is unlimited, and that of franchises granted by local authorities is not limited by statute; but, with few exceptions, the franchises re- ported to the Bureau of the Census are limited. The most common period is fifty years, but many have a ^See Part I, Chapter III, page 43. ^Laws of Illinois, 1903, page 285. *Laws of Indiana, 1899, page 131. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 139 shorter duration. A recent state law authorized In- dianapolis to extend the charter of the street railway company in that city for not more than thirty -four years. At the end of that period the city may purchase the lines at an appraised valuation, or may open the franchise to competition for an extension of not more than thirty years. In the latter case the successful bid- der, if it is not the existing company, is required to buy the lines of that company at an appraised valuation. ' The general street railway law authorizes the com- panies to fix fares, but this does not preclude the local government from regulating fares by the terms of fran- chise grants. In various instances local authorities by the terms of franchises have required 6 tickets to be sold for 25 cents. Several years ago a state law ^ was passed establishing a 3-cent fare in Indianapolis, and this was held constitutional by the supreme court of the state under the general power of the legislature to regu- late common carriers.' But the Federal district court declared that, under the clause of the state constitution forbidding special legislation, the general street rail- way law, which authorized the corporations to fix fares, could not be amended except by a statute which should apply to all companies.* The later law above men- tioned, which authorized an extension of the franchise in Indianapolis, required 6 tickets to be sold for 26 cents, or 25 for $1. There is no general state provision on the subject of compensation to cities for franchise privileges. The extended franchise of the Indianapolis Street Railway Company, granted in 1899, required it to pay to the city 130,000 yearly up to 1925 and $50,000 yearly there- after. In Evansville the local franchise requires the company to pay 2 per cent of its gross receipts for the first twelve and one-half years and a gradually increas- ing percentage thereafter up to 4 per cent for the last twelve and one-half years of the fifty-year grant. The pajmaent to the city during the census year was f3,485. In Fort Wayne the company is required by its franchise to pay 2 per cent of its gross receipts and |1 annually on each pole. The receipts are about $8,000 per year. In Terre Haute the company recently paid $78,000 for a fourteen-year extension of its franchise. Several of the classes of cities distinguished by the state laws of Indiana are authorized to purchase, erect, and operate street railwaj's, but no details as to pro- cedure or other matters appear in these statutes, and there is no instance of municipal ownership.'' Iowa. — By a general state law of Iowa a popular vote may, on petition of citizens, be required for the grant- ing of a franchise that involves the use of a city's 'Laws of Indiana, 1899, chapters 150 and 180. 'Laws of 1897, chapter 132. 'Indianapolis vs. Navin, 151 Ind., 139. 'Central Trust Company vs. Citizens' Street Railway Company, 82 Fed. Rep., 1. ^Burns's Annotated Indiana Statutes, 1901, sections 3830, 3963, 4117. streets by a public service corporation. Interurban railways have the same power that is granted to steam railway corporations for condemning land, but the use of the public highways requires the consent of the county authorities." The present statute limits grants of franchises, by cities under special charter, to twenty-five years, but no such limitation appears in the general municipal cor- porations law.' The majoi'ity of the franchises in the state are for twenty -five years, but several are for fifty years, two or three are for other periods of time, and four or five are perpetual. The state laws are silent on the subject of fares, but the franchises granted in a number of cities and towns require tickets to be sold at a reduced price, usually 6 for 25 cents. The general laws of Iowa have no provision on the subject of special compensation to cities for franchises. In Des Moines the railway pays 5 per cent of its gross earnings from mail, express, and freight traffic, and is also supposed to pay a certain percentage of its entire net earnings in lieu of other taxes. The company has always denied that it had any net earnings, and has paid the ordinary property tax only. In Sioux City there is a car license fee of $25. In Davenport and Dubuque no special payments are required from street railways. Kentucky. — By the Kentucky constitution, which dates from 1891 (section 164), local franchises of all sorts must be sold to the " highest and best bidder." The present state constitution also limits the duration of local franchises to twenty years. Several railways, however, hold part or all of their lines under earlier grants, some of which are perpetual and others for periods ranging from thirty to ninety-nine years. The state laws do not regulate fares, but the local franchise ordinances in some of the smaller cities re- quire tickets to be sold at a price somewhat less than 5 cents each. The mayors of Lexington, Covington, and Frankfort reported that no annual payments as compensation for franchises are received, and the same seems to be true in most, if not all other cities of Kentucky; but in Frankfort a franchise was recently sold, apparently for a cash payment. Louisiana. — Recent state laws in Louisiana, applying to New Oi'leans and to all parishes, provide that street railway franchises may be granted only to the bidder ofl'ering the highest percentage of the gross receipts. The general state law regarding franchises in parishes further requires a petition of a majority in number and amount of the abutting property holders.' As most cities have special charters, they do not make uniform *Code of Iowa, sections 779 and 956. 'Code, sections 767 and 955. 'Laws of Louisiana, 1896, chapter 45, section 87; 1902, chap- ter 188. 140 STREET AND ELECTRIC RAILWAYS. requirements as to franchises; nor is the subject covered by the general municipal corporations law of 1898. All corporate charters are limited by the constitu- tion to ninety-nine years, and the recent law mentioned above establishes the same maximum limit for local franchises in parishes; nearly all existing franchises in cities, however, are for shorter periods. Most of the franchises of the consolidated street railway system in New Orleans expire .between 1950 and 1960. The state laws contain no general provisions as to fares, and the prevailing rate on all lines is 5 cents. Few, if any, franchises have ever been granted under the recent laws requiring competition. In New Orleans the street railways make no special franchise payments. Maine. — Some railways in Maine are incorporated under a general state law, but others have obtained their charters by special act. Under the general law (as well as ordinarily under special acts) the consent of the . local authorities is required for the use of the streets, but appeal may be taken by a railway from the action of the local authorities to the supreme judicial court, and the approval of the state railroad commissioners is also necessary.^ There is no general restriction on the duration of franchise grants. Most of those reported are per- petual, but several are limited to from twent}^ to fifty years. The general law is silent as to fares, and no unusual provisions appear in special acts or franchises. On the subject of special compensation to cities the gpneral state law has no requirement. Augusta and Portland reported that they received no special com- pensation under the franchises granted by them. Maryland. — There is no uniform municipal law or street railway law in Maryland. The companies in Bal- timore have been incorporated by special statutes, but their right to use the streets has been granted by local authorities. By the new Baltimore charter^ the grant- ing of a franchise requires not only favorable action by the city council, but also the approval of the board of estimates, a body composed of 5 oiEcials and having general control of the city finances. This board is di- rected by the law to inquire diligently as to the money value of the franchise; and while the law provides that future franchises shall be first offered at competitive bidding, the board is supposed to supplement this method, when necessary, by careful bargaining. The greater proportion of the existing street railway franchises in Baltimore and elsewhere in Maryland are perpetual, but under the constitution the charters of the companies may be amended or repealed by the legislature. The present charter of the city of Balti- more (section 9) limits future franchises to twenty-five years, but the grant may provide in advance for exten- ' Revised Statutes, 1903, chapter 53; Massachusetts Report, page 96. "Laws of Maryland, 1898, chapter 123, section 37. sions not exceeding in the aggregate twenty-five years, at a fair revaluation. At the expiration of the grant the city may renew it, in accordance with the original procedure for an equal period or the city may take over the plant, either without compensation or at a val- uation to be fixed by appraisal (without allowance for value of franchise), as may have been provided in the original ordinance. The only instance in Maryland in which a city fare of less than 5 cents for adult passengers has been reported is in Cumberland, where 6 tickets must be sold for 25 cents. Baltimore is quite exceptional in having from the first introduction of street railways insisted upon a large payment to the city for the privilege of using the streets, the city ordinances making the first extensive grants, which date from about 1860, requiring the companies to pay 20 per cent of their gross receipts to the city. Subsequently the payment was reduced by state law to 9 per cent, which is at present required from all the railways in the city. The companies also pay a low car license fee.'' These special payments — the percent- age tax and the license fees — amounted in the census year to 1324,398. The Baltimore charter (section 9) permits the city, at the expiration of the franchise of any public service corporation, to become the owner of the plant and either to operate or lease it. Massachusetts. — The state of Massachusetts is pecul- iar and interesting in its policy with regard to public service corporations generally. The present state law regarding street railways,' which was adopted in 1898, after a careful investigation by a special commission, headed by Charles Francis Adams, jr., conforms in general to the earlier policy, but it contains some important modifications. Many street railways obtain their charters by special law, although a general incor- poration law has been in existence for some time. By the act of 1898, as was ordinarily true before, the con- sent of the local governing authorities is required for the use of the streets, and they may impose such restrictions at the time of the grant as they see fit. The law, however, provides that, on appeal by the owners of more than one-half in value of the abutting property, or by ten owners of such property, the action of the local authorities in granting a franchise is sub- ject to revision by the state board of railroad commis- sioners, and a later law has required that all "locations" of street railways shall be approved by that board.* Where a railway seeks to operate in several towns or cities, part of which have granted a location, appeal may be taken to the railroad commissioners from the refusal of another city or town. In granting to any company the right to extend its railway lines the local ^ See Massachusetts Report, pages 96 and 114. * Acts of 1898, chapter 578. ' Acts of 1902, chapter 399. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 141 authorities are prohibited from imposing restrictions or obligations not contained in the original franchise. All state charters in Massachusetts are perpetual, but are subject to repeal or amendment by the legislature. The state law also permits the local authorities to make perpetual franchise grants, and, without exception, the existing franchises reported are perpetual. The state has, however, reserved to the local authorities the right to revoke the "location" at any time; but under the law of 1898 the board of railroad commissioners must approve such revocation if the company opposes it. The franchises for elevated lines in Boston are not, how- ever, subject to revocation. The general policy in Massachusetts has been to reserve to the public authorities a continuous control over street railway companies, this control being enforceable by the right to revoke the charter or the franchise. Under the law of 1898 the local govern- ments can not dii'ectly change any important provision in a street railway franchise, but they may petition the board of railroad commissioners, which, after a due hearing, may regulate fares. Fares shall not, however, without the consent of the company, be reduced below the average rate charged b}' other companies for similar service under substantially similar conditions. This last provision would seem in considerable measure to destroj^ the effectiveness of the regulation of fares. It would be impossible to lower the fares of any railway at all, however excessive they might be, if all companies simi- larly situated happened to charge equally excessive fares. As yet there has been no important instance of the exercise of this power to regulate fares. The fare for ordinary passengers is almost universally 5 cents. A Massachusetts law which is very important in its bearing upon charges requires that all issues of stocks and bonds by steam and street railway corporations shall be approved by the board of railroad commission- ers, and. that they shall not exceed in par value the necessary cost of construction, stock dividends and other methods of stock watering being prohibited. This law has been carried out with considerable vigor, and as a result the street railways are much more conserva- tively capitalized than those of most other states.' As far as can be ascertained, the earlier franchises and laws in Massachusetts did not ordinarily require special compensation to the local governments for the use of the streets by railway companies, nor have requirements additional to those imposed by general law been inserted in more recent franchises. Massa- chusetts has for a long time, however, taxed corpora- tions of all classes more effectively than most states. The general tax on street railway companies is based on the value of the track and franchise in excess of the value of machinery, buildings, and other locally assessed ' Acts of Massachusetts, 1894, chapter 462. property. This "corporate excess" value is deter- mined by the state tax commissioner, and is ordinarily based on the market value of the compan3r's securities. The tax rate on the value thus ascertained is equal to the average rate upon other forms of propei'ty in the state as a whole. The tax collected, which is in lieu of all taxes upon the shareholders in the street railway companies, is divided among the local governments throughout the state in proportion to the street railway mileage Is'ing within their limits. This arrangement results in giving to cities and towns within which lie the less profitable street railways an amount greater than they would be able to obtain if they collected a tax directly from the local companies. In addition to this general tax, the law o£ 1898 pro- vided a form of special franchise taxation which is quite unusual in this country. Any company that shall have paid dividends since the date of its organization aver- aging 6 per cent j^early on its capital stock, and that now pays more than 8 per cent on such stock, is required to contribute to the state annually a sum equal to the ex- cess of its dividends above that rate; in other words, to divide its excess profits evenly with the public. The same provision appears in the Boston Elevated Railway charter of 1897.^ The receipts from the special fran- chise tax are also to be divided among the localities in proportion to the street railway mileage lying within their limits. As yet no companies in the state pay more than 8 per cent on their capital stock, but several have attained that rate, and the Boston Elevated and several other leading companies already pay 6 per cent. In view of the careful restriction of capitalization, it is probable that as railway profits increase considerable sums may ultimately be received from some of the rail- ways under this provision. Still another tax in Massachusetts is peculiar in its purpose. In most states the street railways are re- quired to pave the space covered by their tracks and to keep it in repair, sweep it, and remove the snow. In lieu of this requirement Massachusetts has provided a tax on the gross earnings of street railway companies, as recommended by the special conmiission of 1898. This varies by gradual steps from 1 per cent for rail- ways whose earnings per mile of track are $4,000 or less to 3 per cent for those whose earnings per mile are $28,000 or more. On petition of the company or the local government these payments are subject, at three- year intervals, to revision by the railroad commission- ers so as to correspond to the actual average cost of caring for the street surface occupied. The various taxes and other payments made by the street railway companies of Massachusetts to the public authorities in 1902 were equal to nearly 7 per cent of their gross receipts — a larger proportion than in most other states. Probably about one-fifth of the amount ■^Acts of 1897, chapter 500. 142 STREET AND ELECTRIC RAILWAYS. paid represents the commutation of the requirement to pave and care for the street surface occupied. The state laws of Massachusetts do not authorize municipal ownership of street railways. The subwaj^ in Boston/ however, was constructed and is owned by the city. It is leased to the Boston Elevated Railway Company for twenty years at a rental equal to 4:^ per cent on the city's investment. The railway company has sought to secure the right to construct and own other subways, but the city has insisted on retaining its control and has defeated the proposed legislation. It is expected that the city will accordingly construct the other proposed subways and lease them. Michigan. — In the cities of Michigan a vote of two- thirds of aJl the aldermen is required to grant a fran- chise.^ In one or two cases in Detroit an unofficial vote of the people has been taken on franchise ques- tions. Such a vote, according to a letter from the mayor's secretary, "was supposed to have a moral effect upon the aldermen." In fact, a recent ordinance of the city requires that future franchises shall be sub- mitted to popular vote, if demanded by 18 members of the city council or by 5 per cent of the voters; but such a vote is purely advisory. For interurban railways the consent of two-thirds of the owners of property abutting on the roadbed is required,' but there is no such provision for urban railways. Corporate charters of street railway companies under the general state law are limited to thirty years, and the charter may be amended or repealed by the legislature.* There is no state restriction on the duration of local franchise grants, but most of the franchises are for the period of thirty years. Several companies, however, report part or all of their franchises as having a shorter duration. In Detroit the policy in recent years has been to grant franchises for track extensions only until the date of expiration of the franchise for the main system. As to the question of fares the state law merely pro- vides that there shall be no revocation during the term of its franchise of rights once granted a street railway.'^ About 40 miles of track were constructed by the Detroit Street Railway Company under a franchise granted about 1896 which required that 8 tickets be sold for 25 cents. The older company for a time met the compe- tition of this new railway by a 3-cent fare. Finally a combination of the two companies was effected and the fare on the older lines was raised again to 5 cents (except at rush hours, when tickets sold at the rate of 6 for 25 cents may be used). The city attempted to fix the fares on all lines at 3 cents, but its right to do so ' For description of this subway, see page 37. ^Compiled Laws of Michigan, section 3111. ' Public Acts of 1901, chapter 238. ■• Compiled Laws, section 6436. *Ibid., section 6447. was denied by the courts. In several of the smaller cities of Michigan the local franchise ordinances require tickets to be sold at a reduced rate, usually 6 for 25 cents. In the absence of any state provision in regard to special compensation to cities, the requirements depend wholly on local franchise ordinances. No special pay- ment for franchise privileges, aside from ordinary taxes, is required in Grand Rapids or Saginaw. In Detroit the lines of the Detroit Street Railway Company were not only not required to pay any special taxes on earnings, but they were not even required to pave and maintain the surface between the tracks. Several of the other franchises in Detroit require the payment of from 1 to 2^ per cent of the gross receipts, the leading lines pay- ing 2 per cent. The total amount received by the city of Detroit from this source in 1902 was $30,823. In 1899 a law was passed authorizing Detroit to con- struct or acquire and to operate street railways, but this act was held invalid by reason of the clause in the constitution prohibiting the state or its subdivisions from taking part in works of internal improvement. A movement is now on foot to secure an amendment to the constitution which shall permit municipal ownership of street railways." Minnesota. — In the legislation of Minnesota the only provision of importance as to the method of granting franchises is in the new charter of St. Paul, adopted in 1900, which requires a three-fourths vote of each body of the city council. All corporate charters are limited to fifty years, but with provision for renewal; they may be amended or repealed by the legislature. The general state laws do not limit the duration of local franchises, but the new St. Paul charter restricts the duration of street railway franchises to twenty -five years. Several of the earlier franchises in St. Paul and Minneapolis are perpetualy and most of the others throughout the state are for fifty 5'ears. The general laws of Minnesota contain no provisions as to fares or as to special compensation for franchises. The new charter of St. Paul requires railways hereafter authorized to pay at least 5 per cent of the gross re- ceipts to the city; but nothing is received by the city at present, the existing lines operating under old franchises. As far back as 1893 the Minnesota legislature enacted a law permitting any city or village at the expiration of five years from the time of granting a franchise to any public service corporation, or at the expiration of any five-year period thereafter, to buy out the plant at an appraised valuation. The approving vote of two- thirds of the electors voting thereon is required to authorize such a purchase.' No action has yet been taken by any city under this law. -"Proceedings of Detroit Conference of National Municipal League, 1903, page 136. ' Statutes of Minnesota, 1894, section 2592. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 143 Missouri.- — The state constitution of Missouri pro- hibits the legislature from granting the right to use the streets of a city without the consent of the local authorities.' A law of 1899 requires, before the grant- ing of a franchise, a petition of the owners of more than half of the frontage on streets which are to be occupied by the street railway;^ this provision formerly existed only for certain classes of cities. A general law also permits the local authorities in cities of more than 100,000 inhabitants to require competitive bidding for franchises, but this method has not heretofore been pursued, at least in St. Louis or St. Joseph.^ There is no state provision on the subject of duration of corporate charters or franchises. The actual fran- chises reported vary greatlj^ in duration, even within the city of St. Louis. The most common period is fifty years, but several franchises are for twenty years only; none are perpetual. Cities of more than 100,000 inhabitants, designated by Missouri laws as first-class cities, are given the con- tinuous right to regulate fares on railways now built or hereafter to be built.* Other classes of cities are not given this power. In St. Joseph the street railway is required to sell 100 tickets for |4. The law for cities of the first class permits them to impose, at the time of granting the franchise, taxes on passengers, cars, or gross receipts. Other classes of cities are granted authority to levy license fees on cars.^ Various requirements of percentage payments exist in St. Louis franchises. According to the report of the mayor, the ordinarj^ tax receipts from street railway property were supplemented, in the census year, by $105,858 from special percentage taxes, and by $24,750 from car license fees, at $25 per car. New Je)-sey.—The general law of New Jersey pro- vides that no company may be permitted to construct street railways without the consent of the local authori- ties and of the owners of one-half of the street frontage affected. ° The state law contains no restriction on the subject of duration of franchises. Seventeen companies report that all of their franchises are perpetual, and several others report that a part of their franchises are per- petual. Some companies, however, have franchises limited to periods varjdng from thirty -five to ninety- nine years. The state laws do not regulate fares, and the prevail- ing limit fixed by local franchises is 5 cents. By a state law any city of over 100,000 inhabitants may impose license taxes on street railways for the pur- pose of regulation, but not for the purpose of taxation or for the purpose of preventing the use of the fran- chise. This law, however, does not hinder a city from 'Article xii, section 20. ^ Lawa of Missouri, 1899, page 105. 'Revised Statutes, 1899, section 5438. *Ibid., 1899, section 5439. *Ibid., 1899, sections 5438, 5508, 5857, and 5978. « General Statutes of New Jersey, 1895, pages 3231 and 3247. making such requirements as it sees fit when it first grants the franchise. In Newark the street railway companies are required to pay 5 per cent of their gross receipts and a license fee of $10 per car. The receipts from street railways, aside from ordinary taxes, were $86,797 in the census year. In Paterson there is a special payment of 2^ per cent of the gross receipts, which amounted to $14,636 in the census j^ear. JVew York. — A constitutional amendment in New York, passed in 1875, provides that no surface or ele- vated railway may be constructed in the public streets without the consent of the local authorities and of the owners of one-half, in value, of the abutting property. If such consent be refused, an appeal may be taken to the courts, which are required to investigate through three commissioners the public necessity of the railway.'' By statute the consent of the owners of two-thirds, in value, of the abutting property is required for construct- ing a railway in an unincorporated town.* By other laws, originally enacted in 1884 and applying only to New York citj'^, but since extended to all cities of over 50,000 inhabitants, street railwaj'' franchises must be sold, by competitive bidding, to the corporation offer- ing the highest percentage of gross receipts.' By the New York city charter '" it is further provided that no franchise grant of any sort shall be made except on terms deemed satisfactory by the board of estimate and apportionment, a small body composed mainly of exec- utive officers, which has the chief control over the finances. The board is directed to make careful in- quiry as to the value of the proposed privileges, and is supposed thus to supplement competition bj^ careful bargaining. A vote of three-fourths of the members of the board of aldermen is also required. In cities of the second class, with from 60,000 to 250,000 inhabit- ants, the approval of a similar board of estimate and apportionment must be given subsequent to the auction sale. Under the street railway law there is no general re- striction on the duration of charters or franchises, but charters may be amended or repealed at any time by the legislature. By the New York city charter no franchise for any public utility shall be for a longer period than twent3'-five years, but it ma}^ contain a pro- vision for renewal, for not to exceed twenty -five years, upon a fair revaluation (section 73). In cities of the second class — from 50,000 to 250,000 inhabitants — fran- chises are limited to fifty years (section 19). The more important franchises in most of the cities of the state, including New York city, are perpetual, having been granted before the passage of restrictive laws. Seventy companies report that all of their franchises are per- petual, and others report that part of their franchises ' See Constitution of 1895, article iii, section 18. * Railroad Law of New York, section 91. ' Railroad Law, section 93; charter of second-class cities, Laws of 1898, chapter 182, section 19. " Laws of 1901, chapter 466, section 74. 144 STREET AND ELECTRIC RAILWAYS. are perpetual. There are, however, a considerable number of limited franchises, usually ranging in dura- tion from fifty to ninety-nine years, with a few of nine hundred and ninety-nine years' duration. A general law, enacted in 1884 and applying to all railways constructed after the passage of the act, limits fares to 5 cents for any distance which can be reached by the cars of a single company within the limits of a single city or village. This is held to require practi- callj' unlimited transfer privileges over the lines oper- ated by a single company, including the lines which it holds under lease. ^ The right of the state legislature to revise fares on street railways constructed 'after 1884 is expressly reserved by the law. Local franchise ordi- nances in several small towns have required tickets to be sold at reduced rates, usually 6 for 25 cents, but Syracuse is the only large city in which a fare lower than 6 cents is required. The law of 1884, which con- tained the provision for competitive bidding on fran- chise grants, also provided that in any city of more than 1,200,000 inhabitants, all surface railways there- after constructed should pay to the city a minimum of 3 per cent of their gross receipts during the first five years and 5 per cent thereafter. Moreover, the gen- eral railroad law provides that other cities and villages may, in granting franchises, require an annual percentage payment, not to exceed 3 per cent of the gross receipts. ^ In New York city a few railway franchises dating back of 1884 require small annual payments to the city, but many of the most important lines are free from such requirements. In the franchises granted since 1884 the minimum percentage required by law has sel- dom been exceeded through competitive bids, though there are a few instances in which the percentage secured in this way is from one-fourth of 1 per cent to 1 per cent above the statutory minimum, and one in which it is 3 per cent above that minimum. The board of estimate and apportionment has of late favored the pol- icy of demanding a percentage increasing from time to time. Thus the franchises for two extensions on Man- hattan Island, granted in 1899, required the payment of 4 per cent of the gross receipts during the first five years, 6 per cent during the next five years, 8 per cent during the next five years, and 10 per cent during the remaining ten years of the grant." New York city also levies a license fee, usually of |50, on cars; but some companies are exempt or have lower rates by the terms of their franchises. The total payments by street rail- way companies to New York city, aside from ordinary taxes, amounted to $422,177 in 1902.' In Rochester the street railway company pays 1 per cent of its gross receipts to the city, the revenue from this source, together with a small car license fee, being 'Railroad Law, section 101; see also page 42. ■^ Ibid., section 95, as amended. " ilyers, in Municipal Affairs, March, 1900, pages 155 and 157. 'Annual Report of Comptroller of New York, 1902. about $30,000 a year. In Buffalo the leading company at present pays 3 per cent of the gross receipts. For- merly one of the leading companies was subject to no such requirement, but it combined with another company which under the plan of competitive bidding bad agreed to pay 13i per cent of its receipts to the city. A com- promise was made with the city by which 3 per cent should be paid on the receipts of the consolidated sys- tem. The total payments to the city from this source in the census year were $85,851.^ In Utica, Bingham- ton, and Albany no special payment of any importance is made to the city by the street railway companies. An important state law of 1899° requires that the value of " special franchises," including therewith as a single unit the tangible property so far as it occupies public streets and places, shall be assessed to its full amount by the state board of tax commissioners. The assessment is then reported to the local authorities, and the ordinary tax is collected on this basis. Under this law the assessment of street railway companies, particu- larly in New York city, has been greatly increased. The constitutionality of the law has been upheld by the New York courts. The charter of New York city (sections 71 and 73) declares that the rights of the city in its streets and public places are inalienable. Every franchise for a public sei'vice enterprise maj^ provide that at its expira- tion the plant shall become the property of the city, either without payment or at an appraised valuation, which shall not include any allowance for the value of the franchise itself. The city may then either operate the plant directly or lease it for not more than twenty years, after competitive bidding. The new subway in New York city is owned by the city and leased to an operating company under conditions more fully set forth on page 135. Ohio. — By a general state law of Ohio franchises for street railways may be granted only with the consent of the owners of more than one-half of the frontage of the streets to be occupied. Moreover, franchises must be sold by public competitive bidding to the corporation offering to make the lowest fares.' The general law (with an exception for a limited class of cities) restricts the duration of local franchises to twenty-five years, without special provision regarding renewal.' Of the 63 companies reporting on this sub- ject, 41 have all of their franchises limited to twenty- five years, and several others hold part of their system under franchises so limited. A few franchises, dating from an earlier time, are perpetual, and a few others are restricted to other periods of time than the present statutory limit. ' Letter from Mayor; see also Massachusetts Report, page 115. "Laws of 1899, chapter 712. 'Revised Statutes of Ohio, sections 2501 and 2502; repeated in New General Municipal Code, Laws of Ohio, special session, 1902, pages 31 and 32. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 145 In 1896 a special act was passed which permitted existing companies in any city to consolidate, and which authorized the city governments in such cases to extend the franchises for fifty years. The terms with regard to fares which should be imposed by the city at the time of such extension were to remain unchanged for twenty years. At the end of the twenty-year period, and again fifteen years later , the city was to have the right to alter the rates of fare. The railway companies of Cincinnati, in whose interest principally the law was passed, consolidated and received an extension of their franchises for fifty years. The act was repealed in 1898, and it has recently been declared unconstitutional by the superior court of Cincinnati. The case is still pending, however, before the state supreme court.' The franchise of the Peoples Railway Company of Cleve- land, granted in 1902, but held invalid by the courts, authorized the city to take possession of the railway at any time on payment of ,10 per cent more than the actual structural value. The provision that franchises shall be granted in every case to the corporation offering the lowest fares, together with the general feeling of the people in Ohio on this subject, has resulted in the introduction of important limitations in the matter of fares in a number of recent franchise grants. In Columbus the franchise of the Columbus Railway Company, which, in 1901, was extended for twenty-five years, requires that 7 tickets shall be sold for 25 cents, until such time as the gross receipts of the company may reach 11,750,000, when 8 tickets must be sold for 25 cents. The new Central Market Street Railway in the same city is required to sell 7 tickets for 25 cents, and also to pay 2 per cent of its gross receipts to the city. In both cases universal transfers on both cash fares and tickets are required for the lines of the single company, while for a 5-cent fare the passenger must be given a transfer to the lines of the other company. ^ In many of the smaller cities of the state local franchise ordinances have required the companies to sell 6, and in a few cases 7, tickets for 25 cents. The subject of street railway fares has been a matter of much agitation in Cleveland during recent years. In 1902 a franchise was granted to the Peoples Railway Company to construct certain lines on which a 3-cent fare was to be charged. This franchise covered part of a much more extended system which had been planned by the city, and which was to be restricted to the same fare throughout. This franchise was, however, held invalid by the courts because of technical errors. In September, 1903, another franchise was granted to the Peoples Railway Company, also subject to the require- ment of a 3-cent fare, but construction has not yet 'See street railway section of -Commercial and Financial Chron- icle, November 14, 1903, page 1918. ' Annual Eeport of City Clerk of Columbus, 1901, pages 22, 23, 43, and 44. begun. The city authorities of (Cleveland had pre- viously sought to compel the two existing companies to reduce their fare to 3 cents, but in 1904, after protracted litigation, the United States Supreme Court held that the city could not modify the terms of the original grants. Pending the final decision of the court, the two companies consolidated and voluntarily began to sell 6 tickets for 25 cents and to give universal trans- fers. In 1904, however, the consolidated company raised the price of tickets to 11 for 50 cents, and re- stricted the transfer privilege somewhat. Various pro- posals for a zone system of charges have been made, but no agreement could be reached between the city and the company. The subject of fares is therefore still an unsettled one in Cleveland. In Cincinnati the exten- sion franchise of 1896, now under litigation, permitted a 5-cent fare for the first twenty years. The general law in Ohio authorizes municipalities to levy car license fees, and a recent enactment permits them to agree with any street railway company now paying such fees to substitute therefor a percentage of gross receipts.' In Cleveland a car license fee of $10 is imposed, but there is no other requirement of com- pensation at present. As indicated by the franchise in Columbus, above mentioned, it is feasible under the state law to require a percentage of gross receipts at the time of granting the franchise, notwithstanding the fact that the form of competition provided by law has to do with rates of fare. In Cincinnati the new fran- chise of 1896 required the railway company to pay 6 per cent of its gross receipts to the city, and the revenue derived from this source is about $200,000 a year. No special payment aside from ordinary taxes is received from the street I'ailway companies in Springfield, Can- ton, Toledo, or other cities from which reports were received. Oregon. — There is no general law in Oregon regard- ing the method of granting local franchises. The new charter of Portland, prepared by a local board and adopted by popular vote in 1902, provides that any ordinance granting a franchise or leasing public prop- erty for a period of five years or more must, on petition of 15 per cent of the voters, be submitted to popular vote.' The state laws do not place any general restriction on the duration of franchises. All of the franchises re- ported to the Bureau of the Census are limited, the most common period being thirty years. The new Portland charter (sections 95 and 96) restricts all future franchise grants to twenty -five years. At the expiration of this time the city may elect to take over the property at an appraised valuation, which shall not include the value of the franchise itself, or it rasij renew the grant to the same corporation or transfer it to any other company ^ Laws of Ohio, 1902, page 502. * Charter of Portland, section 108. 146 STREET AND ELECTRIC RAILWAYS. oflfering better terms. If the grant is to a new company the grantee must purchase the plant at an appraised valuation. No general provisions regarding fares appear in the state laws of Oregon. The two companies in Portland are allowed, by their franchise ordinances, to charge 5 cents. Neither the general laws nor the new charter of Port- land contain provisions regarding special compensation for street railway or other franchises. The Portland charter, however, declares that the value of franchises is to be assessed for the general property tax, and it requires all franchise holders to make detailed reports of their business to the city authorities. Shortly be- fore the adoption of the new charter in Portland the city council extended the franchises of the two princi- pal street railway companies for a period of thirty years. In addition to the various requirements regard- ing the paving of streets and the construction and main- tenance of bridges, the city provided that the Portland Railway Company should pay $1,000 yearly for the first five years, and that the rate of compensation should in- crease gradually until it becomes $5,000 yearly for the last five years of the grant. In the case of the City and Suburban Railway Company the rate of compensation was fixed at $3,000 yearly for the first five years, and the rate is to increase up to $12,000 yearly for the last five years. The new Portland charter, as above indicated, per- mits the city to take over a street railway or other public utility at the expiration of its franchise. To do so, however, requires the approval of a popular vote. The question whether the city shall acquire the plant must be submitted to vote, if demanded by petition of 15 per cent of the electors. If the city takes over the property it may either operate it directly or, lease it for not more than twenty-five years, or it may at any later time sell the property and franchise to the highest bidder (sections 95 and 96). Pennsylvania. — The state law contains no provisions regarding the method of granting franchises beyond a requirement that the consent of the local authorities shall be obtained before a street railway is constructed in the public streets or highways. The usual practice of city councils, as reported by the mayors of leading cities, is merely to pass an ordinance on the subject in the same manner as they pass other ordinances. The state law imposes no restriction as to the duration of charters or franchises, but the constitution gives the legislature the right to amend or repeal the charters of all corporations. Of the 98 companies reporting, 75 have perpetual franchises for all their lines and several others have perpetual franchises for part of their lines. Of the other companies reporting, 9 have franchises for nine hundred and ninety-nine years and only 3 report limits as short as fifty years. All franchises in Phila- delphia are perpetual, even those most recentlj' granted. The state laws do not regulate fares. In most local franchises the restrictions on fares present no peculiar features, although in a considerable number of the smaller cities and towns the local franchise grants have required tickets to be sold, usually at the rate of 6 for 25 cents. The recent franchises for elevated, subway, and surface lines in Philadelphia, which in respect to fares closely resemble those for the many earlier lines, merely provide that the fare for a continuous ride shall not exceed 5 cents within the city limits, no provisions regarding transfers being inserted. ' As to special compensation the state law merely pro- vides that cities of the second and third classes may levy license fees on street cars, and that companies in Philadelphia must pay a license fee of $50 per car, which may not be increased by the city authorities in case of companies already chartered at the time the statute was passed.^ The state itself levies somewhat heavy taxes on the stocks and bonds of street railways and on their gross receipts. In Philadelphia, by virtue of the terms of the various franchise grants rather than by general law, most, if not all, street railway com- panies are required to pay a tax of 5 per cent upon all dividends in excess of 6 per cent. This provision, for example, is found in the important new franchises granted in 1901. As there is no restriction upon capi- talization, this requirement is easily obviated by stock dividends, etc. , and hence does not result in much reve- nue. The car license fees are, however, a somewhat important source of income to the city, amounting to about $100,000 in the census year. When, about 1892, the street railway companies of Philadelphia desired to change from animal power to electric traction, the city seized the opportunity to re- quire them to pave the entire street surface in the streets occupied and to maintain the pavement in the future. The same provisions were inserted in the new franchises of surface lines granted in 1901. This requirement con- stitutes virtually a greater compensation to the city than the percentages on gross receipts required in most cities where the street railway company paves only the space between its tracks. The Philadelphia railways have expended several millions of dollars in paving streets, and their annual expenses for maintenance are quite large. The total payments of the Union Traction Company, of Philadelphia, to the state and local authorities, including the expense of maintaining the pavements, have averaged about 7 per cent of its gross receipts during the past three fiscal years. The direct payments for new paving have been made largely out of capital, and the interest on such expenditure is not included in computing this 7 per cent.^ Car licenses or pole licenses of moderate amount ^In regard to transfers on existing lines in Philadelphia, see page 42. ''Public Laws of Pennsylvania, 1868, chapter 849; 1901, chapter 20, article 19, section 3; 1901, chapter 224. ^See Massachusetts Report, pages 128 and 129. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 147 are required in a few other cities of Pennsylvania, but aside from these there is little or no payment to the local authorities in addition to the ordinary taxes. Thus there are no special payments, aside from such licenses, in Allentown, Easton, Erie, Pittsburg, Read- ing, and Seranton. In Harrisburg the street railway company is required to pay 3 per cent of its gross receipts, the revenue to the city from this source being about $2,900 yearly. Rhode Islomd. — By the state constitution of Rhode Island' street railway charters can be granted only by special acts of the state legislature. In some cases the legislature has also granted the right to use streets, without action of the local authorities; but in other instances — as, for example, in the charter of the Rhode Island Suburban Railway Company — the consent of the local governments has been required, and local self- governing bodies have been permitted to impose reason- able rules and regulations.^ The general state laws are entirely silent as to the duration of franchises. According to the reports of the companies, 6 of the 8 have perpetual franchises. The Union Railroad Company, which includes a large proportion of the total trackage in the state, was in 1892 granted by the state legislature a twenty -year ex- tension of its franchises, with exclusive authority to operate in Providence. The franchise of the railway company in Woonsocket has been limited by the city council to twenty years. The Rhode Island legislature in 1898 passed a very peculiar statute. It applies only to those street railway companies which may indicate their written consent thereto, but in case of consent it becomes binding as be- tween the state and such assenting company, and its terms are not subject to amendment or repeal without the con- sent of the company. , The law imposes a tax for state purposes of 1 per cent upon the gross earnings of assent- ing companies whose dividends do not exceed 8 per cent on the par value of their capital stock. If the dividends exceed 8 per cent an additional amount equal to such excess also goes to the state as a tax. The issue of capital stock requires the approval of the state rail- road commissioner. Companies accepting this act are to have their existing franchises and rights guaranteed in perpetuity regardless of the limits prescribed in their present charters or franchises. Cities and towns are specifically denied the authority to require the removal of the tracks of these assenting companies except for police reasons, and in such cases a substitute location must be provided. The companies assenting, however, are bound to continue to make any payment which they are now making to the local governments, even after the expiration of the existing franchise, unless a new agreement shall be made increasing the obligations of 'Article IX of Amendments, section 1. 'Acts and Eeaolves of Rhode Island, May, 1899, page 30. the railway. This last provision seems quite valueless, since no additional requirement could apparently be exacted by the local authorities except as a condition for the granting of additional privileges." The law of Rhode Island regarding the issue of trans- fers is summarized on page 43. There is no general law regarding fares, and the special laws and franchises contain no unusual provisions on this subject. The state law regarding the Union Railroad Company requires it at present to pay 5 per cent of its gross re- ceipts — only the receipts within the city itself — to Provi- dence.' This payment in the census year amounted to $66,195. In Woonsocket the local franchise requires the payment of 3 per cent of the gross receipts, and the city received $1,631 from this source in the census year.* Virginia. — The new constitution of Virginia (1902, section 125), and a statute since passed in accordance therewith, require all future grants of municipal fran- chises to be made by competitive bidding. The franchise must be awarded to the highest responsible bidder, unless, in the opinion of the majority of the members elected to the city council, the public interests will be better served by awarding it to some other bidder, in which case the reason for doing so must be stated in the body of the ordinance. The city may reject all bids.'* By the new constitution and statute* the duration of future franchises, as well as of leases of public property, is restricted to thirty years. The law requires that every franchise shall provide in advance that at the expiration of the thirty-year period the plant shall become the property of the city, either without com- pensation or on payment of the appraised valuation exclusive of any allowance for the franchise. A con- siderable number of earlier street I'ailway franchises in Virginia are perpetual, but the greater number are limited to periods ranging from thirty to fifty-six years. There is no state law on the subject of fares. In Richmond, Norfolk, Danville, and most of the other cities, however, the local franchises require the street railways to sell 6 tickets for 25 cents. The new constitu- tion of the state declares that "the right of the com- monwealth, through such instrumentalities as it may select, to fix and regulate the charges of public service corporations shall never be surrendered or abridged " (section 164). Aside from the requirement of competitive bidding on franchise grants, the state law makes no provision for special compensation to cities. As in other South- ern states, however, the local governments are author- ized to levy license taxes. In Richmond there are no car licenses, but the franchise of the leading railway system requires 5 per cent of the gross receipts to be ' Public Laws of Rhode Island, 1898, chapter 580. * Massachusetts Report, page 130. ^ Acts of Assembly, extra session, 1902-3, pages 426, 427. "Ibid., page 425. 148 STREET AND ELECTRIC RAILWAYS. paid to the city.' The revenue from this source in the census year was $28,121. In Norfolk the franchise of the leading company, dating from 1888, restricted the license taxes on cars for ten years to certain rates, but left the license system thereafter to the discretion of the city. The city now levies on all companies a license tax of 4 per cent of their gross earnings, the revenue from this source in the census year amounting to $12,671. Washington. — The state law of Washington merely provides that at least 5 members of a city council must vote for a local franchise. The low-fixed number is perhaps explained by the fact that several of the city councils have only 7 members. The practice in Seattle, apparently adopted on the initiative of the city merely, is to sell street railway franchises by competitive bid- ding to the person or corporation offering to pay the city the highest percentage of the gross receipts. The state law limits the charters of corporations to fifty years, and they may be amended or repealed by the legislature. There is no general restriction on the duration of local franchise grants. One perpetual franchise is reported, but most of the franchises are limited to from twenty-five to fifty years. The general laws of Washington do not regulate fares, but by local franchises they are ordinarily limited to 5 cents. In Seattle, by the local ordinances, street railways are required to pay 2 per cent of their gross receipts to the city, this minimum being fixed when the fran- chise is opened to competition. The revenue from this source is approximately |20,000 yearly. Spokane and Olympia require no special payment of any importance. By an act of 1899 municipalities are authorized to construct, purchase, or obtain by condemnation street railways or other public service enterprises, but no detailed provision is made as to the method of acquir- ing such public ownership.^ West Virginia. — There is no general law in West Virginia regarding street railway franchises. Each city is governed by a separate charter. The new char- ter of Parkersburg requires future franchise grants to be submitted to referendum vote, if demanded by one- fifth of the qualified voters. It further provides that franchises shall be sold to the person or corporation offering the highest compensation to the city, or the lowest fares.'' Corporate charters of all classes are limited to fifty ' See Massachusetts Eeport, page 132. ^ La\\-8 of ^^'ashingtoIl, 1899, chapter 128. ' Acts of West Virginia, 1903, chapter 66, section 84. years, but there is no general law restricting the dui-a- tion of local franchises. The new charter of Parkersburg limits all franchises to thirty years. It further declares that no grant for an extension of a street railway hereafter constructed shall be made for a period exceeding the duration of the origi- nal franchise. At the expiration of the franchise, the grantee may be required to sell the property to the city at its appraised valuation independent of its earn- ing capacitor. Several of the franchises reported from West Virginia are perpetual, while others are limited to from twenty to fifty years. The Parkersburg charter provides that no future franchise shall be granted without an annual payment to the city, but it contains no further details as to amount or basis of payment. The franchise recently given by Wheeling for a period of fifty years to the City Railway Company requires the payment of $300 per mile of line for the first twenty years, and $1,000 per mile for the last thirty years of the grant. This fran- chise also provides that the street railway shall be operated exclusively by union labor. Wisconsin. — The general state laws of Wisconsin do not contain any provisions regarding the manner of granting franchises. Though the state law contains no restriction on the duration of local franchises, most of those reported are for shorter periods than fifty years, several are for exactly fifty years, and only one is perpetual. The state law contains no provision regarding fares. In Milwaukee the companies are required by the terms of their franchises to sell 6 tickets for 25 cents or 25 tickets for $1, and similar provisions are found in the franchises granted by several other cities. The general state law regarding street railway com- panies provides that the local authorities may prescribe the payment of license fees. Neither Milwaukee nor La Crosse, however, requires such payment. The law further provides that in lieu of taxes on property, street railway companies shall pay to the local authori- ties 2 per cent of their gross receipts if the receipts are less than $500,000 per year, and 4 per cent if they are more than $500,000.* This constitutes a lighter tax than street railway companies in many other states pay on their property. In La Crosse the company is re- quired by the local franchise to pay 3 per cent of its gross receipts even though they are less than $500,000, but in Milwaukee nothing is paid beyond the 4 per cent provided in the state law. * Laws of Wisconsin, 1899, chapter 354, amending earher statutes which imposed taxes at other rates. CHAPTER X. STREET RAILWAYS IN EUROPEAN COUNTRIES. I. UNITED KINGDOM.^ Comparison with the United States. — The statistics of street-railways, or tramwaj's, as they are called in Great Britain, which are published annually, cover practically only urban lines. In addition to these, there are a few interurban electric railways, built under what is known as the light-railways act, the returns for which are included with those of steam railways. Table 81 shows for the years 1902, 1901, and 1898 the leading statistics of the tramwaj^s of the United King- dom. The figures include onlj- the surface railways. Table 81. — Trackage, traffic, and financial statistics of tramways iu. the United Kingdom: 1902, 1901, and 1898. [House of Commons Papers, "Returns of street and Road Tramways, "1902,page 2.] 1902 1901 1898 Length of line (first main track), miles 1 1, 484 $153,597,772 1,394,452,983 3939,668 $32,504,770 $23,446,179 72.1 7,752 24, 120 388 $31,465,889 80.0226 145,127,428 9.61 80.224 80.162 1,305 $130,417,445 1,198,226,768 918, 181 $29,009,508 822,021,784 75.9 7,184 34, 422 527 1,064 Capital invested ^ $80, 262, 547 Number of passengers Passengers per mile of line 858,485,542 806, 847 Gross earnings $22,191,863 Operating expenses and taxes Ratio of operating expenses and taxes to gross eamings.percentage. Number of cars $17,071,171 76.9 5,335 Number of horses 38, 777 Number of steam locomotives Passenger receipts 689 Average fare per passenger Car mileage Passengers per car mile. .. .. Gross earnings per car mile Operating expenses per car mile ^ Additional trackage of double tracked railways, exclusive of sidings and switches, 852.7 miles, 2 Includes expenditure for construction on lines not yet in operation. "Passengers per mile of track, exclusive of sidings and switches, 596,762. The table indicates that the development is much less marked in the United Kingdom than in the United States. The total length of track in the United King- dom in 1902 was 2,336.7 miles, exclusive of sidings and switches, or presumabh' about 2,400 miles if these be included. This is approximately one-ninth of the mile- age in the United States. The number of fare passen- gers carried by the British tramways during 1902 was 1,394,452,983, as compared with more than 4,774,211,904 in the United States. To the British statistics, how- ever, should properly be added the number of passen- ' House of Commons Papers, ways," 1902. 'Eeturnsof Street and RoadTram- 1165—05- -11 gers carried on the four underground railways in London and on the elevated railway in Liverpool. These ag- gregated 192,377,288 in 1902, making a grand total of 1,586,830,271, or one-third of the number in the United States. The passengers carried by the omnibuses in London, where surface railways are not permitted in the central portion of the city, number nearly 300,000,000 per year. In judging of the relative importance of street railway traiBc in the two countries the number of urban inhab- itants must be taken into account. The total population of the United Kingdom in 1901 was 41,607,552, and the average number of rides on the tramways, underground, and elevated railways was 38 per capita, as compared with 63 in the United States. But the population liv- ing in urban communities of more than 3,000 inhabitants in England and Wales and in urban communities of more than 2,000 inhabitants in Scotland and Ireland numbered 29,144,726, the proportion of urban to total population being much greater than in the United States. The number of street railway rides per urban inhabitant is thus 54, as compared with 168 rides per inhabitant of urban communities of more than 4,000 population in the United States. It may be roughly estimated from the statistics of population in incorporated places of from 2,500 to 4,000 inhabitants, that if urban com- munities of 8,000 to 4,000 were included in the compu- tation of the American ratio it would be reduced to about 160 rides per inhabitant. Such a comparison is necessarily imperfect in many respects, but it gives some idea of the relative development of street railways in the two countries. The street railway business in the United Kingdom, however, has grown with enormous rapidity during recent years. In 1890 the number of passengers car- ried on the tramways proper was 526,869,328, the traffic in 1902 thus being more than two and one-half times as great as in 1890. During the four years from 1898 to 1902 the length of line (first main track) of the tram- ways in the United Kingdom increased about 40 per cent, and the number of passengers on the tramways increased more than 60 per cent. This development has been coincident with a rapid substitution of electric for animal and steam traction, the extent of change be- ing indicated ox\\\ in part by the figures of the table showing the decrease in the number of horses and of (149) 150 STREET AND ELECTRIC RAILWAYS. steam locomotives. In 1902, 871 of the 1,484 miles of line were operated exclusively by electricity; 384 mile.s by animal power; 156 miles by steam; 25 miles by cable; 10 miles by gas motors; and 38 miles by more than one kind of power. The wide difference between the conditions of street railwa}^ operation in Great Britain and in the United States is sharply indicated by the comparison of the car mileage with the nmuber of passengers. The average number of passengers per car mile on the British tramways in 1902 was 9.61, while the corre- sponding ratio in the United States was only 4.26. This difference probably is not due to greater crowding of cars in the British cities, nor probably is it due in any considerable measure to the use of larger cars, although many of the British cars are double decked. The chief reason for the difference in the number of passengers per car mile is the fact that the distances . traveled by passengers in the United Kingdom average much less than in the United States. Because of this difference in the length of 'journeys it is scarcely proper to compare street railway fares in the two countries. The receipts fi'om passengers in the United Kingdom in 1902 represent an average fare of 2.26 cents. In practically all English cities street rail- way fares are graded according to the distance traveled. It is unjust to compare either the minimum or the maximum fare in such a case with the uniform fare, regardless of distance, prevailing in American cities. Pi'obably the lowest scale of fares in Great Britain is found in Glasgow. In that city the lowest rate of fai'e is 1 cent (i penny), the average length of the permissible trips at that charge being reported as 0.58 mile. For 2 cents one may ride an average of 2.29 miles; for 4 cents, an average distance of 4.6 miles; for 6 cents, an average of 6.84 miles. The maximum fare is 7 cents. The average fare for all rides in Glasgow in 1902 was about 1.8 cents.' The average gross receipts per car mile for the British tramways, 22.4 cents, are almost exactly the same as the receipts per car mile in the United States. This fact, in conjunction with the fact that the average fare per passenger is so much lower in the United Kingdom than in this country, is another indication of the rela- tive shortness of the rides in the United Kingdom. The ratio of operating expenses to operating receipts for the tramways of the United Kingdom in 1902 was 72.1 per cent. The British statistics include taxes with operating expenses. If taxes be so included in the sta- tistics for the United States, the ratio of operating ex- penses to operating eai-nings becomes 62.8 per cent. 3I'a.iiivipal ownerfihip. — All of the street railways in Great Britain, up to a few years ago, were operated by ' See paper of Robert Donald, Street Railway Journal, January 3, 1903. private corporations, most of which had been organized under an act of 1870, which limited the duration of franchises for the use of the streets to twenty -one years. This act permitted the cities at the expiration of the grants to take over the railways on payment of their appraised value, exclusive of any allowance for the franchise. The shortness of the franchise term doubt- less served to hamper the developnient of the business, as very few of the companies with limited franchises were willing to introduce electric traction, although electricity had already proved its advantages in the United States. Some of the municipalities, however, granted extensions of franchises on condition of install- ing electric traction. Many of these early franchises have expired during recent 3-ears, and in most cases the cities have acquired the plants and have adopted the policj"^ of direct municipal operation. The cities doing so, in most instances, undertook at once a thorough renovation of the system and the introduction of electric power. In 1902, of the tramwaj' systems in the United King- dom 118 with 885.5 miles of track were owned by the local authorities, as compared with 115 tramways hav- ing 598.5 miles of track owned by private corporations. A few of the publicly owned railways are now operated by private companies under lease, but much the greater number of them are operated by the local authorities directly. The London county council operates part of the lines which it owns and leases others, while there is a considerable amount of trackage in London that is owned by private corporations. The leading system in Manchester is owned and operated by a private corpo- ration, but the city operates the other line. In Birm- ingham the city owns most of the track, but leases it to a company. Nearly all of the remaining cities of more than 200,000 inhabitants in England and Scotland oper- ate their own railways. There are about 15 private companies, including those which hold municipal plants under lease, whose annual earnings exceed £25,000 each, while about 25 municipal plants report earnings exceeding that sum. It is scarcely feasible to pronounce a final judgment as to the success of municipal ownership in Great Brit- ain. Because of the restrictions placed upon private corporations which prevent them from adopting im- proved methods, a comparison of the results of public and private operation in any general way is mis- leading. Indlridual cities. — Table 82 presents the traffic and financial statistics of tramways in the leading cities of the United Kingdom for 1902. The population of the cities is indicated, but in some instances the railways serve also suburban towns, so that the comparison be- tween the population and the trackage and traffic is not altogether exact. STREET RAILWAYS IN EUROPEAN COUNTRIES. 151 Table 82.— TRAFFIC AND FINANCIAL STATISTICS OF TRAMWAYS IN LEADING CITIES OF THE UNITED KINGDOM: 1902. [Compiled from Returns of Street and Road Tramways, House ol Comraonr Papeis, 1902.] By whom oper- ated. Birmingham Bradford Bristol Leeds Leicester Liverpool^... Manchester.. Manchester. . Newcastle - . . Nottingham . Salford Sheffield .... GlasROw Edinburgh .. Edinburgh . Dublin Belfast London^ ... Company main- ly under lease. City Company City City City Company City Citv City City Citv City Company under lease. Company Company Company County council . Company under lease. Three companies Popula- tion, 1901. .12'2, 182 279, 809 828, 842 428,963 211,574 684,947 543,969 214, 803 239, 763 220, 966 380, 717 736, 906 316,479 290, 638 349, 180 6,681,375 Length of line (miles). 27.2 39.6 28.2 37.9 12.1 66.9 27,6 65.7 16.9 13.4 20.9 27.8 63.5 23.6 5.0 47.5 33.2 24.4 64.5 23.6 Power used. Electric and animal. Electric Animal Electric and animal- Animal Electric Animal Electric Animal Animal and electric . Animal Electric and animal. Electric Electric and animal. Animal . Electric . Animal . Animal . Animal . Animal . Number of passengers carried. 47, 536, 078 23,054,400 36, 714, 906 48, 167, 781 10,465,783 106, 024, 728 a 46, 674, 600 23, 590, 288 12, 644, 331 16, 167, 886 23, 099, 643 49, 176, 631 163,678,190 36, 160, 474 7, 127, 383 46, 307, 402 27, 174, 714 119, 880, 659 160,209,697 31, 649, 199 Num- ber of rides per in- habit- ant. 91 82 112 112 49 165 } H 58 67 105 129 222 n 169 78 Car mile- age. 4, 746, 202 2,141,176 5,462,039 4,726,043 911, 414 11, 604, 533 37,483,250 1,831,126 1,166,837 1, 400, 923 2,481,084 3, 791, 993 12, 616, 021 3, 590, 913 439, 929 6,748,638 2,962,910 10,371,866 16, 662, 465 3,092,809 Passen- gers per car mile. 10.0 10.8 6.7 10.2 11.5 9.1 6.2 12.9 10.9 11.5 9.3 13.0 13.0 9.8 16.2 6.9 9.2 11.6 9.6 10.2 EARNIKGS. Gross. $1,248,997 476, 652 1,041,270 1,091,527 224, 769 2, 418, 641 1,930,443 452, 346 275, 984 383, 436 444,311 924, 966 2, 990, 041 807, 289 70, 297 1,206,751 648, 573 2,248,970 3, 782, 312 617, 639 Passenger. SI, 202, 167 467, 476 861, 117 1,074,372 219, 061 2, 388, 089 1,892,860 445,864 275, 984 377, 767 431, 362 923,023 2, 982, 318 788, 144 68, 944 1,161,832 630, 187 2, 137, 995 3,674,407 599, 139 Ratio of Operating expenses expenses [ to earn- and taxes, ings (per- centage). 8939, 458 272, 612 698, 762 696, 639 190, 582 1,620,520 1,385,867 307,908 170,050 200, 422 432,369 600, 779 1,426,600 548, 498 67, 240 665, 216 552, 679 1, 993, 430 '3,737,078 678, 600 75.2 57.3 67.1 03.8 84.8 67.0 71.8 68.1 61.6 52.3 97.3 65.0 47.7 67.9 95.7 55.1 85.2 88.6 ^ Exclusive of two or three suburban lines. 2 Exclusive of elevated railway, which carried 10,466,726 passengers in 1902. ^Includes some omnibus traffic. < Exclusive of omnibus lines and of 4 underground railways, the latter carrying 181,910,662 passenger.? in 1902. 'Includes rental paid to county council; total item of rental, including offices and buildings owned by .private persons, $472,362. This table emphasizes the wide difference between the amount of trackage in British cities and in cities of cor- responding population in the United States. A rough estimate of the track mileage may be obtained by adding from 60 to 75 per cent to the figures showing length of line. The greatest proportion of trackage to popula- tion is found in Dublin, where some suburban lines are included, and in Manchester, Liverpool, Bradford, and Glasgow. The greater number of the large cities in the United Kingdom (aside from London) have between 0.05 and 0.15 miles of line per thousand inhabitants, while, for the leading American cities, the correspond- ing figures range from about 0.20 to 0.60. The number of passengers carried is also decidedly less in proportion to the population served in the United Kingdom than in this country. For most of the cities covered by the table the range is between 75 and 160 rides per capita yearly, as compared with from 200 to 265 in American cities of similar size. The traific is most highh^ developed in Glasgow, where the average number of rides per inhabitant is 222 yearly. In comparing the various tramway enterprises from the standpoint of the ratio of operating expenses to operating earnings, it should be noted that the sums paid by certain private corporations as rental for tracks leased from the municipalities are included with other operating expenses. Thus the North Metropolitan Tramway Company pays for the lines which it leases from the London county council a rental so great, that the net earnings of the company are less than 2 per cent of its gross receipts. The differences in the power used likewise affect the financial results materially. Generally speaking, those cities which have introduced electric traction on an extensive scale seem to show favorable operating results. In Glasgow, which was the first city in Great Britain to undertake municipal operation of street railways, the ratio of operating ex- penses, which include a considerable amount for taxes, to operating earnings is 47.7 per cent. It is impossible here to enter into the merits of the discussion which has been waged as to the correctness of the accounting methods in connection with municipal street railway operation in this or other British cities. The question as to the financial success of public operation in Great Britain is a disputed one, both in that country and in our own. It is difficult to escape the conclusion, how- ever, that many of the municipal railways are operated efficiently and economically. The streets in central London are for the most part so narrow and crowded that the operation of surface cars upon fixed tracks would be practically impossible. The more flexible movements of the omnibus give it an advantage, and the tramways are confined to the outly- ing parts of the city. The limitations on the duration of franchises, together with the uncertainty as to the effect of the competition of new underground railways, have prevented the introduction of electric traction on the London surface tramways. The four underground railways in London furnish a more important means of transportation than the surface tramways, the average ride being much longer on the underground roads. The two steam subways have been in operation for many years, while the two electric subways have only recently been opened. The latter have proven a great success, and plans are on foot for the conversion of the steam underground roads to electric, as well as for the 152 STREET AND ELECTRIC RAILWAYS. construction of extensive new electric lines. The Cen- tral London Railway, one of the new electric under- ground roads, popularly known as the "Tuppenny tube" because of its uniform fare of 2 pence, carried 45,305,110 passengers in 1902. The elevated railway in Liverpool is also operated by electricity. It carried 10,466,726 passengers in 1902. II. GERMAN r.' Comparison with United States. — Table 83 shows for the Kingdom of Prussia, and for the German Empire as a whole, the leading statistics of street railway opera- tion for the year 1901. The statistics, which are secured through a private association, omit about 5 per cent of the trackage operated by companies which make no reports. Table 83. — Trackage, traffic, and financial statistics of street railways in Germany and Prussia: 1901. [Returns of Union of German Street and Light Railway Administrations in Zeitschrift filr Kleinbahnen, Februarv, 1903.1 Length of line (first main track), milesi... Capital investment 2 Capital per mile of line Number of passengers Car mileage Passengers per car mile Gross earnings Operating expenses, excluding taxes Ratio of expenses to earnings, percentage . Gross earnings per car mile Operating expenses per car mile Passenger earnings per passenger Germany. 1,867 1,191, »217, 8 $29, 6 $17, 467, 000 171, 429 5.49 .53.5, 800 850, 000 60.4 to. 186 SO. 082 80. 024 Prussia. 1,316 $115, 045, 154 $77, 786 799, 9.50, 000 ■1140,359,006 5.70 1S18, 7.52, 2.58 "$11,424,000 60.9 $0. 134 SO. 081 $0. 022 1 According to government returns for March 31, 1902, 2,030 miles in Germany and 1,479 miles in Prussia, respectively. ^Based on government returns covering 1,479 miles. 3 On 1,815 miles only. ■lOn 1,283 miles only. '^On 1,815 miles only, the expenses for about 4 per cent of which are esti- mated. " On 1,2S3 miles only, the expenses for about 4 per cent of which are esti- mated. The length of line (first main track) in the German Empire was 1,867 miles in 1901, or about one-ninth the length of line in the United States. The government figures for March 31, 1902, however, report 2,030 miles of line. Since the street railways of German}' are chiefly confined to cities of considerable size, a very large proportion of the lines are double tracked. It is probable that the trackage in Germany is between one- sixth and one-seventh as large as that in the United States. The number of passengers carried by the German street railways in 1901 was 1,191,457,000, or about one- fourth as many as in the United States. The popula- tion of Germanjr in 1900 was 56,367,178, the average number of street railway rides per inhabitant being 21. A somewhat larger proportion of the German people live in cities than is the case in this countrj'. In 1896 the population living in urban communities of more than 2,000 inhabitants was 49.9 per cent of the entire ^ Statistics from Zeitschrift f iir Kleinbahnen, February, 1903. population. If to the urban population in places of more than 4,000 inhabitants in the United States be added the population of incorporated places of from 2,600 to 4,000 inhabitants we have a total equal to 39.8 per cent of the aggregate population. It is probable that the inhabitants of German urban communities of 2,000 inhabitants and over, as a whole, take on an aver- age about one-fourth as many rides as the inhabitants of urban communities of the same size in the United States. Such comparisons are, however, necessarily very unsatisfactory, because of the difference in method of computing urban population and in its distribution among places of different size, as well as because of differences in the density of population within urban boundaries, and other reasons. The number of passengers per mile of track is con- siderably greater in Germany than in the United States and the number of passengers per car mile (5.49) is also greater. The average size of the German cars is less than that of the American cars, and it is believed that the majoritj^ of them are not double decked. The large number of passengers per car mile probably means, therefore, that the average length of ride is much less in Germany than in this country. For this reason the fares on the Gei'man street railways, which average 2.4 cents per passenger, can not properly be compared closely with American fares. The financial results of the operation of the German street railways are very favorable. The operating expenses per car mile are much less than in the United States, a fact largely due to the low level of wages. The capitalization of the German street railways is also much less per mile than in the United States. The street railway business has been very rapidly developed in Germany during the past few years, as the result of the introduction of electric traction. Prior to that time the trackage had been almost wholly confined to a few large cities. Development was doubtless hin- dered in some measure by the limitations on the duration of the franchises, but the leading German cities wisely showed a disposition to extend grants on condition of the substitution of electric for animal power. At the end of 1901 only 3 per cent of the entire trackage of street railways was operated by animal power exclu- sively. About 6 per cent of the trackage was still operated by steam, although on some of this track elec- tricity was also used in part. The rapid development of railways has been materially fostered by the manu- facturing companies in the electric business, as well as by two or three large investment companies, whose chief object has been the establishment of street rail- ways in various towns. The General Local Street Railway Company, for example, owns 125 miles of track in 11 different places. Siemens & Halske and Schuckert & Company, manufacturing electric concerns which have been combined recently, own several different STREET RAILWAYS IN EUROPEAN COUNTRIES. 153 street railways. Such manufacturing companies are also largely interested in the stock of street railway companies which they do not own entirely. Municipal ownership.— Huring the past few years there has been a marked tendency toward municipal ownership of street railways in Germany. The length of lines owned by municipalities was 315 miles in March, 1902, an increase of nearly one-fourth above the amount so owned in March, 1901. The municipalities which own street railways operate them directly in most cases, though in a few instances they are leased. The total number of municipal plants in 1902 was 34, and the most important cities in which they existed were Co- logne, Dusseldorf, Munich, Frankfort, Mannheim, Aix la Chapelle, Miilhausen, and Halle. The city of Berlin owns one of the less important sj'-stems, about 11 miles in length. The large city of Nuremberg has also re- cently bought one line from a private company, and the same is true of Dresden, but the leading systems in both these cities are still under private ownership. Very few of the street railway systems covered by the above table do an interurban business of any importance, although the electric lines reach fairly well the immediate suburbs of the great cities. Germany has a considerable number of light steam railways and some of these are now beginning to in.stall electric trac- tion, about 6 per cent of the "light railways" (Klein- bahnen) now using electric motors in whole or in part. These light railways, unlike American interurban lines, are not intended primarily for passenger traffic. They serve largely for the local transportation of agricultural products. The total length of line for railways of this class was ■4,153 miles in 1902. Individual cities. — Table 8-1 shows, for the most im- portant cities of Germany, the detailed statistic? of street railways. Table 84.-TRACKAGE, TRAFFIC, AND FINANCIAL STATISTICS OF STREET RAILWAYS IN THE LEADING CITIES OF GERMANY: 1901. [Compiled from Zeitschrift fiir Kleinbahnen, February, 1903.] CITY. Popula- tion served.i Length of line (miles). Length of track (miles). Length of track per 1,000 popula- tion (miles). Number of passengers carried. Number of rides per inhabit- ant. Car mileage. Passen- gers per car mile. Gross earnings. Operating expense.?, excluding taxes. Ratio of expenses to operat- ing earn- ings (per- centage). Passen- ger earn- ings per passen- ger (cents). Capital Invested. Berlin 2,528,000 423, 000 214,000 261,000 867, 000 286,000 466,000 288,000 600,000 372,000 217.8 26.9 40.3 16.2 92.0 99.3 63.1 26.8 29.5 34.7 435.5 63.7 66.6 31.4 174.8 181.2 131.8 63.4 67.5 66.6 0.172 .161 .311 .120 .202 .634 .290 .186 .135 .179 329, 982, 096 31,878,646 21,476,768 17,752,740 108,325,350 26, 404, 834 65, 093, 043 50,422,465 52, 590, 266 30, 970, 673 130.5 76.4 100.4 68.0 124.9 92.3 143.1 175.1 105.2 83.3 50,840,000 5, 072, 000 3,517,000 3,343,000 20, 590, 000 5,427,300 12,969,000 7, 426, 000 7,348,000 4,146,000 6.6 6.3 6.1 6.3 5.3 4.9 6.0 6.8 7.2 7.5 $7,813,300 703,385 615,270 396,985 2,857,430 869, 176 1,432,046 1, 090, 616 1,153,110 782,934 85,073,685 436, 300 406, 720 208, 725 1, 774, 290 667,630 886,660 676, 775 732,802 491,531 64.9 61.9 78.7 62.6 62.1 65.3 61.9 , 62.1 63.6 62.8 2.3 2.1 2.2 2.2 2.6 2.6 2.2 2.1 2.2 2.5 829,916,458 Breslau 3,136,316 Dusseldorf ' ' Nuremberg 1,499,400 Hamburg and Altona . Hanover and Linden. . Leipzig ......... 13, 118, 822 9,947,296 8, 098, 931 Frankfort 2, 310, 590 Munich 2, 617, 661 Cologne 2, 600, 681 1 As stated in Zeitschrift fur Kleinbahnen, includes total area served. The German cities, almost without exception, show a much smaller proportion of track to population than the American cities. In Berlin, for example, the length of track per thousand of population is 0.172 mile, as compared with 0.37 in New York. The Hanover and Dusseldorf systems include a large amount of interur- ban trackage and can not properly be compared with those in other cities. The lower ratio of trackage to population served is, in considerable measure, attribu- table to the fact that the German cities are very closely built, a large proportion of the people living in large tenement houses. This condition has, indeed, been caused in part bj^ the inadequacy of transportation facilities, but it is due partly to other causes of an historical character. There is a comparative absence of suburbs and of thinly settled outlying districts within the limits of the leading cities. The number of passengers carried per mile of track is very large in most of these cities, exceeding the num- ber in cities of corresponding population in the United States. The number of rides per inhabitant, on the other hand, is, in most instances, considerably smaller than in American cities of the same size. The greatest patronage of street railways is found in the wealthy city of Frankfort, where an average of 175 rides is taken yearly by each inhabitant. The number of passengers per car mile is considerablj^ larger in most German cities than in cities of corresponding size in the United States, chiefly because of the fact that the average ride is materially shorter than in this country. The capital invested per mile of track is much less than the net capital liabilities per mile of track in the large cities of America. In Berlin, for instance, the capital per mile of track is $68,695, as compared with $259,542 for the surface railways of New York city. The German city governments exercise the closest supervision over the issue of securities by railway companies as well as over fares and conditions of service. . The average rate of fare in the German cities covered bjr Table 84 ranges from 2.1 cents to 2.6 cents. To some extent, the German street railways still follow the practice of charging fares according to distance, but the tendency is distinctly toward the substitution of a uniform fare, at least within the limits of the leading municipality served. Thus in Berlin the uniform fare within the city limits is 10 pfennigs, or 2.38 eents. 154 STREET AND ELECTRIC RAILWAYS. Elven where the system of charging according to distance exists in Germanj', it often happens that much the greater proportion of the rides taken are for distances represented by the lowest rate of fare. Thus, on the railway system which serves Hamburg and the adjacent city of Altona, the minimum fare is 10 pfennigs. This covers any two of the established zones, the zones vary- ing in length from about 0. 6 mile in the central part of the city to 1.9 miles in the outskirts. For each two ad- ditional zones, an extra charge of 5 pfennigs is made, the maximum fare being 30 pfennigs, or a little over 7 cents. In 1900, 70.8 per cent of the passengers on this railway paid the 10-pfennig fare only, and 26 per cent paid 15 pfennigs, while onl}' a little moi-e than 3 per cent of the passengers paid higher fares.' In Chapter IX reference has been made to certain interesting provisions of the street railway franchises in Berlin and Hamburg. Somewhat similar require- ments as to compensation to the local authorities for the privileges conferred exist in various other German cities. III. FRANCE. Table 85 presents a summar}^ of the available statis- tics for French street railways in 1901, and also shows the statistics for the department of the Seine, which includes Paris, and for several of the leading cities of the country. The French official statistics recognize three groups of tramways. The first group, officially designated as "tramwaj's for passengers and freight," comprises 1,872 miles of line and is not included in the table. The ' Vellguth, "The Street Railway Company of Hamburg," Street Railway Journal, January 4, 1902. railways of this group are mostlj' operated by steam and correspond roughly to American narrow gauge steam railways. Railways of the second group are officially designated as "tramways for passengers, baggage, and express," and are similar to American interurban lines. The total length of first main track of this class of railways is only 156.5 miles. The greater part of their business is the carrying of passengers. Somewhat more than half of these companies use steam power, and most of the remainder use electric power with the overhead trolley. The group of street railways proper, "tram- ways for passengers only," is mostly confined to the large cities and their immediate suburbs. The total length of line for both groups is 1,173.3 miles, or about one-fourteenth of the mileage in the United States. The population of France is about half that of the United States, and the ratio of urban to rural population is roughly the same as in the United States. Nearly one- fourth of the total length of line in France lies in the department of the Seine. The French street railways report a cost per mile of road of §97,000, which is much less than the capitaliza- tion of American railways. Moreover, it should be remembered that the greater part of the trackage in France is located in the larger cities where the cost is higher than in small towns. The total receipts of the French tramways are 116,963,000, or about one-fifteenth of the receipts of American street and electric railways. The receipts of the Paris companies are greater than those of all the other companies combined, notwithstandingthefact that the omnibuses in Paris carry nearly as many passengers as the tramwaJ^s. The receipts per mile of line for France as a whole, 5^14,460, are slighth' less than in the United States, where the}- average $15,103. Table 85.— TRACKAGE, TRAFFIC, AND FINANCIAL STATISTICS OF STREET RAILWAYS IN FRANCE AND IN LEADING FRENCH CITIES: 1901. [Statistique des Chemins de fer Fran^ais, Documents Divers, 1901.] France . Tramways for passengers and baggage. Tramways for passengers only Department of the Seine other departments Marseille and vicinity =. Lyon and vicinity - Bordeaux and vicinity-. Lille St, Etienne Popula- tion, 1901. 1,961,945 3,669,930 36,292,01.5 491,161 4.59, 099 2.57, 63S 210, 696 146,. 5.59 Length of line (first [ Length of main track)' line oper- construct- ated, miles, ed, miles. 1,173.3 156. 5 1,016..S 285. 1 731.7 68.4 80.1 62.) 42. 2 24.2 1, 280. 1 157.8 1,122.3 880.7 741.6 71.4 87.6 52.8 .56.3 24.2 Cost of con- struction. $114, 218, 000 6, 503, 000 107, 715, 000 46, 344, 000 61,371,000 8, 649, 000 6,414,000 7,108,000 3,067,000 1,116,000 Cost per mile of line. if97, 000 42, 000 106,000 168,000 84,000 162, 000 80,000 114,000 72,000 46,000 Gross re- ceipts.! $16,963,000 795, COO 16,168,000 8, 230, 000 7,939,000 0.53,000 376, 000 872,000 475, 000 269, 000 Expenses.! $13, 812, 000 681,000 13,131,000 7, 218, 000 6,913,000 866, 000 1,010,000 637,000 347,000 205, 000 Ratio of ex- penses to receipts (percent- age). 81.4 85.7 81.2 87.7 74.5 82.2 73. 4 73.1 73.1 76.2 Gross re- ceipts per mile of line con- structed. 814,460 5,080 16,900 28,870 10,850 19,720 17, 180 14, 040 11, 260 11, 160 !The reports do not distinguish between operating earnings imd expenses iind other receipts and expenses. ^population of city named only. The ratio of expenses to receipts on French tram- wa}'s for passengers only is 81.2 per cent, apparently a much higher ratio than in the United States. The le- ports do not show clearly what is covered by the term "expenses," and it is quite probable that they include taxes, and perhaps interest on bonds as well; in which case comparison of the ratio mentioned with that of operating expenses to operating earnings on American railways would be wholly misleading. In the depart- ment of the Seine, the ratio of expenses to receipts is STREET RAILWAYS IN EUROPEAN COUNTRIES. 155 larger still, and the companies in that department com- plain that their business is scarcely profitable. This is probably due largely to the fact that most of the traffic in the densely populated center of Paris is car- ried by omnibuses, the street car lines being in the main confined to the outlying districts. Moreover, up to 1901, fully half of the street car lines in Paris were still operated by horsepower, while on most of the others the expensive accumulator system was employed. Paris, indeed, shows probably a greater variety of methods of traction than an}' other city in the world. The underground trolley is used on a small amount of track; compressed air, ordinary steam locomotives, and locomotives operating with superheated steam without fire are also employed. The more important tramways of Paris belong to the same company which operates the omnibuses. Manj' new street railway lines were constructed in anticipation of the Exposition of 1900. The subway system of Paris, which is owned by the city, but operated by a private company, is not included in the statistics of tramways. The first line running nearly straight from one end of the city to the other, following the line of the Champs Elysees, was opened in 1899. Other lines are being rapidly constructed. This system is operated by electricitj^ on the multiple- unit plan. It has proved highly profitable, and has cut deeply into the receipts of the tramways. Recent statistics of the number of passengers carried in Paris are not available. In 1899, the surface tram- ways in that city carried 173,866,684 passengers. (This figure does not include one company of minor impor- tance.) The number of passengers carried by the omni- bus lines was 137,004,054, while the electric subway, which was in operation onlj' part of the year, car- ried 16,887,873 passengers, making a grand total of 326,758,611.' The population of Paris proper in 1901 was 2,714,068. The traffic of the tramways and omni- buses is therefore much less in proportion to popula- tion in Paris than in the leading cities of the United States. It should be added, however, that in Paris, as in many other continental cities, there is an immense number of cabs with fares which are but a small frac- tion of those charged in American cities. A considei'a- ble share of the traffic which would here patronize the sti'eet cars is carried in cabs in Europe. The development of street railways in the other lead- ing cities of France is also very much inferior to that in cities of corresponding size in the United States. Most of the tramways outside of Paris, however, are now operated by electricity and \ery rapid development is taking place. According to LTndustrie £lectrique, there were in France, at the beginning of 1903, 1,995 kilometers of lino operated by electricity, and 3,004 ' Annuaire de la Ville de Paris, 1900, page 447. electric motor cars, as compared with 487.5 kilometers of line and 759 motor cars in 1899. These figures pre- sumably include the trackage of the tramways for passengers and freight which are not covered by the preceding tables.^ IV. AUSTRIA.^ The following statement presents statistics I'elating to the street railway business in Austria for the ^-ear 1900: Length of line (first main track), miles: Total 231. 5 Electric 158. 2 Cable .6 Horse 72. 7 Receipts, total ' 82, 137, 066 Expenditures, total SI, 518, 977 Ratio of expenditures to receipts, percentage 71. 1 Passengers 74, 268, 082 Car mileage , 11, 180, 386 Passengers per car mile 6, 64 1 Items included are not indicated. The most extensive electric system is in Vienna and its environs, which had 37 miles of electric road in 1900, with additional lines under construction. The number of passengers carried in 1900 was 29,382,521, the re- ceipts, 1823,410, and the expenses |644,854. As in the case of the statistics for the country as a whole, it is not clear what is included in the item "expendi- tures," but they apparently include taxes. Vienna has a population of about 1,200,000. Altogether there are 22 electric railways in Austria, practically all doing an exclusively urban business as distinguished from an interurban business. Private ownership prevails. V. HUNGARY.* The following statement shows for 1900 statistics of the Hungarian street railways, which are practically all electric lines operated by private companies: Length of line, miles 156. 5 Number of passenger cars 908 Passengers carried 77,860,372 Passengers per mile of line 497, 510 Capital invested 316, 451, 181 Receipts $3, 063, 493 Expenditures ' Jl, 808, 953 Ratio of expenditures to receipts, percentage 59 litems included are not indicated. Budapest, the capital of Hungary, stands very high among European cities in its street railway enterprise. The total number of passengers carried by the railways in this city in ]900 was 69,875,654. There were 68 miles of line, practically all electric. The leading com- pany has a system 37 miles in length, in which it has in vested 17, 475 , 000 ; the receipts i n 1 900 w ere $1 , 74H , 000 ; 'Street Railway Journal, November 21, 1903. ' Statistik der Electrischen Eisenbahnen, Drahtseilbahneu, und Tramways mit Pferdebetrieb, 1900. *Ungarisches Statistisches Jahrbuoh, 1900, page 217. 156 STREET AND ELECTRIC RAILWAYS. expenditures, $876,000, showing a ratio of operating expenses to receipts of only 50.1 per cent. Budapest was the first citj' in the world to use the underground trolley system, her first lines dating from 1889. There is also a subway railroad in this city. VI. NETHERLANDS. In addition to the strictly urban railways in the Neth- erlands there are numerous steam tramways connecting towns, similar to those in France and Italy. Their sta- tistics are not separable from those of the animal power and electric roads in the cities. The chief business of these interurban lines is the carrying of passengers. The total length of line of all street railways and tramways in 1901 was 983.2 miles; the number of pas- sengers, 65,932,000; and the gross receipts 12,839,700. Private ownership of street railways prevails in the Netherlands. In Amsterdam there were, in 1899, 21 miles of street railway, partly operated by horses; in 1901 there were 1,422 horse cars and 1,135 electric cars. In Rotterdam there were, in 1899, 73 miles of tramwaj^s, but this trackage apparently includes some of an interurban character. In The Hague there were, in 1899, 21 miles, including steam, animal, and electric traction. VII. BELGIUM.^ In 1901 tramways were found in only 5 Belgian cities, and in only 2 of these, Liege and Verviers, were they operated by electric traction. All the lines are operated by private companies. In Brussels steam traction is used to some extent. The following statement shows for 1900 the length of line and number of passengers carried in the 4 cities making reports: CITY. Length of line (miles). Passengers. Brussels 9.50 18. 00 .62 7.50 10,154,000 7, 792, 000 383, 000 2, 492, 000 Liege Louvain Verviers VIII. SWITZERLAND.^ The statistics of Swiss street railwa3's do not include the various cable and rack and pinion railways found in the mountains. ' Statistiek van het Vervoer op de Spoorwegen en Tramwegen, 1901; Jaarcijfers voor het Koninkrijk der Nederlanden, 1900, page 219. * Annuaire Statistique de la Beige, 1901, page 385. 'Statistisches Jahrbuch der Schweiz, 1901, page 120. The following statement shows the chief statistics of the Swiss railways for 1899: Lengtli of line (first main tracli ) , miles 109. 7 Passengers earned 43, 151, 680 Car mileage 13, 646, 182 Passengers per car mile ^ 3. 16 Receipts.... 81,069,041 Expenditures^ $811, 383 Ratio of expenditures to receipts, percentage 75. 9 Capital invested 84,669,789 1 Items included are not indicated. In 1899 electric traction was employed on 23 of the 27 systems reporting, and horses were employed on 5 of the systems. The most extensive street railway system is found in Geneva, which has about 13 miles of line, with 6,814,316 passengers in 1899. In Basel there are 7.4 miles of street railway line, and the number of passengers was 7,474,920 in the same year. IX. ITALY.* The only available statistics regarding Italian street railways covei those operated by mechanical traction, but not those operated by animal power of which a number exist. They include a considerable number of interurban tramways, operated by steam, which do primarily a passenger business, but also some freight business. The first of these interurban tramways was established in 1878. They are operated for the most part on the public highways. The total length of line (first main track) of the street railwa-ys and interurban tramways operated by mechan- ical traction in 1900 was 1,930 miles, of which 105 miles onljr were operated by electricity, practically all the rest being operated by steam. In Rome and its imme- diate environs there were 30 miles. In the city limits of Milan there were 53 miles, of which 34 were oper- ated by electricity. The street railways of Italy are ordinarily owned by private companies, but those in Milan are owned by the city and leased, on very favor- able terms, to an operating company. X. SPAIN. ° In Spain, as in Italy, there are a considerable num- ber of so-called tramways (tranvia) which operate between cities and towns, and use chiefly steam as the motive power. Street railways proper are found in a number of cities and operate chiefly by animal traction, though electric traction is found in Madrid, Valencia, and two other cities. The total length of the street railways and tramways in 1900 was 347 miles, of which 23 miles were in Madrid. *Annuario Statistico Italiano, 1900. ''Estadintica de las Obras Publicas, 1901, page 375. STREET AND ELECTRIC RAILWAYS PART II (157) STREET AND ELECTRIC RAILWAYS. PART II. By Thomas Commerford Martin, Expert Special Agent. OHAPTEE I. HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION. The early technical history of street rail-^s^ays in -America has little direct connection with the problems •of traction as they exist at the present time, for, while there are some technical features which' are evolution- ary and reveal descent from a long line of methods and principles, the sudden change of motive power from horses and mules to electric motors, with but a brief intervening period of cable development, has brought about an entirely new set of conditions. It follows that while the earlier ante-electric history might be studied for its own sake, it embodies very little of per- tinent interest and instruction in the study of the modern street railway systems of the United States. In connection with the text which follows it is deemed proper to say that a great many authorities have neces- sarily been consulted, although, from 1877 onward, the facts lie very largely within the personal observation of the writer of this report. Among the books quoted are Wright's American Street Railways. Fairchild's Street Railways, Dawson's Electric Railways and Tram- ways,' Martin and Wetzler's Electric ]\Iotor and its Applications, Crosby and Bell's The Electric Railway, Bell's Power Distribution for Electric Railroads, Pratt and Alden's Street Railway Roadbed, Clark's Tram- ways, Rider's Electric Traction, Gotshall's Electric Railway Economics. In addition to these may he men- tioned, for their value in regard to technical data, Herrick's Practical Electric Railway Handbook, Fos- ter's Electrical Engineer's Pocketbook, and Dawson's Electric Traction Pocketbook. These have been sup- plemented by numerous governmental reports, which bear more ar less directly on the subject, such as that of Capt. Eugene Griffin, United States Engineers, United States Senate Miscellaneous Document No. 84, Fiftieth Congress, first session, which is believed to be the first governmental report dealing with the subject in this country. These documents have also been sup- plemented by citations from the columns of the elec- trical and technical press, particularly the files of the Street Railway Journal, Annual American Street Rail- way Investments, issued by that journal, as well as the transactions of the American Street Railways Associa- tion and kindred national and state societies. In the third decade of the last century a lumbering omnibus car, called the "John Mason," of which an early engraving is here presented, was drawn by horses over strap rails laid on stone ties through Fourth avenue. New York city. This constituted the first passenger street railwa^^ ever constructed. Some twentj^ years later the Sixth Avenue Railroad of New York city was built, and its moderate success gave great encoui-agement to further development. Between 1850 and 1855 half a dozen roads were constructed; 30 in the next five years; over 80 between 1860 and 1870; and at the time of the census of 1890 there were 769 street railways in operation in the leading cities of the country. The cable system, which the present statistics show to be almost obsolete in this country, was introduced in August, 1873, but enjoyed barelj^ a quarter of a century of useful application. For a time it promised to be the dominating factor in the field wherever the traffic was dense enough to recoup the enormous outlay on con- struction and the heavy cost of operation, leaving to the horse and the mule, or an occasional dummy steam locomotive, all the other lines where passenger traffic was light. The main ideas of the cable system were suggested at an early date by E. S. Gardiner, of Philadelphia, but the real beginning of this stage of street railway trac- tion dated from the work in San Francisco of Andrew S. Hallidie and his coworkers, Asa E. Hovey, William Eppelsheimer, and Henry Root. It may be noted in passing that the essential principles of the cable system (159) 160 STREET AND ELECTRIC RAILWAYS. involved a cable traveling in a slotted tube operated by distant driving machinery, and a catole grip, by means of which the car attached itself to the motive cable. UjDon this plan and its variations, more than one thou- sand patents were issued in the United States up to 1890-91, when the superiority of electricitj' as a motive power had been demonstrated so thoroughly that no new cable s^^stem of any kind for any purpose has since been proposed, or is likely to be seriously considered. An immense amount of ingenuity was displa3'ed in the development and perfection of cable sj'stems, and they served the public admirably in many ways, giving facili- ties never previously enjoyed and suggesting what might be done in the future to afford the dense popu- lation of modern cities greater freedom of movement. Moreover, the success of the cable was largely responsi- ble for the welcome which capitalists and engineers gave to the first crude trials of electric traction. It is an interesting problem to explain why the value of electricity as a motive power was so slowly recognized. The earliest efforts to apply the electric motor to loco- motive purposes antedated the beginning of the cable and sj^nchronized with the earliest attempts to utilize steampower, but it was not until fiftj' years after both of these methods of traction had been put into use that the electric street car or the electric locomotive could be pronounced a definite success. There is but one expla- nation sufficient to account for the long period of failure and disaster attending the introduction of electric trac- tion — namely, the want of an adequate supply of cheap current with the appropriate methods for its distribu- tion and delivery to the governed vehicle. In some of the earliest attempts the electric vehicle was self con- tained. In other words, the motor was attached in various ways to the revolving axle and derived its sup- ply of current from primary batteries carried on the vehicle itself. Thus, for example, in the pioneer woi'k done by Thomas Davenport, a blacksmith, of Brandon, Vt., this method was illustrated in his working model. Davenport not onl}^ patented electro-magnetic power as a governing principle, but in the autumn of 18-35 set up a small, circular railway in Springfield, Mass., over which he drove an electro-magnetic engine. Prof. Moses Gr. Farmer, a distinguished American inventor and investigator, in 1847 constructed and ex- hibited in public an electro-magnetic locomotive draw- ing a little car that carried passengers, back to back, on a track a foot and a half wide. For this he used 48- pint cup cells of Grove nitric acid battery; and the mere statement of this fact will suggest even to the un- initiated the costliness and clumsiness of such methods. In 1850-51 Mr. Thomas Hall, of Boston, exhibited a small Avorking motor on a track 40 feet long, at the Charitable Mechanics Fair in Boston, and while this was a mere to}^, and used but a couple of cells of bat- tery, it sufficed to illustrate the principles of a motor or locomotive with a single trail car. About this time (1847) an interesting demonstration was also made with a small working model, of one of the features which has been most instrumental in the success of modern electric methods, that of the utilization of the track as part of the return circuit for the current. Doctor Colton, once a famous dentist in New York city, and noted for his early application of laughing gas in that work, was associated with a Mr. Lilly in the con- struction and operation of a small model locomotive which ran around a circular track. The rails were insulated from each other, each connecting with one pole of the battery. The current from the battery was taken up by the wheels, whence it passed to the mag- nets, upon whose alternating attraction and repulsion motion depended; then it returned to the other rail, connected to the other pole of the battery, and thus completed the circuit necessary for the flow of the current. In like manner, in the vast machinery of the electric systems enumerated in this report, the current passes from the power house to circuits of one polarity, through the trolley pole to the motor or electro-mag- netic propelling sj'stem, thence through the wheels to the track, which completes the circuit by being con- nected to the other pole or side of the dynamo at the power house. The principles are obviously identical, but it took more than a quarter of a century to develop the proper method of application in all its details. The most serious and sustained attempt in the early period to operate a self-sustained vehicle or car — which would correspond with the storage batter}- cars, a few of which are enumerated in this report — was that due to Prof. C. G. Page, of the Smithsonian Institution. About 1850 Professor Page devoted considerable time and attention to the development of electric engines or motors, in which the reciprocating action of a system of magnets and solenoids or armatures was applied by crank shafts to driving a fly wheel, to which rotary motion was thus imparted. This reciprocal motion, as in steam engines, was one of the prevailing features of the early electric motor work in this country and in Europe; but it was not long before its general inap- plicability was realized and it was abandoned for the simpler and more direct rotation of the armature before or between the poles of electro-magnets. On April L'S), 1857, with an electric locomotive on which he had installed a large reciprocating motor developing over 16 horsepower. Professor Page made a trial trip along the track of the Washington and Bal- timore Railroad, starting from Washington. In order to obtain current for energization, the motor was equipped with 10() cells of Grove nitric acid battery, each having as one element a platinum plate 11 inches square dipped in the acid. Bladensburg, a distance of about 5i miles, was reached in thirty-nine minutes, and a maximum speed of 19 miles an hour was attained; the entire trip to and from Bladensburg occupied one hour and fifty-eight minutes. But many disasters happened THE "JOHN MASON" ORIGINAL STREET CAR. A "BOBTAIL" OAR STILL IN USE IN 1902 AT DECATUR, ALABAMA. HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION. 161 to the batteries. Some of the cells cracked wide open, and jolts due to Inequalities of tracli threw the batteries out of worliing order. These experiments must have been extremely costly, and no little discouragement among people in general attended this failure; but Professor Page was not daunted, and for some years continued his woi'k on electric motors, displaying great ingenuity, but not able, apparentl}', to give up the reciprocating principle. Another inventor of the early period, whose work should not be overlooked, was Henrj^ Pinkus, who ap- pears to have proposed and provisionally patented, as far back as 1840, the idea of a railway whose motors should pick up their current from the rails. To his work many later inventors were referred bv the Patent Office. He, as well as a great many others for several years thereafter, had to endure failure because the dynamo had not as yet been invented. The invention of the dynamo replaced the primary battery as the source of current for the electric I'ailway, and a basis of operation was reached by which the cost would com- pare favorabl}^ with that of vehicles propelled along tracks by the direct application of steam. The invention of the dynamo was the great and suffi- cient reason for the upgrowth of the modern industries which depend upon a large consumption of electric current. This fact is brought out by the figures of the census of 1900 in regard to electrical manufactures, where it is shown that of apparatus valued at least at $100,000,000, more than 15 per cent belongs in classes that were unavailable to the public in the days of the primary battery, and that still would be altogether inaccessible if the sources of current supph- were little cells with metallic elements dipped in acid solution, yielding current in small volume and at feeble pressure. Following promptly upon the commercial exploita- tion of the eai'ly magneto-electric and dynamo-electric generators came a sharp renewal of the efforts to perfect the electric railway. These efforts were made on both sides of the Atlantic, the work which attracted the most attention being, perhaps, that of Dr. Werner Siemens at Berlin in 1867 and, about ten j^ears later, of Siemens and Halske. In the meantime efforts were being made in the United States, and in 18Y9 Mr. Stephen D. Field elab- orated plans for an electric railway substantially the same as that soon afterward put in experimental operation by him at Stockbridge, Mass. At this stage of the develop- ment of electric railways the problem again arose with regard to the transmission of current from the source of energy to the traveling motor. Instead of using one rail as the receiving part of the circuit to the motor, and the other rail as the return part of the circuit, the idea was conceived of employing a third rail to receive the cur- rent, leaving the two outside rails for the return. This third rail was sometimes placed between the two traction rails for contact purposes, sometimes outside them on the same level or raised on short posts, and in some cases. as in mines, was placed above the car or locomotive in the manner of an inverted letter T so that the current could be taken off by some form of traveling contact. The demonstrations with the third-rail method were certainly successful, although the various parts of the apparatus would be regarded at the present time as ver}^ crude and cumbersome. It was something, how- ever, that a start had been made and that stimulus had been given to the imaginative powers of American in- ventors, and it was not long before new electric rail- way inventions and projects were appearing all over the countr}'. Some of the work which at this time attracted notice was that of Mr. Thomas A. Edison, who made various interesting experiments in electric railways, which he demonstrated upon a little road built at Menlo Park, N. J. There, during the period from 1880 to 1882, Mr. Edison developed a series of electric railway motors and locomotives which were actually employed in carrying many thousand people and a considerable amount of freight. The records show, that according to a contract made between Mr. Edison and Mr. Henry Villard, in 1881, the former was to build not less than 2^ miles of electric railwaj^ at Menlo Park, equipped with three cars and two locomotives, one locomotive for freight and one for passengers, the latter having a capac- ity of 60 miles an hour. The capacity of the freight engine was to be the hauling of 10 tons net of freight at a cost for power per ton mile less than that of the ordi- nary steam locomotive. If the experiments were suc- cessful Mr. Villard was to pay the actual outlay and to negotiate for the installation of at least 50 miles of elec- tric road in the wheat regions of the northwest. Accord- ing to Mr. Edison, Mr. Villard paid out nearly $40,000 on account of the work, and there is reason to believe that the work would have gone further had not the Northern Pacific Railroad, with which Mr. Villard's for- tunes were then associated, gone into the hands of a receiver. In Mr. Edison's experiments the electric loco- motives were built along the usual lines of the steam locomotives, and equipped with cowcatcher, headlight, cab, etc. The motive power was at first applied from the motors to the axle by means of friction pulleys, but this method was found to be unsatisfactory, and in later efforts belts were employed. The armature shafts were belted to a large pulley and countershaft, another belt driving from a small pullej- on the countershaft to a larger pulley on the car axle. In operation, the pul- leys slipped a great deal before the locomotive actually started, and this led to the introduction of resistance boxes, which were placed upon the locomotive in series with the armature. The locomotive was started with three resistance boxes in circuit, consuming in heat part of the current. After normal speed had been attained, the operator could plug or switch the A'arious boxes out of the circuit, and in this way graduall}"- increase the speed. As a further step. Mr. Edison, finding that 162 STREET AND ELECTRIC RAILWAYS. the resistance boxes were in the ^\'ay, had some copper wire wound on one of the legs of the motor field mag- net. In this way the resistance was put where it occu- 23ied the least room, and where it served also as an additional field coil in starting the motor. Various other developinents and improvements were gradually introduced until the cessation of the work in 1882; but throughout the whole period current was fed to the motor through the track, and was supplied to the road by underground feeder cables from the dynamo room of the laboratory. In order to insulate the track from the ground, the rails were insulated from the ties by giving them two coats of japan varnish, baking them in the oven and placing them on pads of tar impregnated muslin laid on the ties. The ends of the rails were electroplated and not japanned, so as to afford good contact surface for the fish plates, and for the copper bonds, which were added to increase the electric con- tinuity of the track circuit. Early in 1883 the electric railway interests of Messrs. Field and Edison were brought together into the hands of one companjr. Soon after, at the Chicago Railway Exposition of that year, an electric railway was put in operation by Messrs. Field, C. O. Mailloux, F. B. Rae, and others, which still employed, however, the third- rail method. A circular track nearly a third of a mile in length, 3-foot gauge, ran along the gallery of the building and the locomotive, named "The Judge" after Chief Justice Field, hauled a car along this track. Dur- ing the month of June, over 26,000 passengers were carried. Similar work was done with "The Judge" at the Louisville Exposition of the following fall. In this locomotiA'e the motor was placed crosswise on the frame so that its armature was parallel with the sills. The armature shaft had connected with it a projecting shaft which transmitted motion by means of bevel gear- ing to a countershaft carrying two pulleys. These pul- leys transmitted power by means of belts to the pulleys on the axles of the drivers. It will be observed that in this experiment, as in Edison's, the motor was placed above the floor of the ear and not underneath it. An average speed of 8 miles an hour was made and a max- imum speed of 12. The locomotive included original devices for controlling the current depending upon the resistance of a suitable rheostat to be cut in and out of the main circuit. The locomotive was 12 feet long and 5 feet wide and weighed about 3 tons. Current was picked up fi'om the service or feed rail between the two outside rails by means of a traveling "vise," in the jaws of which were inserted bundles of phosphor-bronze wire so arranged, obliquelj^ downward and inward, that which- ever way the car moved, forward or backward, a good clean contact would be made on each side of the rail. Another of the workers in the earh^ eighties was Mr. Leo Daft, an Englishman, who was one of the first to make a commercial business of the construction of motors and of their operation from central power sta- tions for the purpose of driving machinery in such cities as New York and Boston. After some trials of a Daft locomotive on the grounds of his company's works at Greenville, N. J., a line was constructed on the Saratoga and Mount McGregor railroad in November, 1883. This railroad was about 12 miles long with sharp curves and steep grades, and over it the locomo- tive "Ampere" ran, hauling a regular passenger car. As in many other instances, the motor in this case wa* placed above the platform of the locomoti\e. At each end of the armature shaft was keyed a pulley from which belts ran to large pulleys mounted on the countershaft, situated midway between the driving wheels; from the countershaft ran another set of belts to the driving- wheels. The reduction of speed from the armature pulleys to the drivers was in the ratio of 8 to 1. On this road also a central rail was used to feed current to the motor, the current being picked up by small phosphor-bronze contact wheels, spring mounted to secure flexibilitj'. During 1884 Mr. Daft built and equipped a small road on one of the long piers at Coney Island, New York's famous seaside resort, which carried 38,000 passengers in one season. In this the system of current supply was also by means of the track. A little later another Daft road was installed at the Mechanics' Institute Fair in Boston, carrying 4,000 or 6,000 pas- sengers weekly for a month. The motor " Volta" used in Boston was then taken to the New Orleans Exposi- tion and operated on a line about one-fifth of a mile in length, between the United States Government build- ing and the main building. This line also carried sev- eral thousand passengers. In 1885 Mr. Daft equipped for the Baltimore Union Passenger Railwa}' Company a line running out through the villages of Hampden, Mt. Vernon, and Woodberry, a distance of about 2 miles, and reaching an elevation of about 150 feet above the city of Baltimore. For this branch two locomotives were built, the motors being placed low down on the floor of the car, and motion from the armature shaft to the car wheels being- obtained by internal gears. At each end of the arma- ture shaft a 3-inch phosphor-bronze gear was keyed, and these meshed with large gears 27 inches in diame- ter fastened to the axle of the driving wheels, the ratio of peripheral speed of armature and drivers being as 3.27 to 1. The track was equipped with a third rail to supply current, placed midway between the outer rails, which served as the return circuit. Part of the system was also equipped with an overhead trolley service. This suburban road continued in operation for some time, until it became part of a general network of elec- tric railways equipped with more modern apparatus. Mr. Daft, about this time, also equipped several other street railways in different parts of the country employ- ing as a rule two overhead trolley wires, with two trolley contacts, so as to do away not only with the third rail as a means of current supply, but to obviate any use of HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION. IfiS the track as a part of the circuit. The systeoi of double ov'erhead trolley, which will be referred to later, has continued in vogue in one or two places down to the present time. Throughout this period Mr. Daft was also engaged in a series of experiments on the New York elevated railroads, to which work allusion will be made elsewhere. One of the men to whom the street railways owe much in their technical development was the late Charles J. Van Depoele, a Belgian, whose father was master me- chanic for the East Flanders Railway System. Van Depoele's trade was that of a cabinetmaker, but he devoted all his leisure time to electrical experiments. In the summer of 1869 young Van Depoele emigrated to this country and began in Detroit the manufacture of art furniture. With the income derived from his growing business he was able to indulge his taste for electricity, and soon made some of the earliest success- ful arc lights and dynamos for illuminating purposes. His greatest hobby, however, was the propulsion of street cars by electricity, upon which he had been work- ing as far back as 1882. In the winter of 1882-83 Air. Van Depoele had a short experimental line running in Chicago, and during the same year he operated a car at the Industrial Exposition in that city, taking current by means of an overhead wire. He was encouraged by the results obtained in this way, and in the fall of 1885 made a contract with the directors of the Toronto (Canada) Annual Exhibition to run, single track, a train of three cars and a motor car from the street railway ter- minus to the exposition, a distance of 1 mile. On this system, which was operated successfully^ and carried an average of 10,000 passengers per day, a speed of 30 miles an hour was attained. The track was used as the return circuit, and on top of the car was placed one of the first illustrations of the " underrunning" trolley now commonly employed. The contact wheel was car- ried by a pivoted beam, the latter being provided with a spring on one end pressing the wheel at the other end up against the underside of the overhead wire. A flex- ible cable connected this contact wheel with the switches, rheostat, and motor on the motor car. The illustra- tions of this old road show in crude foi'm the modern central overhead wire, underrunning trollej^ and trolley poles, side bracket poles for suspending the wires, and the insulated track return. It might be said that this was not a street railway in the strict sense of the term, although it ran through the streets. Mr. Van Depoele's next step was the equip- ment of a regular street railway at South Bend, Ind. , where no fewer than five separate cars were operated at one time, something which had never before been attempted or even supposed possible. This road de- rived its current from a generating plant driven by waterpower. The equipment of the road consisted of open and closed four-wheeled cars. On each of the closed cars was placed a 5-horsepower motor, while a large open car was equipped with a 10-horsepower motor. The motors were placed under the cars between the wheels, and the axles wer(> connected by means of sprockets and link belt. This innovation had been found to be desirable, as the motor was in the way when above the car platform, and the distance between the armature shaft and the dri^•en axle was too great. Moreover, the motor, when above the platform, occu- pied space needed for passengers. According to Mr. Van Depoele's own account of this road, a variation was attempted in the trolley contact. The copper trol- ley wire one-quarter inch in diameter was suspended above the track b}' means of cross wires fastened to poles placed near the curb. From the underside of this copper wire hung a tiny car fastened to a flexible cable, which passed to the inside of the motor car, and was there fixed in connection with the switches, motor, etc. This car or trolley on the wire traveled with the car on the track and made a perfect contact. This de- vice, and modifications of it, were seen on other Van Depoele roads, but were soon abandoned for the under- running contact. On some Van Depoele roads, how- ever, a form of overrunning trolley wheel was tried, which traveled along the upper surface of the trolley wire and was held in position b}' means of a heavy bal- ance weight. In 1885 Mr. Van Depoele contracted with the president of the New Orleans Exposition for a road nearly a mile long, with a carrying capacity of about 200 people, to be operated on the grounds. This was equipped with a motor car and two large open cars. The motor in this case was placed in the center of the floor of the car, the two middle seats being removed for the purpose. This line was equipped with contact wheel, upward-pressure trolleys, the wheel making contact on the underside of the overhead wire, as at Toronto. The experiment at New Orleans, La., was followed by several contracts for roads at Minneapolis, Minn., Detroit, Mich., Appleton, Wis., and Montgomery, Ala. The road at the last-named place was equipped with 12 cars and began operation in 1886. Considerable discussion arose as to the scope of Van Depoele's work and the importance of his inventions, not a little of which related to the underrunning trolley contact, one of the features which renders the modern s^'stems commercially practicable. It was alleged that Van Depoele had simply carried out or modified ideas and suggestions already in existence. It was asserted, for example, that in systems of electric train signaling, some kind of a trail contact device or trolley had been employed to get curi-ent or signals from an overhead conductor to the instrument on the car, and that when it came to the operation of street railways, the difierence in method was unimportant. In reply to this contention it was pointed out that many able inventors, when first confronted by the prob- lem of overhead contact, did not avail themselves of what had been suggested or developed in the electric 164 SlliEET AND ELECTRIC RAILWAYS. railway signaling art, but started out on the new and independent line of overrunning trolleys. So far as Mr. Van Depoele's work is concerned, it may be stated here as part of the historical record that the courts sus- tained his claims, and that in a well-known decision Judge Townsend of the United States circuit court said: No one can n:a.d this record without being impressed by the fact that Van Depoele was more than a skilled mechanic in the art of electrical railway propulsion. The Patent Ofiice has raised a pre- sumption in his favor as an inventor by the grant of numerous pat- ents to him. Some thirty have been introduced by complainant, several of which cover highly meritorious inventions which have largely contributed to the successful practical operation of the trol- ley roads throughout the country. In fact, the construction cov- ered by his earlier patent for an overhead underrunning trolley shows that he appreciated the problems involved in varying lines and curves, and to a limited extent by said device ingeniously pro- vided for their solution. The inventors in the art of electrical propulsion, signals, or tele- graphs, had failed to provide for an operative contact device at the distance from the car required for the operation of the underrun- ning trolley road except by unwieldy and impracticable structures on the roof of the car. They had failed to adequately provide for considerable variations from practically straight lines of travel. In their later attempts to do so, they had constructed or adopted con- trivances which departed from the earlier devices now claimed to show lack of patentable novelty, and thereby furnished strong proof that the changes made by Van Depoele were not obvious ones. Defendant's expert is forced to admit that the advantages of an underrunning trolley were not obvious and that the earlier constructors must have been in doubt as to the efhciency of such a system, and that the prior underrunning overhead devices would have led a person away from rather than toward an upwardly pressed hinged conductor. In these circumstances the new use of old principles does not fall within the rule of a double use. I have been unable, therefore, to adopt the view of counsel for defendant, that the art of conducting electricity from a conductor to a trans- lating device on a moving vehicle was sufficient to enable the skilled mechanic to construct the device of said first patent. In respect of the underlying fundamental object and result of the paper patents for signaling devices and the Van Depoele device, the transfer was to a branch of industry but remotely allied to the other, and the effect of such transfer has been to supersede other methods of doing the same work. That no great confidence was entertained in the early eighties as to the feasibilit}' of the overhead contact method of obtaining current for an electric car is to be inferred from the expensive installation made in Cleve- land in 1,S84 by Messrs. Edward M. Bentley and Walter H. Knight, and put in operation by them in August on the tracks of the East Cleveland Horse Railway Com- pany. Two miles of the road were equipped with a little underground conduit placed between the rails and running the entire length of the road. In this conduit was placed the feeding conductor, and the high voltage current for the Brush series wound motor was picked up from it bj' means of a " plow," which passed through the slot in the conduit, and bj- sliding contact on the conductor maintained connection with the sources of power. A photograph of the lirst car equipped to travel over this track is here shown. It was an old horse car equipped with a small arc lighting dynamo driven as a motor. Two other cars, with similar motor equipment, but with variations in gearing were also tried; the last being furnished with spur gearing. The body of the gears was built up of paper, like a paper car wheel, in order to deaden the noise. In the third car, also, the motor was carried by a separate truck, its shaft lying longitudinally of the car, and geared with a parallel countershaft which drove the two axles by bevel gearing. This line, which was in many respects a forerunner of the conduit systems since suc- cessfully operated in our largest cities appears to have worked very well, not only in ordinary weather, but through the unusuall}' deep snow of the winter of 1884-85. As a matter of fact this seems to be the first regular electric street car equipment installed in Amer- ica, operating for fare like the old horse cars. The same Bentley-Knight system was laid down on Fulton street, New York city, with the contact conduit at one side instead of in the center between the rails, but for some rea.'son this road never went into opera- tion and was afterwards torn up. Another Bentley- Knight line was later constructed in Boston and remained in operation for some time, but was finally superseded by trolley methods, although apparently it can not be said that the relinquishment of the effort was due to anj' inherent fault of the underground con- duit method. The time simph' was not ripe for this development, nor had the prejudice against overhead wires in cities yet become so strong as to prevent the overhead network appearing even where an under- ground system had already shown itself suflicient to the exigencies of the case. The further important develop- ments of the conduit system will be treated later in a discussion of this branch of the art. At about the same time some work was being done in Kansas Citj', Mo'., by Mr. John C. Henry, a tele- graph operator of considerable ingenuity. It appears that a line had been projected to run from Kansas City to the county seat. Independence, some 10 miles away, and Mr. Henry built his little road with the idea of demonstrating the advantages of electric traction to the owners of the proposed Independence line. A number of new features were introduced, the credit for which was claimed b}- Mr. Henry, and which certainly be- longed to the elementary stages of the practical art. Thus the plan was proposed of suspending the working conductor over the track by means of span wires sup- ported at the side of the road, thus leaving the underside of the conductor free for easy access .by the travel- ing contact. As a matter of fact Mr. Henry used double overhead wires, supported both b}' brackets and by span wire construction, the wire being No. 1 gauge of hard drawn copper. Mr. Henry was of the opinion that the use of the word "trolley," as applied to over- head wire roads, originated on his little Westport line. His first traveling contact was a little 4-wheel carriage HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION 165 which gripped to and ran along the underside of the wire. It was attached to a flexible cable, which com- pleted the circuit to the motor, and the device was trollied or hauled along by the motor car underneath. At first it was called a "troller," but the name was soon changed to " trolley" by the employees and the public. This was long before trolley roads became popularly known as such. The motor employed by Mr. Henry was a small Van Depoele dynamo or generator, which de\'cloped about 5 horsepower. It was mounted in an iron frame with variable speed changing gears, was supported at one end OA the car axle, and was engaged with gearing thereon. The front platform was lowered, permitting the com- mutator end of the motor to project thereon and to be spring supported. This motor was series wound; in other words, the field magnets were in series with the armature. It was regulated by the use of resistance. This road was visited and studied by a great many peo- ple, including Mr. Van Depoele and others interested in the development of the art. In the fall of 1885 V.v. Henry secured heavier machinery and moved from tiic Westport road to some steam railway tracks owned by the Fort Scott and Gulf Railway Companj', where he experimented with high speeds, with the hauling of freight cars, and with grades and snow. In the winter of 1886-86 Mr. Henry arranged to equip the East Street Kailway in Kansas City, which had a mile of track com- pleted and upon which four motor cars were placed. Each car had a single 25-horsepower motor attached to one of the axles, the motor projecting through the car, its working parts all l^eing in view of the motorman. The motor was connected to the car axle by planetary gear and the armature ran constant]}-. The car was operated hy the aid of two vertical levers — one to con- nect or disconnect the motor from the car and the other to apply friction wheel brakes. In these motors the fields were so constructed that their resistance could be varied and the motors be regulated without separate resistance boxes, and the road was arranged to operate at a pressure of 500 volts. In 1887 Mr. Henry con- tracted to build several roads in southern California, all the machinery for which was built in a crude waj' in Kansas City. The performance was remarkable in view of the remoteness of the inventor from all the facilities necessary for good scientific work. Coincident with the work being done at Kansas City by Mr. Henry was that attempted even farther west bj' Prof. Sidney H. Short, then in the physics department of the University of Denver. As early as the month of February, 1885, a company was organized, under the name of the Denver Electric and Cable Railway Com- pany, to build and operate an electric railway in the streets of that city. An experimental track 300 or 400 feet in length was laid in a circle on the university grounds, and a small car called the "Joseph Henry" carried a great many hundreds of people over it. This 1165—05 12 work attracted attention and led to more ambitious efl:orts which, however, were not successful. Mr. Short's work was interesting from its demonstration of the fact that some principles, successful in other depart- ments of electricity, could not be applied to the street railway. There are, broadly speaking, two circuit sys- tems of operating electric devices, namely, the series and the parallel or multiple. In the series system, upon which telegraphic instruments have been largely operated and upon which all the early arc lighting development took place, the current passes successively through every motor mechanism on the circuit, these mechanisms being disposed along it like beads on a necklace, and each device receiving sufficient current to energize it. In arc lighting the circuits extend over large territories, with lamps sparsely scattered here and there, and the series principle is well adapted to it, sup- plying current at high pressure suflficient to overcome the resistance of the long, thin line wire, and giving each lamp the needed electric motive force and quan- tity of current. But in street railwa)^ work where the device, instead of needing a small quantity of current, requires several horsepower, and where the high ^ol- tage would be brought into dangerous proximity to the passengers and vehicles, the difficult}' of using the sei'ies system would seem insurmountable. For this reason ultimatel}^, if not at first, nearly all inventors whose names have been mentioned constructed their S3'stems to operate upon the parallel or multiple plan, under which the incandescent lamp had alreadj' been success- fully operated. In the parallel plan the current receiving devices, such as lamps or motors, are not strung along in series but are arranged similarly to the rungs of a ladder, each de\'ice being on one step of the ladder, so that as current flows from the generator at a moderately low pressure into the system, represented bv the two uprights of the ladder, each step receives only the "divided" current that it needs and for which it has been designed. Applying the kindred analogy of two large water pipes from a reservoir with smaller pipes crossing between them, it will be under- stood at a glance that from the supply of water circulate ing in the system, each smaller pipe will allow to flow through it only the quantity of water which its capac- it}r permits it to receive, and no more. It will also be readily understood that anj' working device, such as a tap or paddle, in anj^ one of the smaller pipes, might easily be cut ofl" or cease to operate, without in any wise interfering with anj- of the other devices of the same kind in any of the other pipes. Not only is an even greater flexibility of current utilization obtained by this method, but all the current in the system can be set flowing at a predetermined low measure, within the limits of safety. On the other hand, in the series sys- tem, in spite of all that might be done to the contrary, the failure of one device to operate would be extremely likelv to cut oft' either the entire svstem or pU the line 166 STREET AND ELECTRIC RAILWAYS. on the other side of it. Moreover, every addition to the length of the system and the number of devices put on it would require an increase in the pressure or poten- tiality, in order that the required amount of current might be delivered to the device farthest away as well as to the one nearest the point of current supply. Professor Short, however, in those early daj's, was of the opinion that the greatest economy in electric railway work, as in arc lighting, could be obtained by the use of a constant series current of small amount, and for several years, with great ingenuity and perse- verance, he endeavored to work out a system of this kind. Various forms of conduit were used to hold the conductor for current supply under the cars, and great improvement was made in this respect. In the first form, for example, a sliding bar contact was carried under the car which traveled in the conduit, and as this bar passed through split contacts in the conduit the current was led into the car. But the broad series plan was destined to failure, whether in the conduit or in the overhead trolley form, although some of the later methods of conduit construction were suggested bj' these experiments; and the road soon went out of exist- ence. Professor Short was not discouraged, however, but continued for some time after to experiment with the series system until, at last, the success of the parallel system induced him to devote his energ}' entirely to that method of operation as well as to efforts to im- prove other features of the work, such as motor con- struction and suspension. Professor Short is entitled to the credit of using motors which were series wound, i. e., had the field coils and armature in series, as in present practice, while he was also early in his recog- nition of the superiority of spur gearing with double reduction of speed for the motors employed. It is interesting to study the lives of men who have worked along these same lines and to note how near some men have come to success, finally abandoning their efforts altogether, or having their work remain neg- lected and unknown for years. A tj'pical instance of this kind is that of Mr. George F. Green, of Kalamazoo, Mich., a jobbing machinist, who, as early as 1856, built some small electric motors and a circular track, upon which he operated a small car by connecting a station- ary battery to the rails, so that the current would pass from the rails up through the car to the motor and then into the other rail and back to the battery; but, like everybody else, he soon discovered that primary bat- teries were not good for such work. Although he did not abandon his electric railway ideas, he does not ap- pear to have put them again into execution until 1875, some twenty 3'ears later, when he contrived to interest some one in the construction of an electric railway with a track 200 feet long. This attracted a great deal of attention locally, and was described in the Kalamazoo newspapers. This road depended upon batteries for current. It could carry about 100 pounds of freight or one passenger. The car had a switch or circuit con- troller, which in one position opened the circuit to stop the car, and in another reversed the circuit, while at the end of the line the switch struck against a stationary finger which reversed it, causing the car to run back again, the reversing lever being operated by hand. Mr. Green stated that it was his intention to use a dynamo instead of the battery to furnish the current, because it was more economical; but for various reasons, such as lack of funds or of urgency, he did not secure it. It was several years before he secured the patent that gave him the desired status. By this time, however (1891), numerous trolley systems had come into operation all over the country, and Mr. Greens patents were super- seded. While he would appear to be entitled to con- siderable credit for his early ingenuity, no trace is discoverable of benefit derived by the art as a whole from any of his suggestions or improvements. In the same class with Green should perhaps be in- cluded Dr. Wellington Adams, of St. Louis, Mo., a man whose name was at one time quite conspicuous in the contrdversies over the development of the electric railway, and who has at least some claim to the discov- ery of one or two of the fundamental principles of the art, although litigation did not result in his favor. As early as 1879 Doctor Adams, then connected with the medical college at Denver, Colo., constructed a small model of an electric railway which was used to demon- strate a lecture on electricity delivered at Colorado Springs. From that time on, and during the period of his residence in St. Louis, Doctor Adams was active in the prosecution of his ideas on electric railwaj's, and a lecture of his on the "Evolution of the Electric Rail- way," in its commercial and scientific aspects, delivered before the Engineers' Club, of St. Louis, as early as 1884, reveals a remarkable grasp of important princi- ples. Discussing the plans which had been tried of mounting an electric motor on a car and connecting it by means of a leather or chain belt, or by a train of cogs, with the car axle, he pointed out that it was de- sired to dispense as much as possible with intermediate gears and to connect the motor directly with the axle. Doctor Adams was also an early advocate of the inde- pendent car with its motor equipment, seen in the trol- le}' car of to-da}' as distinguished from the locomotive type, in which one vehicle containing all the motive power hauled a train of unequipped cars or trailers, and he set himself to work to devise a practical method of applying the power on each car. He decided that the armature of the electi'ic motor must run at a high speed and that its power must be transmitted to the wheels of the car by means of a positive gearing. He illustrated his idea by two types. In one type the motor was actually built into each driving wheel, the wheel being formed of two separate electro-magnetic sys- tems, the field and the armature, both capable of re- volving. In this way. obviously, all gearing was dis- HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION. 167 pensed with and the driving power was distributed to each wheel and delivered directly at the point of traction. In another tj^pe, which was shown in oper- ation and which conforms more nearly to modern prac- tice, Doctor Adams took the field from the structure of the wheel and built it solidly around the axle between the wheels, the armature, as before, being mounted on the axle and inclosed by the field of the motor in such a way that the revolutions of the armature would result directly without any intervening gears in the revolutions of the car axle and wheels. This mechanism was flexibly suspended by springs from the sills of the car, but not otherwise connected with it; and although such a system would naturally constitute a gearless motor, the po« er in the electric truck shown by Doctor Adams was trans- mitted through an epicycloidal train of friction gearing at each end of the armature. As all the parts w^re in line and moved together, the field being rigidly attached to and forming a part of the car axle box, a motor sys- tem with little wear and tear or liability to get out of order resulted. Besides this the electric motor sus- pended from the sill of the car gave protective flexibility" against the inequalities of track, sudden breakings, etc. This early experimental work of Doctor Adams con- stituted in later years a large share of his claim to recognition, but he also attracted attention by a scheme for a high-speed electric railway, to be constructed be- tween Chicago, 111., and St. Louis, Mo., for use at the time of the Columbian Exposition in 1893. At that time Doctor Adams advanced several ingenious ideas, and proposed boldly to utilize train speeds and high pres- sures of current, which are to-daj'', in 1903, still the sub- ject of investigation. The most notable work along this line is that being done in Germany, where, on the Zossen Military Railroad, near Berlin, the German Govern- ment and a syndicate of manufacturers, aided by some of the best technical talent in the Empire, have been experimenting with cars and locomotives, and have actually succeeded in attaining a velocity of over 130 miles an hour, in some cases applying directly to the vehicle and to its motors an alternating current at the unprecedented pressure, for tractive purposes, of 1 3,500 volts. The diflference between this work in Germany, which promises to be fruitful of valuable results, and that of Doctor Adams is that, while apparently large sums of money were raised for the Chicago-St. Louis line, it never materialized so far as the public was con- cerned, and remains a curious chapter of failure point- ing in the right direction. Without in any way belittling the splendid work done by Van Depoele and the other pioneers whose efforts have been reviewed briefly, it must be admitted that the modern era in street railway work dates as much from the equipment of the street railway sj^stem at Richmond, Va., by Frank J. Sprague, as from any other landmark in the history of this industrial development. Mr. Sprague, who was a lieutenant in the United States Navy, from which the electrical ranks have drawn some of their most notable recruits, turned his atten- tion to electricity while quite young, and was one of the fathers of the modern power motor. Encouraged by the cooperation of Mr. Edward H. Johnson, then at the head of the Edison lighting system, Mr. Sprague was able to perfect his motor, and to introduce it in a large way, for those days, upon the low-tension incan- descent lighting circuits of the Edison company scat- tered throughout the country. Mr. Sprague and his associates, however, not satisfied with this field, exten- sive as it promised to become, soon turned their eyes in the direction of electric street railways, which, in 1887, were quite short and had but a few cars. A contract was signed for the equipment of the Union Passenger Railway at Richmond, upon which no fewer than 40 cars were to be placed, 30 of which were to be in use at the same time. This contract called for as many electric cars as were then in service in this country, and the grades in Richmond were such as were generally believed to be bej'ond the climbing capacity of any electric vehicle. There were 29 curves on the road, 5 of them less than 30 feet radius, and the track was a 27-pound rail loosely jointed, laid in Virginia clay, and some of the grades reached 12 per cent. The contract called for the complete equipment of this road in ninety days. After considerable experimental work, with troubles and disasters of eveiy description, the road was opened for regular service about February 1, 1888. Among the general characteristics of the system was a small overhead trolley wire, with which the under- running trolley made contact reenforced by a main conductor, supplied with current by feeder circuits from the central power house. The track constituted the return circuit, the rails being bonded together and connected with a continuous conductor, which was also connected with ground plates and with the water and gas systems of the city. The working potential of the line was 450 volts and the motors operated on the par- allel or multiple arc system. The two motors under each car had single reduction gears — that is, one gear was placed on the axle and the other on the armature shaft, and the motors were flexibly suspended. These motors had also fixed brushes, and were operated by the motorman through rheostatic series parallel con- trollers, with sectionalized field coils at each end of. the car. Very soon the single gears had to be aban- doned for double reduction gears, although a reversion to the single reduction gear soon took place. The motor armatures were double ended, having a commu- tator at each end cross connected, so that but one top brush on each commutator was used. Although most of the motors were built in one of the best electric shops of the country, they were so inadequate for the 168 STREET AND ELECTRIC RAILWAYS. heavy work demanded of them that every one of them had to have its field magnets and armatures rewound, and its commutators changed. At that time it was generally believed that an ordi- nary 16-foot car could easily be operated by a couple of motors of from 7i to 10 horsepower each, and even one motor was considered equal to a task which had pre\iously been discharged by a team of mules or horses. It did not take very long for the managers of the new electric roads to learn that while motors of 1 or 2 horsepower might be sufficient to keep the car moving, much greater power was needed to start up the car from a state of rest, especially with a heavy load of passengers, and from that time on the capacity of the motors was increased. A great amount of atten- tion was also given to their insulation — a necessary precaution, as the motors were then run entirely open and exposed to dust, mud, and weather. There was also a great deal of trouble with the brushes on the motors, and before carbon blocks were adopted finally for this purpose brushes built of copper and even of solid bars of bronze were tried. The first flat brushes used on the Sprague motors were solid or of laminated copper, which wore through quickly, bent over, and formed an arc around the commutator. Oblique and tilting forms of brushes were also put in use, but the resultant wear upon the commutators was very great, necessitating endless repairs. Moreover, manj^ difiicul- ties developed in connection with the overhead system, and Mr. Sprague states that probably not less than fifty modifications of trolley wheels and poles were used before what is now known as the "universal move- ment " type was adopted. The same was true of over- head construction at curves, and at the switches or turn- outs where the trolley wheels had to leave one line of motion and take up another. In spite of all the difficulties, the Richmond road con- tinued operation and attracted wide attention in the street railway world and in financial circles. At that time the question of equipping the West End Railroad of Boston, one of the largest systems in the country', with cable, was being considered; one of the arguments for its adoption was that with the cable a large number of cars could be kept in motion at once, which, in the opinion of street railway managers, was not j'et possible with electricity. The president of the Boston system, with some of his officers, visited the Richmond road, and was shown no fewer than 22 motormen starting up their cars one after the other as rapidly as headway could be obtained. This experiment was conclusive, and settled the fate of the Boston cable project. But successful results were attained only by ceaseless eftort and unremitting experiment. In winter the wires would become so coated with sleet that the trolley wheel could not make contact with the incased wire. This trouble has since been met by sleet cutting devices; but at that time it was nothing unusual to put a man on top of a car with a broom or stick to pound the trolley wire and free it of ice, or even to hold up the trolley wheel in contact, acting as a human trolley pole. Another diffi- culty was experienced with thunderstorms. At Rich- mond the long overhead circuit, entirely unprotected by lightning arresters and with numerous ground con- nections through the motors and lamp circuits, pi-ovoked constant discharge. The line was frequently struck, the discharge often passing through the incandescent lamps and shattering the carbon filaments. After a time the engineers learned, as a safety precaution, to turn on the lights during a thunderstorm. During such storms, also, the discharge would sometimes go to ground through the motor fields, burning them out, and sometimes through the controllers. Choke coils to fend off the lightning were soon installed on the cars, and various kinds of lightning arresters were devised, but such discharges long remained a serious impediment to trolley work. It is, of course, quite beyond the scope and aim of this report to give credit to each iuA-entor for his specific contribution. The intention is simply to give a short contirmous record of the stages by which the street railway system has reached its present development. But the separate steps of success and achievement have become associated with the names of certain individuals, and in some instances the decisions of the courts have reenforced or determined the weight of public opinion. This was true in the case of Van Depoele in his perfec- tion of the underrunning trolley, so was it also in the case of Sprague in his contribution to motor suspension. A decision of Chief Justice Shipman in the United States circuit court of appeals in the second circuit is here quoted because it presents succinctly the state of the art and describes Mr. Sprague's service. It is a decision which has been quoted by other judges in liti- gation on kindred issues. Justice Shipman said: As soon as the use of an electric motor for the propulsion of cars upon a street railway was thought to be attainable divers methods were invented which were intended to enable the motor to act efficiently, economically, and certainly upon the car axle. At first the motor was supported by or on the car body and afterwards it was upheld upon a separate platform. The state of the art upon the subject is so fully stated by Judge Sanborn in Adams Electric Railway Company cs. Lindell Railway Company (77 Fed. Rep., 432, 40 U. S. App., 482) that it need not be restated here. Sprague hung the motor under the car body directly upon the axle of one of the pairs of wheels by an extension or solid bearing attached directly to the motor. He used a magnet having a yoke and pole piecT't', and by sleeving one eud upon the axle he caused the arma- ture, w hich was carried between the poles of the magnet, to be held with firmness and the armature shaft to be held in alignment with the cur axle. The opposite end of the motor was upheld by springs extending to a crossbar on the truck frame. He also relieved the weight upon the axle liy a spring support from the truck of the vehicle. The motor was thus hung below the car, one end being (•entered upon the axle and the other end being flexibly attached !>>■ springs to the truck frame. The effect of the mode of construc- tion is explained in the specification as follows: "The armature being carried rigidly by the field magnet, these two parts must HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION. 169 always maintain precisely the same relative position under every vertical or lateral movement of the wheels or of the car body; and ■df the field magnet which carries the armature is itself centered by the axle of the wheels to which the armature shaft is geared, the engaging gears also must always maintain precisely the same rela- tive position. At the same time the connection of the entire motor with the truck is through springs, so that its position is not affected by the movement.^ of the truck on its springs." The simplicity and comparative lightness of the general plan upon which this motor was constructed and the adaptability of the means to the required result made the motor successful, and other preexisting methods of construction disappeared to a great extent. Any history of modern street car development must include the development of elevated railways, which, occupying main lines of thoroughfare, with tracks elevated above the street surface, so as not to interfere with ordinary vehicular traffic, transport a large num- ber of those who travel daily from one part of an urban center to another. Such roads have been peculiarly, though not exclusively, an American development and are restricted in this country to a few of the largest cities, such as New York, Brooklyn, Chicago, Boston, and Kansas City, in most of which they have already become an integral part of the surface street car sys- tems, operating under the same management and pro- viding for exchange of traffic. This subject will be dealt with in another part of the report, but it is proper here to note that some of the earliest work of such men as Daft, Sprague, and Field in the application of elec- tric motors to short haul passenger transportation was done on the elevated roads of New York, where many important lessons were learned. The use of steam on the elevated roads continlied for many years without complaint, and the service rendered to the various com- munities was remarkable for its efficiency, safety, and regularity. But whether from the inci-eased amount of travel, necessitating more frequent trains, or from the inconvenience and discomfort due to dust, ashes, escap- ing steam and gas, dropping oil, and the like, or from the inability of steam locomotives of the necessary' medium size to haul heavier trains at higher speeds over the structures, the fact remains that by 1885 a plan had been formed for equipping sections of the Ninth Avenue and the Second Avenue Elevated rail- roads in New York city with electricity. Mr. Daft equipped the Ninth Avenue line from Four- teenth street up to Fifty-third street, a distance of 2 miles including a heavy grade. A third rail was laid between the two traction rails as a conductor to deliver current to the motors, and the outer rails were made the "return." The electric locomotive built to haul the train of cars had driving wheels 48 inches in diam- eter, and was equipped with a motor of 75 horsepower, having a normal speed of 18 miles per hour and a maxi- mum of 40 miles. The complete motor weighed 9 tons, and was 14 feet 6 inches in length, with a normal width across the standard gauge track of 4 feet 8i inches. This motor was supported at the rear on a shaft resting in bearings. Its front end was supported by a long screw which passed through a threaded eye. This screw was turned by a hand wheel. The armature shaft carried a friction wheel 9 inches in diameter, bearing upon a larger friction wheel 3 feet in diameter, geared to the axle of the main driving wheels. Thus, by turn- ino- the large screw, the upper friction wheel could be pressed against the lower to any desired degree, and in this manner power was transmitted by friction from the armature to the drivers, the amount of friction being regulated at will according to the load. Mr. Daft thus obviated the necessity of belts and pulleys, sprockets, link belts, etc. By means of the screw, also, the motors could be raised to clear the driving wheels, so that the armature could be taken out and inspected or repaired with convenience. This locomotive was provided with electric brakes, consisting of large electro-magnets, which, being energized by current from the track, were attracted by the wheels, and pressed against them like an ordinary brake. The terminals of the compound winding of the motors were brought to a regulator or controller, convenient to the hand of the motorman in front of the locomotive, and by the motion of a lever across the terminals, the resistance of the field magnets could be altered, producing corresponding changes of speed. The current was picked up from the central third rail by a bronze contact wheel 15 inches in diam- eter. The motor proved too light for its work, and was afterwards reconstructed. But neither then nor now does it appear that the locomotive principle was found best adapted to street electric traction, however well it may have been adapted to steam traction. Meantime, Mr. Stephen D. Field, as representative of the Edison-Field interests, began work on the Thirty- fourth street spur track of the Second Avenue Ele- vated road, introducing an electric locomotive which, outwardl}^ at least, resembled nearh' all of the elec- tric locomotives which ha\e later come into actual service. But in the Field locomotive the motor was mounted upon the rear truck, and was con- nected to the driving wheels in a manner exactly like that emplojred in the ordinary steam locomotive. In other words, the motor shaft was directly connected with the drivers bj' means of a crank and side bar. Another of the features of this machine, which was series wound, was that it was regulated b}' means of a liquid rheostat or resistance placed in the cab. This rheostat consisted of a trough divided into two com- partments filled with acidulated water. A metal plate on either side of these troughs acted as a terminal for the feeding circuit which was led in bj' two copper cables. The speed of the motors was regulated by the insertion or withdrawal from the troughs of two slabs of slate suspended over the troughs and operated liy a long lever, thus varying the resistance from almost nothing up to anj- desired degree. Mr. Field had other ing-enious devices for reversing, for shifting the brushes 170 STREET AND ELECTRIC RAILWAYS. to prevent sparking at the commutator, etc. This loco- motive had a total weight of over 13 tons, and hauled a passenger car which was regularly hauled b}^ a 13-ton steam locomotive. It also handled easih' one of the regular large elevated coaches up grade at S miles an hour, and was often operated under a potentiality as high as 1,100 volts. In contrast to Daft and Field, Sprague advocated the abolition of the locomotive and the installation of one or more motors under each car. His arguments appear to have been final and conclusive. The locomotives have disappeared and motor cars have taken their place. Mr. Sprague made his experiments on the Thirty-fourth street branch of the Third Avenue Elevated, placing two motors on the car trucks. The motors being thus grouped in parallel on a constant potential circuit, and driving from opposite ends of the motor shaft, a very intense rotary effort or torque was secured in starting, by having an intense magnetic field and raising the armature potentiality gradually. A system of braking was tried which consisted in converting the energy of the train into current, delivered back to the line from the motor, which thus temporainly became a d3'namo without reversal of contacts. The current was taken up from a central rail by three contact conductors, two of which were bronze wheels working on pivoted arms under compression springs. Special switches were pro- vided for handling the motors, breaking the main cir- cuit, reversing the armature circuit, cutting the armature partially from the line, and closing it upon a local regu- lating apparatus. A potentiality of about 650 volts was used, current being obtained from 5 Edison incandescent lighting dynamos placed in series, the circuit being led on Western Union telegraph poles to the track from a power plant almost a mile awa3\ A number of other interesting features were included in these experiments, but evidentl)' the time was not ripe for the change in New York. It was not until fifteen years later that electricity was finally adopted as the motive power of the New York elevated system, although meanwhile it had been adopted with success on the elevated systems of Chicago, Brooklyn, and Boston. The demonstration made at the World's Fair in Chicago in 1893 was sufli- cient warrant for resorting to electricity on those roads. An elevated structure known as the Intramural Railway made an almost complete circuit of the grounds, being neai'ly 3 miles in length, comprising 14,800 feet of dou- ble track and 1,900 feet of single track. Over this road were run 15 trains, each consisting of 3 open trail cars and a motor car. Each car was mounted on double trucks and was 50 feet in length. The trailers when loaded weighed 22 tons and the motor car 30 tons. Each- motor car was equipped with 1 motors — one on each axle. The motors were single reduction, so geared as to work at a maximum speed of 35 miles an hour, and were capable of an output of about 135 horsepower, thus giving each motor car something over 500 horse- power. The current was picked up from the track by means of a third rail placed outside the traction rails, with a sliding contact on the motor car. Current was furnished from a special power plant, with a generator of 2,000 horsepower, a capacity* theretofore unknown in connection with street railway operation. This road remained in operation throughout the fair, and is re-^ ported to have carried with success and safety no fewer than 125,000 persons in a single day. After this no question remained as to the practicability of operating extensive elevated lines with electricity. The record of experiments would not be complete without a reference to storage batteries, which at first gave great promise, but which, from various causes, have since been almost entirel}' abandoned. All of the earlier experimental work with electric traction de- pended upon primary batteries as a source of current. The vehicle in some of the larger t^'pes, as, for example, that of Professor Page, at Washington, carried its own battery and was thus self-contained. There are so many obvious advantages in a self-contained vehicle that no wonder need be entertained at the persistence with which these earlier attempts were renewed, when the storage batterj^ came to the aid of experimenters. A battery car does not require a cumbrous system of over- head wires more or less disfiguring to the street, nor does it require a third rail, or a complicated system of conduit construction as in the case of cars with under- ground contacts reached through a slot in the track. Neither do such cars require an elaborate system of mains and feeder's for bringing the current to the track from the power house, nor for effecting the return cir- cuit. Moreover, in case the power house is for any reason temporarily thrown out of service, each car with its storage batterv is equipped with enough current to maintain its schedule, whereas with trolley or conduit cars all the cars out on the road are instantly stopped the moment the current is cut off, and are compelled to stand still until the current can be thrown on again. These and other considerations led to interesting ex- perimental work as early as 1880 and 1883, both abroad and in this country. Storage batterj^ cars were put in service in New York city, Philadelphia, Washington, and elsewhere. The most ambitious work of this character was done in New York city in 1887 and 1888 with the system of Mr. E. Julien, of Belgium, as a re- sult of which 10 or 12 cars were in operation for a con- siderable time on the Fourth Avenue road. The ideas of Mr. Julien were considerablj" modified by Mr. C. 0. Mailloux and excellent results were obtained, while other encouraging experiments were made in Philadel- phia under the direction of Mr. Anthony Reckenzaun, of Vienna. Simple as the storage battery idea is in conception, it proved to have a great many difficulties in its application. Some of these arose in connection with the earh" types of storage batteries, which were found quite inadequate to withstand the strain of street HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION. 171 railway work. Batteries broke down very rapidly under the heavy discharge of current necessarj' at intervals and proved liable to short circuit from jolts and concussion on the tracks. The weight of the bat- teries also proved a considerable drawback, the cells first used weighing not less than 100 to 125 pounds per horsepower hour of energy stored, which limited the radius of the car very seriously. Lighter cells giving an output of 1 horsepower per hour with 50 to 75 pounds of battery were found to be too fragile for such work. Another difficult}'^ which proved insurmount- able was the annoyance to passengers from sulphuric acid gas escaping from the cells. Moreover, the acid scattered by the jolting of the car corroded and weak- ened its structural material. Another difficulty arose in the handling of the relays of batteries at the power plant, and various ingenious devices and contrivances were employed by which the exhausted batteries, when they came in, could be quickly exchanged for batteries freshly charged. To obviate the necessity of any such mechanism the batteries were sometimes left on the cars all the time, but this, of course, necessitated the doubling of the rolling stock. For several years ex- periments with the storage battery continued with varying success. But although a few such cars were in operation as late as 1902, as shown by the statistics, the last of those in New York city were withdrawn from the streets in 1903 while this report was in press. CHAPTER II. ROADBED, TRACK, AND ELECTRIC CONSTRUCTION I I Table 86 Shv/li' track intleurje mid percentage each class is of total: 1902. ROADBED AND TRACK. With regard to the statistics of track and roadbed it ma}' be pointed out that at the census of 1890 the rail- ways that used motive power other than steam were confined almost exclusivelj' to urban districts, and were properly classed as "street railwa3^s," but since then the application of electricity has enabled these roads to extend their lines greatly in rural districts, and a con- siderable proportion of the trackage is now outside the limits of cities, towns, or villages. That the use of electric power has been the principal factor in the development of these railways during the past twelve years is shown by Table 4, page 8, which presents for the years 1902 and 1890, the number of miles of single track in the United States, classified according to the motive power used. The increase in the length of track is confined en- tirely to the railways operated by electricity. The mileage operated by this power increased from 1,261.97 miles in 1890 to 21,901.53 miles in 1902, while a decided decrease is shown in the trackage for each of the other classes of power. Single track roads are characteristic of I'ural districts, and the fact that the percentage of increase in length of line is greater than in length of track is due principally to the great development of interurban single track lines since 1890. In some cities, as, for instance, in Philadelphia, owing to the narrow- ness of the streets, the railways are sometimes single track, going out on one thoroughfare and returning on an adjacent one. Tritely statistics. — The 22,589.47 miles of track re- ported for 1902 consisted of 16,651.58 miles of first main track, 5,030.36 miles of second main track, and 907.53 miles of sidings and turn-outs. The further segre- gation of this trackage according to power used, owner- ship, and location for the United States and for each state and companj' is shown in Table 94. Table 86 pre- sents the totals for the United States, and shows the mileage of each of the different classes of track and the percentage which each class is of the total. (172) CLASS OF TRACK. Single track mileage. Total . = 22,589.47 First main track Second main track Sidings and turn-outs . Overhead trolley Other electric power. Compressed air Animal Cable 16,651.58 5,030.36 907. 53 Steam Trackage owned Trackage leased Operated under trackage rights , Constructed and opened for operation during the year. On private right of way owned by company , On private right of way not owned by company , Located within city limits - Located outside city limits Equipped with cast welded joints , I 21, 302. 57 94.3 611.44 2.7 6.06 (=) 259. 10 1.1 240.69 1.1 169. 61 0.8 19, 038. 33 84.3 3,551.14 15.7 560.92 2.5 1,649.73 6.9 3,424.96 15.2 377. U 1.7 313,208.24 65.8 ' 6, 855. 58 34.2 1,642.68 7.3 Percent- age of total. 100.0 73.7 22.3 4.0 1 Includes 12.48 miles of track duplicated in reports of different companies. 2 Less than one-tenth of 1 per cent. 3 Exclusive of the mileage of Massachusetts. Of the total mileage, 21,914.01 miles, or 97 per cent, were operated by electric power, and 416.36 miles, or 1.9 per cent, by other mechanical traction, while only 259.10 miles, or 1.1 per cent, were operated by animal power, as compared with 69.7 per cent in 1890. Even this heavy preponderance of electric traction has been increased during the preparation of the present report. Of the total trackage in use by all companies, 84.3 per cent was owned by the operating companies and 15.7 per cent was operated under lease. The mileage of track constructed and opened for operation during the year covered by this report was 1,549.73 miles, or 6.9 per cent of the total; but this does not cover all of the track under construction. A number of miles of electric track were in various stages of completion, but it was impracticable to fix upon any stage of the work at which the trackage could be enumerated other than that of actual completion. The statistics concerning track located on private right of way i-efer particularly to rural electric rail- ways. Many of these, after the manner of steam railways, have bought or have had surrendered to them a separate roadbed, either adjoining or independent of ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 17a the highway. It appears from the reports that 3,424.96 miles of single track were on private right of way owned by the company. Occasionally the railway is built on a private right of way not owned by the company, an example of which would be a toll bridge owned by a bridge company, to whom payment for the privilege of using it was made. There were 377.11 miles of ti'ack on right of way of this character. Many of the new interurban electric roads run right across the country, making little use of highways, to which street railways have previously clung so tenaciously. The inquiries concerning the location of track — whether within or without city limits, were made with the intention of ascertaining the relative length of track operated in urban and rural districts, respectively. In a number of cases it was impossible to determine ex- actly the trackage that should be assigned to these two subdivisions. In some instances the track was within, or passed through, thickly settled comumnities that were not organized as cities or towns, and therefore had no corporate limits, and it was difficult to obtain the length that should be considered as within the urban district. In the New England states densely populated communities are often legally part of the town gov- ernment, which also includes rural districts. Many companies in Massachusetts reported that it was imprac- ticable to make the distinction, and accordingly the trackage for that state has not been included in this classification. For the United States, exclusive of Massachusetts, 13,208.24 miles of trackage, or 65.8 per cent of the total, were reported as within urban limits and 6,855.58 miles, or 34.2 per cent, as outside of such limits. The increase in the trackage is due not only to the building of new lines, but largely to the extension of the lines of established companies. This is illustrated by Table 80, in which the operating companies report- ing in 1902 and 1890 are grouped according to length of line operated. The average length of line per operating company for all companies was 20.38 miles in 1902, as compared with 7.41 miles in 1890. Thus the average operating company in 1902 controlled almost three times the length of line that was controlled b}' the average com- pany in 1890. In 1890, of the companies reporting, only 8 operated more than 50 miles of line, while in 1902 the number of such companies had increased to 69. Of the total number of companies reported for 1890, 94.9 per cent operated less than 20 miles of line each, and their combined length of line amounted to 71.5 per cent of the total in the United States; in 1902 corresponding percentages were 75 and 30. 7, respectively. Thus, while there are still a large number of companies that operate less than 20 miles of line, the proportion of the total length of line operated by them is not half so great as in 1890. Roadbed construction. — It is needless to say that one of the most important features of a street railway is its track, and this importance may be brought out more emphatically by regarding the matter from different points of view. A good track is necessary to the smooth and economical operation of cars; it is of im- portance as bearing on the comfort of the passengers, and the track in its relation to the roadbed and to the thoroughfare through which it runs must be considered from its effect on the convenience of foot passengers and the durability of vehicles using the road. Of the roadbed it may suffice to say that it is good practice to have a good ballast — for instance, clean, broken stone and sharp, clean gravel or furnace slag — at least a foot deep under the ties, with the space between the ties filled up evenly to the top, with proper provision for drainage connection with the sewers. In exposed track coarse, large stones placed edgewise at the bottom of the ballast are common, in order to provide for draining or sewerage; filling in the interspaces with the gravel or other ballast, thoroughly rolled or tamped down; and upon this bed are placed the ties which carry the rails. It has some- times been the practice to set the rails or track construction upon a bed of concrete, or upon long con- crete beams or stringers under the rails. In Buffalo the concrete bed has been laid entirely across the track, while in Kansas City, St. Louis, Philadelphia, and other cities the stringer construction is used. The difficulty which has to be considered in connec- tion with the use of concrete for this purpose has been that of track renewal, since, where the rail lies in con- crete or where there are steel ties or cross girders thus embedded, the entire concrete portion must be renewed when the rails wear out and new rails are substituted. Some of the most extensive construction within the last few years in Chicago and New York city has been with wooden ties on a broken stone ballast. Thus it might almost be said that as a general Ithing recent work has developed the somewhat anomalous condition of using the more substantial concrete construction on the smaller roads where traffic is not heavy, and the lighter, more elastic wooden construction on roads with dense and ponderous traffic. In this connection it may be interesting to note the practice of the Rochester Railway Company, Rochester, N. Y., as reported by the chief engineer, Mr. Le Grand Brown. In addition to track constructed by the ordi- nary method this company laid considerable concrete beam and steel tie construction. For ties the company used old 4i-inch girder rails cut into l^-foot lengths, which were inverted and fastened with bolts and clips to the main rail. These steel ties were bedded in con- crete, and under the rails were placed concrete beams 12 inches in depth and 14 inches in width. Where the ties were located, a trench 4^ inches below the tie and about 12 inches in width was filled with concrete. The remainder of the pavement between and beside the rails 174 STREET AND ELECTRIC RAILWAYS. was a 6-inch concrete hase, while under the whole was a 4-inch laj er of stone chips. Drain tile was laid parallel with the track and connected with the sewers. The pave- ment was laid upon a cushion of sand 1 inch in depth; and where the street pavement was of brick or asphalt, the concrete was carried slightly above the base of the rail. From 1897 onward this construction was carried out with 6, 7, and 9 inch rails in asphalt, brick, and Medina stone pavements. The track was raised and blocked to grade and line before concreting, little trouble being experienced in keeping it in place during the work, and cai'e was taken to have the concrete well tamped under the base of the rails and around the ties. With regard to the rail itself there is considerable difference in the practice of street railway companies, to which allusion will be made later. So far as known the first street rail laid was that on Fourth avenue in New York city. This was of the flat type, being noth- ing more than a single bar of iron with a groove formed in the upper surface, into which fitted the flange of the revolving wheel. This type of rail, with a weight rang- ing from 30 to 80 pounds per yard, although modified in many respects, was adhered to for a long time. Such a rail was more particularly adapted to light traffic, but even then was found to need A'ertical stiffening and lon- gitudinal support. In America a small lip or flange was added to the underside to prevent the rail from slipping off the stringer, while in England a second flange was added, and the web was increased in depth. This feature reached such a development in some cases that the rails had a total depth of 2t inches; the longi- tudinal stringers were abandoned, the rail being sup- ported on cast iron chairs placed at intervals of 3 feet. As most of these rails, however, were used with wooden stringers, fastenings were used, consisting usually of spikes, staples, or lag screws passing through the rails. The rails were joined at the ends by rail joints, which were at first plain flat bars of iron, 3 or 4 inches wide and 8 or 10 inches long, let into the stringers and giv- ing but a weak support to the loose rail ends. The next step from this flat or tram rail was to the T or Vignole rail, identical in most respects with the rail now used exclusively on the steam railways of the United States. As will be noted from the returns in this report, the T rail has found extensive u§e among the street and interurban railwaj^s, though it is obvious that the con- ditions on street railways differ materially from those on steam railways. The main considerations which have led to its adoption or use, as compared with the girder rails, are that it is without the tram and groove of girder rails; it does not invite street traffic; it is generally easier to lay ; it is cheaper, the price per ton being less than for the girder rails; and, finally, owing to its symmetrical section, a lighter rail can be used under similar conditions than would be the case if the girder type was resorted to. These remarks applj^ more particularly to road^ in cities and their suburbs, since on the interurban railroads, which will be dis- cussed separately, the T rail, with an average weight of 70 pounds, is almost universally used. Track construction on selected railvays. — Perhaps the best way to summarize present methods of track con- struction in standard American practice, as embodied in this report, will be to consider the practice prevail- ing in some of the leading cities and street railway systems of the countrv. The United Railways and Electric Company of Bal- timore uses for construction in paved streets 9-inch grooved rails, laid on Georgia pine ties, 6 inches by 8 inches by 8 feet, spaced 2 feet between centers, the ties being tamped up with 3 inches of gravel and no other ballast or concrete being used. The standard distance between track centers is 10 feet, although this is reduced when necessary in narrow streets. The rails are in 60-foot lengths, and are laid with broken or alternating joints. No tie plates are used, but tie rods are placed every 6 feet. Angle bar joints have been used recentl}-, which on girder and grooved rails are 22 inches long, with 8 bolts, and all are between ties. The company also has some exposed 60-pound T rail, spiked to hewn chestnut ties 6 inches thick, with a face of from 6 to 12 inches, 8 feet long, placed 2 feet be- tween centers. The ballast, 4 inches deep, is filled in between the ties to the base of the rail, sloping off to the roadbed 18 inches outside of the ends of the ties. The rails are 30 feet long and are laid with broken joints and no tie plates. The standard bond to secure electrical continuity between the abutting sections of rail is a tinned No. copper bond wire, fastened to the rail with channel pins, though some of the heavy bond- ing is done with No. 0000 wire, while the standard bonding on exposed T rail on suburban lines is No. tinned copper wire, fastened with channel pins. The rail used in paved streets by the Boston Elevated Railway Companj^ is in the nature of a compromise between a girder and a grooved rail. It has a groove with a lip one-half inch lower than the head of the rail, and is of a form which will not retain dirt, but offers considerable inducement to vehicles. For track con- struction where the entire street is laid on 'a concrete base, the ties, which are 6 inches by 8 inches by 6^ feet, are bedded for their entire length in concrete, which is carried down to the bottom of the ties and thoroughly tamped under the base of the rail. Where the pave- ment is not laid on concrete, the ties are bedded and tamped in gravel, which is brought up to the top of the ties, granite blocks being used for paving between the rails. On reservations, and where tracks are filled in with loam within 8 inches of the top of the rail, the ties are placed 2 feet 6 inches between centers. Tie plates are omitted where the paving is brick or asphalt on a concrete base; but where the paving is granite, a cast iron tie plate about 1\ inches in thick- ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 175 ness is used, so that the height to the top of the rail is about 10 inches. The track construction is securelj' bonded to the rest of the street by the fact that the tie is bedded in the concrete. The joints are angle bar, with 12 bolts. The form of construction used in out- lying streets, where a reservation has been made along- side the roadway so that there is no paving, is to lay a 7- inch T rail mounted on a 1-inch tie plate. The object of so deep a T rail is to secure 8 inches of loam over the ties for raising grass. Most of the recent bonding has been with protected rail bonds. In Buffalo the company lays a 94-pound girder rail in paved streets, with a rather narrow groove, whose lip is five-eighths of an inch below the head of the rail. Two forms of track construction are employed, both of which depend mainly on concrete to support the rails. Where granite block paving is permitted for the full width of double track, the track is supported on a solid bed of concrete extending about 8 inches below the base of the rail, and is held to gauge and partially sup- ported by the ties placed ever}^ 5 feet. Every alter- nate tie is of metal, the others being of wood. In places where asphalt paving is laid in the "devil strip" the concrete beam form of construction is employed. A wedge-shaped beam of concrete, 18 inches wide at the top and 8 inches deep, is laid under each rail, ties are placed every 5 feet, and concrete is tamped under everj^ other tie at the time the concrete stringers are laid. The remaining ties support the track during construc- tion while the concrete is being laid, and are laid on tamped stone, the paving between the rails being sup- ported in this case simply on a sand foundation, except where it is above the ties. For suburban or outlying streets a 9-inch girder rail has been extensively em- ployed for paved streets, but in macadam and dirt roads a 6-inch T rail, weighing 72 pounds per yard, is used, and if the track is exposed A. S. C. E. standard T rail is laid. The spacing of ties, which are white oak 6 inches by 9 inches by 8 feet, on suburban work is 2 feet between centers, and they are laid on broken stone ballast 8 inches deep. There are no tie plates, but rail braces are used on the outside of each rail and on curves. Bonding is unnecessary on the electrically welded track used in Buffalo, which has over 100 miles of such track, as the conductivity of the joint is high and the percent- age of breakages is low. On suburban work, rail bonds of the protected type applied with a screw compressor are used. As the introduction of a successful electric- ally welded track practically assures to a rail a length of life limited only by the wear of the head, some cal- culations have been made at Buffalo as to the probable wear of rails. On sonie track which ordinarily has cars on two-minute headway but which, during the Pan- American Exposition had cars on a thirt^^-second head- way, the wear was found to be one-eighth inch in four jears. The welding process, as carried on at Buffalo, begun in 1899, was notable as being the first applica- tion on a large scale of a successful method of welding rail joints electrically. The joint plates are welded to the web of the rail by means of bosses on the plates, which limit the area of the welding to the area of the bosses, and so insure a high temperature at the point of welding, one boss being directly at the joint between the rails, another at each end of the joint plate. The center bosses are welded first and those at the ends after- ward. In the welding five work cars are employed. One of these is the welding car proper, which carries the welding clamps and the welding transformers. The second car carries a rotary converter, which receives direct current from the trolley wires and supplies alter- nating current to the welding transformer. The third car has a motor driven booster for raising the trolley voltage whenever the drop is so great that there is danger that the weld may not be successful. The fourth is a sand blast car, which cleans the rails before weld- ing. The fifth carries a motor with emery wheels for grinding off any inequalities in the joint after it is completed. The number of breakages in the electrically welded track in Buffalo has been a ver}^ small fraction of 1 per cent. The Chicago City Railway Company on the last track \ that it laid employed a 9-inch girder rail weighing 95 \ pounds to the yard, with wide tread for vehicle wheel ■ laid on white oak ties 6 inches by 6 inches by 8 feet resting on sand, the track being held to gauge by malleable cast-iron tie plates with braces. No tie-rods were used, and the joints were cast welded. As to bonding, a good cast welded joint was used, and a copper supplementary wire was also run, as required by a city ordinance. It has been approximately esti-^ mated that a piece of girder rail track of this com- pany was worn out after the passage of 3,000,000 cars; that is, the head was so worn that the car wheel flanges touched the tread of the rail. The wheel flanges used on this road are unusualh^ shallow, being but five- eighths of an inch. The rail now used by the Cleveland Electric Railway Companj- is similar to that used in Boston, except in streets like the boulevards, where the tracks run along grass plats. The track is laid on ties that are placed 2 feet between centers except that three are placed under each joint, these being staggered. Three inches of con- crete is placed under the ties. Two kinds of joints have been used — the cast welded and the twelve bolt 36-inch angle bar. On a boulevard line recently con- structed 80-pound A. S. C. E: standard rails in 30-foot lengths were used, the bonds used being single or dou- ble No. 0000 protected leaf bonds, 10 or 12 inches long, placed under the fish plates. Some 90-pound girder rails which have cast welded joints have been used nine years under a three-minute service. The Denver City Tramway Company was one of the first to employ successfully the T rail in paved streets t, 1 176 STREET AND ELECTRIC RAILWAYS. where the traffic is heavy, unci was the first to use what is commonly known as the Shanghai or high T rail. Its standard rail for '• downtown " service is a 7'2-pound 6-inch rail, in 60 or 62 foot lengths, laid on Texas heart pine ties, 6 inches liy 8 inches l)y 6 feet, 21 inches from center to center, in gravel ballast, which surrounds the ties and extends 8 inches below them, except in paved streets, where concrete is used between the ties. Dur- ing the last four or iiv^e years the plan has been adopted of treating all rails with one or more coats of asphaltic paint, which has retarded corrosion and electrolysis, as the local soil is impregnated with alkali and mineral salts. For outlying unpaved streets, standard A. S. C E. 65-pound T rail, in 60-foot lengths, is used. The rails are butted tightly together, and are always laid in cool weather, since the3' last longer when little longitudinal expansion is allowed. As to the life of ties, it is re- ported that in Denver, good Texas heart pine ties last from seven to twelve years; white oak ties have been in use for fifteen 3"ears and are still good; red and black oak ties are good for from six to eight years; and native pine and spruce will last from four to seven years. The Detroit United Railway Company lays narrow grooved rails in paved streets, the last laid being 90- pound rails. Some of the first experiments in the United States with tracks supported by concrete string- ers instead of ties were made in Detroit. The first construction of this kind was laid on concrete stringers only 6 inches thick, but as these wei'e not sti-ong enough to support the rail, the present construction uses con- crete stringers 12 inches thick by 18 inches wide. The concrete stringer is brought up around the web of the rail high enough to permit brick paving to be laid with only a thin cushion between the paving bricks and the concrete. The upper part of the stringer is continuous with the concrete foundation of the asphalt or brick paving, and no trouble is now experienced from lack of sufficient support. For holding the track to gauge, a wooden tie is now placed every 30 inches, whereas for- merly a metal tie was placed every 10 feet. The pres- ent construction, therefore, with its closelj^ spaced ties, is regarded as a partial abandonment of the plan of de- pending entirely on concrete stringers for track con- struction. The Indianapolis Traction and Terminal Company has two standards of track construction in paved streets, one employing 93-pound girder rails for streets where onl}' city cars will pass, the other a special 91-pound rail, which is a high T rail with a wide head, designed to be easily paved to and yet permit the passage of inter- urban cars with deep wheel flanges, of which there are now a large number entering Indianapolis over the city tracks. The standard rail for this service is 7 inches high, and has a head 2| inches wide to reduce the amount of overhang of the wide ti'ead interurban car wheels. For outlying unpaved streets 70-pound A. S. C. E. stand- ard 5-foot rail is laid. The standard tie is 6 inches bv s inches by 7 feet white oak, laid 2 feet 2 inches between centers and ballasted with gravel concrete, which ex- tends 6 inches under the tie, surrounds it. and is brought to within -ii inches of the top of the rail. Some track has also been laid on ties spaced 10 feet between cen- ters, with a concrete beam, 20 inches wide and 9 inches deep, under the rail, and extending to within 5i inches of the top of the rail. The standard bonds are the protected, 10 inches long, placed under the fish plates, and No. 0000, 28-inch wire cable bond, placed over the fish plates. The bonds are applied with a screw com- pressor. The track is cross bonded every 500 feet be- tween the rails of one track, while at every 1,000 feet there is a cross bond connecting the four rails of the double track. The Milwaukee Electric Railway and'Light Company succeeded some time ago in securing the approval by the city authorities of T rail construction for paved streets. A special new design of T rail, which is 7 inches high, with a head no less than 3 inches in width, has been adopted as the standard, so that, in the future, interurban cars using the city tracks may be equipped with wheels having treads and flanges more nearly approaching the standard steam railroad wheel tread. With a rail having the head 3 inches wide, a car wheel with a tread 3i inches wide could be used without hav- ing the wheel seriouslj^ overhanging the rail and bear- ing on the pavement. In asphalt or brick pavement, track is laid on ties 6 inches by s inches by 6^- feet, placed every 2 feet with 6 inches of concrete tamped, under each. As this rail has a very broad base, tie rods, which are liable to cause a weak spot in the paving, are not needed. The joints, rectangular in form, are cast welded. In asphalt streets, granite toothing blocks are- laid alongside of each rail, for while the city pa3's for- the original laying of the pavement, the company pays for the maintenance of the pavement between its tracks- and 12 inches outside its tracks. Granite toothing blocks extend out 12 inches, or to the limit of the dis- tance that the company must maintain paving. On. unpaved suburban roads 75-pou.nd A. S. C. E. standard. T rail is laid. The Twin City Rapid Transit Company, of Minne- apolis and St. Paul, was one of the first to lay a T rail in streets paved with asphalt, where girder rail had. been the rule before. The rail used is 8-inch T, weigh- ing 79 pounds to the yard. The base of the rail rests- directly on a concrete beam 22 to 24 inches wide and 12 inches thick under the rail. Around and above the base of the rail is placed 3 inches of natural cement if the paving is of brick, and less if the paving is of gran- ite. A cast welded joint of somewhat unusual shape, 16 inches long and weighing' 190 pounds, extends out from the head of the rail so as to make a substitute for paving at that point. A flange way on the inner side of the joint gi\'es the efl'ect of a grooved rail at the joint. The object is to facilitate paving around the- ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 177 joint and to provide against a weak point in the paving. The rails are in 60-foot lengths. The spaces between and around the paving blocks are filled with Portland cement grout, and fourteen days are allowed for the concrete to set thoroughly before any traffic is per- mitted. In less substantially paved streets, ties 6 inches by 8 inches by 8 feet, spaced 2 feet between centers, are used. A 6-inch concrete base of natural cement is placed between the ties and around their ends, and on this a sand cushion is spread. The brick or stone pav- ing is set and grouted with Portland cement. For suburban construction a 5-inch 80-pound A. S. C. E. standard T rail is used, with ties 6 inches by s inches by 8 feet, spaced 2^ feet between centers. The Philadelphia Rapid Transit Company uses for its standard track construction in streets having heavy traiEc a grooved rail which weighs no less than 137 pounds to the yard, but where the traffic is lighter a sec- tion weighing 93 pounds is found sufficient. The latter style is also in use for suburban service where the streets are paved, while for unpaved suburban streets A. S. C. E. standard 90-pound T rail is used. In paved streets track is now being laid on concrete stringer construction, with chairs spaced 5 feet apart and a steel tie used in connection at every second chair, or every 10 feet, provision being made on these chairs for the adjustment of the gauge. A concrete stringer 17 inches wide extends 15 inches under the base of the rail. The foundation of the paving between the tracks is a bed of concrete 6 inches thick. All rails are laid with broken joints. A zinc joint used by the company consists of rolled steel joint plates surround- ing the rail web and base, between which and the rail a filling of zinc is poured. Track construction hitherto has been laid on ties 5 inches by 9 inches by 8 feet, spaced 2 feet between centers. Where zinc joints are used no bonds are necessary, but on other track a pro- tected form of bond, about No. 0000 wire, is used. The Pittsburg Railways Company uses a 90-pound girder rail, in 60-foot lengths, laid on ties, resting on a foundation of broken stone. This foundation is in two layers, the upper layer being in 12-inch and the lower layer in 3-inch cubes, and extends to a depth of 21 inches below the top of the rail. Ties are 6 inches by 8 inches by 8 feet. Concrete is used around the rails to fill in the space between the head and base, the rails being laid directly on the ties and tie rods used. Cast welded rail joints are now being laid, the ties spaced 2 feet between centers. For suburban service 80-pound T rail and 78-pound girder section have been used. The standard rail of the United Railroads of San Francisco for basalt block pavement is a 109-pound D-inch girder, with ties placed 1 feet between centers. For streets paved with bitumen on a concrete founda- tion a 7-inch girder rail weighing 100 pounds to the yard is used, though for suburban service a 70-pouud rail is the standard. The track is laid on ties 6 inches bv s inches by 8 feet, with 3 inches of ballast under the ties except where concrete is used, when i inches of liallast is required. The St. Louis Transit Company uses a concrete beam under each rail, with a concrete stringer 8 by IS inches. To hold the track to gauge, a tie rod is placed every 6 feet, clamped to the base of the rails to prevent all tilt- ing. The foundation of the pavement, the bottom of which is flush with the base of the rail, is a bed of con- crete 6 inches thick, on top of which the asphalt is placed. The standard rail for city use is a 9-inch grooved rail, either 100 or 98i pound section, while for suburban service the company uses a 95-pound 9-inch girder rail, and in dirt streets ties are laid to support the track. bonding. — It will have been noticed that frequent ref- erence has been made to the subject of "bonds," which constitute so important a part of the system and circuit structure in electric railwaj' work that it would be im- proper to pass them over without some explanatory comment. It is well understood that the current deliv- ered to a trolley system reaches the car motor bj- means of feeder and contact wires, and that the circuit back to the power house is completed through the wheels and the track itself. If there were no such circuit comple- tion, current would not flow, and it is therefore an essen- tial and fundamental condition that both the feeding circuit and the return circuit should be maintained in- tact at all times with the least possible resistance to the flow of the current and also with the least opportunity for the current to leak away. The danger of leakage is particularl}^ great, since the rails generalh' lie in earth, liable at all times to be more or less damp, and being ad- jacent to great masses of metal in the shape of gas pipes or water pipes, etc., which would furnish a better path than the rails for the current. Such pipes are liable to be attacked by a disease known as " electrolysis," which means, in this case, the corrosion or eating away of the iron or lead by the current. It will be seen that with the traction rails broken at joints every 30 or 60 feet, some auxiliary device is nec- essary in order to make them continuous as a circuit. As even the most exact butting or overlapping of joints was found to develop abnormal electrical resistance, this condition was dealt with in the early stages of the art, and the problem was attacked in various ways. At the time of the street railway census of 1890 one method in vogue was to use the rails of the track exclusively, riv- eting to the rails around each joint a No. 6 galvanized iron bond. Another method was that of laj'ing an aux- iliary copper wire of the same size as the overhead trol- ley wire down the center of the track, on top of the cross ties, and connecting it with a wire of small size riveted to the center of each rail. As to the first method, it was soon found that galvanized iron bonds disappeared under the exposure to action in the earth, and the rails were rebonded with copper bonds riveted to each rail. 178 STREET AND ELECTRIC RAILWAYS. It was then discovei'ed that these bonds were too small and that there was considerable loss of potential power because they deteriorated and broke off, so that it was again necessary to go over the lines and rebond them with heavier material. In the same way, owing to improve- ments in the method of bonding at the joints and the rapid adoption of heavier rails giving more conductivitj^ in the return circuit, it was found unnecessary to incur the initial expense of auxiliarj^ copper ground wire, and so the use of this was also given up. From that time on there has been a remarkable improvement in the mat- ter of bonding the tracks, and a large variety of bonds have been put into service, usually of solid or stranded copper, but including some of a plastic nature. Among those favorably known and largely in use is the protected type, in which the copper bond, owing to its liability to be stolen, particularly on suburban roads, is protected or concealed and goes in the space back of the fish plate, against the web of the rail. The rails themselves, if their connection was unbroken, could, of course, carry the current of the return circuit with- out trouble, but as there are from 176 to 352 joints in a mile of track, at any one of which the circuit is liable to break, it is evident that bonds can hardly be used too liberally, while there is even warrant for supplementing the return system with return feeders, which may be carried either underground or on the poles supporting the overhead wires. Some railways have supplemented their track return by inserting into the return circuit a quantity of their old rails which have been scrapped and which can thus be utilized again to advantage. By methods of this kind the street railway companies have not only done much to lessen the annoying disturbance of adjacent telephone circuits experienced in the early dsLys of the trolley, but have obviated quite successfully the electrolytic action on iron and lead pipes in the ground, caused by the current escaping from inadequate" return circuits. No small amount of litigation and some verj' extensive and costly experiments have at- tended this work and development. The extent to which current can leak from a track may be inferred from the estimate that in ordinary double track the surface ex- posed for leakage is sometimes as great as 60,000 square feet per mile of route. Despite the many bonding devices, a good many en- gineers give their preferenfce to a track which is prac- tically jointless. To secure this result two principal methods have been in use. One of them is electrical, and consists in welding the rail joints and plates to- gether in some such method as that described on page 175 in connection with the track of the Buffalo street railway system. Another method often used consists in casting a sleeve of iron around the ends of the rail joints at the side and bottom. The sleeve is made of cast iron, of special chemical composition, which has been "run" at a much higher heat than is employed in making ordinary castings. The metal is poured in from one side and comes in contact with the web of the rail at its greatest heat. It brings the thin part of the rail ta a white heat and tremendous pressure is exerted on the molten cast iron, which is squeezed into the interstices of the steel rail, becoming such an integral part of it that if a joint of this kind is sawn through it is impos- sible to saj^ where the web of the rail ends and the cast joint begins. These joints are usually about 14 inches long and weigh from 70 to 140 pounds per joint, de- pending upon the size and weight of the rail that is welded. A vei'y good mechanical joint is thus effected, and the electrical continuity of the circuit is high. A third method which has recentlj' come into vogue con- sists in using a welding mixture known as "thermit,'^ which is made of powdered aluminum and iron oxide. The combination of aluminum with oxygen evolves an immense amount of heat, and this reaction has recently been brought under control. A welding portion of the mixture is poured into a small crucible at the joint with a thimbleful of ignition mixture added, and the whole is ignited. The reaction is immediate, and the molten thermit flowing into the mold around the rail makes the joint. It may be here noted relative to the details given of track bonding, that according to the statistics in Table 94, 1,642.68 miles have been constructed with cast welded joints. This method constituted only a small proportion of the entire mileage, leaving practically all the rest of the track rendered conducting and continu- ous by means of electrically welded joints or by the very generally used copper rail bonds. The cast welded track is found in a number of states, but particularly in California, with 110.62 miles; Illinois, with 292.68 miles; Minnesota, with 89.57 miles; Missouri, with 376.07 miles, practically all in St. Louis; New York, with 222.82 miles, virtuallj^ all in Buffalo and Greater New York; Ohio, with 129.85 miles; and Wisconsin, with 141. 25 miles, all of which is in Milwaukee. It will be gathered from these figures, therefore, that cast welding is still limited to a few of the larger cities and urban systems. II. KAILS AND CONDUITS. In Table 94 detailed statistics are given regarding the weight of rails per yard, the style of rail, and the method of rendering the track a perfect return circuit by means of cast welded joints. Considerable discussion of rail will be noted in the preceding section of text. A\'ith regard to the style of rail employed there is no uniform practice. Of the 817 operating companies, 367 used T rails exclusively and 390 reported the use of T rails in connection with girder, groove, or full groove rails. The range in the weight of the rail as shown by the returns is also quite remarkable — from the 16-pound T rail of the little Paso Robles, Cal., animal power sys- tem to the 136-pound girder rail used on the Union roadbp:d, track, and electric construction. 179 Traction system in Philadelphia. A number of roads have rails of very heavy section, as, for example, 128- pound on the road of the United Railways and Electric Company of Baltimore; 120-pound on several roads in Louisiana; and 113-pound, 110-pound, and i09-pound on various roads. As might be expected, the T rail is a common form in interurban work associated also with lighter weights of 60-pound or 70-pound, but it is also to be found in urban limits. In Vermont all the rail reported is of T type and none of it exceeds 60 pounds in weight. In Texas also nearly all the companies report the use of the T rail, although in Houston, girder rail up to 96 pounds per j^ard is in use. A good deal of T rail of light weight is also reported from Cali- fornia, Colorado, Connecticut, Georgia, Illinois, Indi- ana, Iowa, Kentucky, and Wisconsin. Girder rail, on the other hand;-is reported very generally, as will he seen from the table, in Illinois, Maryland, Massachu- setts, Missouri, New Jersey, New York, Ohio, Pennsyl- vania, and Virginia. Third-rail systems. — The number of companies oper- ating by the third-rail system were so few at the time of the report, that it was not deemed necessarj' to make a separate section of the schedule for this information. Eleven companies in live different states, with a total of 342.11 miles of track, reported this form of construc- tion. There is no third-rail construction within city limits on the streets, but there is considerable of it on the elevated roads of New York, Chicago, Boston, and Brooklyn. The Northwestern Elevated, South Side Elevated, Metropolitan West Side Elevated, and Lake Street Elevated, all in Chicago, 111., report the third rail, with a total of 107.96 miles of third -rail track. In New York state, the Manhattan Hailway Companj-, at the time of the report, was operating 40 miles in New York city by the third-rail system, but since that time and during the compilation of the report the whole of its 117 miles has been converted to third rail. The Brooklyn Rapid Transit Company reported 50.40 miles of track operated by third rail. The New York, New Haven and Hartford Railroad reported not less than 25.43 miles in Massachusetts, this being all on the sur- face and constituting an important electrical adjunct to the steam locomotive service of the company in certain limited districts. The Boston Elevated reported 16.02 miles of track with third rail. Besides this use of the third rail within city limits the report shows, even in 1902, a considerable amount of third rail on the surface for interurban purposes, similar to that quoted in Massa- chusetts for the New York, New Haven and Hartford system, which had 25.89 miles of this type of track in Connecticut on its Berlin section. At the time of the report California had no third-rail interurban road, although some was then under construction and has since gone into operation. In Michigan the Grand Rapids, Grand Haven and Muskegon road reported 36.63 milesof third rail. In New York state the Albany and Hudson Railway and Power Company' reported 39.7s miles between the two cities named. This road runs through several communities of good size, where the third rail is safeguarded and has not been found any hindrance to general movement of vehicles or pedes- trians. The trolley is used, however, in the terminal cities. Conduit systems. — In connection with the treatment of roadbed and track must be considered the subject of conduit railways, since the modern conduit in electric systems, as in the preceding cable systems, constitutes practically a part of the structure. The earlier cable work in the United States was put in with a deep con- duit or tube between the two rails. The conduit at San Francisco was 32 inches in depth, and that of the Chicago City Railway 36 inches. Such construction was expensive, not only on account of the excavation required, but because of the interference of the conduit with other subsurface structures. In constructing the conduit in natural soil it was necessarj'^ either to cut a formidable trench with pick and shovel' or else to blast out the bed, and, on the other hand, if the line were built upon made ground, concrete foundation piers and sometimes even piles were necessary. In cable railways a grip extending down between two slot rails seizes a traveling cable, and the car is thus drawn forward, although it has no power of going backward. Many objections were urged against the system on the score that the slot caught the narrow tired wheels of passing vehicles, and that the conduit space constituted an ad- ditional gutter which it was difficult to cleanse; but the conduits were gradually made shallower, methods of removing mud and water were perfected, and the cable system had reached a high stage of development when electric traction became commercially feasible. Having in mind the objections urged against the slot and conduit, much ingenuity was bestowed by electrical inventors on the development of electrical methods which would dispense with any such openings, but which would still bring the current to the car by means of conductors buried in the ground, in order to avoid the erection of overhead wires. These closed conduit systems have depended broadly either upon a third-i-ail conductor, or upon exposed knobs or contact buttons in the street bed, with which the moving car could make contact by means of a long " skate '' or shoe. The sec- tion of conductor immediately adjacent to the car, elec- trified at the time the car passes it, becomes dead as soon as the car passes on to the next block or succes- sion of contact devices. The connections are made by section switches, closed and opened by magnets carried on the car; auxiliary circuits, closed by the car itself as it proceeds; mechanically, or in a variety of other ways. This contact material has consisted sometimes mereh' of iron filings within the road contact plate. Sometimes the contact devices have consisted of plungers making contact through mercury cups at the switch box. The 180 STREET AND ELECTRIC RAILWAYS. only contact S3rstem of this general character now in operation in the United States i,s that which has been installed by the Westing-house Electrical Manufacturing- Company in the United States Navy proving grounds at Indian Head, Va., on the Potomac. This line is about 3 miles in length, is operated in part by an over- head trolley; but, as the track crosses the firing- line, where the overhead wires are liable to damage by pro- jectiles, some other system was necessary, and the con- tact system has been adopted. Each car is operated with two steel contact shoes, and these shoes project downward from the bottom of the car by springs, ener- gized by storage batteries on the car, make contact with successive pairs of pins set along the track. The switch boxes and contact pins are made as a complete unit, and the contact pins, where the boxes are installed upon the track, stand up 1^ inches above the running rail. As the car runs along the track the shoes "cut in " and "cut out" the pins so that only the portion of track over which the car stands is alive. On the whol6, therefore, it will be understood that surface contact street railway methods with closed con- duits are not in vogue, and that where the overhead system is not allowed the open conduit method is the only one left permitting the use of electricity in large cities. The one other plan of bringing the current to the street car is that which is known as the third rail; but the inapplicabilitj' of this needs no discussion, the third rail being available only upon underground roads, elevated roads, and cross country lines with a more or less uninterrupted right of way. According to the re- turns presented in this report, of the 21,914.01 miles of single track operated liy electric power, 97.2 per cent obtains current by means of an o\'erhead wire. De- ducting the mileage operated by third-rail and storage- battery systems, this leaves 1.2. per cent for the open conduit. But it is a superficial indication of the rela- tive importance of the conduit, as it is only to be found in a few cities of dense population and extremely heavy traffic, such as New York and Washington. In both these cities the open conduit electric method has not only been applied of late years to lines of thoroughfare previously unoccupied, but has replaced entirely the cable conduit in leading streets, the most conspicuous example being Broadway, New York city. One of the serious limitations of the open conduit method is its heavy cost of construction as compared with the overhead method. Detailed figures presented by Mr. A. N. Connett as to the Metropolitan Kailway Company, of Washington, D. C, give a total construc- tion cost of not less than $50,000 per mile of track, and the data given by Mr. W. C Gotshall as to the total cost per mile of single track on the Second Avenue Rail- way, of New York city, showed a cost of about $.")S.OOO. Even this is far from the extreme cost reached on some lines. The real cost depends in very large part upon the amount of underground piping to be disturbed. As there is a strong family liken&ss to-day among the various open conduit systems, a description of the Washington system may be taken as giving a typical view of intelligent work, although this system is not the latest in construction. The conduit, formed entirely of Portland cement concrete and resting on a concrete paved base, extends the entire width of the roadbed and 2 feet outside the outer rails. The conduit yokes go down 31 inches from the grade or surface, and the inside depth of the tube is 25 inches. At intervals of 13.5 feet manholes are provided for access to the under- ground work, and every 400 feet there are hatches by which the conductor rails, 27 feet long, can be inserted or removed. The conductor rails, along which the con- tact plow makes rubbing contact as it travels, are car- ried on porcelain insulators 4 inches in diameter and 7.5 inches deep over all, which are held by an iron cap and which support -a bolt to which the conductor rail parts are attached like the lower horizontal member of the letter L. The conductor rails are of mild steel weighing 23. 5 pounds to the j'ard — a weight which gives abundant conductivity for the current required to operate all the cars on the system at anj' one time — and are bonded together with copper bonds. It will, of course, be understood that the traction rails on the surface of the street are no part whatever of the electric conducting system, as they would be in an overhead trolley road. The slot rail of the track, weighing 67 pounds to the yard, is the same as that used on cable I'oads, except that a little more care is taken to provide for drainage of water from the edge of the slot. Careful provision for drainage is made within the conduit through man- holes connecting with the sewer pipes about every 400 feet. It is not to be understood that this system is general, as each conduit road has peculiarities of its own, and the same road will show modifications in conduit struc- ture on different sections. The Lenox avenue conduit structure in New York city, which is one of the best known of the pioneer systems, began by carrying its insulators and contact rails on pedestals standing up from the base of the conduit, but these were early abandoned, and on the road as now operated the insu- lators and contact carriers are inverted and supported from the conduit roof, somewhat as in Washington. One of the governing conditions has been the retaining or replacing of the old cable conduit, the new electric conduit methods being modified in the former case, as upon the Third avenue line in New York city. Upon the newer sections of the Third avenue line the conduit yokes were placed 5 feet apart, and built up of three pieces riveted together, namely, a steel I-beam weigh- ing 105 pounds, and two cast-iron side pieces weighing 122 pounds each. These yokes are planted in a 4-inch bed of concrete, and the conduit between the yokes is of solid concrete. The slot rail, weighing 66 pounds to the yard, is laid in ?)(t-foot lengths, while the track rail of ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 181 the girder type, 9 inches high and weighing lOY pounds to the yard, is laid in 60-foot lengths. The steel con- ductor rail, weighing 21 pounds to the yard, is carried on inverted insulators hung from inside the slot rails. This construction, however, is not to be regarded as standard — a word which would apply better to the practice adopted in 1897 in New York, and which has been followed in the construction of the conduit system at Brussels, London, and other foreign cities, although in several of the European cities conduit is laid under one of the rails instead of between them. Another point of difference relates to the plow rather than the conduit; thus the contact shoes used in Brussels, instead of being pressed outward horizontally, as in the New York and Washington plows, are swung out vertically in the arc of a circle, the arc being 135 degrees. Another variation in this detail occurs in Vienna and Budapest, where the plows are hinged from above and swung around in an arc of about 45 degrees. A further point of difference which is interesting to notice is that the rubbing surface of the contact device is on top of the contact rail instead of on the face or side, as in other conduit systems. The old method was to build up the conduit from the bottom of the trench. The new method of conduit con- struction, as distinguished from the old, is to build down- ward from the slot and track, which are first aligned with the conduit yokes, the cement being then packed around a movable mold. A few words of description as to the present method, followed in New York and Europe, are given below. A trench is first constructed of exactly the dimensions which will be taken by the completed conduit, so that the quantit}' of earth removed is a minimum. The yokes are placed about 5 feet apart in niches, which are care- fully cut in the trench at exactly the points I'equired. After this has been done, wooden timbers are placed across the trench to support the slot rails, at such a height that the slot rails, when placed on them, will rest on the yokes, and will be in their proper future positions. On these timbers are mounted cast-iron clamps, of just the right shape to fit and hold the base of the slot rails. The rails themselves are then set in these clamps, and joined at the top b}^ means of a T-shaped clamp, which embi-aces the heads of the rails and fits into a mortise in the lower clamp. In this way the proper position of the rails is secured, and it is only necessary to align and level them by adjusting the posi- tion of the wooden timbers. In other words the track is aligned by means of t^e slot rails, which is the end desired, and the rest of the structure is made to con- form to it. The yokes are next attached to the slot rails by means of four bolts for each yoke. The brace rods are then put in place connecting the yokes with the web of the slot rails. The only work now remain- ing to be done is to build up the conduit proper. Exposed, as the conductors in an open conduit are, to 1165-05 13 all the vicissitudes of weather, it is natural to expect that they would be liable to frequent interruption on account of the burning out of sections by short circuit- ing, which easily happens when moisture is present. On the whole, however, the operation has proved ex- tremely satisfactoiy, and the conduit and track con- ditions have been far less susceptible to trouble than was expected. In fact a more sensitive and weak part of the S3'stem has been the contact plow. It is not only subject to considerable wear, but may become jammed in the slot, especially if a car should happen to get into collision with other vehicles. The applicability of the method, as well as the practical verdict upon it, is to be found in the fact that not only has it superseded the cable in New York, but it has also replaced the storage battery, and is being installed on several of the branch lines where horses are still in use, so that ultimately the whole of the city below One hundred and thirty- fifth street will depend upon the open conduit for its surface street railway transportation. III. ELECTRIC LINE CONSTRUCTION. The importance of overhead trolley construction for the operation of electric railways may be deduced from the fact that of the 21,901.53 miles of track operated by electric power embraced in this report, 21,290.09 miles received the current for the cars by means of overhead wires. From the details of electric line con- struction, shown in Table 94, it will be seen that of the total, 15,857.26 miles, 10,220.07 miles, or 64.5 per cent is span wire; 5,223.08 miles, or 32.9 per cent, side bracket; and 414.11 miles, or 2.6 per cent, center pole. It also appears from the returns that wooden poles have been used for 80.3 per cent of this mileage and steel or iron poles for 19.6 per cent. In addition to this, 15.92 miles of line have wires supported by ele- vated railway structures and by buildings or bridges. The same table shows for each railway the number of poles to the mile, the average being about 52, ranging from 40 up to 75, depending upon the local conditions and requirements. The extreme figures are 30 poles to the mile, reported for the Salem Electric Railway Com- pany, of Salem, Ohio, and 85 reported by the Duluth- Superior Traction Company, of Duluth, Minnesota. SjMii ivire construction. — Table 94 shows that the span wire construction reported — 10,220.07 miles, or very nearly half of the overhead trolley construction — was very largely in the cities. Thus in California, with a total of 339.82 miles, 98.66 miles was reported by the United Railroads of San Francisco; 55.82 by the Los Angeles Railway; and 66.43 by the Oakland Transit Consolidated Railway. These three companies consti- tute a very large proportion of those of the same char- acter within the state. In Colorado, out of the 140.16 miles, 82.02 miles was reported by the Denver Citv 182 STREET AND ELECTRIC RAILWAYS. Tramway. The state of Illinois reported a total of 799.06 miles of span wire. Of this mileage nearly half was reported in the city of Chicago. In Indiana, out of 357.80 miles, 127.40 miles was reported by the Union Traction Company of Indiana, and 36.39 miles by the Indianapolis Street Railway. In Massachusetts, with a total of 712. 85 miles, a group of three roads in and around Boston — the Old Colony, the Boston and Northern, and the Boston Elevated^reported 445.50 miles. In Ohio this style of construction appears to be generallj' dis- tributed, but out of the 908.56 miles, 115.41 miles were reported by the Cincinnati Traction, 69.31 miles by the Cleveland Electric Railway, and 47.87 miles by the Cleveland City Railway. In Pennsjdvania, with a total of 1,532.83 miles, the Union Traction Company, of Philadelphia, reported 308.86 miles, and the Pittsburg Railways Company, 232.09 miles. It will be gathered from the foregoing figures, therefore, that the span wire construction is to be credited with a larger track mileage than would appear on a superficial reading of the figures. In other words, there was a total mileage reported of overhead trolley construction of 21,290.09 miles, but there was only 5,223.08 of side bracket and 414.11 of center pole. These two items made a total of 5,637.19 miles, which would leave a total of 15,652.90 miles of overhead construction to be accounted for, whereas the mileage of span wire reported was, as already noted, only 10,220.07 miles. Allowing that all the center pole construction covered two tracks, and that part of the side bracket also had long brackets, ena- bling two tracks to be served, it would still appear that half of the span wii'e construction was employed to cover double tracks. This applies to the construction in many cities, as, for example, Chicago, 111.; Indian- apolis, Ind. (almost entirely); Minneapolis and St. Paul, Minn. ; Omaha, Nebr. ; Brooklyn, N. Y. ; and Cincinnati, Ohio. Side irackei construction. — The side bracket construc- tion counts, of course, for every mile of track over which it extends, and in some cases, as has already been noted, covers the two tracks, the detailed statistics be- ing, however, difficult to extract where all the methods of overhead construction were employed. Side bracket construction is obviouslj' an adequate and satisfactory method for suburban and cross country lines where but one track has to be served, and hence, as might be ex- pected, a large amount of this mileage, namely, 5,223.08 miles, is to be found in states and along roads where the single track is more prevalent. The state of Maine is notable for the large amount of side bracket construc- tion which it contains. With a total of 328.55 miles of overhead construction, there was not less than 240.16 miles of the side bracket type. Massachusetts also had a very large proportion of side bracket construction, even in such crowded centers as Boston and vicinity. The Boston and Northern system reported 182.53 miles, and the Old Colony Street Railway 228.69 miles. Out of the 75 roads or systems reporting for the state, 16 reported only the side bracket form of con- struction. In New York state the side bracket form of construction was not so conspicuous, only 453.04 miles being reported, and of this 82.63 belonged in one system, that of the Hudson Valley Railway, while Roch- ester and its suburbs presented another large group of the same style. The Rochester and Sodus Bay Railway had no span wire, but 34.86 miles of side bracket and 4.44 of center pole. The state of Ohio, as might be ex- pected, with its interurban groups, had a large amount of side bracket construction, namely, 936.36 miles, which was very widely distributed. As previously noted, Pennsylvania had proportionately little side bracket construction, although several of its roads were exten- sive suburban systems. The state of Vermont, in the New England group, is noteworthy for its large pro- portion of side bracket, as will be seen from the table. Center pole construction. — The center pole line con- struction for the whole country, 414.11 miles, should normally represent exactly twice that amount of track served, since the invariable purpose of such construc- tion is to serve two tracks with one line of poles, by running a line of poles down the middle of a wide thor- oughfare between the two tracks. Very often this center pole is masked by shrubbery, and one of the earliest and best instances was the line put in at the beginning of the trolley regime by the Washington road running out to Eckington and the Soldiers' Home. This center pole construction is widely distributed throughout the country, as will be seen from an inspec- tion of the table. Several states possessed 20 or 30 miles of such construction, while Maryland had 40.14 miles, and New York 32.41 miles — the latter being so widely distributed that only one road had more than 6 miles of it. It will be observed that few of the inter- urban systems report any considerable amount of this style of construction. The interurban sj'stem most conspicuous for its center pole construction was the Grand Rapids, Holland and Lake Michigan, which reported 24 miles. The Twin City Rapid Transit sys- tem of Minneapolis and St. Paul is conspicuous for reporting 60.50 miles of center pole construction, which represents 121 miles of single track, and would account for nearlj^ one-half of the entire 251.02 miles of that system. In California the most notable instance was that of the Los Angeles Pacific Railway, an interurban system, which reported 20.65 miles of center pole, accounting for more than 40 miles out of the total of 87.48 miles of track. Line supports. — Table 94 shows in detail, in terms of mileage, the statistics with regard to the use of steel or iron poles and wooden poles. It will be seen that 12,728.76 miles of track were reported as equipped with wooden poles and 3,112.58 miles with steel or iron poles, making a total of 15,841.34 miles, which apparently would represent the actual mileage of the streets and ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 183 other thoroughfares occupied by the overhead construc- tion. This mileage, however, has no definite reference to the miles of track, as such, whether single or double, as a mile of overhead construction mightobviously be inclusive of both conditions and methods. The metallic pole, although its use is quite widely distributed, is not found in some states. Illinois reported 264.-35 miles; Massachusetts, 294.91 miles; New York, 485.28 miles; Ohio, 302.41 miles; and Pennsylvania, 540.20. A study of the figures will show that the metal pole was used chiefly within city limits; thus, companies in Chicago, 111., Detroit, Mich., Minneapolis and St. Paul, Minn., and Philadelphia and Pittsburg, Pa., reported nearly all of the metal poles shown for the states in which these cities are situated; and companies in St. Louis, Mo., Boston and Springfield, Mass., Cincinnati, Cleve- land, and Columbus, Ohio, and New York city, N. Y., reported a large proportion of the metal poles of the states in which they are located. There is an aesthetic advantage in the use of metal i^oles, as compared with wooden poles, aside from their more sightly appear- ance, in that, on the average, fewer of them are re- quired per mile of electrical construction. The number of metal poles per mile is usually from 40 to 50, though in some cases, as in certain places in Ohio, 60 or more poles per mile were reported. With regard to the use of wooden poles, it may be noted that of the 12,728.76 miles equipped with such poles 1,724.64 miles, or 14 per cent, was reported for Massachusetts; 1,554.79 miles, or 12 per cent, was re- ported for Ohio; 1,452.19 miles, or 11 per cent, for Pennsylvania; and 1,047.20 miles, or 8 per cent, for New York state; these four states together, therefore, reported 45 per cent of the total for the country. Feeder construction. — A large proportion of the feeder wire mileage was carried overhead and on the poles referred to above, and very little of it — 2,411.07 miles out of 24,754.29 miles, barely 10 per cent — was under- ground. The use of the overhead method for feeder wire was so general that the exceptions alone deserve study, and these are presented in Table 94, which shows that the underground feeder wire mileage oc- cupied 589.3 miles of street within city limits, in connection with some 27 of these railway systems, though these systems in some cases represent two or more cities. The largest amount of such underground feeder wire construction was found in three states, which together accounted for about 78 per cent of the whole, namely: Pennsylvania, with 204.8 miles of street and 1,685.8 miles of duct; New York state, with 145. 8 miles of street and. 3,317.1 miles of duct; and Wisconsin, with 110.8 miles of street and 674 miles of duct. In these three states the feeder conduit work was limited almost entirely to the three cities of New York, Phila- delphia, and Milwaukee. Further details of feeder construction are furnished in supplementary Table 2, which shows the statistics for the different kinds of conduit used. In this connection it may be stated that the cable most commonly used was copper strand, heavily insulated, and sheathed with lead, the copper conductor being further protected in some instances, as in New York, by special paper insulation. The largest proportion of feeder conduit was con- structed of terra cotta and vitrified clay. The 336.6 miles of street occupied and 3,905.1 miles of duct, used by this kind of conduit, amounted to more than half of the whole conduit feeder mileage. Iron pipe conduit occupied 156 miles of street, with 1,981.4 miles of duct. Terra cotta and vitrified clay conduits were used exclu- sively in Wisconsin, while in New York and Penn- sylvania iron pipe was also used, as well as a cer- tain amount of wooden duct. New York reported the greater part of the 13.5 miles of street with concrete construction. As to wooden duct, out of 83.2 miles of street occupied by 665.1 miles of duct, 76.2 miles of street, and 542.5 miles of duct were reported from Philadelphia, Pennsylvania. While it is urged by many who are interested in the aesthetic improvement of urban centers that the over- head network of a trolley road is ugly and an eyesore, it can not be denied that in this branch of the work a most marked and rapid improvement has been seen, both with respect to the appearance of the line and in regard to its stability. The early construction left much to be desired, and the materials used were alto- gether too light and cheap for the conditions imposed upon them, while a great many details now making for trimness and permanence had not been worked out. One of the greatest drawbacks was found in the fact that for some years it was considered necessary to put upon the poles, not only the small conductors with which the trolley wheel makes contact and the necessary sup- ports, but also all the mains and feeders delivering cur- rent to the lines as a whole. In fact this practice still prevails to a considerable extent in regard to feeders, as may be inferred from the fact that of the 24,754.29 miles of feeder wire 22,343.22 miles, or 90.3 per cent, was overhead. At the time of the report conduits for feeders were em- ployed by only 27 companies, but the tendency to remove the heavy cables and conductors from the poles is be- coming very marked, and in the next few years, espe- cially within citj' limits, a very large proportion may be expected to be taken down and put out of sight. The fact that underground construction is still limited to a few cities is shown by the fact that Washington, Chicago, New York, Boston, Philadelphia and Milwau- kee contained 6,136.3 miles of duct, or 93.7 per cent of the total in the United States. Overhead trolley. — The construction of overhead sys- tems has been greatly simplified since the time of the report on street railways for the census of 1890 by the general adoption of the single overhead trolley system, by means of which the track is used as a part 184 STREET AND ELECTRIC RAILWAYS. of the return circuit to the power house, one overhead wire bringing the current to the motor. The double overhead trolley, which was often used before 1890, was soon found to introduce a great many serious com- plications. Not only do the two wires necessitate addi- tional overhead structure and wiring to support them, but the cars must carry two trolleys. When the car has to pass switches and frogs, changing the direction of the overhead contact, a vast amount of complication ensues. In short, the difficulties and objections have been such that in 1902 only 7 companies reported the use of the double overhead trolley system, the total mileage of track thus operated being only 234.15. Nearly all of this was reported from Cincinnati, and all of it would be gladly discontinued by the companies but for purely local convenience or for the require- ments of old ordinances and franchises insisting upon the maintenance of this method. The nature of pole line adopted for overhead con- struction depends a great deal upon the width of the thoroughfare, the extent to which the district is built up, the style and quality of surrounding buildings, and the restrictions imposed by the public authorities. As has already been noted, a very large proportion of the construction is of the "span" type, which consists in setting poles along the street at regular distances in pairs, exactly opposite to each other, and then span- ning the roadbed by means of a span wire. This is repeated at each of the poles, and the service wire, with which the trolley wheel makes contact, is attached to the span wire and carried along underneath by insulators. The span wire is necessarily strong and, as a general thing, consists of galvanized iron and steel stranded wire, an ordinary size being five-sixteenths of an inch. If the street is unusually wide, the size of the wire across the roadwaj' and the two tracks maj' run as high as three-eighths of an inch, while on the other hand, quarter-inch wire will be used for a single track span. A large number of detail parts are necessary to insure solid and substantial suspension, and to prevent the possibility of breakdown, which would not only inflict injury on persons and property, but interrupt the operation of the road. To quote specific examples, at Indianapolis, Ind. , the size of the span wire varies from three-eighths of an inch to five-eighths of an inch, according to the width of the street and the strain imposed, and the trolley wire held lip is No. 00 round wire, a strain insulator being placed in the span wire next to each pole. In St. Louis in the latest construction of span wire a T-strand double gal- vanized steel wire five-sixteenths of an inch thick is used. The trolley or service wires are insulated by a joint strain insulator at the pole and by a trolley wire hanger with wooden insulation, a bolt in which a cone shaped piece of wood furnishes the insulation. The ear for holding the trolley wire is 15 inches long and is clinched or hammered in order to hold up the wire, no solder being used. In Milwaukee, Wis., a notable change from the ordinary line work has been the abandonment of insulated trolley wire hangers, those employed being entirely of metal. Insulation is secured by strain insu- lators in the span wire itself, of which there are two in series between the pole and the trolley wire. The trolley wire hanger is of the usual appearance, except for the omission of the insulating bolt, and being purely mechan- ical in its function and not requiring insulating quali- ties, it can be made very substantial. Another feature of the Milwaukee construction is that known as "fig- ure 8" trolley contact wire, the wire in cross section resembling that numeral, allowing the ear of the insu- lator to clip the upper part more firmly. In Philadel- phia, Pa., the practice difl'ers from that of both St. Louis, Mo., and Milwaukee, Wis., in the fact that a round top bell trolley wire insulator is used with soldered ears 15 inches long and weighing 14 pounds. The Twin Citj^ Rapid Transit Company of Minneapolis and St. Paul, Minn., uses a trolley wire hanger of its own manufacture, in which the insulation is secured by a structure of wood supported in the metal from the bracket or span wire, in each end of which the trolley wire clips are supported. In addition to carrying the span wire, which in turn carries the contact conductor, the poles, as has already been noted, have to support feeder cables, which are necessarily of considerable weight, usually being of copper, though aluminum is sometimes used. More- over, the feeder cables carrying large quantities of current require extra large and heavy insulators, for which glass or porcelain is generally used, though sometimes a compound of mica and shellac, rubber, or asbestos is used. The feeder cable runs parallel to the track, and is tapped at frequent intervals in order to supply current to the different sections of the trolley system. These taps are made from the top of the pole across the span and connected to the trolley wire at numerous points. Sometimes these feeder taps are used as a span wire. Nor are these wires and circuits all that go to make up the web-like network of wires which are seen above a trolley track, and more particularly above a double track covered by the span wire system. At corners and curves a large number of auxiliary span wires and brace and guy wires have to be introduced, all adding to the apparent complication of the system. In many places, moreover, local ordinance's still require that guard wires shall be used above the trolley network to prevent broken telephone, electric light, or other wires from falling across the trolley system. Where these are added the result is usually very disagreealile to the- eye. Street railway managers are decidedly averse to this addition to the wire structure, claiming that the guard wires rarely serve a useful purpose, and are more often the cause than the cure of the evils they are designed to obviate. A feature of span wire con- ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 185 struction which is not uncommon in Europe, but which is hardly known in the United States, is that of carry- ing the wires across the street without poles, from building to building, attaching the span to rosettes of metal firmly embedded in the fronts of the houses. This method is frequently permitted by the authorities, and the entire absence of poles gives a nmcli clearer vista to the thoroughfare along which the trolley sys- tem is in operation. Next in importance to the span wire construction is that which is carried out bj^ means of side brackets. The purpose of the side bracket or side arm construc- tion is to decrease the cost of line construction as well as to lessen the number of poles along the street, it being feasible to extend the side arm from the pole to such a length as to carry the circuits for a double track system. The side arm projection from the pole is braced from below, and is also often supported from above, to insure rigidity. The methods of suspending the trolley service wires are much the same as with span suspension, the chief diifei'ence being, perhaps, in the insertion of insulating materials between the arm and the iron sleeve by which the insulator is carried. Another variation in overhead construction is the use of the center pole, which is virtually a duplication of the side bracket pole, the arms being extended out on both sides of the pole, the pole being planted in the middle of the street or avenue, midwaj' between the two tracks. With the center pole construction a greatly im- proved appearance of thoroughfares is often obtained. The center pole is also often utilized for lighting pur- poses, especially where the city ordinances require that a certain amount of lighting shall be furnished free by the trolley company in part return for its franchise; and some extremely pretty effects are often obtained, especially where the poles are of ornamental character. The center pole construction, however, is not favored, as it forms an obstruction to traffic, being in the center of the street. Wooden poles constitute a xevy large proportion of the supports employed in overhead line construction. The greatest varietj^ exists with regard to the nature of the woods used and the treatment adopted in preparing poles for use and in setting them. The wood .favored depends very often upon the proximity to the forest where the poles are cut, but the kinds in most general use are chestnut, cedar, or Georgia hard pine. Chest- nut poles are preferably of second growth, and are used up to a length of 45 feet. Cedar poles do not possess the elastic or tensile strength found in hard pine or chestnut, and are not favored in lengths over 45 to 50 feet on account of their liability to succumb to the strain of storms and the weight of conductors. In a general way the poles used are trim and straight, with a departure from the center line of not more than 4 or 5 per cent, and they are often trimmed and made hex- agonal or octagonal in shape, as well as painted in some standard color adopted by the system. On the suburban lines of the United Railways of San Francisco the standard type of pole is 30 feet long, 12 inches at the base, and 8 inches at the top, the material being redwood, which, of course, is hardly obtainable in other parts of the Union. On one of the systems in Brockton, Mass., most of the poles are of chestnut 30 feet in length, with 7-inch tops, set 5.5 feet in the ground, and carrying arms of Georgia pine, which are equipped with four locust pins to hold up the insulators and wires. On the Schenectad}^, N. Y., system, where the city overhead work is all span construction, 35 and 40 foot chestnut poles are used, set loO feet apart. On the Ballston, N. Y., branch, the center-pole double- bracket construction is used, with 35-foot octagonal pine poles embedded in concrete. The extent to which wooden poles have been used in this countrj' is undoubtedl}' due in a large measure to the ease with which such jDoles can be obtained. In Europe, where wood is scarcer, the metal pole is much more gen- erallj' used. It may be questioned, however, whether the use of iron and steel poles in this country would not make a much better numerical showing than it does were it not for the enormous extent of suburban and rural lines, of which wooden poles are so conspicuous a feature. The iron and steel poles in use are tubular and are built up in sections to a height of as much as 50 feet. Of the sections, generally, three or four are used to a pole, with a cap and base, which in some cases are ornamen- tal. Occasionally a metal pole is seen which is "built up," i. e., composed of several iron or steel channels joined together. Another variety of the metal pole is one that is made in one length and is seamless, consti- tuting a solid drawn steel tube, although these are sometimes built up of two parts shrunk together. A standard American iron trolley pole with a length of 30 feet, built up in three 9-foot sections, weighs a little over 500 pounds. Some of the poles, however, are much heavier than this, and a standard pole of an all over length of 30 feet also weighs almost 800 pounds. The size and weight and ability to resist strain depends, in fact, ver J' much upon the policy of liberality adopted b}' the company building the sj'stem. Where the pole is of the usual sectional type the various sections are sweated or welded together, and care is taken that the longitudinal seams in each consecutive piece are 120 degrees apart in order to increase the strength and dis- tribute the strain, which with ordinary poles will reach almost 500 pounds, since in winter the poles frequently have to carry not merely the weight of the wires but an additional burden of ice and snow or sleet. To take a few typical illustrations of current Ameri- can practice, the Boston Elevated Company employ's for straight work a three-section tubular pole weighing 186 STREET AND ELECTRIC RAILWAYS. from 700 to 800 pounds with tapering sections 6.5 inches, 5.5 inches, and 4.5 inches in diameter. Even heavier poles than this are used where a greater weight of over- head structure has to be held up, these poles weighing as much as 1,050 pounds, while on curves the tubular poles reach a weight of not less than 1,450 to 1,500 pounds. In Indianapolis, Ind. , the poles are in three sections, weighing 600 pounds for straight line work and 1,400 pounds at curves. In Milwaukee, Wis., the poles used for straight line work are 28 feet long, built up of two sections of tubular steel, 8 inches and 7 inches, respectively, in diameter, and set in concrete. In St. Louis, Mo., the standard poles for straight line con- struction are in 28-foot and 30-foot lengths, with a weight of 545 and 650 pounds, while on curves 1,025-pound poles are used. IV. BRIDGES, TUNNELS, AND CROSSINGS. Bridges. — Supplementary Table 1 gives the statistics with regard to the number and length of the different classes of bridges. These data include only structures owned bj' the railway companies, and no statistics as to the number or length of structures employed by the street railway companies under lease or franchise or other condition of that character are shown. A total of 2,721 bridges with a total length of 461,109 feet, or more than 87 miles, is reported for the United States. Of these bridges, 1,024, with a length of 156,061 feet, were of iron and steel; 574, with a length of 57,152 feet, were wooden; 931, aggregating 242,458 feet in length, were wooden trestles or trestle bridges; and 192, with a length of 5,438 feet, were of masonry. It will be seen from these figures that wooden bridges and trestles predominate, but that the work is of a varied character and that already a large proportion consists of iron and steel. Some features of this work vie with that of the same character done on steam railroads. An interesting example of bridge construction is found on the line of the Conneaut and Ei'ie Traction Company's railway completed since the figures of this report were taken and therefore not embraced in the above totals. Tljis road, which renders possible a con- tinuous electric railway trip from Detroit, Mich., to Westfield, N. Y., traverses such rocky and irregular country that considerable cutting, filling, and trestle work was necessary. One of the most serious diflicul- ties was that encountered near Conneaut, where it was found necessary to build a steel viaduct. One remarkable instance of trestles built for trolley work and of wooden construction is the bridge owned and operated by the San Francisco, Oakland and San Jose Railway Companj'. As the statistics embraced in the table indicates, the street railways around San Francisco and Oakland have long stretches of wooden bridges and wooden trestles, probably rendered neces- sary by the shallowness of San Francisco bay and other local conditions. In addition to these is the double track trolley pier which has a total length of 16,400 feet, with 14,423 feet of tangent track on the pier, and a height of rail above high water of 7 feet 9- inches. Regular 4-car trains ply over this trestle. The over- head construction is of the regular trolley type with cross suspension wires. Another example, the New Jersey and Hudson River Railway and Ferry Company, in New Jersey, embraces in its line a variety of interesting illustrations of the amount of work that a street or interurban railway may have to do in this category. An extension of this sys- tem, made in 1900, although less than 3 miles in length, includes a steel viaduct 1,150 feet long, with a 70-foot plate girder span over the Northern Railroad of New Jersey; a double trestle 580 feet long with 70-foot plate girder draw over the Overpeck creek; and a steel via- duct with a 500-foot plate girder span over the West Shore Railroad. The foundation of the long steel via- duct had to be laid in a marsh, and it is interesting to note that while the company found that the estimates for a wooden trestle were lower than for the steel, the latter was more desirable, not only on account of its dura- bility, but in order to avoid the danger of destruction by fire, the marsh and meadow grasses often catching fire in the fall in such a manner as to jeopardize any construction of wood. Another important and interesting example of such work is the swing draw across the Hackensack river, giving entrance to the town of that name. As this is one of the largest drawbridges in the country, if not indeed the largest, employed for electric railwaj' work exclusively, it deserves note. The approaches to the draw are over trestles at each end, the western trestle being 915 feet in length and consisting of 61 bents of 15 feet each, while the eastern trestle is 285 feet in length and consists of 19 bents of 15 feet each. The swing or draw of the bridge is 160 feet in length, and is equipped with electric motors and trains of gearing so that it can be opened and closed in one and one-half minutes. The bridge is designed to carry a full load of 30-ton cars on each track. In general, no figures with regard to elevated rail- roads and inclined planes are included in this table, although it might be claimed that these were wholly of a trestle character or in the nature of a viaduct. Elevated railroads, however, have been considered and treated sui generis, though some figures with regard to bridges employed by the Brooklyn Rapid Transit system in connection with its surface track have been included in the table. Tiuuiels. — Supplementary Table 1 includes also data with regard to tunnels employed in connection with street railway work. There were 27 of these, with an aggregate length of 19,803 feet. Up to the present time street and interurban railway work has been almost entirely free from tunnel construction. On grades TYPICAL ENTRANCES AND EXITS, BOSTON SUBWAY. ONE OF THE PASSENGER STATIONS IN THE BOSTON SUBWAY. ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 187 where the heavier nature of steam railway traffic would have required tunneling, the lighter character of street railway rolling stock and the conditions under which the smaller number of passengers has to be carried have usu- ally enabled the street railway systems to a\'oid tunnel- ing. A large proportion of the track also is laid in cities and villages where tunnels are rarely needed. Interur- ban roads, however, sometimes operate under physical conditions closely resembling those that have governed steam railway practice, and a considerable development in the matter of tunneling may therefore be expected to attend the extension of interurban construction and the change in the character of electric railway service. Of the total length of tunnels, 19,803 feet, reported for the country, a length of 16,285 feet, or 82.2 per cent, was reported from three cities, Boston, Chicago, and New York. In Chicago, where, on account of the extremely level character of the country, one would perhaps scarcely expect to find a tunnel, there are five tunnels, with a total length of 5,971 feet under the Chi- cago river. Thej' were built years ago to avoid the delay that would be a necessary incident of the traffic if the cars were compelled to wait for the opening and closing of drawbridges. The Park avenue tunnel, in New York city, accounts for 1,800 feet of the tunneling reported in the table. This tunnel, which runs from a little south of Thirty- fourth street, through Fourth and Park avenues, to Forty-second street, is to all intents and purposes a steam railway tunnel, and for most purposes may best be regarded as forming a part of the system by which the New York Central and Hudson River Railroad penetrates to the heart of the city. Indeed, the street railway to which this tunnel belongs was formerly un- der Vanderbilt ownership, and was one of the traction lines out of which grew the New York Central system. The tunnel therefore represents steam railway practice rather than a practice made necessary by actual street railway conditions. The greatest length of tunneling shown for any one company, city, or state is that reported by the Boston Elevated Railway Company, Boston, Mass. The tunnel used by this company in its subway serv- ice is 8,554 feet long, and it represents one of the most interesting and important developments of recent years in street railway work, marking perhaps a transitional stage in street railway operation. It lessens the con- gestion of traffic on the streets, while at the same time it obviates the need of resorting to a deep underground railway, like that now under construction in New York city. Indeed, it seems to have served its purpose ad- mirably in almost every respect. This tunnel system was laid out and carried through by what is known as the Boston Transit Commission, a bod}- still pursuing further useful work of the same kind. After a preparatory period of several years the subway became available to the public in 1897. In a general way, the subway may be said to traverse the city f rpm north to south, with a westward spur under the Boston Common and the Public Garden, the north- ern limit being the Union Station and the southern limit being in the vicinitv of Tremont street on Boyls- ton street. The street railway lines enter the heart of Boston from the north, west, and south, the east being water front. A majority of passengers leave the cars before or upon reaching th^ termini of the lines on the edge of the business section, but a large number find it necessary to continue their journey across and through the city to other districts or suburbs, and the subway meets their need for quick transit. Since the tunnel went into operation the original j^lan of the commission, that the subway should be used only for cars of street railway types, in single or two-car trains passing from the surface tracks, has been modified to permit the run- ning of elevated railway trains through the subway from the elevated tracks of the Boston Elevated Rail- way Company. The original contract for the use of the subway made between the commission and the West End Street Rail- way Company provided for the payment to the city of a fixed annual rental equal to 4|- per cent on the cost of the subway, payable quarterly, and for a further con- tingent payment to be determined as follows: All cars of a body length of 25 feet or less were to be reckoned as paying to the city a rate of 5 cents per car per one- way trip, longer cars to be rated proportionately; and if the amount so computed should in any regular three- month period exceed one- fourth of the rental payment mentioned above, the West End Company was to pay such excess, in addition to the fixed quarterly payment. During the quarter ending March 31, 1902, the company ran 1,038,097 one-way trips through the subway, esti- mated on the basis just explained. The cost of the subway to September 30, 1902, is set down as slightly over $4,000,000. A rough calculation shows, therefore, that the excess on contingent payment for the quarter must have been more than f2,000, the fixed payment being taken as about 149,000. The rental is based on a twenty -year lease. Two types of construction were adopted for different sections of the subway. One consists of steel I beams, embedded in concrete, supporting a roof constructed of transverse steel beams or girders with brick or concrete arches between them. The standard height of this construction is 14 feet clear, above the top of the rails, the width of two tracks being 24 feet and of four tracks, 48 feet. The four-track subway has a line of steel posts along the center. The top of the rail is about 17 feet below the surface of the street and the station platform about 16 feet. The second form of con- struction consists of masonry side walls and a masonry roof. This form was adopted where the tunnel could be placed at a sufficient depth below the surface to make possible adequate provision for strength and sta- bility by masonry construction, and where digging for sewers would not be likely to injure it. Elaborate pro- 188 STREET AND ELECTRIC RAILWAYS. vision was made for drainage, ventilation, and illumi- nation, the light being furnished by arc and incandescent lamps. It was early decided that the two easterly tracks of the four-track subway should be for north bound cars and should have island platforms between them and that the westerly traclis should be for south bound cars, and should also have island platforms between them. The platforms have been built as near the surface of the street as practicable in order that the stairways might be as short as possible. The subway is entered b}' handsome little stations at the street level, giving independent access to each track. At the Pub- lic Garden, by exception, one enters the subway on the street level, the cars entering and leaving the tunnel through an open avenue which leads, by a general slope 318 feet long, from the surface of the ground to the subway portal, which is inclosed by an iron fence with granite walls and concrete masonry. Steam railway crossings. — The subject of bridge and tunnel construction is allied in some degree with that of safety provisions for steam railway crossings. The schedule of inquiry embodied a request for information as to the number of such crossings protected and of such crossings unprotected. From the statistics shown in Table 94 it appears that there were 4,481 steam rail- way crossings encountered along the tracks of street railway systems. Of these, 2,514, or 56 per cent, were protected, and 1,967, or 44 per cent, were unprotected. The protection referred to varies in character; in some instances it includes the depressing or raising of the tracks. Where a crossing is made by an overhead track, the street railway company naturally employs a bridge or viaduct, and such construction would be included in the returns already discussed. On the other hand, where the street railway depresses its tracks, the steam railway, of course, crosses over the street railway on its own bridge. These matters are generally a subject of adjustment between the different interests, although in many cases the dispute over right of way has been attended by litigation and even by physical conflict and the tearing up of tracks. Cross- ings are also said to be protected when provision is made for giving warning by a flagman or an alarm bell, but provision of this nature has but too often been found inadequate. Serious accidents and fatal collisions, due to the failure of such protection, are fresh within the memory of the public. Within recent years, work of a costly and elaborate character has been undertaken in such cities as Chicago and New York to obviate the need of having the street railway and the steam rail- way lines cross at grade. The New York Central and Hudson River Railroad Company, whose lines lead immediately into Manhattan Island, were crossed on the level by street railways at numerous points, until the completion of the viaduct and of the sunken way which now extends for miles out into Westchester county. The reform in this direction of late years has been quite considerable in all large American cities, and has been prosecuted at an enormous expense, so that, of the steam railway crossings now reported as unprotected, a large proportion are to be found in rural districts. Strictly speaking, they seem to be most numerous along the fast interurban roads which necessarily cross main lines of steam railway in outlying regions with such inf requency as not to necessitate anj' elaborate measures of precau- tion, but permitting both the steam railway company and the interurban street railway company to depend upon the intelligence of the motorman and conductor, governed by the rigid rules laid down for their guidance as to behavior at such intersecting points. The general practice with all street railways is to cut the overhead circuit at the railroad, so as to avoid anj' obstruction there, and to carry the street railway cars across by their momentum. The American Street Railway Asso- ciation has in recent years endeavored to establish a national code of standard rules for the men employed. The development of interurban signaling may be gathered from the fact that for the year 1902-3 the special committee on this subject presented a section of about 2,000 words containing suggested rules, whereas before that time no special rules had been suggested, except a few on the subject of semaphores and color signals. While these rules do not necessarily or even largely relate to steam railway crossings, they do embody a variety of careful and explicit instructions, the observance of which should in every case be suflicient to prevent any accident. As a general thing, the methods of signaling advocated and formulated by the associa- tion committee follow closely the methods employed on the steam railways, and the rules, as reported, have proved satisfactory to the state railroad commissioners to whom they have been submitted. CHAPTEE III. CARS AND MISCELLANEOUS EQUIPMENT. STREET RAILWAY CARS. Oeneral statistics. — The statistics of cars and miscel- laneous equipment connected with cars are to be found in Table 95. There were 66,784 cars of all classes reported to the Bureau of the Census, or almost exactly 3 cars per mile of track. Of this number, 60,290 were passenger cars and 6,494 were cars used for express, company work, or other purposes. Of the passenger cars, 32,658 were closed and 24,259 open, the latter style being reported very generally by all the companies, both North and South. One hundred and five companies reported 3,134 combination closed and open cars, of which 1,203, or 38.4 per cent, were used by 22 com- panies in California alone, the state in which the com- bination car had its beginning. Subsequent portions of this chapter deal with the evolution and typical features of this type of car, which bids fair to become a prevalent, if not a preponderant, style in the near future. Combination passenger and express cars were reported by 99 companies, the number used being 239. Cars used for more than one service have been enumer- ated but once. Cars carrying express, mail, etc., in addition to passengers have been classified as primarily passenger cars, the other service being more or less incidental to the regular functions of the car. The use of special express, freight, and mail cars was reported by 205 companies. The largest number of these cars was shown by an interurban freight line, the St. Louis and Belleville (111.) Electric Railway Company, operating in the vicinity of St. Louis, which, with 213 cars and 2 electric locomotives, reported 209 cars for express, freight, and mail purposes. These cars, how- ever, were without electric equipment, so that this road could hardly be taken as typical of the manner in which a freight service has been built up in connection with a regular passenger system. The 1,727 snowplows re- ported do not include snowplow attachments of a remov- able character, but are cars regularly and exclusively used for clearing the track. This is true also of 793 sweeper cars, while cars employed as both sweepers and snowplows are counted but once in the class in which the larger part of their work would place them. Out of 66,784 cars of all classes reported, 50,699 cars were provided with electric equipment. The roads operated entirely, or in part, by electricity i-eported a total of 65,949 cars of all classes, the number provided with electric equipment being 76.9 per cent of the total. Distribution of cars. — The largest number of cars of all classes was reported by the state of New York, with 14,040, or slightly more than 20 per cent of the total. Of this number, a little more than one-half was reported by three systems: The Interurban, of New York city, 3,063; Brooklyn Rapid Transit (surface and elevated), 3,504, exclusive of 121 steam locomotives; and the Man- hattan (elevated), 1,331, exclusive of 292 steam locomo- tives. The figures of the Interurban, in New York city, should include additional cars of the other systems operating under the same management, which are re- ported separately. The total number of cars reported in the state of Massachusetts was 8,310, of which 3,612 were owned by the Boston Elevated Railway Company. This is the largest number reported by a single company, and includes cars operated on surface, elevated, and underground tracks. Illinois is third, with 7,788, of which about two-thirds were reported from Chicago. The other important states are as follows: Pennsj^vania, 7,058 cars, of which 3,283 were returned by the Union Traction Company, of Philadelphia, and 1,252 by the Pittsburg Railways Company, of Pittsburg; Ohio, 4,395 cars, the largest number, 1,105, being reported by the Cincinnati Traction Company; Missouri, 2,484 cars, of which about half were to be found in and around St. Louis, the St. Louis Transit system alone reporting 1,179; New Jersey, 2,165 cars, largely engaged in New York suburban business on the New Jersey side of the Hudson river; California, 2,056 cars, of which 1,005 were reported by the United Railroads of San Francisco; Michigan, 1,757 cars, of which 920, or more than one- half, were the property of the Detroit United Railway Company; Indiana, 1,146 cars, a large proportion of which were in service in and around Indianapolis; and Minnesota, 1,083 cars, nearly all being operated on the Minneapolis-St. Paul system. Express, freight, and mail cars. — Two hundred and five companies reported a total of 1,114 cars devoted (189) 190 STREET AND ELECTRIC RAILWAYS. solely to express, freight, or mail business. The largest number reported by any one companj^ was that of the Belleville{Ill.) system, which, as already noted, is a freight road rather than a street railway within the common acceptation of the term, and which had one or two elec- tric locomotives to haul its ordinarj' freight cars. The freight and express business is largely confined to inter- urban roads, but mail street cars are employed in a number of cities. The states showing the largest num- ber of cars of this class are New York with 181 and Massachusetts with 94. Work and miscellaneous cara.— The distribution of work and miscellaneous cars does not call for much com- ment, as practically every independent street railway system requires such an equipment for its ordinary maintenance and operation, and the larger the system the greater, necessarily, will be the number of such cars. Th6 number of these cars owned by any road depends upon the amount of repair work done, the length of track covered, and the amount of construction work per- formed by the company's own force and equipment. The states showing the largest number of cars in this class are New York with 452 and Pennsylvania with 285. Snowplows and sweepers. — For the United States, as a whole, 1,727 snowplows were reported. Out of the number thus given, 740, or nearly one-half, were re- ported for the state of Massachusetts, and of these 534 were owned by the three systems of Boston and its suburbs. New York state reported 241, of which 70 were owned by the two leading systems in New York city and Brooklyn. Sweepers, reported separately in the table, are sometimes employed for the same pur- pose as snowplows. The snowplow is equipped with a share, usually so adjusted that it is free to conform to the unevenness of the rails, and is often provided with an indicator showing the exact height of the share ■ from the rail. The plow pushes the snow bj' sheer force to the side. The sweeper, on the other hand, is equipped with rotary brooms or brushes, the brooms being set at an angle to the shaft and also at an angle to the car track, so that they throw the snow clear of the rails rather than ahead. The brooms can usually be raised or lowered by levers, and some of them are double-enders — that is,' with a broom or sweeper at each end of the car. Both snowplows and sweepers are necessarily heavily motored and are ordinarily run over the tracks at high speed. While sometimes used for snow removal, the sweeper is commonly emploj^ed for street cleaning purposes, and in some cases has sprinklers attached, so that the street can be sprinkled ahead of the sweeper brooms, or after it, as desired. There were 79.3 sweepers reported for the United States, of which New York state reported 188 and Pennsj'lvania 155. It is obvious that an additional burden is thrown upon roads situated in the snow belt, which are com- pelled throughout the winter months to operate con- stantly one or both of these forms of apparatus for keeping the tracks clear. In like manner third-rail roads in the more northerh' latitudes often have rail trouble to contend with, in addition to keeping their tracks clear of snow, especially if such roads are on the surface. This trouble is due to the necessitj^ of keeping the head of the third rail clear of ice and sleet, which forms a partial insulation and prevents the delivery of current to the contact shoes. This difficulty has been met generally, not by separate cars for clearing away the ice or sleet, but by placing sleet cutters or grinders under the sills of the traveling cars, so as to clear the way for the shoes just behind. It is of course easy to equip the plow or sweeper on such roads with these additional devices for keeping the whole track clear. No figures were obtained separately as to the expense of snow removal, but in a long and hard winter the addi- tion to operating expenses due to this cause is quite marked. The report of the railroad commissioners for New York state for 1902 includes some very interesting figures on the subject. The Metropolitan Street Rail- way Company, of New York city, reported for that year, the winter of which was a moderate one, an expend- iture of $43,826 for the removal of ice and snow. The Brooklyn Heights system reported $44,014 for this pur- pose, in addition to $13,449 for cleaning and sand- ing the track. The Rochester Electric sj^stem reported for the same two items, $10,388; the Buffalo Street Railways, $6,691; and the International Railway Com- pany, operating in the Niagara region, reported for the removal of ice and snow alone, $15,656. The Hudson Valley, operating through the northern portion of the state, reported $3,392 for the removal of ice and snow and cleaning track. At Schenectady the outlay reported by the company was $3,394 for removal of snow and ice and $2,654 for cleaning and sanding track. Such figures as these indicate the heavy expense incurred in dealing with the weather conditions in the Northern states. II. PASSENGER CARS. Early styles. — Few classes of street railway equip- ment have undergone greater changes than have cars and trucks. The very first cars used were nothing but stagecoach bodies running on tracks, and for many years, in street railway as in steam railway coaches, could be traced the signs of their origin in the curves of the old stagecoach body. There was s»on manifested a tendency, however, to give to street cars a square or box-like form corre- sponding to that of the steam railway cars about the middle of the last century. The pattern of the old uni- versal 16-foot horse car, similar in design to that of the stagecoach, persisted, however, up to the time when cable traction was introduced, and even to-day some of the old-fashioned "bobtail" cars still exist. These TROLLEY MAIL AND PASSENGER OAR, BOSTON, MASSACHUSETTS. INTERURBAN TROLLEY EXPRESS CAR IN MICHIGAN. CARS AND MISCELLANEOUS EQUIPMENT. 191 early cars were of very light construction, the body being entirely of wood, lightly veneered, the wheels of iron, and the cars themselves almost as springless as a country buckboard. An example of this form of car is shown opposite page 160, the cut being made from a photograph secured by one of the special agents of the Bureau of the Census while collecting data for this re- port in Alabama. The cable, however, compelled street car builders and street railwa}'' managers to face the new problems of weights and strains, and one of the first results was the abandonment of the bobtail car, and the construction of vehicles of larger carrying capacitj\ Mr. John Stephenson, the famous American street car builder, has stated that in 1882, out of 128 roads then in operation, 279 were equipped with small bobtail cars and only I 149 had large cars requiring a conductor as well as a driver. At that time two-thirds of the orders on his books were for the small cars. He stated that one of the main reasons for their use had been that three of the small cars could be used successfully when two large cars had proved a failure, the three giving a somewhat quicker schedule. Another reason was that the short bobtail car avoided strain on the horses. Two horses seldom start together, but in the case of a bobtail car one horse could easily do the work with better footing on the track. The objection to bobtail cars that pas- sengers found difficulty in pushing their way to the front of the car to deposit fares in the box under the eye of the driver was, he thought, overcome by the device, then new, known as a "fare conveyer." This consisted of metal tubes passing around the interior of the car, and sloping from the rear down to the front in such a manner that a coin deposited in the tube, acted upon by gravity, would roll down into the fare box. Such conditions were, of course, improved by the introduction of the conductor on the horse lines, and largely disappeared when the cable car was introduced. The labor of animals under the old horse car system was very severe, and their lifetime in the service was brief. The most severe strain was in the frequent stopping and starting of cars, during which the horses wrenched themselves, slipped and fell, and were com- pelled every few hundred yards to pull a heav}^ load from its dead rest. In New York city full cars often made a dozen starts from dead rest within the distance of two city blocks. It was estimated at this time that this strain resulted in shortening the life and utility of horses in the service on the average from three to five years. An element of risk and uncertainty in connection with the use of the horses was found in their liability to disease, which sometimes took an epidemic form, completely paralyzing large railway systems. The daily travel of a street car horse averaged only 10 miles with single cars and 15 with double cars. With one day in seven given to the horses for rest, a large number of relays were required, and hence huge stables became necessary. Many of these had to be placed in parts of the city where real estate was expensive. At the same time the presence of such an establishment tended to reduce the value of property in the vicinity on account of odors and other unsanitary conditions. In hot summer months large numbers of car horses died on the streets in harness, and at all times a large veteri- nary staff was maintained to keep the stock in condition for its duties. Moreover, the stables needed a large force of hostlers, shoers, and stablemen, as well as elaborate arrangements for the suppl}^ of feed and the removal of refuse. It is not surprising that street railway managers were somewhat eager to break away from these conditions, but as late as 1890 there were nearly 15,000 horses engaged in hauling street cars in New York citj^ alone. Allowing an average of 40 square feet to each horse, or a stall 9 by H feet, these 15,000 horses occupied some 600,000 square feet of stall space in the stables. They were required to haul some 2,400 cars, an average of not less than 7 horses to each car, the number based on cars in actual use being somewhat larger. As already noted, one of the first changes in the style of the street car was the adoption of the box form, with vertical and horizontal lines instead of the curves of the old stagecoach or the omnibus. The lower part of the sides of the omnibus were made concave in order to provide space for the large wheels, but the small wheels of the street cars could be put entirely under the body, so that the concave form was no longer necessary. When the cable came in, requiring a car that would withstand the different strains and the heavier loads, the science of car building had to be studied again. Some idea of the changes necessary may be gained from the fact that even in one of the old-fashioned 16-foot cars as many as 1,300 pieces of wood were re- quired. In the cable car, not only were heavier timbers needed for structural body work, but resort was made to iron and steel as a substitute for wood where a gain in strength would follow their employment. The adop- tion of electricity again made changes necessary in the car-building art, due to the fact that cars now carried their own self-propelling mechanism. In America neither the horse nor the cable developed for permanent use cars known as double-deckers, those in which the pas- sengers may ride on the roof as well as within the car. In England the double deck car is almost universal. The outside seats permit of smoking, and are attractive for observation purposes. Women as well as men use them freely. In Paris, which is one of the very few cities on the continent of Europe where double deck cars are used, a lower fare is charged for outside seats. Possibly for climatic reasons the double deck car and the omnibus with outside seats have never been popu- lar in the United States. There are, however, some sections of the country, such as the South and California, 192 STREET AND ELECTRIC RAILWAYS. where they could be easily adopted if the public desired. Some of the horse and automobile stages in New York have had outside seats, but the street cars have always been single deckei's. Double deck cars have been tried in Washington, Pittsburg, Boston, and some other eastern cities, and also in Oakland and San Diego, Cal. It is obvious that in making provision for the upper deck the style and type of the construction must be greatly modified. In dealing with American practice it will be understood that single deckers are always referred to. Before proceeding to the subject of electric street cars, it may be pointed out that the cable system intro- duced the trailer, a type of car which was previous!}' unknown. With horses one car was all that the team could pull, but with cables, so long as the gripping mechanism under the grip car was strong enough to hold, and so long as there ■was jDower enough applied to the traveling cable in the conduit by the power plant, there was no reason why a train of cars could not be hauled. In this way the cable system developed both the grip car and the trail car. Toward the close of the cable era it was not an uncommon thing to see a grip car hauling three or four trailers, constituting a regular train like those running on steam railway tracks. The grip car constituted the locomotive, but being without the faculty of reversing its motion and direction in case of emergency, it could not stop its heavy train quickly, and serious collisions and accidents took place. As with horse cars, the first cable cars, whether grip or trailer, were closed. The open cars for summer use came later. A further modification was found in the combination car, a part of which is open and the other part closed. A later improvement was the addition of what has become known as the vestibule, an inclo- sure occupying the front and rear platforms and afford- ing shelter and protection to the drivers. One other fact to be noted in cable car development was the use of 8-wheel as well as the 4-wheel cars. The use of double the number of wheels and trucks made the car much more comfortable. But the running gear of a i-wheel horse or trail car could hardly be regarded as a truck in the sense in which that term is applied to the appliances upon which the body of the mechanically propelled cars is mounted. The self-contained motor truck may be said to have come into use with the advent of electric traction. First electric cars. — The earlier forms of electric car bodies and trucks adopted in the United States must be regarded as no less experimental than were the motors and other features of electric traction upon which the success of the art depended two decades ago. Hardly a car existed at that time built specifically for electrical work, an old horse car, or possibly a cable car, beiYig usually put into shape to receive the electrical apparatus. There was no agreement as to whether the motor should be put under the car or on the front platform, or in the middle of the floor of the car itself, and the arrange- ments for the overhead trolley connections were equally indefinite. Nevertheless, it was out of the early and confused attempts at construction that the present forms appeared. Along with the improvements in the forms of motors and methods of motor gearing, as well as in the over- head appliances, went experiments and improvements in the car bodies and car trucks. In the beginning there was the primitive single truck, and 5 or 7 ton cars, and now there are the long double-truck cars, equipped with 4 motors each, and weighing 20 tons. For some time the single motor trucks with 16-foot, 18-foot, and 20-foot cars persisted, but double-truck cars, from 30 to 40 feet in length, were later generally adopted as a standard in cities of any considerable size. The separa- tion of trucks from the car body also brought into existence a new class of manufacturers, devoting their energies particularly to truck construction. The truck itself began to take on the girder form; some of the manufacturers built a special type of pressed steel frame, and others introduced cantalever principle. It was soon found that the horizontal and vertical stresses in an electric car were very different in ratio and intensity from those experienced in a steam loco- motive. The locomotive hauls a heavy load, its own propulsion being merely incidental, while the electric car has to propel itself with a heavy load on board, and only occasionally does it have a light trailer attached. Hence, the locomotive has been given a high degree of lateral as well as vertical stiffness. According to Mr. Edgar Peckham, whose name is closely identified with the subject, riveted cantalevei- truck frames were fur- nished to the Brooklyn City Eailway, of Brooklyn, N. Y., in 1892, for use under 20-foot closed cars having an over all length of 28 feet. These were the first elec- tric cars built of that length, and it was questioned whether a single truck with a 7-foot wheel base could support such a car body. As the result of the trial with the cantalever truck at that time, over 1,200 were sup- plied to the road in 1893, 1894, and 1895. These re- mained in use for several years afterwards without loosening their rivets, and thus demonstrated the ability of the cantalever truck to carry its load successfully under severe conditions. The other general type of truck is that known as the Brill solid or wrought forge frame, which embodies the application of an opposite principle. This has also en- joyed a large amount of patronage from street railway companies. At the present time the practice is still more or less divergent in this respect, some makers forging the side frames of the truck and welding the whole together into one piece, while others adhere to the bridge-and-truss plan and build up what may be called an assembled truck. The disposition of springs under the truck to support the weight of the car varies greatly among different builders, but the results aimed at are CARS AND MISCELLANEOUS EQUIPMENT. 193 the same in everj- ease, namely, smooth running; rigidity of frame that will withstand the stress tending to throw the axles out of alignment when the car is rounding curves; ability to resist longitudinal strains due to inci- dental changes in the contour of track; and the reduction of the uncushioned weight on the wheels. Modern electric cars. — In the construction of modern street car bodies the larger proportion of the material consists of lumber, certain woods being favored and generallj' used. In the beginning a great many differ- ent kinds of wood were used, some cars being elabo- rately decorated, but at the present time plain trim is the rule, even in parlor and private cars. The kinds of wood in use for structural purposes, such as bot- toms, platforms, sides, and ends, are white oak, white ash, yellow pine, poplar, white pine, rock elm, and hickory, or woods which answer to these general names; while for finishing purposes cherry, maple, and white ash or poplar, white oak, bird's-eye maple, red birch, and mahogany are employed. The oak, ash, and hard pine come chiefly from the southern states of Tennes- see, Kentucky, Mississippi, Alabama, Georgia, and Florida; the birch, cherry, and hard maple from more northern states and Canada, and the mahogany from Central America and Mexico. Glass is also an important material in street car build- ing, consisting usually of window glass and plate glass styles, but including also some opalescent glass and col- ored glass for ornamentation and for signals. Plate glass has come into very general use of late years, not only because it is stronger than ordinary window glass, but because it adds very much to the appearance of the car and to its attractiveness. The upholstering of cars varies greatly. At one time street ears were usually upholstered with woolen mate- rial, but this practice is not now so general, objections being raised to it on sanitary grounds. The backs and seats are now of plain wood, rattan, leather and its va- rious substitutes, or light carpet, which can be readily removed. The curtains are made of various mate- rials, some being prepared especially for the pur- pose, but not differing greatly from those employed on steam railroads. Wooden sliding blinds or shutters, once popular, are not now in use to any extent. In early days of street railroading it was not unusual in winter to find the floors covered with straw for pur- poses of warmth, a practice which, however, has long been abandoned on account of the introduction of vari- ous artificial methods of car heating. The floors are now often covered with frames of wooden slats, which can be easily removed for cleaning purposes. The car builder or street railway company to-day usually pur- chases a great many of these materials in the open market already made up. This is also true to a large extent of the various metal parts, of iron, steel, brass, etc. , needed for the car trimmings and finishings. Such details as car lighting, heating, etc., are dis- cussed in other sections of this report. Descriptions follow as to typical cit}- cars. Special attention is also given elsewhere to interurban roads. The standard closed car in Baltimore measures 28 feet in length over end panels and 38 feet over crown pieces, has a width of 7 feet 10 inches, and weighs without passengers or motors 21,760 pounds. It is fitted with portable vesti- bules, and the end door is set slightly to the side nearest the step, so as to make entrance easy. The platforms are 6 feet long. The seats are arranged longitudi- nally, a practice generally followed with closed cars in cities, although a great many have cross benches. The standard open car in Baltimore is 38 feet 9 inches over crown pieces and has 12 benches running across the car. It is fitted with a 9-inch running board on each side, with folding steps of iron, the height of the running board from the head of the rail being 18i^ inches. Complaint has been made frequently of the height of the running board or step, but it is unavoidable because of the space required under the car for the larger and heavier motors now in use. An engraving is here shown of a large open car of the standard type employed in Buffalo, New York. The standard closed car in Boston has a 25-foot body with platforms about 4 feet long, the step being 16 inches from the rail. The weight of these cars complete is 24,660 pounds. They are mounted on maximum traction trucks or center-swivel double trucks. The standard summer car is a 12-bench open car of about the same length, on double trucks. Some 9-bench open cars on single trucks are also in use. In Chicago, 111., a type of semiconvertible car has been introduced which is one of the heaviest and long- est known. This car is 48 feet 2 inches in length and weighs 48,000 pounds. Each platform is 6 feet 5 inches long. The width of the car body is 8 feet 8 inches, which provides for a center aisle between the cross seats. The height of the step from the rail is 16 inches, and from the step to the platform, 12 inches. The window sash lowers into the space between the car sheathing and the inner wall, and a low window sill provides a large window space which adds to the comfort of the car in the summer. The opening at each end of the car has sliding doors, and is the full width of the aisle when both doors are open, the doors, however, being independent of each other, so that only one need be opened at a time. At transfer points and termini both doors can be opened and the car quickly emptied by allowing the passengers to leave two abreast. In Milwaukee, Wis., a standard car adopted some seven years ago is still in use, the only change in its original style being that four motors are now employed instead of two. The car is of the semiconvertible type, with cross benches, accommodating 44 passengers. It rests on center-swivel trucks equipped with 4 motors and 33-inch wheels, and has one step between the rail 194 STREET AND EJ.ECTRIC RAILWAYS. and the platform and a rise from the platform to the car. In this last respect the car was an innovation, scarcely a car of this type and size having previously been known which possessed so low a platform and in which only one step was needed between the platform and the ground. The latest type of city car built in Milwaukee upon these lines is 41 feet long over the bumpers. Double side sills allow the sash to be low- ered between them, and the window sills are made a little lower than usual, so that the car is practically an open one when the windows are lowered in summer. Owing to the narrowness of the bridges that the cars have to cross, protective wire netting is placed at each window opening in summer. The combination type of car, half of which is closed and half open, is said to have had its origin on the Pacific coast, where it is still in use. The earlier types of com- bination cars on the United Eailroads of San Francisco had longitudinal seats in the open section, facing out- ward, a feature which is quite unusual except in ob- servation cars, such as may be found along what are called scenic routes. Such cars are found, for ex- ample, in the Niagara gorge, with seats facing toward the water. The newer cars in San Francisco have cross seats in the open parts, with center aisles, the closed part, occupying the middle of the car, having side seats, and being entered from either end. The motorman or brakeman is stationed in the center aisle of the front open portion. The newer cars are 39^ feet over all, have a seating capacity of 44, and weigh 33,500 pounds. In St. Louis, Mo., the semiconvertible car was first tried on a large scale, and almost all the street railway lines were equipped with this type. The latest cars ordered for St. Louis, to handle the World's Fair traf- fic, are of the semiconvertible type, suitable for use the year round. They are 44 feet 8 inches over all, with a body 33 feet 4 inches, mounted on center-swivel short- wheel-base trucks, carrying two motors on each truck. They are box shaped, without curves, being 9 feet in width both at the sill and at the belt rail. Channel irons serve as side sills and form the principal part of the car bottom. The platforms are of unequal size, the cars not being double-enders in the ordinary sense of the word. The front platform, 3i feet long, is for the motorman, and for entrance and exit to the car, but not for passengers. The rear platform is 7 feet long and in three divisions, separated by hand rails. The division next to the door is intended to be kept clear for the entrance and exit of passengers, and the other two are for passengers, the hand rail furnishing a support to those standing on the platform, very much as the car straps do to those standing up inside the car. There is an opening in the railing at one point providing a standing place for the conductor. This is a modifica- tion of what is known as the Detroit platform referred to under the description of the Detroit cars. The seat- ing capacity of these cars is 50 passengers. Another feature in St. Louis has been the introduction of a sum- mer car which is practically without a roof. It has sim- ply an awning as a protection against the weather, but this awning is usually kept rolled up so as to offer no obstruction to the free circulation of air. This car seats 96 persons, and in the warm, sultry evenings en- joys a large and grateful patronage. In Philadelphia, Pa. , the car last adopted as a standard is of the semiconvertible type, 38 feet over all, with 28-foot body, seating 40 passengers, and weighing, with- out load, 32,000 pounds. The body is so low that only one 13-inch step is needed to reach the platform, with an 8-inch rise from the platform to the car floor. Phila- delphia adhered for a long time to the ordinary closed type of car with longitudinal seats, but the last 600 cars have been built with cross seats. In Pittsburg, Pa. , there are three types of cars in use, a single-truck open car, a single-truck closed car, and a double-truck closed car. The company uses trailers to some extent, with open cars, but is unable to use double- truck open cars on account of the narrowness of the streets. The latest double-truck closed cars are 42 feet 8 inches over all, with 30-foot bodies not less than 8 feet 6 inches wide at the sills, with straight sides and equipped with side seats. The single-truck closed cars have an over all length of 30 feet, being equipped with side seats and are somewhat narrower than the double-truck cars. The single-truck open cars are 24 feet 3 inches over all, 7 feet 10 inches wide, and fitted with 22 cross benches. In Indianapolis, Ind., because of the heavy summer traffic, the open car is used to such an extent that it is a question whether it will ever be superseded by the semiconvertible type. A large number of these open cars are on single trucks, are 34 feet 5 inches in length over all, and have 12 benches seating 60 persons. The standard double-truck semiconvertible oar employed on the system has a length over all of 45 feet and a body length of 32 feet, with a 6-foot rear platform. The front platform is occupied b}' a motorman's cab, which is so arranged that passengers can enter and leave the car by the front platform without interfering with the motorman. Part of the car seats are cross benches and part are longitudinal, and the seating capacity is 52 passengers. The car body is entirely straight in its lines, and the paneling is of sheet steel instead of wood which is the usual material. In Detroit, Mich., a number of the open cars on sin- gle trucks have remained in use, but the later type is semiconvertible, with a center aisle and cross seats, the length of the car over all being 41 feet and the seating capacity 43 passengers. The front platform is 5 feet 6 inches, with a passenger entrance and a separate com- partment, for the motorman, provided with a hot air heater. The rear platform is 6 feet 6 inches long, with provision for considerable standing room. It is what has become known as the Detroit type, the passenger CARS AND MISCELLANEOUS EQUIPMENT. 195 entrance being divided from the rear part of the plat- form, which limits the standing passengers by means of an iron or brass rail carried completely across the plat- form. This type of platform is in use in other cities, although sometimes modified, as in the St. Louis cars already mentioned. The city of Denver, Colo., has a car which is quite different from that usually found either on the Pacific slope or in the East. It is 41 feet 6 inches over all, with a width of 8 feet a inches at the belt rail. It has no rear platform, as platforms are usually constructed, but has a platform or landing at the middle of the car, the entrance being at the side between two compartments. The front compartment is a closed one for nonsmokers, equipped with ci'oss benches, and can be converted into an open car in summer by lowering the windows. The rear compartment is for more general use and has an open compartment for smokers. The side entrance and exit has the advantage that it can be more easily watched by the conductor, and that it can not be blocked by stand- ing passengers, as can the platform. The seating capac- ity of the car is 48 passengers. There are two steps from the ground to the car, and it can be entered from the motorman's vestibule as well as from the side. It is Well adapted to the variable climate of Denver. A good illustration of the latest car construction in the South is to be seen at Atlanta, Ga., in the semicon- vertible car of the Georgia Railway and Electric Com- pany. On this car the lower side panels serve as sill plates, which, besides stiffening the side and giving longitudinal strength, provide a guard against injury to the car from collision with vehicles. It has straight sides, but the guard rail, and the division of the upper and lower panels give it a curved appearance, which is more graceful than that of the vertical box form. The sills are unusually low, bringing the top of the window sills only 24 inches above the bottom of the car. The windows are protected by three bar outer guards ex- tending from corner post to corner post. The windows are stored in wood pockets in the manner often used in this type of car, and can be raised either full length or only part way. The car has a 4- wheel single truck base, and is 30 feet 8 inches long over crown pieces, and 7 feet lOi inches wide over the sills. The accompanying view of the interior of a semicon- vertible car corresponds in general to the descriptions which have been given of cars of this type. There are, of course, numerous variations, embodying the ideas of manufacturers or street railway managers. From the data which has been given, a general idea may be formed of the practice in the large cities of the United States with regard to the leading features of car construction. It will be seen that the semi- convertible car, adapting itself to city use for both summer and winter, during all weathers, has come into general use, although closed box cars with longitudinal seats for winter and open cars with cross benches for summer, are still the standard in New York city, Boston, Baltimore, Pittsburg, Cleveland, and Buffalo. Even in cities like New Orleans and Kansas City, where the milder climate might be expected to make open cars more popular, the semiconvertible tar has been introduced. As a matter of fact, it has been the practice in New Orleans to use closed cars throughout the year, the severe thunderstorms which break over the city so frequeijtly and so unexpectedly during the summer months preventing the abandonment of this type even during the warmest weather. The semiconvertible car is in favor with the managers of street railways because it avoids investment in a double set of car bodies and the necessity of changing from summer to winter equipment, and it is also in favor with the public. Although it is not so open as the open type of car, it is a better protection in case of bad weather, and the speed of the car insures an ade- quate circulation of air. Again, with an ordinary open car with running board along the side, the passengers can not quickly discover a vacant seat or change easily from one bench to another. It is, in fact, almost impos- sible for a woman to do this except while the car is standing still. But with the semiconvertible car and its center aisle, a change can be easily and safely made from one bench to another. Furthermore, exit and entrance at the end of the car, directlj' under the eye of the conductor, can be made with more safety. It would appear, moreover, that passengers as a general thing prefer cross benches, giving a view outside, rather than the longitudinal benches which face inward. The semi- convertible cars, however, do not appear to be equal to the strain of abnormal traffic, such as comes upon roads at holidaj'^ seasons, particularly in the suimner time, and for this reason many of the roads retain open cars for such traffic because they can be packed to a much greater degree. The length of cars has been greatly increased, but limits in this respect are found in the difficulty of rounding curves of short radius, where the streets are narrow, and the interference with other vehicular traffic. It is probable that a car which has a length over all of more than 48 feet has reached the reasonable limits for city service, for with the increase of length goes an enormous increase in weight. Some eight or ten years ago the average dead weight per passenger with single truck electric motor cars averaged about 600 pounds. It has now reached 800 pounds on many of the semi- convertible and closed cars, and in the newer long cars of the Chicago City Railway Company the weight is over 900 pounds. The American street railway manager or car builder has very little to learn from European methods. In England the double-deck car is largely in use and very few single-deck cars are to be seen. The same is true of Paris, where the inside seats are reserved for first- class passengers at a higher rate of fare than is charged 196 STREET AND ELECTRIC RAILWAYS. the second-class passengers outside. The standard car for city service in Germany, Austria, Belgium, and in fact throughout nearl}' all of Europe, except in the city of Paris, is a single deck, single ti'uck car, restricted in width and in over all dimensions, because of narrow streets and sharp cur^-es, but with comparatively long platform^, to accord with the law which permits a cer- tain limited number of passengers to stand on both platforms. Double-truck cars with single decks are being intro- duced into certain cities with wide streets, as Berlin and Budapest. Open cars are used very little in any part of Europe, except in Italy, because of the uncer- taint3' and dampness of the climate, the outside seats of the double deck cars, and the platform " places" of the single deck cars taking the place of the open car. The European practice of restricting the inside load of the car to the number of passengers who can be seated, is in part responsible for the large platform in the rear, already mentioned. Some of the platforms are 6 feet long, allowing standing i-oom for 9 persons. Until quite recently the great majority of European cars have been of the 4-wheel type, IS or 20 feet long in the body, with a seating capacity for 24 people, the shortness of the car giving the platforms an appearance of dispro- portion and clumsiness. In Germany the panels are sometimes made of sheet iron, but wood is largely in use. The lumber is to a considerable extent imported from America. The interior finish is, as a rule, not equal to that of the American street railway cars. Although Europe has its own car shops, and is now building more street railway cars than heretofore, there has been for half a century a steady demand from Eurepe. and other parts of the world, for American street cars and street railway trucks. III. ELEVATED RAILWAY OARS AND PRACTICE. While the cars of all the elevated railway systems in the country are included in Table 95, it is not easj- to determine the exact number that should be considered as exclusively designed and emploj^ed for elevated service. In Boston and Brooklyn, for example, elevated and surface railways are so connected as to make it dif- ficult to segregate the figures accurately, as many of the cars are run on both surface and elevated tracks. In Brooklyn the situation is complicated by the fact that the Long Island Railroad connects with the Brooklyn Rapid Transit system soon after entering the city, so that a great many of the steam railway cars, operating over regular sections of road, become to all intents and purposes elevated cars, which can be handled either by steam or electricity. None of the statistics of the Long Island system, however, have been included in this report. This interdependence of the surface and ele- vated systems lessens the numl)er of elevated cars proper. The Boston Elevated system, which reported a total of 3,612 cars, had, apparently, but a year later, only 156 elevated motor cars, the total number being very much the same as that for the census year 1902. On the other hand in the following year the Brooklyn Rapid Transit system, with practically the same number of cars as the Boston Elevated system, and with almost exactly the same number of cars as in 1902, reported 781 of the distinctly elevated type. The details are clearer when one comes to the statistics of the New York sys- tem, where the Manhattan Elevated reported a total of 1,290 passenger cars. In Illinois the city of Chicago comprises several elevated systems operating under separate managements, or at least under distinctive des- ignations, and these reported as follows: Metropolitan West Side Elevated, 361 cars; South Side Elevated, 212; Northwestern Elevated, 203; and Lake Street Elevated, IJrl, making a total of 917 cars, of which all but 15 were passenger cars. The figures for the four great elevated systems of New York, Chicago, Boston, and Brooklyn would, therefore, appear to have, with fair approxima- tion, a total of 3,144 cars of the specifically elevated type proper, but, as already pointed out, this would not by any means include the cars actually plying over ele- vated tracks. The cars of the elevated street railways proper are necessarily diflFerent in many respects from those pro- vided for surface traction, and this is true, although the methods of operation may be practicallj^ the same. There is obviously no necessity of employing an under- running trolley conduit system with electric traction on an elevated structure, and the choice is left between the overhead trolley and the third rail. For standard ele- vated railway work in the United States the third rail ! has been universally adopted, although it may still be considered an open question whether in the long run resort may not be made in some instances to the over- head wire. The winter experience in such cities as Chicago and New York, when traffic has been interrupted by the formation of sleet on the third rail and the occa- sional accidents from third-rail contact and short cir- cuits, have indicated some of the difficulties attending this method of operation. The Manhattan Elevated road, operated by electricity, may be taken as an example of elevated railway opera- tion and the cars of this system studied in detail. The company had at the end of 1902, 1,268 closed cars and 22 open cars, and was then adding more open cars for summer use. The practice of the Manhattan Company has been to operate these cars in 6-car trains, employ- ing the multiple unit system. The motor cars have a length of body over the end plates of 47 feet 1 inch, and an extra width over the eaves of 8 feet 9.5 inches with a height of car from the top of the rail to the top of the dome of 12 feet 10. 5 inches. The cars are ele(;trically lighted and heated and have longitudinal benches with central cross benches. The motorman's PRIMITIVE TYPE OF UNDER-OAR TROLLEY OR CONDUIT CONTACT, CLEVELAND, OHIO. INTERIOR OF A " SEMICONVERTIBLE " CAR. CAKS AJSD M1»UEL,LAJ\E(JU» EtjUiFMEJNT. lyY cab was designed by the company's engineer. When used as a cab it is cut oflF from the rest of the car by means of a glass door, and a roomy, box-like inclosure is thus formed in which the motorman can sit undis- turbed and secure an unobstructed view of the track in front of him. When the compartment is not needed for motive purposes the motorman's seat is turned down, the door is folded back so as to protect the controlling apparatu-s, and a compartment is provided with seats for two passengers. A compartment is placed at both ends of the car so that either end can be occupied by the motorman. The cars are built of wood, the underframe consist- ing of long-leaf yellow pine and white oak. Iron rods are used for strengthening the frame, and the roof of the car is supported by five principal car lines made up of 1.5-inch wrought iron bars, forged to the shape of the roof, and sandwiched between two white ash car lines bolted together. The motor and platform are supported by rolled open-hearth steel I-beams and channel beams. The trucks are of the swing bolster type with a 6-foot wheel base, the frame being rectan- gular and built up of angle iron. The bolsters are open- hearth steel plates and the pedestals for the journal boxes are of cast steel, with equalizing bars of steel 1 by 6 inches in section. The journal boxes are of malleable iron with brasses of phosphor-bronze lined with babbitt. The weight of a motor car with equip- ment complete is 51,800 pounds and the motor trucks complete with gears, but without motors, weigh 10,100 pounds. Each motor complete with gears weighs 4,420 pounds. The trailer trucks weigh 7,000 pounds each. Each motor car is equipped with two motors of 125 horsepower, both of which are mounted on the same truck, and all the motors of the train are manipulated together by means of the multiple unit control system, which is discussed on page 200 of the following section. The cars are lighted bj'' 25 lamps of 16 candlepower each, set in the sides and ceiling, with 5 additional lamps at each end of the car for headlight, markers, and cab lights. The cars are heated electrically, the heaters being in three circuits. Each heater has exactly similar coils and each circuit takes approximately 8 amperes of curi'ent, so that in very cold weather 24 amperes of current can be used to heat each car. The three cir- cuits are numbered, and during the winter signals are posted at the terminals of the road under the direction of the superintendent telling the conductors what heat- ing switches to throw in. These switches of the break- lever order are mounted in a sheet-iron box at one end of the car, the lighting switches being similarly mounted at the other end. The cars are equipped with the automatic air brake and the engineer's valve oper- ated by a separate motor compressor under each car, which cuts in and compresses whenever the pressure 1165—05 — -14 in the main reservoir drops below a predetermined amount. Open cars have been introduced on the Manhattan system since electricity was adopted, the annoyance from smoke and ashes making their employment im- possible so long as steam was used. They are 47 feet 1 inch in length and s feet 6 inches wide over the side sills. All the seats, with the exception of the end one, have reversible backs, and all the doors of the car at the side are opened at once by a lever operating from the end platform. In this manner a more expeditious loading and somewhat quicker emptying of the cars is obtained, as contrasted with the slower i-esults due to the use of one door onlj' at each end of the car, or as compared even with the cars on the Brooklyn Bridge, where there are large doors also at the center of the car. The total weight of the open car is 29,400 pounds. The question of fire on elevated street railway cars has always been a serious one, owing to the great difii- culty experienced by passengers in leaving the cars in case of accident, and the difficulty in reaching the tracks with fire extinguishing apparatus. Serious ef- forts have recentlj' been made to improve the fireproof qualities of the cars. On the Manhattan Elevated the bottoms of the cars have been covered with asbestos sheeting, and asbestos cloth tape 3 inches wide has been wrapped about the cables. The motor ends of the car have been incased in sheet iron and covered with asbes- tos. The New England Insurance Exchange and other insurance bodies have shown a tendency to insist that wires shall be incased in metal tubes in all electric cars, thus making the wiring uniform in method with house wiring. The jNIanhattan Elevated Company has adopted a type of car fuse which produces little noise or smoke. It consists of thin copper ribbon with a hole drilled in the center. All the copper that is burned away in case the fuse "blows'" is practicallj' vaporized. The good results obtained are due to the large radiating surface in comparison with the small amount of metal in the fuse. The frequent and disastrous fires occurring recenfcljr in the underground railroad of Paris, due to short cir- cuit on the cars and the subsequent creation of a large volume of suffocating smoke, have further directed attention to the importance of thoroughly fireproof and insulated cars on undei*ground roads, of which the sys- tem in New York city, with the possible exception of the Boston subway, is the first example in America. The first cars adopted for the Rapid Tz-ansit Under- ground in New York cit}' consist largely of wood, and every effort has been made to insure their fireproof qualities. The first floor is of maple, as that wood is slow to burn and does not carry flame; this rests on the sills. On top is a layer of one-eighth inch fine felting asbestos protection and then another floor of maple. All the timbers and the sides are covered one-fourth of an inch with asbestos board before any of the sheathing 198 STREET AND ELECTRIC RAILWAYS. below the floor is laid. There are four sheets of quar- ter-inch steel above the motors, and the motor wires and control wires are all carried in asbestos conduits. On each cable are layers of asbestos insulation, and the sides of the cars from the floors to the windows are covered with copper sheets. The lighting and heating circuits are carried in asbestos conduits, and all the wooden frame is painted with fireproof paint. An all-steel car has also been developed by the company and has proved so satisfactory that it is stated all fu- ture cars put in the subway will be of this type. Although slightly heavier, they have the advantage of absolute noncombustibility. IV. MOTOR AND CONTROLLER EQUIPMENT. Of the 65,949 street railway cars of all kinds reported by roads operating entirely or in part by electric power, 50,699, or 76.9 per cent, were provided with electrical equipment. The leading states reporting cars with this class of equipment were: New York, 10,222; Massa- chusetts, 7,801; Pennsylvania, 6,450; Illinois, 3,315; and Ohio, 3,188. The variations in the proportion of the total number of cars reported in each state as provided with electrical equipment is due to the use on some roads of trailers, which have no equipment of their own. Early motors. — At the time that motors began to be emplo3'ed in street railwa}' operation, much still re- mained to be done to perfect the motor itself. The idea of magnetic permeability and the measurements connected with it were very imperfectly grasped. Proper lamination of the armature cores to prevent heating was little understood or practiced, ventilation of the motor had not been solved, and iron or steel castings of the proper magnetic permeability were not obtainable. The matter of gearing required much thought and experiment. By improvements in design and con- struction, it was found possible to lessen the speed at which the armature of the motor ran, thus doing away with the necessity for one set of gearing between the armature and the car axle. One commutator on the motor was found to give trouble enough without resort- ing to the use of two, and it was found desirable to discard all methods of gearing except spur gearing, which could be inclosed in a geai' case. In many of the earlier motor constructions other methods of driving were tried, including friction pulleys, ropes and belt- ing, worm gearing, connecting rods, bevel gearing, and sprocket chains, but these have all been abandoned and spur gearing is now in general use. The first machines of the prevalent modern type wei'e those which were built ironclad, or so incased as to protect them from moisture and dii't, with single reduc- tion spur gearing construction. These machines were generally from 20 to 25 horsepower. They were dif- ferent from the motors used for other purposes, and from the early generating dynamos which were some- times forced into service as motors on street railways. In some of the first attempts to operate street railways on the "series" system a form of arc light dynamo was employed, and in some of the first attempts to operate on what is known as the "multiple " or "parallel" sys- tem low-voltage dynamos used for incandescent light- ing were tried. In neither case was the machine prop- erly adapted to such work. The early employment of the double reduction gearing between the armature and the car axle was necessitated largely by this use of electric lighting dynamos with their bipolar form of field construction. With the introduction of the multi- polar machine came a reduction in armature speed, which made it possible to dispense with one set of gears. Among the early problems in connection with the equipment of cars with electric motors was the proper location of the motor in the car. It was shifted from the floor of the car to the front platform and then back to the car, and was finally placed underneath the car. Many earlier cars had the motor hung under the car body with one end suspended by springs and the other hung on the car axle. This was but a temporary stage in which the old horse cars were remodeled to meet the needs of electric traction. The car axle in such cases was lengthened to make room for the motor, and the floor of the car was strengthened to carry the addi- tional weight imposed upon it. A serious objection to this plan, however, was found in the difiicultj'^ of get- ting at the motor for inspection and repairs. It is the modern practice to attach the motor to the truck rather than to the car body and to treat the car body as one unit and the motor and truck as another. This not only permits the attachment and detachment of open and closed car bodies, but it makes the mount- ing, inspection, and repair operations much easier, be- sides adding to the comfort of the car. The prevailing method at present is to mount the wheels and axles in a frame carrying two crossbars for the suspension of the motors, and heavy springs which receive the weight of the car body and deaden the jolt or oscillation. For some years electric cars of moderate length were equipped with one truck for the whole car? carrying the twomotors, and such trucks with the motors geared to them are still in very general use on medium- sized or short cars. But, as the car body has grown in length, one truck has proved insuflicient to support the car and carry the motor equipment. The standard prac- tice now is to use two trucks well separated from each other. For high-speed work and sometimes for city service, as will be described later, four motors per car are used, one geared to each axle. Where two motors per car are used, both are sometimes placed on one truck, though the practice differs. In some cities max HEAVIEST AMERICAN STREET CARS, ON STREETS OF CHiCAGO. HEAVY OAR OF CHICAGO CITY RAILWAY SYSTEM. CARS AND MISCELLANEOUS EQUIPMENT. 199 imum traction trucks are used to keep the car body low. These trucks are so designed that one axle of the 4-wheel truck is equipped with larger wheels than the other. This axle carries nearly one-half of the weight of the car and has a single reduction motor geared to it. The other axle has no motor geared to it, and carries only weight enough to keep the wheels securely on the track. Modem motors. — The motors in general use at the present time for street railway work are of the i-pole, series-wound, ironclad type. One of the best known, which may be taken as a typical example, has a weight of 1,455 pounds for a rated capacity of 25 horsepower, with a weight of 715 pounds upon the axles to which it is attached. The advances shown in the construction of this machine may be inferred from the fact that a corresponding motor of the same capacity formerly weighed 2,395 pounds, while one of 15 horsepower weighed 1,735 pounds. It is completely incased, so as to be protected against dust and moisture. It is light enough to be lowered into the repair pit in the car barn, and the armature is so short that it can be taken up through the floor of the car by means of a trapdoor. It is hung from the truck in two ways. In the method known as "nose suspension" one end of the motor rests on the axle through its bearings and the other is hung by a crossbar and springs from the truck. In the other, or side bar suspension, there is a side frame resting on springs, carrying the motor by two lugs, one on either side, so placed that the motor is sus- pended in line with its center of gravity. The arma- ture of this 4-pole machine is made both in the drum form and in the Gramme ring type. Two of the poles are used in connection with two field coils, the other two poles being arranged in a manner known as " con- sequent." The two field coils are wound on forms and wrapped with waterproof and fireproof material. All the bearings are lined with Babbitt metal and are freely lubricated. The speed reduction is 4.78 between the armature shaft and the car axle — that is, nearlj^ five to one. On these motors, as on all other street railway motors, carbon brushes are used to bear upon the com- mutator of the ai'mature, and connections between the commutator bars and the armature coils are made by short pieces of flexible cable, joined to the bai-s by solid cups, so constructed that breakage by vibrations or jolting is avoided. Oontrollers. — In order that the action of the motor may be governed and varied, the coil terminals of the motor are brought out by cables to a "controller," or series of spring contacts, pressed against metal surfaces grouped on a vertical cylinder. These surfaces are so arranged and shaped that rotation of the cylinder pro- duces the required combination for operating the two or more motors singly or together, by which the speed of the car is raised or lowered, and for reversing the direc- tion of the car. As these controllers are on the platforms and exposed more or less to the weather, as well as to possible contact with passengers, the mechanism is in- closed in stout metallic casing, which can be easily re- moved for purposes of inspection. The top of the con- troller case consists of a brass cover, out of which pro- jects the spindle of the cylinder, which connects with the controller handle. A second handle operates a second and smaller cylinder switch, used for reversing. There is a dial plate on the face of the controller which shows the position of the two cylinders. The controller in general use is known as the "series parallel" type from the fact that the various degrees of speed and the amount of current consumed are regu- lated by connecting the motors in series and in parallel, in combination with the resistance which is carried under the car. This resistance consists either of a series of cast-iron girds or of sheet iron ribbons, gen- erally insulated with mica, the ends of which are brought out to the controllers at either end of the car. In the actual operation of the car the electric cur- rent passes from the trolley pole to the resistance, which is arranged so that it may be cut in or out, and thence to the motors, arranged either in series or in multiple, and thence to the wheels and the track, if the track, as is usually the case, constitutes the return cir- cuit. If this is not the case, and double overhead wires are used, the current returns through a second trolley pole to the return circuit wire. With the con- troller handle in the first position, as indicated on the dial, the current passes through the resistance, losing in heat a certain portion of the normal pressure or line voltage of 550 volts. With pressure thus reduced the current reaches the motors, which are connected in series — that is, in tandem — and each gets half of the current and starts up slowly. The motorman, moving his lever across the face of the controller dial, cuts out the resistance by a new adjustment of the contacts of the controller. The motors are left in series, taking be- tween them the full pressure of 550 volts. Each is thus getting 275 volts and moving at an appreciably faster rate of speed. At the next step the resistance is again cut in, but the motors, instead of being in tandem on the circuit, are now grouped in multiple or parallel. They both receive the same portion of current from the line and the same voltage, say, 400 volts. Under this voltage the armatures of the motors again revolve faster than before, with an increase in the speed of the car. The last or final position is "full speed ahead," the re- sistance being entirely cut out and the motors being left in parallel to receive full current and pressure from the line. The number of sections of a controller vary with the grouping of the motors and the division of the re- sistance. The contacts within the controller are con- nected with small electro-magnetic coils of wire, which serve as blow-outs for any sparking that occurs when 200 STREET AND ELECTRIC RAILWAYS. the circuit connections are brought into new groupings. Other safety devices employed are the fuse and fhe circuit breaker. The fuse is a short piece of wire of German silver or flat copper of such size and capacity that it will readily be melted by a current strong enough to damage the motor, and the fuse, having a predetermined melting or fusing point, blows as soon as the current reaches the danger point. The melting of the fuse opens the cir- cuit and cuts the current off from the motor. Some- times the blowing of the fuse has been accompanied Ijy fire, due to the creation of a heavy spark or arc at the points where the fuse metal iw attached, but fuse boxes have been secured which are as nearly fireproof as pos- sible, and the fuses themselves are inclosed in cartridge- like cases so as to stifle both fire and noise. The fuse box is usually placed under the car. In place of or sometimes in addition to the fuse the cars are protected by what are known as circuit break- ers, which perform practically the same function. The circuit breaker is a form of switch controlled by an electro-magnet and is usuallj' placed under the roof of the car platform, where it is readily accessible. It is set to operate automatioallj^ at a higher current value than the fuse for the reason that the circuit breaker acts instantaneously, whereas there is an appi'cciable time required to heat and deflagrate the fuse. The circuit breaker opens the instant the current has reached the point at which it would become dangerous to the motor, and is especially serviceable in protecting the motor against sudden and heavy charges of current, while its use protects the motors against currents of lesser degree which would do them injurj^ if allowed to continue for any length of time. Xniiiher of iiiotors per car. — It has thus far been assumed that two motors were sufficient to propel a street car. On interurban roads, however, and to some extent on elevated roads, a car with four motors has comi' into use, and the number of such cars is increas- ing. A number of comparative tests with 4-inotor and 2-motor cars were made in 1901 by the Boston Elevated Railway. From the results obtained it did not consider the 4-motor as desirable as the 2-motor cars, all the conditions of service being taken into account. The compan}- equipped one of its standard 25-foot box cars with four motors, which were so con- nected that each pair was brought in multiple to the controller. A car and truck were similarly equipped with two motors of the same kind. It was found that the -Ir-motor car took considerably more energy than the 2-niotor car to cover the same distance. In one run the energy consumed, as measured by wattmeter in each car, was about 50 per cent greater, although the weight of the 4-niotor car was only about LS per cent greater than that of the 2-motor car. These t(\sts were repeated, with the same motorman handling' both cars instead of different men, so as to obtain the same personal equation. The same general results were obtained. The 4-motor car could run at higher speed and carry more load than the 2-motor car. This would mean quicker running time if the tracks were cleared of the slower moving cars. But in view of the great number of cars operated, and the fact that the company was making as fast time as was safe or allowable, except in some places in the suburbs, the technical officials of the road concluded that the greater speed and carrying power of the 4-motor car would be pur- chased at too high a cost. In one thing the 4-motor cars excelled, and that was in the traction. The entire weight of the car was avail- able for adhesion and the drawbar pull was the maxi- mum that could be obtained on any given rail. Traction on the 2-motor car, however, was improved by the use of maximum-traction trucks, in which a large propor- tion of the weight of the car is carried on the motor axles and very little on the trailer axles, and also by hanging the motors outside the axles instead of between them. This increased the percentage in weight availa- ble for traction from 66 to 74 per cent, and reduced to some extent the advantages of 4-motor trucks. An alternative to the use of large, long, and heavy 4-motor cars is to join the cars in trains. This practice is more feasible on an elevated road than on the surface, although there are some instances of the multiple train unit method on the surface lines. Multi-pie unit system. — The advantage claimed for the operation of cars in trains of three and four cars, as in the Chicago cable system, rather than singlj', is that when the headway is short there is an opportunity to operate more cars on a given length of track without interference. If a four-car train were cut up into four individual units, each traveling within the one minute headway, which prevails frequentl}^ for four-car trains, it would mean that the separate individual cars must be operated four to the minute, or at fifteen seconds head- way. This is practically Avhat is done on Broadway, New York city, with the electric cars, and at times the headway is even shorter than that. The success in the crowded city streets of Chicago of the four-car train has probably been due to the fact that, as a general thing, the streets in Chicago are unusually wide and straight, so that the other vehicular trafBc is not so fre- quently congested. "Whether trains take longer to load and unload than single cars is a disputed question. Following tlie example of the cable railways, the ele- vated railroads of Chicago introduced the multiple unit plan of electric railway operation. This plan involved a different form of controlling equipment from that in use on single cars, so as to make it possible for a train of several cars to operate as a unit. The number of cars in the train might be varied throughout the day, accord- ing to the requirements of the trafBc, and yet it was necessary to provide for the same speed, and the same quickness of stopping and starting for the largest train CARS AND MISCELLANEOUS EQUIPMENT. 201 as for the single car. In the spring of 1898 the South Side Elevated Railroad Company, of Chicago, was equipped for regular service with the first electric mul- tiple unit train ever run, carrying out the ideas and in- ventions of Mr. Frank J. Sprague. Multiple unit trains of from two to six cars had been experimented with previously at Schenectady, N. Y., and a five-car train had also been tried on the tracks of the Metropolitan Elevated Railroad in Chicago. Since that time the sys- tem has been adopted in one form or another on the elevated railroads of New York city, of Brooklyn, and of Boston. Many hundred multiple unit motor cars and "train-line" cars are now in daily use on these sys- tems. A requirement of the multiple unit system is an equipment which will allow the cars to be run in single units from either end of the car, or in any com- bination from two cars upwards, without regard to the sequence of cars, and with control at will from either end of any car in the combination. This system must be distinguished from the distributed motor control, in which the motors of each car would be handled by the controller of that car without any regard to uniformity and simultaneity of action. While a train could be com- posed of such motor cars there could be no assurance that the motors would work in harmony. The multiple unit idea involves the contrary principle of distributed motors under a train, subject to a common control, so that all the motors can be conti'oUed simultaneously from a distance, and thus the united action of more motors than could possibly be concentrated on a single car can be secured, with resulting increase of traction and a scientific distribution of various strains. These motor cars, as well as the other cars without motors of their own, if provided with controlling "train lines," can be made up for a train in anj' combination, without regard to the number of cars or their order. Cars when thus collected into a train can be easilj^ manipulated or controlled from one or more points in the train, usually the head of the train, by the moving of the master switch. To illustrate the working of the multiple unit system one type of equipment of the Manhattan elevated line in New York city may be considered. The controller con- sists of two parts: First, a number of electrically oper- ated switches, or contactors, on each car, which constitute the series parallel controller for the motors and vary the starting resistance in the circuit; second, two master controllers on each motor car, one located at either end of the car, either of which serves to control the contactors on that car and all others in the same train. A cable connected to the master controller and to the contactors runs the entire length of the train, and with suitable couplers makes necessary connections between the cars. The current does not pass through the master controller, nor, usually, through the train cable, these parts carrying only the currents which operate the con- tactors. Each motor car collects its own motor current from the third rail and controls this current in its own contactors. The movement of any master controller sends current to the contactors, since these are wired in parallel to the train cable, thus causing simultaneous movements of all contactors in the train. The action of the motor controllers, or contactors, of all cars at the same time with the movement of the master con- troller handle insures similar I'esistance connections and motor combinations on all the cars. The operator knows by the position of the master controller handle the exact position of the contactors on all of the cars and the rate of movement of the contactoi's. Consequently, the amount of current taken by all of the motors is under his immediate conti'ol, just as it is with ordinary hand operated controllers. The motorman is able at will in an emergency to utilize immediately the full power of the motors in either direction. In case the supply of power to the train is momen- tarily interrupted for any reason, the contactors all open the motor circuits, but the motor and i'esistance connections are instantly reset upon the restoration of power, provided the master controller position is un- changed. If the train breaks in two, the current is automatically and instantly cut off from the motors on that part of the train which is not undei- the control of the motorman, while his ability to control the front part of the train is not affected. When the master controller is thrown off', both line and ground connections are cut off from the operat- ing coils of the contactors, and none of the train wires, or any of the wires in the train line cable are "alive." To reverse the motors, the master controller is pro- vided with a separate reversing handle, and a mechan- ical interlocking device prevents this reversing handle from being thrown unless the main handle is in the " off " position. A movement of this reverse handle either forward or back makes connections which throw an electrically operated reverse switch either ' ' for- ward" or "reverse." This main reversing switch is electrically interlocked, so that it can not be thrown when power is "on." The operating circuit is so ar- ranged that, unless the reverse switch on any car is thrown in the direction indicated by the master con- troller reverse handle in use, it will be impossible to operate the contactors so as to get any current in the motors on that particular car. A cut-out switch is pro- vided on each car, so that in an emergency all of the contactors on that car may be disconnected from the control circuit. The control operating current at 550- volt line potential is about 2.5 amperes per car for an equipment of two 125-horsepower motors, and the total weight of the control apparatus for this equipment is approximately 2,200 pounds. The master controller is similar to the ordinary street car controller in method of operation and appearance, although of considerably smaller dimensions. Separate handles for power and reverse are provided. All cur- 202 STREET AND ELECTRIC RAILWAYS. rent for the operation of the several motor controllers passes through the single master controller in use, which taiies current directly from the line. A mag- netic blow-out is provided, similar to that used on standard street car controllers. An automatic open- circuiting device is provided in the master controller, wherebj^, in case the motorman releases the master- controller handle in any "on" position, the control circuit to the motor controllers is instantlj" opened on auxiliarj'- contacts. This result is obtained liy mount- ing the operating mechanism for the auxiliary safety^ device loosely on the main shaft and providing it with a spring, which, when released, is returned to the "off" position without necessitating the movement of the en- tire cylinder or handle; thus the device is entirely sep- arate and distinct in its action from the main c^dinder. The motor controller for each car consists of 13 elec- trically operated switches, called contactors, and an electrically operated reversing switch, which reverses the armature leads of the motors. Each contactor con- sists of a movable arm, carrying a finger, which makes contact with a fixed terminal finger, and a coil supplied with current from the master controller for moving the arm. The contactor is so designed that the motor circuit is closed only when currew is flowing through the coil. Gravity, combined with spring action of the finger, causes the contactor to open as soon as the master controller circuit is interrupted. The contactor has an eflicient and powerful magnetic blow-out. The different contactors are practically identical, and the few parts which are subject to burning and wear are so constructed as to be readily replaced. The general design of the motor reversing switch or reverser is somewhat similar to the ordinary cylindrical reversing switch, with the addition of the electro-mag- nets which turn it to either the forward or the reverse position. The operating coils are similar to the ones used on the contactors. The coupling between the cars consists of sockets and a short "jumper" cable, with a plug at either end. The sockets on the car contain a number of insulated metallic contacts, which are the terminals of the wires in the train line. This socket is shaped to receive the plug on the end of the cable. The plug contains the necessary insulated contacts to make the required con- nections, and is so shaped that it can be inserted into the socket in only one way, thus insuring the same series of connections each time two cars are coupled together. The couplers are provided with spring catches, which maintain contact under normal conditions, but permit them to be released immediately in case the train breaks in two. A special cable made up of different colored, individual, insulated wires is used whenever possible to make control circuit connections between the various pieces of apparatus, a similar cable being used for the connection between the coupler plugs. An important differentiation in some respects from the apparatus thus described has been installed on the Brooklyn Rapid Transit Company's elevated system. The supply of current through the third rail, and that supplied through the connections of the low-voltage control circuits are the only sources of power which have to be considered in train operation. In this apparatus compressed air is used in connection with a set of storage batteries. Only seven battery wires are required for the train line or cable, so that the cable carries a pressure of only 14 volts. This dis- penses with high -voltage wires on the train cars and high-voltage coupling everywhere on the system. The master controller and the air-brake operating valve are mounted on the inside end panel of the motorman's cab. The master controller handle is fitted with a spring return which makes it a "dead man's handle," it being so constructed that should the motorman re- move his hand at any time from the controller handle, the brakes are at once applied automatically unless the reversing handle has first been turned to the center posi- tion. By similar mechanism, if the brakes are applied while the current is still on, the current is automatically cut off. This is accomplished when setting the brakes by means of a connection between the spring return handle and the air brake system, while the release of brakes is effected by a connection between the air brake system and a small air cylinder, the piston of which opens the storage battery circuit. To insure uninterrupted service from the storage bat- tery used in operating the electro-pneumatic switch, there are two sets of batteries of seven cells each, which, like every other part of the system, except the master controller and the battery switches, are carried beneath the car floor. The controller itself comprises 13 unit switches, arranged radially in the turret, and protected by a sliding cylindrical case. These individual switches are operated by pneumatic pistons controlled by electro- pneumatic valves, operating against a spring pressure of 70 pounds, so that a very decided motion is given to the circuit breaker. The 13 switches have a common magnetic blow-out coil, located at their center, of which the spider arms of the individual switches constitute the pole piece. The danger of the welding or sticking of the contact surfaces is avoided by the pressure of air against a spring. Moreover, the switch finger levers are made flexible, so that when drawn up by pneumatic pressure and released by spring pressure they produce a slight rubbing movement of the contact surface and help to prevent any possible welding. The reverse switch is of the usual type, with copper contacts oper- ated by two air cylinders controlled by electro-pneumatic valves running from the reverse cylinder of the master controller. This reverse switch is placed as near the motor truck as possible to reduce the length of the wire, and beside it is the limit switch governing the speed. The total weight of the complete apparatus, inclusive of the battery, is over 1,700 pounds. All INTERURBAN CAR ON CLEVELAND, ELYRIA AND WESTERN RAILWAY. LONG TYPE OF OPEN CAR, IN USE AT BUFFALO, NEW YORK. CARS AND MISCELLANEOUS EQUIPMENT. 203 the circuits are run in electro-bestos conduits. The system has been constructed with the idea of securing absolute and instantaneous control, with the minimum liabilitj'^ to collision, fire, or other casualty. The vital importance of the car controllers justifies the immense amount of money and energy which has been expended in devising the modern systems. Brief reference to larger motors will be made in the chapter on interurban railway equipment. V. THE OVERHEAD TROLLEY CONTACT. The devices for conducting the current from over- head wires into the cars are details which could not at any stage of the development be considered independ- ently, but had to be developed in relation to the meth- ods of suspending overhead wires and of employing the overhead frogs and switches along which the contacting device has to travel. Some of the earlier trolley devices traveled along the top of the wire, but this was soon found to be an inconvenient and inexpedient method. The overhead devices for making a side contact were also found impracticable, as, for example, those used on the electric road at Offenbach, Germany, where a split tube was employed, at the side of the road, the contact device sliding along inside the tube. Instances of the early style of overrunning trolley in this country and Canada were due to Mr. Van Depoele, and one or two of them were in use until recent j'ears; for example, at St. Catherines, Canada, where one form employed was exactly like the underrunning trolley, but had a heavy weight attached to a cord to steady it in position on the wire. Such overrunning contact devices were connected with the cars by flexible cords, and when cars passed the cords were exchanged or one of them was lifted from the wire by the car conductor by means of a long wooden fork, kept on the car for that purpose. As soon as resort was had to the trolley wheel pressing upward under the wire (the underrun- ning contact), it became necessary to employ a pole extending upward from the car roof to hold the wheel firmly in position, and in this manner, through a variety of forms of pole, base, and swiveling mechanism, was evolved the modern trolley seen on top of all such cars in the United States. The trolley pole now used is of tubular steel. The trolley wheels are usually of fairl}' hard copper. The pressure of the trolley wheel against the contact wire is from 16 to 20 pounds, depending upon the style of the wheel; and the wheel itself, which is from H to 6 inches in diameter, weighs from 3 to il pounds. The average life of the lighter wheel is 5,000 to 8,000 miles, the wheel taking up the wear rather than the wire; but the 6-inch wheels have been known to endure for from 12,000 to 15,000 miles. Pre- cautions are now taken to prevent the pole swinging around and doing damage to the overhead construction when the trolley wheel by accident leaves the wire. For this purpose devices known as trolley retrievers and trolley catchers are employed. The retriever is so constructed that it pulls the trolley pole down clear of all the wires as soon as the wheel leaves the trolley wire. It is usual to have a rope, attached to the trolley pole, by means of which the conductor or motorman can adjust the trolley pole from time to time as may be required. VI. BRAKES. The statistics regarding the extent to which different kinds of brakes have been installed on street railway cars, included in Table 95, show that 63,690 cars, or 95.4 per cent of the aggregate number, were reported as equipped with hand brakes, and 7,905, or 11.8 per cent, with air brakes, including those in which the air pumps are driven by electric motors, and 5,148, or 7.7 per cent, with other varieties of mechanical brakes. It is of course evident from these figures that many cars are provided with brakes of more than one kind. The detailed statistics show a very general distribu- tion of hand braked cars. In New York state, for example, all but 5 of the 96 companies reported that they had at least some cars equipped with hand brakes. Out of a total of 14,040 cars reported for the state 13,805 were equipped with hand brakes. The same conditions prevailed in Pennsylvania where 6,972 out of 7,058 cars had hand brakes; in Massachusetts where 8,274 out of 8,310; in Illinois where 5,790 out of 7,778; and in California where 2,016 out of 2,056 cars were reported with hand brakes. ; The air braked cars were more generally distributed than might perhaps be expected, cars of this character being reported from all the states except Arizona, Arkansas, District of Columbia, Idaho, Kansas, Mis- sissippi, Nebraska, New Mexico, and South Dakota. The great majority of these cars, however, were reported from a few of the principal states — 1,529 from Illinois, 1,207 from Massachusetts, 2,070 from New York, 445 from Ohio, and 1,064 from Pennsylvania. Of the number in these states, again the majority were reported by the larger city systems, as, for example, New York city, Brooklyn, Chicago, Boston, and Philadelphia. The Metropolitan or Interurban system in New York city reported every one of its cars as hand braked, so that the large figures in that area are in reality those of the Manhattan Elevated, with 1,331 cars. In all of the earlier cars the brake applied to the wheels was invariably that operated by a hand lever. The brake handle was connected by a chain and a system of levers with brake "shoes" on the wheels, the handle usually moving 25 inches for a quarter-inch movement of the shoes, so that with 2 inches slack in the chain the handle would have to make nearly two revolutions, in addition to the revolutions required for taking up the slack, before the shoe was brought against the face 204 STREET AND ELECTRIC RAILWAYS. of the wheel. This brake had the advantage of putting little strain upon the driver and the horses, but owing to its rather slow operation it resulted in "flatting" the wheels, which was a source of great anno3'ance to the company and discomfort to the passengers. Some brakes, called track brakes, are operated by being pressed against the rail. The introduction of what are generally known as mechanical brakes has lessened the amount of "skidding" and the wear and tear of the wheels, and has given the driver a more instant control of his car. Indeed, it would probabl}- be impossible to operate the heavy cars of modern type without the powerful mechanical brakes which are now employed. It is estimated that with modern braking methods brake shoes should last about 6,000 car miles, and the usual chilled iron wheels 35,000 car miles, without renewal. An average brake shoe of 21 pounds is allowed to remain in use until the block has had a wear of some 10 or 12 pounds. These are average figures, the actual figures varying greatly in practice. The power from the ' power brake handle is conveyed to the shoe by a variety of forms of rigging. In one form of momentum fric- tion brake the brake stafi', instead of directly trans- mitting the power necessary to pull the brake shoe up against the wheels, is connected through the brake chain to the drum sleeve of one of the axles. This drum is not keyed to the axle and does not turn with it except when a stop is to be made. When it is desired to stop the car the edge of the drum, which is in the form of a disk, is pressed by a series of levers against a corresponding disk on the inside of the car wheel, a leather washer being placed between the two disks in order to take up the wear. The friction due to the pressure of the drum against the car wheel causes the drum to revolve, thus winding up the chain and setting the brake. As is shown by the statistics a large number of modern street cars is equipped with air brakes or electric and magnetic brakes. In the city railways in the Eastern states, where short cars have been largely retained on account of narrow and crooked streets, hand brakes are common, while with long or high-speed cars air or other power brakes are almost universal. The supply of air is usually produced by independent motor compressors carried on the individual cars, but in a few cases central compressor plants driven b}' steam or 1>y electric motors have been installed. Where this is done the car res- ervoir carries a reserve storage supplj- of air at 300 pounds pressure and a working supply at from 20 to 50 pounds pressure, the amount depending mainlj^ upon the weight and speed of the car. An average of 500 stops may be made on one charge. Where the compressor is carried on the car, it is usu- ally driven bj^ an independent motor provided with an automatic switch, which is so acted upon by the air pressure in the reservoir that it throws the motor in and out of operation as the pressure in the reservoir falls and rises. In another type the compressor pump is geared to one of the car axles in such a way that the revolutions of the axle of the moving car supply power to work the pumps. When the reservoir is fully charged the gearing is released and the pump stops acting. In one system of electro-magnetic 'braking a circular electro-magnetic brake shoe is rendered magnetic by the current from the motors in such a way that it is drawn powerfully against the face of a disk on the car axle. This brake serves for emergency stops as well as for all service stops, but up to the present time it has not been widely used. Another system of electro- magnetic braking includes a double or split track shoe of novel construction, combined with a powerful electro- magnet. The magnet, when energized by a current from the car motor, acting tempo rarilj^ as a generator, brakes the car by being strongly attracted to the rails over which the car is passing. Lever connections may also be established between the electro-magnetic brake shoe system and the wheel brake shoes, so that when the track shoes are set the magnetic brakes are also set against the wheels, the effect being so adjusted and graduated that no greater brake pressure can be applied to the wheels than thej- can withstand without skidding. The Pittsburg Railways Company has adojited mag- netic brakes for open and closed cars, while the United Railroads of San Francisco on combination cars, which operate on the steep grades of thatcitj^, emploj' straight air. wheel, and ti-ack brakes. The subject of brakes has been considered carefully by the, authorities in various states and communities, with the object of lessening the number of accidents which might be avoided if the cars were under better conti-ol. The board of railroad commissioners of the state of New York in 1899 authorized a public com- petitive test of brakes for surface cars. The commis- sion issued a notice of the test to owners of brakes for surface cars, in response to which 26 applications were received, all of which, with one exception, were accepted by the commission. Elaborate methods of testing were devised, and on each car 14 average speed records were taken — 3 at S miles per hour, 3 at 12 miles, 3 at 15 miles, 3 at 16 miles, and 2 at 16 miles with sand. It had been the intention to carry the tests to higher speeds, but these did not prove feasi- ble with the motor equipment used. The record of the tests made by the commission constituted an elaborate report. On the basis of the tests the board decided that except in special cases, where the liability to accident is very remote, the ordinary single chain and spindle hand brakes then and still generally used should be replaced by some one of the mechanical or power brakes which were submitted and tested. The board did not recommend any particular brake for any class of serv- ice, but left the selection to the judgment of the railroad officials themselves, reserving the right to exercise fully CARS AND MISCELLANEOUS EQUIPMENT. 205 its power under the law to require of the companies the use of sufficient and safe equipment for the public service. The tests related not only to the average length of track covered before the stop was effected by each brake at the different rates of speed, and to the skid- ding of wheels, but also to the reliability and sim- pHcity of the system, the liability of the brakes to act when they should not do so, the ease with which the brake could be operated by an ordinar}" motorman, and the cost of equipment and maintenance. First in the order of worth was an electric brake. This brake, opei'ated by the trolley current, consisted of a series of magnets with armatures at varying distances, mounted loosely on the same rod, and placed in such a way that the attraction of the armatui'e neareist to the core car- ried with it the armature next in distance from the core to a point of greater magnetization, and so on, each armature acting upon the next and thus creating a long and powerful pull. The rod upon which these arma- tures were arranged formed part of the ordinai'y brake rod, and the brake could be applied to the ordinary spindle hand brake. The movement of the brake handle set the electric brake in operation, but this could be done without interference from the electrical portion of the brake, so that in case of failure or interruption of current the brake could be set by hand. The hand brake being naturally under test, at all times when the electric brake was in use, its working condition was in- sured in case of some failure of current from the trolley line. The device took but 5 amperes of current. With the cars under test this brake made a stop, for all speeds, in an average distance of 58.83 feet. At 16 miles an hour on ordinary track the cars stopped in T2.33 feet in 9.35 seconds, and at a speed of 16 miles an hour with sanded track in 73.08 feet and in 8.92 seconds. The brake which ran closest to this in the tests was the momentum friction brake, the friction device being placed on one of the axles of the car. This brake showed stops at all speeds in an average distance of 66.71 feet. It can not be said, however, that anj^ great weight has been attached to these tests. Aside from or in addition to the brakes there are other parts of the operating construction which are. in universal use. One of these is the gong operated by the pressure of the motorman's foot, and sounding its warning insistent^ in crowded streets. Another device upon or within the car itself is the safety gate, with which motor cars in some cities have been equipped, as, for example, at Minneapolis and St. Paul, Minn. This gate being under the control of the motorman, is opened promptly when the car comes to a standstill and is closed just before the power is applied for starting. On many open cars are bars which are let down at the same time that the side step is thrown back on either side of the car, so that the car can not be freely entered or left on the side next to the other track. In some closed cars it is the custom to place bars or rails or netting at the open windows to prevent accidents to passengers who might protrude elbows or heads from the apertures at dangerous places, or attempt to use the windows as a means of entrance or exit. VII. CAK FENDERS. A conspicuous feature of cable and electric railway work has been the car fender, the use of which has been required by ordinance in a great man}- cities, but the adoption of which is by no means universally fa- vored among street railway managers. The purpose of the fender placed at the front of the car, or inmiediately in front of the wheels, is to push aside or catch up and hold in safety persons who might otherwise be run over. A variety of such car fenders have been intro- duced, some of them exhiVjiting great ingenuity. Some- times the fender is held up on the front of the car and can be released by the motorman in case of an emer- gency, but this is regarded as open to the objection that when the occasion for its use arises the motorman may not have sufficient presence of mind to do what is required of him, and the car may run over the person before the fender can be lowered. A common type is that which is carried in front of the car a few inches above the track, and which, if desired, can be folded up or carried around to the other end of the car for the return trip. Such fenders have more or less the form of a net, being constructed usually of light slats of metal, with a stout outside rim. It is objected that man}' of these life guards are just as apt to cause accidents as to prevent them, projecting, as they do, several feet in front of the car. This objec- tion is sometimes met bj' arranging the fender so that it collapses when not in use, and is drawn back under the car, whence it is released in rase of danger. Few or none of these more elaborate devices are in practical use. The results of experience would seem ■ to show that in most cases where the speed of the car is slightly reduced the fender will pick up without harm or injury persons who, without the fender, would have gone under the car. Even when the car is still under rapid head- way, the injury from the fender is not apt to be as great as the injury from a car without such equipment. On Broadwajf, in New York city, the cars are equipped with fenders cari'ied under the platform, which are technically known as wheel guards. The objection to the projecting fender in such thoroughfares is that because of the density of traffic their general use would add seriously to the obstruction of the streets. Pedes- trians and carriages now crossing freely between cars without fenders would, if the fenders were in use, often find passage difficult or impossible. There are four or five types of fenders in general use in the United States. One of these as used on cars 206 STREET AND ELECTRIC RAILWAYS. whose sills are of medium height above the track, is of curved form, and when not in use is held up against the rear dashboard. The upper crossbar of the fender can be adjusted on low cars to a position 15 to 17 inches above the track, and when dropped its front rests di- rectly on the surface of the street, so that no object can pass under it. Sometimes it has at each side a rubber covered spring to prevent a body from being thrown to one side. In cross country and interurban cars this type of fender is made large enough and strong enough to pick up a horse and carry it until the car comes to a stop. In all these fenders there is a cushion against the dashboard, made of strips of strong spring metal, which prevents the object struck from coming into contact with any hard surface on the front of the car. These fenders are dropped by a pedal on the platform, operated bj^ the motorman's foot. Another type of fender in use in some large cities is composed also of metal slats. The platform of the fender stands at an angle of 45 degrees, with a rubber hose 4 inches in diameter stretching across the lower end, which is usually about 3 inches from the ground. When a person is struck by the fender, the platform, which swings on a pivot, falls back and brings the outer end with its rubber tube about 20 inches above the ground, while the rear end, nearer the car, is 6 to 8 inches lower. Thus a basket or pocket is formed which carries the person safely until the car can be stopped. The back guard is made of a steel spring IDl^ced several inches lower. If the car is going at great speed the body will strike against the guard, but can not be thrown out again onto the track. This fender is alwaj's in position and requires no action on the part of the motor man. One type of nonrigid car fender in use to some extent, based upon the principle of receding action, has several plates or detached portions like shutters across its farther end to conform to uneven surfaces, and offset the effects of the oscillation of the car. The receptacle back of these plates is composed of metal network. When in use, the projection of the fender beyond the car is slight; when not in use, it can be pushed underneath the car. Another form of auto- matic car fender has two automatic release devices in addition to the ordinary foot drop in common use. One of these automatic devices consists of a front trip bar, which is forced back on coming into contact with obstructions. The transmission through lever and cranks of the motion caused by the impact operates the foot pawl of the fender. When this trip bar might prove inconvenient, as in the case of the track being covered with snow, it can be turned aside against the fender and the other automatic device employed in its place. This second automatic device is operated by the impact of the body falling against the fender cradle or netting. The contact with the fender pulls forward rocker arms attached to levers which operate the foot pawl. The complete fender is attached to a car by iron bolts connected with the outside sills of the car platform. It folds up compactly without interference with the car couplings or headlight, and can be used on various styles of cars. The front of the fender is made of rubber tubing, with a steel cable passing through it. According to Table 95, of the 66,784 cars reported, 60,290 were passenger cars, of which 43,273, or about two-thirds, were equipped with fenders. The state of New York, with a total of 14,040 cars, reported 7,123 equipped with fenders. The small proportion equipped with this device is due to the fact that cars of the ele- vated systems are operated in trains and need no fend- ers. In Massachusetts 7,021 cars out of 8,310 were re- ported with fender equipment. In Illinois 3,214 cars out of 7,778, and in Pennsylvania 5,693 out of 7,058 are equipped with such a device. VIII. CAK LIGHTING. Of the total number of cars reported 62,369, or 93.4 per cent, were lighted in some manner. Out of this number 55,703 were lighted by electricity and 6,666, including all horse cars, were lighted by oil or gas. The detailed figures for states and companies are shown in Table 95. A number of states report all or nearly all of their cars lighted by electricity. Among these states are Connecticut, Iowa, Massachusetts, Minnesota, New Jersej', Ohio, Pennsylvania, Rhode Island, Virginia, and Wisconsin. Cars lighted by electricity are found ex- clusively on roads using electricity as a motive power, the supply of current thus being rendered easy and cheap. The change in the manner of lighting cars therefore closely followed the change in motive power. The unsatisfactory oil lamp was in the beginning the only method of car lighting. This lamp was superseded on some of the cable lines by compressed gas, the illu- minant commonly employed on steam railways. With the introduction of electric traction it was found to be an easy matter to light the cars by taking the current from the same circuit as that which supplied the motors. The light is still somewhat flickering from the occa- sional variations of voltage, interruptions of the trolley contact, or jolting at the switches, when for an instant or two the current is lost. This has sometimes been prevented by the installation of storage batteries on the cars which could be fed from the line, but this practice has been given up as the advantages did not compen- sate for the expense and trouble. The lights usually installed are 16 candlepower in multiples of 5. The use of the lamps in groups or mul- tiples of 5 is due to the fact that the average voltage or current pressure of the line is about 550 volts, and as tlie ordinary incandescent lamp takes about 110 volts a group of 5 of them will absorb the trollev line voltage TYPES OF STREET RAILWAY CAR FENDERS. CARS AND MISCELLANEOUS EQUIPMENT. 207 without the necessity of employing extra resistance. The 5 lights are arranged in series across the motor cir- cuit and are provided with a fuse and cut-off switch. At first ordinary incandescent lamps were used, but as jolting broke the filaments it is now the practice to "anchor" the filament by a small hook sealed into the lower larger end of the glass bulb. In some instances the lights are not merely distributed within the car, but out on the platforms, and the headlights are also usu- ally electric. The electric headlight usually consists of a large incandescent lamp aided hy a powerful reflector. A variation of this light consists in the utilization of what is known as the "inclosed" arc light, including an inner globe immediately around the arc. This is asso- ciated either with a rheostat or with a small cluster of incandescent lamps, so that either or both can be em- ployed in accordance with the amount of light required. The car has to be specially wired for such purposes. In the early stages of development the circuits were simply run with ordinary insulated wire held down with staples, cleats, or molding. Even the main circuits from the trolley line to the motors were carried through without much protection, but it is now a general prac- tice to inclose all these circuits in conduit, usually of iron pipe. IX. CAR HEATING. It appears from Table 95 that in 1902, 30,159 cars, or about one-half of the total number of cars in the United States, had provisions for heating. Of this number 19,02] or 63.1 per cent were heated by electrical appa- ratus, while 11,138 or 36.9 per cent were heated by stoves, hot water, or other means. Electrical heating is necessarily limited to street railway systems and cars electrically equipped, the heat being derived from the circuits supplying current to the motors. It will be noticed, however, that some companies using electricity as the motive power still employ stoves for heating. In northern climates in the old-fashioned horse cars, the coal stove was long used in winter. The car was so arranged that a stove could be introduced in the mid- dle of one of the seats, with a pipe running up through the roof. The stove occupied space which would other- wise have been available for seating; it did not success- fully heat the car, and fires frequently broke out. Gas and oil stoves on a somewhat similar plan were also tried, and indirect methods of steam and hot water heating have been extensively experimented with, espe- cially on interurban lines. The objections to this lat- ter plan, however, have been the loss of time involved in refilling the steam and water reservoirs and the large incidental waste. Hot water heaters have been largely used on long interurban cars. The usual method of heating cars electrically is to place the heaters — composed of coils of resistance wire in various forms and grouping — beneath the seats at regular intervals, the fronts of the radiators being pro- tected by grating and the switches being so arranged that the car conductor can throw in some or all of the heaters, as required. The circulation of air through the resistance coils in which the passage of current is engendering heat is so rapid that while the flow of warm air from the top of the heater is large in volume the air itself is not hot enough to heat unduly the front casing of the seat. In a test of an electric heater an overload of 25 per cent of current was put through it, the casing being entirely covered with damp clothes, such as passengers might wear. The current was left on for a half hour, and at the end of this time there was not the slightest indica- tion of burning or discoloration of fabrics. It has been shown by tests that with an ordinary consumption of current of 3,160 watts a car with 4 doors and 16 win- dows, containing a little more than 1,000 cubic feet, traveling in an outside temperature of 28 degrees Fah- renheit, can maintain a temperature of 54 degrees Fahrenheit. Assuming that this degree of heat and consumption of current were maintained throughout the day of eighteen hours, and that the current cost the company about 1 cent per kilowatt hour, a cost for heating such a car would be slightly over 50 cents per day. The actual cost, however, would probably aver- age well below this figure. X. EEGISTKATION OF FAKES. The collection and registration of car fares has always been an important problem with the street railway companies, the one great aim, of course, being to secure payment from all passengers and to prevent the diver- sion of revenue from the tills of the company to the pockets of dishonest conductors. The task becomes a relatively easy one where a ticket system is employed, requiring the passenger to buy one ticket for a contin- uous ride, and to deposit that ticket with the conductor or in some appropriate receptacle. This is the plan that has been followed for many years on the Manhattan Elevated system in New York city. Each passenger is required to deposit a ticket in the box at the entrance to the platform, under the charge of the regular cus- todian. This method has been varied in some of the elevated stations by the introduction of a registering turnstile; but where the volume of traffic is great, as it is at so many elevated stations during rush hours, turn- stiles would not be tolerated, and even at the smaller stations they do not appear to have proved entirely successful.. In Europe it is the common practice to issue tickets, not only for elevated and subway railways, but also for the regular street car and omnibus lines. In America it is thought that the travel on street cars is too much of a "come and go" character to permit the use of a 208 STREET AND ELECTRIC RAILWAYS. ticket system, and hence the collection and registration of fares usually depends wholly upon the conductor. In the early days of the bobtail car the driver was also conductor and made change as well as managed his horses, the fares being deposited under his eye in a small lock box adjacent to the front platform — the box being so placed as to be seen by the passengers. This method still obtains in a few places, but its many inconveniences caused it to give place to the old portable bell punch, which enabled companies to settle with their conductors upon the basis of the showing made by the punch rather than upon the basis of the conductors' report of the number of fares collected. It soon became evident, however, that in a crowded car a conductor is likely to miss some fares, either from the unwillingness of the passengers to pay, or from the inability or unwilling- ness of the conductor to make collections. Although the conductor carried a punch, it did not follow that he would use it eveiy time a 5-cent fare was collected, nor was it absolutely certain that he would ring up the fares on the company's bell punch instead of on a sub- stitute one provided bj^ himself. To remedy these difficulties, companies soon began to use the stationary clock register or counting machine, which is placed in a conspicuous part of the car where every passenger can see it, and upon which fares collected are sup- , posed to be duly " rung up." The fare register system has now become universal throughout the country. Many modifications and improvements have been made to adapt the register more perfectly' to varying condi- tions of service and to the varying practice in different places in the matter of collecting fares and issuing transfers. To obviate the disadvantages of the single register system, which, of course, wovild count only one class of collection, namely, so many 5-cent cash fares, the double register came into vogue, allowing other combinations of accounting, and consisting virtually of two single registers in one case. When it is considered that the street railways are carrying at least 6,000,000,000 passengers a year, all of whose fares have to be brought to book by means of the register, it will be seen that the accounting and mechanical problems involved are of no mean nature. To show to what extent ingenuity in this direction has been carried in the way of making a street car register perform various functions, such as the registering, in- dicating, and printing a statement of collections — in other words, performing the full duty of a cash register and something more — the developments up to date de- serve note. Registers now on the market and largely employed bj' street railway companies make a distinct registration of each fare collected, the different kinds of fares being registered separately. They also keep a printed record of the collections of each conductor and of the total number of all fares, irrespective of class, as well as the number of fares in each class for each half trip. They further print the number of registrations, the trip number, the date of the day and month, the direction in which the car is going, the name of the conductor, and a duplicate or triplicate summary record of the day's business, irrespective of the number of conductors who operate it. When not in service the register may be locked, and can not be operated until the conductor's badge number is printed upon the statement inclosed in the register. This device, then, without exceeding a practicable limit of size, acts as an adding machine, a cash register, a time clock, and a printing j^ress, all ap- plied to the task of insuring for the company the fullest collection of its revenues. Few companies, to be sure, use or greatly need registers that have been brought to any such degree of complexity of mechanism, but the instrument none the less illustrates in an interesting way the attention and inventiveness that have been ap- plied to every branch of the street i-ailway business. XL STRKET RAILWAY PASSENGER STATIONS. The statistics for street railway passenger stations re- fer to the separate buildings, or public shelters, at which passengers wait to take cars, pay fares, or secure trans- fers. They do not include stopping points, or open-air stations along the line where passengers board the cars. There are 2,076 street railway stations reported. A large number of these were reported bj^ elevated rail- ways, bj' railway's formerly operated by steam, and by fast long interurban railways. Until within the last few years it has been the universal practice to permit passengers to board or leave a car at any street corner, in contrast with the steam railway practice of running trains between fixed points more or less widely apart. A number of street railways have long furnished wait- ing rooms at their termini, however, or at important intersecting points, and elevated and underground roads have been operated on the station plan. In order to secure a speedier schedule, several street railways have adopted the practice of putting up signs on poles at points several blocks apart where the cars would stop, the points being located with reference to traffic de- mands. These points have very rarely had shelters connected with them. Within the last year, however, the growth of interurban roads has necessitated the construction and maintenance of a large number of passenger stations, and these stations have either been connected with freight and baggage rooms or with sub- stations that contain apparatus for furnishing current to the track. The further differentiation of interurban roads from ordinary street railway lines within cities led to the establishment of interurban waiting rooms, both inside and outside of city limits. The final step has been the construction of union terminal stations for street rail- way traffic. While this report has been in preparation, CARS AND MISCELLANEOUS EQUIPMENT. 209 an extensive and costly terminal station has been erected at Indianapolis, Ind., for the use of nine interurban lines. At Milwaukee, Wis. , the street railway company has erected a substantial steel frame structure to be used as an interurban terminal station and general wait- ing room, office building, and storehouse for reserve cars. At Detroit, Mich., there is a common waiting room for all interurban lines, and at Muncie, Ind. , an important interurban center, a terminal building has been built for the same purpose. At Cleveland, Ohio, one of the most important interurban centers of the country, a large station has been erected on the public square in the heart of the city, where waiting sheds have been in use for some time. The building is 62 feet long and 13 feet wide, the roof extending beyond the walls 12 feet at the ends and 4 feet on the sides. It is of brick, with stone copings, the framework of structural steel, and the roof of tile. The ticket office and check rooms are so located as to divide the interior into two rooms, the smaller being a smoking room and the larger a passenger room. Doors at the ends open to stone steps leading to the basement, where are toilet rooms for men and women. Its cost was about 110,000, each of the five interurban companies that use the build- ing paying one-seventh of. the cost and the citj^ com- pany two-sevenths. While all stations are not as well located as the station in Cleveland, many of them are convenient of access. The station at Indianapolis is lo- cated one block from the street railway center, and that in Milwaukee but one block from the principal street in the city. The agreement with the authorities provided that the Cleveland station should be erected in accord- ance with plans approved by the city, without any ex- pense whatsoever to the municipality for construction and maintenance and to become the propert}' of the city as soon ascompleted. The railwaj^sare given the right to use this station without any assurance as to length of occupancy. The interurban roads which are to use the station have no trackage in Cleveland, but run their cars into the city over the tracks of the Cleveland Elec- tric Railway Company. The agreement provides that nothing but tickets may be sold in the station. Admirable types of passenger and substations may be found on many of the interurban roads. In the vicin- ity of Cincinnati, Ohio, for example, two ver^^ attractive substations are located on the Suburban Railwa}'. The one at Forestville, Ohio, is of stone and buff pressed brick with stone trimmings and ornamental tile roof, two stories high in the center with a one-story wing at each end. The upper floor of the central part is ar- ranged with a suite of five rooms for the attendant of the substation, while the lower floor is occupied by the alternating current transformers and rotary converters. Each of the wings is 25 feet in length, one being a pas- senger waiting room, and the other an express ofBce. On many of the interurban roads the stations resemble in general appearance and design the way stations on steam railway lines. A number of the stations referred to in the report are those connected with the parks and pleasure grounds operated in connection with street railways, or reached by them. A good example is found at Fairmount Park, Philadelphia, where the facilities of this kind are of an extensive character. The illustration presented herewith shows a pleasure ground station at the terminus of the Worcester and Southbridge (Mass.) Railway Company. XII. CAR HOUSES. Statistical presentation. — The street railways of the countrj^ were required to report the number of car houses used by them, and the statistical results of the inquiry are given in Table 96. It appears from the table that 1,634 car houses were reported for the United States. These are widely distributed, but the states reporting the largest number are as follows: Massachu- setts, 236; New York, 177; Pennsylvania, 173; Ohio, 138; Illinois, 96; New Jersej', 64:; Michigan and Mis- souri, each 56; Connecticut, 55; California, 51; and Indiana, 60. It will be noted that Massachusetts is far in the lead as to the number of car houses. Of the total number reported for that state, 115 ai'e reported for the Old Colony Street Railway, the Boston and Northern Street Railway, and the Boston Elevated Eailwaj-. As these three companies report a total of 5,937 cars of all kinds, the car houses would seem to have an average capacity of 52 cars per car barn. In New York state there were 14,040 cars accommo- dated in 177 barns, giving an average of 79 per car barn. This average, however, is brought up by the influence of such unusual figures as those of the Inter- urban (or Metropolitan) Street Railwaj" Company of New York city, which accommodates 3,063 cars in 16 barns, an average of slightly over 204 cars per barn. This statement of itself gives an idea of the large amount of valuable property required in the heart of a great city merel}" for car storage, inspection, and repairs. The state of Pennsylvania, with an aggregate of 7,058 cars and 173 barns, had an average of 41 cars per barn. Ohio, with 138 car barns and 4,396 cars of all kinds, had an average of about 32 cars per barn. Illinois, with an aggregate of 7,778 cars and 96 barns, had an average of SI cars per barn ; but these figures again are brought up by the totals for the two leading systems in Chicago, the Chicago City Railwaj' and the Chicago Union Traction Company, which, with 22 barns, accommodated 4,818 cars, or 219 cars per barn. Taking the country as a whole, it appears that with a total of 817 operating and 170 lessor companies, or a total of 987 companies, the average is not quite two car barns per company. These figures are worthy of 210 STREET AND ELECTRIC RAILWAYS. detailed study from various standpoints, although they do not clearly show the burdens imposed upon the com- panies in making provision for sheltering their cars. Where a company has a large number of cars intended for winter use only, and a proportionately large num- ber of open cars available only for summer use, it stands to reason that the car barn provision must be very much larger for the same aggregate of traffic than where a combination type of car is made to do duty the year around. Combination cars used throughout the year maj^ be used up more quickly, though even this is not proved; but obviously less thought and money need be spent on the question of storing the cars when not in service. Construction and equipment. — Great improvement has been made in recent years in the construction of car houses, which, until the advent of the trolley, were known as "car barns." In spite of the great attention given to fireproof construction of these buildings, the frequency of fires in such places has led insurance companies to increase the rates quite generally on such properties, and to be extremely careful in their inspec- tion and rating. This in turn has led to further im- provements, so that to-day many of the latest car houses compare favorably in fireproof qualitj' with any other structures. If not properly built and properly looked after, a car house may become a dangerous risk, on account of the inflammable material usuallj' gathered within its walls in the shape of cars, largely composed of wood, and large quantities of repair materials, paint, oil, varnish, etc. A very little indifference on the part of tired or careless men around the repair pits or stoves in a car house may result in a serious conflagra- tion. Modern practice, therefore, in general requires that car houses shall be subdivided more or less so as to isolate and segregate a fire that may break out. Those of the most approved construction are one storj' in height, built of brick or stone, or both, with walls not less than 12 inches thick. Where there are two stories the lower one has walls 16 inches thick. The ground area of a separate section should not exceed 10,000 square feet. The fire walls throughout are built of brick, are without openings, and extend 3 feet above the roof. A heavy mill roof of 3-inch plank, covered with gravel, slate, or tin, is probablj? better than an iron truss roof with composite ironwork. Floors throughout are of brick, concrete, cinders, or dirt where the building is of one story, and a heavy mill construction is used for everything above the first floor where the building is of more than one story. The repair pits are of brick, with brick or concrete floors, each one extending under one track only, with steps of iron or other noncombustible material. These pits are located as near the rear end of the car house as possible, and are confined to one section of the house. The tracks in such a building run "clear" without a break, and the transfer tables are so arranged as not to interfere with the smooth and quick running of cars within the building. Inside protection is furnished by liberal standpipe water service, under heavy pressure, and provision is made for cutting off all power wiring from a point outside the house, leaving the trolley lines "dead" several feet from the front. There is also a liberal provision of fire pails and chemical extin- guishers, as well as of fire hose. Oils, paints, and lamps are stored in a separate building, which is fire- proof and ventilated. Few car houses answer to all these requirements, but there is a steady tendency to eliminate in every case the bad features and to adopt those which have been outlined above as standard, in compliance with the general requirements of the under- writers, as every deviation involves a higher insurance rate. The variations in the details of car house construction are almost as numerous as the car houses themselves, and it would indeed be difficult to mention any two that are exactly alike. Some of the most interesting recent work is that connected with interurban roads, where the car house is also associated with other details of the system, and where special attention has, therefore, to be given to the insurance and to other features that are not considered in the building of a mere car shed. Thus in Newark, Ohio, there is a large car house operated in connection with the interurban system, which includes Columbus, Newark, and Zanesville roads, and the Newark and Granville and other prop- erties. This car house not only provides repair shops for the system, but it also receives current from the distant generating plant and serves as a substation for the rotary converters and alternating current trans- formers. The building is of brick, with sandstone trimmings, and is divided by a brick fire wall into two main parts, with an annex at one side containing offices, boiler room, lounging room for the men, and the sub- station. Each half of the main building is 60 feet from wall to wall, and contains working pits, machine room, repair shops, etc. There are 10 tracks with a capacity more than sufficient to accommodate all the cars on the system. The roof is built of steel trusses, covered with corrugated iron on purlines. The Schenectady Railway Companj^ has a very com- plete sj'stem of car houses and repair shops. It may be noted, by way of explanation, that the great amount of mechanical equipment required by many of the roads for the purpose of repairs has often led to the building of extensive and elaborate machine shops. Thus, for example, one of the buildings belonging to the Schenectady system, which was formerly used for the two purposes of a car house and repair shop, has been converted into a car house, while a new building has been put up for repair shop purposes exclusively. This new building is in three sections, with outside measurements of 201 by 210 feet. The first section contains an armature room, machine shop, and black- CARS AND MISCELLANEOUS EQUIPMENT. 211 smith shop, and adjoining the blacksmith shop an erect- ing room, with 300 feet of car pits. The middle section of the building has two floors, the front of the second floor being used for offices and the remainder for store- The first floor of this section has a steam road rooms. switch running through it, and a teaming entrance in front provided with platform scales. In the rear is a large store yard for special work, rails, ties, and other heavy materials. The third section, which has three tracks, is divided in the middle from side to side, the front part being a machine shop and the rear a carpen- ter shop. Some idea of the equipment that goes into a modern street railway machine shop may be derived from the fact that in addition to the equipment already possessed, the company in equipping this building pur- chased two 15-ton hand operated cranes, a motor flat car equipped with an electrically driven crane of 5 tons capacity, a power rail bender, and a number of shapers, planers, boring mills, etc. The Schenectady company has also a well-equipped emergency house, with tower wagons which are provided with hose crossings, tools, and wire. This house is arranged after the manner of a fire engine house, and is connected with the fire department alarm system of Schenectady. The wagons respond to calls in all districts covered by its lighting and railway system. Another interesting and up-to-date car house equip- ment is that of the Aurora, Elgin and Chicago Rail- way, an interurban system completed since the close of the census of 1902. The car house and repair shops of this road conform very closely to the standard, which has been explained in detail. The car house built in 1902 is in three sections, with two single tracks in each outside section for car storage, and in the middle sec- tion three tracks, two of which have repair pits beneath them. The floor between the tracks is much lower than usual, giving the men a space of from 20 to 24 inches in which to get at the sides of the trucks without lying down, as is necessary where the floor is built level with the rails. The repair pits are 4 feet 8 inches deep, giv- ing plenty of room for work underneath the car. Across the central portion of the car house and span- ning these three tracks is a 10-ton electric crane, which travels the entire length of the repair shop. This would be an abnormally heavy crane for a car house and shop of this capacity but for the fact that the inter- urban rolling stock of the system is very heavy, the cars being each equipped with four 125-horsepower motors. The width spanned by the crane is 40 feet. Each of the repair tracks accommodates one car. Though this building is spoken of as a car house, and answers that definition in almost every respect, it may be noted that the company follows in general the prac- tice of steam railways of storing cars in the yards instead of in the house. There are yards in the front and rear of this car house and repair shop, and both yards join a main line of the track, the yard being thus a loop-off of the main line. Lighting of huildmgs, shops, ear houses, ways, etc. — In connection with the information furnished as to car houses, the street railway companies were asked to give statistics as to the lighting of their buildings, it being conjectured that in the aggregate a large amount of electric lighting would be shown. The companies naturally avail themselves of their own current, because they generate it in such quantities that the fraction added for lighting purposes would increase but imper- ceptibly the general cost of current production. Some car houses are illuminated by special low-voltage light- ing dynamos, but most of them employ 500- volt current from the trolley wires. In these cases it is good prac- tice to have the wires supported not less than 1 inch away from the walls of the building, ceiling, or floor, and to protect them cai'efully against accident or mechanical injury. In examining the mechanism on the underside of the cars, portable lights are often found necessary, especially in the car pits, but in every case where prac- ticable preference is given to fixed lights. This is true also where gas is emplo3'ed, all fixtures being rigid and the flames being kept at a considerable distance from any adjacent woodwork. According to the returns of the companies reporting electric lights employed in their buildings, shops, car houses, etc., 5,282 arc lamps and 235,956 incandescent lamps were in use for this pur- pose. The amount of lighting was usually about pi'o- portionate to the magnitude of the system reporting and to the number of the miles of track and cars owned. As will be seen from Table 95, New York reported 901 arc and 40,346 incandescent lamps; Massachusetts, 594 arc and 34,212 incandescent; Illinois, 369 arc and 22,388 incandescent; Ohio, 470 arc and 17,207 incandescent; Pennsylvania, 631 arc and 13,110 incandescent; New Jersey, 191 arc and 11,782 incandescent; Michigan, 107 arc and 10,406 incandescent; Indiana, 95 arc and 5,843 in- candescent; and Missouri, 39 arc and 11,325 incandescent. Some of the systems reporting have for their own use a larger amount of lighting than is furnished by many a good sized central station lighting plant for general urban purposes. The Boston Elevated Rail- way, for instance, reported 353 arc and 19,096 incan- descent lamps; the Manhattan (Elevated) Railway, 200 arc and 8,000 incandescent; the Brooklyn Rapid Transit system, 150 arc and 9,000 incandescent; the Interurban (Metropolitan) Street Railway system, of New York city, 160 arc and 5,000 incandescent; and the Cleveland (Ohio) Electric Railway Company, 100 arc and 2,960 incandescent. In St. Louis, Mo. , very few arc lamps were employed in car houses, shops, etc., but nearly 10,000 incandescent lamps were in use. In the same manner the Detroit United Railway Company did not report anj^ arc lamps, but it had 1,800 incandescent lamps. On the other hand, the Pittsburg Railways 212 STREET AND ELECTRIC RAILWAYS. Company reported 220 arc and only 1,000 incandescent lamps. As a general rule, the roads in Philadelphia reported few of either kind of lamp. In Chicago, also, relatively little electric lighting was reported in spite of the extent of the electric s^-stems there, the largest amount being reported by the Chicago Union Traction Company, with 100 arc and 1,500 incandescent lamps, and the Chicago City Railway, with 70 arc and 2,700 incandescent lamps. The Metropolitan West Side Elevated Railway of Chicago employed no arc lamps, but had 6,000 incandescent lamps in service. It is per- haps a fair inference that a large part of the lighting was for station purposes. The Rhode Island Suburban Railway Company, of Rhode Island, and the Union Railroad of Providence together reported 110 arc and 4,660 incandescent lamps. XIII. TELEPHONE SERVICE. Two hundred and fifty-seven street railway companies reported exclusive telephone service, employed chiefly for car dispatching purposes. They used 5,868 miles of line. This does not include rented circuits or instru- ments or other apparatus leased from telephone com- panies. Detailed statistics with regard to the mileage of telephone lines will be found in Table 95. A con- siderable proportion of the mileage is found in the serv- ice of companies doing an interurban and rural district railway traflic. For example, the extensive sj^stem of the Union Traction Company of Indiana has 222 miles of telephone lines. In Massachusetts the Boston and Northern Street Railwaj' Company reported 182 miles; the North Jerse}' Street Railway Company in New Jersey, which covers a large section of the state, re- ported 150 miles of telephone line; the Detroit United Railways Companj' of Michigan operated 150 miles; and in New York state the Hudson Vallej' Railway Company reported 137 miles. As already noted the telephone is f)rincipallj' em- ployed for car dispatching, especially on the interurban and suburban lines. On some of the longer and faster roads the automatic block signal system is in use; but the telephone has been found to lend itself to interur- ban railway work, on even the more important network of lines. The overhead line construction is particu- larly well adapted to the system, especially where cen- ter polos are used, as the telephone wires are thus brought near to the cars. But even with side poles there is little difficulty in making the connection, the only additional requirement being a longer cord between the telephone pole and the telephone. The telephone can be employed either by locating the tele- phone box or instruments within the car itself, or by attaching the box, under lock and key, to one of the poles along the route. An alternative method requires the car conductor to carry with him a portable tele- phone set, which he can plug in at any given point along the line where connections have been provided. One method of using the system is to run two par- allel telephone wires along the road with which the telephone is connected by means of double hooks, one above the other, or by a double-pronged hook intro- duced between the two telephone wires. The object of the two wires is to provide a metallic or two-wire cir- cuit, which insures better service by cutting out the in- duction which would result from a one-line wire with ground return. This plan has been followed on the St. Louis, St. Charles and Western Railway, where two telephone wires are carried, one above the other, on in- sulators attached directly to the line pole, thus render- ing the use of cross arms unnecessary. This telephone circuit runs the entire length of the road, with . perma- nent connections to the line wires at the fixed telephone instruments in the offices or stations of the road. There are no telephone stations or connection boxes along the track of the route, but the telephone set is installed within the car. The telephone is used only when the car is stationary, and the connection with the line wires is effected b}' an ordinary fishing pole with telephone cord running along it. Two hooks are fastened to the extremity of this pole, the distance between them being a little less than that between the telephone line wires at their point of support. The upper hook has a spiral spring which allows considerable adjustment between it and the lower hook to insure good contact for both of them. The upper hook being caught into position, the weight of the pole causes the lower hook to rest securely in touch with the other wire. The telephone sj'stem is largely used in connection with single track roads, especially at turn-outs. The practice in train dispatching on the interurban lines around Detroit illustrates the method. All the electric interurban railways radiating from Detroit operate under dispatchers' orders given })y telephone. The methods used by the three difi'erent managements which operate these lines are very similar, and differ only in detail. In each case telephones are located in cabins or booths at sidings along the line, and no telephone instru- ments ai e carried on the cars. The orders are all re- ceived oralh', and no written record is kept. The Detroit United Railway system operates all its inter- urban lines, except the Wyandotte division, from one dispatcher's office located at Royal Oak junction, 14: miles from Detroit, from which point the dispatcher has telephonic communication with the whole united interurban system. Orders are received at the tele- phone booths ):)y the conductors and are repeated to the dispatcher. The motorman must be within hearing to hear the order repeated. The telephone lines are mainly of iron wire. Those outside the city are run on brackets with " pony " insu- lators. To prevent inductive disturbances they are transposed every 10 poles, and in the case of high- CARS AND MISCELLANEOUS EQUIPMENT. 213 tension alternating current lines, are transposed every 6 poles. The standard telephone equipment for the booths consists of a telephone instrument with an 1,800- ohm ringer, and a 5-bar magneto-generator which will ring through 60,000 ohms resistance. The instruments in each booth are connected with the line through a double-pole, single-throw switch. This switch is open when the telephone is not in use, in order that the line may not be rendered inefficient by having a large num- ber of instruments bridged across it, thus increasing unnecessarily the resistance of the circuit. At the dis- patcher's office there are switchboards in duplicate for the dispatcher, so that in case anything goes wrong with one board the other can be immediately switched in. There are four lines entering the dispatcher's office; connection with any one of these is established by simply throwing an operator's switch. The circuits are so arranged that communication can be had with many points on the system from two directions, and double- pole switches are placed at frequent intervals. In case a line is short circuited or grounded at a certain point, the switches on both sides of the trouble can be opened, and the work of dispatching can then be carried on without interruption. Within the city of Detroit tele- phone lines are frequently suspended from the electric railway span wires by means of porcelain insulators. This keeps the telephone wire in the middle of the street where it is free from interference by the trees. One of the most interesting telephone systems recently put into operation in street railway service is that of the Manhattan Railway division of the Interborough Rapid Transit Company, of New York city. The exchange is located at Ninety-ninth street and Third avenue, in oper- ating rooms built for the purpose above the car shops of the company. The main operating room contains the switchboard, the distributing frame, fuse rack, relay and coil racks, and the wire chief 's desk. The board is of the " central energy" type with all the battery con- centrated at the main office. The greatest distance from the central office to the instruments is about 8.5 miles. There are positions for 6 operators at the switch- board, each position being equipped with 15 pairs of intercommunicating plug circuits, consisting of double supervisory signals and combination ringing and listen- ing cams. There is a testing section on the board, including a voltmeter and cord circuits for making ordinary line tests. At the present time about 300 lines are in use, but the board as equipped would allow the operation of about 600 lines. The board is operated in the usual way with signal lamps, with additional bell signals for night service. The wire chief's desk is placed well in front of the switchboard and is so arranged that the attendant in charge can act both as monitor and as wire chief. Telephones are located in each passenger sta- tion and switch tower along the elevated tracks of the Manhattan Railway, as well as in all the offices, the power house, substations, and car shops. Two styles of telephones are in use in the system. One of these is a wall type, which is employed in all the car shops, switch towers, inspection sheds, etc. The other style is a desk telephone, which is at the elbow of the ticket seller in his booth, and puts every station in direct touch with headquarters. All the out- side wiring, connecting the exchange with the instru- ments, consists of lead covered cable, containing from 5 to 120 pairs of line. These cables are carried 1 r a galvanized wire fastened to the elevated railroad sti j.c- ture with iron brackets or hangers. The force required for the system consists of the telephone engineer, 8 operators, and 5 repairmen. The operators work in 3 shifts, with 5 operators at the board in the busiest time of the day. 1165—05- -15 CHAPTER lY. INTERURBAN RAILWAY CONSTRUCTION AND EQUIPMENT. In the Eastern states, until recently, the interurban roads have been usually an extension of some citj^ sys- tem, owned and operated by it, and presenting few, if any, differences in the rolling stock and equipment within the city and outside. On the other hand, from the beginning of interurban railway construction in such states as Ohio, Indiana, and Michigan, as well as in those states farther west, cross country roads have often been planned and constructed to parallel and com- pete with steam railways, or to supply transportation to sections which the steam railways had not found it profitable to reach. It thus appears that, while many of the eastern interurban systems, which have now grown into networks of considerable magnitude, pre- sent close analogies to the street railway systems, of which they still remain a part; not a few of the western roads are to all intents and purposes steam railways, with the substitution of the self-contained electric car for the steam locomotive. Where the interurban road is an outgrowth of the street railway system the tracks and roadbed are usually of the character to be found in semicity dis- tricts. In some instances, as, for example, in the case of the road between Albany and Schenectady, N. Y., a distance of about 18 miles, the construction of the road has helped the building in rural regions of I'oad- ways of a superior construction, such as would prob- ably not have been found there but for the trolley. In the Central West at least 75 per cent of the inter- urban roads are located on private rights of waj-, which usually follow the line of the public highway. The private right of way is from 30 to 40 feet wide for single track roads, on which a standard roadbed is laid with 70 to 80 pound rails and with No. 0000 copper bonds at each joint in the rail. As a general thing the electric roads have been less careful than the steam roads to avoid grades and curves. The engineers have often relied upon the high -tractive ability of the elec- tric motor car, as compared with the locomotive, for work on steep grades. The bridge construction along such roads, however, is very often of a superior char- acter, consisting of steel girder construction and com- paring favorably with steam railway practices. In the case of single track interurban roads, bracket construction is generally used for the overhead wires, with poles about 35 feet high, set from 90 to 100 feet apart. The bracket arm has flexible suspension for the (214) entire length of the trolley wire. Two trolley wires are usually emploj^ed as a means of avoiding overhead frogs at turn-outs, which makes possible the maintenance of high speed and avoids interruption of the service in case of the breaking of one of the wires. The trolley poles also carry the high-tension lines transmitting the alternating current, which is lowered in pressure and converted into direct current at the frequent substa- tions, for use on the service wires and cars. Copper wire is largely in use for this current and for the direct current feeders, but already about 20 per cent of such circuits are composed of aluminum wire, which is being experimented with. The three high-tension wires con- stituting the three sides of the three-phase circuits running from the generator at the power plant to the transformer at the substation are usually carried at the tops of the poles in the form of an equilateral triangle, with the wires 8 inches apart. In this way pressures as high as 40,000 volts are successfully sustained. The circuits are carried on glass or porcelain insulators, and are protected by lightning arresters against storms which might otherwise do damage to line and cars. Tfdrd-rail traction. — A considerable number of in- terurban roads have adopted the third- rail system. One of the most noteworthy of these, technically, is that extending from Albany to Hudson, N. Y. . which has been in operation for two or three years, and which has an unprotected third rail. A notable system with protected third rail is that extending from Wilkesbarre to Hazelton, Pa. The con- tact rail, which is the main feature of the system, so far as this section of the report is concerned, is protected from sleet and snow by means of a hood, made of 2 by 6 inch pine plank held directly over the rail, supported by oak posts spaced every 8 feet. Both guard and rail are carried by unglazed vitrified clay insulators, spaced every 10 feet on the ties. Owing to the protection over the third rail the contact shoes or plows are in the form of a tongue or thick plate extending outward horizontally , from the car truck, so pivoted and ratcheted that its ad- justment to the rail can be changed readily. There is also a switch governing the connections between the third-rail shoe and the overhead trolley, which is em- ployed for use within city limits. This railway is 26.2 miles in length and the journey by steam road between these two cities has hitherto occupied two hours. At the same average speed the Wilkesbarre and Hazelton INTERURBAN RAILWAY CONSTRUCTION AND EQUIPMENT. 216 road can carry passengers in sevent}' minutes or less between the same points. The speed ordinances gov- erning the movement of the cars in the streets of the respective cities leave only forty minutes out of sixty or seventy in which to cover the distance over the pri- vate right of way. There is a diflference of 1,200 feet in the*ftltitude of the terminal points and the right of way, 60 feet wide, is so laid out that throughout the entire line there is not a grade exceeding 3 per cent and only one curve of 18°. The grade thus established necessitated some heavy fills and deep rock cuts and a tunnel 2,600 feet long through the Penobscot mountain. Another interesting third-rail system is that of the Jackson and Battle Creek Traction Company, connect- ing the cities of Jackson and Battle Creek, in Michigan, about 45 miles apart. This road is single track and built on private right of way. It has a third-rail con- tact, with the contact rail outside the track rails. The head of the contact rail is 6 inches above the track rails, and is supported on reconstructed granite insulators without iron top or base, placed every 10 feet. At road and farm crossings the third rail is broken and the cir- cuit is continued under the track with lead covered and paper insulated cables. At these points the third rail is provided with oak inclines or tips. A third-rail sj'stem has been built on the Pacific coast between San Francisco and San Rafael, a distance of 13.69 miles, by the North Shore Eailroad Company, which had previously operated by steam. For the third or contact rail, which is placed outside the regular track, 60-pound rails are used over about half of the line in 80-foot lengths, and 56-pound rails over the rest. The ends of the rail at crossings are tipped or fitted with an approach block in the usual manner. The rail is mounted on block insulators fastened to the ends of every fifth tie, so as to give the insulators 10 feet be- tween centers. Wooden insulators have been used for this purpose, and this cheaper construction appears to have been justified by the successful operation of the road in all kinds of weather, although this region is free from snow and sleet. The material used for the insu- lator is California redwood covered with a coat of asphaltic paint. The tap of the contact rail is 6 inches above the top of the running rail, and the center of the rail is 27 inches outside of the gauge line of track. Where the roadbed will permit, the contact rails are supported on beams 4 by 6 inches laid across two ties, and fastened to the latter by wooden treenails. Where an earth support is used, the contact rails are supported independently of the track by means of strips 2 by 6 inches and 3 inches long treenailed to the tops of stout posts driven into the ground to such a depth as to give the correct elevation to the contact rail. In the yards at Sausalito and San Rafael the contact rail has been equipped with a guard or hood, the device em- ployed being similar to that used on the Wilkesbarre and Hazelton road. At station platforms the contact rail is still more carefulh^ guarded. At crossings, sta- tions, and other exposed points warning signs have been placed. The total mileage of electrically operated track on this system is 13.69 miles. Passenger cars. — The rolling stock of interurban roads is very often quite similar to that employed on urban systems, but important modifications have in many cases been made to meet local requirements. A fast schedule is a desirable feature of strictly interurban service, and this is determined by the character of the rolling stock and roadbed. Yet the maximum speed becomes important only when the length of the run be- tween stops exceeds 1 or 2 miles. In the usual mixed city and interurban service stops will vary from ten to the mile in the city to one in 5 miles or even less in the interurban portion. They average four stops per mile in the citj^, two in the suburbs, and one to one and one-half in every 2 miles of rural track. Hence the power to secure proper acceleration is of considei'able importance in maintaining a fast schedule, and attention is given to this point in the motor equipment of the car. All the interurban cars are of the double-truck type, and a great many of them are equipped with four mo- tors, one on each axle. If the grade exceeds 5 per cent and the rate of acceleration exceeds 1.75 miles per hour per second, four motors per car are found essential to a reliable service. Even where other conditions would permit the use of two motors the dimensions re- quired for the necessary horsepower may be such as to exceed the allowable space, in which case four motors of smaller build but of the same capacity are used. A 6-foot wheel base has been generally adopted for bogie trucks, which, with a 6i-inch axle and a 12-inch bolster, leaves little space for the motor. The wheel diameter is limited in many cases to 33 inches by the required height of the car body. There is a tendency to the use of longer wheel bases, owing to the high speed at which the interurban roads have lately been operating. The average length of the standard interurban car to- day is about 50 feet, with a total weight, when equipped, of 25 tons, and with four motors of 50 horsepower, one upon each axle of the double trucks. The air brakes are usuallj^ motor driven, but one or two of the lines em- ploy storage air. Many of the cars provide both bag- gage and passenger accommodations, the baggage com- partment being used also as a smoking compartment. All of them are lighted with electricity. Manj- are heated by hot water, this proving more economical and efiicient than direct electi'ical heating under the condi- tions involved. In Michigan some of the cars are over 60 feet in length, with high-backed upholstered seats, M. C. B. trucks, and steel tired wheels. Some of the cars on the Columbus, Delaware and Marion (Ohio) Railway Company's line are 66.3 feet over all, being at least 5 feet longer than any other interurban cars built, so far as known. On the same line there are also some handsome 50-foot cars divided into two compartments, 216 STREET AND ELECTRIC RAILWAYS. with a seating capacity of 52 passengers. The cost of the car, finished in solid mahogany with extra bronze trimmings and elaborate electroliers, was about $11,000. A number of the cars on interurban roads are of the semiconvertible tj^pe already referred to in another chapter, while open cars are also in use to some extent. On high-speed roads the ordinary type of open car with outer running board has obvious objections. Those built for the Northern Texas Traction Company have a center aisle with end entrances. One of the most interesting developments in the roll- ing stock of these interurban lines has been the con- struction and equipment of two sleeping oars for use on the Ohio and Indiana long interurban lines. The car is similar in outward appearance to an ordinary parlor or sleeping car, and is mounted on two trucks, each of which is arranged to carry two 150-horsepower motors, giving a total of four motors of 600-horsepower capacity for the car. The interior arrangement is different from that of the ordinary sleeping car. The upper berth is folded up during the day, and the lower berth consists of two revolving chairs, which are swung to- gether at night, the cushions for the berth being obtained from the bottoms and backs of the chairs. The car has a second or false floor built on top of the regular floor, and the partitions all slide down between the double floors in the daytime, working on the same principle as a roller top desk. The berths are 27 inches wide, which leaves 16 inches between the sides of the berth and the partitions of the compartment. The coach is fitted with the regular motorman's cab, controller apparatus, headlight, cowcatcher, etc. Freight and express service. — For a long time- it has been the pi'actice to carry mail matter on street cars. This began with the granting of free transportation to mail carriers with their baggage, and has developed grad- ually into a service which comprises completely equipped mail cars in which letters and newspapers can be sorted and disposed of. It is a frequent practice to furnish street cars with boxes into which mail matter can be dropped along the route traversed by the car, the mail being collected from the car at the points most conven- ient to the general post office. The handling of baggage and freight on street railway lines had a slower development, and is still in its experi- mental stage. In New York city an express transporta- tion company operates in connection with the Metropol- itan Street Railway Company and utilizes several ex- press street cars, which run between designated points at certain hours of the day solely for the purpose of transferring express, baggage, and packages in bulk. Some of the street railway companies have gone more thoroughly into the heavy freight business, and have provided themselves with rolling stock and freight houses. But the most extensive development of freight and express business has taken place on the interurban lines. An illustration of this development is found in the case of the various interurban lines entering Toledo, Ohio, over the tracks of the Toledo Railways and Light Company, with which the}' have traffic arrangements. The freight cars of these lines run alongside a regular freight house, with a large un- loading platform. Six cars can be accommodated at the same time, and there is ample space for drays to load and unload. Freight cars are run at such hours of the day and night as interfere least with the regular schedule of passenger cars. The freight depot is owned hy the city company, each interurban company paying a certain rental. The schedules of the several roads using this terminal are so arranged that the freight cars do not reach the station at the same time, and the work is equalized throughout the day. The Lake Shore Elec- tric Railwa}' operates three freight runs or three cars a day each wa}'. It sends out a special meat car every day from Toledo. The Toledo and Monroe and the To- ledo and Maumee Valley railways have each two cars each way. The Toledo and Western Railway has two runs out of the station each day. It brings a special milk car into the city every morning. Milk is handled by all the roads named at a straight rate of 1^ cents a gallon for anj^ distance, and milk tickets are sold bj' the general officers and agents of each company. Special carload lots are handled at special rates, the Toledo sta- tion agent being authorized to give carload rates over anj- of the roads. The minimum charge for any article is 25 cents. The freight station is managed by a com- mittee composed of the general managers of the compa- nies interested; but the business of each road is conducted separately' . Many of the cars on these roads are ordinary- freight cars with brake equipment, etc., similar to that on steam railways. A great many of the interurban cai"s, how- ever, have freight or baggage compartments in the passenger cars. The Steubenville Traction and Light Company handles all its freight in combination cars. The rates are not so high as the express rates, but slightly in advance of the steam railroad freight charges. Out of a total car length over the bumpers of 40 feet 8 inches, the baggage section occupies 11 feet 6 inches, giving space for a large quantity of miscellaneous freight and express. Many of these roads have developed a regular sj^stem of accounting for freight and express service, the sys- tem being similar to that followed by the express com- panies of this country. The Dayton and Troy (Ohio) Electric Railwaj' has its own wagons for express serv- ice in the larger stations, but in smaller places it pays 20 per cent of the charges for delivery to the parcel delivery wagons. It has through billing arrangements with the Southern Ohio Express Company, which oper- ates on the Southern Ohio Traction Company's cars, its express rates being considerably under those of the old express companies. INTERURBAN RAILWAY CONSTRUCTION AND EQUIPMENT. 217 This company has 55-foot freight cars, which make two round trips every day between Piqua and Dayton. The company issues a freight classiiication, identical with the regular railroad classification, upon which rates are based. Through billing of freight has been arranged for between the lines of several of the traction compa- nies which enter Dayton by a division of the charges and a sharing of the expense. The Mahoning Valley (Ohio and Pennsylvania) Rail- way Company operates two closed cars, built especially for freight and express service. There are 3 men on each car — the conductor, the motorman, and a laborer. Freight depots have been located in each city and vil- lage through which the line operates, although not all were constructed for this purpose. At Niles, Ohio, a depot has been built especially for freight business in connection with the company's power house; at Girard, Struthers, Lowellville, Ohio, and Newcastle, Pa., the company has buildings of its own; at Youngstown, Ohio, and at Edenburg, Pa. , there are freight rooms in connection with the stations. The company does not use combination cars. It is the policy of the manage- ment to keep the passenger traffic entirely distinct from the freight business. The package freight business of the Cincinnati, Dayton and Toledo Traction Company, formerly the Southern Ohio Traction Company, is conducted by the Southern Express Company. When the Southern Ohio properties were first consolidated the express business was placed in the hands of the Wells-Fargo Express Company under a contract similar to those in force on steam roads. The net returns to the traction company were not satisfactory, however, and the company de- cided to conduct the business itself. The Southern Ohio Express Company is a distinct organization, incor- porated with a nominal capital stock of $2,500. The traction company furnishes the cars, crews, and power and receives 10 cents per car mile for the mileage of the freight cars. The express company operates two 36-foot freight cars between Cincinnati and Dayton, making two trips each way per day. At the beginning it purchased 30 first-class wagons and teams, sending out numerous solicitors and establishing stations in the leading towns in the territory it intended to occupy. Deliver}' wagons are maintained in all the leading towns, and in Cincinnati and Dayton the wagons have regular routes, making four trips per day to over 1,500 leading business houses. The company uses the traction com- pany's passenger and terminal stations in Cincinnati, Hamilton, Middletown, Franklin, Miamisburg, and Dayton, paying half the expenses of the maintenance of the station and the salaries of its own agents. The operating expenses of the express company amount to about 75 per cent of the gross receipts. For a time the net loss was large, but for the year 1902-3 it was estimated that the net profits would be about $10,000. CHAPTER T. POWER HOUSES, EQUIPMENT, AND OUTPUT. 1. POWER PLANT AND GENERATING EQUIPMENT. The data relating to power plant and electric gener- ating equipment of street railway companieis are shown in Table 96. The use of electricity or other mechanical motive power was reported by 764 companies, which returned a statement of 805 power houses, not including substations and companies that purchased their motive power. As steam was repoi'ted by 540 companies as the pri- mary motive power for generating their electric current, it would appear that these companies in some instances embrace a number of subsidiaiy companies, thus fur- nishing current for their whole network from plants of a sufficient capacity to care for the necessities of more than one road. The 2,336 steam engines, which are classified in the table according to horsepower capacity, had an average of 556 horsepower per engine. The 1,589 engines, with a capacity of 500 horsepower or under, had a total capacity of 421,061 horsepower, an average of 265 horsepower per engine. The 430 engines having a capacity of more than 500 but less than 1,000 horsepower had a total capacity of 297,257 horsepower, an average of 691 horsepower per engine. The 317 en- gines of 1,000 horsepower and over had a total capacity of 579,825 horsepower, an average of 1,829 horsepower per engine. There were 37 companies that reported the direct use of waterpower in their own plants for current genera- tion and that did not sell an}^ such power in the form of hydraulic service or electric current. These companies used 159 water wheels or turbines, with a total of 49,153 horsepower, an average of slightly over 300 horsepower per wheel. There were 129 water wheels of 500 horse- power or under; 12 of more than 500 but less than 1,000 horsepower; and 18 of 1,000 but less than 2,000 horse- power. Of the total horsepower thus reported, 34,215, or 69.6 per cent, was reported l)y 16 companies in the states of California, Georgia, Maine, Minnesota, and New York. The largest plant of this nature was shown for the Twin City Rapid Transit Company, of Minne- apolis, Minn., which reported the use of 12 water wheels, 10 of which were of 1,000 horsepower each. It should be borne in mind, however, that other than that included in the table, waterpower is extensively used (218) for the operation of street railwa}' companies. A nota- ble case is that found at Niagara Falls, which may be taken as typical, and which not only generates current directly for the local street railway network at the Falls, but which also transmits an immense amount of power some 20 miles to Buffalo, where it is manipulated and employed on a large scale for the propulsion of the cars of the Buffalo systems, as well as the cars of the iuter- urban system between the two points. Detailed statis- tics of water wheels will be found in Supplementary Table 3, which also presents the details for the gas engines employed in the main generating plants. It appears that 15 gas engines, of a total of 1,925 horse- power, were employed. Three of these, with a total of 1,000 horsepower, were located in the state of Penn- sylvania, and 5, of a total of 400 horsepower, in Illinois. These two states alone account for nearly 75 per cent of the capacity reported. The power plant statistics in Table 96 include also 301 auxiliary steam engines, of a total capacity of 10,074 horsepower, which were used by 84 companies for miscellaneous purposes, such as driving pumps, etc. The power plants referred to in Table 96 reported a total of 3,853 boilers, with an indicated capacity of 893,205 horsepower, the avei-age capacity per boiler being 232 horsepower. In a general way the approved practice is to have a boiler capacity larger than the engine capacity and an engine capacity larger than the generator capacitj% thus providing a liberal factor or percentage of safetj' over unavoidable losses. The figures in Table 96 would indicate an apparent depar- ture from this practice, but the departure is more appar- ent than real. As a matter of fact, the boiler capacity would usually be found quite adequate for the work it is required to do. Many power houses have dynamo and engine capacity in duplicate or in reserve to pro- vide against a possible breakdown of any unit, or for changing the load from one set of apparatus to another, according to the demands at different hours of the day, although the same boilers remain in active service all the time. The statistics for the number and horsepower of dj^nainos driven by steam engines, gas engines, and water wheels, respectively, are given in Table 96. The table shows a total of 3,302 dynamos of all kinds, with a total capacity of 1,204,238 horsepower; in round uum- POWER HOUSES, EQUIPMENT, AND OUTPUT. 219 bers, about 900,000 kilowatts. The 2,861 dynamos of the direct current type had a total capacity of 972,314 horse- power, and the 441 alternating current dynamos a total capacity of 231,924 horsepower. It appears, therefore, that the direct current apparatus furnished nearly 81 per cent of the total capacity. Of the direct current dynamos, 2,324 had a capacity of 500 horsepower or less, with a total of 422,924 horsepower; 328, more than 500 but less than 1,000 horsepower capacity, with a total of 218,934 horsepower; and 209 had a capacity of 1,000 horsepower and over, with a total capacity of 330,456 horsepower. The use of small machines evi- dently predominates, as more than three-fourths of all the machinery was rated at 500 horsepower or under, and the capacity of such dynamos was 43.5 per cent of the total for direct current. Supplementary Table 4, which supplements Table 96, in regard to the distribu- tion of alternating current dynamos, shows that this form of dynamo was employed by 163 companies. Of this number 128 reported that they also generated current for sale for light and power, thus indicating the use of these generators on a wide range of service, quite aside from and additional to that in the street railway field. The 441 alternating current dynamos had a total capacity of 231,924 horsepower, an average of 526 horsepower per dynamo. Three hundred and twenty-nine of these machines were of 500 horsepower or under, with a total capacity of 61,935 horsepower; 64 were of more than 500 but less than 1,000 horsepower, with a total of 36,418 horsepower; and 58 were of 1,000 horsepower and over, with a total capacity of 133, 571 horsepower. It appears, therefore, that the alternating current dynamo reversed the conditions in regard to direct current, and that the 58 dynamos of the larger size, or only 13 per cent of the total number, have 57.6 per cent of the total capacity. Location of power house. — The electric railway power house and its equipment and the methods adopted for delivering current to the line, are among the most im- portant subjects embraced within this report. Although the conditions of operation and the nature of the appa- ratus employed have changed in a most radical and revolutionary way since the first trolley car went into successful operation, bertain fundamental principles still, and will probably always, apply to the location of the power plant itself, although it is by no means sure that the substations will remain as they are, either as to location or as to equipment, or even as a continuing necessity. The considerations governing the location of the central power house are primarily those connected with the supply of fuel or juxtaposition to the waterpower by which the generators are to be driven, and next to these considerations may be said to come the supply of water for the boilers and the disposal of ashes. Hence, in a great many places, it has been found desirable to place the power plant near tiie railroad tracks over which its coal supply must be transported. In towns of smaller size and on interurban roads the governing consideration is not centralization, but is to be looked for rather in convenience of access to the coal or water supply. The location of the power house has, more- over, been rendered of less vital importance than formerly by the general adoption of the plan of having substations, a practice which naturally makes for flex- ibility. The substation itself is the outgrowth of the widespread use of alternating current machinery instead of direct current generation. The well-established limits to the economic distribu- tion of direct current at the ordinary voltages for street railway work — say, between 450 and 550 volts at the motors — do not exceed 10 miles, although longer dis- tances have been covered. A great many electric rail- way systems far exceed such a length either in total mileage of track within a limited area or in the continu- ous stretch of a line in some given direction; but if the power plant be direct current, and be located midway of the line of road 16 to 20 miles long, it is advantageously disposed with regard to its work, and can feed current economically to cars even at the two termini. When, however, roads are from 50 to 100 miles in length, the substation becomes a necessity, if the current is to be distributed from one central power house. The high- pressure alternating current has been found in practice, during the past ten years, to be equally desirable for current distribution in cities where every inch of trac- tion is well within the limit at which direct current could be furnished economically to the cars from a cen- tral power house. The principal reason for this is that the use of the alternating current enables the power houses to be centralized and reduced in number. In- deed many engineers believe that with alternating cur- rent motors on the cars substations will disappear, or at least will be so modified as to their functions that the location of the power house may have to be determined upon other grounds and arguments than have hereto- fore applied. If this belief is well founded, the prac- tice of using substations will have proved a short lived one. But it may be pointed out that the literature of the industry ten years ago is virtually bare of refer- ence to alternating current supplied to substations. For a time, and even at the period in the art under dis- cussion, boosters for maintaining voltage at remote points on the system offered a temporary solution of the difficulties encountered in direct current supply. The recent advent of alternating current, however, has so changed the outlook and the conditions that the un- economical booster is no longer considered as a serious factor. In the earlier days the question of determining the best location of the station might be governed by the fact that, in order to attain cheap fuel or a cheap water supplj', the gain in this direction might be offset by the increased investment in feeder construction. Here again resort to the alternating current has modi- fied the principles which governed within the decade. 220 STREET AND ELECTRIC RAILWAYS. A few figures compiled by Mr. A. B. Herrick, bear- ing upon these points, may be cited as of general interest: Take, for example, a 15-mile stretch of road with cars uniformly placed, requiring 20 amperes per mile average and 40 amperes per mile maximum, and assume 20 per cent drop in voltage on 7J miles of road. With the station centrally located the copper will cost about $20,000. If the station is 2 miles from the center of distri- bution the installation cost for copper will be mcreased 16,700. Property in the central location would, therefore, be worth this much more to the railway company, as better distribution could be obtained from a station on that site. Where the coal can be delivered directly from the cars to the coal bins of the station the cost for handling is at the lowest. Where there is any rehandling the-price depends upon the distance traversed. To load and move 1 ton 1 mile or less costs about 25 cents per ton; IJ miles, 30 cents; 2 miles, 32 cents. These figures are taken from average prices paid for hauling over a variety of roads. A station with the capacity mentioned above would require, on an average, about 11 tons of coal per day. If hauled 1 mile this would cost per year, with shrinkage in coal weight due to moving, about $1,000, or 6 per cent on an investment of $16,666. The value of condensation in a street railway plant of the size cited above can be roughly estimated at 18 per cent saving in coal. At $2.80 per ton this would be $2,023 per year, or 6 per cent on an investment of $33,700.. This station would take about 700,000 cubic feet of water per annum for boiler use. If the water had to be bought at, say, $1 per 1,000 cubic feet a site would be worth $11,600 more where free water could be obtained. Consttuction of power houses. — The electric railway power houses enumerated in this report are almost universally built of brick with stone trimmings, and are usually of a most substantial character. They are sometimes quite ornate in appearance. Of late steel framework has been largely resorted to in their con- struction. It is a common and advantageous plan to divide the building into two main portions, one occupied by the boilers, the other by the engine or dynamo. In some cases the power plant is associated with the car barns and even with the general offices of the company. In some plants the building, instead of being laid out on one floor at the street level, is two or three stories in height, with the various steam and electrical depart- ments imposed one upon another. The determining consideration in this matter of height is usually the cost of real estate. The building requirements laid down by insurance companies for rating risks on electric light and power stations indicate, in detail, what would be generally regarded as the best present day practice in such con- struction. The regulations and restrictions embody the following features: Walls: Brick or stone, at least 8 inches in thickness for a one- story station, and 4 inches to be added for each additional story; or iron, to extend at least 3 feet above roof. Height: One story, without space below. Area: Not over 5,000 square feet of ground between standard fire walls. Roof: Metal, with metal trusses and supports. Floor: Brick, cement, stone, or earth. Wooden plat- forms may be used about machines. Cornice: Brick, stone, or metal. Eaves: Not less than 15 feet from ground. Finish: No combustible finish or finish leaving concealed spaces. Division walls, if any, to be of brick or stone, with standard fire doors or shutters. Partitions about offices, storerooms, or elsewhere to be of noncombustible material. Boiler, except in standard station, to be outside or cut off by standard fire wall, with standard fire doors and shutters. Roof of boiler house to have proper ventila- tor. Stack: Brick, or if iron, to be outside and on brick founda- tion. Wire tower, if dny, to be brick or stone, with same kind of roof as station proper. Stairs, if any, to be properly inclosed when deemed necessary. Elevators, if any, to be in brick tower, or with self-closing hatches. Heating to be by steam, hot water, or hot air by blower system; piping for same to be free from woodwork and supported by iron hangers. Stoves may be used in office only. Lighting to be by gas, with brackets so arranged as not to allow flame to come in contact with woodwork; or by electricity, with wiring in accordance with rules. Occupancy to be only for legitimate uses of the station itself. Exposure: Must be unexposed to other hazards within 50 feet; or, if exposed, to have approved fire walls on exposed sides. Eqxdpment of power houses. — At the beginning of the ten-year period which closed with the year of the special investigation, steam generating plants were usually equipped with sectional tubular boilers similar to those in most modern plants, and many other features of con- struction and equipment were not greatly dissimilar to those of to-day. The great power plant of 1902 diflfers most strikingly from the older plant in its more general use of automatic machinery of all kinds for bringing coal to the boiler fronts, for stoking the fuel upon the grates, and for disposing of ashes. The generating plants in 1892 usually consisted of a number of small units leather-belted directly to the steam engines, some- times even with the intervention of countershafting. Direct connected engines and dynamos were rare. Most of the engines at that time, therefore, were of high speed, and the dynamos or electric generators were of the bipolar type. The engines were frequently simple in type, and even when compounded were often run noncondensing. The bipolar generators, though wound for the higher voltages — e. g., 500 volts — even then becoming the standard on street railwaj^s, were of the general type designed for electric lighting, and were not particularly well adapted for the purposes intended. The water wheels now in use in electric railway' power houses do not differ greatly from those of 1892, ex- cept that it has been found necessary to adapt them to generating plants of the long-distance power-trans- mission type. In 1892, however, the heads under which the water wheels operp-ted were far less effii'ient than those of 1902, and the requirements were in every respect less exacting, the units, moreover, being much smaller. In the modern plant much care and thought are given to the classifications and specifications applying to the equipment, especially the huge generators and steam engines, or turbines. The engine and genera- tor specifications, for example, must be in harmony so far as capacity, speed, and regulation are concerned. It is the general practice of manufacturers of generat- ing dynamos to give their machinery a nominal rating, which allows for 25 per cent, 50 per cent, or even 76 per cent overload for certain periods of time ranging POWER HOUSES, EQUIPMENT, AND OUTPUT. 221 from ten minutes up to two hours or longer. The engine built to drive direct or continuous current gen- erated in this class of work is designed for rapid changes of speed and output, for certain changes in the load and for close regulation. What would be considered ideal regulation in a direct current plant, however, would hardly be satisfactory with alternating current genera- tors. There is no great difficulty in running two or more direct current generators together on the same circuit, and in dividing the load so that each does its share of work; but in running alternating current gen- erators, particularly at slow or medium speeds, the problem is different, and calls for other conditions of design. The engineering societies of the country, such as the American Institute of Electrical Engineers, and the American Society of Mechanical Engineers, have for- mulated general rules bearing upon these points, and established certain standards for direct connected gen- erating sets of machinery. As to the general practice throughout the country at the time of this report, some interesting variations in practice may be noted. Direct current generators are still retained in a few of the larger cities, such as Boston, Mass. , where the Boston Elevated Railway Company, operating both sur- face and elevated lines, has continued to use direct cur- rent and has erected a number of small stations instead of concentrating its power in one or two large ones. Thus the company reported 8 power plants in 1902. It is interesting to note that while the original power plant of this system had a few years ago 36 small generators, each one of only 50-kilowatt capacity, the company now has 5 generators, each of 2, 700-kilowatt capacity. About 20 per cent of the capacity of the company's stations is used for supplying the elevated lines and 80 per cent for the surface lines. In Chicago, 111., also, the street railway companies were still supplying their lines from direct current power plants, some of the apparatus be- longing to the earlier stages of the art, with simple engines and rope driven generators, but the new work contemplated brings the engineering in the street rail- way field in that city up to date. In Cleveland, Ohio, Indianapolis, Ind., and to a large extent Milwaukee, Wis., direct current generation continues to be the standard usage. In Minneapolis and St. Paul, Minn., the Twin City Rapid Transit Company has had the advantage of a waterpower of about 7,500-kilowatt capacity, but the growth of business has necessitated the addition of a steam plant whose ultimate capacity will be 21,000 kilowatts. The system is alternating current, 3-phase, the waterpower plant being about midway between the two cities, and the station voltage is 3,450-volts 3-phase, at which pressure current is transmitted to the substa- tion in Minneapolis. In transmission to St. Paul the voltage is raised to 13,000. At both points the current is, of course, "stepped down" and converted in the usual way for use on the cars, the substations having storage batteries. At Philadelphia, Pa. , the three prin. cipal power houses have been direct current, but a change is being made to 3-phase alternating. The same is true of Pittsburg, where the Pittsburg Railways Company has heretofore operated no fewer than eight direct-current stations. In San Francisco the United Railroads have had five direct current power plants in operation, but have been making a change to alter- nating current for generating and transmission. St. Louis affords, probably, the most important example in this country of direct current street railway power plants, with its enlarged station at Park and Vande- venter avenues, having an output of 30,000 amperes. The alternating current has now, however, penetrated into this territory for use in the outlying part of the company's system. It will be seen from the foregoing facts that the direct current plant is still regarded as modern, eco- nomical, and efficient, and is largely in use, though not what the French would call the "dernier cri." In August, 1903, at the time when the compilation of the statistics in this volume was approaching its con. elusion, alternating current stations for supplying a large proportion of the load were in use or under con- struction in New York, Kansas City, Baltimore, and San Francisco. Combination direct and alternating current plants, where the direct current is used to sup- ply what may be termed the inner circle, while the outlying regions are operated with the aid of the trans- formed and converted alternating current, were in use in Brooklyn, Denver, Milwaukee, Philadelphia, Pitts- burg, and St. Louis. The large use of waterpower at Minneapolis and St. Paul in connection with alternat- ing current has already been noted. In Buffalo the power plants for street railway work consisted largely of substations for that part of the current generated at Niagara and transmitted by 3-phase lines, partly over- head and partly underground. It has been stated by many authorities that there i.s considerable difference between the la3'-out, or plan, of a large alternating current station, in which nearly all the power for supplying the system is concentrated, and the plan of smaller direct current plants. This is due partly to size and partly to the fact that the con- centration of an immense amount of generating appa- ratus under one roof makes interruption of service much more possible and serious than where a number of scattered stations feeding into the common network are in operation. The plan of isolating one section of a station from another is now being very thoroughlj- carried out in large plants. For example, in the large alternating current stations special provision is made for the isola- tion from each other of high-tension bus-bars in brick and stone insulating cells, and for the segregation of the generators into individual groups, so that trouble 222 STREET AND ELECTRIC RAILWAYS. with one group can not affect the others. As interrup- tions are also to be feared from the steam piping and boiler room, the prevalent practice of connecting large generators, engines, and boilers, in parallel perma- nently, on the same bus-bars and steam pipe lines, has been abandoned in the best modern power houses. It is evident that, with the introduction of units of 5,000 kilo- watts and upward, the permanent united operation of the entire station is not necessary, as it is with the smaller units. A study of the latest designs shows that in sta- tions with such heavy units, each unit with its boilers becomes a section of the station by itself; capable of being operated in parallel with other units, but only through the medium of steam piping and electrical con- nections, which can be quickly cut apart. In steam piping, companies now use quick-acting electrically- operated valves, thus avoiding the danger heretofore always present in the older systems, due to the fact that essential valves could not always be reached in case of accident. Another feature which has required careful attention on account of mining strikes, has been the storing of coal. It is most essential that there should be adequate storage room for emergency supplies, and, moreover, engineers have been obliged to devote a great deal of thought to the design of a plant whose coal supply may have to be received by rail instead of by water. Very recently the steam turbine, which is now to be found in several plants, has, also, claimed consideration. Where companies introduce a steam turbine, radical changes from the usual design are necessary, as the boiler room must be larger, in proportion to the gener- ator room, than in an engine driven plant. The general plan of the few large steam turbine street railway power houses that have been designed is to place boilers on both sides of the generator room. One notable excep- tion to the rule is the plant of the Commonwealth Elec- tric Company, in Chicago, where the boilers are placed only on one side of the generator room, and are all on the ground floor. Although the plant is operated for lighting and for stationary motors, and not for street railways, the principle here followed is approved for both fields of Avork. Klngsbridge power plant. — The latest and one of the best illustrations of street railway power house con- struction and equipment is the Kingsbridge power plant, built for the Third avenue division of the Metropolitan Street Railway (Interurban) Company of New York. This plant was built before the statistics in this volume were compiled, but it was not equipped and operated until somewhat later. The interior of the plant is shown in the accompanying illustration. The plant has sixteen 3, 000- kilo watt units located in two rows of eight each, in an engine room parallel to the boiler house, which contains two tiers of boilers. The entire structure is 320 feet long and 2M feet wide. The engines are arranged in the usual way on each side of a center aisle, and the boilers are in batteries facii each other on each side of the fire room. This pla has also a wide transverse aisle running crosswise of t house, which, with the longitudinal passageways, virt ally separates the plant into four, sections. Justinside the boiler wall in this transverse passage are placed foi large barometric condensers, each serving one-quart of the plant, and any three of them capable of servii the whole plant. Each quarter of the boiler house has an indeijende smokestack; but the flues leading to the four stacks a so connected that the gases from one-quarter may 1 forced to any other, enabling one stack to relay anothi if, for any purpose, this should be necessary. Econi mizers are placed in the flues, and the 200-foot stack yielding sufficient natural draft for ordinary servic are reinforced by supplementary mechanical draft, t which the effective height of the stacks may be increase to about 400 feet when desired. It will be seen, then fore, that each quarter of the boiler plant is provide with its own stack, economizers, and mechanical draf Moreover, each quarter is so connected to four of tl engines driving 3-phase alternators as to serve prims rily one-quarter of the engine room, which, in turn, connected by suitable exhaust to a condenser larg enough for four units. The station may, therefore, I considered as consisting of four independent plants, s connected that they may operate as one entire systen or may be sundered into divisions of two or four a operating conditions may require. In general design, spacing, and operating charactei istics, this station is so laid out that while there i ample room for all required purposes there is no spac wasted, the result being that the station covers just 1.1 square feet per horsepower of generating apparatus. The auxiliaries of the station are, in the main, stear driven, the auxiliary exhaust being utilized to heat th feed water prior to its discharge to the economizers Ample oil circulating systems are provided, with filtra tion; and the usual complements of service for cos handling, cold storage, ash handling, etc., are ampl provided. The building is of a very substantial character, an rests upon a substructure of some 18,000 piles, cappe with 6-foot monolithic slabs of concrete. The stei framing is somewhat more substantial than is usual i structures of this class, and the building throughout of a high character. Architecturally, it is of pleasiu appearance, plainly, but very substantially finishei The plant as a whole probably represents the highe type of design and construction within the class which it belongs, particularly in respect to the propo tions introduced into the general design, the suflicienc covered in the details, and the care and fidelity wr which the construction has been uniformly sustained keeping with the intent of the design. Among i interesting features, not usually found in power plant POWER HOUSES, EQUIPMENT, AND OUTPUT. 223 are the methods provided for handling the engines from a single point on the upper platform, the large central condensing plant, and the relation of the condensing plant to the grouped main units. Another accompanying illustration is an exterior view of the Pratt street power plant, which supplies current to the Baltimore trolley system. The notable feature in connection with this building is its location at the water's edge, permitting the receipt of fuel direct from ship or barge by a most elaborate and effective system of conveyance. II. SUBSTATIONS. The function of the substation is to distribute the current which the main power plant generates. The growth of the system of generating polyphase, alter- nating current at one central point, has made substations necessary in different parts of the territory, which receive on "step-down" or receiving transformers this current transmitted over single wires or cables at high pressure. The current passes from these transformers as alternating current of low pressure and is received by rotarj"^ converters, a species of the composite double- wound dynamo, at the collector rings, and delivered at the commutator on the other side as direct or continu- ous current at the normal pressure or voltage used on street railway motors, namely, 500 to 550 volts. Thi-i direct current either goes out to the section of the line fed by the substation or is stored up in storage batteries located at the substation. According to the data given in Supplementary Table 6, the substation equipment of the 105 companies included in the report embraced 926 transformers of 221,459 horsepower, exclusive of 14 for which the horsepower was not reported; 358 rotary converters of an aggregate capacity of 186,688 horsepower, exclusive of 8 for which horsepower was not reported; 20,960 storage battery cells of a reported horsepower of 39,249, the capacity of 1,080 cells not being reported; and 40 miscellaneous machines of 6,235 horsepower, exclusive of 3 for which the horsepower was not reported. A very large proportion of this equipment is to be found in New York city, where the largest substations are those in connection with the plants of the Inter- urban or Metropolitan Street Railway system and the Manhattan Elevated Railway. Manhattan {elevated) system. — The main power station of the Manhattan system is located on the East river between Seventj^-fourth and Seventy-fifth streets, while the seven substations for delivering the current received from it are located in different parts of the city. Illus- trations of some of the substations on this system are here presented. The Manhattan elevated substations are generally 50 feet wide by 100 feet long, and have four floors above the basement, the two upper being reserved for storage batteries. The lower floor contains the rotary con- verters set on concrete foundations. The second floor, in the form of a gallery, contains the substation switch- board and the alternating current transformers, famil- iarly known as the "statics." Between the galleries a 25-ton crane traverses the space over the converters, the gallery being served by 5-ton cranes. The build- ings are of steel construction so designed that the inner columns will carry the heavy loads, thus permitting a symmetrical spread of the large foundations required. The floors are of concrete construction. The battery rooms are paved with vitrified brick laid in asphaltum. All the buildings are provided with electric elevators. The Manhattan Elevated, while possessing its due proportion of transformers and rotarj' converters in substations, reported only a small number of storage batteries. The system depends almost entirely upon live current as distinguished from that which is stored up. In this particular there is opportunity for differ- ence of practice between electric railway operations and electric lighting. It would be impossible for a com- pany doing a commercial lighting and stationary motor business to depend upon live current, the supply of which must be renewed incessantly by the generators without any reserve or precautionary measures against breakdown or sudden stoppage.- Hence, the storage battery is a vital and essential part of the electric light- ing system. In transportation, however, the storage battery is not indispensable and the Manhattan Elevated Company has preferred to rely entirely upon live current. m. POWER — CONSUMPTION OF, AND COST. In a preceding section of this chapter attention has been given to the general statistics of power plant equipment. It is only with regard to electric railways that information as to power production and consump- tion in the operation of street car lines has been broadly available, or is of value in a technical sense. There are, however, many aspects under which the question of power is of interest to the public, aside from the modus operandi, or the manner in which transportation is facilitated, or the degree to which the form of trac- tion affects the relative congestion of thoroughfares by cars. For example, according to the statistics which were carefully compiled for several years bj' the Metropol- itan Street Railway Company, of New York, at a time when it had the three systems of animal power, cable, and electric railway, in full parallel operation, it was shown that the benefits to the companj- were at least equal to those derived by the community at large. During the year 1900 these motive powers were all in use on the best streets for the same kind of traffic, and with a traffic density on the cable and electric lines not greatly differing. Reasons were thus furnished in 224 STREET AND ELECTRIC RAILWAYS. a practically conclusive manner for the abolition of the cable service, and its entire supersession by electricity. It was also shown that animal power traction is almost universally found uneconomical. It appears from the figures, which were compiled by the Metropolitan Street Railway for its own information, that the percentage of operating expenses to gross earnings in 1900 were 40.5 per cent for electric, 51 per cent for cable, and 73.6 per cent for animal power lines. The profit per car mile was 19.38 cents for electric, 17.10 cents for cable, and 6.82 cents for animal power lines. The superior econ- omy of the electric systems, however, is not fully expressed by these figures. The car-mile unit is dif- ferent in each case. The old horse car would seat only 16 to 20 passengers, and the cable car about 28; while nearly all the electric cars, at the time of the analysis, would seat from 30 to 50. The cost per passenger car- ried was 2.02 cents for the electric cars, 2.55 cents for the cable cars, and 3.67 cents for the horse cars. A slight modification of the natural conclusion from these figures must be made, owing to the fact that the cable cars had the advantage of a somewhat denser traffic, while the horse cars were under a disadvantage in hav- ing a less average density of travel to deal with than either the cable or electric. These figures were last published in 1901, by which year the system of the Metropolitan company had been so generally electrified that there was no longer any particular object in going to the expense of making an elaborate study of the comparative results. The advan- tages of electricity, as well as the greater flexibility of the system, had by that time been demonstrated beyond all doubt. The great main artery of travel — Broad- way — had been converted from .cable to electricity, so that its figures during the year reported were wholly in the electrical class. It was shown during 1901 that mechanically, the Metropolitan electrical system was operated .09 of a cent per car mile cheaper than in the previous year. This reduction appeared entirely in the cost of fuel and labor, both being due to the em- ployment of larger generating units in the new power house which the company has put into operation. Power plant capacity. — Before taking up the question of the consumption of current per car mile, etc., it is interesting to study the statistics for power plant capacity which are given in Tables . 87 and 88 for companies without and with commercial lighting, respectively, that use steam exclusively to drive their generating dynamos. Table 87.— POWER PLANT CAPACITY, RAILWAY COMPANIES WHICH DO NOT SELL CURRENT, CLASSIFIED ACCORDING TO POPULATION: 1902. Number of street railways using steam exclusively Number of cars Generator capacity in horsepower Engine capacity in horsepower Boiler capacity in horsepower Generator capacity per car, in horsepower Total. 221 16, 771 366, 301 394, 967 298, 394 21.8 URBAN CENTERS, POPULATION. 600,000 and over. 15 5,989 112, 832 122, 630 84,976 18.8 100,000 but under 500,000. 12 3,778 64,048 66,283 49, 707 17.0 25,000 but under 100,000. 26 2,266 42, 075 47,765 34, 276 18.7 Under 25,000. 50 836 19, 133 20,048 17, 597 22.9 INTEEURBAN RAILWAYS. Fast, long. 31 1,167 56,030 62, 630 47,413 48.0 other. 2,745 72,183 75,611 64,427 26.3 Table 88.— POWER PLANT CAPACITY, RAILWAY COMPANIES WHICH SELL CURRENT, CLASSIFIED ACCORDING TO POPULATION: 1902. Number of street railways using steam exclusively Number of cars Generator capacity in horsepower Engine capacitjr in horsepower Bofler capacity in horsepower Generator capacity per car, in horsepower Total. 186 16, 522 378, 046 402, 270 279, 660 24.4 URBAN CENTERS, POPULATION. 500,000 and over. 3,714 61, 031 57, 800 31,020 13.7 100,000 but under 500,000. 13 3,573 82,233 86, 165 57,465 23.0 25,000 but under 100,000. 23 1,896 49, 610 57, 806 38,385 26.2 Under 25,000. 84 1,622 62, 857 60, 830 65,071 INTERURBAN RAILWAYS. Fast, long. 13 566 23,152 24,565 17, 340 40.9 other. 49 4,151 109,163 116, 115 80,379 26.3 It will be seen from Table 87 that 221 street railway systems whose current was employed exclusively in street car operation, with 16,771 cars in operation, had a generating dynamo capacity of 366,301 horsepower, an average per car of 21.8 horsepower. In cities above 25,000 population the generating capacity per car varied very little, being 18.8 horsepower per car for the larger cities over 500,000 population; 17 horsepower per car in cities between 100,000 and 500,000; and 18.7 in cities of between 25,000 and 100,000. In a group of 50 sys- tems in communities with a population under 25,000, and with only 836 cars, the generating capacity rose to 22.9 horsepower, indicating the relatively" greater inef- ficiency which necessarily attends the operation of a very small system, as compared with a larger one. It is not to be understood, however, that all this provision TYPICAL WATER SIDE STREET RAILWAY POWER HOUSE, BALTIMORE, MARYLAND. MANHATTAN ELEVATED RAILWAY STATION AND POWER SUBSTATION, NEW YORK CITY. POWER HOUSES, EQUIPMENT, AND OUTPUT. 225 per car was necessarily called upon at one and the same time, or was required all of the time, although there may be busy hours of heavy load when all the machinery is called upon to take its share of duty. It is impor- tant to point out in this connection that the interurban lines, of which 31 are specifically considered, have pro- vision per car much greater than in the cities. The fast, long interurban lines, with 1,167 cars, had a total generating capacity of 56,030 horsepower, an average per car of 48 horsepower. This is very nearly three times as much as the provision made in urban centers of between 100,000 and 500,000 population. There are two chief reasons for the great difference. One is the heavier weight of the modern interurban car, as well as the large amount of bulky freight and express business now carried by them; and the second is the fact that, as a large proportion of the interurban plants are of recent construction, the power stations would almost invariably be equipped with a generating capacity considerably beyond the immediate require- ments of the road. While it is comparative!}^ easy to add to the rolling stock at need, it is a much more dif- ficult and costly performance to enlarge a power plant, and add new engines, boilers, and dynamos. No attempt has been made in preparing Table 88 to distinguish the proportions of current going to the various services. The 186 electric railways included in the table reported 15,623 cars and a total generating capacity of 378,046 horsepower — an average of 24.4 horsepower per car. This average is only 2.6 horse- power greater than the average shown in Table 87 for the companies that do not sell current. It might, on a priori grounds, be suggested that companies selling current could operate more regularly and more nearly at the point of maximum efficiency, and that therefore the generating capacity per car required from their plants would not be increased by an amount propor- tionate to the increase of business done. Thus, it might be possible for some companies to sell current from a plant having no greater capacity than would be necessary for the operation of its cars during rush hours. But it can hardly be said that the statistics in Tables 87 and 88 either confirm or weaken such an inference. The slight difference shown for the two classes of companies in the country as a whole would seem to be confirmatory; and the fact that an actually lower average is shown for the three companies with lighting plants in cities of 500,000 and over would seem to add even greater plausibility to the inference. But against this has to be set the fact that in cities of fewer than 25,000 inhabitants, where a large majority of the companies with lighting plants operate, these companies show an average generating capacity nearly 70 per cent greater than is shown for the other class of companies. So many other forces are operative in determining the figures in the two tables that it would probably be unwise to attempt any generalized conclu- sion from them as to the relative efficiency of the two classes of street railway electric plants. In the case of interurban railways, again, the com- panies selling current report a lower generating capacity per car than do the companies that sell no current. It would probably be an utterly unsafe inference to con- clude that the difference in favor of the companies that sell current is due to the possibilitj^ of working under conditions of superior efficiency. Date of construction and conditions of operation have evidently exerted a pre- ponderating influence. Table 89 deals with the current consumption of a group of 807 selected electric railways, and does not include any roads that buy or sell power, so that the figures are as free as possible from complica- tions of that character, although, incidentally, they include a certain but small amount of car mileage due to freight, mail, express, and other services. These roads reported a power consumption of 1,048,799,599 kilowatt hours; operated a total of 491,023,655 car miles, and carried 1,936,860,800 passen- gers. This gives a power consumption per car mile of 2.14 kilowatt hours, and a traffic of 4 passengers to the car mile run. This is a very fair average of traffic on such power consumption, although, as will be seen, the table shows some very wide variations, not alto- gether explicable on the surface. Thus, for instance, Maryland reported one of the largest consumptions of power per car mile, 7.68 kilowatt hours. This is not due probably to the density of the traffic, 7.3 passengers per car mile, for power consumption does not increase proportionately with increase of traffic, but is due rather, as is the high traffic figure itself, to the very small car mileage. Vermont, whose figures for power consumption per car mile are the highest in the table, 8.67 kilowatt hours, has a mileage of only 145,591 car miles and difficult operating conditions, because of the hilly nature of the country and the long and severe winters. The state of Alabama, with onl}' 0.68 kilo- watt hours per car mile, has the smallest power con- sumption of all the states, but West Virginia shows better operating results with a power consumption of 0.72 kilowatt hours per car mile, 3,167,015 car miles run, and a traffic of 3.9 passengers to the mile. To take a single large system for illustration, the Union Traction Company, of Philadelphia, whose system is entirely electric, reported a total of 325,801,963 passen- gers carried, a car mileage of 59,721,423 miles, and a power consumption of 104,222,363 kilowatt hours. ■ These figures give 5.5 passengers per car mile, and a power consumption of about 1.75 kilowatt hours per car mile. This is a fairly typical figure for a road with heavy and dense traffic and with cars of good size operated over tracks in normal condition. 226 STREET AND ELECTRIC RAILWAYS. Table 89.— POWER CONSUMPTION, SELECTED ELECTRIC RAILWAYS, BY STATES: 1902. STATE OR TEKRITORY. United States. Alabama .. Arizona ... Arkansas . . California . Colorado .. Connecticut Delaware , District of Columbia. Florida Idaho Illinois Indiana . . . Iowa Kansas Kentucky . Louisiana Maine Maryland Massachusetts . Michigan Minnesota Missouri Montana Nebraska New Hampshire . New Jersey New York Ohio Oregon Pennsylvania . Rhode Island. Tennessee Texas Utah Vermont Virginia West Virginia . Wisconsin Number of rail- ways. 307 •| Kilowatt hours. 1,048,799,599 •216,445 469, 900 630, 810 25,242,199 11,600,000 37,334,267 7, 730, 899 21,333,645 492, 750 219, 600 76, 309, 232 44, 774, 563 12, 167, 823 1,872,048 18,414,198 24,737,875 13,061,470 864,783 126, 316, 167 70, 473, 838 3, 374, 391 99, 918, 577 1,669,510 10, 333, 150 1,868,373 11, 263, 793 54, 518, 421 141,903,196 438, 000 173, 727, 592 32, 165, 676 4,012,810 7,744,794 656, 625 1,262,170 4,361,318 2, 287, 015 3,181,790 CAE MILEAGE. Total. 491,023,565 316,096 255, 500 226, 437 16,384,206 6, 393, 766 12,216,040 3, 006, 798 11,920,796 385,988 164,260 34,383,702 17,826,239 6,529,398 1,362,307 13, 434, 969 17,024,959 4,862,065 112, 648 67,867,134 26,564,412 2,258,884 33,867,907 807, 380 6, 007, 074 1, 120, 067 6,242,065 21, 371, 491 68, 057, 788 140, 416 85, 103, 240 9,956,144 3,765,321 4,267,582 292, 100 145, 691 1, 880, 490 3,167,015 2,407,322 Passenger. 487,217,362 313,380 255, 500 224, 857 16,295,672 6, 393, 755 11,861,028 2, 969, 238 11,870,386 386,988 164, 250 34,310,602 17,686,739 6,409,032 1,362,307 13,409,024 17,024,959 4, 782, 977 66, 740 67,597,249 26,010,537 2,258,884 33,563,346 766,600 6, 007, 074 1, 119, 799 6,226,031 21,066,843 67,360,472 140, 416 84, 720, 569 9, 832, 162 3,766,321 4,204,344 292,000 132,393 1,822,752 3,167,015 2,407,322 Freight, mail, ex- press, and other. 3,806,203 2,715 580 88,634 365,012 37,560 50,411 73, 100 139, 500 120, 366 26, 936 79,088 45,908 269,885 543, 875 314, 661 40,880 268 16,024 314, 648 697, 316 382,681 122, 982 53, 238 100 13, 198 7,738 Passengers carried. Power per car mue in kilowatt hours. 1,936,860,800 780, 200 760,000 332, 367 52, 654, 040 30,910,210 44,228,633 9, 966, 659 46, 085, 926 998, 290 314, 340 107,962,880 67,056,001 21,366,872 4,335,697 50, 826, 065 50,678,673 19,346,697 487, 766 311,918,174 95, 717, 676 9, 178, 517 135,704,075 4, 731, 000 18, 640, 000 3,272,736 23,036,234 72,467,958 282, 958, 540 300, 000 42:^,890,266 62,004,628 16, 898, 823 13,856,869 861, 910 472, 667 6,000,368 12,501,879 6,477,402 2.14 0.68 1.80 2.80 1.54 1.81 3.06 2.67 1.79 1.28 1.34 2.22 2.51 1.86 1.37 1.37 1.45 2.68 7.68 1.86 2.65 1.49 2.95 2.07 2.06 1.67 1.80 2.65 2.09 3.12 2.04 1.07 1.82 1.91 8.67 2.38 0.72 1.32 Passengers per passen- ger car mile. 4.0 2.6 2.9 1.5 3.2 4.8 3.7 3.4 3.9 2.6 1.9 3.1 3.2 3.3 3.2 3.8 3.0 4.0 7.3 4.6 3.7 4.1 4.0 6.2 3.7 2.9 3.7 3.4 3.5 2.1 6.0 6.3 4.5 3.6 2.7 3.9 2.3 In the computations as to the consumption per car mile no allowance has been made for car lighting and car heating. Of 62,369 lighted cars, 55,703 were lighted by electricity. In the aggregate the consumption of power for this purpose would be very considerable; but it is obvious that no exact figures can be obtained, as the lighting varies materially with the season of the year, the state of the weather, the number of cars on the road, etc. This is also true of electric heating. Out of 30,159 cars heated, 19,021 had electric heaters. It was pointed out in the discussion of car heating that in winter weather to maintain a temperature of 54° in an ordinary car 3,160 watts would be requii'ed, and that this might be kept up for several hours. The power consumption for car heating undoubtedly is large. To the extent, therefore, that current is em- ployed in car heating and car lighting, the current charged against car propulsion would be lessened. As a matter of fact, car lighting and car heating are as much a part of car operation as the act of propelling- it along the track. But it would be obviousl}' unfair to take the power consumption per car mile or per car hour in a city where little lighting and heating of cars was necessary and compare it with the consumption re- quired in a city with long winters and short days. Gar hours. — In Table 97 statistics of car mileage are given for all roads. In addition, 390 companies report the number of car hours of operation. The car hour is a relatively new unit, having been adopted as a standard unit of comparison in 1901, after being under discussion for some time by the American Street Rail- way Accountants' Association. It makes but little dif- ference what unit is used as a basis of comparison so long as the purpose is simply to show whether the earn- ings or the expenses are proportionately above or below those of a similar period on the same system; but to make a comparison with another system which has a different speed schedule, length of day operation, size of cars, and different physical conditions of operation, it is essential that the unit should be a comparable one, and the principal fact which companies wish to compare is cost of operation. The car-mile unit is to a certain extent a measure of speed, but increase of speed would not materially affect the cost of operation. Another disturbing element in the use of the car mile as the unit is the trailer. When trailer cars are used regularly and to any considerable extent their car mileage is estimated separately. But, as has been pointed out, it is cheaper to operate one 40-foot motor car than a 20-foot motor car and a 20-foot trailer THE ROTARY CONVERTERS IN A MANHATTAN ELEVATED RAILWAY SUBSTATION. THE STEP-DOWN TRANSFORMERS IN A MANHATTAN ELEVATED RAILWAY SUBSTATION. POWER HOUSES, EQUIPMENT, AND OUTPUT. 227 hitched together. If two roads are compared, the one using 40-foot motor cars and the other a motor and a trailer of the same combined length, and if they be operated at the same speed, headway, etc., the first would show a cost, say, of 12 cents per car mile. The other one, on account of the double mileage indicated, would show, allowing for the fact that but one con- ductor would be needed, a little more than one-half of 12 cents per car mile for the two cars. Again the car mile does not take into account questions of grades. A car going uphill takes a great deal of power, while a car going downhill should take none, and might even become a source of current return to the line. As all grades and loads affect speed, mileage could not be a fixed standard without some sort of adjustment. In the earlier stages of the introduction of the car- hour unit it was contended that the cost of ascertaining the number of motor car hours would be such as to hinder its adoption or use on a large system. Accord- ing to street railway accountants, car hours are more easily determined than car mileage, and that the cost of ascertaining the facts is less, especially in cities where a large number of cars are run without reference to schedule time, but are operated wherever and whenever deemed necessary. Experience has shown that the re- ports of mileage made b}^ trainmen are only approxi- mately correct, but it is evident that the record of the time of starting a car and returning it to the barn can be accurately kept and verified. This seems to be the best and most accurate unit yet suggested. The argu- ments in favor of the car hour, as compared with the car mile, summed up briefly are as follows: (1) The absence of the element of speed, which from the standpoint of cost is destructive of correct compari- son on the car-mile basis. (2) Conductors' and motormen's wages, the principal item of expense, are paid by the car hour and not by the car mile. (3) Operating expenses are more directly affected by the length of time of operation than by the mileage made. Perhaps the value of the car-mile and car-hour records can best be illustrated from a concrete example, such as that afforded by the Camden and Suburban Railway Company, of Camden, N. J. For the past four or five years that company has used the car-hour unit in connection with the car mile, and all its statis- tics are worked out on both bases. It will be noted, for example, that in Table 97 the company reported 319,066 car hours, a total of 2,501,430 car miles, carry- ing a total of 8,217,072 passengers. The output of power reported by the system was 3,734,316 kilowatt hours. The company has found the car-hour unit of value because it is the only basis upon which the labor factor can be calculated. On the other hand, the car- mile unit is after all the only practicable one for closely figuring out wear of parts and depreciation of rolling stock. An illustration of the value of using both units is furnished by the company in a comparison between one of the city lines and one of the suburban lines. The city line had receipts for the year 1902-3 of 21.46 cents per car mile, and $1.24 per car hour. The sub- urban line had receipts of 14.69 cents per car mile and fl.90 per car hour. In other words, the suburban line had receipts which were 32 per cent less per car mile, and 53 per cent more per car hour than the city line. If, therefore, the car-mile basis alone had been taken, the suburban line would probably be viewed as un- profitable compared with the usual standard of receipts per car mile, whereas the car-hour basis was sufficient to show that the line was operated at a good margin of profit. The value of the car-hour unit may be again illus- trated from the Camden and Suburban s^'stem, whose Moorestown line formerly terminated at Merchantville. When the line was extended 5 miles farther, to Moores- town, the question arose as to whether this extension would pay. An additional fare of 5 cents was chai'ged over the extension. The added service required an addition of 1,360 car hours a month. An investigation showed that 80 per cent of the traffic to and from Moorestown was through traffic, and that the 5,000 population was carried on an average 120 times per capita per year. This made the additional receipts per month about |5,000. Taking this sum and dividing it by the 1,360 extra car hours per month, the receipts for the extension were shown to be $3.60 per car hour, a proof to the company and to the community of the value of the extension. The unit has proven of further value in analyzing expenses, for example, in the separation of labor cost and the isolation of what may be called the "lay-over" expenses. For example, a short or a long lay-over would not affect the wear and tear of a car, or the power cost or consumption of kilowatt hours, but it would enter into the labor cost indirectly, which, upon lines operating at different speeds, can best be figured on the car-hour basis. Tables 53 and 54, which present analyses of operating expenses of railways classified according to population of urban centers served, give statistics that must be considered in connection with the subject of power. The cost of operation of power plants in cities of over 500,000 population amounted to $9,641,891, or 14.3 per cent of the total operating expenses. In cities between 100,000 and 500,000 population the ratio was almost exactly the same, or 14.2 per cent; in cities from 100,000 down to 25,000 population, it was 16.2 per cent; in cities under 25,000 population, 24.5 per cent. In the separate groups of interurban lines, the ratio of power plant cost to total operating expenses was 22 per cent on the fast long lines, and 20.2 on the other. Thermal efficiency. — Upon the general subject of power station economies in the matter of output and 228 STREET AND ELECTRIC RAILWAYS. cost per kilowatt hour unit, many facts and opinions might be offered which would aid in interpreting the statistics of the subject as given in this volume. It will perhaps be sufficient to give here the substance of a paper on power station economy presented before the American Institute of Electrical Engineers, by Prof. W. E. Goldsborough and Mr. P. E. Fansler, which embodied the results of careful tests made during the year 1902 in regard to the expense incurred in main- taining the power stations of the Union Traction Com- pany of Indiana. The plant then comprised eight 400- horsepower water tube boilers; three engines, each with a maximum capacity of 2,000 horsepower; and three 1,000- kilowatt 3-phase generators directly con- nected with each engine. The results of the tests of the thermal efficiency of the plant are as follows: The effi- ciency of the furnace and boiler was 79.6 per cent — i. e., 79.6 per cent of the whole heat in the coal was deliv- ered in the steam by the boilers to the engines. The average thermal efficiency of conversion between the boilers and engine cylinders is 9.11 per cent; i. e., 9.11 per cent of all the heat delivered in the form of steam by the boilers was converted into work in the cylinders of the main engines. This value of 9.11 per cent cred- ited against the engines includes the steam used in the auxiliaries. If the assumption is followed out that 15 per cent of the steam delivered by the boilers was con- sumed by the auxiliaries, the thermal efficiency of the engines would be 10.7 per cent. The average total thermal efficiency of the plant was 7.25 per cent from the coal pile to the engine cylinders, and the total aver- age thermal efficiency of the plant from the coal pile to the switchboard; i. e., the ratio per cent of the energy delivered by the generators to the total heat in the coal was 6.39 per cent. Although it is frequently stated that 1 he thermal effi- ciency of the steam engine at a maximum is about 25 per cent, it is impossible that any engine of this class working under these conditions should convert more than 12 per cent of the heat of the coal into work. This recoi'd of a thermal efficiency of 6. 39 per cent up to and including the switchboard showed high economy as compared with those shown by some other stations of a similar character. Thus the total thermal effi- ciency of the Harrison Street station of the Chicago Edison Company, with large direct connected recipro- cating engines has been estimated to be 4.5 per cent, while that of the generating station of the former Blue Island (Chicago) Storage Battery Road was found to be 5.5 per cent. Indiana block coal was used, delivered at a cost of $1.35 per ton. On this basis the cost of de- veloping one kilowatt hour was . 28 of a cent. This kilo- watt-hour unit of cost ma\^ be taken as the fundamental basis for estimating the efficiency of any station ; figures of this cost in various stations vary between 0.246 and 1.016 cents. Professor Goldsborough, in the report to which reference has been made, said that the station tested by him delivered to the line 6.23 per cent of the total energy of the coal, but that only 3.65 per cent of the total energy got to the cars. The efficiency of transmission as between the station and the cars was, therefore, only 50 per cent. In the discussion follow- ing the report, Mr. M. H. Gerry said that if every loss between the electrical input at the cars, and the car axle were included, the total efficiency of the plant would certainly be reduced 25 to 30 per cent more — to about 2 per cent. Professor Goldsborough admitted that this was a fair estimate, but he pointed out that power was developed so cheaply that this final waste became a small factor, one passenger per car nearly paying the whole cost of power used by a car from Indianapolis to Muncie, although the fare was only 1 cent a mile. Mr. Gerry contended that the plant was not an example of high efficiency or even of average effi- ciency. Professor Goldsborough replied that the plant had a very high financial efficiency, which he considered to be better than a high power efficiency. To reduce the transmission losses would be to increase the capital charge, and such an increase might more than balance the present high cost for coal. If a low-class generating station, low-class transformers, low-class rotaries, and cheap batteries were put in, the cars would not get the required per cent of power of the total energy gener- ated. The station had the highest class of generating machinery, and should it become necessary to increase its earning capacity all that would have to be done would be to increase the copper in the lines. The reg- ular voltage was 18,000, but in extending its system to Logansport the company had used 32,000 volts. Mr. H. G. Stott, of the Manhattan Elevated system, said that the ultimate object in any power plant was to de- liver a kilowatt hour to the receiving apparatus at a minimum cost, and that there is no other object in a power- plant. If the coal is expensive, an extremely efficient and expensive plant must be put in; but if coal is very cheap, one can afford to sacrifice a good deal of thermal efficiency in order to reduce the cost charges of the plant. In the end, however, one must consider the problem as a whole; that is, the cost of the kilowatt hour delivered at the receiving apparatus. The total cost of the delivery of power is the real test. In the New York Manhattan plant he said the cost of coal was 70 per cent of the total operating expenses up to the track of the elevated road, and consequently an ex- tremely efficient distributing system and power plant were required. He thought that any comparison of efficiencies was unfair when calculated merely on the ratio of indicated horsepower to kilowatt-hour output. With regard to the efficiency of transmission and its relation to the consumption of current, it may be re- peated that this varies greatly and depends upon a num- ber of factors, especially those connected with the length and condition of the line, the pressure employed, the number of substations, the amount of transformatioD, o I- I- < K S POWER HOUSES, EQUIPMENT, AND OUTPUT. 229 etc. These questions are more complicated, and per- haps more interesting in the case of the longer interur- ban roads, and the results of some recent tests on the efficiency of transmission on one of the large interurban railway systems in the Middle West are therefore given here pertinently. The system referred to com- prised about 100 miles of track built for the most part over private right of way, and was supplied with cur- rent from a single power plant at a line pressure of 26,000 volts. As the maximum distance from the sta- tion to the farthest point at which current was delivered was 60 miles, it is clear that the station was not exactly midway of the track. Current was generated by 3-phase alternating dynamos. The output measured at the generator terminals at 2,300 volts for the period of six weeks covered by the test was 970,000 kilowatt hours. This current was raised to the pressure of 26,000 volts made by step-up transformers, received by step-down transformers at five substations, and delivered to the line for the motors as direct current at a pressure of 500 to 550 volts. The output of the rotaries to the operation line during this period was 803,000 kilowatt hours, showing a loss in the transmission system of about 17 per cent. This included the loss in the step-up transformers, the transmission circuits, the substations step-down transformers, and the rotary converters. The loss in the apparatus was estimated at about 121,000 kilowatt hours, or 11.9 per cent, and the loss in the transmission line was put down at 46,000 kilowatt hours, or 5.1 per cent. The load on the power plant and the line was steadied by means of a storage battery and a carefully adjusted "booster" at the farthest substation. These figures may be taken to represent a high trans- mission efficiency. STREET RAILWAYS OPERATING ELECTRIC LIGHT AND POWER PLANTS. As already explained, a number of street railway companies generate electricity for sale to other roads or for light, power, or other purposes. If, in such cases, the system of accounts used by the company permitted the preparation of separate and complete reports for the street railway plant and the electric light and power plant, respectively, separate reports were obtained. If the system of accounts did not permit of such separation, one report was secured for the entire plant. Where possible, the companies were required to give separately the amount of revenue derived from the sale of electric current for light or power, and the character of such service. Tables 90 and 91 present these statistics for the 118 companies reporting. Table 90.— INCOME— ELECTRIC LIGHT AND POWER PLANTS OPERATED BY STREET RAILWAY COMPANIES, BY STATES: 1902. Num- ber of com- panies. Aggre- gate. COMMERCIAL OR PRIVATE LIGHTING. PUBLIC LIGHTING. MOTOR SERVICE. Amount. Electric railway service. Electric heating. Charging automo- biles. All other electric service. STATE. Total. Arc. Incan- descent. Total. Arc. Incan- descent. Mis- cella- neous. Amount. Amount. Amount. Amount. United States.... 118 $6,469,726 84,074,684 $660,279 83,414,405 81,417,985 81,267,384 8150, 601 $768,040 86, 630 877 $9 $4,390 8197,911 4 3 7 4 8 3 6 3 3 10 5 11 3 7 4 3 9 25 318,660 110,209 722,728 161, 070 291,142 101,892 162, 549 98, 838 163,406 413,782 165, 770 587, 967 171,561 359, 15S 618,385 105,102 689, 572 1,237,936 257,454 84, 657 421,024 118, 620 154, 945 67, 739 106,490 46,232 138, 514 243,233 86, 919 374, 322 99,128 261,246 439, 358 67,181 368,640 739,082 35,055 9,441 112, 940 21,929 23,586 7,978 9,595 7,670 3,533 19,969 6,104 45,229 7,942 75,248 95,182 2,975 90,394 85,509 222, 399 75,216 308,084 96,691 131,369 59,761 96,895 38, 662 134, 981 223,264 80,815 329, 093 91,186 185, 998 344,176 64, 206 278, 146 663,573 32, 712 11,900 173,183 6,458 76, 435 11,856 42,090 43, .547 10, 250 140,998 32, 486 147, 226 33,993 65,964 44,644 36, 253 217,277 291,824 30.106 9,660 153,503 6,468 71,515 10,904 36,987 37,441 9,920 97, 988 30,989 143, 725 33,201 62,441 22,948 36,253 215,334 258,011 2,606 2,240 19,680 26,345 13,652 119, 260 23,038 40,043 15,141 9,340 8,982 2,240 28,172 36, 365 63, 382 22,127 28,400 76, 635 1,668 77,166 186, 084 500 1,649 Florida Georeifl, 233 3,366 9,028 Illinois 395 " 9,203 3,920 952 5,103 6,106 330 43,010 1,497 3,600 792 3,513 21,596 20, 719 Maine 7,1.56 Miphiffan 4,629 77 Missoiin 12, 402 Npw York 1,379 Ohio 1 i 13,038 South Carolina 16, 313 3, .558 1,795 1 56,053 We'll Virffinia ; 1,943 33, 813 1 26, 589 All other states^ 4,440 9 1 301 16, 195 1 Includes states having less than 3 companies in order that the operations of individual companies may not be disclosed. These companies are distributed as follows: Arkansas, 2; California, 2; Colorado, 2; Connecticut, 2; Delaware, 1; Indiana, 2; Kansas, 1; Kentucky, 2; Louisiana, 1; Maryland, 1; Minnesota, 1; Montana, 1; Nebraska, 1; New Hampshire, 1; New Jersey, 2; Oregon, 1; Tennessee, 2. 1165—05- -16 230 STREET AND ELECTRIC RAILWAYS. Table 91.— DETAILED DESCRIPTION OF SERVICE— ELECTRIC LIGHT AND POWER PLANTS OPERATED BY STREET RAILWAY COMPANIES, BY STATES: 1902. ABC LIGHTING— NUMBER OF LAMPS IN SERVICE. Aggre- gate. Total. Direct current. Alternating current. All other. STATE. Commercial or private. Public. Commercial or private. Public. Commercial or private. Public. Commercial or private. Public. Open. In- closed. Open. In- closed. Open. In- closed. Open. In- closed. Open. In- closed. Open. In- closed. Open. In- closed. Open. United States 33,863 2,582 13,603 10,868 6,810 2,413 6,459 10,495 1,072 1 7,069 8 5,738 168 75 365 Alabama 1,291 222 4,347 817 1,603 431 869 477 203 2,594 613 2,933 693 2,983 1,854 572 4,715 6,646 449 103 238 235 133 25 30 37' 56 12 24 ""'219' 116 '"'387' 518 442 65 2,092 828 388 230 286 112 5 1,070 174 618 236 1,710 1,416 70 1,778 2,693 325 ""76i' ""812' 116 352 132 111 964 325 1,838 ""757' 19 76 1,871 2,411 75 64 1,266 254 270 61 201 233 50 504 102 663 467 297 303 427 679 1,024 449 103 238 236 133 25 30 388 325 54 56 798 33 304 116 260 112 5 1,005 174 363 199 777 163 70 501 2,111 76 64 1,018 Florida 1 Georgia 1,294 295 84 115 36 761 ""812' 115 362 132 111 964 326 1,838 '"'757' 19 75 1,871 2,038 238 254 40 30 ......v. Illinois 1 Iowa 8' 230 31 201 233 50 604 102 563 259 197 182 427 688 1,024 ■ Maine "1 Michigan Mississippi Missouri 37 65 12 24 ""2i9' 116 65' 96' 37 933 1,263 New York ., 1 North Carolina Ohio 7.T South Carolina 198 100 121 Virginia 1 Washington West Virginia Wisconsin 387 360 1,277 682 91 All other states ^ 168 365 United States Alabama Florida Georgia Illinois Iowa Maine Michigan Mississippi Missouri New York North Carolina Ohio South Carolina Virginia , Washington West Virginia Wisconsin All other states INCANDESCENT LIGHTING — NUMBER OP LAMPS IN SERVICE. Aggregate. 1,442,685 50, 704 19,872 136, 978 42,426 62,284 39,443 43,389 12,887 66, 130 100, 661 31,742 189, 708 24, 225 65, 148 93, 247 23,294 180,073 260,574 Total. Commercial or private. 1, 423, 659 50,046 19,641 135,604 42, 426 61, 924 39, 379 41, 169 11, 890 66,076 98,812 31, 498 188,065 24, 117 64,815 90,483 23,294 179,611 264,911 Public. 19, 026 669 331 1,374 360 64 2,220 997 56 1,749 244 1,643 108 333 2,764 462 6,663 16-candlepower. Commercial or private. 1,313,303 47, 706 19,408 132,630 37,883 57, 610 38, 079 36, 677 11,290 46,000 86, 960 28, 132 186, 683 23,517 62, 696 70, 667 20, 984 170, 805 247,288 Public. 13, 066 669 323 900 60 2,130 997 50 691 204 1,613 100 328 205 337 4,468 32-candlepower. Commercial or private. 31,697 2,203 127 1,470 226 1,830 300 1,134 100 75 2,257 423 682 600 2,224 10,828 1,647 3,646 1,825 Public. 1,119 125 626 All other. Commercial or private. 78, 769 137 6 1,604 4,317 2,484 1,000 3,468 600 21,000 9,606 2,943 700 9,996 8,988 663 6,660 5,798 Public. 4,842 444 250 25 1,011 '"'io' 2, 624 570 Number of motors oJall kinds. STATIONARY MOTOR SERVICE. 10, 049 648 137 2,066 202 549 129 136 295 87 336 105 613 689 1,960 587 28 87 1,495 Total ca- pacity in horse- power. 36,688 714 4,844 611 1,479 1,011 700 198 119 2,662 1,544 3,.'i89 618 1,467 3,720 121 3,711 7,644 Num- ber of mechan- ical me- ters on consump- tion cir- cuite. 2 66,601 2,606 S80 5,121 1,476 3,338 1,139 1,867 714 1,663 26,217 1,273 5,813 1,270 3,100 4,8.38 770 6,403 9,234 ' Includes states having less than 3 companies in order that the operations of individual companies may not be disclosed. These companies are distributed as follows: Arkansas, 2; California, 2; Colorado, 2; Connecticut, 2; Delaware, 1; Indiana, 2; Kansas, 1; Kentucky, 2; Louisiana, 1; Maryland, 1; Minnesota, 1; Montana, 1; Nebraska, 1; New Hampshire, 1; New Jersey, 2; Oregon, 1; Tennessee, 2. ' Includes 82 chemical. GENERAL TABLES (231) 232 STREET AND ELECTRIC RAILWAYS. Table 92.— AVERAGE NUMBER OF EMPIX)YEES AND TOTAL SALARIES [This table does not Include reports for 20 companies United States . Alabama Arkansas California Colorado Connecticut. Delaware . Florida ... Georgia . . . Illinois Indiana . . . Iowa Kansas Kentucky . Louisiana . Maine Maryland Massachusetts. Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire . KcAv Jersey New York North Carolina. Ohio Oregon Pennsylvania . . Rhode Island . . South Carolina. Tennessee Texas . . . . Utah Vermont . Virginia.. Washington West Virginia . . . Wisconsin All other states^ 43 Hawaii and Porto Rico . Num- ber of compa nies. 797 SALARIED OPFICIALS AND CLERKS. Total. Average number. 7,128 57 23 2B5 74 185 15 37 72 535 176 87 30 69 62 65 150 896 256 88 21 272 14 22 25 276 1, 221 42 563 35 771 37 40 49 106 46 173 96 Salaries. 87,439,716 65, 245 18,250 309, 822 87,737 221, 561 11,581 39, 981 101,911 669, 518 181, 167 88,229 25, 184 73,269 86,723 57, 218 126,742 912,649 262, 802 110, 766 17, 699 340, 013 20, 825 26, 610 20,588 251, 795 1,127,405 28,767 641, 576 44, 207 799, 726 44, 456 31,212 64, 872 92, 603 16, 600 13, 733 78,3N3 109, 143 46, 277 146, 346 127, 647 26, 179 General officers. Average number. 1,480 12 8 48 18 56 9 12 20 97 52 29 17 25 20 20 14 131 53 33 6 10 8 53 188 15 131 10 152 10 13 16 26 4 13 47 24 13 30 19 Salaries. $2,990,745 24, 701 9,099 103, 628 38,813 127,904 6,400 18, 398 46,222 237, 995 93, 060 47, 738 16, 690 44,832 53,667 22, 998 40, 909 266,635 126, 835 43,234 12, 959 136, 140 11, 150 17,007 9,088 107,036 428,451 14,275 269,697 20, 733 222, 921 25,777 17,200 32, 075 66, 623 9,900 6,046 42,152 50, 775 26,284 53, 591 52, 247 8,969 Other officers, man- agers, superintend- ents, etc. Average number. 1,327 1 1 6 60 136 5 91 183 4 12 11 13 3 6 18 9 10 28 25 Salaries. »1, 819, 166 21,940 3,642 99,811 18,456 33, 345 2,460 9,831 35,070 162, 173 35,000 14,623 4,730 11,099 8,649 14, 064 13, 499 273, 777 58,094 29, 995 300 103, 116 1,600 1,876 5,924 57,763 203, 610 6,625 118,462 10,905 297,497 3, 324 9,386 18, 054 16,154 3,260 5,720 17,706 19, 580 6,820 32, 443 38,734 5,800 Clerks. Average number. 4,321 33 9 146 44 101 4 17 34 350 94 23 36 34 132 529 151 64 9 163 8 11 12 173 341 17 436 23 15 4 6 41 56 23 115 52 Salaries. $2,629,805 18,604 6,609 106, 383 30,468 60, 312 2,721 11, 752 20, 619 279,350 53,107 26,868 3,864 17,328 24,507 20,156 72,334 372, 137 78, S73 37, 526 4,440 100, 757 8,076 7, 72.S 5,576 86, 996 495, 344 7,867 153,427 12, 509 279, 307 15,355 4,566 14,743 19, 826 2,440 1.967 18,525 3S.7S8 13, 173 60,312 36,606 10, 420 1 Includes states having less than 3 companies, in order that the operations of individual companies may not be disclosed. These companies are distributed as follows : Arizona, 1 ; District of Columbia, 2 (8 reports) ; Idaho, 1 ; New Mexico, 1. GENERAL TABLES. 233 AND WAGES, OPERATING COMPANIES, BY STATES: 1902. which failed to furnish this intomtiation.] WAGE-EARNERS. Total. Foremen. Inspectors. Conductors. Motormen. Starters. Watchmen. Average number. Wages. Average number. Wages. Average number. Wages. Average number. Wages. Average number. Wages. Average number. Wages. Average number. Wages. 133,641 J80,770„449 1,782 81,518,400 1,095 $856,629 40, 141 ?24,02o,204 40,003 S24,617,155 960 $721,031 921 $497, 103 1 921 225 5,187 979 2,636 236 374 1,971 11,057 2,448 1,516 276 1,331 1,646 969 2,883 13,998 3,192 1,509 137 5,186 178 527 357 3,880 33,192 376 9,451 490 16,721 1,609 372 1,206 929 286 165 960 1,250 621 2,042 1,456 481,045 112, 665 3,588,889 734,519 1,462,800 166, 104 162,781 756,365 7,267,270 1,289,718 799,671 143,623 678,670 1,081,875 526,062 1,418,219 8,980,513 2,003,174 979, 044 72,178 3,432,170 172, 643 350,958 203,823 2,370,078 19,800,765 129,286 5,475,397 394,056 9,286,237 1,099,423 147, 979 633,878 503, 475 197,032 97,823 423,319 898, 737 352, 003 1,300,421 896,781 18 2 118 12 48 4 9 15 120 70 30 5 25 22 4 31 195 58 42 3 56 5 9 4 71 205 10 156 12 168 29 16 24 22 3 7 30 44 13 61 7 16,044 1,621 114,934 12,870 38,262 2,820 6,206 9,871 105,138 47,150 26,578 3,648 18,138 22,138 3,662 21,601 186,795 46,791 36,218 1,865 43,365 6,235 7,562 3,506 63,230 179,159 7,292 124,191 14,480 146,974 27,005 12,395 19,986 18, 436 3,120 4,920 17,548 46,303 9,890 39,318 5,236 20 15,215 208 56 1,769 296 780 82 100 493 3,538 637 377 57 286 526 268 1,006 4,084 896 475 28 1,767 60 172 123 1,237 9,661 94 2,910 162 5,069 424 113 385 231 90 65 269 349 195 406 451 105,877 21,905 1,141,482 224,862 442,579 60,080 39,399 158,480 2,444,620 332,116 177,629 27,020 99,084 346, 139 141,941 443,261 2,660,947 592,063 299, 127 15,229 1,109,345 57,842 119,273 67, 679 745,342 5,528,938 29, 088 1,663,807 126, 473 3,066,195 304,091 37,931 164,145 129,006 65,606 33, 683 114,522 222,103 110, 890 269,268 286,237 217 86 1,776 302 778 82 99 512 2,738 674 443 102 557 538 269 933 4,001 961 482 32 1,740 55 187 123 1,218 9,204 95 3,019 155 5,479 419 113 399 349 103 56 247 353 204 477 447 112,639 44,175 1,147,317 231,261 442,425 60, 080 37,851 170,243 2,094,870 364,174 230,912 63, 381 288,499 351,266 142,136 446, 404 2,711,885 631,592 294,234 17,351 1,100,274 51,886 119,696 67, 630 753,769 5,796,023 29, 762 1,761,552 126, 626 3,074,740 300,305 38, 277 176,861 182, 270 75,059 34,109 114,326 222,087 118,573 310, 462 290,185 6 1 25 2 26 1 6 4 41 16 8 5 14 18 13 29 130 30 3 1 23 1 5 10 40 173 5 42 8 146 20 6 12 7 o 4 8 4 4 12 11 2,190 480 16,673 1,104 16,146 639. 3,421 1,396 21, 919 5,970 3,699 2,452 10,285 10,934 7,536 12,649 72,231 14,745 1,643 639 12,901 1,148 2,664 5,822 21,240 98, 872 2,053 22,547 6,466 73,627 12,462 2,100 4,200 3,872 1,170 2,107 3,060 2,580 1,990 6,023 5,649 9 3 24 1,707 22, 720 a 28 8 15 1 6 20 37 12 17 3 29 18 26,976 7,479 10,654 913 4,097 12,923 28,520 10,271 . 10,700 1,942 20,249 14,310 4 5 15 3 3 8 41 4 6 12, 069 2,801 1,426 6,298 33,273 2,660 3,720 6 7 9 10 11 12 13 14 8 8 32 192 50 8 1 26 10, 220 6,180 3,660 20,160 140,436 36,577 5,220 480 18,375 14 15 16 17 114 51 7 2 13 90,266 34,229 6,400 1,105 9,980 18 19 20 21 22 2 2 86 316 2 117 1 94 15 4 20 3 2 1 5 14 2 6 3 1,560 1,601 68,270 261,588 1,200 80,607 900 76,386 12,770 2,920 12,333 2,700 1,200 641 3,186 14,760 1,200 2,980 2,700 1 6 90 262 3 60 780 2,051 69,710 208,182 1,620 35,425 24 25 26 27 28 29 30 57 6 1 4 4 2 41,984 6,017 455 2,400 2,712 1,920 31 32 33 34 35 36 •^7 2 1,339 38 39 4 4 20 2,530 2,520 15,404 40 41 42 381 177,620 7 5,640 1 1,600 78 35,238 116 .S8, 257 5 1,210 43 234 STREET AND ELECTRIC RAILWAYS. Table 92.— AVERAGE NUMBER OF EMPLOYEES AND TOTAL SALARIES United States. Alabama Arkansas — California . . . Colorado Connecticut . Delaware . Florida . - . Georgia... Illinois . . . Indiana... Iowa Kansas Kentucky . Louisiana.. Maine Maryland Massachusetts . Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire. New Jersey New York North Carolina . Ohio Oregon Pennsylvania .. Rhode Island... South Carolina . Tennessee Texas Utah Vermont . Virginia . . Washington West Virginia .. Wisconsin All other states . Hawaii and Porto Rico. WAGE-EAENEBS— continued. Switchmen. Average number. 1 162 10 12 10 45 591 2 4A 8728,975 33,278 2,400 6,079 1,278 606 62,467 546 3,285 2,759 460 98,153 4,415 5,760 4,600 18,890 393,921 363 19,051 39,646 8,830 300 365 2,206 365 18,972 250 Road and track men. Average number. 11,474 130 325 326 201 46 166 86 158 264 889 344 63 19 301 19 21 35 243 2,778 60 928 52 1,521 211 35 141 131 47 19 71 121 62 77 76 U Wages. 85,511,425 22, 726 8,548 261,250 72, 128 145,669 5,575 8,301 100,612 346,333 134, 931 91, 124 19,434 v78,309 42,810 66,704 96,749 462, 163 167,454 40,340 5,708 159,606 17,296 9,048 18, 099 108, 360 1,411,386 14, 799 407,765 34, 156 677, 117 118,439 9,386 47,232 65,077 26,338 8,874 21,355 86, 362 27,722 39, 465 36, 875 17,219 Hostlers, stablemen, etc. Average number. 1,345 107 47 15 2 11 12 11 105 32 4 1 3 38 546 2 43 1 142 47 Wages. 8813,425 7,840 2,310 60,442 1,620 5,810 468 1,054 59,912 25,346 7,874 575 6,022 7,020 19,069 5,940 69,724 4,404 4,560 18, 629 3,452 600 1,695 27,034 356, 287 280 21,207 600 77,558 1,616 468 3,291 3,516 630 1,652 1,213 3,780 1,800 3,263 4,866 14, 111 Linemen. Average number. 2,288 4 26 23 26 47 239 58 17 6 42 7 4 9 68 430 25 193 11 241 26 12 22 22 3 3 Wages. 81, 553, 478 14,217 2,541 45,008 35,143 61,342 3,325 11,174 42,475 71, 274 41,070 38,300 2,340 18,392 19,303 14,533 24,919 168,390 37, 981 11, 514 4,432 32,242 3,619 2,844 6,649 44,016 320,269 8,929 132,683 8,443 145, 061 20,078 5,836 12, 214 13,832 3,000 1,688 16,641 68,885 9,094 29,515 11,368 2,608 GENERAL TABLES. AND WAGES, OPERATING COMPANIES, BY STATES: 1902— Continued. 235 WAGE- EARNERS — Continued. Engineers. Average number. 1,751 Wages. 12 12 56 21 57 8 11 23 104 64 44 12 20 23 32 28 196 59 15 19 168 9 244 16 7 15 16 2 4 SI, 527, 793 10,960 6,930 64,.'>73 24,024 51, 621 7,740 9,867 20,785 92,442 32,967 9,400 16,041 26, 340 23,862 23, 606 181,589 52,190 13,145 6,190 51,119 4,927 3,225 9,035 31,294 192,207 14,060 146, 168 9,364 188, 610 16, 271 6,660 13, 573 14,270 1,620 2,849 26, 791 26, 896 20,608 25,293 12,350 7,717 Dynamo and switch- board men. Average number. 1,167 5 24 183 27 41 302 2 110 2 49 2 7 13 11 Wages. $761, 304 4,790 1,682 38,433 9,988 10,400 3,098 10,659 109,655 18,987 2,820 720 1,120 21,016 1,200 8,640 49,493 43,270 10,884 913 16,912 2,708 900 27,924 182,213 840 73,611 1,440 36,701 1,824 4,112 1,095 600 Electricians. Average number. 6,529 20, 560 2,880 24,928 7,759 1,150 64 6 18 1 1 9 67 9 21 4 13 4 46 10 80 23 17 2 19 1 3 4 25 320 3 79 2 213 15 i(901,524 900 47,885 6,439 13,144 912 551 6,906 47,711 7,660 15, 330 3,780 7,752 3,240 33,528 6,840 54,317 18,624 10,812 2,100 14, 715 854 2,920 3,169 21,477 291,034 1,800 55,225 2,280 144,622 11,077 3,250 800 7,537 19, 270 8,860 9,767 13,533 1,320 Firemen. Average number. 2,694 16 16 101 37 54 10 10 30 191 52 67 10 32 25 29 40 242 67 24 10 112 4 17 6 67 578 19 231 16 361 27 8 19 18 2 2 29 49 23 37 16 Wages. »1, 735, 647 8,210 6,233 74,383 30, 737 38, 038 6,861 5,278 13, 156 124,463 27, 631 36, 182 5,852 17,039 16,780 15,900 26,531 153,939 41,636 10,258 5,633 73,824 4,407 11, 190 3,736 86, 367 426,410 6,268 141,326 11, 420 218, 184 18, 410 4,214 6,988 10, 699 1,116 1,140 12, 962 36,880 13, 414 21, 713 11,290 2,895 Mechanics. Average number. 9,197 56 14 437 37 163 10 17 S3 732 219 121 10 93 97 39 252 1,532 273 98 5 271 8 52 19 423 1,660 8 664 1,228 87 10 67 61 17 3 31 73 19 108 112 27 Wages. 86, 312, 119 39, 886 12, 069 354, 352 28,601 106,406 8,006 7,912 19,535 498, 597 122,286 78,901 6,680 67,544 79,533 19, 993 169, 248 1,020,618 165,002 67, 595 3,148 224, 502 9,932 34,220 12,447 245, 448 1,263,288 2,791 441,032 36,874 775, 201 56,285 6,690 33,227 34,892 10,698 1,806 15, 639 63,744 11,358 84,656 74,678 17, 133 Lamp trimmers. Average number. 338 $197,264 4,656 500 14, 382 3,120 9,210 1,557 16, 409 7,405 3,391 6,456 600 4,290 420 660 4,027 3,660 1,932 2,280 900 730 10,900 30,036 2,640 26,369 1,186 493 2,378 3,275 7,081 7,600 2,100 17,821 1,916 Other employees. Average number. 16, 137 249 5 166 68 106 10 53 302 2,348 224 90 13 26 205 58 198 1,772 238 219 15 687 6 48 3 134 5,912 20 660 24 647 293 31 79 68 11 7 169 35 681 199 28 Wages. $8,496,983 114, 995 1,964 135, 852 42, 743 65,046 5,075 22,185 165,047 1,118,681 109,167 37, 489 5,799 12,401 111, 687 31,889 111, 321 859,667 110,174 159,674 5,453 539, 601 7,437 34,477 976 76,808 2,860,942 5,511 323,031 14,349 504,238 185,944 11,607 32, 703 25,690 5,655 3,554 51, 485 68,928 14,094 413,064 99,680 10, 706 236 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL STATE AND LOCATION. UNITED STATES. ALABAMA. Total for state Anniston, Oxford Birmingham, Bessemer, Pratt City Decatur, New Decatur Gadsden, Alabama City, Attalla.. Huntsville, Dallas Mobile and vicinity Montgomery Selma Tuscaloosa ARIZONA. Total for territory . Phoenix, Tucson . . ARKANSAS. Total for state . Eureka Springs , . . . Fort Smith Fort Smith, Van Buren . Hot Springs . Little Rock.. Pine Bluff... Texarkana . . CALIFORNIA. Total for state . Bakerstield, Kern Fresno do Grass Valley, Nevada City Los Angeles d,o Los Angeles, Pasadena, South Pasadena. Los Angeles, Santa Monica, Ee- dondo and vicinity. Los Angeles, Santa Ana, Orange. . Los Angeles Marysville, Yuba City Monrovia Monterey Oakland, Alameda, Berkeley, Hayward, Emeryville. Ontario Pasadena Paso Robles Petaluma Pomona Redlands Riverside 'Sacramento San Bernardino, Coltoii San Diego San Francisco ....do do San Francisco, San Mateo San Jose, Willow Glen San Jose, Santa Clara Santa Barbara Santa Cruz ....do Santa Rosa Stockton Name of company. PERIOD COVERED BY BEPOET. From— To— Anniston Electric and Gas Co Birmingham Railway, Light and Power Co. Decatur Street Rwy. Co AlabamaCity.Gadsden and Attalla Rwy.Co. Huntsville Railway, Light and Power Co.. Mobile Light and R. R. Co , Montgomery Street Rwy. Co Selma Street and Suburban Rwy. Co Tuscaloosa Belt Rwy. Co Phoenix Rwy. Co Tucson Street Rwy. Co . Citizens Electric Co Fort Smith Traction, Light and Power Co. . Fort Smith and Van Buren Light and Tran- sit Co. Hot Springs Street E. E. Co Little Rock Traction and Electric Co Citizens Light and Transit Co Texarkana Rwy. Co Bakerstield and Kern Electric Rwy. Co Fresno City, Belmont andYosemiteR. R. Co. Fresno R. E. Co Nevada County Traction Co Los Angeles Electric Incline Ewy Los Angeles Rwy. Co Los Angeles and Pasadena Rwy. Co Los Angeles Pacific R. R. Co. Pacific Electric Rwy. Co. (of Arizona) Los Angeles Traction Co Marysville and Yuba City Street E. E. Co. . Monrovia Street Rwy. Co Monterey and Pacific Grove Street Rwy.Co. Oakland Transit Consolidated Rwy. Co Ontario and San Antonio Heights Rwy. Co. June Pa.sadena and Mt. Lowe Rwy. Co Jan. Paso Robles Street Car Co Aug, Petaluma Street Ewy. Co Dec. Pomona Street Rwy. Co July Redlands Street Rwy.Co July Eiverside and Arlington Rwy. Co Jan. Sacramento Electric, Gas and Rwv. Co Feb. San Bernardino Valley Traction Co Mar. San Diego Electric Rwy. Co Jan. Geary Street, Park and Ocean R. R. Co July California Street Cable R. R. Co , July Presidio and Ferries R. R. Co i Jan. United Railroads of San Francisco | July San Jose R. R. Co ! Jan. Dec. July Jan. Aug. July Sept. Aug. July July 1,1901 1,1901 1,1902 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 1,1901 Jan. Jan. 1, 1902 1,1902 Apr. 1, 1902 July 1, 1901 July 1, 1901 Jan. 1, 1902 July 1, 1901 Feb. 11,1902 July 1, 1901 Feb. Jan. Jan. Oct. Jan. Jan. Jan. 21,1901 1,1901 1, 1901 1, leoi 1,1902 1, 1901 1,1901 July 1, 1901 Jan. Sept. May Jan. July Jan. San JosG and Saiila Clara R. R. Co Santa Barbara C'tinsolidattil Kwy. Co. Santa Cruz Electric Rwv. Co East Santa Cruz Street R. R. Co Santa Rosa Street R\vv. Co.i^ Stockton Electric R. R. Co Jan. Dec. July Jan. Jan. Jan. 1, 1901 1. 1901 1,1901 1. 1902 1, 1901 1,1902 1,1901 1,1901 1,1901 1. 1901 1,1901 1,1901 1. 1902 1. 1901 1. 1902 1,1902 1, 1901 1,1901 24, 1901 1. 1901 1,1902 1. 1902 1, 1901 1. 1901 1,1902 1. 1902 1, 1901 Nov. June Dec. July June Aug. July June June 30, 1902 30, 1902 31, 1902 31, 1902 30, 1902 31, 1902 31, 1902 30, 1902 30, 1902 Dec. Dec. 31,1902 31, 1902 Dec. 31,1902 June 30, 1902 June 30, 1902 Sept. 30, 1902 June 30,1902 Nov. 30,1902 June 30, 1902 Feb. 20,1902 Dec. 31,1901 Dec. 31,1901 Sept. 30, 1902 Dec. 31,1902 Dec. 31,1901 Dec. 31,1901 June 30, 1902 Dec. 31,1901 Aug. 31,1902 Apr. 30,1902 Dec. 31,1902 June 30, 1902 Dee. 31,1902 May 31,1902 Dec. 31,1901 July 31,1902 Nov. 30,1902 June 30, 1902 June 30,1902 Dec. 31,1902 Jan. 31,1902 Feb. 28,1903 Dec. 31,1902 June 30, 1902 June 30, 1902 Jan. 23,1902 June 30, 1902 Dec. 31,1902 Dec. 31,1902 Nov. 30, 1902 June 30, 1902 Dec. 31,1902 Dec. 31,1902 Dec. 31,1901 LENGTH, SINGLE- TRACK MILES. Owned. 122,576.99 Oper- ated. 223,134.44 204.'! 10.00 110.00 3.03 6.70 4.62 37.50 20.00 5.87 7.00 17.10 12.00 5.10 W51.33 7. 1. 9. 20. 7. 13 2, 829. 10 2.15 2.60 2.90 6.10 .14 94.82 31.86 87.48 11.34 26.00 4.28 1.60 4.15 122.80 8.00 6.64 2.60 1.81 2.56 7.27 9.62 23.50 7.62 16.60 7.68 10.86 9.01 248. 95 15.16 18.12 8.50 5.67 2.85 7.33 11.98 204. 72 10.00 110.00 3.03 6.70 4.62 37.50 20.00 5.87 7.00 17.10 12.00 5.10 ■»51. 33 3.17 7.57 1.36 20.70 7.75 "2.66 839.95 2.15 2.50 2.90 5.10 .14 99.71 33.74 11.68 29.00 4.23 1.50 4.16 122.80 8.00 6.64 2.50 1.81 2.66 7.27 9.62 23.50 7.62 16.60 8.42 10.86 9.01 248. 95 15.16 18.12 8.60 5.67 2.85 7.33 11.98 CAPITAL STOCK. Total par value. Authorized. $1,629,199,589 7, 736, 900 136,000 4,500,000 100,000 100,000 150,000 2,260,000 350,000 125,000 25,900 160,000 •100,000 50,000 1,065,300 27,500 200,000 33,000 100,000 500,000 200,000 "4,800 61,392,434 Issued. $1,316,572,960 250,000 2,600,000 200,000 100,000 60,000 5,000,000 1,000,000 2,600,000 200, 000 500, 000 60,000 "8,000 180,000 6,900,000 250, 000 600,000 "8,000 50, 000 160,000 200, 000 2, 500, 000 600, 000 500, 000 1,000,000 1,000,000 1,000,000 22, 150, 000 "236,934 500,000 250, 000 500,000 "27,000 "23, 600 500, 000 , 6%, 900 136,000 4,500,000 100,000 60,000 150,000 2,250,000 360,000 125,000 25,900 127, 800 » 100, 000 27,800 885,300 27,600 200,000 33,000 100,000 600,000 20,000 "4,800 46,022,099 46,000 31,225 20,650 100,000 60,000 5,000,000 1,000,000 1,500,000 200,000 500,000 20,000 "8,000 90,000 6,900,000 260,000 600,000 "8,000 50,000 160,000 81,200 1,862,500 500,000 500,000 1,000,000 1,000,000 1,000,000 21,857,990 "235,934 600,000 250, 000 500,000 "27,000 "23,600 161,200 1 Includes 4.20 miles lying outside of the United States. (See Maine and Texas.) sExclusiveof 15.95 miles shown in "owned and leased," Table 94, of which 11.48 miles is track duplicated in reports of different companies, and 4.47 miles is owned but not operated; but including 4.20 miles lying outside of the United States. > Capital reported for 9S0 companies only, and represents 22,389.04 miles of track owned by street-railway companies. ^Exclusive of Sl.=i2,5i3,997. investments other than street railways and electric-light plants owned. 6 Exclusive of 9949,111), investments other than street railways and electric-light plants owned. ^Includes electric-llght plant and other investments. 'Exclusive of S944,iyri. investments other than street railways and electric-light plants owned. sincludes electric-light plant. *Not reported; obtained from street-railway journals and directories. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902. 237 CAPITAL STOCK— continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. 1 IZi $1,355,920,056 81,187,642,781 828,737,887 8173,279,633 8127,930,179 $4,301,284 81,341,429,727 8992,709,139 382,308,282,099 '$96,287 6,386,900 6,346,900 1,350,000 1,360,000 81,000 8,594,000 6,678,600 14, 375, 400 5 66,684 136,000 3,160,000 100,000 100,000 160,000 2,260,000 360,000 126,000 25,900 160,000 136,000 8,150,000 100,000 60, 000 160,000 2,260,000 350,000 125,000 25,900 127,800 159,000 5,400,000 129,500 4,500,000 5 5 265, 600 •9,000,000 100, 000 8132,000 « 300, 000 '3,647,000 650,000 145, 000 135,900 188,950 26,550 ^ 73, 235 33,003 19,701 64,936 97,253 32,500 24, 702 19,414 11,050 1 1,350,000 1,350,000 6 81,000 2 3 100,000 160,000 2,250,000 300,000 126,000 110,000 120, 000 72,000 150, 000 1,397,000 300,000 20,000 110,000 61, 160 6 6 6,6 5 6 4 fi fi 7 ft 9 100,000 80,000 1,066,300 100, 000 27,800 886,300 » 100, 000 20,000 1,438,000 8 60,000 11,150 1,068,000 5 7 1.50,000 38, 950 1,943,300 12,600 7,637 "36,251 1 ^ 27,600 200,000 33,000 100, 000 600,000 200,000 4,800 51,392,484 27,500 200,000 ' 33,000 100,000 500,000 20,000 4,800 46,022,099 55,000 200,000 33, 000 260,000 750,000 160,000 56,000 160,000 -33,000 200,000 610,000 6 6 5 6 6 82,500 •360,000 66,000 "800,000 "1,110,000 8 20, 000 4,800 76,561,699 26,025 47,556 48,529 32,328 58,623 2,681 1,805 "90,166 1 2 3 4 6 6 7 . 653,412 47, 367, 000 30, 639, 500 250,000 2,600,000 200,000 100,000 60,000 6,000,000 1, 000, 000 2,600,000 200,000 600,000 50, 000 8,000 180,000 6,900,000 250,000 600,000 8,000 45, 000 31,226 20,650 100,000 60,000 5,000,000 1,000,000 1,500,000 200,000 600, 000 20,000 8,000 90,000 6, 900, 000 260,000 600, 000 8,000 250,000 100,000 5 145,000 31,226 20, 660 200,000 69,500 9,520,000 2,000,000 123,000,000 260,000 1,000,000 20,000 8,000 90, 000 im;333,000 8 260,000 1, 041, 000 8,000 10,000 50,000 12 264,000 181,200 8 3,952,500 685,000 500, 000 121,671,000 121,900,000 121,150,000 1234,948,990 235, 934 760, 000 410, 000 540, 000 27, 000 23, 600 276, 200 67,442 12,490 7,086 39,216 496,429 100,401 62, 775 34,294 22,928 38,462 4,728 6,333 21,687 92,288 31,260 166, 777 3,200 5,525 19, 531 34,938 19, 034 "162,328 89, 895 30, 120 217,678 174, 954 127, 636 140,386 15, 563 41, 391 48,235 95,238 9,474 3,206 23,055 1 1 • 2 1 3 li 2 1,600 1,200 100,000 12,000 5,000,000 1,000,000 1,500,000 200,000 500,000 100,000 9,600 4,520,000 1,000,000 1, 600, 000 60,000 500, 000 6 6 6 5 5 6 6, 6 4 5 Q 7 Q Q in ■■ 11 12 35 3,300 13 6,500,000 4, 433, 000 6,6 14 1*1 666,666 441, 000 4 ifi 17 i«10,000 ino,ooo 18 19 60,000 160,000 200, 000 2, 600, 000 600,000 500,000 1,000,000 1,000,000 1,000,000 22, 160, 000 286, 934 600,000 250, 000 500, 000 27,000 23, 500 500,000 50,000 150, 000 81,200 1,862,600 500,000 600, 000 1,000,000 1,000,000 1, 000, 000 21,867,990 235,934 600, 000 260,000 500,000 27, 000 23,500 161,200 160,000 200, 000 2,500,000 260,000 104,000 100,000 2,100,000 186, 000 6,6 4,6 5,6 6 90 91 li 6,104 :": 1 99 23 94 f It 36,000 80,000 24,000 496,808 1,000,000 1,000,000 250, 000 26,450,000 671, 000 900, 000 150, 000 13,091,000 5 6 6 6,6 9*^ 9fi 97 9ft 2Q 250, 000 250,000 280,000 260,000 160, 000 40, 000 6 6 6 ^n 31 32 ^d 3! 6,566 1 i i is, 066 115,' 666' e 36 '» Exclusive of 1.16 miles lying outside of state. Total owned and operated by companies in state, 52,49 miles. 11 Exclusive of 840,486, investments other than street railways and eleotrio-light plants owned. i2Includes investments other than street railways. 18 Includes 1.16 miles in Texas. " Cash investment. 1= Exclusive of $1,806,168, investments other than street railways and electric-light plants owned. i« Floating debt. " Exclusive of $372,792, investments other than street railways and electric-light plants owned. 18 Including Central Street Rwy. Co. and Union Street Rwy. Co. 238 STREET AND ELECTRIC RAILWAYS. Table 03.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 3 3a 8a 10 11 12 13 14 15 15a 15b 16 17 18 19 20 21 22 23 STATE AND LOCATION. COLORADO. Total for state Boulder Colorado Springs, Cripple Creek, Victor. Colora(3o Springs, Colorado City, Manitou. Denver do Durango, Animas . Grand Junction . . . Pueblo . CONNECTICUT. Total for state . Branford Bridgeport, Waterbury, Nauga- tuck, Greenwich, Derby, South Norwalk, Norwalk, Westport, Southington. Bristol, Plainville, Southington . . Danbury, Bethel Greenwich Enfield, East Windsor Hartford, Farmington, Unionville Hartford, Glastonbury, Windsor, South Windsor, West Hartford, Wethersfield. Hartford, Manchester, Rockville Hartford, New Britain, Bristol, Plainville. Meriden, Southington Meriden, Wallingford Middletown, Portland New Haven New Haven, East Haven, Ham- den, North Haven. New London Norwich, New London, Mont- ville, Waterford. Norwich, Sprague Putnam, Thompson, Killingly . . Stamford, Greenwich Stamford, New Canaan Suffleld Torrington, Winchester . DELAWARE. Total for state . Wilmington, Newcastle, Dela- ware City. Wilmington and vicinity do DISTRICT OF COLUMBIA. Total for district Washington . do ....do ....do ....do ....do ....do ....do Name of company. PEBIOD COVERED BY KEPOBT. From— Boulder Railway and Utility Co Colorado Springs and Cripple Creek Dis- trict Rwy. Co.3 Colorado Springs Rapid Transit Rwy. Co. . Manitou Electric Railway and Casino Co. (lessor). Denver, Lakewood and Golden R. R. Co.s . . Denver City Tramway Co Durango Railway and Realty Co Grand Junction Street Car System (munic- ipal) . Pueblo Traction and Lighting Co Branford Lighting and Water Co Connecticut Railway and Lighting Co - Bristol and Plainville Tramway Co Danbury and Bethel Street Rwy. Co , Greenwich Tramway Co , Hartford and Springfield Street Rwv. Co. . . Farmington Street Rwv. Co ". , Hartford Street Rwy. Co East Hartford and Glastonbury Street Rwy. Co. (lessor). Hartford, Manchester and Rockville Tram- way Co. South Manchester Light, Power and Tramway Co. (lessor). New York, New Haven and Hartford R.R. Co. (Berlin System). Meriden, Southington and Compounce Tramway Co. Meriden Electric R.R. Co Middletown Street Rwy. Co Manufacturers R. R. Co , Fairhaven and Westville R. R. Co Winchester Avenue R. R. Co. (lessor). West Shore Rwy. Co. (lessor) New London Street Rwy. Co Montville Street Rwy. Co Norwich Street Rwy. Co Peoples Tramway Co Stamford Street R. R. Co New York, New Haven and Hartford R. R. Co. (New Canaan Branch). Suffleld Street Rwy. Co Torrington and Winchester Street Rwy. Co. Wilmington and New Castle Electric Rwy. Co. Peoples Rwy. Co Wilmington City Rwy. Co. , including Front and Union Streets Passenger Rwy. Co. Anacostia and Potomac River R, R. Co Bri^htwood Rwy. Co Capital Traction Co City and Suburban Railway of Washington Columbia Rwy, C6 Georgetown and Tennallytown Rwy. Co . . Metropolitan R, R. Co Washington and Great Falls Electric Rwy. Co. June July Jan. May July Jan. Aug. June 1, 1901 1, 1901 1, 1901 1,1901 1,1901 1,1901 1, 1901 1,1901 July 1,1901 July July July July Aug. July July July July July July July July July July July July July July July July July July July July Feb. July 1,1901 1,1901 1, 1901 1,1901 14, 1901 1,1901 1,1901 1,1901 1,1901 1, 1901 1, 1901 1,1901 1,1901 1,1901 1, 1901 1,1901 1, 1901 1,1901 1, 1901 1,1901 1,1901 1, 1901 1,1901 1,1901 1, 1901 1,1902 1,1901 Oct. 1,1900 June 1, 1901 Jan. 1, 1902 Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan, 1,1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 To— May 31,1902 June 30, 1902 Dec. 31,1901 Apr. 30,1902 June 30, 1902 Dec. 31,1901 July 31,1902 May 31,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June i June : June i June ; 30, 1902 30, 1902 30, 1902 30,1902 June 30, 1902 June June June June June June June June June June June June June June 30, 1902 30, 1902 30, 1902 30, 1902 30,1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30,1902 30, 1902 30, 1902 30, 1902 Sept. 30, 1901 Mav 31, 1902 Dec. 31, 1902 Dec. 31, 1901 Dec. 31, 1901 Dec. 31, 1901 Dec. 31, 1901 Dec. 31, 1901 Dec. 31, 1901 Dec. 31, 1901 Dec. 31, 1901 ■ Capital reported for 8 companies only, representing 228.53 miles of track owned. (See note 5.) 2 Exclusive of $210,062, investments other than street railways and electric-light plants owned. * Primarily a steam railroad. * Includes investments other than street railways. « Capitalization included in that of steam railroad. *Cash investment. ' Includes electric-light plant and other investments. « Capital reported for 26 companies only, representing 543.97 miles of track owned. (See note 5.) •Exclusive of $2,121,630, investments other than street railways and electric-light plants owned. LENGTH, SINGLE- TKACK MILES. Owned, 234.53 4.08 1L78 27.46 1.55 6.00 143. 77 2.39 1.25 36.25 578. 49 6.51 159.28 7.92 11.73 5.76 13.47 10.80 77.47 10.20 17.34 .79 25.89 12.34 19.50 9.93 1.36 71.23 19.95 4.49 8.51 10.67 17.65 16.44 12.69 8.63 4.91 13.03 86.61 13.45 31.38 40.78 "146.17 18.10 11.69 16 40.69 "31.80 14.72 8.32 22.67 "13.98 Oper- ated, 234.63 4.08 11.78 29.01 6.00 143. 77 2.39 L26 36.25 693. 43 6.61 159.28 7.92 11.73 5.76 13.47 14.60 93.92 18.13 25.89 14.39 19.60 9.93 1.36 96.67 8.51 13.51 17.65 16.44 12.69 4.91 13.03 89.66 17.50 31.38 40.78 "162.87 22.90 11.69 M41.36 W32.62 14.72 8.32 23.08 "13.98 CAPITAL STOCK. Total par value. Authorized. 188,185,904 250,000 560,000 600,000 125,000 5,000,000 250,000 6904 1,600,000 831,932,000 600,000 16,000,000 1,000,000 323,000 600,000 500,000 189,000 2,000,000 600,000 100,000 500,000 1,000,000 200,000 20,000 5,000,000 1,000,000 200,000 500,000 300,000 600,000 400,000 200,000 n 300,000 1,000,000 2, 270, 000 250,000 1,500,000 520, 000 704,000 Issued. ■87, 562, 804 200,000 660,000 500,000 126,000 6, OX), 000 176,900 »904 1,000,000 825,211,640 300,000 16,000,000 60,000 320,000 126,000 400,000 189,000 1,000,000 300,000 10,000 (») 200,000 1,000,000 136,000 20,000 3,790,400 800,000 80,000 250,000 260,000 260,000 400,000 92,240 (») 60,000 200,000 2,264,990 2,000,000 204,000 12,000,000 1, 750, 000 400,000 200,000 1,000,000 150,000 244, 990 1,500,000 520,000 17,643,650 2,000,000 108, 500 12, 000, 000 1,760,000 400,000 200,000 998,250 86,800 GENERAL TABLES. 239 STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. CAPITAL STOCK— continued. FDNDED DEBT. 1 I Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Bate per cent. Amount. Authorized. Issued. Rate per cent. Amount. .a a a 87,961,904 J7, 338, 804 8181,250 8224,000 ■8224,000 $13,065,000 $8,395,560 1815,958,364 2868,911 260,000 336,000 500,000 126,000 200,000 336,000 500,000 126,000 200,000 840,000 600,000 25, 000 10,000,000 100,000 833, 660 500,000 25,000 5,8S7,000 5 5 6 6 300,000 1, 393, 560 n, 000, 000 1150,000 73,529 118,299 36, 417 , 96,774 1 224,000 224,000 2 3 1 1,260 3a 4 5,000,000 250,000 904 1,500,000 27,832,000 5,000,000 176,900 904 1,000,000 21,166,590 3 160,000 5,6 10,837,000 '176,900 904 '2,100,000 8 42,645,140 75,377 74, 017 723 57, 931 » 74, 496 5 fi 7 3 30,000 275,062 1,500,000 24,801,000 1,100,000 17,433,600 5 8 4,100,000 4,045,050 600,000 11,000,000 1,000,000 323,000 600,000 600,000 189,000 2,000,000 300,000 11,000,000 60,000 320,000 125,000 400,000 189,000 1,000,000 400,000 15,000,000 200,000 200,000 400,000 600,000 300,000 9,360,000 67, 500 200,000 160,000 400,000 5 4i,5,6 5 5 5 5 '600,000 '24,350,000 117, 500 520,000 275,000 800,000 189,000 3,600,000 200,000 600,000 10,000 1065,093 152,875 14, 836 44,331 47,743 , 59,391 1114,583 45,179 19,608 28,835 12,658 1 4,000,000 4,000,000 2 6 3 3,000 9,600 3 4 5 6 7 6 60,000 3,000,000 200,000 300,000 2,600,000 200,000 200,000 4 5 5 8 8» 600,000 100,000 300,000 10,000 9 9a 200,000 600,000 200,000 13,000 1,133,000 500, 000 30,000 150,000 350,000 350,000 600,000 75, 000 160,000 160, 000 2,424,000 175,000 500,000 150,000 13,000 1,133,000 500,000 30, 000 140,000 260,000 350, 000 600,000 75,000 10 600,000 1,000,000 200,000 20,000 6,000,000 1, 000, 000 200,000 600,000 300,000 600,000 400,000 100,000 200,000 1,000,000 135,000 20,000 3,790,400 800,000 80,000 260,000 250,000 250,000 400,000 47,190 3 6,000 5 5 5 5 5 5 5 5 5 5 5 5 375,000 1,500,000 285,000 33,000 4,923,400 1, 300, 000 110,000 390,000 500,000 600,000 1,000,000 167,240 30,389 76,923 28,701 24,265 1=45,187 65,163 24,499 45,828 46, 860 33,994 60,827 13,179 11 19. 13 14 3 5 5 6 6 H 113,712 40,000 4,000 12,600 15,000 11,250 16 15a l.'Sh 16 17 IS 19 100, 000 45,060 ?n 21 300,000 1,000,000 2,270,000 50,000 200, 000 2,264,990 50,000 350,000 4, 688, 990 10,183 26,861 54,772 n 150, 000 2,424,000 5 23 9,331 250,000 1,500,000 620,000 17, 704, 000 244,990 1,600,000 520,000 17,643,650 6 18 9,331 300,000 1,524,000 600, 000 10,560,000 300,000 •1,524,000 600,000 9,280,000 5 5 4 544,990 3,024,000 1, 120, 000 26, 823, 550 40,520 96, 367 27,464 16.5,608 1 9 3 602,827 2, 000, 000 2,000,000 108,600 12, 000, 000 1,750,000 400,000 200, 000 998, 2,W 86,800 3,000,000 36tl,000 1,500,000 1,750,000 1,000,000 100,000 2,360,000 500, 000 2,250,000 350,000 1,080,000 1,760,000 1,000,000 100,000 2,360,000 400, 000 5 6 4 5 5,6 6 6,6 6 4,250,000 . 458,500 13, 080, 000 3,600,000 1,400,000 300,000 3,348,250 486,800 234,807 39,222 321,455 110,063 95,109 36,058 147,695 34,821 1 204,000 12,000,000 1,760,000 2 4 480, 000 3 4 400, 000 6 24,000 6 200,000 6 1,000,000 9A 98, 827 7 150,000 8 10 Exclusive of $176,243, investments other than street railways and electric-light plants owned. " Exclusive of 831,600, investments other than street railways. 12 Exclusive of 81,704,734, investments other than street railways. "Stock not all issued at time dividend was declared. i< Exclusive of 19.40 miles lying outside of district, hut including 3.60 miles in district owned by outside companies. Total owned by companies in the district, 161.97 miles; total operated, 168.67 miles. 15 Includes 3.65 miles in Maryland. 18 Includes 9.53 miles in Maryland. 1^ Includes 6.22 miles in Maryland. 240 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 3 4 5 6 7 8 9 10 10 10a 10b lOe lOd lOe 11 Ha 12 13 14 16 16 17 18 19 19a 20 21 22 24 25 26 27 28 29 31 STATE AND LOCATION. FLORIDA. Total for state . Fort Meade Jacksonville Key West Palatka Pensacola Tampa, West Tampa, Port Tam- pa, Fort Brook. GEORGIA. Total for state . Athens Atlanta, Decatur, College Park. Augusta Augusta, Summerville . Columbus Covington, Oxford Macon and vicinity Rome Savannah and vicinity. Valdosta Washington IDAHO. Total for state . Boise . ILLINOIS. Total for state . Alton, North Alton Aurora, Yorkville, Batavia, El- gin, Carpentersville. Bloomington, Normal Buffalo, Mechanicsburg. Cairo do Centralia, Central City.. Champaign, Urbana Chicago . do ... ....do... do... do... ....do... do... ....do... ....do... Name of company. Fort Meade Street Rwy. Co Jack.sonville Electric Co Key West Electric Co Palatka and Heights Street Rwy. Co... Pensacola Electric Terminal Rwy. Co . Tampa Electric Co Athens Electric Rwy. Co Georgia Railway and Electric Co North Augusta Electric and Improvement Co.4 Augusta Railway and Electric Co Columbus R. R. Co Covington and Oxford Street Rwy. Co Macon Railway and Light Co City Electric Rwy. Co Savannah Electric Co Valdosta Street Rwy. Co Washington Street Rwy. Co PERIOD COVERED BY REPOBT. From- Jan. Mar. July Feb. July Jan. 1, 1902 1, 1902 1, 1901 1, 1901 1, 1901 1, 1902 Boise Rapid Transit Co. .do. .do. .do. .do. -do. .do. .do. .do. -do. Chicago; Hammond (Ind.) Chicago, Evanston, Waukegan . Chicago Chicago, Joliet . . . Chicago, Lemont. Chicago Danville, Germantown Danville, Westville Decatur East St Louis East St. Louis, Belleville East St. Louis, Belleville, Ed- wardsville, CoUinsville. East St. Louis; St. Louis (Mo.) . . . Alton Railway, Gas and Electric Co Elgin, Aurora and Southern Traction Co. . . Bloomington and Normal Railway, Elec- tric and Heating Co. Mechanicsburg and Buffalo Street Rwy. Co. Cairo Electric Rwy. Co ", Egypt Electric Co Centralia and Central City Street Rwy. Co . Urbana and Champaign Railway, Gas and Electric Co. Chicago City Rwy. Co Chicago Union Traction Co Chicago Passenger Rwy. Co. (lessor) Chicago West Division Rwy. Co. (lessor) , North Chicago City Rwy. Co. (lessor) North Chicago Street R. R. Co. (lessor) _ . West Chicago Street R. R. Co. (lessor) Chicago Consolidated Traction Co Chicago and North Shore Street Rwy. Co. (lessor). Calumet Electric Street Rwy. Co Chicago Electric Traction Co Chicago General Rwy. Co Chicago General Electric Rwy. Co Suburban R. R. Co Northwestern Elevated R. R. Co South Side Elevated R. R. Co Metropolitan West Side Elevated Rwv.Co. Union Consolidated Elevated Rwy. Co. (^lessor). South Chicago City Rwy. Co Chicago and Milwaukee Electric Rwy. Co. Lake Street Elevated R. R. Co. (includes Chicago and Harlem R.R.). Chicago and Joliet Electric Rwy. Co Chicago and Des Plaines Valley Electric Rwy. Co. (lessor). Northern Electric Rwy. Co Danville Street Railway and Light Co Danville, Paxton and Northern R. R. Co .. Decatur Traction and Electric Co Ea.st St. Louis Rwy. Co St. Louis and Belleville Electric Rwy. Co.. East St. Louis and Suburban Rwy. Co SI. Louis and East St. Louis Electric Rwy.Co. Jan. July Nov. Jan. Feb. Jan. Jan. Jan. Jan. Jan. 1, 1901 1,1901 1. 1901 1. 1902 15, 1901 1, 1902 1. 1901 1,1902 1. 1902 1,1902 To— Dec. 31, 1902 Dec. 31, 1902 June 30, 1902 Jan. 31, 1902 June 30, 1902 Dec. 31, 1902 July 1, 1901 July July 1,1901 1, 1901 June 1,1902 Mar. July July Jan. May Jan. Julv Julv Jaly Julv Julv July Jan. Jan. May Julv July July July July July July July Apr. July July July July July Jan. Jan. Jan. July July July 1,1901 1, 1901 1. 1901 1. 1902 1, 1901 1,1901 1, 1901 1,1901 1, 1901 1,1901 1, 1901 1, 1901 1,1901 1, 1901 1,1901 1, 1901 1, 1901 1, 1901 1,1901 1,1901 1, 1901 1,1901 1, 1901 1, 1901 1, 1901 1,1901 1,1901 1, 1901 1, 1901 1. 1901 1. 1902 1, 1902 1, 1901 1,1901 1,1901 July 1, 1901 Dec. 31,1901 June 30, 1902 Oct. 31, 1902 Dec. 31,1902 Feb. 14,1902 Dec. 31,1902 Dec. 31,1901 Dec. 31,1902 Dec. 31,1902 Dec. 31,1902 June 30, 1902 June 30, 1902 June 30,1902 Nov. 30, 1902 Feb. 28,1902 June 30, 1902 June 30, 1902 Dec. 31,1902 Apr. 30,1902 Dec. June June June June June June Dec. Dec. Apr. June June June June June June June June 31. 1901 30. 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 31, 1901 31. 1901 30. 1902 30, 1902 30,1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 Mar. 31,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 Dec. 81,1901 June 30, 1902 Dec. 31,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 LENGTH, SINGLE- TRACE MILES. Owned. 61.75 1.25 18.15 3.74 3.50 9.00 26.11 2 305.38 6.53 150.00 3L02 17.00 2.25 30.67 6.28 53.05 2.08 1.50 3.50 1.50 =•1,659.35 12.25 62.96 21.00 3.70 5.67 4.00 3.42 9.00 222. 50 Oper- ated. 6L75 1.25 IS. 15 3.74 3.50 9.00 26.11 6.63 163. 00 31.02 17.00 2.25 30.67 6.28 53.05 2.08 1.50 1.60 3.60 n, 713. 39 33.61 96.36 46.96 47.12 81.10 166. 24 14.92 79.32 28.50 21.14 1.60 ""43.59 29.57 21.08 38. 96 38. 42 43.00 20.97 38.92 23.97 4.00 12.60 13.50 13.50 19.95 21.49 63.60 12 2. 12 12.26 62.96 21.00 3.70 6.67 4.00 8.42 9.00 222. 50 305. 32 206. 51 »80.94 26.88 25. 74 1.60 l»43. 59 30.37 23.06 41.34 38.42 44.80 26.49 62.89 4.00 12. 60 14.00 13.50 IS. 96 21.49 58.22 1=2.12 CAPITAL STOCK. Total par value. Authorized. 51,949,400 6,000 1, 000, 000 300, 000 10,000 133,400 500,000 13,029,000 Issued. 81,949,400 100,000 6,800,000 1,000,000 250,000 20,000 1,200,000 100,000 3,500,000 60,000 9,000 200,000 200,000 205,618,173 300,000 2, 000, 000 300, 000 12,000 75, 000 40,000 10, 000 200,000 18,000,000 32,600,000 2, 000, 000 1, 250, 000 500, 000 10, 000, 000 20,000,000 15,000,000 650,000 500, 000 250, 000 10,000,000 5, 000, 000 1,250,000 30, 000, 000 10, 323, 800 16, 500, 000 1,000,000 "2,000,000 ■1,000,000 10,000,000 2, 300, 000 1,100,000 50, 000 700, 000 250, 000 260, 000 1,600,000 750, 000 2, 976, 000 600, 000 6,000 1,000,000 300,000 10,000 133,400 600,000 12, 957, 600 76,000 6,800,000 1,000,000 250,000 13, 600 1,200,000 60, 000 3,600,000 60,000 9,000 55,300 56,300 160,527,416 300,000 2,000,000 260,000 12,000 52,400 40,000 8,260 200,000 18,000,000 32,000,000 1,340,300 1,260,000 500,000 7,920,000 13,189,000 15,000,000 660,000 600,000 260,000 600,000 8,000 1, 250, 000 10, 000, 000 10, 323, 800 16,208,100 1, 000, 000 "1,603,800 1,000,000 10,000,000 2, 300, 000 1, 100, 000 50,000 700, 000 260,000 260, 000 1,600,000 760,000 2,976,000 500,000 1 Includes electric-light plant. 2 Includes 5 miles in state owned by outside companies. Total owned by companies in state, 300.38 miles; total operated, 303.38 miles 3 Includes electric-light plant and other investments. *See South Carolina. 6 Exclusive of 6.85 miles lying outside of state, but including 31 miles in state owned by outside companies. Total owned by companies in state 1 636 20 miles including 12.79 miles leased from steam railroad (see note 10); total operated, 1,689.24 miles. * *• . . = Exclusive of $40,237,103, investments other than street railways and electric-light plants owned. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 241 CAPITAL STOCK— continued. FUNDED DEBT. Total capital stocli and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Eates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Eate per cent. Amount. Authorized. Issued. Eate per cent. Amount. 1 a 81,749,400 $1,749,400 $40,720 $200,000 $200,000 $2,304,000 $1,531,000 1 $3, 480, 400 $56,363 6,000 800, 000 300,000 10,000 133,400 600,000 9,929,000 6,000 800,000 300,000 10,000 133,400 500,000 9,857,600 12 720 6,000 1,700,000 1 600, 000 10,000 387, 400 1877,000 3 26,039,100 4,800 93,664 133,690 2,857 43,044 33,689 86,687 1 200,000 200, 000 1,250,000 300,000 700,000 200, 000 5 5 2 3 4 254,000 600,000 17,700,000 264,000 377,000 18,081,500 5,6 6 5 8 40,000 952 6 3,100,000 3,100,000 $33,000 100,000 6,000,000 1,000,000 250,000 20,000 900,000 100,000 2, 600, 000 50,000 9,000 200,000 75,000 6,000,000 1,000,000 260,000 13,600 900,000 60, 000 2,500,000 50,000 9,000 65, 300 400,000 11,000,000 1,000,000 700,000 200,000 Y, 860, 000 1, 000, 000 680,000 6 5 5 6,6 1275,000 814,650,000 1 2, 000, 000 1930,000 13,600 81,951,500 1160,000 16,000,000 50,000 9,000 55,300 42,113 97, 667 64, 476 54,706 6,044 63,629 26,478 113, 101 24,038 6,000 15,800 1 1,800,000 . 1, 800, 000 2 3 4 7 952 ^ 300,000 300,000 6 18,000 1,000,000 100, 000 3,600,000 751,500 100,000 2,500,000 5 5 4,5,6 6 7 1,000,000 1,000,000 U 15,000 » g 10 200,000 159,518,173 56,300 134, 819, 316 55, 300 260,086,683 16, 800 6136,607 1 4,484,722 46,000,000 25,708,100 261,243 134, 616, 667 99,568,267 300,000 2,000,000 300,000 12, 000 76,000 40,000 10,000 300,000 2, 000, 000 250,000 12,000 52,400 40, 000 8,260 200,000 18,000,000 20,000,000 1,340,300 1, 260, 000 600,000 7,920,000 13, 189, 000 16, 000, 000 650,000 600,000 260,000 600, 000 8,000 1,260,000 5,000,000 10, 323. 800 7,500,000 1, 000, 000 1,603,800 1,000,000 10,000,000 2,300,000 1, 100, 000 50,000 700, 000 250,000 260,000 1, 600, 000 750,000 2,975,000 300,000 2, 000, 000 300,000 300, 000 2,000,000 260, 000 6 6 5 600, 000 14,000,000 500,000 12,000 7°, 600 8 40,000 12, 260 '400,000 '18,000,000 '32,000,000 3, 046, 300 5,320,000 3,500,000 12, 720, 000 26, 370, 000 26,770,000 1, 325, 000 3, 600, 000 260, 000 2, 227, 500 8,000 2, 600, 000 28,387,000 '11,073,800 27,616,100 1,407,000 3, 166, 800 2,000,000 16, 728, 050 4,300,000 2,100,000 100, 000 81,370,000 359, 000 461, 860 8, 000, 000 1, 600, 000 '6,875,000 1,000,000 48,980 63,532 23,810 3,243 13,862 10, 000 3,585 44, 444 80, 899 268, 577 161,032 88, 807 44,125 8, 772 105,369 6,333 81, 169 959,993 525,323 706, 265 3,702,632 82, 426 46,612 750, 026 110,483 87,610 25,000 109, 600 26,593 34,211 150, 376 69,800 109,608 471,698 1 2 3 4i 615 4 76 000 ofl onn 6 e. 5 4, 000 4, 000 200,000 "^nn nnn 5 5 7 200, 000 2 9 4,000 1,620,000 8 18,000,000 20,000,000 2,000,000 1,260,000 600,000 10,000,000 20,000,000 15,000,000 650,000 500,000 260, 000 10,000,000 5,000,000 1, 260, 000 5,000,000,, 10,323,800 7, 600, 000 1,000,000 2,000,000 1,000,000 10,000,000 2,300.000 1,100,000 . 60,000 700,000 260, 000 250,000 1,600,000 760, 000 2,975,000 600, 000 9 12,000,000 12,000,000 10 6 35 30 12 6 67,015 437,600 150, 000 950,400 791,840 2,000,000 5, 000, 000 3,000,000 4,800,000 812,181,000 11,944,000 675,000 3,000,000 1,706,000 4,070,000 3, 000, 000 4,800,000 812,181,000 11, 770, 000 676,000 3,000,000 8 5 6 5 5 44,6,6 6 5 10a Iflh 10c lOd ifip 11 6 39, 000 lift 19 13 10, 600, 000 1, 727, .500 6,6 15 3,000,000 30, 000, 000 1,600,000 15, 000, 000 1,000,000 "5,050,000 1,500,000 7,121,000 2,000,000 1,000,000 60,000 700, 000 250,000 260,000 1, 500, 000 760,000 3,000,000 600,000 1,250,000 18,387,000 760,000 11,308,000 407, 000 "1,663,000 1,000,000 6,728,050 2, 000, 000 1,000,000 60, 000 670,000 109,000 211, 860 1,600,000 750, 000 2, 900, 000 600,000 6 4,6 44 4 6 6 5 6 6,6 5 6 5 6 6 5 5 5 5 Ifi 25, 000, 000 6, 000, 000 4 412, 952 la 9,000,000 8,708,100 3 261,243. IQ IQn 1(\ i 91 o-> 1 23 23a 94 25 9fi 97 28 29 600,000 31 'Includes investments other than street railways. 8 Includes $1,500,000, bonds of West Chicago Street E. E. Tunnel Co. 'Includes .60 mile in Indiana. ^Includes 12.79 miles leased from steam railroad. "Not reported; obtained from street-railway journals and directories. 12 Owned by bridge company; entire trackage is on bridge and includes .85 mile in Missouri. 242 STREET AND ELECTRIC RAILWAYS. Table 93 NAME, LOCATION, LENGTH OF TRACK, CAPITAL 32 STATE AND LOCATION. ILLINOIS— Continued. East St. Louis, Venice, Madison, Granite. Freeport Galesburg Harvard; Walworth (Wis.) Jacksonville Kankakee Kankakee, Bradley Lincoln Marion, Carterville, Spillertown Murphysboro Ottawa Peoria do Peoria, Pekin Quincy Rockford do Springiield, Ridgely Streator INDIANA Total for state . Brownstown . Columbus Evansville, Howell Fort Wayne Fort Wayne, Huntington Hammond, East Chicago, Whiting Indianapolis Indianapolis, Broad Rippli Indianapolis, Shelbyville. Indianapolis, Greenfield Indianapolis, Anderson, Muncie, Marion, Alexandria, Elwood. Indianapolis, Greenwood, Frank- lin. Jeffersonville, Port Fulton Kokomo Lafayette, West Lafayette, Sol- diers Home. Logansport do Madison, West Madison Michigan City New Albany do Richmond, Milton, Cambridge City. South Bend, Mishawaka, Elk- hart, Goshen. Terre Haute, Brazil Vincennes Wabash, Peru Washington IOWA. Total for state . Boone . Burlington Cedar Rapids, Marion Centerville Clinton Council Bluffs, East Omaha. Davenport; Rock line (111.). Des Moines Des Moines. Colfax. Dubuque Fort Dod^e Fort Madison Independence Island, Mo- Name of company. Granite City and St. Louis Rwy. Co. Freeport Electric Co Galesburg Electric Motor and Power Co. . . Chicago, Harvard and Geneva Lake Rwy. Co Jacksonville Rwj;. Co Kankakee Electric Rwy. Co North Kankakee Electric Lightand Rwy. Co Lincoln Street Car Co Coal Belt Electric Rwy. Co Murphysboro Street Rwy. Co Ottawa Railway, Light and Power Co .. Peoria and Prospect Heights Rwy. Co.. Central Rwy. Co Peoria and Pekin Terminal Rwy. Co . . . Quincy Horse Railway and Carrying Co . . . Rockford Railway, Light and Power Co . . . Rockford and Belvidere Electric Rwy. Co. Springfield Consolidated Rwy. Co Peoples Light and Rwy. Co Brownstown and Ewing Street Rwy. Co. . . John S. Crump Electric Street Railway and Light Plant. Evansville Electric Rwy. Co Fort Wayne Traction Co FortWayneand Southwestern Traction Co. Hammond, Whiting and East Chicago Electric Rwy. Co. Indianapolis Street Rwy. Co Broad Ripple Traction Co Indianapolis, Shelbyville and Southeast- ern Traction Co. Indianapolis and Eastern Rwy. Co Union Traction Co. of Indiana Indianapolis, Greenwood and Franklin R. R. Co. Jeffersonville City Rwy. Co Kokomo Railway and Light Co Lafayette Street Rwy. Co Logansport Rwy. Co Logansport, Rochester and Northern Trac- tion Co. Madison Light and Rwy. Co Lake Cities Electric Rwy. Co Highland R. R. Co New Albany Street R. R. Co Richmond Street and Interurban Rwy. Co. Indiana Rwy. Co Terre Haute Electric Co Vincennes Citizens Street Rwy. Co- Wabash River Traction Co Washington Street Rwy. Co Boone Electric Street Railway and Light Co. (including Boone Suburban Rwy.). Burlington Railway and Li^ht Co Cedar Rapids and Marion City Rwy. Co Peoples Street Rwy. Co State Electric Co Omaha and Council Bluffs Railway and Bridge Co. Tri-CityRwy. Co Des Moines City Rwy. Co Interurban Rwy. Co Union Electric Co Fort Dodge Light and Power Co Fort Madison Street Rwy. Co Independence and Rush Park Street Rwy. Co. PERIOD COVERED BY EEPOKT. From — June 1, 1902 Sept. July July Jan. July July July Sept. July Jan. Dec. Apr. July Jan. Jan. May Jan. Aug. 1,1901 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 1,1902 1, 1901 1, 1901 1,1902 1. 1900 1,1901 1. 1901 1,1901 1, 1901 1,1902 1, 1901 27, 1901 Julv July Nov. Jan. Jan. Apr. Jan. July Oct. July July July 1, July Jan. Feb. Apr. July Nov. Jan. July July July Jan. July 1, Jan. 1, Aug. 1, Dec. 1 1,1901 1, 1901 1901 1901 1902 1901 1901 1901 1902 1901 1901 1901 1901 1902 1901 1902 1902 1900 1902 1901 1901 1901 1902 1901 1902 1901 1901 Jan. 1, 1901 Jan. Jan. July Jan. July 1,1901 1,1901 1, 1901 1,1902 1,1901 Oct. 1,1901 Jan. Jan. July July June Jan. 1, 1902 1, 1902 1,1901 1, 1901 1,1901 1, 1901 To— Dec. 1, 1902 Aug. 31,1902 June 30, 1902 June 80, 1902 Dec. 31, 1901 June 30, 1902 June 30, 1902 Nov. 1,1902 June 30, 1902 June 30, 1902 Dec. 31, 1902 Nov. 30, 1901 Mar. 31, 1902 June 30, 1902 Dec. 31, 1901 Dec. 31, 1901 June 30, 1902 Dec. 31,1901 June 30, 1902 June 30, 1902 June 30, 1902 Oct. 31,1902 Dec. 31,1901 June 30, 1902 Mar. 31,1902 Dec. 31,1901 June 30,1902 Dec. 31,1902 June 30,1902 June 30, 1902 June 30, 1902 June 30,1902 Dec. 31,1902 Jan. 31,1902 July 31,1902 Dec. 31,1902 Oct. 31,1901 Dec. 31,1902 June 30, 1902 June 30, 1902 June 30, 1902 Dec. 31,1902 June 30, 1902 Deo. 31,1902 July 31,1902 Nov. 30,1902 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 June 30, 1902 Dec. 31,1902 June 30, 1902 Sept. 30, 1902 Dec. 31,1902 Dec. 31,1902 June 30, 1902 June 30, 1902 May 31,1902 Dec. 31,1901 LENGTH, SINGLE- TRACK MILES. Owned. 13.26 7.60 17.00 nL12 6.19 8.45 4.33 7.06 17. 30 1.66 8.60 6.25 35.00 8.68 17.38 23.00 13.63 23.83 6.60 5 666. 63 1.00 4.40 30.50 32.00 26.62 24.90 109. 86 7.20 27.65 18.04 142. 92 19.00 1.79 10.75 14.66 6.16 6.00 4.00 2.06 2.00 6.11 30.50 48.75 38.09 8.00 19.85 3.96 » 341. 35 6.60 14.60 13.79 1.62 8.52 " 32. 40 12 60. 40 63,37 24.16 20.85 1.60 4.00 3.40 Oper- ated. 13.25 7.50 17.00 <11.12 6.19 8.45 4.33 7.05 17.30 1.55 8.60 6.60 36.00 14.18 17.38 23.00 14.78 23.83 6.50 '679.47 LOO 4.40 30.60 32.00 26.62 24.90 109.86 7.20 30.05 28.24 160.06 22.00 1.79 10.75 14.66 6.16 6.00 4.00 2.06 2.00 6.11 30.60 48.76 8.00 19.86 3.95 360.00 6.60 14.50 13.79 1.62 8.52 " 33. 40 12 60. 40 63.37 31.81 20.85 1.50 4.00 3.40 CAPITAL STOCK. Total par value. Authorized. 8600,000 121,456 2210,000 150,000 76,000 60,000 100,000 140,000' 300,000 1 9, 260 160, 000 100,000 750,000 466,667 600,000 360,000 200, 000 760,000 150, 000 19,474,710 6,000 144,820 600, 000 2,000,000 1,000,000 2 300,000 5, 000, 000 100, 000 600, 000 400, 000 5,000,000 286,000 50,000 66,000 460,000 100,000 75,000 100,000 25,000 300,000 600,000 1,000,000 1,000,000 16,050 350,000 118,840 11, 039, 700 200,000 600,000 400,000 12,000 500,000 1,600,000 1,200,000 1,305,000 508,700 1,000,000 126,000 100,000 26,000 1 Cash investment. 2 Not reported; obtained from street railway journals and directories, s Includes electric-li^ht plant. * Includes 6.50 miles in Wisconsin. ■> Includes 9.97 miles in state owned by outside companies. Total owned by companies in state, 646.66 miles; total operated, 669.50 miles. " Includes investments other than street railways. ' Floating debt; stock and bonds not yet issued. Issued. 8500,000 121,466 2 210,000 160,000 33,460 60,000 32,600 140,000 300,000 19,250 150,000 100,000 750,000 400,000 600,000 360,000 200,000 750,000 150,000 16,935,028 3,460 144,820 600, 000 2,000,000 2300,000 4,995,500 100,000 600,000 400,000 4,632,475 150,000 16,000 66,000 300,060 100,000 75,000 83,333 24,500 400,000 1,000,000 1,000,000 15,050 20,000 118,840 10,541,200 95,000 600,000 316,000 12,000 600,000 1,600,000 1,200,000 1,305,000 608,700 1,000,000 125,000 100,000 25,000 GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 243 CAPITAL STOCK— continued. FUNDED DEBT. Total capital stocli and funded debt outstanding. Capital liabilities per mile of single tract owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. i J500,000 21,456 210,000 160,000 75,000 60,000 100,000 40,000 300,000 9,250 150,000 100,000 750,000 466,667 600,000 350,000 200,000 750,000 150,000 17,301,377 8500,000 21,466 210,000 150,000 33,460 50,000 32,600 40,000 300,000 9,250 150,000 100,000 750,000 400,000 600,000 360,000 200,000 750,000 160,000 16,245,887 8600, 000 8360,000 5 8850,000 21,456 3320,000 275,000 78,460 50,000 57,600 40,000 526, 000 9,250 3300,000 100,000 1,290,000 3 842,667 1,122,000 660,000 400, 000 1,480,000 160,000 MO, 077, 505 864,151 2,861 18,824 24, 730 15, 116 5,917 13,303 5,674 30,347 5,968 35,294 16,000 36,867 97, 081 64,557 28,261 29, 564 62,107 27,273 61, 976 32 33 2126,000 125,000 75,000 2110,000 125,000 45,000 5' 6 34 35 36 37 25,000 25,000 7 38 39 300,000 225,000 6 40 41 150,000 150,000 5 42 43 760,000 466, 667 550,000 300,000 200,000 750,000 150, 000 25, 502, 637 540, 000 442,667 522,000 300,000 200,000 730,000 5 5 5 5,6 5 4,5 44 45 2 812, 000 46 47 48 49 50 $2,173,333 81,689,141 833,974 23,142,477 6,000 44, 820 600,000 1,000,000 1,000,000 300,000 '6,000,000 100,000 600,000 400,000 4,000,000 286,000 50,000 56,000 410,000 100,000 3,460 44,820 600,000 1,000,000 3,460 44,820 n, 687, 000 8,276,000 1,100,000 400,000 14,742,260 500,000 1,100,000 850,000 9,604,475 334,080 16,000 •126,000 525,050 225,000 111,994 375,000 3108,333 73,600 96,643 400,000 1,900,000 32,400,000 66,050 296,000 18,840 17,311,633 3,460 10, 186 65,311 102, 375 41,322 16,064 134,191 69,444 39,927 47, 118 67, 202 17,683 8,939 11,721 35,815 36,626 18,666 18,750 52,689 36,750 15,654 13, 115 38,974 63,009 8,131 14,861 4,770 i»45,641 1 2 1,200,000 1,600,000 2,000,000 noo,ooo 10,000,000 400,000 500,000 460,000 5,000,000 300,000 25,000 70,000 226,000 275,000 '111,994 125,000 100,000 76,000 '95,643 1,087,000 1,276,000 '1,100,000 2100,000 9,746,760 400,000 500,000 450,000 4, 972, 000 8184,080 4 4 5' 6 5,6 6 5 6 5 5 6 5 3 1,000,000 1,000,000 4 5 300,000 4, 995, 500 100,000 600,000 400, 000 4,000,000 150,000 16,000 56,000 260, 060 100,000 6 7 g 9 10 1, 000, 000 632, 475 5 31, 624 11 12 13 70,000 225,000 126,000 '111,994 14 40,000 40,000 6 2,360 15 16 17 75,000 66,667 26,000 200,000 600,000 1,000,000 1,000,000 15,050 360,000 18,840 10,089,700 76,000 66,667 24,500 18 33, 333 16,666 25,000 49,000 '95,643 1Q 20 100,000 21 400,000 1,000,000 1,000,000 15,050 20,000 18,840 9,591,200 22 1,000,000 1,500,000 100,000 350,000 900,000 1,400,000 50,000 275,000 5 5 6 6 23 24 25 26 27 107,660 950,000 960,000 10,000 10,030,000 6,770,333 200,000 600,000 400,000 12,000 500,000 1,600,000 1,200,000 1,055,000 508,700 600,000 126,000 100,000 25,000 95,000 eos.ooo 316,000 12,000 600,000 1,500,000 1,200,000 1,055,000 508,700 600,000 125,000 100,000 25,000 1 126,000 760,000 260,000 75,000' 626,000 166,000 6 6 5 3 170,000 3 1,225,000 481,000 12,000 666,000 » 2, 160, 000 2,000,000 3,023,000 983, 700 13 1,000,000 3 200, 000 117,000 25,000 26,154 84,483 34,880 7,407 76,995 66,358 39,683 47,704 40,716 47, 962 133,333 29,260 7,353 1 2 4i 20 14,220 2,400 3 4 226,666 750,000 2,000,000 3,000,000 476,000 156,000 650,000 800,000 1,718,000 476,000 6 5,6 5,6 5,6 5 5 i 6 10,000 72,000 6 7 250,000 250,000 g 9 600,000 500,000 10 76,000 26,000 75,000 17,000 6 6 11 24 2,600 15 13 1 3 Floating debt; bonds not yet issued. » Exclusive of 36.90 miles lying outside of state. Total owned by companies in state, 378.25 miles; total operated, 386.90 miles. '"Exclusive of $47,704, investments other than street railways and electric-light plants owned. " Includes 4.40 miles in Nebraska. '2 Includes 31.00 miles in Illinois. 13 Includes electric-light plant and other investments. 244 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL STATE AND LOCATION. IOWA— Continued. Keokuk Marshalltown Mason City, Clear Lake Muscatine Ottumwa EedOak Sioux City; Soutli Sioux Citv (Nebr.). Tama, Toledo Waterloo, Cedar Falls. KANSAS. Total for state . Arkansas City . Atchison Fort Scott Hutchinson lola, Latiarpe Junction City, Fort Riley. Leavenworth Pittsburg, Frontenac Strong, Cottonwood Falls. Topeka Wichita Winfield KENTUCKY. Total for state . . . Bowling Green Covington, Newport; Cincinnati (Ohio). Frankfort Henderson Lexington Lexingjton, Georgetown . Louisville '. Louisville, Anchorage . . . Louisville; New Albany (Ind.). Maysville Owensboro Paducah LOUISIANA. Total for state Name of company. Keokuk Electric Railway and Power Co. . . Marshalltown Light, Power and Rwy. Co.. Mason City and Clear Lake Traction Co . . . Citizens Railway and Light Co Ottumwa Traction and Light Co Red Oak Street Rwy. Co Sioux City Traction Co Tama and Toledo Electric Railway and Light Co. Waterloo and Cedar Falls Rapid Transit Co. Arkansas City Street Rwy. Co Atchison Railway, Light and Power Co Fort Scott Consolidated Supply Co. — Street Railway Department. Hutchinson Street Rwy. Co lola Electric R. R. Co Electric Railway and Ice Co Kansas City-Leavenworth R. R. Co.^ Pittsburg R. R. Co The Consolidated Street Rwy. Co Topeka Rwy. Co Wichita Railroad and Light Co Union Street Rwy. Co Bowling Green Rwy. Co Cincinnati, Newport and Covington Rwy. Co. (South Covington and Cincinnati Street Rwy. Co.). Frankfort and Suburban Rwy. Co Henderson Street Rwy. Co Lexington Rwy. Co Georgetown and Lexington Traction Co. . . Louisville Rwy. Co Louisville, Anchorage and Pewee Valley Electric Rwy. Co. Kentucky and Indiana Bridge and R. R. Co . Maysville Street Railroad and Transfer Co. Owensboro City R. R. Co Paducah City Rwy. Co Baton Rouge . Lake Charles . New Orleans . do do do New Orleans, Gretna . Shreveport MAINE. Total for state . Augusta, Winthrop, Gardiner . Bangor, Brewer Bangor, Corinth, Glenburn . Bangor, Orono, Old Town . . . Bangor, Hampden Biddeford, Saco, Old Orchard Calais, Milltown; St. Stephens (N. B., Canada). Baton Rouge Electric and Gas Co Lake Charles Street Rwv. Co St. Charles Street R.R. Co Orleans R. R. Co New Orleans Rwys. Co.i- New Orleans and Carrollton Railroad Light and Power Co.'" Algiers, McDonoghvillc and Gretna R. R. Co Shreveport Belt Rw^y. Co. (Shreveport Traction Co.) . Augusta, Winthrop and Gardiner Rwy. Co. Public Works Co. — Street Railway and Lighting Department. Penobscot Central Rwy. Co Bangor, Orono and Old Town Rwy. Co Bangor, Hampden and Winterport Rw-v. Co. Biddeford and Saco R. R. Co Calais Street Rwy. Co PEKIOD COVERED BY EEPOBT. From- Jan. July Aug. July Oct. 1,1902 1, 1901 1,1901 1, 1901 1,1901 May 27,1901 June 1,1901 Feb. 1, 1901 Jan. 1, 1901 July 1, 1901 July 1, 1901 July 1, 1901 Jan. 1, 1902 Dec. 27, 1901 July 1, 1901 July 1, 1901 July 1, 1901 July 1, 1901 July 1, 1901 July 1, 1901 Sept. 16, 1901 Jan. 1,1901 July July May June Jan. Dec. 1, 1901 1, 1901 1. 1901 1. 1902 1, 1901 1, 1901 July 1, 1901 July 1, 1901 Jan. 1,1902 July 1,1901 July July July July July Julv 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 1, 1901 July 1,1901 July 1,1901 July 1, 1901 July 1, 1901 July 1, 1901 July 1, 1901 July 1,1901 July 1, 1901 July 1, 1901 To— Deo. 31,1902 June 30, 1902 July 31,1902 June 30, 1902 Sept. 30, 1902 May 26,1902 May 31,1902 Jan. 31,1902 Dec. 81,1901 June 80,1902 June 80,1902 June 30,1902 Dec. 31,1902 Deo. 26,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 80,1902 Sept. 15, 1902 Dec. 31,1901 June 30, 1902 June 80, 1902 Apr. 30,1902 July 17,1902 Dee. 31,1901 Nov. 30,1902 June 80, 1902 June 80, 1902 June 30,1902 June 30, 1902 June 30,1902 Juno 30,1902 June 30,1902 June 30,1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 80,1902 June 80,1902 June 80,1902 June 30,1902 June 30,1902 June 30, 1902 LENGTH, SINGLE- TKACK MILE8. Owned. 6.50 3.60 17.34 8.60 10.,00 1.20 2 43. 00 3.00 40.00 * 195. 81 5.50 9.00 9.00 7.83 8.25 4.50 39.00 n.75 2.05 28.63 18.50 6.25 "284.35 4.00 »50.00 7.26 5.60 15.13 12.08 142. 00 14.10 116.13 4.25 8.50 16.00 198.52 3.75 2.11 18.57 11.21 116. 00 35.53 3.55 8.80 "328.50 13.11 10.80 27.31 16.70 ,5.40 8.15 "7.10 Oper- ated. 6.60 3.60 17.34 8.60 10.00 1.20 = 43.00 8.00 40.00 4196.81 5.50 9.00 9.00 8.26 4.50 89.00 U.75 2.05 28.63 18.50 6.26 ' 296. 76 4.00 »66.00 7.26 5.50 16.13 13.08 142. 00 18.60 "6.04 4.25 8. 50 16.00 198. 84 2.11 18.67 11.53 115. 00 35.63 8.80 "330.40 18.11 10.80 27.69 16.70 7.02 8.15 "7.10 CAPITAL STOCK. Total par value. | Authorized. S400,000 384, 000 200,000 200, 000 500, 000 60, 000 1,200,000 80, 000 600, 000 ;, 027, 000 100, 000 100,000 75, 000 100,000 150, 000 50, 000 8,750,000 125,000 10,000 1,260,000 300,000 » 17, 000 12, 855, 000 20,000 4,500,000 10, 000 50,000 800, 000 250, 000 0, 000, 000 350, 000 76, 000 60, 000 60, 000 200, 000 12, 569, 700 50,000 60, 000 1, 000, 000 234, 700 7,600,000 3, 500, 000 35,000 200,000 6, 444, 300 150, 000 600,000 250,000 126,000 600, 000 100, 000 100,000 Issued. $400, 000 167, 000 200,000 200, 000 500, 000 7,500 1, 100, 000 80, 000 600, 000 5,912,000 50,000 100,000 75,000 45,000 150,000 40,000 3,750,000 126,000 10,000 1,250,000 300,000 » 17, 000 11,3 1,900 20,000 3, 600, 000 6,000 50,000 800,000 260,000 6, 000, 000 850, 000 75,000 30,900 60,000 200,000 12,484,900 50,000 11,900 953, 300 284, 700 7,o00,000 8,500,000 35, 000 200, 000 5,053,065 120,000 648, 989 2.50, 000 125,000 60,000 I 50, 000 I 100,000 1 1 Includes electric-light plant. 2 Includes 1.60 miles in Nebraska. '^ Includes investments other than street railways. *t Includes 45.55 miles in state owned by outside companies. Total owned and operated by companies in state, 160.26 miles. 6 This company failed to make a report; the information given was obtained from street-railway journals and directories. ^ Cash investment. ' Exclusive of 6.47 miles lying outside of state, but including 6.87 miles in state owned by outside companies. Total owned by companies in state, 288.95 miles; total operated, 296.36 miles. 8 Includes electric-light plants and other investments. ''Includes 6 miles in Ohio. GENERAL TABLES. 245 STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. CAPITAL STOCK — Continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. a 1 8400,000 334,000 200,000 200,000 300, 000 50,000 1,200,000 80,000 600,000 6,027,000 8400,000 167,000 200,000 200,000 300, 000 7,600 1,100,000 80,000 600,000 5,912,000 8260, 000 100,000 100, 000 136,000 300, 000 8250, 000 93,333 91,000 135,000 300, 000 5 6 6 5 5 1 86.50, 000 1260,333 291, 000 335,000 ' 800, 000 7,500 3 1,850,000 1 100, 000 975, 000 17,027,000 8100,000 72,315 16, 782 38,953 80,000 6,250 43,023 33,333 24,375 46, 766 14 2 $3,340 15 16 17 8200, 000 $200,000 6 810, 000 IS 19 750,000 20,000 700, 000 3, 376, 000 760,000 20,000 375, 000 1, 115, 000 6 6 5,6 ■in 4 3,200 'I 99 4,000 100,000 100,000 75,000 100,000 150, 000 60,000 3,760,000 125,000 10,000 1,250,000 300,000 17,000 9,865,000 50,000 100, 000 76, 000 45, 000 150,000 40,000 3, 760, 000 125, 000 10,000 1,260,000 300, 000 17,000 8,830,900 60,000 150, 000 125,000 45,000 300,000 80,000 3, 750, 000 '260,000 10,000 1,700,000 1660,000 17,000 8 23,536,200 9,091 16, 667 13,889 5,747 36,364 17; 778 96,164 21,277 4,878 69,378 29,730 2,720 82,885 1 4 4,000 60,000 60,000 100,000 150,000 40,000 2, 000, 000 125,000 50,000 60,000 6 5 9 3 4 150,000 40, 000 6 5 5 fi 7 125,000 5 8 9 000,000 250,000 450,000 250,000 f 10 n 1? 246, 000 2,500,000 2,600,000 125,000 14,930,000 12,204,300 20,000 4,500,000 10,000 60,000 800,000 250,000 3,500,000 350,000 75,000 60,000 50,000 200,000 7, 469, 700 20,000 3,600,000 5,000 50,000 800, 000 260,000 3,500,000 350,000 75,000 30,900 50,000 200, 000 7,384,900 20, 000 4, 000, 000 30,000 60,000 1,500,000 250, 000 8,000,000 500,000 60,000 20, 000 100, 000 400, 000 10,929,000 20,000 3,600,000 30,000 60,000 875, 000 200, 000 6,349,300 500,000 .50,000 20,000 100, 000 400,000 10,010,000 8 5,6 6 6 5,6 5 4i,6,6 5 4 6 6 6 40,000 7, 100, 000 35,000 110,000 11,676,000 450, 000 3 12,349,300 850,000 125,000 50, 900 150,000 1600,000 1 22, 49-t, 900 10,000 142, 000 4,821 20, 000 110, 707 37,262 ■ 86,967 60,284 24,366 11, 976 17,647 37,500 113, 313 1 3 l» 90, 000 9 3 4 2 16,000 5 6 4 140,000 2,500,000 2,500,000 5 125,000 7 8 9 [ 10 .:::::;::: i 11 12 107, 198 5,100,000 5,100,000 265,000 60,000 60, 000 1,000,000 234,700 5, 000, 000 900, 000 35,000 200,000 6,444,300 50, 000 11,900 953,300 234, 700 5,000,000 900,000 35, 000 200,000 6, 063, 055 45, 000 41,000 5 191,000 11, 900 1, 263, 300 634, 700 14, 020, 000 6, 249, 000 35,000 200, 000 11,208,055 24,267 5,640 67,491 66,619 121, 913 176,880 9,869 22, 727 15 32,116 1 2 6 57, 198 600, 000 400, 000 6, 600, 000 3,284,000 300, 000 400, 000 6,520,000 2,749,000 4 6 4,5,6 5,6 q I 4 1 50,000 2,500,000 2,600,000 2,600,000 2,600,000 5 5 125, 000 130, 000 5 6 7 8 67, 829 7, 213, 000 6,155,000 160,000 000,000 250,000 125,000 600,000 100,000 100, 000 120,000 548, 989 .260,000 125,000 60,000 50,000 100,000 2 2,400 250,000 600, 000 250,000 125, 000 40,000 150, 000 100,000 250, 000 696,000 260, 000 126,000 40,000 150,000 100,000 4,6 5 6 6 5 4 5 3 370,000 1 1, 144, 989 500, 000 250,000 100, 000 200,000 200,000 1 28,223 "79,601 18, 308 14, 970 18, 519 24,540 28, 169 1 2 ! 3 4 1 " "■ ; 1 1 . 5 1 1 , 1 1 ■ 1 1^ Dividend on 83,000,000 only. 11 Includes .47 mile in Indiana. , 12 This is a combined report of the New Orleans City Railroad Company for 9 months, and the New Orleans Railways Company for 3 months, " This is a combined report of the New Orleans and CarroUton Railroad Company tor 6 months, and the New Orleans and Carrollton Railroad, Light and Power Company for 6 months. 1* Exclusive of 3.05 miles lying outside of state. Total owned by companies in state, 331.55 miles; total operated, 833.45 miles. '5 Exclusive of 8659,960, investments other than street railways and electric-light plants owned. 1° Exclusive of 8286,300, inveatmeiits other than street railways and electrie-light plants owned. 1' Includes 3.05 miles in New Brunswick, Canada. 1165—05- -17 246 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 9 10 11 12 13 14 15 16 16a 17 18 19 3b 4 6 7 8 9 10 4a 5 5b 50 6d 6e 5f 6 6a STATE AND LOCATION. MAINE— Continued. Fairfield, Benton Fryeburg Kennebunkport Lewlston, Bath, Brunswick . Norway, South Paris . Portland. Name of company. Portsmouth(N. H. ), Kittery,York. Rockland, Thomaston, Camden, Rockport. Sanf ord , Kennebunk Cape Porpoise Skowhegan, Norridgewock Skowhegan, Madison, Watervllle, Fairfield . MARYLAND. Total for state Baltimore, Emory Grove, Brook- lyn, Ellicott City. Cumberland Frederick, Middletown, Myers- ville. Chevy Chase, Kensington . Frostburg and vicinity Hagerstown, Williamsport, Funks- town. Washington (D. C), Takoma Washington (D. C), Glen Echo.. Washington (D.C.), Halpin,Rock- ville. Washington (D. C), Woodside, Forest Glen. MASSACHUSETTS. Total for state Amesbury: Hampton (N. H. ) Amherst, Sunderland Attleboro, North Attleboro, Wrentham; Pawtucket (R. I.). Boston, Arlington, Concord, New- ton, Waltham, Watertown, Woburn. Boston, Brockton, Quincy, Taun- ton, Fall River; Providence (R.I.). Boston, Andover, Chelsea, Ever- ett, Gloucester, Haverhill, Law- rence, Lynn, Maiden, Marble- head, Peabody, Reading, Salem, WobumjNasnua (N. H.). Boston, Cambridge, Chelsea, Everett, Maiden, Medford, Newton, Somervillo, Brook- line, Watertown. Benton and Fairfield Rwy. Co Fryeburg Horse R. R. Co Atlantic Shore Line Rwy. Co Lewiston, Brunswick and Bath Street Rwy. Co. Norway and Paris Street Rwy. Co Portland R. R. Co.i Portsmouth, Kittery and York Street Rwy. Co. Rockland, Thomaston and Camden Street Rwy. Co. Sanford and Cape Porpoise Rwy. Co Mousam River R. R. Co. (lessor) Skowhegan and Norridgewock Railway and Power Co. Somerset Traction Co Waterville and Fairfield Railway and Light Co. United Railways and Electric Co . Cumberland Electric Rwy. Co Frederick and Middletown Rwy. Co. Frederick City Suburban Rwy. Co. (lessor) , Myersville and Catoctin Rwy. Co. (lessor) . Kensington Rwy. Co , Cumberland and WesternportEleotricRwy. Co. Hagerstown Rwy. Co Baltimore and Washington Transit Co. Washington and Glen Echo R. R. Co . . Washington and Rockville Rwy. Co Washington, Woodside and Forest Glen Railway and Power Co. Amesbury and Hampton Street Rwy. Co. See Exeter, Hampton and Amesbury Rwy. Co. of Exeter, N. H. Amherst and Sunderland Street Rwy. Co . . Interstate Consolidated Street Rwy. Co Lexington and Boston Street Rwy. Co Concord and Boston Street Rwy. Co. (lessor) . Old Colony Street Rwy. Co Newport and Fall River Street Rwy. Co. (lessor) . Boston and Northern Street Rwy. Co East Middlesex Street Rwy, Co. (lessor) . . Boston and Chelsea R. R. Co. (lessor) "Winnisimmet R. R. Co. (lessor) Boston and Revere Electric Street Rwy. Co. (lessor). Gloucester and Rockport Street Rwy. Co. (lessor). N ashua Street Rwy. Co. (lessor) Boston Elevated Rwy. Co WV^t End Street Rwy. Co. (lessor) . PEKIOD COVEEED BY REPORT. From- July 1, 1901 July 1,1901 July 1,1901 July 1, 1901 July 1, 1901 July 1,1901 July 1,1901 July 1,1901 July July July July July 1, 1901 1,1901 1,1901 1,1901 1,1901 Jan. 1, 1901 July July 1, 1901 1, 1901 July 1, 1901 July 1,1901 Sept. 13, 1902 Apr. 24, 1902 Jan. 1, 1901 Jan. Jan. Jan. 1, 1902 1, 1901 1, 1901 Jan. 1, 1901 Oct. Jan. 1,1901 1,1901 Oct. 1,1901 Sept. 30, 1901 Oct. 1,1901 July 1, 1901 Oct. 1,1901 Oct. 1, 1901 Oct. 1, 1901 Oct. 1,1901 Oct. 1,1901 Oct. 1,1901 July 1, 1901 Oct. 1, 1901 Oct. 1, 1901 To— June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June SO, 1902 June 30,1902 Deo. 31, 1901 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 Jan. 8, 1903 June 30, 1902 Dec. 31,1901 Dec. 31,1902 Dec. 31,1901 Deo. 31,1901 Dec. 31,1901 Sept. 30, 1902 Dec. 31,1901 Sept. 30,1902 Oct. 19,1901 Sept. 30, 1902 June 30, 1902 Sept. 30, 1902 Sept. 30,1902 Sept. 30, 1902 Sept. 30,1902 Sept. 80, 1902 Sept. 30, 1902 June 30,1902 Sept. 30, 1902 Sept. 30,1902 LENGTH, SINGLE- TRACE MILES. Owned. Oper- ated. 4.37 3.00 1.68 56.18 2.14 89.63 15.70 21.64 21.92 3.47 5.86 12.68 4.82 5 455.44 366. 12 7.07 8.76 .81 5.11 2.63 8.72 13.70 '2.00 8 10.40 10.90 2.72 l>2,507.58 14.87 13 27.64 30.78 2.43 359. 53 IS 19. 73 383.20 19.89 4.15 2.19 3.85 1.57 "15.62 " 20. 68 374. 69 4.37 3.00 1.68 56.18 2.14 89.63 15.70 21.64 25.39 6.86 12.68 4.82 s 456. 63 365. 12 7.07 14.68 2.53 8.72 13.70 '2.00 8 11.69 10.90 2.72 82,678.42 14.87 3 27.64 37.04 "379.26 "440.38 II 404. 94 CAPITAL STOCK. Total par value. Authorized. $20,000 6,000 500,000 638,300 25,000 2,000,000 230,000 300, 000 250,000 200,000 50,000 200,000 200, 000 39,855,000 38, 000, 000 100,000 100,000 .5,000 60,000 26,000 1,000,000 200,000 100, 000 200, 000 50,000 25,000 70,115,000 Issued. -- 93,000 380,000 526,000 60,000 5,781,000 760,000 6,523,000 300,000 300,000 76,000 50,000 30,000 326,000 20, 000, 000 16,400,000 $20,000 5,176 30,000 627,100 25,000 1,999,591 221, 400 250,000 249,000 91,800 50,000 30,000 200,000 16,036,006 15,073,306 100,000 43,600 4,200 22,000 18,000 200,000 200,000 100,000 200,000 50,000 25,000 59,378,602 93,000 380,000 526,000 50,000 5,777,700 750,000 6,143,000 297, 700 121,000 50,000 50,000 30,000 300,000 12,383,310 15,486 000 .Co. 1 Includes Portland and Yarmouth Elec. Rwy. Co., Portland and Cape Elizabeth Elec. Rwy. Co., and Westbrook, Windham and Naples Elec. Rwy. ( 2 Includes investments other than street railways. 3 Includes electric-light plant. ^ Exclusive of $268,550, investments other than street railways and electric-light plants owned. 6 Exclusive of 1.80 miles lying outside of state, but including 19.40 miles in state owned by outside companies. Total owned by companies in state, 437.84 miles; total operated, 439.03 miles. •5 Exclusive of $30,000, investment.s other than street railways and electric-light plants owned. ' Includes .50 mile in District of Columbia. 8 Includes 1.30 miles in District of Columbia. ' Exclusive of 41.26 miles lying outside of state, but including 23.19 miles in state owned by outside companies. Total owned by companies in state, 2,526.65 miles; total operated, 2,596.49 miles. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 247 CAPITAL STOCK— continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. 1 820,000 6,000 500,000 638,300 25,000 2,000,000 230,000 300,000 250,000 200, 000 50,000 200,000 200,000 25,855,000 $20,000 5,175 ?0,000 627,100 25,000 1,999,691 221,400 250,000 249,000 91, 800 50,000 30,000 200,000 15,962,700 $20,000 5,176 30,000 1,627,100 43,000 2 3,949,691 421,400 3 1,060,000 495,000 156,800 100,000 2 106,000 8 440,000 68,396,200 $4,577 1,725 18,987 28,962 20,093 44,066 26,841 < 36, 111 22,582 45, 187 17, 094 8,281 91,286 6 156,142 8 9 in $1,000,000 18,000 3,000,000 200,000 800,000 250,000 65, 000 60,000 75,000 240,000 53,480,000 $1,000,000 18,000 1,950,000 200,000 800,000 246,000 66,000 60,000 75,000 240,000 62,359,194 5 5 3Jto5 6 4 to 6 5 6 6 5 5,6 11 12 li, 3 2i 869,898 6,531 13 14 15 16 16a 17 18 19 4,420 $14,000,000 $73,306 24,000,000 100,000 100,000 5,000 50,000 25,000 1,000,000 200,000 100,000 200,000 50,000 25,000 63,715,000 15,000,000 100, 000 43,500 4,200 22,000 18,000 200,000 200,000 100,000 200,000 60,000 26,000 52,978,602 14,000,000 73,306 52,000,000 75,000 70,000 61,381,694 75,000 70,000 4,4i5,6 5 5 66,455,000 176,000 113,600 4,200 57,000 30,500 400,000 3400,000 150,000 450,000 95,000 65,000 1097,345,544 182,009 20, 509 12,967 5,185 11,165 12,066 46,872 29,197 76,000 43,269 8,716 23,897 11 39, 067 1 4 4,000 2 3 10 420 Ra 35,000 15,000 250,000 200,000 500,000 260,000 46,000 40,000 40,823,000 36,000 12,600 200,000 200,000 50,000 250,000 45,000 40,000 37,966,942 5 6 5 6 5 6 5 6 ah 4 5 fi 7 8 9 10 2,670,465 6,400,000 6,400,00p $512,000 93, 000 380,000 ,525,000 50,000 5, 781, 000 750,000 6,623,000 300,000 300, 000 75,000 50,000 30,000 325,000 20,000,000 10,000,000 93, 000 380, 000 525,000 50,000 5, 777, 700 750, 000 6,143,000 297, 700 121,000 50,000 50,000 30,000 300,000 12,383,310 9,085,000 4 «2,020 61,600 150,000 350,000 51,600 150,000 360,000 5 4 144,500 "630,000 875,000 60,000 10,446,700 n, 293, 500 14,587,500 517,700 121,000 50,000 84,000 30,000 460,000 12, 883, 310 30,151,000 9,718 19,175 28, 428 20, 576 29,057 66,660 38,068 26, 699 29, 167 22,831 21, 818 19, 108 28, 996 11 591, 414 80,491 1 1 2 3i 1215,063 ,S 8n 5 6 6 10 6 6 5 6 6 6 7 288, 885 1239,210 12 367,380 29, 770 7,260 3,000 2,600 1,800 15, 000 12 600,000 635, 950 5,960,000 650,000 9, 939, 500 220,000 4,669,000 543,600 8,444,600 220,000 4J,6,6 5,6 6,6 4,6 4 4a 5 6a 6h 5c 50,000 34,000 6 5(1 5e 160, 000 160,000 4 5f 6 6, 400, 000 6,400,000 8 512,000 14, 666, 000 14,666,000 4,4i,6 6a loCapital reported for 92 companies only, representing 2,486.32 miles of track owned. (See note 3, page46.) In addition to capital stock and funded debt Ihese companies have bills payable amounting to $16,241,821; total of capital liabilities and bills payable, $113,375,354, or $46,600 per mile of track owned. (See note 14; note 1, page 248; and note 2, page 250.) 11 Exclusive of $212,011, investments other than street railways and electric-light plants owned. 12 Part of capital stock issued during the year reported. ■'Includes 6.01 miles in Rhode Island. "This company has also a large floating debt. 15 Includes 19.73 miles in Rhode Island. 16 Includes 35.52 miles in New Hampshire. " Includes 16.02 miles elevated. 248 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 6b 7 10 11 12 13 14 15 16 17 19 20 21 22 23 24 25 25a 26 27 28 29 30 30a 32 38 34 35 36 37 37a 39 40 41 42 43 44 44a 45 46 48 49 50 51 62 53 54 55 56 STATK AND LOCATION. MASSACHUSETTS— Continued. Woburn, Billerica Braintree, Weymouth, Hingham, Hull, Cohasset. Canton, Stoughton Cheshire, Adams, North Adams, Williamstown. Concord, Maynard, Hudson Conway, Deerfield Cottage City Dedham, Medlield Deerfield, Greenfield Rehoboth, Swansea, Seekonk Fall River, Westport, New Bed- ford, Dartmouth Fitehburg, Leominster, Lunen- burg. Framingham Gardner, Westminster, Fitehburg Greenfield, Montague Name of company. PERIOD COVERED BY REPORT. From- Haverhill Haverhill, Grovelaud, George- town. Haverhill, Merrimac, Amesbury, Salisbury, Newburyport. Holyoke, Chicopee, Northamp- ton, South Hadley. Lawrence, Andover, North Read- ing, Reading. Lawrence, Methuen Lawrence, Middleton, Danvers, Peabody, Salem. Mansfield, Foxboro, Wrentham, Walpole, Norwood. Marlboro, Hudson, Framingham Marlboro, Westboro, North Graf- ton. Medfield, Medway, Franklin Middleboro, Rochester, Wareham Milford, Franklin, Wrentham Miltord, Oxbridge, South Fra- mingham, Medway, Belling- ham. Natlck, Wellesley, Needham, Wayland, Framingham. Needham, Natick, Fj'amingham. New Bedford, Fairhaven, Dart- mouth. Mattapoisett, Marion, Wareham Newburyport, Amesbury, Merri- mac, Newbury. Newburyport, Byfield, Ipswich, Georgetown. Newton do Newton, Needham, Watertown . Newton, Waltham, Watertown.. Northampton, Easthampton, Wil- liamsburg. Northampton, Hatfield, Hadley, Amherst. North Andover Norton, Attleboro, Mansfield, Easton, Taunton. Orange, Athol Pittsneld, Lanesboro, Cheshire, Dal ton. ' Plymouth Plymouth, Kingston, l-'embroke. Whitman. Sharon, Norwood Shelburne, Coleraine Southbridgc, Sturbridge . Somerville Horse R. R. Co. (lessor) Lowell and Boston Street Rwy. Co New York, New Haven and Hartford R. R. Co. (Nantasket System). 2 Blue Hill Street Rwy. Co Hoosac Valley Street Rwy. Co Concord, Mavnard and Hudson Street Rwy. Co. Conway Electric Street Rwy. Co Cottage City and Edgartown Traction Co . . Norfolk Western Street Rwy. Co Greenfield and Deerfield Street Rwy. Co... Providence and Fall River Street Rwv. Co. Dartmouth and Westport Street Rwy. Co . . Fitehburg and Leominster Street Ewy. Co. Framingham Union Street Rwy. Co Gardner, Westminster and Fitehburg Street Rwy. Co. Greenfield and Turners Falls Street Rwv. Co. Haverhill and Southern New Hampshire Street Rwy. Co. Haverhill, Georgetown and Danvers Street Rwy. Co. Haverhill and Amesbury Street Rwy. Co. . Holyoke Street Rwy. Co, Mt. Tom R, R. Co. (lessor) Lawrence and Reading Street Rwy. Co . Lawrence and Methuen Street Rwy. Co. Middleton and Danvers Street Rwy. Co. Norfolk and Bristol Street Rwy. Co Marlboro Street Rwy. Co Framingham, Southboro and Marlboro Street Rwy. Co. (lessor). Marlboro and Westboro Street Rwv. Co Medfield and Medway Street Rwy. Co Middleboro, Wareham and Buzzards Bav Street Rwy. Co. Milford, Attleboro and Woonsocket Street Rwy. Co. Milford and Uxbridge Street Rwy. Co. (including Milford, Holliston and Fra- mingham Street Rwy. Co.). Natick and Cochituate Street Rwy. Co South Middlesex Street Rwy. Co Natick and Needham Street Rwy. Co. (lessor). Union Street Rwy. Co New Bedford and Onset Street Rwy. Co Citizens Electric Street Rwy. Co , Georgetown, Rowley and Ipswieh Street Rwy. Co. Commonwealth Avenue Street Rwy. Co ... Wellesley and Boston Street Rwy. Co Newton and Boston Street Rwy. Co Newtonville and Watertown "street Rwy. Co. (lessor). Newton Street Rwy. Co Northampton Street Rwy. Co Northampton and Amherst Street Rwy. Co. Haverhill and Andover Street Rwy. Co Norton and Taunton Street Rwy. Co Athol and Orange Street Rwv. Co. Pittsfield Electric Street Rwy. Co . Plymouth and Sandwich Street Rwy. Co .. Brockton and Plymotith Street Rwy. Co ... Norwood, Canton and Sharon Street Rwy. Co. Shelburne Fallsand Coleraine Street Rwy. Co. Southbridge and Sturbridge Street Rwy. Co. Oct. Oct. July Oct. Oct. 1, 1901 1, 1901 1, 1901 1, 1901 ■1,1901 To— Oct. 1, 1901 Oct, 1, 1901 June 17,1902 Oct. 1, 1901 Dec. Oct. Oct. 7, 1901 1, 1901 1, 1901 Oct. 1, 1901 Oct. Oct. 1, 1901 1,1901 Oct. 1, 1901 July 1, 1902 Oct. Oct. Oct. Oct, Oct. 1, 1901 1,1901 1, 1901 1, 1901 1, 1901 Aug. 21,1902 Oct. 1,1901 Nov. 15,1901-' Oct. Oct. 1, 1901 1, 1901 Oct. 1, 1901 Oct. Oct. Oct. Oct. 1,1901 1,1901 1, 1901 1, 1901 Oct. 1,1901 Oct. Oct. 1,1901 1,1901 Oct. 1,1901 Oct. Oct. 1, 1901 1,1901 Oct, 1,1901 Oct. Oct. Oct. Oct. Oct, Oct. 1,1901 1,1901 1,1901 1,1901 1, 1901 1,1901 Gel. 1,1901 Julv Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. 1, 1902 1,1901 1,1901 1,1901 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 Sept. 30, Sept. 30, June SO, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 10, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, "Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept, 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 80, ■ Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, ] Sept, 30, Sept. 30, Sept. 30, ] Sept. 30, Sept. 30, ] Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, Sept. 30, 1 Sept. 80, 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 LENGTH, SINGLE- TRACK MILES. 1 This company has also a large floating debt. 2 Primarily a steam road. Operates an electric road during summer season only. 'Capitalization included in that of steam road. * Formerly tlie Norfolk and Southern; reorganized on this date. Report for earlier operations not available. Owned. 8.03 9.64 1L30 18.70 13.07 6.35 5.47 9.45 7.90 12.53 9.84 31.68 6.84 16.05 15.07 6.06 6.02 28. 46 42.70 1.00 11.98 6.46 13.80 21.05 8.11 7.69 13.86 11.25 22.22 30.52 36.00 IS. 80 13.85 5.82 30.44 21, 86 23.08 18.18 13.37 4.90 9.79 »4.66 15.76 25.26 14.84 1.80 29.83 7.S2 21.18 ?.36 23,80 6.15 7.01 8.01 Oper- ated, 9.78 39.33 11.30 18.70 13.42 6.35 5.47 9.45 7.90 12.53 19.98 31.68 16.05 15.07 6.06 6.54 29.51 43.70 12.90 6.69 24.28 21.05 15.80 13.86 11.25 29.74 30.71 36.02 18.80 19.67 30.64 2L86 23.65 18.79 13.92 8.66 15. 22 19.36 26.26 14.84 1.80 30,24 7.32 21.18 6.15 7.01 8.01 CAPITAL STOCK. Total par value. Authorized. 8163,000 90,000 150,000 200, 000 175, 000 100, 000 60,000 100,000 100,000 165, 000 160,000 500,000 60,000 185,000 130, 000 60,000 60,000 150,000 700, 000 100,000 222,00(1 70, 000 32,000 200,000 80,000 80,000 160,000 100,000 160,000 315,000 353,600 100,000 100,000 50,000 600,000 600,000 240, 000 180, 000 292,000 115,000 200,000 100, 000 315, 000 300,000 180,000 80,000 297,000 74,600 200,000 60, 000 295, 000 125,000 50,000 60,000 Issued. 8163, 000 90, 000 m 160, 000 200,000 175,000 35, 950 60,000 100,000 61, 700 165, 000 150,000 350,000 30,000 185,000 115, 600 30,000 60,000 150,000 700,000 100,000 222,000 36,000 32,000 200, 000 80,000 80,000 160,000 100,000 160,000 315, 000 362,000 100,000 100,000 50,000 600,000 500, 000 240,000 180,000 292, 000 115,000 200,000 50,000 315,000 300,000 180, 000 80,000 297, 000 74,600 200,000 36,800 296,000 62,500 60,000 60,000 GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 249 CAPITAL STOCK — Continued. Common. Par value. Authorized. $153,000 90, 000 150, 000 200,000 175, 000 100,000 60,000 100,000 100,000 165,000 160,000 500, 000 60,000 185,000 130, 000 60, 000 60,000 160,000 700,000 100,000 222, 000 70, 000 32, 000 200, 000 80,000 80, 000 160, 000 100, 000 150,000 315,000 353,500 100,000 100,000 50,000 600, 000 500, 000 240,000 180,000 292,000 116, 000 200, 000 100, 000 315, 000 300, 000 180,000 80,000 297, 000 74, 600 200, 000 60, 000 295, 000 125,000 50,'000 60, 000 Issued. $153, 000 90, 000 150, 000 200, 000 175, 000 35, 960 60, 000 100, 000 61,700 165, 000 150, 000 360, 000 30, 000 185,000 116, 500 30, 000 60, 000 150, 000 700,000 100, 000 222, 000 ?6, 000 32, 000 200, 000 80, 000 80, 000 160,000 100, 000 150, 000 315,000 352, 000 100, 000 100, 000 50, 000 600, 000 500, 000 240, 000 180, 000 292,000 115,000 200, 000 50, 000 315, 000 300, 000 180, 000 80, 000 297,000 74, 600 200, 000 36,800 295,000 62, 500 60, 000 60,000 Dividends. Rate per cent. Amount. $9, 180 7ft 6 12,000 12, 000 21, 000 1,600 J, 620 56, 000 6,000 5 10, 000 515,120 8,000 Preferred. Par value. Autliorized. 2,000 48,000 16, 800 13, 140 9,200 3,600 18, 900 24, 000 6,960 '7,800 Issued. Dividends. Rate per cent. Amount. FUNDED DEBT. Amount authorized. $90, 000 100,000 165, 000 100,000 165, 000 90, 000 300, 000 47, 000 150, 000 100, 000 36, 000 490, 000 335,000' Amount out- standing. 80,000 60,000 160,000 100, 000 150, 000 250,000 215, 000 100, 000 60,000 400, 000 2S0, 000 210, 000 180, 000 75, 000 250, 000 225, 000 160, 000 296, 000 60, 000 56, 000 270, 000 60,000 60,000 'Dividends not declared on full amount of stock shown. 6 Part leased to Boston Elevated. ' Dividends declared on $130,000 only. m 0, 000 100, 000 165, 000 100, 000 165, 000 90, 000 300, 000 47, 000 160,000 88, 000 35, 000 490, 000 335, 000 67, 000 60,000 160, 000 100, 000 180, 000 250, 000 215, 000 100, 000 50, 000 400, 000 280, 000 210, 000 180, 000 75, 000 200, 000 250, 000 226, 000 160, 000 296, 000 60, 000 56, 000 270, 000 50, 000 60, 000 Rates of inter- est, per cent. 4J,5 5 5 5,6 5 5 4i,5 4i,6 Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. $153,000 1 180, 000 1150,000 1 300, 000 340, 000 1 35, 950 60, 000 200, 000 1 61, 700 330, 000 240, 000 1 650, 000 1 77, 000 335, 000 203, 500 1 30, 000 95,000 640, 000 11,036,000 100,000 1222,000 136,000 132,000 1200,000 1147,000 140, 000 320,000 200, 000 1300,000 566,000 1567,000 1100,000 1200,000 100, 000 11,000,000 780, 000 450, 000 360, 000 367, 000 116, 000 1400,000 160,000 1 565, 000 1526,000 340,000 1 80, 000 593, 000 134,500 2.55, 000 136,800 1565,000 1 62, 600 100, 000 120, 000 $19, 054 18, 672 7 13,274 16, 043 26, 014 5,661 10,969 21, 164 7,810 26, 337 • 24,390 20, 518 11,257 20,872 13, 604 4,950 15, 781 22,488 24,239 100, 000 18,531 5,418 2,319 9,501 18, 126 18,206 23,088 17,778 13, 601 18, 512 15,760 5,319 14,440 17, 182 32, 852 35, 682 19,497 19, 802 27, 450 23, 469 40,858 10, 730 35,850 19, 992 22, 911 44, 444 19, 879 ■ 18, 374 12, 040 5,786 23, 739 10, 163 14, 265 14, 981 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 25a 26 27 28 29 31 82 33 34 35 37 37a 38 39 40 41 42 43 44 44a 45 46' 47 48 49 50 51 52 63 54 55 86 250 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 57 68 69 60 61 62 63 63a 64 65 67 69 70 71 72 72a 72b 73 74 74a 75 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 ■23 24 STATE AND LOCATION. MASSACHUSETTS— Continued. South Hadley, Granby Springfield, Chicopee, Long- meadow. Palmer, Ware, South Monson Stoughton, Randolph Taunton, Lakeville, Mlddleboro. Taunton, Attleboro Templeton, Gardner, Athol, Phil- lipston. Tisbury Upton Wakefield . Ware, West Brookfield, New Braintree, Hardwick, Warren, Brookfield, Spencer Webster, Dudley We.stfleld, West Springfield. Whitinsville, Linwood Worcester and vicinity Worcester, Millbury, Sutron, Grafton. Worcester, Oxford, Charlton, Southbridge. Worcester, Webster MICHIGAN. Total for state . . . Adrian Bay City, West Bay City . . ! . Benton Harbor, St. Joseph . Detroit, Flint, Pontiac, Wyan- dotte, and vicinity. Detroit, Mt. Clemens, St. Clair, Port Huron. Detroit, Ypsilanti, Ann Arbor, Jackson. Fscanaba Grand Rapids Grand Rapids, Grand Haven, Muskegon. GrandRapids,Holland.Saugatuck Houghton, Hancock, Red Jacket. Iron wood; Hurley (Wis.) Isbpeming, Negaunee Jackson, Grass Lake Kalamazoo, Galesburg, Augusta, Battle Creek. Lansing Manistee Marquette Menominee Monroe, Erie; Toledo (Ohio). Muskegon North ville, Plymouth, Wayne... Owosso, Corunna Saginaw, Bay City, and vicinity . MINNESOTA. Total for state . Duluth Duluth; Superior (Wis.) Minneapolis, St. Paul, Stillwater, St. Cloud, Sauk Rapids Winona Name of company. Hampshire Street Rwy. Co . Springfield Street Rwy. Co . Sprinafleld and Eastern Street Rwy. Co. - . Stougnton and Randolph Street Rwy. Co . East Taunton Street Rwy. Co Bristol County Street Rwy. Co Templeton Street Rwy. Co Phillipston Street Rwy. Co. (lessor) Marthas Vineyard Street Rwy. Co Upton Street Rwy. Co Reading, Wakefield and Lynnfield Street Rwy. Co. Hampshire and Worcester Street Rwy. Co. . Warren, Brookfield and Spencer Street Rwy. Co. Webster and Dudley Street Rwy. Co Woronoco Street Rwy. Co.,. Linwood Street Rwy. Co..*. Worcester Consolidated Street Rwy. Co Worcester and Shrewsbury Street Rwy. Co. (lessor). North End Street Rwy. Co. (lessor) Worcester and Blackstone Valley Street Rwy. Co. Worcester and Southbridge Street Rwy. Co. Worcester, Rochdale and Charlton Depot Street Rwy. Co. (lessor). Worcester and Webster Street Rwy. Co Adrian Street Rwy. Co Bay Cities Consolidated Street Rwy. Co Benton Harbor and St. Joseph Electric Railway and Light Co. Detroit United Rwy. Co Detroit and Port Huron Shore Line Rwy.Co. Detroit, Ypsilanti, Ann Arbor and Jack- son Rwy. Escanaba Electric Street Rwy. Co Grand Rapids Rwy. Co Grand Rapids, Grand Haven and Muske- gon Rwy. Co. Grand Rapids, Holland and Lake Michi- gan Rapid Rwy. Co. Houghton County Street Rwy. Co Twin City General Electric Co Negaunee and Ishpeming Street Railway and Electric Co. Jackson and Suburban Traction Co Michigan Traction Co Lansing City Electric Rwy. Co Manistee, Filer City and Eastlake Rwy. Co . Marquette City anil Presque Isle Rwy. Co. Menominee Electric Light, Railway and Power Co. Toledo and Monroe Rwy. Co. (including Monroe Traction Co.). Muskegon Traction and Lighting Co Detroit, Plymouth and Northville Rwy. Co, Owosso and Corunna Electric Co , Saginaw Valley Traction Co , Interstate Traction Co Duluth-Superior Traction Co ... Twin City Rapid Transit Co Benton Power and Traction Co . Winona Railway and Light Co. . PERIOD COVERED BY REPORT. From- July 12,1902 Oct. 1, 1901 Oct. Oct. Oct. Oct. Oct. Oct. Oct. Jan. Aug. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. July July Oct. 1,1901 1,1901 1,1901 1, 1901 1, 1901 1,1901 1. 1901 1. 1902 1, 1902 1,1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 21,1902 21,1902 1, 1901 Jan. Aug. Sept. Jan. July Jan. Jan. Jan. Feb. 1, 1901 1,1901 1. 1901 1. 1902 1. 1901 1. 1902 1,1902 1,1902 1, 1902 Jan. 1, 1902 Jan. Jan. Mar. Jan. July Jan. Apr. Jan. May 1,1902 1,1902 31,1901 1, 1901 1, 1901 1,1901 1,1902 1,1901 1, 1901 Dec. 1, 1901 Mar. Jan. Jan. Feb. 1, 1902 1,1901 1, 1902 1, 1901 Sept. Jan. Jan. Jan. July 1,1901 1, 1901 1,1901 1,1902 1,1901 To— Sept. Sept. Sept. Sept. Sept. Sept. Sept. Sept. Sept. June Sept. Sept. Sept. Sept. Sept. Sept. Sept. Sept. Sept. Sept. Sept. Sept. Sept. 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30,1902 30, 1902 23, 1902 30, 1902 30, 1902 30,1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 Dec. July Aug. 31. 1901 31,1902 31. 1902 Dec. 31,1902 June 30, 1902 Dec. 31,1902 Oct. 31,1902 Dec. 31,1902 Dec. 31,1902 Dec. 31,1902 Nov. 30,1902 Dec. 31,1902 Mar. 30,1902 Dec. 31,1901 June 30,1902 Dec. Dec. Dec. Apr. 31. 1901 31. 1902 31,1901 30,1902 Nov. 30,1902 Dec. 31,1902 Dec. 31,1901 Dec. 31,1902 Jan. 31,1902 Aug. 81,1902 Dec. 31,1901 Dec. 31,1901 Dec. 31,1902 June 30, 1902 LENGTH, SINGLE- TRACE MILES. Owned. 4,57 92.03 30.46 7.76 10.70 16.67 10.98 7.41 1.10 2.66 3.03 12.12 20.10 6.09 12.25 .66 126. 39 .46 6.13 16.36 20. 05 1.62 16.53 61,048.26 4.06 23.30 10. 50 381. 30 107. 37 91. J2 7.61 65. 86 45.88 69.00 22. 16 "4.60 4.69 20.66 43.80 7.90 15.00 7.00 6.71 "21.92 16.20 17.00 4.32 36.55 ■4 316.27 3.14 '6 70. 70 251. 02 8.66 4.65 Oper- ated. 4.57 92.03 30.46 8.25 11.42 17.36 18.39 1.10 2.66 4.11 12.12 20.10 6.09 12.26 1.90 132. 47 17.49 26.05 17.90 51,083.11 4.06 23.30 10.50 381.30 132. 37 91.42 7.61 65.86 52.63 69.00 22.16 9 4.60 4.69 20.66 43.80 7.90 15.00 7.00 6.71 "21.92 15.20 17.00 4.32 38.66 " 316. 27 CAPITAL STOCK. 3.14 15 70. 70 251. 02 8.66 4.65 Total par value. Authorized. $100,000 1,958,400 370,000 110,000 200,000 50,000 18,600 150,000 20,000 60,000 75,000 220,000 50,000 250,000 12,000 4,345,000 20,000 110,000 60,000 600,000 40, 000 150,000 30,120,000 40,000 1,000,000 145,000 12,500,000 2,000,000 2, 600, 000 60, 000 4,000,000 1,200,000 1,000,000 1,250,000 400, 000 125, 000 300, 000 500, 000 100,000 160, 000 200,000 110,000 J2 450, 000 600, 000 160, 000 160,000 1,100,000 26,300,000 60, 000 5, 000, 000 20,000,000 12 60,000 200, 000 Issued. '$67,200 1,958,400 870, 000 110,000 200,000 50,000 18,600 16,742 20,000 60,000 7.5,000 150, 000 50,000 200,000 12,000 3,550,000 20,000 110,000 60,000 600,000 40,000 160,000 29, 033, 100 40,000 950,000 146,000 12,600,000 2, 000, 000 2,600,000 50,000 3,500,000 1, 200, 000 1,000,000 960,000 400, 000 125,000 140, 000 500, 000 100,000 150,000 123, 100 110,000 12 450,000 600,000 160,000 160,000 1,100,000 23,280,000 20,000 5,000,000 18,010,000 12 50,000 200,000 1 Not issued, but money paid in. 2 This company has also a large floating debt. 3Billspayable and receiver's certificates. 4 Dividends declared on $160,000 only. 6 Exclusive of 4.74 miles lying outside of state, but including 30.19 miles in state owned by outside companies. Total owned by companies in state, 1,022.81 miles; total operated, 1,057.66 miles. , ,. ., j , . ■ ,■ u^ i ^ Exclusive of $2,068,642, investments other than street railways and electric-light plants owned, r Includes electric-light plant GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 251 CAPITAL STOCK— continued. FUNDED DEBT. Total capital stock and funded debt outstanding. 1 Capital liabilities per mile of single track owned. CoTTiTnon. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Bate per cent. Amount. SlOO, 000 1,958,400 370,000 $67, 200 1,958,400 370,000 - $67,200 2 2,058,400 700,000 217, 442 155,000 2 400,000 2 50,000 218,600 6,742 2 20,000 2 60,000 2135,000 2 275,000 2 80,000 275, 000 12,000 24,753,000 20,000 186,000 2 60,000 2500,000 40,000 2300,000 61,629,900 $14,705 22, 367 22,981 28,021 14,486 23, 995 4,664 2,510 6,129 7,519 19,802 , 11,139 13,682 13,136 22,449 18,182 87,606 43,478 36,'062 3,667 24,938 24,691 19,317 858,233 8 $156, 672 $100,000 330,000 $100,000 330,000 3 217,442 45,000 200, 000 4 5 5' 5 110, 000 200,000 60,000 18,600 160,000 20,000 60,000 76,000 220,000 60,000 250,000 12,000 4, 345, 000 20, 000 110,000 60, 000 600,000 40, 000 160,000 26, 876, 000 110,000 200,000 60,000 18, 600 6,742 20,000 60,000 76,000 150,000 60,000 200, 000 12,000 3,550,000 20,000 110,000 60,000 500,000 40, 000 160,000 26, 688, 100 5 2 6,500 4,000 45,000 200, 000 150, 000 1 60,000 125,000 30,000 75,000 60,000 125,000 30,000 75,000 5 5 6 5 6 «9,000 1 6 5 3} 177,666 1,000 4,125 1,203,000 1,203,000 4i,5,6 76,000 75,000 6 160,000 43, 018, 000 160,000 32,596,800 5 619,500 $3,245,000 $2,445,000 $92,600 40, 000 1,000,000 100, 000 12,600,000 1, 900, 000 2,600,000 .50,000 2, 000, 000 1,200,000 1,000,000 760,000 400,000 125, 000 300,000 600,000 100,000 150,000 200,000 110, 000 250,000 600,000 150,000 160,000 700, 000 20,800,000 40,000 960,000 100, 000 12,500,000 1,900,000 2,600,000 50,000 2,000,000 1,200,000 1,000,000 750,000 400,000 125,000 140,000 500,000 100,000 160,000 123, 100 110, 000 260,000 600,000 160,000 150, 000 700, 000 18,780,000 26,000 670, 000 200,000 26,000,000 2,500,000 2, 600, 000 25, 000 431, 000 ?00,000 17,380,000 2, 465, 000 ■ 2,600,000 5 6 5 4i 6,6 5.6 65, 000 1,381,000 '346, 000 829,880,000 4,466,000 6,200,000 850,000 6,000,000 2,460,000 2,400,000 1,575,000 '549,000 '126,000 440,000 1,300,000 200,000 420,000 160, 400 l» 134, 500 900,000 101,200,000 300,000 ' 270, 000 '1,820,000 1 '36,506,000 16,010 59,270 32, 857 78,363 41, 585 86,880 6,570 107,411 53,400 34,783 71,074 119,348 26, 652 21,297 29,680 25,316 28,000 22,914 20,045 41,058 13 72,368 17,647 62,500 61,196 107, 952 45, 000 45,000 4 600, 000 100, 000 100, 000 54 5,500 2,000,000 1,600,000 6 75,000 3, 600, 000 1, 500, 000 2,050,000 750,000 200,000 2,800,000 1,260,000 1, 400, 000 625,000 149,000 5' 5 6 5 6 500,000 200,000 6 12,000 4 6 5,000 9,000 400,000 800,000 100,000 270,000 76,000 58,000 12 600,000 600,000 160,000 120, 000 860,000 14,768,000 300,000 800,000 100,000 270, 000 37,300 24, 600 1=450,000 600,000 150, 000 120,000 720,000 13, 226, 000 5 5,6 5 5,6 6,7 5 6 5 6 6 5 6 5,600 200,000 200,000 400, 000 4,600,000 400,000 4,500,000 600,400 270, 000 50,000 3,500,000 17,000,000 50, 000 200,000 20,000 3,500,000 16,010,000 60,000 200,000 50, 000 2,600,000 12, 000, 000 "18,000 200, 000 20, 000 2,100,000 10,888,000 1218,000 200,000 6 6 5,6,7 5 5 40,000 7,100,000 28,898,000 68, 000 '400,000 12, 739 100,424 115, 122 7,852 86, 022 1,500,000 3,000,000 1,500,000 3,000,000 4 7 60,000 210,000 4 600, 400 63a 64 65 67 68 69 70 71 72 72a 72b 73 74 74a 75 3 Includes Investments other than street railways. 9 Includes 2.24 miles in Wisconsin. 10 Includes electric-light plant and other investments. 11 Includes 2.50 miles in Ohio. 12 Not reported; obtained from street-railway journals and directories. " Exclusive of $100,000, investments other than street railways and electric-light plants owned. 1* Exclusive of 21.90 miles lying outside of state. Total owned and operated by companies in «tate, 338.17 miles. 15 Includes 21.90 miles in Wisconsin. 252 STREET AND ELECTRIC RAILWAYS. Table 93. -NAME, LOCATION, LENGTH OF TRACK, CAPITAL 10 n 12 14 15 16 3a 3b 3c 3d 3e 3f STATE AND LOCATION. MISSISSIPPI, Total for state Greenville. Jackson ... Meridian . Natchez . . Vicksburg MISSOURI. Total for state . . . Cape Girardeau Carrollton Clinton Hannibal Joplln, Carthage, Webb City; Galena (Kans.). Kansas City, Independence; Kan- sas City, Argentine, Rosedale (Kans.). Nevada St. Joseph St. Louis and vicinity ....do do St. Louis, Kirkwood, Webster Grove. St. Louis, Kirkwood, Clayton St. Louis, Wellston, Bridgeton, Pattonville. Sedalia Springfield do MONTANA. Total for state . . . Anaconda . Bozeman Butte, Walkerville . . . Great Falls Helena, East Helena . NEBRASKA. Total for state . . . Lincoln, Havelock, Normal . Nebraska City Omaha, South Omaha Omaha, Dundee NEW HAMPSHIRE. Total for state Concord Derry, Chester Exeter, Hampton, Dover, Ports- mouth, Plaistow; Haverhill, Amesbury (Mass.). Keene. Marlboro . Laconia Name of company. Greenville Light and Car Co Jackson Electric Railway, Light and Power Co. Meridian Light and Rwy. Co Natchez Electric Street Railway and Power Co. Vicksburg Railroad, Power and Manufac- turing Co. PEKIOD COVERED BY REPORT. From — Jan. July 1,1902 1, 1901 Mar. 1, 1902 Jan. 29,1902 July 1,1901 Citizens Street Rwy. Co Carrollton Electric Rwy. Co Clinton Street Rwy. Co Hannibal Railway and Electric Co . . . Southwest Missouri Electric Rwy. Oo . Metropolitan Street Rwy. Co Oct. June July Julv Sept. 1,1901 1, 1901 1,1901 1 1901 1,1901 June 1,1901 Missouri Water, Light and Traction Co St. Joseph Railway, Light, Heat and Power Co. St. Louis Transit Co United Railways Co. of St. Louis (lessor) . St. Louis and Suburban Rwy. Co St. Louis and Meramec River R. R. Co St. Louis and Kirkwood R. U. Co. (includ- ing Brentwood, Clayton and St. Louis R.R. Co. ). St. Louis, St. Charles and Western R. R. Co. . Railway and Electric Co. of Sedalia . Kickapoo Transit Co Springfield Traction Co Anaconda Copper Mining Co. (railway de- partment). Bozeman Street Rwy. Co Butte Electric Rwy,' Co Great Falls Street Rwy. (.'o Helena Power and Light Co Lincoln Traction Co Nebraska City Street Rwy. Co. Omaha Street Rwy. Co Metropolitan Cable Rwy. Co . . Concord Street Rwy. Co Chester and Derry Railroad Association . . . Exeter, Hampton and .\mesbury Street Rwy. Co. Amesbury and Hampton Street Rwy. Co. (lessor). Dover, Somersworth and Rochester Street Rwy. Co. (les.wr). Haverhill and Plaistow Street Rwy. Co. (lessor). Haverhill, Plaistow and Newton Street Rwy. Co. (lessor). Portsmouth and Exeter Street Rwy. Co. (lessor). Seabrook and Hampton Beach Street Rwy. Co. (lessor). Keene Electric Rwy. Co Laconia Street Rwy. Co Oct. Jan. Julv July Jan. Jan. 1. 1901 1. 1902 1, 1901 ] , 1901 1, 1901 1, 1901 Jan. 1,1901 Jan. 1, 1902 June July July 1,1901 1, 1901 1, 1901 July 1, 1901 Jan. July Jan. July 1, 1901 1,1901 1,1901 1, 1901 July 1, 1901 Jan. 1,1901 Dec. 1, 1900 Dec, 1, 1901 July 1, 1901 July 1, 1901 July 1,1901 Oct. 1, 1901 July 1,1901 July 1,1902 May 8,1902 July 1,1901 July 1, 1901 July 1,1901 July 1, 1901 To— Deo. 31,1902 June 30,1902 Feb. 28,1903 June 30, 1902 0, 1902 Sept. 30, 1902 May 31,1902 June 30,1902 June 30,1902 Aug. 31,1902 May 31,1902 Sept. 30, 1902 Dec. 31,1902 June 30,1902 June 30, 1902 Deo. 31,1901 Dee. 31,1901 Deo. 31,1901 Dec. 31,1902 May 31,1902 Juiie 30, 1902 June 30, 1902 June 30, 1902 Dec. 31,1901 June 30, 1902 Dec. 31,1901 June 30, 1902 June 30, 1902 Dec. 31,1901 Nov. 30,1901 Sept. 30,1902 June 30, 1902 June 30,1902 June 30, 1902 Sept. 30, 1902 June 30, 1902 Sept. 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 LENGTH, SINGLE- TRACK MILES. Owned. 26.30 1.00 5.34 6.71 4.50 8.76 8 713.68 1.75 1.88 1.35 4.26 6 36.61 6181.24 Oper- ated. 1.00 6.34 .6.71 4.50 8.76 3 720. 78 L75 1.88 1.35 4.25 = 36.61 '181.24 4.12 I 4.12 35.15 I 3.5.15 360. 89 360.89 36. 82 36. 82 35.29 28.19 24.97 16.00 6.06 2.80 16.30 63.21 6.76 2.50 24.96 11.90 17.10 w 119. 66 37.00 3.11 72.00 1.66 "174.4.'. 12.71 7.86 1=21.61 8.76 18.20 2.76 8.47 12.24 6.80 6.62 8.87 24.97 16.00 6.06 2.80 16.30 63.21 6.75 2.50 24.96 11.90 17.10 l»119.56 37.00 3.11 72.00 1.55 "174.45 CAPITAL STOCK. Total par value. Authorized. SI, 075, 000 25,000 250,000 400,000 100, 000 300, 000 90, .592, 000 12.71 7.85 12 77.83 6.52 8.87 l^MU'tl. 5626, 500 25,000 2.50,000 176, .500 7.5,000 100, 000 6S, 334, 100 20, 000 10, 000 10, 000 100, 000 800, 000 8,600,000 100, 000 6, 000, 000 25, 000, 000 45,000,000 2,600,000 j 1, 000, 000 2K2,000 600, 000 260, 000 20, 000 400, 000 2, 095, 613 175,613 20, 000 1,000,000 200,000 » 700, 000 ,135,000 1,065,000 60,000 5,000,000 20, 000 2,403,200 150,000 60,000 275,000 100,000 300,000 30,000 150, 000 150, 000 50,000 140, 000 100, 000 20, 000 10,000 10,000 100,000 800,000 5,636,800 100,000 I', 000, 000 17,264,300 33,341,000 2, .500, 000 1,000,000 282,000 600, 000 250,000 20,000 400, 000 2, 045, 613 175, 613 20,000 1,000,000 150,000 '700,000 6, 012, 125 979, 425 17,500 5, 000, 000 16,200 :, 333, 200 100,000 50,000 275,000 100,000 300,000 30,000 150,000 1.50, 000 60,000 120,000 100, OOu 1 Includes electric-light plant and other investments. 2 Includes electric-light plant. 3 Exclusive of 45.56 miles lying outside of state, but including .85 mile in state owned by outside companies. Total owned by companies in state, 758.38 miles total operated, 766.48 miles. * Exclusive of 824,379,270, investments other than street railways and electric-light plants owned. • 6 Includes 2.31 miles in Kansas. 8 Includes 43.24 miles in Kansas. GENERAL TABLES. 253 STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. CAPITAL STOCK — Continued. FUNDED DEBT. Total capital stocls; and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. B 'A SI, 075, 000 S626,o00 8700, 000 8644. 000 ■ $1, 270, 500 850, 217 25,000 250, 000 400,000 100, 000 300,000 68, 692, 000 25 000 25, 000 250,000 226, 000 26, 000 260,000 171, 000 6 5 5 2 50,000 1600,000 2 347,500 76, 000 2 298,000 139,808,916 60,000 93, 633 60,8.58 16, 667 34, 057 1 250, 000 176,500 75,000 100,000 50,354,400 2 3 4 200,000 77,840,000 198, 000 71,474,816 5 5 S313, 337 $21,900,000 $17,979,700 ?769, 287 ■> 152, 206 1 20,000 10,000 10,000 100, 000 800,000 8, 500, 000 100, 000 4,200,000 26,000,000 25,000,000 2,600,000 1,000,000 282, 000 600,000 150, 000 20,000 400,000 2,095,613 20,000 10,000 10, 000 100,000 800, 000 5, 686, 800 100, 000 20, 000 40, 000 10, 000 146, 000 1,600,000 ' 21, 675, 200 2 176, 000 2 9, 100, 000 11, 429 30, 000 30,000 6 21,277 7,407 34, 3.53 43, 704 119, 594 42,476 2,6S. 89(1 ■?. 3 100,000 800,000 17,880,000 100, 000 3,500,000 6,000,000 45,000,000 2,500,000 1, 000, 000 46,000 5 800,000 ; 6 16,038,400 1 4,5,6 i 75,000 : 6 3,100,000 5 4 4 6 32, 000 281,837 1 6 6 7 4,200,000 17,264,300 17,261,300 2, 600, OOU 1,800,000 1,800,000 8 ■ 5,326,000 41,980,000 2, 300, 000 1,000,000 5 4,6,6 5,6 6 22,690,300 .\.„.„ ,-- 75,321,000 Ir^-^'S.^''^ 9 20,000,000 16,079,700 5 769, 287 9r '4,800,000 2, 000, 000 282, 000 '1,049,416 2250, 000 20,000 730, 000 3, 320, 613 130,364 70, 947 11,294 65,688 41,254 7,143 44,785 62,533 10 1,000,000 282, 000 600,000 160,000 20, 000 I 11 l'> 600,000 449,416 ' 6 t l«l 100,000 100,000 14 15 400, 000 2,045,613 330,000 1,276,000 330, 000 1 275 000 5 16 ; 175,613 20,000 1,000,000 200,000 700,000 5,435,000 176, 613 1 1 176, 613 20,000 1,700,000 300,000 1,126,000 8,407,125 26,017 8,000 68,109 25,210 65,789 73, 967 1 20, 000 1, 000, 000 150,000 700,000 5,312,225 i 2 1 700, 000 160,000 » 425, 000 2,750,000 700,000 1 5 150,000 i 7 9 425,000 i 5,6 2,396,000 •^ 1 4 1 5 200,000 700, 000 699,900 30,800 366,000 50, 000 5,000,000 20,000 2, 353, 200 279, 525 17,500 5,000,000 16, 200 2,283,200 700,000 699, 900 5 30,800 250,000 46,000 5 1, 024, 425 17,600 7,360,000 15,200 3,889,200 27, 687 5,627 102,083 9,806 23, 198 1 2 4 200, 000 2, 600, 000 2,350,000 5 3 4 3 8,250 50,000 50,000 1,696,000 1,556,000 100,000 60,000 275,000 100,000 300,000 30,000 150,000 160, 000 50,000 140,000 100, 000 60,000 50, 000 275,000 100, 000 300,000 30, 000 150, 000 150, 000 50,000 120, 000 100,000 60,000 50,000 150, 000 60,000 226,000 100,000 300,000 30, 000 145,000 145, 000 50,000 60,000 91,000 116,000 60,000 225, 000 100,000 300,000 30, 000 146,000 145,000 45,000 60, 000 90, 000 6 5 , 5 , 5 5 5 5 6 5 I 216, 000 100,000 500,000 200,000 600, 000 60,000 296,000 296,000 95, 000 180,000 190,000 16, 994 12,739 23, 137 22, 857 32,967 21,739 34,829 24, 101 16, 379 27,607 21, 421 1 2 3 8,250 a ^ 3a ^h Sc 3d 3e 3f 4 5 ' Includes investments other than street railways. 'Exclusive of 817,261,300, stock of lessor company held by operating company, which has also other outside investments. 'Estimated apportionment of total, which covers electric-light plant also. '"Includes 5.90 miles in state owned by outside companies. Total owned and operated by companies in state, 113.66 miles. "Exclusive of 11.47 miles lying outside of state, but including 18.27 miles in state owned by outside companies. Total owned and operated by companies in state, 167.65 miles. '2 Includes 11.47 miles in Massachusetts. 254 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 6 5a 10a 10b 11 12 13 13a 14 15 16 17 18 19 20 21 22 23 24 26 26 1 2 2a 2b 2c STATE AND LOCATION. NEW HAMPSHIRE— Continued. Manchester, Go£Estown, G0II3 Falls, Massabesic, Nashua. Nashua Name of company. Portsmouth, Rye Beach, North- ampton. Portsmouth NEW JERSEY. Total for state . Atlantic City, Longport Bridgeton, Millville Brigantine Camden, Gloucester, Woodbury. Camden, Haddonfield, Moores- town. Cape May Elizabeth, Plainfield, Rahway Hackensack, Englewood Jersey City, Hoboken, Pateison, Passaic and vicinity. Jersey City, Newark, Bayonne, Elizabeth, Orange, Montclair, Passaic and vicinity. Matawan, Keyport Long Branch, Eatontown, Red Bank. Long Branch, Asbury Park, Bel- mar. Millville, Vineland Mt. Holly New Brunswick, South Amboy, Somerville, Raritan. Ocean City Orange and vicinity Orange. South Orange Perth Amboy, Metuchen Point Pleasant Beach Rutherford, Carlstadt, brouck Heights. Trenton Has- Trenton , Bordentown, Burlington Trenton , Princeton West Orange . NEW MEXICO. Total for territory . . Albuquerque NEW YORK. Total for .state . Albany, Ren.sselaer, Hudson . Albany, Troy, Rensselaer Albany, Troy, Cohoes,Glens Falls, Caldwell, Warrensburg. Albia, Averill Park Amsterdam Auburn Auburn, Skaneateles Ballston Spa, Middle Grove Manchester Street Rwy. Co Nashua Street Rwy. Co. leased to Boston and Northern. (See Massachusetts.) Portsmouth Electric Rwy. (owned and operated by Boston and Maine R. R.). Portsmouth, Kittery and York Street Rwy. Co. (See Maine.) West Jersey and Seashore R. E. Co Bridgeton and Millville Traction Co Brigantine Transportation Co Camden, Gloucester and Woodbury Rwy. Co. (owned by South Jersey Gas, Elec- tric and Traction Co.). Camden and Suburban Rwy. Co Camden Horse R. R. Co. (lessor) , Cape May, Delaware Bay and Sewells Point R. R. Co. Elizabeth, Plainfield and Central Jersey Rwy. Co. New Jersey and Hudson River Railway and Perry Co. Jersey City, Hoboken and Paterson Street Rwy. Co. North Jersey Street Rwy. Co , Con.solidated Traction Co. (lessor) Rapid Transit Street Rwy. Co. (lessor) . Jersey Central Traction Co Monmouth County Electric Co Atlantic Coast Electric R. R. Co . Seashore Electric Rwy. Co. (le.ssor) . Millville Traction Co Mt. Holly Street Rwy. Co Middlesex and Somerset Traction Co . Ocean City Electric R. R. Co Orange and Passaic Valley Rwy. Co South Orange and Maplewood Traction Co. Raritan Traction Co Point Pleasant Traction, Electric Light and Power Co. Newark and Hackensack Traction Co Trenton Street Rwy. Co. (includingMercer County Traction Co.). Camden and Trenton Rwy. Co Trenton, Lawrenceville and Princeton E. R. Co. Orange Mountain Traction Co Albuquerque Street R. R. Co. Albany and Hudson Railway and Power Co . United Traction Co Waterford and Cohoes R. R. Co. (lessor) . . Troy and Cohoes R. R. Co. { lessor) Lansingburg and Cohoes R. R. Co. (lessor) . Hud.son Valley Rwy. Co July July July July July July July July July July July 1 Includes 4.38 miles in state owned by outside companies. Total owned by companies 2 Capital reported for 29 companies only, representing 842.25 miles of track owned. (Se 3 Exclusive of $880,908, investments other than street railways and electric-light plants * Capitalization included in that of steam railroad. 5 Includes electric-light plant. 8 Includes investments other than street railways. 'Exclusive of $100,000, investments other than street railways. 'Exclusive of 8339,758, investments other than street railways. Troy and New England Rwy. Co Amsterdam Street R. R. Co Auburn City Rwy. Co Auburn Interurban Electric R. R. Co . Ballston Terminal R. R. Co PEKIOD COVERED BY EEPOET. From— July 1,1901 July 1,1901 Jan. 1, 1901 July 1, 1901 Jan. 1,1901 Jan. 1, 1901 Apr. 1, 1901 Jan. Jan. 1. 1901 1. 1902 Jan. 1,1901 Jan. 1,1901 Jan. Jan. Jan. Jan. Jan. Apr. 1,1901 1,1901 1. 1901 1,1901 1. 1902 1, 1901 Oct. 1, 1901 July Aug. Nov. Jan. Apr. Oct. Jan. July Jan. Jan. Jan. Jan. July 1, 1901 1,1901 1, 1901 1, 1901 1,1901 1,1901 1. 1901 1,1901 1. 1902 1,1901 1, 1902 1,1901 1, 1901 Oct. 1,1901 Jan. 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 1, 1901 1,1901 1,1901 1,1901 1,1901 To— June 30, 1902 June 30, 1902 Dec. 31,1901 June 30, 1902 Dec. 31,1901 Dec. 31,1901 Mar. 31,1902 Dec. 31,1901 Dec. 31,1902 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 June 30, 1902 Mar. 31,1902 Sept. 30, 1902 June 30, 1902 July 31,1902 Oct. 31,1902 Dec. 31,1901 Mar. Sept. Dec. June Dee. Dec. Dec. Dec. June 31,1902 30, 1902 31. 1901 30. 1902 31, 1902 31,1901 31, 1902 31. 1901 30. 1902 Sept. 30,1902 Dec. 31,1901 June 30, 1902 June SO, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 80, 1902 June 30,1902 LENGTH, SIN6LE- TBACK MILES. Owned. 34.59 19.28 19.2 1865.66 19.03 35.00 7. 75 21.77 37.70 30.11 12.43 60.00 16.60 139. 27 45.51 190.00 12.07 3.12 10.16 17.95 5.73 13.34 1.22 60.00 7.50 9.89 5.40 9.06 2.28 14.87 43.60 29.50 10.02 1.40 2.10 2.10 11 2,797.90 42.44 66.76 2.21 5.71 1.15 110. 73 10.00 5.73 12.01 7.U 15.00 Oper- ated. 34.59 1872.96 19.03 36.00 7.75 24.78 67.81 12.43 61.50 15.60 140.66 247. 58 3.12 10.16 23.68 13.34 L22 50.00 7.50 9.89 5.40 9.06 2.28 14.87 43.60 31.00 10.02 1.40 2.10 11 2,889.10 44.50 78.33 134. 10 10.00 6.73 12.51 7.11 16.00 CAPITAL STOCK. Total par value. Authorized. 8520,500 387,700 69,645,250 600,000 306, 250 600, OOO 2,000,000 250,000 150,000 3,000,000 1, 750, 000 20,000,000 15, 000, 000 15,000,000 504,000 100, 000 600, 000 1,500,000 200,000 400,000 10, 000 1,600,000 100, 000 1,000,000 200, 000 1,000,000 275,000 700,000 1,000,000 1,750,000 200, 000 150,000 l»25,000 1»25,000 300,451,805 2, 250, 000 6, 000, 000 26,000 ,50,000 15, 000 3,000,000 350, 000 1,000,000 300, 000 260,000 1,500,000 Issued. $520,500 387,700 68,173,440 200,000 306,260 600,000 2,000,000 250, 000 160,000 3,000,000 1,450,000 20,000,000 15,000,000 15,000,000 504,000 60,000 325,000 1,500,000 200, 000 175, 000 9,790 1,500,000 100, 000 1,000,000 200,000 740,000 260,000 700,000 1,000,000 1, 750, 000 113, 400 100, 000 1025,000 10 25,000 276,205,672 2, 260, 000 4,999,950 26,000 50,000 15,000 2,722,400 180,000 1,000,000 300,000 260,000 300,000 in state, 861.28 miles; total operated, 868.68 miles. enote 4.) owned. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 255 CAPITAL STOCK— continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value." Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. Xi a $620,500 387,700 68,220,260 $520,600 387,700 67,178,440 $260,000 $250, 000 6 $770,500 387,700 2126,664,190 $22,275 20, 109 3148,155 6 7 $426,140 $1,425,000 8995,000 $22,600 75,072,750 67,490,760 MO, 000 64,750 350,000 64,760 1 500,000 131,260 600,000 2,000,000 250,000 150, 000 3,000,000 1,000,000 20,000,000 15,000,000 15,000,000 504,000 100,000 600,000 1,500,000 200,000 400, 000 10,000 1,500,000 100,000 1,000,000 200,000 500, 000 276,000 700,000 1,000,000 1,750,000 200,000 150,000 26,000 200,000 131,260 600,000 2,000,000 260,000 160,000 3,000,000 1,000,000 20,000,000 15,000,000 15,000,000 504, 000 60,000 326,000 1,500,000 200,000 175,000 9,790 1,600,000 100,000 1,000,000 200,000 370, 000 260,000 700,000 1,000,000 1, 750, 000 113,400 100,000 26,000 8 16,000 6 5 550,000 5371,000 600,000 '2,867,000 750,000 300,000 4,500,000 2,660,000 36, 844, 000 21,600,000 36,668,000 1, 004, 000 100,000 650,000 2, 850, 000 400,000 371,000 9,790 "2,500,000 175,000 1,640,000 200,000 740,000 5335,000 1,200,000 3,000,000 2,636,000 213, 400 150, 000 25,000 15, 714 47, 871 27,561 76,048 24,909 24,135 75,000 '167,051 264,661 .8 237,589 32,061 63,976 9144,847 69, 808 27,811 8,025 60, 000 23,333 165, 824 37,037 81, 678 146, 930 80,699 68,807 89,366 21,297 107, 143 11,905 ? 176,000 176,000 3 4 3,000,000 500,000 160,000 2,600,000 1,500,000 20,000,000 16,000,000 21,668,000 500,000 75,000 500, 000 1,350,000 200,000 400,000 867, 000 500, 000 150,000 1, 500, 000 1,100,000 16,844,000 6, 500, 000 21,658,000 600,000 50,000 325,000 1,350,000 200, 000 196,000 5 5 6 5 5 6,6 4 5,6 6 6 4 5 6 6 5 6n 6 7 760,000 450,000 6 22,600 8 q in 2 m 300,000 69,220 inn lOh 11 12 IS 5 10,000 13a 11 16 1,500,000 75,000 1,000,000 1,000,000 75, 000 640, 000 5 6,6 6 16 17 18 19 600,000 370, 000 20 200,000 600,000 2,000,000 1,750,000 100,000 50,000 85, 000 500, 000 2,000,000 886, 000 100,000 60,000 5 5 5,6 8 5 6 21 22 4 39,920 23 24 ... 05 26 25, 000 294,396,805 25, 000 270,374,936 25, 000 529,136,045 11,905 12177,532 1 6,826,754 6,055,000 6,830,737 64,110 408, 114, 173 252,929,373 2,250,000 6,000,000 25,000 50,000 16,000 3,000,000 360,000 1,000,000 300,000 260,000' 1,600,000 2,250,000 4,999,960 26,000 50,000 16,000 2,722,400 180,000 1,000,000 300,000 250,000 300,000 2,260,000 6,350,800 2,260,000 4,241,300 6 44, 5, 6 '4,500,000 9,241,250 26,000 50, 000 15,000 4, 863, 900 863,800 6 2,000,000 600, 000 400,000 685,000 106,032 13135,721 11, 312 8,767 13,043 43, 926 36,380 1*349,040 49,958 66,269 45,667 1 5 249,991 2 2a 7 7 3,500 1,060 2b 2c 4,000,000 191, 000 1,260,000 300,000 150,000 1,460,000 2, 141, 566 183,800 1,000,000 300, 000 160,000 385,000 6,6 6,6 6 6 5 Q 4 fS (5 7 8 9 Exclusive of 8260,000, investments other than street railways. 10 Cash investment. 11 Exclusive of 15.01 miles lying outside of state, but including 3 miles in state owned by outside companies. Total owned by companies in state, 2,809.91 miles, including 36.42 miles leased from steam railroads and bridge company (see note 2, page 266, and note 18, page 269); total operated, 2,901.11 miles. ■2 Exclusive of $36,781,267, investments other than street railways and electric-light plants owned. "Exclusive of $180,488, Investments other than street railways. "Capitalizatioa partly balanced by open accounts in connection with further construction. 256 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 9 10 n 12 13 14 15 16 17 18 19 20 21 21a 21b 22 23 23a 24 25 26 27 28 29 30 31 32 33 34 35 39 40 41 41a 41b 41c 41d 41e 41f 41g 41h 41i 41k 411 42 42a 43 44 45 46 49 60 51 52 STATK AND LOCATION. NEW YORK— Continued. Binghamton, Union, Lestershire Buffalo, Niagara Falls, Lockport, North Tonawanda. Buffalo, West Seneca Buffalo, Depew Buffalo, Hamburg Canandaigua Catskill echoes Cortland, Homer, McGrawville . Corning, Painted Post Dunkirk, Fredonia Dunkirk Elmira, Elmira Heights, Horse- heads. Far Rockaway Fishkill on the Hudson, Fishkill, Matteawan. Fonda, Johnstown, Gloversville. Fulton Geneva, Waterloo, Seneca Falls. Gloversville, Johnstown Hoosick Falls; Bennington (Vt.) Hornellsville Hornellsville, Canisteo Huntington Ithaca Jamestown Kingston Lewiston, Youngstown . Lima, Honeoye Falls, Meridian. Middletown, Goshen Mineola, Hempstead, Freeport. . Newburg, Walden Newpaltz, Highland New York (Manhattan ) Name of company. ..do. ..do. ..do. ..do. ..do. .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. -do. New York (Manhattan and Bronx). do .do. ....do ....do New York, Yonkers . ....do Binghamton Rwy. Co July 1,1901 International Rwy. Co. 1 July 1,1901 PERIOD COVEEED BY REPORT, From- Crosstown Street Rwy. Co.-i Buffalo and Depew Rwy. Co Buffalo, Hamburg and Aurora Rwy. Co... Ontario Light and Traction Co '. Catskill Electric Rwy. Co Cohoes City Rwy. Co Cortland County Traction Co Corning and Painted Post Street Rwy. Co. Dunkirk and.Fredonia R. R. Co '. Dunkirk and'Point Gratiot Traction Co. . . Elmira Water, Light and R. R. Co West Water Street E. R. Co. (lessor) West Side R. R. Co. (lessor) Ocean Electric Rwy. Co Citizens Street Rwv. Co Fishkill Electric Rwy. Co. (lessor) Fonda, Johnstown and Gloversville R. R. Co. Lake Ontario and Riverside R. E. Co Geneva, Waterloo, Seneca Falls and Cayuga Lake Traction Co. Mountain Lake Electric R. R. Co Bennington and Hoosick Valley Rwy. Co.. Hornellsville Electric Rwy. Co '. Hornellsville and Canisteo Rwy. Co Huntington R. R. Co Ithaca Street Rwy. Co. (including Cayuga Lake Electric Rwy. Co.). Jamestown Street Rwv. Co Kingston Consolidated R. E. Co Lewiston and Youngstown Frontier Rwv. Co. Llma-Honeoye Electric Light and R. R. Co. Middletown-Goshen Electric Rwy. Co New York and Long Island Traction Co . . . Orange County Traction Co New Paltz and Poughkeepsie Traction Co . . Interurban Street R. R. Co. (Metropolitan Street Rwy. Co.)» Metropolitan Street Rwy. Co. (lessor) . . . Bleecker Street and Fulton Ferry R. R. Co. (lessor). Broadway and Seventh Avenue Rwy. Co. (lessor). Central Park and North and East River Rwy. Co. (lessor). Eighth Avenue R. R. Co. (lessor) Forty-second Street and Grand Street Ferry Rwy. Co. (lessor) . New York and Harlem (city line) R. R. Co. (lessor). Ninth Avenue R. R. Co. ( lessor) Second Avenue R. R. Co. ( lessor) Sixth Avenue R. R. Co. (lessor) , Twenty-third Street R. R. Co. (lessor) ... Central Crosstown E. R. Co." Christopher and Tenth Street R. R. Co. (lessor). Fulton Street R. R. Co." Thirty-fourth Street Crosstown Rwy. Co.". Twenty-eighth and Twenty-ninth Street Crosstown R. R. Co." Third Avenue R. R. Co." Forty-second Street, Manhattanville and St. Nicholas Avenue Rwy. Co.^i Dry Dock, East Broadway and Battery R. E. Co.21 Kingsbridge Rwy. Co. 21 Southern Boulevard R. R. Co.-i Yonkers R. R. Co. »' Union Rwy. C0.21 July July Sept. July July July July July July July July July July July July July July July July July July July July July July July July July July July May July July July Apr, July July July July July 1, 1901 1. 1901 9. 1902 1,1901 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 1,1901 1,1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 1,1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 1, 1901 16, 1902 1, 1901 1. 1901 1,1901 1. 1902 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 July 1,1901 July July July July July July July Julv July 1,1901 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 1,1901 1,1901 1, 1901 July 1,1901 July July 1,1901 1,1901 July 1,1901 July 1, 1901 July 1,1901 July 1,1901 To— June 30, 1902 June 30, 1902 June June Mar. June June June June June June June June 30, 1902 30, 1902 8, 1903 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 June 30, 1902 June 30,1902 June 80, 1902 June 30,1902 June 30, 1902 June 30,1902 June 30,1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30,1902 June 30,1902 June 30, 1902 June 30, 1902 June 30,1902 June June June June June June June June 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 80, 1902 80, 1902 June 30, 1902 June 30, 1902 June 80, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June i , 1902 June 80, 1902 June 30,1902 June 30,1902 June 30,1902 LENGTH, SINGLE- TRACK MILES. • Owned. 36.76 2222.71 97.77 14.71 13.75 3.00 2.90 6.35 10.04 5.90 8.75 3.25 14.17 3.76 9.32 1.04 2.95 4.05 19.01 1.04 17.75 4.50 "16.52 6.07 4.33 3.19 7.68 20.78 9.16 8.70 5.16 12.84 9.00 16.49 9.27 1.69 47.92 10.66 15.12 19.66 18.76 7.64 19.63 16.77 26.92 12.03 4.15 4.15 3.92 1.05 .97 6.73 27.24 25.66 14.97 6.25 7.00 28.77 71.10 Oper- ated. 36.76 2226.82 97.77 14.71 13.75 3.00 2.90 6.35 10.04 6.90 3.75 3.26 27.24 1.04 7.00 19.01 1.04 17.75 4.50 " 16. 52 6.07 5.33 3.19 7.68 20.78 9.16 8.70 5.16 12.84 9.00 16.49 9.27 200. 83 14.00 1.89 5.60 7.61 27. 42 30.79 20.48 6.25 7.00 31.27 71.10 CAPITAL STOCK. Total par value. Authorized. SI, 160, 000 10, 120, 500 3, 000, 000 860,000 100,000 400, 000 50,000 370,000 100, 000 150, 000 25, 000 224, 000 26, OO'O 300,000 60, 000 76, 000 60,000 400,000 15, 000 450, 000 60, 000 200,000 .50, 000 60, 000 30, 000 825,000 250,000 400, 000 150,000 100, 000 100, 000 125, 000 326, 000 100, 000 20, 000, 000 62, 000, 000 900,000 2,100,000 1, 800, 000 1,000,000 760, 000 10,000,000 800, 000 2,800,000 2, 000, 000 600, 000 600, 000 650, 000 600,000 1,000,000 1,600,000 16,000,000 2,500,000 1,200,000 1,000,000 2.50, 000 1,000,000 2,000,000 Issued, $731,860 10, 120, 600 2, 860, 000 350,000 100,000 60,000 60,000 370, 000 100, 000 186, 410 25, 000 224,000 26,000 106,000 36,000 75,000 60, 000 890, 210 15, 000 449, 500 60, 000 200,000 50,000 50,000 30,000 325,000 100,000 400,000 134,000 100, 000 100,000 125, 000 325, 000 100, 000 5,880,000 61,996,600 900,000 2, 100, 000 1,800,000 1,000,000 748,000 10,000,000 800,000 1,862,000 2,000,000 600,000 600,000 650,000 600,000 1,000,000 1,600,000 15, 995, 800 2,500,000 1, 200, 000 8,600 250,000 1,000,000 2,000,000 1 This is a combined report of 6 constituent companies separately for 7 months and the International Railway Company (consolidation) for 5 months The consolidated company is controlled by the International Traction Company of New Jersey. 2 Includes 22.80 miles leased from steam railroads and bridge company. 3 Exclusive of 8361,677, investments other than street railways. ' Controlled by the International Traction Company of New Jersey. 6 In liands of receiver. 8 Incliides electric-light plant. ' ' Exclusive of S89,775, investments other than street railways and electric-light plants owned. s Stock dividend. 3 Includes investments other than street railways. >» Dividends declared on $50,000 only, li Includes 8.25 miles in Vermont. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 257 CAPITAL STOCK— continued. FUNDED DEBT, Total capital 1 stock and funded debt ' outstanding. Capital liabilities per mile of single track owned. Common. Preferred. . Amount auttiorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Autliorized. Issued. Rate per cent. Amount. 3 SI, 160, 000 10,120,500 3,000,000 360, 000 8731,860 10, 120, 500 2,860,000 350, 000 2 814,014 491, 230 82,500,000 16,371,500 3, 000, 000 350,000 400,000 200,000 400,000 85, 000 180,000 100,000 61,000 55,000 660, 000 81,267,000 10, 328, 000 2,974,000 360, 000 307,500 185,000 54,000 85,000 180,000 100,000 61, 000 66,000 660,000 5,6 4,5,7 6 5 5 6 5 6 4 5 5 5 6 $1,998,860 20,448,500 6,834,000 700,000 307,500 « 285, 000 114,000 135, 000 •550,000 200,000 8197,410 «0,000 « 884, 000 26,000 460, 000 55,000 150,000 100,000 990, 210 30,000 883, 500 125,200 382,000 120,000 130,000 56,000 •650,000 400,000 1,100,000 268,000 •160,000 375, 000 125,000 760,000 200,000 5,880,000 73, 746, 500 1,600,000 11, 760, 000 3,000,000 2,000,000 984,000 10,000,000 800, 000 8,272,000 2,000,000 1,000,000 » 850, 000 860, 000 1,000,000 2, 000, 000 3,000,000 55, 995, 800 95,200,000 3, 250, 000 8,600 500, 000 2,000,000 4,000,000 854,376 noo,48o 59,671 47,687 22,364 95, 000 39,310 21,260 '46,839 33,898 52, 643 24,615 62,385 6,667 49,366 62,886 60,847 24,691 62,089 28,846 49,776 27,822 23,123 23,669 1=26,404 17,565 13 74,870 19,249 120, 087 30,805 31,008 29,206 13,889 46,482 21,575 16494,399 204, 819 18202, 372 952, 381 2,061,856 445, 766 »1, 671, 826 --2 202, 650 =2 217,101 « 1,376 22 71,429 =2 69,517 22 56,259 9 10 11 12 13 100, 000 400,000 60,000 170,000 100,000 160,000 25,000 224,000 25,000 300,000 60,000 75,000 60,000 400, 000 15,000 350, 000 60,000 170, 000 50, OOfl 60,000 30,000 325,000 260,000 400,000 160,000 100,000 100, 000 125,000 150,000 100,000 20,000,000 62,000,000 900, 000 2,100,000 1, 800, 000 1,000,000 750,000 10,000,000 800,000 2,500,000 2,000,000 600,000 600,000 660,000 600, 000 1,000,000 1,500,000 16,000,000 2, 600, 000 1,200,000 1,000,000 250,000 1,000,000 2, 000, 000 100,000 60,000 6(1,000 170, 000 100,000 136,410 26, 000 2M,000 25, 000 105,000 35,000 75, 000 50,000 390,210 15,000 350, 000 60,000 170, 000 50,000 50,000 30,000 325, 000 100,000 400,000 134,000 100,000 100, 000 125,000 1.50,000 100, 000 5,880,000 51,996,500 900,000 2,100,000 1,800,000 1,000,000 748, 000 10,000,000 800, 000 1, 862, 000 2,000,000 600, 000 600,000 650,000 500, 000 1,000,000 1,500,000 15, 995, 800 2,500,000 1,200,000 8,600 250,000 1,000,000 2, 000, 000 14 15 16 8200,000 8200,000 17 18 10 8 12, 310 .1 .. . 19 ''0 ■ 21 21a 1 1 35.5,665 I 20,000 75, 000 ' 50,000 1,950,000 15,000 500,000 100, 000 250,000 70,000 80,000 30,000 325,000 300,000 700,000 150,000 60,000 400,000 366, 000 20, 000 75,000 50,000 600,000 15,000 434,000 65,200 182,000 70,000 80,000 26, 000 325,000 300,000 700,000 134,000 60,000 275,000 5 5 6 6 44, 5, 6 6 4 5 6 4 4 5 6 6 5,7 6 5 4 21 h 1 22 1 ■'3 28a 8 i»4,000 24 1 25 100,000 99,500 26 27 30,000 30,000 ?S 29 30 31 32 33 1 34 1 35 1 36 1 37 1 88 176,000 175,000 ! 425,666 100,000 ' 425,000 100,000 6 5 39 40 41 7 li 10 9 16 18 4 8 9 7 18 10 8 1=909,939 13,500 210,000 162, 000 160,000 134, 640 400,000 64,000 167, 580 140,000 108,000 60,000 52,000 21,750,000 700, 000 14,500,000 1,200,000 1,000,000 250, 000 21,750,000 700,000 9,050,000 1,200,000 1,000,000 236, 000 4" 5 7 6 6 41a 41b 41c i 41d 1 1 41e 41f ; 41g 41 h 8,900,000 6,410,000 5 41i 41k 1 400, 000 250,000 210,000 500,000 1,000,000 1,500,000 66,000,000 2, 800, 000 2,200,000 400, 000 250,000 210, 000 500,000 1,000,000 1,500,000 40,000,000 2,700,000 2, 050, 000 5,6 6 4 4 5 5 4,6 4,5 5 411 42 42a 1 43 ■': 44 45 46 47 48 49 250,000 1,000,000 2,000,000 250, 000 1,000,000 2,000,000 5 5 5 50 61 1 1 1 .52 12 Exclusive of 820,000, investments other than street railways. i» Exclusive of 875,000, investments other than street railways and electric-light plants owned. " Report covers the operations of the Metropolitan Street Railway Company for 9 months and the Interurban Street Railroad Company for 3 months. Capital stock is that of Interurban Street Railroad Company. 15 For 12 months, including period before and after lease was effected. 16 Exclusive of 822,775,712, investments other than street railways. ■'Controlled by Metropolitan Street Railway Company. 18 Exclusive of 866,700, investments other than street railways. 18 This company is leased to Metropolitan Street Railway Company but is operated independently. 20Exclusive of 810,455,290, stocks of other companies. This company has advanced $11,383,476 for construction work on the 8 subsidiary companies, numbers 47 to 54 inclusive. The total capital liabilities of the 9 companies are 8269,142 per mile of track owned. 21 Stock owned by Third Avenue Railroad Company; leased with it to Metropolitan Street Railway Company but operated independently. 28 See note 20. 258 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 63 6i 55 56 57 68 58a 59 59a 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 79 80 80a 81 82 82a 83 84 85 86 87 90 91 92 94 95 96 STATE AST) LOCATION. XEW YORK— Continued. New York, Mamaroneck, White Plains, Scarsdale. New York, Mt. Vernon, New Eochelle, Pelham. New Y'ork (Manhattan and Bronx). New York (Bronx) do New York (Brooklyn) do do do Name of company. Tarry town. White Plains and Mamaroneck Ewy. Co.i Westchester Electric R. R. Co.i Manhattan Rwy. Co. (elevated) .do. New Y^ork (Queens ) do New Y'ork (Richmond ) do Niagara Falls Northport, East Northport . Ogdensburg Olean ; Bradford (Pa.) Olean, Portville, Bolivar.,. Oneida Oneonta, Cooperstown Oswego Peekskill, Cortland, Yorktown. Penn Yan, Milo, Jerusalem Plattsburg Port Chester, Larchmont. Port Jervis Poughkeepsie, Wappingers Falls Rochester, Irondequoit . . . do do Rochester, Ontario, Sodus. Charlotte Rome Schenectady, Rotterdam, Albany Sea Cliff ". . South Beach, Midland Beach Syracuse, Onondaga, Geddes, De Witt. do Syracuse, Fayetteville, Manlius.. Syracuse, Baldwinsville Utica, Rome, Little Falls Watertown, Brownville Watkins, Montour Falls, Horse- heads. West Seneca, Gardenville, Ebene- zer. West Seneca, Hamburg Williamsville NORTH CAROLINA. Total for state . Asheville Asheville, Biltmore Asheville and vicinity . Charlotte and vicinity . Pelham Park R. E. Co City Island R, R. Co Brooklyn Rapid Transit Co.^ , Brooklyn City R. R. Co. (lessor) Coney Island and Brooklyn R. R. Co Brooklyn City and Newtown E. R. Co. (lessor). Van Brunt Street and Erie Basin R. R. Co . New Y'ork and Queens County Ewy. Co New Y'ork and North Shore Rwy. Co Staten Island Midland R. R. Co Staten Island Electric E. E. Co Niagara Gorge E. R. Co Northport Traction Co Ogdensburg Street Rwy. Co Olean, Rock City and Bradford R. R. Co .. Olean Street Rwy. Co Oneida Rwy. Co Oneonta, Cooperstown and Richfield Springs Ewy. Co. Westchester Traction Co Oswego Traction Co Peekskill Lighting and E. E. Co Penn Yan, Keuka Park and Branchport Ewy. Co. Plattsburg Traction Co New York and Stamford Rwy. Co Port Jervis Electric Light, Power, Gas and R. R. Co. Poughkeepsie City and Wappingers Falls Electric Rwy. Co. Rochester Rwy. Co Rochester Electric Ewy. Co. (lessor) Eochester and Suburban Ewy. Co Rochester and Sodus Bay Rwy. Co Irondequoit Park R. R. Co. (lessor) Rochester, Charlotte and Manitou E. R. Co . Rome City Street Rwy. Co Schenectady Ewy. Co Sea Cliff Incline Cable Rwy. Co •. . . . Southfield Beach R. R. Co Syracuse Rapid Transit Rwy. Co East Side Traction Co. (lessor) Syracuse and Suburban R. R. Co Syracuse, Lakeside and Baldwinsville Rwy. Co. Utica and Mohawk Valley Rwy. Co.i' Black River Traction Co Elmira and Seneca Lake Rwy. Co Buffalo, Gardenville and Ebenezer Rwy. Co. Hamburg Rwy. Co Buffalo and Williamsville Electric Rwy. Co. Asheville Electric Co Asheville Street R. R. Co Asheville and Craggy Mountain Ewy. Co . . Charlotte Electric Railway, Light and Power Co. Ealeigh I Raleigh Electric Co Wilmington, Wrightsville I Consolidated Railways, Light andPowerCo. Winston-Salem I Fries Manufacturing and Power Co PEBIOD COVEEED BY REPORT. From— July 1,1901 July 1,1901 July 1, 1901 July July July July July July July July July July July July Apr. July July July July July 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 1,1901 1,1901 1, 1901 1,1901 1,1901 1,1901 1,1901 1,1902 1, 1901 1,1901 1, 1901 1, 1901 •1, 1901 July 1, 1901 July 1, 1901 July 1, 1901 July 1, 1901 July 1,1901 Aug. 1, 1901 July 1, 1901 July 1, 1901 July July July July July July July July July Aug. July July July July July July July 1,1901 1,1901 1,1901 1,1901 1,1901 1, 1901 1, 1901 1, 1901 1, 1901 10, 1901 1, 1901 1,1901 1, 1901 1, 1901 1, 1901 1,1901 1,1901 July 1,1901 July July 1, 1901 1, 1901 July July July Jan. May July Dec. 1,1901 1. 1901 1,1901 1. 1902 1, 1901 1,1901 1,1901 To— June 30, 1902 June 30,1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June June June June June June June June June June June June 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 Jime 30,1902 June 30,1902 June 30,1902 June 30, 1902 Dec. 31,1902 Apr, 30,1992 June 30, 1902 Nov. 30,1902 LENGTH, SINGLE- TRACK MILES. Owned. 18.69 31.05 117. 14 1.50 2.00 6319. 42 204.92 26.38 ' 2L92 2.60 74.47 24.00 27.54 31.02 14.40 2.74 10.00 1116.55 13.25 1.60 30.00 2.66 11.15 10.36 9.25 6.50 16.38 5.10 17.33 86.93 8.93 16.30 38.14 5.60 7.75 6.06 36.12 .18 4.00 59.61 8.56 14.31 23.03 18 76.20 10.47 16.41 4.67 10. 33 4.54 "46.32 5.87 7.64 3.24 11.29 "4.50 4.65 9.13 Oper- ated. 18.69 38.22 117.14 1.50 2.00 526. 71 50.57 3.00 74.47 24.80 27.64 31.02 15.40 2.74 10.00 "18.86 13.25 1.60 30.00 2.66 n.15 10.36 9.25 6.50 16.53 5.10 17.33 104.92 I'll. 13 47.64 7.75 6.06 42.78 .18 4.00 68.16 14.31 23.03 18 76.20 10.47 16.41 4.67 10.33 4.64 .'iS. 76 5.87 8.08 15.24 11.29 4.50 4.65 9.13 CAPITAL STOCK. Total par value. Authorized. $300,000 500,000 48,000,000 60,000 50,000 847,717,305 12, 000, 000 2, 000, 000 2, 000, 000 200,000 5,000,000 600,000 1,000,000 1, 250, 000 1,000,000 60,000 150, 000 210,000 300,000 15,000 1,600,000 300, 000 300,000 600,000 100,000 100,000 500,000 350,000 750,000 5,000,000 200,000 420,000 1, 750, 000 100,000 100,000 150,000 600,000 10,000 250, 000 4,000,000 300,000 400,000 600,000 3,100,000 105,000 300,000 40,000 200,000 75, 000 3,275,000 750,000 500,000 250,000 500,000 75,000 500,000 700,000 I.s.sued. $300,000 500,000 47, 999, 700 50,000 50,000 847, 717, 305 12,000,000 2,000,000 1,92.3,400 200,000 3,100,000 600,000 1,000,000 1,260,000 1, 000, 000 34,000 150,000 210,000 300,000 15,000 750,000 300,000 300,000 350,000 94,000 100,000 600,000 350,000 750,000 5,000,000 200,000 420,000 1,750,000 100,000 97,600 160,000 600,000 9,500 250,000 4,000,000 300,000 400,000 500,000 461,237 105,000 300,000 39,300 200,000 75,000 1, 995, 626 .511,700 266,326 24,200 60,000 68,800 400,000 674, 600 1 Stock OAvned by Third Avenue Railroad Company; leased with it to Metropolitan Street Railway Company but operated independently 2 See note 20, page 55. ^ ■ •■ r j 8Exclusive of $40,023, investments other than street railways. 4 Includes the statistics for the following companies, which are controlled by ownership of stock: Brooklyn Heights; Nassau; Sea Beach; Brooklyn Union Elevated; Prospect Park and Coney Island; New York and Coney Island; New York and Brooklyn Bridge; Brooklyn, Queens County and Suburban; and Coney Island and Gravesend. 8 Includes 67.02 miles of elevated track. 8 Includes 82,717,305, outstanding shares of controlled companies. ' Exclu.sive of 81,000,000, investments other than street railways. 8 Includes investments other than street railways. "Exclusive of 8260,000, investments other than street railways. 1" Exclusive of 8903,876, investments other than street railways. 11 Includes 6.76 miles in Pennsylvania. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 259 CAPITAL STOCK— continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. CoTninon. Preferred. Amount authorized. Amount out- standing. Eates of inter- est, ■ per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Eate per cent. Amount. ' Authorized. Issued. Eate per cent. Amount. S300,000 500,000 48,000,000 60,000 60,000 47,717,305 12,000,000 2,000,000 2,000,000 200,000 6,000,000 600,000 1,000,000 1,250,000 1,000,000 50,000 160,000 210,000 300,000 16,000 1,500,000 300,000 ' 200,000 500,000 100,000 100,000 500,000 350,000 750,000 2,500,000 200,000 70,000 1,000,000 100,000 100, 000 150,000 600,000 10,000 250,000 2,760,000 300,000 400,000 600,000 2,600,000 105,000 300,000 40,000 200,000 76,000 2,825,000 8800,000 500,000 47,999,700 60,000 50,000 47,717,305 12,000,000 2,000,000 1,923,400 200, 000 8,100,000 600,000 1,000,000 1,250,000 1,000,000 34,000 $300,000 500,000 51,818,000 60,000 27,873 160,000,000 6,926,000 2,000,000 2,000,000 78,000 4,200,000 600,000 1,000,000 2,000,000 1,000,000 $300,000 600,000 39,545,000 50, 000 27,873 52, 524, 000 6,925,000 2,000,000 2, 000, 000 66,000 3,000,000 600,000 1,000,000 2,000,000 1,000,000 6 5 4,6,6 6 6 »,6 4i,6,6 4,6 5 6 4,5,6 5 6 5 6 $600,000 1,000,000 87,544,700 100,000 77,873 100,241,306 18,925,000 4,000,000 83,923,400 266,000 6, 100, 000 1,200,000 2,000,000 3,250,000 2,000,000 34,000 300,000 410,000 678, 600 25,000 1,500,000 438, 000 588,000 12860,000 194,000 180, 000 ,866,000 13550,000 1,154,000 9,556,960 8200,000 420,000 1,760,000 100,000 178,760 273,600 121,650,000 11,600 271,000 8 7,836,000 550,000 827,000 8 1,000,000 2,611,237 160,000 600,000 61, 300 400,000 76,000 3, 876, 125 2$82,108 232,206 747,861 839,985 38,936 313,823 92,353, '113,723 178,987 106,000 81,912 60,000 72,622 » 96, 389 i»76, 120 12, 409 30,000 24,773 43, 660 16,667 60,000 164,662 52, 736 82,046 20,973 27, 692 62,808 107,843 66,690 "108,075 22,396 25,767 i»44,048 17,867 23,065 46,132 45,681 63,889 67,750 131,454 64, 327 67,792 43,422 41,726 15,282 36,563 13,126 38,722 16,520 2070,250 63 54 4 $1,920,000 55 56 57 58 10 16 1,200,000 320,000 58a 59 59a 4 8,000 60 61 62 63 64 65 1 " 66 150,000 210,000 300,000 15,000 760,000 150,000 200,000 286,000 10,000 1,600,000 160,000 300,000 760,000 100,000 100,000 600,000 460,000 600,000 5,457,000 150,000 200,000 278,500 10,000 750,000 138,000 288,000 600,000 100,000 80,000 365,000 200,000 404,000 4,656,960 6 5 6 4 5 5 3,5 5 6 5 5 6 5,6 67 68 m 70 71 300,000 200,000 360, 000 ?*> $100,000 $100,000 73 74 94,000 75 100,000 600,000 350,000 750,000 2,600,000 200,000 70,000 1,000,000 100,000 97,500 150,000 . 600, 000 9,500 250,000 2,750,000 300,000 76 77 78 79 2,600,000 2,500,000 2J $54,110 80 8 16,000 80a 350,000 760,000 360,000 760,000 450,000 81 82 6 5,000 82a 82, 000 200,000 2,000,000 2,000 150,000 4,750,000 260,000 433,000 660,000 4, 860, 000 56,000 800,000 25,000 300,000 81,2.50 123,500 1,050,000 2,000 21,000 3, 836, 000 250,000 427,000 500,000 2,150,000 65,000 300,000 22,000 200,000 5 5 4i 4 5 5 5 5,6 5 4i,5 5 5 6 5 83 84 85 86 87 1,250,000 1,260,000 88 88a 400,000 89 600,000 85,000 106,000 300,000 39,800 200,000 75,000 1,657,660 90 600,000 376,237 91 Q9 93 Q4 95 06 460,000 337,966 2,825,000 1,880,500 760,000 300,000 260,000 500,000. 75,000 360,000 600,000 511,700 78,360 24,200 60,000 58,800 350,000 574,600 750,000 100,000 600,000 600,000 76,000 400,000 600,000 496,000 100,000 26, 000 360,000 68,500 400,000 450,000 6 6 6 5 5 6 6 "1,007,700 366,326 8.50,200 12 410,000 18117,300 12 800,000 121,124,600 171, 670 47,948 15,494 36,315 27,600 172, 043 21118.690 1 200,000 187,966 2 Q 4 p; 160,000 100,000 50,000 100,000 6 7 12 Includes electric-light plant and other investments. 18 Includes electric-light plant. " Exclusive of $161,000, investments other than street railways. 18 Exclusive of 9.06 miles leased to an operating company. " Exclusive of $70,000, investments other than street railways. "This is a combined report of 6 constituent companies separately for 5 months and the Utica and Mohawk Valley Eailway Company (consolidation) for 7 18 Includes 13.62 miles leased from steam railroad. 18 Includes .25 mile leased from city. 20 Exclusive of $639,690, investments other than street railways and electric-light plants owned. 2^ Exclusive of $40,957, investments other than street railways and electric-light ^ants owned. 260 STREET AND ELECTRIC RAILWAYS. Table 93-— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 8a 9 ]0 11 12 13 14 15 17 18 19 20 20a 21 22 23 24 25 26 27 27a 28 28a 29 30 31 32 33 34 35 36 STATE AND LOCATION. OHIO. Total for state . Ashtabula Ashtabula, Conneaut, Jefferson. Bucyrus, Gallon, Crestline, Mans- field. Cambridge Canton, Alliance, Sebring Canton, Massillon, Akron Chillicothe Cincinnati and vicinity . Cincinnati Cincinnati, Glendale Cincinnati, Hamilton, Dayton .. Cincinnati; Lawrenceburg(Ind.) Cleveland and viciijity. . . do Cleveland, Berea, Elyria, lin, Lorain, Wellington. Cleveland, Chagrin Falls, Char- don, Garrettsville. Cleveland, Painesville, Fairport . Cleveland, Kent, Ravenna, Ak- ron, Barberton. Columbus and vicinity Columbus, London, Springfield . . Ober- Columbus, Newark. Davton do do Dayton, Alexandria, Eaton . .. Dayton, Arcanum, Greenville. Dayton, Springfield, Urbana .. Dayton, Troy, Piqua . Dayton, Xenia Defiance Delaware Dennison. Uhrichsville East Liverpool, Wellsville Lancaster .* Lima Lima, Wapakoneta, Celina, Sid- ney, Piqua. Lorain, Elvria Mansfleld,"Shelby Name of company. Ashtabula Rapid Transit Co Pennsylvania and Ohio Rwy. Co. Ohio Central Traction Co Consolidated Co Stark Electric R. R.Co.* Canton-Akron Rwy. Co Chillicothe Electric Railroad, Light and Power Co. Cincinnati Traction Co Cincinnati Street Rwy Co. (lessor) Price Hill Incline Plane R. R. Co Mill Creek Valley Street R. R. Co Cincinnati, Dayton and Toledo Traction Co. Cincinnati, Lawrenceburg and Aurora Electric Street R. R. Co. Cleveland Electric Rwy. Co Cleveland City Rwy. Co Cleveland, Elyria and Western Rwy. Co... Eastern Ohio Traction Co » Cleveland, Painesville and Eastern R.R. Co. Northern Ohio Traction Co PEKIOD COVERED BY EEPOET. From- Jan. 1, 1902 Jan. 1, 1902 July 1, 1901 July 1, 1901 Jan. 1, 1902 June 1,1902 July 1,1901 Jan. Jan. Nov. July June 1,1902 1, 1902 1,1901 1,1901 1, 1901 To— Jan. 1,1901 Jan. 1, 1901 Jan. 1,1901 Jan. 1, 1901 Jan. 1,1901 Columbus Rwy. Co _ _ _ Columbus, London and Springfield Rwy. Co Columbus, Grove City and Southwest- ern Rwy. Co. (lessor). Columbus, Buckeye Lake and Newark Traction Co. City Rwy, Co Peoples Rwy. Co Oakwood Street Rwy. Co Dayton and Western Traction Co Dayton and Northern Traction Co Dayton, Springfield and Urbana Electric Rwy. Co.i» Springfield and Western Traction Co. (lessor). Dayton and Troy Electric Rwy. Co Miami Valley Rwy. Co. (lessor) Dayton and Xenia Transit Co Peoples Gas and Electric Co Delaware Electric Street Rwy. Co United Electric Co East Liverpool Rwy. Co Lancaster Traction Co Lima Electric Railway and Light Co Western Ohio Rwy. Co Marion Mt. Vernon Newark, Granville New Philadelphia, Canal Dover, Uhrichsville. Pomeroy, Middleport, Racine... Portsmouth Salem Springfield Springfield, Xenia Steuben ville Steubenville, Toronto Tiflln •. Tifftn, Bascom, Fostoria Toledo Toledo, Bowling Green, Findlay. Toledo, Fostoria, Findlay Toledo, Dennison; Morenci, Adrian (Mich.). Toledo, Fremont, Sandusky, Norwalk, Lorain, Cleveland. Toledo, Maumee, Perrysburg, Waterville. Wellston, Jackson Lorain Street Rwy. Co Mansfield Electric Railway, Light and Power Co; Marion Street Rwy. Co Mt. Vernon Electric Rwy. Co Newark and Granville Street Rwy. Co Tuscarawas Traction Co 40 41 42 43 44 45 46 47 48 49 60 51 52 53 54 55 56 57 58 1 Exclusive of 63.48 miles lying outside of state, but including 48.55 miles in state owned by outside companies, total operated, 2,469.76. 2 Exclusive of $1,147,336, investments other than street railways and electric-light plants owned. 3 Includes electric-light plant. * Covers operations of Stark Electric Railroad Company and Alliance Electric Railroad Company for the year reported, 5 Includes electric-light plant and other investments. » Includes investments other than street railways. Ohio River Electric Railway and Power Co Portsmouth Street Railroad and Light Co. , Salem Electric Rwy. Co Springfield Rwy. Co Springfield and Xenia Traction Co Steubenville and Pleasant Heights Trac- tion Co. Steubenville Traction and Light Co Electric Railway and Power Co Tiffin, Fostoria and Eastern Electric Rwy. Co. Toledo Railways and Light Co Toledo, Bowling Green and Southern Trac- tion Co. Toledo, Fostoria and Findlay Rwy. Co Toledo and Western Rwy. Co Lake Shore Electric Rwy. Co Toledo and Maumee Valley Rwy. Co.. Wellston and Jackson Belt Rwy. Co.'^ . Jan. Jan. 1, 1902 1,1901 Jan. 1, 1901 Jan. 1,1902 Jan. ] , 1902 Mar. 1, 1902 Jan. July Jan. Jan. Oct. July 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 July 1, 1901 Jan. Jan. July June June Jan. Jan. Jan. Jan. Mar. Jan. Jan. Apr. Feb. Jan. Jan. July Jan. July July July May Jan. Jan. May Jan. May Nov. July Nov. Jan. 1,1902 1, 1902 1, 1901 1, 1901 1. 1901 1,1902 1. 1902 1, 1902 1, 1902 15, 1902 1. 1901 1. 1902 1. 1901 1. 1902 1, 1902 1, 1902 1. 1901 1. 1902 1,1901 1,1901 1, 1902 1, 1902 1,1902 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 1, 1901 1,1901 1, 1901 Dec. 31,1902 Dec. 31,1902 June 30, 1902 June 30, 1902 Dec. 31,1902 Dec. 31,1902 June 30, 1902 Dec. 31,1902 Dec. 31,1902 Oct. 31,1902 June 30, 1902 May 31,1902 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 Dec. 31,1902 Dec. 31,1901 Dec. 31,1901 Dec. 31,1902 Dec. 31,1902 Nov. 30,1902 Dec. 31,1901 June 30,1902 Dec. 31,1901 Dec. 81,1901 Sept. 30, 1902 June 30,1902 June 30, 1902 Dec. Dec. June May Mar. Dec. Dec. Dec. Dec. Jan. 31, 1902 31,1902 30, 1902 31, 1902 31,1902 31,1902 31,1902 31, 1902 31. 1902 14. 1903 Dec. 31,1901 Dec. 31,1902 Mar. 31,1902 Jan. 31,1903 Dec. 31,1902 Dec. 31,1902 June 30, 1902 Dec. 31,1902 June 30, 1902 June 30, 1902 Nov. 30,1902 Dec. 31,1902 Dec. Dec. Apr. Dec. Apr. Oct. June Oct. Dec. 31,1902 31. 1901 30. 1902 31,1901 30, 1902 81, 1902 30, 1902 31, 1902 31,1901 July 1,1901 June 30,1902 LENGTH, SINGLE- TRACK MILES. Owned. 2, 338. 50 5.75 27.75 17.02 212. 96 .61 82.50 78.35 839.25 137. 34 99.70 68.00 90.00 43. 26 96.85 106.43 58.60 14.00 43.50 24.28 20.70 7.90 22.25 40.05 48.63 5.44 28. 00 14.70 60.12 4.53 7.60 2.03 14.71 3.81 18.55 77.97 11.67 21.00 4.28 5.10 13.89 13.43 13.02 5.50 2.65 28.13 18.08 3.08 97.78 40.37 16. 28 1«66.59 Oper- ated. I CAPITAL STOCK. Total par value. Authorized. '2,4.54.83 $120,607,200 212. 96 46.70 'bi'.bi' 4.53 7.50 2.03 14.71 3.81 20.55 80.57 11.67 21.00 VI. IS 52.37 17.28 12 70.59 150, 000 700, 000 225, 000 500,000 1, 000, 000 1, 600, 000 100, 000 2,000,000 30,000,000 75, 000 2,200,000 6, 000, 000 760, 000 13,000,000 8,000,000 2, 000, 000 2, 500, 000 2,000,000 3, 500, 000 7, 000, 000 1,500,000 250,000 1,600,000 2, 100, 000 1,100,000 19,000 800,000 460,000 1,500,000 250,000 1,000,000 300, 000 800, 000 100,000 50,000 28, 200 300,000 100, 000 400, 000 3, 000, 000 750, 000 400, 000 100, 000 400, 000 300, 000 250, 000 300,000 125, 000 100,000 1,000,000 500, 000 160, 000 400,000 50, 000 176, 000 12, 000, 000 1,500,000 1,600,000 1,800,000 Issued. S108, 893, C50 6,000,000 6,000,000 400, 000 400, 000 500,000 255,000 Total owned by companies in state, 2,353.43 miles; 150, 000 680, 000 225, 000 300,000 850, 000 1,600,000 100,000 2,000,000 18, Oil, 460 75,000 1,800,000 3,000,000 750,000 13,000,000 1, 600, 000 1,500,000 2,500,000 1,556,000 3,600,000 6,000,000 1,600,000 250,000 1,600,000 2, 090, 600 1, 100, 000 19,000 800,000 450,000 759, 500 260, 000 1,000,000 300,000 800, 000 100,000 50,000 28,200 300,000 100,000 400,000 2, 063, 000 750,000 400,000 50,000 75,000 300,000 244, 000 300,000 126,000 100,000 1,000,000 600,000 150, 000 400,000 60,000 175,000 12, 000, 000 660, 000 460, 000 1, 500, 000 GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 261 CAPITAL STOCK— continiieil. Common. Par value. Authorized. 8110,6.57,200 150,000 700, 000 225, 000 500,000 1,000,000 1,000,000 100,000 2, 000, 000 20,000,000 76, 000 1,100,000 5, 000, 000 750, 000 13,000,000 8,000,000 2, 000, 000 2,500,000 2,000,000 2,600,000 3,500,000 1,500,000 250, 000 1,000,000 1, 500, 000 1, 100, 000 19,000 400, 000 450, 000 1,600,000 250,000 ! 500,000 300,000 ! 660, 000 100,000 60, 000 28, 200 300, 000 100, 000 400, 000 3, 000, 000 7.50, 000 400, 000 100, 000 400, 000 300, 000 250, 000 300, 000 125, 000 100, 000 1,000,000 600, 000 160, 000 400, 000 50, 000 175,000 12, 000, 000 1, 600, 000 1,600,000 1,800,000 4, 600, 000 400, 000 500, 000 Issued. 899, 643, 650 Dividends. Rate per cent. Amount. Preferred. Par value. Authorized. 82,289,654 1, 850, 000 150,000 680,000 226, 000 300, 000 860,000 1,000,000 100, 000 2, 000, 000 18,011,4.50 75, 000 800, 000 8, 000, 000 750, 000 13, 000, 000 7,600,000 1,600,000 2,500,000 1,666,000 2, 500, 000 3,000,000 1, 500, 000 260, 000 1,000,000 1, 490, 600 1,100,000 19, 000 400, 000 450, 000 769, 500 250, 000 500, 000 300, 000 660, 000 100,000 60, 000 28, 200 800, 000 100, 000 400, 000 2, 063, 000 760, 000 400, 000 50, 000 76, 000 300, 000 244, 000 300, 000 126, 000 100, 000 1,000,000 800, 000 150, 000 400,000 60, 000 175,000 12, 000, 000 660,000 450,000 1,600,000 4, 600, 000 400,000 256, 000 5 5.1, 5i 3 J Issued. $9,250,000 600,000 600, 000 100, 000 979,856 1,100,000 \ 1,000,000 Dividends. Rate per cent. Amount. 8344,000 18, 000 ' 37, 500 FUNDED DEBT. Amount authorized. 873, 648, 500 76, 000 700, 000 160, 000 600,000 I 1,000,000 1,673,000 75, 000 Amount out- standing. Rates of inter- est, per cent. 861,242,000 75, 000 680, 000 760, 000 1,673,000 78, 000 I 724,600 724,600 620,000 380, 000 ? 42, 000 1,000,000 I 3, 500, OCO 1,000,000 I 3,000,000 I 50, 000 150,000 89, 436 ! 55,000 950 600,000 600, 000 500, 000 600, 000 9,000 15,000 400, 000 400, 000 12, .500 9,600 1,880 500, 000 ioo, 000 500, 000 'i56,"oo6' 7,500 '! ■I 36,000 ,j 5,000,000 760, 000 4,350,000 2,026,000 1,600,000 2,600,000 2,000,000 3, 000, 000 7,000,000 1,500,000 250, 000 1,. 500, 000 65, 000 600, 000 20,000 ii. 450,000 750,000 260, 000 25,000 3,500,000 750,000 4,350,000 ' 2,026,000 i 1,376,000 2,186,000 1,402,000 3, 000, 000 5, 606, 000 1,500,000 210, 000 1,125,000 65, 000 460, 000 460, 000 7.50, 000 155, 000 800, 000 10, 000 2,000 15, 000 "5,612 I 16, .500 , I 435, 000 100, 000 400, 000 3,000,000 7.50, 000 400, 000 800, 000 7,000 435, 000 68, 000 400, 000 2, 063, 000 .550,000 400, 000 8,750 15, 000 1,500,000 1, 500, 000 30, 000 250, 000 200,000 315, 000 83, 000 .50, 000 650, 000 600, 000 60, 000 280, 000 175, 000 12,000,000 1,500,000 1,500,000 1,250,000 6, 000, 000 400, 000 300. 000 24, 000 190, 000 200, 000 315, 000 ,83, 000 60, 000 600, 000 500, 000 38,000 280, 000 175, 000 9, 875, 000 1,036, .500 460,000 1,250,000 4,000,000 400, 000 300,000 'Dividends not declared on full amount of stock shown. 8 Includes 9 miles in Indiana. 'Includes 6.12 miles leased to Cleveland Electric Railway Company. '"This company also leases the Urbana, Bellefontaine and Northern, with 21.75 miles under construction. ^1 Dividends declared on a part of the stock for 9 months only. '2 Includes 30.19 miles in Michigan. '3 Leased to and operated by a steam railroad. 5,6 6,6 5 6,6 5,6 5 4,5 5 5 5 5,6 5,6 6 6 5 .5,6 5 6 6 5,6 5 Capital Total capital liabilities stock and per mile funded debt of single outstanding. | track owned. 5 4,5 5 5 6 5 5 6 8170,135,650 i -'871, 805 22.5,000 I 39,130 1,360,000 49,009 225,000 13,220 3 300,000 i 1.50,000 1,600,000 I 59,325 3,273,000 I 66,238 5 175,000 : 34,247 « 2, 000, 000 il 18,735,950 'J "76,000 1,800,000 6,500,000 97, 370 122, 951 56, 386 82, 961 1,500,000 38,217 | 12 « 17, 360, 000 9,626,000 ; « 2, 875, 000 ' 8 4,686,000 j 2,9.58,000 ' 5 6,500,000 11,605,000 1 3,000,000 460,000 I 2,625,000 2, 1.55, 600 1,550,000 19, 000 800, 000 « 900, 000 6 1, .509, .500 i 126,329 13 96,580 14 42,279 I 16 52,067 I 16 ,377 ,114 109,039 j 19 51,195 20 32,857 20a 60,345 ' 21 88, 781 74, 879 2,406 36,956 22, 472 31,041 405, 000 : 74, 449 I 1,000,000 300, 000 1,600,000 3107,000 80, 000 3 28,200 735,000 168, 000 800,000 4, 126, 000 1,300,000 3 800,000 6 50,000 99,000 490,000 1 444,000 35,714 20, 408 31, H2o 23,620 6,667 13, 892 49, 966 44, 094 43, 127 52,918 22 23 24 25 26 27 27a 28 28a 29 30 31 32 33 34 35 36 615,000 3 208,000 180,000 1,600,000 1,000,000 188,000 111, 397 37 38, 095 11,682 19,412 40 35, 277 41 83,060 [ 42 680,000 i 60,000 I 350,000 I 5 21,875,000 3 1,696,500 1 900,000 2,750,000 10,000,000 800,000 656,000 47,285 87,818 ■ 66, 604 66,879 65, 310 61, 039 53, 20S 6, 821 20, 5S8 223,717 42,024 65,283 41,297 62,332 ■ 39,665 43 44 48 46 47 48 49 50 61 .52 63 64 65 56 67 58 1165—05- -18 262 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TEACK, CAPITAL 59 60 61 la lb Ic Id le If Ig Ih li Ik 2 2a 3 9 10 11 12 13 14 14a 14b 14c 14(1 I4e 15 16 17 18 18a 19 20 STATE AND LOCATION. OHIO— Continued. Worthington, ClintonviUe. Youngstown Youngstown; Sharon, Newcastle (Pa.). Youngstown, Warren, Niles, Lowellsville. Zanesville OREGON. Name of company. Worthington, ClintonviUe and Columbus Street Rwy. Co. Youngstown Park and Falls Street Rwy. Co. Youngstown-Sharon Railway and Light Co Mahoning Valley Rwy. Co . . Zanesville Electric Rwy. Co. Total for state . Astoria Portland Portland and vicinity . Portland, Sellwood Salem Union PENNSYLVANIA. Total for state . AUentown, South Bethlehem, Easton, Bethlehem, Catasauqua, Emaus, Slatington. AUentown, Emaus, Quakertown, Lansdale, North Wales, Phila- delphia. AUentown, Kutztown. Altoona Bangor, East Bangor Beaver Palls, New Brighton, Rochester, Freedom, Monaca, Beaver. Beaver Falls, New Brighton Beaver Falls, Patterson Heights. . Bloomsburg, West Berwick Bradford, Custer City, Lewis Run Butler, Lyndora Carlisle, Mt. Holly Springs Carlisle, Mechanicsburg Chester, Media, Philadelphia . . . Chester, Swarthmore, Darby . Chester, Tinicum Connellsville Doylestown, Newtown, home, Bristol. Lang- Doylestown and vicinity.. . Doylestown, Willow Grove. Astoria Electric Co Portland Rwy. Co City and Suburban Rwy, Co Portland City and Oregon Rwy. Co . . . Salem Light, Power and Traction Co . Union Street and Suburban Rwy. Co. . Lehigh Valley Traction Co. AUentown and Slatington Street Rwy. Co. (lessor). Bethlehem and Nazareth Passenger Rwy. Co. (lessor). Coplay, Egypt and Ironton Street Rwy. Co. (lessor). Easton Consolidated Electric Co. (lessor) . Easton Transit Co. (lessor)' Easton and Bethlehem Transit Co. (lessor). Pennsylvania Motor Co. (lessor) Freemansburg Street Rwy. Co. (lessor)s, Northampton Central Street Rwy. Co. ( lessor). s Easton, Palmer and Bethlehem Street Rwy. Co. (lessor). 8 Slate Belt Electric Street Rwy. Co. ( lessor) , Philadelphia and Lehigh Valley Traction Co. Quakertown Traction Co. (lessor) AUentown and Kutztown Traction Co. (now AUentown and Reading). Altoona and Logan Valley Electric Rwy. Co. Bangor and East Bangor Street Ewv. Co. . . Beaver Valley Traction Co '. Riverview Electric Street Rwy. Co Patterson Heights Street Rwy. Co Columbia and Montour Electric Rwy. Co.. Bradford Electric Street Rwy, Co Butler Passenger Rwy. Co Carlisle and Mt. Holly Rwy. Co Cumberland Valley Traction Co Chester Traction Co Chester, Darby, and Philadelphia Rwy. Co. (lessor). Chester and Media Electric Rwy. Co. (lessor). Chester and Delaware Street Rwy. Co. (lessor). Chester Street Rwy. Co. (lessor) Union Rwy. Co. (lessor) Media, Middletown, Aston and Chester Electric Rwy. Co., (including Philadel- phia, Morton and Swarthmore Street Passenger liwy. Co.). Philadelphia and Chester Rwy. Co Connellsville Suburban Street Rwv. Co Newtown Electric Street Rwy. Co Newtown, Langhorne and Bristol Trol- ley Street Rwy. Co. (lessor). Doylestown and Easton Street Rwy. Co Doylestown and Willow Grove Rwy. Co PERIOD COVERED BY REPORT. From- June 1, 1901 May 1,1901 Jan. 7,1902 July 1,1901 July 1,1901 To- Mar. July Sept. July July Jan. 1,1901 1, 1901 1,1901 1,1901 1, 1901 1, 1901 July 1,1901 July July July July July July July July July July 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 1,1901 1,1901 1, 1901 1,1901 July July Oct. July 1,1901 1,1901 1,1901 1, 1901 July 1,1901 Oct. July 15, 1901 1,1901 Aug. Nov. July July 12, 1901 1,1901 1, 1901 1,1901 June 20, 1901 July 1, 1901 July July July 1,1901 1, 1901 1, 1901 July 1, 1901 July 1, 1901 July July July July Julv July 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 1,1901 July 1,1901 May 29,1902 July 1,1901 May 31,1902 Apr. 30,1902 Dec. 31,1902 June 30,1902 June 30,1902 Feb. 28,1902 June 30, 1902 Aug. 31,1902 June 30, 1902 June 30, 1902 Dec. 31,1901 June 30, 1902 June 30, 1902 June 30, 1902 June 30. 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30,1902 June 30,1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 Oct. 31,1902 June 30, 1902 June 30, 1902 June 19, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 LENGTH, SINGLE- TRACK MILES. Owned. Oper- ated. 4.10 28.03 65.50 24.59 11.95 2.50 32, 604. 58 5.12 6.13 1 42. 25 53.53 10.00 136. 67 4.10 30.19 65.60 25.99 11.95 2.76 32, 642. 07 54.49 21.80 10.20 = 11.44 4.11 3.34 7.50 5.81 11.40 16.10 39.21 10.84 22.00 19.00 2.75 22.60 .45 16.26 11.47 7.26 6.30 20.00 6.94 5.28 2.78 6.92 10.15 18.95 8.72 2.60 18.70 9.19 6.00 13.38 « 148. 81 50.05 22.00 •27.50 2.75 22. .W 3.63 .45 16.26 11.47 7.26 6.80 20.00 32.07 18.95 S. 72 2. -iO 27.89 5.12 6.13 142.25 53. 53 10.00 140. 48 6.00 P 13. 3S 1 CAPITAL STOCK. Total par value. Authorized. S40,000 200, 000 920, 000 2,500,000 300,000 4,050,000 Issued.' 100,000 800,000 2, 600, 000 500,000 130,000 20,000 235,711,100 3,000,000 240,000 150,000 160, 000 460, 000 300,000 126,000 120, 000 150,000 72,000 200, 000 360,000 1,500,000 300, 000 250,000 600,000 40,000 ], 000, 000 76, 000 6,000 375, 000 130,000 60,000 100, 000 560, 000 500,000 125,000 100,000 100,000 160,000 200,000 750,000 350,000 26,000 300,000 200,000 825,000 600,000 881,900 200,000 920,000 2,500,000 300,000 2,788,650 100,000 800,000 1,238,650 600,000 130,000 20,000 211, 728, 498 2,654,080 240,000 150,000 60,000 460,000 300,000 125,000 120,000 150,000 72,000 200,000 360,000 1,500,000 300,000 260, 000 415, 3.50 40,000 1,000,000 75,000 6,000 200,000 130, 000 60,000 100,000 446, 400 600,000 100, 000 100,000 50,000 160,000 100,000 322. 800 360,000 26,000 300,000 118,000 86,500 600,000 • Includes 24.29 miles in Pennsylvania. '^ Includes electric-li^ht plant. 3 Exclusive of 7.38 miles lying outside of state, but including 31.06 miles in state owned by outside companies. Total owned by companies in state, 2,480.91 miles, total operated, 2,518.40 miles. j j- • t ■•Capital reported for 195 companies only, representing 2,476.31 miles of track owned. 6 Exclusive of 831,568,967, investments other than street railways and electric-light plants owned. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY C"0:MPANIES: 1902— Continued. 263 CAPITAL STOCK— continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. 1 Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. % g $40,000 200,000 920,000 2,600,000 300, 000 3,850,000 $81,900 200,000 920,000 2,500,000 300,000 2,588,650 $12,000 200,000 920, 000 2,500,000 300,000 6, 130, 000 $12,000 194,000 920,000 2, 600, 000 2.50,000 2,737,000 5,6 5 5 5 4 $43,900 394,000 1,840,000 5,000,000 550,000 2 5,525,550 $8,574 64,274 43,550 93, 406 66,000 40,430 59 6 $12,000 60 61 62 63 49,048 $200, 000 $200,000 $6,000 100,000 700,000 2,600,000 400, 000 130,000 20,000 211, 768, 900 100,000 700,000 1,238,6.50 400,000 130,000 20,000 191,291,115 100, 000 1,660,000 2,486,650 1,000,000 2 260,000 20,000 <287,292,195 24,390 59,222 37,947 40,667 21, 767 8,000 5103,267 1 100,000 100,000 5 6,000 2,500,000 3, 000, 000 600,000 130,000 860,000 1,247,000 600,000 130,000 6,6 4,6 6 5 2 •i 49,048 3 100, 000 100,000 4 5 6 7,173,485 23,942,200 20,437,380 977,395 90,221,600 75,563,700 2,500,000 240,000 150,000 150,000 460,000 300,000 126,000 120, 000 160,000 72,000 100,000 360, 000 1,600,000 300,000 250,000 600,000 40,000 1,000,000 75,000 6,000 375,000 130, 000 60,000 100,000 500,000 600, 000 125,000 100,000 100,000 150,000 200,000 750,000 350,000 25, 000 300,000 200,000 825,000 500, 000 2,477,400 240, 000 150,000 60,000 450,000 300,000 126, 000 120,000 150, 000 72,000 100,000 360,000 1,500,000 300,000 250,000 415, 350 40,000 1,000,000 75,000 6,000 200,000 130,000 50,000 100,000 402,900 500,000 100,000 190,000 50,000 150,000 100,000 322, 800 360,000 25,000 300,000 il8,000 85,500 500,000 35 6 5 84,581 12,000 7,500 500,000 176, 680 6 10,600 3, 000, 000 500, 000 1.50,000 150,000 1,300,000 450, 000 60,000 60, 000 125,000 3,000,000 600, 000 150,000 150,000 880, 000 300,000 60,000 60, 000 30,000 4 4 6 5 5 6 6 6 5 6, 6.54, 080 740, 000 300,000 210,000 1, 330, 000 600,000 186,000 180,000 180,000 72, 000 400,000 720, 000 3,432,000 l»600,000 445,000 885,850 80, 000 1,896,000 150, 000 11,700 398,972 267, 500 50,000 200, 000 723, 900 750,000 226,000 200,000 50,000 160,000 300,000 322, 800 620,000 l» 200, 000 600, 000 230,700 165,500 1,000,000 '60,941 '46,891 65,361 20,227 46,624 29, 091 84,267 41,322 26,000 24, 662 22, 450 6,897 31,746 36, 195 "45,990 17,034 71, 101 80, 000 32,086 25,103 27,583 74, 738 1 la lb Ic 6 27,000 Id le If Jg li 100,000 100,000 200,000 360, 000 2,500,000 300, 000 250,000 500,000 40,000 1,000,000 75, 000 6,000 376, 000 130,000 200,000 360,000 1,932,000 300,000 196,000 470, 500 40,000 896,000 75, 000 5,700 198,972 127,500 5 5 6 5 5 5 5 5,6 6 6 6 6 3j 11,700 , 9 9fl q 10 41,530 A 6 7 Q 9 10 " 100,000 300,000 250,000 126,000 100,000 100,000 277,500 250, 000 125,000 100, 000 5 5 5 5 5 19 50, 000 43, 600 13 14 4 6 6 10 10 20, 666 6,000 6,000 5,000 15,000 TAa 14b 14p lid 200,000 600,000 360,000 176,000 300,000 200,000 862,000 500, 000 200,000 5 14e 15 i 270, 000 175,000 300,000 112,700 80,000 500,000 5 6 5 6 5 4 16 17 18 18a 19 20 ; ;:;. • , 1 ^Includes 4.38 miles in New Jersey. ' Exclusive of $1,502 485, investments other than street railways. 8 This company's stocks are owned by the Easton Consolidated Electric Company. "Exclusive of $1,693,396, investments other than street railways. '0 Includes investments other than street railways. " Exclusive of $200,108, investments other than street railways. 264 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 21 •22 23 24 25 26 27 28 29 30 30a 30b 31 31a 32 33 34 35 35a 35b 35c 35d 36 37 40 41 42 43 44 45 46 47 48 48a 48b 48o 48d 48f 481l 49 60 51 52 52a 53 53a 53b 63c 63d 53e 53f 53h 531 STATE AND LOCATION. PENNSYLVANIA— Continued. Dubois Easton, Nazareth Erie Erie, Cambridge Spring.s Erie, Northeast Franklin Gettysburg Hanover, McStierrystown Hazelton, Freeland, McAdoo ... Harrisburg, Middletown, Rock- ville. do .do. Harrisburg, Meclianicsburg, and vicinity. do Ford Johnstown Johnstown, Windber Kittanning, Manorville, City. Lancaster, Columbia, Marietta, Strasburg. do do .do. .do. Lebanon and vicinity Lewistown, Reedsville Lock Haven, Mill Hall Lvkens, Williamstown, Tower 'City. McKeesport Mahanoy City, Ashland, Giranl- ville, Shenandoah. Mauch Chunk, Lehighton Meadville, Vallonia . . Milton, Watsontown . Montoursville, Williamsport Newcastle Newcastle, Edenburg Norristown, Bridgeport, Phila- delphia. do .do. .do. .do. .do. .do. .do. .do. Norristown, Lansdale Nanticoke Oil City, Rouseville, Siverlv . Oil City ■.., ....do Philadelphia ....do ....do Name of company. Dubois Traction Co Easton and Nazareth Street R\\ y. Co Erie Electric Motor Co Erie Traction Co Erie Rapid Transit Street Rwy. Co Franklin Electric Street Rwy. Co Gettysburg Transit Co Hanover and McSherrvstown Street Rwy. Co. Lehigh Traction Co Harrisburg Traction Co Harrisburg City Passenger Rwy. Co. (lessor). Middletown, Highspire and Steelton Street Rwy. Co. (lessor). Harrisburg and Mechanicsburg Electric Rwy, Co. White Hill and Mechanicsburg Passen- ger Rwy. Co. (les.tor). Cambria Incline Plane Co Johnstown Passenger Rwy. Co Kittanning and Ford City Street Rwy. Co. . Conestoga Traction Co Lancaster and Columbia Rwy. Co. (lessor) . Lancaster, Mechanicsburg and New Hol- land Rwy. Co. (lessor). Lancaster, Petersburg and Manheim Rwy. Co. (lessor). Lancaster, Willow Street, Lampeter and Strasburg Rwy. Co. ( lessor) . Lebanon Valley Street Rwy. Co Lewistown and Reedsville Electric Rwy. Co Susquehanna Traction Co *. — Lykens and Williams Valley Street Rwy. Co. ' ■ Highland Grove Traction Co Schuylkill Traction Co Mauch Chunk, Lehighton and Slatington Street Rwy. Co. Meadville Traction Co Lewiaburg, Milton and Watsontown Pas- senger Rwy. Co. Montoursville Pas.senger Rwy. Co New Castle Traction Co ". New Castle and Lowell Rwv. Co Schuylkill Valley Traction Co .do. .do. .do. .do. .do. .do. .do. Montgomery County Passenger Rwy. Co. (lessor). Norristown PassengerRwy. Co. (lessor) . . . Citizens Passenger Rwy. Co. (lessor) Conshohocken Rwy. Co. (lessor) Collegeville Electric Street Rwy. Co. (lessor). Roxboro, Chestnut Hill and Norristown Rwy. Co. (lessor). Wissahickon Electric Passenger Rwy. Co. (lessor). Trappe and Limerick Electric Street Rwy. Co. (lessor). Lansdale and Norristown Electric Rwy. Co. Peoples Street Rwy. Co Citizens Traction Co Oil City Street Rwv. Co Oil City Station Rwy. Co. ( lessor) Union Traction Co Philadelphia Traction Co. (lessor) West Philadelphia Passenger Rwy. Co. (lessor). Philadelphia City Passenger Rwy. Co. (lessor). Philadelphia and Darby Rwy. Co. (lessor). Union Passenger Rwy. Co. (lessor) Continental Passenger Rwy. Co. (lessor). Seven teen thandNineteenthStreets Pa.ssenger Rwy. Co. (lessor). Kesslcr Street Connecting Passenger Rwy. Co. (les.sor). Philadelphia and Grays Ferry Passen- ger Rwy. Co. (lessor). PERIOD COVERED BY REPORT. LENGTH, SINGLE- TRACK MILES. Prom— July July Jan. July Sept. July July July July July July July July July Oct. July July July 1,1901 1,1901 1,1901 1,1902 1,1901 1, 1901 1, 1901 1,1901 1, 1901 1,1901 1, 1901 1,1901 1,1901 1, 1901 1,1901 1,1901 1, 1901 1, 1901 July July July July July July July July 1,1901 1,1901 1, 1901 1,1901 1,1901 1,1901 1,1901 1,1901 July 1, 1901 July 1, 1901 July 1, 1901 Nov. 1, 1901 July 1,1901 July 1, 1901 July 1,1901 Feb. 14,1902 July 1,1901 July 1, 1901 July July Julv July July July July Sept. July July July July Julv July July July July July July July July July 1,1901 1, 1901 1,1901 1, 1901 1, 1901 1,1901 1,1901 11,1902 1,1901 1,1901 1,1901 1,1901 1,1901 1,1901 1,1901 1,1901 1, 1901 1,1901 1, 1901 1, 1901 1,1901 1, 1901 To— June 30 June 30, Dec. 31 June 30, June 30, June 30, June June June June 30, June 30, June June June 30, Sept. 30, June June June 30, June 30, June ! June : June ! June 30, June 30, June 30, June 30, June 30, June 30, June 30, Oct. 31 June 30, June 30, June 30, June 30, June 30, June i June i June 30, June June June 30, June June 30, Dec. 31 June 30, June 30, June June 30, June 30, June 30, June 30, June 30, June 30, June 30, June 30, June i June i June ; 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 Owned. L34 10.00 28.00 28.00 13.00 3.74 9.60 20.09 32.00 6.00 12.00 7.94 .34 31.30 6.25 34. .53 9.16 20. 62 8.00 11.60 23. 00 6.25 5.35 10.74 1.02 28.00 13.19 11.00 9.88 6.00 19.20 12.49 L41 10.46 4.20 8.07 .94 j 17.76 ! 3.44 8.00 10.28 6.00 13. 42 4. .68 3.52 34,98 8.38 17.49 73.50 11.91 9.67 .16 11. 15 Oper- ated. 1.34 10.00 28.00 28.00 16.00 3.74 9.50 3.73 20.09 49.00 15.35 .34 3L30 6.26 83.81 23.00 6.25 6.35 10.74 3.02 28.00 13.19 11.00 5.00 19.20 12.49 51.31 CAPITAL STOCK. 13.28 6.00 13.42 S.IO 475. 46 Total par value. Authorized. $17,500 250, 000 1, 260, 000 600, 000 600,000 60,000 100,000 30,000 1,000,000 2, 000, 000 126, 000 100,000 225, 000 70,000 50, 000 2,000,000 60,000 4,000,000 50,000 300,000 175, 000 225, 000 500, 000 150, 000 300,000 200, 000 50, 000 2,000,000 600, 000 350, 000 150, 000 75, 000 600,000 550, 000 1,000,000 150, 000 75,000 80,000 260,000 7,000 460,000 260, 000 250, 000 300, 000 100, 000 150,000 90,000 90,000 30, 000, 000 30,000,000 760, 000 1, 000, 000 200,000 1,600,000 1,000,000 600,000 6,000 1,000,000 Issued. S17, 500 250,000 1,260,000 500,000 600,000 60,000 100,000 30, 000 1, 000, 000 2,000,000 125,000 100,000 144, 600 70,000 50,000 1,993,950 60,000 4,000,000 37,500 300,000 175, 000 225, 000 500,000 150,000 200,000 188,600 23, 000 2,000,000 600,000 350, 000 150,000 75,000 600,000 650,000 500,000 150, 000 75,000 79, 620 145, 900 2,600 248, 400 239,060 200,000 300,000 100, 000 150,000 90,000 31,745 30,000,000 20,000,000 760,000 1,000,000 200, 000 1,500,000 1, 000, 000 600,000 5,000 618,650 1 Only $600,000 ol stock had been issued at time dividend was declared. - Dividends not declared on full amount of stock shown. y Exclusive of 330,000, investments other than street railways. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 265 CAPITAL STOCK — Continued. Comnion. Par value. Authorized. $17,500 250,000 1,250,000 500, 000 500,000 60,000 100,000 30,000 1,000,000 2,000,000 126,000 100, 000 225,000 70, 000 60, 000 2,000,000 60, 000 3,200,000 60, 000 300,000 175, 000 225,000 600,000 150,000 300,000 200, 000 50,000 1,500,000 600,000 350,000 160, 000 78, 000 500,000 650, 000 1,000,000 150,000 66, 700 80,000 260, 000 7,000 450,000 250, 000 260, 000 300, 000 100,000 150,000 90,000 90, 000 30,000,000 30,000,000 760, 000 1,000,000 200, 000 1,500,000 1,000,000 500, 000 5,000 1,000,000 Issued. $17, 600 250, 000 1,250,000 500, 000 500, 000 60, 000 100, 000 30, 000 1,000,000 2,000,000 125,000 100, 000 144,500 70, 000 50,000 1,993,950 50,000 3,200,000 37,500 300,000 175,000 225,000 500, .000 150,000 200,000 188, 500 25,000 1,500,000 600,000 350,000 150,000 75, 000 500,000 550,000 500, 000 150,000 66, 700 79, 520 146. 900 2,500 248, 400 239, 050 200, 000 300, 000 ICO, 000 160, 000 90, 000 31, 745 30,000,000 20,000,000 750, 000 1,000,000 200, 000 1,500,000 1, 000, 000 500, 000 5,000 618, 650 Dividends. Rate per cent. 5A 2i 23i Amount. 9100, 000 15,000 10, 000 '18,000 7,600 24, 000 1,7.50 1,125 m,ooo 3,548 1,985 2 46,624 4,303 1, 600, 000 150, 000 150, 000 8,000 285,000 120, 000 15,000 800 49,484 Preferred. Par value. Authorized. 8800, 000 600, 000 ;,300 Issued. Dividends. Rate per cent. J800, 000 Amount. 500,000 8,300 5A S442 FUNDED DEBT. Amount authorized. $17, 000 250,000 1,600,000 500, 000 3.50, 000 50, 000 100, 000 615, 000 75, 000 ■S24, 000 2,000,000 50, 000 2,610,000 226,000 600, 000 275, 000 100, 000 188, 000 2, .500, 000 600, 000 300, 000 150, 000 76,000 500, 000 550, 000 500,000 160, 000 75, 000 80,000 250, 000 450,000 250,000 300, 000 100, 000 40,000 1,300,000 996, OOO 300,000 100,000 750,000 3.50, 000 100, 000 Rates of Amount out- ; inter- standing, est, per cent. 816, 800 250,000 1,000,000 500, 000 360,000 .50, 000 100, 000 .585,000 75,000 144, 500 1, 780, 000 27,500 1,887,500 225, 000 600, 000 150,000 43,000 168, 000 549, 000 500,000 300, 000 150,000 75, 000 500, 000 .550, 000 335, 000 15,000 75,000 80, 000 100,000 371,000 200, 000 300,000 100,000 26, 000 («) 777,428 996, 000 300, 000 100, 000 750, 000 280, 000 100,000 6 5 5,6 5 5 6 5 4,6 6 4,5 5 6 4i,6 6 41,6 5 4 5,6 6 4 5 6 Total capital stock and funded debt outstanding. 834, 300 600, 000 2, 250, 000 1,000,000 850,000 110, 000 200,000 30,000 ],.585,000 2, 075, 000 125,000 100, 000 289, 000 70, 000 50, 000 3, 773, 950 77,600 5, 887, 500 262,500 300, 000 175,000 225,000 1,000,000 300, 000 243, 000 356, 500 23,000 2,549,000 1,100,000 660, 000 300, 000 160,000 1,000,000 1,100,000 835,000 165, 000 150, 000 159, 520 245, 900 2,500 619, 400 239, 050 400, 000 600,000 200, 000 150, 000 116, 000 31, 746 30,000,000 20, 777, 428 1, 746, 000 1,300,000 300,000 2,250,000 1, 280, 000 600, 000 5,000 618, 5.50 Capital liabilities per mile of single track owned. $25, 597 50,000 80, 357 36, 714 65, 385 29, 412 21,0.53 8,043 78, 895 64,844 25,000 8,333 9,589 147,0.59 120, 573 14, 762 170,504 28, 657 14,549 21, 875 19, 565 43,478 243,200 45,421 33, 194 22,549 91,036 83,397 59,091 30, 364 30,000 62,083 88,070 439,412 58, 366 33,333 11, 177 5 22,380 9,018 21 22 23 24 25 26 27 28 29 30 30a 30b 31 31a 32 33 34 35 3fla 35b 35c 35d 48b 480 48d 48e 48f 48h 49 50 51 62 52a 53 .53a 53b 53c .53d 53e 53f 53h 63i * Exclusive of $794,131, investments other than street railways. ^ Exclusive of $12,500, investments other than street railways. ,. , ?,Th® stocks of some of the lessor companies are represented by trust certificates issued ou behalf of the Union Traction Company, but this Is not an additionjil liability to that of the stocks held. " 266 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 63j B3k 631 53m 53n 630 53p 53q 63r 53s 63t 53u' 63t 53w 63x 63y 53z 53aa 63bb 63cc 63ad 63ee 58fl 53gg 63hh 53ii 63jj 53k k 6311 54 55 66 e6a 57 58 59 59a 60 61 61a 61b 61c eid 61e 61 f 6]g 61 h 611 61| 61k 611 STATE AND LOCATION. PENNSYLVANIA— Continued. Philadelphia do do do do .do. -do. .do. .do. -do. .do. .do. -do. .do. .do. .do. -do. .do. .do. .do. .do. .do. .do. .do. .do. ....do. ....do. .do. .do. .do. Philadelphia, Bristol. Philadelphia Philadelphia . .do. Philadelphia, Media and Swarth- more. Phoenixville, Spring City Pittsburg, Allegheny, Bellevue, Millvale, Etna, Sharpsburg, McKees Rocks, Coraopolis, Car- negie, Wilkinsburg, Braddock, Wilmerding, Pitcairn, Du- quesne, Homestead. Name of company. Thirteenth and Fifteenth Streets Pas- senger Rwy. Co. (lessor!. Ridge Avenue Passenger Rwy. Co. (lessor). Catharine and Bainbridge Street Rwy. Co. (lessor). Huntingdon Street Connecting Pas- senger Rwy. Co. (lessor). Twenty-second Street and Allegheny Avenue Passenger Rwy. Co. (lessor). Walnut Street Connecting Passenger Rwy. Co. (lessor). Ridge Avenue Connecting Rwy. Co. (lessor). Electric Traction Co. (lessor) FrankfordandSouthwark Philadelphia City Passenger R. R. Co. (lessor). Citizens Passenger Rwy. Co. (lessor) . Second and Third Streets Passenger Rwy. Co. (lessor). Peoples Traction Co. (lessor) Peoples Passenger Rwy. Co. (lessor) Green and Coates Streets Philadelphia Passenger Rwy. Co. (lessor). Germantown Passenger Rwy. Co. ( lessor) Northern Passenger Rwy. Co. (lessor) , , Centennial Passenger Rwy. Co. (lessor) . Philadelphia, Cheltenham and Jenkin- town Passenger Rwy. Co. (lessor). Girard Avenue Passenger Rwy. Co. (lessor). Chelten Avenue Passenger Rwy. Co. (lessor). Hillcrest Avenue Passenger Rwy. Co. (lessor). Citizens East End Street Rwy- Co. (lessor) Citizens Clearfield and Cambria Street Rwy. Co. (lessor). Hestonville, Mantua and Fairmount Passenger R. R. Co. (lessor). Fairmount Park and Haddington Pas- senger Rwy. Co. (lessor). Lehigh Avenue Rwy. Co. (lessor) Frankford and Fairmount Rwy. Co. (lessor). Germantown and Fairmount Park Rw^y. Co. (lessor). Empire Passenger Rwy. Co. ( lessor) Southwestern Street Rwy. Co Philadelphia, Bristol and Trenton Street Rwy. Co. Philadelphia and West Chester Traction Co. Ardmore and Llanerch Street Rwy. Co. (lessor). Holmesburg, Tacony and Frankford Elec- tric Kwy. Co. Fairmount Park Transportation Co Delaware County and Philadelphia Elec- tric Rwy. Co. Media, Glen Riddle and Rockdale Electric Rwy. Co. (lessor). Montgomery and Chester Electric Rwv. Co. Pittsburg Rwvs. Co. (The Philadelphia Co.). United Traction Co. of Pittsburg (lessor). Pittsburg and Birmingham Traction Co. (les.sor). Mt. Oliver Incline Rwy. On. (lessor).. Pittsburg Incline Plane Co. (lessor) , , Pittsburg and Charlcroi Street Rwy. Co. (lessor).^ East McKeesport Stri'ut Kwy. Co. (lessor). New Homestead Street Rwy. Cik (les- sor). Consolidated Traction Co. (lessor) Allegheny Traction Co. (lessor) Citizens Traction Co. (lessor) Monongahela Street Rwy.Co. (lessor. ) . . Suburban Rapid Transit Street Rwy. Co. (lessor). PERIOD COVEEED BY EEPOET. From— July July July July July July July July July July July July Julv July Julv July July July July July July Julv July July July Julv July July Julv July July Jan. Nov. July July Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. 1,1901 1, 1901 1,1901 1,1901 1,1901 1, 1901 1, 1901 1,1901 1,1901 1,1901 1, 1901 1.1901 1,1901 1,1901 1,1901 1, 1901 1,1901 1, 1901 1, 1901 1,1901 1,1901 1,1901 1, 1901 1,1901 1,1901 1, 1901 1, 1901 July 1,1901 1,1901 1, 1901 1,1901 1. 1901 1. 1902 July 1, 1901 1, 1901 1, 1901 July 1,1901 1,1901 1,1902 1,1902 1,1902 1, 1902 1,1902 1,1902 Jan. 1,1902 July 1,1901 1,1902 1, 1902 1,1902 1, 1902 1,1902 To— June 30, 1902 June 80, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30,1902 June 30,1902 June ; ,1902 June 30,1902 June 30,1902 June 30,1902 June 30,1902 June 30, 1902 June 30, 1902 Oct. 31,1902 June 30, 1902 June 30, 1902 June 30, 1902 Dec. 31,1902 Dec. Dec. 31,1902 31,1902 Dec, 31,1902 Dec. 31,1902 Dec. 31,1902 Dec. 31,1902 June 30, 1902 LENGTH, SINGLE- TRACK MILES. Dec. Dec. Dec. Dec. Dec. 31, 1902 31, 1902 31, 1902 31, 1902 31, 1902 Owned. 17.59 14.97 5.19 .17 14.59 1.40 .16 26.07 46.63 11.60 31.09 3.58 6,07 42,97 1.30 .79 23.99 2,36 6.17 2.04 .79 .33 15.92 5.69 6.37 4.17 5.07 12.25 15.98 11.81 20.75 3.33 17.29 8.80 10.00 5.00 5. .57 48.61 118, 97 1,78 . 1.00 ]. 4,60 . I 7,10 1. 1.00 I. 77.40 18.50 30,48 55.58 11.29 'Exclusive of $11,163,044, investments other than street niilway.. 2 Includes investments other than street railways, ** Exclusive of 8563,190, investments other than street railways, ' Includes 8647,350, stock of Federal Street and Pleasant Valley Passenger Railway Company, which has been absorbed bv 6 Includes 833,218, dividends on common stock of Federal Street and Pleasant Valley Passenger Railwav Comp anv Oper- ated. 15.98 11.81 24.08 18.29 8,80 15,00 5,57 410, 01 CAPITAL STOCK. Total par value. Authorized, 81,000,000 750,000 400, 000 6,000 1,000,000 50,000 6,000 8, 750, 000 1,876,000 500, 000 1,060,200 6,000,1X)0 2,250,000 500,000 1,500,000 30,000 15,000 60, 000 9,000 39,000 10,000 15,000 6,000 2, 500, 000 300, 000 1,000,000 7,800 8,000 600,000 400,000 250,000 1,000,000 200,000 800, 000 2,000,000 500,000 6,000 100,000 5,000,000 < 20, 647, 350 3, 000, 000 100,000 160,000 250,000 10, 000 8 30,000,000 500, 000 3,000,000 7,000,000 1,400,000 Issued. 81,000,000 760,000 400,000 6,000 1,000,000 50,000 6,000 8,750,000 1,875,000 500,000 1,060,200 6,000,000 2, 075, 000 500,000 1, 500, 000 15,000 15,000 60,000 5,000 39, 000 10,000 15,000 6,000 2,500,000 300,000 1,000,000 7,800 8,000 600,000 400, 000 250,000 565, 175 200,000 750, 000 2,000,000 300,000 6,000 55,000 .^ 000, 000 ■120,647,3.50 3,000,000 100,000 150,000 250, 000 10, 000 S26,790,600 600,000 3,000,000 7,000,«)0 1,400,000 I'nited Traction Company. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 2G7 CAPITAL STOCK — Continued. FUNDED DEBT. Common^ Preferred. Amount authorized. Amount outstanding. Rates of inter- est, per cent. 4S,6,6,7 Total capital stock and funded debt outstanding. $1,590,000 7.50,000 650, 000 6,000 1,000,000 50,000 6,000 9,032,100 1,876,000 500, 000 1,060,200 6,000,000 3,150,000 500,000 1,567,500 15,000 15,000 60,000 5,000 39,000 10,000 16,000 6,000 3,760,000 300, 000 1,000,000 7,800 8,000 800,000 800,000 286,000 Capital liabilities per mile of single tract owned. '$171,164 50,063 24.217 Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. 1 a s $1,000,000 750,000 400,000 6,000 1,000,000 50,000 6,000 8,750,000 1,875,000 500,000 1,060,200 6,000,000 1,600,000 500,000 1,600,000 30, 300 15,000 60,000 9,000 39,000 10,000 15,000 6,000 1,966,100 300,000 1,000,000 7,800 8,000 600,000 400,000 250,000 1,000,000 200,000 800, 000 2,000,000 500, 000 6,000 100, 000 2,500,000. »17,647,350 3,000,000 100,000 160,000 $1,000,000 750,000 400,000 6,000 1,000,000 60,000 6,000 8,750,000 1,875,000 500,000 1,060,200 6,000,000 1,600,000 600, 000 1,500,000 15,000 16,000 60,000 5,000 39,000 10,000 15,000 6,000 1,966,100 300,000 1,000,000 7,800 8,000 600,000 400,000 250,000 665, 175 200,000 760, 000 2, 000, 000 300,000 6,000 66,000 2,600,000 n7, 647, 3.50 3,000,000 100,000 150,000 24 24 6 6 6 6 6 6S 34 28 23 10 11* 12 105 6 6 6 6 6 6 6 6 4 6 $240,000 180,000 24,000 360 60,000 3,000 360 581,438 637,500 140,000 243,846 608,000 168,000 60,000 157,500 900 900 3,600 300 2,340 600 900 360 78,644 18,000 $590, 000 $690,000 53i 53k ! 160,000 160, 000 5 ,5,31 1 1 .5,Sm 1 1 .5Rn .53o .5Rp 282, 100 282, 100 3i,7 53q .53? i 1 .53a r ,53t 1 .53u $760,000 $575, 000 lis $64, 319 1,075,000 1,075,000 5,7 53v .53w • 67,500 67,500 5 .53x 63v 53z 53aa .53hb ,5.3cp, 63dd 53ee ■ 53fE 633,900 533, 900 6 32,034 1,326,000 1,260,000 34,5 53gg 58hh 53ii ■53ii 53kk 6 36,000 1 200,000 400, 000 250,000 400, 000 200,000 400,000 36,000 390,000 35' 4,5 5 5 5311 i 54 I 55 2956,175 1 46,033 200,000 60,060 1,160,000 66. ,512 56 56a n 21,000 400,000 7.W, 000 64,000 400,000 668, 000 64,000 5 6 6 57 2,668,000 i 364,000 1 6,000 155,000 9,579,000 30,647,350 5, 825, 000 144,500 400, 000 s 239, 183 36,400 1,200 27,828 ,6203, 9ie 58 7 21,000 59 59a 100,000 6, 479, 000 10,000,000 2,825,000 56,000 260,000 100,000 4, 579, 000 10,000,000 2,826,000 44,600 250,000 5 5 5 6 6 6 60 2,600,000 3,000,000 2,600,000 3,000,000 61 4,5 35 6 10 6118,218 112,500 6,000 16,000 5 160,000 61a 61b 61c 61d 61e 260,000 10,000 815,000,000 500,000 3,000,000 7,000,000 1,400,000 260,000 10,000 814,790,600 500,000 3,000,000 7,000,000 1,400,000 • 250, 000 260,000 5 500,000 10, 000 30, 728, COO 1,250,000 4, .500, 000 11,400,000 1.600,000 61 f ■ 61g 61h 61i 1 i 6 « 161, 470 2,600 180,000 16,000,000 12,000,000 6 720,000 '"3,938,000 760,000 1,500,000 4,400,000 200, 000 >»3,938,000 750, 000 1, .500, 000 4, 400, 000 200, 000 6 5 5 6 61i 61k 2,3 36,000 611 8 Exclusive of $13,915,050, investments other than street railways. ' Eoad under construction; no statistics shown other than the small amount of track now operated. 8 Includes 8441,600, stock of controlled companies outstanding, 9 Includes 817,980, dividends on stock of controlled companies outstanding. 10 Funded debt of controlled companies. 268 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 62 63 61 65 66 67 69 70 71 72 73 73a 73b 73c 73(1 73e 73f 74 75 76 77 77a 77b 77c 77d 77e 78 79 80 81 82 84 86 87 90 91 92 93 94 95 96 97 STATE AND LOCATION. PENNSYLVANIA— Continued. Pittsburg do do do do Pittsburg, McKeesport, Irwin, Greensburg. Pittsburg, Wilmerding, Duquesne, McKeesport, Mt. Pleasant, Scottdale, Connellsville, Dun- bar, Uniontown. Pottstown do Pottsville, Minersville, St. Clair, Schuylkill Haven. Port Carbon. Punxsutawney, Walston Reading, Womelsdorf, Mohrs- ville. Stony Creek, Temple. Sayre, Athens; Waverly (N. Y.).. Reading, Neversink Mountain... Reading, Mt. Fenn Scranton, Dunmore, Throop, Dickson, Olyphant, Blakely, Archbald, Jermyn, Maytield, Carbondale. Shamokin. Ashland, Centralia, Mt. Carmel. Shamokin, Edgewood Stroudsburg Sunbury, Northumberland Tamaqua, Lansford, SummitHill. Tarentum, Natrona, New Ken- sington. Titusville, Pleasantville, Hyde- town. Warren, Sheffield Washington West Chester Wilkesbarre, Pittston, Plymouth, Nanticoke, Ashley, Edwards- ville, Duryea. Wilkesbarre, Luzerne, Dallas, Harveys Lake. Williamsport do do do Windsor, Dallastown, Red Lion.. Y^ardley, Morrisville: Trenton (N.J.). York, Dover Y^ork, Spry, Dallastown Y'ork, North Y'ork RHODE ISLAND. Total for state Narragansctt Pier, Wickford, East Greenwich. Newport: Fall River (Mass.) Pawtucket, Central Falls Name of company. St. Clair Incline Plane Co Duquesne Incline Plane Co Pittsburg and Castle Shannon R. R. Co . . . Mouongahela Incline Plane Co Penn Incline Plane Co Pittsburg, McKeesport and Greensburg Rwy. Co. Pittsburg, McKeesport and Connellsville Rwy. Co. Pottstown Passenger Rwy. Co Ringing Rocks Electric Rwy. Co Pottsville Union Traction Co. (including lessors). Punxsutawney Street Passenger Rwy. Co.. United Traction Co Reading Traction Co. (lessor) East Reading Electric Rwy. Co. (lessor) . Reading City Passenger Rwy. Co. (lessor). Reading and Temple Electric Rwy. Co. (lessor). Reading and Womelsdorf Electric Rwy. Co. (lessor). Reading and Southwestern Street Rwy. Co. (lessor). Waverl y, Sayre and Athens Traction Co Neversink Mountain R. R. Co Mt. Penn Gravity Rwy. Co Scranton Rwy. Co Carbondale Rwy. Co. (lessor) Lackawanna Valley Traction Co. ( lessor) . Pittston and Scranton Street Rwy. Co. (les,sor) . Scranton and Carbondale Traction Co. (lessor). Scranton and Pittston Traction Co. (lessor). Shamokin and Mt. Carmel Electric Rwv. Co. Ashland and Centralia Electric Rwy. Co. (lessor) . Shamokin and Edgewood Electric Rwy. Co. Stroudsburg Passenger Co '. Sunburv and Northumberland Electric Rwy. Co. Tamaqua and Lansford Street Rwy. Co Tarentum Traction Passenger Rwy. Co Titusville Electric Traction Co Warren Street Rwy. Co Washington Electric Street Rwy. Co West Chester Street Rwy. Co Wilkesbarre and Wvoming Valley Traction Co. Wilkesbarre, Dallas and Harveys Lake Rwy. Co. Vallamont Traction Co South Side Passenger Rwy. Co Williamsport Passenger Rwy. Co East End Passenger Rwy. Co Red Lion and Windsor Street Rwy. Co Y'ardlev, Morrisville and Trenton Street Rwy.' Co. Y'ork and Dover Electric Rwy. Co Y'ork and Dallastown Electric Rwy. ('^^ — Y'ork Street Rwy. Co PERIOD COVERED BY EEPORT. From- July Jan. July July Jan. July 1, 1901 1,1901 1,1901 1,1901 1,1902 1,1901 July 1,1901 July July July June July July July July July July July July Julv Julv July 1,1901 1,1901 1, 1901 1,1901 1,1901 1,1901 1, 1901 1,1901 1,1901 1,1901 1,1901 1,1901 1,1901 1,1901 1, 1901 Julv July July July July July July July July July Julv July July 1, 1901 1,1901 ],1901 1,1901 1,1901 1,1901 1,1901 1,1901 1,1901 1,1901 1,1901 1,1901 1,1901 July June Julv July 1,1901 3,1901 1,1901 1,1901 July 1,1901 July Julv July Julv Julv July 1,1901 1,1901 1, 1901 1,1901 1, 1901 1,1901 July 1,1901 July 1,1901 Julv 1,1901 To— LENGTH, SINGLE- TRACK MILES. June 30, 1902 Dec. 31,1901 June 30, 1902 June 30, 1902 Dec. 31,1902 June 30, 1902 June 30,1902 Sea "\'ii,'W R. R. Co. Providence, Pawtucket ] Union R. R. Co. Newport and Fall River Street Rwy. Co.'^ Pawtucket Street Rwy. Co . ' Apr. Apr. 1 Road not completed; entire trackage will be 30 miles. 2 This company leases the trackage of the 4 subsidiary companies, and subleases to tlie 3 Exclusive of 8565,433, investments other than street 'railways. ^ Includes 3 miles in New Y'ork. 'Exclusive of 11,119,215, investments other than street railways. ''Includes investments other than street railways. June June June May June June .lune June June June June June June June June 30, 1902 30, 1902 30, 1902 31, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30,1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 June 30, 1902 Juno 30, 1902 June 30, 1902 June 30,1902 June 30,1902 June 30,1902 June 30,1902 June 30,1902 June 30, 1902 June 30,1902 June 30, 1902 June 30,1902 June 30,1902 June 30, 1902 June 2,1902 June 30, 1902 June 30, 1902 June 30,1902 June 30,1902 June 30,1902 June 30,1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 July 1.1901 June 30,1902 18.88 Owned. Oper- ated. .80 .30 .52 .48 .34 '21.36 56.00 6.11 3,80 30.60 12.13 n 7.95 25.84 6.41 14.80 8.44 ■19.11 8.70 8.00 38.10 15.25 3.75 2.03 5.55 12.00 16. 25 3.10 3.20 2.75 3.90 14.63 6.61 12.00 20.00 3.26 5.86 66.68 1:5.00 3.47 1.85 8.64 2.46 2.00 6.99 7.93 6.28 12.25 1»342. 92 1,1901 Mar. 31.1902 19.71 1,1901 1 Mar. 31,1902 137.05 'niled Traction Company. .80 .30 .52 .48 .34 121.36 56.00 6.11 3.80 42.80 12.13 63.44 19.11 8.70 8.00 76.68 20.35 CAPITAL STOCK. 3.20 2.75 3.90 14.63 I 6.61 12.00 20. 00 3.26 5.86 66. .58 16. 50 3.70 2.03 8.64 2.45 2.00 6.99 9.06 7.42 12. 25 '"350. 35 18.88 19.71 141. 08 Total par value. Authorized. S160, 000 60,000 250, 000 2.50, 000 1,500,000 3,500,000 100,000 100,000 1,250,000 160, 000 400, 000 1,000,000 100, 000 400, 000 75,000 500, 000 130, 000 200, 000 100,000 100,000 6, 000, 000 450,000 400, 000 75, 000 600, 000 1,050,000 700,000 60,000 60,000 61,200 125, 000 200, 000 100, 000 100,000 200, 000 125,000 60,000 '5,043,060 200, 000 200, 000 25,000 600, 000 60, 000 24,000 100, 000 50,000 60,000 200,000 I.ssued. 8150, 000 50,000 260, 000 260, 000 1,000,000 1,660,000 87,600 50,000 1,250,000 160,000 400, 000 1,000,000 100,000 360,000 73, 700 600, 000 130, 000 200, 000 100, 000 100,000 3,000,000 460,000 400,(ffiO 60,000 500,000 976, 125 700,000 60,000 60,000 61,200 125, 000 200, 000 50,000 100,000 160,000 125, 000 60,000 ; 5, 043, 050 200,000 101, 700 25, 000 338, 660 18, 000 800 100,000 50, 000 60,000 200, 000 16,476,000 K;. 375,000 700,000 1 500,000 9,000,000 1 700. 000 .500, 000 9.000,000 GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 269 CAPITAL STOCK — Continued. Common. Par value. Authorized. $160,000 60,000 250,000 260, 000 1, 600, 000 3, 500, 000 100, 000 100,000 1,260,000 160, 000 400,000 1,000,000 100,000 400,000 75, 000 600,000 130, 000 200,000 100,000 100, 000 6,000,000 460,000 400, 000 76, 000 600,000 1, 050, 000 500, 000 60,000 60, 000 .51,200 126, 000 200, 000 100, 000 100, 000 200, 000 125,000 60,000 .5,043,050 200, 000 200, 000 25,000 600,000 60,000 24,000 100, 000 .50,000 60,000 200, 000 16, 475, 000 Issued. 700, 000 600, 000 9,000,000 $150, 000 60,000 250, 000 260, 000 1,000,000 1, 650, 000 87 5o; 1,250, 160, 400, 1,000, 100, 350, 73, 600, 130, 200, 100, 100, 3, 000, 460, 400, 60, 600, 976, .500, 60, 60, 61, 126, 200, 50, 100, 000 160, 125, 60, 5,043, 200, 000 101, 700 25,000 338, 660 18,000 800 100,000 .50, 000 60, 000 200, 000 16,375,000 700, 000 500,000 1,000,000 Dividends. Rate per cent. Amount. ?6,000 20, 000 Preferred. Par value. Authorized. Issued. Dividends. Rate per cent. Amount. FUNDED DEBT. Amount authorized. Amount out- standing. 876,000 20,000 I 30, 000 7,600 42, 000 5,019 15, 600 4,000 10,000 212, 600 8,000 1,000 6,600 6,O0O 760, 000 40,000 720,000 1 166, 000 1, 500, 000 3, 820, 000 75,000 60, 000 1, 2.50, 000 $200,000 $200, 000 160, 000 .500, 000 25, 000 115, 000 75, 000 400,000 100, 000 150,000 100, 000 100, 000 4,000,000 450, 000 200, 000 150, 000 BLiJ, 000 500,000 00, 000 60, 000 15, 000 125,000 200, 000 100, 000 100, 000 200,000 125,000 34,000 82,195,000 160,000 100, 000 26,000 169,000 50,000 100, 000 150,000 9,900,000 1, 000, 000 $75,000 165, 000 1,000,000 1,649, .500 75, 000 45, 000 750, 000 149, 900 445, 000 25, 000 115, 000 73, 700 330,000 100, 000 150, 000 100, 000 99, 400 2,8.50,000 450, 000 115, 000 150, 000 3.55, 600 300, 000 60, 000 60,000 7,000 200,000 100,000 100,000 200, 000 125,000 34, 000 "2,187,000 150, 000 100, 000 26,000 169, 000 18,000 100,000 150,000 6, 221, 200 500, 000 RatfS ol inter- est, per cent. 5 5,6 5,6 6 4 4 6,6 .5,6 6 3,000.000 ! 25,000 i Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. $225, 000 50, 000 166,000 2.50, 000 250, 000 2,000,000 3, 299, 600 162, 500 95, 000 2,000,000 160,000 549, 900 1,445,000 125, 000 465, 000 147, :no 830, 000 230,000 360, 000 200, 000 199, 400 6, 8.50, 000 900, 000 616, 000 00, 000 660,000 1,331,625 "1,000,000 "120,000 120, 000 58,200 125, 000 400, 000 150, 000 200, 000 350, 000 260, 000 94,000 7, 230, 060 350, 000 201 , 700 50, 000 507, 550 36,000 ■JSOO 200, 000 60, 000 60, 000 350, 000 n 22, 596, 200 1,200,000 600,000 9, 026, 000 $281, 250 166, 667 317, 308 520, 833 735, 294 93, 633 68, 920 26,596 25,000 65, 369 13, 190 ■ s 60, 865 38,419 22, 989 24, 925 '106,774 57, 881 37, .500 21, 164 32,051 27,341 22, 693 16, 667 17, .500 76, 687 16,041 108, 592 26, 923 58, 127 27, 027 58,744 14, 694 400 33, 389 6,305 9, 5.54 28,571 75,979 63, 559 25, 36S 65, S.V2 69 70 71 72 73 73a 73b 73 e 73d 73 e 73f 74 75 76 77 77 a 77b 77 c 77d 776 78 78a 80 81 82 83 84 85 86 87 88 ' Includes $43,060, stocks of subsidiary companies outstanding. ^Includes $370,000, bonds of subsidiary companies outstanding. sRoad under construction. "'ExcIusiveofll.72milesIyingoutsideof state, taut including 25.74 miles instate owned bv outside companies. Total owned by companies in state, 328.90 miles- total operated, 336.33 miles. " Capital reported for 7 companies only, representing 297.40 miles of track owned. (See note 2, page 270.) 12 See Old Colony Railway Company, Massachusetts. 270 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 9 10 11 12 13 14 15 16 17 STATE AND LOCATION. RHODE ISLAND— Continued. Providence, Bristol, East Green- wich and vicinity. Providence, Scituate, Foster Providence, Warren, Bristol Westerly Woonsocket, Manville; Black stone (Mass.). SOUTH CAROLINA. Total for state . Augusta (Ga.), North Augusta Charleston Columbia Greenville Orangeburg Rock Hill Spartanburg, Glendale, Clifton .. SOUTH DAKOTA. Total for state. Rapid City TENNESSEE. Total for state Bristol Chattanooga and vicinity . Chattanooga Clarksville Jackson Knoxville and vicinity Memphis Nashvllleand vicinity . . . . TEXAS. Total for state. Austin,-.. Bonbam. Dallas . Dallas and vicinity. Denison, Sherman . . El Paso Port Worth, Dallas . Galveston Houston Laredo Longview Paris San Antonio Seguin Waco Waxahachie ....do Name of company. Rhode Island Suburban Rwy. Co Providence and Danielson Rwy. Co New York, New Haven and Hartford R. R. Co. (Providence, Warren and Bristol Branch.) Pawcatuck Valley Street Rwy. Co Woonsocket Street Rwy. Co PERIOD COVERED BY REPORT. From- To— Apr. 1, 1901 July July 1,1901 1, 1901 Julv 1,1901 Oct. 1, 1901 North Augusta Electric and Improvement Co. Charleston Consolidated Railway, Gas and Electric Co. Columbia Electric Street Railway, Light and Power Co. Greenville Traction Co Orangeburg City Street Rwy. Co Rook Hill Water Supply, Electric Light and Street Rwy. Co. Spartanburg Railway, Gas and Electric Co. Rapid City Street Rwy. Co.' Bristol Belt Line Rwy. Co Chattanooga Electric Rwy. Co Rapid Transit Co. of Chattanooga n Electric Street Railway of Clarksville . Jackson and Suburban Street R. R. Co. Knoxville Traction Co Memphis Street Rwy. Co Nashville Rwy. Co UTAH. Total for state . Ogden Salt Lake City, Murray, Douglas. Salt Lake City and vicinity Fort Austin Electric Rwy. Co Bonham Electric Railway, Light and Power Co. Dallas Consolidated Electric Street Rwv. Co. Rapid Transit Rwy. Co Denison and Sherman Rwy. Co El Paso Electric Rwy. Co Northern Texas Traction Co Galveston Street Rwy. Co Houston Electric Co.' Laredo Electric and Rwy. Co Longview and Junction Rwy. C^i p Paris Transit Co .' San Antonio Traction Co Seguin Street Rwy. Co Citizens Rwy. Co Waxahachie Street Rwy. Co Lake Park Street R. R. Co Jan. 1,1901 Mar. 1,1901 Jan. ],1902 Jan. 1,1902 July 1,1901 Jan. 1, 1902 Jan. 1, 1902 Jan. July July Jan. Jan. July Jan. July 1, 1902 1, 1901 1. 1901 1,1902 1. 1902 1,1901 1,1902 1, 1901 July 1, 1901 July 1,1901 July 1,1901 Julv July Jan. July July July July July Dec. July July Jan. Julv July 1, 1901 1. 1901 1. 1902 1,1901 1,1901 1, 1901 1.1901 1,1901 4, 1901 1, 1901 1,1901 1,1902 1, 1901 1, 1901 Mar. 31,1902 June 30, 1902 June 30, 1902 June 30, 1902 Sept. 30, 1902 Deo. 31,1901 Feb. 28,1902 Dec. 31,1902 Dec. 31,1902 June 30, 1902 Dec. 31,1902 Dec. 31,1902 Dec. June June Dec. Dec. June Dec. June 31, 1902 30, 1902 30, 1902 31, 1902 31,1902 30, 1902 31,1902 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June .lune Dec. June June June June June June June June Dec. June June 30, 1902 30, 1902 31, 1902 30, 1902 SO, 1902 30, 1902 30, 1902 30, 1902 30, 1902 80, 1902 30, 1902 31, 1902 30, 1902 30, 1902 Ogden Rapid Transit C^i > Consolidated Railway and Power Co. Salt Lake and Utah Valley Kwv. t'o. . July 1, 1901 Oct. 1, 1901 Jan. 1, 1902 June 30, 1902 Sept. 30, 1902 Dec. 31,1902 LENGTH, SINGLE- TRACK MILES. Owned. Oper- ated. 68.07 26.12 131.60 6.23 322.34 76.98 2.38 34.42 14.00 7.00 1.87 1.31 16.00 2.00 2.00 ' 248. 53 M4.25 38.38 1= 38. 60 5. .60 3.19 26.00 71.88 66. 60 "303.28 68.07 28.52 131.50 6.23 322.34 77.98 34.42 14.00 7.00 1.87 1.31 16.00 2.00 2.00 » 248. 53 l«4.25 38.38 12 38.60 5.50 3.19 26.00 71.88 66.50 "309.36 13.38 2.63 34.64 11.66 16.20 1613.48 61.70 36.86 37.20 2.86 .63 5.00 45.61 1.60 16.29 2.71 2.03 89.04 11.00 76.00 3.04 1 Includes 8.5 miles in Massachusetts. - Capitalization included in that of steam railroad. 3 Includes 3.22 miles in Massachusetts. ^ Includes electric-light plant and other investments. ' 6 Cash investment. ^Includes eleotric-light plant. ^This company failed to make a report: the information given was obtained from street-railway journals and directories. s Exclusive of 6.67 miles lying outside of state. Total owned and operated by companies in state, 254.20 miles. " Exclusive of 8582,016, investments other than street railways and electric-light plants owned. 13.38 2.63 34.64 13.00 16.20 1H3.48 61.70 35.86 37.20 2.85 .63 5.00 45.61 1.50 16.29 4.74 4.74 89.04 11.00 76.00 I 3.04 ' CAPITAL STOCK. Total par value. Authorized. $5,000,000 800, 000 75,000 400,000 2,891,400 616,400 ., 500, 000 350,000 500,000 25,000 100,000 400, 000 100,000 100,000 13, 726, 000 100, 000 645, 000 5,000,000 20,000 100,000 860,000 500,000 6,500,000 9,831,000 200,000 25,000 2,000,000 100,000 200, 000 760, 000 2, 500, 000 800, 000 2, 500, 000 60,000 5,000 100,000 200,000 6,000 350, 000 26,000 10,000 4, 160, 000 100,000 4,000,000 60,000 Issued. Jo, 000, 000 800,000 75,000 300,000 2, 689, 400 616,400 1,600,000 350,000 306,000 10,000 7,000 400,000 100,000 100,000 8,160,400 100, 000 646,000 500,000 20,000 65,400 860,000 500,000 5,470,000 9, 150, 9O0 200,000 25,000 2,000,000 48,000 100,000 750,000 2,000,000 800,000 2,500,000 60,000 5,000 100,000 200,000 6,000 350,000 1,000 5,900 3, 110, 000 60,000 3,000,000 60,000 I GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 271 CAPITAL STOCK- -continued. KL'NDED DEBT. Rates of inter- est, per cent. Total capital stock and funded debt outstanding. Capital liabilities per mile of single tract owned. Common. Preferred . Amount autliorized. Airount out- standing. Paif, alue. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Autlaorized. Issued. Rate per cent. Amount. a $5,000,000 800,000 96,000,000 800,000 85,000,000 600,000 100,000 200,000 3,650,000 $4,816,200 600,000 100,000 180,000 3,336,000 4 5 89,816,200 1,400,000 8144,207 55,732 4 5 6 76,000 400,000 2,791,400 76,000 300,000 2,489,400 6 5 176,000 480, 000 1.5,926,400 28,090 21, 486 76, 973 7 s 8720 8100,000 8100,000 16,400 1,500,000 250,000 600,000 26,000 100,000 400, 000 100, 000 16,400 1,500,000 260, 000 306,000 10,000 7,000 400,000 100, 000 16,400 14,000,000 "670,000 492,000 10,000 7,000 4 730,000 100,000 6,891 116,212 47,867 70,286 6,348 5,344 45,625 50,000 r 2,600,000 600,000 2.50,000 2,500,000 820, 000 186,000 5 6 6 '> 100,000 100,000 3 4 n 720 5 6 400,000 330,000 5 7 100,000 13,726,000 100,000 8,160,400 1 100, 000 16,846,800 60,000 » 63, 984 1 1 14, 240, 000 8,686,400 I 100,000 645,000 5,000,000 20,000 100,000 860,000 600,000 6, 500, 000 8,431,000 100, 000 646,000 600, 000 20,000 65,400 860,000 500,000 6,470,000 7,760,900 1 76,000 625,000 770, 000 30,000 90,000 1,150,000 6,000,000 6,600,000 6,530,000 75,000 625,000 770,000 28,900 67,600 1,150,000 3,910,000 2,060,000 3,962,900 5 5 5,6 6 5 6,6 5,6 175,000 1,270,000 131,270,000 13 48,900 6132,900 4 2,010,000 4,410,000 7,530,000 113,103,800 41,176 33,090 32,987 8,891 41,661 77,308 61, 3.52 113,233 43,208 1 i 1 3 4 5 fi i 7 1 8 14,500 1,400,000 1, 400, 000 88,100 200,000 25,000 1,500,000 100,000 200,000 760,000 2,600,000 400, 000 2,000,000 60,000 6,000 100,000 200,000 6,000 350,000 26,000 10,000 4,160,000 200, 000 25,000 1,600,000 48,000 100,000 760, 000 2,000,000 400,000 2,000,000 60,000 5,000 100, 000 200, 000 6,000 .350,000 1,000 5,900 3,110,000 200,000 35,000 2,685,000 96,000 400,000 750, 000 2,050,000 1,400,000 4,000,000 60,000 6,000 200,000 500,000 6,000 1700,000 5,000 11,800 13.5,910,000 14, 948 13,308 77, 612 8,233 24,691 55,638 33,226 39,041 107, 527 21,053 7,937 40,000 10,987 4,000 42,971 1,845 5,813 60, 375 1 8 2,000 10,000 2,000,000 100,000 500, 000 10,000 685,000 48,000 300,000 6 5 5 6 o 500,000 500, 000 n ■K 100 ■J 4 5 n 12, 600 6 ,50,000 600, 000 2, 500, 000 50,000 600, 000 1,500,000 5 5 6 1 400, 000 500, 000 400, 000 600, 000 s q 10 11 " 100,000 300,000 100,000 300,000 5 1'' 1 13 1 14 360,000 10,000 10,000 3, 100, 000 350,000 4,000 5,900 2, 800, 000 6 5 5 15 16 j 17 3,000 1 100,000 4,000,000 50,000 60, 000 3,000,000 50,000 5 3,000 100,000 3, 000, 000 100, 000 2, 700, 000 .5 5 160,000 "5,700,000 50, 000 14,fri5 76,000 IH. 447 1 •1 1 : 1 1" Includes .67 mile in Virginia. 11 Report furnished by United Railways, Light and Water Company of Philadelphia, Pa., and include.s North Side Consolidated Ktrec-1 Railway, Chattanooga and Lookout Mountain Railway, and Lookout Point Incline Company. 1- Includes 8 miles in Georgia. 13 Includes investments other than street railways. 11 Exclusive of 1.15 miles lying outside of state, but including 1.16 miles in state owned by outside companies. Total owned by companies in state, 303.27 miles; total operated, 309.36 miles. 1^ Includes 1.15 miles in Mexico. 272 STREET AND ELECTRIC RAILWAYS., Table 93.— ^AJIE, LOCATION, LENGTH OF TRACK, CAPITAL. 9 10 11 12 13 14 15 16 17 18 19 20 21 STATE AXD LOCATION. VERMONT. Total lor state . Barre, Montpelier Bellows Falls, Saxtons Falls Brattleboro, West Brattleboro... Burlington, Winooski Rutland St. Albans, Swanton Springfield; Charlestown (X. H.) Waterbury, Stowe Winooski, Essex Junction VIRGINI.4. Total for state . . . Charlottesville Danville Falls Church, Arlington; Wash- ington, (D. C). Lynchburg and vicinity Newport News Newport News, Hampton, Phoe- bus, Old Point Comfort. Norfolk and vicinity Norfolk, Sewall Point Norfolk, Berkley Norfolk, Berkley, Ocean View .. Petersburg Petersburg, Manchester Portsmouth do Radford Richmond do Richmond, Petersburg, Man- chester. Roanoke, Salem, Vinton Tazewell Washington (D.C.), Alexandria, Mt. Vernon. WASHINGTON. Total for state Name of company. Barre andMontpelier Power and Traction Co Bellows Falls and Saxtons Elver R. R. Co Brattleboro Street Rwy. Cn Burlington Traction Co Rutland StreetRwv. Co St. Albans Street Rwy. Co Springfield Electric Rwv. Co Mt. Mansfield Electric Rwv. Co Military Post Street Rwv. Co PERIOD COVERED BY REPORT. From — July Aug. Aug. July July July July Jan. July 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 1,1901 To— June Julv July June June June June Dec. June 30, 1902 31, 1902 31, 1902 30, 1902 30, 1902 30, 1902 30, 1902 31. 1901 30. 1902 Everett, Lowell Olympia, Turnwater Seattle, Ballard, Georgetown, South Park. Seattle, Renton Spokane do Tacoma , Spanaway Whatcom, Fairhaven, Silver Beach. WEST VIRGINIA. Total for state Charlottesville City and Suburban Rwv. Co. Danville Railway and Electric Co Washington, Arlington, and Falls Church Rwy. Co. Lynchburg Traction and Light Co Citizens Railway, Light and Power Co Newport News and Old Point Railway and Electric Co. Bay Shore Terminal Co Norfolk and Atlantic Terminal Co Berkley Street Rwy. Co Norfolk Railway and Light Co Southside Railway and Development Co... Richmond and Petersburg Electric Rwy. Co Old Dominion Rwy. Co .' Norfolk, Portsmouth andNewportNewsCo. Radford Water Power Co Richmond Traction Co Richmond Passenger and Power Co Virginia Passenger and Power Co. (includ- ing West Hampton Park Rwv. Co.) . Roanoke Railway and Electric Co Tazewell Street Rwy. Co Washington, Alexandria and Mt. Vernon Rwy. Co. Everett Railway and Electric Co Olympia Light and Power Co . . . Seattle Electric Co Charleston Chester; East Liverpool (Ohio). Fairmont, Clarksburg Huntington; Ash^nd (Ky.); Hanging Rock (Ohio). Parkersburg, Williamstown; Ma- rietta (Ohio). Wellsburg Wheeling, Moundsville; Martins Ferry, Bridgeport, Bellaire, Steubenvillc, Mingo (Ohio). I Wheeling, Elm Grove Seattle and Renton Rwy. Co Washington Water Power Co V. Spokane and Montrose Motor R. R. Co Tacoma Railway and Power Co Northern Railway and Improvement Co! '. Kanawha Valley Traction Co East Liverpool "and Rock Springs Street Rwy. Co. Fairmont and Clarksburg Electric Rwv. Co. Camden Interstate Rwy. Co Parkersburg, Marietta and Interurban Rwy. Co. Wheeling and Wellsburg Rwv. Co Wheeling Traction Co * Sept. 1, 1901 Nov. 1,1901 Jan. 1, 1901 May 1,1901 June 1,1901 June 1,1901 May June Mar. June July Feb. July June Oct. July July Apr. 23, 1902 1,1901 1,1902 1, 1901 1,1901 20, 1902 1,1901 1,1901 26, 1901 1,1901 1,1901 1,1902 Jan. 1,1902 Mar. 1 , 1901 June 1, 1901 Sept. Oct, July Jan. Jan. Jan. July Sept. 1,1901 :,1901 1,1901 1, 1901 1,1901 1,1902 1,1901 1,1901 Jan. Jan. Dec. Jan. Jan. Dec. Jan. 1, 1902 1,1902 1,1901 1,1902 1,1902 1,1901 1, 1902 Aug, 31,1902 Oct. 31,1902 Dec. 31,1901 Apr. 30,1902 May 31,1902 May 31,1902 June May June May June June June May Oct'. June June Mar. 30, 1902 31,1902 1,1902 31, 1902 30, 1902 30, 1902 30, 1902 31, 1902 2.5,1902 30, 1902 30, 1902 31,1903 Dee. 31,1902 Feb. 28,1902 May 31,1902 Aug. 31,1902 Sept. 30,1902 June 30, 1902 Dec. 31,1901 Dee. 31,1901 Dec. 31,1902 June 30, 1902 Aug. 31,1902 Dec. 31,1902 Dec. 31,1902 Nov. 30,1902 Dec. 31,1902 Dec. 31,1902 Nov. 30,1902 Oct. 31,1902 Nov. 30,1902 LENGTH, SINGLE- TRACK MILES. Owned. .05 8.82 6.64 5.00 11.22 10.45 13.50 2 9.11 11.25 4.66 = 358.17 3.70 5.30 11.92 15.50 4.87 35. 00 12.00 19,04 14.01 53.03 M12.85 21.93 12.21 8.63 2.98 18.75 25.21 37.60 19.04 2.00 "23.73 228. 93 9.65 4.18 83.19 13.25 33.40 3.15 69.11 13.00 M93.I 7.14 "3.26 7.10 »30.23 =129.50 1.77 2' 44. 75 16.25 Oper- ated. 6.05 8. 82 6.54 6.00 11.22 10. 45 13.50 29.11 11.25 4.66 3 378.30 3.70 5,30 11.92 15.50 9.53 39.87 12.00 19.04 14.27 .53. 03 i"12.86 23.08 12.21 8.63 2.98 23.71 27.33 37.00 19.04 2.00 '«25.84 228. 93 9.65 4.18 83.19 13.25 33.40 3.15 09.11 1:3.00 ■»93.64 Wheeling and Elm Grove l!\vy. Co Dec. 1, 1901 80 es'mi^es"''"'''' °* '"" ""«*''5''"S°"'^''1'= °' "'"»«■ but including s.'i;, miles in state owned by outside companies. Total owned 2 Includes 2.75 miles in New Hampshire. 3 Exclusive of 1.80 miles lying outside of state, but including .07 mile in state owned bv outside including 3.61 miles leased from steam railroad (see note 10); total operated, 379 43 miles 4 Exclusive of $3,284,635, investments other than street railways and electric-light plants owned 6 Includes electric-light plant and other investments. 7.14 i»3. 82 7.10 2" 30. 23 21 29, 60 1.77 =■144.75 16.25 CAPITAL STOCK. Total par value. Authorized. $1, 885, 000 Issued. 81,835,100 1.50, 000 100,000 75,000 200, 000 700,000 200, 000 75,000 300, 000 86,000 30, 359, 000 100,000 100, 000 100, 000 1,000,000 200,000 1,800,000 500, 000 5, 000, 000 100,000 1,6.50,000 1,000,000 122,000,000 .550,000 50,000 (") (") 1516,000,000 200, 000 9,000 1,000,000 11,115,000 130,000 100,000 66,600 200,000 700,000 200,000 64,600 300,000 85,000 21,812,000 200,000 166,000 8, 000, 000 100, 000 400, 000 60, 000 2, 000, 000 200, 000 4,924,600 100,000 150, 000 1,000,000 1,000,000 600,000 2=24,500 2,000,000 150, 000 68,000 100,000 100,000 750, 000 200, 000 1,800,000 100,000 500,000 100, 000 1,660,000 6(10,000 1=635,000 650,000 60, 000 (■■) (") 1*14,000,000 200,000 9,000 600,000 11,036,400 200,000 163,200 8,000,000 100,000 400,000 50, 000 2,000,000 123,200 4,273,600 6,000 150,000 760,000 1,000,000 440,000 2=24,500 1,836,300 67, 800 I and operated by companies in state, companies. Total owned by companies in state, 859.30 miles,. « Exclusive of $548,884, investments other than street railways and electric-light plants owned 'Exclusive of $S24,.583, investments other than street railways and electric-light plants owned' 8 2i per cent on $600,000 for first dividend, and 2J per cent on $726,000 for second dividend s Includes investments other than street railways, wincludes 3.51 miles leased from steam railroad. 11 Included in report of Virginia Passenger and Power Compai y. (See note 15.) GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 273 CAPITAL 8T0CK— continued. FUNDED DEBT. I Total capital stock and funded debt outstanding. j 1 Capital liabilities per mile of single tracK owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. 1 Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. SI, 870, 000 $1,820,100 88,000 Sl.^OOO *15, 000 97.50 $1,4.50,000 8931,600 82,766,700 $34,348 150,000 100,000 75, 000 200,000 700,000 200, 000 75,000 300, 0«0 70, 000 24,634,000 130, 000 100, 000 55, 500 200,000 700, 000 200, 000 64, 600 300,000 70, 000 17,087,000 100, 000 75,000 25,000 160, 000 500,000 200,000 100,000 225, 000 75,000 30,167,000 100, 000 75, 000 25,000 125, 000 81,600 150,000 100,000 200,000 76,000 26,891,314 5 5 5 6 6 5 5 6 6 230, 000 175,000 80,600 326, 000 781,600 350,000 164, 600 600,000 160,000 47, 703, 314 26,077 26, 758 16,100 28, 966 74, 794 25,926 18,068 44,444 34,336 ■1124,845 4 I 8,000 1 ... ' 1 l.\ 000 5, 72.->, 000 15, 000 ^1,725,000 5 750 33, 125 270 100, 000 100,000 100,000 1,000,000 200,000 1,076,000 500, 000 5,000,000 100, 000 1,650,000 68,000 100,000 100,000 750, 000 200,000 1,075,000 100, 000 500,000 100,000 1,650,000 1 150, 000 236, 000 100,000 1, 000, 000 800,000 4,000,000 500, 000 500, 000 500,000 4,000,000 1,000,000 ■2 542,000 133, 314 235,000 100,000 750, 000 751,000 2,400,000 126, 000 500,000 600,000 3,235,000 500,000 1=542,000 500, 000 100, 000 1= 14, 330, 000 490,000 6 5 6 5 5 6 5 6 5,6 5201,314 335, 000 200, 000 '1,500,000 5 9.51,000 54,200,000 225,000 91,000,000 600,000 54,886,000 54,409 63,208 16, 779 6 61,362 '128,628 120,000 18,760 52, 521 42,827 92,118 725, 000 725, 000 85 S3, 125 1,000,000 2, 000, 000 650,000 50,000 600,000 535, 000 650,000 50,000 5 6,6 5 5 1,100,000 1,077,000 1,050,000 1-11.50,000 60,160 88,206 13 40,900 60,336 600, 000 100, 000 (") (") 16 15, 000, 000 490,000 10, 000, 000 200,000 9,000 1,000,000 8,115,000 10,000,000 200,000 9,000 600,000 8,036,400 5,000,000 4,000,000 1 4,5 15 28,330,000 "690,000 9,000 1,200,000 5 18,7X4,213 311,661 36,239 4,500 60, 569 .S2, 0.52 3 270 750, 000 9, 290, 000 700, 000 7,747,813 6 37, .128 ■.',, 000, oco 3,000,000 112,600 200, 000 165,000 5,000,000 100, 000 400,000 60,000 2, 000, 000 200, 000 4,924,500 200, 000 163,200 5,000,000 100, 000 400, 000 50,000 2, 000, 000 123, 200 4,273,600 1,000,000 500, 000 ri " 700, 000 "163,200 "13,018,000 165, 000 « 1,000, 000 1 90,000 3,424,813 5 223, 200 1 5 9^582,000 72, 539 39,043 156,485 12, 453 29,940 28,571 49, 556 17, 169 68,443 4 1 6, .528 3, 000, 000 3,000,000 6 j 17112,500 6, 500, 000 150,000 800, 000 40,000 1,700,000 100, 000 7, 600, 000 5,018,000 65, 000 600, 000 40,000 1,424,813 100, 000 5,308,400 6" 5 5 6 5,6 5 11 5 11,000 90 nnn 1 u ,„.... 1 1 1 1 ...L.. 22.000 1 100, 000 150,000 1,000,000 1,000,000 600,000 24,600 2, 000, 000 160,000 5,000 160, 000 760,000 1,000,000 440,000 24, 600 1,836,300 67,800 1 : ' 200,000 150, 000 1,000,000 1,500,000 1,000,000 200,000 5 6 5 5,6 5,6 20.5,000 1.50,000 "9.50,000 5 0^440,000 "1,040,000 24, .500 8, 990, 300 "7.w.2no 28,711 46,012 133,803 80,71."i j 35,2.54 13, 842 89, 169 4,s, 135 . 200, 000 1,440,000 600,000 ! j 5 22, 000 ' 2, 500, 666 1,250,000 2,1,14,000 714.4011 5,6 1 ; ! ' ' 12 Not reported; obtained from street-railway journals and directories. IS Exclusive of $697,031, investments other than street railway.';. "Includes electric-light plant. 15 Issued after combination with Southside Railwaj' and Development Company, Richmond Traction Company, and HIchmond Passenger and Power Company, subsequent to period covered by Census report; total trackage owned 90.90 miles; also includes electric-light plants. "Includes 1.80 miles in District of Columbia. 1' Total amount of stock shown was not issued until near the end of the year reported. ■'Exclusive of 46.92 miles lying outside of state. Total owned by companies in state, 140 miles; total operated, 140.5a miles. ■'Includes .89 mile in Ohio. '"Includes 6.87 miles in Kentucky, and 9.16 miles in Ohio. 21 Includes 8 miles in Ohio. 2"^ Cash investment. 23 Includes 22 miles in Ohio. 274 STREET AND ELECTRIC RAILWAYS. Table 93.— XAME, LOCATION, LENGTH OF TRACK, CAPITAL 2 3 4 5 6 7 8 9 10 11 12 13 U 15 16 17 STATK AND LOCATION. WISCONSIN. Total for state Appleton, Kaukauna, Menasha, Neenah. Ashland Eau Claire, Chippewa Falls Fond du Lac Green Bay and vicinity Janesville La Crosse La Crosse, Onalaska Madison, Blooming^ Grove Manitowoc, Two Rivers Marinette Merrill Milwaukee, Whitefish Bay, Wau- watosa. Milwaukee, Racine, Waukesha, Pewaukee. Oshkosh, Neenah Sheboygan, Sheboygan Falls Waupaca HAWAII. Total for territory . Honolulu . do do PORTO RICO. Total Mayaguez San Juan, Rio Piedras. Name of company. Wisconsin Traction, Light, Heat and Power Co. Ashland Light, Power and Street Rwy. Co Chippewa Valley Electric R. R. Co Fond du Lac Street Rwy. and Light Co — Fox River Electric Railway and. Power Co Janesville Street Rwy. Co La Crosse City Rwy. Co La Crosse and Onalaska Street Rwy. Co Madison Traction Co Manitowoc and Northern Traction Co Marinette Gas, Electric Light and Street Rwy. Co. rill 1 Merrill Railway and Lighting Co Milwaukee Electric Railway and Light Co. Milwaukee Light, Heat and Traction Co... Winnebago Traction Co Sheboygan Light, Power and Rwy. Co. Waupaca Electric Light and Rwy. Co. . Hawaiian Tramways Co Honolulu Rapid Transit and Land Co Pacific Heights Electric Rwy. Co. (Ltd) . . . PERIOD COVERKD BY REPORT. Froni- Jan. 1,1902 Jan. Jan. Jan. Jan. Jan. Jan. Jan. Sept. May May Jan. Jan. 1,1901 1,1902 1. 1901 1. 1902 1,1901 1, 1902 1,1902 1,1901 1,1902 1. 1901 1. 1902 1, 1902 Jan. 1,1902 Apr. July Jan. 1,1901 1, 1901 1,1902 July 1,1901 Jan. 1,1902 Jan. 4, 1902 Sept. Dec. Dec. Dec. Dec. Dec. Dec. Dec. Aug. Dec. Apr. Dec. Dec. Dec. 31,1902 Mar. 31,1902 June 30,1902 Dec. 31,1902 June 30,1902 Dec. 31,1902 Dec. 31,1902 Tramway Stock Co San Juan Light and Transit Co . July Jan. 1,1901 1,1902 June 30,1902 Dec. 31,1902 LENGTH, SINGLE- TRACK MILES. CAPITAL STOCK. Total par value. 1, 1902 31. 1901 31. 1902 31 . 1901 31. 1902 31. 1901 31. 1902 31,1902 31, 1902 31,1902 30, 1902 31,1902 31, 1902 O-ned. ope. ' Authorized. 1446.14 '446.14,1 $23,344,000 19.26 7.68 22. 67 6.27 17.13 7.41 14.44 2.67 8.60 8.63 5.40 1.55 145. 50 92.56 32.00 20.00 4.94 28.70 12.00 14.20 2.50 12. 5« 19.26 7.68 i 22. 57 6.27 17.13 7.41 14.44 2.67 8.60 8.63 6.40 1.55 146. 50 92. 56 32.00 20.00 4.94 28.70 3.13 9.43 12.00 14.20 2.60 12.56 8.13 9.43 1,000,000 84,000 200,000 160, 000 150, 000 50, 000 200, 000 60,000 200,000 100,000 116, 000 20, 000 19, 500, 000 500,000 650,000 300,000 76, 000 1,776,000 650, 000 1,000,000 125,000 648,000 48,000 600,000 $15,178,600 1,000,000 84,000 200, 000 150,000 146, 500 .50, 000 200, 000 38,000 200,000 100,000 115, 000 20,000 11,600,000 500,000 660,000 161, 100 75,000 1,460,000 325, 000 1,000,000 125. 000 571,340 27,840 543, 500 1 Includes 29.64 miles in state owned by outside companies. Total owned and operated by companies in state, 416.50 miles. 2ExcIusive of 8708,756, investments other than street railways and electric-light plants owned. ^Includes electric-light plant. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 275 CAPITAL STOCK- -continued. FUNDED DEBT. Total capital stoclf and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of Inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued, Rate per cent. Amount. 1 a 818,719,000 $10,553,700 $30,563 84,625,000 $4,624,900 $270, 000 $28, 281, 400 $13,058,360 $28,236,950 2 $66, 094 1,000,000 84,000 200,000 160,000 25,000 60,000 200, 000 50,000 200,000 100,000 115,000 20,000 16,000,000 500,000 660,000 300, 000 75,000 1,000,000 84,000 200,000 160,000 20,600 50,000 200, 000 38,000 200,000 100, 000 115,000 20, 000 7,000,000 500, 000 660,000 161, 100 75,000 1,000,000 78,400 200,000 250,000 150, 000 76,000 136,000 750,000 .69,300 200,000 260,000 120,050 75, 000 136,000 5 6 6 5 5 6 6 31,760,000 3 148, 300 400,000 < 400, 000 265,560 125,000 336,000 38,000 400, 000 200,000 3145,000 3 20,000 ■119,600,000 3 2,749,000 51,205,000 34.61,100 3109,000 90,909 18,659 17,723 63, 796 15,602 16, 869 23,269 14,232 47,059 23,175 26,852 12,903 134,021 29,700 37, 656 22,665 22,065 1 • 2 3 4 126,000 124,900 5 6 7 8 6 10, 000 300,000 100,000 50,000 100,000 19,600,000 5,000,000 1,000,000 800,000 42,000 200,000 ,100,000 30,000 5 6 61 9 10 11 12 4, 600, 000 4, 600, 000 6 270,000 8,000,000 2,249,000 555,000 300,000 34,000 5 5 5 5 6 13 4 20,663 14 15 16 17 1,566,000 1,241,000 19,500 209,000 209,000 1,275,000 610, 000 62, 060, 000 71, 777 6.'>0,000 791,000 125,000 648,000 325, 000 791,000 125,000 671,340 6 19, 500 1.60,000 1,000,000 125,000 611,800 150,000 460,000 6 6 6475,000 1,460,000 125,000 61,125,140 39,583 102,817 50,000 89,581 1 209,000 209, 000 o 3 653,800 48,000 27,840 543,500 11, 800 600,000 11,800 642,000 5 6 39,640 61,085,600 12, 666 115,111 1 600,000 2 * Includes electric-light plant and other investments. s Includes investments other than street railways. 276 ^ STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC TRACK — CHARACTER AND LENGTH JN SINGLK-TRACK MILES. STATE AND NAME OF COMPANY. Total owned and leased. Main First. track. Second. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased, Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way- Kind. Miles. Owned by com- pany. Not owned by com- pany. UNITED STATES 322,589.47 16,651.58 5,030.36 907.63 < 21,302.57 5 1,027,80 2,59.10 19,038.33 3,651.14 • 560.92 1,549.73 3,424.96 377.11 ALABAMA. Total for state... 204. 72 167. 70 21.76 16. 27 173.69 28.00 3.03 204. 72 4.80 70.08 .25 1 Anniston Electric and Gas 10.00 110.00 3.03 6.70 4.62 37.50 20.00 6.87 7.00 17.10 9.50 85.00 3.00 6.20 4.50 30.75 17.00 5.76 6.00 15.00 10.00 6.00 38.01 .50 11.00 .03 .50 .12 1.00 1.00 .12 1.00 1.10 10,00 89,00 10.00 110.00 3.03 6.70 4.62 37.50 20.00 5.87 7.00 17.10 .,50 3.00 1.50 60.00 o Birmingham Railway, Light and Power. Decatur Street Railway 14.00 Steam . 21.00 3.03 3 4 Alabama City, Gadsden and Attalla. Huntsville Railway, Light and Power. Mobile Light and Railroad 6,70 4.62 37. .50 20.00 6.87 3.00 '"."25' 5 , fi 5.76 2.00 1.33 7 Montgomery Street Raihyay Selma Street and Suburban :::::::::::;:::;:::::: S 1.00 .25 4.00 3.00 9 Tuscaloosa Belt Railway Steam . 7.00 6.10 ARIZONA. Total for territory 1.00 12.00 1 Phoenix Railway 1 12. 00 5.10 52.49 1.00 1.00 .10 2. 49 12.00 1 . 12.00 5.10 52. 49 1 3.00 2 Tucson Street Railway 5.10 2. 66 1 ARKANSAS. Total for state 11.99 49.83 3.17 7.57 1.36 9.28 20.70 7. 75 2. 75 .50 .60 Citizens Electric 1 3.17 7.67 1.36 9.28 20.70 7.75 2. 6li 829. 10 2.90 6.00 1.36 4.82 13.43 7.00 2.60 561. 40 '"""i.".5i' .27 .06 3.17 7.67 1.36 9 '*8 .50 .60 2 Fort Smith Traction Fort Smith and Van Buren 1.00 3 4 Hot Springs Street Kiiilroad Little Rock Traction and Electric. Citizens Light and Transit 4.34 6.14 ■ 268. .55 .12 1.13 . 75 .16 9.15 1 ' 5 20.70 7.75 2.66 829. 10 ■' 15 6 ""2.' lie' 42.37 1. 75 7 Texarkana Railway CALIFORNIA. Total for state 1165. 96 2 16 =120.77 1 10.85 i 83.59 74. 48 1.98 Bakersfield and Kern Electric Fresno, Belmont and Yosemitc Fresno Railroad — - 1 2.15 2.50 2.90 5.10 .14 94.82 31.86 87.48 11.34 26.00 4.23 1.50 4.15 122. 80 8.00 6.64 2.60 1.81 2. 66 7.27 9. 52 23.50 7.62 16.60 7.68 10.86 9.01 248. 96 16. 16 18. 12 8.60 5.67 2.85 7.33 11.98 234. 53 2.08 2,50 2.75 6.00 .07 56. 82 20.46 62.67 8.52 26.00 4.13 1.50 4.00 76.16 7.75 5.83 2. ,50 1. 75 2. .50 7.18 9.19 13.73 7. .50 11.64 3.84 6.38 4.92 140.41 12. 68 13. ,60 S.OO 6.66 2.80 7.33 6. 95 154.17 .07 2 2.60 2.90 2.60 2.90 5.10 . 14 3 .15 1. 75 3.,S4 4 Nevada County Traetinn .10 .5.10 " S Los Angeles Electric Incline Los Angeles Rail way .07 .19. 00 9. .S5 24.91 2. S2 Cable.. ■"! .14 .1 fi7 fi """i.'.vV "".'io' 94. .S2 31. .86 66. 46 2.1s 26.00 94 S'» 4 89 7 Los Angeles and Pasadena Los Angeles Pacilie Railway Pacific Electric Railway 31., S6 1..SS .29 , 51.00 34 ' 1.64 55. .so 8 q Steam . Cable.. 15.07 109. 16 5. 95 87. 4S 11.34 26. 00 4.23 1..50 \ 15 in Los Angeles Traction 3.00 ..35 11 Marysyille and Yuba City 4.23 1,50 4.15 1.00 12 Monrovia Street Railway 13 Monterey and Pacific Grove Oakland Transit Consolidated Ontario and San Antonio Heights . . Pasadena and Mt. Lowe Paso Robles Street Car Petaluma Street Railway Pomona Street Railway Redlands Street Railway Riverside and Arlington Sacramento Electric, Gas and Rwy. San Bernardino Valley San Diego Electric Railway Geary Street, Park and Ocean California Street Cable "4.5.21' 15 .20 2.06 14 IS 1.43 . 25 .SI 121. SO 8.00 6.12 122. SU 8. on 6. 64 2. .56 l.Sl 2. ,56 7. 27 9. .12 23. 50 4.13 Ifi Cable-. .62 '"•i'M" 1.81 5. 42 17 18 19 20 21 ■■■".s.'si' 4. 96 3. 84 5. 38 4. O.s 107.63 2.49 4.00 .06 .06 .09 .33 1.46 .1? '.'io' .01 .91 .09 . 62 . 50 ,11 7.27 9. 52 23. 5U 7. 62 16. 60 Steam . '"'2.' .50' r - 1 . 27 . 2-5 1.73 22 23 7,62 16.66 7.68 10 86 7.,5U .50 24 ; 25 Cable.. Cable 7.68 in si; "'i.'in' 3. S9 1 .74 •» 97 Presidio and Ferries <'„)-il,, ' 1"^ ■'-■ 28 29 United Railroads of San Francisco . San Jose Railroad 177. 63 15. 16 IS. 12 8.60 6.67 Ciibk-.. '■'67. .53 21 '■■.95 15. 16 IS. 12 8. 50 :::::::: ...... "is'ii' 30 San Jose and Santa Clara Santa Barbara Consolidated Santa Cruz Electric 1..50 31 a? "i,'.5o' ;'.!!!!;; 33 East Santa Cruz .06 5. 95 09.36 2. ,S5 7,33 2:85 ::::::::::::::::::;::::; 34 Santa Rosa Street Railway "".'6,s' 11.00 .08 .89 1.38 "'8.' 64' .11 3,'> Stockton Electric 11.98 233. 28 11.98 2,12, 9K 1 COLORADO. Total for state Boulder Railway and Utility ColoradoSprings and Cripple Creek. Colorado Springs Rapid Transit — Denver, Lakewood and Golden Denver City Tramvvay ; 1.26 .... 1.55 ' 7.97 10. S7 1 2 8 4 4.08 11. 78 29. 01 6.00 143. 77 2.39 L25 36.25 4. on 10. 89 20. 86 5.00 85.89 2.28 1.26 24.00 ''6.' 77' 1.00 49.84 4.08 11.78 29. 01 6.00 143. 77 2.39 4,68 11,78 27, 46 6, on 143,77 2,39 1, 26 36, 25 i.on "1:55'/:!::;:! '.'.'.'.'.'..'. ,04 10.03 .76 fi 4. ,52 fi Durango Railway and Realty Grand Junction (municipal ) 7 1.26 1 05 8 1 Pueblo Traction and Lighting ii.75 ..50 36.25 ' 2.40 .04 : : ...1 1 For details see Supplementary Table 1. 2 For feeder conduit system see Supplementary Table 2, 3 Includes 12.48 miles of track duplicated in reports of di'flerent companies. (See Illinois, New York, and Pennsylvania.) ■'Ineludes21,068,42 miles of single trolley and 234.15 miles of double trolley construction; also 12.48 miles of track duplicated in reports of different companies 5 Includes miles of track as follows: Cable, 240.69; compressed air, 6,06: conduit trolley, 266,06; steam. 169.61; storage batteries, 2.47; and third rail 342 91 « Exclusive of Ma.ssachusetts, but including track outside city limits for 1 company in Kansas. 1 Exclusive of Ma.ssachusetts, but including track within city limits for 3 companies in Connecticut and 3 in Maine, GENERAL TABLES. 277 CONSTRUCTION, BY COMPANIES: 1902. TRACK— CBARACTEK AND LENGTH IN 8INGLE-TBACK MILES — continued. BRIDGES AND TL'NNRI.S OWNED,! STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELiCf'TRIC- i.iN-F, (■(l^ CSTRfflloN. MIL Poles .SU'fl to the or i ron mile, poles. poles. FEEDER WIRE, Within city limits. Outside city limits. Equip- ped with cast- welded joints. Weig rails yai Maxi- mum. htof r Mini- mum. Style of rail. No. Length, leet, 1 Pro- tected. I,Tnpro- tected. Span wire. Side bracliet 5,223.08 Center pole. '13,208.24 '6,855.58 1,612.68 2,748 480, 912 10 1,967 10,220.07 414.11 «3,112..5S «12,728.76 22,343.22 2,411.07 124.60 80.12 29 2,856 67 118. 68 21.82 2.25 137. 70 178. 17 8.60 50.00 3.03 3.70 2.00 29.00 20.00 6.37 1.50 60.00 60 80 20 40 60 88 90 45 60 30 60 16 35 60 35 60 35 35 T, full groove Girder, half groove, T, T 9 10 476 2, 140 6' 3 39 1 8 2 4 6 3 1 3 7.00 64.00 2.50 10.00 42 53 9.50 64.00 16.00 122.00 1 2 3 3.00 2.62 8.50 T 2 2 120 12 60 2 2 1.60 4.50 28.50 14.00 4.13 4.70 52 52 52 44 48 6.20 4. .50 80.75 17.00 5.75 6.26 4.68 26.00 3.00 .34 4 T 5 T, girder ■"3." 66' 1.62 2,25 6 Groove, girder,T. T .50 4.00 3.60 8 3.00 T 9 48 22.') 75 1.50 949 2 9 13.50 7.00 3.00 3.00 .60 9.50 4.00 1 9.00 4.60 50.83 3.07 7,52 1.26 8.88 20.70 6.75 2.66 667.20 3.00 .60 1.66 60 16 30 Ifi T 6 8 2 1 3 7.00 50 ..50 9.50 4.00 T . 2 1 31.31 2,40 1.80 2.33 "1 38.18 : 20. 86 ! 65 .10 .05 .11 .40 35 T .60 4.80 1,36 4,22 13,43 7,00 2.40 "'"i.26' 66 52 48 62 50 63 ""i.'os" .50 2.90 5.20 1.36 4.82 12.40 6.50 1.25 1.00 .33 3.28 14.00 1.00 60 45 60 66 45 25 73 1 70 T.girder T T 1 1 24 20 1 2 3 .60 4 Girder,T Girder, T T 2 4 120 786 2 2' 5 1.00 90 30 50 20 ' 6 7 1 2 3 4 5 161.90 110.62 57 11,913 47 65 339,82 58.39 24.44 52 101.33 321. 32 255. 48 2.15 2.50 1.00 1.25 .14 94.82 28.37 21.61 7.22 26.00 1.72 1..50 4.15 105. 99 1.75 45 ! 40 20 ] 20 20 20 70 i 70 16 . 16 Girder 1 2,08 2.08 3.50 T 1 2 1 1.90 3.86 T T 5.00 50 5.00 . T '3.'49' 65.87 4.12 43.00 62 60 60 65 70 22 48 20 97 30 30 15 38 25 56 40 51 45 60 72 38 40 98 42 35 56 40 45 35 40 38 40 40 25 60 16 48 20 35 30 26 15 38 25 46 35 25 45 30 72 38 40 35 35 35 45 40 36 16 40 T, girder T 4 5 4,400 2,445 20 3 1 7 9 1 66,82 11,71 12.78 2.18 (") 48 .50 50 50 1 .5.3.82 20. 46 1 49.08 2.18 .50.00 8.75 16.65 ' '26,' 6.5' 25 00 7 2.66 1.00 T 8 9 10 11 12 13 14 T T 2 2 1 12.00 2.51 T, girder 1 T T 16.81 6.25 6.64 .75 12.39 T, girder T .. . 20 816 200 1,328 11 8 66. 43 6.00 8.73 1.75 5.57 45 50 52 52. 11 23.05 7.76 5.57 71.08 2 -'o T 6 25 16 1.75 1.81 2,56 6.91 9.52 22.70 5.60 15.60 7.68 10.86 9.01 224.84 10.72 11.12 8.60 5.67 2,00 5.00 5.28 213. 93 T 17 18 19 on Flat ' T .36 T 3 2 2 3 96 40 50 460 2 i' 4 I 5.02 9.19 13.73 7,00 10,00 2.16 44 50 40 44 50 7.18 9.19 13.73 7.50 11.64 1 03 T 7 00 21 .80 2.12 1.00 T, girder T 7 ,50 22 .80 1.64 ' 23 Groove, girder 3 00 "^l Girder 25 26 27 28 9Q Girder Flat.T 1 1 . 24, 11 4.44 7,00 49.32 2.25 T, girder T, girder 4 625 9 4 3 2 1 98,66 10. ,58 9.63 7. .50 5.56 2.27 2.00 3.87 .60 3,79 60 44 50 50 50 49. 22 55.50 12.68 13. .50 8.00 5.56 68.06 1 T T 1 813 2 05 1 i 30 6 00 31 T, girder \ i 50 1 ^'> ,85 2,33 6,70 20,60 Fiat T. fiat 2 640 1 2 3 11 33 34 35 Girder, T 1 1 12 5.95 140. 16 12.76 53 5.20 26' ■"6.' 66' .5.96 147. 72 - 4.00 10.89 20. 66 5.00 80.89 2.2s ■' 70 1 26 8,094 214.43 ■* 00 4.08 1.75 20.46 6.00 142.39 1.75 i.a 36.25 43 60 75 75 72 30 30 80 30 60 80 48 30 30 30 30 T 2 4 2 i" 1 4.00 2.00 20.86 5.00 82.02 2.28 70 40 53 52 45 52 1 10,03 8,55 T T T T.girder T i5 7 2 914 670 480 6,000 i ■) 7 8.89 14. 20 19.74 3 4 5 6 7 8 1.38 .64 8.87 164.79 T T 1 2 i 24.00 5CI 24.00 , 33.70 8 In addition 16.92 miles supported by elevated railroad structures and by buildings and bridges. 8 Includes 85.72 miles of cable and 3&.05 miles of steam. 10 Includes 4.45 miles operated by steam. 11 Not reported. 12 Includes 1.25 miles operated by' steam. 18 Includes 11.72 miles operated by steam. 1165—05 19 278 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC STATE AND NAMK OF COMPANY. TRACK-s-CHARACTF.R AND LENGTH IN SINGLE-TRACK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way — 1 1 First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. CONNECTICUT. Total for state 578. 49 461. 05 89.60 27.94 552.60 25.89 543.06 35.48 14.94 16.75 72.56 Branford Lighting and Water Connecticut Railway and Lighting. Bristol and Plainville Tramway Dan bury and Bethel 1 6.51 159.28 7.92 11.73 6.76 13.47 10.80 87.67 18.13 25.89 12.34 19.50 .9.93 1.36 95.67 8.51 10.67 17.65 16.44 12. 69 8.63 4.91 13.03 85.61 5.15 118.32 7.34 10.44 6.57 13.00 9.70 66.26 17.69 21.02 11.64 17.40 9.05 1.36 69.60 6.70 10.46 17.00 16.94 12.49 7.66 4.70 12.56 71. 65 1.36 7.56 .58 1.09 .19 .47 1.10 2.83 .44 1.69 .70 .60 .88 6.51 159.28 7.92 11.73 6.76 13.47 10.80 87.67 18.13 6.51 1.69.28 7.92 11.73 5.76 13.47 10.80 77.47 17.34 25.89 12.34 19.50 9.93 1.36 71.23 8.51 10.67 17.65 16.44 12.69 2,16 25.06 .60 .20 .38 1 2 33.40 1 B 1 4 .20 5 Greenwich Tramway - 5.76 6.00 "".'os' fi Hartford and Springfield 7 Farmington Street Railway Hartford Street Railway "io.'M' .79 3.80 6.25 1.30 2.80 .57 21.02 2.82 8 18.58 9 Hartford, Manchester and Rock- ville. New York, New Haven and Hart- ford (Berlin system). Meriden, Southington and Com- pounce. Meriden Electric Railroad 10 3.18 3d rail . 2,5.89 n 12.34 19.50 9.93 1.86 95.67 8. ,51 10.67 2.05 1^ 1.50 13 Middletown Street Railway Manufacturers Railroad 14 1ft Fair Haven and Westville 31.32 1.32 4.75 .49 .21 .65 .50 .20 .97 .21 .47 2.61 24.44 3.00 Ifi New London Street Railway Montville Street Railway 17 2.84 18 Norwich Street Railway 17. 65 .75 4. ,50 IP Peoples Tramway 16.44 12 69 90 Stamford Street Railroad ........ y 1 ?1 New York, New Haven and Hart- ford (New Canaan branch). Suflield Street Railwav 8.63 4.91 13.03 8.63 4.91 13.03 85.61 ?? 4.91 ?S Torrington and Winchester ;:':;:::::: 8,00 24,17 3.13 ' ".'56' 2.63 DELAWARE. Total for state 11.46 a5.61 1 i 4.05 21. 25 Wilmington and New Castle Peoples Railway 1 13.45 31.38 40.78 161.97 13.00 26.60 32.05 82.68 .45 .88 1.78 13. 45 13. 45 31.38 40.78 161. 97 4,05 9.26 10.00 2.00 6.68 9.00 4.00 11.17 36.81 ?, 4.50 6.95 79.29 31.38.., 40.78 ' 76. 89 3 Wilmington City . . DISTRICT OF COLUMBIA. Total for district 85.08 1 6.70 Anacostia and Potomac River Brightwood Railway 1 18.10 11.69 40.69 31.80 14.72 8.32 22.67 13.98 61.75 9.83 6.85 20.36 16.08 7.84 4.40 11.34 6.99 .=.7. 43 8.27 5.84 20.34 15.72 6.88 3.92 11.33 6.99 1.64 02.96 11.69 11.00 19.76 »9.18 8.32 Conduit 16.14 ! 18.10 11.69 40.69 31.80 14.72 8.32 22.67 13.98 61. 75 4.80 9 s Capital Traction Conduit 99 fiCl ! .67 ,82 4.73 .95 4 5 City and Suburban of Washington.. Columbia Railway ConduitI 12.04 ' Conduit' 5.54 ! 1 ! 14.09 8.74 6 Georgetown and Tennallytown Metropolitan Railroad - 7 Conduit 22.67 j ; .41 8 Washington and Great Falls FLORIDA. Total for state 2,68 13.98 13.98 .04 .33 57.00 4.75 1.25 Fort Meade Street Railwav 1 T 1.25 18.15 3.74 3.50 9.00 26.11 300.38 1.25 1 1.25 1.26 18.16 3.74 3.50 9.00 26. 11 300.38 Jacksonville Electric 15.89 3.54 3. ,50 8.50 24. 75 222.18 1.14 1.12 .20 18.15 3.74 : .04 s Key West Electric ' 1 ^ Palatka and Heights Street Railway Pensacola Electric Terminal Tampa Electric 3.50 .33 (> .50 .86 5.98 9.00 26.11 296. 63 1 fi ..50 72.22 1,25 6.20 30.94 3.05 GEORGIA. Total for state 3.76 3.00 Athens Electric Railwav 1 ] 6. .W 150. 00 31. 02 17.00 2.26 30.67 6.28 53.05 2.08 1..50 3.50 6.50 104. 00 16.97 14.90 2.12 28.00 6.20 39. 99 2.00 1..50 3.33 "'43.06' 12.36 2.00 .03 8.00 1.69 .10 .13 .67 .08 .20 .08 6.53 1,50. 00 31.02 17.00 1 1 6.63 150.00 31.02 .75 3,00 2.45 06 2 Georgia Railway and Electric Augusta Railway and Electric Columbus Railroad 3.00 11 66 t Q 1 ^ 17.00 5 1 2. 25 2.25 30.67 6.28 53.05 2.08 1,.50 ■ .50 ^ Mflpnn Rflilwav and Liffht 2.00 30.67 6.28 53.05 2.08 1 7 City Electric Railway " g Rflvannah Electric 12. 86 ! 1 ' 18.36 1.00 .08 3.00 9 VMldo^ftfl Street Railwav 1 . 10 1.50 IDAHO. Total for state .17 3. ,50 3,50 ■ Boise Rapid Transit - " - 1 3.50 3.83 .17 8.60 3.50 1 1 For details see Supplementary Table I. - For feeder conduit system see Supplementary Table 2. 8 Includes track within city limits for 3 companies. (See note 4.) GENERAL TABLES. CONSTEUGTION, BY COMPANIES: 1902— Continued. 279 TRACK— CHAEACTEB AND LENGTH IN SINGLE-TRACK MILES— continued . BRIDGES AND TUNNELS OWNED.! STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTRUCT ON, MIL Steel or iron poles. ES. Wooden poles. FEEDER WIRE, 1 .MILES. i 1 Within city limits. Outside city limits. Equip- ped with cast- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Over- head. Under- ground ■ Maxi- mum. Mini- mum. i 1 239.66 3 338.83 57 6,900 26 4 236.34 202.73 .96 89.30 350.73 479. 05 1 2.99 69.16 1.75 5.50 5.76 2.50 3.52 90.12 6.17 6.23 60 90 60 80 80 70 66 107 56 60 35 56 48 80 60 56 70 66 T 1 13 5 175 2,500 240 5.15 20.00 4.34 ■■■■;32' 50 49 44 43 52 60 45 45 62 "3.06' "si." 92' .79 ,5.15 115. 32 7.34 10.44 5.67 13.00 9.70 84.34 16.90 8.96 1.51. 72 6.50 8.00 8.67 13.00 9.70 49.70 30.00 T, girder 14 98.00 3.00 10.44 2 T 3 T, full groove 3 4 T 1 2 2 10 7 146 340 165 507 425 5.67 13.00 9.70 34.39 17.31 """i64' 6 10.97 10.80 43.87 16.13 <25.89 n2.34 T . 6 T ::::::;; 7 43.80 2.00 T, girder, groove. T . 1 i' 31.23 .38 8 9 10 n 66 90 62 70 80 48 60 90 72 70 56 40 88 70 60 48 60 48 66 60 T 4 240 3.00 9.50 6.06 8.64 7.90 4.00 1.86 14.00 .66 8.96 12.00 13.44 .49 7.66 4.70 9.66 23.66 63 60 63 50 50 60 50 50 50 50 60 62 48 "52.' 79' .30 ■■".'so" 11.64 17.40 9.05 1.36 6.81 6.40 10.46 16.60 16.94 12.49 7.66 4.70 12.66 71.55 11.64 17.00 7.00 19.50 3.00 1.36 36.00 8.51 T, girder . 2 1 1 ' 12 6.98 T ; 13 T 14 59.67 T.. . 2 100 2 1 45.60 6.14 1.60 5.00 2.50 12.00 100.00 15.24 10.46 14.00 10.00 M 15 T 16 10.67 10.42 7.44 T 4 530 i' 1 17 7.23 9.00 12.69 T 18 T 3 182 19 T ■'0 «8.63 •'1 4.91 4.00 63.98 66 56 66 66 T Of 9.03 31.63 T 3 19 350 2,866 2 7 12 3.00 47.89 10.66 121,50 1^ 6.00 21.00 26.98 126.49 7.45 10.38 13.80 35.48 70 90 96 58 60 56 Girder, T Girder, T, groove, full groove. Girder,T,groove. 6 10 3 25 470 985 911 3,912 2 1 4 5 5 7 1 4.00 26.25 17.64 15.26 9.00 .25 14.41 .... 28.92 .52 52 53 7.44 18.00 26.50 32.05 81.74 11.50 60.00 50.00 93.68 1 ! 2 1 1 s 39.63 66.25 1 18.10 11.69 37.04 22.27 14.72 12.63 83 83 95 95 86 83 83 60 62 70 50 62 67 60 67 68" T, girder 2 1.48 .11 62 62 42 52 52 58 .37 .11 .60 3.89 .88 1.60 1.11 6.74 6.00 5.99 4.20 2.80 2.27 "*"9.'2i* 21 05 1 T, girder 5.74 6.60 9.88 2.81 5.25 31.06 7.31 31.29 3.65 9.63 27.00 T, full groove T, full groove, girder. T, full groove, girder. T, girder Groove 2 4 6 1 1,117 239 677 12 2 S A 1 5.08 1.60 1 5 8.32 2.80 i 6 22.67 1 33 72 1 7 13.98 12.56 T, girder 13 2 1,867 270 6.99 48.68 52 .09 6.90 .52.68 1 15.86 30.00 8 1 49.19 1 17 9.00 I 1.25 16.70 3.74 3.60 9.00 15.00 200.40 30 70 65 40 60 60 30 40 60 25 50 30 T 1.45 T, girder T 1 220 7 16.89 3.54 52 .52 15.89 3.54 8.80 2.20 2 3 4 Groove, T 2 6 2 21 T 7.50 16.75 163. 98 1.00 8.00 46.40 9.18 52 52 12.00 8. .50 24. 75 206.56 3.00 16.00 177.20 9.00 5 6 11.11 99.98 T 1 18 50 460 1 6 1 6.48 90.70 31.02 10.40 2.03 20.50 6.08 31.69 1.00 1.50 2.60 .05 59.30 74 88 40 T, girder.. 6.42 94.00 9.97 .08 10.00 8.16 13.76 3.84 1.14 40 40 44 45 ' 'ii'oo" 6.50 92.00 16.97 14.90 7,00 117.00 14,00 12,00 ""9.06" 1 2 3 4 Girder, half groove, T. T 2 8 8 1 70 1 30 66 40 6.60 .22 10.17 1.20 21.36 l.OB T 9 3 2 2.50 30 60 25 70 40 70 45 45 26 30 30 36 46 45 T T 19.60 2.00 29.99 2.00 4.20 4.20 10.00 4.20 50 48 .60 50 28.00 6.20 39.99 ; 2.00 12,00 1,50 12,20 1,,50 6 7 8 9 10 T 1 4 1 T T 4 120 T 1 1.00 8.33 1 1 3.33 3.60 j 1 2.50 1.00 70 40 T . 3.33 50 3.83 3 50 1 * Includes track within city limits. 6 Includes 12.14 miles of double trolley construction. « Double trolley construction. 280 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC 34 37 13 14 15 16 17 TRACK— CHARACTER AND LENGTH IN SINGLE-TRACK MILES. STATE AND NAME OF COMPANY. ILLINOIS. Total for state Alton Railway, Gas and Electric . . . Elgin, Aurora and Southern Bloomington and Normal Mechanicsburp and Buffalo Cairo Electric Railway Egypt Electric Centralia and Central City Urbana and Champaign Chicago City Railway Chicago Union Traction Chicago Consolidated Traction Calumet Electric Street Railway . . . Chicago Electric Traction Chicago General Railway, Chicago General Electric Railway. . Suburban Railroad Northwestern Elevated Railroad . . . South Side Elevated Railroad Metropolitan West Side Elevated. . . South Chicago City Railway Chicago and Milwaukee Lake Street Elevated Railroad Chicago and Joliet Northern Electric Railway Danville Railway and Light Danville, Paxtonand Northern Decatur Traction and Electric East St. Louis Railway St. Louis and Belleville East St. Louis and Suburban St. Louis and East St. Louis Granite City and St. Louis Freeport Electric Galesburg Electric Motor Chicago, Harvard and Geneva Lake Jacksonville Railway Kankakee Electric Railway North Kankakee Lightand Railway Lincoln Street Car Coal Belt Electric Railway Murphysboro Street Railway Ottawa Railway, Light and Power. Peoria and Prospect Heights Central Railway Peoria and Pekin Terminal Quincy Horse Railway Rockford Railway, Lightand Power Rockford and Belvidere Springfield Consolidated Peoples Light and Railway INDIANA. Total for state Brownstown and Evving John S. Crump EvansviUe Electric Railway Fort Wayne Traction Fort Wayne and Southwestern Hammond, Whiting and East Chicago. Indianapolis Street Railway Broad Ripple Traction Indianapolis, Shelbyville and Southeastern. Indianapolis and Eastern Union Traction Indianapolis, Greenwood and Franklin. Jeflersonville City Railway Kokomo Railway and Light Lafayette Street Rail way Loga'nsport Railway LoKansport.Rochester and Northern '1,637.62 Total owned and leased. 12.25 62.96 21.00 3.70 6.67 4.00 3.42 9.00 222. 60 305. 15 181. 16 80.94 328.50 21.14 1.50 43.59 30.37 21.08 39.34 38.42 43.00 13 20.97 62. 89 4.00 12.50 13.50 13.50 19. 95 21.49 53.60 2.12 13.25 7.60 17.00 11.12 5.19 8.46 4.33 7.06 17.30 1.55 8.50 6.26 35.00 8.68 17.38 23.00 13.53 23. 83 6.60 646. 66 1.00 4.40 30.50 32.00 26. 62 24. 90 109. 86 7.20 27. 55 18.04 142. 92 Main track. 1.79 10. 75 , 14.6li ■ 6. 16 6.00 First. 992.85 12. 00 59.84 20.00 3.62 5.52 3.90 3.00 8.00 104. 90 155. 42 93.27 42.12 19.00 10.86 1.60 22.94 8.42 8.72 16.86 19.11 26.00 10.11 46.19 3.50 8.50 13.00 13.00 9.70 9.65 42.16 1.06 10.25 6.60 16.00 11.00 5.00 7.60 4.20 7.00 17.00 1.50 8.20 6.00 14.00 7.73 13.12 20.00 13.21 17. 52 6.25 523. 60 1.00 4. 25 18.82 19. 35 26. 00 17.17 .57. 39 5.00 27.00 16.41 130.40 19.00 I 18.00 1.75 10. 50 14.06 6. 50 5.30 Second. Sidings and turn- outs. Other mechan- ical traction. 583. 37 2.12 .50 104. 90 148. 41 86.54 38.50 7.00 8.73 19.65 19.46 'no. 22 1220.48 19.11 16.00 9.32 14.40 3.50 9.07 9.65 10.02 1.06 3.00 .75 .40 14.00 3.68 3.00 99.57 10.18 11.00 6.46 62.39 1.50 5. 17 61.40 .25 1.00 1.00 .08 .15 .10 .42 .50 12.70 1.32 1.35 .32 2.50 1.66 1.00 2.49 2.14 2.00 .20 1.00 1.54 2.30 .50 .50 ..50 .50 1.18 2.19 1.42 .25 .60 .12 .19 .95 .13 .05 .30 .05 .30 .26 7.00 .96 .32 6.31 .25 23.49 .15 1.50 1.65 .62 1.27 .08 .70 1.60 7.35 1.00 .04 .25 .60 .66 .70 Over- head trolley. 1,420.23 i Kind. 12.25 62.96 21. 00 I 5.67 4.00 9.00 179. 60 5 2.50.26 180. 49 43.59 38.42 43.00 3.00 62.89 05 Cable. Cable. Miles. < 201. 96 41.10 050.60 Str.bat. 3d rail 3d rail 3d rail . 1.60 30.37 21.08 39.34 Animal 15.43 3.70 3.42 'i.'so' 4.29 .67 3d rail.' 17.97 1..55 643.87 4.40 30. .50 32.00 26. 62 24. 90 109. .S6 7.20 27. ,55 18. 04 142.92 19.00 Owned. 1,277.99 2.79 1.00 10.75 14.66 6.16 6.00 1.79 12. 25 62.96 21.00 3.70 5.67 4.00 3.42 9.00 222. 60 166.21 Leased, 3,59. 63 305. 15 14.92 1.62 i"12. ' .38 23.97 Oper- ated under track- age rights. 54.04 .17 25. 35 4.60 1.98 2.00 1.50 6.32 .50 4.62 ; .26 1 5 50 i 25 Con- struct- ed and opened for op- eration during year. 82.74 On private right of way- Owned by com- pany. 191. 29 ;.00 1.60 4.50 1.91 24.00 1.00 5.50 11.03 2.00 2.00 17.30 1.00 i.'so' "i.'oo' 1..50 646.66 1.00 4.40 30. ,50 32.00 26.62 24.90 109.86 7.20 27. ,55 j IS. 04 142.92 19.00 •22.M 67.88 5. S3 2. 50 10.20 7.14 1.00 1.79 10.75 14.66 6.16 li.OO 1.00 11.00 3.00 Not owned by com- pany. 23.08 3.20 1.50 .30 4.20 11.00 24.67 6.26 39.34 .08 20.00 'ii.'oo 9.00 10. 8.83 'i.'oo' 2.00 .50 1.12 .94 12. 00 1 3.50 I 8.68 12. 00 150.63 I 27.29 ! 1.00 21.23 .99 5.00 9.11 2.60 12.00 1 61.14 16.00 6.00 6.00 , 1,30 I 1 For details see Supplementary Table 1. 2 For feeder conduit system see Supplemeuti\ry Table 2. ^Includes 2.42 miles duplicated track. (See notes 9 and 13.) ^ Includes 91.70 miles cable, 108.76 miles third rail, and 1.50 miles sturutto liattery. ^2.83 miles of this track was also operated by animal power. *6.80 miles of this track was also operated by compressed air. '6 miles of construction suspended on elevated railroad structure. GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902— Continued. 281 TRACK— CHARACTER AND LENGTH IN SINGLE-TRACK MILES — continued. BRIDGES AND TUNNELS OWNED.' STEAM ROAD INGS. N Pro- tected. RAIL- CR0S8- UMBER. Unpro- tected. KI.ECTRJC- .INE CON.STRIX-n ON. MILES, poles. ' P""^*'- FEEDER WIRE. MILES. • Within city limits. Outside city limits. Equip- ped Wltll east- welded joints. Weiglit of rails per yard. Style of rail. NO. 101 Length, feet. 17,320 Span wire. Side bracket Center pole. Poles to the mile. Over- head. Under- ground. 1^ .0 5 Maxi- mum. Mini- mum. 1,392.50 246. 12 292.68 591 218 799. 06 84.28 15.91 264. 35 626. 40 1.436.70 82. 60 12.25 32.00 17.00 .50 5.67 4.00 2.00 7.50 222.60 306. 15 181. 16 80.12 18.00 21.14 1.50 43.59 30.37 21.08 39.34 38.42 22.50 20.97 23.76 4.00 11.00 4.00 11.00 19.95 70 80 70 32 .56 40 40 45 32 40 T, girder 1 7 6 12.00 46.34 19.00 42 45 .62 .25 2.00 .75 11. 75 67.84 19.2.5 8.00 130.00 17.26 1 30.96 4.00 3.20 Girder, T T 1 T 1 3 3 1,560 60 13. .50 .46 "■■'54' 2 3 4 T 4 1 1.26 3.90 4.27 42 42 .5. .52 3.90 5 45 l5 T 1.42 1.60 .82 10.50 25 76 100 110 X5 100 26 40 63 30 30 70 T 2 3 385 30 20 1 22 4 1 7 T io' 51 8.00 86.70 125.00 91.92 36.68 19.00 10.86 53 50 46 45 42 45 48 66.70 ; 126. 00 845. 77 3.25 5.00 8.00 20.00 8.00 432.00 128.00 92.00 40.44 28.00 9.50 ■ '12." 66" 70.00 8 163.09 88.49 22.00 24. 50 Girder, T, full groove. Girder.T, groove, full groove. Girder.T, groove, full groove. Girder 9 3 4 1 3 6, 393 1,800 538 40 1.35 1.40 7.00 4.04 10 45. 00 38.87 14.00 10.86 11 12 85 1 60 SO 1 66 60 60 80 1 68 80 .SO 90 ! 90 80 : 80 80 56 86 1 65 80 1 70 106 fin Girder.T Girder, T 13 4.60 14 15 T T i> 120 8 22.19 .76 45 1.75 21.19 26. 00 "30.00 "45.00 "80.00 44.60 26.00 "10.00 62. 90 16 17 T 18 T Girder 1 174 19 64 50 19.11 18.50 1.50 31.61 42 46 45 53 48 50 59 60 50 50 67 50 50 52 43 36 42 80 45 1.00 1.75 "".'.56' "i.'oe' "■".'io' "'4.' 66' .47 18.11 24. 25 1.60 46.19 3.00 8.50 13.00 13.00 9.70 9.66 42.16 20 20.60 T,Girder T 10 1 27 920 125 800 7. .50 21 22 39.13 Flat, girder. T... Girder 11 6 13.05 3.00 1.63 .50 ?S 45 60 60 62 92 65 92 45 80 56 60 60 60 66 .57 46 60 48 65 70 80 70 60 70 60 93 52 45 45 56 40 65 65 65 45 48 56 45 60 25 40 40 45 66 48 40 65 SO 60 45 40 60 35 52 9A 1.60 9.60 2.50 T 6 1 i' 4 14' 8.60 4.00 13.00 9.70 9.65 42.16 1.06 6.29 6.50 10.25 1.00 5.00 6.74 2.20 7.00 17.00 9.00 5.60 6.00 14.10 6.44 44.47 ?5 t;::::;;::::::;:; 2 210 9.00 ?6 T. girder 27 T, girder 28 21.49 42.53 T T, girder Groove 1 14 1,200 1,657 1 29 11.07 2.12 10.28 5.00 12.60 1.00 4.19 8.45 4.20 7.05 5.00 1.65 7.50 4.50 36.00 1.S8 17.38 23.00 1.53 23.83 6.60 368. 32 30 31 2.97 2.50 4.60 10.12 1.00 T 2 3 4 8 1 2 1 2.51 i.45 10. 25 6.50 16.90 11.00 1.00 7.03 4.20 7.00 17.00 6.10 3.00 6.00 9.00 1.38 3.00 4.00 7.00 6.50 3? T 33 T T 1 1.50 5.75 10.00 34 35 T 36 Girder, T 4 3 3 2 2 2 i 1 1 27' 131 .76 2.00 37 .13 Girder, T 38 ■ T 1 3 39 12.30 T . 6 140 40 T 41 1.00 1.75 T, girder T. girder 3 1 3 4 75' 350 76 1,319 2 1 1 4 7,20 6.25 14.00 1.00 .50 50 .50 40 52 % 60 .50 ""3.' 66" """i."66" 68.66 8.20 6.25 14.00 7.73 13.12 17.00 13.21 16. 62 .5.25 4.52. 29 8.60 .5.00 15.00 7.73 17.38 15.00 14.00 7.00 4? 43 Girder Girder.T Girder, T 44 7.30 7.73 1.00 45 12.12 20.00 13.21 17.52 5.25 357. 80 46 T 6 1 12 47 12.00 T 8 613 48 Girder. T 49 Girder 50 278. 34 32.00 142 9.699 103 135.05 28.00 551. 38 1.00 4.40 28.00 20.00 4.77 15.00 100.75 25 86 70 70 56 80 20 30 30 60 56 .=,6 T i 1 T, girder 6 8 23" i' 67' 2 4.25 11.82 13.35 4.77 17.17 36.39 5.00 4.00 1.00 127.40 2.00 50 .50 .53 50 42 45 40 50 52 53 .50 10.82 2.36 4.77 42.39 '"'i."66" 1.00 1..50 1.20 4.26 8.00 17.00 21.23 17.17 1.5.00 .5.00 , 26.00 16.44 128.90 . 16. 80 ■» 2.50 12.00 21.85 9.90 9.11 7.20 26.55 17.04 73.23 17.00 T t 3 7 6 18 32 1 2 2 1 1 3 .5.00 1.00 21.23 2.00 5.00 46.00 9.85 5.00 22.00 63.50 3 1 T T T girder 4 14 200 590 5 6 7 30.00 i 90 38 65 .56 60 60 70 70 90 35 60 60 36 i 35 70 i 30 72 56 40 1 40 70 1 66 T. girder 21.00 T 1.00 1.00 69.69 2.00 1.73 9.50 11.06 5.00 4.50 T T T, girder, full 1 groove. T T 28 6 44 3 1,250 110 2.901 135 23.00 15. 44 3.00 16.00 15.00 16.00 250.00 17 50 n 10 11 12 1 13 14 15 16 17 i.25 3.60 1.16 1.60 T Groove, T T 2 2 24 1,000 8 9.50 9.06 6.60 4.30 1.00 5.00 40 .53 .52 52 .25 1.00 ""■."2.5' 10.25 13.06 5. .50 5.05 ■ .50 1 10.00 1 1 50 T ■ 1 5 i.66 ;::':""" &2.50 miles of construciion suspended on elevated railroad structure. 9 Includes 1.62 miles leased to an operating companj'. 10 Leased from steam railroad, 11 Feeders on elevated rai>road structure. 12 Second and third main track. 13 Includes .80 mile leased to an operating company. 282 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC STATE AND NAME OF COMPANY. TRACK — CHARACTER AND LENGTH IN SIN :l,K-TBACK MILES. Total owned and leased. Slain track. Sidings and turn- outs. .40 .06 .50 .60 .50 .66 1.00 "'i.'oo' .15 17. 72 Over- head trolley. . Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way- a First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. 18 INDIANA— Continued. Madison Light and Railway Lal^e Cities 4.00 2.06 2.00 6.11 30.60 48.75 38.09 8.00 19.85 3.96 378.25 3.60 2.00 1.50 5.61 30.00 44.44 31.87 6.00 18.35 3.80 815. 73 4.00 2.06 2.00 6.11 30.60 48.75 38.09 8.00 19. 86 4.00 2.06 2.00 6.11 30.50 48.75 38.09 8.00 19.86 3.95 378.25 19 ''O Higliland Railroad 1 2.00 ■>1 New Albany Street Railroad Richmond Street and Interurban , , Indiana Railwav 2.00 20.00 09 "ie.'re' 20.00 9C| 3.65 5.72 3.00 .50 94 Terre Haute Electric 1.50 OS Vincennes Citizens 06 Wabash River Traction 6.35 "'"'.'so' 2.07 07 Washington Street Railwav IOWA. Total for state 3.95 2 374.43 44.80 3.82 S 65 47.32 77.40 Boone Electric 1 1 6.60 14.60 13.79 1.62 8.52 32.40 60.40 63.37 24.16 20.85 1.60 4.00 3.40 6.60 3.60 17.34 8.60 10.00 1.20 43.00 3.00 40.00 160.26 6. ,50 12.00 12.16 1.50 7.54 19.05 84.90 52.18 23.50 17.20 1.60 3.88 3.33 6.50 3.50 16.31 8.50 9.58 1.20 87.00 2.90 35.00 119.88 6.60 14., 50 13.79 6.50 14.60 13.79 1.62 8.52 32. 40 60.40 63.37 24.16 20.85 1.60 4.00 3.40 6.60 3.60 17.34 8.60 10.00 1.20 43.00 3.00 40.00 150. 26 1 4.00 .60 9 Burlington Railway and Light Cedar Rapids and Marion City Peoples Street Railwav 2.00 1.46 ..50 .17 .12 .56 2.00 .85 3.57 .66 .35 14.15 T 11 208 11.45 9fi .80 80.17 T 97 11.00 45 9,307 61 47.66 1.32 2.00 14.60 11.21 1.62 8.00 29.40 42.67 63.37 4. .60 45 66 58 20 60 86 80 90 70 62 60 65 46 70 40 60 56 60 20 60 40 72 40 45 35 20 46 40 52 32 70 30 60 40 45 35 36 60 48 36 20 35 40 48 T 8 200 7 2 6 1 2.00 12.00 6.19 4. 50 52 44 45 """i."32' 6.50 12.00 10.84 1 T 7.00 15.00 9 2.58 Girder.T T >) 270 6 4.65 1.32 R 4 .62 3.00 7.83 '"24."i6' 4.85 Girder, T 7. .54 18. 12 33.90 52.18 42 52 52 62 52 60 60 52 66 45 53 53 44 55 """".'96" '""i."66" .50 .20 7. .54 18.15 33.90 62.18 23. .50 16.20 1.00 3.88 8.83 6.50 3.60 16.11 8. .50 9.58 4.66 31.00 47.00 26.01 14.00 10.00 fi Girder, T Girder Girder.T T Girder, T T 2 ; 14 12 3,326 636 600 1.800 107 1 2 20 1 2 10 4 .93 fi 3.60 2.50 7 S 23. .50 9 16.60 1.60 4.00 3.40 6.60 3.60 9.61 8.60 9. 60' 1.20 40.00 3.00 18.00 n30.66 2 17.20 1.50 3.88 1.25 6.00 3.60 15. .39 8.60 9.00 in 1 11 T T 1 1 2 1 3 2 3.50 19 2.08 .60 13 T 6.00 2.00 12.00 14 T 4 2 15 7.73 T 3 200 .92 16 T 17 .60 T 2 ..58 1.04 18 Flat 19 3.00 ' "22." 66" 19.60 2.00 3.00 Girder, T T -1 950 20 1 25 27.00 2.90 35.00 60.93 10.00 ........ 44 45 62 2.00 4.00 35.00 2.90 35.00 70.36 25.00 20 ''I T 2 19 1,318 3,187 18 62.00 40.86 9? 9.41 4.02 5.00 8.65 8.25 7.83 1.75 2.75 6 39.00 6.60 1.28 25.33 18.17 6.25 221.23 .50 .45 .75 40 46 45 20 56 80 100 40 18 67 70 40 24 30 35 20 56 56 60 40 18 35 35 25 T, flat t 2 1 1 T . 3 6.76 8.93 . 75 .60 45 42 .60 7.50 1 8.93 2.00 9.00 T ^ T 4 6.50 1.76 T .. 1 8 j 1 375 320 3 1 1..57 4.38 6.41 .02 66 48 8.00 4.33 6.60 4.50 5 Girder.T Girder, T 6 7 5.26 .77 3.30 .33 T T 1 300 1 1 1 8 2 38 7 10.25 45 10.25 6.00 S 1 q Girder, groove, T. T 4 5 1,160 1.032 4 4 4 38 17.85 11.75 1 3.60 •^ 25 49 43 3.60 17.35 14.00 11.36 2.00 in n T,flat i'> C.-J. 72 11 1,140 158. 57 29. 99 25.00 168.56 146. 78 2.00 43.00 5.26 6.00 14.60 1.00 124.00 1.00 2.73 3.00 6.26 13.50 196.22 2.00 7.00 2.01 .50 .63 11.08 18.00 13.10 2.40 1.25 2.25 2.50 2.30 60 90 66 50 60 60 107 70 75 40 56 74 30 60 45 40 50 40 36 60 76 36 40 35 T j 1 1 1 2 2 1 6" 3.50 25.00 7.25 5.25 12. 00 12.00 70.00 .36 52 50 42 62 60 60 63 52 44 60 42 52 ""25." 66' 38.55 3.86 .25 25.00 1 T.girder T 4 1 325 ? 7.25 5.26 12.00 12.00 79.00 14.00 3.20 4.00 8.00 15.00 90.62 3 T . 1.00 10.00 1.50 79.00 14.00 3.23 2.00 .75 10.00 265.61 4 T 1 1 30 105 11 2 18 «i T 6 Girder. T, groove T T 9.00 14.00 .88 3.00 1.00 1.75 9.01 8.06 7 •> 210 8 ! 4 2.32 1.00 7.00 18. 25 112.10 T T 2 450 10 1 I 1 2S 6 19 38 11 T 1 1 20 150 19 3.75 2. It 18.67 11.21 115.00 36.63 1.25 8.80 48 35 120 120 120 120 30 70 48 25 58 90 40 70 30 40 T 3.67 45 3.67 1.60 1 Groove 9 Girder 7 3 12. 30 7.18 73.87 S.58 2. 37 2.26 2.16 1.42 1 46 12.02 4.44 9.53 12.56 2.95 6.00 66.78 5.22 25. 66 9.61 199.00 30.00 3 4 Girder T. girder 16 5 28 2' 5 .28 7. 7S 46 46 T. girder ... t\ 2.30 T 7 Girder. T 1 ioo 6.50 .50 . , 56 7.00 .60 8 ■iThis company failed to make a report; the Information given was obtained from street-railway journals and directories. 'Includes track outside city limits. 284 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AN]) ELECTRIC STATE AND NAME OK COMPANY. 1 Total owned and leased. TRACK— CHARACTER AND LENGTH IN SINGLE-TRACK MILES. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way- a First. Second. Kind. Miles. Owned by com- pany. Nut owned by com- pany. MAINE. Total for static 331. 65 304.71 13.89 12. 95 328.65 3.00 328.08 3.47 1.90 33. 60 29.61 .07 Augusta, Winthrop and Gardiner. . . Public Works 1 13.11 10.80 27.31 16.70 6.40 8.15 7.10 4.37 3.00 1.58 66.18 2.14 89.63 15.70 21.64 25.39 5.85 12.68 4.82 437. .S4 12.49 8.70 26.25 16.20 4.62 7.61 7.00 4,12 3.00 1.57 54.76 2.13 73.70 16. .50 21.07 23.40 6.75 12.20 4.76 268. '» .62 .60 1.06 .60 .88 .64 .10 .25 13.11 10.80 27.31 10.70 5.40 8.15 7.10 4.37 13.11 10.80 27.31 16.70 6.40 8.15 5.00 4.00 ..50 ! 1 2 1..60 8 Penobscot Central Railwav .28 6.00 4 Bangor, Orono and Old Town Bangor, Hampden and Winterport. Biddeford and Saco S 1.62 (i 1 7 Calais Street Railwav 7.10 4.37 3.00 1.68 66.18 2.14 89.63 16.70 21. 64 21.92 6 85 .11 2.00 "".V2 8 Benton and Fairfield .12 9 Fryeburg Horse Railway . 3.00 in Atlantic Shore Line .01 1.43 .01 3.64 .20 .57 1.99 .10 .48 .07 2.63 1.58 56. 18 2.14 89.63 16.70 21.64 25.39 5.86 12.68 4.82 437. N4 1 11 Lewiston, Brunswick and Bath Norway and Paris 3.02 7.00 1? 13 Portland Railroad 12. 39 15.00 .50 4.00 3.75 7.60 "".'64' .01 14 Portsmouth, Kittery and York Rockland, Thomaston and Camden. Sanford and Cape Porpoise Ifi 4.43 .03 16 3.47 17 Skowhegan and Norridgewock Railway and Power. Somerset Traction 18 12.68 4.82 .; 19 Watervillc and Fairfield Railway and Light. MARYLAND. Total for state 176.43 431 92 6.92 1.19 K-n 103.35 51.47 United Railways 1 365. 12 7.07 14.68 2.63 8.72 13.70 2.00 10.40 10.90 2.72 '2,626.65 193. 96 0.96 13.77 2.80 8.55 13.40 2.00 5.20 9.80 2.66 2, 037. 79 170.72 .45 .12 .91 .03 .17 .30 365. 12 7.07 14.68 2.53 8.72 13.70 2.00 10.40 10.90 2.72 2, 4M. 20 365. 12 7.07 8.76 2.63 8.72 13.70 2.00 10.40 10.90 2.72 9 (wn 41 S.24 126. 00 40.00 1.75 1.00 "'8.' 72' 51.66 9 Cumberland Electric Railway Frederick and Middletown 3 6.92 13.68 2.25 4 Kensington Railway fi Cumberland and Westernport Hagerstown Railway fi 9.00 .60 7.62 2.64 2.66 126.09 7 Baltimore and Washington S Washington and Glen Echo Washington and Rockville 5.20 .51 '"".'59' .06 148. 07 1.19 9 in Washington, Woodside and Forest Glen. MASSACHUSETTS. Total for state 339. 79 41 45 485.24 75. 31 162. 31 Amherst and Sunderland 1 14.87 27.64 33.21 379. 26 429. 87 8 406.13 9.64 39.33 11.30 18.70 13.07 6.35 .6.47 9.45 7.90 12.63 9.84 31.68 6.84 16. 05 15.07 6.06 6.02 28.46 43.70 11.98 6.46 13.80 21. 06 15.80 13.86 11.25 22. 22 30.62 36.00 14.13 24.63 29.63 329.85 362.01 9196. 67 9.12 19.04 10.67 18.10 12.47 5.91 .5.35 9.08 7.80 11.98 9.31 25.10 6.36 1.5.68 14.64 5. MS 5.87 26.61 33.52 11.60 6.28 13.12 20.57 15.09 13.51 11.01 21. 35 30.00 33.69 .74 1.41 2.63 17.11 16.67 "46.96 .62 4.75 .63 .60 .60 .44 .12 .37 .10 .,55 .53 1.67 .48 .37 .43 .18 .15 1.86 3.11 ..36 ,18 .34 ,4.S .71 .35 .24 ,K7 .52 1.32 14.87 27.64 33.21 379. 26 429. 87 390. 11 9.64 13.90 11.30 18.70 13.07 6.35 .5.47 9.45 7.90 12.63 9.84 31.68 6.84 16.05 15.07 6.06 0.02 28.46 43.70 11.98 6.46 13.80 21.05 15.80 14.87 27.64 30.78 359.53 383.20 «20.68 9.64 39.33 11.30 18.70 13 07 4.43 L87 ? Interstate Consolidated 1.60 .95 32.30 61.19 l»163. 60 3 Lexington and Boston 2.43 19.73 46.67 '3386.55 3.83 "io.'si" 3.28 .83 2.18 12.81 .49 1.25 .5.46 12.30 2.85 .43 "i.'io' 41.20 4 Old Colony Street Railway ft Boston and Northern e, Boston Elevated Kailwav 3d rail. 1 1=16.02 7 Lowell and Boston 8 New York, New Haven and Hart- ford Railroad. Blue Hill Street Railwav 15. ,54 3d rail . j 26. 43 q in Hoosac Valley ; 5.00 .11 1.81 1.74 .50 11 Concord, Maynard and Hudson Conway Electric Railway .36 1? 6.35 6.47 9.46 7.90 12.53 9.84 31.68 6.84 16.06 16.07 6.06 6.02 28.46 42 70 13 Cottage City and Edgartown Norfolk Western Railway , 14 if> Greenfield and Deerfield ' 7.80 1.92 3.49 .16 1.06 "i.'w 16 Providence and Fall River ' 17 Dartmouth and Westport 10.14 ■■■3. 66' 18 Fitchburg and Leominster 4.91 19 Framineham Union Street Railwav. 1 .14 20 Gardner, Westminster and Fitch- i 1 burg. 21 1 Greenfield and Turners Falls 1 3.66 f> Haverhilland SouthernNewHamp- shire. Haverhill, Georgetown and Danvers. Haverhill and Amesbury 6.06 ?3 "'i.oo' . 52 1.05 """.'92" .23 10.48 •"1 .20 3.38 .12 6.46 11.25 2.99 .60 8.67 .31 1.04 .18 .07 2.21 2.09 4.00 i •>'i Holyoke Street Railway 7.07 .12 1 ''fi Lawrence and Reading 1 11.98 e.46 13.80 21.05 8.11 13.86 11 26 ''7 Lawrence and Methuen Middleton and Danvers Norfolk and Bristol 1 OS .34 ■79 1 "in Marlboro Street Railway 7.69 =11 Marlboro and Westboro 13.86 11.25 22.22 30.62 .36.00 , 1 .10 82 33 Medfield and Medwav ; 1 Ariddlphnrn Wjirehum niid Rliz- 22 22 7. .52 HI 6.37 "e.'go' 3.53 5.72 6.03 zards Bay. 34 Afilfnrd. Attlphoro and ^\'^lonso(!ket. 30 52 8S Milford and Uxbridge .99 1 36.00 1 !02 ^ For details sec Supplementary Table 1. - For feeder conduit system see Supplementary Table 2. ^Includes track within city limits for 3 companies. (See note 4.) ■* Includes track within city limits. s .25 mile of constrnction supported by houses. "Includes 4.47 miles not operated. (See note K) ' This distinction not practicable for many companies. GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902— Continued. 285 TRAC-h — (CHARACTER AND LENGTH IN SINGLE-TKACK MILES— continued. BI AND O^ No. ilDGES TUNNELS VNED.l Length, feet. 10,665 .T..:^~ STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELErl-Rlc- .INK ro.N'STItlMT <>.\, MILKS. FEEDER WIRE, MILES. Within city limits. 103. 15 Outside city limits. » 228. 40 Equip- ped With cast- welded joints. Weight of rails per yard. > Style of rail. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles. Over- head. i Under- ground. Maxi- mum. Mini- mum. a 31 33 17 61.06 240. 16 .60 1.71 299. 75 449. 28 7.99 10.80 5.72 5.12 60 60 60 52 60 90 56 60 16 60 60 40 90 60 60 60 40 68 90 40 35 ^o 02 60 50 48 66 16 60 48 40 60 66 50 60 40 40 35 T' 2 i' .50 8.70 13.12 11.99 1 60 .62 52 r,2 .62 .50 52 .62 12.49 8.70 26.25 16.20 4.52 7.61 7.00 4.12 12.49 T T flat 1> 21. 59 <16.70 6.40 Girder, T T 2 3 1 200 212 64 1 2 13.13 16.20 4.52 6.61 5.75 4.12 26.26 30.00 10.00 7.00 4.00 1.00 3 4 T fi 8.15 7.10 2.25 3.00 1.58 17.00 2.14 29.92 Girder T 1 2' 1.00 1.25 ft T 7 2.12 T 2 300 8 T 9 T 1.57 41.00 1.07 58.20 15.50 21.07 19.35 5.00 12.08 3.00 32.73 ""."56" 40.14 52 52 52 62 50 48 62 .62 48 62 """.'56' 1.00 .21 119. 32 1.57 54. 75 2.13 73.20 14.60 20. 86 23.40 5. 75 12. 20 '•4.60 139.46 10 39.18 T, girder T 3 1,526 4 2 13.76 1.06 15.00 60.50 1.00 200. 00 14.50 21.64 23.40 5.00 12.50 20.00 7.56. 89 11 n 59. 71 15.70 421.64 4 25.39 4.85 11.00 Girder, T T 2 8 1 3 2 3 1 45 638 6, 240 1,300 760 100 375 60 23, 869 17 1 i' 1 13 14 T 11 1,6 T 4.05 .75 .12 1.75 185. 91 16 1.00 1.68 4.82 244.09 T ... 17 T 18 Girder, T 3 19 12 3 1 64 47 1 2 It 193.75 230.00 6.20 1.00 .25 .55 -1.70 .60 1.30 .59 135.12 1.87 128 45 45 60 60 60 66 60 42 70 70 Girder, T, half groove. Girder, T 25 21,000 1.53. 72 6.95 6.00 1.50 38.73 46 35 44 50 52 60 52 42 52 40 119.00 "".'32' 294. 91 74.95 6.95 13.77 2.50 ,s..55 13. 40 2.00 4.88 9.80 2.66 1,724.64 6,63.80 4.00 42.00 1 60 60 60 92 68 80 70 70 70 2 13.68 2.28 8.17 Girder, T Girder, T Girder, T 7 2 1,850 700 7.77 2. .50 8.00 3 4 2 2 .55 13.40 15.00 12.00 1.50 8.55 15.66 2.89 3,046.88 336.65 5 9.00 1.60 9.10 Girder T 3 6 T, groove T - 1 8 2 50 197 62 2.00 '"i'.m 2.66 1,276.74 ""'.'32' 1.09 29. 96 7 4.88 .41 8 10.31 2.72 T 9 T 1 2.57 10 C' (•) 47.95 ' 232 ^9^ 32,694 26 712. »5 3.00 11.87 60 90 95 96 95 125 93 56 50 56 35 35 35 70 T T girder 400 1 2 2 18 109 59 3' 1.00 5.14 .30 101.16 168. 34 176. 00 .43 13.13 19.49 29.33 228.69 182.53 8.69 "'i.'u' 12.93 '"'6.'96' ■■■".■56' 52 50 50 65 52 45 52 60 62 48 50 52 .52 52 50 52 52 52 .50 50 50 .62 60 62 52 44 62 52 .52 50 .50 .62 66 52 52 '"'i.'ir "ii'.gb' 31.11 134. 93 ■"i."66' ■'25' "'"'."38" """2." 66" "'"2.' 66' ""."56' .50 14.13 23.46 29.63 316. 95 320.90 64.00 9.12 6.95 10.67 18.10 12.47 5.91 5.35 8.08 7.80 11.98 9.31 24.86 6.36 15.68 14.64 5.50 6.87 24. 61 33. 52 11.50 4.28 13.12 20. .57 15.09 13.51 11.01 20.85 29.60 33.69 16.00 18.75 27.22 634. 10 434.00 502.58 10.00 8.00 10.50 28.00 13.00 5.00 ,6.00 16. .60 4.00 14.00 31.00 16.00 2.00 14.00 10.00 6.00 9.00 ,60. 70 6.5.00 8.911 8.26 14.61 22.50 21.00 11.00 13.00 45.00 38.50 37.00 " ".'54' "246."46" __ 1 2 T, girder i Girder, flat 1 Girder, flat Girder, T, groove, ! full groove, flat. T,girder 3 16 14 1 8 54 3,317 1,901 8,654 474 S 147. 25 230.79 362.08 1.68 232.01 199.08 44.05 7.96 4 11.25 36. .50 5 6 7 8 11.30 13.30 11.19 6.35 90 95 90 60 50 90 60 60 70 96 68 60 60 60 90 90 lo- go 70 75 90 90 90 90 75 60 90 56 56 56 60 25 65 60 60 70 68 35 45 48 60 48 35 56 60 60 00 56 38 60 65 60 60 48 T, girder 1 5 4 3 40 270 476 686 1 5 2 1 .63 1.65 1.00 1.50 10.04 16.55 11.47 4.41 5.35 9.08 7.30 11.98 8.89 15.60 5.24 16.29 13.64 6.60 4.61 22.46 4.82 10.53 4.28 13.12 20.09 15.09 12.76 11.01 21.35 29.50 30.79 9 6.40 1.88 1.00 T, girder, full | groove. 1 T, girder T 10 11 V? T 13 T, girder 14 1.80 1.00 6.10 11.63 T .50 15 T 7 . 1 2 650 195 154 16 T i' 2 5 1 1 5 .42 9.00 1.12 .39 1.00 .38 1.36 4.15 28.70 .97 2.00 17 T, girder 18 2.00 5.00 3.73 4.84 11.05 11.34 T 19 T 3 2 80 800 70 i T T •'1 ?? 4.00 6.68 25.84 1.00 3.50 4.78 2.02 21.78 17.86 10.98 Girder, T T, girder T, girder T, girder T, girder i 1 1 1 ,600 20 40 87 1 i" 1 i' ?S ■'4 ?5 ■Jft 2 96 '>7 9.02 T 1 T, girder 1 T, girder ' 1 ) 150 .50 ?R .48 ■>q 6.50 1.40 9.30 12.46 1 30 T, girder , 3 .75 31 T.girder T T, girder 1 9 80 1 1,.587 1 1 1 ■J 39 22. 22 26.52 32.20 S3 4.00 3.80 ........ .50 2.90 34 T, girder 7 700 3.6 8 Includes 16.02 miles elevated and 4.47 miles not operated. 3 Includes 6.64 miles elevated. 10 Includes 6.47 miles elevated. 11 Includes 2.91 miles elevated. 12 Elevated. 13 Includes 2.93 miles leased from Newtonville and. Watertown. 286 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC STATE AND NAJfE 0^' COMPANY. TKACK— CHAKACTER AND LENGTH IN SINOI.E-TEAOK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- Iiead trolley. Other mechan- ical traction. ft Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of wa.v — a First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. 36 MASSACHUSETTS— Continued. Natick and Cochituate : 18.80 19.67 80.44 21.86 23.08 18.18 13.37 4.90 11.62 15.76 26.26 14.84 1.80 29.83 7.32 21.18 6.36 23.80 6.15 7.01 8.01 4.67 92.03 80.46 7.76 10.70 16.67 18.39 1.10 2.66 3.03 12.12 20.10 6.09 12.25 .66 181.98 16.36 21.67 15.58 1, 022. 81 17.20 18.70 24.11 16.14 21.86 17.92 6.82 4.69 10.76 14.62 24.37 13.94 1.80 29.00 6.88 19.83 6.16 22. 09 6.04 6. .53 7.60 4.84 64.91 28.37 7.70 10.53 15.99 17.87 1.10 2.62 2.98 11.71 19.61 6.88 11.36 .64 110.67 16.74 19.38 14.91 810.22 .86 .76 .97 2.89 2.07 1.22 .26 .99 .21 .76 .74 1.89 .90 18.80 19.67 80.44 21.86 23.08 18.18 13.37 4.90 11.52 15.76 26.26 14.84 1.80 29.83 7.32 21.18 6.36 23.80 6 16 18.80 13.86 30.44 21.86 23.08 18.18 13.87 4.90 9.79 16.76 26.26 14.84 1.80 29.83 7.32 21.18 6.36 23.80 6.15 7.01 8.01 4.57 92.03 80.46 7.76 10.70 16.67 10.98 1.10 2.66 3.03 12.12 20.10 6.09 12.25 .66 126. 39 16.86 20.05 15.53 1 022 81 .66 .02 .76 37 South Middlesex Street Railway Union Street Railway 6.82 ■■".■26' .27 .19 38 3.44 3.66 39 New Bedford and Onset 6.10 "'i'.sY 40 Citizens Electric Railway "'i'.ri .57 .61 .55 3.76 3.70 3.60 41 Georgetown, Rowley and Ipswich.. Commonwealth Avenue . .25 42 5.56 43 Wellesley and Boston 44 Newton and Boston .'46' 45 Newton Street Railwav 46 Northampton Street R'ailway Northampton and Amherst 4.08 .98 47 .32 1.80 48 Haverhill and Andover 49 Norton and Taunton .83 .44 .60 .21 1.71 .11 .48 .26 .23 6.27 2.09 .06 .17 .68 .62 .41 60 Athol and Orange 61 Pittsfield Electric .75 5.50 1.73 .12 1.56 V Plymouth and Sandwich 53 Brnnlrtnn nnd Plymnnth 64 Norwood, Canton and Sharon Shelburne Falls and Coleraine Southbridge and Sturbridge Hampshire Street Railwav 56 7.01 8.01 4.57 92 03 I 2.55 66 .15 67 4.57 18.40 2.39 8.24 6.10 58 &Drincffield Street Railwav 20.85 1 69 Springfield and Eastern 30.46 7.76 10.70 16.67 18.39 1.10 fin Stoughton and Randolph , "'7."4i' .49 .72 .69 .40 .01 61 East Taunton Street Railway Bristol County (P 4.00 fis Templeton Street Railway 64 Marthas Vineyard 1.00 66 Upton Street Railway .04 .05 .41 .49 .21 . -5.5 .02 6.12 .62 2.29 .62 55. IS .06 1.40 .25 25.34 S.64 3. .'Hi .70 1.13 1.33 1.00 .30 .11 .19 ..53 .64 .60 1.00 .26 .11 . 52 2.01 2.25 .20 3.05 19.76 2.66 3.03 12.12 20.10 6.09 12.25 .66 181.98 66 Reading, Wakefield and Lynnfield , Hampshire and Worcester . 1.08 8.03 0.66 .50 .49 .08 .87 .53 .66 9.88 .84 11.63 .35 301.61 '"l.ib 20. 27 67 fiS Warren, Brookfield and Spencer — Webster and Dudley , fi9 .20 1.20 ""9.".52' 5.26 21.67 16.45 70 Woronoco Street Railwav .34 ""'is.'ig' 71 Linwood Street Railwav. "'5.' 59' '"'i"62' 3 1.24 .49 1.13 4.3s ■>. 37 79 Worcester Consolidated . 1 73 Worcester and Blackstone Valley ., Worcester and Southbridge 16.36 21.67 15.53 986. 89 ! 74 i 75 Worcester and Webster 1.57. 11 ...:.... MICHIGAN. Total for state 4 36.92 34. 85 Adrian Street Railway 1 4.06 23.30 10.60 381. 30 107. 37 91. 42 7.61 55.86 45.88 69.00 22.16 4.60 4.69 20.66 43.80 7.90 16.00 7.00 6.71 21.92 15.20 17.00 4.32 85.66 338. 17 4.00 20.06 8.00 264:70 98.73 87.86 6.91 32.06 44.55 42.00 18.86 4.49 4.50 19.50 42. .50 7.30 14.00 6.74 6.60 21.40 12. 89 14. 75 4.12 28. 70 189. 64 1.,S4 2. 25 91. 2li 5.00 4.06 23. 01 10.50 381.80 107. 37 4.06 23.30 10.60 381. 30 107. 37 91.42 7.61 65.86 45. 8S 69. 00 22. 16 •) Bay Cities Consolidated Conduit .29 1 1.40 "".'33' .75 s Benton Harbor and St. Joseph Detroit United Railway 4 i 1.84 93. .50 48.87 38.00 1.64 7.30 35. 30 39.00 5 Detroitand Port Huron Shore Line. Detroit, Ypsilanti, Ann Arbor and Jackson. Escanaba Electric Railwav ! ....:... 25. 00 f\ 91.4'> V 7.61 65.86 9.25 69.00 22.16 4.60 4.69 20.66 .40 1.58 8 Grand Rapids Railwav ' 22.67 2. Ir'9 q Grand Rapids, Grand Huvt'ii and Muskegon. Grand Rapids, Holland and Lake Michigan. Houghton County Street Railway . . Twin City General Electric Sd rail . 36. 63 Ci. 75 10 26.00 3.00 n 14 '^'^ T> 4.60 4 69 .24 2.00 ]^ Negaunee and Ishpeming Jackson and Suburban Traction — Michigan Traction 11 .63 .66 20.66 43.80 7.90 16.00 7,00 9.72 ■2.00 4.8.S 4.04 2. 00 1F> 43. 80 I 16 Lansing City Electric 7.90 15.00 7.00 6.71 21.92 15.20 17.00 4.32 36. 55 ' 17 Manistee, Filer City and Eastlnke.. Marquette and Presque Isle Menominee Light, Railway and Power. Toledo and Monroe 1*^ 75 ' ]q 6.71 21.92 16. 20 17.00 4.82 35 55 00 IS. 45 .02 1 21 Muskegon Traction and Lighting .. Detroit, Plymouth and Northville.. Owosso and Corunna Electric fifl0"inHw Vflllpv Traction .30 ""s.m 12s. 77 00 OCf 24 3. 10 7.21 13.11 .■17 MINNESOTA. Total for state 338. 17 338. 17 1 3.14 70.70 251.02 8.66 4.65 3.03 38.24 136. 41 7.46 4.60 .11 1.76 17.07 .67 .15 8.14 70.70 261.02 8.66 4.66 1 3.14 70.70 251.02 8.66 4.06 1 2 Duluth-Superlor Traction .... 80.70 97.54 .58 ■■•■■- ■^ Twin City Rapid Transit 13.00 4 Benton Power and Traction Winona Railwayand Light ."> L. ..:::: ■ .'iT iPor details see Supplementary Table 1. *For feeder conduit system see Supplementary Table 2. GENERAL TABLES. OONSTRUCTION, BY COMPANIES: 1902— Continued. 287 TRACK— CHAKAOTEK AND LENGTH IN SINGLE-TRACK MILES — continued. BKIDGES AND TUNNELS OWNED.l STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE n\. 19 12 3.00 20.06 7.67 148. 40 17.98 11.40 6.42 32.06 8.65 18.00 9.60 4.49 4.50 7.00 19.31 5.30 14.00 6.74 6.60 2.87 12.89 2.25 3.48 21. 30 127. 26 3.03 36.76 75.91 7.46 4.10 1.00 53 60 50 50 46 50 52 53 44 52 52 52 62 57 55 '""."25' 'iso.'oo' 2.45 6.00 ""5.66' 4.00 '"i.'75' -------- 109. 36 4.00 19.81 8.00 114.70 91. 28 81.86 1 6.91 ! 27. 06 9.15 42.00 14.86 4.49 4. .50 17.75 42.50 7.30 14.00 6.74 6.60 21.40 12.89 14.75 4.12 2.1. 70 80. 2,s T 26.00 5.00 749.00 84.00 80.00 .25 "'4.' 25' 1.50 186.30 76.00 80.02 1.86 8.87 35.80 64.00 17.52 Girder, T .33 113.96 76.75 76. 46 .49 ""2.' 34' ? Girder,groove,T. T, girder Girder, T Girder, T Girder, full groove, T. T T 9 10 2 1 1 17 13 7 1 1 3 11 2,860 2,109 256 16 600 3,428 1,290 335 1,000 30 648 1,637 66 i 3 37 2 6 3' 1? 1 \ 5 g 7 100. 00 6. 25 195.00 30.00 1.02 2.00 1.00 8.00 3.00 8.00 2 2.^ 3! 50 19.28 15.00 12.00 """.'16' H .60 9.26 24.00 q 10 T T 11 T> .25 11.70 27.17 2.00 9.00 Girder, T T .. IS 12.50 23. 19 2.00 Irl Girder, T T, girder 15 59 16 T . 1 45 63 52 17 Girder 1 ' 740 1 3 7 3 3 IS T 10 16.92 T, girder T T 1 T 8 1 3 2,370 10 325 18.53 48 .52 53 m OQ •>! 13.50 1.00 7.21 14.56 12. ,50 .64 7.40 1.69 2'> '^9 Girder, T 5 2,065 1,360 29 73 i 1 60.69 1 13.00 213.77 .50 0,1 89.57 1 . 3.14 70.70 238. 00 7.12 4.66 30 80 80 40 40 30 35 45 40 40 T 1 35 '""4.' 36' 104.00 ""i.'oo' 3.03 83.88 32.41 7.46 3.50 4.00 46.44 166. 00 7.33 ""'.'56" 1 ' 'is." 62" 1.54 .97 84.50 T, girder 1 60 32 41 2 9 1 1.29 .19 60.60 85 60 62 42 Girder, T,groove. T 1 4.16 T i 1,300 1 .40 6 3 Track of steam railroad. ^Includes .29 mile of conduit trolley and 36.63 miles of third i 288 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC TKACK — (HAKACTKK AND LENGTH ]N S1NI;LK-TKACK MIJ.ES. .STATE AND NAME OF (OMl'ANY On private right of way— i Ownedi '^"'j i tn't'Om- owned ^ -^ paiiy. I MISSISSIPPI Total for state Greenville Light and Car Jackson Railway, Light and Power-' Meridian Light and Railway Natchez Railway and Power Vicksburg Railroad, Power and Manufacturing. MISSOURI. Total for state . . . Citizens Street Railway Carrollton Klectric Railway Clinton Street Railway Hannibal Railway and Electric South west Missouri ElectricRailway Metropolitan Missouri Water, Light and Traction St. Joseph Railway, Light, Heat and Power. St. Louis Transit St. Louis and Suburban St. Louis and Meramec River St. Louis and Kirkwood St. Louis, St. Charles and Western. . Railway and Electric of Sedalia Kickapoo Transit Springfield Traction MONTANA. Total for state Anaconda Copper Mining Bozeman Street Railway Butte Electric Railway Great Falls Street Railway Helena Power and Light NEBRASKA. Total for state Lincoln Traction , Nebraska City Street Railway Omaha Street Railway Metropolitan Cable Railway NEW HAMPSHIRE. Total for state Concord Street Railway Chester and Derry Exeter, Hampton and Ameabury . . . Keene Electric Railway Laconia Street Railway Manchester Street Railway Portsmouth Electric Railway NEW JERSEY. Total for state West Jersey and Seashore Bridgeton and Millville Brigantine Transportation Camden, Gloucester and Woodbury Camden and Suburban , Cape May, Delaware Bay and Sew- ells Point. Elizabeth, Plainfield and Central Jersey. New Jersey and Hudson River Rail- way and. Ferry. Jersey City, Hoboken and Paterson North Jersey Street Railway Jersey Central Traction — Monmouth County Electric Atlantic Coast Electric Railroad Millville Traction Mt. Holly Street Railway Middlesex and Somerset Ocean City Electric Railroad Orange and Passaic Valley . . South Orange and Maplewood utiiils see Supplementary Table 1, GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902— Continued. 289 TRACK — CHARACTER AND LENGTH IN SINGLE-TRACK MILES — continued. Within city limits. 22.97 1.00 4.01 5.71 4.50 7.75 619. 61 1.75 .75 1.35 4.25 24.00 170. 50 ■ 4.12 31.87. 316. 95 15.65 21. 16 6. ,58 6.00 1.12 14.66 42.63 3.35 2.60 i2.88 10.90 13.00 Outside city limits. 2.33 1.33 'i.66 138. 77 1.13 12. 61 10.74 3.28 43.94 21.27 7.03 18.39 16.00 1.06 1.68 1.64 20.58 3.40 12.08 1.00 4.10 Equip- ped with cast- welded joints. I Weight of rails per yard. Maxi mum 376.07 85.00 283. 87 7.20 32 .56 35 90 80 106 62 86 117 Mini- mum. Style ^if rail. T T Girder, J . T T T T T T, girder . Girder, T . Girder, T . T Girder, T . Girder, T . Girder, T . Girder Girder, T . T, girder . T Girder, T . Girder, T . T T T Girder, T . T, girder . 100.66 13.00 ' 24.00 3.11 72.00 1.55 13.00 81.66 12.71 7.86 19.00 1.00 8.87 24.00 8.23 666. 4X 85.99 58.83 5.52 60. 11. 123. 247. 3. 10. .59 11.05 194.80 T, girder . Girder, T . Girder, T . T 15.48 23.00 10.27 29.83 4.43 40 3.80 15.79 7.16 's.n 'i'.M 65.20 Girder, T . T T, groove . Girder, T . T Girder, T . Girder, T . 16.00 46.00 8fi 60 60 45 ,52 62 70 66 90 65 56 35 90 ,lH 80 60 109 40 109 ,50 70 60 90 65 73 60 90 48 ,50 50 70 60 65 45 84 54 96 .56 Girder, T . T T Girder, T . Girder, T . T Girder, T . Girder, T . BRIDGES AND TUNNELS OWNED.! No. 93 STEAM RAIL- ROAD CROSS- INGS, NUMBER. Length, feet. 322 Pro- tected. Unpro- tected. 160 "162' 20,918 19 475 : 72 1,949 14, 137 20 115 2,018 289 600 520 700 27 ELECTRlc-I.r.N'K cu.\STI'.r^:TION, MILE.'J. Span wire. 18.28 Side Center 4.50 4.47 8. ,50 64 378. 39 1 io i 1.50 4.00 30.97 70.12 21.38 186. 15 20. 56 8.78 13.86 .,60 5.72 bracket pole. 4.89 , .57 I 57 Poles Steel to the or iron mile. poles. 1 1 FEEDER WIRE, MILES. WoodcTi I Over- poles, head. I'liiler- grouiid. 3.89 1.00 .81 4.46 5.50 4.47 8. .50 7. ,59 .28 1.23 3.08 1.00 2.00 15 615 40 '625' "so' 756 19 10.90 47.76 16 5, 405 130 "56' i 700 1 25, 940 4 , 4.97 ....I 2.00 13 14.79 2 ! 9.00 17.00 1.12 29.21 104.31 3.00 11.75 14.13 3.06 6.55 3.00 .,50 1.10 ! .93 1.43 .60 3.50 1.50 .60 63.1 26.58 35. 00 1..50 30.78 53 266.70 i 949.11 1.50 2.22 44 45 52 , ,52 44 50 1 65 65 55 44 37 34.12 4.00 30.97 39.00 3.95 22. .50 2.00 128. 00 75.00 111.75 8.70 9.24 '".'56' 97.24 , 1,6.62 6.09 16.86 12.25 5.72 19.00 545.60 98.04 28.34 20.91 16.00 4.00 46 40 6.00 12. 00 .55. 19 6.40 2.50 18-. 79 10.50 17.00 10.00 50.64 26.58 6.00 5.00 .50 .24 6.36 17.31 1.37 123. 25 6.61 1 7.25 I 75.38 6.04 2.00 9.00 16.97 1.00 ,52 3. 8.1 1.00 .50 . 52 :. 50 1. 42 1 29.00 1..50 1.51. 18 6.00 2.50 14.64 10.50 17.00 .58.00 40.00 18.00 1.00 ,52 ,55 203 5, 280 2,267 310 3 20 Girder, T Girder,groove,T. Girder, T Girder, T Girder Girder, T Girder Girder, T Girder.T Girder, groove, T. T, girder i.,5oo ; 4 I 2, .537 I 4&S. 19 8.00 121.59 11.84 11.13 i 40.84 7.81 40.00 1 9. r,s 26. 00 6.50 00 8.71 2. 34 1,150 3,615 j 75 950 4,925 364 10 25 12 ,87.78 .IS 124.58 I 1.25 1.75 1.25 6. 43 2. 13 11. MS 2.24 ;.85 9.93 .24 43 53 35 42 43 43 2. 20 .65 8.71 10.61 7.75 75.38 6.28 8.36 26.11 17.69 264.36 10.00 11.00 183.00 6.60 8.36 30.00 15. .50 .62 21.61 120.44 .19 34.00 6. .50 13. 35 40. 22 7.81 12.25 11.16 67.94 6.39 3.00 8.37 13.03 12.78 8.71 37.00 6.50 14.86 67.00 3.50 52.00 143. 19 271.97 18.32 18.32 900.29 , 19.71 19. 50 9 10 11 14. .50 i 12 13.60 ! 13 11.27 1 14 23.84 7.12 8.64 2.00 1 20. 46 .13 ..50 4.75 .1)0 44.30 i 90.40 7.25 ' 7.25 4.39 1. ,85 16 17 12..50 I ; 18 ' I 19 2For feeder conduit system see Supplementary Table 2. 290 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC \ STATE AND NAME OF COMPANY, TRACK — CHARACTER AND LENGTH TN SINGLE-TRACK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. 9.06 2.28 14.87 43.60 29. 60 10.02 Other mechan- ical traction. Animal Owned. Leased, Oper- ated under track- rights. Con- struct- ed and opened for op- eration during year. On private right of way- 1 2; First. 8.70 2.13 10.97 31.17 28. 56 9. .59 ,75 2,00 Second, Kind. Mile,«. Owned by com- pany. Not owned by com- pany. 20 NEW JERSEY— Continued. Raritan Traction 9.06 2.28 14.87 43.60 29.60 10.02 1.40 2.10 .36 .16 .41 .69 .67 .43 .10 9.06 2.28 14.87 43,60 29,60 10,02 1,40 2.10 6.77 .87 21 Point Pleasant Traction, Electric Light and Power. Newark and Hackensack j 22 3,49 11,74 ,37 1 1.66 4.00 6.50 10.02 1.40 23 Trenton Street Railway 2.00 24 Camden and Trenton 1.60 25 Trenton, Lawrencevilleand Prince- ton. Orange Mountain Traction 26 ,65 Cable.. 1,40 2.10 NEW MEXICO. Total for territory Albuquerque Street Railroad NEW YORK. Total for state . . . 1 2.10 ■■>2, 818. 97 2,00 1,822.31 .10 149.25 2,10 115.17 2.10 2,296.31 847,41 ■12, 289. 18 5414, 62 522. 66 91.20 136. 87 373. 05 34.21 Albany and Hudson Rwy. and Power United Traction 1 2 42.44 76.83 110. 73 10.00 5.73 12.01 7.11 16.00 36.76 222.71 97.77 14.71 13.75 3.00 2.90 6.35 10.04 6.90 3.75 3.26 27.24 1.04 7.00 • 19.01 1.04 17.75 4.60 16,62 6.07 4.33 3.19 7.68 20.78 9.16 8.70 5,16 12.84 9.00 16.49 9.27 198, 74 8,07 1,05 ,97 6,73 27,24 25,66 11,97 6,25 7,00 28,77 71.10 18.69 31,06 117, 14 1,60 2.00 524. 34 48.30 37. 35 44.65 100.47 8.90 6,38 10,87 6,71 12,00 28,71 146, 62 51,72 7,25 13,65 2.75 2.75 6.12 9.76 5.30 3.61 3.00 23.15 1.02 6,80 18,61 1,00 17,00 4,35 16,00 4.86 4.32 8.04 7.33 16.10 7.98 8.60 4.46 11.74 8.50 14.29 9.02 100. 94 3. 73 .39 .48 3.37 13. 28 12.83 7,16 3,13 3,60 26.06 39.36 18.00 26,13 37.68 1.40 1,80 249, 19 24,14 "so'.iY 3,58 .5.09 .91 6.68 1.10 .36 .74 ,40 3,00 1.60 17.97 1.25 .21 ,20 ,26 ,15 .23 .28 .60 .24 .26 1.79 .02 .20 .40 .04 ,76 ,15 ,52 ,22 ,01 ,16 .35 ""i.'is' ,20 .70 1.10 .50 1.20 ,26 ,02 .42 2.66 74.83 110. 73 10.00 6.73 12.01 7,11 16,00 36,76 222, 71 97.77 14.71 13.76 3.00 2.90 6.35 10.04 6.90 3.75 3d rail . 39,78 '""i."66' 42.44 66.76 110.73 10.00 5.73 12.01 7.11 16.00 36.76 199. 91 97.77 14.71 13.75 3.00 2.90 6.35 10.04 6.90 8.75 3.26 14.17 1.04 2.96 19.01 1.04 17. 75 4.50 16.52 5.07 4.33 3.19 7.68 20.78 9.16 8.70 5.16 12.84 9.00 16.49 9.27 1.69 4.15 1.06 .97 6.73 27.24 26. 66 14.97 6.25 7.00 28. 77 71.10 18.69 31.06 117.14 1.50 2.00 319. 42 26, 3.S ■■■9." 07' 2.00 2.60 23.37 "n'.eb' 40.10 2.60 76.78 9.90 ■"■■."25' "'i.'22' S Hudson Valley Railway 4 Troy and New England 5 Amsterdam Street Railroad Auburn City Railway fi ,40 .60 1.60 7 Auburn Int'erurban Electric Ballston Terminal Railroad Binghamton Railway « 2.50 9.00 2.60 11.00 "28'66' 9 6.65 69,12 44,80 7,26 in International Railway 622. 80 3.11 11 Crosstown Street Railway 12 Buffalo and Depew 5.00 1.00 13 Buffalo, Hamburg and Aurora Ontario Light and Traction 14 15 Catskill Electric Railway 16 Cohoes City Railway 17 Cortland County Traction .13 2.77 .25 18 Corning and Painted Post 19 Dunkirk and Fredonia ?0 Dunkirk and Point Gratiot 3.25 27,24 1,04 7,00 .06 .40 .50 21 Elmira Water, Light and Railroad. . Ocean Electric Railway 2,30 13.07 22 23 Citizens Street Railway 4.06 .50 24 Fonda, Johnstown and Gloversville. Lake Ontario and Riverside Geneva, Waterloo, etc.. Traction... Mountain Lake Electric 19, 01 4,01 ?5 1.04 ?fi 17 Id 1,62 3,61 4,00 97 4, .50 16.52 6,07 4,33 3.19 7,68 x.-s 9.16 8.70 6.16 12.84 9.00 16.49 9.27 3,68 ?S Bennington and Hoosick Valley ... HornellsviUe Electric Railway Hornellsville and Canisteo S9 sn 1.00 3,44 31 Huntington Railroad 32 Ithaca Street Railway Jamestown Street Railway 1.25 33 4,68 .75 .50 6.75 4.46 6.00 34 Kingston Consolidated ' 35 Lewiston and Youngstown Frontier. Llma-Honeoye Light and Railroad. Middletown-Go.ihen Electric New York and Long Island Traction . Orange County Traction 36 37 88 8.50 39 1,00 1.00 40 New Paltz and Poughkeep.sie Interurban 41 97,78 3.92 .66 .49 3.36 13. 28 12,83 V, 15 3.12 3.50 2.01 31.74 Conduit i3i,i3 63.93 8.07 1.05 ""6,'73' "ii,'39' 14,97 197. 15 3.92 2,09 5,93 .84 4.63 .88 .18 5.13 6.46 42 Central Crosstown 43 Fulton Street Railroad 44 Thirty-fourth Street Crosstown Twenty-eighth and Twenty-ninth Street Crosstown. Third Avenue Railroad Str. bat. .97 45 ........ 46 .68 .66 Conduit Conduit 27.24 14.27 47 Fort.v-«':^cond Street, Manhattan- ville and St. Nicholas Avenue. Dry Dock, East Broadway and Bat- tery. Kingsbridge Railway , 48 49 Conduit 6.26 6.25 50 Southern Boulevard Railroad Yonkers Railroad '"",'76' ""'.hi' "iii'.ii' ,10 .20 34. 63 1,65 7,00 28.77 71.10 18,69 31,06 51 2, .50 4.60 5V Union Railway 53 Tarrytown, White Plains and Mii- maroneck. Westchester Electric Railroad Manhattan Railway (elevated) Pelham Park Railroad 54 5.92 ■.=)2,S7 7.17 1.00 1.49 55 Steam . 8 117.14 'i,'56' 2.00 11.79 .92 56 57 City Island Railroad "246,' 52" 22.51 ""4.52," 74' 48.30 "3d rail! ■l""7l".'66' 58 Brooklyn Rapid Transit 204.92 21.92 2.37 2 27 2.77 6.25 69 Coney Island and Brooklyn ' For details see Supplementary Table 1. 2 For feeder conduit system see Supplementary Table 2. a Includes 9.06 miles duplicated track. (See note 3, page 292.) 4 Includes 1 mile double trolley construction. ^Includes 178.89 miles conduit trolley, 130.18 miles third rail, 94.56 miles steam, 3.96 miles cable, 6.06 miles compressed air, and .97 mile storage battery. "Leased from .steam railroad and bridge company. GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902— Continued. 291 TKACK— CHARACTER AND LENGTH IN SINGLE-TBiCK MILES— continued. BRIDGES AND TDNNELS OWNED.l STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTRUCTION, MILES. FEEDER WIRE, MILES. Within city limits. Outside city limits. Equip- ped With cast- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side braclcet Center pole. Poles to the mile. Steel or iron poles. Wooden poles. Over- head. Under- ground. Maxi- mum. Mini- mum. t.1 E B 2; 9.06 2.28 18.21 14.60 4.75 90 96 70 90 80 65 66 60 66 60 60 66 65 66 Girder, T, groove. Girder, T 2 400 2 1 1 8.70 44 40 45 50 40 40 .66 ""'4."66' 8.16 2.13 10.97 27. 17 28.56 9.59 6.25 ''fl 2.13 10.07 18.17 4.00 9.69 '>1 1.66 29.00 24.75 10.02 1.40 .36 Girder, T .90 12.00 24.56 """i."66" 20.81 38.96 27.50 6.00 •>9 Girder,groove,T. Girder, T T 6 23 610 1,782 4 4 1 4 9^ '*A ?5 T •^fi 1.76 ; 1.75 2,129.37 .36 689.60 21 21 T [ 1 222.82 410 43, 795 228 77 1, 063. 80 453. 04 32.41 42 42 52 42 52 65 63 52 46 42 42 45 52 45 42 42 43 43 45 46 43 44 45 52 485.28 1,047.20 2,740.49 1,155.44 4.40 73.08 33.95 38.04 2.75 76.78 10.00 1.57 2.75 6.36 13.50 11.60 63.32 1.33 14.71 6.00 80 104 66 65 85 90 90 70 94 94 94 73 84 60 70 90 56 90 60 60 90 86 56 60 90 10 56 60 56 40 56 62 70 80 75 56 110 80 106 70 113 110 108 113 113 113 113 113 113 90 109 90 90 90 90 30 67 99 90 70 47 60 66 70 46 60 60 40 46 45 60 60 35 70 70 56 56 48 56 60 52 45 45 40 45 66 50 40 40 66 45 30 65 56 44 58 80 60 65 47 110 47 47 47 47 47 47 113 90 65 70 36 72 63 30 30 60 60 T, girder 20 2,996 2.14 42.90 16.00 8.40 4.16 6.87 1.26 1.00 24.21 129. 87 47.16 4.75 .55 •2.00 2.75 5.62 9.76 4.83 3.61 2.25 20.71 .69 3.40 8.61 .11 .76 82.63 "'i.'22' 4.00 5.46 11.00 "9."75' 4.67 "is." 66" .75 "'"i.'si" .50 "'i'.m 6.00 """2." 60' "'28."7i" 1.84 "42." 35' 40.23 2.25 14.94 98.63 8.90 5.38 10.87 6.71 12.00 28.71 103.27 11. 49 7.25 13.56 2.75 2.75 6.12 9.76 6.30 3.51 3.00 23.15 1.02 6.80 18.61 360.00 94.39 .59. 79 8.90 5.38 8.50 20.00 11.00 24.50 187.00 26.18 9.00 10.00 1.00 ""64." 66' 14.40 1 T, girder . 18 4 3 9 Girder, T T 38 16 4 2 1 6 4 67 17 3 2,298 450 236 110 41 860 112 6,206 6,946 1,177 ^ ^ 4.16 9.26 1.75 1.60 25.26 159.39 96.44 Girder, T Girder, T Girder, T T, girder ^S 2 2 1 (i, 7 s Girder, T T, girder 11 32 42 2 9 3 3 i66.94 12.33 10 Girder . . . n T, girder -|9 8.75 3.00 2.65 6.36 3.00 4.27 3.75 3.25 14.00 1.04 4.00 15.00 1.04 8.43 .74 5.00 5.07 1.75 1.26 6.53 16.00 9.16 T, girder IS Girder, T . . . 1 1-1 .25 T...., n Girder 1 1 1 1 i' i' 2 .50 ifi 7.04 1.63 Girder, T Girder, T Girder, T . 8 2 470 104 5.50 3.80 3.00 1.75 8.93 17 .47 IS i*> T .75 2.44 .33 3.40 10.00 '>0 13.24 Girder, T T, girder. . 1 100 3 ox 99- 3.00 4.01 T, girder 2 1 3' 6.80 18.39 9^ Girder, T Girder 3 84 'M 95 9.32 3.76 11.52 Girder, T T 2 6 8 215 60 359 1 2 8.43 .16 4.00 3.85 1.32 3.04 4.83 13.10 7.98 2.80 .25 10.74 3.50 5.32 1.00 3.00 8.57 4.20 12.00 1.00 3.00 52 45 42 42 42 44 45 45 50 43 45 66 59 44 52 40 """."75' """7." 48' """i."56" 6.32 1.00 17.00 4.35 16.00 4.85 4.32 3.04 6.58 16.10 ..50 8.50 4.46 11.74 7.00 7.97 8.02 3.00 26.76 4.00 17.00 9.69 4.50 3.04 4.00 40.00 10.00 8.70 4.00 16.00 2.00 ■ 26.50 8.00 ■"i6."66' ■goi.'sa' 26 97 T, girder i' 2 28 T, girder.. 2.58 1.94 1.15 4.78 T 3 1 9 11 1 178 30 620 296 1,000 SO T SI T 6 6 3 l' 2.50 3.00 32 33 34 Girder,T Girder,T Girder, T 8.70 4.16 8.94 6.00 10.17 6.27 6.70 4.21 1.00 5.00 7.97 8.02 """i."66" 35 36 1.00 3.90 3.00 6.S2 3.00 198.74 8.07 1.05 .97 6.73 27.24 26.66 14.97 6.25 7.00 16.00 71.10 14.00 25.00 117.14 1.60 2.00 524.34 48.30 T 1 5 1 15 10 1 19 250 10 2,415 869 1,800 T, girder 1 3 i' 3 37 38 39 40 Girder T, girder, groove. Girder,T Girder, full groove, flat. Girder, flat 40.00 ,|9 Girder, flat ■13 Girder, flat 1 3 "11 Girder, flat • , '\'S 10.00 14.28 Girder, flat ^16 Girder, flat '17 Girder, flat ......... 'IH 6.25 Girder i i 5.00 'i67."48' ,\c\ Girder 1 1 3.50 26.06 31.86 18.00 12.13 58 53 59 50 3.50 6.00 39.36 17.00 3.50 30.00 100. 00 18.00 70.00 28.46 fifl 12.77 Girder, trilby, T . Girder 1 4 2 20.06 51 7 .SH 52 4.69 6.05 Girder, T IS. 00 S.13 53 Girder. . . . 1 13 00 i 54 55 T 1 ■ Full groove ( i 1 ' 56 Full groove i 1 i 1 57 1 Girder, full groove, T. Girder, T 8 1, 139 31 2 2 ... 198. 00 23.14 2.00 1 44 1.00 ' 45 193. 04 "17.37 li.96 737. 73 89.84 45 15 ^SJ .59 'Includes third main track. 'Includes 40 miles operated by third rail system. s Includes 1 mile double overhead trolley. >» Includes 17.42 miles operated by steam and 3.78 miles by cable. " 6.77 miles of construction supported by elevated structure. 292 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC STATE AND NAME OF COMPANV. TRACK— CHAEACTEE AND LE.N'GTH IN SIXGLE-TEACK MILES. Total owned and leased. Main First. 1.25 40.24 15.60 16.04 18.85 6.70 2.69 9.50 lii.85 12.50 1.50 27.00 2.57 10.60 10.01 8.50 6.60 13.97 4.30 16.60 68.29 10.54 39.30 7.60 5.50 21.97 .09 1.88 43.40 11.94 14.24 57.03 10.00 16.13 4.60 9.83 4.50 39.44 track. Second. 1.25 28.96 7.60 U.50 12.13 6.70 Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- rights. ..50 Con- struct- ed and opened for op- eration during year. On private right of way — Kind. Miles. Owned by com- pany. Not owned by com- pany. i^0 NEW YORK-Continued. Van Brunt Street and Erie Basin . . . New York and Queens County New York and North Shore. 2.50 74.47 24.00 27.64 31.02 14.40 2.74 10.00 16. S6 13.26 1.50 30.00 2.66 11.16 10.36 9.26 6.60 16.38 8.10 17.33 3 104. 92 16.30 43.74 7.75 6.06 36. 12 .18 4.00 68.16 14.31 23.03 76.20 10.47 16.41 4.67 10.33 4.54 46.32 ""5.'27' .80 ■"'.oi' 1.00 .05 .60 .70 .76 2.50 74.47 24.00 27. .64 2.50 61 74.47 24.00 1.84 9.02 4.00 .73 .13 12. 65 «*> .80 .10 fi^ Staten Island Midland 27.54 f)4 Staten Island Electric 31.02 14.40 2.74 10.00 16.56 13 25 31. 02 14.40 2.74 10.00 .261 6*1 Niagara Gorge Railroad . . . 1.00 "i'.i'i fi6 Northport Traction Ogdensburg Street Railway 67 6S Olean, Rock City and Bradford Olean Street Railway . 1 6. .15 13.25 2. .31 16. .=i5 €*t ! 70 Oneida Railway 1.50 1..60 30.00 2.66 11.15 10.36 9.26 71 Oneonta, Cooperstown and Rich- field Springs. Westchester Traction 3.00 .09 .65 .35 .75 30.00 2.66 11.16 10. 36 20. 43 17.78 ■■ 70 7? Oswego Traction .11 .84 1..60 3.00 .26 .19 71 Peekskill Lighting and Railroad . . . Penn Yan, Keuka Park and Branch- port. Plattiburg Traction 4. .51 7Fi 9 25 7fi 6.60 16.38 5 10 6.60 16.38 77 New York and Stamford 2.19 .22 .80 ..59 1.83 .26 3. .66 .26 .06 .87 1 -15 2.19 78 Port Jervis Electric, Gas and Rail- road. Poughkeepsie and Wappingers Falls Rochester Railway . 1 6.10 17.33 86.93 16.30 38.14 7.75 6.06 36.12 .18 4.00 ,69. 61 14.31 23.03 62.58 10.47 16.41 4.67 10.33 4.54 46.07 79 1.14 44.80 5.50 .89 17.33 104. 92 16.30 43.74 7.75 HO 17.99 3.89 1.00 1.00 fil Rochester and Suburban 2.68 7.39 7.50 *""4."39* 8'> Rochester and Sodus Bay 5.60 j 3.80 8S Rochester, Charlotte and Manitou . Rome City 1 81 .50 13.28 .09 1.87 21.06 1.98 8.00 16.36 C'pair. 6.06 8'S Schenectady Railway . . 36.12 J 6. 66 26.00 Sfi Sea Cliff Incline Cable Cable.. .18 ! 18 87 Southfield Beach Railroad .26 3.70 .39 .79 2.81 .47 .28 .17 .50 .04 3.67 4.00 68.16 14.31 23.03 74. 21 10.47 16.41 4.67 10.33 4.64 46.32 j 4.00 88 Syracuse Rapid Transit 8.56 3.78 1 80 Syracuse and Suburban .80 12.00 31.00 3.50 12.63 1 90 Syracuse, Lakeside and Baldwins- ville. Utica and Mohawk Valley. . . i 01 1.99 * 13 62 ' 20.58 1 qo Black River Traction ""i.'2i' 0^ Elmira and Seneca Lake 01 Buffalo, Gardenville and Ebenezer. Hamburg Railway OS 6.00 S.50 Ofi Buffalo and Williamsville NORTH CAROLINA. Total for state 3.21 .25 12 44 l.,S7 4.74 5.99 AsheviUe Electric 1 6.87 7.64 3.24 11.29 4.50 4.66 9.13 2,353.43 5.30 7.30 2.64 7.97 4.25 4.34 7.64 1,858.85 - .57 .34 .60 .11 .26 .31 1.49 70.92 6.87 .5.87 7.64 3.24 11.29 4.26 4.65 9.13 2,101.21 1.60 "3.' 24' ■"2." 74" 2 Asheville Street Railroad 7.64 3.24 11.29 4.60 4.65 1 .44 12.00 ""'.'46' 1.47 S Asheville and Craggy Mountain Charlotte Railway, Light and Power Raleigh Electric 4 3.21 fi '' . 25 1.25 g Consolidated Railways, Light and Power. Fries Manufacturing and Power OHIO. Total for state 1 '■ 7 9.13 62,361.32 1 ! 2.00 4.35 423.66 .61 1.60 1 252.22 116.33 324.70 632.12 1 Ashtabula Rapid Transit 6.76 27.76 17.02 2.00 26. 97 60.17 6.11 212.96 .61 32.50 78.36 39.25 142. 46 »94.68 68.00 90.00 43.26 96.86 106.43 72,60 43.50 24. 28 6.75 27.00 17.00 2.00 26.14 46.01 5.00 117.88 .16 21.00 69.67 32.75 69.31 47.87 62.00 85. 00 36. 87 75. 94 61. 53 63.60 39.60 12. 14 .76 .02 5.75 27.76 17.02 2.00 26.97 50.17 5.11 '211.46 .6.76 27. 75 .76 10.00 Pennsylvania and Ohio 1 ^ Ohio Central Traction 17.02 2.00 26.97 50.17 6.11 4.00 4 Consolidated 2.00 4.00 26.31 I "S Stark Electric .2.5 3.03 .58 1.13 .11 19.4,8 10.73 f; Canton- Akron 7 Chillicothe Electric Railroad, Light and Power Cincinnati Traction 1 8 95.08 ».46 11. 26 5.90 6.00 64.86 43.44 4.00 l.,50 212.96 ' 12.00 q Price Hill Incline Plane Cable . . .61 .61 32. .60 .61 10 Mill Creek Valley .26 2. 78 .50 8. 29 3.27 2.00 6.00 1.40 1.60 3.33 4.00 4.00 32.60 78. 35 39. 25 i nn 1 11 12 Cincinnati, Dayton and Toledo Cincinnati, Lawrenceburg and Au- rora. Cleveland Electric Railway 78.35 1 ' .50 39 25 1 8.00 4.00 .76 2.60 1 1? 142. 46 94.. 68 137.34 .1 1'^ .'^H 48 11 Cleveland City Railway 1 1 94.58 68.00 90.00 43.26 96. K5 106. 43 .58 60 IS Cleveland, Elyria and Western Eastern Ohio Traction 68.00 90.00 43. 26 96.85 106. 43 72.60 43. 50 21. 28 M .f^n 6.00 20.00 63.00 5.00 12.30 ■■38.06' 3.00 16 11.00 17 Cleveland, Painesvilleand Eastern. Northern Ohio Traction. 4.99 19.31 41.67 6.00 , 18 ! 1 13.40 12.29 8.45 .50. 00 30.00 19 Columbus Railway Columbus, London and Springfield. Columbus, Buckeye Lake and Newark. City Railway M nn 21 ! 43.60 I.,i6 24. 2S 2.27 22 12.14 1 1 For details see Supplementary Table 1. ' For feeder conduit system see Supplementary Table 2. 3 Includes 9.06 miles leased from an operating company. * Leased from steam railroad. GENERAL TABLES. CONSTRUCTION, BY COMPANIES; 1902— Continued. 293 TEACK —CHARACTER AND LENGTH IN SINGLE-TRACK MILES— continued. BRIDGES AND TUNNELS OWNED.l STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTRUCTION, MILES. FEEDER WIRE, MILES. Within city limits. Outside city limits. Equip- pedwith cast- welded joints. Weight ot rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles. Over- head. Under- ground. Maxi- mum. Mini- mum. 2.50 74.47 19.10 27.64 31.02 94 93 70 70 90 65 56 52 55 60 47 90 48 109 66 70 60 101 60 90 107 107 60 40 65 90 26 70 117 90 104 85 86 56 60 85 60 94 77 60 65 85 65 66 48 40 50 46 60 48 36 56 60 60 66 60 60 40 40 60 40 65 52 25 70 60 60 56 66 56 66 60 60 56 Groove, girder, T. Full groove Girder 1.25 38.59 11.60 10.80 10.70 6.70 1.70 8.60 .70 2.00 75 42 45 64 50 45 44 52 48 53 1.26 40.24 '"".'io' 6fl 1 6 60 166 4 3 2 6 i' 1.65 4.00 8.24 8.15 105. 56 40.00 17.00 41.00 6.70 61 4.90 ' 'i4."46' 1.86 16.60 16.04 18.85 6.60 2.69 9.60 15.85 12.50 62 6.00 31.02 T, Girder .... 63 Girder 1 4 600 335 64 T 65 .89 10.00 T .99 1.00 15.15 10.60 66 T 1 7.00 32.00 8.00 67 16.55 9.19 T .. . 5 2 900 110 68 4.06 1.60 3.50 2.62 6.50 4.09 1.00 3.60 12.15 5.10 10.00 86.93 2.41 T 3 1 3 69 T 70 26.50 .04 4.65 6.27 8.25 3.00 4.23 Girder, T T 8 144 26.00 1.29 6.50 2.41 .50 3.60 13.25 2.30 6.60 27.31 1.00 1.00 1.28 6.00 7.60 8.00 3.00 .72 2.00 9.00 27.10 5.04 34.86 7.25 ■"3." 88' ""4." 44" .25 62 60 35 42 40 82 52 40 50 60 53 50 53 '"b.m 27.00 2.67 10.50 10.01 8.50 6.50 13.97 4.30 18.60 63.29 6.04 39.30 7.50 30.00 .76 6.80 8.60 4.00 .50 13.97 4.30 22.00 39.06 5.25 16.00 7.00 "'7.' 56' 71 72 Girder.T.groove. T 5 1,100 4 1 2 73 74 T 3 66 75 T 2 2' 2 1 76 Girder, T Girder, T 1 25 2 1 77 78 7.33 17.99 13.89 43.74 7.60 Girder, T 79 2.00 Girder, T, JuU groove. Girder, T . . . 4 207 2 80 81 T 17 6 834 2,400 82 .25 6.06 9.25 .18 T 1 83 T . 84 26.87 Girder, T 2 1 20.85 1.12 53 21.97 6.90 85 T 86 4.00 T i 18 6 6 24 6 10 1 6 167 862 786 1,819 1,190 780 516 160 139 1.88 29.40 2.00 11.00 49.29 4.22 2.75 50 45 52 52 66 52 46 45 44 45 "27.' 66' 2.00 2.24 "■■i.'66' 1.88 16.40 9.94 12.00 55.04 9.00 16.13 4.50 9.83 4.50 39.44 87 68.16 1.98 2.24 45.20 9.00 3.00 4.67 3.00 1.00 27.28 Girder, T, full groove. Girder, T, half groove. Girder, T Girder, T Girder, T T 11 3 14.00 9.94 3.24 5.75 8.78 13.38 4.60 44.82 35.00 21.00 32.05 14.00 25.00 88 12.33 20.79 31.00 1.47 13.41 m 7 1 2 1 3' 3" 5 90 91 92 93 T 94 7.33 3.54 19.04 T 9.83 1.00 31.52 7.10 4.00 28.74 95 Girder, T 3.60 7.92 96 9 433 2 3 2.60 6.00 3.37 2.64 3.24 4.16 1.60 70 83 40 65 85 66 70 40 40 40 40 30 66 64 Girder, T Girder, T T 1 3 18 75 2.50 6.30 2.64 7.38 8.25 4.06 5.39 908.66 2.80 1.00 50 50 38 43 50 42 45 302.41 5.30 7.30 2.64 7.97 4.25 4.34 7.64 1,554.79 4.00 .50 1 ?: 2 1 3 7.13 3.00 4.65 5.00 1, 074. 88 T, girder Full groove, T 1 60 1 .89 1.00 .28 2.25 936.35 12.29 10.15 4.25 4.34 5.50 2,678.60 6.00 4 5 T 6 4.13 1,278.56 Girder, T 4 394 280 42,660 1 201 191 7 129. 85 5.76 3.50 4.60 2.00 6.91 15.64 5.11 179.60 .61 10.00 14.50 9.00 142.46 94.58 13.50 2.60 18.25 27.87 77.69 3.10 4.0O 20.48 65 80 60 70 90 70 66 109 85 72 83 70 109 95 73 80 95 80 107 70 109 90 52 66 60 60 65 56 50 52 65 50 45 70 52 70 45 60 60 50 45 70 70 60 Girder 2 4 2 2 2 i' 1 15 15 5.75 4.00 12.00 2.00 6.66 26.14 5.00 116. 41 50 59 50 50 58 53 82 69 113.38 5.76 27.00 17.00 2.00 26.14 46.01 5.00 3.00 .25 21.00 12.00 1 24.25 12.52 T girder 1 9 90 33 23.00 5.00 9 T 1 T 4 20. M 34.53 T girder 4 2 392 550 i' 1 9 19.48 20.87 26.14 50.00 4,50 365.50 :::::::: ff 14.66 T, girder 6 T 7 33.36 Girder .97 8 T q 22. 50 63.85 30.25 T, girder 1 28 5 6 80 2,352 1,220 916 6 25 11 10 5 10 3 21 14.60 15,82 7.00 69.31 47,87 13.50 6.60 68.86 25.75 52 46 52 55 60 62 58 68 50 41 63 52 48 "'4.' 25' 63.66 47,87 1.00 "'i.'oo' "29.' 23' 4.00 4.00 8.14 21.00 65.42 32.76 18.65 22.00 124,00 56,00 53.89 100.00 115.00 85.00 83.00 50,00 82,34 60.00 41.00 7.50 10 T, girder, groove. T, girder 11 12 37.01 Girder, T,groove, flat. Girder, groove, T. T girder IS 14 54.50 87,50 25. 01 68.98 28.74 69.50 39.50 3.80 4 7 3 15 380 330 2,700 2,330 48.50 80.00 8.00 35.00 "'b'.bb' 1.50 2.50 61.00 85.00 35.87 78.94 32.30 89.60 35.50 4.00 15 T 16 T, girder 2 10 8" 7 6 2 4 32.37 38.44 61.53 15.00 10.50 10.35 17 T, girder, groove. T, girder 18 50.28 19 T, trilby 7 20 1,360 2,170 2' 5 48.60 29.00 1.79 20 T 21 2.60 Girder, T 22 * Leased from city. fi Includes 215.46 milea double trolley construction. 'Double trolley construction. 1165—05 20 8 Second, third, and fourth main track. 9 Exclusive of 5.12 miles leased to Cleveland Electric Railway Company. 294 STREET AND ELECTEIC RAILWAYS. Table 94.— EOADBED, TRACK, AND ELECTRIC STATE AND NAME OF COMPANY. TEACK— CHAEACTEE AND LENGTH IN SINGLE-TEACK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- head . trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op. eration during year. On private right of way- 1 First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. ■>•! OHIO— Continued. Peoples Railway 20.70 7.90 22.25 40.05 54.07 42,70 60.12 4.53 7.60 2.03 14.71 3.81 18.66 77.97 11.67 21.00 4.28 5.10 13.89 13.48 13.02 5.60 2.65 28.13 18.08 3.08 12.78 7.33 17.00 97.78 40.37 16.28 66.59 160.43 20.22 10.50 5.12 6.13 42.26 53.53 10.00 136.67 10.26 3.95 22.00 39.00 45.63 33.00 49.06 4.50 7.00 2.00 14.43 3.52 10.55 75.97 9.60 20.60 4.02 5.00 13.87 12.73 12.52 5.30 2.58 18.77 18.00 2.91 12.03 7.33 16.60 65.76 40.00 16.00 43.94 155. 00 19.62 10.60 5.00 3.63 39.00 44.47 9.50 94.40 9.68 3.95 .86 "".'26' 1.05 .54 .70 1.06 .03 .50 .03 .28 .29 .50 2.00 2.07 .50 .26 .10 .02 .70 .60 .20 .07 1.00 .08 .17 .75 20.70 7.90 22.25 40.05 54.07 42.70 50.12 4.53 7.50 2.03 14,71 3.81 18.65 77.97 11.67 21.00 4.28 5.10 13.89 13.43 13.02 5.50 2.65 28.13 18.08 3.08 12.78 7.33 17.00 97.78 40.37 16,28 3 66.59 160. 43 20.22 10.50 5.12 6.13 42.26 53.53 10.00 132.17 20.70 7.90 22.25 40.05 48.63 28.00 50.12 4.53 7.60 2.03 14.71 3.81 18.55 77.97 1L67 21.00 4.28 5.10 13.89 13.43 13.02 5.50 2.65 28.13 18.08 3.08 12.78 7.33 17.00 97.78 40.37 16.28 66.59 160.43 20.22 10.50 6.12 6.13 42.25 53.53 10.00 136. 67 2,00 .60 .70 ?4 Oakwood Street . . ?fi Dayton and Western "■5.' 44' 14.70 6.00 4.86 1.53 4.00 2.89 ?6 Dayton and Northern 33.76 41.91 18.25 8.00 97 Dayton, Springfield and Urbima Dayton and Troy 8.00 9.00 '8 9q Dayton and Xenia sn Peoples Gas and Electric 31 Delaware Electric Railway 3? United Electric . . . .17 2.50 '■".'28' .17 33 East Liverpool Railway 34 Lancaster Traction 35 Lima Railway and Light 7.60 2.00 2.60 3fi Western Ohio Railway 20.00 64.04 7.10 12.00 37 Lorain Street Railway 3S Mansfield Railway, Light and Power. Marion Street Railway 39 ■tn Mt. Vernon Electric Railway Newark and Granville 41 1.00 .01 3.60 .60 4? Tuscarawas Traction 43 Ohio River Railway and Power Portsmouth Street Railroad Salem Electric Railway 44 45 4fi Springfield Railway 8.36 47 Springfield and Xenia .60 18.08 3.08 9.60 12.00 .80 1.74 .33 .50 1.41 30.00 14.00 61.90 76.00 17.22 8.06 "'"i.'oo' 48 Steubenville and Pleasant Heights. Steubenville Traction and Light . . . Electric Railway and Power Tiffin, Fostoria and Eastern Toledo Railways and Light 49 50 51 .60 1.00 .37 .28 3.01 5.43 .70 5? 31.03 .24 13.00 ' '47.' 65' 30.00 53 Toledo, Bowling Green and South- ern. Toledo, Eostoria and Findlay Toledo and Western 12.00 1.00 4.00 22,98 7.78 54 55 19.64 55 Lake Shore 57 Toledo and Maumee Valley Wellston and Jackson Belt 58 m Worthington, Clintonville and Columbus. Youngstown Park and Falls Youngstown-Sharon Railway and Light. Mahoning Valley .12 .10 3.25 2.14 .50 5.37 m 2.40 .10 21.37 8.38 fil 17.17 6? 6.92 63 Zanesville Electric Railway OREGON. Total for state 1.60 6.65 36.90 H,50 3.81 20.16 Astoria Electric 1 4.10 28.03 65.60 24.59 11.95 2.50 6 2,481.91 4.00 16.29 39.00 2L36 11.75 2.00 2,001.56 .10 .84 2.60 1.23 .20 .50 103.39 4.10 26.03 65.50 24,59 U.95 4.10 28.03 65.50 24.59 11.95 2.50 1,265.67 ^ Portland Railway 16.90 24.00 2.00 Cable.. 2.00 2.16 .40 2.20 4.05 2.75 5.66 11.76 :::::::: 3 City and Suburban 4 Portland City and Oregon 1.40 5 Salem Light, Power and Traction. . . Union Street and Suburban n Steam . 2.50 »11. 40 .81 1,226.24 .25 36.49 PENNSYLVANIA. Total for state 376.96 2,469.70 216. 82 342.26 96.37 Lehigh Valley Traction 1 148.81 50.06 22.00 19.00 2,76 22.50 3.63 .45 16.26 11.47 7.26 6.30 20.00 32.07 18.96 8.72 2.50 27.89 6.00 13.38 1.34 10.00 28.00 28.00 13.00 8.74 9.50 3.73 133.23 47.95 20.00 16.25 2.75 15.18 3.52 .11 16.00 10.93 7.00 6.80 18.00 30.20 17.93 8.23 2.40 27.59 5.80 13.18 1.29 9.40 17.00 27.50 12.50 3.19 8.60 3.63 9.77 6.81 2.10 1.50 2,00 148.81 60.05 22.00 19.00 2.75 22.50 3.63 .11 16.26 11.47 7.25 6.30 20.00 32.07 18.95 8.72 2,60 27.89 6.00 13.38 1.34 10.00 28.00 28.00 13.00 3.74 9.60 3.73 64.49 39.21 22.00 19.00 2.75 22.50 3.63 .45 16.26 11.47 7.26 6.30 20.00 94.32 10.84 6.00 12.50 17.50 10.37 1.25 ^ Philadelphia and Lehigh Valley . . . Allentown and Kutztown Traction. Altoona and Logan Valley 26.60 .80 2.00 2.76 9.20 3 .60 1.75 4 8.50 5 Bangor and East Bangor 6 Beaver Valley Traction 5.98 1.34 .11 "'"'."25' .64 .25 .60 2.00 1.87 1.02 .49 .10 .30 .20 .20 .05 .60 1.25 .50 .50 .24 1.00 .10 7 Riverview Electric Street Railway . Patterson Heights Street Railway . . Columbia and Montour 8 '.34 Cable.. .34 .45 ""i.'oo' .50 5.50 10.00 3.68 ■"2." 66" ""i."56" """8."98' H 3.00 in Bradford Electric Street Railway... Butler Pa.ssenger Railway 11 2.00 .13 1? Carlisle and Mt. Holly .60 13 Cumberland Valley Traction Cheater Traction 14 32.07 15 Media, Middletown, Aston and Chester. Philadelphia and Chester Railway . Connellsville Suburban 18.95 8.72 2.50 18.70 6.00 13.38 1.34 10.00 28.00 28.00 13.00 3.74 9.50 3.73 5.86 16 .20 1.40 17,46 6.72 "■"8." 44" 5.00 17 IS Newtown Electric Street Railway . . Do ylestown and Easton 9.19 19 6.00 m Doylestown and Willow Grove Dubois Traction ?1 .19 7.46 1.75 5.00 .50 """"."is" """3." 74" '"i.'M w. Easton and Nazareth ?3 Erie Electric Motor 9.75 94 Erie Traction ?fi Erie Rapid Transit 3.00 13.00 2H Franklin Electric Street Railway. . . Gettysburg Transit .31 ?,7 3.00 28 Hanover and McSherryatown .,...,,, 1 For details see Supplementary Table 1. 2 For feeder conduit system see Supplementary Table 2, s Includes 4 miles double trolley construction. < Includes 2 miles of cable and 2.50 miles of steam. GENERAL TABLES. CONSTEUCTION, BY COMPANIES: 1902— Continued. 295 TBACK— CHARACTER AND LENGTH IN SINGLE-TBACK MILES— continued. BRIDGES AND TUNNELS OWNED.l STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTBDCTION, MILES. FEEDER WIEE, MILES. within city limits. Outside city limits. Equip- ped with cast- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles. Over- head. Under- ground. Maxi- mum. Mini- mum. P 2; '' 20. 70 7.00 106 90 70 70 70 72 110 48 60 60 82 80 86 70 80 80 60 60 70 80 60 70 75 90 70 60 60 80 72 90 70 60 60 95 56 60 46 90 90 90 70 60 66 70 70 70 45 60 48 60 45 56 60 60 60 70 48 60 50 35 45 60 48 46 35 70 60 60 50 60 45 60 60 60 45 45 60 45 70 70 60 45 Flat, T, girder . . . 7.46 3.95 .75 5.25 9.18 16.75 1.84 4.50 7.00 2.00 12.93 3.52 10.55 11.93 9.60 6.50 4.02 4.75 8.87 5.53 5.30 5.30 2.58 18.77 2.15 2.91 7.00 3.-00 16.50 60.75 7.00 2.00 6.76 59.00 1.30 1.50 63 62 52 53 52 40 53 60 62 60 60 60 50 60 48 54 60 52 52 50 65 42 30 53 53 44 55 50 58 40 62 62 68 60 53 53 50 60 52 60 52 8.26 3.95 """"."56" 2.83 " "2;44' """"."25" .50 ""■".'25' "'5.' 66' 1.00 10.50 .40 2.00 22.69 3.07 22.00 72.00 38.55 20.00 50.00 4.50 2.00 ?3 .90 22.25 34.80 44.89 32.20 41.38 .40 Girder 1 2 14' 2 94 T, groove T 4 26 16 17 6 1 400 422 436 2,740 1,500 60 3 6 6 1 6 21.25 33.75 36.35 16.25 47.22 22.00 38.50 42.70 33.00 46.62 4.50 7.00 2.00 14.43 3.52 10.30 75.47 9.60 20.50 4.02 4.75 13.87 12.73 12.52 5.30 2.58 18.77 18.00 2.91 12.03 7.33 16.50 60.75 40.00 16.00 43.94 155.00 19.52 10.50 5.00 2.63 39.00 33.97 9.10 92.40 ?4> 6.25 9.18 10.50 8.74 4.63 7.50 2.03 12.63 3.81 18.55 11.93 2.60 8.50 4.28 3.50 6.00 6.54 4.80 3.00 2.65 28.13 2.76 3.08 5.50 7.33 4.50 94.87 12.00 , 3.00 4.69 26.90 3.00 2.00 ?fi T 27 Girder, T T, groove T ?)>. 29 30 Girder 2 1 2 1 31 Girder T 3? 2.08 Girder, T T 6 1,180 2 i.BO 6.40 1.60 3.00 75.97 8.00 6.50 33 84 Girder 2 10 3 3 i" 1 4 35 66.04 9.17 12.50 T, girder 31 2 7 6,043 18 1,140 64.04 Sfi T. girder. . 37 T, girder 14. 00 38 T 39 1.60 7.89 7.89 8.22 2.50 T .25 5.00 7.20 7.22 3.60 11.00 8.00 6.60 40 T, girder 4 1 1 6 2 1 41 Girder, T T 3 3 225 400 42 43 T 44 Girder .11 28.12 15.00 .82 8.21 5.00 12,00 264.00 50.00 21.00 211.50 175.00 23.72 9.00 5.00 3.00 85.02 40.00 10.00 100.87 "h'.bo 45 Girder T 2 2 1 1 3 4 14 4 3 2 7 5 3 10 2 i' 20 2 io' 1 2 46 15.33 T, girder T 6 388 15.85 47 48 7.28 T 10 445 5.03 4.33 49 Girder, T 50 12.50 2.91 28.37 13.28 61.90 133.53 17.22 8.50 5.12 4.63 29.01 25.81 Girder, T Girder, T 6 234 51 25.00 5.00 33.00 14.00 38.18 96.00 19.52 5? T 6 9 24 55 3 200 155 1,063 6,081 330 53 T 54 T 55 T, girder T .56 57 T girder 10.50 58 T 5.00 .29 28.90 16.40 5"» 1.50 13.24 27.72 10.00 106.68 Girder, T 3.34 10.10 28.07 9.60 64.53 60 Girder, T Girder, T Girder, T 36 7 2,763 1,635 10 3 61 6? 1 3 17 63 31.09 7.90 9 21,564 27.87 4.10 28.03 64.00 11.00 7.95 .50 1,368.37 62 91 86 60 40 90 30 40 30 30 22 60 T,glrder 1 2 5,500 9,200 4.00 16.29 32.60 2.00 9. 74 62 44 51 52 52 '.'.'.'.'.'.'.'. 4.00 16.29 39.00 21.36 11.75 1 "'ii'so' 13.69 4.00 2.00 1,113.64 .40 7.50 T, girder 3' 4 2 2 6 4 295 16.41 54.00 21.36 9.10 ? T,girder 6.60 19.36 2.01 Includes 5.90 miles cable and 5.50 miles steam. ' Second, third, and fourth main track. 296 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC STATE AND NAME OF COMPANY. TEACK— CHABACTEE AND LENGTH IN SINGLE-TEACK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way- B First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. 9q PENNSYLVANIA— Continued. Lehigh Traction 20.09 49.00 15.24 .34 31.30 5.25 83.81 23.00 6,25 6.35 10.74 1.02 28.00 13.19 11.00 9.88 5.00 19.20 12.49 61.31 10.28 6.00 13.42 8.10 475.46 15.98 11.81 24.08 318.29 8.80 15.00 5.57 410. 01 .80 .30 .52 .48 .34 21.36 56.00 6.11 3.80 36.60 12.13 63.44 9.11 8.70 8.00 76.68 19.35 3.20 2.75 3.90 14.63 6.61 12.00 20.00 3.26 5.86 66.58 13.00 3.47 1.85 8.64 2.45 2.00 5.99 7.93 6.28 12.25 328. 90 18.61 43.00 15.00 .17 23.80 5.00 82.00 22.00 6.00 5.20 10.30 1.00 27.00 12.39 11.00 9.75 4.96 10.80 10.12 47.00 10.10 6.96 12,40 7.17 337. 31 9.49 11.25 23.33 12.89 8.60 14.50 6.60 233.48 .40 .16 .26 .12 .17 20.46 49.47 6.00 3.60 24.60 12.00 55.11 9.00 8.03 7.80 66.33 19.00 3.10 2.70 3.40 12.71 6.11 11.00 19.25 3.23 6.75 52.31 11.83 3.43 1.81 6.96 2.45 2.00 5.96 7.61 5.91 11.60 270. 00 1.48 2.00 .24 20,09 49.00 16.24 20.09 32.00 7.94 .34 31.30 5.25 34.53 23.00 6.25 5.35 10.74 1.02 28.00 13.19 n.oo 9.88 6.00 19.20 12.49 14.66 .50 7.00 ""2.' 56' .88 .34 "'i."66' .60 30 Harrisburg Traction 4.00 17.00 7.30 ■"".'ii' 1.00 7.30 SI Harrisburg and Mechanicsburg Cambria Incline Plane ^ Conestoga Traction 49.28 20.00 .26 6.50 2.60 .20 Sfi Lebanon Valley ., Lewistown and Reedsville S7 SS SusQuehanna Traction S9 Lykens and Williams Valley Highland Grove .32 '10 2.00 41 Schuylkill Traction- . .... /jO Mauch Chunk, Lehighton and Slatington. Meadville Traction 8.15 9.19 flS ll Lewisburg, Milton and Watson- town. Montoursville Passenger .... .13 .04 .20 2.37 2.31 .18 .04 .89 .93 24.22 .28 .56 .75 1.12 .20 .60 .07 2.72 .26 .60 -1^ 16 New Castle Traction 8.20 3.00 12.49 1.60 5.10 17 New Castle and Lowell 12.49 .80 10.28 •11=% Schuylkill Valley Traction 2.00 51.31 ""'3.' 66' l^ Lansdale and Norristown 10.28 6.00 13.42 4.68 fin Peoples Street Railway 51 Citizens Traction .63 6.00 6.50 .10 '"7." 67' 50 Oil Citv Street Railway 3.52 475.46 *>? Union Traction 113. 93 6.21 18.90 51 Southwestern Street Railway Philadelphia, Bristol and Trenton . Philadelphia and West Chester Traction. Holmesburg. Tacony and Frankf ord Fai rmount Park Transportation Delaware County and Philadelphia Montgomery and Chester 16.98 11.81 20.75 17.29 8,80 10.00 6.67 48,51 .80 .30 .52 .48 .84 21.36 56.00 6.11 3.80 30.60 12.13 6.20 55 .81 .89 56 3.33 1.00 3.00 57 4.28 6S 59 5.00 .06 2.00 22.70 .80 .30 .52 .48 .34 7.87 16.50 12.00 1.00 1.26 .06 60 61 Pittsburg Railways 173. 81 .40 .15 .26 -.36 .17 Cable.. Cable.. Cable.. Cable.. Cable.. Cable.. 2.78 .80 .30 .52 .48 .34 361.50 24.19 go St Clair Incline Plane 63 61 Pittsburg and Castle Shannon Monongahela Incline Plane Penn Incline Plane 1.75 '"i.66" 18.00 65 66 67 Pittsburg, McKeesport and Greens- burg. Pittsburg, McKeesport and Con- nellsville. Pottstown Passenger Railway Rinffinff Rocks Electric .90 1.42 .11 .20 4,40 .13 4.53 .11 .67 .10 2.61 .36 .10 .05 .50 1.92 .50 1.00 .75 .03 .11 6.77 1.17 .04 .04 .14 21.36 66.00 6.11 3.80 30.60 12.13 63.44 9.11 8.70 2.60 76.68 19.35 3.20 2.75 3.90 14.63 6.61 12.00 20.00 3.26 5.86 66.58 13.00 3.47 1.86 8.64 2.46 2.00 6.99 7.93 6. '28 12.26 328.90 8.70 21.00 68 69 70 5.11 71 Pottsvillp TTnion Traction L60 12.20 72 73 74 76 76 77 Punxsutawney Street Railway United Traction 8.80 63.44 .64 8.98 Waverly, Sayre and Athens Neversink Mountain Railroad Mf Penn (rrnvitv Railwav \ 9.11 8.70 8.00 38.10 16.25 3.20 2,75 3.90 14.63 6.61 12.00 20.00 3.26 5.86 066.58 13.00 3.47 1.86 8.64 2.45 2.00 6.99 7.93 6,28 12.26 328.90 7.42 8.00 1.80 ■■".'ss' 7.10 .10 8.74 Steam . 5,50 38.68 3.10 1.00 1.20 78 79 80 81 82 83 84 86 86 87 88 89 90 91 92 93 94 95 96 97 98 Strnnd«>bnrs' Pas'iene'er 1.00 Sunbury and Northumberland .60 3.71 2.70 10.85 Tarentum Traction Passenger Titusville Electric Traction 8.00 "■5.' 66' Washington Electric Railway West Chester Street Railway Wilkesbarre and Wyoming Valley. . Wilkesbarre, Dallas and Harveys Lake. 3.66 6.00 12.99 7.50 3.60 .23 .18 South Side Passenger Railway Williamaport Passenger Railway . . . East End Passenger Railway 1.64 .10 .20 2.00 Yardley, Morrisville and Trenton . . .03 .42 .37 .76 16.72 1.13 1.14 7.93 6.28 6,00 3.64 1.00 72.69 .30 York and Dallastown Electric Vnrlr fitrppt Railwav , RHODE ISLAND. 42.18 7.43 38.07 1 2 3 4 5 6 7 8 18.88 19.71 137.05 68.07 25.12 31.50 6.23 22.34 18.04 18.04 104. 55 55.34 24.16 22.23 6.15 21.50 .84 1.10 7.86 3.53 .97 1.50 .08 .84 18.88 19.71 137. 05 68.07 26.12 31.50 6.23 18.88 19.71 137.05 68.07 26.12 31.50 6.23 22.34 17.92 .57 24.64 9.20 4.03 7.54 4.88 24.15 .23 11.40 11.64 31.25 .15 "■"'.'36" 3.40 New York, New Haven and Hart- ford. 7,77 Woonsocket Street Railway 22.34 1.60 1 For details see Supplementary Table 1. ■ For feeder conduit system see Supplementary Table 2. 8 Includes 1 mile leased from an operating company. < Second, third, and fourth main track. GENERAL TABLES. CONSTEUCTION, BY COMPANIES: 1902— Continued. 297 TEACK— CHARACTEE AND LENGTH IN BINGLE-TKACK MILES— continued. BRIDGES AND TDNNELS OWNED.l STEAM RAIL- EOAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTRUCTION, MILES. FEEDER WIRE, MILES. within city limits. Outside city limits. Equip- pedwith cast- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. St«el or iron poles. Wooden poles. Over- head. Under- ground (=) Maxi- mum. Mini- mum. Ah .Q •Hi 2.63 87.00 6.24 .34 11.80 4.00 13.56 6.00 2.00 2.60 3.60 1.02 8.00 4.00 6.60 2.00 2.00 16.20 .56 10.80 3.76 1.00 5.51 3.83 465.00 15.98 1.25 17.46 12.00 10.00 60 107 60 40 97 70 90 90 90 56 76 80 70 85 70 70 56 80 70 90 78 56 70 70 136 90 90 70 70 90 90 80 117 60 46 60 75 60 85 90 66 80 70 56 93 60 56 45 107 70 56 60 56 60 70 67 77 60 48 90 60 65 65 90 45 60 70 60 60 70 60 48 50 40 78 56 48 50 60 45 45 80 40 60 70 60 66 66 70 60 72 56 60 66 60 60 60 66 60 90 76 60 60 60 45 60 60 60 60 40 49 48 60 60 60 45 56 45 40 58 48 46 40 60 66 67 45 60 40 36 60 65 65 42 45 60 60 60 60 45 Girder, T Girder, T, groove. Girder, T T 10 9 2 1 10 4 8 6 . 3 1 1 241 170 150 100 776 62 2,360 63 210 40 120 4 6 12 1 2.50 34.90 11.60 16.11 8.00 3.60 "".'io' 50 60 66 "ii'oo" 18.61 31.00 15.00 44.20 90.00 14.00 00 30 31 g'> 19.60 1.26 70.26 18.00 4.26 2.75 7.24 .60 Girder, T Girder, T Girder, T Girder, T Girder, T Girder, T Girder, T, groove. Girder 4 7 23.80 3.00 77.00 9.00 3.00 8.00 10.30 52 60 60 40 45 43 40 58 60 43 56 66 60 53 52 65 52 57 60 45 50 41 48 50 53 53 60 45 46 "'i.'oo' '"9." 66" 'sse.'si' 6.89 '"a 66' '"'i'oo' 164.50 23.80 5.00 82.00 22.00 6.00 5.20 10.30 20.00 2.00 200.00 29.00 4.50 4,20 6.00 2.00 68.76 10.60 6.00 4.00 3.00 18.00 16.00 83.82 16.00 5.50 9.10 ss 2.00 5.00 13.00 3.00 2.20 34 5 1 7 6 35 96 37 1 9« 39 1 1.00 19.00 8.62 4.50 7.75 2.96 40 20.00 9.19 4.60 7.88 3.00 3.00 11.93 40.51 6.63 5.00 7.91 4.27 10.46 T 16 2,368 15 8.00 3.87 6.50 2,00 2.00 10.80 10.12 18.82 2.00 4.96 7.93 2.30 308.86 6.39 7.00 16.33 12.89 8.60 1.60 2.00 232.09 27.00 12.39 11.00 9.75 4.96 10.80 10.12 38.00 10.10 5.96 12.40 7.17 1.00 2.60 10.44 23.33 12.89 41 12 Girder.T Girder 2 4 240 90 2 19 T.. w Girder, T . . \^ Girder, T 6 11 2 2 2" 55' 3 46 T 17 Girder, T Girder, T T 1 1 3 3 36 100 90 765 6 1 i" 3 64 28.18 8.10 1.00 4.47 4.87 23.08 3.10 3.44 7.00 "5." 37' 48 49 50 51 52 Girder, T Girder, T 26.97 Girder, T 186. 18 30.00 9.00 40.00 14.50 628.29 '"4" 66' 63 54 55 56 67 68 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 Girder, T 10.56 24.08 Girder, T . Girder, T Girder, T 4 60 1 1 3 18.29 8.80 3.60 2.00 239.07 .80 .30 .52 .48 .34 6.05 38.75 3.50 1.50 12.00 2.00 34.23 9.11 1.28 T 15 3 2 6 2,922 440 360 2,775 11.40 3.57 170.94 Girder, T T 12.90 8.50 14.60 4.60 77.59 44.00 3.00 434.25 Girder, T T 17 32 T T T T 15.31 17.25 2.61 2.30 18.60 10.13 29.21 Girder.T Girder, T Girder,T 19 16 799 2,770 2 12 20.36 42.47 3.50 1.60 11.40 12.00 50.56 8.25 2.27 2.50 57.33 4.00 2.06 2.48 3.20 12.71 6.11 7.00 14.25 3.23 1.75 46.31 4.16 3.43 1.81 6.96 2.45 2.00 6.96 7.51 5.91 11.50 159.08 17.04 9.08 81.15 20.31 .10 7.00 2.60 2.10 13.20 65 42 50 50 40 50 50 52 50 40 38 50 66 42 44 63 48 40 50 40 45 53 66 45 45 45 46 62 60 52 52 52 3.00 "".'so' "'i.'ffi' ".'25' 26.74 20.46 46.47 6.00 3.60 24.60 12.00 65.11 9.00 8.03 2.60 64.83 19.00 3.10 2.70 63.00 12,71 4,86 11,00 19.25 3,23 5,75 62,06 11,83 3.43 1.81 6.96 2.45 2.00 6.96 7.61 5.91 11.50 243.26 20.46 49.47 6.00 3.00 36.00 8.00 100. 15 3.00 16.06 2.50 76.68 32.00 5.60 .68 2.00 41.00 6.11 7.00 15.00 3.23 7.60 160.00 16.00 2.30 Girder,T Girder, T Girder, T Girder,T T 1 3 3 16 3 3 76 150 96 867 400 288 2' 3 1 9 4 7 4.65 .75 6.76 7.42 8.00 11.50 15.35 1.00 T T 66.18 4.00 2.20 2.75 2.50 3.70 6.61 4.00 6.00 3.26 1.66 60.00 2.00 2.31 1.85 8.64 1.06 .50 1.25 1.60 Full groove, gir- der, T. Girder, T Girder, T T 6 3 1 3,060 1,100 10 11 19 2 3 1 3 3 8.00 15.00 1.05 .22 .20 1.40 10.93 Girder, T ... T 4 300 1 T 8.00 14.00 T 2 3 330 60 2 2 4.00 5.00 T, girder . 84 Girder.T 86 4.20 6.58 11.00 Girder, T Girder,T T 2 11 9 630 340 217 4.00 6.00 7.67 ""'i'oo' 30 10 87 88 1.16 Girder, T . . . . 1 1 1 1 1 89 Girder,T 90 91 92 93 Girder.T Girder, T 1 266 2.00 1.39 1.50 T, groove 2.00 4.74 6.33 6.28 3.00 102. 53 T 94 Girder,T Girder,T 1 7 1 20 120 166 23 4,518 1 20.00 15.00 15.00 237.64 95 96 9.25 226.37 Groove, girder, T. 2 7 5 11 97 98 14.50 110.92 18.88 60 90 98 98 60 90 90 60 56 60 60 60 60 90 50 50 T 7 1 1,280 460 i' 2 3 2 4 4 1 1.00 8.96 23.40 35.03 24.15 55 50 50 50 50 60 50 52 "'3.' 34' 23.40 18,04 14.70 81.15 55.34 24.15 22.23 6,16 21,50 33.00 6.10 60.88 38.86 49.86 22.00 ^ 6. .50 21.34 1 2 3 4 6 6 7 8 19.71 136.82 66.86 T, girder. .28 11.71 26.12 31.26 4.00 11.34 14.50 T, girder T, girder... 11 2,766 T .25 2.23 11.00 T 22.23 .45 8.82 T, girder 1 12 5.70 12.68 T i .40 mile of construction supported by bridge structures. 6 Technically leased. 298 STREET AND ELECTRIC RAILWAYS. Table 94.— EOADBED, TRACK, AND ELECTRIC STATE AND NAME OF COMPANY. TEACK— CHARACTEE AND LENGTH IN SINGLE-TEACK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- rights. Con- struct- ed and opened for op- eration during year. On private right of way- (a 1 First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. SOUTH CAROLINA. Total for state 76.98 63.33 10.65 3.00 73.80 3.18 76.98 1.00 6.60 15.70 2.43 North Augusta Electric and Im- provement. Charleston Railway, Gas and Elec- tric. Columbia Railway, Light and Power Greenville Traction 1 2.38 34.42 14.00 7.00 1,87 1.31 16.00 2.00 2.00 24.67 12.00 6.77 1.75 1.26 14.89 2.00 .38 .60 .60 .23 .12 .06 1.11 2.38 84.42 14.00 7.00 2.38 34.42 14.00 7.00 1.87 1.31 16.00 2.00 1.00 3.60 2.00 3.70 1.63 .80 1 9.15 1.60 S 4 4 4 4 1 1 26 50 800 150 540 20 5 4 f> 182 40 124 62 32 81 3 7 3 182 40 79 26 47 7 2 12 152 3 9 2 3 182 40 79 3 47 1 1 3 2 1 1 1 1 5 1 1 30 15 10 2 15 10 70 ^ 32 63 32 63 8 7 38 s 23 23 (> 46 7 2 12 160 3 11 2 6 1 7 8 42 2 19 58 60 74 1,005 29 32 13 9 10 17 25 384 2 16 4 46 5 10 7 2 12 2 11 19 1 2 13 4 40 1 1 150 3 9 20 1 10 400 25 100 14 It 2 12 2 2 6 16 2 3 17 1 IS 2 1 19 2 2 6 5 41 2 19 34 60 74 902 24 26 9 8 10 17 24 318 6 5 41 2 19 1 1 1 1 1 2 2 40 100 100 25 60 3 OQ ''1 1 3 99 2 o-^ i 1 1 1 40 149 2 3 94 34 60 74 411 34 60 74 501 1 2 25 2 10 8 140 40 6,000 1 30 125 20 20 5 3 48 '^fi 27 38 401 24 24 9 12 14 28 ?9 2 2 2 1 1 1 2 1 18 18 6 10 30 91 1 32 10 17 6 8 4 17 3? ^\ 24 313 1 10 70 3,069 35 8 210 202 8 6 30 17 13 8 38 6 267 4 2 46 13 8 38 6 203 4 2 44 13 8 38 3 203 4 1 24 20 110 10 2,695 10 1 8 10 21 6 154 2 10 21 6 1 3 1 10 1 1 1 6 14 2 2 9 6 3 4 154 4 9 5 2 p 2 1 4 7 17 17 44 2F 200 3' 8 306 STREET AND ELECTRIC RAILWAYS. Tablb 95. -OARS AND MISCELLANEOUS STATE AND NAME OF COMPANY. NUMBER OF CARS. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Bnow- plow. Sweep- er. Electric equipment. With fend- ers. Total.] Closed. Open. Combination. With. With- out. 1 Closed and open. Pas- senger and ex- press. CONNECTICUT. Total for state 1,380 1,196 545 647 4 48 46 69 21 1,213 167 1,057 Branford LlsrlltinGr and Water 1 '^0 18 37 13 30 26 262 39 31 24 66 26 2 301 27 18 40 20 24 4 4 20 163 Connecticut Railway and Lighting 310 16 34 13 26 18 212 34 31 18 48 21 148 6 13 3 13 6 111 13 11 6 21 7 162 10 21 10 13 12 101 21 18 12 27 14 4 18 24 2 1 4 i' 350 16 24 13 16 21 232 38 12 19 34 14 2 296 26 12 28 19 22 2 4 13 156 10 2 13 14' 4 30 1 19 5 21 12 299 22' 13 16 20 223 36 12 18 34 s Bristol and Plainville Tramway . . 4 Danbury and Bethel . 1 5 Green wicli Tramway fi Hartford and Springfield 2 1 5 2 2 2 7 2 9' 7 Farmington Street Railway 4 29 1 8 Hartford Street Railway q Hartford, Manchester and Bockville in New York, New Haven and Hartford (Berlin sys- tem). Meriden, Southington and Compounce 2 11 6 1 1 1 6 1 3 2 1 10 2 3 3 1 1 i' ........ 6 1'> Meriden Electric Railroad 2 2 IS Middletown Street Railway 14 Manufacturers Railroad 15 Fair Haven and Westville ... 276 26 14 37 18 23 4 4 14 161 130 7 6 19 6 10 2 2 6 80 146 18 8 18 12 13 3 5 1 6 12 1 2 2 7' 8 285 26 14 29 6' 2 4 16 New London Street Railway 17 Montville Street Railway 1 IS Norwich Street Railway m Peoples Tramway . . . 1 ?n Stamford Street Railroad . ?i New York, New Haven and Hartford (NewCanaan branch). Suffield Street Railway 2 w 2 9 68 ?i Torrington and Winchester 3 1 7 2 1 4 DELAWARE. Total for state 3 Wilmington and New Caatle 1 15 63 95 1,010 12 60 89 977 4 30 46 409 6 19 43 633 :::::::: 2 1 2 2 3 4 1 2 I 23 7 63 95 638 8 ? Peoples Railway a Wilmington City DISTRICT OF COLUMBIA. Total for district 36 4 372 755 44 2 226 64 62 ""355' 22 87 Anacostia and Potomac River 1 48 7 469 67 54 2 360 23 111 44 5 448 64 52 22 101 16 2 223 39 22 3 3 226 6 30 26 4 2 6 2 2 2 6 44 2 234 57 52 ■"■■227' 22 85 4 5 225 2" 2 133 1 26 ? Brightwood Railway 3 Capital Traction 2 3 i' 4 City and Suburban of Washington 10 !i Columbia Railway «i Georgetown and Tennallytown 7 Metropolitan Railroad : 102 6 60 250 17 50 2 1 i' 8 Washington and Great Falls FLORIDA. Total for state 1 6 4 Fort Meade Street Railway 1 2 43 8 2 23 33 497 1 41 7 2 23 .27 464 27' i' 10 12 228 1 14 7 1 12 15 223 1 I 2 6 2' 9 7 89 4i' 7 12" 27 67 ? Jacksonville Electric 2 1 37 8 R Key West Electric 4 Palatka and Heights Street Railway 5 Pensacola Electric Terminal 1 14 26 408 fi Tampa Electric 5 17 1 25 GEORGIA. Total for state 3 1 Athens Electric Railway 1 12 183 76 29 7 61 11 "? 4 3 9 176 67 28 4 48 10 106 6 2 3 6 100 34 7 3 24 5 45 2 2 3 3 76 33 18 1 24 5 60 4 1 2 8 7 1 10 181 44 21 2 2 31 8 7 10 2 23 iY ? Georgia Railway and Electric a Augusta Railway and Electric 1 4 Columbus Railroad 3 ft Covington and Oxford 3 fi Macon Railway and Light 3 1 3 41 9 95 7 7 City Electric Railway 8 Savannah Electric 10 1 2 9 Valdosta Street Railway in Washington Street Railway 4 3 IDAHO. Total for state 3 Boise Rapid Transit 1 3 7,778 3 7,021 3 3,816 3 3,315 4,463 3 3,214 ILLINOIS. Total for state 3,112 76 18 251 269 161 86 Alton Railway, Gas and Electric 1 21 76 34 16 64 32 16 44 16 6 18 72 31 3 4 3 7 9. Elgin, Aui ora and Southern 20 13 2 1 1 3 Bloomington and Normal 4 ^Cars furnished and operated by another company. GENERAL TABLES. EQUIPMENT, BY COMPANIES: 1902— Continued. 307 NDMBEE OF CABS— oontiuued. NUMBEB OP— With brakes. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. ■ Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. 1 1,364 188 21 574 500 74 1,348 1,848 34 55 43 86 6,195 47 1 360 18 37 13 80 22 262 39 31 24 61 24 2 301 27 14 37 20 24 4 4 20 163 49 150 6 13 3 13 6 126 13 13 6 22 14 117 6 10 3 13 6 117 13 13 6 33 360 16 37 13 30 25 ^62 35 31 24 51 21 360 16 37 13 30 25 262 35 31 24 61 21 4 1 1 15 3 2 \ 2 5 1 1 2 8 3 13 1 2 15 2,000 60 45 65 265 76 1,900 50 2 3 16 3 4 5 16 3 49 1 31 5 13 6 7 1 9 11 8 7 8 17 9 in 100 400 100 11 22 7 1 1 3 1 25 5 12 2 7 13 14 130 7 6 19 6 10 4 2 5 83 130 7 6 19 6 10 4 2 5 83 301 25 14 37 20 23 4 4 15 160 301 25 14 37 20 23 4 4 15 160 6 1 1 2 1 2 1 6 1 24 1 6 1 875 26 20 30 85 30 15 2 1 16 14 17 8 6 4 1 3 3 IS 16 19 2 m 4 5 ?i •». i 6 10 8 80 362 ?s 10 4 5 26 15 63 95 1,010 6 31 46 342 6 31 46 341 13 53 94 994 13 53 94 984 3 1 2 2 16 1 4 62 150 150 3,501 1 26 2 10 1 20 4 30 4 146 8 1 10 48 7 469 57 64 2 360 23 105 41 2 121 49 22 41 2 120 49 22 44 6 463 64 62 44 5 463 54 52 2 1 6 2 1 1 2 1 6 2 1 10 2 2 9 95 21 16 125 1 2 1 7 2 2 1 10 1,000 315 310 61 1,478 212 1,233 8 4 5 A 102 5 1 102 6 364 22 101 354 22 89 1 7 10 13 5 7 8 3 1 1 12 10 14 2 41 8 2 23 29 495 1 41 7 2 21 29 476 1 2 2 2 3 1 41 7 3 1 1 1 1 2 1 16 12 2 203 280 2 8 2 9 4 1 1 12 29 470 3 3 29 50 700 3,079 f, 3 23 1 1 45 A 111 111 6 178 4 12 183 75 29 7 51 9 118 7 4 3 6 100 6 100 9 175 75 28 4 49 10 118 6 2 3 9 175 75 28 1 3 2 1 2 2 1 2 1 1 1 3 12 4 2 8 4 125 1,100 500 700 1 23 90 45 16 2 2 7 3 1 3 4 4 5 6 6 49 10 118 6 15 7 5 320 130 200 4 3 fi 6 12 7 6 8 q 2 6 in 3 3 3 7 8 5,790 3 3,841 18 44 20 3 1,918 3 7,216 3 4,601 1 96 7 22,388 1 1,629 1,485 1,923 2,615 212 536 369 311 21 72 34 18 44 20 18 72 31 18 72 31 1 2 2 1 8 10 20 76 400 100 1 7 5 40 ? 2 I 8 2 Passenger cars furnished by another company. 308 STREET AND ELECTRIC RAILWAYS. Table 95.- -OAKS AND MISCELLANEOUS STATE AND NAME OF COMPANY NUMBER OP CAKS. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total. Closed. Open. Combination. With. With- out. 1 Closed and open. Pas- senger and ex- press. 4 ILLINOIS— Continued, Meclianicsburg and Buffalo 3 18 8 10 31 1,953 2,865 370 239 61 34 1 39 203 212 361 110 61 141 64 4 32 7 32 37 >213 24 8 20 21 29 12 21 5 10 3 11 2 16 25 160 10 47 47 7 64 16 1,146 2 13 7 10 27 1,807 2,676 337 217 45 29 1 37 202 210 361 104 54 139 56 3 29 6 30 34 1 7 4 4 20 862 1,199 166 52 20 29 1 37 202 210 361 48 16 139 32 3 19 6 18 34 1 1 3 7 3 10 14 1,316 1,832 88 104 is' ii' 4 i?' 872 1,297 266 130 46 20 S Cairo Electric Railway 6 3 6 7 946 1,447 171 156 26 3 1 2 11 5 R Egypt Electric 7 Centralia and Central City « Urbana and Champaign 4 68 73 12 16 3 3 17 637 1,033 282 135 61 21 1 16 62 180 90 63 28 37 45 3 27 6 23 37 q Chicago City Railway 8 16 54 66 10 4 2 1 16 44 11 2 1 1 in Chicago Union Traction 30 11 Chicago Consolidated Traction n Calumet Electric Street Railway 9 13 Chicago Electric Traction 14 Chicago General Railway Ifl Chicago General Electric Railway Ifi Suburban Railroad 1 1 2 1 2 4 2 3 1 3 1 1 2 4 5 1 23 151 32 271 47 33 104 19 1 5 1 9 ""213" 2 6' 11 11 5 12 39 59' 26 3' 37' 22' 8 10 iY 6 17 Northwestern Elevated Railroad IS South Side Elevated Railroad 19 Metropolitan West Side Elevated 9 ?n South Chicago City Railway 56 15 1 1 3 1 91 Chicago and Milwaukee 16 9 1 ?•? Lake Street Elevated Railroad ?s Chicago and Joliet 16 4 4 2 2 1 94 Northern Electric Railway W Danville Railway and Light 10 i>fi Danville, Paxton and Northarn 97 Decatur Traction and Electric 12 i' 1 98 East St. Louis Railway 99 St. Louis and Belleville 209 2 sn East St. Louis and Suburban 17 8 16 11 27 8 18 5 7 3 8 2 16 24 160 10 42 44 6 62 11 998 13 8 10 6 13 4 10 4 6 3 6 1 9 12 76 2 2 22 8 14 10 18 7 9 6 4 3 8 SI St. Louis and East St. Louis 39 Granite City and St. Louis 8 5 14 3 8 1 2 4 8 1 1 3 1 1 1 1 i' 33 Freeport Electric 34 Galesburg Electric Motor 3S Chicago, Harvard and Geneva Lake 1 2 3fi Jacksonville Railway 37 Kankakee Electric Railway 3S North Kankakee Light and Railway 2 1 6 3' 2 4 1 53 ■"■23' 8 i' 24' 150 10 34 47 39 Lincoln Street Car 40 Coal Belt Electric Railway 1 1 7 12 74 1 1 2 41 Murphysboro Street Railway 49 Ottawa Railway, Light and Power 12 24 107 10 24 39 7 62 11 818 43 Peoria and Prospect Heights 1 7 44 Central Railway 3 45 Peoria and Pekin Terminal 10 4fi Quincy Horse Railway 18 20 6 32 6 515 24 24 4 2 1 i' i" 47 Rockford Railway, Light and Power 48 Rockford and Belvidere 49 Springfield Consolidated 16 5 467 4 2 5 114 2 5 328 52 • 645 5n Peoples Light and Railway INDIANA. Total for state 4 12 8 11 15 Brownstown and Ewing 1 1 8 92 82 8 12 317 '\ 11 242 9 11 17 35 15 16 4 4 6 21 44 72 73 14 16 8 858 1 7 87 76 7 U 298 1 7 40 26 7 11 142 1 4 27 39 ii' 64" 76 7 11 298 2 John S. Crump 1 4 2 1 4 65 43 8 12 303 3 Evansville Electric Railway 47 60 1 . 4 4 Fort Wayne Traction S Fort Wayne and Southwestern B Hammond, Whiting and East Chicago 1 6 7 Indianapolis Street Railway 166 14 8 Broad Ripple Traction 9 Indianapolis, Shelby ville and Southeastern Indianapolis and Eastern 7 9 172 8 11 16 31 14 16 4 3 6 20 36 63 60 14 13 8 675 7 7 110 6 9 7 14 8 6 4 2 1 13 16 32 23 5 7 4 391 1 1 64 1 7 10 135 9 1 1 107 ii' 8 13 2 10 7 10 60 8 in 2 1 4 11 Union Traction 62 2 12 Indianapolis, Greenwood and Franklin 2 13 Jefferson ville City Railway 2 9 17 6 10 14 Kokomo Railway and Light 1 2 1 9 22 13 6 4 3 3 17 21 45 63 9 10 7 536 IS Lafayette Street Ra ilway 2 Ifi Logansport Railway 17 Logansport, Rochester and Northern 18 Madison Light and Railway 19 Lake Cities 1 6 7 16 31 29 9 6 4 281 1 1 3 4 23 27 20 5 6 1 323 4' 12 64 26 9' 477 90 Highland Railroad 91 New Albany Street Railroad 1 2' 1 ?9 Richmond Street and Interurban 4 1 1 1 6 4 9 1 2 2 93 Indiana Railway 94 Terre Haute Electric 8 95 Vincennes Citizens 9fi Wabash River Traction 2 1 97 Washington Street Railway IOWA. Total for state 3 41 115 16 11 Boone Electric 1 10 58 29 3 28 78 7 50 23 3 26 71 5 16 22 3 12 41 2 34 2 7 4 1 1 2 5 27 25 5 31 4 3 12 23 3 23 22 52' 9 Burlington Railway and Light 3 Cedar Rapids and Marion City 1 4 Peoples Street Railway 5 State Electric 13 30 2 3 1 3' 16 65 6 Omaha and Council Bluffs ...... 1 Exclusive of 2 electric locomotives. GENERAL TABLES. EQUIPMENT, BY COMPANIES: 1902— Continued. 309 NUMBER or CABS— continued. NUMBEK OF— With brakes. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. \ Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. 3 18 8 10 31 612 2,451 370 239 61 31 1 39 203 2 7 4 4 20 862 1,207 166 61 21 20 1 9 202 210 361 48 17 139 45 3 17 6 18 34 2 7 4 4 8 802 724 8 61 20 20 1 9 2 13 7 10 31 1,807 2,807 337 226 31 30 1 37 202 210 851 108 57 139 61 3 29 6 32 85 2 1 3 4 13 7 A 1 1 2 7 15 4 5 1 20 6 10 10 2 188 275 3 5 7 12 60 483 158 31 1,019 1,020 337 226 51 30 2 70 100 20 100 2,700 1,500 750 570 300 200 8 60 210 1,281 204 788 1,787 30 <) in 11 9 2 62 u 1 13 5 14 1 1 1 1 1 3 2 3 1 4 1,5 16 203 212 361 3 30 141 16 37 202 210 351 108 32 139 61 3 29 6 32 35 400 1,200 1,500 6,000 495 500 1,285 300 50 200 10 110 78 3 8 8 16 11 30 10 31 16 202 210 851 48 16 139 45 31 23 58 1 5 54 24 17 18 361 110 61 141 64 3 32 6 32 37 213 24 8 14 21 29 12 21 B 7 3 11 2 16 24 160 10 47 47 7 52 16 1,121 19 2 W 1 25 25 12 20 ■^1 9? 3 23 3 17 ?4 2 2 2 2 1 2 1 3 10 2,'i 6 6 18 12 2 96 10 2 27 34 2 ?H 213 19 99 19 8 12 6 13 8 9 B 5 3 7 1 9 12 76 10 18 20 6 32 6 524 i9 8 10 6 1 1 24 8 14 11 29 11 18 5 7 3 8 2 16 24 150 10 47 47 6 52 11 1,015 24 8 14 11 29 11 18 5 7 3 8 2 1 1 1 1 1 1 1 1 1 216 16 100 100 60 15 50 18 15 19 25 18 30 31 2 3 1 10 2 32 33 12 7 9 5 2 3 3 2 3 34 7 5 11 3,') 2 36 37 3 1 1 2 38 39 7 10 14 40 1 7 12 76 2 1 1 4 41 ^ 16 24 150 10 47 47 6 52 11 999 100 240 2,076 100 100 50 42 43 1 10 10 1 1 3 4 10 44 10 10 18 ^'i 2 5 1 9 1 62 1 3 46 20 4 32 6 238 1 2 47 6 2 48 2 1 50 200 45 5,843 49 1 40 50 125 286 16 95 372 1 8 91 82 8 12 317 1 4 37 26 5 11 142 1 1 8 87 76 8 11 303 1 4 3 1 4 37 26 4 87 76 8 11 303 38 2 40 250 190 200 30 2,500 50 102 100 1,000 50 2 4 6 3 18 4 8 5 2 26 6 5 11 fi 35 142 16 1 20 7 1 1 3 12 4 S 7 10 228 9 11 17 35 15 16 4 4 6 21 44 64 73 14 16 8 800 7 10 44 8 7 10 121 8 7 7 10 187 9 11 17 31 15 16 4 3 6 21 16 68 64 14 14 8 709 7 10 187 9 27 17 222 18 9 10 82 8 10 39 4 30 1 11 12 11 20 13 7 14 8 6 4 I 13 16 33 32 5 7 4 387 7 17 31 15 16 4 3 6 21 16 68 64 14 14 8 705 2 40 75 50 10 40 31 40 30 125 300 250 60 285 5 3,552 14 14 6 6 4 2 5 IB 2 1 15 17 IX 2 1 13 4 1 8 5 1 19 1 1 7 6 20 1 21 4 12 32 24 20 m 2 20 93 9 5 16 24 ?.>; 6 4 140 1 15 96 27 24 14 247 4 21 43 65 69 10 50 29 3 28 68 10 5 16 23 2 9 37 4 12 1 4 23 2 9 8 7 60 26 2 25 75 7 50 26 2 1 3 1 3 3 4 100 92 50 1 2 2 12 1 ?, 1 6 3 2 4 25 75 60 332 fi 6 34 13 2 « 1165—05- -21 2 Cars rented. 310 STREET AND ELECTRIC RAILWAYS. Table 95 CARS AND MISCELLANEOUS STATE AND NAME OF COMPANY. NUMBER OF CABS. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With lend- ers. Total. Closed. Open. Combination. With. With- out. f Closed and open. Pas- senger and ex- press. 7 IOWA— Continued. Tri-City Railway. . . 168 134 18 44 1 12 6 24 8 16 30 35 2 72 11 171 232 5 19 12 14 6 7 45 12 4 71 31 6 976 166 81 4 42 1 11 4 24 8 12 26 32 2 65 3 25 207 88 70 4 19 1 4 2 12 5 5 10 13 2 43 2 12 141 68 11 4 49 14 1 4 4 4 117 87 6 28 1 7 2 13 6 7 21 33 61 47 12 16 5' 4 11 2 9 9 2 2 16 8 51 85 156 80 6 30 1 e' 26' 32 36' 3 7 48 R Des Moines City Railway q Interurban Railway in Union Electric 23 ] 11 Fort Dodge Light and Power T Fort Madison Street Railway 7 2 12 3 6 16 19 1 IS Independence and Rush Park 2 14 Keokuk Railway and Power Ti Marshalltown Light Power and Railway 16 Mason City and Clear Lake 1 4 17 Citizens Railway and Light 3 2 1 i 18 Ottumwa Traction and Light . . iq Red Oak Street Railway . ?n Sioux City Traction 22 1 12 66 4 8 10 7 1 2 66 3 20 147 ?i Tama and Toledo ., "y Waterloo and Cedar Falls . . 1 36 10 KANSAS. Total for state 8 - Arkansas City Street Railway 1 5 16 11 13 5 7 36 12 4 62 31 6 889 3 7 6 7 4 4 30 8 4 41 21 6 617 2 9 5 6 1 3 5 4 5 10 6 14 2 3 4' Atchison Railway, Light and Power 3 1 9 6 s Fort Scott Consolidated Supply 4 Hutchinson Street Railway 1 5 lola Electric Railroad 1 4 4 45 10 6 Electric Railway and Ice 7 Kanstas Citv-Leavenworth ^ 10 H Pittsburg Railroad.. 2 4 27 6 6 272 44' 620 q Consolidated Street Railway in Topeka Railway 21 10 2 7 44 25 11 Wichita Railroad and Light T' Union Street Railway KENTUCKY. Total for state 198 73 1 2 69 17 8 704 Bowling Green Railway 1 8 142 6 12 42 6 648 13 18 12 21 48 670 7 132 5 11 39 5 606 10 14 12 19 29 626 6 30 5 9 18 3 492 10 14 5 6 19 551 1 30 1 6 7 142 6 9 29 6 425 11 14 9 16 30 596 1 ? Cincinnati, Newport and Covington 72 4 s Frankfort and Suburban 1 4 Henderson Street Railway 2 21 1 113 1 2 1 22 2 4 3 ,13 42" 5 Lexington Railway 1 6 Georgetown and Lexington . i" 1 7 Louisville Railway 16 5 223 2 4 3 5 18 75 425 11 579 R Louisville, Anchorage and Pewee 1 q Kentucky and Indiana in Maysville Street Railroad 7 13 10 69 11 Owensboro Citj' Railroad. 2 18 43 T> Paducah City Railway 1 1 LOUISIANA. Total for state 6 Baton Rouge Electric and Gas 1 7 3 83 31 365 162 4 15 598 7 3 78 30 356 134 4 14 476 3 3 78 25 307 122 4 g 199 3 1 7 Lake Charles Street Railway 3 4 34" 24 4 6 129 79' 31 331 138 11 S St. Charles Street Railroad 4 1 9 28 1 79 31 331 138 4 Orleans Railroad 49" 12 5 fi New Orleans Railways . 6 New Orleans and Carrollton 7 Algiers, McDonoghyille and Gretna R Shreveport Belt Railway 5 274 1 43 9 469 MAINE. Total for state 1 2 33 46 Augusta, Winthrop and Gardiner 1 22 27 27 20 13 27 9 9 6 2 87 4 .238 21 30 26 7 13 10 19 24 15 16 9 24 7 1 6 2 70 4 207 17 18 15 8 8 9 8 11 13 8 3 6 3 1 3 1 26 2 87 6 8 7 2 2 4 10 13 2 8 6 19 4 1 i 1 2 22 27 9 19 13 18 9 4 Public Works S Penobscot Central Railway i2 18 1 4 Bangor, Orono and Old Town 2 3 2 1 3 1 S Bangor, Hampden and Winterport 6 Biddeford and Saco Calais Street Railway .... 9 7 1 1 R Benton and Fairfield 7 5 6 q Fryeburg Horse Railway 3 1 46 2 120 11 10 8 3 4 5 in Atlantic Shore Line 2 60 4 196 21 20 18 6 11 10 11 Lewiston Brunswick and Bath 2 6 9 27 ^'> Norway and Paris IS Portland Railroad 1 1 4 2 1 3 13 1 5 8 17 2 3 1 1 2 1 42 I'l Portsmouth, Kittery and York if> Rockland Thomaston and Camden 10 8 1 2 2' 9 16 Sanford and Cape Porpoise 17 Skowhegan and NorridgewockRailwayand Power Somerset Traction 1R 1 1 19 WatervlUe and Fairfield Railway and Light 1 Exclusive of 2 steam locomotives. GENERAL TABLES. EQUIPMENT, BY COMPANIES: 1902— Continued. 311 NUKBEE OF cAEs— Continued. NUMBER OF— With brakes. Heated. Lighted. Stations. Car houses. Eorses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, eto. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. 166 134 6 42 1 11 i 24 8 16 27 35 2 72 3 71 227 2 88 70 6 19 1 4 2 8 5 8 10 13 2 43 2 14 99 20 14 1 19 68 66 6 168 91 6 43 1 11 4 24 8 14 26 33 2 65 3 25 166 168 91 6 43 1 11 4 24 8 14 26 83 3 3 10 7 875 500 106 7 1 3 18 4 6 Q 4 4 22 9 2 1 1 1 1 1 1 1 2 10 1 4 i 30 10 18 100 50 40 26 150 11 • -1 12 2 "*•""•*"*" 13 8 6 14 2 15 10 8 3 12 16 10 17 13 2 18 2 43 2 4 4 1 19 65 3 25 146 7 1 4 7 3 1 4 16 16 1 "4i6' 100 600 482 4 20 21 2 11 34 2 3 65 23 2 22 20 79 34 6 16 12 13 5 7 45 12 4 71 31 6 975 3 7 4 7 4 4 3 3 16 12 7 4 7 3 1 1 2 2 1 1 4 1 7 16 12 7 2 29 75 2 4 7 4 4 40 1 3 7 4 7 2 1 86 40 5 4 A 7 g 7 2 36 21 4 522 7 2 34 12 4 64 31 6 929 12 2 1 2 2 1 26 1 7 4 1 18 85 1 63 4 9 2 21 64 31 8 1 20 4 200 50 1 10 11 4 19 6 34 12 15 10 503 896 17 78 3,435 14 8 142 6 11 42 6 648 13 18 12 21 48 635 8 142 6 11 39 6 616 11 14 12 19' 45 627 8 142 6 11 39 6 682 11 14 12 19 45 620 1 2 1 2 1 1 2 1 12 2 1 1 1 1 14 60 1,465 16 26 100 20 1,000 300 85 25 100 260. 757 1 2 10 132 132 4 12 5 3 1 6 18 4 330 10 14 6 18 4 330 5 1 3 2 3 50 6 5 6 7 8 9 3 34 2 4 5 75 ii 1 5 14 14 10 11 12 6 2 6 2 2 1 81 2 18 10 7 35 1 7 3 81 31 352 142 4 15 686 7 3 78 30 366 135 4 14 545 7 1 1 1 1 6 2 1 1 38 S 17 3 2 35 3 17 1 28 76 2 100 30 160 260 1 1 2 3 4 5 6 7 8 3 78 30 356 135 10 8 8 2 3 2 59 10 20 4 14 539 5 120 150 2,809 33 184 184 6 166 22 27 27 19 13 27 9 3 6 2 87 4 238 21 30 22 6 9 11 13 8 3 5 3 1 9 11 13 8 3 5 3 1 22 26 15 18 12 27 9 3 6 2 .83 4 223 21 28 13 6 12 10 22 26 15 18 12 27 9 3 6 1 4 4 1 1 2 2 1 2 1 1 1 1 2 185 69 50 12 100 26 30 10 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 2 2 3 26" . 10 5 1 2 2 1 14 6 1 1 27 t 69 7 8 7 2 4 4 1 27 2 69 7 8 7 2 4 4 2 83 4 223 21 28 18 6 12 10 2 32 1 18 15 26 22 4 13 1 1 4 1 10 2 2 2 1 1 2 1,200 5 600 125 50 ( 150 10 130 68 . 24 2 7 3 5 1 4 1 23 100 4 4 13 1 10 i' 4 2 This company failed to malie a report; the information given was obtained from street-railway journals and directories. 312 STREET AND ELECTRIC RAILWAYS. Table 95. -CAES AND MISCELLANEOUS STATE AND NAME OF COMPANY. NUMBEK OF CABS. Aggre- gate. Passenger. Ex- press, freight, and mall. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipnlent. With fend- ers. Total. Closed. Open. Combination. With. With- out. Closed and open. Pas- senger and ex- press. MARYLAND. Total for state 1,689 1,487 622 664 196 5 42 27 1 32 1,533 56 1,615 United Railways \ 1,488 19 43 2 4 14 5 10 '\ 8,310 1,418 17 13 2 4 14 5 10 590 9 4 2 3 5 2 3 632 8 7 196 12 26 1 i' 32 1,475 15 7 2 4 11 5 10 13 4 36 1,475 10 9 Cumderland Electric Railway : 3 Frederick and Middletown 2 30 4 Kensington Railway 5 Cumberland and Westernport 1 2 fi Hagerstown Railway 7 3 7 3 11 5 10 7 Baltimore and Washington S Washington and Glen Echo Conway Electric Railway 9 13 Cottage City and Edgartown 14 Norfolk Western Railway 3 2 IS Greenfield and Deerfield 4 10 12 31 9 12 8 6 3 36 72 8 7 Ifi Providence and Fall River 3 2 3 1 2 1 1 1 9 8 1 2 i' i' 17 Dartmouth and Westport 3 6 1 1 1 IS Fitchburg and Leominster 19 Fraraingham Union Street Railway •>n Gardner, Westminster and Fitchburg 1 ''1 Greenfield and Turners Falls n Haverhill and Southern New Hampshire 93 Haverhill, Georgetown and Danvers 04 Haverhill and Amesbury 4 7 9S Hoi yoke Street Railway ?fi Lawrence and Reading 07 Lawrence and Methuen ?« Midrtleton and Danvers oq Norfolk and Bristol 14 17 6 3 17 16 20 12 19 61 12 27 9 21 9 16 25 21 8 2 1 1 2 6 2 2 4 3 7 3 4 7 2 3 3 3 1 i' 30 Marlboro Street Railway 31 Marlboro and Westboro 3'' Medfield and Med way - 33 Middleboro. Wareham and Buzzards Ba v 2 1 34 Milford, Attleboro and Woonsocket '- 3fi Milford and Uxbridge 2 i' 1 6 1 3fi Natick and Cochituate 37 South Middlesex Street Railway 38 Union Street Railway 31 New Bedford and Onset W Citizens Electric Railway 3 41 Georgetown, Rowley and Ipswich /|0 Commonwealth Avenue 1 43 Wellesley and Boston 44 Newton and Boston 2 3 8 1 4S Newton Street Railway 4 4 2 4fi Northampton Street Railway 1 1 41 Northampton and Amherst 'IS Haverhill and Andover iq Norton and Taunton 18 10 29 4 25 4 5 11 10 5 13 2 9 4 3 6 8 6 16 2 16 2 4 1 2 23 11 33 4 27 4 4 12 i' 18 w Athol and Orange 51 Pittsfield Electric 6 4 3' io" 1 29 4 27 4 5 11 59 Plymouth and Sandwich 53 Brockton and Plymouth 2 3 54 Norwood, Canton and Sharon 55 Shelburne Palls and Coleraine 2 5 8 i 1 1 5fi Southbridge and Sturbridge 57 Hampshire Street Railway 58 .Springfield Street Railway 219 34 3 6 15 13 2 105 13 2' 7 7 2 114 21 3 4 8 6 16 3' 19 6 231 41 3 9 18 17 2 23 i 235 32 3 6 14 14 2 5q Springfield and Eastern fin Stoughton and Randolph fii East Taunton Street Railway 1 2 2 2 2 fi'' Bristol Conn tv 63 Templeton Street Railway 2 fi4 Marthas Vinevard fi5 Upton Street Railway fifi Readingj Wakefield and Lvnnfield ........ 67 Hampshire and Worcester 12 16 8 28 3 815 18 21 17 4 6 2 11 3 139 8 9 7 8 10 6 17 1 2 1 2 13 19 9 30 3 362 19 24 20 i' 1 2 3' 8 4 16 8 28 3 330 18 21 17 68 Warren, Brookfield and Spencer 2 1 2 69 Webster and Dudley 70 Woronoco Street Railway 71 Linwood Street Railway. 70 Worcester Consolidated 176 10 12 10 5 1 9 10 1 i" 32 2 2 2 73 Worcester and Blackstone Valley 74 Worcester and Southbridge 75 Worcester and Webster 1 Cars furnished by another company. GENERAL TABLES. 313 EQUIPMENT, BY COMPANIES: 1902— Continued. — NUMBER OF OAKS— Continued. NUMBER OF — With brakes. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. 1,835 4 241 121 110 11 1,557 1,657 17 30 72 57 4,360 8 1,234 19 43 2 4 14 5 10 241 86 9 4 2 4 7 2 3 86 1,488 17 13 2 4 14 5 10 1,488 17 13 2 4 14 5 10 24 1 3 72 50 4,000 96 45 1 9 2 5 1 1 9 4 2 4 7 8 3 4 4 1 1 120 60 40 10 5 7 6 2 2 1 3 2 129 7 3 8 9 4 8,274 4 3,244 4 3,232 4 7,709 4 7,709 10 1,207 5 12 236 421 594 34,212 891 12 49 64 933 1,392 3,612 17 28 18 32 17 16 7 15 6 19 24 62 17 26 17 12 7 67 130 13 14 2 27 35 15 10 30 29 49 29 39 126 21 49 20 38 15 28 53 66 17 1 3 16 16 306 388 1,725 6 4 6 14 7 3 3 16 16 306 376 1,726 6 4 6 14 7 3 12 46 48 889 1,065 3,497 16 28 16 32 17 7 4 15 4 19 24 62 14 26 17 12 7 50 130 12 14 2 26 34 15 5 29 29 48 28 37 122 21 46 20 35 15 28 49 66 17 12 46 48 8S9 1,065 3,497 16 28 16 32 17 7 4 15 4 19 24 62 14 25 17 12 7 60 130 12 14 2 28 34 15 6 29 29 48 28 37 122 21 46 20 38 15 28 49 66 17 1 2 2 37 45 33 1 1 1 3 1 1 1 1 1 1 30 195 260 3,133 3,043 19,096 45 10 1 2 2 20 44 279 2 43 143 196 150 13 28 11 4 14 4 28 120 182 3 5 16 363 4 12 5 25 R 9 7 23 1 1 3 8 1 i25 26 80 3 9 1 3 10 15 n 12 1 13 5 5 1 86 50 440 14 4 16 18 18 1 6 8 12 14 21 15 6 7 22 6 9 7 5 3 15 42 4 5 2 9 11 6 2 6 10 20 13 15 50 6 16 8 13 5 11 21 22 6 6 7 22 6 9 7 5 3 15 42 4 6 2 9 11 6 2 6 10 20 13 15 60 6 16 8 13 5 11 21 22 6 16 1 4 17 2 1 2 1 6 16 70 20 100 100 18 1<» 10 15 16 6 6 26 30 9 7 13 20 21 12 2? 1 8 2 1 4 6 1 93 6 12 10 14 5 4 170 660 26 5 94 4 SO 25 9B 1 n 28 3 1 12 3 24 14 15 1 13 32 19 5 2 1 2 1 130 60 163 ?<> 1 30 1 1 15 31 3'> 1 1 4 2 3 5 1 3 1 2 2 83 35 100 16 60 400 150 45 70 160 60 150 270 200 60 - 33 7 30 34 2 1 2 35 1 36 37 5 40 6 23 22 19 5 3R 7 2 2 3 2 3 3 39 4 1 1 40 41 16 4'> 43 5 2 2 3 1 3 3 3 1 5 11 45 12 4 25 10 6 2 1 46 47 48 23 11 37 4 30 4 14 13 10 6 13 2 9 4 2 6 10 5 13 2 9 4 2 6 23 11 33 4 30 4 6 12 23 11 33 4 30 4 5 12 2 1 2 1 3 1 3 1 200 15 50 5 200 10 30 100 19 60 6 3 51 3 5'> 16 1 22 53 1 51 55 10 8 4 56 57 254 43 3 9 18 17 2 71 17 3 4 16 2 105 13 3 2 6 7 1 105 13 3 2 6 7 1 254 43 3 9 16 16 2 254 43 3 9 16 16 2 2 3 1 10 1 1 1 1 1 8 1 20 600 40 58 29 59 60 15 64 30 61 10 17 fio 63 61 65 66 13 20 10 32 3 348 22 21 20 6 4 6 2 11 3 124 8 9 7 4 6 2 H 3 124 8 9 7 13 20 9 32 3 362 22 21 20 13 20 9 32 3 362 22 21 20 1 2 1 1 1 14 1 1 1 1 30 90 30 150 70 1,360 166 1,000 150 67 10 68 1 1 69 7 1 114 8 21 17 1 5 70 71 17 25 65 7'> *?9 10 1 1 20 1 5 20 15 74 i 7,'; sCars rented. 314 STREET AND ELECTRIC RAILWAYS. Table 95. -CARS AND MISCELLANEOUS STATE AND NAME OF COMPANY. NUMBER OF CAK8. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total. Closed. Open. Combination. With. With- out. a a S5 Closed and open. Pas- senger and ex- press. MICHIGAN. Total for state 1,757 1,531 919 588 15 9 48 132 38 8 1,466 291 1,287 Adrian Street Railway 1 7 47 30 920 97 37 17 162 19 38 30 6 13 23 64 17 34 18 19 14 58 7 6 74 1,083 7 43 29 838 66 34 12 160 16 19 16 4 10 21 61 16 29 12 18 11 64 6 5 66 1,026 5 20 11 633 39 29 8 75 16 11 16 4 4 12 29 10 10 7 9 7 26 4 1 34 717 2 23 18 305 17 4 4 75 5 41 IB 905 68 37 4 124 19 24 20 5 10 21 63 11 18 8 9 11 19 6 4 39 814 2 6 15 15 39 is' 38 ii' 10 1 3 2 11 6 16 10 10 3 39 1 2 35 269 2 43 ""'gio' 58 37 ""123" 19 22 ie' 31 8' 12 6 794 ? Bay Cities Consolidated 2 1 1 1 S Benton Harbor and St. Joseph 4 Detroit United Railway 12 8 2 54 32 1 3 7 1 io" 1 2 2 16 1 fi Detroit and Port Huron Shore Line fi Detroit, Ypsilanti, Ann Arbor and Jackson Escanaba Electric Railway 1 7 1 1 2 8 Grand Rapids Railway 3 3 17 1 Grand Rapids, Grand Haven and Muskegon Grand Rapids, Holland and Lake Michigan Houghton County Street Railway Twin City General Electric 10 11 6 2 2 4 1 1 1? 1» Negaunee and Ishpeming 6 9 20 6 19 5 9 2 25 2 2 29 309 14 Jackson and Suburban Traction Ifi Michigan Traction 12 1 1 1 1 1 i' 1f> Lansing City Electric 17 Manistee, Filer City and Eastlake 3 5 18 Marquette and Presque Isle 1 19 Menominee Light, Railway and Power 1 1 i" ?n Toledo and Monroe 3 2 i' 2 2 1 1 3 32 ?i Muskegon Traction and Lighting ?? Detroit, Plymouth and Northville •?3 Owosso and Corunna Electric 2 2 '*4 Saginaw Valley Traction . . . . 6 21 4 MINNESOTA. Total for state Interstate Traction 1 8 126 930 8 11 49 8 116 886 8 9 47 4 114 585 7 7 31 4 I 301 1 2 16 B 110 683 7 9 37 3 16 247 1 2 12 8 119 659 s" 4 ■> Duluth-Superior Traction 8 23 1 20 2 1 •3 Twin City Rapid Transit 4 Benton Power and Traction 5 Winona Railway and Light 1 2 1 MISSISSIPPI. Total for state Greenville Light and Car 1 6 11 10 4 18 2,484 6 10 9 4 18 2,305 6 6 7 4 8 1,466 3 9 7 4 14 1,932 3 2 3 4' 652 ;;;;;; 4" 2,177 ? Jackson Railway, Light and Power 4 2 1 1 3 Meridian Light and Railway 4 Natchez Railway and Power ft Vicksburg Railroad, Power and Manufacturing. . . MISSOURI. Total for state 10 527 310 3 27 86 6 60 Citizens Street Railway 1 1 4 2 6 40 845 9 170 1,179 78 64 10 22 18 3 33 109 1 2 2 6 36 801 9 167 1,090 66 60 10 15 16 3 31 90 1 1 1 2 i' 446 4 66 4 4 4" 1 3 15 30 6' ""m "iiY 1,069 78 62 10 17 ? CarroUton Electric Railway 2 1 1 3 3 Clinton Street Railway 1 3 25 443 2 76 760 66 60 1 3 11 245 7 82 163 4 Hannibal Railway and Electric 6 38 399 5 105 1,175 74 64 10 18 17 ft Southwest Missouri Electric Railway 1 4 3 14 g Metropolitan 113 26 7 Missouri Water, Light and Traction 8 St. Joseph Railway, Light, Heat and Power St Louis Transit .............................. 2 12 3 1 4 49 7 2 4 3 28 2 1 187 in St. Louis and Suburban n St. Louis and Meramec River 1? St. Louis and Kirkwood 10 13 St. Louis, St. Charles and Western 14 6 3 17 62 1 3 4 2 14 Railway and Electric of Sedalia 10 1ft Kickapoo Transit 16 Springfield Traction 14 28 2 2 2 18 79 MONTANA. Total for state 9 6 Anaconda Copper Mining 1 22 3 49 18 17 295 18 2 39 16 15 282 12 2 24 13 11 163 6 2 1 1 5 2 49 10 13 271 17 1 9 Bozeman Street Railway 1 8 3 Butte Electric Railway 15 3 4 lis 1 2 1 B 1 4 Great Falls Street Railway s" 4 24 i7' 206 5 Helena Power and Light 1 1 7 NEBRASKA. Total for state . . . . . ... .. 1 Lincoln Traction . 1 80 4 208 3 73 4 202 3 41 4 116 3 31 1 1 B 1 60 20 4 4 ■"■"262' ? Nebraska Citv Street Railway S Omaha Street Railway 87 6 208 3 4 Metropohtan Cable Railway ' Horses rented. genp:ral tables. EQUIPMENT, BY COMPANIES: 1902— Continued. 315 NUMBER DF CARS — continued. MDMEEK OF— With brakes. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles ol exclusive telephone lines. t Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. u .Q s 1,785 183 11 958 186 772 1,668 1,657 1 76 66 88 107 10, 406 508 7 47 30 920 97 37 17 162 19 38 80 6 11 23 57 17 34 12 19 14 68 6 6 69 1,083 5 18 10 546 47 29 9 76 15 16 16 4 4 12 40 10 10 6 9 7 29 2 3 36 599 2 18 10 4 3 7 43 30 910 71 37 13 160 19 23 20 5 10 23 64 17 29 12 18 11 56 6 5 69 1,078 7 1 2 2 16 5 6 13 6 2,000 25 1,800 500 100 150 3,000 600 300 150 100 100 16 200 20 90 55 105 15 400 250 25 500 2,492 1 43 30 910 70 37 13 160 19 23 20 5 10 23 64 17 29 12 18 11 56 6 6 69 1,078 4 1 8 4 20 3 1. R 58 31 26 642 47 23 1 58 22 6 11 1 150 100 78 4 1 n 6 8 17 16 fi 1 6 7 11 40 3 8 19 13 12. 8 7 7 45 44 14 q 16 10 16 4 2 11 12 4 12 7 10 4 2 2 1 1 IS 2 7 4 2 11 32 14 33 3 1 15 16 10 6 15 17 1 9 5 18 3 19 9 2 29 2 3 2 2 26 ?n 2, 10 21 M 2 3 26 ?3 6 58 34 597 2 6 10 174 9 18 ?4 3 8 126 930 8 11 49 4 116 467 7 6 10 4 114 466 7 6 2 8 122 930 8 10 48 8 122 930 8 10 48 1 2 9 12 300 2,060 30 100 242 1 i 1 3 3 8 17 60 123 •), 68 3 18 R 4 1 5 1 4 1 7 5 8 2 6 11 10 4 18 2,395 2 2 6 11 9 4 18 2,356 6 11 9 4 18 1,918 1 1 1 1 1 56 1 2 1 3 2 20 52 20 150 11,325 ? \ R 4 8 1,589 8 530 3 139 2 39 5 100 309 1,059 438 34 170 1 3 2 6 40 846 9 170 1,093 78 64 10 20 18 3 33 107 1 3 1 1 1 m 1 2 2 3 1 6 ?, (■) 3 3 22 '443 2 60 900 66 60 10 15 6 3 22 325 6 38 839 9 167 ' 1,095 66 63 10 18 17 3 31 94 6 38 405 9 167 1,095 66 63 10 18 17 1 3 13 1 3 23 1 1 1 3 2 1 1 7 25 500 750 20 275 7,500 1,394 330 70 860 30 4 4 12 81 5 86 132 118 2 434 20 17 6 7 60 2 100 19 S 13 1 171 6 900 6 4 1 6 18 46 36 27 13 9 60 60 10 11 10 16 6 1? 6 IS 1 14 3 16 2 2 15 31 86 2 34 76 390 Ifi 7 47 60 60 - 8 1 1 22 3 49 16 17 295 7 12 2 22 13 11 166 12 2 22 13 11 13 2 48 16 15 285 13 2 40 16 15 281 2 1 2 1 1 8 8 25 10 75 30 250 726 1 I 1 ? 47 8 10 1 15 11 3 1 1 4 5 16 165 4 1 30 80 4 208 3 43 4 115 3 43 4 116 3 76 4 202 3 76 3 4 14 12 1 300 1 4 ? 16 202 3 4 1 10 400 25 S ...... i 316 STREET AND ELECTRIC RAILWAYS. Table 95.— CARS AND MISCELLANEOUS STATE AND NAME OP COMPANY. NUMBER OF SAKS. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. 1 Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total. Closed. Open. Combination. With. With- out. Ih' Closed and open. Pas- senger and ex- press. NEW HAMPSHIRE. Total for state 287 244 29 10 78 9 9 88 21 1,942 96 146 1 1 2 16 22 3 234 53 209 Concord Street Railway 1 133 11 99 11 11 99 23 2,165 12 5 31 4 3 31 10 1,083 17 4 46 5 6 57 11 832 2 2 1 9 2 1 6 1 45 3' 76 27 11 89 11 11 63 22 1,965 6 2 Chester and Derry i 1 3 Exeter, Hampton and Amesbury 2 10 10 36' 1 210 80 11 9 88 21 1,831 4 Keene Electric Railway fi Laconia Street Railway i 2 1 94 fi Manchester Street Railway 7 Portsmoutli Electric Railway NEW JERSEY. Total for state 22 5 9 West Jersey and Seashore 1 84 28 10 64 124 14 90 24 446 880 4 19 83 16 3 57 8 41 9 22 5 14 96 18 25 2 8 80 24 8 60 114 11 83 21 415 771 4 16 75 13 3 62 8 35 5 20 6 12 89 13 3 2 8 17 12 is' 70 ii' 11 255 609 2 6 9 6 3 26 1 18 4 9 16' 48 10 3 60 11 6 47 36 10 42 10 159 262 2 9 62 7 2' 3 1 3 2 2 2 6 3 4 2 7 42 i' 1 1 66 21 7 64 122 11 90 20 409 830 4 17 73 10 19 7 3 2' 3 4' 37 50 61 64' 120 83' 21 428 801 ? Bridgeton and Millville 3 Brigantine Transportation 4 Camden, Gloucester and Woodbury i' 2 4 5 Camden and Suburban 8 1 6 Cape May, Delaware Bay and Sewells Point Ehzabeth, Plainfield and Central Jersey 7 i 4 30 3 is' 37 R New Jerseyand Hudson River Railway and Ferry. Jersey City, Hoboken and Paterson q 1 2 in Nortli Jersey Street Railway n Jersey Central Traction 1?, Monmouth County Electric 1 4 2 2 2 i 1 1 2 10 6 3 13 17 .73 46' 13 Atlantic Coast Electric Railroad 5 14 Millville Traction 15 Mt. Holly Street Railway Ifi Middlesex and Somerset 26 7 17 1 10 5 2 41 1 3 1 44 8 40 6 22 6 13 66 14 4 17 Ocean City Electric Railroad IS Orange and Passaic Valley 3 2 1 1 i" 2 1 1 3 36 5 17 It South Orange and Maplewood 1 W Raritan Traction 1 21 Point Pleasant Traction, Electric LightandPower. Newark and Hackensack m 2 1 5 1 1 39 4 1 2 8 13 89 13 2 ?R Trenton Street Railway 1 4 24 Camden and Trenton 3 2ft Trenton, Lawrenceville and Princeton 1 2fi Orange Mountain Traction 2 NEW MEXICO. Total for territory 6 2 Albuquerque Street Railroad 1 8 14,040 8 12,978 6 7,888 2 4,626 8 3,818 2 7,123 NEW YORK. Total for state. 448 16 181 462 241 188 10,222 Albany and Hudson Railway and Power 1 2 54 396 140 26 24 23 6 11 112 670 251 8 11 7 10 17 21 12 23 12 78 5 18 29 3 35 5 19 13 7 12 30 56 40 9 6 24 5 34 356 103 17 22 22 4 2 81 667 251 6 7 7 10 14 18 11 19 12 74 6 17 23 3 32 5 15 11 5 9 29 61 38 7 2 20 4 26 200 36 8 8 11 4 1 42 308 221 5 6 2 4 8 5 5 8 3 37 Y 16 3 16 7 6 2 5 12 27 14 2 2 9 4 1 5 166 67 9 14 11 3 18 6 24 8 15' 7 2 12 6 1 1 7' i' 1 34 396 109 10 20 21 6 2 67 619 251 6 6 3 7 17 13 11 8 12 71 2 13 27 20 31' 16 4 2 9' 45 151 3' 6 4 3 8' 1 16 7' 3 6 2 3 8 29 377 7 5 18 20 4 64' 463 261 6 7 7" 14 io' 19 3 62 2 17 27 ........ 2 United Traction 3 Hudson Valley Railway 4 Troy and New England fi Amsterdam Street Railroad 6 Auburn City Railway 7 Auburn Interurban Electric 1 7 2 3 2' 26 52 1 8 Ballston Terminal Railroad 1 <( Binghamton Railway 39 269 30 2 45 1 8 in International Railway n Crosstown Street Railway 12 Buffalo and Depew 3 2 13 Buffalo, Hamburg and Aurora 2 5 6 6 13 6 11 9 37 6 10 7 2 14 Ontario Light and Traction 1ft Catskill Electric Railway ifi Cohoes City Railway 1 1 2 1 1 i" 17 Cortland County Traction 1 IS Coming and Painted Post 19 Dunkirk and Fredonia 3 2n Dunkirk and Point Gratiot 21 Elmira Water, Light«nd Railroad 1 2 1 22 Ocean Electric Railway 2.3 Citizens Street Railway 1 24 Fonda, Johnstown and Gloversville 1 5 25 Lake Ontario and Riverside ?fi Geneva, Waterloo, etc.. Traction 16 4 8 i' 4 17 24 24 5 i" 1 1 1 1 27 6 17 6 3 5 27 50 40 9 2 18 4 27 Mountain Lake Electric 28 Bennington and Hoosick Vallev 2 1 2 2 1 2 7 4 7 3 6 16 6 3 29 HorneUsville Electric Railway 5 30 Hornellsville and Canisteo 2 ' 1 1 1 81 Huntington Railroad 32 Ithaca Street Railway 1 i' 2" 33 Jamestown Street Rail way 1 2 1 34 Kingston Consolidated . . ! 1 35 Lewiston and Y'oungstown Frontier 1 2 1 1 i' 6 1 9 n 3fi Lima-Honeoye Light and Railroad I 1 2 1 1 1 37 Middletown-Goshen Electric 11 1 38 New York and Long Island Traction ........'........ 1 Exclusive of 1 steam motor GENERAI, TABLES. EQUIPMENT, BY COMPANIES: 1903— Continued. 317 NUMBER OF CAES— Continued. NUMBER OF— With brakes. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. 1 ^ 287 89 95 92 3 266 266 17 14 12 83 847 127 S3 11 99 11 11 99 23 2,154 11 6 31 4 3 31 10 1,087 8 5 31 4 3 31 10 665 3 29 10 89 11 9 96 22 2,099 29 10 89 11 9 96 22 2,094 3 2 3 1 1 1 6 1 1 3 1 64 4 18 250 15 195 75 50 157 105 11,782 10 8 75 1 9 39 15 s 4 5 40 10 49 8 45 6 191 18 16 247 f\ 8 22 7 308 432 5 87 84 28 10 64 124 14 90 24 446 880 4 19 81 16 3 57 8 40 7 20 5 14 95 14 5 2 8 1 3 20 13 20 13 84 26 8 64 124 11 86 24 417 880 4 17 83 13 3 57 8 39 6 20 5 12 89 13 4 2 8 84 26 8 64 124 11 86 24 417 880 4 17 83 13 4 1 2 2 2 3 2 4 1 9 17 1 1 1 2 1 4 2 1 1 1 1 1 2 2 1 2 640 100 100 225 2,570 100 298 155 2,020 3,169 50 175 675 100 9 31 7 9 30 1 2 9 1 1 9 s 13 65 1 41 11 256 509 2 6 13 6 13 1 A 5 65 1 41 25 5 4 2 f^ 2 7 2 15 43 223 11 16« 309 s 100 200 2 20 39 26 45 q 17 150 in n 6 13 1 2 T> 5 90 3 n 5 M 3 2 1 15 12 26 1 18 4 10 26 I 4 10 57 8 39 6 20 5 12 89 13 4 1 235 65 115 50 75 60 45 800 15 30 25 Ifi 17 20 15 1 1 2 18 1 19 2 1 oo 1 OJ 10 48 11 3 io 48 11 1 92 6 7 9g 1 3 1 1 10 21 3 3 95 2 8 96 1 14 i 8 13,805 8 12,932 8 2,641 1 665 1 177 14 6 760 1 2,070 1,160 8,734 6,868 2,866 10, 391 901 40,346 534 54 396 140 26 22 22 6 11 112 463 251 8 11 7 10 17 21 12 23 12 78 2 18 29 3 35 5 19 13 7 12 30 56 40 9 4 34 6 28 11 7 20 200 44 8 8 11 4 2 38 311 221 5 5 2 4 8 6 5 12 17 200 26 8 8 11 4 1 38 311 221 5 5 2 3 40 396 124 19 20 23 6 2 112 495 251 5 7 7 10 17 21 12 19 12 78 2 18 27 3 33 6 17 11 5 9 29 56 38 8 2 22 4 36 396 124 19 20 23 6 2 112 495 251 5 7 7 10 17 21 12 19 12 78 2 18 27 4 27 5 6 4 2 5 3 1 1 1 19 42 805 707 1,200 200 15 100 40 15 137 9 I 178 28 4 9 18 3 5 6 /\ 3 5 3 Q 2 2 6 2 32 2 7 1 1 2 10 3 1 1 1 1 1 1 1 1 i 2 50 600 3,716 260 60 50 15 26 12 100 30 60 20 41 16 30 155 8 H 8 200 25 6 8 39 2 3 59 6 9 75 8 in n i** 5 n 1 14 4 15 14 8 6 5 2 Ifi 1 1 17 IS 10 3 1 iq i. '>n 1 37 16 21 11 91 99 7 14 3 12 1 7 6 4 2 12 27 14 3 2 9 4 7 1 1 1 1 1 2 1 93 4 14 1 10 94 3 2 3 6 95 10 1 7 6 4 2 12 27 14 3 2 9 4 33 5 17 11 5 9 29 56 38 8 2 22 4 2 10 360 50 50 40 9fl 17 10 9g 1 9q ^0 2 1 3 2 6 2 9 i 100 100 300 1,000 110 15 150 25 6 ?1 2 2 2 1 1 2 1 1 3 2 32 33 12 '^A 8 5 35 'fi 3 37 4 9 38 * Exclusive of 1 steam locomotive. 318 STREET AND ELECTRIC RAILWAYS. t Table 95.— CARS AND MISCELLANEOUS STATE AND NAME OP COMPANY. NUMBER or CAES. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total. Closed. Open. Combination. With. With- out. o S Closed and open. Pas- senger and ex- press. 39 NEW YORK— Continued. Orange County Traction 40 9 8,063 117 9 62 14 600 128 203 4 "so 462 24 (■) n,33i 11 5 3,504 681 15 274 89 70 109 32 3 17 13 21 2 29 9 26 18 8 11 36 6 25 228 18 39 18 11 90 2 '\, 15 20 160 28 9 10 15 9 181 31 6 2,903 118 9 60 14 682 118 189 4 14 2 1,805 83 9 50 14 320 100 171 4 17 8 958 30 2 1 15 5 2 46 1 27' 2 1 1 72 2 1 2,181 16 2 882 117 9 2 14 ""128' 203 30 "i,'26o' M 682 4" 40 New Paltz and Poughkeepsie .. 41 Interurban 140 42 Central Crosstown 43 Fulton Street Railroad 44 Thirty-fourth Street Crosstown 1 1 50 4S Twenty-eighth and Twenty-ninth Street Cross- town. Third Avenue Railroad 46 190 18 18 72 6 5 4 12 6 8 600 4' 47 Forty-second Street, Manhattanville and St. Nicho- las Avenue. Dry Dock, East Broadway and Battery 48 2 49 Kingsbridge Railway 50 Southern Boulevard Railroad Bl Yonkers Railroad 75 450 13 34 249 4 41 201 9 4 1 7 5' 2 1 6 1 80 462 24 60 fiS Union Railway 58 Tarrytown, White Plains and Mamaroneck Westchester Electric Railroad 1 54 55 Manhattan Railway (elevated) 1,290 9 1,268 9 22 41 2 151 1,180 11 5B Pelham Park Railroad 57 City Island Railroad 58 Brooklyn Rapid Transit 3,285 666 15 253 35 65 103 29 2 16 8 18 2 14 9 23 16 6 10 32 6 23 196 18 19 16 10 61 2 1,681 286 7 126 10 20 33 8 1,383 280 8 127 26 45 70 26 221 17 1 120 8 48 2 89 4 2,941 557 15 244 88 70 109 28 3 16 9 19 568 24 36' 1 9' 2,412 557 15 65' 103 32 59 Coney Island and Brooklyn 60 Van Brunt Street and Erie Basin 61 New York and Queens County 6 6 8 8 1 3 7 i 2 2 1 3 62 New Y'ork and North Shore 63 Staten Island Midland 1 64 Staten Island Electric 65 Niagara Gorge Railroad fifi Northport Traction 2 6 1 67 Ogdensburg Street Railway 4 8 12 2 6 7 10 6 2 4 12 3 14 147 6 6 5' 43 2 7 5 6 1 1 4 2 2 13 2 1 i' is" 16 68 Olean, Rock City and Bradford 8 1 2 1 1 69 Olean Street Railway 70 Oneida Railway 71 72 Westchester Traction 6 2 13 10 4 6 20 3 9 48 12 5 16 5 18 2 14 1 16 7 25 18 7 11 36 3 26 186 14 26 6 73 Oswego Traction 1 1 1 1 1 1 74 Peekskill Lighting and Railroad 75 Penn Yan, Keuka Park and Branchport 1 76 Plattsburg Traction 1 2 77 New York and Stamford 1 78 Port Jervia Electric, Gas and Railroad 3 j 79 Poughkeepsie and Wappingers Falls 1 16 1 3 80 Rochester Railway : 1 5 9 42 4 13 12 11 15 2 176 14 37 75' 81 Rochester and Suburban 82 Rochester and Sodus Bay 8 7 11 2 2 83 Rochester, Charlotte and Manitou 84 Rome City 1 4 85 Schenectady Railway 10 16 75 86 Sea Cliff Incline Cable 87 Southfleld Beach Railroad 88 Syracuse Rapid Transit 134 11 17 138 21 8 10 9 5 99 88 9 8 77 11 6 3 8 3 48 46 2 9 61 10 2 7 1 2 48 1 1 17' 6 1 11 1 2 1 1 2' 1 106 14 20 102 24 8 4 12 9 84 41 1 68" 4 1 6 8 94 13 17 96 89 Syracuse and Suburban 2 1 2 90 Syracuse, Lakeside and Baldwinsville 91 Utica and Mohawk Valley 9? Black River Traction ... . 93 Elmira and Seneca Lake 94 Buffalo, Gardenville and Ebenezer 95 Hamburg Railway 3 8 26 1 7 2 1 96 Buffalo and Williamsville NORTH CAROLINA. Total for state 2 1 47 10 Asheville Electric 1 7 28 »80 22 10 13 21 4,896 6 26 9 20 10 12 16 8,975 17 13 11 6 11 66 8 1,063 2 60 62 12 2 12 2 12 6 6 9 2,277 2 14 6 8 5 6 7 1,594 2 1 1 19 7 24 2 21 8 9 13 3,188 ? Asheville Street Railroad 1 2 2 4 28 1 2 4 8 1 1,207 io' 2,987 3 Asheville and Craggy Mountain 1 4 Charlotte Railway, Light and Power 5 Raleigh Electric fi Consolidated Railways, Light and Power 1 1 275 7 Fries Manufacturing and Power 4 44 OHIO. Total for state 34 70 47 64 Ashtabula Rapid Transit 1 19 16 16 6 11 78 10 1,106 4 63 73 13 9 6 4 2 9 35 4 545 2 88 41 12 8 3 7 4 1 1 4 1 1 1 '.'.'.'.' '.'.'.\ 19 13 6 4 11 63 9 702 2' 10 2 io' 1 403 4 24' 17 13 4 e' 42 """"690" 46" 45 13 ? Pennsylvania and Ohio. 2 2 3 Ohio Central Traction 4 Consolidated 5 Stark Electric 2 5 6 Canton-Akron 26 4 518 2 3 1 28 2 1 1 1 ii' 7 Chillicothe Electric Railroad, Light and Power . . . Cincinnati Traction 8 2 2 9 Price Hill Incline Plane 10 Mill Creek Valley 12 9 3 19 1 53 49 IS n Cincinnati, Dayton and Toledo 2 2 12 Cincinnati, Lawrenceburg and Aurora 1 1 Cara rented. 2 Exclusive of 292 steam locomotives. GENERAL TABLES. 319 EQUIPMENT, BY COMPANIES: 1902— Continued. NUMBER or CARS— continued. NUMBER OF— With bralies. Heated. Lighted. Stations. Car bouses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. a 40 9 3,063 117 9 52 14 600 128 203 i 14 4 1,983 83 9 50 14 392 100 171 4 14 2 1,481 40 9 2,750 115 9 50 14 582 118 201 4 40 9 1,868 5 3 2 2 15 2 150 30 6,000 150 11 9 39 2 2 562 88 9 40 882 115 9 3,676 534 44 150 41 49, 48 50 392 60 I 44 14 14 232 26 89 842 45 682 8 4 3 30 30 15 600 1,000 100 46 100 171 118 201 47 48 4 4 49 fv\ IK 9 97 5 6 "8 Qq "0 ■J SI 1 1 09 3 8 ■13 M 1 4 1 2 1 1 79 10 12 "t 21 14 11 6 11 7 18 10 •16 i7 "S ' 9 2 1 1 2 10 40 7 1 11 14 5 9 2 1 1 2 4"' '^ 2 4 1 44 46 37 5 2 11 1 9 3 3 2 19 46 6 -17 '18 7 1 8 3 132 12 1 2 4 100 20 85 1,000 100 176 54 175 55 10 .19 F,0 2 3 2 15 51 2i' 5 40 =l9 14 9 64 25 1 10 14 6 2 30 16 56 134 63 12 64 15 41 8 17 20 4 24 65 12 22 8 ^6 67 10 ^8 4 6 20 86 256 460 60 1,120 69 2 31 24 60 4 18 24 27 6 5 1 14 4 2 1 11 12 61 40 2 2 14 6'' 16 23 6S 9 9 2 16 1 C9 6 103 118 31 18 2 6,972 5 95 107 27 18 1 6,886 6 81 107 26 18 1 1 5 1 6 1 145 1 3 4 1 2 100 80 650 200 90 1 1 9 7 7 14 1 9 20 16 ^ 6 17 16 1 1 14 4 fi 2 1,064 1 2,299 1 1,073 1 26 3 245 6 532 1,226 6,860 173 286 631 13,110 185 36 27 73 1 39 3 1 13 15 12 13 14 84 20 60 15 119 24 7 40 1 25 1 27 3 1 40 92 21 6 185 36 27 77 1 39 3 1 12 15 11 10 12 83 18 186 36 27 77 1 39 3 1 12 15 11 10 12 83 18 3 4 1 2 4 2 82 11 60 20 1,846 260 400 200 1 2 1 2 9 4 ■^ 12 3 i\ 1 ^ 8 2 26 i" 1 1 1 1 1 1 1 2 2 200 fi 1 7 2 2 2 6 30 5 40 H 8 7 8 3 6 37 13 8 3 q 10 2 2 n T> 6 1 35 70 306 IS 34 36 13 4 3 4 15 U I'l 15 16 7 17 6 11 8 13 4 11 6 5 3 8 4 11 7 14 6 13 8 12 7 14 6 13 8 12 1 2 1 1 13 46 10 100 i7 1 2 2 1 19 6 6 3 8 10 12 '>n <^\ 2 2 1 i,i66 9' 22 2 Cars rented. 322 STREET AND ELECTRIC RAILWAYS. Table 95.— CAKS AND MISCELLANEOUS STATE AND NAME OF COMPANY. NTTMEER OF CAES. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total. Closed. Open. Combination. With. With- out. u a Closed and open. Pas- senger and ex- press. ?s PENNSYLVANIA— Continued. Erie Electric Motor 84 22 12 8 7 6 46 116 11 2 74 7 84 22 9 10 8 2 37 20 141 9l 8 62 10 89 4 10 13 20 3,283 26 10 26 43 74 21 8 1,262 2 2 2 4 2 18 79 16 IS 62 8 118 15 a 10 138 22 16 5 10 18 7 15 20 12 11 150 19 5 2 27 2 1 6 1 1 40 820 81 7 6 8 6 4 39 106 11 2 70 7 66 20 8 8 7 2 28 16 11 8 7 50 10 80 4 8 12 38 2,982 24 8 20 40 69 18 7 1,189 2 2 2 2 2 18 69 16 11 63 8 110 13 8 9 126 20 13 4 7 17 7 13 16 12 7 140 14 5 2 24 2 1 6 1 1 38 708 30 6 6 3 2 20 67 9 51 2 13 4 i' 1 1 84 10 8 8 6 3 34 113 11 12' 4 81 ?4 Erie Traction 2 1 1 ?5 Erie Rapid Transit Of, Franklin Electric Street Railway 5 6 2 19 39 2 97 Gettysburg Transit 1 1 2 12 3 2 12 9' 1 1 4 6' 3 i' 2 22 3' "■"169' U 62' 4 72 8' 6 8 2 28 8 14 6" 60 10 29 ?8 Hanover and McSherrystown 1 2 2 i' 2 oq Leliigh Traction . 1 3 6 311 Harrisburg Traction 11 Harrisburg and Mechanicsburg 1^9 Cambria Incline Plane 2 SS Johnstown Passenger Railway . 60 6 33 12 8 6 3 2 15 4 8 4 3 17 10 44 4 4 4 6 1,429 8 4 11 13 19 12 4 673 20 2 22 8 2 2 62 7 75 21 8 6 8 2 31 17 14 8 6 30 10 89 4 8 13 20 3,277 26 7 25 36 31 20 8 1,074 S-l Kittanning and Ford City . . ■ili Conestoga Traction 5 16 1 1 1 1 2 1 1 Ifi Lebanon Valley 17 Lewistown and Reedsville S8 Susquehanna Traction 3 4 1 sn Lykens and Williams Valley -in Highland Grove •11 Schuvlkill Traction 10 6 3 4 4 33 3 8 3 1 i' 1 1 1 i" ■1'' Mauch Chunk, Lehighton and Slatington 41 Meadville Traction 11 Lewisburg, Milton and Watsontown I'S Montoursvill'e Passenger 1 1 IB New Castle Traction 1 17 New Castle and Lowell IS Schuylkill Valley Traction 36 3 2 4 10 Lansdale and Norristown RO Peoples Street Railway - . 4 8 12 1,237 16 t 27 50 6 3 516 1 1 2 96 1 2 3 1 2 51 Citizens Traction . . .... fi'' Oil City Street Railway 61 Union Traction 316 41 85 79 1 6 3" 1 7 43 1 ■■■"178' 2 2 2 4 2 3,119 25 46' 8' 1,189 =11 Southwestern Street Railway 'i5 Philadelphia, Bristol and Trenton ^fi Philadelphia and West Chester Traction 2 1 1 1 2 i" 57 Holmesburg, Tacony and Frankford ^8 Fairmount Park Transportation 4 2 1 21 50 Delaware County and Philadelphia €0 Montgomery and Chester fil Pittsburg Railways 2 8 32 fi'' St. Clair Incline Plane 2 fil Duquesne Incline Plane 2 61 Pittsburg and Castle Shannon 2 65 Monongahela Incline Plane 2 2 66 Penu Incline Plane 2 67 Pittsburg, McKeesport and Greensburg 11 36 9 2 24 7 61 8 5 1 88 10 6 2 4 7 4 4 9 7 4 65 2 2 1 14 2 7 i 1 49 5 3 8 38 10 5 2 3 8 3 7 6 5 2 75 n 3 1 10 . 18 79 13 9 60 8 93 14 8 3 112 22 10 2 7 15 7 11 18 12 5 150 12 5 2 16 2 1 3 1 1 34 762 6H Pittsburg, McKeesport and Connellsville 7 3 3" 4 12 12 60 Pottstown Passenger Railway 70 Ringing Rocks Electric 2 7 71 Pottsville Union Traction 2 4 1 1 70 Punxsutawney Street Railway 73 United Traction . 4 4 1 26 1 Y 26 110 S ■■""iss" 71 Waverly, Savre and Athens 1 75 Neversink Mountain Railroad 76 Mt. Penn Gravity Railway 1 3 77 Scranton Railway . 9 1 3 i" IH Shamokin and Mt. Carmel 70 Shamokin and Edgewood 2 6 3 3 3 4' 2 2" ie' 7 is' 80 Stroudsburg Passenger 1 1 i" (^1 Sunbury and Northumberland 2 1'> Tamaqua and Lansford 2 SI Tarentum Traction Passenger SI Titusville Electric Traction 2 1 1 1 3 S5 Warren Street Railway 1 S6 Washington Electric Railway S7 West Chester Street Railway 1 4 6 3 6 SS Wilkesbarre and Wyoming Valley 2 1 2 1 SO WilkPsbarre, Dallas and Harveys Lake 1 7 ii' 2" 6" 68 5' 2 24 2 1 i' 1 34 665 00 Vallamont Traction 01 South Side Passenger Railway . 01 Williamsport Passenger Railway ' 2 01 East End Passenger Railway 01 Red Lion and Windsor 1 05 Yardley Morrisville and Trenton 3 2 06 York and Dover Electric 1 1 07 York and Dallastown Electric OS York Street Railway 16 371 '» 1 40 51 1 RHODE ISLAND. Total for state 322 15 21 Sea View Railroad 1 13 63 601 126 30 46 9 42 11 46 429 118 16 43 8 37 4 28 234 48 8 36 1 12 6 18 195 66 6 1 2 3 31 12 61 493 126 14 22 8 36 1 2 8 ie' 24 1 6 47' 455 118 13 22 8 I 2 n Pawtucket Street Railway 4 35 8 1 1 Union Railroad 6 4 Rhode Island Suburban 4 2 7 1 5 Providence and Danielson 13 2 i' 1 2 6 New York, New Haven and Hartford 7 Pawcatuck Valley Railway 6 - 8 Woonsocket Street Railway 25 3 iNot reported. GENERAL TABLES. EQUIPMENT, BY COMPANIES: 1902— Continued. 323 NUMBEE OF CARS— Continued. NUMBEE OF— With brakes. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electtio. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. 81 22 12 8 7 4 46 116 11 1 30 5 6 8 30 4 81 7 8 3 6 4 43 113 11 2 72 7 75 21 8 8 8 2 28 17 11 8 7 60 10 84 4 8 12 18 3,283 24 8 26 43 71 20 8 1,252 2 2 2 2 2 18 79 16 12 63 8 110 13 8 9 138 20 13 4 7 18 7 14 18 12 7 144 16 6 2 14 2 1 5 1 1 40 788 81 7 8 3 6 3 43 113 11 1 4 2 1 1 4 20C 50 60 30 25 5 50 190 15 ?3 10 1 6 3 27 ?4 6 ?6 ?fi 1 1 2 5 1 97 2 21 73 9 2 20 9 9 1 ■>« 1 64 5 10 22 2 '9 16 4 5 W 31 2 2 3 3 3? 60 7 84 22 8 9 8 2 28 17 14 8 8 50 10 89 4 10 8 20 3,283 26 10 26 40 73 21 8 1,252 8 50 5 44 13 8 5 4 2 18 10 11 4 2 17 10 40 4 4 4 6 363 8 4 11 40 9 10 4 673 2 50 72 7 75 21 8 8 8 2 28 17 11 8 7 50 10 84 4 8 12 18 3,283 24 8 26 43 71 20 8 1,252 3 1 3 1 1 1 60 60 125 15 107 60 20 12 S3 6 10 7 8 3 34 34 6 6 3 2 Sfi S6 2 37 2 4 1 38 1 1 3 2 1 1 1 1 1 5 1 1 I 22 39 2 17 10 11 4 2 17 40 3 1 120 195 40 100 10 676 100 500 80 30 20 60 'tl 6 1 4? 1 6 4 10 58 ■13 44 1 '!'> 28 2 46 10 19 4 10 2 10 12 47 6 40 4 4 4 6 363 8 5 48 49 2 3 1 15 60 4 61 2 6 65 6? 713 155 1 7 'iS P) «50 100 100 400 100 100 1,000 15 30 12 ■14 4 1 2 1 1 1 2 22 55 16 11 10 20 23 56 40 3 57 70 9 10 4 103 18 15 5 1 58 59 1 69 60 2 367 570 2 220 61 2 2 2 2 2 2 2 2 2 2 9 3 3 fi'' 63 2 2 8 64 65 2 11 35 9 2 30 3 61 8 2 11 66 18 79 16 13 62 8 118 15 8 9 138 22 13 4 7 17 7 15 20 12 9 160 18 5 2 27 2 1 5 1 1 40 763 18 79 16 12 53 8 110 13 8 1 3 1 1 1 2 8 1 1 1 3 1 2 1 1 1 1 1 2 1 2 4 1 1 67 25 14 35 1 5 180 30 150 200 40 203 75 6 40 765 100 300 5 40 50O 68 8 2 69 24 1 3 70 30 3 47 8 2 3 71 2 16 T> 14 4 7 73 1 1 1 1 74 75 9 15 1 88 10 4 2 4 8 4 4 10 7 5 65 13 2 1 14 2 1 3 1 1 16 390 1 25 9 9 3 76 1 63 1 4 138 20 13 2 7 18 7 14 18 12 5 144 16 5 2 14 2 1 5 1 1 40 788 5 15 77 7S 1 1 4 79 2 4 2 80 81 14 3 8 1 1 3 4 4 8? 4 S3 4 4 7 6 50 150 20 17 560 60 10 81 2 6 3 85 12 86 5 2 2 4 87 28 4 65 13 2 20 8S 10 4 13 89 '1 90 91 2 1 1 30 5 99 93 1 1 94 3 96 1 1 1 1 96 97 16 1 40 3 24 1 39 2 111 30 5,065 08 123 10 390 25 13 47 460 118 30 46 9 40 5 4 28 235 52 13 46 4 28 235 62 13 46 12 51 492 126 20 46 8 33 12 51 492 126 20 46 8 33 5 1 1 12 4 2 1 1 2 80 140 1,910 2,760 150 1 1 36 2 8 43 13 46 15 95 3 4 10 20 5 34 1 g 20 15 5 7 8 12 12 31 1 8 324 STREET AND ELECTRIC RAILWAYS. Table 95.— OAES AND MISCELLANEOUS STATE AND NAME OF COMPANY. NDMBEK OF CARS. Aggre- gate. Paasenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total. Closed. Open. Combination. With. With- out. 1 Closed and open. Pas- senger and ex- press. SOUTH CAROLINA. / Total for state 136 123 78 35 8 2 6 6 106 29 94 North Augusta Electric and Improvement 1 28 11 7 4 9 2 9 73 26 10 2 4 8 2 51 10 5 2 4 6 2 12 16 5 8 2 1 2 2 1 60 28 11 16 74 20 s ColumlDla Railway Liffht and Power 4 Greenville Traction 5 Orangeburg City Street Railway 6 7 4 2 2 6 Rock Hill Water Light and Railway 7 Snartanburf Railwav Gas and Electric 2 1 7 SOUTH DAKOTA. Total for state . Ranid Cltv Street Railwav 2 . . 1 2 575 10 66 35 6 11 69 215 173 474 2 565 2 326 2 105 353 TENNESSEE. Total for state . 222 5 2 3 14 2 1 470 Bristol Belt Line 1 8 63 31 6 10 56 212 169 449 5 48 25 3 5 26 132 82 230 3 16 4 3 5 30 80 82 203 2 2 4 9 62 80 4 5 60 184 126 366 1 4 6 2 6 9 31 47 108 2 ""i82' 169 96 Chattanooga Electric Railway 1 S Rapid Transit of Chattanooga 2 /\ Electric Railway of Clarksville h Jackson and Suburban 1 2 1 2 21 f\ Knoxville Traction 1 i' i' 7 Memphis Street Railway 1 1 4 H Nashville Railway 5 11 5 TEXAS. Total for state Austin Electric Railway 1 14 5 65 32 17 22 61 69 66 7 2 7 69 5 22 6 5 158 13 5 66 31 16 20 60 62 61 6 2 6 69 2 21 6 6 149 13 8 34 9 6 47' 81 28 2 1 5 26 2 18 3 3 95 1 13 2 68 23 9 14 50 63 48 6 1 3 10 9 8 8 11 6 18 1 2 2 11 5 2 6 5 26 2 U io' 62 Y 2 9 Bonham Electric Railway, Light and Power Dallas Consolidated 2 31 22 7 14 11 31 29 4 1 1 44 s 4 Rapid Transit 1 1 2 «> Denison and Sherman 6' 3 f, El Paso Electric Railway 7 Northern Texas Traction 2 1 s Galveston Street Railway 7 6 1 q Houston Electric 4 10 Laredo Electric and Railway n Longview and Junction 10 Paris Transit 1 6 58 IS San Antonio Traction 1-1 Seguin Street Railway 8 15 3 2 1 62 1 1 20 16 17 Lake Park Street Railroad 1 2 UTAH. Total for st^te 6 2 1 132 Ogden Rapid Transit -\ 22 134 2 105 18 129 2 80 16 77 2 81 2 60 3 8 1 1 i' 12 118 2 90 10 16 16 2" 78 12 6 7 18 14 10 6 6" 497 o Consolidated Railway and Power 2 3 Salt Lake and Utah Vallev VERMONT. Total for state 41 2 6 7 8 8 2 Barre and Montnelier 1 14 10 10 20 14 12 12 6 7 681 12 6 8 18 13 9 6 3 6 626 6 1 4 8 6 2 1 6 3 4 10 7 6 2 2 13 7 8 20 14 8 8 5 7 461 1 3 2 4" 4 1 220 Bellows Falls and Saxtons River 2 2 1 1 1 1 2 1 3 Brattleboro Street Railwav 4 Burlington Traction . , . 5 Rutland Street Railwav 6 St Albans Street Railwav 1 2 8 3 2' 7 Springfield Electric Railway 6 1 1 1 1 4 g Mt Mansfield Electric Railwav q Military Post Railway 3 356 3 256 VIRGINIA. Total for state 6 8 26 26 Charlottesville City and Suburban 1 10 23 25 30 12 60 8 24 16 SB 38 10 23 19 30 12 61 7 22 16 67 87 4 9 11 16 8 24 4 6 13 44 15 6 14 8 15 4 27 3 8 3 23 22 7 10 15 28 8 36 5 IS 16 3 18 10 2 4 25 3 11 7 10 S 35 4 14 16 61 29 o Danville Railway and Electric S Washington Arlington and Falls Church 6 ^ Lynchburg Traction and Light , S citizens Railway, Light and Power 6 Newport Newsand Old PointRailway and Electric. Bav Shore Terminal 3 6 1 1 7 H Norfolk and Atlantic Terminal 6 2 2 9 Berkley Street Railway ..... 10 Norfolk Railway and Litrlit 13 2 1 1 61 22 16 22 11 Southside Railway and Development 1 Cars rented. GENERAL TABLES. EQUIPMENT, BY COMPANIES: 1902— Continued. 325 NUMBER OF CARS— Continued. NUMBER OF— With brakes. Heated. Lighted. stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. ! Air. 1 i i 1 Otlier mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. u a i 133 i 26 19 19 , 127 121 6 6 7 17 18 1,725 7 1 74 4 28 2'^ 13 13 73 28 n 2 4 9 2 73 28 11 2 3 3 12 1 275 1,200 7 2 3 3 11 4 7 2 4 6 4 1 ' 3 5 4 fi 9 6 2 6 9 3 5 250 7 1 2 2 2 2 124 2 6 2 • 529 2 3 22 1 563 14 14 119 529 27 16 48 905 10 10 B 40 27 ; 2 40 27 3 9 63 29 6 10 67 214 141 466 9 63 29 6 10 67 214 141 442 2 1 20 1 1 3 2 1 1 2 1 5 24 25 250 100 16 146 100 150 120 1,867 1 62 4 5 10 t 29 10 s 6 4 10 2 26 2 1 4 15 2 68 5 68 26 1 1 1 7 10 19 4 52 H 215 10 9 5 7 173 24 37 24 27 44 8 470 17 10 14 14 13 6 65 32 16 20 61 66 62 6 2 6 69 2 21 B 5 151 13 5 66 32 16 20 61 66 62 6 1 1 1 4 1 1 4 2 1 1 1 1 1 1 1 1 1 4 2 6 40 1 6 2 2 7 66 8 60 50 600 65 220 100 400 24 S 32 9 6 9 (t 17 .V 5 1 1 10 3 12 10 4 10 5 22 i 2 61 1 in 15 15 4 3 4 2 34 7 69 62 q 7 2 7 69 5 22 6 6 ! 158 1 10 1 5 1 2 6 1 6 5 4 17 m 10 11 1'' 6 6 69 5 3 125 150 IS 2 14 15 21 1 40 3 6 5 16 17 •= 89 35 54 161 2 80 i 22 10 77 2 47 10 25 18 131 2 88 18 131 2 88 1 2 1 12 60 25 6 520 1 2 3 134 6 62 2 13 10 2 2 95 16 34 8 8 16 44 12 ]U 10 20 12 12 6 6 7 678 6 4 4 8 6 4 4 8 3 267 6 3 4 8 12 7 9 18 13 10 8 5 6 640 12 7 9 18 13 10 8 5 6 688 1 1 2 1 2 1 2 1 1 24 1 36 126 45 16 25 200 40 30 5 1,666 14 1 1 1 1 1 1 2 3 4 6 6 7 8 9 2 6 2 11 3 6 1 1 4 3 3 4 8 265 15 13 7 10 3 1 52 65 6 2 2 42 77 62 10 23 26 30 12 60 4 9 8 15 8 16 4 9 8 15 8 16 10 23 19 30 12 56 7 22 16 72 37 10 23 19 80 12 56 7 22 16 72 37 1 1 1 2 2 1 1 1 1 1 2 1 1 50 150 66 42 120 35 105 160 100 400 1 2 3 4 5 6 7 8 9 10 11 16 18 2 1 i 4 2 8 4 22 15 3 12 6 15 3 12 6 15 3 3 8 6 9 16 83 14 4 22 37 2This company failed to make a report; the information given was obtained from street-railway journals and directories. 1165—05 22 2 Not reported. 326 STREET AND ELECTRIC RAILWAYS. Table 95.— CARS AND MISCELLANEOUS STATE AND NAME OF COMPANY. NUMBEB OF CARS. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total. Closed. Open. Combination. With. With- out. 1 2; Closed and open. Pas- senger and ex- press. 12 VIRGINIA— Continued. 9 21 23 3 100 95 54 13 2 32 431 8 19 21 3 98 94 48 12 2 27 312 6 13 14 3 63 48 29 10 2 25 126 2 2 1 2 2 8 11 21 3 74 71 31 12 1 10 2 8 19 21 1*1 4 7 14 16 Radford Water Power 1 Ifi Richmond Traction 45 46 19 2 i'.;;.....i ii 26 24 28 1 2 16 163 lOO 95 54 ih' 325 17 1 18 1 5 1 19 Roanoke Railwav and Eleetrie 20 Ta7ewell Street Railwav 21 2 14 4 99 1 6 16 268 "WASHINGTON. Total for state . . 77 109 1 7 9 215 33 45 5 101 16 287 5 4 181 10 42 4 52 14 272 5 2 79 5 2 4 21 8 126 ! 1 3 27 22 1 1 6 6 136 12 44 4 45 16 276 1 3 79 21 1 1 66 1 11 5 6 189 11 42 4 54 14 174 2 2 36 4 3 2 4 1 S Seattle Electric 66 ' 1 , 3 4 Seattle and Renton ^ Washington Water Power . 37 2 fi 1 6 1 3 7 26 6 134 6 ! 44 1 11 8 WEST VIRGINIA. Total for state 11 1 1 1 11 18 13 44 49 4 111 37 682 10 18 13 38 47 4 108 34 621 6 6 7 28 23 3 44 9 421 4 12 1 10 18 7 42 47 4 1 2 Q Fairmont and Clarksburer 6 10 24 1 2 13 ie' 4 CmndPTi Tnter^itate Railwav 2 4 2 5 1 1 7 Wheeling Traction 66 21 196 8 2 2 36 1 111 111 34 475] 8 3 2 1 2 1 1 37 699 83 WISCONSIN. , Total for state 12 12 Wisconsin Traction, Light, Heat and Power Ashland Light, Power and Street Railway Chionewa Vallev Electric Railroad 1 1 2 12 14 22 19 26 6 17 1 33 10 21 4 396 28 42 22 9 10 11 20 18 23 6 16 1 31 10 21 3 357 28 39 20 7 8 8 12 12 14 6 16 1 16 7 5 3 267 25 21 10 1 2 3 2 2 1 1 2 12 in! ' 11 i 3 13 : 9 13 6 2 j ie' 6 q 8 6 9 4 5 6 7 8 9 10 11 12 T'mc Rivpr Electric Railwav and Power 17 6 17 1 29 6 9 3 396 20 27 16 3 9 4' l 12 1 I 6 6 1 17 j 1! 15 3 1 31 1 1 Marinette Gas, Electric Light and Street Railway . 16 ii" 13 14 15 Ifi 98 3 18 8 6 2 24 361 1 20 ; 1 2' 1 21 Sheboygan Light Power and Railway 2 1 17 HAWAII. ........ 81 79 18 63 8 2 39 42 35 1 32 45 4 34 32 45 2 26 16 2 17 16 35 2 9 32 10 35' 2 8 35 4 13 3 Pflpifio Hpie'hti Elpptrip Railwav 2 1 PORTO RICO. Total 7 21 13 is' 1 16 18 14 12 6 12 9 2 5 16 5 2 1 13 ' Not reported. GENERAL TABLES. EQUIPMENT, BY COMPANIES: 1902— Continued. 327 NUMBBB OP CABS— continued. NDMBEK OF— with brakes. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. a 9 21 23 8 100 95 64 13 2 32 429 8 2 3 8 2 8 2 8 19 21 3 100 95 49 12 2 27 336 8 19 21 3 100 96 49 12 5 1 1 1 1 2 2 65 60 75 20 22 19 13 11 15 53 48 29 4 2 25 62 53 48 29 4 4 20 10 16 15 4 8 16 2 23 28 98 17 IS 1 1 19 2 2 2 20 21 41 25 49 27 265 15 63 1 16 100 1,608 13 63 21 130 3 71 33 63 7 9 215 33 45 6 101 14 286 6 5 193 12 45 4 57 14 281 5 5 135 12 45 4 45 14 281 1 2 2 22 17 1 1 4 2 1 1 5 1 18 4 16 240 40 620 40 06 6 600 96 1,060 1 1 66 11 40 8 60 ■2 41 58 22 7 s 3 42 4 3 3 42 4 ^ 6 11 6 fi 12 3 12 20 1 17 12 27 7 g 17 20 149 136 13 4 5 32 10 18 13 44 49 4 111 37 679 6 6 7 89 23 4 61 13 428 6 2 7 80 23 4 51 13 47 10 18 13 41 47 4 111 37 631 10 18 13 41 47 4 111 37 629 1 1 1 2 5 2 1 2 4 22 34 36 200 105 210 50 226 200 4,181 1 6 4 1 1 S 10 4 4 4 9 3 i' 4 18 14 ^ S a 2 1 24 2 'is' 7 6 2 3 15 ^ 881 2 70 93 317 12 14 22 18 24 6 17 1 33 10 21 4 396 28 42 22 9 6 8 8 12 12 16 5 15 1 17 10 5 3 257 25 21 12 1 8 8 12 11 20 18 24 6 16 1 33 10 21 3 357 28 42 22 7 12 11 20 18 24 6 16 1 33 10 21 3 357 28 42 20 7 2 1 1 1 1 1 1 1 1 2 1 180 30 50 121 90 60 70 12 1 o 2 12 1 14 4 2 12 15 2 15 1 ■17 8 3 2 4 i 3 1 1 Pt g 4 7 e 2 1 1 1 5 2 1 1 1 4 2 8 40 20 75 48 2,858 169 ■135 185 60 9 2 2 2 3 1 6 10 11 1 87 12 10 257 25 6 4 2 49 264 13 14 6 15 8 1 1 1 3 17 15 2 8 Ifi 6 17 81 79 47 32 2 1 7 250 2 32 45 4 29 32 45 2 27 32 <% 1 45 2 13 1 ■ 1 1 1 "> 250 171 2 9 3 11 14 3 49 2 16 13 14 13 •»■------- 13 14 1 2 47 2 1 11 1 2 171 9 o 628 STREET AND ELECTRIC RAILWAYS. Table 96.— POWEE AND GENERATING STATE AND NAME OF COMPANY. Power houses, num- ber. STEAM ENGINES. WATEK- POWEE.I AUXILIARY STEAM ENGINES. BOILERS. 0) Total. 600 H. P. or under. Over 600 H. P. and under 1,000 H. P. 1,000 H. P. and over. H. P. No. H. P. No. H. P. No. H. P. ■ No. H. P. No. H. P. No. H. P. UNITED STATES 805 2,336 1,298,133 1,589 421,051 430 297, 257 317 579,825 3 51,228 301 10,074 3,853 893, 205 ALABAMA. Total for state 6 33 12,345 26 6,496 6 3,450 2 2,400 2 5 47 9,535 Anniston Electric and Gas 1 1 1 2 15 400 8,220 2 9 400 3,420 2 5 2 28 225 fi_1.^ •) Birmingham Railway, Light and Power. Decatur Street Railway 4 2,400 2 2,400 3 "'"'"1 4 Alabama City, Gadsden and Attalla Huntsville Railway, Light and Power .. Mobile Lightand Railroad 1 1 2 3 2 11 426 300 3,000 3 2 9 425 300 1,960 t 10 460 360 2,350 ft « 2 1,060 7 Montgomery Street Railway 8 Selma Street and Suburban' ■ 1 ' 9 Tuscaloosa Belt Railway ' ; ARIZONA. Total for territory 1 1 250 1 260 3 300 Phoenix Railway 1 1 1 250 1 250 3 300 2 Tucson Street Railway ARKANSAS. Total for state 5 11 2,366 11 2,365 i 1 16 3,165 Citizens Electric ! 1 1 1 1 1 3 1 165 400 150 1 3 1 165 400 160 1 2 I 180 375 150 9. Fort Smith Traction 3 Fort Smith and Van Buren 4 Hot Springs Street Railroad » j j ! 5 Little Rock Traction and Electric Citizens Light and Transit 1 1 2 4 900 750 2 4 900 750 ::::::::::::::::' 6 4 1,850 600 fi 1 7 Texarkana Railway 1 CALIFORNIA. Total for state 33 71 31,415 46 10,860 19 13,116 6 7,450 l»6,820 30 302 152 n Redlands Street Railway « "::::;■■"" . . 1 •'I Riverside and Arlington * 1 , , 1 09 Sacramento Electric, Gas and Railway. . San Bernardino Valley •> 1 1 1 1 1 1 10 1 2 1 1 1 565 1 565 1 6,250 1 2 1 700 O'^ ' o,j San Diego Electric Railway • 2 2 1 2 30 1*2 H2 600 500 600 400 17,050 325 .400 . 2 2 600 600 1 1 ; 3 ' 321 o^i Geary Street, Park and Ocean 3 25 ' .5 1 7.50 Ofi California Street Cable 1 - 600 6 75 i 4 500 07 Presidio and Ferries 2 13 2 2 400 2,700 326 400 s 50 il 3 300 OR United Railroads of San Francisco San Jose Railroad *J 13 9,650 4 4,800 8 92 i' 94 i 18.605 oq 14 o "2 20 1 1-12 : 200 25 »3 1 250 sn San Jose and Santa Clara "75 31 Santa Barbara Consolidatedo ?** Santa Cruz Electric* i«150 ' 1 33 East Santa Cruz 1 ' 1 34 Santa Rosa Street Railway 35 Stockton Electric 32 COLORADO. Total for state 11 9,710 28 6,410 3 2,100 1 1,200 260 2 7.T B4 ft S4n Boulder Railway and Utility 1 1 o 1 4 1 3 385 380 600 4 1 3 386 380 600 ( 4 ! 400 3 ' 300 5 : 600 Colorado Springs and Cripple Creek Colorado Springs Rapid Transit 260 3 1 4 Denver, Lakewood and Golden* ^ Denver Citv Tramwav 6 19 4,746 18 4,146 1 600 33 ! 5,330 fi Durango Railwav and Realty* 7 Grand Junction (municipal) I 1 « Pueblo Traction and Lighting i 6 3,600 2 900 2 1,600 i i,266 2 1 75 9 2,215 1 1 For details see Supplementary Table 3. 2 For details see Supplementary Table 4. ' Includes 1 electric motor of 150 horsepower and 16 gas engines of 1,926 horsepower. * For 6 companies only. * Steam power rented. ® Power rented. ' For 5 companies only, and includes 2 companies operating part of year. > For 9 months only. * For 9} months only. GENERAL TABLES. 329 PLANTS, BY COMPANIES: 1902. DIRECT-CURRENT DYNAMOS. ALTERNATING- CURRENT DYNAMOS.^ Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current tor sale. Total. 500 H. P. or under. Over 600 H. P. and under 1,000 H. P. 1,000 H. P. and over. No. H. P. Kilowatt hours. Horsepower hours of current. ti Total for year. Average per day. Total for year. Avei^ge per day. JS No. H. P. No. H. P. No. H. P. No. H. P. a 1 2,861 972,314 2,324 422,924 328 218,934 209 330,466 441 231,924 See p. 397 See p. 401 2,261,484,397 6,249,910 3,018,320,717 8,338,190 64 10,775 49 5,626 2 1,025 3 4,126 11 1,737 See p. 397 See p. 401 416,600,556 42, 714 4 20,845,880 57,112 2 29 600 6,492 2 26 600 2,367 See p. 397 216, 445 8,233,396 593 22,530 288,715 11,023,365 791 80,201 No 1 3 4,126 4 712 See p. 401 Yes •> No.... Yes... Yes... Yes... No.... No.... No.... s 4 3 10 6 425 458 2,400 500 4 3 8 6 425 468 1,376 500 1 2 4 75 140 810 803,000 690,216 4,489,600 1,168,000 2,200 1,891 12,300 3,200 1,070,645 920,166 6, 986, 000 1,557,090 2,933 2,621 16,400 4,266 4 FS 2 1,025 See p. 397 6 7 s c» 3 160 3 160 459,900 1,260 616,485 1,689 3 160 3 160 469,900 1,260 616, 486 1,689 Yes... No.... 1 7 14 2,060 14 2,060 ... 3 466 See p. 397 '4,578,675 13,608 '6,104,992 18,012 2 4 1 210 400 150 2 4 1 210 40l) 150 8 601,702 674,702 29, 108 2,198 1,848 79 8 802,361 899,603 38, 811 2,931 2,464 106 Yes... Yes... No.... No.... Yes... Yes... No.... No.... No.... No.... No.... No.... Yes... Yes... Yes... No.... No...- No.... No.... No.-.. Yes... Yes... No.... No.... No.... No.... No.... No...- Y-es... No.... No.... No.... No.-.. No.... Yes... No.... No.... No-... No.... No.... No 1 s 1 6 2 900 400 6 2 900 400 2,656,105 «617,068 7,277 2,106 3,541,473 8 822,744 9,703 2,808 *> 3 466 See p. 397 f\ * 7 96 25,603 80 14, 636 14 8,717 2 2,250 6 5,090 See p. 397 See p. 401 "44,676,030 122,399 "59,683,064 163,240 1 . ^ 2 400 2 400 See p. 397 306,606 837 407,340 1,116 ^ fi 6 6 6 5,500 1,370 1,933 4. 3,260 2 2,250 8,741,827 2,098,509 23,960 6,749 11,655,769 2,813,014 31,938 7,706 6 6 6 1,370 1,933 See p. 397 See p. 397 See p. 401 7 s ■ 9 3 1,200 2 633 1 667 2,966,500 8,100 3,942,000 10,800 10 n 12 Ti 10 1 2,900 100 10 1 2,900 100 9, 330, 164 146,000 26, 662 400 12, 440, 219 194, 667 34, 083 534 11 90 See p. 397 15 Ifi 17 1 18 1 1Q See p. 397 See p. 40i 20 21 13 1,125 13 1,125 5,000 See p. 397 See p. 397 See p. 401 1,652,856 4,528 2, 203, 708 6,037 99 23 5 770 5 770 See p. 397 730,000 2,000 973,455 2,667 24 25 26 27 28 181 isi 32 "3 3 10 15 9,167 280 366 1 1 23 3 3 10 16 4,367 280 366 ' 9 4,800 See p. 397 See p. 401 17, 634, 975 48, 315 23, 613, 800 64, 420 29 30 31 32 33 34 35 See p. 397 IS 574, 600 ""i'wi' 16 766,133 2,099 2 227 2 227 2 37 240 6,720 2 36 240 6,053 505, 094 "17,869,576 1,384 48,929 673, 469 1' 23, 812, 768 1,845 65,239 No.... 1 667 6 1,691 See p. 397 3 1 3 150 308 600 3 1 8 150 308 600 2 1 185 306 Yes... No.... No.... No.... No.... No.... No.... Yes... 1 2 3 4 5 6 7 8 See p. 397 1,095,000 2,299,500 3,000 6,300 1,460,000 3,066,000 4,000 8,400 See p. 397 26 4,662 25 3,996 1 667 ■; 11,600,000 31,780 15, 466, 667 42,373 1 . . . i 4 i,6o6 4 i,666 3 1,200 [ See p. 397 2,865,076 7,849 3,826,i6i "16,466" 10 Includes 3 gas engines of 175 horsepower and 1 electric motor of 150 horsepower. " For 11 companies only. '2 Gas engines. 18 Used for lighting purposes only. "Not in use during period covered by report. w This company also rents power. "Electric motor. " For 4 companies only. 330 STREET AND ELECTRIC RAILWAYS. Table 96.— POWER AND GENERATING STATE A>fD NAME OF COMPANY. Power houses, num- ber. STEAM ENGINES. WATER- POWEE. 1 AUXILIARY STEAM ENGINES. BOILERS. Total. 600 H. P. or under. Over 600 H. P. and under 1,000 H. P. 1,000 H. P. and over. H. P. No. H. P. No. H. P. a No. H. P. No. H. P. No. H. P. No. H. P. CONNECTICUT. Total for state 22 73 30,460 60 18,600 6 4,160 7 7,700 646 4 150 105 20,316 Branford Lighting and Water 1 1 6 2 28 375 10,900 2 26 375 8,500 4 31 400 7,250 9 Connecticut Railway and Lighting Bristol and Plainville Tramway * 2 2,400 3 4 Danbury and Bethel 1 2 675 2 675 3 375 f> Greenwich Tramway * 6 Hartford and Springfield 2 2 1,000 2 1,000 3 841 7 Farmington Street Railway* 8 Hartford Street Railway I 1 1 1 9 3 2 2 3 3,700 1,200 2,000 600 460 8 3 2,400 1,200 1 1,300 8 4 10 3 3 2,400 900 1,500 450 300 q Hartford, Manchester and Rockville . . . New York, New Haven and Hartford (Berlin system). Meriden, Southington and Compounce . Meriden Electric Railroad .... 4 160 10 2 2,000 11 2 3 600 450 r> 13 Middletown Street Railway * 14 Manufacturers Railroad * 1F> Fair Haven and Westville 2 1 1 11 2 2 4,550 800 1,100 7 2 1 1,950 800 360 4 2,600 19 2 3 2,850 500 750 Ifi New London Street Railway 17 Montville Street Railway - 1 750 18 Norwich Street Railway* ^^ Peoples Tramway 2 1 800 1 80O 646 4 600 *>o Stamford Street Railroad * '>i New York, New Haven and Hartford (New Canaan branch). Suffield Street Railway 2 18 2,000 2 2,000 6 900 09 9^ Torrington and Winchester . ... 1 5 400 5,725 2 15 400 3,025 2 20 300 4,600 DELAWARE. Total for state - - 2 1,200 1 1,500 1 75 Wilmington and New Castle 1 1 1 3 6 4 5 9 22 625 2,100 3,100 11,050 4 3 8 12 625 900 1,600 2,860 1 75 2 4 14 27 500 1,600 2,600 8,652 *> Peoples Railway 2 1,200 s Wilmington City 1 1 1,500 1,200 DISTRICT OF COLUMBIA. Total for district 9 7,000 8 240 Anacostia and Potomac River * 1 o Brightwood Railway * s Capital Traction 2 10 5,000 5 1,000 5 4,000 5 125 11 3,392 -1 City and Suburban of Washington * •i Columbia Railway 1 5 1,250 4 500 1 750 1 25 4 1,000 e, Georgetown and Tennallvtown * 7 Metropolitan Railroad 2 7 4,800 3 1,360 3 2,250 1 1,200 2 90 12 4,260 8 Washington and Great Falls * FLORIDA. Total for state 4 12 2,596 12 2,596 1,400 17 2,925 Fort Meade Street Railway 1 *> Jacksonville Electric 1 1 3 4 860 675 3 4 850 575 5 5 1,250 750 s Key West Electric -t Palatka and Heights Street Railway IS Pensacola Electric Terminal 1 1 12 3 2 35 420 760 23,000 3 2 20 420 760 4,800 2 5 61 300 625 18,850 f; Tampa Electric 1,400 6,470 GEORGIA. Total for state 6 4,200 9 14,000 3 45 Athens Electric Railway 1 1 2 2 2 1 10 5 3 100 14,600 2,500 400 1 1 2 3 100 500 60O 400 1,050 2 20 6 3 150 6,660 3,000 400 3 Bloomington and Normal 1 For details see Supplementary Table 3. 2 For details see Supplementary Table 4. 3 For 15 companies only, and includes 1 company operating part of year. * Power rented. 5 Steam power rented. 8 For 5 months only. ' For 4 companies only, and includes 1 company operating part of year. 8 Power rented for 6 months. (See note 9.) GENERAL TABLES. 331 PLANTS, BY COMPANIES: 1902— Continued. DIRECT-CUKRENT DYNAMOS, ALTERNATING- CURRENT DYNAMOS.2 Auxiliary equipment, translormers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OP STATIONS. Gen- erate electric current (or sale. Total. 60O H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. No. H.P. Kilowatt hours. Horsepower hours of current. u Total tor year. Average per day. Total for year. Average per day. No. H. P. No. H. P. No. H. P. No. H.P. a 102 27,479 91 17,641 6 4,240 5 5,598 16 3,160 See p. 397 See p. 401 3 54,389,973 149,342 2 72,496,311 199, 112 1 52 34 9,226 1 50 34 7,106 2 13 300 2,320 714,212 13,482,530 1,9,67 36,938 952,282 17,953,371 2,609 49,261 Yes... Yes... No.... Yes... No.... No.... No.... Yes... Yes... No.... No.... Yes... No.... No.... No.... Yes... Yes... No.... No.... No.... No.... No.... No.... 1 2,120 See p. 397 ■> R 4 600 4 500 903,870 2,476 1,205,160 3,301 4 5 2 800 2 800 919,400 2,519 1,225,866 3,368 6 7 9 3 2 2 3 3 3,600 1,100 2,278 400 400 250 8 3 2,400 1,100 1 1,200 8,309,370 1,095,000 1,896,640 441,216 956,376 22,765 3,000 5,196 1,208 2,620 11,078,966 1,460,000 2,528,720 588,288 1,274,945 30,353 4,000 6,928 1,603 3,493 8 See p. 397 q 2 2,278 See p. 397 in 2 3 3 400 400 280 11 1? IS 14 12 2 2 4,833 800 1,200 9 2 1 2,733 800 400 3 2,100 See p. 397 23,347,225 589,460 372,974 63, 966 1,615 1,021 31, 129, 633 785, 947 497,299 85,287 2,153 1,361 15 16 1 80O See p. 397 17 18 1 540 See p. 397 See p. 401 693,500 1,900 924, 667 2,633 19 ?n 2 1 2 21 1,340 268 450 4,569 2 1,340 'I 1 2 20 268 450 2,569 « 84, 300 584,000 7,730,899 662 1,600 21, 180 1112,500 778,667 10,307,866 749 2,133 28,240 m ?3 1 2,000 See p. 397 2 5 40O 800 3,369 10,525 2 6 13 15 400 800 1,369 2,825 See p. 397 1,260,490 2,555,000 3,925,409 '23,391,015 3,426 7,000 10, 764 65,160 1,667,320 3,406,667 5, 233, 879 '31,188,020 4,668 9,333 14,339 86,880 Yes... No.... No.... 1 See p. 397 •> 1 1 2,000 1,200 See p. 397 s 25 9 6,500 See p. 397 See p. 401 No.... No.... No.... No.... No.... No.... No.... No...- 1 See p. 401 ■? 13 4,475 8 975 6 3,500 See p. 397 7,833,938 21,463 10,445,251 28,617 s See p. 401 4 5 1,250 4 600 1 750 See p. 397 2,057,370 8,636 2,743,160 7,515 5 6 7 4,800 3 1,350 3 2,250 1 1,200 See p. 397 » 13, 499, 707 38,061 917,999,609 50,748 7 8 11 1,700 11 1,700 11 2,313 See p. 401 1» 5, 184, 496 16,128 10 6,912,466 20,170 No.... Yes... Yes... No.... Yes... Yes... 1 6 2 1,044 256 6 2 1,044 256 2 5 400 413 "1,748,484 175,511 5,714 481 "2,331,108 234,015 7,618 641 ? S 4 3 400 3 400 492,760 2,767,760 12 34,233,902 1,350 7,583 93,791 657,000 3,690,333 12 45, 645, 112 1,800 10,111 125,055 5 4 20 1,500 7,643 See p. 401 See p. 401 6 58 15,042 52 1 8,112 4 2,880 2 4,060 See p. 397 2 7 8 7 305 6,516 2,660 836 2 5 5 7 305 2,466 650 836 1 3 2 7 336 3,480 1,200 1,055 317,445 22,190,232 3, 830, 936 629, 625 870 60,795 10, 496 1,725 423,260 29,586,976 8, 107, 913 839,800 1,160 81,060 13,996 2,300 Yes... Yes... Yes... Yes... No.... Yes... Yes... Yes... No.... No.... Yes... 1 2 4,050 See p. 397 See p. 397 See p. 401 o 3 2,000 9 See p. 397 A 5 8 4 22 1,060 340 3,345 8 4 21 1,060 340 2,465 3 2 2 660 213 800 1,234,112 1,030,151 5,001,401 3,381 2,822 13,702 1,645,483 1,373,498 6,668,485 4,608 3,763 18,269 f; 7 1 880 s 9 10 1 75 1 75 219,500 601 292,667 801 1 181 75 98,458 1 115 76 22, 137 219,500 "190,833,658 601 527,024 292,667 "264,.508,402 801 702, 903 1 34 23,825 32 52, 496 11 2,750 See p. 397 See p. 401 I i 3 1,050 2,975 1,000 2 22 2 350 2,425 1,000 1 1 700 560 1,095,000 6,093,216 16 930,750 3,000 13,964 5,068 1,460,000 6,790,013 161,241,000 4,000 18, 606 6,744 No.... Yes... No.... 1 1 23 See p. 397 2 ! 2 3 •Includes output of Brightwood Railway for 7 months. '"For 4 companies only, and includes 1 company operating part of year. " For 10 months only. ^2 For 7 companies only. 13 Includes 5 gas engines of 400 horsepower. 1* For 34 companies only, and includes 6 companies operating part of year. 16 For 6 months only. 332 STREET AND ELECTRIC RAILWAYS. " Table 96.— POWER AND GENERATING STATE AND NAME OF COMPANY. Power houses, num- ber. STEAM ENGINES. WATEB- POWEB.l AUXILIAEY STEAM ENGINES. BOILERS. ^ Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. H. P. No. H. P. f No. H. P. z; No. H. P. No. H. P. No. H. P. No. H. P. 4 ILLINOIS— Continued. Mechanicsburg and Buffalo. 5 % Q 1 300 2 300 3 300 7 Centralia and Central City s Urbana and Champaign . . 1 6 10 8 1 1 1 2 28 30 12 5 4 2 400 23,600 28,560 9,150 2,100 1,100 800 2 4 11 4 4 4 2 400 1,400 3,250 1,200 1,300 1,100 800 . 1 5 27 1 1 1 200 300 1,016 25 150 2 58 93 23 8 500 14,660 17,466 6,400 2,000 660 900 9 14 8 1 1 8,500 7,200 760 800 10 11 7 13,600 18, 100 7,200 in Chicago Union Traction 4400 IX Chicaeo Consolidated Traction 12 Calumet Electric Street Railway 13 125 i 4 14 1 3 l^S ChicasTo General Electric Railway^ Ifi Suburban Railroad 5 1 2 1 1 1 3 1 «2 8 6 7 4 2 750 17,700 9,900 13,600 1,600 1,800 2 750 08 28 900 11,440 4,800 13,000 900 800 17 Northwestern Elevated Railroad South Side Elevated Railroad 8 6 7 17,700 9,900 13,600 2 60 IS 12 26 3 4 19 Metropolitan West Side Elevated 20 3 900 1 1 700 600 •Jl Chicago and Milwaukee 1 1,200 1 10 10 Lake Street Elevated Railroad & ?S Chicago and Joliet^ ''I Northern Electric Railway 1 1 1 10 100 3,300 1 9 100 2,100 1 11 100 3,300 05 Danville Railway and Light . . . ■ 1 1,200 2 10 ''6 Danville, Paxton and Northern^ ''7 Decatur Traction and Electric 1 1 2 2 700 1,200 2 700 2 8 700 1,260 •)S East St. Louis Railway 2 1,200 ?P St. Louis and Belleville* '^O East St. Louis and Suburban 2 3 2,000 3 2,000 10 1,600 SI St. Louis and East St. Louis * S9 Granite City and St. Louis 1 1 1 1 2 1 3 2 1,100 200 550 500 1 1 3 2 350 200 550 600 1 750 3 1 3 2 520 176 255 600 ^? Freeport Electric 2 4 s-l Galesburg Electric Motor Peoria and Pekm Terminal 4fi Quincy Horse Railway 2 1,200 47 Rockford Railway, Light and Power ^ . . 48 Rockford and Belvidere * 4<) Springfield Consolidated 1 1 26 2 2 68 726 250 26,580 2 2 43 726 250 10,880 6 2 SS 800 212 22,690 sn Peoples Light and Railway INDIANA. Total for state 10 6,850 5 8,860 7 225 Brownstown and Ewing 1 John S. Crump 1 1 I 1 1 3 4 1 126 750 1,326 800 1 3 3 126 760 625 o 3 6 2 160 750 1,000 1,000 s Evansville Electric Railway 4 Fort Wayne Traction 1 1 800 800 5 Fort Wayne and Southwestern fi Hammond, Whiting and EastChicago*. Indianapolis Street Railway 7 2 7 5,350 2 500 8 2,000 2 2,850 12 4,400 8 Broad Ripple Traction & Q Indianapolis, Shelbyville and South- eastern. Indianapolis and Eastern 2 1 1 1 1 2 4 2 'm 1,200 6,100 750 1 800 1,200 1 16 2 3 8 3 1,200 1,650 3,200 450 in 11 Union Traction 1 2 100 750 3 6,000 ■■) 20 12 Indianapolis, Greenwood and Franklin. Jefferson ville City Railway 13 14 Kokomo Railway and Light 1 1 1 1 1 1 1 2 2 1 4 1 700 800 250 150 725 200 1 1 700 560 3 2 •1 3 1 500 760 260 160 600 200 15 Lafayette Street Railway 1 2 1 4 1 260 260 160 725 200 Ifi Logansport Railway i 17 Logansport, Rochester and Northern Madison Light and Railway 18 19 Lake Cities ?n Highland Railroad* 21 New Albany Street Railroad * 22 Richmond Street and Interurban Indiana Railway 1 3 2 1 1 5 11 2 2 1,000 1,700 2,880 205 770 2 5 11 2 2 1,000 1,700 2,880 205 770 12 16 •t 2 750 1,460 3,410 180 630 23 1 3 150 40 24 Terre Haute Electric 2,'i Vincennes Citizens 2fi Wabash River Traction 27 Washington Street Railway * IOWA. Total for state 18 64 20, 040 56 12,240 6 4,400 2 3,400 1 85 98 16,765 Boone Electric 1 1 1 1 3 2 3 600 1,600 600 3 600 3 8 400 1,600 300 2 Burlington Railway and Light 2 1,600 3 Cedar Rapids and Marion City 3 600 4 Peoples Street Railway :;;;;:i:::;;;;::: 1 For details see Supplementary Table 3. 2 For details see Supplementary Table 4. ^ Steam power rented. ^ Gas engines. ^ Power rented. * Owned, but not operated. GENERAL TABLES. 333 PLANTS, BY COMPANIES: 1902— Continued. BIKECT-CtlRRENT DYNAMOS. ALTEBNATING- CUBBENT DYNAMOS.S Auxiliary equipment, transformers, storage batr teries, rotaries, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current for sale. i Total. 500 H. P. or under. Over 500 H.P. and under 1,000 H. P. 1,000 H. P. and over. No. H.P. Kilowatt hours. Horsepower hours of current. Total for year. Average per day. Total for year. Average per day. .a No. H. P. No. H. P. No. H.P. No. H. P. Z No.... No.... Yes... No.... No.... No.... : vpq 4 2 2 160 180 2 2 160 180 876,000 1,478,250 2,400 4,060 1,168,000 1,971,000 3,200 5,400 5 2 150 6 7 4 16 11 12 5 4 2 560 13,066 16,860 7,230 2,100 675 800 4 660 503,700 30,282,690 35, 322, 686 20,827,9.S4 2,675,336 1,134,344 2,007,500 1,380 82,966 96,774 67,063 7,066 3,109 6,600 671,600 40,376,786 47,096,915 27,770,679 3, 452, 191 1,512,458 2,676,546 1,840 110,621 129 065 8 10 5 4 1 6,660 4,260 2,480 800 6 6 3 6,396 11,600 3,000 See p. 397 q See p. 397 10 6 4 4 2 1,760 1,300 675 800 See p. 397 76,084 . Yps 11 1 150 See p. 397 9,457 4, 142 7,333 i No.... • No.... No.... No.... No.... l"* See p. 397 13 14 15 «2 8 6 7 4 2 760 15,000 6,200 13,500 1,600 900 2 7.50 16 8 2 7 15,000 3,000 13,500 16,425,000 21, 528, 996 25,364,495 3,098,960 2, 565, 585 45,000 68,983 69,464 8,490 7,029 21, 900, 000 28,705,328 33,805,993 4, 154, 222 3,444,506 60,000 78,644 92,619 11,380 9,437 No.... No.... No.... No.... No.... No.... No.... No.... Yes... No.... No.... No.... No.... No...- No.... No.... Y'es . . . Yes... No.... No.... No.... No.... Yes... No.... No.... Yes... No.... No.... Y'es... No.... No.... No.... No.... No.... T' i 3,200 See p. 397 18 19 3 1 900 300 1 1 700 . 600 See p. 397 ■'n 2 750 See p. 397 See p. 397 See p. 401 See p. 401 ''I ?? See p. 401 23 1 17 550 2,360 1 560 109,500 920,000 300 2,621 146,000 1,226,667 400 3,361 24 17 2,360 3 1,100 See p. 401 95 26 2 ,2 600 1,000 2 2 600 1,000 460,995 3,285,000 1,263- 9,000 614,660 4,380,000 1,684 12,000 27 98 99 3 2,000 3 2,000 6,570,000 18,000 8,760,000 24,000 30 31 2 2 3 2 02 1 n 1 2 960 200 660 500 260 150 300 160 470 1 2 3 2 2 1 1 1 2 276 200 550 500 260 160 300 150 470 1 675 '292,800 419,750 1,600 1,150 ' 390, 400 659,667 2,133 1,633 39 33 34 150,662 412 200,760 660 35 36 8163,000 510 8 204,000 680 37 38 »61,500 8 675,250 600 2,228 »81,918 "900,335 666 2,971 39 See p. 397. 40 41 5 290 5 290 2 400 1,350,500 3,700 1,800,910 4,934 49 43 6 2 6 1,600 900 1,100 5 2 6 1,600 900 460 See p. 397 328,500 1,204,500 1, 149, 750 900 3,300 3,150 438,000 1,606,000 1, 633, 000 1,200 4,400 4,200 44 1 200 See p 397 45 1 660 46 47 n 4 2 61 226 496 222 14,000 1 4 2 53 226 495 222 8,503 48 2,430,900 8170,«20 1048,737,302 6,660 555 140, 640 3, 241, 200 « 227, 760 l»65,0S8,917 8,880 740 l.S7,858 49 .50 6 3,444 2 2,063 13 8,966 See p. 398 See p. 401 No.... Yes... No.... No.... No.... No.... Yes... No.... No.... No No.... No.... No.... Yes... Yes... Yes... No.... Yes... Yes . . . No.... No.... Y'es... No.... Yes... No.... No.... No.... 1 1 3 4 120 750 1,025 1 3 3 120 760 460 132, 312 1,816,000 2,427,250 '478,880 363 5,000 6,660 2,624 175, 416 2,420,000 3,236,456 '638,506 483 6,667 8,867 3,499 2 See p. 398 3 1 576 4 1 1,000 See p. 398 See p. 401 6 fi 9 4,062 890 2 1,119 2 2,063 See p. 398 13,048,750 35,760 17,398,466 47,667 7 8 1 700 See p. 398 See p. 401 "489,256 1,661,615 13,219,925 985,500 5,318 4,625 36,219 2,700 "652,341 2,219,200 17,700,000 1, 320, 570 7,129 6,080 48,600 3,618 9 2 1,200 2 1,200 10 3 6,000 See p. 398 See p. 401 11 2 600 2 600 19 13 2 8 2 1 3 1 4i9 1,176 160 150 293 100 2 7 2 1 3 1 419 626 160 150 293 100 328, 500 1,023,825 M39,200 '109,800 515, 380 365,000 900 2,805 3,600 600 1,412 100 440, 390 1,372,400 0885, 600 '146,400 687, 173 486,666 1,206 3,760 4,800 800 1,883 133 14 1 550 15 16 17 2 230 18 19 90 ■'1 4 7 8 2 2 1,072 1,290 710 206 668 4 7 8 2 2 1,072 1,290 710 205 668 See p. 398 See p. 398 See p. 401 3,636,960 3,793,875 2,058,534 410,625 1,907,125 9,690 10, 394 5,640 1,125 6,225 4,715,800 5,068,500 2, 744, 712 647, .500 2,542,833 12, 920 13,859 7,520 1,500 6,967 w 1 6 125 900 93 •>4 95 ■'S 97 81 14,510 77 10,300 3 1,810 1 2,400 20 3,379 See p. 398 See p. 401 12 22,837,915 62,569 12 30,460,624 83, 453 3 4 3 410 900 480 3 4 3 410 900 480 2 2 175 800 320,500 1, 868, 800 698,600 878 5,120 1,640 427, 333 2,491,800 798,134 1,170 6,827 2,187 Yes... Yes. . . 1 No.... ; No.... 1 9 See p. 398 3 ::::::::...... 4 ' For 6 months only. 8 For 10 months only. 9 For 4 months only. 10 For 20 companies only, and includes 4 companies operating part of year. 11 For 3 months only. 12 For 18 companies only. 334 STREET AND ELECTRIC RAILWAYS. Table 96.— POWEK AND GENERATING \ STATE AND NAME OF COMPANY. Power houses, num- ber. STEAM ENGINES. WATEB- POWEE.l AUXILIARY STEAM ENGINES. BOILEKS. Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. H. P. No. H. P. No. H. p. a No. H. p. No. H. P. No. H. P. No. H. P. ( ft IO''/A— Continiied. State Electric » fi Omaha and Council Bluils 2 1 1 6 8 6 2,400 1,025 4,500 6 8 4 1,400 1,025 1,350 1 1,000 12 3 19 1,600 1,260 3,800 7 Tri-City Railway 1 35 s^ Des Moines City Railway *. . 1 760 1 2,400 q Interurban Railway in Union Electric 1 1 8 4 2,160 750 7 4 1,460 750 1 700 1 12 4 1,950 600 11 Fort Dod^e Light and Power 1 1'' Fort Madison Street Railway*. 1*^ Independence and Rush Park 1 1 1 1 1 1 2 3 4 2 2 4 200 800 600 600 730 1,100 2 3 4 2 2 4 200 800 500 600 730 1,100 i 3 2 4 220 600 380 500 460 1,600 14 Keokuk Railway and Power i 15 Marshalltown Light, Power and Railway Mason City and Clear Lake Ifi 4 17 Citizens Railway and Light 1 I 18 Ottumwa Traction and Light 1 19 Red Oak Street Railway "><) Sioux City Traction 1 1 1 7 2 3 2 11 1,360 235 1,000 3,715 2 1,360 5 3 4 19 850 255 400 3,105 ?1 Tama and Toledo 3 2 9 235 1,000 2,615 w Waterloo and Cedar Falls KANSAS. Total tor state 2 1,100 Arkansas City Street Railway 1 9 Atchison Railway, Light and Power Fort Scott Consolidated Supply 1 1 1 1 450 300 1 1 450 300 2 2 500 230 S ■ 4 Hutchinson Street Railway 1 lola Electric Railroad 1 1 1 1 460 200 1 1 460 200 I 400 200 R Electric Railway and Ice 7 Kansas City-Leavenworth* 8 Pittsburg Railroad 1 2 400 2 400 \ 3 360 q Consolidated Street Railway i 10 Topeka Railway 1 1 2 3 800 1,115 2 1 800 15 5 3 625 800 11 Wichita Railroad and Light 2 1,100 I'' Union Street Railway KENTUCKY. Total for state 9 31 16,995 21 4,095 7 4,700 3 7,200 5 65 63 13,670 Bowling Green Railway 1 1 1 1 1 1 1 3 1 2 7 160 2,200 225 220 2,330 1 2 1 2 4 160 1,000 225 220 630 2 8 1 2 7 250 3,000 225 150 1,625 9. Cincinnati, Newport and Covington Frankfort and Suburban 1 1,200 3 4 Henderson Street Railway ft Lexington Railway 3 1,700 6 Georgetown and Lexington 3 7 Louisville Railway 1 1 6 2 9,000 400 4 3,000 2 6,000 4 1 50 15 22 2 6.000 800 8 Louisville, Anchorage and Pewee Kentucky and Indiana* 2 400 q in Maysville Street Railroad 7 23 11 Owensboro City Railroad 1 1 7 160 1,300 13,550 2 7 16 160 1,300 5,000 2 7 38 220 1,400 8,069 !•' Paducah City Railway LOUISIANA. Total for state 2 1,660 5 6,900 Baton Rouge Electric and Gas 1 1 3 800 3 800 4 400 9 Lake Charles Street Railway 3 St. Charles Street Railroad 1 1 1 2 4 2 5 7 1,700 600 6,500 3,250 3 2 900 600 1 800 3 2 18 8 615 634 3,160 2,920 4 Orleans Railroad ft New Orleans Railways 1 860 4 1 5,650 1,260 A New Orleans and CarroUton 6 2,000 7 Algiers, McDonoghville and Gretna R Shreveport Belt Railway 1 19 1 1 1 2 25 700 9,740 2 20 700 6,840 3 34 460 7,010 MAINE. Total for state 4 2,350 1 1,550 3,325 Augusta, Winthrop and Gardiner Public Works 1 2 2 2 450 1,200 700 2 450 3 3 3 460 810 375 ■> 2 1,200 2,000 s Penobscot Central Railwav 2 700 4 Bangor, Orono and Old Town* ft Bangor, Hampden and Winterport * 6 Biddeford and Saco 1 1 1 3 1 576 175 3 1 575 175 3 1 660 200 7 Calais Street Railway 1 1 8 Benton and Fairfield q Fryeburg Horse Railway 10 Atlantic Shore Line * n Lewiston, Brunswick and Bath 3 3 1,200 3 1,200 4 700 19 Norway and Paris * IS Portland Railroad 2 1 1 1 1 1 3 B 3 2 1 C) 3,300 800 850 90 3 3 1 1 1,200 800 250 90 1 550 1 1,560 8 3 3 1 2,500 660 375 100 14 Portsmouth, Kittery and York 1ft Rockland, Thomaston and Camden Sanford and Cape Porpoise 1 600 Ifi 75 17 Skowhegan and Norridgewock Rail- way and Power. Somerset Traction * 18 19 Watervllle and Fairfield Railway and Light. 1 400 1 400 1,250 o 400 1 1 1 For details see Supplementary Table 3. 2 For details see Supplementary Table 4. 3 Power rented. * Includes figures for Interurban Railway Company. 5 For 7 companies only. 5 This company failed to make a report. GENERAL TABLES. 335 PLANTS, BY COMPANIES: 3902— Continued. OIKECT-CURBENT DYNAMOS. ALTEKNATING- CUKKENT DYNAM0B.2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. 1 OUTPUT OF STATIONS. Gen- erate electric current for sale. Total. 600 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. No. H. P. Kilowatt hours. Horsepower hours of current. V Total for year. Average per day. Total for year. Average per day. Z No. H. P. No. H. P. No. H. P. No. H. P. No.... Yes... No.... No.... No.... Yes... Yes... No.... No.... Yes... Yes... No.... Yes... Yes... No.... Yes... Yes... Yes... fi 8 8 15 1,401 1,000 4,650 7 8 14 791 1,000 2,250 1 610 1,869,668 3,120,647 4,626,375 5,122 8,549 12,675 2,492,757 4, 160, 635 6,168,600 6,829 11,399 16, 900 6 7 1 2,400 See p 398 8 See p. 398 See p. 398 See p 401 9 15 4 1,166 230 15 4 1,166 230 3 2 666 200 1,378,970 832,565 3,778 2,281 1,838,627 1,109,965 5,037 3,041 10 11 12 2 4 3 2 2 3 200 525 295 600 335 725 2 4 3 2 2 3 200 525 295 600 335 725 64, 750 1,008,860 602,250 1, 606, 000 369,890 1,460,000 160 2,764 1,660 4,400 986 4,000 73,000 1,345,025 803,000 2,141,455 479,853 1,957,130 200 3,685 2,200 6,867 1,315 5,362 13 3 3 500 5-10 14 See p. 398 15 Ifi See p. 398 17 2 600 See p. 398 18 19 2 2 1 21 1,200 193 200 3,254 2 1,200 2,057,140 87,600 985,500 53,586,723 5,636 240 2,700 9,823 2, 742, 610 116,800 1,314,000 6 4,780,964 7,614 320 3,600 13,097 20 2 1 21 193 200 3,264 2 1 3 123 275 560 See p. 398 21 See p. 398 See p. 398 Sec p. 401 22 No.... No.... Yes... No.... No.... Yes... 1 3 2 900 267 3 2 900 267 246,375 135,780 675 372 328,500 181,040 900 496 2 3 4 1 1 450 125 1 1 450 125 271,760 39,420 744 108 362,333 52,660 992 144 5 fi 7 1 200 1 200 1 160 706,276 1,935 941,700 2,680 Yes... No.... No.... Yes... No.... No No.... No.... No.... Yes... No.... No.... No.... No.... Yes... No.... Yes... 8 9 9 4 760 552 9 4 760 562 1,178,723 1,007,400 3,229 2,760 1,671,631 1,343,200 4,305 3,680 10 2 400 See p. 398 11 12 31 14,332 23 3,699 5 3,533 3 7,200 10 1,473 See p. 398 '24,831,481 68,032 '33,108,267 90,708 1 3 2 2 4 133 2,200 260 265 1,199 1 2 2 2 3 133 1,000 250 265 666 197, 100 1,022,000 310,980 350,400 1,348,346 640 2,800 852 960 3,694 262, 800 1,362,645 414,640 467,200 1,797,795 720 3,733 1,136 1,280 4,926 1 1 1,200 2 3 4 1 533 5 773 S R 6 2 9,000 335 4 3,000 2 6,000 See p. 398 12,956,718 3, 358, 000 35,498 9,200 17,275,614 4,477,090 47,331 12,266 7 2 335 8 9 2 2 7 31 185 160 605 12,268 2 2 7 23 185 160 605 4,602 141,437 9 219,000 4, 927, 600 i»28,835,085 388 600 13,500 79,000 188,583 » 292, 000 6,670,000 ■»38,446,537 617 800 18,000 106,333 1ft 11 5 1 700 73 See p. 398 12 5 8,363 3 4,303 See p. 398. . 6 425 6 425 1 73 1,271,660 3,484 1,695,426 4,645 Yes... No.... No.... No.... No.... No.... No.... Y'es... 1 2 4 2 8 7 1,480 269 6,388 3,026 3 2 2 6 807 269 538 1,883 1 673 2,472,875 1,485,560 15,330,000 6,936,000 6,775 4,070 42,000 19, 000 3,297,045 1,980,733 20,440,000 9,246,667 9,033 5,427 66,000 25,333 3 4 4 2,690 2 1 3,160 1,143 See p. 398 6 6 7 4 45 680 9,478 4 39 680 5,678 1,340,000 "25,578,242 3,671 70, 129 1,786,667 "34,104,568 4,895 93, 506 8 6 3,800 10 3,083 See p. 398 See p. 401 4 8 2 602 900 760 4 8 2 602 900 750 985,500 2,306,000 481, 800 2,700 6,318 1,320 1,314,000 3,074,666 642,400 3,600 8,424 1,760 Yes... Yes... No.... No.... No.... Yes... Yes... No.... No.... No.... No.... No.... No.... No.... Yes... No.... No... No... Yes.. 1 2 1,000 See p. 398 See p. 401 See p. 401 2 3 4 5 3 1 1 575 135 133 3 1 1 675 135 133 See p. 398 200, 750 400, 600 148,655 550 1,098 407 267,545 634, 133 198,073 733 1,464 543 6 7 8 9 10 1 1 6 3 8 2 1 400 85 3,800 750 676 150 110 1 1 40O 85 3 1,000 See p. 398 See p. 401 6,712,250 15, 650 7, 616, 090 20,866 11 ! 12 6 3,800 See p. 398 4, 613, 570 657,000 1,200,437 565,760 12 71, 630 12,640 1,800 3,289 1,550 247 6,161,423 876,000 1,600,583 754,465 K 96, 990 16,863 2,400 4,385 2,067 331 13 3 8 2 1 750 575 150 110 See p. 398 See p. 401 14 1 250 15 See p. 401 16 17 18 4 513 4 513 4 833 See p. 398 See p, 46i 8,234,400 22,560 10,979,200 30,080 19 ) ' For 10 companies only, and includes 1 company operating part of year. 8 Steam power rented. » For 6 months only. 10 For 6 companies only. 11 For 13 companies only, and includes 1 company operating part of year. 12 For 10 months only. o36 STREET AND ELECTRIC RAILWAYS. Table 96 POWER AND GENERATING STATE AND NAME OF COMPANY. Power houses, num- ber. STEAM ENGINES. WATEE- POWEK.l AUXILIAKY STEAM ENGINES. BOILERS. £2 Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. H.P. No. H.P. No. H.P. No. H. P. No. H. P. No. H. P. No. H.P. MARYLAND. Total for state 13 47 27, 400 27 7,400 16 10,100 8 9,900 73 18,635 United Railways . 1 10 40 24,500 21 5,100 14 9,500 5 9,900 66 17,136 '-> Cumberland Electric Railway* S Frederick and Middletown 1 2 1,000 1 400 1 600 2 250 4 Kensinffton Railway* ^S Cumberland and Westernport 1 1 2 3 700 1,200 2 3 700 1,200 2 3 700 550 6 Hagerstown Railwav 7 H WashinErton and Glen Eoho* 1 r) Washington and Rockville* 10 Washington, Woodside and ForestGlen * MASSACHUSETTS. Total for state 72 209 133,860 136 43,020 37 21, 780 36 69,060 1,732 25 598 324 80,690 Amherst and Sunderland - 1 1 2 400 2 400 2 300 *> Interstate Consolidated * 3 Lexington and Boston 1 8 10 8 3 38 30 38 930 15,820 18,575 64,450 3 23 12 17 930 6,640 3,675 5,550 4 62 42 81 1,000 10,023 11, 130 28,770 4 Old Cmony Street Railway 14 13 1 8,180 7,150 700 1 5 20 1,000 7,760 48,200 5 Soston and Northern 3 8 75 28 f^ Boston Elevated Railway 7 Lowell and Boston * S New York, New Haven and Hartford Railroad. Blue Hill Street Railway 1 1 1 1 1 2 2 3 2 1 2,000 650 1,450 700 100 2 2,000 8 3 5 2 i 1,200 460 1,250 700 125 f) 2 2 2 1 650 800 700 100 10 Hnnsflf. Vflllpy 1 660 11 Concord Maynard and Hudson 12 Conwav Electric Railwav 13 Cottage Ci ty and Edgartowu ^ 1-1 Norfolk Western Railway 4 Ti Greenfield and Deerfield* 16 Providence and Fall River* 17 Dartmouth and Westport* 18 Fitcliburg and Leominster 1 3 1,310 2 660 1 660 6 1,200 19 Framingham Union Street Railwav* 20 Gardner Westminster and Fltchburg... Greenfield and Turners Falls 2 2 2 600 2 600 3 600 21 440 oo Haverhill and Southern New Hamp- shire, -i Haverhill, Georgetown and Danvers* 0^ 24 Haverhill and Amesbury 1 1 1 1 5 2 600 4,000 600 1 3 2 500 1,200 600 4 5 2 600 2,000 500 OFj Holyoke Street Rail way 2 2,800 '>fi Lawrence and Reading 07 Lawrence and Methuen * f)t^ Middleton and Danvers* 00 Norfolk and Bristol 1 1 1 2 2 2 900 500 800 2 2 2 900 500 ■ 800 2 3 2 600 600 500 go Marlboro Street Railway . . . 31 Marlboro and Westboro . S*> Medfield and Medwav* S^ Middleboro, Wareham and Buzzards Bay. 4 Milford, Attleboro and Woonsocket Milford and Uxbridge M 1 1 2 6 760 2,100 2 4 750 1,200 3 5 600 750 S*! 1 900 Sfi Natick and Cochituate « S7 South Middlesex Street Railway Union Street Railway 1 1 1 1 1 3 4 3 2 2 950 3,100 750 950 500 3 2 3 1 2 960 600 760 350 500 3 8 4 5 3 450 1,800 1,200 875 700 SS 2 2,600 10 3 300 35 gq New Bedford and Onset '10 Citizens Electric Railway 1 600 41 Georgetown, Rowley and Ipswich Commonwealth Avenue ** 49 4^ Wellesley and Boston* 44 Newton and Boston 1 4 1,100 4 1,100 4 760 I^S Newton Street Railway * 16 Northampton Street Railway 1 1 5 1 1,200 300 4 1 600 300 1 600 6 2 840 300 47 Northampton and Amherst 4P Haverhill and Andover * 4 ft Norton and Taun ton 1 2 700 2 700 2 600 ^0 Athol and Orange * ^1 Pittsfield Electric * n 250 1 250 81 160 '!'"> Plymouth and Sandwich * [ 'iS Brockton and Plymouth 1 3 1,200 3 1,200 1 4 600 51 Norwood, Canton and Sharon * 'it Shelburne Falls and Colerainc 1 1 2.50 1 250 250 1 2.50 56 Southbridge and Sturbridge* S7 Hampshire Street Railway * j ■SS Springfield Street Railway 1 1 4 4,800 960 4 4,800 8 2 2,666 ] 612 SO Springfield and Eastern 2 950 . .. 460 60 Stoughton and Randolph ■* 61 East Taunton Street Railway* fio Bristol County 1 1 2 2 840 375 2 2 840 376 2 4 .S46 i 6^ Templeton Street Railway 500 1 64 Marthas Vinevard* 6^1 Upton Street Railwav * 66 Reading Wakefield and Lvnnfield * I i 67 Hampshire and Worcester 1 1 2 2 .500 8.50 2 1 500 300 1 2 2 500 . 68 Warren, Brookfleld and Spencer i 550 376 1 For details see Supplementary Table 3. 2 For details see Supplementary Table 4. 3 For 4 companies only, and includes 1 company operating part of year. ■1 Power rented. 6 For 2i months only. GENERAL TABLES. 337 PLANTS, BY COMPANIES: 1902— Continued. DIRECT-CDKRKNT DYNAMOS. ALTERNATING- CUKRENT DYNAM0S.2 Auxiliary equipment, transformers, storage bat- teries, rotariee, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current for salt'. Total. 500 H. P. or under. Over 600 H. P. and under 1,000 H. P. 1,000 H. P. and over. No. H. P. Kilowatt hours. Horsepower hours of current. (^ Total for year. Average per day. n No. H. P. Ko. H. P. No. H. P. No. H. P. Average per day. Total for year. a 3 52 24,565 37 8,901 10 6,064 6 9,600 2 240 See p. 398 See p. 401 3 42,811,678 118,298 8 67,082,116 167,730 40 22,424 25 6,760 10 6,064 5 9,600 See p. 398 40, 760, 645 111, 673 54,347,405 148,897 No.... No.... No.... No.... No.... Yes... No.... No.... No.... No.... 1 i •2. 584 2 584 780,735 2,139 1, 040, 980 2,852 2 3 575 575 1 1 80 125 IS Negaunee and Ishpeming H Jackson and Suburban Traction ^ 1'i Michigan Traction * Ifi Lansing City Electric ■* .. . - 17 Manistee, Filer City and Eastlake Marquette and PresQue Isle 1 1 1 1 1 1 1 1 6 3 2 3 2 3 2 3 5 19 900 385 950 1,200 1,067 600 600 2,200 10,325 2 2 3 200 386 960 1 700 2 4 5 2 1 5 9 34 220 400 500 1,000 1,000 330 525 2,060 6,410 IS 11 Menominee Light, Railway and Power . Toledo and Monroe ''0 9 1,200 i 20 250 ''I Muskegon Traction and Lighting Detroit, Plymouth and Northville Owosso and Corunna Electric 3 2 3 4 12 1,067 BOO 600 1,400 2,600 no 9-^ 1 1 7 6 30 950 9^ Saginaw Valley Traction 1 1 800 526 MINNESOTA. Total for state 6 7,200 10,280 Interstate Traction ■• 1 n Duluth-Superior Traction 2 3 6 9 2,400 7,125 4 3 1,200 600 1 6 1,200 6,000 1 60 9 20 1,500 4,210 S Twin City Rapid Transit 1 526 10,280 <1 Benton Power and Traction * fi Winona Railway and Light 1 6 5 9 800 2,555 5 9 800 2,655 6 900 5 13 700 2,030 MISSISSIPPI. Total for state Greenyille Light and Car 1 22 1 2 3 1 2 68 120 800 675 160 800 64,620 1 2 3 1 2 27 120 800 675 160 800 7,770 1 4 4 (IS) 4 170 100 600 460 ? Jackson Railway, Light and Power Meridian Light and Railway S 4 Natchez Railway and Power B Vicksburg Railroad, Power and Manu- facturing. MISSOURI. Total for state 880 48,270 16 11,660 26 45,100 12 685 Citizens Street Railway 1 . 9 Carrollton Electric Railway * s Clinton Street Railway 4 Hannibal Railway and Electric 1 2 8 1 1 4 1 1 5 16 3 6 23 5 100 2,350 12,800 BOO 3,3.50 36,600 6,800 1 4 9 3 1 100 1,150 8,400 500 200 1 6 37 2 9 75 19 100 1,925 10,600 300 2,640 26,360 4,000 B Southwest Missouri Electric Railway . . . Metropolitan 1 4 1,200 7,300 fi 3 2,100 7 Missouri Water, Light and Traction St. Joseph Railway, Light, Heat and I'ower. St. Louis Transit 8 3 7 2 1,960 5,200 1,800 1 16 3 1,200 31,400 4,000 q 12 585 10 St. Louis and Suburban 11 St. Louis and Meramec River* 1 . I'* St. Louis and Kirkwood 3 3 3 1,000 1,200 B20 2 3 3 400 1,200 620 1 600 8 6 4 800 1,750 576 IS St. Louis, St. Charles and Western Railway and Electric of Sedalia Kickapoo Transit 2 1 14 Ifi Ifi Springfield Traction 1 3 1 4 300 1,850 1 3 800 650 3 8 830 1,176 MONTANA. Total for state 1 700 260 Anaconda Copper Mining 1 2 1 360 1 360 260 3 176 9 Bozeman Street Railway * s Butte Electric Railway 1 8 1,000 2 300 1 700 5 1,000 i Great Falls Street Railway * 1 5 Helena Power and Light * 1 1 For details see Supplementary Table 3. 2 For details see Supplementary Table 4. 3 Steam power rented. * Power rented. ^ For 2^ months only. For 21 companies only, and includes 6 companies operating part of year. ■■ For 10 months only. 8 For 11 months only. Owned but not operated. "> For 9 months only. GENERAL TABLES. 339 PLANTS, BY COMPANIES: 1902— Oonimued. DIBECT-CURRENT DYNAMOS. ALTERNATING- CURRENT DYNAMOS.' Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and tbeir equipment. OCTPUT or STATIONS. Gen- erate electric current for sale. Total. 600 H. P. or under. Over 600 H. P. and under 1,000 H. P. 1,000 H. P. and over. No. H.P. Kilowatt hours. Hor£ ipower bours of current. bi Total lor year. Average per day. Total for year. Average per day. .a No. H. P. No. H. P. No. H. P. No. H.P. 2 3 270 291 ,2 3 270 291 193, 088 737,862 629 2,022 257,447 989, 160 705 2,710 No.... No.... No.... Yes... No.... No.... Yes... 69 See p. 398 70 71 U 2 3,967 870 14 2 3,967 870 See p. 398 2,515,215 672,412 6 223,002 952,200 83,364,048 6,891 1,668 3,097 2,609 230,362 3,371,602 767,230 6 297,336 1,269,600 8111,226,532 9,188 2,102 4,129 3,479 307,705 72 73 2 1,200 See p. 398 See p. 401 74 2 87 500 29,518 2 68 500 10,703 75 9 6,204 10 13,611 39 11,662 See p. 398 See p. 402 1 2 5 19 6 6 1 4 2 60 1,000 667 16,000 1,307 1,175 200 2,714 100 1 2 5 6 4 5 1 2 2 60 1,000 667 1,333 640 1,175 200 570 100 90,155 1,277,500 687,182 44,843,674 6,022,500 5,791,828 " 680, 960 6,353,149 8 2,672,000 2,868,100 8 2, 049, 187 864, 100 366,400 247 3,600 1,609 122,869 16,500 15,868 2,240 17,406 8,000 7,858 6,135 2,340 1,004 120,460 1,703,465 782, 909 69,791,565 8,030,000 7, 722, 437 7 907,747 8,516,286 8 3,581,769 3,824,133 8 2,732,249 1,138,800 488,533 330 4,667 2,126 163,812 22,000 21,167 2,987 23,332 10,723 10,477 8,180 3,120 1,338 No.... Yes... Yes... Yes... Yes... No.... Yes... No.... Yes... No.... No.... Yes... Yes... No.... No.... No.... Yes... Yes-.. Yes... No.... Yes... No.... Yes... Yes . . . 1 2 8 1 3 5 400 333 2,000 1,260 3 6 1 3,200 667 8 11,467 See p. 398 See p. 398 See p. 398 See p. 398 See p. 402 See p. 402 See p. 402 4 5 6 7 2 2,144 8 5 2 1 5 2 1,675 1,333 667 820 335 See p. 398 See p. 398 See p. 398 See p. 402 See p. 402 See p. 402 9 10 1 4 3 »3 »6 n 3 2 9 667 226 205 400 720 200 470 160 635 1 667 11 4 3 3 6 1 3 2 9 226 206 400 720 200 470 160 635 12 See p. 398 13 14 See p. 398 See p. 402 15 16 See p 398 10 2,336,000 273,750 363,176 1,095,000 '706,060 232,687 420,000. 3,480,640 11 39, 1.53, 469 6,400 750 968 3,000 2,354 637 1,151 9,536 107, 270 i» 3, 114, 666 365, 000 470,901 1,460,000 '941,413 310,249 660,000 4, 663, 970 "62,204,738 8,533 1,000 1,291 4,333 3,138 849 1,535 12,778 143,040 17 18 2 2 3 150 1,067 800 See p. 398 19 See p. 398 See p. 402 20 1 3 4 8 67 400 480 426 1,407 13,420 1 3 4 2 62 400 480 426 737 9,830 21 m 2 3 9 126 1,206 8,100 ?3 1 3 670 1,690 See p 398 24 2 2,000 See p. 399 See p. 402 No.... No.... Yes... No.... Yes... 1 19 38 2,850 10,000 16 36 1,260 8,000' 3 1,690 3,374,391 35,040,000 9,246 96,000 4,499,188 46,720,000 12,326 128,000 9. 2 2,000 8 8,000 See p. 399 See p. 402 3 4 10 14 570 2,598 10 14 570 2,698 1 9 100 1,656 739,078 12 3,016,565 2,025 8,807 9S6, 650 12 4, 022, 086 2,714 11,742 5 I 1 6 3 2 2 68 130 1,241 367 400 460 53,119 1 6 3 2 2 36 130 1,241 367 146,000 969,075 439, 660 "141,360 1,320,670 15132,903,282 400 2,655 1,204 930 3,618 364,119 194, 666 1,292,100 686,080 1*188,480 1,760,760 16177,204,619 533 3,540 1,605 1,240 4,824 486,493 Yes... Yes... Yes... No.... Yes... 1 3 2 573 633 ? 1 S 400 460 6,444 i 4 4 11 450 7,683 f> 12 8,284 20 38,391 See p. 399 See p. 402 No.... No.... No.... No.... Y'es... No.... Yes... Yes... No.... Yes... No.... No.... No.... Yes... No.... Yes... 1 ? S 1 4 11 1 4 22 10 110 900 9,300 100 2,150 34,336 3,533 1 4 4 1 2 2 8 110 900 1,200 lOO 300 294 1,400 262,800 3,489,400 24,455,000 628,530 7,248,170 83,568,355 "12,307,470 720 9,660 67,000 1,722 19,858 228,927 33,719 350,400 4,652,533 32,606,667 838,040 9,664,470 111,411,140 1016,409,960 960 12,747 89,333 2,296 26,478 305,236 44,959 4 1 900 See p. 402 >i 4 2,400 3 5,700 See p. 399 6 1 3 2 1 167 1,500 3,216 3,600 7 2 6 1,860 3,484 See p. 399 H 15 2 30,568 2,133 See p. 399 See p. 399 See p. 402 See p. 402 9 10 11 3 3 5 960 1,000 420 2 3 6 40O 1,000 420 1 660 See p. 399 I' IS 3 300 See p. 399 See p. 402 390,205 1,070 520,273 1,427 14 15 4 6 320 1,532 4 5 320 832 563,352 "2,128,202 1,543 6,831 751,136 "2,837,602 2,057 7,775 16 1 70O See p. 402 4 632 4 632 458,692 1,267 611,689 1,67 Yes... No.... No.... No.... No.... 1 ? 2 1,000 1 300 1 700 1, 669, 610 4,574 2, 226, 013 6,099 1? 4 See p. 402 6 " For 3 companies only. 12 For 5 companies only, and includes 1 company operating part of year. "Steam rented. " For 6 months only. 16 For 10 companies only. 1* Includes output of St. Louis and Kirkwood Railroad Co. 1' For 2 companies only. 540 STREET AND ELECTRIC RAILWAYS. Table 96.— POWEK AND GENERATING STATE AND NAME OF COMPANY. Power houses, num- ber. STEAM ENGINES. WATEK- POWEB.1 AUXILIAKY STEAM ENGINES. BOILEE8. i Total. 600 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. H. P. No. H. P. No. H. p. 1 ^ No. H. P. No. H. P. No. H. P. No. H. P. NEBRASKA. Total for state 3 14 5,100 10 2,150 3 1,760 1 1,200 37 4,795 S 1 1 7 1,600 6 1,060 1 660 1 90.'^ Nebraska City Street Railway 3 4 2 7 3,600 4 1,100 2 1,200 1 1,200 29 3,600 NEW HAMPSHIRE. Total for state 6 13 4,015 12 3,265 1 760 9 1,400 1 1 2 600 2 500 3 400 9 Cbester and Derrv^ 3 4 Exeter, Hampton and Amesbury Keene Electric Railway 1 1 1 5 2 2 1,645 220 860 4 2 2 896 220 860 1 760 "2 2 200 300 5 Manchester Street Railway* 7 Pnrtemnnth 'R^lpptTir' PnilTvnv 1 25 2 69 800 31,130 2 50 800 13,680 2 108 600 22,560 NEW JERSEY. Total for state 11 7,000 8 10,660 2 10 Wpst Ferspv and Rsashorp 1 2 1 2 1 1 1 1 4 1,360 3 760 1 600 4 960 Bridgeton and Millville * 3 4 2 3 7 2 300 750 3,300 635 2 3 5 2 300 750 900 635 3 3 10 3 400 750 2,100 760 Camden, Gloucester and Woodbury Camden and Suburban 2 2,400 6 7 Cape May, Delaware Bay and Sewells Point. Elizabeth, Plainfield and Central Jer- sey. •• New Jersey and Hudson River Railway and Ferry. Jersey City, Hoboken and Paterson North Jersey Street Railway Q 1 2 3 1 3 9 19 1 1,190 3,750 11,900 160 2 9 10 1 440 3,750 2,600 150 1 750 4 14 33 2 1,440 2,900 7,050 350 9 10 4 2,250 5 7,160 2 10 11 Jersey Central Traction !"> Monmouth County Electric * 13 Atlantic Coast Electric Railroad Millville Traction 2 1 2 2 1, 650 600 2 1,660 8 2 2,085 300 11 2 600 15 Mt. Holly Street Railway 16 Middlesex and Somerset 1 4 1,575 3 825 1 760 6 750 17 Ocean City Electric Railroad m Orange and Passaic Valley * 19 South Orange and Maplewood * 20 Raritan Traction * 21 Point Pleasant Traction, Electric Light and Power. Newark and Hackensack 1 1 1 2 1 1 3 3 3 580 900 2,000 3 3 580 900 4 3 6 460 960 750 22 23 Trenton Street Railway 2 1,000 1 1,000 21 Camden and Trenton * 05 Trenton, Lawrenceville and Princeton. . Orange Mountain Traction 1 1 350 150 1 1 360 160 2 1 400 175 26 NEW MEXICO. Total for territory 1 Albuquerque Street Railroad 1 1 1 j NEW YORK. Total for state 94 278 228,733 194 63,996 38 26,487 46 148,260 "8, 746 79 2,292 525 131, 040 Albanyand HudsonRailway and Power. United Traction 1 1 6 5 1 1 1 3 10 9 2 6 2 2,9,60 6,360 3,300 480 766 750 1 5 750 4,000 2 2,200 5,300 2 150 3 21 12 3 5 4 1,460 4,000 2,250 525 645 400 5 9 2 6 2 1,350 3,300 480 766 760 8 Hudson Valley Railway 1,300 /I Troy and New England s Amsterdam Street Railroad fi Auburn City Railway 7 Auburn Interurban Electric ^ s Ballston Terminal Railroad 1 2 8 1 6 14 350 1,500 8,450 1 4 360 760 1,100 2 5 24 408 1,000 7,550 Q Binghamton Railway 1 6 750 3,600 1 6 - SO 60 10 International Railway 8 3,760 ll Crosstown Street Railway * T* Buffalo and Depew 1 1 1 1 2 2 2 1 650 800 400 175 2 2 2 1 650 800 400 175 ' 4 4 2 2 600 800 400 200 IS Buffalo, Hamburg and Aurora Id Ontario Light and Traction 275 IfS Catskill Electric Railway 16 Cohoes Citv Railway ^ 17 Cortland Countv Traction 1 4 1,000 4 1,000 4 1,000 IS Corning and Painted Post ■* T) DunkirK and Fredonia 1 1 1 3 1 6 460 268 3,175 3 1 4 460 268 1,776 3 1 7 360 300 1,750 *>n Dunkirk and Point Gratiot *>! Elmira Water, Light and Railroad Ocean Electric Railway* 2 1,400 00 23 Citizens Street Railway * i ■■•■;:r::::::;:.i 24 Fonda, Johnstown and Gloversville 1 2 900 1 1 300 1 600 1 3 1 450 1 1 For details see Supplementary Table 3. 2 For details see Supplementary Table 4. 3 For 2 companies only. * Power rented. s For 5 companies only. 6 Owned but not operated. 7 Steam rented. 8 For 16 companies only, and includes 4 companies operating part of year. GENERAL TABLES. 341 PLANTS, BY COMPANIES: 1902— Continued. DIKECT-CDEEENT DYNAMOS. ALTERNATING- CnRRENT DYNAMOS. '' Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current for sale. Total. 500 H. P. or under. Over 600 H. P. and under 1,000 H. P. 1,000 H. P. and over. No. H. P. Kilowatt hours. Horsepower hours of current. b, Total for year. Average per day. Total for year. Average per day. 1) No. H. P. No. H. P. No. H. P. No. H. P. a 29 5,060 27 3,260 2 1,800 2 250 312,181,875 33,376 316,242,743 44,600 8 1,260 8 1,260 2 250 1,848,726 5,065 2, 466, 210 6,7.54 Yes . . . No.... Yes... No.... 1 o 21 3,800 19 2,000 2 1,800 10,333,150 28,310 13,777,533 37, 746 s 4 16 2,469 16 2,469 2 900 See p. 399 See p. 402 s 5, 172, 718 14, 169 5 6, 896, 712 18,792 4 »1 3 3 3 666 133 470 250 300 4 1 3 3 3 666 133 470 260 300 See p. 399 467,200 1,280 623,056 1,707 No.... No.... Yes... No.... Yes... No.... No.... No.... No.... Yes... No.... Yes... No.... No.... Yes... No.... No.... No.... No.... Yes... No.... No.... No.... No.... No.... No.... No.... Yes... No.... No.... No.... No.... No.... 1 ? 2 900 See p. 399 See p. 402 3,304,345 218, 610 179, 908 9,053 699 490 4,405,550 291,235 239,877 12, 070 799 553 3 4 See p 399 fi 6 2 70 650 30,042 2 53 650 13, 802 See p. 399 See p. 399 See p. 402 See p. 402 l,'«i-.655 864,431,668 2,747 177,886 1, 336, 995 885,908,467 3,663 237,174 7 10 6,690 7 9,650 2 388 S 1,267 2 600 1 667 See p. 399 1,679,000 4,600 2,238,667 6,133 1 See p 402 ? 2 3 7 2 300 760 3,300 980 2 3 5 1 300 750 900 447 » 36, 300 1,201,215 3,734,315 522,451 330 3,291 10,231 1,431 948,400 1,601,620 4,979,087 696, 601 440 4,388 13,641 1,908 3 4 2 2,400 See p. 399 See p. 402 5 1 533 6 7 3 10 19 1 62 2 2 1,326 8,720 11,900 123 333 1,600 534 2 10 10 1 2 686 3,720 2,500 125 333 1 740 See p. 399 1, 336, 995 6,615,525 45,626,000 1051,240 3,663 15,385 125,000 280 1, 782, 660 7,487,245 60, 833, 333 i«68,320 4,884 20,513 166,666 370 8 9 4 2,250 5 7,150 See p. 399 in 11 1? 2 1,600 See p. 399 2,006,207 269,370 5,496 738 2,674,943 359,160 7,328 984 13 2 534 14 13 3 1 1,000 267 3 1 1,000 267 See p. 399 See p. 402 1,606.000 '2148,960 4,400 1,221 2, 141, 333 "198,600 5,866 1,628 16 17 IS It ?n 1 3 5 150 800 1,440 1 3 4 150 800 540 2 388 73,000 438, 000 200 1,200 97,333 584,000 267 1,600 ?1 w 1 900 See p. 399 See p. 402 93 1 ?4 1 250 1 260 "88,000 419 13117,166 558 j 95 ?6 ' 1 1 1 1 No.... 1 317 107, 417 258 50, 934 37 23,327 22 33,156 46 88,693 See p. 399 See p. 402 15602,920,178 1,383,409 15 671,333,776 1 1,844,605 2 16 8 2 13 4 640 4,990 1,863 500 375 468 2 10 8 2 13 4 540 990 1,863 500 375 468 6 3,900 See p. 399 See p. 402 See p. 402 See p. 402...., 2, 574, 162 10,484,040 6,263,400 414,304 799, 445 1,264,725 7,052 28,733 17, 160 1,135 2,193 3,465 3,432,216 14,053,672 8,351,200 5.52,405 1, 073, 227 1,686,300 9,403 38,530 22,880 1,513 2,944 4,620 Yes... Yes... No.... No.... Yes... Yes... No.... No.... Yes . . . No.... No.... Yes... No.... Yes... No.... No.... Yes... No.... Yes... No.... Yes... No.... No.... No.... 1 4,000 ? See p. 399 3 4 6 6 7 1 6 20 300 1,534 7,164 1 5 17 300 867 3,948 766, 500 3,613,500 74, 390, 716 2,100 9,900 203, 808 1, 022, 000 4, 818, 000 99,719,460 2,800 13, 200 273,216 S 667 See p. 399 See p. 399 See p. 402 See p. 402 9 3,216 10 11 2 2 5 2 850 800 300 200 2 2 5 2 850 800 300 200 810, 250 l» 5.54, 400 367, 785 850 3, OHO 1,008 413, 543 10 739,080 490,380 • 1,133 4,106 1,344 1? 13 1 136 See p. 399 14 13 16 4 374 4 374 2 320 See p. 402 i 623, 566 1,709 831, 422 2,378 17 IS .3 1 8 575 160 2,280 3 1 8 578 160 2,280 2 120 568, 670 104, 900 3,864,400 1,.568 287 10, 660 768, 105 139,866 5, 139, 200 2,077 383 14,080 19 20 4 1,066 21 1 ?? 62 3 300 450 2 3 300 450 1 23 9i2,566 2,500 i,2i6,545 3,333 24 ' For 34 months only. 10 For 6 months only. 11 Steam power rented. 12 For 4 months only. 1165—05 23 13 For 7 months only. 1* Includes 2 gas engines of 100 horsepower. 15 For 64 companies only, and includes 4 companies operating part of year. 342 STREET AND ELECTRIC RAILWAYS. Table 96 POWER AND GENEBATING STATE AND NAME OF COMPANY. Power houses, num- ber. STEAM EKGINBS. WATEE- P0WEE.1 AUXILIARY STEAM ENGINES. BOILEES. i Total. 600 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. H. P. No. H.P. No. H.P. s 3 « No. H. P. No. H.P. No. H. P. No. H. P. '"S NEW YORK— Continued. Lake Ontario and Riverside ''fi Geneva, Waterloo, etc., Traction 1 1 1 3 1 ■ 1 665 200 300 3 1 1 666 200 300 5 1 2 .580 200 300 97 OS Bennington and Hoosick Val ley Hornellsville Electric Railway 3 oq sn Hornellsville and Canisteo ^ SI Huntington Railroad 1 1 1 1 noo 800 so Ithaca Street Railway 3 6 4 700 900 960 3 6 4 TOO 900 960 3 6 4 700 1,200 904 V, Jamestown Street Railway 1 25 S-l Kingston Consolidated 35 Lewiston and Youngstown Frontier ^ . . . 1 Sfi Lima-Honeoye Light and Railroad Middletown-Goshen Electric 1 1 2 3 300 375 2 3 300 375 2 16 1 2 400 375 S7 3 18 New York and Long Island Traction^ . . sq Orange County Traction 1 1 3 3 2 18 750 275 79,076 3 2 3 750 275 475 4 2 90 400 200 22,600 in New Paltz and Poughkeepsie •11 Interurban 15 78,600 60 1,433 40 Central Crosstown -IS Fulton Street Railroad 'I'l Thirty- fourth Street Crosstown & ' ■Ci Twenty-eighth and Twenty-ninth Street Crosstown. a Third Avenue Railroad 3 4fi 47 Forty-second Street, Manhattanville and St. Nicholas Avenue. ^ Dry Dock, East Broadway and Battery «. Kingsbridge Railway ^ 1 48 ! -It 1 ■in Southern Boulevard Railroad ** fil Yonkers Railroad 1 1 1 1 1 6 7 3 4 8 1,680 5,600 1,060 1,400 33,600 6 4 3 4 4 1,680 1,600 1,050 1,400 1,600 9 11 6 9 40 1,600 3,000 625 1,000 20,800 RO Union Railway 2 1,600 1 2,500 •is Tarrytown, White Plains and Mamaro- neck. Westchester Electric Railroad 14 1 I") Manhattan Railway (elevated) * 32,000 fifi Pelham Park Railroad S7 City Island Railroad ■iS Brooklyn Rapid Transit 6 3 37 16 35,587 6,160 6 15 2,162 4,950 14 9,426 17 1 24,000 1,200 9 225 92 18 22,760 6,660 St Coney Island and Brooklyn fin Van Brunt Street and Erie Basin ^ fi1 New York and Queens County 1 1 1 4 2 3 1,800 800 1,050 4 2 3 1,800 800 1,060 ! 8 6 4 2,260 1,200 1,000 fio New York and North Shore 1 fiS Staten Island Midland f!4 Staten Island Electric s 1 fi") Niagara Gorge Railroad^ ' - -- - fifi Northport Traction^ , fi7 Ogdensburg Street Railway 1 . 1 1 320 i 1 68 Olean, Rock City and Bradford 2 2 1,000 450 2 2 1,000 460 1 ioo 1 1 ...... 750 400 fi9 Olean Street Railway 70 Oneida Railway 71 Oneonta, Cooperstown and Richfield Springs. Westchester Traction 1 1 1 o «5 2 666 300 1 666 i 6 900 460 70 2 300 7S Oswego Traction 74 Peekskill Lighting and Railroad Penn Van, Keuka Park and Branchport. Plattsburg Traction 3 1 1 1,100 600 5 2 1,100 600 6 <30 1 -I 600 600 75 ■1 7fi 77 New York and Stamford X 1 1 2 1 1 1 1 2 1 2 3 3 7 3 2 a 3 4 2 960 450 760 3,746 495 1,000 250 750 950 120 1 3 3 5 3 2 2 3 4 2 350 460 750 1,500 496 1,000 250 760 960 120 1 600 4 3 3 8 •~> 4 560 460 700 2,263 600 1 nnn 78 Port Jervis Electric, Gas and Railroad. . Poughkeepsie and Wappingers Falls . . . Rochester Railway 1 7q sn 1 746 1 1,500 1 81 Rochester and Suburban 1 so Rochester and Sodus Bay 2 150 83 Rochester, Charlotte and Manitou Rome City 3 '3.56 1 84 1 3 2 5 1 280 1,030 160 85 Schenectady Railway Sfi Sea Cliff Incline Cable 87 Southfield Beach Railroad 3 88 Syracuse Rapid Transit 1 1 1 2 i 1 1 1 1 9 6 1 2 6 1 2 (») 3 1 20 4,900 800 1,000 1,8.50 300 575 3 1,500 1 1 900 800 2 2,600 9 2,600 81 Syracuse and Suburban 650 1 1 450 in Syracuse, Lakeside and Baldwinsville.. Utica and Mohawk Valley 5 1 2 1,000 1,100 300 675 4 1 1,000 11 1 750 10 : 1,400 ■1 t 360 qo Black River Traction qi Elmira and Seneca Lake ■^ 600 q4 Buffalo, Gardenville and Ebenezer Hamburg Railway 95 950 150 3,775 3 1 18 960 160 2,675 3 1 1 600 qfi Buffalo and Williamsville 3 1 226 NORTH CAROLINA. Total for .state 2 1,200 2,960 3 297 '^0 ' 2 6.55 ! Asheville Electric 1 1 '3 1 4 4 1,000 275 3 4 400 275 1 600 950 '2 3 200 Asheville Street Railroad 326 s Asheville and Craggy Mountain ' 4 Charlotte Railway, Light and Power . . . Raleigh Electric \ 1 , 2 4 3 3 950 500 460 600 1 4 3 3 350 500 450 600 1 600 i 286 12 4 3 4 4 480 600 450 600 5 6 Consolidated Rail wa vs. Li erht and Power. 7 1 Fries Manufacturinfc and Power 2,000 1 For details see Supplementary Table 3. 2 For details see Supplementary Table 4. 3 Power rented. ^ Gas engines. s Operated by storage batteries. 8 Steam power rented. GENERAL TABLES. 343 PLANTS, BY COMPANIES: 1902— Continued. DIRECT-CUKRENT DYNAMOS. ALTERNATING- CURRENT DYNAMOS. 2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current for sale. No.... No.... No.... No. . - . No.... No.... No.... Yes... Y'es... No.... No.... Yes... No.... No.... Yes... No.... No.... No.... No.... No . Total. 600 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. No. H. P. Kilowatt hour.s. Horsepower hours of current. L.' Total for year. Average per day. Total for year. Average per day. ?: No. H. P. No. H. P. No. H. P. No. H. P. •?-< '^6 3 1 1 369 200 264 3 1 1 369 200 264 374, 125 61,162 474,500 1, 025 582 1,300 498,965 81,536 632,545 1,367 776 1,733 26 ..... ..... 07 ... . . ' :. ■>« oq 30 2 3 6 4 100 400 925 933 3 6 4 100 400 925 933 See p. 399 56,817 1,946,645 4,927,600 938, 996 155 6,333 13,500 2, 573 75, 766 2,595,515 6,570,000 1,251,996 206 7,111 18, 000 3,431 SI 2 400 See p. 399 ^0 39 34 ■?5 1 3 200 40O 1 3 200 400 2 200 296,660 416, 916 810 1,139 394, 200 564,666 1,080 1,519 S6 37 See p. 402 38 3 2 10 400 333 6,000 3 2 6 400 333 1,400 766,500 265,500 147,088,664 2,100 700 402,984 1,022,000 340, 666 196, 118, 219 2,800 933 537,312 90 40 4 4,600 11 53,075 See p. 399 See p. 402 41 4** 1S 44 No.... No.... No.... No.... No.... No.... No.... No.... No.... No No.... No.... No.... No.... No No.... No.... No.... No.... No.... No.... No No.... Y'es... No.... No.... Yes... No.... No.... Yes... No.... No.... Yes... Yes... Y'es . . . No.... No.... No.... No.... No.... Yes... No.... No. . . . No.... No.... Y'es . . . No.... No..-- No.... No.... No.... Yes . . . 45 46 47 1 48 49 50 6 7 3 4 4 1,635 5,600 1,000 1,400 1,340 6 4 3 4 4 1,536 1,500 1,000 1,400 1,340 1,898,000 12,141,536 1,519,668 3,403,384 28,297,875 5,200 33,264 4,163 9,324 77,528 2, 640, 545 16,188,715 2,026,091 4,537,846 37,730,500 6,933 44,362 6,551 12,432 103,370 51 2 1,500 1 2,500 FjO 53 64 4 26,800 See p. 399 See p. 402 55 56 57 33 18 30, 166 6,200 23 13,016 10 1 17,140 1,200 See p. 399 See p. 399 See p. 402 120,864,933 13,235,587 331,137 37,096 161,163,244 17, 317, 658 441,516 49, 728 58 17 5,000 59 60 4 8 3 1,750 600 1,350 4 8 3 1,750 500 1,360 See p. 399 7,417,522 438,000 917, 100 20,322 1,200 2,540 9,890,029 684,000 1,222,800 24,096 1,600 3,387 61 (f> 6? 64 65 ^9\ 2 333 860 433 1 2 2 333 860 433 613,200 1,264,725 821,250 1,680 3,465 2,250 817, 600 1,686,300 1,095,000 2, 240 4,620 3,000 67 See p. 399. . . . 68 69 70 1 2 7 5 2 666 250 660 395 500 1 666 See p. 399 1,119,261 744,600 1,096,410 364,716 410, 625 3,066 2,040 3,004 999 1,125 1,492,348 992,800 1, 461, 880 486,288 547, 500 4,088 2,720 4,005 1,332 1,600 71 o 7 6 2 250 560 395 500 7") See p. 399 7S 3 500 See p. 399.. .. 75 76 2 4 3 12 3 1 2 n 1 867 207 480 3,746 400 210 266 30 30 1 4 3 10 3 1 2 1 1 300 207 480 1,500 400 210 266 30 30 1 667 J 2, 458, 240 638, 760 611, 000 6,000,000 8 261,440 2, 007, 600 8 251,600 6,735 1,750 1,400 16,712 1,634 5,500 1,480 '3,277,653 8-6], 667 681, 333 8,042,895 8 348,640 2, 676, 910 8 336,410 8,980 2,333 1,867 22, 400 2,179 7,334 1,973 77 2 193 78 79 1 746 1 1,500 See p. 399 80 81 2 800 See p. 399 See p. 402 82 SS 84 5 1,184 See p. 399 See p. 402 11, 697, 928 32, 216 15, 463, 904 42,988 *5 86 ' Q7 6 3 2 10 4 2 2 4 1 19 5,400 1,300 1,000 1,675 667 534 200 1,030 100 2,820 3 2 2 9 4 2 2 4 1 19 1,600 600 1,000 1,110 667 534 200 1,030 100 2,820 1 j 900 1 j 700 2 8,000 7, 200, 000 1, 078, 407 680,075 5,703,125 903, 375 667,000 203,000 663, 498 67, 820 i« 4, 419, 748 20, 000 2,955 1,863 15, 625 2,475 1,800 656 1,818 188 12,109 10, 037, 500 1,437,876 906,767 7, 604, 167 1, 204, 500 876,000 270,667 884, 664 91,615 M 5, 893, 111 27,600 3,940 2,484 20,833 3,300 2,400 741 2,424 251 16,145 88 See p. 399. 89 90 i 565 91 See p. 399 See p. 402 ; n.T ftS P'l O"! Ofi 11 4,036 See p. 399 See p. 402 i 2 3 660 290 3 650 290 1 1 2 530 See p. 399 See p. 402 185, 274 492, 750 508 1,360 247,032 657,000 677 1,800 Yes... Y'es . . . No.... Y'es . . . Yes... Yes... Y'es . . . 1 1 ' 1 ' s 5 3 4 2 910 370 300 300 6 3 4 2 9i6 370 300 300 1 ' 4 1 480 426 See p. 399 912 464 ' ^ 'iQQ 1,216,619 800,000 646, 780 2,325,680 3,332 2,192 1,772 6,372 A 1 600,000 485,000 1,744,260 1,644 1,329 4,779 5 i 1 (i 1 [ 4 2,600 ■ See p. 402..".'!; 7 7 For 11 months only. s For b\ months only; power rented during remainder of year. 3 For lighting purposes only. 10 For 6 companies only. 344 STREET AND ELECTRIC RAILWAYS. Table 96.— POWEE AND GENERATING STATE AND NAME OF COMPANY. Power houses, num- ber. STEAM ENGINES. WATER- POWEE.l AUXILIARY STEAM ENGINES. BOILERS. Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. p. and over. H.P. No. H.P. No. H.P. a No. H. P. No. H. P. No. H.P. No. H.P. OHIO. Total for state 90 250 129,830 156 42,160 67 47,070 27 40,600 S850 8 670 369 97, 978 Ashtabula Rapid Transit 1 1 1 1 1 1 4 1 9 1 1 6 1 2 1 2 2 1 4 2 2 1 1 1 1 1 1 2 2 2 1 2 2 2 2 2 3 3 32 4 4 9 2 21 8 6 7 3 12 8 4 2 6 3 2 2 2 4 2 4 2 250 1,500 600 350 1,600 2,800 700 19,490 1,600 2,120 3,225 1,300 16,925 9,600 2,800 2,600 1,600 5,100 5,760 3,260 2,500 2,126 1,800 600 800 800 1,900 900 1,300 300 2 250 2 2 2 3 3 6 7 66 2 4 16 4 30 11 8 7 4 19 19 10 4 8 7 3 4 3 5 4 6 4 ;S80 1,000 500 360 1,050 1,800 700 15,810 2,500 1,600 2,265 1,000 10,265 6,332 2,300 2,100 1,000 2,350 4,700 1,625 1,400 1,200 1,225 750 1,000 750 950 1,200 2,500 850 ? Pennsylvania and Ohio 2 1,600 3 Ohio Central Traction 2 2 600 350 4 Consolidated 5 Stark Electric . . . 2 2 1,600 1,400 2 1 80 50 fi Canton-Akron 1 1,400 7 Chillicothe Railroad, Light and Power.. Cincinnati Traction . . 3 10 4 2 7 700 1,640 1,600 520 2,026 8 15 10,850 7 7,000 q Price Hill Incline Plane 1 600 in Mill Creek Valley 2 2 2 8 1,600 1,200 1,300 5,460 11 Cincinnati, Dayton and Toledo 1? Cincinnati, Lawrenceburgand Aurora,. Cleveland Electric Railwav. IS 10 4 4 5 2 9 8 2 2,175 2,000 1,300 1,400 700 2,500 900 850 3 4 9,300 7,500 14 Cleveland City Railway IS Cleveland, Elyria and Western 2 2 1 2 1,600 1,200 800 1,400 2,150 Ifi Eastern Ohio Traction 17 Cleveland, Painesville and Eastern Northern Ohio Traction 18 1 2 2 2 1,200 2,700 2,400 2,500 iq Columbus Railway ?n Columbus, London and Springfield Columbus, Buckeye Lake and Newark.. City Railway 91 1 10 9.? 6 2 2 2 2 4 2 4 2 2,125 800 600 800 800 1,900 900 1,800 300 93 Peoples Railway 1 1,000 ?4 Oakwood Street . ?S Dayton and Western ?fi Dayton and Northern 07 Dayton, Springfield and Urbana Dayton and Troy 98 9q Dayton and Xenia sn Peoples Gas and Electric Rl Delaware Electric Railway ^ 3'' United Electric 1 1 1 6 3 465 1,320 5 2 465 600 5 6 540 1,000 33 East Liverpool Railway . 1 720 34 Lancaster Traction «250 3S Lima Railwav and Lights 36 Western Ohio Railway 1 1 1 7 4 3 4,026 875 1,425 3 4 2 375 875 675 2 1,250 2 2,400 8 4 8,000 1,000 1,450 37 Lorain Street Railwav 3R Mansfield Railway, Light and Power . .. Marion Street Railway^ 1 750 1 15 3<) 40 Mt Vernon Electric Railway' 41 Newark and Granville 1 1 1 1 2 4 2 5 276 460 500 600 2 4 2 5 275 460 600 600 3 4 2 8 350 600 600 750 4'' Tuscarawas Traction 43 Ohio River Railwav and Power 44 Portsmouth Street Railroad . ... 4S Salem Electric Rail^vav'^ 46 Springfield Railwav 1 3 3 2 900 700 3 2 900 700 1 900 800 47 Springfield and Xenia 48 Steuben ville and Pleasant Heights ' 4q Steubenville Traction and Light Electric Railway and Power' 1 3 1,050 3 1,050 3 816 5n SI Tiffin Fostoria and Eastern 1 1 3 1 1 4 1 1 2 9 6 2 3 10 1 2 600 8,150 1,775 700 2,000 5,600 600 850 2 600 .......... 1 5 3 12 9 I 11 4 3 800 6,600 1,550 800 1,040 4,100 480 450 F)'' Toledo Railways and Light 7 1 4,950 650 2 8,200 ■13 Toledo, Bowling Green and Southern ... Toledo, Fostoria and Findlav 6 2 1 2 1 2 1,125 700 500 300 600 350 "1 i 54 1 10 5S Toledo and Western 2 8 1,600 6,300 "ifi Lake Shore i 57 Toledo and Maumee Vallev 600 58 Wellston and Jackson Belt 59 Worthington, Clintonville and Colum- bus.' Youngstown Park and Falls" 60 1 61 Youngstown-Sharon Rail way and Light. Mahoning Valley 3 2 1 1 fio 8 1,675 8 1,676 5 2,000 63 OREGON. Total for state 4 12 4,260 H 3,150 1 1,100 1 60 21 2,900 Astoria Electric 1 1 1 1 1 13 2 6 125 600 2,900 1 2 5 125 600 1,800 2 1S4 11 150 600 1,750 o Portland Railwav " 3 City and Suburban 1 1, 100 1 50 4 *) Salem Light, Power and Traction Union Street and Suburban i'' 1 3 626 3 625 4 500 fl PENNSYLVANIA. Total for state 90 262 137, 838 171 44, 508 66 50,430 25 42, 900 151,200 11 117 440 97. 648 1 1 1 3 1 1 4 8 3 3 8,000 1,750 850 1,880 4 3,000 13 13 4 6 3,000 2,760 600 1,300 ■-> Philadelphia and Lehigh Valley Allentown and Kutztown Traction Altoona and Logan Vallev 8 3 2 1,750 850 600 ^ 4 1 780 1 5 1 6 Beaver Valley Traction 1 3 i,666 3 i,666 ::::::i::::;::;:: 3 900 ^ For details see Supplementary Table 3. 2 For details see Supplementary Table 4. 3 Includes 2 gas engines of 250 horsepower. ■* For 51 companies only, and includes 5 companies operating part of year. 6 For 7 months only. For 9 months only. ' Power rented. 8 Gas engines. GENERAL TABLES. 345 PLANTS, BY COMPANIES: 1902— Continued. DIBECT-CUBBENT DYNAMOS. ALTEENATING- CUEEENT DYNAMOS.^ Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OtJTPUT OF STATIONS. Gen- erate electric current for sale. Total. 600 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. No. H.P. Kilowatt hours. Horsepower hours of current. t^ Total for year. Average per day. Total for year. Average per day. .a No. H. P. No. H. P. No. H. P. No. H.P. a 272 98,049 226 52,Q37 27 17,663 19 28,349 60 23,314 See p. 399 See p. 402 4185,824,282 624,016 •247,449,394 697, 919 2 2 2 2 2 250 1,000 400 358 81 2 2 2 2 2 250 1,000 400 358 81 788,400 1,576,800 123,005 33,600 281,050 6 4,922,000 182,500 31,111,140 67, 305 131,400 7,243,060 1,788,500 22,863,774 16,826,400 4,161,000 2,160 4,320 337 92 770 23,000 600 86,236 167 360 19,844 4,900 62,641 43, 360 11,400 1,061,200 2,102,400 163,276 44,800 376,607 5 6,662,667 253,334 41,481,520 76,285 176,200 9,219,900 2,384,645 30,486,033 21,207,376 5,548,000 2,880 6,760 447 123 1,027 30,666 667 113, 648 209 480 25,260 6,633 83,521 58,102 15,200 No.... No.... Yes... Yes... Yes... No.... Yes... No.... No.... No.... Yes... No.... No.... Yes... Yes... No.... Yes... Yes... Yes... No.... No.... No.... Yes... No.... No.... No.... No.... No.... No.... Yes... No.... Yes... Yes... No.... No.... No.... No.... Yes... No.... No.... No.... Yes... Yes... Yes... No.... No.... No.... No.... No.... No.... Yes... Yes... Yes... Yes... No.... No.... Yes... Yes... No.... No.... No.... No.... No.... 1 See p. 399 See p. 402 9 S 2 2 3 2 380 1,543 2,400 320 4 See p. 399 ■i See p. 399 See p. 402 6 4 34 2 4 10 2 31 8 6 6 3 10 8 3 2 5 3 2 3 467 18,690 600 1,736 3,427 800 11,640 7,705 2,800 2,800 1,200 3,862 5,750 2,177 100 1,675 1,800 600 800 4 25 2 2 10 2 28 4 4 3 2 8 3 457 10,000 500 485 3,427 800 3,640 1,006 1,300 800 533 2,263 900 7 2 1,340 7 7,350 See p 399 n 9 2 1,260 See p 399 . 10 See p. 399 See p. 402 11 I") 3 4 8,000 6,700 See p 399 IS See p. 399 14 2 3 1 1 3 3 1,500 2,000 667 533 2,160 2,177 15 1 415 See p. 399 See p. 399 See p. 402 ... 16 1,671,973 21,247,380 10,220,000 3,350,000 6 2,295,000 3,613,500 2,188,623 1,204,500 876,000 574, 875 908,680 986,960 1,266,650 178,850 4,306 58,212 28,000 9,178 8,600 9,900 5,996 3,300 2,400 1,575 2,490 2,704 3,470 490 2, 096, 964 28,329,840 13,626,666 4,490,695 "3,082,666 4,818,000 2,918,184 1,606,000 1,168,000 766,500 1,211,573 1,316,825 1,688,490 238,466 6,741 77,616 37,333 12,303 11,333 13,200 7,994 4,400 3,200 2,100 3,320 3,605 4,626 653 17 1 2 1,066 2,700 3 786 18 If 2 2 1,600 2,300 See p. 399 See p. 399 See p. 402 See p. 402 ?n 2 5 2 2 3 100 1,675 600 600 800 ?i ?? 1 1,200 93 See p. 399 94 See n 399 95 2 666 See p. 399 ?fi 4 2 2 3 2,000 636 90O 162 4 2 2 3 2,000 636 900 162 See p. 399 97 See p 399 98 9q i 200 30 31 3 3 3 182 1,260 341 3 2 3 182 560 341 4 198 204,984 1,791,420 195,276 562 4,908 535 273, 312 2,388,660 260,700 749 6,644 714 3? 1 700 33 34 35 3 5 4 200 1,000 1,300 3 5 4 200 1,000 1,300 4 3,120 See p. 399 See p. 402 "2,556,945 1,537,862 929,655 7,005 4,213 2,647 "3,409,260 2,050,483 1,239,640 9,340 6,618 3,396 36 37 3 1,629 See p 399 38 3<» 40 2 6 2 6 1 3 250 660 600 360 80 975 2 6 2 6 1 3 250 660 600 360 80 975 "676,140 1,204,500 438,000 693,600 2,256 3,300 1,200 1,900 i« 766, 863 1,606,000 584,000 924,667 2,976 4,400 1,600 2,533 41 1 120 4? 43 2 300 44 45 1,849,106 "664,075 6,066 4,276 2,465,474 "872,100 6,764 6,700 46 2 800 See p. 399 See p. 402 47 48 2 733 2 733 See p. 402 779, 440 2,136 1,046,900 2,847 49 50 2 29 6 2 2 6 2 2 1,146 7,823 1,006 660 96 2,600 800 633 2 8 1,146 2,000 554,283 10, 133, 893 1,263,447 470,850 1,314,000 8, 030, 000 638,750 1,418,332 1,519 27,764 3,461 1,290 3,600 22,000 1,750 3,932 639,044 13,511,857 1,684,596 627,800 1,752,000 10,706,666 861,667 1,901,253 2,024 37,018 4,615 1,720 4,800 29,333 2,334 6,208 51 26 6 2 2 2 2 2 4,490 1,006 660 96 30O 800 633 1 1,333 3 3 1,067 720 See p. 399 5? See -0 399 63 See p 399 M 3 4 1,920 2,760 See p. 399 See p. 399 See D 399 See p. 402 See p. 402 55 4 2,200 56 57 1 80 58 51 See p. 402 6(1 ' See p. 402 61 11 1,650 11 1,660 See p 399 7,018,000 19,200 9,398,780 25,750 69 6^ 15 3,415 13 1,715 1 600 1 1,100 4 1,000 See p. 400 12 7,144,692 19,574 12 9,626,135 26,099 1 100 1 100 438,000 1,200 584,000 1,600 No.... No.... No.... No.... Yes... No.... 1 See p 400 <■ 8 2,940 6 1,240 1 600 1 1,100 1 600 6,881,245 16,113 7,841,660 21,484 '■ \ 6 376 6 375 3 400 825,447 2,261 i, 166,475 3,6i5 p f 265 121,468 179 39, 133 61 43, 894 26 38,441 13 6,443 See p. 400 See p. 402 i«269,886,946 743,610 i«361,18S,585 994, 227 4 8 3 3 181 3 3,000 1,873 566 1,380 133 1,000 4 3,000 See D 400 5,539,600 909,640 774,630 2,642,962 15,177 2,492 2,122 7,241 7,425,745 1,219,366 1,032,586 3,623,938 20, 345 3,340 2,829 9,664 Yes... No.... No.... No...- No Yes... ] 8 3 2 1 3 1,873 566 600 133 1,000 See p 400 ' 1 780 See p. 400 2,737,500 7,566 3,666,666 16,666 ( "For 10 months only. '("For 8J months only. " Tor 5 months only. 12 For 3 companies only. 13 Owned, but not operated. " Operated by steam locomotive. 16 Includes 3 gas engines of 1,000 horsepower. i» For 51 companies only, and includes 4 companies operating part of year. 346 STREET AND ELECTRIC RAILWAYS. Table 96.— POWER AND GENERATING STATE AND KAME OP COMPANY. Power houses, num- ber. STEAM ENGINES. WATER- PC WEE.» AUXILIARY STEAM ENGINES. BOILERS. C.4 Total. 600 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. H. P. No. H. P. No. H. P. a No. H. P. No. H. P. No. H. P. No. H.P. PENNSYLVANIA— Continued. 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 26 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 62 53 64 55 56 67 68 59 60 «1 62 «3 64 65 66 67 68 69 70 71 72 73 74 Pflftprson Hpiphl"^ mrpft Tlnilwnv3 Pnlnmhifl (inrl Mnntnnr 1 2 600 2 600 4 1,400 TlrafJford Klpptrip Strppt Railwav^ : :i 1 1 Onrlitilp find Mf Hnllv3 Ciinibprland Vallev Traction 1 1 2 3 6 1 800 2,775 300 3 4 1 800 925 300 3 11 2 450 1,900 500 1 650 1 1,200 1 Media, Middletown, Aston and Chester. . Philfldplnhin And Pnpstpr Rnil wnv 3 1 . . Newtown Electric Street Railwa y 1 1 1 5 1 2 950 125 400 5 1 2 960 125 400 5 1 2 800 125 500 Ffl El Paso Electric Railway * 7 Northern Texas Traction 2 1 1 1 3 6 2 1 2,360 1,600 540 50 1 6 2 1 350 1,600 640 60 2 2,000 3 6 180 85 6 3 3 1 1,800 760 600 200 8 Galveston Street Railway 9 Houston Electric 10 Laredo Electric and Railway n Longview and Junction 1?, Paris Transit* 13 San Antonio Traction 1 3 850 2 300 650 6 1,000 14 Seguin Street Railway 1ft Citizens Railway 1 3 625 3 626 4 700 Ifi Waxahachie Street Railway 17 Lake Park Street Railroad UTAH. Total for state 1 4 900 4 900 8 950 Ogden Rapid Transit .... 1 1 1 "3 400 600 1 3 400 500 3 "5 450 500 ? Consolidated Railway and Power * 3 Salt Lake and Utah Valley * VERMONT. Total for state 3 5 1,011 5 1,011 140 6 900 Barre and Montpelicr* 1 i 1 ? Bellows Falls and Saxtons River * 3 Brattleboro Street Railway 1 2 275 2 275 lib ■1 200 1 4 Burlington Traction * - [ ft Rutland Street Railway* 1 ;::::":"'ii < H St. Albans Street Railway 1 i 1 286 1 286 2 400 7 Springfield Electric Railway * S Mt. Mansfield Electric Railway .. ..!.! 2 460 2 450 2 30O 9 Military Post Railway * 1 For details see Supplementary Table 3. 2 For details see Supplementary Table 4. 3 For 6 companies only, and includes 1 company operating part of year. ^ Power rented. 5 For 6 months only. 6 For 2 companies only. GENERAL TABLES. 349 PLANTS, BY COMPANIES: 1902— Continued. DIRECT-CUKRENT DYNAMOS. ALTEKNATING- CUEKENT DYNAMOS.ii Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current for sale. 1 ! Total. 600 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. No. H. P. Kilowatt hours. Horsepower hours of current. t^ Total for year. Average per day. Total for year. Average per day. s No. H. P. No. H. P. No. H. P. No. H. P. a 29 12,044 18 2,414 7 4,741 ' 4,889 See p. 400 See p. 403 3 35,676,992 97,591 3 47,460,356 130, 189 ........ 6 679 6 579 See p. 4C0 See p. 403 766,500 2,100 1,022,000 2,800 Yes... No.... Yes... Yes... No.... No.... No.... No.... 1 •> 6 8 3 3 3 5,760 1,901 936 2,479 400 3 1 1 2 2,000 866 535 1,340 S 3,760 See p. 400 See p. 403 See p. 403 See p. 403 22, 269, 746 8,074,165 1,007,765 3,411,317 s 47, 600 61,013 22, 121 2,761 9,346 250 29,692,993 10,766,563 1,343,666 4,572,811 s 63, 334 81,351 29,496 3,681 12,528 334 s 7 2 1,036 400 1 ^s 1 1,139 See p. 400 6 3 400 7 8 8 2,817 7 2,117 1 700 8 1,690 See p. 400 See p. 403 « 5, 662, 469 15,483 «7, 537, 112 20,646 No.... Yes... No.... No.... No.... No.... Yes... 1 6 2,467 6 1,767 1 700 6 1,270 See p. 400.. . 4,668,429 12,787 6,224,572 17,049 See p. 400 See p. 403 3 4 6 6 2 360 2 350 2 320 984,040 2,696 1,312,640 3,596 7 1 32 8,663 28 4,263 1 800 3 3,600 3 1,183 See p. 400 . 8 12,570,235 34,439 816,821,390 46,086 No.... No.... No.... No.... Yes... Yes... No.... No.... 1 7 3 2 2 14 4 900 1,750 150 163 1,700 4,000 7 2 2 2 14 1 900 960 160 163 1,700 400 2,117,000 2,366,200 136, 610 1,095,000 2,980,225 3,876,300 6,800 6,480 374 3,000 8,166 10,620 2,883,500 3,163,600 182,135 1,460,000 3,973,756 5,168,400 7,900 8,640 499 4,000 10,887 14,160 1 800 See p 400 s 4 1 2 117 1,066 5 6 3 3,600 See p. 400 7 8 27 4,904 26 4,337 1 567 4 2,173 See p. 400 See p. 403 no, 576, 319 30,983 914,107,849 41,330 3 500 3 500 1,120,000 3,068 1,500,880 4,112 No.... No.... No.... No.... No.... No Yes... Yes... No.... Yes... No.... No.... No.... No.... Yes... No.... No.... 1 •> ^ 4 2 600 2 600 511 000 1,400 681.333 1,866 5 6 4 2 5 2 650 870 640 150 4 2 6 2 650 870 640 160 2 2 1,740 433 See p. 400 See p. 403 1,460,000 M 324, 800 2,323,590 167,680 4,000 2,900 6,366 432 1, 946, 645 10433,066 3,098,120 210, 240 5,333 3,866 8,488 576 7 R q in n See p. 400 T> 6 1,047 4 480 1 667 3,790,204 10,384 5,053,605 13,845 1^ 14 4 547 4 547 888,045 2.433 1 1.184.060 s 9ii .....:...---.-- ' 16 17 10 1,030 10 1,030 556,626 1,526 742,166 2,033 3 117 260 770 3 7 260 770 656,625 1,626 742, 16& 2,033 Yes... No.... No.... 1 •? S 10 2,173 10 2,173 See p. 400 See p. 403 121,804,196 4,943 15 2, 406, 360 6,690 See p. 400 See p. 403 No.... No.... No.... No.... No.... No.... No.... 1 No.... 1 No.... 1 See p. 403 2 "1 347. 333 2 1 347 333 366,000 1,000 486,545 1,333 3 -I S 1 "2 2 "2 280 600 400 213 1 2 2 2 280 600 400 213 See p 400 542,026 1,485 722,700 1,980 g 7 897,170 2,468 1, 196, 105 3,277 s 9 7 This company failed to make a report. 8 For 6 companies only. ' For 8 companies only, and includes 1 company operating part of year. 1" For 4 months only; power rented during remainder of year. 11 Owned but not operated. 12 For 3 companies only. 350 STREET AND ELECTRIC RAILWAYS. Table 96.— POWER AND GENERATING STATE AND NAME OF COMPANY, Power houses, num- ber. STEAM ENGINES. WATEE- POWEE.l AUXILIAEY STEAM ENGINES. BOILEBS. .0 Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. H.P. No. H.P. No. H.P. !5 No. H. P. No. H. p. No. H.P. No. H.P. VIEGINIA. Total for State 16 51 16,820 45 10,245 3 2,250 3 3,325 950 2 40 51 9,880 Charlottesville City and Suburban Danville Railway and Electric 1 1 1 3 2 450 450 3 2 460 460 2 2 300 400 ? 3 Washington, Arlington and . Falls Church. 4 Lynchburg Traction and Light 4 2 1 1 1 1 1 1 5 M 6 1 2 2 9 1,275 400 3,475 300 600 300 4,300 5 4 4 1 2 2 7 1,275 400 1,600 300 600 300 2,100 350 4 63 6 4 4 '''9 1,000 650 1,500 300 600 f, Citizens Railway, Light and Power * Newport News and' Old Point Railway and Electric. Bay Shore Terminal 1 fi 1 760 1 1,125 7 8 Norfolk and Atlantic Terminal [ 9 Berkley Street Railwav , 1 in Norfolk Railway and Light 2 2,200 2,500 11 Southside Railwav and Development^.. 1? Richmond and Petersburg Electric* 13 Old Dominion Railwav 1 1 1 2 4 300 900 2 4 300 900 2 4 200 550 14 Norfolk, Portsmouth andNewport News. Radford Water Power 1 1 15 600 i Ifi Richmond Traction ^ ::;:::;::::::::: 17 Richmond Passenger and Power 1 1 1 18 Virginia Passenger and Power ^ I' ' m Roanoke Railway and Electric 1 7 1,350 7 1,350 2 40 3 900 90 Tazewell Street Railway .. 1!1 Washington, AlexandriaandMt. Vernon WASHINGTON. Total for state 2 9 4 34 1,720 13, 132 2 26 220 6,182 2 5 1,500 3,450 8 66 1,080 10,866 3 3,500 1,325 3 35 Everett Railway and Electric 1 1 1 4 2 1,500 2 1,500 3 35 3 960 i( Olympia Light and Power 1,325 3 Seattle Electric 20 6,382 19 4,782 1 600 41 4,866 4 Seattle and Renton ■* 5 Washington Water Power < (i Spokane and Montrose Motor * 7 Tacoma Railway and Power 2 1 9 7 6 34 5,200 1,050 12, 050 3 4 26 950 460 5,600 1 1 6 750 600 3,360 3 3,500 16 6 45 4,040 1,000 8,300 8 Northern Railway and Improvement . . . WEST VIRGINIA. Total for state 3 3,200 ■ Kanawha Valley Traction * 1 •,^ East Liverpool and Rock Springs "* 3 Fairmont and Clarksburg 2 1 2 1 2 1 21 7 3 12 2 6 4 71 1,900 1,800 3,000 200 3,750 1,400 36, 630 6 1,100 1 3 800 1,800 13 4 17 1 7 3 93 1,600 1,650 2,300 100 1,960 800 24,616 4 Camden Interstate Railway fi Parkersburg, Marietta and Interurban.. Wheeling and Wellsburg 12 2 3 3 48 3,000 200 650 650 11,680 R 7 Wheeling Traction 3 3,200 , S Wheeling and Elm Grove 1 12 760 7,660 1 WISCONSIN. Total for state 11 17,200 3,885 Wisconsin Traction, Lt., Heat and Power Ashland Light, Power and Street Railway Chippewa Valley Electric Railroad '. Fond du Lac Street Railway and Light . Fox River Electric Railway and Power . Janesville Street Railway 1 1 1 2 1 1 1 1 2 4 1 5 3 1 2 2,000 600 300 1,100 460 100 660 2 2,000 3,200 6 4 1 5 2 2 3 2,000 600 300 900 696 170 400 9. 4 1 6 3 1 2 600 800 1,100 460 100 650 3 1. 1 4 1 5 i K 1 7 La Crosse City Railway 1 8 La Crosse and Onalaska * q Madison Traction * in Manitowoc and Northern 1 1 1 4 3 1 1 1 1 3 1 31 10 3 3 1 SOO 700 200 22,840 3,326 2,250 1,650 165 I 1 16 9 300 700 200 3,690 2,725 2 4 4 40 10 3 5 2 300 860 660 13,400 2,050 2,100 800 200 11 MarinetteQas, ElectricLightand Street Railway. Merrill Railway and Lighting 19 475 13 Milwaukee Electric Railway and Light . Milwaukee Light, Heat and Traction ... Winnebago Traction 7 1 3 1 4,060 600 2,260 760 9 15,200 14 If) Ifi Sheboygan Light, Power and Railway . . Waupaca Electric Light and Railway. . . HAWAII. Total for territory 2 1 900 166 17 210 2 4 1,120 4 1,120 1 60 4 930 Hawaiian Tramways 1 2 Honolulu Rapid Transit and Land Pacific Heights Electric Railway -i PORTO RICO. Total 1 1 1 3 in 4 1,020 100 700 3 101 4 1,020 100 700 1 60 3 161 3 780 150 725 3 Tramway Stock 1 9. San Juan Light and Transit 1 4 700 4 700 3 728 1 For details see Supplementary Table 3. 2 For details see Supplementary Table 4. 3 For 13 companies only, and includes 2 companies operating part of year. 4 Power rented. 5 Used for lighting purposes only. « For li months only. ^ Steam rented. 8 For 3 months. GENERAL TABLES. 351 PLANTS, BY COMPANIES: 1902— Continued. DIKECT-CUKKENT DYNAMOS. ALTEBNATING- CHEEENT DYNAMOS. 2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OP STATIONS. Gen- erate electric current for sale. Total. 500 H. V. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. No. H. P. Kilowatt hours. Horsepower hours of current. ti Total for year. Average per day Total for Average year. per day. .a No. H. P. No. H. P. No. H. P. No. H. P. z; 69 12,934 64 8,567 3 2,167 2 2,200 17 3, .556 See p. 400 See p. 403 318,833,300 53,567 325,386,766 71,630 Yes... Yes... No.... Yea... Yes... Yea... No.... No.... No.... Yes... No.... No.... No n 6 550 680 5 5 650 680 See p. 400 1 328,500 735, 183 900 2,014 438,000 986,500 1,200 2,700 1 ? s 4 2 1 2 2 13 875 200 1,100 267 600 300 4,300 4 2 1 1 2 2 11 875 200 433 267 600 300 2,100 5 n 5 775 60 1,900 2, 826, 925 7,745 3,769,233 10, 327 4 See p. 403.. 5 1 667 See p. 400 1, 722, 528 » 46, 800 848,626 8 110, 400 6,737,279 4,719 1,200 2,326 1,200 18,458 2,496,671 "62,400 1,137,667 8147,200 9, 026, 450 6,292 1,600 3,116 1,600 24,730 6 7 8 q 1 2 2,200 3 500 See p. 400 in 11 See p. 400 ::::;;::::::': :::::: 1? 2 4 1 268 804 160 2 4 1 268 804 160 4-52,600 620,600 332,750 1,240 1,700 912 605,900 831,762 443,667 1,660 2,278 1,216 13 No 14 2 280 See p. 400 Yes... No.... Yes... Yes... Yes... No...; Yes... 15 16 II 17 ' IS 12 1,030 12 1,030 1 60 1,971,000 5,400 2,642,125 7,238 19 20 4 67 1,800 7,651 2 66 300 7,017 2 1 1,500 634 2,100,210 »» 20, 649,662 6,764 66, 574 2, 800, 280 l»27,532,749 7,673 75,432 21 13 5,262 See p. 400 See p. 403 1 S 61 634 368 4,068 1 634 1 3 6 634 348 660 See p. 400 472, 959 427,008 10,200,000 1,296 1,170 27,946 630, 612 569, 344 13,600,000 1,728 1,560 37,260 Yes... Yes... Yes... No.... No.... No.... Yes... Yes... 1 3 51 368 4,068 See p 400 See p. 400 See p. 403 3 4 5 6 7 6 22 1,675 906 6,117 7 5 17 1,675 906 2,834 3 1 14 3,450 160 3,923 See p. 400 7,634,615 1,914,980 "11,744,895 20,917 6,246 32, 178 10,179,487 2, 563, 306 1115,659,861 27,889 6,995 42,903 7 See p. 400 8 6 3,283 See p. 400 See p. 403 No.... 1 No .. 9 5 1,058 4 625 1 633 4 3 6 653 1,800 1,260 1, 204, 600 6, 074, 330 2,179,060 81,500 122,206,615 3,300 16, 642 6,970 223 6,043 1,606,000 8, 099, 107 2, 905, 400 108, 667 1=2,940,687 4,400 22, 189 7,960 297 8,067 Yes... Yes... Yes . . . No.... No.... 3 See p. 400 See p. 403 See p. 403 4 7 2 6 3 121 1,093 266 2,360 1, 3.50 23, 483 7 2 2 2 112 1,093 266 360 600 15,633 5 6 3 1 6 2,000 750 3,650 7 2 30 210 14, 696 Yes ... s 3 4,200 See p. 400 See p. 403 "46,177,222 124, 102 13 60,236,054 165, 469 2 6 1 8 6 1 3 1,500 260 400 796 520 120 600 2 1,600 2 3 1,600 320 1*1,013,970 985,500 1,866,880 864, 721 744, 600 266,960 603, 346 2,778 2,700 .5,112 2,369 2,040 704 1,653 "l, 351, 960 1,314,000 2,487,840 1,162,670 992, 800 342,613 804,460 3,704 3,600 6,816 3,168 2,720 939 2,204 Yes . . . Yea . . . No..-. Yes... Yes... No...- Yes . . . No.-.. No.... Yes . . . Yes... Yes.-- Y"es . . . Yes... No.... Yes . . . Yes... 1 5 1 8 6 1 3 260 400 795 620 120 600 See p. 400 See p. 403 s 3 360 4 5 See D 400 "* 6 ■ 7 R q 1 ,500 1 6 6 52 16 2 5 2 500 240 600 7,400 2,402 600 1,044 262 15 245, 000 1,028,570 300,000 31, 626, 259 2,888,847 1,331,886 1, 226, 400 296,286 1,000 2,818 822 86, 373 7,916 3,649 3,360 809 1^326,667 1,371,427 400, 000 42, 035, 012 3,861,845 1,776,847 1,635,200 393,713 1,333 3,767 1,096 115, 164 10, 663 4,866 4,480 1,079 10 tj 240 3 350 11 5 69 16 2 5 2 500 13, 760 2,402 600 1,044 262 See D 400 l** 4 2,160 3 4,200 10 2 1 5 1 10, 720 706 300 260 100 See p. 400 See p. 403 See p. 403 See p. 403 13 14 16 16 17 4 600 4 600 1 75 No.... Yes... No.... 1 2 3 3 101 2 400 100 600 3 18 1 2 400 100 60O m (') 161 2 75 600 1,044,995 2,863 1, 393, 205 3,817 No.... Yes... 1 2 600 2 600 2 600 1,044,995 2,863 1,393,206 3,817 — 2 ^Not reported. 10 For 6 companies only. 11 For 5 companies only, and includes 1 company operating part of year. ^ For 10 months only. 13 For 15 companies only, and includes 2 companies operating part of year. 1* For 9 months only. 15 For 8 months only. "Owned but not operated. 352 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS, STATE AND NAME OF COMPANY. UNITED STATES. ALABAMA. Total for state Anniston Electric and Gas Birmingham Railway, Light and Power . Decatur Street Railway Alabama City, Gadsden and Attalla Huntsville Railway, Light and Power . - , Mobile Light and Railroad Montgomery Street Railway Selma Street and Suburban Tuscaloosa Belt Railway ARIZONA. Total for territory Phoenix Railway Tucson Street Railway . ARKANSAS. Total for state . Citizens Electric Fort Smith Traction Fort Smith and Van Buren Hot Springs Street Railroad Little Rock Traction and Electric . Citizens Light and Transit Texarkana Railway CALIFORNIA. Total for state - Bakersfield and Kern Electric Fresno, Belmont and Yosemite Fresno Railroad Nevada County Traction Los Angeles Electric Incline Los Angeles Railway Los Angeles and Pasadena Los Angeles Pacific Railway Pacific Electric Railway Los Angeles Traction Marysville and Yuba City Monrovia Street Railway Monterey and Pacific Grove Oakland Transit Consolidated Ontario and San Antonio Heights Pasadena and Mt. Lowe Paso Robles Street Car Petaluma Street Railway Pomona Street Railway Redlands Street Railway Riverside and Arlington Sacramento Electric, Gas and Railway. San Bernardino Valley San Diego Electric Railway Geary Street, Park and Ocean California Street Cable Presidio and Ferries United Railroads of San Francisco San Jose Railroad San Jose and Santa Clara Santa Barbara Consolidated Santa Cruz Electric East Santa Cruz Santa Rosa Street Railway Stockton Electric COLORADO. Total for state. Boulder Railway and Utility Colorado Springs and Cripple Creek. Colorado Springs Rapid Transit Denver, Lakewood and Golden Denver City Tramway Durango Railway and Realty Grand Junction (municipal) Pueblo Traction and Lighting CONNECTICUT. Total for state Branford Lighting and Water Connecticut Railway and Lighting. Bristol and Plainville Tramway Danburv and Bethel 5,836,615,296 NUMBER OF PASSENGERS CARRIED. Total. 23, 741, 963 814, 388 13,298,538 194, 647 400, 000 386,274 6, 226, 037 1,921,395 441, 684 60,000 799, 710 ■1760,000 49, 710 5 7,835,569 « 280, 734 707, 072 76, 866 6 1,252,364 4,571,415 ' 837, 638 109, 500 241,326,720 28, 3, 1, 5, 22, 801, 505 109, 500 80,000 354,114 300, 000 148, 036 520, 697 897, 261 884, 763 435, Oil 105,028 25,000 224, 350 014, 083 100,368 24, 347 8,336 18,374 102, 945 334,362 547,051 493, 791 299,864 220,000 613, 286 911,151 568,643 006, 526 688,078 789,200 085,905 286,092 61,020 23,142 366, 013 11152,327,717 2, i, 9, 4, 144, 1, i: i: (12) 1,223,006 5, 802, 639 175, 233 40, 532, 069 186,770 8,570 4, 399, 430 18 93,358,167 662, 765 26,466,490 845, 980 1, 895, 155 14,774,211,904 Fare. 1,062,403,392 22,748,871 780,200 13,014,364 194, 647 400, 000 385, 274 5, 672, 192 1,849,396 392, 809 60,000 797,970 750,000 47,970 6,880,479 255,511 654,697 76, 856 1,196,000 3,841,415 747, 500 109, 600 182,196,999 801, 505 109, 600 80,000 364,114 300, 000 548,035 270, 646 897, 261 644,251 040,164 105,028 26,000 224,360 247,022 100,368 24,347 8,336 18,374 102,945 300,669 547,061 948, 791 289,058 220,000 867, 862 430, 261 264, 229 795,525 479, 309 747,200 814, 406 285,092 58,100 21,342 226(869 42,371,690 2, 8, 8, 3, 101, 1, 1, 1,223,006 5, 802, 639 176, 233 30, 910, 210 186, 770 8,570 4,066,162 77,447,101 Transfer. 662, 765 21, 974, 671 838, 200 1,431,576 993, 092 34,188 284, 184 663,846 72,000 48,876 1,740 1,740 966,090 26,223 62,375 57,354 730,000 90,138 59, 128, 721 ;, 600, 000 260, 061 240, 512 394, 857 4,767.061 33,683 546,000 10, 796 646,424 1,480,890 1,294,314 42,210,000 208, 769 42,000 271, 500 2,920 1,800 129,144 9, 956, 127 Trans- fer points. 9, 621, 859 334,268 15,911,066 4,480,819 7,780 463, 579 4,466 12 226 Fare pas- sengers per mile of single track. 212,217 111, 122 78,020 118, 312 64,240 59,701 83,393 151, 258 92,470 66, 918 8,671 46,665 62,500 9,406 131,082 80, 603 86,486 56, 512 128, 772 186,576 96,462 41, 166 219, 763 2 4 2 106 6 2 2 66 372, 793 43,800 27, 686 69,434 2,142,857 216, 107 96, 937 21,688 55,158 173, 798 24, 829 16,667 64,060 140, 448 12,546 3,667 3,334 10, 151 40,213 41, 357 57, 463 168,034 37,934 133,735 469, 366 776, 267 362, 290 408, 899 97, 580 96, 424 95,812 50,281 20,386 2,912 102, 410 183,865 60 96 103,821 200,022 29, 206 214,998 78, 146 6,866 112, 142 134,194 101, 807 137, 963 105,838 122,044 CAB MILEAGE. Total. 1,144,430,466 6, 152, 896 316, 096 2, 686, 682 91, 970 1 150, 000 209, 800 1,466,126 988,800 194, 424 60,000 306,600 255,500 51, 100 5 2, 144, 776 6 201,622 408, 800 23, 815 « 320, 872 914, 667 '226,000 49,000 41,612,788 183, 960 40, 880 30,000 70, 130 9,678 6,319,617 1,078,475 1,237,216 237, 764 1, 937, 750 64,202 7,300 117, 800 5, 488, 332 70,080 12,958 4,290 6,710 < 51, 000 103,654 184, 204 1,101,904 83,673 542, 808 758, 262 1, 456, 360 641,670 17,764,299 564, 530 442,000 206, 400 146,529 36,860 17, 620 605, 094 i"8,925,060 (12) 263, 836 1,326,527 65, 163 6, 393, 755 106, 120 3,650 776, 020 13 20,186,690 178,553 5,154,997 212, 335 347, 880 1 Fare passengers reported for 811 operating companiee only, representing 22,496.86 miles of single track. 2 Passenger car hours reported for 390 operating companies only, representing 2,176,886,559 fare passengers carried. 8 For 6 companies only. * Estimated. ^Includes 3 companies operating part of year. Passenger cars. Freight, mail, ex- press, and othercars. 1,120,101,944 24,328,522 6, 043, 479 313, 380 2,626,480 91, 970 130,000 209,800 1,463,625 988,800 194,424 25,000 306, 600 265,500 61,100 2, 144, 196 201,042 408,800 23,815 320, 872 914, 667 « 226, 000 49,000 41,217,496 183, %0 40,880 30,000 70, 130 9,678 6, 319, 617 1,028,460 1,099,202 237, 764 1, 937, 760 64,202 7,300 117, 800 5, 449, 713 70,080 12,958 4,290 6,710 61,000 103, 654 182,888 1,101,904 83,673 542, 808 768, 262 1,456,350 641, 670 17,696,970 664,630 442,000 206,400 145,529 36,860 17, 520 505,094 1,924,560 109, 417 2,715 60,202 20,000 "i,'566' 25,000 580 580 295, 292 50,016 138,013 1,619 1,316 67, 329 263, 836 1,326,527 66, 163 6, 393, 755 106, 120 3,650 776, 520 19,728,233 178,553 5,076,185 212,335 347, 780 500 Fare passen- gers per ear mile. 4.26 500 458,457 3.76 2.49 4.96 2.12 3.08 1.84 3.88 1.87 2.02 2.40 2.60 3.21 1.27 1.60 3.23 3.72 4.20 3.31 2.23 4.42 78,812 ioo' 4.36 2.68 2.67 5. 05 31.00 3.41 3.18 1.73 2.71 2.60 1.94 3.42 1.90 3.16 1.43 1.88 1.94 2.74 2.02 2.90 2.99 3.68 3.45 4.09 6.10 6.79 5.09 5.75 2.62 3.95 3.95 1.96 1.58 1.22 2.48 4.75 4.82 4.37 2.69 4.83 1.76 2.36 5.24 3.71 4.33 8.96 4.12 GENERAL TABLES. MAXIMUM SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902. 353 CAR HODKS. Fare passen- gers per car hour. Mail carried. MAXIMUM SPEED OF CAES, MILES PER Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mail, ex- press, and other cars. HOUR. Total. Passengers. Employees. Others. . In city limits. Outside city limits. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. a a 65,869,342 265,403,287 466,065 33.28 352 1,218 47, 429 265 26, 690 122 3,699 831 17, 040 3 761,719 729,335 32,384 29.49 / 8 15 335 1 198 1 111 13 26 No Yes.... No Yes.... No Yes.... No No No 6 8 6 10 12 12 10 12 5 15 30 1 4 1 380,592 20,440 348, 772 20,440 31,820 37.31 9.62 9 314 1 194 110 8 10 2 12 15 15 1 12 5 1 2 1 4 26,150 211,329 98,880 24,328 26, 160 210, 765 98,880 24,328 14.73 26.91 18.70 16.16 12 2 5 664 1 4 2 2 1 i' 1 4 1 6 7 16 10 2 2 8 9 37, 740 37, 740 21.14 1 . 27,620 10,220 27,520 10,220 27.25 4.69 No No 8 8 7 1 1 •> 6 4 5 2 1 1 1 4 No No No No No No No 8 20 12 8 10 12 4 8 20 12 8 1 2 1 1 ? 3 1 2 1 1 2 1 3 1 1 3 4 2 1 5 12 1 R 7 • 81,132,375 1,128,646 3,729 30.29 8 37 5,461 9 4, 137 32 28 1,292 20,835 20, 835 38.47 No No No No No Yes.... Yes.... Y'es — No No No Yes.... No Yes.... Yes Yes.... No No No No Yes.... No No No No No No Yes.... No No Yes.... No No No No 20 5 5 8 3 8 8 8 8 8 5 4 6 8 12 6 6 6 15 10 8 8 8 8 9 8 8 8 8 10 8 8 6 6 8 1 1 5 1 5 1 1 <> 5 16 R 4 9,490 9,490 31.61 5 7 1 333 17 97 6 333 6 20 1 17 7 8 20 q in 6 11 I'' 1 2 13 666,763 8,000 653,034 8,000 3,729 26.41 12.65 35 12 5 5 3 462 362 8 3 82 14 16 16 17 1,493 1,493 12.31 1 1 18 19 13,692 13, 692 21.96 20 1 1 1 i' 1 1 1 1 •'0 1 1 1 ■?! 103,433 103,433 38.18 12 8 8 11 7 3 17 42 15 4,534 I 6 3 i 7 7 99 93 69,350 69,360 32.01 i 4 3 12 31 15 3,677 3 ■'4 6 8 75 218,294 218,294 38.62 3 ■>6 1 1 17 97 20 12 10 20 13 837 2 5 9(t 99 1 1 1 sn 31,025 31,025 26.26 1 6 31 ^9 5 6 12 ss S4 1 1 10 7 880 i 2 8 77 4 788 S5 "910,004 910,004 40. 64 1 16 7 No No No No Yes.... No No No 15 6 8 12 16 8 4 10 1 25 16 1 1 11 71 1 1 6 59 3 8 2 4 9 131, 400 7,665 770, 939 131, 400 7,665 770,939 44.16 22.86 40.09 3 j\ 20 10 6 781 96 9 781 5 H 1 16 281 1 ■" 1 7 2 14 1 12 172 1 3 4 15 1 10 s "2,226, 364 2,198,548 26,816 32.84 9 94 No Yes.... No No 12 8 10 7 15 16 15 10 X 590, 664 19,205 590, 664 19,205 37.20 43.64 3 2 87 1 57 1 3 27 9 9 i i ii 18 1 4 ° For 9 months only. ' For 94 months only. 8 For 10 companies only. ^Includes passengers and employees. 19 For 7 companies only. 11 For 3 companies only. "Not reported. '■' Includes 2 companies operating part of year. i^For 16 companies only, and includes 1 company operating part of year. 354 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS, MAXIMUM 10 STATE AND NAME OF COMPANY. CONNECTICUT— Continued. Greenwich Tramway Hartford and Spring-field Farmington Street Railway Hartford Street Railway Hartford, Manchester and Rockville New York, New Haven and Hartford (Berlin sys.) Meriden, Southington and Compounce Meriden Electric Railroad Middletown Street Railway Manufacturers Railroad Fair Haven and Westville New London Street Railway Montville Street Railway Norwich Street Railway Peoples Tramway Stamford Street Railroad New York, New Haven and Hartford (New Canaan branch). Sufheld Street Railway Torrington and Winchester „ DELAWARE. Total for state Wilmington and New Castle Peoples Railway Wilmington City DISTRICT OF COLUMBIA. Total for district Anacostia and Potomac River Brightwood Railway Capital Traction City and Suburban of Washington Columbia Railway. Georgetown and Tennallytown Metropolitan Railroad Washington and Great Falls FLORIDA. Total for state Fort Meade Street Railway Jacksonville Electric Key West Electric Palatka and Heights Street Railway Pensacola Electric Terminal Tampa Electric GEORGIA. Total lor state Athens Electric Railway Georgia Railway and Electric •. Augusta Railway and Electric Columbus Railroad Covington and Oxford Macon Railway and Light City Electric Railway Savannah Electric Valdosta Street Railway Washington Street Railway IDAHO. Total for state Boise Rapid Transit ILLINOIS. Total for state Alton Railway, Gas and Electric Elgin. Aurora and Southern Bloomington and Normal Mechanicaburgand BufYalo Cairo Electric Railway : Egypt Electric Centraliaand Central City Urbana and Champaign Chicago City Railway Chicago Union Traction Chicago Consolidated Traction Calumet Electric Street Railway Chicago Electric Traction 1 For lOJ months only. 2 Freight traffic only. 3 For 6 months only. 4 For 7 companies only. NUMBER OF PASSENGERS CARRIED. Trans- fer points. Fare pas- sengers per mile of single track. CAR MILEAGE. Fare passen gers per car mile. Total. Fare. Transfer. Total. Passenger cars. Freight, mail, ex- press, and other cars. 1465,195 883,722 294, 649 19, 160, 216 1,298,960 1,646,008 961,820 3, 266, 383 926,199 25,016,269 1, 452, 870 1,521,901 2,628,200 1,180,918 1,642,683 204, 900 3 91,922 966,972 11,440,702 465,195 841,829 294,649 15,777,106 1,123,499 1,645,008 961,820 2,589,737 792,000 80,763 62,497 20, 181 167.985 61,969 63,538 66, 839 132,807 79,768 1133,961 290, 966 208,832 4, 291, 176 472,431 494,464 323, 654 689,012 187,860 2,500 5,137,357 243,209 228,760 401,323 379,460 384,254 139, 602 3 51,858 232, 246 3,006,798 133, 961 290, 777 197, 777 4,132,328 445,903 494,464 323,206 689,012 187,860 3.47 2.90 1.49 3.82 2.62 3.33 2.98 3.76 4.22 ""a 89' 6.43 6.61 6.45 3.11 3.46 1.47 1.77 4.12 3.35 41, 893 1 189 11,065 158,848 26, 628 3,383,110 175,461 22 2 448 676,646 134, 199 6 2 2,500 178,563 19, 275, 163 1,320,791 1,805,837 2,186,835 1, 179, 019 1,327,617 204, 900 91,922 956,972 9,956,669 5, 741, 106 132,079 16,064 341, 365 1,899 315,066 21 1 2 5 1 6 201,476 155,205 111,461 123,900 71,716 104,619 23,743 18,721 73,444 116,301 4,958,804 243,209 227,682 401, 323 379,114 884,2,54 139, 602 51,858 232,246 2,969,238 1,078 346 1,484,143 26 37,560 684,000 1, 634, 102 9, 222, 600 90,203,941 584, 000 1,467,473 7,906,086 66, 162, 321 33, 371 46,765 193,847 408,485 338,840 746,758 1,921,200 16,139,141 301, 280 746,768 1,921,200 16,082,204 37,660 1.94 1.97 4.11 4.11 166,629 1,317,514 24, 041, 620 7 19 69 56,937 8,435,988 2,012,012 36,871,334 6,816,021 8,027,781 1,037,338 26,176,882 1,826,685 6 9,641,727 6,072,874 1,236,983 28,362,665 5,423,810 5, 010, 160 768,617 17, 723, 360 1,563,952 8,249,542 2,363,114 776,029 8, 508, 769 1, 392, 211 3, 017, 621 268, 721 7,453,622 262, 633 1,292,185 12 4 15 12 7 2 16 1 13 265,191 105,816 685, 749 166, 273 340, 364 92,382 767,910 111,871 133,696 1,165,799 407,486 8, 787, 603 1,161,666 976,213 209,766 3,133,193 297,415 5 2,349,449 1,163,887 407, 388 8, 781, 343 1,159,639 975,913 208,814 3,089,042 296, 178 2,258,463 1,912 98 6,260 2,027 300 952 44,151 1,237 90,986 5.22 3.04 3.23 4.68 5.13 3.68 5.74 5.28 3.65 3,650 8 3,352,775 711,035 10,880 1,215,121 4, 248, 266 37,004,361 3,650 2,863,685 711, 035 10,880 998,290 3,662,002 32,463,861 2,920 157,779 190, 116 3,109 110,921 140,263 108,076 '2,078 8 872,440 175, 511 7,300 386,988 906,132 10,733,429 1,217 872,440 176,511 7,300 386,988 816, 007 10,690,826 861 3.00 3.28 4.05 1.49 2.69 4.49 3.04 489,090 4 216,831 686, 264 4,540,510 4 6 63 90,126 42,603 400,340 1022,432,672 2, 518, 686 1,386,373 41,000 2,980,181 451,449 6, 618, 658 158, 802 16,400 314,340 356,969 19,046,312 2,360,674 1, 217, 479 41, 000 2, 893, 764 386,749 5,987,702 158, 802 16, 400 314, 340 43, 371 3,387,360 157,912 168,894 2 21 6 2 64,666 124,479 76, 102 71, 616 18,222 94, 352 61,426 112,869 76,347 10,933 89,811 156,372 1" 6, 977, 212 932,381 474,216 6,205 949,317 219,000 1,931,686 66, 700 21,340 164,250 141, 372 6, 977, 212 932,381 474,216 6,205 949, 317 219, 000 1, 912, 283 65,700 13,140 164,250 16,000 2.53 3.19 2.53 2.67 6.61 :i.05 1.76 3.13 2.42 1.25 1.91 86,4i7 65, 700 630,866 1 1 30 19,403 8,200 314,340 11 590, 598, 228 314,340 463,190,986 89, 811 287,035 164,250 "121,142,474 164,250 120,835,074 1.91 3.83 127,407,242 692 307,400 1,665,130 6,068,266 "1,869,349 4,000 805, 447 186,619 80,956 1,078,922 167,279,723 220,452,619 24, 172, 655 8,480,219 2,066,402 1,497,130 5,422,785 1,309,781 4,000 684, 319 186,519 80, 956 1,032,442 117,863,990 156,136,898 20,808,682 6,549,719 1,898,647 '■> Includes « For 2 con '• Estimate 168,000' 636,481 559,668 3 2 4 122,216 86, 131 62, 371 1,081 120,691 46, 630 23,671 114,716 629, 726 511, 388 100,764 80,921 70,634 )art of yea ides 1 com 401,500 1,725,238 1=1,396,490 8,293 261,000 233, 600 S8,325 202, 822 30,842,510 30,732,051 8,016,691 2,393,978 964,000 r. pauy operatiu 401, 500 1,726,238 1,396,490 8,293 261,000 233,600 38, 326 196, 122 30,643,260 30,732,051 8,016,691 2,393,978 964,000 Ef part of year. 3.73 3.14 .94 .48 2.62 .80 2.11 5.26 8.85 b.08 121,128 1 46, 480 49,415,733 64,316,721 3,363,973 1,930,500 167,765 1 company op ipanies only, i d. 1 76 300 130 20 5 erating i md inch 6,700 199, 260 2.60 2.74 ! 1.99 GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 355 CAB Homis. Fare passen- gers per car hour. Mail carried. MAXIMTJM SPEED or CABS, MILES PER Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mall, ex- press, and other cars. HOUR. Total. Passengers. Employees. Others. c In city- limits. Outside city limits. S Killed. Injured. Killed. Injured. Killed. Injured. KlUed. Injured. 1 No No No Yes.... Yes.... Yes.... 12 13 10 10 8 i\ 17 20 16 16 2 1 6 62 9 2 1 l\ 17,244 510,230 41,219 14,144 492,074 38,099 3,100 18,156 3,120 20.83 32.06 29.49 6 7 S 1 27 4 1 2 1 35 6 « q 1(1 38,036 118,260 82,840 38,036 118,260 32,840 25.29 21.90 24.12 Yes.... Yes.... Yes.... No Yes.... No Yes.... Yes.... No No Yes. . 8 8 10 4 12 7 7 7 12 12 15 6 20 8 16 2 2 n 1 1 3 19 15 13 14 617,400 89,420 18,036 60,768 81,632 69,130 615,000 39,420 18,036 60,768 31,592 69,130 2,400 31.34 33.51 83.49 36.99 37.32 22.45 14 1 6 52 35 3 5 14 15 16 18 11 18 4 4 12 1 3 2 7 1 1 2 5 17 IS 40 1 iq "0 . .. o\ »5,400 28,880 236,520 6,400 25,880 236,520 17.02 86.98 33.42 No No 12 12 ■>t 16 1 8 ■ '>3 6 93 1 63 2 6 38 No No No 6 7 7 20 15 12 1 1 1 1 2 4 10 6 80 57 615 i' s 3 30 20 380 3 1 1 4 5 236,620 < 889, 767 236,520 883,763 33.42 42.77 2 2 38 35 197 S 6,004 ""■ 159,050 46,806 168,798 46,791 252 16 38.24 27.01 Yes.... Yes.... Yes.... Yes.... No No 12 12 12 12 12 1 70 37 151 70 58 14 202 13 62 1 i' 1 1 43 22 84 37 87 13 137 7 62 6 3 4 7 3 2" 21 12 63 26 18 1 52 4 10 1 ? 16 16 1 n 40 3 3 6 91 V> 25 ?3 94 15 16 10 6 1 1 1 11 3 3 22 11 1 1 5 1 1 ''6 2 3 12 Ofi 97 1 7 3 ''S 10 40 "N Yes.... No No No No Yes.... No Yes.... Yes.... No Yes.... No No Yes 10 10 18 8 10 10 8 8 8 12 8 4 8 4 12 6 4 6 30 31 30 12 20 12 9 1 1 2 2 1 6 2 1 3? 1 1 3S 1 1 6 M i 35 36 1 1 V 8 IS 1 2 1 39 * 24, 000 24,000 11.75 26 1 1 1 1 2 1 2 2 2 10 11 43,435 39,420 298,650 43,435 39, 420 295,650 9.39 19.03 20.29 15 1 2' 2 16 32 8 12 1 6 10 1 1 2 •2 1 1 2" 12 9 20 3 6 13 No Yes.... Yes.... No No No No 12 7 12 8 12 8 9 14 12 15 5 46 2 1 1 17 30 48 1 16 15 1 19 lO '1,635,344 1, 522, 321 13,023 23.46 11 20 2,636 2 1,900 3 84 15 652 3,650 16,230 166,114 178,064 3,650 15,230 165,114 178,084 5.48 8.76 21.98 23.77 No No No No No No Yes.... No No No Yes.... No No No Yes.... No No No Yes.... No 4 12 15 15 8 8 9 8 8 8 20 6 4 8 10 7 15 15 12 1 "2 15 15 14 15 12 12 65 40 55 30 1 2 23 10 2 23 10 3 i 1 1 "i 66,938 65,938 34.98 33 2,124 7 1 23 1,569 5 1 1 56 5 1 9 499 2 6 1 1 5 1 7 8 7,000 32,200 334, 910 24,090 16,425 29,200 61,890 8 12,000 113,596 23,360 8,470 5,917 52,560 62,780 132,278 226,831 29,200 30,110 14,541 91,121,902 7,000 29,200 331,310 24, 090 16,425 29,200 61,890 12, 000 13,696 23,360 8,470 5,917 62,660 62,780 130,400 222,831 29,200 29,665 14,541 1,118,252 15.97 19.63 29.34 23.32 5.64 19.76 23.83 21.79 11.30 7.06 23.38 9.48 17.38 19.12 30.27 16.65 15.41 47.06 13,56 26.76 f) 3,000 3,600 1 1 1 ^n 308 1 241 2 6 1 2 62 11 12 1? 15 1 1 6 7 2 1 4 3 2 1 2 1 2 14 16 12 25 1 17 1 18 19 4 Ofl No No Yes.... Yes.... No No No 10 10 8 8 8 15 10 1 1 1 5 1 21 TO 15 40 16 8 1 100 1 3 1 5 3 1 36 1,878 4,000 1 1 3 23 1 46 1 1 18 24 05 546 30 12 1 3 16 27 3,650 12 19 238 5 152 3 36 11 50 No Yes.... No No No Yes.... Yes.... Yes.... No 10 8 8 -12 15 12 12 12 10 1 79,280 79,280 20.18 1 4 29 1 3 16 i' 1 1 12 1 12 3 A 10,016 10,016 14.48 15 12 16 1 1 2 1 2 i 2 11 38 46 71 2 23 i" 11 20 28 50 5 1 13 6 6 9 8 1 1 1 5 IS 15 6 7 321,774 i"307,069 321, 774 307,089 28.10 34.25 8 9 10 60 20 98,216 98,216 24.35 No No No No No No Yes.... No Yes.... No No Yes.... No 8 8 6 12 12 10 12 12 8 8 8 12 12 1 1 1 2 1 15 1 2 11 12 13 14 18 16 17 14,600 14, 600 20.03 1 1 35,000 35,000 8.57 3 1 1 3 27,075 23,425 3,650 12.29 15 1 1 1 1 1 7 3 I 7 42,732 42, 732 28.34 14 1 1 186,150 186, 150 22.28 12 25" 1 1 1 1 1 *>n 2 •1 ' For 24 companies only, and includes 8 companies operating part of year. 8 For 3 months only. » For 11 companies only. 10 Includes figures for Interurban Railway Company. 1165—05- -24 358 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS, MAXIMUM STATE AND NAME OK COMPANY. KANSAS. Total for State. Arkansas City Street Railway Atchison Railway, Light and Power. Fort Scott Consolidated Supply Hutchinson Street Railway lola Electric Railroad '. Electric Railway and Ice Kansas City-Leavenworth ^ Pittsburg Railroad Consolidated Street Railway Topeka Railway Wichita Railroad and Light Union Street Railway KENTUCKY. Total for state . Bowling Green Railway Cincinnati, Newport and Covington . Frankfort and Suburban Henderson Street Railway Lexington Railway Georgetown and Lexington Louisville Railway Louisville, Anchorage and Pewee Kentucky and Indiana Maysville Street Railroad Owensboro City Railroad Paducah City Railway LOUISIANA. Total for state . Baton Rouge Electric and Gas Lake Charles Street Railway St. Charles Street Railroad Orleans Railroad New Orleans Railways New Orleans and Carroll ton Algiers, McDonoghville and Gretna. Shreveport Belt Railway MAINE. Total for state. Augusta, Winthrop and Gardiner. Public Works . Penobscot Central Railway . : Bangor, Orono and Old Town Bangor, Hampden and Winterport Biddeford and Saeo Calais Street Railway Benton and Fairfield Fryeburg Horse Railway Atlantic Shore Line Lewiston, Brunswick and Bath Norway and Paris Portland Railroad Portsmouth, Kittery and York Rockland, Thomaston and Camden Sanford and Cape Porpoise Skowhegan and Norridgewock Railway and Power Somerset Traction Waterville and Fairfield Railway and Light MARYLAND. Total for state. United Railways Cumberland Electric Railway Frederick and Middletown Kensington Railway Cumberland and Westernport Hagerstown Railway Baltimore and Washington Washington and Glen Echo Washington and Rockville Washington, Woodside and Forest Glen. MASSACHUSETT.S. Total for state. Amherst and Sunderland Interstate Consolidated Lexington and Boston Old Colony Street Railway 1 For 8 companies only. 2 Estimated. 3 This company failed to make a report. * Includes 2 companies operating part of year. NUMBER OF PASSENGERS CARRIED. Total. 7,970,681 26,240 651, 947 220,000 189, 905 666, 800 300, 103 685, 200 76,222 350, 164 810,000 95,000 < 61, 683, 130 2, 35, 1, 150,000 621,952 173, 726 448, 000 380,682 « 26, 000 669, 000 541,700 344,888 309, 621 290,966 737, 606 60, 285, 120 359, 770 128, 160 6, 911, 900 2, 518, 633 33, 089, 252 16, 605, 765 221,640 1,450,000 9 27,606,582 1,192,748 1,463,143 295, 648 1,162,848 435, 721 728,909 566, 514 .52,282 14, 600 92, 7.58 4,436,162 139, 909 12, 386, 706 1,506,611 1,370,129 845, 157 " 62, 296 164, 647 609,904 ■•135,625,660 132, 1, 1 106,412 266,883 280, 933 ■138,966 206, 823 736,311 45, 600 117,4.57 621,803 204,462 "'605,25,s, 939 Fare. 6, 832, 064 25, 240 533, 867 206, 000 189, 906 666, 800 299, 743 660, 000 76, 222 2, 730, 287 1,460,000 85, 000 66, 293, 852 160,000 10, 264, 745 173,725 280,000 2, 350, 682 25,000 33, 158, 600 541,700 1, 344, 888 309, 621 257,386 1,437,606 5.'i,343,843 359, 770 128, 160 5,767,900 2, 605, 700 29, 465, 376 15, 445, 297 221,640 1,450,000 25,49.5,164 Transfer. 1,138,517 118, 080 15,000 360 25,200 619,877 360,000 10,000 6,389,278 2,367,207 168,000 30,000 2,600,600 33,671 300,000 4, 941, 277 144, 000 12, 933 3, 623, 876 1,160,468 2, Oil, 418 1,192,748 1, 208, 216 295, 548 1,152,848 435, 721 728,909 .546, 760 .52,282 14, 600 92, 758 4,237,065 139, 909 10, 839, 056 1,606,611 1, 370, 129 ,S45, 1.57 62,296 164, 647 609, 904 1,552 96, 763, X7S 1,066,883 280, 933 38, 966 206, 8'23 642, 747 45, 600 117,467 621.803 204, 462 461,745,015 431,435 3,504,931 2,691,301 46,321,681 244, 927 19,754 199, 087 ,547,' 650' .36,636,098 35, 342, 634 200, 000 93, 564 143,513,324 7,523 217,684 7, 331,. 500 Trans- fer points. 21 16 144 142 1 260 Fare pas- sengers per mile of single track. 61, 406 4,589 59, 319 22, 778 24,264 68, 703 66, 610 66, 170 37, 181 96,366 78, 919 13,600 198,263 37,500 290,442 23,929 50,909 155,366 1,911 233, 511 29, 124 222, 664 72,852 30,281 89,850 278,782 95,939 60, 739 310, 603 217, 320 256, 221 434,711 62, 434 164, 773 76,897 90,980 111,872 10, 712 69,033 62, 069 89, 437 77,008 11,954 4,867 58,708 75,419 65, 378 120, 931 95, 962 63, 315 33,287 10, 649 12,985 126, 636 228,370 265, 019 150, 903 19,137 15, 402 23, 719 46,916 22,800 10, 134 67,046 75, 170 182, 822 29,014 126, 806 72, 659 122, 137 CAR .^IILEAGE. Total. 2, 417, 364 12,100 146,000 167, 200 = 70,000 108, 700 75, 920 177,025 36, 567 864,487 732,000 27, 375 < 15, 477, 507 90,000 3, 310, 345 155,490 182, 600 732, 108 6,000 9,137,604 428, 700 429 240 176, 200 s 130, 320 700,000 18,694,869 2198,400 61,320 2, 196, 688 785, 210 10,365,381 4,472,990 91,980 433,000 96,815,671 346,574 58,971 314,376 96,552 309, 106 183,960 204,988 6,500 26,064 1,083,822 44, 730 2,561,203 345, 415 369, 742 305, 169 "23,344 100,949 114,618 * 24, 832, 662 23,876,837 219,000 85, 908 "9,887 "26,740 310,688 15,000 63, 771 151,291 73, 540 '101,373,975 176,668 744,982 911,692 9,997,394 Passenger cars. 2,417,364 12,100 146,000 167, 200 70,000 108, 700 76,920 177, 025 36, 557 864,487 732,000 27, 375 15,451,572 90,000 ;, 310, 300 153, 300 182, 500 732, 108 6,000 1, 137, 604 405,000 429, 240 175,200 130,320 700,000 18, 694, 869 198, 400 61, 320 2, 196, 588 785, 210 10,366,381 4,472,990 91,980 433,000 6, 389, 750 329,588 346, 574 44,228 308,839 96,062 309, 106 182, 960 25, 564 6,600 26, 064 1,049,697 44, 730 2,551,203 316,196 218,242 305,169 22,746 91, 676 114, 618 24,238,490 Freight, mail, eX' press, and othercars. 23,330,292 219,000 40,000 9,887 2 26,740 310,688 15,000 63, 689 149, 716 73,478 25,935 45 1,190 23, 700 425, 921 14, 743 5,537 500 1,000 179,424 34, 125 29,220 151, 500 9,274 594,172 646,546 "45,' 908 82 1,575 62 100,115,307 1,258,668 175,6.58 744,982 911,692 9,296,467 ! 700,927 Fare passen gers per car mile. 2.83 2.09 3.66 1.23 2.71 6.21 3.95 3.73 2.09 3.16 1.99 3.11 3.64 L67 4.91 1.13 1.53 .3.21 4.17 3.63 1.34 3.13 1.77 1.98 2.05 l.Sl 2.09 2.63 3.19 2.85 3.45 2.41 3.35 3.99 3.62 3.49 6.68 3.73 4.64 2.36 2.99 2.06 2.25 3.66 4.04 3.13 4.25 4.76 6.28 2.77 2.74 1.80 5.32 4.13 4.16 4.87 7.02 3.94 7.73 2.07 3.04 1.84 4.15 2.78 4.61 2.46 4.70 2.95 4.98 5 For 9 companies 6nly, and includes 1 company operating part of year 6 For 11 months only. •- . r ' Not reported. 8 For 6 months only. GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 359 CAB HOURS. 1 Pare passen- gers per car hour. Mail carried. MAXIMDM SPEED OF CARS, MILES PEE Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mail, ex- press, and other cars. HOUR. Total. Passengers. Km J) 1 \mr,->. Ot lers. u In city limits. Outside city limits. g Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. a > 203, 390 203, 390 18.82 ! 3 1 33 8 1 11 14 2,920 34,675 18,600 2,920 34,676 18,600 8.64 16.40 11.08 No No No No No No 6 8 12 6 10 10 6 8 12 1 1 1 1 9 2 2 3 4 13,423 8,760 13,423 8,760 42. 23 31. 22 25 25 1 i' 2 1 1 5 6 7 27,010 9,865 27,010 9,856 24.44 7.73 No No Yes.... No No 15 6 8 12 6 15 6 25 12 i R q 29 8 10 11 in 88,247 88,247 16.54 11 :" - - 1? 63,006,531 3,003,976 2,. 555 13.21 2 9 .51 1 38 1 1 7 12 6,670 6,670 22.83 No Yes.... No No No No Yes.... No No No No No 8 10 6 12 6 8 12 10 12 8 10 8 15 10 8 16 6 20 20 45 12 8 15 10 1 2 20 20 2 ? 5,840 29, 200 101,088 5,110 29,200 101,088 730 34.66 9.59 23.25 1 3 1 5 15 1 1 4 1 4 14 5 6 2,628,000 36,825 94,528 2, 628, 000 36,000 94,528 12. 62 15.48 14.23 <''2 "l 7 1,826 1 1 1 8 9 4 1 3 10 8 14,480 90,000 2,025,648 14,480 90,000 2,026,648 17.78 16.97 27.32 6 4 1,230 4 2 4 301 11 1 4 27 V? 1 865 64 26 22,889 10,220 235,872 93,072 1,119,396 467,784 18,615 67,800 l« 456, 023 22,889 10,220 235, 872 93,072 1,119,396 467, 784 18,616 57,800 379,444 16.72 12.54 24.45 26.92 26.32 33.02 11.91 25.09 82.97 No No No No Yes.... No No No 12 6 10 16 15 16 6 12 2 1 2 3 1 1 16 6 24 8 1,1.51 42 i' 14 5 830 16 3 1 .59 1 1 16 5 7 •2 4 1 1 2&2 1 5 ■26 ■ 6 6 7 8 3 4 26 1 3 3 4 76,579 11 1 26 Yes.... No Yes.... No Yes.... No No Yes — No No No Yes.... Yes.... Yes.... Yes.... Yes.... Yes.... Yes.... No 6 8 6 8 8 6 8 12 6 6 7 4 10 6 6 7 s 9 9 1 1 66,440 13,140 31,096 12,522 48,545 19,876 41,245 56,440 8,760 29,988 10,962 48,545 19,710 6,205 21.79 33.74 38.44 39.76 16.02 27.74 8.43 3 3 9 4,380 1,107 1,560 20 3 6 6 4 12 1 6 6 166 35,040 7 20 8 9 10 96,730 6,206 91,980 6,205 3,750 46.07 22.55 15 2 1 1 1 1 n 1? 15 13 3 1 16 1 16 13 34,367 70, 116 29,445 46,355 4,922 23,760 51.17 29.66 2 14 1 1 1 1 1 15 i2' 20 ::::;::::;::::: 16 "6,869 9,464 12,410 12 67,517 5,800 7,639 12, 410 B7, 283 69 1,825 10.74 21.66 49.16 26.65 17 18 19 234 1,335 700 635 Yes.... Yes .... Yes.... No No No No No No No 12 6 6 8 5 12 8 12 12 14 1^ 14 15 15 15 15 3 1 1 "1,323 2 13 688 2 lua.T 1 ■,■ S 4 14 2,674 42,705 2, 674 42,705 77.35 16.05 5 6 1 7 6,942 9,393 6,803 1511,287,251 6,929 9,183 6,792 11,244,744 13 210 11 42,507 19.81 67.71 30.10 38.11 1 6 3 4,142 18 1 6 3 2,854 R II 9 ll 10 31 82 9 -oS 55 1,050 21,900 21,900 19.70 Yes — Yes.... No Yes ... . 10 8 10 8 15 1 2 1 8 445 1 1 1 1 3 95 1 2 13 1 4 5 281 1 S S 1,013,309 1,613,309 45. 7i 28 5 i M 4 'Includes 1 company operating part of year. '» Foi 14 companies only, and includes 1 company operating part of year. '1 For 10 months only. '2 For 5 companies only, and includes 1 company operating part of year. 13 Persons killed not reported separately. 1* For 21 months only. 1^ Includes 11 companies operating part of year. 15 For 46 companies only, and includes 7 companies operating part of year 3G0 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, OAR MILEAGE, CAR HOURS, MAXIMUM 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 36 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 65 66 67 68 69 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 1 2 3 4 6 6 7 8 9 10 i 11 12 13 [ 14 15 16 17 1 STATE AM» NAME OF COMPANY. MASSACHUSETTS— Continued. Boston and Northern Boston Elevated Railway Lowell and Boston '. New York, New Haven and Hartford Railroad Blue Hill Street Railway Hoosac Valley Concord, Maynard and Hudson Conway Electric Railway Cottage City and Edgartown Norfolk Western Railway Greenfield and Deerfleld" Providence and Fall River Dartmouth and Westport Fitchburg and Leominster Framingham Union Street Railway Gardner, Westminster and Fitchburg Greenfield and Turners Falls Haverhill and Southern New Hampshire Haverhill, Georgetown and Danvers Haverhill and Amesbury Holyoke Street Railway Lawrence and Reading Lawrence and Methuen Middleton and Danvers Norfolk and Bristol Marlboro Street Railway Marlboro and Westboro Medfleld and Medway Middleboro, Wareham and Buzzards Bay Milford, Attleboro and Woonsocket Miltord and Uxbridge Natick and Cochituate South Middlesex Street Railway Union Street Railway New Bedford and Onset Citizens Electric Railway Georgetown, Rowley and Ipswich Commonwealth Avenue Wellesley and Boston Newton and Boston Newton Street Railway Northampton Street Railw^ay Northampton and Amherst Haverhill and Andover Norton and Taunton Athol and Orange Pittsfield Electric Plymouth and Sandwich . . .; Brockton and Plymouth Norwood, Canton and Sharon Shelburne Falls and Coleraine Southbridge and Sturbridge Hampshire Street Railway Springfield Street Railway Springfield and Eastern Stougnton and Randolph East Taunton Street Railway Bristol County Templeton Street Railway Marthas Vineyard Upton Street Railway Reading, Wakefield and Lynnfield Hampshire and Worcester Warren, Brookfleld and Spencer Webster and Dudley Woronoco Street Railway Linwood Street Railway Worcester Consolidated Worcester and Blackstone Valley Worcester and Southbridge Worcester and Webster MICHIGAN. Total for state Adrian Street Railway Bay Cities Consolidated Benton Harbor and St. Joseph Detroit United Railway Detroit and Port Huron Shore Line Detroit, Vpsilanti, Ann Arbor and Jackson Escanaba Electric Railway Grand Kaplds Railway Grand Rapids, Grand Haven and Muskegon . . Grand Rapids, Holland and Lake Michigan . . Houghton County Street Railway Twin City General Electric Negaunee and Ishpeming Jackson and Suburban Traction Michigan Traction Lansing City Electric Manistee, Filer City and Eastlake 1 For 65 months only. 2 For 3 months only. 3 For 10 months only. * For 1^ months only. NUMBER OF PASSENGERS CARRIED. Total. 76, 572, 337,484, 272, 1 1, 039, 661, 2, 204, 952: 68; 2 82, 510: 869: 2,938, 4,442, 902, 1, 099! 1,060: 2210: 6OI: 2,468! 6,832: 834, <201, 327, 6 823, 1,470, 672, 477, 860, 1, 492, 2,830, 1,611, 1,445, 7, 610, 966, 2, 156, 898, 1,738, 1,387, 1,721, 2,849, 3, 176, 1,009, 22, 940, 770, 2, 237, 69, 1,835, 169, 166, 619, 2 60, 19,278, 1,976, 147, 694, 1,010, 749: 21: 431, 1,257, 682, 1,510, 200, 29, 327, 1,094, »798, 9,S7, l» 140, 440, 783 269, 891 2,602,060 1,198,826 92,026,136 3,261,522 1,944,061 3 608, 800 16,772,687 12 590, 081 860, 000 12 3,182,408 398,410 602, 980 1,758,089 4,023,997 1,068,170 "840,000 Fare. 69,299, 222,. 272, 1,1 493; 2,204, 927; 68, 82, 510, 53, 858, 2,623, 3, 765, 782, 201, 327, 803, 1, 283, 672, 477, 860, 1,484 2, 830 1,611 1,445, 6.160, 966, 1,927 862; 1,547 963, 970, 2, 213, 2,1 1,009, 2 940; 770 2,237 69 l,79!l 1.59 166 619 60, 16, 87S 1,900 147 694, 990, 749, 21 431 1,257, 646, 1,288, 200, 24, 622, 1,094: 798 987, Transfer. 7,272,985 115,000,000 269, 891 1, 986, 9S2 1, 198, 826 71, 891, 137 3, 032, ,522 1, 944, 061 602, 800 12,806,529 590, 081 860, 000 3,132,249 398,410 602, 980 1, 504, 388 4, 023, 997 854, 640 776,000 68, 472 '24,"676' 500 311, 643 676, 966 119, 902 762 130,529 496,268 20, 577 186, 710 7,266 1,449,631 2-28,502 36,000 190, 918 423, 974 750, 967 » 636, 093 327, 318 Trans- fer points. 2,400,082 75,206 37,311 222, 415 4, 804, 986 113,916,992 I 26,623,791 615, 068 20,133,999 219,000 6,000 3,966,058 116 Fare pas- sengers per mile of single track. 60, 159 1 253, 651 3 213,030 65, 000 1 157,363 549,427 27, 891 26,438 43,658 117, 864 69,105 9,244 15, 159 54,049 6,788 68,519 131, 323 118,850 112. 168 68,473 69, 732 34,764 91, 987 78, 897 144, 995 64,672 30, 139 13,497 38,167 81,264 48,529 42, 431 28,946 48,354 78, 582 86, 715 73, 479 201, 064 44, 236 81,508 45, 912 111, 170 111, 212 63, 777 114, 319 108, 488 68, 052 1,177 31, 087 106, 199 105,656 10, 918 76,618 25,933 23, 700 77, 326 13, 202 183,407 62, 378 17,884 60, 810 57, 083 40, 731 19, 765 14, 862 8,043 35,611 62, 579 89, 532 105. 169 105, 608 185, 116 62, 591 30, 634 .56, 189 111,376 64,013 85, 278 114, 174 188,642 22,909 21,265 79,212 229,261 11,212 12, 464 141,347 86, 611 128, 667 72,816 91, 872 108, 170 51,667 CAR MILEAGE Total. 14,419,362 45,999,999 163,061 1325,8« 164, 840 586, 771 264,612 29,504 214,862 179, 763 329,611 219, 664 361, 388 872,682 148,234 284,716 224, 770 237,215 145, 316 511,897 1,495,000 268,113 * 28, 490 74, 318 6 321, 123 302, 987 167, 527 203, 782 347, 319 552,800 713, 139 461,879 381, 289 1, 334, 311 239, 372 399, 286 267, 866 423,085 271, 826 492, 502 564, 475 767, 328 292, 046 214,125 3.50, 499 140, 368 560, 147 39, 927 441,606 89, 704 54,254 148, 006 2 21,075 4,342,075 662,742 64,307 157, 335 387, 426 246, 397 6,807 '17,435 '13,734 137, 450 363, 328 139, 249 398, 875 36,767 4, 769, 386 286,206 "111,501 311, 687 "33,046,839 100,000 921, 084 337,000 18,016,870 1, 798, 802 1,590,601 3 176, 104 3, 020, 127 12 507,881 860, 712 12 664, 136 30,660 91,600 546, 130 1,094,462 346,760 13 260,000 Passenger CELTS. Freight, mail, ex- press, and othercars. 14, 139, 780 45, 772, 836 163,061 323, 032 154,840 586, 771 264, 612 29,504 14, 862 179, 753 29,611 219, 564 361,388 859, 890 148,234 284,716 224, 770 37,215 145,316 511, 897 1,49,6,000 265, 615 28,490 74, 118 321, 123 302,987 167, 627 203, 782 347, 319 552,800 713, 139 461, 879 379, 489 1,334,311 238,388 399, 286 267, 856 423,085 271, 826 492,602 564, 475 737, 398 292,045 14, 125 350,499 140, 368 560, 147 39,927 441,606 89, 704 54,254 148, 006 21,075 4, 342, 076 662, 742 64.307 157,336 387,425 246, 397 5, 807 17,435 13,734 137, 4.50 363, 328 139,249 398, 875 35, 767 4,769,386 286,206 111, 501 311, 687 82, 333, 404 100,000 921, 084 337,000 17, 835, 540 1,727,802 1,490,724 173, 684 2,991,835 439, 171 722, 712 564, 136 30, 660 91, 600 546, 130 1,094,462 346, 750 260, 000 279, 672 227, 163 2,802 Fare 12,792 2,498 200 1,800 984 29, 930 713, 376 181, 330 71, 000 99, 877 1,520 28,292 68,710 138,000 gers per car mile. 4.90 4.86 1.78 3.22 3.19 3.76 3.50 1.99 5.58 2.84 1.81 3.91 7.26 4.38 5.28 3.86 4.68 5.66 4.14 4.56 4.24 3.14 7.08 4.42 2.50 4.24 4.01 2.34 2.48 2.69 3.97 3.49 3.81 4.62 4.06 4.83 3.22 3.66 3.54 1.97 3.92 3.86 3.46 .15 2.68 5.49 4.00 1.74 4.08 1.78 3.06 4.18 2.86 2.29 4.41 2.56 3.04 3.74 2.27 2.41 3.14 3.46 3.92 3.23 5.61 5.14 3.82 7.16 3.17 3.52 2.60 2.16 3.56 4.03 1.76 1.30 3.47 4.28 1.34 1.19 6.55 12.99 6.58 2.75 3.68 2.46 2.98 6 For IO5 months only. 8 2i-cent transfers. ' For 6 months only. 8 For 2 months only. GENERAL TABLES. 361 SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. CAK HOUKS. Fare passen- gers per car liour. Mail carried. MAXIMUM SPEED OE CARS, MILES PER Pleasure parks, number owned or operated. T Killed. Ar('IJ>ENTS. .• Total. Passenger cars. Freight, mail, ex- press, and other cars. HOUP.. otal. Injured. Passengers. ICmplovLM.'.s. Ot hers. In city limits. Outside city limits. 1 =; Killed. Injured. Kille3 62,000 166,331 18,451 62,000 166,331 18,451 37.65 38.09 45.22 i' 15 1 25 I ?4 2 1 ■'S 1 ^ 07 6,668 6 29,528 30,298 6,668 29,528 30,298 49.16 27.21 42.37 98 . 9 144 1 4 1 4 13 6 139 1 i 3 2 29 1 3 30 1 31 19,005 19,006 25. 12 2 1 1 2 3' 2 i" 2 i" 33 26, 812 86,870 40,808 40, 785 26, 812 86,870 40,808 40,786 66.38 32. ,58 39.49 36.44 No 18 1 1 1 1 9 ; 2 2 14 Yes.... Yes Yes.... Yes No Yes.... Yes.... No No No No Yes.... Yes.... No 8 S s 8 s s s 8 8 8 8 10 12 16 12 12 12 16 16 12 35 36 1 3" 12 21 6 11 3 12 4 22 17 39 4 i' i 6 3 2' 3 6 37 13 |. 2 38 6 8 2 11 2 16 12 35 39 43,200 43,200 44.62 1 1 1 1 ■2 i 40 41 ^ 4'> 1 2 6 5 2 4 43 2 1 1 44 45 74,281 32,850 = 1,887 73,881 32,850 1,887 400 38.56 30.74 1.12 15 12 28 12 10 16 12 16 12 16 15 10 12 15 12 12 14 1 12 8 9 28 25 18 15 15 20 15 16 35 15 i ' 1 46 47 1. "48 No No No No Yes.... No Yes Y'es.... No 8 6 10 12 10 12 10 10 3 i 1 2 11 1 1 2 1 2 9 49 20, 390 64,800 20,390 64,800 37.77 40.84 1 1 ! 50 2 1 51 1 59 M 11 2 1 9 2 1 2 53 1 54 8,840 18, 900 2 2,900 615,000 54,900 8,840 18, 900 2,900 616,000 54,900 18.79 32.77 20.81 27.45 34.61 1 55 1 56 1 148 25 10 2 1 15 Yes.... Yes.... Y'es No No Yes No No No No No No Yes.... No Yes.... No No Yes.... 10 6 8 8 8 8 8 9 12 6 10 6 8 6 6 8 10 7 1 2 1 86 24 9 -------- 2" 47 1 1 2 68 1 59 60 1 61 1 1 fi'' 63 61 65 » 1,027 . 1,027 32.19 66 1 1 1 67 45,426 26, 280 49,600 45,425 26,280 49, 600 27.69 20.75 25.97 2 11 5 1 2 5 68 69 5 1 4 70 71 705, 889 32,860 9 8,942 35, 910 " 2, 325, 843 705,889 32, 850 8,942 35,910 2,267,089 34.74 33.32 89.24 27.61 40.72 1 8 1 145 7 86 5 2 2 6 1 57 2 70 73 1 71 3 778 7 1 559 174 75 58,754 14 55 4 45 U 12,775 97,800 12,776 97, 800 20.34 20.32 No Yes.... No ! Yes.... Yes....' Yes No Yes.... Yes.... No No No No No I Y'es....! No ! Yes....t 7 12 12 16 16 15 6 15 6 12 7 4 12 10 8 12 8 1 1 1 1 ]2 12 1 *> 28 45 30 40 22 20 45 50 11 6 3 1,610,891 1,567,091 43,800 I 1 45. 88 27 4 1 1 6 .527 72 28 2 90 6 407 61 25 2 32 1 1 1 11 3 3 20 3 109 8 4 ,, ....,..[ Q 3 20, 520 350,400 12 40,482 20,620 341,640 36,892 29.38 37.48 16.44 1 5 7 8,760 4,690 2 1 1 21 37 8 Q 3 3 3 8 ] 1 3 3 2 6 10 1 1 11 ■' »12 14,000 14, 000 43.07 ■J i 1 1 13 14 20 20 12 10 2 3 6 12 1 1 i' 6 6 1 1 2 3 1 5 11^ 62,560 13 45, 900 62,560 45,900 1 16.26 16.88 16 1 i 1 ::::;:;:l:::::;:::; 17 • For 2i montlis only. 10 Includes 5 companies operating part of year. 11 For 11 companies only, and includes 4 companies operating part of year. 1" For 11 months only. 13 For 9 months only. 362 STREET AND ELECTRIC RAILWAYS. Table 97 PASSENGERS, CAR MILEAGE, CAR HOURS, MAXIMUM STATE AND NAME OF COMPANY. MICHIGAN— Continued. Marquette and Presque Isle Menominee Light, Railway and Power . Toledo and Monroe Muskegon Traction and Ligliting Detroit, Plymoutli and Northvilie Owosso ana Corunna Electric Saginaw Valley Traction MINNESOTA. Total for state. Interstate Traction Duluth-Superior Traction ... Twin City Rapid Transit Benton Power and Traction . Winona Railway and Light. . MISSISSIPPI. Total for state , Greenville Light and Car Jackson Railway, Light and Power Meridian Light and Railway Natchez Railway and Power Vicksburg Railroad, Power and Manufacturing. . . MISSOURI. Total for state NUMBER OF PASSENGEKS CAEBIED. Total. 382, 797 629,764 518,565 = 1,779,293 236, 600 299, 409 4, 707, 397 90,698,793 240, 000 10, 903, 849 78, 597, 815 416, 841 640, 288 = 3,127,940 Citizens Street Railway Carrollton Electric Railway Clinton Street Railway Hannibal Railway and Electric Southwest Missouri Electric Railway Metropolitan Missouri Water, Light and Traction St. Joseph Railway, Light, Heat and Power . St. Louis Transit St. Louis and Suburban St. Louis and Meramec River St. Louis and Kirkwood St. Louis, St. Charles and Western Railway and Electric of Sedalia Kickapoo Transit Springfield Traction 147, 629 951, 895 565, 425 5 274, 702 1,188,289 290,092,823 MONTAN.K. Total for state Anaconda Copper Mining . Bozeman Street Railway . . Butte Electric Railway ." — Great Falls Street Railway Helena Power and Light . . 16,000 63, 107 3,258 460, 000 2,691,250 84,260,098 261,000 11,426,480 167, 413, 796 10, 867, 345 8,191,877 1,278,447 11,027,960 301, 600 72, 000 1, 878, 716 6,917,002 NEBRASKA. Total for state Lincoln Traction Nebraska City Street Railway Omaha Street Railway Metropolitan Cable Railway. . 799, 116 39, 711 4,731,000 997,936 349, 239 = 27, 619, .504 ; NEW HAMPSHIRE. Total for state Concord Street Railway Chester and Derry Exeter, Hampton and Amesbury Keene Electric Railway Laconia Street Railway Manchester Street Railway Portsmouth Electric Railway NEW JERSEY. Total for state West Jersey and Seashore Bridgeton and Millville Bngantine Transporta tion Camden, Gloucester and Woodbury Camden and Suburban Cape May, Delaw^are Bay and Sewells Point Elizabeth, Plainfield and Central Jersey New Jersey and Hudson River Railway and Ferry. 1 Estimated. 2 For 10 months only. 3 Includes 1 company operating part of year. 4,013,804 28, 980 23,408,928 2 167, 792 12, 234, 120 1, 610, 856 233, 218 3, 300, 220 474, .547 436, 171 5, 427, 947 851,161 10228,082,103 5, 206, 304 1,781,980 1=79,076 3, 760, 000 9, 686, 833 366, 206 4, 961, 474 1,649,843 Fare. 373, 672 629, 764 518, 565 1, 655, 762 236, 600 299,409 3,838,827 73,236,612 240, 000 9,178,617 63,009,957 \380, 341 427, 797 3,101,015 147,629 961, 895 538, 500 274, 702 1,188,289 211,808,737 122, 9, V, 63, 3, 460, 500, 148, 261, 634, 063, 511, 388, 875, 027, 275, 72, 628, 6, 858, 602 799,116 39, 711 4, 731, 000 939,436 349,239 22, 228, 325 3,573,213 28, 980 18,540,000 86, 132 11,304,908 1,510,856 233, 218 3,227,220 474, 647 436, 171 4,671,736 851,161 188, 976, 899 5,206,304 1,698,227 79, 075 3, 500, 000 8,217,072 366,206 4, 706, 371 1,649,843 Transfer. 9,126 123, 531 '""868,' ,670' 17, 462, 181 1,726,332 15,587,868 36, 600 112, 491 26,926 Trans- fer points. 78,284,086 91,260 27, 112, 015 2, 892, 202 45, 349, 919 1, 366, 862 803, 079 403, 269 26, 500 '256,'666' 58,600 68, .500 6, 391, 179 440,691 4, 808, 928 81, 660 929, 212 73, 000 '866,'2i2' 39, 105, 204 Fare pas- sengers per mile of single track. 63,382 78, 961 23, 667 108, 932 13, 918 216, 667 342 235 76,433 129, 823 251,016 43, 919 91, 999 122,670 147,629 178,267 94,308 61,045 136,804 279,291 9,143 28,248 2,413 105,882 68,287 315, 317 63, 350 242, 796 338, 230 258, 324 209, 374 36, 060 64,247 45, 380 26,714 99,921 108, 603 40 118,388 16, 884 189, .543 78,944 20, 423 195, 669 3 I 96,673 ...I 9,318 36 267,600 1 I .55,669 07, 432 118 83,753 1 250, 000 1,369,761 1 33 256, ioS j 1 118, 871 29, 709 41,465 72, 783 49, 174 132, 169 44, 147 219,414 273, 584 48, 621 10,203 141,243 121, 178 29, 461 76, 526 105, 769 CAR MILEAGE. Total. 131,400 1 176, 588 318,248 2 547, 334 188,249 104,043 1,319,0.58 16, 692, 887 61, 240 2,258,884 12,896,343 185, 420 292,000 =923,990 87, 600 279,652 118,800 6 67, 733 370,305 55, 762, 991 14, 600 16, 790 1,565 120,450 962,484 16,032,864 116,340 2, 198, 630 29,602,974 2,844,487 2,290,773 531,983 377, 596 141, 893 62,600 467,962 1, 354, 822 122, 482 16,600 807, 380 300,460 108, 000 3 6,273,945 1,191,169 29,200 6,007,074 = 46,612 3, 214, 879 451, 372 57, 100 953, 162 168, 415 149, 924 1,084,560 360, 366 i»35,372,346 1,438,770 428, 380 1=32,890 665, 672 2, 601, 430 74, 592 1,802,278 326,075 Passenger cars. Freight, mail, ex- press, and othercars. 131,400 176,688 292, 102 634,504 188, 249 104,043 1,233,388 15, 692, 887 61, 240 2,258,884 12,895,343 186,420 292,000 923,990 26, 146 12,830 85,670 Fare passen- gers per car mile. 2.84 3.00 1.78 3.10 1.26 2.88 3.11 4.67 3.92 4.06 4.89 2.05 1.47 87,600 279, 552 118, 800 67, 733 370, 305 65, 326, 272 14,600 13, 140 1,666 120,460 955, 284 16,979,864 115,340 2, 198, 630 29,378,488 2,761,612 2,236,269 521,989 377,696 141,893 62, 600 467, 962 1,313,942 122, 482 16,600 766, 600 300, 460 108,000 6,238,210 1,156,424 29,200 6,007,074 46, 612 3,214,611 436,719 3,660 7,200 63,000 224,486 82, 875 66, 614 9,994 40,880 40,880 36,735 268 461, 372 57, 100 953, 162 158,415 149, 924 1,084,660 85,356,733 268 16, 613 1,438,770 428,360 32, 890 I 665,672 2,495,406 74,592 i 1,802,273 826,075 ! 6,024 "* For a companies only, and includes 1 company operating part of year. ^ For 6 months only. 6 Not reported. 1.69 3.41 4.53 4.06 3.21 1.10 4.04 2.08 3.74 2.62 3.68 2.26 3.88 4.16 3.44 3.81 1.68 2.72 1.94 1.37 3.66 6.22 35,735 6.52 2.41 6.17 3.13 3.66 3.09 .99 3.70 1.86 3.52 3.35 4.08 3.39 3.00 2.91 4.22 2.36 5.86 3.62 3.96 2.40 5.26 3.29 4.91 2.61 5.06 GENJERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 363 CAR HOURS. Fare passen- gers til car hour. Mail carried. MAXIMUM SPEED OF CARS, MILES PER HOUR. Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mall, ex- press, and other cars. Total. Passi sngers. Employees. Others. (H* In city limits. Outside city limits. J2 Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. a No No.... No No No No No 9 20 10 8 20 16 8 18 1 1 1 1 ■ 1 1 1 1 1 19 60 2fl 2 68,417 66,813 1,604 24.78 1 5 1 2 1 1 2 21 20 16 20 99. 12,098 12,098 24.76 1 1 5 ra 11 9 1,663 4 795 3 2 200 8 3 658 ?4 1,699,868 1,699,868 43.08 6,804 267,934 1,366,860 26,280 32, 000 * 83, 092 6,804 267,934 1,366,860 26,280 32,000 83, 092 36.27 34.26 46.10 14.47 13.37 21.06 No Yes.... Yes.... No No 8 8 8 12 12 1 2 9 80 1,573 32 763 3' 19 181 2 6 29 629 ?. 27 15 4 iJ 4 1 2 5 2 24 1 1 8 1 15 12 20 12 10 No No No No No 1 31,409 31,409 30.30 26 14 1 1 8 6,274 8 i" 6 1 ?. 1 1 2 1 S '9,240 42,443 '6,261,037 9,240 42, 443 5,210,997 29.73 28.00 39.63 1 4 C) 8 2,718 r< 60,040 6 116 16 2,944 10 612 90 No Yes.... No No No Yes.... No Yes.... Yes.... Yes.... Yes.... No No 4 6 6 10 10 20 10 10 15 16 15 16 1 20 9, s 14, 600 14,600 30.82 1 2 1 1 1 21 2 11 2,181 2 2 4 1,768 1 1 18 4 30 30 i' 1 189 6 234 5 1 1,788,690 1,782,690 6,000 32.06 6 7 132,646 3,009,800 168,027 127,265 30,109 132, 646 2,974,003 163,423 124,181 29,554 64.34 41.04 62.00 69.50 29.61 20 15 15 15 16 17 16 5 16 1 2 77 6 6 61 3,900 54 46 6 1 2 12' i' i' 28 1,100 23 17 4 1 9' 9 400 6 4 1 2 66 6 5 i' 24 2,400 26 24 1 8 36,797 4,604 8,084 555 9 10 11 191 2 13 No No No 6 6 15 1 2 14 15 11 19 7 13 2 1 2 2 5 16 8 56,070 56,070 23.40 3 2 No Yes ... . No No No 6 12 8 10 8 26 1 1 3 1 1 1 1 1 ? 15 16 15 1 1 i" 3 13 3 9 3 4 3 29,150 25, 920 29,150 25, 920 32.23 13.47 4 1 2 5 211 1 ' 184 9 18 Yes.... No Yes.... No 10 15 10 6 17 60 49 9 2 1 ? ■" 3 160 1 62 1 135 2 15 1 14 3 4 9 161,145 161,146 32.52 5 2 42 6 2 No Y'es.... Yes.... Y'es — No No Yes.... 8 8 5 8 8 8 14 1 1 2 1 1 / 1 1 1 7,665 7,666 30.43 12' 12 ■■| ? 1 24 13 1 11 3 4 118,840 134,640 18,840 134,640 23. 1.5 33.96 5 15 25 1 31 6 3,057 6 27 1,904 4 4 1 120 6 37 3 1,033 7 "700,478 697,838 2,640 28.36 5 47 Yes.... Yes ... . No Yes.... No No No No 12 8 20 8 8 6 'I 17 20 1 19 1 3 22 212 2" 1 9 1 3 11 147 • 1 10 1 50,312 50,312 33.76 1 ? s 16 13 16 12 16 3 4 2 3 29 1 1 8 36 4 319,066 318,298 768 25.82 1 5 fi 42 37 30 2 9 i' 10 7 i 28 1 1 8 " For 7 companies only. ' For 2 companies only. ' For 3 companies only. 10 Includes 4 companies operating part of year. 11 For 7 companies only, and includes 1 company operating part of year. '2 For 34 months only. 364 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS, MAXIMUM STATE AND NAME OF COMPANY. NEW JERSEY— Continued. Jersey City, Hoboken and Paterson Nortli Jersey Street Railway Jersey Central Traction Monmouth County Electric Atlantic Coast Electric Railroad Millville Traction Mt. Holly Street Railway Middlesex and Somerset Ocean City Electric Railroad Orange and Passaic Valley South Orange and Maplewood Raritan Traction Point Pleasant Traction, Electric Light and Power Newark and Hackenaack Trenton Street Railway Camden and Trenton Trenton, Lawrenceville and Princeton Orange Mountain Traction NEW MEXICO. Total for territory. Albuquerque Street Railroad . NEW YORK. Total for state. 1 Albany and Hudson Railway and Power 2 United Traction 3 ■ Hudson Valley Railway 4 Troy and New England 5 Amsterdam Street Railroad 6 Auburn City Railway 7 Auburn Interurban Electric 8 Ballston Terminal Railroad Binghamton Railway 10 International Railway 11 Crosstown Street Railway 12 Buffalo and Depew 13 Buffalo, Hamburg and Aurora 14 Ontario Light and Traction 15 Catskill Electric Railway 16 Cohoes City Railway 17 Cortland County Traction 18 Corning and Painted Post 19 Dunkirk and Fredonia 20 Dunkirk and Point Gratiot 21 Elmira Water, Light and Railroad 22 Ocean Electric Railway 23 Citizens Street Railway 24 Fonda, Johnstown and GloversyiUe 25 Lake Ontario and Riverside 26 Geneva, Waterloo, etc.. Traction 27 Mountain Lake Electric 28 Bennington and Hoosick Valley 29 Hornellsville Electric Railway Hornellsville and Canisteo 31 Huntington Railroad 32 Ithaca Street Railway 33 Jamestown Street Railway 34 Kingston Consolidated 35 Lewiston and Y'oungstown Frontier 36 Lima-Honeoye Light and Railroad 37 Middletown-Goshen Electric 38 New York and Long Island Traction 39 Orange County Traction 40 New Paltz and Poughkeepsie 41 Interurban 42 Central Crosstown 43 Fulton Street Railroad 44 Thirty-fourth Street Crosstown 45 Twenty-eighth and Twenty-ninth Street Cross- town. 46 Third Avenue Railroad 47 Forty-second Street, Manhattanville and St. Nich- olas Avenue. 48 Dry Dock, East Broadway and Battery 49 Kingsbridge Railway 60 Southern Boulevard Railroad 51 Yonkers Railroad 52 Union Railway 53 Tarrytown, White Plains and Mamaroneck 54 Westchester Electric Railroad 55 Manhattan Railway (elevated) 56 Pelham Park Railroad 57 City Island Railroad 68 Brooklyn Rapid Transit 59 Coney Island and Brooklyn 60 Van Brunt Street and Erie Basin 61 New York and Queens County 62 New York and North Shore I 1 For 6 months only. 2 Estimated. * For 4 months only. * Includes 6 companies operating part of year. GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 365 CAE HOURS. Total. 16,616 29,280 42,962 246,520 8,882 «1, 520, 117 38,325 51, 100 6,475 '1,710 6,616 29,280 42,952 246,520 3,960 1,507,367 38,325 51, 100 6,475 4,686 1,710 Freight, mail, ex- press, and other cars. 1,872 12,760 Fare passen- gers per car hour. 10.02 31. 45 19.33 31.78 57.6 23.08 26.1 27,52 8.28 17.27 Mail carried. Yes. Yea. No.. No.. No.. No.. No.. Y'es . No.. No.. No.. No.. No.. No.. Y'es. No.. No.. No.. No. 38.30 Yes. No.. Yes. No.. No.. No.. No.. Yes. Yes. Yes. No.. No.. No.. No.. No.. No.. Yes. No.. Y'es. No.. Yes. No.. Yes. No.. No.. No.. No.. No.. No.. No.. Yes. Y'es. Y'es. Yes. Yes. Yes. No.. No.. Yes. Yes. No.. No.. No.. No.. No.. MAXIMUM SPEED OP CARS, MILES PER HOUR. In city limits. Yes. No.. No.. No.. No.. Yes. Yes. No.. No.. Yes. No.. No.. Yes. No.. No.. No.. No.. Outside city limits. Pleasure parks, number owned or operated. 12 26 5 For 95 companies only, and includes 6 companies operating part of year. * For 10 companies only, and includes 1 company operating part of year. ArflDENT.S. Total. Killed. Injured. 2,206 ]7S 1,023 Passengers. Killed, Injured, 674 220 677 Employees. Killed, Injured. Others. Killed. Injured. 1 .. 23 6 1 I 1 3 2 15 1 4 4 10 324 1 6 11 ' For li months only. 121 771 376 ■ 9 10 11 12 13 14 16 16 17 18 19 20 ■M 22 23 24 26 26 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 60 81 52 .53 .54 65 56 57 58 .59 60 61 366 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS, MAXIMUM S 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 26 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 STATE AND NAME OF COMPANY. NEW YORK— Oontinued. Staten Island Midland Staten Island Electric Niagara Gorge Railroad Northport Traction Ogdensburg Street Railway Olean, Rock City and Bradford Olean Street Railway Oneida Railway Oneonta, Oooperstowu and Richfield Springs . Westchester Traction ' Oswego Traction Peekskill Lighting and Railroad Penn Yan, Keuka Park and Branchport Plattsburg Traction New York and Stamford Port Jervis Electric, Gas and Railroad Poughkeepsie and Wappingers Falls Rochester Railway Rochester and Suburban Rochester and Sodus Bay Rochester, Charlotte and Manitou Rome City Schenectady Railway Sea Cliff Inclined Cable Southfield Beach Railroad Syracuse Rapid Transit Syracuse and Suburban Syracuse, Lakeside and Baldwinsville Utica and Mohawk Valley Black River Traction Elmira and Seneca Lake Buffalo, Gardenville and Ebenezer Hamburg Railway Buffalo and Williamsville NORTH CAROLINA. Total for state Asheville Electric Asheville Street Railroad Asheville and Craggy Mountain Charlotte Railway, Light and Power Raleigh Electric , Consolidated Railways, Light and Power . Fries Manufacturing and Power OHIO. Total for state . Ashtabula Rapid Transit Pennsylvania and Ohio Ohio Central Traction Consolidated Stark Electric Canton-Akron Chillicothe Electric Railroad, Light and Power. Cincinnati Traction Price Hill Incline Plane Mill Creek Valley Cincinnati, Dayton and Toledo Cincinnati, Lawrenceburg and Aurora Cleveland Electric Railway Cleveland City Railway Cleveland, Elyria and Western Eastern Ohio Traction Cleveland, Painesville and Eastern Northern Ohio Traction Columbus Railway Columbus, London and Springfield Columbus, Buckeye Lake and Newark City Railway Peoples Railway _ , , Oakwood Street Dayton and Western Dayton and Northern Dayton, Springfield and Urbana Dayton and Troy Dayton and Xenia Peoples Gas and Electric Delaware Electric Railway United Electric East Liverpool Railway Lancaster Traction Lima Railway and Light Western Ohio Railway Lorain Street Railway Mansfield Railway, Light and Power Marion Street Railway Mt. Vernon Electric Railway Newark and Granville Tuscarawas Traction 1 For 3 months only. 2 For 11 months only. 3For 6i months only NUMBER OF PASSENaEBS CABEIED. Total. 3, 079, 623 4, 782, 282 763,991 127,052 496,783 963,738 1,266,103 82, 496 653, 346 360,000 1,000,420 815, 388 213,843 422, 192 n, 991, 401 241, 937 2, 008, 647 26, 719, 909 490, 966 1,896,138 a 165, 420 216, 610 4, 536, 949 24, 751 '60,682 17, 351, 247 1,433,475 1, 940, 467 9, 849, 445 1, 188, 605 730, 400 275, 426 684, 271 262, 218 6, 783, 695 911, 480 1, 274, 667 39, 026 1, 336, 606 1,099,000 1,244,968 879, 048 '356,788,221 999, 867 768, 346 255, 000 31, 991 365, 038 "4,183,326 317,418 94, 273, 266 433, 817 2, 626, 680 4,009,164 1,100,141 63, 013, 331 39, 364, SH 4,122,480 714, 401 1,537,764 10, 506, 029 32, 753, 046 « 200, !J01 " 597, 570 8, 864, 006 6,474,726 3, 352, 359 « 600, 000 580, 910 363, 472 730, 000 967, 888 75, 000 12 433, 633 297, 798 2, 626, 570 482, 872 1,632,221 1=571,886 2, 152, 300 1, 870, 666 665, 536 144, 280 1,448,364 1,028,099 Fare. Transfer. 2, 718, 4, 349, 663, 27, 478, 957, 1, 232, 82, 641, 328, 844, 776, 213, 422, 1,859, 212, 1,813, 20, 171 478, 1,842, 165, 206, 4,057, 24, 60, 14, 234, 1,433, 1,940: 8,761, 1,188, 730, 275, 490, 262, 6, 337, 367 611,480 1, 274, 667 39, 026 1,160,519 699, 000 900,000 762, 676 286,434,679 360, 651 432, 823 110, 744 18,500 6,000 23,068 12, 127 31, 100 166,244 38,694 132, 000 28,973 196, 227 6, 548, 649 12,000 53, 220 9,769 479,074 3, 116, 739 1,088,143 1,446,328 300,000 999, 768; 266, 3i; 366, 183, 317, 610, 433, 020, 939, 100, 234, 136, 296, 714, 1,437, 8, 689, 26,489, 200, "597, 7, 346, 4,781, 2, 539, 500, 680, 363, 730, 947, 75, 312, 297, 2,625, 472, 1, 376, 571, 2, 162, 1,168, 657, 144, 1, 448, 1,028, 4, 69, 2, 3, 1, 47, 34, 2, 174, 987 600,000 344,968 126, 373 71,363,642 10,000 24, 763, 133 505, 136 69, 732 15, 779, 185 6,228,338 1,826,200 100, 000 1,816,357 6, 263, 119 1,617,835 1, 693, 394 812, 768 20, 632 'i2i,'666' 10, 000 2.V,,242 702,222 8,500 Trans- fer points. 189 Fare pas- sengers per mile of single track. 98, 371 140, 215 42,419 9,873 47,828 50,781 92,984 54,997 18,041 123, 647 75, 711 74,980 23, 118 64,953 112, 486 41,758 104, 641 192,264 43,034 38,766 21,345 ■ 33,969 94,864 137,606 12,646 208,840 100, 173 84,258 114, 978 113,625 44,509 68,978 47, 447 65, 666 116,228 104, 170 157, 756 2,561 102, 792 133,111 193, 548 82,440 121,284 173, 888 27, 328 14,982 15, 996 13,164 83,383 62, 117 326, 400 710, 684 66, 367 49, 961 28,029 329,671 360, 923 30,017 7,073 33,236 78, 818 248, 895 2,762 13,262 276, 692 210, 631 321,467 17,699 12,936 6,537 16, 632 17,869 16,666 41,684 146, 699 178, 489 124, 113 66,968 7,098 184,430 56, 635 130, 149 28,290 104,274 76,652 CAR MILEAGE. Total. 899, 118 1,123,615 265, 118 '10,209 367,636 220, 300 326, 396 38,802 267,766 168,150 365,470 203,752 74,080 169, 651 2 680,933 85,240 500,301 6, 249, 617 144,067 394,271 366,760 86,742 1, 129, 041 6 8,349 3,704,195 399,410 425,047 2,270,235 400,000 241,434 101,500 292, 290 96,633 1,676,978 123, 516 344, 392 42,055 «412, 880 163, 620 243, 171 347, 444 '83,996,438 305, 140 287, 620 166, 805 6,720 123,000 "907,739 91,250 20,485,369 « 144, 506 1, 084, 639 2, 189, 734 625, 296 11, 274, 917 7, 493, 698 1, 186, 017 689, 781 779, 447 2, 902, 146 6,637,599 6 244, 383 " 450, 000 2,310,823 1,649,722 708, 981 401,500 640,020 c 181, 736 751,900 486, 279 30, 420 12 167, 200 120, 140 877, 000 164,660 486, 980 12 611,389 421,312 562,060 258,420 100,000 273,463 365, 100 Passenger cars. Freight, mail, ex- press, and other cars. 897, 118 1,122,794 265, 118 10,209 364,635 220,300 326,396 38,802 267, 766 168,000 363, 340 203, 752 66,195 169,651 680,933 85,240 500,301 5,196,819 144, 067 355,813 66,760 86,742 1,106,814 2,000 821 3,000 150 2,130 7,885 52, 798 8,349 3, 704, 195 382, 498 425,047 2,270,235 400,000 241,434 100,609 291, 000 96,633 1,629,299 123, 516 336, 698 14, 170 412, 880 163, 620 243, 171 335, 444 83, 136, 144 306, 140 287, 620 166, 805 6,720 123,000 6 887,739 91,260 20,485,369 144, 606 1,084,639 2, 109, 954 626, 296 11,274,917 7,493,698 1,127,617 689, 781 779, 447 2, 803, 946 5,619,476 232, 502 8 460, 000 2, 310, 823 1, 649, 722 708, 981 365, 000 490, 100 181, 736 708, 100 486, 279 30,420 167, 200 120, 140 848, 926 164, 660 486, 980 443, 192 421, 312 559, 180 258, 420 100,000 273,453 365, 100 38,458 22,227 16,912 891 1,290 47,679 7,794 27,885 12,000 861,294 « 20, 000 79,780 58,400 98,201 18,123 11,881 36,500 49,920 43,800 28,075 68,197 " "2," 880' Fare passen- gers per car mile. 3.03 3.87 2.46 2.65 1.31 4.35 3.77 2.13 2.02 1.96 2.32 3.81 3.23 2.61 3.20 2.60 3.62 3.88 3.32 6.18 2.48 2.40 3.67 6.06 3.84 3.75 4.67 3.86 2.97 3.03 2.74 L68 2.61 3.28 4.96 3.79 2.76 2.81 3.66 3.70 2.24 3.43 3.28 2.64 1.53 4.76 2.89 4.71 8.48 3.39 3.00 1.86 1.87 1.76 4.19 4.66 2.04 L04 1.84 3.10 4.71 .86 1.33 3.18 2.90 3.68 1.37 L19 2.00 1.03 1.95 2.47 1.87 2.48 3.09 2.87 2.83 L29 6.11 2.09 2.16 1.44 6.30 2.82 * Not reported. 6 For 2i months only. • Estimated. GENERAL TABLES. 367 SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. CAR HOUES. Fare passen- gers per car hour. Mall carried. MAXIMUM SPEED OF CABS, MILES PER Pleasure parks, number owned or operated. ACCIDENTS. 1 Total. Passenger oars. Freight, mall, ex- press, and other cars. HOUR. Total. Passengers. Employees. Others. u In city limits. Outside city limits. i Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. E B Yes.... No No Yes.... No Yes.... No No Yes.... Yes.... No Yes.... Yes.... No No No Yes.... Yes.... No Yes.... No No No No No. 10 10 8 10 8 10 10 5 10 6 8 8 12 8 12 8 11 15 12 15 10 15 12 7 1 10 10 5 1 2 4 3 8 6 1 63 64 1 30 16 2 65 1 66 67 16,425 1 16, 425 68.31 22 25 1 13 2 8 1 4 1 1 68 69 r 1 70 ! 18 6 10 16 20 14 16 1 13 4 1 9 71 , 72 65,700 65, 700 12.85 3 i' 1 2 73 2 1 1 1 74 1 75 76 77 78 15 20 15 30 15 1 2 1 79 703,326 692,376 10,950 29.13 17 6 5 2 6 80 1 81 2 1 1 82 83 3 3 84 30 1 6 1 5 85 86 10 87 Yes.... Yes.... No Yes.... No No No No Yes.... 15 8 8 8 10 9 15 20 20 2 1 1 28 5 15 1 1 13 4 88 33,565 31, 755 1,800 45.14 12 28 15 20 15 89 90 699,816 599,816 14,61 2 4 1 16 14 1 1 3 1 1 91 m 1 1 1 93 94 50 20 1 4 3 1 1 95 96 51,610 51,610 22.49 4 2 16 7 1 6 1 2 No No No No No No No 9 9 9 12 6 4 8 10 10 10 15 12 1 1 8 6 1 7 1 2 1 1 i' 6 R e51,610 61,610 22.49 1 1 4 ft 6 10 1 25 1 116 1 9 7 » 4, 642, 664 4,595,702 46,862 31.58 4,069 19 1,808 326 88 1,936 9 8 8 8 8 8 12 '\ 8 10 12 12 15 12 12 15 12 8 12 8 10 10 10 6 10 10 12 10 6 12 8 5 10 8 12 12 8 15 12 - 24,090 24,090 41.50 No No Yes.... No Yes.... Yes.... No Yes.... No Yes.... Yes.... No Yes.... Yes.... Yes.... Yes.... Yes.... Yes.... Yes.... No No No Yes.... No Yes.... Yes.... Yes.... Yes.... Yes.... No No Yes.... No No No Yes.... Yes.... No No No Yes.... Yes.... 1 1 1 20 26 9. 1 1 1 3 4 30 30 1 i' 15 1 5 •138,365 134,443 3,912 31.12 1 2 2 6 1 7 2,229,066 2,229,066 31.18 (') 197 102 31 15 64 8 9 15 50 40 10 1 2 2 12 15 2 31 6 679 841 60 3 11 216 869 3 1 24 22 13 2 369 200 27 1 1 1 2 12 16 2 i' 17 4 168 614 26 2 7 n T' 52 27 ' 8 1 13 821, 260 91, 600 821,250 86,400 41.57 26.68 14 5,200 40 15 40 40 20 36 30 25 1 15 16 1 1 1 1 1 1 1 5 10 I 3' 4 199 17 . 2 17 18 WIO 10869 19 i 3 ^0 1 1 13 10 21 241,814 159,332 241, 814 159,332 30.38 30.01 8 11 3 1 2 3 2!> 1 ?3 16 20 50 85 25 25 ?4 23, 360 30, 024 20, 075 26,280 3,285 3,744 24.91 22.10 25 2 2 26 1 1 1 17 6 2 1 17 27 46, 800 28, 740 43, 680 28,740 3,120 16.71 32.96 6 ?8 2 ?9 1 .30 1 31 19,710 92,480 35,040 19,710 89, 360 36,040 16.11 29.38 13.60 S"" 3,120 6 2 18 18 2 SS 34 i 1 3' 5 63 20 2 7 5 12 5 36 26 55 18 23 8 1 3 1 28 7 1 2 36 27,102 27,102 79.41 37 1 i' 38 1 4 39 12 1 40 6 15 6 20 41 ' "'26,' 985' 26,985 38.10 i 2 i 1 42 ' Includes 6 companies operating part 8 For 26 companies only, and includes ' For 7 months only. of year. 3 companies operating part of year. 10 Includes passengers and employees, n For 9 months only. 12 For 10 months only. 368 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS, MAXIMUM STATE AND NAME OF COMPANY. OHIO— Continued. Ohio River Railway and Power Portsmouth Street Railroad Salem Electric Railway Springfield Railway Springfield and Xenia Steuben ville and Pleasant Heights Steubenville Traction and Light Electric Railway and Power Tiflin, Fostorla and Eastern Toledo Railways and Light Toledo, Bowling Green and Southern Toledo, Fostoria and Findlay Toledo and Western Lake Shore Toledo and Maumee Valley Wellston and Jackson Belt Worthington, Clintonville and Columbus . Youngstown Park and Falls Youngstown-Sharon Railway and Light . Mahoning Valley Zanesville Electric Railway OREGON. Total for state Astoria Electric Portland Railway City and Suburban Portland City and Oregon Salem Light, Power and Traction Union Street and Suburban , PENNSYLVANIA. Total for state Lehigh Valley Traction Philadelphia and Lehigh Valley Allentown and Kutztown Traction Altoona and Logan Valley Bangor and East Bangor Beaver Valley Traction Riverview Electric Street Railway Patterson Heights Street Railway Columbia and Montour Bradford Electric Street Railway Butler Passenger Railway Carlisle and Mt. Holly Cumberland Valley Traction Chester Traction Media, Middletown, Aston and Chester . . Philadelphia and Chester Railway ....... Connellsville Suburban Newtown Electric Street Railway Doylestown and Easton Doylestown and Willow Grove Dubois Traction Easton and Nazareth Erie Electric Motor Erie Traction Erie Rapid Transit Franklin Electric Street Railway Gettysburg Transit Hanover and McSherrystown Lehigh Traction , . Harrisburg Traction Harrisburg and Mechanicsburg Cambria Incline Plane .Tohnstown Passenger Railway Kittanning and Ford City Conestoga Traction Lebanon Valley Lewistown and Reedsville Susquehanna Traction Li^kens and Williams Valley Highland Grove Schuylkill Traction Mauch Chun.k, Lehighton and Slatington Mead ville Traction Lewisburg, Milton and Watsontown Montoursville Passenger New Castle Traction New Castle and Lowell Schuylkill Valley Traction Lansdale and Norristown Peoples Street Railway Citizens Traction Oil City Street Railway Union Traction Southwestern Street Railway Philadelphia, Bristol and Trenton 1 For 5 months only. ^ For 8 months only. 3 Includes "others." ' Estimated. NDMBER OF PASSENGEKS CARRIED. Total. 751,867 901, 7S3 176, 961 702, 323 102, 448 ai7,636 380, 200 482, 000 327, 740 941,744 896, 165 420, 787 330,695 886, 902 731,639 928, 926 356, 657 ,241,016 , , 337, 148 , 000, 000 , 650, 000 23, 666, 763 300,000 6,928,887 14,131,389 1,828,614 470,963 7,000 8 678,785,699 16, 614, 538 1, 527, 449 1, 058, 039 5. 521, 699 « 69, 441 3, 434, 316 =137,416 128,164 603, 285 1,036,342 481, 201 191,636 616, 726 7, 222, 412 1,171,074 331,421 400, 000 876, 828 "16,364 1, 040, 866 366,249 557, 440 6,888,234 232, 477 12 394, 769 816,274 89, 675 147, 151 2, 643, 711 10, 589, 161 1, 048, 668 411, 139 6, 017, 942 747, 196 6,616,401 1,600,998 930, 649 438, 944 426,233 197, 629 2, 582, 286 654, 239 806,025 487, 270 337, 822 3, 403, 734 "398,892 5,719,797 "165,670 585, 938 1, 285, 101 777, 990 325,801,963 776, 191 830,069 Fare. 20, 1, 761, 901, 176, 1,784, 102, 117, , 380, 482, 327, 104, 896, '420, 330, 1,686, 731, 928, 356, ,241, 1,192, ',000, ,, 800, 18,729,442 300,000 5,731,044 10,736,389 1,510,704 444, 306 7,000 642,513,812 14,114,538 1,612,449 1,068,039 4, 759, 279 69, 441 3,037,060 137,416 28,154 603, 286 936, 342 390, 951 191,636 586, 726 6,572,412 1,171,074 331,421 400, 000 876, 828 16, 354 1,023,707 356, 249 657, 440 4,616,126 232,477 .383, 979 701,134 89, 676 147, 151 2, 632, 761 8, 727, 334 985,414 411, 139 5, 470, 866 747, 196 4,967,901 1, 519, 295 930, ,649 438, 944 426,233 197, 629 2, 582, 286 474,479 806,025 487,270 337,822 2,774,201 398, 892 5, 138, 821 161,726 586,938 1,175,464 672, 528 326, 801, 9&i 776,191 330,069 Transfer. 917, 985 4, 837, 668 200,040 144, 150 1,000,000 750,000 4,937,311 1, 197, 843 3,396,000 317,810 26, 668 36,271,787 2,400,000 15, 000 762,420 '397,"2.55 100,000 90, 250 30,000 660,000 17,159 2, 272, 109 10, 790 114,140 10, 9.60 1,861,827 63,254 547,086 547,500 SI, 703 79, 760 629, 633 680, 976 3, 944 109, 637 106,462 (10) Trans- fer points. Fare pas- sengers per mile of single track. 20 271 (10) 57, 746 163, 960 66, 774 134,530 5,484 38, 194 107, 997 65, 757 19,279 205, 605 36,207 24, 351 4,685 20, 102 26, 126 88,469 69, 660 202, 460 75, 574 130, 768 180, 000 137, 041 73, 171 189, 833 163,914 68,126 37, 180 2,546 268,983 94,849 30,219 48, 093 173,065 26, 251 134, 980 37,856 62, 564 37,125 81,634 63,924 28, 167 29, 336 204,940 61, 798 38,007 160, 000 31. 439 2,726 76, 510 265, 867 65, 744 164, 862 8,303 23, 999 187, 469 9,439 39, 461 131,048 178, 109 64, 196 1,209,232 174, 788 142, 323 69, 276 66, 0.56 148, 888 82, 046 39, 686 66. 440 92, 224 35,973 73, 275 49, 319 67, 564 144, 490 31, 937 100, 162 12, 178 97,656 87,590 83,028 686, 235 48, 673 27,948 CAR MILEAGE. Total. 270, 417 326, 612 66,233 1,086,087 167,650 = 23,373 387, 191 91,980 307,935 5,617,484 649,325 278, 026 401,203 2,444,894 462,999 207, 112 ni8,886 240,000 892, 230 1,424,000 400,000 4, 781, 106 140, 416 1, 452, 087 2,623,816 391, 496 265, 990 7,300 •133,601,699 3, 776, 796 666, 747 295, 688 1,184,195 8 26,052 768, 927 "102,200 2,008 199, 281 238, 819 62,060 119, 768 303, 160 1,300,000 577, 265 202, 192 102, 000 390,379 "4,708 274, 116 34, 008 248, 930 1,259,540 212, 843 12 122, 886 188. 130 60, 680 37,630 640, 626 1,865,097 167, 524 14, 609 1, 168, 091 373, 596 1, 504, 140 359, 467 176,492 189, 800 197, 100 30,000 793,440 227, 028 191,625 142, 665 124, 513 730, 456 "68,242 1,695,610 "49,087 129. 131 211,562 197, 326 59, 721, 423 309,944 169, 158 Passenger cars. Freight, mail, ex- press, and othercars. 270,417 325, 612 65, 233 1,086,087 57, 650 23, 373 387, 191 91, 980 287, 765 5, 517, 484 549, 326 278, 026 302, 203 2.316,066 396, 857 207, 112 118, 886 240,000 885, 833 1,400,000 400,000 4,719,366 140, 416 1,415,687 2,523,816 369, 896 266, 990 3,660 20, 170 99,000 129,828 66, 142 6,397 24,000 Fare passen- gers per car mile. 61,750 36, 500 '2i,'666' "3,' 650' 2.78 2.77 2.71 3.48 1.78 5.03 3.57 5.24 1.14 3.64 3.45 1.61 1.09 1.69 1.84 4.49 3.00 5.17 3.60 5.00 4.50 3.97 2.14 4.05 4.25 4.08 1.67 1.92 132,936,671 I 666,028 3, 776, 796 565, 747 292, 360 1,184,196 25,052 768, 927 102, 200 2,008 199, 281 238, 819 62, 060 110,994 292,000 1,300,000 577,266 202, 192 102, 000 390, 379 4,708 274, 116 34,008 248, 930 1, 259, 540 212, 843 122, 885 188. 130 50, 580 37, 630 630, 632 1,869,463 161,728 14,609 1,168,091 373, .596 1,604,140 359, 467 176,492 189,800 197, 100 30,000 793, 440 227,028 191,625 142, 665 124, 613 730,456 67, 129 1,695,610 49,087 129. 131 211,562 197, 326 69,375,543 309,944 169, 158 1 3.74 2.67 3,328 3.62 4.02 2.77 1 3.95 1.34 14.02 3.03 3.92 I 6.30 8,764 i 11,160 1.73 2.01 6.06 1 2.03 1 1.64 3.92 2.25 3.47 3.73 10.48 2.24 3.66 1.09 3.12 3.73 ; 1.77 1 3.92 9,894 ! 5,634 ! 5,796 4.96 4.69 6.09 28.14 4.68 2.00 3.30 4.23 6.27 2.31 2.16 1 6.59 3.25 ■ 2.09 4.21 ::::;::::: 3.42 2.71 3.80 1,113 5.94 3.22 3.29 4.54 6.56 3.41 346,880 5.49 2.60 1.95 5 For 4 companies only. ' Includes 6 companies operating part of year. ' For 51 companies only, and includes 4 companies operating part of venr. » For 8i months only. GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 369 CAR HOnKS. Fare passen- gers per ear hour. Mail carried. MAXIMUM SPEED OP OAKS, MILES PER Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger ears. Freight, mail, ex- press, and other cars. HOUR. Total. Passengers. Employees. others. t-' In city limits. Outside city limits. s Killed. Injured. Killed. 1 Injured. Killed. Injured. Killed. Injured. g Yes.... No No No No No No No No Yes.... Yes.... Yes.... Yes.... Yes.... Yes.... Yes.... No 8 4 8 12 12 8 10 12 12 8 10 10 4 16 8 6 15 6 1 1 1 i ' 1 1 4'^ 1 1 4 2 2 M i6,520 ! 148,689 14,868 1 2 4,080 1 119,094 16,520 148,689 4,868 4,080 119,094 10.71 25.45 21.04 28.83 11.59 45 1 28 1 18 10 46 40 47 2 35 1 2 19 48 25 1 1 4 1 12 49 50 18,250 1 14,600 3,660 22.45 25 20 30 25 23 40 30 15 10 20 55 25 51 12 2 656 2 7 1 46 212 S664 2 5 1 24 i' 92 5'> 1 5S 14,139 14, 139 29.76 1 2 54 55 177,540 43,636 162,969 37, 376 14,571 6,260 22.62 19.57 1 6 2 10 4 12 66 57 1 58 1 1 2 3 8 4 2 88 182 2 68 1 2 ] 6 4 59 No No Yes.... Yes ... . 15 15 15 8 1 i' 1 3 2 60 107 2 33 60 1 1 12 27 26 48 61 6'> 60,000 '480,979 60,000 477,879 30.00 27.21 63 3,600 1 9 1 3 5 27 1 22,112 22,112 13.57 No Yes.... Yes.... Yes.... No Yes.... 1 15 12 12 8 10 10 1 33 26 3 1 4 8 2 1 2 21 12 j 2 8 1 1 10 1 2 338, 392 77,040 43,435 388,392 . 73,440 43,485 31.78 20.57 10.23 20 20 10 15 1 14 3 3,600 1 1 2 4 5 6 '3,679,314 3,674,665 4,649 32.16 46 186 2,680 37 1,548 9 283 140 899 453,000 52, 660 36,442 142,916 "4,655 453, 000 52,560 36,130 142,916 4,555 31.16 28.78 29.28 33.30 16.26 Yes Yes.... Yes.... No No Yes.... No Yes.... No No No Yes.... Yes.... Yes.... No No No Yes.... No Yes.... 8 8 10 12 8 10 8 8 8 10 10 10 8 8 7 8 8 8 6 20 80 20 20 15 15 2 4 9 201 46 2 5 119 28 2' 46 10 2 2 36 8 1 312 2 1 ?, 30 8 4 18 4 5 2 6 7 1 1 8 1 20 15 20 25 15 12 7 12 16 14 25 15 q 30, 660 31,025 30,660 31,025 30.54 12.60 1 1 1 1 2 2 1 1 2 10 11 1? 33,780 190,000 32,860 190,000 930 17.86 34.59 13 8 77 1 6 2 48 2 8 27 1 2 1 14 l^i 22,363 22,863 1 .».. 14.82 4 1 16 1 17 71,210 "750 71, 210 750 12.81 21.81 1R 1 19 ■"O No No No Yes.... No No No No Yes.... Yes.... Yes.... No No No Yes.... No No Yes.... No No No No No No No No No Yes.... No Yes.... No No Yes No No 6 10 10 6 8 6 8 8 8 8 8 3 12 8 7 7 6 7 8 8 6 6 8 12 6 8 6 8 12 12 6 6 7 8 3 1 1 2 2 3' 60 1 1 2 ''1 26, 072 156, 471 14,932 >no,i20 26, 072 156, 471 14,932 10, 120 21.38 29.60 16.57 87.94 20 20 40 15 2 60 1 w 2 ■"^ ''1 3 4 8 3 1 •^5 ofi 5,040 6,255 61, 995 254, 626 23,807 5,040 6,255 59, 595 254,000 28,426 17.79 23.53 44.18 34.36 42.06 12 12 15 26 25 ''T on 2,400 626 381 1 1 ?9 4 35 19 6 4 10 30 32 20 12 12 15 18 15 12 20 2 19 11 2 1 ;;;;;; 18 2 2 14 6 2 38 34 150,000 32, 359 24,284 17,885 19, 710 150,000 32, 369 24, 284 17,885 19, 710 33.12 46.95 38.82 24.54 21.63 2 8 6 5 3 35 .. 86 1 1 1 37 '' 38 39 40 41 ■ 72,000 29, 565 72,000 29, 665 85.87 16.05 12 10 8 20 6 10 25 14 12 12 15 15 10 1 1 1 23 16 1 7 " 49 13 1 1 1 . 44 i" 1 29 20 76 i' i' 1 26 12 41 45 95,000 95,000 29.20 3 46 47 48 49 50 i 185, 424 "4,116 185, 424 4,116 27.71 39.29 1 6 6 5 ■IS 2 2 1 1 51 52 1 ; 1 1 42 1 300 89 9 1 239 1 2 31 61 12 58 54 ,55 1 86 296 1 36, 296 21.39 3 For lOi months only. 10 Not reported. 11 For 1 month only. 12 For 10 months only. 13 For 45months only. i< For 3i months only. 370 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS, MAXIMUM STATE AND NAME OF COMPANY. PENNSYLVANIA— Continued. Philadelphia and West Chester Traction. . Holmesburg, Tacony and Frankford Fairmount Park Transportation Delaware County and Philadelphia Montgomery and Chester Pittsburg Railways St. Clair Incline Plane Duquesne Incline Plane Pittsburg and Castle Shannon Monongahela Incline Plane Penn Incline Plane Pittsburg, McKeesport and Greensburg . . Pittsburg, McKeesport and Connellsville. Pottstown Passenger Railway Ringing Rocks Electric Pottsville Union Traction Pnnxsutawney Street Railway United Traction Waverly, Sayre and Athens Neversink Mountain Railroad Mt. Penn Gravity Railway Scranton Railway Shamokin and Mt. Carmel Siiamokin and Edgewood Stroudsburg Passenger Sunbury and Northumberland Tamaqua and Lansford Tarentum Traction Passenger Titusville Electric Traction Warren Street Railway Washington Electric Railway West Chester Street Railway Wilkesbarre and Wyoming Valley Wilkesbarre, Dallas and Harveys Lake . . . Vallamont Traction South Side Passenger Railway Williamsport Passenger Railway East End Passenger Railway Red Lion and Windsor Yardley, Morrisville and Trenton York and Dover Electric , York and Dallastown Electric York Street Railway RHODE ISLAND. Total for state. Sea View Railroad Pawtucket Street Railway Union Railroad Rhode Island Suburban Providence and Danielson New York, New Haven and Hartford . Pawcatuck Valley Railway Woonsocket Street Railway SOUTH CAROLINA. Total for state. North Augusta Electric and Improvement . Charleston Railway, Gas and Electric Columbia Railway, Light and Power Greenville Traction Orangeburg City Street Railway Rock Hill Water, Light and Railway Spartanburg Railway, Gas and Electric SOUTH DAKOTA. Total for state Rapid City Street Railway 8 TENNESSEE. Total for state Bristol Belt Line Chattanooga Electric Railway.. Rapid Transit of Chattanooga . . Electric Railway of Clarksville. Jackson and Suburban Knoxville Traction Memphis Street Railway ; . . Nashville Railway TEXAS. Total for state. Austin Electric Railway Bonham Electric Railway, Light and Power . Dallas Consolidated NUMBEK OF PASSENGERS CABEIED. Total. 2, 2, 1, 179, 1, 1, 1, 4, 663, 676 416, 056 328, 466 668,082 310. 827 912,227 492, 670 095,984 802, 204 178,488 650,000 617, 666 687, 681 746, 821 202, 836 667, 760 988,556 869, 900 139,217 72,748 65,000 806,343 964, 461 560,516 121,161 314, 954 049, 427 622, 447 620, 000 451, 974 003. 828 244. 908 693. 909 917, 024 507,044 416, 299 339,074 159,357 1 8, 912 131, 858 74, 866 169, 938 220, 836 3 62,394,165 13, 700,378 3, 665, 636 45, 163, 704 5, 129, 222 651,276 4, 620, 894 ■1360,043 2, 203, 013 10, 748, 724 115, 054 6,986,656 2,108,042 700, 564 23,800 12,000 803, 609 45, 476, 511 160, 674 4,068,824 2,131,134 300, 000 322, 865 2,804,069 19,254,313 16, 444, 642 3 32,105,682 1,213,703 147, 786 6, 165, 738 Fare. Transfer. 2, 2, 1, 161, 653, 398, 328, 668, 310, 436, 462, 482. 678: 691 ; 276, 517, 607, 716, 202, 373, 988, 171, 059, 72, 65, 331, 964 550, 121, 314, 029, 622, 520, 342, 003, 235, 13,098, 917, 297, 243, 1,912, 129, 8, 131, 74, 169, 1, 770, 62, 279, 166 700, 3, 665, 46, 163: 5, 129, 651, 4,520, 360; 2, 088, 9, 056, 818 115, 0.64 6,952,395 1,638,357 637, 603 23, 800 12,000 777, 609 36, 697, 836 160, 3, 329, 2,040, 300, 302, 2,463, 16, 698, 10, 512, 30,037,966 1,213,703 147, 786 6, 618, 238 16, 990 18, 475, 406 29, 724 613, 744 223, 830 486, 983 276 000 79, 768 30, 723 284, 360 698,009 79, 710 1,474,680 19,524 109,000 9,126 595,000 210,012 172, 742 427,069 29,654 Trans- fer points. Fare pas- sengers per mile of single track. 450, 000 116,000 115,000 1, 691, 906 1,033,260 469,685 162,961 26, 000 9, 778, 676 729, 824 90,456 20, 179 350, 279 2,666,490 6, 932, 448 2,127,716 547, 500 20 C) 27 40 27, 142 131,114 264, 598 156, 808 65,804 393, 739 578, 682 607, 467 112, 268 1,440,635 808, 824 71,047 80,497 117,201 63, 378 78, 818 81, 497 144,576 116, 302 8,362 8,126 108, 656 96, 534 172, 036 44,069 80, 757 70, 897 94,167 43,333 67, 149 307,923 40,236 196, 739 55, 577 80, 279 119,979 221, 297 52, 940 4,456 22,013 8,263 22,903 144,558 189,356 37, 096 185, 978 320, 128 75, 352 22,836 143, 620 67,792 93, 465 117,652 34,040 172, 934 117,025 76, 800 12, 727 9,160 48, 601 140, 432 37,806 8fl, 738 63,005 64,545 94,886 94,376 230,924 158,078 99,047 90, 710 m, 192 162, 189 CAB MILEAGE. Total. 1200,000 713, 863 1776,155 437, 719 125, 120 33,067,964 29, 200 14,000 31,937 11,400 19,856 476,000 1,270,978 202, 668 71,540 1, 047, 592 1326,000 2, 231, 733 281,549 38,849 20,288 2,322,162 319,800 147, 143 26,040 124, 100 266, 048 173,842 149,000 474,600 104,390 107, 310 2,512,143 165,000 91, 766 94,677 419,247 62,668 3,960 73,273 42,997 70, 365 463, 639 312,296,893 160, 840 843, 199 8, 061, 037 1,368,256 295, 000 1,123,270 <90,011 375, 280 2,620,231 19, 800 1,5''7,320 494, 366 152,618 19,065 8,668 248, 604 10,138,603 86, 400 1,273,000 1 680, 226 111,690 246,280 1,016,341 3,653,631 3,073,036 3 9,804,017 560,000 34,800 1,693,112 200,000 713,863 776, 155 437,719 125, 120 32, 906, 140 29,200 14,000 31, 937 10,000 19,866 475,000 1,270,978 202, 668 71, 640 1,047,692 I 326, 000 2,231,733 281,649 38,849 20, 288 2,322,162 319, aoo 147, 143 25, 040 124, 100 266, 048 173, 842 140,000 474,500 104,390 107, 310 2,512,143 166,000 91,755 94, 677 419, 247 62, 568 3,960 73, 273 42, 997 70,365 462, 404 12, 173, 911 150,840 843, 199 8, 016, 662 1, 324, 649 250, 000 1, 123, 270 ■90,011 375, 280 2, 502, 844 19, 800 1,577,320 494, 366 15S, 518 6,570 8,668 243,602 10, 134, 919 86,400 1, 273, 000 680, 226 111,690 246,280 1, 015, 341 3, 663, 631 3,069,361 9, 750, 779 660,000 34,300 1,693,112 Freight, mail, ex- press, and otfaercars. 162,824 1,400 Fare passen gets per car mile. 9,000 1,235 122, 982 34,375 43, 607 45,000 17,387 12,485 "4,'962' 3,684 3,684 53,238 3.27 3.36 3.00 3.58 2.48 4.91 16.85 34.45 18.11 69.15 13.85 3.19 3.55 3.63 2.84 3.22 3.04 4.11 3.76 1.87 3.20 3.69 6.14 3.74 4.84 2.64 3.87 3.68 3.71 2.83 9.62 2.20 6.21 5.66 3.24 2.58 4.66 2.07 2.26 ■1.80 1.74 I 2.42 I .5.12 4.64 4.36 5.63 3.87 2.61 4.02 4.00 5.56 3.62 5.81 3.77 3.31 3.52 3.62 1.38 3.19 3.52 1.86 2.62 3.00 2.69 1.23 2.42 4.64 3.42 3.08 2.17 4.31 3.32 1 Estimated. 2 Not reported. 3 Includes 1 company operating part of year. ^ For 6 months only. GENERAL TABLES. 371 SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. CAR HOUBS. Fare passen- gers per car hour. 1 Mail carried. MAXIMUM SPEED OF CARS, MILES PER Pleasure parks, number owned or operated. ACCIDENTS. ^ Total. Passenger ears. Freight, mall, ex- press, and other cars. HOUR. Total. Passengers. Employees. Others. In city limits. Outside city limits. .;=■ Killed. Injured. Killed. Injured. Killed. Injured. IKiUed. Injured. g Yes .... 13 1 i' 15 30 i 8 10 7 8 5fi 70, 065 62,640 42,894 70,065 52,640 42,894 34.23 44.23 36.56 No No No No Yes.... No No No No No No Yes.... Yes.... No Yes.... Yes.... No Yes.... No No . .. 10 8 12 8 15 4 4 14 22 3 10 10 6 5 8 8 7 15 7 17 67 68 18 15 30 11 1 2 8 .59 60 2 79 1,054 14 496 4 104 61 464 61 6? 63 64 65 66 27 15 10 7 15 12 10 1 1 1 1 1 1 1 2 7 1 2 103 16 2 5 1 2 35 67 1 56 16 1 12 68 25,666 25,666 28.02 6'> 70 118,082 118,082 28.57 i' 3 9 5 4 71 1 3 7? 239,440 239, 440 38.31 68 1 38 1 3 27 73 74 5,884 8,640 334,020 41,610 18,767 5,768 12,045 39,420 5,884 8,640 334,020 41,610 18,767 5,758 12,045 39,420 12.36 7.52 24.94 47.21 29.33 21.04 26.15 26.13 10 12 14 15 10 75 1 76 Yes.... No No Yes.... No Yes.... No Yes.... No No Yes.... No No No No No No No No Yes.... Yes.... No 8 6 8 10 8 6 16 10 6 6 8 8 8 8 8 8 8 8 8 122 73 9 40 77 1 1 78 79 80 12 15 81 1 S'> f» 15 16 81 46, 626 46,626 29.44 1 3 2 1 8'> 86 16 15 14 8 8 1 1 1 1 87 303,220 13,140 303, 220 13, 140 43.20 69.79 5 1 193 34 131 28 4 5 1 58 6 88 R<» 90 91 9'> 8 25 15 9? 720 6,670 720 6,870 12.38 20.07 91 5 5 9> 7 ' 12 7 12 7 ! 12 96 97 1 o» 1 36, 600 29, 200 7,300 22.30 17 190 136 2 U 15 44 No.. 25 1 1 11 2 1 1 1 i' 1 No Yes.... Yes.... Yes.... Yes.... 12 U 146 17 4 :::::::: 3 111 9 3 2 1 5 1 1 10 2 1 6 33 3 t 25 y 12 26 12 12 1 36, 600 29,200 7,300 22.30 R Q Yes Yes — 8 1 8 S ' 20 7 ] 1 4 13 100 1 9 36 2 24 1 3 2 40 6 49,418 49,418 26.61 4 j No Yes.... No No No 10 8 15 15 10 15 20 15 1 i' 1 2 80 17 i' 2 29 5 1 1 22 2 1 29 10 ?. 2 3 23,166 23, 166 23. 22 4 5 1 No Yes 6 16 1 6 26, 262 j 26, 262 29.61 16 j i 2 1 2 1 7 1 _._ 1 i 1 '783,405 779,755 3,650 21.28 8 21 660 3 247 6 86 12 217 No Yes.... No No No No Yes.... Yes.... 6 8 10 8 8 8 16 9 12 16 26 15 1 1 164,980 164, 250 730 20.27 1 3 4 30 36 1 ' 15 1 30 1 3 3 3 1 1 12 3 2 S 18, 615 18,615 16.12 2 2 4 2' 6 6 1 35 96 362 424 1 14 5 60 48 5 136, 990 136,990 17.91 12 20 14 2' •1 6 40 167 277 1 i' 1 1 4 5 4 16 51 135 99 6 7 462,820 81,147,671 469, 900 1,139,293 2,920 8,278 22.86 22.41 1 7 8 67,000 6,670 230,038 67,000 6,570 230,038 18.11 22.49 24.42 No No No 10 10 20 1 1 3 i 2 1 1 1 16 20 i •> i 60 25 6 1 29 8 5 For 2 companies only. 6 This company failed to make a report. 7 For 4 companies only. s For 13 companies only, and includes 1 company operating part of year. 372 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, OAR HOURS, MAXIMUM STATE AND NAME OP COMPANY. TEXAS— Continued. Rapid Transit Denison and Sherman El Paso Electric Railway Northern Texas Traction Galveston Street Railway Houston Electric Laredo Electric and Railway . Longview and Junction Paris Transit San Antonio Traction Seguin Street Railway Citizens Railway Waxahachie Street Railway . . Lake Park Street Railroad UTAH. Total for state . Ogden Rapid Transit Consolidated Railway and Power . Salt Lake and Utah Valley VERMONT. Total for state . Barre and Montpelier Bellows Falls and Saxtons River . Brattleboro Street Railway Burlington Traction Rutland Street Railway St. Albans Street Railway Springfield Electric Railway Mt. Mansfield Electric Railway. . . Military Post Railway VIRGINIA. Total for state. Charlottesville City and Suburban Danville Railway and Electric Washington, Arlington and Falls Church Lynchburg Traction and Light Citizens Railway, Light and Power Newport News and Old Point Railway and Electric Bay Shore Terminal Norfolk and Atlantic Terminal Berkley Street Railway Norfolk Railway and Light Southside Railway and Development Richmond and Petersburg Electric Old Dominion Railway Norfolk, Portsmouth and Newport News Radford Water Power Richmond Traction Richmond Passenger and Power Virginia Passenger and Power Roanoke Railway and Electric Tazewell Street Railway Washington, Alexandria and Mt. Vernon WASHINGTON. Total for state. Everett Railway and Electric Olympia Light and Power Seattle Electric Seattle and Ren ton Washington Water Power Spokane and Montrose Motor Tacoma Railway and Power Northern Railway and Improvement. WEST VIRGINIA. Total for state NOMBEB OF PASSENGEES CAEEIED. Total. Kanawha Valley Traction East Liverpool and Rock Springs Fairmont and Clarksburg Camden Interstate Railway Parkersburg, Marietta and Interurban . Wheeling and Wellsburg Wheeling Traction Wheeling and Elm Grove 966, 635 060,000 164,035 460, 568 851,603 314, 629 72,600 36, 400 400,000 407,504 14,000 788, 025 70,244 63, 623 13, 799, 819 1,066,910 12, 667, 909 75,000 4, 661, 623 756, 471 141,196 364,987 1,414,535 1,069,408 307, 783 95, 320 107,680 314, 143 < 52, 369, 902 480, 112 1, 137, 358 865, 980 2, 004, 689 1, 006, 989 4, 904, 412 "36,779 1, 102, 376 ■586,791 7,823,062 1, 399, 118 n09,9S4 (») 1,293,610 126, 914 8, 063, 441 12,411,005 6,066,982 1,266,292 18,500 1, 686, 768 42, 633, 743 1, 246, 940 200, 870 26, 625, 701 593,873 6, 476, 082 151,559 2 6,923,981 1, 414, 737 " 22, 183, 794 288,729 1,110,746 1,186,133 4,219,383 2,500,000 197, 000 "10,041,803 2 2,640,000 1 For 7 months only. 2 Estimated. 3 For 3 companies only. Fare. 956, 1,060, 1,946, 2,460, 2, 85i: 6,314, 72, 35! 360; 5, 268, 14, 1, 605, 70, 63, 11,493,501 861,910 10,666,591 75,000 4, 274, 806 710, 141, 364, 1, 270, 976, 294, 95, 107, 814, 44, 275, 661 457, 1, 073, 865, 1,822, 986, 4,154, 36, 1,102, 686, 7,227, 1,248, 109, 792 1,102,410 126, 914 6, 796, 946 9, 517, 614 4,184,313 1, 172, 192 18, 600 1, 686, 768 41,. 544, 228 971,650 200, 870 26,525,701 693, 873 4, 876, 829 151,. 669 6, 923, 981 1, 299, 765 21,706,870 288, 729 1,110,746 1, 186, 133 4, 219, 383 2,400,000 197, 000 9, 664, 879 2, 640, 000 Transfer. 208,839 50, 000 1,138,877 182, 600 2,306,318 195,000 2,111,318 286,717 46, 137 144, 399 82,600 13, 681 1,094,241 22, 320 64,323 182, 240 20,000 760,000 595, 544 151,069 191,100 1,257,495 2,893,391 1,882,669 84,100 989, 515 275,290 "m 699, 253 114, 972 476, 924 100,000 376, 924 Trans- fer points. 113 Fare pas- sengers per mile of single track. 73, 580 66,432 144,302 39,717 79,520 169, 745 26,439 56, 190 70,000 115, 769 9,333 98, 659 14,819 13,401 129,082 78,385 140, 755 24,671 53,070 80, 637 21,590 72,997 113, 203 93,484 21,786 10,463 9,572 67, 413 127, 562 123, 728 202,469 72,649 117, 571 103, 567 104,199 3,065 67, 898 41, 121 136, 291 97, 125 4,763 127, 742 42,589 286, 628 348,248 111, 285 61,566 9,250 65,239 181, 471 100, 689 48, 055 318,857 44,820 146,013 48, 114 100, 188 99, 982 155,049 40,438 290, 771 167, 061 139, 576 81,356 111,299 215, 975 162, 462 CAE MILEAGE. Total. 516, 110 338,860 310,521 996,597 1,070,202 1,463,620 37,974 13,687 1112,320 1,896,102 24,667 690,215 33,365 33, 365 3,047,222 292,100 2,741,082 14,040 1, 412, 528 234,904 96, 990 100,683 292,000 202,886 197, 139 160, 690 44,908 92,428 < 12, 335, 072 119,330 275,033 22S, 190 563, 869 202, 737 729, 885 "28,080 372, 975 '140,226 1,894,945 541, 603 8 91,098 m 492, 760 64,240 2,248,624 1,873,633 1,349,461 451, 111 5,840 661, 652 i, 378, 420 193, 836 106, 762 4, 615, 402 268, 055 1,129,337 64,845 1,751,830 268, 363 11 6, 734, 171 82,000 151,678 2 593,066 2 2,109,692 630, 720 81,500 "2,206,516 2 880,000 Passenger cars. Freight, mail, ex- press, and othercars. 516,110 338, 860 310,521 996,697 1,070,202 1,463,620 37,974 13,687 112,320 1,841,864 4,667 690,216 33,365 33, 365 3,047,122 292,000 2,741,082 14,040 1,288,966 234,904 87,600 97,344 292,000 202,886 183, 960 62, 794 35,049 92,428 12, 304, 104 119, 330 276,033 219,000 563,869 202, 737 716,845 28,080 372,975 140,226 ,894,945 541,503 91, 098 492, 750 64,240 2,248,624 1,873,533 1,349,461 461, 111 5,840 663, 914 8,286,417 92, 980 4, 588, 281 238,710 1, 129, 337 54,845 1, 726, 790 260, 638 6, 734, 171 82,000 161, 678 593, 066 2,109,692 630, 720 81, 600 2,206,515 880,000 53,238 100 100 123,663 9,390 3,339 13,179 87,796 9,869 30,968 9,190 7,738 93,003 13, 772 27, 121 19,345 26,040 7,725 Fare passen- gers per car mile. * For 20 companies on ly, and includes 3 companies operating part of year. " For 18 companies on ly, and includes 3 companies operating part of year. " For li months only. 1.85 3.13 6.26 2.46 2.66 4.32 1.91 2.59 3.12 2.86 3.00 2.33 2.11 1.90 3.77 2.96 3.85 5.34 3.32 3.02 1.61 3.75 4.36 4.82 1.60 1.52 3.07 3.40 3.84 3.90 3.95 3.23 4.87 5.80 1.31 2.96 4.18 3.81 2.30 1.21 2.24 1.98 3.02 5.08 3.10 2.60 3.17 2.58 5.01 5.01 2.16 5.78 2.49 4.32 2.76 4.01 4.99 3.22 3.52 7.32 2.00 2.00 3. SI 2.42 4. 88 3.00 GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 373 CAR HOURS. Fare passen- gers per car hour. Mail carried. MAXIMUM SPEED OF CARS, MILES PEE Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mail, ex- press, and other cars. HOUR. Total. Passengers. Employees. Others. '^ In city limits. Outside city limits. % Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. •fr, 78,840 46,898 41,402 183,960 78,840 45,898 41,402 183,960 12.13 23.10 46.98 13.32 No No No No No Yes.... No Yes.... No No No No No No 12 10 16 7 7 10 6 5 12 12 6 5 4 4 12 25 16 50 1 2 i' 1 1 1 19 1 87 25 6 97 i i' 11 1 55 9 3 5 4 5 i' 13 3 i' 19 13 6 16 A 7 8 185,120 10, 800 185,120 10,800 34.11 6.71 15 1 1 72 10 9 in 5 12 20 11 '16,640 258,726 16,640 250,448 21.03 21.04 1 120 _ 1 100 1? 8,278 1 10 1 10 13 14 8 1 4 1 3 ' ! 1 15 11,122 11,455 11,122 11,455 6.32 5.66 1 16 1 1 ........... . 17 3 18 3 14 3 1 8 12 10 No Yes.... No 2 15 1 3 3' 2 12 1 20 18 1 3 ! 3 9 1 1 3 347,981 46,164 2,817 21.24 3 2 1 2 1 32,860 8,976 32,850 8,976 21.62 15.73 Yes.... Yes.... Yes.... No No Yes.... Yes.... Yes.... No 10 8 8 8 8 8 10 s 10 16 15 1 1 2 1 1 1 1 1 ? 1 ' i 8 4 8 15 30 18 8 5 1 1 1 1. 1 6 7 6,155 3,338 2,817 32.26 ...! 8 q 61,536,137 1,527,377 8,760 27.32 13 9 340 1 163 1 24 7 153 17,280 37,404 17,280 37,404 26.49 28.69 No No Yes.... No No Vfia 12 12 12 12 8 8 7 8 8 8 8 10 10 10 12 8 8 8 16 6 10 18 15 16 16 20 25 30 80 15 30 20 20 15 20 1 1 1 ? 8 51,890 39,420 102,190 »2,808 46,622 '27,720 212,769 66,720 87,410 61,890 39,420 93,430 2,808 46,622 27,720 212, 769 66,720 7,«0 35.12 25.04 44.47 1 1 1 6 19 1 8 12 1 4 i 7 5 8,760 1 6 13 10 ' Nn 7 23.64 21.17 33.97 18.71 14.84 No Yes.... Yes.... No No No No No No No No No No Yes.... 1 1 1 1 4 2' 4 44 190 1 3 16 69 i' 1 2 8 3 i' 8 26 113 <» 10 11 1 3 1 2 1? i 1 1 IS 68,976 6,022 299,388 326,232 176,016 45,810 1,460 68,976 6,022 299,388 326,232 176,016 46,810 1,460 16.98 21.08 22.70 29.17 23.75 26.69 12.67 14 15 20 16 20 20 6 25 28 21 13 1 21 17 12 3 4 1 1 i' 4 16 1 17 4 1 18 iq 'O 10 48 6 28 4 2 •"I '"900,038 876,471 23,667 • 41.84 9 1 1 18 21,817 16,471 586,271 26,732 21,817 10,211 681,699 22,447 44.54 19.67 45.60 26.46 Yes.... Yes.... Yes.... Yes.... No No Yes.... Yes.... 9 9 1 1 1 1 1 6,260 . 4,672 3,286 6 IB 1 4 •? 12 10 12 9 10 10 15 20 12 :;:::: S 9 27 8 20 1 i\ 1 1 1 1 7 7 ■i 6,205 198,384 46,168 '2156,171 6,206 190, 812 48,280 166,171 24.43 36.29 30.03 25.59 A 7,572 1,878 25 15 7 12 11 12 1 1 8 10 10 8 2 1 2 16,425 21,626 16,425 21,626 17.68 51.36 No Yes.... No No No No .... Yes.... Yes.... 8 8 10 16 8 8 10 10 8 2 3 2 1 1 2 4 2 2 3 1 1 1 1 1 2 S 30 15 3 1 2 1 1 1 4 105, 120 13,000 106, 120 13,000 22.83 15. 15 5 1 A 10 20 1 1 3 ? i 1 1 i 3 1 ? s ' For 3 months only. 8 For 4J months only. " Not reported, i" For 7 companies only. " Includes 1 company operating part of year. '2 For 4 companies only. '3 For 10 months only. 1165—05- -25 374 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOJRS, MAXIMUM NUMBER OF PASSENGEBS CABRIED. Trans- fer points. Fare pas- sengers per mile of single track. CAE MILEAGE. Fare passen- gers per car mile. i STATE AND NAME OF COMPANY Total. Fare. Transfer. Total. Passenger cars. Freight, mail, ex- press, and other cara. WISCONSIN. Total for state 178,282,492 62,537,300 15, 745, 192 89 150,160 U5, 609, 884 16,528,124 81, 760 4.03 Wisconsin Traction, Light, Heat and Power Ashland Light, Power and Street Railway : Chippewa Valley Electric Railroad 1 n, 113, 732 503,668 1,406,260 721, 326 1,511,233 304, 398 1,938,846 60, 000 1,787,706 < 395, 100 574,370 140, 848 60,901,062 3,807,693 2,259,074 694, 490 163,818 1, 106, 781 503,668 1,277,600 721,326 1,161,233 304,398 1,646,728 60, 000 1,520,160 391,200 674,370 140, 848 46, 974, 373 3,387,394 1,973,843 629, 670 163, 818 6,951 1 57,495 65,580 66,602 116, 044 67,789 41,079 114,039 22, 472 178,842 46,330 106, 365 90,870 322,848 36,697 61, 683 31,484 33,162 = 336,250 266,584 528,620 259,549 561,800 121,045 617,478 68, 949 401,600 ■'152,880 '' 191, 457 75,000 9,143,023 1,496,220 954, 119 408,860 37,650 335,260 266,584 528,520 259,549 561,800 121,046 617, 478 68,949 401,600 152,880 191,457 75,000 9,143,023 1,496,220 964,119 327,100 37,650 3.30 1.89 2.42 2.78 2.07 2.51 2.67 1.02 3.79 2.66 3.00 1.88 5.14 2,26 2.07 1.93 4.35 ? 3 127,760 2 4 Fond du Lac Street Railway and Light 6 Fox River Electric Railway and Power 360,000 1 1 3 A Janesville Street Railway 7 La Crosse City Railway 292,117 8 La Croase and Onalaska q Madison Traction 267,645 3,900 2 1 2 10 Manitowoc and Northern 11 Marinette Gas, Electric Light and Street Railway - Merrill Railway and Lighting 19 IS Milwaukee Electric Railway and Light 13,926,679 420,199 285,231 64,820 69 12 3 2 14 Milwaukee Light, Heat and Traction 15 Winnebago Traction 16 Sheboygan Light, Power and Railway 81,760 17 Waupaca Electric Light and Railway . HAWAII. Total for territory 8,120,105 7,394,935 725,170 3 257,663 1,483,038 1,483,033 4.99 Hawaiian Tramwavs 1 3,443,638 4,676,467 100,000 2,241,930 3, 443, 638 3,851,297 100,000 2,241,930 286,970 271,218 40,000 178,498 735, 448 721,685 26,000 430,376 735, 448 721,686 26,000 430, 376 4.68 6.34 3.86 5.21 9 Honolulu Rapid Transit and Land 725, 170 3 3 Pacific Heights Electric Railway PORTO RICO. Total Tramway Stock 1 307,650 1,934,280 307,650 1,934,280 98,291 205, 120 71,014 359,362 71,014 359,362 4.33 6.38 ■>. San Juan Light and Transit 1 1 Includes 2 companies operating part of y«ar. 2 For 13 companies only, and includes 2 companies operating part of year. 8 For 9 months only. GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 375 CAR HOURS. Fare passen- gers per car hour. 1 Mail carried. MAXIMUM SPEED OF CARS, MILES PER Pleasure parks, number owned or operated. i Total. ACCIl Passengers. E.NTS. 1 Total. Passenger oars. Freight, mail, ex- press, and other cars. HOUR. Employees. Others. In city limits. Outside city Umits. Killed. Injured. Killed. Injured. Killed. Injured. 521 Killed. Injured. a I '1,687,893 1,587,893 87.19 1 '' 2,040 1,134 12 386 3 34,870 37,230 52,560 27,030 64,090 34,870 37,230 52, 660 27,030 64,090 31.74 13.53 24.31 26.69 18.12 No No No No No No No No No Yes.... No No No.... Yes.... No Yes.... No 8 8 12 8 6 10 16 9 8 8 6 12 9 7 8 7 4 34 4 1 1 4 1 1 9 35 10 20 2 1 1 2 1 1 1 s 4 1 6 1 25 1 fi 69,314 5,736 62,050 < 24, 000 69, 314 5,736 62,060 24,000 23.76 10.46 24.50 16.30 1 24 7 18 8 30 10 8 q in 1 1 2 2 1 n 12, 410 1,050,977 143,663 12,410 1,060,977 143, 663 11.35 44.70 23.58 19 13 14 16 10 15 6 1,762 240 14 960 168 2 4.% liO 6 i' 336 12 12 13 14 1 1 1 15 16 3,963 3,963 41.34 j 17 2 10 2 10 No No No 8 12 1 2 10 2 10 •) 10 s 1 2 7 2 1 2 4 No No "' 6 1 1 2 7 2 1 2 4 <> i ! * For 8 months only. ' Estimated. 6 Not reported. 376 STREET AND ELECTRIC RAILWAYS. Table 98.— WAGE-EARNERS, AT SPECIFIED DAILY RATES OF PAY AND United States Alabama Arkansas California Colorado Connecticut Delaware ., Florida Georgia Illinois Indiana Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire . . . New Jersey New York North Carolina Ohio Oregon Pennsylvania Rhode Island South Carolina Tennessee Texas Utah Vermont Virginia Washington West Virginia Wisconsin All other states^ ... ALL CLASSES. Total. 94, 874 311 215 4,611 913 2,374 226 185 1,640 5,130 2,249 1,344 249 1,307 1,431 910 ll5 6,346 2,913 1,408 122 2,442 170 477 354 3,693 23, 297 345 6,949 451 14, 782 217 338 1,135 744 331 158 802 1,089 534 1,316 1.251 Number at specified daily rates of pay. Less than 81.00. 666 14 340 1 25 25 81.00 to 81.24. 2,719 81.25 to $1.49. 4,468 70 675 13 107 .•iS 1 87 9 23 277 7 20 27 186 180 1 53 500 ! 53 164 71 63 1 82 184 168 761 155 10 116 60 125 20 78 106 28 20 $1.60 to $1.74. 15, 431 14 281 616 2 67 67 76 7 43 68 13 54 94 89 28 63 245 1 411 15 38 331 1,043 433 491 73 193 73 348 23 81.75 to $1.99. 15, 213 641 369 982 I 71 44 462 2,874 66 1,311 2,769 32 141 238 i 298 6 49 224 15 218 32 13 300 164 645 570 135 316 1,085 325 28 744 365 761 23 664 31 181 823 2,679 11 1,495 13 1,546 19 16 230 192 170 49 225 161 21 417 47 $2.00 to 82.24. 39, 663 7 6 2,810 163 1,229 172 24 67 2,242 262 13 501 77 26 23 4,590 1,279 110 543 1 334 108 1,937 9,843 11 2,822 65 7,722 78 18 44 60 129 10 143 686 208 378 927 $2.26 to 82.49. 10,421 2 14 670 202 86 11 14 681 47 51 7 39 48 50 1 221 137 118 4 4 136 5,361 2 710 293 1,254 71 .6 18 31 2 1 22 29 14 60 21 $2.50 to $2.74. 3,262 $2.75 to $2.99. 1,045 6 4 200 286 83 >1 4 1. 4 ' 136 27 48 4 35 . 22 12 1. 182 46 i 13 1 54 11 11 7 138 979 4 179 14 16 I 14 i 4 3 20 161 9 20 60 1 2 123 27 21 83.00 and over. 23 23 22 2 1 26 290 28 171 1 1 1,996 5 2 274 69 47 2 5 9 117 10 24 4 9 26 1 26 132 1 6 45 644 182 5 Median rate (dollars). 2.00 to 2.04 1.46 to 1.49 1.35 to 1.39 2.20 to 2.24 2.25 to 2.29 2.00 to 2.04 2.00 to 2.04 1.50 to 1.64 1.15 to 1.19 2.00 to 2.04 1.50 to 1.64 1.60 to 1.64 1.75 to 1.79 1.90 to 1.94 1.80 to 1.84 1.60 to 1.64 1.70 to 1.74 1 2.00 to 2.04 2.00 to 2.04 1.80 to 1.84 1.65 to 1.69 1.76 to 1.79 3.50 to 3.54 2.00 to 2.04 1.75 to 1.79 2.00 to 2.04 2.00 to 2.04 1.00 to 1.04 2.00 to 2.04 2.26 to 2.29 2.00 to 2.04 2.10 to 2.14 1.50 to 1.54 1.25 to 1.29 1.65 to 1.69 1.80 to 1.84 1.70 to 1.74 1.76 to 1.79 2.00 to 2.04 1.60 to 1.64 1.90 to 1.94 2.00 to 2,04 ' Includes states having less than 3 companies, in order that the operations of individual companies may not be disclosed, follows: Arizona, 1; District of Columbia, 2 (8 reports); Idaho, 1; New Mexico, 1. These companies are distributed as genp:ral tables. MEDIAN RATE, ON ELECTRIC SURFACE RAILWAYS, BY STATES: 1902. 377 CONDUCTORS. 1 Total. Number at specified dally rates of pay. Median rate (dollars). Less than $1.00. $1.00 to 81.24. $1.26 to S1.49. S1.60 to 81.74. 81.75 to $1.99. $2.00 to $2.24. 82.25 to 82.49. $2.50 to $2.74. $2.76 to $2.99. 17 $3.00 and over. 73 31,869 60 899 1,046 3,983 6,426 17,089 3,124 192 2.00 to 2.04 84 65 1,620 296 768 82 66 481 2,067 637 366 64 290 525 268 36 2,239 880 476 28 860 60 170 123 1,213 8,089 93 2,341 148 4, 942 92 112 385 197 90 56 260 349 175 397 451 2 6 12 74 40 9 8 1.46 to 1.49 1.35 to 1.39 2.20 to 2.24 2.25 to 2.29 2.00 to 2.04 2.00 to 2.04 1.10 to 1.14 1.16 to 1.19 2.10 to 2.14 1.70 to 1.74 1.60 to 1.64 1.75 to 1.79 1.90 to 1.94 1.80 to 1.84 1.50 to 1.. 54 1.75 to 1.79 2.00 to 2.04 2.10 to 2.14 1.80 to 1.84 1.65 to 1.69 1.80 to 1.84 3.80 to 3.54 2.00 to 2.04 1.78 to 1.79 2.00 to 2.04 2.00 to 2.04 1.00 to 1.04 2.00 to 2.04 2.26 to 2.29 2.00 to 2.04 2.25 to 2.29 1.50 to 1..54 1.60 to 1.54 1.70 to 1.74 2.00 to 2.04 1.70 to 1.74 1.80 to 1.84 2.00 to 2.04 2.00 to 2.04 1.80 to 1.84 2 00 to ■' 04 10 98 47 47 136 1,231 42 827 82 8 221 78 8 2 120 9 12 75 34 282 14 124 468 51 170 7 13 8 79 . 60 ■ 282 61 1 13 142 227 98 46 136 514 112 15 175 76 280 10 227 1,067 82 300 9 21 25 14 . 13 43 85 6 2 7 2,039 632 2 1 6 6 69 17 13 8 102 188 13 407 140 5 17 5 3 6 217 1 16 43 30 140 40 763 4,591 1 2 81 387 1,098 73 718 29 188 1 589 4 60 106 94 8 58 11 S7 1,687 6 7 1 65 596 5 433 6 1,216 245 142 488 81 12 1 i 26 77 3,3.58 31 1 25 167 27 4 107 67 39 23 110 32 2 18 61 2 .■SO 246 89 108 447 4 8 14 10 6 32 19 16 86 5 54 97 4 4 6 8 47 10 9 164 378 STREET AND ELECTRIC RAILWAYS. Table 98.— WAGE-EARNERS, AT SPECIFIED DAILY RATES OF PAY AND 1 STATE. MOTORMEN. Total. Number at specified daily rates of pay. Median rate (dollars). Less than Sl.OO. $1.00 to 81.24. $1.26 to $1.49. $1.50 to $1.74. $1.76 to $1.99. $2.00 to $2.24. $2.25 to .$2.49. $2.60 to $2.74. $2.76 to $2.99. $3.00 and over. 1 United States 82,412 23 884 1,123 3,374 5,481 16,665 4,325 291 7 239 2.00 to 2.04 Alabama ?. 88 82 1,623 302 759 82 57 610 1,751 668 420 95 5.^7 532 258 42 2,185 931 482 32 829 65 187 123 1,194 7,799 93 2, 425 149 5, 380 59 112 399 307 103 66 249 353 175 466 443 2 22 82 7 14 4 42 107 1.45 to 1.49 1.50 to 1.54 2.20 to 2.24 2.26 to 2.29 2.00 to 2.04 2.00 to 2.04 1.10 to 1.14 1.15 to 1.19 2.00 to 2.04 1.65 to 1.69 1.75 to 1.79 1.75 to 1.79 2.00 to 2.04 1.80 to 1.84 1.50 to 1.54 1.75 to 1.79 2.00 to 2.04 2.10 to 2.14 1.80 to 1.84 1.55 to 1.59 1.80 to 1.84 3.60 to 3.54 2.00 to 2.04 1.75 to 1.79 2.00 to 2.04 2.00 to 2.04 1.00 to 1.04 2.00 to 2.04 3 Arkansas 11 46 47 142 4 California Colorado 1,233 46 523 82 9 221 78 10 2 122 1 fi 9 fi Connecticut 12 71 7 Delaware S Florida 34 286 14 142 277 79 129 17 17 12 79 13 123 152 16 312 q Georgia 82 69 265 37 in Illinois Indiana 190 256 229 78 141 5U 113 13 174 86 317 10 291 974 63 211 14 16 11 16 23 1? Iowa 2 ! IS Kansas Kentucky \ i 1 14 15 73 311 5 3 12 1,980 534 2 i IS Louisiana Maine 1 1 ifi i 6 4 57 17 Maryland 1 i IS Massachusetts 17 27 11 6 3 7 31 1 i 1<» Michigan 130 1 i.. ?n Minnesota 1 j 91 Mississippi i j w Missouri 1 i 2 221 1 144 40 847 3,602 i I '1 1 ■>?! Montana i 1 6 47 94 Nebraska 40 3 81 278 679 ■JB New Hampshire 2 j W New Jersey 69 391 29 236 7 437 4 60 100 120 i 1 97 New York ! 6 20 70 54 2,806 88 167 ■>« North Carolina i 6 9q Ohio 610 1,234 255 142 628 18 16 1 3n Oregon 1 2 ■"'5 to 2 29 31 Pennsylvania 23 83 592 6 3,716 31 1 1 2.00 to 2.04 2.10 to 2.14 1.50 to 1.54 1 50 to 1 54 39 Rhode Island 1 33 South Carolina 15 147 46 37 42 9 1 ' 34 Tennessee 106 104 39 23 98 36 4 18 63 2 60 247 89 130 439 1 3t Texas 2 8 1 1 60 to 1 64 3fi Utah 2 00 to 2 04 37 Vermont 16 11 6 15 76 5 86 93 4 1 70 to 1 74 38 Virginia 4 6 1 80 to 1 84 3*^ Washington 8 *N i 2.00 to 2.04 ' 2 00 to 2 04 4n West Virginia 41 Wisconsin 13 8 53 169 1 80 to 1 84 49 All other states^ 200 to 2 04 1 Includes states having less than 3 companies, in order that the operations of individual companies mav not be disclosed, follows: Arizona, 1; District of Columbia, 2 (8 reports); Idaho, 1; New Mexico, 1. These companies are distributed as GENERAL TABLES. MEDIAN RATE, ON ELECTRIC SURFACE RAILWAYS, BY STATES: 1902— Continued. 379 EGAD AND TRACKMEN. I'otal. Number at specified daily rates of pay. Median rate (dollars). Less than 81.00. $1.00 to $1.24. 81.26 to 81.49. 81.60 to 81.74. 81.75 to 81.99. 82.00 to 82.24. 82.25 to 82.49. 82.50 to 82.74. 82.75 to 82.99. 83.00 and over. 9,926 473 477 1,368 4,505 1,280 1,229 384 162 8 40 1.50 to 1.54 1 51 19 367 130 312 17 13 378 272 355 188 46 165 85 159 14 689 343 169 19 231 19 21 35 252 2,667 69 693 52 1,529 18 34 141 116 89 19 70 91 62 73 76 51 Less than 1.00 1.25 to 1.29 2.00 to 2.04 2.00 to 2.04 1.60 to 1.54 1.60 to 1.54 Less than 1.00 Less than 1.00 1.66 to 1.69 1.26 to 1.29 1.60 to 1.64 1.60 to 1.64 1.50 to 1.54 1.25 to 1.29 1.50 to 1.54 1.25 to 1.29 1.76 to 1.79 1.50 to 1.54 1.90 to 1.94 1.10 to 1.14 1.50 to 1.54 3.00 to 3.04 1.40 to 1.44 1.50 to 1.54 1.50 to 1.54 1.75 to 1.79 1.00 to 1.04 1.50 to 1.54 2.00 to 2.04 1.50 to 1.54 1.50 to 1.54 Less than 1.00 1.00 to 1.04 1.50 to 1.54 1.75 to 1.79 1.50 to 1.54 1.00 to 1.04 1.80 to 1.84 1.60 to 1.54 1.75 to 1.79 1.25 to 1.29 2 15 35 4 7 1 198 10 3 95 55 31 170 61 15 25 3 3 24. 6 2 1 4 3 7 1 4 5 63 6 6 7 11 330 2 48 6 21 11 8 9 27 199 26 5 6 41 108 120 117 39 130 24 102 1 239 267 85 2 21 26 16 5 10 13 n 3 1 8 2 12 13 11 17 3 6 1 1 51 14 16 15 16 9 11 21 1 1 43 17 203 32 82 1 15 99 15 18 6 8 4 18 1 19 76 20 17 21 168 4 1 11 22 3 5 23 15 6 3 24 294 2 26 24 30 143 975 2 527 1 636 1 6 87 25 2 3 30 1 62 292 6 Sfi 281 27 25 98 120 11 62 11 1 6 1 29 30 1 94 1 5 140 231 1,111 17 1 1 57 3 8 6 2 43 22 22 61 8 10 2 31 3? 28 33 34 1 54 2 86 2 1 61 1 33 3 1 35 36 2 56 7 6 37 1 38 28 1 8 2 39 17 6 49 4H 1 3 41 42 380 STREET AND ELECTRIC RAILWAYS. Table 98.— WAGE-EARNERS AT SPECIFIED DAILY RATES OF PAY, AND STATE. ENGINEERS. Total. Number at specified daily rates of pay. Median rate (dollars). Less than Jl.OO. $1.00 to $1.24. $1.26 to $1.49. SI. 50 to $1.74. $1.75 to $1.99. $2.00 to $2.24. $2.25 to 82.49. $2.50 to $2.74. $2.75 to S2.99. $3.00 and over. 1 United States 1,534 3 5 39 104 89 295 187 274 115 423 2.50 to 2.54 Alabama 9 8 12 60 21 57 8 8 23 80 54 41 12 20 23 •32 6 138 59 14 8 49 3 4 10 39 188 18 148 7 218 7 9 16 13 2 4 36 21 26 28 14 1 2 2 2 3 1 37 10 17 1 3 4 17' 4 4 3 7 7 2.25 to 2.29 2.30 to 2.34 3.25 to 3.29 2.75 to 2.79 2.50 to 2.54 2.50 to 2.54 2.50 to 2.54 2.80 to 2.84 2.50 to 2.54 2.00 to 2.04 2.00 to 2.04 2.00 to 2.04 2.00 to 2.04 2.95 to 2.99 2.25 to 2.29 1.50 to L54 2.50 to 2.54 2.50 to 2.64 2.15 to 2.19 2.50 to 2.64 2.25 to 2.29 4.00 to 4.04 2.25 to 2.29 2.50 to 2.54 2.50 to 2.54 2.65 to 2.69 2.00 to 2.04 2.30 to 2.34 3.00 to 3.04 2.50 to 2.54 2.65 to 2.59 3.00 to 3.04 2.25 to 2.29 2.50 to 2.54 2.15 to 2.19 2.15 to 2.19 2.S0 to 2.34 8.00 to 3.04 2.00 to 2.04 2.05 to 2.09 2.66 to 2.69 3 Arkansas "2 2 2 1 15 2 1 5 14 19 7 2 4 1 5 2 20 : 1 2 1 3 9 8 12 1 3 1 26 8 3 1 2 2 5 2 4 California 5 Colorado . . 6 Connecticut 2 1 6 1 7 ■ Delaware 8 Florida 1 3 1 9 Georgia 1 2 4 3 1 3 1 7 6 8 2 8 9 3 in Illinois 2 2 10 10 4 11 Indiana 1? Iowa 3 3 1R Kansas 14 Kentucky 4 2 1 7 15 Louisiana 2 2 12 1 22 7 10 Ifi Maine 6 2 2 17 Maryland 1 1 IS Massachusetts 4 5 42 8 1 1 7 15 6 3 2 5 34 17 1 2 7 3 m Michigan 8 ?n Minnesota 91 Mississippi 1 16 1 •n. Missouri 12 9,R Montana ?4 Nebraska 2 4 8 40 5 26 1 1 4 11 2 36 1 19 2 1 1 1 10 ?5 New Hampshire 1 15 26 4 33 1 22 3 3 8 77 ?fi New Jersey 13 3 10 1 3 97 New York 1 l2 9 2 9 98 North Carolina 1 99 Ohio 8 24 4 82 2 6 3 .1 80 Oregon 11 Pennsylvania 11 16 .. . 53 12 39 Ehode Island 33 South Carolina 2 5 1 2 6 1 1 4 Little Rock Traction and Electric i fi Citizens Light and Transit 4 7 785 CALIFORNIA. Total for state 6 4,947 38 4,121 1,782 3 300 1 i 3 763 Los Angeles Railway 6 4 5 2 2 20 3 2 2 3 4 8 2 26 4,400 2,445 816 200 1,828 96 40 60 460 625 813 640 8,094 4 2 4,400 647 7 Los Angeles and Pasadena 2 1,133 1 2 765 816 i 14 Oaliland Transit Consolidated i 15 Ontario and San Antonio Heights 2 200 j Ifi Pasadena and Mt. Lowe 20 2 1,328 60 ' ?n Redlands Street Railway 1 2 36 40 ( 91 Riverside and Arlington .' 99 Sacramento Electric, Gas and Railway 2 3 50 460 93 San Bernardino Valley 1 ■JR United Railroads of San Francisco 1 125 1 100 2 Af\(\ sn San Jose and Santa Clara 7 2 9 450 640 420 1 363 33 East Santa Cruz . COLORADO. Total for state 5 6,380 12 1,294 Colorado Springs and Cripple Creek 9 6 11 7 2 67 944 670 480 6,000 5,900 6 944 S Colorado Springs Rapid Transit 2 1 2 35 250 130 6,000 3,680 9 420 4 Denver, Lakewood and Golden 6 350 1 5 Denver City Tramway I CONNECTICUT. Total for state 7 644 12 1,624 3 52 Branford Lighting and Water 1 1 13 6 1 2 2 10 7 4 2 4 3 3 19 175 2,500 240 146 340 165 607 425 240 100 630 182 360 2,366 1 176 ?. Connecticut Railway and Lighting 6 1 1 1 1 4 7 4 1,200 86 146 40 140 342 425 240 7 1 1,300 125 '-^ 3 Bristol and Plainville Tramway 3 30 5 Greenwich Tramway 6 Hartford and Springiield 1 1 1 300 25 14 7 Farmington Street Railway 8 Hartford Street Railway 2 99 3 62 q Hartford, Manchester and Rockville n Meriden, Southington and Compounce in Fair Haven and Westville 2 100 17 MontvlUe Street Railway 4 8 3 7 .530 182 350 1,421 It Peoples Tramway ?3 Torrington and Winchester DELAWARE. Total for state 1 300 11 645 Wilmington and New Castle 1 6 10 3 25 470 985 911 3,912 2 4 1 22 375 485 661 3,841 4 6 2 95 200 350 9 Peoples Railway i 300 g Wilmington City 1 DISTRICT OF COLUMBIA. Total for District 3 71 ' Capital Traction 3 2 4 6 1 13 2 1,117 239 677 12 1,867 270 2 2 4 1 13 1,117 212 633 12 1,867 4 City and Suburban of Washington 2 1 27 44 S Columbia Railway fi Georgetown and Tennallytown 8 Washington and Great Falls FLORIDA. Total for state 2 270 220 60 2 6 Jacksonville Electric 1 1 220 60 1 1 Tampa Electric GENERAL TABLES. 385 Sdpplementaky Table 1.— BRIDGES AND TUNNELS OWNED BY STREET RAILWAY COMPANIES— Continued. STATE AND NAME OF COMPANY. BRIDGES. ^ TOTAL. Iron and steel. Wooden. Wooden trestles or trestle bridges. Masonry. TUNNELS. a Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. \ GEORGIA. Total for Btat6 18 460 7 150 10 300 1 10 Columbus Railroad i 9 3 2 i 101 260 30 60 120 17,320 9 260 5 Covington and Oxford 3 30 .............. A Macon Railway and Light 1 50 1 10 H Savannah Electric . 4 5 120 875 ILLINOIS. Total for state 48 3,599 40 6,819 3 56 5 5,971 Elgin, Aurora and Southern 3 3 8 4 1 3 2 1 10 1 27 2 1 14 1 6 3 1 3 4 8 142 1,560 60 5,393 1,800 538 40 120 174 920 125 800 210 1,200 1,657 150 140 75 350 76 1,319 613 9,699 1 3 40 60 1 720 1 800 s Bloomington and Normal 10 Chicago Union Traction . 3 1 5,398 11 Chicago Consolidated Traction 4 1,800 T* Calumet Electric Street Railwav 1 i 63S 1 . _ . 13 Chicago Electric Traction 3 40 16 Suburoan Railroad 2 120 '1 1 19 Metropolitan West Side Elevated 1 4 1 27 1 174 80 125 800 150 01 Chicago and Milwaukee 5 800 1 40 oo Lake Street Elevated Railroad ' 23 Chicago and Joliet 1 26 Danville Paxton and Northern 1 1 13 1 6 3 60 1,200 1,.554 150 140 76 1 fI9 St. Louis and Belleville 80 East St. Louis and Suburban 1 103 ^-l Galesburg Electric Motor 40 Coal Belt Electric Railway . .. 42 Ottawa Railway, Light and Power , , . Ppnrin. fliiH Prn.iapppt TTpiphts ] 43 1 ' 1 2 2 68 " 350 40 1,154 483 6,332 41 Central Railway 1 1 20 15 1 16 45 Peoria and Pekin Terminal . - i 4 63 160 90 2,558 46 Rockford and Belvidere 2 3 40 125 INDIANA. Total for state 27 564 1 120 Fort Wayne Traction 1 4 14 28 6 44 S 2 2 2 7 11 8 11 45 200 590 1,250 110 2,901 135 24 1,000 150 835 905 1,391 208 9,307 4 12 200 390 5 Fort Wayne and Southwestern 1 10 1 31 80 960 60 2,226 1 120 q Indianapolis, Shelby ville and Southeastern Indianapolis and Eastern 18 5 300 50 10 11 Union Traction 13 2 675 90 T> Indianapolis, Greenwood and Franklin 1 45 14 Kokomo Railway and Light 2 24 IF) Lafayette Street Railway 2 1,000 ''0 Highland Railroad 2 150 99 Richmond Street and Interurban . 5 600 1 175 1 1 60 20 9!( Indiana Railway / 10 885 9^ Terre Haute Electric 7 1 7 1,376 40 6,320 1 15 Ofi Wab^h River Traction : 10 16 168 613 IOWA. Total for state 22 3,474 Boone Electric 1 3 2 2 2 1 14 12 3 4 2 19 200 270 3,326 636 600 1,800 107 200 960 1,318 3,187 3 1 1 200 64 60 s Cedar Rapids and Marion City 1 206 fi Omaha and Council Bluffs 1 2 1 3,266 536 600 7 Tri-City Railway H Des Moines City Railway 9 Interurban Railway 14 1,800 in Union Electric 12 3 107 200 16 Mason City and Clear Lake . ''0 Sioux City Traction 2 1 2 600 318 380 2 1 7 350 1,000 2,400 , 09 Waterloo and Cedar Falls KANSAS. Total for state 6 132 6 275 lola Electric Railroad * s 8 1 1 4 5 11 375 320 300 1,160 1,032 1,140 3 100 5 275 fi Electric Railwav and Ice 1 320 ^ Pittsburg Railroad i . . . 1 3 3 2 300 1,100 1,000 126 10 Topeka Railway 1 60 n Wichita Railroad and Light 2 6 32 595 KENTUCKY. Total for state 3 420 ... Cincinnati, Newport and Covington 9 4 1 1 2 2 1 1 326 30 106 210 450 20 150 1 1 260 30 3 76 f> Lexington Railway ^ Georgetown and Lexington . 1 106 1 H Louisville, Anchorage and Pewee 1 140 1 2 70 450 1 10 Maysville Street Rauroad 1 19 Paducah Citv Railwav 1 1 20 160 ] LOUISIANA. Total for state 1 Shreveport Belt Railway g 1 31 150 10,665 1 4 160 1,360 MAINE. Total for state 10 1,684 17 7,631 Penobscot Central Railway 3 2 3 1 2 200 212 54 300 2 200 4 Bangor, Orono and Old Town 2 200 1 1 12 54 5 Bangor Hampden and Winterport 8 Benton and Fairfield 2 300 386 STREET AND ELECTRIC RAILWAYS. SuppLEMENTAHY TABLE 1 BRIDGES AND TUNNELS OWNED BY STREET RAILWAY COMPANIES— Continued. STATE AND NAME OF COMPANY. TOTAL. BRIDGES. u Iron and steel. Wooden. Wooden trestles or trestle bridges. Masonry. TUNNELS. ■2 B Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. 11 MAINE— Continued . Lewiston, Brunswick and Bath 3 2 8 1 3 2 3 1 45 1,626 638 5,240 1,300 760 100 375 60 23, 859 2 1 2 986 38 100 1 540 13 Portland Railroad 1 6 1 2 2 3 1 8 600 4,680 1,300 700 100 376 60 2,510 14 Portsmouth, Kittery and York 1 610 15 Rockland, Thomaston and Camden i Ifi Sanford and Cape Porpoise 1 60 17 Skowhegan and Norridgewock Railway and Power 18 Somerset Traction 19 Watervllle and Fairfield Railway and Light MARYLAND. Total for state 19 9,225 17 12,084 1 40 United Railways 1 26 7 2 1 8 2 232 21,000 1,850 700 BO 197 62 32,594 13 9,000 12 12,000 i 8 Frederick and Middletown 7 1 1,850 660 4 Kensington Railway 1 ■■ 46' "1 7 Baltimore and Washington 1 3 2 107 60 113 62 11,187 :i i 8 Washington and Glen Echo 5 84 1 9 Washington and Rockyille MASSACHUSETTS. Total for state . . . 47 3,847 147 32 8,866 45 fiiin 1 ; 1 8,654 Amherst and Sunderland 1 9 3 16 14 1 3 1 5 4 3 7 1 2 3 2 1 1 1 2 1 1 1 9 7 4 1 2 2 4 4 5 9 3 2 1 1 ft 6 1 2 2 1 1 31 9 2 4 14 6 11 1 94 400 64 3,317 1,901 8,664 474 40 270 475 686 660 195 164 80 800 BOO 20 40 87 150 50 80 1,687 700 150 60 100 325 283 1,338 128 160 60 13B 70 33 75 680 40 2,000 70 660 35 210 130 110 590 2,268 580 1,200 60 19,719 2 3 9 6 S3 B4 1,103 949 3 4 220 3 Lexington and Boston 4 Old Colony Street Railway 1 3 32 67 6 B 2,182 895 f) Boston and Northern 6 Boston Elevated Railway 1 8,554 7 Lowell and Boston 1 52 1 1 20 40 1 402 9 Blue Hill Street Railway 10 Hoosac Valley 3 1 3 4 160 100 686 160 1 3 70 1 40 11 Concord, Maynard and Hudson 375 12 Conway Electric Railway 1 Ifi Providence and Fall River 2 1 40 195 1 460 17 Dartmouth and Westport 18 2 164 20 Gardner, Westminster and Fitchburg 2 1 1 1 50 200 600 20 1 30 ?1 Greenfield and Turners Falls 1 600 ?3 Haverhill, Georgetown andT)anvers 24 Haverhill and Amesbury 2ft Holyoke Street Railway 1 40 2fi Lawrence and Reading 2 87 28 Middleton and Danvers 1 160 29 Norfolk and Bristol 1 60 32 Medfield and Medway 1 6 80 1,499 33 Middleboro, Wareham and Buzzards Bay Milford and Uxbridge 3 6 2 1 2 1 3 2 4 3 1 2 1 1 88 BOO 75 60 100 300 203 1,308 110 120 40 13B 70 33 3ft 1 200 37 South Middlesex Street Railway 2 75 39 New Bedford and Onset \- ■ 40 Citizens Electric Railway 41 Georgetown, Rowley and Ipswich 1 25 46 Northampton Street Railway 1 2 80 30 47 Northampton and Amherst 49 Norton and Taunton 1 18 fil Pittsfield Electric 6 40 fi4 Norwood, Canton and Sharon 2 20 ftft Shelburne Falls and Coleraine fifi Southbridge and Sturbridge 57 Hampshire Street Railway i ftS Springfield Street Railway 5 i 76 59 Springfield and Eastern 5 1 1 2 520 40 800 70 1 60 fil East Taunton Street Railway p fi2 Bristol County 1 1,200 fi3 Templeton Street Railway 64 Marthas Vineyard 1 1 650 35 fifi Reading, Wakefield and Lynnfield 67 Hampshire and Worcester 4 7S 27 135 68 Warren, Brookfield and Spencer 9 130 69 Webster and Dudley 2 8 4 4 11 1 22 110 490 249 200 1,200 50 4,054 70 Woronoco Street Railway 1 100 72 Worcester Consolidated 7 1 169 30 •3 1 1,860 350 73 Worcester and Blackstone Valley 74 Worcester and Southbridge 75 Worcester and Webster MICHIGAN. Total for state 9 848 58 14,287 1 400 4 130 Detroit United Rail wav 4 9 10 2 17 13 11 8 1 3 5 2,860 2,109 266 16 600 3,428 1,290 335 1,000 30 648 1,637 740 2,370 10 326 2,066 1 2 2 70 450 256 6 8 2,350 1,659 1 400 1 40 ft Detroit and Port Huron Shore Line 6 Detroit, Ypsilanti, Ann Arbor and Jackson Escanaba Electric Railway 7 1 16 8 Grand Rapids Railway 1 11 600 480 9 Grand Rapids, Grand Haven and Muskegon Grand Rapids, Holland and Lake Michigan Houghton County Street Railway 4 48 2 10 5 1 2,900 1,200 315 1,000 10 3 90 11 2 20 12 Twin City General Electric 13 Negaunee and Ishpeming 1 80 14 Jackson and Suburban Traction 1 168 2 11 480 1,687 1ft Michigan Traction 18 Marquette and Preaque Isle 1 740 9,0 Toledo and Monroe 1 40 7 2,330 21 Muskegon Traction and Lighting 1 10 22 Detroit, Plymouth and Northville 1 2 25 1,96B 2 3 300 24 Saginaw Valley Traction 100 GENERAL TABLES. 387 Supplementary Table 1.— BRIDGES AND TUNNELS OWNED BY STREET RAILWAY COMPANIES— Continued. STATE AND NAME OF COMPANY. TOTAL. BKIDGES. !ri Iron and steel. Wooden. Wooden trestles or trestle bridges. Masonry, TUNNELS. a Num- ber, Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber, Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. MINNESOTA. Total for state 2 1,360 1 60 1 1,300 Duluth-Superior Traction 2 1 1 8 60 1,300 322 1 60 6 Winona Railway and Light 1 7 1,300 302 MISSISSIPPI. Total for state 1 20 1 Meridian Light and Railway 3 5 3 93 160 162 20,918 1 20 4 3 60 140 162 6,491 1 5 Vicksburg Railroad, Power and Manufacturing . . MISSOURI. Total for state , » 13,136 ■i 432 3 60 1 1 nan Carrollton Electric Railway 2 4 4 10 19 1 3 23 6 3 10 8 2 7 475 72 1,949 14,137 20 115 2,018 286 600 520 700 27 615 1 1 70 12 3 405 4 Hannibal Railway and Electric ? 60 b Southwest Missouri Electric Railway 2 16 160 11,729 8 1 1 2 11 6 2 7 8 2 4 1,789 1,458 20 75 1,432 225 100 260 700 27 416 6 Metropolitan 1 150 1 800 7 Missouri Water, Light and Traction 8 St. Joseph Railway, Light, Heat and Power St. Louis Transit 1 12 1 1 2 40 586 60 .500 60 9 iO St. Louis and Suburban 11 St. Louis and Meramec River 12 St. Louis and Kirkwood 1 200 13 St. Louis, St. Charles and Western 14 Railway and Electric of Sedalia MONTANA. Total for state 2 150 1 50 Anaconda Copper Mining 1 1 5 1 15 40 525 60 756 1 3 40 375 ■i Butte Electric Railway 2 150 b Helena Power and Light 1 15 50 756 NEBRASKA. Total for statem • Lincoln Traction 1 15 9 766 6,285 l.i 4 766 •),380 NEW HAMPSHIRE. Total for state 3 206 2 700 Exeter, Hampton and Amesbury 1 3 4 2 1 2 88 5,405 130 50 700 25,940 1 2 75 130 3 5,330 ] 4 Keene Electric Railway : 1 6 Manchester Street Railway 1 .50 ' '■ V Portsmouth Electric Railway 1 ■1 25 700 16, 006 NEW JERSEY. Total for state 34 6,973 22 2,842 7 119 Bridgeton and Millvllle 2 7 1 3 5 2 9 5 4 2 4 9 3 3 1 2 5 23 410 203 5,280 2,267 310 1,500 2,537 1,160 3,615 75 950 4,925 864 60 12 400 510 1,782 43,795 6 82 i 2 121 6,280 2,150 3 Brigantine Transportation il 1 4 Camden, Gloucester and Woodbury 1 117 b Camden and Suburban 4 ■1 298 ] , .500 1 i2- V Elizabeth, Plainiield and Central Jersey 8 New Jersey and Hudson River Railway and Ferry 7 3 2 1,927 160 1,500 2 2 610 1,000 2,115 a Jersey City, Hoboken and Paterson 10 North Jersey Street Railway 11 Jersey Central Traction 2 75 12 Monmouth County Electric 2 2 1 60 2,120 60 2 6 900 2,480 13 Atlantic Coast Electric Railroad 1 2 3 325 304 60 14 Millville Traction 1 18 Orange and Passaic Valley , 19 South Orange and Maplewood 1 12 1 20 Rarltan Traction 1 100 I 5 111 300 200 1 23 Trenton Street Railway 4 5 203 310 645 22, 286 24 Camden and Trenton 7 88 180 2,872 850 15, 396 6 6 107 442 NEW YORK. Total for state . o ■-> on/i Albany and Hudson Railway and Power Hudson Valley Railway 1 20 38 15 4 2 1 6 4 67 17 3 8 2 1 3 2,996 2,298 450 236 110 41 860 112 6,206 5,945 1,177 470 104 100 84 14 22 2,914 1,134 6 13 10 82 639 400 || 3 3 525 4 Troy and New England 5 50 5 Amsterdam Street Railroad 3 2 1 2 4 28 16 2 7 1 176 110 41 200 112 4,360 5,553 252 370 90 1 60 '" 6 Auburn City Railway 7 Auburn Interurban Electric 1, 8 Ballston Terminal Railroad 1 60 3 600 1 ii 9 Binghamton Railwav 1 '** 10 International Railway 1 40 38 1,806 1 'i 11 Crosstown Street Railway 1 392 12 Buffalo and Depew 1 1 926 100 17 Cortland County Traction 1 i IS Coming and Painted Post 1 14 1 1 21 Elmira Water, Light and Railroad 1 2 100 33 1 1 ! 24 Fonda, Johnstown and Gloversville i 61 1 1 i '688 STREET AND ELECTRIC RAILWAYS. Supplementary Table 1.— BEIDGES AND TUNNELS OWNED BY STREET RAILWAY COMPANIES— Continued. STATE AND NAME OF COMPANY BKIDeES. Ch' TOTAL Iron and steel. Wooden. Wooden trestles or trestle bridges. Masonry. TUNNELS. n Num- ber. Length, leet. Nnm- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. ?fi NEW YORK— Continued. Geneva, Waterloo, etc.. Traction ... 2 6 8 3 1 9 11 1 1 5 1 16 10 1 8 1 5 1 4 5 2 8 5 3 1 1 17 6 1 15 6 6 24 6 10 1 6 9 215 60 369 178 30 620 296 1,000 19 250 10 2,416 869 1,800 1,139 60 166 600 336 900 110 144 1,100 66 26 207 834 2,400 157 862 786 1,819 1,190 780 616 160 139 433 1 16 1 5 1 3 200 40 40 178 ?7 Mountain Lake Electric 1 20 ?8 Bennington and Hoosick Valley 7 319 30 Hornellsville and Canisteo SI Huntington Railroad. . 1 30 8^ Ithaca Street Railway 4 ; 11 585 296 6 36 3R Jamestown Street Railway 34 Kingston Consolidated . 1 1.000 3fi Lima-Honeoye Light and Railroad 1 19 37 Middletown-Goshen Electric 3 210 2 1 13 8 40 10 250 112 38 New York and Long Island Traction 3^) Orange County Traction 2 2,165 40 New Paltz and Poughkeepsie 2 767 41 Interurban 1 : 1 1,800 fi8 Brooklyn Rapid Transit 4 387 1 30 3 1 752 60 fil New York and Queens County fi? New York and North Shore . ... 1 1 3 40 600 306 4 126 84 Staten Island Electric i fiiS Niagara Gorge Railroad 1 1 30 300 1 68 Glean, Rock City and Bradford 4 1 600 A9 Glean Street Railway 2 3 110 74 71 Oneonta, Cooperstown and Richfleld Springs Oswego Traction 5 4 2 70 100 24 73 1 1 1,000 32 7^ Penn Yan Keuka Park and Brancliport 77 New York and Stamford i i 4 26 207 .. 80 Rochester Railway . . :;;:::::i::;::;;:::! 8'' Rochester and Sodus Bay 17 6 834 2,400 1 83 Rochester Charlotte and Manitou 87 Southfield Beach Railroad 1 2 157 39 88 Syracuse Rapid Transit . 13 4 . 3 18 3 9 823 186 319 1,100 80 404 m Syracuse and Suburban 2 2 600 1,470 90 Syracuse Lakeside and Baldwinsville 1 6 30 90 1 91 Utica and Mohawk Vallev " J 1 9'> Black River Traction ... I 3 1 700 112 ' 1 93 Elmira and Seneca Lake 1 94 Buffalo, Gardenville and Ebenezer 1 160 9S Hamburg Railway - . 3 1 110 100 3 29 NORTH CAROLINA. Total for state . 8 333 Asheville Electric 1 1 3 1 4 394 18 76 60 280 42,650 1 3 I 43 18 75 60 180 1,278 Asheville Street Railroad ^ Charlotte Railway Ligiit and Power 1 7 Fries Manufacturing and Power 1 200 100 17,894 i OHIO. Total for state 130 22,818 20 630 i 1 ' 30 Pennsylvania and Ohio 9 1 9 90 33 392 660 80 2,362 1,220 916 380 330 2,700 2,330 1,360 2,170 400 422 436 2,740 1,600 60 1,180 6,043 18 1,140 225 400 388 445 234 200 165 1,063 6,081 330 2,763 1,635 21,564 1 7 2 i 1 14 4 3 3 2 2 8 2 4 4 17 6 10 3 90 23 142 60 80 290 600 136 360 150 2,400 1,180 1,060 170 400 344 288 2,000 500 i s Ohio Central Traction 2 10 1 F> StaFk Electric 4 2 1 260 500 ^ Canton-Akron 1 in Mill Creek Valley 1 28 5 6 i 1 11 Cincinnati, Dayton and Toledo 9 162 5 1 1 1,900 720 480 ...'....i.:.: 1'' Cincinnati, Lawrenceburg and Aurora Cleveland Electric Railway 1 13 1 300 1 15 Cleveland, Elyria and Western i 1 30 Ifi Eastern Ohio Traction 7 3 120 2 1 3 6 16 60 300 1,060 300 2,000 17 Cleveland, Painesville and Eastern 3 ^ 20 4 26 16 17 6 1 6 31 2 7 3 3 6 10 6 5 9 24 65 3 36 7 9 1 18 Northern Ohio Traction 4 90 1 ''0 Columbus London and Springfield *>! Columbus, Buckeye Lake and Newark OS Dayton and Western ''fi Dayton and Northern 9 1 '1 78 18 100 07 Dayton Springfield and Urbana . 10 5 3 130 640 1,000 OR Davton and Trov 09 Dayton and Xenia 30 Peoples Gas and Electric 1 50 33 East Liverpool Railway , . . . 3 22 1 1 830 1,069 10 65 2 3 300 4,650 1 6 50 324 36 Western Ohio Railway , 37 Lorain Street Railway 1 8 38 Mansfield Railway Light and Power . . . 6 3 3 2 9 1,076 225 400 50 400 flO Tuscarawas Traction 43 Ohio River Railway and Power •17 Springffield and Xenia - ... ... . 4 1 4 4 3 13 27 2 22 338 45 1.54 14(1 65 636 1,796 300 2,395 19 Steubenville Traction and Light ^1 Tiffin, Fostoria and Eastern 2 80 ^3 Toledo Bowling Green and Southern . ... i 1 60 5-1 Toledo Fostoria and Findlay 6 90 5'i Toledo and Western 11 28 1 628 4,286 30 5fi 57 Toledo and Maumee Valley 61 Youngstown-Sharon Railway and Light Mn honing Vallev 14 368 62 7 7 1,536 21, 240 OREGON. Total for state 2 324 Astoria Electric 1 1 2 3 3 5,600 9,200 6,264 600 1 2 1 3 6,500 9,200 6,940 600 2 4 Portland Citv and Oregon 2 324 6 Salem Light, Power and Traction GENERAL TABLES. 389 Supplementary Table 1.— BRIDGES AND TUNNELS OWNED BY STREET RAILWAY COMPANIES— Continued. STATE AND NAME OF COMPANY. PENNSYLVANIA. Total for state Lehigh Valley Traction Philadelphia and Lehigh Valley AUentown and Kutztown Traction Altoona and Logan Valley Columbia and Montour Bradford Electric Street Railway Carlisle and Mt. Holly Cumberland Valley Traction Chester Traction Media, Middletown, Aston and Chester. . Philadelphia and Chester Railway Connellsville Suburban Newtown Electric Street Railway Doylestown and Easton Doylestown and Willow Grove Easton and Nazareth Erie Electric Motor Erie Traction Erie Rapid Transit Gettysburg Transit Lehigh Traction Hamsburg Traction Harrisburg and Mechanicsburg Cambria Incline Plane Johnstown Passenger Railway Kittanning and Ford City Conestoga Traction Lebanon Valley Lewlstown and Reedsville Susquehanna Traction Lykens and Williams Valley Schuylkill Traction Meadville Traction Lewisburg, Milton and Watsontown Schuylkill Valley Traction Lansdale and Norristown Peoples Street Railway Citizens Traction Philadelphia and West Chester Traction. Fairmount Park Transportation Delaware County and Philadelphia Montgomery and Chester Pittsburg Railways Pittsburg, McKeesport and Greensburg . . Pittsburg, McKeesport and Connellsville Ringing Eocks Electric Pottsville Union Traction Funxsutawney Street Railway United Traction Waverly, Sayre and Athens Neversink Mountain Railroad Scranton Railway Shamokin and Mt. Carmel Shamokin and Edgewood Tamaqua and Lansford Titusville Electric Traction Warren Street Railway West Chester Street Railway Wilkesbarre and Wyoming Valley Wilkesbarre, Dallas and Harveys Lake . . Williamsport Passenger Railway York and Dover Electric York and Dallast,own Electric York Street Railway RHODE ISLAND. Total for state Sea View Railroad Pawtucket Street Railway Rhode Island Suburban Pawcatuck Valley Railway SOUTH CAROLINA. Total for state Charleston Railway, Gas and Electric . . . Columbia Railway, Light and Power ■Greenville Traction Rock Hill Water, Light and Railway Spartanburg Railway, Gas and Electric. TENNESSEE. Total for state Chattanooga Electric Railway Rapid Transit of Chattanooga Electric Railway of Clarks viUe KnoxTille Traction Memphis Street Railway Nashville Railway 1165—05 26 Num- ber. 352 20 12 Length, feet. 34,564 1,500 1,045 715 575 420 100 140 70 90 535 100 50 300 60 1,000 719 200 170 215 90 241 170 150 100 775 62 2,360 63 210 40 120 2,368 240 90 36 100 90 755 60 2,922 440 360 2,775 799 2,770 76 150 96 867 400 288 3,060 1,100 10 300 330 60 630 340 217 265 120 155 23 4,518 1,280 460 2,766 12 8,600 7,480 70 350 100 600 4,631 Iron and steel. Num- ber. 146 Length, feet. 17,483 1,600 606 303 575 90 125 100 200 60 26 90 60 60 68 100 150 100 775 22 560 198 40 286 240 25 35 100 90 615 60 2,322 440 60 1,265 200 970 744 400 2,300 800 270 180 265 120 680 680 180 180 2,436 66 400 120 1,860 Wooden. Num- ber. 100 12 11 Length, feet. 3,481 151 262 100 110 50 100 70 100 80 47 710 45 12 258 "65 133 150 96 123 60 800 10 30 30 187 23 294 294 450 350 100 475 126 350 Wooden trestles or trestle bridges. Num- ber. 53 15 Length, feet. 11,272 160 320 100 300 564 100 136 20 1,100 120 1,825 240 1,520 406 1,800 75 700 400 3,544 1,280 460 1,792 12 7,970 ,300 70 600 1,446 20 250 1 6 1 200 1 950 2 40 Masonry. Num- ber. 44 Length, feet. 60 1,000 60 70 100 160 75 276 30 15 200 60 Num- ber. Length, feet. 75 500 60 390 STREET AND ELECTRIC RAILWAYS. Supplementary Table 1.— BRIDGES AND TUNNELS OWNED BY STREET RAILWAY COMPANIES— Continued. STATE AND NAME OF COMPANY. BRIDGES. Ma t-4 TOTAL. Iron and steel. Wooden. Wooden trestles or trestle bridges. ^onry. TrNNELS. B s Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- 1 Length, her. 1 feet. TEXAS. Total for state Ii4 6,113 3 380 9 1,078 50 4 ,,565 , 2 90 1 > 9 Bonham Electric Railway, Light and Power Rapid Transit o 6 11 10 19 5 1 1 8 1 10 30 190 550 1,058 1,780 1,400 200 30 800 75 295 2 1 11 5 16 6 1 30 30 .5.50 80 1,400 1,400 200 1 4 4 100 1 60 1 5 Denison and Sherman 1 6 El Paso Electric Railway 5 978 1 7 Northern Texas Traction 3 380 1 S Galveston Street Railway 9 Houston Electric . . . . 1? Paris Transit . 1 1 30 IS San Antonio Traction 8 1 800 75 1 ■ 15 Citizens Railway 1 UTAH. Total for state 1 150 9 145 ( 1 ' 1 Ogden Rapid Transit 6 210 1 150 S 60 25 60 87 i 1 1 ? Consolidated Railway and Power ,2 '25 2 1 60 2 2 i s Salt Lake and Utah Valley 1 VERMONT. Total for state 18 2,534 1 . ■>K2 7 4 1,165 1 1 1 1 Barre and Montpelier i 1 1 1 3 3 3 3 6 81 222 265 450 836 761 32,549 2 1 190 2 1 256 1 1 32 9 1 ' 1 1 9 Bellows Falls and Saxtons River 1 6 St. Albans Street Railway • 3 450 1 7 Springfield Electric Railway 3 S'Mi ' i Ij s Mt. Mansfield Electric Railway 5 9 46 1 1 2,796 55 716 1 . ■' ..... . VIRGINIA. Total for state 1 15 1 4,,S2U 24, ills 1 2 9 Charlottesville City and Suburban 1 1 3 3 1 3 3 10 6 4 19 6 1 8 4 11 52 516 43 1,640 2,000 3,761 4,981 6,600 1,810 2,984 270 600 3,283 212 3,949 39, 954 1 ■) 86 as 2 430 1 s Washington, Arlington and Falls Church Citizens Railway, Light and Power 1| f> 1 3 3 8 4 2 14 3 1 4 2 8 43 1,640 2,000 3,761 4,7.55 3,800 700 2,382 200 500 773 107 3,870 37,988 6 Newport News and Old Point Railway and Electric 1 7 Bay Shore Terminal 8 Norfolk and Atlantic Terminal . . 2 1 226 1 1,300 1 1 110 4 .560 q Berkley Street Railway 1 1 1 2 1,600 1,000 42 70 10 Norfolk Railway and Light T> Richmond and Petersburg Electric IS 1-1 Norfolk, Portsmouth and Newport News Virsrinia Passenger and Power 18 4 2 1 2,510 105 15 19 Roanoke Railwav and Electric j, ''I Washington, Alexandria and Mt. Vernon WASHINGTON. Total for state 1 9 60 1,966 1 4 i Everett Railway and Electric 1 1 3 26 3 1 11 7 23 1.50 320 33,177 625 25 3,673 1,984 11,225 1 3 23 3 160 320 32, 920 625 I Olympia Light and Power 1 ' ' 1 ^ Seattle Electric 3 257 1 /\ Seattle and Renton f) Washington Water Power 1 25 7 Tacoma Railway and Power . 11 2 11 3, 673 300 9, 6L)U j R 5 5 1,684 375 WEST AaRGINIA. Total for state 7 1,190 Camden Interstate Railway ' 4 8 9 4 20 3,540 4, 455 2,700 530 6,706 2 1 1 3 6 600 40 100 460 4,243 2 3 300 76 4 5 1 1 9 2,640 4,340 2,600 80 1 '^4,^ 1 5 Parkersburg Marietta and Interurban 7 Wheeling Traction H Wheeling and Elm Grove WISCONSIN. Total for state 5 515 Wisconsin Traction, Light, Heat and Power Ashland Light, Power and Street Railway Chinnpwa Vftllcv Electric Railroad 1 , 1 1 ') 2 1 1 1 2 i 3 800 300 12 200 170 75 1,200 16 3,383 .1,50 1 800 o - 300 9 ■1 19 5 Fox River Electric Railway and Power 1 i 200 1 1 170 7 La Crosse Citv Railwav 9 1 75 10 1 200 1 1 1, 000 16 11 Marinette Gas, Electric Light and Street Railway . Milwaukee Light Heat and Traction lA 4 3,243 2 140 IS 3 550 ' HAWAII. — 9 298 1 90 5 184 3 24 Honolulu Raoid Transit and Land 1 ■7 8 1 2 238 60 518 1 90 4 1 124 60 3 24 :^ Pacific Heights Electric Railway PORTO RICO. Xotal 2 518 San Juan Light and Transit ; 2 518 ■1 518 Gf]NERAL TABLES. SuppLEMENT.\EY Table 2.— FEEDER CONDUIT SYSTEM, LKX(iTH IX MILES. 391 u STATE AND NAME OF COMPANY. TOTAL. ( CONCKIiTE. 1 TERRA COTTA A Nil VITRIFIED CLAY. IRON PIPE. WOODEN DUCT, ETC. a 3 street oc- cupied. Duct. Street oc- cupied. Duct. Street oc- cupied. Duct. Street oc- cupied. Duct. Street oc- cupied. Duct. UNITED STATES 589.3 6, 546. 9 13.5 95.3 336.6 1 3,906.1 156.0 1,981.4 83. 2 665 1 DISTRICT OP COLUMBIA. Total for district ■JS.9 195. 5 14.1 77.5 14.8 118.0 Capital Traction 3 9.7 8.6 10.6 • 8.3 74.1 66.9 54.5 41.3 3.6 23.0 6.2 8.6 51.1 66.9 4 City and Suburban of Washington 7 Metropolitan Railroad 10.6 7.0 7.0 30.1 54. 5 GEORGIA. Total for state 40.0 1.3 1.3 Georgia Railway and Electric ? S.3 32.6 41.3 145.8 40.0 121.3 1.3 .4 1.3 4.6 ILLINOIS. Total for state „ 19.9 Chicago City Railway q 6.6 26.0 33.0 CS.8 ■> 1 ' 10 4.1 26 44.3 77.0 233.8 .4 4.6 10 Chicago Union Traction 77.0 ;-ils.5 MASSACHUSETTS. Total for state 1 1 26.4 6.5 84.6 j .1 ] Old Colony Street Railway 4 .5 22.8 1.5 .1 s.l .1 3.3 227.5 15.0 .1 72.6 ....1 .5 10. 3 1.5 3.3 142.9 16.0 1 6 Boston Elevated Railwt.y 6.6 84.6 I SS Union Street Railway 'il Pittsfleld Electric .1 1 58 Springfield Street Railway 8 1 72.6 i MICHIGAN. Total for .state .1 .1 .1 Bay Cities Consolidated ? .1 14.0 .1 27.5 .1 .1 MINNESOTA. Total for state .5 2.5 13.5 2.5.0 Twin City Rapid Transit 3 14.0 1.3 27.5 18.8 .5 2.5 13.5 .5 ■'5 MISSOURI. Total for state .8 18.3 ■ ^ St. Louis Transit q 1.3 3.7 18.8 76.0 .8 18.3 .5 .1 . 5 .6 NEW JERSEY. Total fur state 3.6 7.5.4 New Jersey and Hudson River Railway and Ferry 8 .2 3.6 146. S .6 76. 4 3, 317. 1 o 96.2 .6 74.8 2,294.2 1 28.9 1, 836. 2 13.0 275.0 133.5 7.6 1 9.5 in North Jersey Street Railway .1 32.2 .6 i 943.4 NEW YORK. Total for state 10.6 57.0 6.9 OO c. International Railwav 10 17.2 95.0 3.1 12.9 10.0 7.6 6.0 105.1 2,77.S.9 13.0 279.0 133.5 7 6 4li.5 10.,5 .57.0 2. .s 60.0 3.1 12.7 10.0 7.6 .5 3.9 3.0 IQ 2 41 Interurban 32.0 939.4 ■^ ^ 49 Kingsbridge Railway 55 Mannattan Railway (elevated) T " " 4.0 fin Brooklyn Rapid Transit 80 Rochester Railway OHIO. Total for state 5.5 37.0 Toledo Railways and Light 5'' 6.0 204. 8 46.5 1, 685. S .5 47.4 9.5 1 376.9 376.9 5.6 81.2 37.0 766.4 PENNSYLVANIA. Total for state 76.2 540 5 Union Traction 53 200.8 4.0 110.8 1,681.8 4.0 674.0 47.4 81.2 766 4 1 72 2 4 638 5 5S 4 WISCONSIN. Total for state no. 8 674.0 Milwaukee Electric Railway and Light Milwaukee Light, Heat and Traction 1 1 13 108.0 2.8 636.0 38.0 lOS.O 2. s 636.0 38.0 1 14 ■" i 1 i 392 STREET AND ELECTRIC RAILWAYS. ) Supplementary Table 3.— WATER WHEELS AND GAS ENGINES. STATE AND NAME OF COMPANY. » WATER WHEELS. s Total. 600 H. P. or under. OverSOOH.P.and underl,OOOH.P. 1,000 H. P. and under 2,000 H. P. GAS ENGINES. a No. H. P. No. H. P. No. H. p. No. H. P. No. H. P. UNITED STATES 159 49,153 129 22,453 12 6,850 18 19,850 16 1,926 CALIFORNIA. Total for state ' 6,495 3 246 5 6,250 3 175 Los Angeles and Pasadena 7 1 2 45 200 1 2 45 200 15 Ontario and San Antonio Heights 16 Pasadena and Mt. Lowe 2 100 9? Sacramento Electric, Gas and Railway 5 6,260 5 6,260 an San Jose and Santa Clara 1 75 COLORADO. Total for state 1 250 1 250 Colorado Springs and Cripple Creek . . 1 3 250 646 1 3 250 646 CONNECTICUT. Total for state Peoples Tramway 19 3 8 646 1,400 3 8 646 1,400 FLORIDA. Total for state 1 Tampa Electric !i ! A 8 17 1,400 5,470 8 13 1,400 3,070 1 GEORGIA. Total for state 4 2, 4'jJ Athens Electric Railway / ■■■"il 1 1 4 7 6 1 1,050 3,220 1,200 60 4 3 6 1 1,050 820 1,200 60 1' ' 9 Augusta Railway and Electric 4 2,400 1 i Columbus Railroad IDAHO. Total for state Boise Rapid Transi t 1 1 1 2 60 550 1 2 60 550 ILLINOIS. Total for state 5 400 Chicago Union Traction 10 5 400 /jo Ottawa Railway, Light and Power 2 23 560 3,325 2 23 560 3,326 MAINE. Total for state : Public Works 15 1 7 13 2,000 75 1,250 1,732 15 1 7 13 2,000 75 1,250 1,732 i ' Ifi Sanford and Cape Porpoise T^ Waterville and Fairfield Railway and Light MASSACHUSETTS. Total for state Greenfield and Turners Falls ! 1 ''1 4 1 2 6 12 440 250 450 592 10,280 4 1 2 6 2 440 260 450 692 280 1! i 'y'^ Shelburne Falls and Coleraine • i ■' 5^1 Springfield and Eastern ,1 1 70 Worcester Consolidated ... . 1 MINNESOTA. Total for state 10 10,000 Twin City Rapid Transit . 1 ^ 12 1 10,280 250 2 1 280 250 10 10,000 1 MONTANA. Total for state Anaconda Copper Mining 1 1 1 21 250 8,645 1 17 250 4,395 ! NEW YORK. Total for state 1 650 3 3,600 1 2 100 1 3 14 31 32 67 89 Albany and Hudson Railway and Power 8 4 2 5,300 1,300 275 6 4 1,700 1,300 275 3 3,600 Hudson Valley Railway Ontario Light and Traction 1 i Huntington Railroad ■' 100 Ithaca Street Railway 2 4 1 800 320 650 2 4 800 320 j ' Syracuse and Suburban i 650 1 GENERAL TABLES. SuppLEMENTAKY Tablb 3.— WATER WHEELS AND GAS ENGINES— Continued. 393 STATE AND NAME OF COMPANY. WATER WHEELS. n Total. SOOH.P.orunder. Over 600 H.P. and under 1,000 H.P. 1,000 H. P. and under 2,000 H. P. GAS ENGINES. No. H.P. No. H.P. No. H. P. .\o. H.P. 1 No. H.P. NORTH CAROLINA. Total for state 22 2,950 22 2,950 1 Asheville Electric 1 1 6 16 1 950 2,000 600 6 16 950 2,000 7 Fries Manufacturing and Power OHIO. Total for state 1 600 1 1 2 250 Lancaster Traction S4 2 250 ^1 Toledo and Maumee Valley 1 2 600 200 1 600 PENNSYLVANIA. Total for state 2 200 3 1,000 Mauch Chunk, Lehighton and Slatington ^0 2 200 2 200 SI Citizens Traction . . ... 1 2 400 8fS Warren Street Railway 600 VERMONT. Total for state 2 140 2 140 Brattleboro Street Railway 1 ^ 2 B 140 950 2 5 140 950 1 VIRGINIA. Total for state Lvnchbursr Traction and Li&'ht \ 2 3 6 350 600 1,325 2 3 350 600 1,325 ' lf> Radford Water Power WASHINGTON. Total for state Olvmpia Light and Power ■> 5 12 1,325 3,885 5 6 1,325 685 WISCONSIN. Total for state 6 3,200 Wisconsin Traction Li^ht Heat and Power ] 6 5 1 3,200 475 210 6 3,200 T* Merrill Railway and Lighting 6 1 475 210 17 Waupaca Electric Light and Railway Supplementary Table 4.— ALTERNATING-CUREENT DYNAMOS. 13 n STATE AND NAME OF COMPANY. TOTAL. 500 H. p. OR UNDER. OVER 500 H. p. AND UNDER 1,000 H. P. 1,000 H. P. and UNDER 2,000 H. p. 2,000 H. p. AND OVER. r No. H.P. No. H.P. No. H. p. No. H.P. No. H. p. UNITED STATES 441 231, 924 329 61,935 54 36,418 36 39,696 22 93, 875 ALABAMA. Total for state 11 1,737 11 1,737 Birmingham Railway, Light and Power 4 1 2 4 3 712 75 140 810 466 4 1 2 4 3 712 75 140 810 466 l\ Alabama City Gadsden and Attalla 5 Hiintsville Railway Liffht and Power ft Mobile Light and Railroad 1 ARKANSAS. Total for state (^itiypns Liffht and Transit 1 R 3 6 466 5,090 3 1 466 90 CALIFORNIA. Total for state 5 5,000 i 15 1 5 6 90 5,000 1,691 1 90 22 5 5. nnn -■ COLORADO. 5 1,024 1 667 "Rnnlripr T?nilwflv and ntilitv 1 ■ ' 1 2 8 2 1 3 185 306 1,200 2 1 2 185 306 633 1 1. ! " Pnlnrftdn RnriTie"R nnd Crinnle Creek , Pueblo Traction and Lighting i 667 ; 394 STRf:ET AND ELECTRIC RAILWAYS. Supplementary Table 4.— ALTERNATING-CURRENT DYNAMOS— Continued. 2 11 15 19 4 5 25 36 63 74 STATE AND NAME OE COMPANY. TOTAL. 500 H. P .OR UNDER. ! OVER 500 H. P. AND t UNDER 1,000 H. P. 1,000 H. p. AND UNDER 2,000 H. P. ] 2.000 H. P. AND 1 OVER. No. H. P. No. H. P. No. H. P. No. H. p. i No. H. p. CONNECTICUT. Total lor state 16 3,160 15 2,620 1 540 J 1 Branford Lighting and Water 2 IS 1 11 300 2,320 540 2,313 2 13 300 2,320 1 Connecticut Kailwav and Lighting Peoples Tramway . ." 1 540 FLORIDA. Total for state 11 2,313 1 , ■ ; Jacksonville Electric 2 5 4 20 400 413 1,500 7, 643 2 5 4 16 400 413 1,500 2,963 : 1 1 Key West Electric Tampa Electric 1 GEORGIA. Total for state 3 2,000 2 2,680 ! i Athens Electric Railway 1 3 2 7 3 2 2 11 335 3,480 1,200 1,055 560 213 800 2,750 1 335 1 1 Georgia Railway and Electric f 1 800 1,200 2 j 2,680 Augusta Railway and Electric 2 1 Columbus Railroad 7 3 2 2 11 1,055 660 213 800 2,760 Macon Railway and Light 1, i City Electric Railway 1 r 1 " Savannah Electric ... ' ILLINOIS. Total for state - -"- Egypt Electric 2 1 2 3 2 1 13 150 150 750 1,100 400 200 8,955 2 i 2 3 ■1 1 8 150 150 7,50 1,100 400 200 1,256 Calumet Electric Street Railway Chicago and Milwaukee Danville Railway and Light . Ottawa Railway, Light and Power Peoria and Pekiu Terminal INDIANA. Total for state 1 700 1 1,000 3 6,000 Fort Wayne and Southwestern 1 1 3 2 1 6 20 1,000 700 6,000 230 125 900 3,379 1 1,000 Indianapolis, Shelbyville and Southeastern 1 700 Union Traction 1 1 3 6,000 Madison Li^ht and Railway 2 1 5 20 230 125 900 3,379 Indiana Railway Terre Haute Electric IOWA. Total for state Boone Electric 2 2 3 2 3 3 2 2 1 3 176 300 666 200 600 640 600 123 275 660 2 2 3 2 3 3 2 2 1 8 175 300 666 200 600 540 600 123 275 560 1 Burlington Railway and Light 1 Union Electric Fort Dodge Light and Power Keokuk Railway and Power 1 Marshalltown Light, Power and Railway Ottumwa Traction and Light Tama and Toledo Waterloo and Cedar Falls 1 KANSAS. Total for state Pittsburg Railroad 1 2 10 160 400 1,473 1 2 10 160 400 1,473 Wichita Railroad and Light KENTUCKY. Total for state Lexington Railway 6 5 1 773 700 73 5 5 1 773 700 73 Paducah City Railway LOUISIANA. Tot«,l for state ii jj Baton Rouge Electric and Gas 1 10 73 3,083 1 10 73 3,083 1 MAINE. ; Public Works 2 3 1 4 2 1,000 1,000 250 833 240 2 3 1 4 2 1,000 1,000 260 833 240 1 Lewiston, Brunswick and Bath Rockland, Thomaston and Camden Waterville and Fairfield Railway and Light MARYLAND. Total for state I HageiStown Raihvav 2 11 240 2,914 2 9 240 1,714 1 MASS.iCHUSETTS. Total for state 9 1,200 i 1 ! i 1 Old Colony Street Railway 3 2 1 2 1 2 247 667 100 800 400 1,200 3 i 1 247 1 Boston and Northern 667 100 300 400 1 Holyoke Street Railway 1 Milf ord and Uxbridge 1 Brockton and Plymouth ... 1 Worcester and Southbridgc 1 O i,266 " I GENERAL TABLES. Supplementary Table 4.— ALTERNATING-CURRENT DYNAMOS— Continued. 395 STATE AND NAME OF COMPANY. TOTAL. 500 H. p. OR UNDER. OVER 600 H. P. AND UNDER 1,000 H. P. 1,000 H. P. AND UNDER 2,000 H. P. 2,000 H. P. AND OVER. No. H. P. No. H. P. No. H. P. No. H. P. No. H. p. MICHIGAN. Total for state 39 11,662 31 6,596 8 6,067 Benton Harbor and St. Joseph s 3 1 3 5 6 2 1 5 2 2 2 3 2 3 9 400 333 2,000 1,260 1,676 1,333 667 320 335 160 1,067 800 126 1,206 8,100 3 1 400 333 4 Detroit United Railway ^ Detroit and Port Huron Shore Line 3 2,000 ft Detroit, Ypsilantl, Ann Arbor and Jackson 6 5 1,250 1,675 q Grand Rapids, Grand Haven and Muskegon in Grand Rapids, Holland and Lake Michigan 2 1 1,333 667 n Houghton County Street Railway. T' Twin City General Electric '. 5 2 2 320 336 150 1'^ Negaunee and Ishpeming . 19 Menominee Light, Railway and Power '^n Toledo and Monroe 2 1,067 ''1 Muskegon Traction and Lighting 3 2 3 1 800 126 1,206 100 '>'^ Owosso and Corunna Electric 9,1 Saginaw Valley Traction MINNESOTA. Total for state « 8,000 Twin City Rapid Transit ^ 8 1 9 8,000 100 1,666 8 8,000 Winona Railway and Light 1 9 100 1,556 MISSISSIPPI. Total for state Jackson Railway Lisht and Power 3 2 4 11 673 633 460 7,683 3 2 4 5 573 633 450 667 3 Meridian Li&rht and Railway 5 Vicksburg Railroad, Power and Manufacturing MISSOURI. Total for state 3 2,200 3 4,816 Southwest Missouri Electric Railway ^ 1 1 3 2 1 3 2 900 167 1,500 3,216 1,600 300 260 1 900 7 Missouri Water Light and Traction . . . . 1 1 167 200 s 2 1,300 9 2 1 3,216 1,600 10 ll Railway and Electric of Sedalia 3 2 300 260 NEBRASKA. Total for state • 1 2 2 250 900 2 1 250 200 NEW HAMPSHIRE. Total for state 1 700 t 2 2 900 388 1 2 200 388 1 700 NEW JERSEY. Total for state Point Pleeisant Traction, Electric Light and Power NEW YORK. Total for state 91 2 46 388 88, 693 2 28 388 5,818 3 3,000 15 79, 875 1 6 1 2 2 4 2 2 11 4 3 •2 2 5 11 3,900 136 320 120 1,066 400 200 53,076 26 800 500 193 800 1,184 4,036 3 1 2 2 4 2 2 900 135 320 120 1,066 400 200 3 3,000 H Ontario Lie'ht. and Traction 17 iq Dunkirk and Predonia •. 01 Elmira Water Tjierht and Railroad ... S'> 36 '11 11 4 53,075 ^5 26,800 74 3 2 2 6 9 500 193 800 1,184 2,036 7S Pnrt Tprvis H'lpptrip Gaiand Railroad a'' 85 NORTH CAROLINA. Tntnl for stfltp .... 2 2,000 1 2 4 1 4 60 530 480 426 2,600 23, 314 2 4 1 2 28 530 480 426 600 fi.lfiO 1 t; TtfllPTP-Ti "Flpptrip 7 2 6 2,000 5,600 OHIO. Tntjil fnr statp . 17 11,654 ■ " 4 5 2 2 3 2 1 3 2 2 380 1,543 2,400 320 415 786 1,600 2,300 2 380 2 '2 1,643 1,200 1 1,200 7 IP PViillipnthp "Plpptrip Rflilrnad Lieht and Power 2 1 2 320 416 120 1Q 1 2 666 1,600 on 21 Columbus, Buckeye Lake and Newark 2 2,300 396 STREET AND ELECTRIC RAILWAYS. SuppLEMBNTABY TABLE 4.— ALTERNATING-CURRENT DYNAMOS— Continued. Li ,0 STATE AND NAME OF COMPANY. TOTAL. 500 H.P . OR UNDER. OVER 500 H. p. AND UNDER 1,000 H. P. 1,000 H. p. AND UNDER 2,000 H. P. 2,000 H. P. AND OVER. §, No. H. P. No. H.P. No. H.P. No. H.P. No. H.P. M OHIO— Continued. Dayton and Northern 2 1 4 4 3 1 2 2 3 3 3 4 1 4 666 200 198 3,120 1,629 120 300 800 1,067 720 1,920 2,760 80 1,000 2 1 4 666 200 198 BO Peoples Gas and Electric ' m United Electric RA Western Ohio Railway 2 2 1,120 1,335 2 2,000 38 Mansfield Railway, Light and Power 1 1 2 2 3 3 1 294 120 300 800 1,067 720 480 1 4? Tuscarawas Traction 44 Portsmouth Street Railway 47 Springfield and Xenia ft? Toledo Railways and Light fiR Toledo, Bowling Green and Southern fift Toledo and Western 2 4 1,440 2,760 ftfi Lake Shore m Wellston and Jackson Belt 1 3 80 400 OREGON. Total for state 1 600 City and Suburban 8 1 3 13 600 400 6,443 1 600 ft Salem Light, Power and Traction 3 8 400 l,'r43 * PENNSYLVANIA. Total for state ' 6 8,000 Columbia and Montour <) 2 2 1 5 3 8 633 260 400 6,000 260 1,590 2 2 1 533 260 400 1R Newtown Electric Street Railway 1 8fi 61 Pittsburg Railways ■ 5 5,000 (W Washington Electric Railway 3 8 260 1,590 SOUTH CAROLINA. Total for state Charleston Railway, Gas and Electric ? 6 2 3 1,270 320 1,183 6 2 1 1,270 320 » 117 7 Spartanburg Railway, Gas and Electric TENNESSEE. Total for state 2 1,066 Jackson and Suburban ft 1 2 4 117 1,066 2,173 1 117 6 Knoxville Traction 2 2 1,066 1,740 TEXAS. Total for state 2 433 Northern Texas Traction . . ...... ..^. ........... 7 2 2 17 1,740 433 3,556 2 1,740 1 « Galveston Street Railway 2 16 433 2,721 . ;• "" VIRGINIA. Total for state 1 834 1 Lynchburg Traction and Light ........^............ 4 5 1 5 3 2 1 13 776 50 1,900 500 280 50 5,252 5 1 4 3 2 1 9 775 50 1,066 600 280 50 1,168 t ft Citizens Railway, Light and Power [ (i Newport News and Old Point Railway and Electric Norfolk Railway and Light 1 834 in 15 Radford Water Power i<> Roanoke Railway and Electric WASHINGTON. Total for state 2 1,884 2 2,700 Everett Railway and Electric 1 1 3 5 3 1 14 634 348 660 3,450 160 3,923 1 634 ? Olympia Light and Power . 3 6 348 660 R Seattle Electric 7 Tacoma Railway and Power 1 750 2 2,700 8 Northern Railway and Improvement 1 H 160 2,123 WEST VIRGINIA. Total for state 3 1,800 Fftimnont flr"*! CloTkRhnr}^ R 4 3 5 2 30 653 1,800 1,260 210 14,696 4 653 4 Camden Interstate Railway 3 1,800 ft Parkersburg Marietta and Interurban 5 2 20 1,260 210 2,430 R Wheeling and Elm Grove WISCONSIN. Total for state 6 j i 4,266 4 : 8,000 Wisconsin Traction, Light, Heat and Power . 1 2 3 3 3 10 2 I 5 1 1,600 320 350 350 10, 720 706 300 250 100 2 1,600 '' Ashland Light, Power and Street Railway 3 3 3 3 1 1 5 1 320 360 350 720 40 300 260 100 4 Fond du Lac Street Railway and Light , 11 Marinette Gas, Electric Light and Street Railway Milwaukee Electric Rail wav and Light . ._ IS 3 1 2,000 666 4 8,000 14 Milwaukee Light, Heat and' Traction 1ft Winnebago Traction Ifi Sheboygan Light, Power and Railway 17 Waupaca Electric Light and Railway HAWAII. Total 1 1 2 75 75 600 1 75 Pacific Heights Electric Railwaj^ s 1 2 75 600 PORTO RICO. Total San Juan Light and Tran.sit 2 600 2 60O GENERAL TABLES. SUPPLEMENTAKY TABLE 5.— AUXILIARY ELECTRIC EQUIPMENT. 397 STATE AND NAME OF COMPANY. TBANSFOEM- ESS. BTOBAOE-BAT- TEEY CELLS. BOOSTERS. AUXILIABY OENEBATOBS. BOTABIE8. ELECTEIC MOTOBS USED IN PLANT OB 8DBOTATI0N FOS MISCELLANEOUS WORK. 1 No. H. p. No. H.P. No. H.P. No. H. P. No. H. P. Direct current. Alternating current. 1 No. H. P. No. H. P. UNITED STATES. ALABAMA. Total for state 1731 63,486 216,471 19,744 no4 18,319 471 6,044 88 27,861 432 10,053 86 5,101 3 187 3 240 Anniston Electric and Gas 1 3 240 e Mobile Light and Railroad 3 3 187 180 ARKANSAS. Total for state Citizens Light and Transit fi 3 12 180 4,240 CALIFORNIA. Total for state 1,012 561 4 170 3 55 6 320 5 1,105 Nevada County Traction 4 270 15 7 Los Angeles and Pasadena 1 75 2 70 8 Los Angeles Pacific Railway ;. 1 25 , IS Ontario and San Antonio Heights 260 180 1 15 510 Redlands Street Railway 1 20 1 3 1 5 m Sacramento Electric, Gas and Railway 12 4,240 1 60 900 ?R San Bernardino Valley 1 200 200 ?4 San Diego Electric Railway 226 190 ?* United Railroads of San Francisco 2 30 !<0 San Jose and Santa Clara 267 264 176 235 1 1 20 87 2 2 30 COLORADO. Total for state 8 614 3 49 2 533 45 Colorado Springs and Cripple Creek ? 6 600 2 533 3 Colorado Springs Rapid Transit ' 2 45 8 Pueblo Traction and^Lighting 2 6 14 800 264 1,270 236 1,072 1 4 87 620 3 49 CONNECTICUT. Total for state . .... 1 200 Connecticut Railway and Lighting ? 264 264 472 '2'00 472 2 320 q Hartford, Uancbester and Rockville in New York, New Haven and Hartford (Berlin system) . Ift Fairhaven and Westville 1 1 250 50 17 Montville Street Railway 270 400 1<* Peoples Tramway . . . . 6 800 1 200 DELAWARE. Total forstate 6 996 1 63 Wilmington and New Castle 1 1 3 2 63 400 533 1 63 ? Peoples Railway 8 Wilmington City DISTRICT OF COLUMBIA. Total for district 264 150 3 1 400 4 182 Capital Traction . . ! Chicago and Milwaukee 263 215 01 Lake Street Elevated Railroad 2 g 40 Coal "Belt Electric Railway 1 35 44 2 15 45 Peoria and Pekin Terminal i 4 1 Exclusive of 9 for which horsepower was not reported. 2 Exclusive of 1,966 for which horsepower was not reported. 3 Exclusive of 3 for which horsepower was not reported. * Exclusive of 1 for which horsepower was not reported. *Not reported. 398 STREET AND ELECTRIC RAILWAYS. SuppLEMENTAKY Table 5.— AUXILIARY ELECTRIC EQUIPMENT— Continued. STATE AND NAME OF COMPANY. TRANSFOKM- EB8. STORAQE-BAT- TEKY CELLS. BOOSTEKS, ADXILLiBY GENERATORS. ROTARIES. ELECTEIO MOTORS USED IN PLANT OE SUBSTATION FOB MISCET.T.ANEOUS WORK. No. H. P. No. H. P. No. H. P. No. H. p. No. H. P. Direct current. Alternating current. 1 No. H.P. No. H. P. INDIANA. Total for state 20 5,200 264 25B 1 320 2 150 6 1,688 6 153 Evansville Electric Railway. . . . . , . . ?. 1 20 fi Fort Wayne and Southwestern 1 75 1 100 7 Indianapolis Street JRailway 1 320 2 95 q 3 15 1 125 1 3 1 463 1,000 126 n Union Traction 264 266 2 150 09 Hidimond Street and Intenirhan '^S 3 1 38 15 IOWA. Total for state . 12 1,057 216 100 I 1 6 63 1 460 2 6 Cedar HapidB and Marion City ... . - . 3 1 16 8 Des Moines Citv Hailwav 2 6 <^ Interurban Railway 3 450 1 460 10 Union Electric . 3 60 15 Marshalltown Light, Power and Railway Citizens Railway and Light 1 6 17 1 2 13 Ifl Ottumwa Traction and Light 3 2 3 4 300 2 300 225 i ''I Tama and Toledo 1 99 Waterloo and Cedar Falls 215 100 KAI^SAS. Total for state Wichita Railroad and Light , n 4 225 KENTUCKY. Total for state 6 87 Liouisville Railway 7 4 1 75 12 1'' Paducah City Railway LOUISIANA. Total for state 1 117 New Orleans Railways . fS 1 5 117 514 MAINE. Total for state 406 2,600 624 600 2 21 1 1 Public Works 9 4 354 1 1 ^ Biddeford and Saco -. 264 200 11 Lewi^ton Brunawiclc and Bath 6 1,000 1 20 1^ Portland Railroad 1 160 1-1 Portsmouth Kittery and York 1 1 19 Waterville and Fairfield Railway and Light 400 1,500 260 260 300 230 MARYLAND. , Total for state 5 1,033 United Railways - 1 260 1,913 230 1,112 6 11 1,033 1,368 MASSACHUSETTS. 82 2,655 3 20 8 1,088 47 1,025 Amherst and Sunderland 1 216 432 180 100 ^ Lexington and Boston 1 Old Colony Street Railway 2 2 400 153 2 1 8 12 Boston and Northern 15 640 4 2 400 183 5 40 9 1,000 6 Boston Elevated Railway 10 Hoosac Vallev 1 76 14 Norfolk Western Railway 1 3 21 Greenfield and Turners Falls 200 100 oc; Holyoke Street Railway 4 1 140 1 120 31 1 13 ■^5 Milford and Uxbridsre 3 226 1 200 1 225 44 Newton and Boston 263 200 53 7 1,050 1 325 59 Springfield and Eastern 2 1 260 90 fi8 Warrpn Brookfield and Soencer 70 Wnronoco Street Railwav 266 636 100 432 79 1 80 74 3 41 600 14,777 MICHIGAN. Total for state 802 1 0) 5 875 9 1,004 10 8,533 6 70 16 140 Detroit United Railwav 4 4 7 4 1,600 3,733 2,200 802 « 2 600 2 600 5 Detroit and Port Huron Shore Line 2 633 12 60 6 7 Detroit Ypsilanti Ann Arbor and Jackson 3 375 2 1 ion K^fftTiaba Electric Railwav 1 100 9 10 GrflTid TiflTiids Grand Haven and Muskesron ... 4 7 6 2,010 1,867 667 1 2 5 46 4 80 Grand Rapids Holland and Lake Michigan 2 1 800 338 n TToiip"hton Countv Street Railwav 13 15 17 2 260 9 2,700 3 1,200 , Mnni'fl'ep Filer Citv and Ea.stlake 1 1 1 2 S 15 19 20 MpnoTTiiTip'^ Lip'ht Railwav and Power 1 Toledo and Monroe 2 667 I 24 Saginaw Valley Traction 2 54 1 Not reported. GENERAL TABLES. Supplementary Table 5.— AUXILIARY ELECTRIC EQUIPMENT— Continued. 399 STATE AND NAMB OF COMPANY. TKANSFORM- EES. STOKAGE-BAT- TEEY CELLS. BOOSTERS. AUXILIAEY GENEEATOES. ROTARIES. ELECTBIC MOTOES USED IN PLANT OR SUBSTATION FOB MISCELLANEOUS WOEK. i No._ H. P. No. H. P. No. H. P. No. H. P. No. H. p. Direct current. Alternating current. No. H. p. No. H. P. MINNESOTA. Total for state 12 4,000 576 3,000 Twin City Rapid Transit s 12 14 4,000 3,680 576 3,000 MISSOURI. Total for state 3 685 6 195 3 2,400 25 831 2 125 MetroDolitan .... f\ n 150 8 St. Joseph Railway, Light, Heat and Power 4 1 6 3 600 80 2,000 1,000 1 2 25 660 2 4 30 165 q St. Louis Transit 22 666 2 126 1ft St Louis and. Suburban 2 1 1,600 800 T St. Louis and Kirkwood 14 Railway and Electric of Sedalia 1 4 15 7 NEW HAMPSHIRE. Total for state 6 750 250 53 1 100 1 335 2 400 6 8 1 1 336 S Exeter HainDton and Amesburv 6 750 2 400 8 6 5 8 5 Laponia Street Railway 250 63 7 Portsmouth Electric Railway 1 6 100 389 i 6 1 67 NEW JERSEY. Total for state 350 288 1 120 West Jersey and Seashore 1 1 1 160 13 5 Camden and Suburban 2 10 H New Jersey and Hudson River Railway and Ferry 360 288 1ft North .Tersev Street Railwav 1 3 7 40 IS Atlantic Coast Electric Railroad 1 120 Ifi Middlesex and Somerset 2 1 12 166 60 3,310 9^ Trenton Street Railwav NEW YORK. Total for state 39 6,281 1,664 3,261 16 1,950 7 3,978 190 3,459 27 2,521 Albany and Hudson Railway and Power 1 3 1,000 2 150 6 6 1 1 s Hudson Vallev Railwav 276 231 q 3 440 1 400 ift International Railway . . . 2 60 14 Ontario Light and Traction 1 50 . . .. i '^1 Huntinfirton Railroad 260 70 [ S' Ithaca Street Railway 4 6 3 250 1,235 265 41 Intern rban 166 2,823 6 1,890 5") Manhattan Railwav f elevated^ 16 3,839 60 496 200 2,260 2 2,140 ' 58 Brookljrn Rapid Transit 5 1 1 o 1 2,260 500 (') 300 150 9 4 440 100 13 550 59 Coney Island and Brooklyn 61 New York and Oueens Countv 68 Olean Rook Citv and Bradford 1 71 Oneonta Cooperstown and Richfield SpriuRS 1 1 7S OswefiTO Traction . i 1 15 74 Peekskill Liehtine- and Railroad 264 228 110 400 8n 1 60 «■> Rochester and Sodus Bav - . .... 6 11 135 867 1 3 350 i 1,088 85 Schenectady Railway 7 80 89 Syracuse and Suburban 1 1 1 15 10 6 qo Black River Traction 1 60 NORTH CAROLINA. Total for state 3 300 1 5 Asheville Electric 1 3 300 1 6 /\ Chflrlottc Railwav Liffht and Power 1 28 5 834 OHIO. Total for state 7(5 9,317 2,292 2,392 12 1,162 3 81 13 5, 704 6 9 o 6 4 6 800 402 800 2 667 o 7 5 Stark Electric 2 81 2 2 669 800 6 280 180 4 4 8 Cincinnati Traction 10 2 2 400 40 17 1ft Mill Creek Vallev ■\\ Cincinnnti T)Rvton and Toledo 290 276 160 1,280 IS Cleveland Electric Railwav 14 Cleveland Citv Railwav 3 50 16 Eflitprn Ob in Traction 6 (') 900 {>) 2 {■) 1 (') 17 Cleveland Painesville and Eastern 1 15 OO Coliimbiis London and Sorinfffield 6 12 2,466 1,600 ' 21 Cnlnmbni Riickeve Lake and Newark 4 1,600 9,] Oakwood Street 1 5 0^ Da vtnn an d Western .. 1 100 26 2 315 312 300 2 315 27 Davton Sorinerfield and Urbana 1 2 150 135 og Dflvtnn nnd Trov 1 250 36 88 Wpstprn Ohio Railwav 4 2,000 1,120 Mnnsifipld Railwav Liffht and Power 1 120 47 <^nrine-fipld and Xenia 3 800 1 5 62 63 54 55 66 67 62 2 1 1 333 24 100 1 633 TnlcrJn Bowlinff Green and Southern 1 5 1 5 27 200 4 40 TnlpflrS flnii Mfliimee Vallev . 1 200 Mahoning Valley 264 472 ::::::i;;:::::: 1 Not reported. 400 STREET AND ELECTRIC RAILWAYS. Supplementary Table 5.— AUXILIARY ELECTKIC EQUIPMENT— Continued. STATE AND NAME OF COMPANY. TRANSFORM- ERS. STORAGE-BAT- TERY CELLS. BOOSTERS. AUXILIARY GENERATORS. ROTARIEB. ELECTRIC MOTORS USED IN PLANT OR SUBSTATION FOB MISCELLANEOUS WORK. No. H. P. No. H. P. No. H. P. No. H. P. No. H. P. Direct current. Alternating current. No. H. P. No. H. P. OREGON. Total for state 1 125 Portland Railway •> 1 35 125 485 PENNSYLVANIA. Total for state 8 879 4,035 3,820 19 4,663 5 124 15 4,063 Lehigh Valley Traction.. . 1 264 245 264 93 267 260 1 60 3 Allentown and Kutztown Traction 4 Altoona and Logan Valley 1 14 q nnlnmhin. n.nd Mnnt/inr 3 150 14 Chester Traction 1 185 1 2 3 1 1 1 22 1 6 35 3 6 15 5 342 10 sn Harrisburg Traction . . . iV) Conestoga Traction 2 400 1 330 43 Meadville Traction 48 Schuylkill Valley Traction 2 230 fin Peoples Street Railway . " 5R Union Traction . ' 270 300 8 2,105 2 50 58 Fairmount Park Transportation I, 59 Delaware County and Philadelphia 1 4 61 Pittsburg Railways 2,750 2,660 2 1 1 1 1 1,400 160 180 133 160 14 3,733 fi8 Pittsburg, McKeesport and Connellsville. . 73 United Traction 77 Scran ton Railway 1 30 78 Shamokin and Mt. Carmel 84 Titusville Electric Traction 1 1 5 30 88 Wilkesbarre and Wyoming Valley 1 60 2 60 89 Wilkeslaarre, Dallas and Harveys Lake 2 325 94 Red Lion and Windsor 242 485 260 600 RHODE ISLAND. Total for state 3 292 Sea View Railroad .... . . 1 1 2 92 200 1 i s Union Railroad - 1 fi New York, New Haven and Hartford 485 600 1 SOUTH CAROLINA. Total for state 4 160 1 250 2 450 Charleston Railway, Gas and Electric ? 4 150 1 260 s Columbia Railway, Light and Power 2 450 TENNESSEE. Total for state 1 115 4 60 Rapid Transit of Chattanooga . i 3 2 2 1 30 30 3 7 Memphis Street Railway 1 115 TEXAS. Total for state 7 1,400 2 ' 40 2 660 Northern Texas Traction 7 7 1,400 2 40 2 660 1? Paris Transit 1 1, 3 2 VERMONT. Total for state 216 100 Barre and Montpelier 1 1 2 6 St.' Albans Street Railway 216 100 VIRGINIA. Total for state 4 1,133 2 200 2 27 Charlottesville City and Suburban 1 1 2 27 1 li Newport News and Old Point Railway and Electric . . Norfolk Railway and Light 3 1,000 in 1 1 75 125 1? Richmond and Petersburg Electric Ti Radford Water Power 1 2 133 400 t WASHINGTON. Total for state 6 149 3 1,634 6 91 Everett Railway and Electric ........ 1 2 400 1 1 334 ? Olympia Light and Power 2 66 s Seattle Electric 5 76 7 Tacoma Railway and Power 3 83 2 1,300 8 Northern Railway and Improvement I 15 WEST VIRGINIA. Total for state 6 1,000 Camden Interstate Railway 1 i 6 1,000 1 WISCONSIN. Total for state 6 640 848 366 2 346 2 500 300 20 320 15 580 Chippewa Valley Electric Railroad \ ' ' ' ' ' 3 1 1 6 Janesville Street Railway 1 1 6 T> Merrill Railway and Lighting 240 608 40 326 13 Milwaukee Electric Railway and Light 6 640 2 346 1 200 19 814 15 680 1 GENERAL TABLES. Supplementary Table 6.— SUBSTATION EQUIPMENT. 401 M 8TATK AND NAMK OF COMPANY. EOTARY CONVEET- EBS, ETC. TRANSFORMERS. STORAGE-BATTERY CELLS. MISCELLANEOUS. a s No. H. P. No. H. P. No. H. P. No. H. P. UNITED STATES.. 1358 186,688 2 926 2'n,459 "20,960 39,249 4 40 6,235 ALABAMA. Total for state 4 375 Birmingham Railway, Light and Power ? 4 42 375 9,206 CALIFORNIA. Total Jor state 4 1,277 Los Angeles and Pasadena 7 1 1 75 135 sn Redlands Street Railway 3 33 6 3 160 7,600 1,446 225 ffl Sacramento Electric, Gas and Railway ?8 United Railroads of San Francisco 2 1 1,067 20O CONNECTICUT. Total for state 1 Peoples Tramway It 1 5 200 1,400 3 10 225 1,400 DISTRICT OF COLUMBIA. Total for district 508 133 Brightwood Railway . . ? 3 2 600 800 6 4 4 600 800 800 264 244 80 63 4 City and Suburban of Washington FLORIDA. Total for state 2 530 Tampa Electric A 4 3 800 2,000 2 530 GEORGIA. ' Total for state 3 1,600 160 910 Georgia Railway and Electric 9 3 12 1,600 5,617 3 28 2,000 8,113 150 1,566 910 556 ILLINOIS. Total for state 3 (=) Chicago and Milwaukee ?1 4 •7 6 700 2,667 2,250 12 6 10 2,413 3,000 2,700 504 200 2? Lake Street Elevated Railroad 93 Chicago and Joliet . . 864 198 2,112 256 100 1,250 3 C) » Danville Railway and Light INDIANA. Total for state 19 6,088 50 7,125 Fort Wayne and Southwestern 5 2 1 15 1 2 600 463 6,000 125 650 2 3 44 1 6 7,000 125 750 9 Indianapolis, Shelhyville and Southeastern 11 2, 112 1,260 •». Richmond Street and Interurban IOWA. Interurban Railway 9 1 1 6 460 200 608 3 3 23 450 300 2,280 ?? Waterloo and Cedar Falls MAINE. 976 810 Public Works ? 9 960 R Penobscot Central Railway 480 400 11 4 250 9 1,000 14 Portsmouth, Kittery and York 220 276 180 230 16 Sanford and Cape Porpoise 1 1 225 133 3 2 300 20 19 Waterville and Fairfield Railway and Light MARYLAND. Total for state 258 90 Washington and RockviUe 9 258 980 90 330 MASSACHUSETTS. Total for state 16 2,577 48 2,967 Boston and Northern S 8 800 24 962 (, Boston Elevated Railway 270 260 450 35 175 120 14 Norfolk Western Railway 2 1 2 3 202 225 600 760 6 3 6 9 240 225 640 900 "?■> Milford and Uxbridge 51 Brockton and Plymouth 74 Worcester and Southbridge :::::::::;;;:::;:::;! 1 Exclusive of 8 for which horsepower was not reported. 2 Exclusive of 14 for which horsepower was not reported. 8 Exclusive of 1,080 for which horsepower was not reported. * Exclusive of 3 for which horsepower was not reported. 6 Not reported. 402 STREET AND ELECTRIC RAILWAYS. Supplementary Table 6.— SUBSTATION EQUIPMENT— Continued. M s, STATE AND NAME (IK (.OMPANY, ROTARY CONVERT- ERS, ETC. TRANSFORMERS. STORAGE-BATTERY \ lELLS. 1 MISCELLANEOUS. No. H. P. No. H.P. No. 562 H. P. No. H. P. MICHIGAN. Total for state '. 40 11,870 79 16,899 (') 1 1 i i ! '.. Detroit United Railway 4 3 12 12 2 4 2 3 2 8 1,000 3,200 3,000 670 1,600 667 1,200 533 6,800 8 21 18 3 14 6 9 1,066 4,200 6,400 1,246 1,120 667 2,700 652 (') 1. 1 S Detroit ana Port Huron Shore Line : fi Detroit, Ypsilanti, Ann Arbor and Jackson . 1 9 Grand Rapids, Grand Haven and Muslcegon in Grand Rapids, Holland and Lake Michigan 11 Houghton County Street Railway i 1 15 Michigan Traction 20 Toledo and Monroe , . . 1 ll 1 MINNESOTA. Total for state 24 6,800 1 1 Twin City Rapid Transit 1 1 3 8 10 6,800 6,166 24 35 6,800 7,697 MISSOURI. Total for state 55 30 Southwest Missouri Electric Railway 5 4 4 2 1,333 3,232 1,600 12 16 6 1 1,280 4,415 2,000 2 . . . . . q St. Louis Transit 66 30 in St. Louis and Suburban 14 Railway and Electric of Sedalia MONTANA. Total for state 250 Helena Power and Light 5 8 250 3,600 NEW HAMPSHIRE. Total for state 24 2,900 264 1,200 Exeter, Hampton and Amesbury s 8 3,600 24 2,900 7 Portsmouth Electric Railway 264 1,332 1,200 816 4 800 8 640 Bridgeton and Millville . . 4 800 8 640 264 604 300 264 4,569 308 308 200 26,102 ft Camden and Suburban 1*1 Middlesex and Somerset ?1 Trenton Street Railway NEW YORK. Total for state 107 105,998 322 116,332 28 4,700 Albany and Hudson Railway and Power 1 6 9 2,100 4,500 30 27 3,900 5,400 o United Traction s Hudson Valley Railway 264 115 q Bingham ton Railway 2 20 400 10, 000 6 48 1 3 102 68 89 3 480 8,000 10 402 46,000 32, 640 20,100 400 1 10 200 10 International Railway 840 4,820 100 17 Cortland County Traction 3S New York and Long Island Traction 1 37 13 13 2 4 268 46, 230 26, 130 14,070 700 1,600 270 2,498 220 248 97 18,000 1,100 760 41 Intenirban . .... 16 4,000 fiS Manhattan Railway ( elevated) fiR Brooklyn Rapid Transit 1 400 R' Rochester ana Sodus Bay Rfi Schenectady Railway qo Black River Traction : 234 220 NORTH CiROLIXA. Total for state 1 i 400 14 i 2,580 Asheville Electric , 1 1 400 3 11 102 880 1,700 12,983 7 Fries Manufacturing and Power 1 OHIO. Total for state (i.i 1 3 1 6 11 2 10 2 ! 16,088 1,128 2 221 1 Pennsylvania and Ohio "J 330 1,500 267 (') 400 800 2,800 800 3 9 3 3 400 4,500 600 (■) !i f\ Canton-Akron 11 Cincinnati, Davton and Toledo Ifi Eastern Ohio Traction 90 Columbus London and Springfield •'1 Columbus. Buckeye Lake and Newark 6 15 6 800 2,000 800 Sfi Western Ohio Railway [ 47 Springfield and Xenia 800 252 260 1,664 1 49 Steubenville Traction and Light S5 Toledo and Western ll 2 c, 21 3,060 3,800 633 798 4,690 21 27 2 7 34 2,100 200 .533 1,050 4,876 i W Lake Shore 1 fiO Youngstown Park and Falls fil 676 4,648 307 3,689 i PENNSYLVANIA. Total for state Columbia and Montour q 1 2 167 200 3 160 li IS Newtown Electric Street Railway so Harrisburg Traction 264 3.i4 '! St Conestoga Traction 1 ■ 330 2 400 " h fiS Union Traction 1,270 264 2,750 (155 2,680 fifi Philadelphia and West Chester Traction ■! 3,738 260 6 21 2 (') 4,000 326 61 Pittsburg Railways ! 1 89 Wilkesbarre, Dallas and Harveys Lake 1 ^ Not rei^orted. GENERAL TABLES. Supplementary Table 6 — SUBSTATION EQUIPMENT— Continued. 403 u V ^ STATE AND NAME OF COMPANY ROTAEY CONVERT- ERS, ETC. TRANSFORMERS. STORAGE-BATTERY CELLS. MISCELLANEOUS. No. H. P. No. H. P. No. 1 H. P. No. H. P. RHODE ISLAND, * Total for state 4 1,466 8 1,866 1,452 765 Sea View Railroad 1 248 280 528 396 .50 245 200 270 1 s Union Railroad 1 4 Rhode Island Suburban 4 1,466 8 1,866 1 S Providence and Danielson SOUTH CAROLINA. Total for state o 633 6 600 4 472 Columbia Railway, Light and Power R 2 * 4 T 1 .533 1,900 6 12 600 2, 000 4 472 TEXAS. Total for state" Northern Texas Traction ' 7 1,900 210 12 2,000 VERMONT. 508 320 Barre and Montpelier 1 1 210 248 260 1.50 170 ? Bellows Falls and Saxtons Kiver VIRGINIA. Total for state 8 1,200 Citizens Railway, Light and Power 5 8 10 1,200 4,000 WASHINGTON. Total for state - ■3 3,333 6 333 Seattle Electric 3 12 3,333 1,168 10 20 4,000 2,456 5 333 WEST VIRGINIA. Total for state 818 827 1 Camden Interstate Railway 4 12 1,168 20 2,466 580 288 264 760 67 200 ^ Parkersburg, Marietta and Interurban WISCONSIN. Total for state 4 2, 400 13 2,890 1 1 200 Chippewa Valley Electric Railroad ... S 1 2 200 2,000 3 5 2 3 1.50 2,000 600 240 264 200 1 ' 200 n Milwaukee Electric Railway and Light 14 Milwaukee Light, Heat and Traction 1 I'i Winnebago Traction 1 200 ' APPENDICES Appendix A.— SCHEDULE Appendix B.— INSTRUCTIONS TO SPECIAL AGENTS 1165—05 27 (405) APPENDIX A. STREET RAILWAYS. Name of company , State City General offices at United States Census Office, Washington, D. C, October 15, 1902. By section 7 of the act of Congress for the establishment of a permanent Census Office, passed March 6, 1902, the Director of the Census is required to prepare a report on the street railways of the United States, and the following schedule has been formulated for that purpose. Mr. Thomas Commerford Martin, of New York city, expert special agent, is in charge of the electrical branch of this inquiry. The system of accounting used in this schedule follows the form devised by the Street Railway Accountants' Association of America. The information returned on this schedule should cover the business year of the establishment most nearly conforming to the year ending June 30, 1902. All questions that require a fixed time, such as mileage or track, cash on hand, etc., should be of the date of the last day of the year covered by the report. William R. Mebbiam, Director of the Census. Extract from act of Congress, March 3, 1899: Section 22. * * * *'And every president, treasurer, secretary, director, agent, or other office? of every corporation, and every establishment of pro- ductive industry, whether conducted as a corporate body, limited liabili^ company, or by private individuals, from which answers to any of the sched- ules, inquiries, or statistical interrogatories provided for by this act are herein required, who shall, if thereto requested by the Director, supervisor, enumer- ator, or special agent, willfully neglect or refuse to give true and complete answers to any inquiries authorized by this act, or shall willfully give false information, shall be guilty of a misdemeanor, and upon conviction thereof shall be fined not exceeding ten thousand dollars, to which may be added Imprisonment for a period not exceeding one year." certificate. This is to certify that the information contained in this schedule is complete and correct to the best of my knowledge and belief, and it covers the period from , 190.., to , 190... (Signature and official designation of the person furnishing the information.) (Signature of special agent.) Date of charter under which organized If a consolidated company, give names of constituent companies and dates of consolidation If a controlling company, give names of constituent companies and dates such control began If a reorganized company, give name of original company and date of reor- ganization If a subsidiary or leased company, give name and address of controlling company or lessor and date such control began or date of lease Kind of motive power used (electric, cable, animal, etc. ) If there have been changes in the power employed, give date and character of the change Is electric current generated for sale for light or power? Give name of city or cities in which the road is operated, and if in rural districts, name the towns and counties Total length of streets or roads or private right of way over which cars are run (in miles) If track extends into more than one state, give the number of single track miles in each state Character and length of line (in single track miles): Single trolley overhead ; double trolley overhead ; conduit trolley ; third rail ; accumulator system ; cable ; steam ; animal Length of track owned by other companies upon which cars of this com- pany are run either by agreement or contract (in single track miles) Is the municipal franchise limited in time; and, if so, for how long a time is it granted? 15. ACCIDENTS. TOTAL. Killed. Injured. Passengers Employees Other persons Total 16. TEAFPIC, MILEAGE, AND MISCELLANEOUS STATISTICS. Fare passengers carried Transfer passengers carried Total passengers carried . Passenger-car mileage Freight, mail, express, and other car mileage. Total car mileage Passenger-car hours Freight, mail, express, and other car hours . Total car hoiirs Transfer points . Number. Maximum speed, miles per hour, as per ordinance, within city limits. outside city limits Rate of fare per passenger Are tickets sold; if so, at what rate to the passenger? Are mails carried for the Government? Number. Miles of exclusive telephone line in use for operation of road Stations Power houses Oar houses Horses owned Lamps used in lighting buildings, shops, cax houses, etc., and ways: Arc lamps Incandescent lamps State whether the company owns and operates any parks or pleasure resorts; if so, how many and cost of investment; if hired, annual rental. Number of visitors annually Miles of new road constructed and opened for operation during year Steam railroad crossings protected (number) Steam railroad crossings unprotected (number) (407) 408 STREET AND ELECTRIC RAILWAYS. 17. TRACK. Length of road (first main track) i length of second main track Total length of main track Length of sidings and turn-outs. . . Total computed as single track . . . Owned. Leased. Operated under trackage rights. Total operated. 1 Length to be stated in miles and decimals of a mile carried to three places. Miles of track on private right of way owned by road Miles of track on private right of way not owned by road How many miles of single track are within city or municipal ordinance limits?., 18. ELECTRIC LINE CONSTRUCTION. LENGTH OF LINE IN MILES AND FEET. Span-wire construc- tion. 1. Single overhead trolley 2. Double overhead trolley 3. Miles of line with iron and steel poles, 4. Miles of line with wooden poles 5. Miles of track with cast welded joints , Side- bracket construc- tion. Center pole. Poles to mile. 19. CARS, ETC. Closed passenger cars Open passenger cars Combination cars {open and closed) Combination cars (passenger and freight or express) Total passenger cars . Mail cars Express and freight cars. . . Work cars Snow plows Sweepers Miscellaneous Total niun- ber. Total. "With electric equipment. Without electric equipment. 20. FENDERS AND BRAKES. Total number of cars. Equipped with fenders. Equipped with hand brakes. Equipped with air brakes. Equipped with electric brakes. Equipped with track brakes. Equipped with friction brakes. Equipped with more than one kind of brake. 21. HEATING OF CARS. Cars with electric heaters Cars heated by stoves Cars heated by hot water Cars heated by other systems . Number. 22. LIGHTING OF CARS. Cars lighted by electricity . Cars lighted by gas Cars lighted by oil Number. 23. WEIGHT OF RAILS. Weight of rails per yard: Steel, maximum pounds. Steel, minimum pounds. Name style (girder, tee, center groove, full groove, etc.): 24. CONDUIT SYSTEMS FOR DISTRIBUTION. Miles of street oc- cupied. Concrete Terra cotta and vitrified clay Iron pipe, plain or lined with cement. Wooden duct, etc Total miles of duct. 25. BRIDGES BUILT FOR ROAD. Number. Iron or steel bridges Wooden bridges Wooden trestles or trestle bridges . Masonry viaducts . . .'. Tunnels for cars Total Aggregate length (feet). APPENDIX. 409 26. POWER PLANT EQUIPMENT. GENERATING POWER PLANT. Number. Total capacity InnorBe- power. 1. Steam engines: Under 500 H. P Over 500 H. P. and under 1,000 H. P Over 1,000 H. P. and under 2,000 H. P 2,000 H. P. and over 2. Water wheels: Under500H.P Over 500 H. P. and under 1,000 H. P Over 1,000 H. P. and under 2,000 H. P 2,000 H. P. and over 4. Boilers 5. Auxiliary engines for use vrithin plant as accessories, etc ,. 27. ELECTRICAL GENERATORS. Number. Total capacity in norse- power. Voltage. 1. Direct current: Dynamos — Under 500 H. P ... Over 500 H. P. and under 1,000 H.P Over 1,000 H. P. and under2,000 H.P 2,000 H. P. and over 2. Alternating current: .Dynamos phase- Under 500 H. P Over 500 H. P.^and under 1,000 H. P Over 1,000 H. P. and under 2,000 H.P... 2,000 H. P. alid over S. Transformers 4. Storage battery cells 5. 'Boosters for outside feeders 6. Auxiliary generators for use within plant- . 7. Rotaries 28. SUBSTATION EQUIPMENT. 1. Rotary converters, etc. 2. Transformers 3. Storage battery, cells. . Miscellaneous Number. Electric motors used in plant or substation for miscellaneous work: 1. Direct current. 2. Alternating Total capacity in horse- power. Voltage. 29. MAINS AND FEEDERS. Miles of overhead feeder construction Miles of underground feeder construction 30. OUTPUT OF STATION. Kilowatt hour, average per day Kilowatt hour, total for year Horsepower of current, average per day Horsepower of current, total for year 31. CONSTRUCTION AND EQUIPMENT. Cost during the year. Organization Engineering and superintendence Right of way Track and roadway construction Electric line construction Real estate used in operation of road Buildings and fixtures used in operation of road. Investment real estate Power plant equipment Shop tools aaad machinery Cars Electric equipment of cars . Miscellaneous equipment . . Interest and discount Miscellaneous Total Electeic light or power service . Cost to date. Cost of road and equipment per mile of road owned 8. 410 STREET AND ELECTRIC RAILWAYS. REMARKS. 32. OPERATING EXPENSES. Maintenance: Ways and structures— 1. Maintenance of track and roadway 2. Maintenance of electric, cable, etc., lines. 3. Maintenance of buildings and fixtures Total Equipment — 4. Maintenance of steam plant. 6. Maintenance of electric, cable, etc., plant. 6. Maintenance of cars 7. Maintenance of electric, cable, etc., equip- ment of cars 8. Maintenance of miscellaneous equipment. . . 9. Miscellaneous shop expenses Total .>, Transportation: Operation of power plant— 10. Power plant wages 11. Fuel for power 12. Water for power IS. Lubricants and wastes for power plant 14. Miscellaneous supplies and expenses of power plant 15. Hired power Total Operation of cars — 16. Superintendence of transportation 17. Wages of conductors 18. Wages of motormen 19. Wages of other car service employees . 20. Wages of ear house employees 21. Car service supplies 22. Miscellaneous car service expenses 23. Cleaning and sanding track 24. Removal of snow and ice Total General 26. Salaries of general officers 26. Salaries of clerks 27. Printing and stationery 28. Miscellaneous office expenses . . . 29. Storeroom expenses 30. Stable expenses SI. Advertising and attractions 32. Miscellaneous general expenses, S3. Damages 34. Legal expenses in connection with damages. 36. Other legal expenses S6. Rent of land and buildings 37. Rent of track and terminals 38. Insurance Total Grand total. Wages, supplies, and expenses, incidental and electric service not included m anv other of the above items i ) 33. INCOME ACCOUNT. INCOME. Passengers Chartered cars . Freight Mail Express Sale of electric current for light or power . Miscellaneous Total Total operating expenses Taxes: Real and personal property Capital stock Earnings Miscellaneous (specifying same) Interest: Funded debt Real estate mortgages Floating debt Rent of leased lines and terminals . Miscellaneous Total 1 For roads that sell light or power. Net income 8- 34. BALANCE SHEET. ASSETS. LIABILITIES. Kind. Amount. Kind. Amount. Cost of construction and real estate. 8 Capital stock 8 Funded debt Other permanent invest- ments. Bills payable Interest due Dividends due 1 Sundries Total i Total 36. CAPITAL STOCK. COMMON. PREFERRED. DIVIDENDS DUR- ING YEAR. Number of shares. Total par value. Number of shares. Total par value. Rate. Amount. Total number of stockholders. 36. FUNDED DEBT. Amount authorized S- Amount outstanding S. Rates of interest per cent. APPENDIX. 411 37. EMPLOYEES' SALARIES, WAGES, ETC. General officers Other officers (managers, superintendents, etc.). Clerks Foremen Inspectors Conductors Motormen Starters Watchmen Switchmen Road and track m.en Hostlers, stablemen, etc Linemen Engineers Dynamo and switchboard men . Electricians Firemen , Mechanics Lamp trimmers Other employees Total Average number employed during the year. Total amount paid in wages and salaries during the year. 8. NUMBER OF EMPLOYEES AT SPECIFIED DAILY RATES OF PAY. DAILY RATES OF PAY. o n 3 i 1 3 t a I— 1 2 'A i a -a d S o i a % -CI c d" (U 1 C S w g a 1 g 'So a S "g o se •s i 1 U s s 4 g E H S 3 $0 75 1 00 1 1 25 ! I 50 1 75 2 00 '^ 25 1 2 50 1 J j 2 75 . . 1 3 GO 1 3 25 3 50 i 3 75 1 1 4 00 ! 4 *>5 4 50 OTHER DAILY RATES. RATES PER HOUR FOR OVERTIME. APPENDIX B. INSTRUCTIONS TO SPECIAL AGENTS. Reports must be secured on Special Schedule No. 1 (Form 8-120) for all street railways that were in existence during any portion of the year ending June 30, 1902. Roads operated in rural as well as urban districts must be reported. The schedule is prepared primarily for roads operated by elec- tricity, as the greatest number and most important street railways have adopted this form of motive power. In cases where the road was operated in whole or in part by cable, animal, steam, or motive power other than electricity, answers must be made to all of the inquiries that are applicable, the words "animal," "steam," etc., being added by the agent to the different inquiries when necessary. For instance, Inquiry 31 calls for the cost of "electric line construction" and "electric equipment of cars;" in the report for a road operated by cable these inquiries should be changed to "cable line construction" and "cable equipment of cars," respectively. In a number of instances independent street railway companies have recently been combined under one ownership. In such cases one report may be made for the operations of the entire company, provided the roads which were formerly operated as independent lines are located in the same city or immediate vicinity, but if the system of accounting will permit of the preparation of separate schedules, a separate report should be secured for each of the con- stituent companies. In preparing separate reports for subsidiary companies the name and address of the controlling company must be given in answer to Inquiry 5. In addition to information as to railways, or portions of rail- ways, that are in operation, the report should include the statistics for all additions or extensions during the year. If a street railway is owned by a company whose general office is in another locality outside the territory assigned the agent, and a portion of the information must be obtained from such office, the agent should complete the schedule as far as possible from the data obtainable at the plant and forward it to the Census Office with a full statement of the facts, giving also the names and addresses of the persons from whom further information may be obtained. Each agent will be furnished with a list giving the names and addresses of all street railways located in the territory assigned him, which were in existence, building, or chartered during the year ending June 30, 1902. He will be required to secure a report from each of these railroad companies provided the railroad plant was in operation, had been completed and ready for operation, or was in course of construction. Returns must not be secured for companies which had been chartered but which had not com- ■ menced the construction of the road. The fact that a railroad is contemplated or projected, but not necessarily building or in opera- tion, is designated on the list as " proposed." This list has been prepared from street railway directories and it may not contain the names of all street railways, therefore the agents must be constantly on the alert to discover other roads. They should make inquiry in each city or town they may visit for roads in that vicinity. If such roads are discovered and they are located in the territory assigned the agent he should proceed to ■ secure the returns for the same. The different cities must be visited in the order named on the list, unless the agent finds that railroad connections and local con- ditions make a change advisable. In such cases the character and necessity for the change must be given on the agent's daily report. In all cases where an annual report of the railway is printed, a copy of the latest report should be secured and forwarded with the schedule. Copies should also be returned of printed tariff rates, reports of the directors or officers of the road, or other printed matter that would add to the information contained in the schedule. A number of street railway companies generate electricity for sale to other roads, or for light, power, or other purposes. If, in such cases, the system of accounts used by the company will per- mit the preparation of separate and complete reports for the street railway plant and the electric light and power plant, respectively, the separate reports must be obtained. If the system of accounts will not permit of such a separation, one report should be secured for the entire plant, but in such cases a report must also be made on the schedule (Form 8-122) for electric light and power, and answers givAi to questions from 1 to 9, inclusive, and 15 to 29, inclusive, or such of them as are applicable to the plant reported. All answers must be made clearly and neatly in ink. Amounts and values must be obtained from book accounts, if such accounts are available. Each question is to be answered. If any question is found not applicable and no amounts are reported, write the word "None." An exact answer to each item enumerated in the several ques- tions is what is required, and is what should be given if it can be secured with a reasonable amount of labor. It is anticipated, how- ever, that in a number of plants the accounts are not kept under just such a series of items as has been enumerated. If the accounts cover two or more of the items enumerated for any of the in- quiries, the total should be e:»^ ik