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The Columbia University Libraries reserve the right to refuse to accept a copying order if, in its judgement, fulfillment of the order would involve violation of the copyright law. Author: Massachusetts. Title: Report of the Street Railway Investigation Place: Boston Date: 1918 MASTER NEGATIVE # COLUMBIA UNIVERSITY LIBRARIES PRESERVATION DIVISION BIBLIOGRAPHIC MICROFORM TARGET ORIGINAL MATERIAL AS FILMED ■ EXISTING BIBLIOGRAPHIC RECORD 90SINKSC 540 M382 Massachusetts. Street railway investigation commission. ... Report of the Street railway investigation commis- sion on the problems relating to the street railways of the commonwealth. Pursuant to chapter 129 of the Resolves of 1917. February 1, 1918. Boston, Wright & Potter printing co., state printers, 1918. 423 p. incl. tables, plates, fold, maps, fold, plan, diagrs. (1 fold.) 23 ({General court, 1918i Senate. tDoc] 300) At head of title : The commonwealth of Massachusetts. Joseph W. Martin, jr., chairman. 1. Street-railroads— Massachusetts. i. Martin, Joseph William, 1884- II. Title. em Library of Congress O 18-27186 HH;4411.M43 1918 RESTRICTIONS ON USE: TECHNICAL MICROFORM DATA FILM SIZE: ^^> rV)^%A REDUCTION RATIO: ^2> IMAGE PLACEMENT: lA fllA IB IIB DATE FILMED: < l^^f fS^ INITIALS: TRACKING # : m ^ #. .•^^Z ^^;^\^ > DO O a :.m -n CD O O CO X -< M ^^ 3 3 > o m CD O ^3 2 ^ o O c CO X < N X M o- o3 '^l^-^ .-V .^^^ .-^^ .-v^' ^. S3M ^ <^ <^1 'S! 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I?; m 1; /■ V BOSTON: WRIGHT & POTTER PRINTING CO, STATE PRINTERS, 32 DERNE STREET. 1918. / t: .A V3 Icr-x I ip'i THE STREET RAILWAY INYESTIGATION COMMISSION. From the Senate. JOSEPH W. MARTIN, Jr., Chairman. CHARLES W. ELDRIDGE, JAMES L. HARROP. From the House. JOHN M. GIBBS. GEORGE M. WORRALL. GEORGE BUNTING. MARTIN HAYS. JOHN L. DONOVAN. MICHAEL J. FITZ GERALD. \A5\ntsS y 5^0 From the Governor. W. CAMERON FORBES. GURDON W. GORDON. EDWARD J. DUNN, Clerk. June 18 to Nov. 30, 1917. JOHN B. BABCOCK, 3d, Clerk. Dec. 1, 1917, to Feb. 1, 1918. rta m r- \ fi CONTENTS. Legislation, •....,.,. n Report of Commission, ........ 11 Present Condition of Massachusetts Street Railways, .... 15 Causes Leading up to the Present Situation, .20 1. Depreciation in the Purchasing Power of the Nickel, ... 21 2. The Growth of the Automobile Business, ..... 24 Privately Owned Autos ! 24 Jitneys, .25 3. Taxation and Highway Maintenance Requirements, ... 26 Property Tax, .' .' 26 Corporate Franchise Tax, ........ 27 Commutation or Excise Tax, ....... 28 Compensation Tax (Boston Elevated), ••...* 29 Requirements relative to Maintenance and Repair of Highways, . 30 4. Improvements in Service, . . . . . ^ . * * 37 5. Non-paying Lines, .39 6. Failure to Provide for Depreciation and Obsolescence, ... 40 7. Lack of Co-operation between the Street Railways and the Public, . 45 Conclusions, ••...... 4c Recommendations, ••...... 4g 1. Jitneys, ••••...... 4g 2. Autos operated by Street Railways, .49 3. Trolley Freight, .49 4. Taxation and Highway Maintenance, . . aq 0. Alteration of Tracks for Improved Equipment, .... 49 6. Alteration of Location in Highways, ..... 50 7. Alteration or Construction of Bridges, 59 8. Service-at-cost Plan, ! ! 50 Acknowledgments, ........ 54 Dissenting Statements, ........ * 56 Dissenting Reports ! 56 Appendices : — Appendix A. — Proposed Legislation, qj 1. An Act relative to the Powers and Duties of the Public Service Com- mission, QJ 2. An Act permitting Street Railway Companies to use Motor Vehicles, 67 3. An Act relating to Street Railway Companies as Common Carriers, . 68 4. An Act relative to the Taxation of Street Railway Companies and the Repair and Maintenance of Public Ways and Places in which Street Railways are located, ••..... 68 5. An Act relative to the Alteration of Location of Tracks to provide for Improved Equipment, ....... 72 6. An Act relative to the Alteration of Location of Street Railway Tracks in Highways 74 7. An Act relative to the Alteration or Construction of Bridges upon which Street Railway Tracks are located or are to be located, . 75 8 a, b, c, d. Service-at-cost Plans submitted to this Commission, . . 76 if ii i i hv 6 CONTENTS. V PAGE Appendix B. — Inspection Trip of Commission, ..... 100 Appendix C. — Statistics relative to Massachusetts Street Railways, . 119 Appendix D. — Trolley Express, Milk and Freight Service in Massachu- setts, ........... 182 Appendix E. — Municipal Ownership of Street Railways, . . . 223 In United States, 223 In Canada, ........... 239 Appendix F. — Street Railway Conditions in the United States and Canada, .......... 251 Appendix G. — Street Railway Conditions in Foreign Countries, . . 397 ILLUSTRATIONS. Following page 16 24 32 40 44 48 Map showing Boston Elevated Lines Photograph showing Type of Horse Car in Boston, 1888, Photograph showing Type of First Double Truck Car in Boston,* '. '. Photograph showing Modern Semi-convertible Car, . . . . ] Photograph showing Latest Type Easy Access and Exit Electric Street Car, '. Photograph showing Cambridge-Dorchester Tunnel Car, Plate I., showing Gross and Net Earnings, Operating Expenses and Divi- dends declared, 1890-1916, ^81 Plate II.. showing Capital Stock, Funded and Unfunded Debts and Grosi^ Liabilities, 1890-1916, jgj Plate III., showing Market Value of Capital Stock as ascertained by Tax Commissioner, 1906-17, ...... ici Plate IV., showing Volume of Traffic, 1890-1916, . . [ * .181 Map showing Trolley Freight Lines in Massachusetts, . . . 192 Map showing Bay State Trolley Freight Service, ...*." .* 200 Map of San Francisco — Municipal Street Railway, ....*.' 224 Map of Seattle — Municipal Street Railway, ...!.*' 232 Map of Street Railways in Massachusetts, .....** 423 t I ii I i: i I 1 1: ®l)c (Hommonrocoltl) of iHa00acl)U0ctts. 4 LEGISLATION. Chapter 129 of the Resolves of 1917. Resolve to provide for an Investigation by a Special Commission OF Problems relating to the Street Railways of the Common- wealth. Resolved, That a special commission, to consist of three members of the senate, to be appointed by the president, six members of the house of representatives, to be appointed by fhe speaker, and two persons, not members of the general court, to be appointed by the governor with the advice and consent of the council, shall sit during the recess of the general court to investigate and study the various problems relating to the control supervision, regulation, ownership, operation, taxation, capitaHzation,' finance, management and development of street railways in this common- wealth, and to the powers, duties and liabilities of street railway com- panies. The commission shall be known as the street railway investigation commission and shall especially consider the following matters: the de- velopment of street railways in such manner as to provide for the cheaper and quicker conveyance of food, including milk, from the country to the city, and of freight to and from the various raiboad stations and wharves- the construction of street railways in parts of the state not now served by street railways or other means of transportation; the use of motor vehicles by street railway cohipanies as feeders, or otherwise; the granting of au- thority to cities and towns to invest in the securities of street railway com- panies, or otherwise to render financial assistance to such companies; the ownership or operation of street railways by the commonwealth, or by cities and towns; amendments of the law relative to the obhgations of street railway companies in respect to the paving of streets and the maintenance and repair of ways and bridges in or on which street railways are operated- the sale of commutation tickets for transportation by street railways; and the taxation of street railway companies. The commission hereby provided for shall be furnished with a room in the state house, and shall have the services of a clerk. The commission shall give such public hearings, and in such places, as it may deem expedient, may administer oaths, may require the attendance of witnesses and the production of books and docu- ments, may be allowed such sums for expenses necessarily incurred and shall receive such compensation as shall be approved by the governor and council. The commission shall report to the next general court, not later than the second Wednesday in January, with drafts of such legislation as It may deem expedient. [Approved May 25, 1917, f.\\ I \ I ' EEPOET OF THE STREET RAILWAY INVESTIGATION COMMISSION ON THE STKEET EAILWAYS OF THE COMMONWEALTH. The Street Railway Investigation Commission, appointed under chapter 129 of the Resolves of the year 1917, has the honor to submit herewith its report. The purpose for which this Commission was created may be outHned as follows : — To investigate and s'tudy the various problems relating to the control, supervision, regulation, ownership, operation, taxation, capitalization' finance, management and development of street railways in this Common- wealth, and to the powers, duties and liabilities of street railway companies. The Commission shall be known as the Street Railway Investigation Com- mission, and shall especially consider the following matters: the develop- ment of street railways in such manner as to provide for the cheaper and quicker conveyance of food, including milk, from the country to the city, and of freight to and from the various railroad stations and wharves; the construction of street railways in parts of the State not now served by street railways or other means of transportation; the use of motor ve- hicles by street railway companies as feeders, or otherwise; the granting of authority to cities and towns to invest in the securities of street railway companies, or otherwise to render financial assistance to such companies; the ownership or operation of street railways by the Commonwealth, or by cities and towns; amendments of the law relative to the obligations of street railway companies in respect to the paving of streets and the mamtenance and repair of ways and bridges in or on which street railways are operated; the sale of commutation tickets for transportation by street railways; and the taxation of street railway companies. In pursuance of the resolve, on May 25, 1917, the President of the Senate named as members of the Commission from the Senate Hon. Joseph W. Martin, Jr., of North Attleborough, Hon. Charles W. Eldridge of Somerville, and Hon. James L. Harrop of Worcester; and the Speaker of the House of Repre- ff'i ^! I 12 REPORT ON STREET RAILWAYS. [Feb. sentatives on the same date named as members of the Com- mission from the House Representatives John M. Gibbs of Waltham, George M. Worrall of Attleboro, George Bunting of Methuen, Martin Hays of Boston, John L. Donovan of Boston and Michael J. Fitzgerald of Northampton. On June 13 His Excellency the Governor of Massachusetts appointed Messrs. W. Cameron Forbes of Norwood and Gurdon W. Gordon of Springfield members of the Commission. The Commission organized on June 18, 1917; Senator Joseph W. Martin, Jr., of North Attleborough was elected chairman; Edward J. Dunn of Boston was elected clerk. The Commission at its first meeting decided on a program of public hearings. Since the entire street railway situation in the State was to be considered, it was thought best to hold hearings in several of the principal cities of the Commonwealth. The first seven public hearings were held at Boston between July 10 and Sept. 19, 1917. On September 26 a pubHc hearing was held in City Hall, Fall River; on September 27 at City Hall, Lawrence; on October 2 at City Hall, Pittsfield; on October 3 at the Administration Building, Springfield; and on October 4 at City Hall, Worcester. Following those held in the above cities eight more hearings were held in Boston, the last one being on Dec. 6, 1917. Thus, twenty public hearings were held by this Commission, extending over a period of nearly six months; fifteen of these hearings were held in Boston and five in other cities throughout the State. Letters were sent to the various mayors and boards of select- men, boards of trade, granges and local organizations of the Amalgamated Association of Street and Electric Railway Em- ployees of America. The Commission urged these organizations to study carefully the resolve under which the Commission was working, and invited the co-operation of such organizations. The Commission suggested that the problem be studied in all its aspects, so that the representatives of these organizations might appear before the Commission with such recommenda- tions as they deemed expedient. In addition to the letters of the Commission, hearing notices were sent to the proper representatives of the above organiza- 1918.] SENATE — No. 300. 13 I tions, keeping them posted as to the date and places at which the hearings were to be held. The presidents of the Massachusetts street railways received a letter from the Commission stating that the Commission ex- pected them to submit their views as to the solution of the street railway problems which confronted the Commonwealth. More than 150 persons addressed the Commission at the pub- lic hearings. Nearly all of the street railways in Massachusetts were represented by their presidents or other official representa- tives. Many of the cities and towns throughout the State sent officials to represent them at these hearings and to present their views to the Commission. Some of the speakers representing the municipalities requested permission to address the Commis- sion after the street railways had stated their case, and w^ere allowed to do so. In addition to the street railways and the municipalities the Com.mission was addressed by persons repre- senting certain of the boards of trade, granges and labor organi- zations in the State. Bankers, trustees and others appeared be- fore the Commission, representing the viewpoint of the investors in street railway securities. Other persons individually brought to the attention of the Commission matters which they con- sidered would aid in the solution of the problem confronting the street railways. In addition to holding the public hearings the Commission in- vited the representatives of cities and towns, organizations and street railways to send written communications explaining their views on the matters under consideration. It seemed wise to the Commission to look at the street rail- way problem from as broad a viewpoint as possible, and for this reason an endeavor has been made to collect considerable information concerning street railway conditions in the United States and Canada, and to some extent in South America and in European countries. Appendix G contains information rela- tive to street railway conditions in foreign countries. A questionnaire was sent to the public service or other com- mission concerned with railway regulation in every State, and in each Province in Canada. This questionnaire sought in- formation pertaining to franchises, taxation, trolley freight, pub- lic ownership, rate regulation, capitalization and similar matters. IT 11 f I IMift: I' u. i 14 REPORT ON STREET RAILWAYS. [Feb. The information received in answer to these questions will be found in Appendix F of this report, which deals with street rail- way conditions throughout the United States and Canada. A similar series of questions was sent to 1,000 cities and towns in the United States requesting information of the same general character. This list included all of the larger cities in the United States, together with many of the smaller cities and towns picked at random. In Appendix F there will be found fairly complete information concerning the 20 largest cities in the United States. The data from all the cities and towns from which replies were received has been tabulated in such a man- ner that the answer to a particular question from any city or town may readily be noted. While the information sent in by the various cities and towns and Public Service Commissions was found to be of much value, the Commission also desired to visit certain of the cities in the United States and Canada, in order to obtain first-hand in- formation by a discussion of the conditions in those cities with the representatives of the city and the railway officials. Ac- cordingly, with the consent of the Governor and Council, the Commission inspected the street railway systems of New York, Philadelphia, Cleveland, Columbus, Chicago, Milwaukee and Detroit in this country, and Toronto and Montreal in Canada. A brief account of the inspections made in these cities is in- cluded in Appendix B of this report. Letters were sent to the cities and towns in both the United States and Canada owning or operating their own street rail- ways. Information contained in the answers to these letters, together with much information collected from other sources, has been compiled under "Municipal Ownership'' in Appendix E of this report. Owing to the present conditions in Europe it was deemed inexpedient to attempt to collect information di- rectly from the various foreign cities relative to the street rail- way conditions. The information compiled, therefore, relative to foreign conditions has been obtained from the various li- braries in Boston. Considerable information has been obtained at the State and Boston Public Libraries, the library of the Pub- lic Service Commission, the Boston Elevated library and the libraries of the Massachusetts Institute of Technology and of Harvard University. V 1918.] SENATE — No. 300. 15 One of the problems which this Commission was asked to study was the development of street railways in such manner as to provide for the cheaper and quicker conveyance of food, in- cluding milk, from the country to the city, and of freight to and from the various railroad stations and wharves. A considerable amount of information was, therefore, collected showing the present conditions in this State relative to trolley freight. In this connection particular attention was paid to the co-ordina- tion of lines with respect to street railway interchange points, and connections between street railways and steam railroad lines. This information has been compiled mainly from replies of street railways to a questionnaire sent out by the Commis- sion bearing on this subject. A letter was also sent to certain of the dairy farmers in Massachusetts requesting information as to conditions pertaining to the transportation of milk by the street railway companies. A detailed account of the trolley, express, milk and freight service maintained in Massachusetts will be found in Appendix D. Appendix C of this report contains a compilation of statistics relative to Massachusetts street railways. These statistics give much data concerning the growth, operating results, capitaliza- tion, taxes, etc., with comparative figures in some cases for railways outside of Massachusetts. Present Condition of Massachusetts Street Railways. The situation facing the street railways in Massachusetts at the present time is critical and most unsatisfactory both -to the street railways and to the public. The public is not receiving the service to which it is entitled, and the investors in street railway securities are not receiving a return commensurate with the investments which they have made. The financial diffi- culties in which the street railways find themselves may be at- tributed to several factors. Some of these are directly traceable to the war, but there are still other and probably greater fac- tors, not likely to be temporary in their nature, requiring con- sideration and probably remedial legislation. The result of the hearings and other investigations carried on by this Commission has brought forth the fact that the invest- ing public has largely lost confidence in street railway securities. \ ■ Iff i *< I if' f i 16 REPORT ON STREET RAILWAYS. [Feb. It is evident that the street railways of Massachusetts are not prosperous, except perhaps in a few isolated cases. The follow- ing comparative figures of the financial statistics of the Massa- chusetts street railways as a whole will illustrate this. For the year ending June 30, 1911, the gross earnings were $35,000,000, the operating expenses $23,000,000, the net earn- ings before payment of taxes and fixed charges, $12,000,000, and the dividends declared amounted to $4,750,000, an average ratio of dividends to capital stock of 5| per cent. For the year ending June 30, 1916, the gross earnings had increased to nearly $41,500,000, an increase of 18| per cent, since 1911. The operating expenses had reached $29,000,000, representing an increase of 26 per cent. The net earnings remained the same, namely, $12,000,000 for 1916. The dividends declared were $4,000,000, representing an actual decrease in dividends, since 1911, of $750,000. The average ratio of dividends to capital stock for 1916 was slightly below 4 per cent. In this same period (1911 to 1916) the gross liabilities had increased from $192,000,000 to more than $226,000,000, an increase of over 18 per cent. The capital stock increased during this period from $86,500,r''> to $102,500,000, an increase of 18 per cent. As noted above, the dividends in 1916 were, however, actually less by nearly $750,000 than those declared in 1911, showing a drop in the average ratio of dividends to capital stock from 5^ to 4 per cent. Further illustrations could be given, but it seems unnecessary to show them here, since this actual decrease of $750,000 in dividends declared during a six-year period when the capital stock had increased by $16,000,000 proves the case. During the calendar year of 1917 the Boston Elevated had a gross revenue of $19,700,000, an increase of $400,000 over the preceding year. The operating expenses, however, increased at a faster rate than the gross earnings, the result being that the 1917 net earnings were less than those of 1916. As a result the dividends paid in 1917 amounted to 3| per cent, on a capital stock of $23,789,400, whereas in 1916 the road earned about 4.9 per cent, on its capital stock. The manner in which street railway securities have become regarded by investors is shown by the market price of the stock. In 1911 the stock of the Boston Elevated Railway ranged from REDUCTION RATIO 14:1 > .'V^ ^. .^/ '^A '^Z 8 O I c.^*" V ^o ^^o fp CO CjO -p^ o (Jl CJI 3 3 3 3 3 3 > (^ CD > S-ro O >> ^0 m CD CD 03.0 050.0 CD OfQ -1- GHIJKLMN clmnopqrsti HIJKLMN nnopqrsti IJKLMN hijkimn 123456 < >jo go go 00^ ^ TUVW 12345 STUVW Z12345 RST stuv 3 $c OOM a>x X < COM X **;> ^v^., . 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I! <:> 1^ lllll^ O^ CX) b bo ro 1.0 mm 1.5 mm 2.0 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghiiklmnopqrstuvwxyz 1234567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyzl234567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz 1234567890 2.5 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz 1234567890 «« .^^ V* «5 ^\r =^ ^r^^. c.« fX t V & & ?d. ^f^ ^^ m O > C c*) I TJ ^ m O m <« *^ o CJI O z z z 3 0» cr Q> a- /^^'O — .m Him ■^o 3 I 3x IJKLM nopqr 8^ |i OPQR uvwxy f^c N" CO ^< J:t-i $$ f^cr o^x ^-< 00 INI 7^^ o ^^>^. ^f^ /^ K 1 ^ '\ r\l \y ^K I ir^ ^'^r r / ^ ftAL i S l^ ^^t0^[^^^ ' ^i '^^\ w\ V \ I B / 1918.] SENATE — No. 300. 17 103| to 124§, and in the summer of 1917 it stood at 61. West End preferred, having a par value of $50 a share, and a guar- anteed dividend, ranged from 100 to 105 in 1911, and was quoted at 63 in July, 1917. Springfield Railway Company pre- ferred, which was quoted at 93 to 96 in 1911, was quoted at 54 J on April 25, 1917. During the past six months the stocks have receded still further, the Boston Elevated touching the low point of 27 in December, and the West End preferred going as low as 45 in the same month. The Commission has stated earlier in this report that prevailing war conditions have had their effect on the present outlook of the street railways, and it is true that the extremely low quotations mentioned for Decem- ber, 1917, are partly due to war conditions. These war-time prices do not fairly represent the value of the properties con- cerned. The marked depreciation in the securities extending over the six-year period from 1911 to 1917 is, however, signifi- cant, and proves that these street railway securities are now in disfavor. Consequently the street railways are in no position to raise additional capital, no matter how urgently needed. Under Massachusetts laws capital stock cannot be issued for less than the par value paid in in cash. As the stock of most of the roads is selling for less than par, no further money can be raised by the sale of stock. Under Massachusetts laws, again, the total amount of bonds which may be issued can in no case exceed the amount of capi- tal stock and premiums paid in. A study of the balance sheets of the various companies will show that substantially all of them have issued their maximum. It is unsound financially, and also almost impossible as a matter of practice, to borrow on short-time notes or at the banks. Thus the street railways are unable to undertake improve- ments, extensions and the purchase of modern equipment. The public demands additional facilities, modern and up-to-date equipment, and the increase in our population requires a pro- portionate growth in the mileage and equipment of our street railways. The street railways in Massachusetts have increased their gross investment from $95,000,000 in 1900 to $145,000,000 in 1905, to $192,000,000 in 1911, and finally to nearly $227,000,- 000 in 1916. The problem is not merely a question of placing 18 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 19 It the roads in such a position that they can meet current ex- penses; they must also be in such financial condition that they can add to their investment a sum of from $7,000,000 to $10,000,000 annually. Only by this increase in money invested can the companies hope to meet the ever-growing demands for increased, quicker and more comfortable transportation facili- ties. Money for these purposes can be derived from two sources, — viz., by additional capital or from net earnings. In the latter case these improvements will be made from net earn- ings only when a surplus remains after the payment of reason- able dividends. Were the security owners to be deprived of all return on their capital in order to provide for extensions the result would be to place the street railway securities in such a position that no new issues could be floated. The transportation lines in the vicinity of Boston form a large proportion of the Massachusetts street railways, as is shown by the fact that the gross earnings of the Boston Elevated, includ- ing its leased lines, for the year ending June 30, 1916, was $18,687,000 out of a total for the State of $41,479,000. In the calendar year of 1917 the gross earnings of the Boston Elevated amounted to nearly $20,000,000. Thus the gross revenue of the Boston Elevated lines represents 45 per cent, of the gross rev- enue of the entire 38 street railways operating throughout the State. Boston formerly occupied a unique but fortunate posi- tion as compared with other cities in the United States. The statement has been made, and this Commission believes cor- rectly, that Boston is the only large city in the country which has kept its transportation facilities abreast of the increase in population. It should be remembered that Boston became a pioneer in the field of rapid transit service when it opened the Tremont Street subway. If at times it has seemed that Bos- ton's rapid transit facilities have not been laid out with the greatest efficiency, or the lines co-ordinated sufficiently, the fact should be borne in mind, first, that the geographical situa- tion here constitutes an extremely difficult problem, and second, that this city has led, while others have merely followed, and thus mistakes incident to this pioneer work of rapid transit development were undoubtedly made. If, therefore, Massachusetts still desires continuing increased and better service, the street railways must be placed in a posi- tion where they can be reasonably expected to meet the urgent demands of the present and the future generation. One of the fundamental diflBculties which confronts the whole street railway situation is the fact that neither the street rail- ways nor the public have recognized the fact that the street railway business is a partnership in which the entire community is interested. The interest of the public is derived from three principal sources. The first, and the one which reaches the largest public, is as the user of the street railway. In 1916 al- most 800,000,000 passengers were carried on the street railways of Massachusetts, which was equivalent to more than 200 yearly rides per inhabitant. This transportation convenience is so universal that it reaches to the heart of our entire social and economic system, and is so important that it can be put down as axiomatic that the street railway service must be maintained, must be extended and must continue to improve. The second aspect of this public partnership is through the ownership of street railway securities. Thousands of residents of this Commonwealth own stocks and bonds of the street rail- ways. 'Millions of these securities are purchased by savings banks, insurance companies and other institutions, and the value of these securities thus has a direct bearing on the property of every depositor in savings banks and on the holders of insur- ance policies. The third aspect is that of the owners of property along the lines served by the railway. It is a well-known fact that real estate served by adequate street railway facilities is much more readily salable, and commands a higher price, than real estate not so served. The interest of the property holders is so patent that if an effort is made to tear up a street railway and sell it as junk, the owners of property along the line are apt to band to- gether to save the railway, and the towns interested generally take vigorous action to keep the railway in operation. An in- stance of this is the case of the Swansea & Seekonk Street Rail- way. The Providence & Fall River Street Railway, after an unsuccessful career, was finally sold at auction. Local persons, however, were so interested in the continuance of this line as an operating property that they repurchased the property of i i : •■; V 1 20 REPORT ON STREET RAILWAYS. [Feb. this railway, and, securing new charter rights, have placed the line in operation within the last month or two. The Taunton & Pawtucket, which had been operated by a receiver, was sold a short time ago. At the present time vigor- ous efforts are being made in the locality formerly served by this line to save this property from being sold as junk, so that it may be put in operation again. The patrons have voluntarily paid higher fares than those scheduled, and it looks as though this road would be purchased back from the company which had intended to junk it, and would be kept in operation after all. Recently certain other small roads, such as the Norwood, Canton & Sharon, the Ware & Brookfield, and the Nahant & Lynn have threatened to cease operations entirely, owing to the apparently hopeless problems before them. The Bay State, the largest system, so far as mileage is concerned, in this State, and one of the largest systems in the United States, has just been placed in the hands of a receiver. The street railway problem is, therefore, not an academic one, but is eminently practical. Does the Commonwealth wish to have its street railways maintain, extend and improve their service? If so, there must be a broadened understanding by all concerned, and the principle that the public and the street rail- ways should of necessity be partners for the common weal must be kept in mind. This Commission believes that only through such a leavening of thought can equitable legislation be pro- vided which will bring the street railways up to the standards desired. Causes leading up to the Present Situation. As a result of its investigation this Commission believes that the following causes have contributed to the present unsatis- factory situation relative to the street railways in this Common- wealth. No attempt has been made to give these causes in the order of their importance, since the individual railways are affected in varying degrees by the different causes. 1. Depreciation in the Purchasing Power of the Nickel. 2. Growth of the Automobile Business. 3. Taxation and Highway Maintenance Requirements. 1918.] SENATE — No. 300. 21 4. Improvement of Facilities. 5. Non-paying Lines. 6. Failure to provide for Depreciation and Obsolescence. 7. Lack of Co-operation between the Street Railways and the Public. 1. Depreciation in the Purchasing Power of the Nickel, During the past twenty years the cost of labor and material has risen considerably. The "platform expense," that is, the wages paid to motormen and conductors, has risen greatly in this period. During the ten years from 1897 to 1907 the hourly rates increased by about 25 per cent.; in the next period, from 1907 to 1917, the increase was from 30 to 50 per cent., giving a total percentage increase for the twenty-year period from 1897 to 1917 of from 60 to 80 per cent. During the ten years between 1897 and 1907 the cost of coal increased 10 to 20 per cent., and from 1907 to 1917 it has in- creased in many cases by as much as 100 per cent. The 1917 figures for the cost of coal should be taken with caution, since they are due to war conditions, and it is uncertain to what ex- tent the price will recede when normal conditions are again reached. The cost of rails increased from 1897 to 1907 by from 30 to 50 per cent., and from 1907 to 1917 by from 50 to 100 per cent, in many cases. Again, the war prices for steel do not represent permanent conditions. Other material used in con- nection with tracks, equipment, power plants, etc., has in- creased correspondingly. Twenty years ago the street railway outlook appeared prom- ising, and promoters were anxious to build electric railways in all directions. At that time there appeared little likelihood of a fare higher than 5 cents ever becoming necessary. For this reason, in 1897 the Boston Elevated was granted its charter by the State, providing that it should not charge for a period of twenty-five years from that date a fare in excess of 5 cents. In the case of most of the other street railways the fare was not limited by charter, and the companies could in a general way increase fares at their own volition until 1913. Since that time the Public Service Commission has had control over street railway fares. In the hearings before this Commission the representatives of the street railways stated that they believed that the present 1 I t \ ri 22 REPORT ON STREET RAILWAYS. [Feb. method of rate regulation by the Public Service Commission was not satisfactory. Under the Railroad Commission the rail- ways were allowed to establish their own rates, subject, to some extent, to the regulation of the Railroad Commission. From 1871 to 1898 the commission could, upon petition, revise and regulate fares established by the company, with the limitation, however, that the fares should not, without the consent of the company, "be so reduced as to yield ... an income of less than 10 per cent, upon the actual cost of the construction of its roads and the purchase of property for its necessary use, to be determined by the said Board.** In 1898 this limitation was changed so that fares should not be reduced below the average rate of fare charged for service by other street railway com- panies, which in the judgment of the Commission are operated under substantially the same conditions. In 1901 the statutes were changed to such an extent that the Railroad Commissioners could merely recommend changes, but could not compel them. In 1913, however, the powers of the Railroad Commission were transferred to a new body, — the Public Service Commis- sion. This commission may, either upon complaint or upon its own motion, hold public hearings and make an investigation as to the propriety of any change of rates. Pending such an in- vestigation and decision the commission is given power to sus- pend the taking effect of such changes, but not for a longer period than ten months beyond the time when such changes would otherwise take effect. The burden of proof to show that such increase is necessary in order to obtain a reasonable compensation for the service rendered is placed upon the car- rier. Since 1913 there have been approximately twenty street railway rate cases before the Public Service Commission. A decision has been rendered on these cases in times varying from forty-seven to three hundred and seventy-nine days, the aver- age being somewhat over four months. The street railways have stated before this Commission that they desire legislation which will give to them the power to fix their own rates, and to the Public Service Commission author- ity to revise and regulate the charges so established by a street railway company, with a provision that these fares should not be reduced below a point enabling the company to earn upon 1918.] SENATE — No. 300. 23 the actual amount of investment in its property such a rate of return, to be designated in the statute, as will enable the com- pany to sell additional capital stock from time to time at par. While discussing fare changes it may be interesting to note that Massachusetts is the home of the 6-cent fare. On April 13, 1905, the Warren, Brookfield & Spencer raised its fare to 6 cents, being the first company in the country to adopt this unit. In the period since 1913 the Public Service Commission has permitted about one-half of the operating companies in the State to make an increase in fares. In certain of these cases the companies were given precisely what they originally sought, or else voluntarily accepted, while in other cases partial in- creases were allowed. Several street railways in the State have 7-cent units, and certain ones 8-cent units. At the present time, out of a total of 2,198 miles of trolley line in the State, excluding the Boston Elevated system, the unit of cash fare is 5 cents on 904 miles, 6 cents on 1,110 miles, 7 cents on 85 miles, 8 cents on 32 miles, and on 67 miles the rate of 2 cents per mile prevails. Appendix F includes a list of all electric railway fare increases in the United States and Canada from Jan. 1, 1914, to Dec. 1, 1917. The listed increases number 128, affecting 100 companies, several of which have made increases of different kinds or at different times, or both. Massachusetts is probably further advanced than any other State in the country in the matter of increased fares, the conventional 5-cent fare applying to only 30 per cent, of the entire mileage in the State, and to 41 per cent, of the mileage exclusive of the Boston Elevated, which system is limited by charter to a 5-cent fare. This information shows that Massachusetts has not been backward in the matter of fare increases. It is to be remembered that costs in Massachusetts are higher than in some other parts. Coal has to come from a distance, whereas in many States water power is available to run the street railways. Labor is not less here, and expenses due to winter weather are high. To what extent the method of rate regulation now in vogue has affected the value of the street railway securities there seems room for a reasonable doubt. A study of the methods 1^ ! % m I !l 24 REPORT ON STREET RAILWAYS. [Feb. !, I of rate regulation in various States throughout the country shows that the present method of regulation in Massachusetts has its equivalent in at least half of the other States. The sus- pension clause, which is an important feature of this system, was adopted by Congress in its Federal Interstate Commerce Law in 1910. It does not appear that the fares in Massachusetts or in any State have increased in the same ratio as the labor and mate- rial expenses, and it would probably not be advisable to make a proportionate increase in fares. Increased fares are seldom productive of corresponding increases in gross revenue. When fares are increased there is usually a reduction in the nun^ber of passengers carried. There is, then, a limit to increases of fares. This Commission was not charged with the duty of studying the question of street railway fares, but it has been obliged to make some investigation of this subject in order to determine to what extent the present conditions of the street railways can be traced to the rate of fares. This Commission is not prepared to make any specific recommendations relative to in- creased fares. It is, however, of the opinion that other causes than the present method of rate regulation have contributed in large measure to the depreciation of the value of street railway securities. It is no doubt true that a fare which was allowed in 1897 could not be expected to provide the same dividend return under 1917 conditions. The Commission believes that a better understanding between the street railways and the public will do more to improve the conditions than a straight increase of fare with no increased co-operation. 2. The Growth of the Automobile Business. This subject should be treated under two heads : — (1) The privately owned automobile which carries passen- gers, not for hire, some of whom would otherwise ride on the street cars. (2) The so-called jitney, which enters into direct competition with the street railways. (1) Privately owned Autos. — The advent of the automobile has been one of those circumstances which no human mind 'i m ! I' ' T IJ 1^ INTENTIONAL SECOND EXPOSURE 1 24 REPORT OX STREET RAILWAYS. [Feb. of rate regulation in various States throughout the country shows that the present method of regulation in Massachusetts has its equivalent in at least half of the other States. The sus- pension clause, which is an important feature of this system, was adopted by Congress in its Federal Interstate Commerce Law in 1910. It does not appear that the fares in Massachusetts or in any State have increased in the same ratio as the labor and mate- rial expenses, and it would probably not be advisable to make a proportionate increase in fares. Increased fares are seldom productive of corresponding increases in gross revenue. When fares are increased there is usually a reduction in the nurnber of passengers carried. There is, then, a limit to increases of fares. This Commission was not charged with the duty of studying the question of street railway fares, but it has been obliged to make some investigation of this subject in order to determine to what extent the present conditions of the street railways can be traced to the rate of fares. This Commission is not prepared to make any specific recommendations relative to in- creased fares. It is, however, of the opinion that other causes than the present method of rate regulation have contributed in large measure to the dei)reciation of the value of street railway securities. It is no doubt true that a fare which was allowed in 1897 could not be expected to provide the same dividend return under 1917 conditions. The Commission believes that a better understanding between the street railways and the public will do more to improve the conditions than a straight increase of fare with no increased co-operation. 2. The Growth of the Automohile Business. This subject should be treated under two heads: — (1) The privately owned automobile which carries passen- gers, not for hire, some of whom would otherwise ride on the street cars. (2) The so-called jitney, which enters into direct competition with the street railways. (1) Privately owned Antos. — The advent of the automobile has been one of those circumstances which no human mind ( if'4 t 1918.] SENATE - No. 300. 25 il could foresee. In this connection the following figures are of interest : — In 1910, 31,360 automobiles were registered in this State, including commercial trucks and vehicles, but excluding dealers' cars. In 1912 the number was 50,132. In 1915 the number was 102,633. In 1916 the number was 136,809. In 1917 the number was 174,274. Of this last number, 147,310 were mainly passenger cars, i.e., with trucks and commercial vehicles excluded. Assuming that each of these cars takes away from the revenue of the street railways one round-trip ride per day, paying a 5-cent fare each way, the loss in street car revenue in a year in this State would be about $5,000,000, or nearly SI 5,000 per day. It is estimated that a private auto would represent two fares per day, which would otherwise be paid on the cars. Any one watching the stream of cars morning and night through the streets of Boston which lead to the business center will probably agree that such cars must represent a material loss of revenue to the Boston Elevated. The question of just how many dollars are thus di- verted from the treasury of the company is a matter impossible to estimate exactly. The above estimate of $5,000,000 per year appears reasonable. In addition to the private autos there are about 10,000 motorcycles licensed in this State, which also means a loss in revenue to the street railways. The large number of automobiles also causes a material delay to traffic at important street intersections. (2) Jitneys. — The jitney represents a different phase of the automobile situation. In the jitney the street railway has a direct competitor for fares. The jitney operates in the same general territory as the street railway, picking off the cream of the traffic (such as the short-haul business), operating in many cases only under favorable weather conditions, and often with- out a bond sufficient to protect either the pedestrian or the passengers in the case of accidents. The jitneys often pay li- censes locally, but in many cases not proportionate to their privileges. In this State the jitneys have not been declared common carriers, and are therefore not subject to the regula- j ii.: 26 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 27 tion of the Public Service Commission. Certain cities and towns have bonded the jitneys so that the public is reasonably protected. As a general rule, however, it is not believed that these jitneys are so bonded. The street railway companies are thus subjected to a more or less unfair competition, by which the jitneys can operate in general how, when and where they please, without having any particular responsibility in return for their rights to engage in the transportation business. The street railways, however, must maintain their service, under all conditions of weather, in a manner satisfactory to the general public, and under the supervision and regulation of the Public Service Commission. Recently jitney competition has been so severe that the Nahant & Lynn has threatened to cease operations unless the city will revise the conditions under which jitneys are allowed to operate. 3. Taxation and Highway Maintenance Requirements, Before proceeding with a discussion of the relative merits and defects of the present system of taxation of the street railways of this State, it will probably be well to outline concisely the general features of the present system. All of the street rail- ways in Massachusetts are taxed under the same conditions, with the exception of the Boston Elevated and its leased lines. The general system of taxation in Massachusetts includes three taxes: (1) property tax, (2) corporate franchise tax (in- cluding an additional corporate franchise or excess tax), and (3) commutation or excise tax. In the case of the Boston Ele- vated the commutation tax is not assessed. There are, of course, in addition certain Federal and miscellaneous taxes, but these are relatively small, and need not be considered further in this discussion. (1) Property Tax. — This tax is assessed on real estate and machinery by the local authorities. The value of the rails, wires, poles, etc., in public highways are not taxed as property, as these items are included in the value of the corporate franchise. The tax paid on property in this State by the street railways in 1916 amounted to about $890,000. This tax was paid on property which had an assessed valuation of about $45,780,000. These figures represent an average rate throughout the cities and towns having taxable railway property of $19.40 per thou- sand. Of this tax the amount not assignable to railway opera- tion amounts to approximately $71,000, representing over $3,500,000 worth of property. Tables XVII. and XX. in Appendix C show in some detail the property taxes paid by the street railways of this State in 1916. (2) Corporate Franchise Tax. — This tax, which is assessed by the State Tax Commissioner, is determined by ascertaining the fair cash value of the capital stock, which is taken to represent the true value of the corporate franchise. From such value there is then deducted — (a) So much of its capital stock as is proportional to that part of its line lying outside the Commonwealth. (b) The value of its works, structures, real estate, machinery, etc., subject to local taxation within the Commonwealth. For this purpose the Tax Commissioner may take the value at which such real estate and machinery is assessed locally, but such local assessment is not to be taken as conclusive of the true value. After these deductions, (a) and (6), the amount remaining is known as the corporate excess, and upon this the tax is assessed, the rate being the same as that taxed on all corporations throughout the State. The tax collected from each railway company is apportioned among the cities and towns in propor- tion to the length of tracks operated in the respective cities and towns. The share of the tax in proportion to the mileage upon State boulevards, parks and reservations is retained by the State and credited to the sinking fund of the loan to which the expenditure for the particular State boulevard, park or reserva- tion was charged. The money apportioned to the municipali- ties is to be used for the repair and maintenance of the public ways and the removal of snow therefrom. The corporate franchise tax assessed on street railways for 1917 is $571,533. This tax is based on a rate of $19.47 per thousand on a corporate excess of $29,354,658. The market value of the capital stock, as determined as of April 1, 1917, by the Tax Commissioner, is $74,756,009. As noted above the ' f i i iWm' !. 28 REPORT ON STREET RAILWAYS. [Feb. P corporate excess is obtained for each street railway by deducting items (a) and (b) from the market value of the capital stock. The corporate franchise tax assessed has declined very greatly since 1911, when it was at its maximum, namely, $1,236,855. At that time (1911) the tax rate was $17.93 per thousand on a corporate excess of $68,982,468. The market value of the capi- tal stock at that time was $105,298,052, and the par value was $86,600,000. In 1916 the market value was $82,962,054, while the par value was about $102,500,000. In 1916 the corporate franchise tax was $732,253, while it was only $571,533 in 1917. Thus the stock has been continually decreasing in market value, and the corporate franchise tax has diminished propor- tionately. For 1917 it is less than half what it was in 1911. For many individual railways the tax is nil. An additional corporate franchise tax sometimes called an excess tax, is to be assessed by the Tax Commissioner whenever an operating street railway company has paid in the aggregate during the year dividends exceeding 8 per cent, on the capital stock. The additional tax for every such year shall be an amount equal to such excess, except that this tax shall not be imposed unless the company has, since the date it commenced operating, paid dividends equivalent in the aggregate to at least 6 per cent, upon its capital stock from year to year. The Tax Commissioner states that no such tax has been paid by any street railway in recent years, and probably no street railway has ever paid a tax under this "excess" proviso. (3) Commutation or Excise Tax. — The commutation tax, more commonly known as the excise tax, is assessed locally on the various street railway companies. This tax, like the portion of the franchise tax distributed among the cities and towns, is supposed to be used for the repair and maintenance of highways and for the removal of snow therefrom. The excise tax of a street railway as assessed in any city or town amounts to such proportion of the following percentages of the gross receipts of the company as the length of tracks operated by it in public ways and places, in such city or town, bears to the total length of track operated by it in public ways and places. The percentages are based on the annual gross receipts per mile of track, and computed upon the aggregate of such annual gross receipts, as follows : — 1918.] SENATE - No. 300. 29 $4,000 or less, Percent. More than $4,000 and less than $7,000, .... . . ' 2 More than $7,000 and less than $14,000, - .... 2^ More than $14,000 and less than $21,000, ..... 2^ More than $21,000 and less than $28,000, * * 2^ $28,000 ormore, .3* The Boston Elevated Railway, including the West End, does not pay this commutation or excise tax, but was formerly assessed a special compensation tax. This special tax, which was based on gross earnings of all lines owned, leased or oper- ated, amounted to seven-eighths of 1 per cent, of the gross earnings when the annual dividend was not greater than 6 per cent. If the dividend exceeded 6 per cent, then the sum equal to the excess of the dividend over 6 per cent, was to be paid in addition to the regular compensation tax of seven-eighths of 1 per cent. The commutation or excise tax amounted to nearly $492,000 in 1916. On a mileage basis the excise tax amounted on an average to $200 per mile of single track (mileage of Boston Elevated and leased lines excluded). The following summary shows what the taxes for 1916 amounted to as percentage of 1916 gross earnings: — Property tax (all lines), %^i4 Corporate franchise tax (all lines), . . ' * '. * ' '^'70 Excise tax (Boston Elevated lines excluded), . * ' ' .2 16 Compensation tax (formerly assessed) (Boston Elevated lines onlv) Vof 1 Further information relative to taxes in 1916, and, in some cases, for years previous to 1916, will be found in Tables XVII.-XXL, inclusive, in Appendix C of this report. (4) Compensation Tax (Boston Elevated) . — This tax was also distributed to the municipalities in proportion to the mileage of elevated and surface track, reckoned as single track in the vari- ous cities and towns. The Boston Elevated Railway was re- cently relieved of this tax except when dividends exceeded 6 per cent., in which case the tax was to be equal to such excess of dividends over the 6 per cent., as a result of the report of the special commission which considered the financial condition of the company and reported in February, 1917, to the Legisla- ture. This special tax was formerly assessed as a compensation t :* t| i 30 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 31 for the use and occupation of the public streets, squares and places. The compensation tax paid by the Boston Elevated for the year ending Sept. 30, 1916, amounted to $160,786. (5) Requirements relative to the Maintenance and Repair of Public Ways by Street Railway Companies. — The next phase of the subject under consideration is the requirement relative to the maintenance and repair of public ways by the street rail- ways. In fact, for a proper consideration of this subject it is absolutely essential to consider taxation in its relation to the requirements made on street railways in connection with repair of highways. The excise tax was primarily established in 1898, in order to relieve the street railways of certain duties relative to the highways. A brief historical sketch seems desirable at this point in order to understand the factors relating to the establishment of this excise tax, and in order to see clearly to what extent this tax has worked out in a manner equitable both to the street rail- ways and to the municipalities. The first street railway charters in IVIassachusetts were granted in 1853 to the Metropolitan Railroad Company of Boston and to the Cambridge Railroad Company. In both cases the street railroad company was required to maintain the portion of streets and bridges occupied by its tracks. Of course, in the early days before electrification there was considerable deterioration of the highways due to the travel of the horses. There were various changes made from that time up to 1882. At this date the requirements were that each street railway should keep in repair the paving, upper planking or other sur- face material of the portion of streets, roads and bridges occu- pied by its tracks. If such tracks occupied unpaved streets the company was required to keep in repair an additional 18 inches on each side of the portion occupied by its tracks. Up to 1882 the street railway companies had generally been required to conform to regulations made by local authorities as to the removal of snow and ice. In 1882 the requirement pro- vided that the board of aldermen or selectmen might establish such regulations as to the rate of speed, mode of use of the tracks, and the removal of snow and ice therefrom as the in- terest and need of the public might require. The legislation, as above mentioned, of 1882, relative to the repair and maintenance of highways and the removal of snow and ice, was in force in 1898. At this time a special committee was appointed to consider the relations between street railways and municipalities. On this special committee were Charles Francis Adams of Lincoln, William W. Crapo of New Bedford, and Elihu B. Hayes of Lynn. The committee gave much study to the question of street repair and snow removal, and came to the conclusion that the method existing at that time — i.e., by which the street railways actually did the work of re- pairing the streets and removing the snow — - caused continual misunderstanding between the street railways and municipal authorities, and took from the local authorities the undivided responsibility which they should have over their own highways. The special committee of 1898 recommended legislation re- lieving the companies of their former duties of repair and main- tenance of highways, and in lieu of this substituted a tax based upon gross receipts. This tax, which the committee referred to as a commutation tax, was to be of a percentage on gross receipts varying with the receipts per mile of track operated, and was to be distributed in the case of each company among the cities and towns in proportion to their mileage of tracks in public ways. With regard to snow removal the committee recommended that the company should level the snow plowed by them from their tracks in such a manner as to meet the approval of the superintendent of streets, but that they should not be required to remove from the streets the snow displaced from their tracks. Briefly, this commutation tax, according to the ideas of the special committee, was to relieve the companies of all their former requirements as to repair of highways and removal of snow from their streets. It was the intention apparently of this committee that such legislation should apply to all street rail- ways in the Commonwealth, including the lines operated by the Boston Elevated. Unfortunately, however, chapter 578 of the Acts of 1898, based on the recommendations of this committee, did not en- tirely carry out the ideas expressed by this committee. The commutation or excise tax was provided for in substantially « i . \'i 32 REPORT ON STREET RAILWAYS. [Feb. i the manner recommended by the special committee, and the railways were relieved in general from repairing any portion of the streets and bridges. However, the proviso was added that the company should ** remain subject to all the legal obligations imposed in original grants of locations.'* With regard to snow removal the companies were required to clear snow from their tracks in such a manner as would be approved by the superin- tendent of streets. This legislation provided that the lines of the Boston Elevated should be excluded from this act for a period of twenty-five years from June 10, 1897. Thus it will be seen that this legislation did not provide a commutation tax which should relieve the street railways of all work in connection with repair of pavements. Neither did it specifically provide that the street railway company should in no case be required to actually remove any snow from the streets. Since that time it has been decided by the courts that the '* original grant of location" means the first location granted to a street railway company by a city or town, and that an obligation to maintain or repair the public ways imposed bj' such an "original grant" is valid notwithstanding the legisla- tion of 1898. Since 1898 there have been slight changes in legislation rela- tive to these matters. At the present time the company is re- quired, with reference to snow removal, to clear snow from its tracks in such manner as will meet the approval of the super- intendent of streets, provided that no street railway shall be compelled to remove from the streets in which its tracks are located an amount of snow greater than it has cleared from between its rails and between its tracks, and from a space 18 inches wide on either side of its tracks. The special committee recommended that the amounts received by the cities and towns from this excise tax should be treated as a separate fund and applied to the construction, repair and maintenance of the public ways within such cities and towns. The legislation of 1898 omitted this recommendation as to the separate fund, but provided that the amounts received from the excise tax should be applied to the construction, repair and maintenance of the public ways and the removal of snow therefrom. Since that time certain changes have been made, one being that the :; I '! M l! 1 i V, INTENTIONAL SECOND EXPOSURE .1 32 REPORT OX STREET RAILWAYS. [Feb. the manner recommended by the special committee, and the railways were relieved in general from repairing any portion of the streets and bridges. However, the proviso was added that the company should "remain subject to all the legal obligations imposed in original grants of locations.'' With regard to snow removal the companies were required to clear snow from their tracks in such a manner as would be approved by the superin- tendent of streets. This legislation provided that the lines of the Boston Elevated should be excluded from this act for a period of twenty-five years from June 10, 1897. Thus it will be seen that this legislation did not provide a commutation tax which should relieve the street railways of all work in connection with repair of pavements. Neither did it specifically provide that the street railway company should in no case be required to actually rem.ove any snow from the streets. Since that time it has been decided by the courts that the "original grant of location'* means the first location granted to a street railway company by a city or town, and that an obligation to maintain or repair the public ways imposed b> such an "original grant" is valid notwithstanding the legisla- tion of 1898. Since 1898 there have been slight changes in legislation rela- tive to these matters. At the present time the company is re- quired, with reference to snow removal, to clear snow from its tracks in such manner as will meet the approval of the super- intendent of streets, provided that no street railway shall be compelled to remove from the streets in which its tracks are located an amount of snow greater than it has cleared from between its rails and between its tracks, and from a space 18 inches wide on either side of its tracks. The special committee recommended that the amounts received by the cities and towns from this excise tax should be treated as a separate fund and applied to the construction, repair and maintenance of the public ways within such cities and towns. The legislation of 1898 omitted this recommendation as to the separate fund, but provided that the amounts received from the excise tax should be applied to the construction, repair and maintenance of the public ways and the removal of snow therefrom. Since that time certain changes have been made, one being that the II i\ I fi 1918.] SENATE — No. 300. 33 amounts received from the excise tax, together with that re- ceived from the corporate franchise tax, should be applied to the repair and maintenance of those portions of the public ways in which the tracks of the companies were located, and the removal of snow from such public ways. However, this proviso has since been changed, and at present merely requires that the amounts received from the excise and corporate franchise taxes shall be used "toward the repair and maintenance of the public ways and the removal of snow therefrom within such city or town.*' As mentioned with regard to taxation, the Boston Elevated pays no excise tax, and is still required to keep in repair portions of the streets occupied by its tracks, i.e., be- tween the tracks in paved streets, and in unpaved streets for a width of 18 inches outside its tracks. The special committee of 1898 admitted that perhaps the excise tax, in the form in which they recommended it, might not prove absolutely just to all parties concerned, but they were of the opinion that it would give a reasonably fair basis of settlement. It may be interesting to see just how this excise tax has worked out during the period of nearly twenty years since that time. Two main points should be considered in connection with the study of the conditions relative to these matters. First, has this excise tax relieved the companies of the work in connection with the repair of highways in the spirit and to the extent of the recommendations of the special committee of 1898? Second, has the excise tax of itself provided an equitable basis for the commutation of the street railway duties with regard to repair of highways? Considering the first of these items, namely, whether the companies have been relieved of the street repairing, it has been proved that in many cases the companies have been required to spend large sums of money in the repair and maintenance of paving in accordance with the "original grants of location." It will be remembered that the legislation of 1898 did not relieve the companies of this burden. In many cases cities and towns have relieved the companies of such expenses, being willing to accept the excise tax as a commutation of such duties. In other cases, however, cities and towns have required the street rail- f '.1 ( ^ I ii 34 REPORT ON STREET RAILWAYS. [Feb. ways to live up rigidly to all of the original requirements, and have, in addition, received their share of the excise tax. In other cases the street railways have been required not only to repair and maintain the highways, but, in addition, to lay im- proved pavements between their tracks whenever the local authorities decided to improve the pavements of such streets. The street railways have sometimes capitalized the difference between the cost of such improved pavement and what the cost would have been to merely repair or replace the old type of pavement, but this has not prevented the practice from being burdensome to the company. While the street railways have perhaps a moral right to refuse to make improvements in the pavements, etc., it should be remembered that a public service corporation is in a poor position to refuse to do what the local authorities desire. Unfortunately, it is true that there has been bargaining with street railways by local authorities. Whenever a street railw^ay requests some privilege, such as a location for a new siding, even though the street railway may be well within its rights, the municipalities often decline to make the grant without obtaining some sort of concessions. In such cases the company should not be held up for a new paving from curb to curb, or some similar burden. In 1916 the Bay State paid over $100,000 for the maintenance of paving in addition to its excise tax of $215,000. In the year 1916 the street railway companies paid an excise tax of nearly $500,000. This figure excludes the lines of the Boston Elevated, which company does not pay an excise tax. The street railways are paying a further amount for maintenance of paving, which we are unable to estimate, as these costs are not separated from the expenses incurred in connection with the renewals of rails and ties. The corporate franchise tax is also distributed to the cities and towns, with the requirement that it shall be used for the repair of highways and removal of snow therefrom. The State keeps a relatively small amount of this franchise tax, perhaps $10,000 a year, due to tracks located on public reservations. The second matter is whether the excise tax as assessed at present is equitable both to the various street railways and to all the various cities and towns. Weight of equipment and speed of cars have changed, and new types of paving have 1918.] SENATE — No. 300. 35 come into use. The excise tax is given in detail earlier in this report as a percentage of gross receipts, this percentage varying with the average receipts per mile of track and increasing from 1 per cent, where average receipts are $4,000 or less to 3 per cent, where the average receipts per mile are $28,000 or more. For example, a small town having within its limits the tracks of a large company operating in a near-by city may receive for its share of the excise tax a revenue based on a relatively high percentage of the gross earnings, while another small town with similar mileage and track conditions may be located on a street railway having a much smaller gross income per mile of track. The second town would therefore receive a sum considerably smaller than the first town for its share of the excise tax. There is a town having 10 miles of track which receives between $3,500 and $4,000 as its share of the excise tax, while a second town having the same mileage receives only a little over $2,000 as an excise tax from another company, and whereas a third town with the same mileage receives less than $300 as its share of the excise tax. The first of these towns receives about thir- teen times as much per mile of track as does the third, namely, $400 per mile of track against $30 per mile. While it cannot be said that traffic conditions are necessarily the same, the cost of highway maintenance does not vary by 1,300 per cent., as shown in these figures. No allowance is now made for the fact that it costs much more to maintain a city pavement than a country road. In many cases the street railway runs at the side of the highway, where little maintenance expense is necessary. The excise tax paid to certain towns in 1916, compared with the money paid for the entire maintenance of highways in the same towns for the year ending Dec. 31, 1914, the last year for which we have figures, shows that one town paid in 1914, $2,751 for maintenance of highways, and in 1916 received $1,358 from the excise tax. In this town only 13 per cent, of the highways contained street railway tracks. Since the portion of the high- way actually occupied by the tracks in a town would generally not be over 40 per cent., it is safe to say that in this tow^n only 5 per cent, of the area of its highways contained tracks, while for this 5 per cent, of highways the amount received was equal ! ! i< '■' I il ' 'li 36 REPORT ON STREET RAILWAYS. [Feb. to nearly one-half of the total expenditures for highways. An- other town received $2,130 from the excise tax and spent $2,561 for the entire cost of maintenance of highways. In this town the percentage of the length of highways in which street railway tracks are located is 15 per cent. In the case of one unprofit- able line the taxes amounted to more than the gross earnings. In its report in 1916 to the Legislature on the statutes relative to the repair and maintenance of highways in which street rail- ways are located, the Public Service Commission included a table showing valuable information on this subject. Additional information can be obtained from many sources proving that the excise tax neither relieves the street railways from many burdens relative to repair and maintenance of highways, nor is equitable as far as the individual cities and towns are concerned, although if the companies had been relieved of the burdens as intended the aggregate may have been entirely fair. Aside from the matter of the excise tax and its distribution, the general question arises as to the equity of the various re- quirements made on the street railways relative to the high- ways, whether these requirements be in the form of work to be done on the highways by the companies themselves, or whether a tax is assessed as a commutation of such duties. The presence of street railway tracks in a street causes some expense to a municipality. The expense may be due to the actual deterioration of the pavement near the rails, as well as to the wear due to the increased vehicular traffic on the portion of the pavement outside the tracks. The question then arises as to what is a fair estimate of the paving expense, chargeable to the street railway, due to the actual presence of the track. The expense of laying an improved type of pavement is not an equitable charge to the company. The cost of complete re- newal of pavement even of the same type should not always be shared by the street railway. If the street railway is required to pay a sum greater than is actually required to repair the pavements that have actually been deteriorated by its presence, the real result is that the car riders are paying a tax which should be borne by the com- munity. Is it fair to ask the person who rides in the street car to pay 1918.] SENATE — No. 300. 37 some of the taxes which should be paid by the automobile rider? Local authorities can reduce the tax rate in their munic- ipality by this expedient, and there is little doubt but what it has been done to some extent in the past. Unfortunately, few people have appreciated this fact, and so have permitted an unfair system to develop, which can only be remedied by a complete understanding of the situation now confronting the street railways, and an urgent desire to eradicate the past defects. 4. Improvements in Service. With the development of street railways, the car rider has re- ceived quicker and more comfortable transportation. The first horse cars were unheated and had straw on the floors. To-day in Boston, and probably throughout the entire State, cars are heated by electricity at high cost. Other cities still use stoves in the cars at a less cost. Would the Massachusetts public be willing to substitute stoves for the present electrically produced heat which warms the car in a uniform and satisfactory man- ner? Within a few months a New York rapid transit line asked the Public Service Commission for permission to reduce heat in the cars to a certain point, in order to save fuel, making use of the so-called "animal heat" of the passengers. Permis- sion was granted and the experiment resulted in a vigorous protest. The issue was reflected in a mayoralty campaign, and the Public Service Commissioners were threatened with removal from office for granting such permission. This illustrates to what an extent the improvements and comforts of service of yesterday become the necessities of to-day. In many other ways the comfort of the car rider has increased during recent years. The development of the rapid transit system in Boston has been marked. Over $50,000,000 has been expended in the ele- vated and subway lines operated by the Boston Elevated Rail- way. The annual rental paid for these subways will be in the vicinity of $2,000,000 when the Dorchester tunnel is completed. Thus the entire receipts from the transportation of 40,000,000 passengers every year on the Boston Elevated system are paid for rental of subways alone. In no other large city in this country, probably in the world, is there so complete a system of free ! :i r W i !! t ^ i li 11' I 38 REPORT ON STREET RAILWAYS. [Feb. transfer between surface and rapid transit lines as in Boston. What this means can be understood by visits to other large cities, where the surface lines are run to a great extent inde- pendently of the rapid transit lines. There are no systems in the country which have transfer stations at non-enclosed areas on such a large scale as the Boston Elevated has. Central Square, Cambridge, furnishes a prominent example. At points such as this the public transacts much business without the necessity of an additional fare, such as would be exacted in many cities. It should be noted that nearly one-half of the car riders in the State are carried on the lines of the Boston Elevated. Photo- graphs are shown in this report illustrating the development of the street car, from the horse car of the early days to the latest type of center-entrance prepayment cars recently put in opera- tion in Boston. Similar improvements in service, both as to comfort and speed, have been made in nearly all parts of the State. The cost of these improvements has been represented in general by capital investments, since at no time have the earnings been sufficient to meet these additional burdens. Many operating economies have been attained through the use of rapid transit lines, improved equipment, etc. In connection with the con- struction of the subways and the increase in real estate values, it is unfortunate that a private company such as the Boston Elevated should have been used to boom real estate. The con- struction of the subways — particularly, perhaps, the Boylston Street and the Cambridge subways — has increased the values of real estate to a great extent. In other cities, Cleveland, for in- stance, the opposite methods have been employed. When real estate promoters desired to enhance the value of their land by providing transportation facilities they furnished money to the street railways to build the desired extensions, and in some cases paid deficits on these lines until they became paying parts of the property. This seems a much sounder principle than the real estate situation resulting in and near Boston from the construction of the subways. 1918.] SENATE — No. 300. 39 5. Non-paying Lines. . The history of street railway development throughout the country has shown very clearly that many lines have been built which should never have been constructed. In the early days of electric railways prospects looked good both to the promoter and investor. It appeared that electric railways could make money almost anywhere. Consequently lines were surveyed, constructed and placed in operation fifteen years ago which to-day cannot earn their operating expenses and fixed charges. In many cases these lines probably have never paid any divi- dends. These non-paying lines may be divided into two general classes, — first, those that are independent, and second, those that have been merged into the larger companies. In the first case the lines have struggled along with fares increased, per- haps, as high as they could go without resulting in a decreased gross revenue. Ultimately, however, these lines have been forced into the hands of receivers, or else sold directly to the junk dealer. In the second case the lines have been granted a new lease of life at the expense of the parent company. Often, however, these non-paying lines were purchased at a good figure, in order to successfully carry out the desired consolidation. As an example of these non-paying lines, the Bay State calls attention to the fact that it costs nearly 50 cents per passenger on the Billerica branch. On another line it was stated that the taxes alone amounted to more than the gross receipts. A greatly increased fare does not provide a solution for such lines, since there is a limit beyond which fares cannot go with- out an actual decrease in gross revenue. The alternatives re- maining are (1) to tear up the rails for junk, (2) to carry the burden of the non-paying line by some other portion of the system, (3) to reduce expenses by the operation of one-man cars or automobiles equipped to run on the rails, or (4) in case the continuance of the line is sufficiently important to the community the company could receive some form of subsidy or community assistance. The Commission has studied the so- called trackless trolley in this connection, but does not believe that it can express an opinion on matters that are purely oper- ating in their essence. I A i ♦ 40 REPORT ON STREET RAILWAYS. [Feb. I 6. Failure to provide for Depreciation and Obsolescence. The first question that arises when street railways fail to pay dividends is whether they are overcapitalized, due to the issue of stock without a corresponding actual investment in the property. This Commission has, like other commissions study- ing this subject, reached the conclusion that the capitalization of the Massachusetts street railways does not include any- con- siderable amount of watered stock. In certain individual cases the capitalization did contain a certain amount of watered stock. This amount, however, is probably negligible as com- pared with the entire capitalization. The Board of Railroad Commissioners have had in the past, and the Public Service Commission at present have, considerable authority over the issue of stock. Only before 1893 or 1894 did the Railroad Com- missioners lack sufficient powers to properly supervise the issu- ance of stocks. At that time the total investment in the street railways amounted to only $50,000,000, of which about half was capital stock, compared with nearly $227,000,000 invested in 1916. In 1912 the net capitalization per mile of track in Massachu- setts was $57,800 as compared with $185,600 for New York, $131,800 for Pennsylvania, $72,200 for Ohio and $78,400 for Indiana. The average for New England at that date was $61,600, and for the entire United States, $104,900. In 1916 the capitalization per mile of main track in Massachusetts was $69,935. Excluding the Boston Elevated, which had a capital- ization of $1,337,648, due to its rapid transit lines, the average for the remaining street railways in the State was $52,111. The question then presents itself whether the existing capi- talization bears a fair relation to the value of the property. The question also arises to what extent, if any, should dividends be paid on stock issued originally for equipment which has since been discarded. A more complete investigation relative to the subject of depreciation and obsolescence is necessary in order to obtain a clear understanding of this phase of the ques- tion. The following material, dealing with depreciation and its relation to capitalization, has therefore been included in this report. m^ ^ ■ , • i! INTENTIONAL SECOND EXPOSURE 40 REPORT ON STREET RAILWAYS. [Feb. 6. Failure to provide for Depreciation and Obsolescence. The first question that arises when street railways fail to pay dividends is whether they are overcapitalized, due to the issue of stock without a corresponding actual investment in the property. This Commission has, like other commissions study- ing this subject, reached the conclusion that the capitalization of the Massachusetts street railways does not include any- con- siderable amount of watered stock. In certain individual cases the capitalization did contain a certain amount of watered stock. This amount, however, is probably negligible as com- pared with the entire capitalization. The Board of Railroad Commissioners have had in the past, and the Public Service Commission at present have, considerable authority over the issue of stock. Only before 1893 or 1894 did the Railroad Com- missioners lack sufficient powers to properly supervise the issu- ance of stocks. At that time the total investm.ent in the street railways amounted to only $50,000,000, of which about half was capital stock, compared with nearly $227,000,000 invested in 1916. In 1912 the net capitalization per mile of track in Massachu- setts was $57,800 as compared with $185,600 for New York, $131,800 for Pennsylvania, $72,200 for Ohio and $78,400 for Indiana. The average for New England at that date was $61,600, and for the entire United States, $104,900. In 1916 the capitalization per mile of main track in Massachusetts was $69,935. Excluding the Boston Elevated, which had a capital- ization of $1,337,648, due to its rapid transit lines, the average for the remaining street railways in the State was $52,111. The question then presents itself whether the existing capi- talization bears a fair relation to the value of the property. The question also arises to what extent, if any, should dividends be paid on stock issued originally for equipment which has since been discarded. A more complete investigation relative to the subject of depreciation and obsolescence is necessary in order to obtain a clear understanding of this phase of the ques- tion. The following material, dealing with depreciation and its relation to capitalization, has therefore been included in this report. Ifi 1 ' I •: ( ^ 1918.] SENATE — No. 300. 41 I 1^ ii>i It is unfortunate that Massachusetts street railways have not set aside from earnings a sum sufficient to provide for de- preciation and obsolescence, — not merely providing for re- newals of machines and the purchase of new and improved types of cars to replace worn-out or obsolete cars, and more efficient units in the power plants, but also laying aside each year a fund adequate to meet the estimated depreciation. As the art of railroading has advanced, old types of equipment have been replaced by more improved types, even though in many cases the change was made not because the old equipment was worn out, but merely because it was more economical to operate with equipment designed according to later practice, or because the greater convenience and comfort of the public rendered such new equipment desirable. The street railways of Massachusetts have acted in this re- spect in the same manner as street railways in other portions of the country. This Commission has found that no street rail- ways have set aside a sum sufficient to take care of these items of depreciation and obsolescence. The various regulatory com- missions, including the Interstate Commerce Commission, have made their recommendations rather vague on this subject, and have apparently dodged the issue of absolutely requiring any sufficient sum set aside for this purpose. In case a new type of car was purchased it has been customary to capitalize the differ- ence between the cost of this car and the first cost of the old car which it replaced. In many cases, however, the entire cost of the new cars has been capitalized. Thus, the property repre- sented by some of the invested capital has been withdrawn from service without a corresponding reduction in the outstanding securities. To this extent, then, have dividends been paid on unused and obsolete property. Identical results have been found relative to the steam railroads. This failure to provide for proper depreciation and obsoles- cence has been fully realized only during the past few years. Under the conditions of to-day, where the costs of labor and material are so high, the failure to provide for depreciation is the more marked. No one set of persons is responsible for this condition. The Massachusetts street railways have surely been at fault, but no f$ i«l is I 42 HEPORT ON STREET RAILWAYS. [Feb. more so than the street railways throughout the country. Moreover, the Public Service, or similar commissions in the various States, has never required the street railways to set aside sufficient sums for this purpose. Changes have been so rapid in the art of street railroading that it would have been impossible to determine just how much money should have been set aside for these purposes. But the fact remains that a sum should have been set aside to cover depreciation and obsoles- cence. This is no time to elaborate on the mistakes of the past, ex- cepting in so far as it may be necessary in order to show what effect these errors of judgment have had in bringing about the conditions now confronting the street railways. In some of the recent franchises granted to street railways there has been a definite attempt made to provide for a substantial depreciation fund to be set aside out of earnings. In Dallas, Tex., a new franchise has been put into operation within the last few months. The Dallas plan, mentioned elsewhere in the report, represents one of the latest types of the so-called service-at-cost plans. The Dallas franchise provides for a repair, maintenance and depreciation reserve. The following quotation from the fran- chise outlines the purpose of this reserve : — The grantee covenants that it will at all times keep all its property, including the property embraced in said lease from Northern Texas Trac- tion Company, in good and businesslike order and repair, and, as a whole, in condition to give effective service. To this end, and to the end also that replacements and renewals may be made from time to time as neces- sary to maintain the property in such condition, and to offset deprecia- tion in the physical condition of the property as a whole, and that new types of equipment may be introduced to supersede those that become antiquated or obsolete according to commonly accepted commercial standards in the business, the grantee will set up, in the manner herein- after provided, a repair, maintenance and depreciation reserve, and will use the same when and to the extent necessary for such purposes and for those purposes only, save as herein otherwise provided. It is provided that at the beginning of each calendar month the company shall, after paying the operating expenses, apply toward the creation and maintenance of the repair, maintenance I! 1918.] SENATE — No. 300. 43 and depreciation reserve an amount equal to 10 per cent, of the gross receipts for such month. It is next provided that after certain payments to the accident reserve, a dividend amounting to 5 per cent, per annum, that is, five-twelfths of 1 per cent, for such month, shall be paid on the property value. It is further provided that for every additional one-twelfth of 1 per cent, set aside for the payment of dividends on property value there shall be added to the repair, maintenance and depreciation reserve an amount equal to 3 per cent, of the gross receipts for such month. After all the foregoing payments have been made, the balance of the gross receipts for the month shall be added to the repair, maintenance and depreciation reserve until total additions from all sources for the then current calendar year shall amount to 18 per cent, of the gross receipts during such year. The repair, maintenance and depreciation reserve shall be considered nor- mal whenever the amount equals 6 per cent, of the contempora- neous property value, until such time as the fares are reduced to Item B on the fare schedule. After such time this reserve shall be considered normal when the amount equals or exceeds 10 per cent, of the contemporaneous property value. Whenever this reserve is maintained at normal the company may pay the full amount of the then allowed rate of return on the property value. Summarizing, the Dallas plan provides for the payment of 5 per cent, dividends after a certain sum (10 per cent, of the gross receipts for the month), has been set aside for the repair, maintenance and depreciation reserve. Further payments in dividends are then authorized only as the repair, maintenance and depreciation reserve is also increased, the normal amount of such reserve being increased if it is below normal. The normal amount of such reserve is 6 per cent, of the property value on the top schedule of fares, and 10 per cent, of the property value if the next lower schedule of fares is in opera- tion. The Cleveland service-at-cost plan provides for a mainte- nance and renewal fund. The following quotation from the franchise shows the purpose for which this fund is provided: — The intent hereof with regard to the sum authorized by section 20 hereof to be set aside for maintenance, depreciation and renewal is to f i! I ,! ii \ ! V 44 REPORT ON STREET RAILWAYS. [Feb. enable the company to maintain, renew, replace, preserve and keep its railway system and property, and every part thereof, and all extensions, betterments and permanent improvements hereafter made pursuant hereto, in good condition, thorough repair and working order, the standard of such condition, repair and working order being an average for the entire system of 70 per cent, of its reproduction value. This fund is maintained by setting aside a certain sum per car-mile operated. The car miles are defined as revenue miles, exclusive of car-house and car-yard miles, made by cars equipped with motors, and 60 per cent, of the said rate of simi- lar miles made by trailers. It is provided that in January, February, March, April, May and December 4 cents per car- mile shall be thus set aside; in November, 5 cents per car-mile; and in June, July, August, September and October, 6 cents per car-mile. It is further provided that the amounts set aside per car-mile for maintenance and renewal may be increased or de- creased by agreement between the city and the company, or, in the event of disagreement, such increase or decrease in the car-mile allowance shall be submitted to arbitration. The sum so set aside shall, if not needed for immediate maintenance or renewals, be accumulated, and may from time to time be in- vested in the bonds of the company or in the payment of its floating indebtedness to the extent that the same form part of the capital value of the company. In the ordinance adopted in Kansas City, Mo., it is provided that at the beginning of each fiscal year the board of control shall determine what percentage of the gross earnings for that year shall be used during that year for maintenance, renewals and depreciation. The amounts so determined for any year for maintenance, etc., shall not be less than 16 per cent, of the gross earnings in the previous year. If the full percentages of the gross earnings assigned for this purpose shall not be actu- ally expended, the balance shall be set aside for the same pur- poses during the next or any succeeding year. It is provided that the percentages fixed as above shall in no wise limit the obligations of the company to keep the property in first-class condition. The allowance provided in the above franchises show clearly what a considerable sum of money is now considered necessary !# i if'ii '• .'J •r INTENTIONAL SECOND EXPOSURE 44 REPORT ON STREET RAILWAYS. [Feb. enable the company to maintain, renew, replace, preserve and keep its railway system and property, and every part thereof, and all extensions, betterments and permanent improvements hereafter made pursuant hereto, in good condition, thorough repair and working order, the standard of such condition, repair and working order being an average for the entire system of 70 per cent, of its reproduction value. This fund is maintained by setting aside a certain sum per car-mile operated. The car miles are defined as revenue miles, exclusive of car-house and car-vard miles, made bv cars equipped with motors, and 60 per cent, of the said rate of simi- lar miles made by trailers. It is provided that in January, February, ]\Iarch, April, May and December 4 cents per car- mile shall be thus set aside; in November, 5 cents per car-mile; and in June, July, August, September and October, 6 cents per car-mile. It is further provided that the amounts set aside per car-mile for maintenance and renewal may be increased or de- creased by agreement between the city and the company, or, in the event of disagreement, such increase or decrease in the car-mile allowance shall be submitted to arbitration. The sum so set aside shall, if not needed for immediate maintenance or renewals, be accumulated, and may from time to time be in- vested in the bonds of the company or in the payment of its floating indebtedness to the extent that the same form part of the capital value of the company. In the ordinance adopted in Kansas City, ]\Io., it is provided that at the beginning of each fiscal year the board of control shall determine what percentage of the gross earnings for that year shall be used during that year for maintenance, renewals and depreciation. The amounts so determined for any year for maintenance, etc., shall not be less than 16 per cent, of the gross earnings in the previous year. If tlie full percentages of the gross earnings assigned for this purpose shall not be actu- ally expended, the balance shall be set aside for the same pur- poses during the next or any succeeding year. It is provided that the percentages fixed as above shall in no wise limit the obligations of the company to keep the property in first-class condition. The allowance provided in the above franchises show clearly what a considerable sum of money is now considered necessary ll : I V j ! : 1918.] SENATE — No. 300. 45 to make proper allowance for depreciation and obsolescence. Any attempt at a solution of the street railway problems in Massachusetts which does not provide for the setting aside of some such substantial sum cannot provide a satisfactory solu- tion. Any such remedies would be merely temporary, and within a few years the same problems would appear in an even more intensified fashion. In the consideration of depreciation and obsolescence the matter of rehabilitation of lines has not been mentioned specifi- cally. These matters are closely allied. All of the recent plans, such as those of Cleveland, Dallas and others, make provision for the expenditure of a considerable amount of money dis- tributed over a short period of years for a rehabilitation and extension of lines. It is generally provided, also, that the cities shall have considerable voice as to the conditions under which such expenditures shall be made. Summarizing, it is admitted by all that the street railways in Massachusetts, as well as elsewhere, have not made proper provision for depreciation in the past. The street railways are in part to blame for lack of foresight and judgment. This error has been made by the street railways in all parts of the country. The regulatory commissions should have required funds set aside for depreciation, but this same failure has been made by other regulatory commissions elsewhere. 7. Lack of Co-operation between the Street Railways and the Public. As mentioned earlier in this report there has been little ap- preciation of the fact that the public and the street railways are really partners in the transportation business. A spirit of fair play should then be exhibited by both parties at all times. This Commission has visited the more important cities in the United States, studying transportation conditions and discuss- mg the various street railway problems with the street railway and the public officials. The Commission has found that wher- ever there is co-operation between the public and the street railways, such co-operation is reflected in the resulting street car service. Cleveland has been pointed out as the city where a 3-cent Ir Mr f Si > 46 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 47 >fV J ■ » I fare prevails. Although Cleveland does not in reality have a 3-cent fare, as will be discussed later, it has progressed as much or more than anv other American citv in the solution of certain of its street railway problems. A service-at-cost plan is in oper- ation in Cleveland. The main features of this plan are that the street railway is assured a definite rate of return on a fixed in- vestment value, and that a sliding schedule of fares is arranged. If a certain fare does not provide the proper revenue, a fare slightly higher is put into effect. If, however, the particular fare in operation yields more than the specified return, the next lower fare goes into effect. There is a reserve fund which acts as a balance or buffer to the system, preventing constant fluc- tuations of fares due to seasonal conditions, etc., but so arranged that substantial decreases or increases in the fund automatically bring into action higher or lower fares, as the case may be. At the present time the cash fare is 4 cents, three tickets are sold for 10 cents, and a charge of 1 cent is made for a transfer with no rebate. When this plan was first put into operation the fare was 3 cents cash fare, 1 cent transfer, no rebate. The fare re- mained at this figure, except for a short time, until December, 1917, when two increase steps were made reaching the present rate of 4 cents cash fare, three tickets for 10 cents, 1 cent trans- fer and no rebate. A realization of what a 1-cent charge for a transfer means should convince any one that it is a misnomer to refer to such a schedule as a 3-cent fare. Moreover, no change is given in Cleveland by the conductor if a nickel is proffered for the fare. Aside from the matter of fares, there are many other points of interest in the Cleveland system. The city appoints a street railway commissioner who has a considerable amount of control over the operation of the lines of the company. In this city one does not see surface cars crawling through city streets be- hind a string of vehicles. The patrons of the railway realize that they are the losers when traffic is delayed, hence the street cars have the right of way. The Commission has found that in similar matters the public appreciates the fact that the quality of the street car service is governed to a great extent by the attitude adopted by the car riders. In the Cleveland plan ar- bitration proceedings have been provided, but these proceedings have been used but once, and then in a friendly fashion on a matter concerning the wisdom of certain expenditures in con- nection with new plant or equipment. More detailed informa- tion concerning Cleveland may be found in Appendix F. Dallas, Tex., has recently adopted a service-at-cost plan, involving certain features of the Cleveland plan. At Dallas the plan calls for a sliding dividend rate as well as a sliding scale of fares. It is provided in this plan that as the fares are decreased in the scale the dividend rate is increased. This plan provides, however, that the maximum rate of fare shall be used at the start, rather than having the fares start in the middle of the schedule as at Cleveland. Thus at Dallas there is not a definite guarantee that the maximum allowed dividend rate will be maintained. Other plans involving some form or other of partnership have been put into operation in Des Moines, Kansas City and other places. The foregoing has been given to illustrate what has been done in other cities in recognition of the fact that the public and the street railways should be partners. Unfortunately, these con- ditions have not prevailed in Massachusetts. It has been a common practice in this State for the public to look upon the street railway companies as objects of suspicion and dislike. Whether or not there has been any justification in the past for such a feeling, such thoughts at the present time form a barrier, which until surmounted precludes even the possibility of a sat- isfactory solution. The actions of local authorities in the past in making unreasonable requirements on the street railways, even though perhaps legal, have seriously hindered street rail- way development. In other cities improved service has been attained by skip- stops, limited cars in rush hours and similar devices. In order that such schemes will result in improved service the co-oper- tion of the public is vitally necessary. The following note from a recent Boston daily newspaper is interesting: — In these days of restricted passenger transportation in the United States, and the rush of flying wedges of humanity through terminal sta- tions to board steam and trolley cars, it might be well to recall that "they also serve who only stand and wait. ' ' Frequently those who have not sought to crowd themselves into cars already filled, but have stood quietly by and waited for the next one, have found better accommodations, and I i: I II ( ;i 111 'I I I ! - <^ n 48 REPORT ON STREET RAILWAYS. [Feb. almost as speedy service. Transportation officials in charge of the trolley systems in large cities declare that 20 per cent, of the delays and incon- veniences in the surface, elevated and tunnel service is due to the in- sistence of patrons on riding on the first car, notwithstanding another is following close behind. While these matters individually may appear small they do constitute a considerable factor in the street railway service in this State, and any remedy which may be applied to them will certainly result in better transportation conditions. The Commission believes that a proper consideration of these matters can readily result in comprehensive plans, w^hich will provide increased and better service, and will make provision for a rehabilitation of the properties of the street railway com- panies. Conclusions. After a careful study of the present situation, relative to the street railways in this Commonwealth and of the causes leading up to these conditions, this Commission has reached certain definite conclusions. The entire problem concerning street rail- ways must be approached from the viewpoint of the community of interest of the public and of the street railway. If the street railway service is to be maintained, improved and extended every person in the Commonwealth must be brought to the realization that the service is operated in his interest and for his benefit. Considerable study has been given to the subject of public ownership of street railways, and the Commission has reached the conclusion that public ownership at this time is unwise in Massachusetts. Recommendations. The Street Railway Investigation Commission makes the fol- low^ing recommendations, and submits in Appendix A proposed legislation embodying these recommendations. 1. Jitneys. This Commission recommends that the so-called jitney be declared a common carrier and placed under the supervision of the Public Service Commission. The Public Service Commission L ^ Jd Jit ■^ g lO « V (0 'yi : i : I INTENTIONAL SECOND EXPOSURE 48 KEPORT ON STREET RAILWAYS. [Feb. almost as speedy service. Transportation officials in charge of the trolley systems in large cities declare that 20 per cent, of the delays and incon- veniences in the surface, elevated and tunnel service is due to the in- sistence of patrons on riding on the first car, notwithstanding another is following close behind. While these matters individually may appear small they do constitute a considerable factor in the street railway service in this State, and any remedy which may be applied to them will certainly result in better transportation conditions. The Commission believes that a proper consideration of these matters can readily result in comprehensive plans, which will provide increased and better service, and will make provision for a rehabilitation of the properties of the street railway com- panies. Conclusions. After a careful study of the present situation, relative to the street railways in this Commonwealth and of the causes leading up to these conditions, this Commission has reached certain definite conclusions. The entire problem concerning street rail- ways must be approached from the viewpoint of the community of interest of the public and of the street railway. If the street railway service is to be maintained, improved and extended every person in the Commonwealth must be brought to the realization that the service is operated in his interest and for his benefit. Considerable study has been given to the subject of public ownership of street railways, and the Commission has reached the conclusion that public ownership at this time is unwise in Massachusetts. Recommendations. The Street Railway Investigation Commission makes the fol- lowing recommendations, and submits in Appendix A proposed legislation embodying these recommendations. 1 . Jitneys. This Commission recommends that the so-called jitney be declared a common carrier and placed under the supervision of the Public Service Commission. The Public Service Commission ' ii ■■: ^. » I Pit lifi I ^ li! 1918.] SENATE — No. 300. 49 shall, if it deems it advisable, bond the agencies operating such vehicles to such extent as public safety may require. Proposed legislation may be found in Appendix A, 1. 2. Autos operated by Street Railways. This Commission recommends that the street railway com- panies be allowed to operate motor vehicles (not running on rails or tracks) as auxiliaries or feeders. Such vehicles shall be placed under the supervision of the Public Service Commission to the same extent as the jitneys. Proposed legislation will be found in Appendix A, 2. 3. Trolley Freight, This Commission recommends that the authority to grant permits to street railways to become common carriers of news- papers, baggage, express matter and freight, now vested in the local authorities, shall be transferred to the Public Service Commission. Proposed legislation will be found in Appendix A, 3. 4. Taxation and Highway Maintenance, This Commission recommends the abolition of the commuta- tion or excise tax and the passage of an act requiring street railways to maintain in good repair, but not to renew or re- place, the paving, upper planking or other surface material, or the base thereof, between the rails and tracks, and, in the case of unpaved streets, for 18 inches outside the rails. When this surface is renewed or replaced by the municipality it shall assess on the street railway company one-half of the labor cost incurred in such renewals or replacements in the portion of the highways between the tracks. The remainder of the labor cost and the entire material cost shall be borne by the municipality. This act shall include the Boston Elevated and its leased lines, and any conflicting statutes shall be hereby repealed. Proposed legislation will be found in Appendix A, 4. 5. Alteration of Location of Tracks to allow for the Use of Improved Equipment. This Commission recommends that if a municipality refuses to grant a street railway permission to alter its tracks in order I i' f!| li. U ! 1 i| M m 80 REPORT ON STREET RAILWAYS. [Feb. that a more improved type of equipment may be used, the right of appeal shall be had to the Public Service Commission on this matter. The Public Service Commission shall then, after notice and a public hearing, determine whether public necessity and convenience require the granting of such petition, and shall then dismiss the petition or require the street railway to make the necessary alteration in the location of its tracks. Proposed legislation will be found in Appendix A, 5. 6. Alteration of Location of Street Railway Tracks in Highways, This Commission recommends that if an alteration is made in the location of street railway tracks in highways, no portion of the expenses of such changes shall be borne by the street rail- way, except when such alterations are made upon petition of the street railway company. Proposed legislation will be found in Appendix, A, 6. 7. Alteration or Construction of Bridges upon which Street Rail- way Tracks are located or are to be located. This Commission recommends that street railways shall not be obliged to bear any expenses in connection with the altera- tion, strengthening or construction of bridges or the approaches thereto, even when such changes may be due in part to the fact that street railway tracks are located, or are to be located, on such bridges. Proposed legislation may be found in Appendix A, 7. 8. Sernce-at-cost Plan. This Commission has visited the citv of Cleveland, where a so-called service-at-cost plan has been in operation for several years. Under this plan a sliding scale of fares is provided so that the fare in effect at any time is just sujfficient to pay for the "cost of the service," such "cost of the service" including an allowance for depreciation and the payment of a definite re- turn on a fixed investment value. A reserve fund is provided so that seasonal or other temporary conditions will not cause a continual fluctuation of fares. If this reserve fund becomes di- minished beyond a certain point the next higher schedule of fares is put into effect. Correspondingly, if this fund reaches a 1918.] SENATE — No. 300. 51 point substantially above its normal amount the next lower schedule of fares becomes operative. The present schedule of fares in Cleveland is 4 cents cash fare, three tickets for 10 cents, 1 cent transfer and no rebate. This fare schedule, which has been in effect only a month or two, represents an increase of two steps in the scale since last fall. The first increase was so slight that it failed to yield a substantial change in the revenue, and so the second step was made shortly after. This Commission has found that the fares in Cleveland have been very steady under the operation of this plan, and there has been no evidence of rapid fluctuations of fares and consequent unsettled conditions. The Cleveland plan provides for a depreciation reserve, to which definite sums shall be added each month before the pay- ment of dividends. The investment value on which interest and dividend returns are to be made was fixed in the franchise. Provision was made for additions to this investment value of such funds as are in- vested in the property, with the approval of the proper author- ities. The authorized rate of return is fixed at 5 per cent, on that portion of the investment value represented by bonded indebtedness, and 6 per cent, on the remaining portion of the investment. The city appoints a street railroad commissioner to supervise the operation of the street railway under this plan, and in him is vested a great deal of authority. Various other features of this plan are given in more detail elsewhere in this report. The Commission has become con- vinced, both as a result of its visit in Cleveland, and due to its study of other plans, such as the Dallas service-at-cost plan, that such plans have considerable merit. This Commission be- lieves that the adoption in Massachusetts of a plan whereby the public is assured satisfactory service at the lowest possible cost, whereby the street railway company is assured a satisfac- tory return on capital honestly and prudently invested, and whereby ample provision is made for depreciation, rehabilita- tion and extensions and improvements of line, will place the street railways once more on a sound financial basis, so that capital needed for future improvements and extensions may be il ' 62 REPORT ON STREET RAILWAYS. [Feb. It fl j|li readily secured. The intent of this Commission is that such a plan will provide a satisfactory solution of the problems now confronting most of the street railways in this State. This Commission is convinced that no plan other than direct finan- cial assistance by the municipalities or by the State will solve the problems of some of the poorer lines, which cannot earn even their operating expenses and fixed charges. Proposed service-at-cost plans have been submitted to this Commission by representatives of the street railways and the investors, as well as by the members of the Public Service Com- mission. While these plans are based on the fundamental idea of a sliding scale of fares, reserve and depreciation funds, and a more or less fixed rate of return on a fixed investment value, the details vary widely. This is especially true in the case of the determination of the proper investment value on which returns are to be paid. The problem is complicated by the fact that in Massachusetts most of the street railways operate in several cities and towns: for instance, the Boston Elevated operates in over a dozen municipalities, while the Bay State operates in nearly fifty cities and towns. The Cleveland idea of supervision by the municipality would have to be modified considerably to fit the Massachusetts situation. Apparently some method involving the division of the State into districts would have to be worked out, and such details could not be finally decided upon until it was known which street railways were planning to accept this plan. Owing to the complexity of the problem and the limited time at its disposal this Commission has not deemed it expedient to submit a definite bill, limiting the scope of the plan at this stage to a particular set of provisions. Four service-at- cost plans, which have been presented before this Commission, are included in Appendix A, 8. This Commission recommends the adoption of a service-at- cost plan which shall embody the following fundamental fea- tures : — First. — The establishment of a sliding scale of fares, so ar- ranged that when the schedule of fares in operation does not yield a revenue sufficient to pay the "cost of the service" the next higher schedule of fares shall become effective, and so that 1918.] SENATE — No. 300. 53 when the fares yield a revenue greater than the "cost of the service" a corresponding decrease in the rate of fares shall be made. Second. — The creation of a reserve fund, which shall be raised by each street railway accepting this plan, and which shall serve as a balance wheel on the system, so that a rapid fluc- tuation of fares due to seasonal or other conditions may be eliminated. Third. — The establishment of a depreciation and mainte- nance fund, so that the street railway properties shall be kept up at all times to the proper operating efficiency, and so that new and improved types of equipment may be purchased as the art of street railroading advances. Fourth. — Provision for the rehabilitation, extension and im- provement of lines during a period of years following the accep- tance of this plan. Fifth. — A director to be appointed by the Governor of Massachusetts to the board of directors of each street railway operating under this plan. Sixth. — Supervision of the street railways accepting this plan by district representatives, appointed by the Governor or by the Public Service Commission; these local supervisors to report to the Public Service Commission, or to a special depart- ment thereof; the expenses of such supervision to be borne by the street railway companies, but in no case to exceed a certain fixed percentage of the operating expenses of the individual companies. Seventh. — Provision for arbitration proceedings relative to certain conditions which might arise. Eighth. — Provision whereby the State, or any political sub- division thereof, may purchase the entire property of a com- pany, accepting this plan, at its determined investment value, or under any other provision of existing or future statutes. Ninth. — A return to the investors of 6 per cent, per annum on a fixed investment value, the amount of such investment value to be determined by the Public Service Commission, and to include such sums as have been prudently and honestly in- vested and conserved with proper diligence, due consideration being given to the present physical condition of the property; >!■! i ( • t; ' m 54 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 55 m P m. § ii the investment value from time to time to be increased by such sums as the Public Service Commission shall certify have been prudently spent and are properly chargeable to capital. Tenth. — The acceptance of such a plan to be optional with the individual companies. Eleventh. — Legislation allowing the Boston Elevated (includ- ing its leased lines) to accept this plan. Twelfth. — In case the service-at-cost plan is accepted by any street railway company, such funds as the Public Service Com- mission shall consider necessary for the establishment of the reserve, depreciation and rehabilitation funds, or for improve- ments immediately necessary, shall be raised by an issue of capital stock, either preferred or common. Acknowledgments. This Commission wishes to express its indebtedness to all those persons who have given so freely of their time in connec- tion with this investigation. The members of the Public Serv- ice Commission have at all times co-operated with this Commis- sion to the fullest extent, and have aided materially in this study. The Commission owes much to the street railway and the public officials of the cities it visited, who afforded the mem- bers of this Commission such excellent opportunities to learn of street railway conditions in those cities. A considerable amount of the data included in the appendices of this report has been collected by correspondence, and the Commission wishes to take this opportunity to thank these per- sons who have so readily supplied this information. The Com- mission wishes to thank Prof. Martin J. Shugrue of the Massa- chusetts Institute of Technology, who has compiled much of the data relative to public ownership of street railways and to street railway conditions in foreign countries. To the officials of the cities and towns, of the street railway companies, and of the various organizations who appeared at the hearings, this Commission wishes to extend its thanks. The Commission also wishes to express its appreciation of the services of Mr. Edward J. Dunn, former clerk of the Commis- sion, who was obliged to give up these duties, owing to pressure of other business, and of those of Mr. John B. Babcock, 3d, clerk of the Commission during the latter part of this investi- gation. Messrs. Gibbs, Hays and Forbes, all of whom sign this report, present certain dissenting statements which are given following the signatures. Respectfully submitted, JOSEPH W. MARTIN, Jr., Chairman. CHAS. W. ELDRIDGE. JAMES L. HARROP. JOHN M. GIBBS. MARTIN HAYS. MICHAEL J. FITZ GERALD. W. CAMERON FORBES. GURDON W. GORDON. h; it I •Ii III' # llij III 56 REPORT ON STREET RAILWAYS. [Feb. DISSENTING STATEMENTS. Dissenting Statement of John M. Gibbs. Although having signed the report and subscribed to the gen- eral principles contained therein, I feel, however, that further relief should have been granted to the Boston Elevated in the matter of tunnel and subway charges and rentals, in order that the burden of street railway transportation should to a greater extent be distributed between the car riders and the property owners and business men, who share the benefits of such trans- portation equally with the car-riding public. I also feel that in the service-at-cost plan, as recommended in the report of the Commission, capital actually and honestly invested has not been sufficiently safeguarded under the method of determining the "investment value'* as recommended, since I fear that undue consideration may be given to the present physical con- dition of the properties. JOHN M. GIBBS. Dissenting Statement of Martin Hays. So far as the Boston Elevated Railway is concerned, I favor the principle involved in the service-at-cost plan, and I believe that it is the duty of the Legislature to make every possible endeavor to maintain a 5-cent fare. With that end in view I advocate the reduction, or even the elimination, of subway and tunnel rentals, and the remission of burdensome contributions for highway and bridge construction and maintenance. MARTIN HAYS. 1918.] SENATE — No. 300. 57 Dissenting Statement op W. Cameron Forbes. I sign the report in the assumption that the Public Service Commission will consider it to be their duty to save the street railways of Massachusetts from going into bankruptcy. In determining the "investment value" provided in the service-at- cost plan, I think the sole requirement should have been money prudently and honestly invested, and if the Public Service Com- mission should make the mistake of interpreting the words "requiring consideration of the present physical condition" as requiring a further appraisal of all the railways, the time alone necessary for such appraisal, apart from the cost, will be disas- trous to an important percentage of the street railways in this State, and will nullify in a large measure any benefits to be hoped from this legislation. If this Commission had meant physical valuation it would have said so, and I sign the report in the assumption that the Public Service Commission will in- terpret the words "physical condition" to mean that railways shall be allowed to avail themselves of the service-at-cost plan to the full value of the money prudently and honestly invested, when they know that the physical condition of the property is such as to assure satisfactory operation and safety and comfort to the traveling public. I concur with Messrs. Gibbs and Hays that an important proportion of subway rentals should be borne by the com- munity, and I personally believe that the Boston Elevated should be relieved to the amount of at least one-half of the subway rentals. I feel that the report should have set forth the principle in which I feel sure every member of the Commission will concur, — that every effort should be made to keep the fares low, in order to reduce the burden upon the riding public. No evidence was submitted to the Commission that justifies the charge that the construction of subways has been made in Boston to boom real estate. I dissent from anything in the report to that effect. W. CAMERON FORBES. . 4 I: I i I N< Hli i. II i< 58 REPORT ON STREET RAILWAYS. [Feb. DISSENTING REPORTS. DlSSENTTING RePORT OF GeORGE M. WoRRALL. Private ownership and operation of street railways under the present policy in Massachusetts has broken down, resulting in loss of confidence by the investor because of depreciation in value of their stock and failure to pay interest on the same, and of the riding public because of the poor, insufficient, and, in many cases, dangerous service. Any plan for the improve- ment of these conditions must be based upon the confidence and good-will of both the investors and the riding public. This co-operation can be best secured by public ownership of street railways, which would give to the Commonwealth com- plete control of service, and make its representatives directly responsible to the people. I therefore recommend that the following question be submitted to the people at the annual election in November, 1918: "Shall the State of Massachusetts take over the street railway systems at an estimated cost of $250,000,000?*' Investigation of the condition of street railways proved con- clusively that, with two or three exceptions, every company in the State is facing bankruptcy. No other agency comes in as close contact with the people, has as much to do with valuation of property and the prosperity of the workers, and the Com- monwealth itself, as the street railway system. It is therefore imperative that relief should be given at once. Recognizing the fact that, with the favorable vote of the people, it would take at least two years to work out a plan of public ownership, and that relief must come at once, I recommend the adoption of a service-at-cost plan which will give the representatives of the State ample power for regulation of service, to the end that the 1918.] SENATE — No. 300. 59 service in Massachusetts shall be of the high standard which its people have a right to expect, and which will insure to the in- vestors the return of 6 per cent, on their honest investment. In order to make this possible I make the following recommenda- tions: — 1. That a street railway commission of three members be appointed by the Governor, or that an additional member be added to the Public Service Commission, making six, and that three members of that Commission be designated by the Gov- ernor as a street railway commission. This commission is — (a) To have mandatory powers in regard to service, types of cars and all other matters relating to the operation of street railways. (b) To determine the true value of any street railway which desires to adopt the service-at-cost plan. "True value" is to mean the actual cost of the property less depreciation. (c) To order, in addition to the reserve and depreciation funds, provided for in the Commission's report, the establish- ment of a rehabilitation fund, which shall be not less than 5 nor more than 10 per cent, of the true valuation. This fund is to be used within a period of three years for the purchase of new machinery and cars and general improvement of the service. (d) To order all street railways in Massachusetts to sell all real estate in their possession, not actually used for street rail- way purposes, within one year, the loss, if any, to be charged over a period of ten years to depreciation. (e) Not to allow street railways to be represented at the State House or before their commission by other than their regular attorneys or ofiicers of the company. 2. That the investor shall be allowed a return of 6 per cent, on the true value of the property. 3. That the Commonwealth of Massachusetts may at any time take over all the property of a street railway system by paying the true value plus any amount expended for improve- ments authorized by the Commission. 4. That the franchise tax be 5 per cent, on the net earnings, instead of the tax now in vogue. It is to be regretted that your Commission has been unable to receive any information from the Public Service Commission m regard to the investigation which they have been making of n .1 ', \ M, '|l I! i 'H n m fill lili ii m III) 1'^ / . ; ■ 1 60 REPORT ON STREET RAILWAYS. [Feb. the Boston Elevated system. It would seem as if some help might have been obtained from the high-priced expert they had in their employ for this specific purpose. Property in metropolitan Boston has been greatly increased in value by the extension of the Boston Elevated and the sub- way systems. It is only fair that because of these increased values and rentals the general taxpayer should relieve the strap hanger of some of the expense of maintaining this system. I therefore recommend that the Commonwealth buy the subways, allow the Elevated to use them at a normal rental, and assess an amount sufficient to pay interest and cost upon the district served. It is my opinion that if this plan is followed fares need not be increased in Boston, and that after the war is ended, under normal conditions, it would be possible to have a 4-cent fare in this district. Any relief given the Elevated should pro- vide for a reduction in fares to Hyde Park. It is manifestly unfair that Hyde Park should pay the price they now do while other sections pay a straight 5-cent fare. There are many roads in Massachusetts which cannot come under the service-at-cost plan. While most of them pay no dividends they are of vital importance to the community which they serve. In order that the people may continue to have the benefit of these roads, I recommend — 1. That cities and counties, by vote of their official represent- atives, and towns by vote in town meeting, shall have the right to appropriate money to aid in the operation of street railways. 2. To abate real estate taxes and to relieve street railways of repairing between tracks. 3. That they have the right to buy street railways at a price not to exceed their true value. I concur with the majority of the Commission in the reme- dies offered for — 1. Jitneys. 2. Autos operated by street railways. 3. Trolley freight. 4. Taxation and highway maintenance. 5. Alteration of location of tracks to allow for the use of improved equipment. 6. Alteration of location of street railway tracks in highways. 1918.] SENATE — No. 300. 61 7. Alteration or construction of bridges upon which street railway tracks are located or are to be located. As all parties have in various ways contributed to the down- fall of the street railway, it would be wise if they would unite in an effort towards its upbuilding, in order that the splendid reputation of this State as a leader be maintained. Respectfully submitted, GEO. M. WORRALL. Dissenting Report of George Bunting. In my judgment the provision of adequate transportation facilities is as clearly a public function as the provision of pure water, and a function quite as vital to the public health and the general welfare of our industrial and commercial centers of population. Intrusting it to private initiative with the incentive of private profit was a mistake from the beginning, and the longer we delay to correct it by taking over the street railways under public ownership and public operation, the heavier will be the cost and the greater the handicap of fixed charges which must be met. If the recommendations of the majority are adopted, the in- evitable result will be greatly to increase the price which the State will ultimately be obliged to pay in taking them over. Public ownership is generally admitted to be inevitable. Its further postponement can only mean the further enrichment of private individuals at the expense of the health and comfort of the traveling public and the perpetuation of unnecessarily high cost of transportation. The policy of regulation, accompanied by financial aid from the public treasury, has been thoroughly tried, and has proved a dismal and confessed failure. The farcical results of State rep- resentation on the Fitchburg and Boston & Albany director- ates can hardly be forgotten. The Federal government has now at last been compelled to take over the railroads as a war measure, as the only possible n- ' till ^ il f It ! t~ l^> w i ■:< It ..' Ilti 62 REPORT ON STREET RAILWAYS. [Feb. means of securing the efficiency in operation which private management had failed to provide, and^ which is indispensable to the successful prosecution of the war! But the efficiency in transportation service is essential in peace as well as in war, and the breakdown of the privately owned street railways in Massachusetts has been and is much more complete, taken as a whole, than that of the steam lines, both in respect to the service rendered and from a financial standpoint. The plan of private ownership of transportation facilities is, in fact, so fundamentally wrong in principles that it can never be made successful by any makeshift proposition. The interest of the managers and shareholders is necessarily diametrically opposed to the public interest. Their interest is to secure from the traveling public the highest possible dividends and salaries that the traffic will bear, or, in other words, to make the car- mile earnings yield larger dividends; but they imply also short hauls and cars crowded by strap hangers. It is also to the interest of street railways to congest city populations in the smallest possible compass, while it is to the interest of the community to distribute population as widely as may be. Rightly considered, transportation is the control- ling factor in the better-housing problem and the attempt to provide opportunities for wholesome living and health-giving recreation for the vast majority of city dwellers. High rents and inadequate housing, with the insanitary conditions of travel in overcrowded street cars, are costly consequences of private ownership of the means of transit in comparison with which the excessive fares which fictitious capitalization and past wastes of management are now obliging the companies to demand shrink into relative insignificance. City planning, the abolition of the slums, and the social-wel- fare aims all must rest satisfied with hardly perceptible mitiga- tions of the evils of congestion until we have public ownership of the street railways, for private ownership does not and never can permit the city to build in a far-sighted way, or to treat transit as an integral part of city building. And the effect of private ownership upon the high cost of living is apparent at once. These are lessons which Europe learned long ago, after private ownership under public regulation had been thoroughly tested 1918.] SENATE — No. 300. 63 and found everywhere to be, as Bismarck declared forty years ago, a complete failure. All the countries of Europe, except Great Britain and France, have long owned their steam railroads, and except in France and Belgium the street railways are generally under public ownership also. In none of these countries is there any move- ment away from the public ownership, for in all of them better and cheaper service, shorter hours and better wages for em- ployees, and a more scientific and economical development have resulted from public ownership and operation in those countries. The political evils which result from private ownership of transportation facilities are too notorious to require extended comment, although these evils themselves would justify taking over the lines even if none of the other advantages which have been enumerated were to be expected. If our public servants are so much more inefficient and corrupt that the benefits which have resulted from public ownership abroad are not to be hoped for here — a slander which the comparative records of the publicly owned post office and the privately owned express companies ought sufficiently to refute — the transportation corporations more than any other single corrupting agency are responsible. So long as the money and the influence of the transportation corporations continue to be felt in elections and appointments to office we shall have a public service honey- combed by corporation agents, and the profession of politics, which ought to claim the best of our citizenship, will continue to be in disrepute, especially in our own large cities, among the very individuals who, by intelligence, business capacity and public spirit, are best adapted for public trusts. The national crisis is bringing such men to the public service by thousands to-day. When the managers of our street car lines are relieved of the necessity of currying favor with finan- cial magnates, of running elections, and of placating politicians, the direction of local transportation will also be recognized uni- versally as an honorable and patriotic service, and will attract public-spirited citizens who may now be repelled from it. Respectfully submitted, GEORGE BUNTING. m I m i I ;r ii4' ^1 IJI >: tHit It J t I . l!^ 64 REPORT ON STREET RAILWAYS. [Feb. 1918. Dissenting Report of John L. Donovan. I dissent from the report of this Commission, since I believe that this matter should be considered further in the interests of all the people in this Commonwealth. I believe that many of the powers delegated to the Public Service Commission, when it was formed in 1913, should be taken away and vested once more in the Legislature. When the Railroad Commission was enlarged in membership and its powers increased it was believed that better conditions would result relative to street railway matters. The contrary, has however, been the case, and neither the people nor the railways have been benefited. During the period since the establishment of the Public Service Commission the market value of street railway securities has dropped to a great extent, and the service maintained by the street railways has dwindled. I would consider any means of relief which would result in a fare of 5 cents or less in Boston, and which would provide the public with good street railway service. Respectfully submitted, JOHN L. DONOVAN. ii !■ ! t'i APPENDICES. *)■. ;ii Appendix A. PROPOSED LEGISLATION. 1. h An Act relative to the Powers and Duties of the Public Service Commission. Be it enacted, etc., as follows: Section 1. Section two of chapter seven hundred eighty-four of the acts of the year nineteen hundred and thirteen is hereby amended by adding at the end thereof the f oUowing : — (i. The transportation and carriage of persons between points within the commonwealth upon a stage route, bus line, motor vehicle line or route, or by motor vehicles used or operated in connection therewith. The agency operating any such vehicle or over any such route shall be required to obtain a certificate of public con- venience and necessity for such operation, in the manner pro- vided in section seven of Part III of chapter four hundred and sixty-three of the acts of the year nineteen hundred and six, which may be granted upon such terms and conditions as the commission may prescribe, including description of route, rate of speed, safeguarding passengers and persons using public ways and places, execution and delivery of a bond, with sureties satis- factory to the commission, providing security for the perform- ance of such terms and conditions and for the payment by such owner or operator of damages sustained by any person on account of such operation or of any fault or negligence in respect thereto. Section 2. This act shall take effect upon its passage. 2. An Act permitting Street Railway Companies to use Motor Vehicles. Be it enacted, etc., as follows: Section 1. Any street railway company, in addition to the business of a common carrier which it has heretofore been au- thorized to conduct, may, by the affirmative vote of two-thirds of 'J i> ti I 1^ J. i (' f 68 REPORT ON STREET RAILWAYS. [Feb. m\ im ' U: 1-i i n all its issued and outstanding capital stock, acquire, own, and operate motor vehicles (not running on rails or tracks) for the transportation therein for hire of persons and property. Any such company voting to exercise the authority conferred by this act shall, with respect to such exercise, be subject to the super- vision and control of the public service commission and to all the provisions of chapter seven hundred and eighty-four of the acts of the year nineteen hundred thirteen, in the same way and to the same extent as it is subject thereto with respect to the busi- ness it has heretofore been authorized to conduct. Section 2. This act shall take effect upon its passage. 3. An Act relating to Street Railway Companies as Common Carriers. Be it enactedf etc., as follows: Section 1. A street railway company upon the petition of any interested party may be authorized to become a common carrier of newspapers, baggage, express matter and freight in such cases, upon such parts of its railway and to such extent as the public service commission after public notice and a hearing shall determine that the public interests and convenience require. Any street railway company acting under authority so granted shall be subject to such regulations and restrictions as said com- mission from time to time may make, and shall be subject to the provisions of all laws now or hereafter in force relating to common carriers in so far as they shall be consistent herewith. The au- thority conferred upon any street railway company by virtue of the provisions of this act may be modified or revoked at any time by said commission if it shall determine upon investigation and after a public hearing that the public interests so require. Section 2. This act shall take effect upon its passage. 4. An Act relative to the Taxation of Street Railway Companies and the Repair and Maintenance of Public Ways and Places in which Street Railways are lo- cated. Be it enacted, etc., as follows: Section 1. Section seventy-nine of Part III of chapter four hundred and sixty-three of the acts of the year nineteen hundred and six is hereby amended by striking out all words in the first 1918.] SENATE -- No. 300. six lines and in the seventh line as far as, but not including, the word "open" and inserting in place thereof the words: — Every street railway company shall maintain in constant repair, to the satisfaction of the superintendent of streets, street commissioner, road commissioners or surveyors of highways, the paving, upper planking or other surface material, and the base thereof, of the portions of public ways and bridges occupied by its tracks; and if such tracks occupy unpaved public ways, shall in addition so maintain in constant repair eighteen inches on each side of the portion occupied by its tracks; but no street railway company shall be required to repave or make a general replacement or re- newal by virtue of this obligation to repair, nor by reason of any obligation which may have been imposed in any grant of loca- tion. As incident to its corporate franchise, and without being subject to the payment of any fee or to any other condition precedent, a street railway company may — by inserting after the word "material", where it occurs in the seventeenth and twenty- second lines, the words: — or the base thereof, —by inserting after the word "surface", in the thirty-first line, the words: — material, or the base thereof, — and by inserting at the end thereof the sentence: — The provisions of this section shall apply to the Boston Elevated Railway Company and to all railways owned, leased or operated by it, — so that said section, as amended, shall read as follows: Section 79, Every street railway company shall maintain in constant repair, to the satisfaction of the superintendent of streets, street commissioners, road commis- ^ sioners or surveyors of highways, the paving, upper planking or other surface material, and the base thereof, of the portions of public ways and bridges occupied by its tracks; and if such tracks occupy unpaved public ways, shall in addition so maintain in constant repair eighteen inches on each side of the portion occupied by its tracks; but no street railway company shall be required to repave or make a general replacement or renewal by virtue of this obligation to repair, nor by reason of any obliga- tions which may have been imposed in any grant of location. As incident to its corporate franchise, and without being subject to the payment of any fee or to any other conditions precedent, a street railway company may open any street, highway or bridge m which any part of its railway is located, for the purpose of making repairs or renewals of the railway, or of any part thereof, and the superintendent of streets or other officer who exercises like authority, or the board of aldermen or selectmen shall issue the necessary permits therefor in a city or town in which such i 1. I' I . .1 i n II « m\ |! 11 III 1, IP 70 REPORT ON STREET RAILWAYS. [Feb. are required. If, during the original construction or subsequent alteration or extension or the making of any such repairs or re- newals of any railway or a portion thereof, said surface material or the base thereof is disturbed, the company which owns or operates such railway shall, at its own cost, except as provided in sections sixty-five and seventy-one, replace to the reasonable satisfaction of the superintendent of streets, or other officer who exercises like authority, said surface material or the base thereof with the same form of construction as that which was disturbed, or, by first obtaining the approval thereof by such officer, with a different material and form of construction, and shall restore said street, highway or bridge to as good condition as existed at the time of such disturbances. A street railway company shall be liable for any loss or injury which may be sustained by any person in the management and use of its tracks and during the construction, alteration, extension, repair or renewal of its rail- way, or while replacing the surface material, or the base thereof, of any street which may have been disturbed as aforesaid, and which results from the carelessness, neglect or misconduct of its agents or servants who are engaged in the prosecution of such work, if notice of such loss or injury is given to the company and an action therefor is commenced in the manner provided by sec- tion twenty of chapter fifty-one of the Revised Laws. The pro- visions of this section shall not affect the obligations of any street railway company in respect of the construction or maintenance of any bridge or part thereof which any private person or corpora- tion may be liable, in whole or in part, to construct or maintain. The provisions of this section shall apply to the Boston Elevated Railway Company and to all railways owned, leased or operated by it. Section 2. On or before the first day of November, annually, the assessors of every city and town shall assess on every com- pany operating a street railway or electric railroad therein, in- cluding any company whose lines are located partly within and partly without the limits of the commonwealth, whether chartered or organized under the laws of this commonwealth or elsewhere, and including the Boston Elevated Railway Company, an excise tax of an amount equal to one half of the amount expended or in- curred for labor, during the twelve months ended upon the thirtieth day of the preceding September, by such city or town, or by the Massachusetts highway commission within the limits of such city or town, in repaving or in making a general replace- 1918.] SENATE — No. 300. 71 ment or renewal of the paving, upper planking or other surface material, or the base thereof, of the portions of public ways and bridges occupied by the tracks of said company. The Massa- chusetts highway commission is hereby directed to furnish, on or before the fifteenth day of October annually, a certificate to the assessors of any city or town, in such detail as may be necessary to enable the assessors to comply with the provisions of this sec- tion, showing the amounts expended or incurred for labor, as aforesaid, by said commission within the limits of such city or town. The excise tax provided by this section shall be in addi- tion to the taxes otherwise provided by law. Section 3. On or before the first day of November in each year the assessors of every city and town shall notify the collector of taxes thereof of the amount of the excise tax assessed therein under the provisions of section two, and the collector shall forth- with notify the treasurer of each street railway and electric rail- road company (including the Boston Elevated Railway Company) of the amount of excise tax so assessed upon it, which shall become due and payable within thirty days after the receipt of such notice, with interest after the first day of December. The provisions of Part II of chapter four hundred and ninety of the acts of the year nineteen hundred and nine, so far as appropriate, shall apply to the collection of such excise tax. Section 4. Within thirty days after receiving notice of the amount of the excise tax assessed upon it by the assessors of any city or town, any street railway or electric railroad company (including the Boston Elevated Railway Company) aggrieved thereby may appeal therefrom by filing a complaint with the clerk of the county commissioners for the county in which such city or town is situated, or of any board exercising the powers of such commissioners. If, upon a public hearing after due notice to such city or town, said county commissioners or said board shall find the amount of the excise tax assessed upon said com- pany to be in excess of the amount which should properly have been assessed under the provisions of section two, said county commissioners or said board shall make a reasonable abatement and an order as to costs. A company whose tax is thus abated shall be entitled to a certificate thereof from the board making such abatement, and, if the tax has been paid, shall be reimbursed by the city or town to the amount of the abatement allowed, with interest from the time of payment of said tax and all charges paid therewith. If no abatement is granted, said county f» I m ! ■ 1: m 72 REPORT ON STREET RAILWAYS. [Feb. commissioners or said board may allow the city or town its ex- penses and costs, to be paid by the company. Section 5. Section fifty-one of Part III of chapter four hun- dred and ninety of the acts of the year nineteen hundred and nine is hereby amended by striking out the words "of the preceding section", in the third line, so that the section as amended shall read as follows : — Section dL All taxes which are collected from a street railway or an electric railroad company and paid to a city or town under the provisions of section sixty-five, and of section twenty-eight of chapter five hundred and seventy-eight of the acts of the year eighteen hundred and ninety-eight, shall be applied in the case of street railway companies toward the repair and maintenance of the public ways and the removal of snow therefrom within such city or town, and in the case of electric railroad companies shall be applied toward the construction, re- pair and maintenance of the public ways and places in which the tracks of such company are located, and to the removal of snow from such public ways and places within such cities and towns. Section 6. Sections forty-seven to fifty, inclusive, of Part III of chapter four hundred and ninety of the acts of the year nine- teen hundred and nine, and all other acts and parts of acts in- consistent herewith, and any portion of chapter five hundred and seventy-eight of the acts of the year eighteen hundred and ninety-eight which might otherwise be held to prevent the appli- cation of this act to the Boston Elevated Railway Company or to any railways now owned, leased or operated by it, are hereby repealed. Section 7. This act shall take effect upon its passage. 6. An Act relative to the Alteration of Location of Tracks to provide for Improved Equipment. Be it enactedf etc., as follows: Section 1. Section sixty-five of Part III of chapter four hun- dred and sixty-three of the acts of the year nineteen hundred and six, as amended, is hereby further amended by adding at the end thereof the following: — If the board of aldermen or selectmen act adversely or fail to act within sixty days from the date of filing the petition by a street railway company requesting au- thority to alter the location of its tracks so that a more improved type of equipment may be used, in order to provide better 1918.] SENATE — No. 300. 73 service, the petitioner or any interested party may file such pe- tition with the public service commission, which shall, after public notice and a hearing determine whether public necessity and con- venience require the granting of such petition, and shall make an order dismissing such petition or requiring the street railway to make the necessary alteration in the location of its tracks, -— so that the section will read as follows: — Sectio7i 65. The board of aldermen of a city or the selectmen of a town, upon the petition executed in accordance with by-laws or a vote of the directors of a street railway company whose tracks are located in said city or town, or upon the petition of any interested party, after public notice and a hearing as provided in section seven, may alter the location of the tracks in the manner prescribed in, and subject to the provisions of, the preceding section. Such alteration shall be made by such company within such time, and the expense thereof shall be borne by such party or parties and in such pro- portions as the board of aldermen or selectmen may determine. No such alteration of a location shall be valid until the board of railroad commissioners, after public notice and a hearing, shall certify that such alteration is consistent with the public interests. If said board requires an amendment to such alteration before certifying that the same is consistent with the public interests, said board shall notify the board of aldermen or selectmen of such amendment; and thereafter said board of aldermen or select- men may amend such alteration in accordance with the said amendment: provided, that, if such amendment involves a change in the route of the railway, public notice and a hearing shall be given as hereinbefore provided in the case of the original applica- tion for an alteration; and thereafter the board of railroad com- missioners may, as a part of the original proceedings before it, certify that such alteration so amended is consistent with the public interests. An alteration, so certified to be consistent with the public interests, shall be a valid location, if, within sixty days after the issue of notice of said certification to the company, it shall file a written acceptance of such alteration, executed in accordance with its by-laws or a vote of its directors, with the board of aldermen or selectmen. If the board of aldermen or selectmen act adversely or fail to act within sixty days from the date of filing the petition by a street railway company requesting authority to alter the location of its tracks so that a more im- proved type of equipment may be used, in order to provide better service, the petitioner or any interested party may file such pe- : I «] i k . t. i, I'i t I llih^l iSl 74 REPORT ON STREET RAILWAYS. [Feb. tition with the public service commission, which shall, after public notice and a hearing determine whether public necessity and convenience require the granting of such petition, and shall make an order dismissing such petition or requiring the street railway to make the necessary alteration in the location of its tracks. Section 2. This act shall take effect upon its passage. 6. An Act relative to the Alteration of Location of Street Railway Tracks in Highways. Be it enacted f etc., as follows: Section 1. Section sixty-five of Part III of chapter four hun- dred and sixty-three of the acts of the year nineteen hundred and six, as amended by section three of chapter four hundred and seventeen of the acts of the year nineteen hundred and nine, is hereby further amended by inserting after the word "determine", in the twelfth line, the following : — provided^ however , the expense of such alteration shall be borne by the street railway company only when made upon the petition of such company. Section 2. Part III of said chapter four hundred sixty-three of the acts of the year nineteen hundred and six is hereby amended by striking out section sixty-eight, and substituting the following : — Section 68. If a street or highway in which the tracks of a street railway company have been located for a period of five years is altered, or if the grade thereof is changed under the provisions of chapters forty-eight or fifty of the Revised Laws, the company shall not be required to bear any portion of the expense thereof. Section 3. Section seventy. Part III of said chapter four hundred and sixty-three, as amended by section four of chapter four hundred and seventeen of the acts of the year nineteen hun- dred and nine, is hereby further amended by striking out section seventy and substituting the following: — Section 70. If the board of aldermen of a city or the selectmen of a town and a street railway company having a location in a way which said aldermen or said selectmen or the county commissioners of the county in which said city or town lies have in writing requested the commonwealth to take charge of, make application to the Massachusetts highway commission, and with the application submit satisfactory plans, profiles and cross-sections of said way,. 1918.] SENATE — No. 300. 75 the commission shall indicate on such plans, profiles, cross-sec- tions a location and grade for the tracks of said street railway company. If the commission considers said way suitable for a state highway, the commission shall pay, out of the appropria- tions for the construction and repair of state highways, the damages sustained by a person whose property may be injured by the construction of such state highway and the cost of grading the said way to the lines established by the Massachusetts high- way commission. A way which is graded under the provisions of this section shall remain a town way or a highway, subject to all laws relative thereto, until said way is taken charge of as a state highway by the commonwealth. Section 4. This act shall take effect upon its passage. 7. An Act relative to the Alteration or Construction of Bridges upon which Street Railway Tracks are located or are to be located. Be it enacted^ etc., as follows: Section 1. Section twenty-three of Part I of chapter four hundred and sixty-three of the acts of the year nineteen hundred and six, as amended by section one of chapter five hundred and forty-two of the acts of the year nineteen hundred and eight, and by section one of chapter forty-seven of the acts of the year nineteen hundred and nine, is hereby further amended by striking out the last sentence thereof, and by striking out the words "rail- road commissioners" and substituting the words : — public service commission, — so that said section will read as follows: — Section 23. If a public way and a railroad cross each other, and the board of aldermen of the city or the selectmen of the town in which the crossing is situated, or the directors of the railroad cor- poration, or the directors of a street railway company having tracks on the said way are of opinion that it is necessary for the security or convenience of the public that an alteration which does not involve the abolition of a crossing at grade should be made in the crossing, the approaches thereto, the location of the railroad or way, or in a bridge at the crossing, they shall apply to the county commissioners, or, if the crossing is situated, in whole or in part, in the city of Boston, to the public service commission, who shall, after public notice, hear all parties interested, and if they decide that such alteration is necessary, shall prescribe the ■ If if ?l! I m P 76 REPORT ON STREET RAILWAYS. [Feb. manner and limits within which it shall be made, and shall forth- with certify their decision to the parties and to said board. This proceeding may include any case where there is need of the re- building of a highway bridge or any structural change or renewal for the purpose of strengthening or improving it. Section 2. Section twenty-five of Part I of said chapter four hundred and sixty-three is hereby amended by striking out the words "the street railway company having tracks in said way ", in the tenth and eleventh lines, and also the last sentence, so as to read as follows: — Section 25. A special commission of three disinterested persons, who shall be appointed as provided in the following section, shall determine which party shall carry such decision into effect and which party shall pay the charges and expenses of making such alteration and the future charges for keeping such bridge or crossing and the approaches thereto in repair, as well as the cost of the application to the county com- missioners, or the board of railroad commissioners and of the hearing before said special commission; and it may apportion all such charges, expenses and costs between the railroad corpora- tion and the counties, cities or towns in which said crossing is situated and other cities and towns which may be specially bene- fited. Section 3. This act shall take effect upon its passage. 8a. An Act relative to Street Railway Service at Cost. Be it enacted J etc., as follows: Section 1. Any company operating a street railway, as de- fined in section one of Part III of chapter four hundred sixty- three of the acts of the year nineteen hundred and six, whether organized under general or special law, may accept the provisions of this act in the manner hereinafter provided. Any street rail- way company which shall so accept the provisions of this act shall after the determination of the investment value of its prop- erty as hereinafter provided furnish transportation at cost. Cost shall include all operating expenses, taxes, rentals, provision for depreciation to be fixed by the commission, and an interest re- turn upon the investment value of the property as hereinafter provided. Section 2. In determining the investment value of the prop- erty of an accepting company (hereinafter called the company) 1918.] SENATE — No. 300. 77 the public service commission (hereinafter called the commission) shall include the following items: — (a) The cash actually paid to the company for issues of its stock, bonds and other obligations which have been approved by the commission or by the board of railroad commissioners. (6) The face or par value of its stock, bonds and other obliga- tions issued for property where the commission or the board of railroad commissioners have determined that the value of such property is equal to the par or face value of the securities issued therefor. (c) In cases where issues of stock or of bonds or other obliga- tions payable at periods of more than twelve months after the date thereof have not been approved by the commission or by the board of railroad commissioners, or the same have been issued for property without any determination by the commission or by the board of railroad commissioners that the value of such property is equal to the par or face value of the securities issued therefor, such amount as the commission shall determine to repre- sent the fair cost of such property to the extent that the same is within the commonwealth, or when cash was paid the amount of cash actually received by the company for such securities. Section 3. In case the company has leased the entire prop- erty of another company, and the operation of the two companies or their financial affairs have become so clearly associated that in the opinion of the commission it would be convenient or ad- visable to regard the said properties as a unit, the commission may include the properties of the lessor company in the invest- ment value of the property of the lessee company; but in such case the rent paid by the lessee to the lessor shall not be included in operating expense, but shall be paid by the lessee company from its interest return. Section 4. If the investment value of the property of a com- pany has been determined within three years of the date of the passage of this act, the amount so determined, with the addition of amounts subsequently expended as found by the commission, shall be deemed the investment value. Section 5. If upon the determination of the investment value of the company's property by the commission it appears that the company has not during any year in the five fiscal years of such company preceding such determination reported to the commis- sion or the board of railroad commissioners an operating income of at least four per cent upon such investment value, such com- I i f , ( 'I I! i-i , .| 78 REPORT ON STREET RAILWAYS. [Feb. pany shall be excluded from the operation of this act, and its acceptance thereof shall be void and of no effect, and no further proceedings shall be had hereunder: provided j however , that such company by a vote of not less than a majority of its stockholders entitled to vote may elect to accept a reduced investment value of not more than the amount upon which it has so reported an operating income of four per cent, and upon such vote it shall be included in the operation of this act. Section 6. The investment value of the property of the com- pany shall be increased from time to time by the following items: — (a) The face or par value of stock, bonds and other obligations issued for property and with the approval of the commission. (6) Cash received by the company in respect to issues of its stock, bonds and other obligations which have been approved by the commission. (c) Any portion of the interest return which the company may expend for additions or improvements. Section 7. If the company is dissatisfied with the determina- tion by the commission of the investment value of its property it may appeal to the supreme judicial court from the determina- tion of the commission. Until the final adjudication of such appeal the investment value shall be the amount determined by the commission: provided, however, that if the supreme judicial court shall find an investment value in excess of the amount de- termined by the commission the company shall be entitled to re- ceive the interest return on such additional amount from the date of its acceptance of the provisions of this act. Section 8. A company shall forthwith, upon the determina- tion by the commission of the investment value of its property, provide for itself a reserve fund which shall not be less than three per cent nor more than six per cent of such investment value. The reserve fund shall be available as an equalizing fund to pro- vide for unexpected or unusual contingencies in the business, due to seasonal or other changes temporarily affecting its revenues. To provide the reserve fund the company, notwithstanding any provision of this act or any restrictions imposed by the laws now in force, may issue such stock, bonds or other obligations as the commission may approve. The subscribers to the reserve fund shall pay twenty-five per cent of their subscription upon accept- ance of the act by the company, and the balance may be paid as follows: twenty-five per cent four months, twenty per cent eight 1918.] SENATE — No. 300. 79 months, twenty per cent fifteen months, and ten per cent eight- een months thereafter. When paid in full not less than seventy per cent of the reserve fund shall be invested in bonds of the United States government, and the uninvested balance shall be deposited in a special bank account to be known as the reserve fund account. If at the end of any calendar year the investment value of the properties of the company shall be increased the company shall forthwith proportionately increase its reserve fund so that the amount originally contributed, with any subsequent additions from sources other than earnings, shall not be less than three per cent of the investment value of its properties. Section 9. The company shall provide by the issue of securi- ties an improvement fund to an amount required by the commis- sion but not exceeding the reserve fund. This improvement fund shall be fully subscribed within sixty days after determination of the investment value of the property of the company, and shall be paid in from time to time as required by a plan of gradual improvement to be submitted to and approved by the commis- sion. Section 10. The company shall establish a depreciation re- serve and shall pay into it from time to time such sums as the commission shall direct, to the end that adequate replacements and renewals shall be made from time to time. Section 11. The company shall also establish an accident re- serve, and shall pay into it from time to time such sums as the commission shall direct. The funds deposited in this reserve shall be used to pay unusual expenses incident to losses suffered by the company on account of persons killed or injured. Section 12. The company shall be entitled to receive each month an interest return of one-half of one per cent of the in- vestment value of its properties. If the company at any time finds that the interest return above provided for is insufficient to enable it to procure additional funds by the sale of its securities, it may apply to the commission, which may permit the company to increase its interest return, and shall also determine for what length of time the increase interest return shall be in force. Section 13. The accounts of the company shall be kept in such manner as the commission shall from time to time direct, provided that its operating revenues from whatever source de- rived shall be used for the purposes and in the following order: — First. — To pay or provide for the payment of all operating ex- penses, taxes, rentals, depreciation, and accident reserves and m f \ 1 if ti [U K U 80 REPORT ON STREET RAILWAYS. [Feb. other costs properly chargeable against income or surplus under the present accounting system of the interstate commerce com- mission or such account system as may be approved by the public service commission. Second. — To set apart each month for the use of the company an interest return of not less than one half of one per cent of the investment value of its properties. Third. — To pay the balance into the reserve fund of the com- pany. Section 14. If in any month the operating revenues of the company are insufficient to meet the operating costs and the interest return to the company, as provided in section eleven hereof, the company may appropriate from the reserve fund an amount sufficient to meet the deficiency, and within five days shall report the fact to the commission. Section 15. On or before the twenty-fifth of each month the company shall file with the commission a statement for the calendar month next preceding, showing — (a) The amount of operating revenues from whatever source derived. (b) The amount paid out and applied under each of the sub- divisions of section twelve hereof, and the amount on deposit in the accident reserve and in the depreciation reserve. (c) The amount, if any, paid by the company into the reserve fund. (d) The amount, if any, appropriated by the company from the reserve fund to meet the deficiency in the amount of return to which it is entitled or in the payments which it is required to make. (e) The amount of reserve fund. Section 16. Immediately upon the acceptance of this act the company shall file with the commission a rate schedule which shall provide for eight grades of fare and transfer privileges, four of which will produce a gradual increase and four of which will produce a gradual decrease in its present operating revenues, and the commission within sixty days thereafter shall approve the said schedule or shall make such changes therein as it finds ad- visable. All changes of fare made or required to be made by the company, in the manner hereinafter provided, shall be in accord- ance with the said rate schedule. The company whenever any change of fare is made shall, with the approval of the commission, establish and add to its rate schedule additional grades of fare, so 1918.] SENATE — No. 300. 81 that the said schedule will at all times provide four successive grades for the respective increase and decrease of the operating revenues of the company. If at any time it shall appear in the interest of the public or of the company that the said schedule should be changed either with regard to the method or basis upon which the fares and transfer privileges are established, or because the steps between the different grades are too small or too great, or for any other reason, the company and the commission may by agreement change the said schedule. Section 17. It shall be the duty of the commission to see to it that the operating revenues of the company shall be adequate to maintain the reserve fund at about its original or normal amount, and with due regard to the uses of the fund as stated in section seven hereof it shall be its duty to require the company to put in force from time to time such grade of fares as in its opinion will be adequate to maintain the reserve fund at about its normal amount. The company shall, however, without any authorization or requirement of the commission, immediately put in force the next succeeding lower grade of fare as shown on its rate schedule if at the end of any fiscal year its reserve fund shall be increased to fifty per cent in excess of its original or normal amount, and if after operating six months under such lower grade of fare the reserve fund shall then exceed its original or normal amount by more than twenty per cent then the fares of the Com- pany shall again be reduced to the next succeeding lower grade in the rate schedule herein provided for. A further reduction shall thereafter be made at intervals of six months by steps each to the next lower grade of fare until the reserve fund shall amount to less than ten per cent in excess of its original or normal amount. If at the end of ninety days from the acceptance of this act the reserve fund of any company shall have been reduced to eighty-five per cent of its normal amount, the company shall without any authorization or requirement immediately adopt the next higher grade of fare. The company shall also without any authorization or requirement of the commission immediately adopt the next succeeding higher grade of fare as shown on its rate schedule if and whenever its reserve fund shall be reduced to fifty per cent of its original or normal amount, and if at the end of three months after such increase said reserve fund is less than seventy per cent of its original or normal amount the company shall again increase its fares from the grade then in force to the next higher grade in the said rate schedule, and shall continue to ; I i n '■> V: fr flP f t t; , 82 REPORT ON STREET RAILWAYS. [Feb. increase its fares by steps from the grade then in force to the next higher grade in the said schedule at intervals of not less than three months, until such reserve fund equals ninety per cent of its original or normal amount. Section 18. The properties of the company shall be operated subject to the supervision of the commission, which may require such changes in service, management, operating conditions and otherwise as may in its opinion be necessary for the efficient con- duct of the business of the company in the interest of the public. When any difference shall arise between the company and the commission in regard to carrying out the provision of this section, and the company and the commission are unable to agree, the matter in dispute shall be determined by arbitration by three dis- interested persons, one appointed by the commission, one by the company, and the third by the chief justice of the supreme judicial court. Section 19. The company shall be bound to sell to the com- monwealth or any political subdivision thereof at any time its entire property at its then existing investment value as de- termined under the provisions of this act. The purchaser shall assume all leases, contracts, etc., and the payment of all valid obligations. This provision shall not preclude the commonwealth from acquiring any street railway at a less price by purchase or otherwise under the provisions of existing or future laws. Section 20. The company may issue its stock, bonds and other obligations with the approval of the commission in the manner now provided by law, and sell the same at prices to be approved by the commission, which prices may be below their par value, and may hereafter from time to time with the approval of the commission as aforesaid issue bonds to an amount which when added to the amount of its indebtedness then outstanding shall not cause the aggregate amount of its bonded indebtedness to exceed by more than fifty per cent the amount of its capital stock actually paid in at the time plus premiums and deducting discounts on stock sold. Section 21. The governor, with the consent of the council, shall appoint for a term of three years a director to the board of directors of the company, to be known as the state director, who shall be a resident of a city or town served by such company, but shall not be an owner of its stock or bonds. The by-laws of the company shall provide for monthly meetings of the board of directors. 1918.] SENATE — No. 300. 83 Section 22. The commonwealth shall be divided into ten street railway districts, and for each district the commission shall appoint a resident deputy commission for a term of three years, his salary and expense allowance to be fixed by the commission and paid by the commonwealth. It shall be his duty to keep in constant touch with the operation of the company and with the communities served thereby, and to inform the commission of all complaints and criticisms of the service rendered in order that the commission may at all times be in a position to take such action, if any, as may be required in the public interest. Section 23. The commission shall employ two examiners ex- perienced in the street railway business, their salaries and expense allowance to be fixed by the commission and paid by the com- panies. It shall be the duty of the examiners to supply the com- mission with information as to the condition and operating efficiency of the company and to suggest such changes therein as may seem to them necessary and advisable. Section 24. This act may be accepted by a company by vote of not less than a majority of all its stock outstanding and en- titled to vote, at a special meeting of its stockholders duly called for the purpose. A copy of such vote shall be filed with the secre- tary of the commonwealth and with the commission. No pro- vision of any general or special law establishing a fixed rate of fare shall be thereafter applicable to any such company. Section 25. Whenever after the date of the passage of this act any bonds or other obligations have been issued by a com- pany which has accepted the same, the provisions of the act shall not be changed so as to diminish the interest return on the in- vestment value of its property as provided herein so long as any of such bonds or other obligations remain outstanding. 8b. An Act to provide Street Railway Service at Cost. Be it enacted, etc., as follows: Section 1. Any street railway company which accepts this act as provided in section thirteen shall thereafter furnish service to the public at cost, and shall thereafter be subject to the provisions of this act with reference to the matters specified herein, but in all other respects shall be subject to the general laws relating to street railway companies. Section 2. The cost of the service shall include operating ex- penses, taxes, rentals, interest on all indebtedness not included in fi !•'■ 1 ','; V I ^. i' !:*, ",ii I • 84 REPORT ON STREET RAILWAYS. [Feb. invested capital, such allowances for depreciation, obsolescence and losses in respect of sold, destroyed or abandoned property as may be fixed in the case of each company by the public service commission, and all other expenditures and charges which under the classification of accounts of the interstate commerce commis- sion and under the laws of the commonwealth are properly chargeable against income or surplus. The cost of the service shall also include interest at the rate of six per cent per annum on the capital invested: ^provided, however, that if the public service commission is of opinion at any time that a higher return upon the capital invested is necessary in order to enable the com- pany to secure additional capital it may upon the application of the company fix such rate of return and also the length of time for which it shall be in force. Section 3. The words "invested capital" or "capital actually invested" as used in this act shall mean the aggregate of the fol- lowing items : — (a) Cash actually paid into the company for stock and bonds issued for capital purposes with the approval of the public service commission or its predecessor, the railroad commission. (6) The face or par value of stock or bonds issued for capital purposes or paid for in property where the public service commis- sion or its predecessor, the railroad commission, after the issue of such stock or bonds, determined that the then value of the prop- erty of the company was equal to the face value of its capital stock and its indebtedness. (c) In all cases other than those provided for in subsections (a) and (6), the actual cash paid in or actual cash value of prop- erty paid in for stock or bonds issued for capital purposes where such issue was not approved by the public service commission, or its predecessor, the railroad commission, the amount of such cash so paid in or the cash value of the property so paid in to be de- termined by the public service commission upon the application of the company: provided, however, that if the amount of cash so paid in or the cash value of the property so paid in shall have heretofore been determined in any other proceeding by the public service commission or its predecessor, no further determination shall be necessary. (d) Stock or bonds issued to provide the reserve fund herein- after mentioned shall be deemed to have been issued for capital purposes. In the case of consolidation of two or more companies or the 1918.] SENATE — No. 300. 85 purchase of all the property and franchises of one company by another, the invested capital of the consolidated company shall be deemed to be the aggregate amount of Wie invested capital of the companies consolidated, and in the case of purchase the bonds and stocks issued or assumed in payment for the properties and franchises purchased shall be taken at an amount equal to the invested capital of the selling company as herein defined. Section 4. No company shall accept this act until it has pro- vided a reserve fund of not less than four per cent nor more than eight per cent of the par value of its outstanding capital stock, but in no event to exceed one million dollars. Such reserve fund may be provided by the issue of either stock or bonds, and the company may, with the consent of not less than two thirds of its stockholders present and voting at any meeting, issue preferred stock for the purpose, carrying such rate of dividend and having such rights and preferences as the stockholders may deem neces- sary and as may be approved by the public service commission. The reserve fund shall at all times be kept separate and dis- tinct, and shall be used only for the purpose of making up a deficiency of income where the income of the company is insuffi- cient to pay the cost of the service. Until it is so used, it may be invested in government bonds or such other securities as may be approved by the public service commission. Section 5. Whenever the income of the company is insuffi- cient to meet the cost of the service as defined in section two, there shall be transferred from the reserve fund an amount sufiicient to make up such deficiency, and if, on the other hand, such income is more than sufficient to meet the cost of the service, the excess shall be transferred to and added to the amount of the reserve fund. The company shall, on or before the twenty-fifth day of each month, file with the commission a statement in such form and in such detail as the commission may require, showing its income and expenditures during the preceding month, and the pro rata amount set aside on account of taxes, depreciation, interest on in- vested capital and any other periodical charges. The commission may object to any expenditure or charge as unreasonable, un- lawful or improper made or to be made by the company in con- nection with the maintenance and operation of its property. If the objection by the commission refers to an expenditure already made, the company forthwith upon receipt of notice shall remove the amount from the account or accounts to which it had been I ■f\ - 'I. Ill F ii rh, .. I IIIH^i I ii!i Si II 86 REPORT ON STREET RAILWAYS. [Feb. charged, and hold the same in a suspense account until the amount in dispute is /idjudicated. If the objection refers to an expenditure to be made, the company, if it makes such expendi- ture, shall charge to and carry the same in a suspense account until the item in dispute is adjudicated. In case the commission and the company are unable within ten days, Saturdays, Sundays and legal holidays excepted, after the delivery of such notice, to agree upon the reasonableness and propriety of such expenditure or charge, the same shall be determined by arbitration as pro- vided in section six hereof. Any contract, agreement or undertaking having to do with the maintenance and operation of the company's property extending beyond a period of one year, or involving an expenditure of over five per cent of the reserve fund (or any agreement, contract, or undertaking having to do with the maintenance and operation of the company's property which the company shall desire to make, subject to the approval of the commission), shall be entered into by the company subject to the approval of the commission. Any payments made under any such contract approved by the com- mission shall not be subject to objection hereunder unless the payments thereunder shall not be in accordance with the terms of such contract. Upon submission of any such agreement, contract or undertak- ing to the commission, they shall either approve or disapprove the same within thirty days thereafter. Section 6. If the company or the commission are unable to agree as to any expenditure or charge as provided in the preced- ing section, either the commission or the company may within ten days thereafter notify the other of its desire to submit the dispute to arbitration, and in such notification shall name one arbitrator. Within ten days after the receipt of such notice the other party shall name a second arbitrator, and the two arbitra- tors so chosen shall thereupon within ten days, if possible, agree upon a third arbitrator, but if they are unable so to agree, the third arbitrator shall be appointed on the application of either party either by the governor of the commonwealth or by the chief justice of the superior court. If it is agreed by the commission and the company or deter- mined by arbitration that the expenditure or charge so objected to, or any part thereof, is reasonable and proper, the amount so agreed upon or determined shall be charged to the cost of the service. In so far as all or any part of such expenditure or charge 1918.] SENATE — No. 300. 87 may be disallowed as unreasonable or improper, the amount so disallowed shall be borne by the company. It shall be the duty of the commission in case of objection to any expenditure or charge to give notice thereof to the company within thirty days after the commission has become cognizant of such expenditure or charge; but any failure on the part of the commission to give such notice within thirty days shall not ex- cuse the company from complying with the provisions hereof in respect to the money to be held in suspense, but such delay may be set up by the company as a defense to the disallowance thereof. Section 7. When any company accepts this act, it shall file with such acceptance a schedule of eight different grades of fares of which four shall be below its existing rate of fare and four above, and the public service commission shall, within sixty days thereafter, either approve the schedule so filed, or establish eight other grades of fare in place thereof, and the commission shall at the same time designate which of the rates of fare so established shall thereafter be in force as being in the opinion of the com- mission that rate of fare which will enable the company to earn an income sufficient to meet the cost of the service. Whenever by reason of any change in the existing rate of fare there are less than four grades either above or below any new rate of fare es- tablished, the company shall forthwith file with the commission a schedule of such additional grades of fare as may be necessary, so that there shall always be not less than four above and four be- low the existing rate of fare, and the commission shall thereupon, within sixty days thereafter, either approve the schedule so filed or itself establish in lieu thereof the necessary additional grades of fare. In fixing the different grades of fare the differences between the same shall be such as to effect either an increase or decrease in the annual revenue of the company, in the opinion of the public service commission, of not less than thirty per cent of the reserve fund. If at any time it shall appear in the interest of the public or of the company that the said schedule should be changed either with regrrd to the method or basis upon which the fares and transfer privileges are established, or because the steps between the different grades are too small or too great, or for any other reason, the company and the commission may by agreement change the said schedule. II fi t \ *n 1 r.' M Ai ^ \ 1 . 1 1 *M !(^f illhs '« f- !, V '-i 88 REPORT ON STREET RAILWAYS. [Feb. The different grades of fare may include not only variations in the cash fare, but also provisions for sale of tickets at reduced rates, charging for or elimination of transfers, the establishment in whole or in part of the zone system, so called, or the variation of fare limits. Section 8. If, as of June thirtieth or December thirty-first in any year, the amount of the reserve fund shall exceed by thirty per cent the amount originally established, the company shall on the following September first or March first put into effect the * next lower grade of fare, and if, as of such June thirtieth or December thirty-first, the reserve fund shall be less than seventy per cent of the amount qriginally established, the company shall on the following September first or March first put into effect the next higher grade of fare, and on the first days of September and March in each year the grade of fare shall be decreased or shall be increased, as the case may be, if the amount of the reserve fund is above or below the above limits, as of the preceding June thirtieth or December thirty-first. Section 9. Every company intending to accept this act shall, prior to such acceptance and as a condition thereof, provide by the issue and sale of additional bonds or capital stock an amount not less than per cent of the par value of its then outstanding stock, which amount shall be used from time to time with the approval of the public service commission to pay for additions and improvements to its property. Subscriptions to such additional bonds or stock may be made payable in such in- stalments and at such times as the board of directors of the com- pany may determine. Section 10. Any company accepting this act shall be bound by the fact of such acceptance to sell its entire property and franchises as a going concern to the commonwealth or to any political subdivision thereof at any time for an amount in cash equal to the capital invested as defined in section three hereof, and the purchaser shall in addition assume all the outstanding contracts, leases and other liabilities of the company other than stock and bonds issued for capital purposes. Section 11. The governor with the consent of the council shall appoint for a term of three years one of the directors of the board of directors of any company accepting this act, to be known as the state director. He shall be a resident of a city or town served by such company, but shall not be an owner of its stock or bonds. The by-laws of the company shall be modified 1918.] SENATE — No. 300. 89 so as to permit of the appointment of such director, and shall also provide for monthly meetings of the board. Section 12. Upon the acceptance of this act by any com- pany, the governor may, upon the application of the public service commission, appoint a deputy commissioner for a term of three years, whose duty it shall be to keep in constant touch with the operation of the company's properties and the character and extent of the service. Such deputy commissioner shall be in all respects subject to the control and direction of the public service commission, and shall keep them fully informed as to all matters which require any action by the commission. The salary of the deputy commissioner and his expenses as allowed by the commission shall be paid by the company, or, if his duties extend to more than one company, they shall be apportioned between the several companies in respect to which he acts in such manner as the commission may determine. Section 13. Any company desiring to accept the provisions of this act may apply to the public service commission to determine the amount of its invested capital, and upon such determination such company may accept this act by filing with the public service commission its election so to do authorized by a vote of not less than the holdings of a majority of its capital stock and (a) evidence satisfactory to the commission that it has or will provide the reserve fund mentioned in section four hereof; and (6) evidence satisfactory to the commission that it has or will provide the additional money by the issue of additional bonds or stock referred to in section nine hereof. Upon the filing of such acceptance it shall be the duty of the commission to de- termine from time to time the amount which the company shall set aside or expend for depreciation, obsolescence or for taking care of losses occasioned by sold, destroyed or abandoned prop- erty. Section 14. Whenever any company has accepted this act and has issued stock or bonds since such acceptance or as a con- dition of such acceptance, the provisions of this act shall not be changed so as to diminish the interest return on the invested capital so long as any of such bonds or stock remain outstanding. I 'I ! 90 . ;f i:i REPORT ON STREET RAILWAYS. 8c. [Feb. An Act relative to the Rates, Charges and Service of Street Railway Companies and their Supervision by the Public Service Commission. Be it enacted, etc., as follows: Section 1. With the approval of the public service commis- sion, and upon such terms and conditions as said commission, after notice and a public hearing, shall determine to be just and reasonable and consistent with the public interest, a street rail- way company may establish a sliding scale of rates and charges for the transportation of passengers upon its railway, subject to automatic adjustment in relation to the income balance of said company in any given period after paying all operating expenses and other charges against income, including such provision for de- preciation and reserve funds as the commission shall specify. So far as consistent with the automatic adjustment of rates and charges provided for therein, any such sliding scale shall be subject to the provisions of section twenty of chapter seven hun- dred and eighty-four of the acts of the year nineteen hundred and thirteen, and of section twenty-one of said chapter, as amended by chapter twenty-four of the acts of the year nineteen hundred and sixteen. Section 2. In its action relative to any sliding scale of rates and charges which a street railway company may seek to estab- lish under the provisions of section one, the public service com- mission shall be guided by the desirability of insuring such a re- turn upon capital invested honestly and prudently and conserved with reasonable care and diligence as will encourage the invest- ment of additional capital in needed extensions and improve- ments to street railway properties in this commonwealth. Among other terms and conditions, the commission may require the com- pany to provide, either by the issue of stock or bonds or other- wise, a special reserve fund which may be drawn upon for the payment of dividends under such circumstances and subject to such regulations as the commission shall specify. Before ap- proving any such sliding scale of rates and charges, the public service commission may further, to the extent that it deems the public interest demands, determine upon a program for the gradual rehabilitation, improvement or extension of the property of the company and reasonably assure itself that such program will be undertaken and carried into effect. 1918.] SENATE - No. 300. 91 Section 3. The public service commission shall establish a special department, to be known as the street railway depart- ment, whose duty it shall be to furnish the commission with in- formation relative to the physical condition, service, manage- ment and operating efficiency of the street railway companies under its supervision. If, at any time, the commission receives evidence from this department that laxity, carelessness, ineffi- ciency or wastefulness in the conduct of the affairs of a company which has been permitted to establish a sliding scale of rates and charges under the provisions of this act is seriously affecting its income balance, the commission shall at once inform the company of such evidence and of the date of a public hearing at which both the department and the company shall be heard. After such hearing, if the commission finds that changes in the conduct of the affairs of the company are desirable in the public interest, it shall notify the company in writing of such changes and of the time within which they should reasonably be made. If, at the expiration of such time, the commission has not received evidence that the changes thus specified have been made, it shall have power forthwith to annul, supersede or modify the sliding scale of rates and charges of said company to the extent which the commission deems necessary for the protection of the public interest. Except as thus provided, the public service commission shall have power to annul, supersede or modify a sliding scale of rates and charges established under the provisions of this act only after a public hearing and, unless the company consents, only during a period of sixty days after the expiration of each successive period of five years subsequent to such establishment. Section 4. In addition to the purposes for which a street railway company may increase its capital stock or issue bonds, as provided in section one hundred and three of Part III of chapter four hundred and sixty-three of the acts of the year nineteen hundred and six, a street railway company may, with the ap- proval of the public service commission, and subject (except as herein otherwise provided) to the provisions of all general laws relative to such increase or issue now or hereafter in force, in- crease its capital stock or issue bonds, secured by mortgage or otherwise, for the purpose of providing any special reserve fund for the payment of dividends which the commission may require under the provisions of this act, and that portion of section one hundred and eight of Part III of chapter four hundred and sixty- three of the acts of the year nineteen hundred and six which limits the amount of bonds, coupon notes or other evidences of • !:^ i it '^ ■■ Vf \h ^. 92 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 93 ^1 1: indebtedness payable at periods of more than twelve months after the date thereof which a street railway company may issue shall not apply to bonds issued for such purpose. Section 5. In addition to the amount appropriated by the general court, the public service commission may annually ex- pend, in the performance of its duties under this act, an amount not exceeding two per cent of the amount expended and charged to operating expense in the last preceding calendar year for superintendence and salaries and expenses of general officers and general office clerks by the street railway companies under its supervision. Within thirty days after this act takes effect, and on or before the first day of April in each succeeding year, the public service commission shall submit to the tax commissioner a statement of the amount required for this purpose, and within ninety days thereafter the tax commissioner shall assess upon each of said street railway companies its share of such amount in proportion to its operating revenue for the last preceding year; and such assessment shall be collected in the same manner as taxes upon corporations. Of the amount so assessed and col- lected, any balance remaining on the thirtieth day of November in any year shall be carried forward to the next year, and shall be taken into account by the public service commission in de- termining the total amount required for that year. Section 6. This act shall take effect upon its passage. 8d. An Act to provide Street Railway Service at Cost. Be it enacted, etc., as follows: Section 1. Any street railway company whose rates and charges are now or shall hereafter be regulated and prescribed by the public service commission under general law may accept the provisions of this act in the manner hereinafter provided. Any such company which shall so accept the provisions of this act shall thereafter furnish service to the public at cost, and shall thereafter be subject to the provisions of this act with reference to the matters specified herein, but in all other respects shall be subject to the general laws relating to street railway companies, including those relative to the character and extent of the service to be rendered. Section 2. The words "invested capital" as used herein shall mean the amount of cash or property paid in for capital stock and bonds from time to time outstanding which have been issued for capital purposes, and the term "bonds" shall include bonds assumed by any company, as well as those issued by it. The words "stock investment" as used herein shall mean the amount of invested capital less the face or par value of bonds from time to time outstanding. The words "the company" as used, herein shall mean any street railway company which has accepted the provisions of this act as herein provided. The words "the com- mission" shall mean the public service commission or its prede- cessor, the board of railroad commissioners. Section 3. The cost of the service shall include operating ex- penses, taxes, rentals, interest on indebtedness as hereinafter de- fined, and such allowances for depreciation and for operating re- serve funds as may be fixed in the case of each company by the commission, and all expenditures and charges which under the classification of accounts of the interstate commerce commission and under the laws of the commonwealth are properly chargeable against income or surplus. The cost of the service shall also in- clude a return upon the stock investment at such rate, not less than six per cent nor more than eight per cent, as the public service commission ' may, in view of the history, circumstances and conditions of the company, deem just and reasonable and necessary to encourage the investment of additional capital in needed extensions and improvements of its property. The rate of return determined by the commission from time to time, within the limits above prescribed, may be modified by the commission after a public hearing upon the application of the company or any interested party or upon the motion of the commission. Section 4. The amount of the invested capital shall be the aggregate of the items specified in paragraphs (a) (6) and (c) less any amount which may be deducted under the provisions of paragraph (d) of this section. (a) Cash actually paid in to the company for stock and bonds issued for capital purposes where the public service commission or its predecessor, the board of railroad commissioners, has deter- mined that the amount properly expended or required for the purposes set out in the company's petition is equal to the amount of cash so paid, and has approved the issue of such stock or bonds. (6) The face or par value of stock and bonds issued for prop- erty when the commission has, subsequent to the issue of such stock or bonds, determined that the then value of the company's property equalled or exceeded the face value of its capital stock and indebtedness. ;?* I i;i i ,;li li km I i'n- ( ? 94 REPORT ON STREET RAILWAYS. [Feb. (c) In cases other than those specified in paragraphs (a) and (6) the amount of cash or fair value of the property paid in for stock and bonds and honestly and prudently expended or ac- quired for capital purposes, the amount of cash or fair value of the property to be determined by the commission upon the ap- plication of the company: provided, however, that if the amount of cash or the fair value of the property so paid in has heretofore been determined by the commission no further determination shall be necessary. (d) From the aggregate of items (a) (b) and (c) shall be de- ducted the amount of the actual cost or cash value of the prop- erty sold, leased or abandoned or not used or useful for street railway purposes, and the amount by which the original invest- ment has been reduced or impaired through the failure of the company to conserve the same with reasonable care and diligence prior to the acceptance of this act, such amounts to be deter- mined by the commission: provided, however, that in lieu of the deduction of such amounts or any part thereof the commission may by agreement with the company fix a lower rate of return on the stock investment than the minimum prescribed in section three, until the loss or impairment of capital is made good out of the net earnings of the company. In case a company has reduced its capital stock or debt the In- vested capital shall not exceed the outstanding stock and debt of such company. In the case of consolidation of two or more com- panies, or the purchase of all the property and franchises of one company by another, the invested capital of the consolidated company at the date of such consolidation shall be deemed to be the aggregate amount of the invested capital of the companies consolidated, and in the case of purchase of bonds and stocks issued or assumed in payment for the properties and franchises purchased, shall be taken at an amount equal to the invested capital of the selling company as herein defined. Stock or bonds issued to provide the reserve fund hereinafter mentioned shall be deemed to have been issued for capital purposes. Section 5. Any company desiring to accept, or which has ac- cepted, this act, as provided in section fifteen, shall at the time of its application to the commission to determine the amount of its then invested capital, or within six months after the date of its acceptance of this act, apply to the commission to determine the status of its then unfunded debt. The commission shall thereupon determine the amount thereof which represents ex- penditures properly incurred for capital purposes and the amount 1918.] SENATE — No. 300. 95 thereof which represents deficits of operation which are not due to the payment of yearly returns upon the stock investment in excess of an average rate of six per cent, or otherwise attributable to mismanagement. The commission shall have broad discretion to determine the last-named amount from such evidence as is available, and with due regard to existing equities as between in- vestors in and patrons of the company. The commission may also make provision for the gradual retirement of this amount by charges to operating expense to be included as a part of the cost of the service whenever, in the judgment of the commission, this may be done without increasing the rates of fare then in effect. Interest charges on both of said amounts, in addition to interest charges upon the company's bonded indebtedness, shall be in- cluded in the cost of the service. Interest charges upon the residue of the unfunded debt, not included in either of the said amounts, shall be borne by the company and charged to the amount which would otherwise be available as a return upon the stock investment in accordance with the provisions of section three. In case any company fails to make an application for the determination of the status- of its unfunded debt, as provided in this section, all interest charges upon its unfunded debt outstand- ing at the date of the acceptance of this act shall be borne by the company. Where the interest on the unfunded debt or any portion thereof must, under the provision of this section, be borne by the company, the commission may, in its discretion, provide for the gradual retirement of such unfunded debt or portion thereof by charges to the amount which would otherwise be available as a return upon the stock investment, in so far as this may, in the opinion of the commission, be feasible without reducing the rate of return upon the stock investment provided for in section three. Interest charges upon the unfunded debt in- curred by the company after its acceptance of this act shall be included in the cost of the service until such time as the commis- sion disallows any portion of such debt as unreasonable or im- proper. All interest charges upon the portion so disallowed shall thereafter be borne by the company. Section 6. No company shall accept this act until it has pro- vided a reserve fund of not less than four per cent nor more than eight per cent of the par value of its outstanding capital stock, but in no event to exceed one million dollars. Such reserve fund may be provided by the issue of either stock or bonds, and the company may, with the consent of not less than two thirds of its f I 1 I V ■! I 'li! 'W jflil I il f i- |i*: H (I 96 REPORT ON STREET RAILWAYS. [Feb. stockholders present and voting at any meeting issue preferred stock for the purpose, carrying such rate of dividend and having such rights and preference as the stockholders may deem neces- sary and as may be approved by the public service commission. Section 7. Whenever the income of the company is insuffi- cient to meet the cost of the service as defined in section three, there shall be transferred from the reserve fund an amount suffi- cient to make up such deficiency, and if, on the other hand, such income is more than sufficient to meet the cost of the service, the excess shall be transferred to and added to the amount of the reserve fund. The company shall, on or before the twenty-fifth day of each month, file with the commission a statement in such form and in such detail as the commission may require, showing all contracts, agreements or undertakings having to do with the maintenance and operation of the company's property extending beyond a period of one year or involving an expenditure of over five per cent of the amount of the reserve fund as originally established, its income and expenditures during the preceding month and the pro rata amount set aside on account of taxes, depreciation, interest on invested capital and any other periodical charges, and any amounts added to or withdrawn from the reserve fund. Section 8. When any company accepts this act it shall file with such acceptance a schedule of eight different grades of fares, of which four shall be below its existing rate of fare and four above, and the public service commission shall, within sixty days thereafter, either approve the schedule so filed or establish eight other grades of fare in place thereof, and the commission shall at the same time designate which of the rates of fare so established shall thereafter be in force as being, in the opinion of the com- mission, that rate of fare which will enable the company to earn an income sufficient to meet the cost of the service: provided, however, that if, during any period of sixty days, more than one company shall file its acceptance of this act and a schedule of proposed grades of fare, the commission shall not be required to approve or establish the grades of fare for any such company until thirty days after the commission shall have passed upon all schedules previously filed in accordance with the provisions of this section. Whenever, by reason of any change in the existing rate of fare, there are less than four grades either above or below any rate of fare which is then in force, the company shall forth- with file with the commission a schedule of such additional grades of fare as may be necessary, so that there shall always be not 1918.] SENATE — No. 300. 97 less than four above and four below the existing rate of fare, and the commission shall thereupon, within sixty days thereafter, either approve the schedule so filed or itself establish in lieu thereof the necessary additional grades of fare. In fixing the different grades of fare the differences between the same shall be such as to effect either an increase or decrease in the annual revenue of the company, in the opinion of the public service commission, of not less than thirty per cent of the reserve fund. If at any time it shall appear in the interest of the public or of the company that the said schedule should be changed either with regard to the method or basis upon which the fares and transfer privileges are established, or because the steps between the different grades are too small or too great, or for any other reason, the company and the commission may by agreement change the said schedule. The different grades of fare may include not only variations in the cash fare, but also provisions for sale of tickets at reduced rates, charging for or elimination of transfers, the establishment in whole or in part of the zone system, so called, or the variation of fare limits. Except as thus provided, the commission shall have power to annul, supersede or modify such schedule only after a public hearing, and only during a period of sixty days after the expira- tion of each successive period of five years subsequent to the ap- proval or establishment of such schedule: provided, however, that no modification in such schedule shall be made which in the opinion of the commission may diminish the rate of return on the stock investment provided for in section three. Section 9. If, as of June thirtieth or December thirty-first in any year, the amount of the reserve fund shall exceed by thirty per cent the amount originally established, the company 'shall on the following September first or March first put into effect the next lower grade of fare, and if, as of such June thirtieth or December thirty-first the reserve fund shall be less than seventy per cent of the amount originally established, the company shall on the following September first or March first put into effect the next higher grade of fare, and on the first days of September and March in each year the grade of fare shall be decreased or shall be increased, as the case may be, if the amount of the reserve fund is above or below the above limits, as of the preceding June thirtieth or December thirty-first. Section 10. Every company intending to accept this act i 1 1 ;1t f ■ I I r ,1' I- : iim * if":. 'if ' 1 it 98 REPORT ON STREET RAILWAYS. [Feb. shall, prior to such acceptance and as a condition thereof, provide by the issue and sale of additional bonds or capital stock an amount not less than per cent of the par value of its then outstanding stock, which amount shall be used from time to time with the approval of the public service commission to pay for additions and improvements to its property. Subscriptions to such additional bonds or stock may be made payable in such in- stalments and at such times as the board of directors of the com- pany may determine and the commission shall approve. Section 11. Any company accepting this act shall be bound by the fact of such acceptance to sell its entire property and franchises as a going concern to the commonwealth or to any political subdivision thereof at any time for an amount in cash equal to the capital invested as defined in section three hereof, and the purchaser shall in addition assume all the outstanding contracts, leases and other liabilities of the company other than stock and bonds issued for capital purposes. Section 12. The governor with the consent of the council shall appoint for a term of three years one of the directors of the board of directors of any company accepting this act, to be known as the state director. He shall be a resident of a city or town served by such company, but shall not be an owner of its stock or bonds. The by-laws of the company shall be modified so as to permit of the appointment of such director, and shall also provide for monthly meetings of the board. Section 13. The public service commission shall establish a special department, to be known as the street railway depart- ment, whose duty it shall be to furnish the commission with in- formation relative to the physical condition, service, manage- ment and operating efiiciency of the street railway companies under its supervision. If, at any time, the commission receives evidence from this department that laxity, carelessness, ineffi- ciency or wastefulness in the conduct of the affairs of a company which has accepted this act as herein provided is seriously affect- ing its net income, the commission shall at once inform the com- pany of such evidence and of the date of a public hearing at which both the department and the company shall be heard. After such hearing, if the commission finds that changes in the conduct of the affairs of the company are desirable in the public interest, it shall notify the company in writing of such changes and of the time within which they should reasonably be made. Section 14. In addition to the amount appropriated by the general court, the public service commission .may annually ex- 1918.] SENATE — No. 300. 99 pend, in the performance of its duties under this act, an amount not exceeding two per cent of the amount expended and charged to operating expense in the last preceding calendar year for superintendence and salaries and expenses of general officers and general office clerks by the street railway companies under its supervision. Within thirty days after this act takes effect, and on or before the first day of April in each succeeding year, the public service commission shall submit to the tax commissioner a statement of the amount required for this purpose, and within ninety days thereafter the tax commissioner shall assess upon each of said street railway companies its share of such amount in proportion to its operating revenue for the last preceding year; and such assessment shall be collected in the same manner as taxes upon corporations. Of the amount so assessed and col- lected, any balance remaining on the thirtieth day of November in any year shall be carried forward to the next year, and shall be taken into account by the public service commission in deter- mining the total amount required for that year. Section 15. Any company desiring to accept the provisions of this act may apply to the public service commission to deter- mine the amount of its invested capital, and upon such determi- nation such company may accept this act by filing with the public service commission its election so to do authorized by a vote of not less than the holdings of a majority of its capital stock and (a) evidence satisfactory to the commission that it has or will provide the reserve fund mentioned in section six hereof; and (6) evidence satisfactory to the commission that it has or will provide the additional money by the issue of additional bonds or stock referred to in section ten hereof. Upon the filing of such acceptance it shall be the duty of the commission to de- termine from time to time the amount which the company shall set aside or expend for depreciation, obsolescence or for taking care of losses occasioned by sold, destroyed or abandoned prop- erty. Section 16. This act shall take effect upon its passage. 7 ■'« ; i ■ If i I II 100 REPORT ON STREET RAILWAYS. [Feb. Appendix B. INSPECTION TRIP OP COMMISSION. Under authority granted by the Governor and Council the Commission inspected the street railway facilities in a number of the larger and more important cities in this country and Canada. The Commission was accompanied on this inspection trip by its clerk, a representative of the sergeant-at-arms' office as disbursmg officer, and by L. H. McLain, an inspector in the employ of the Public Service Commission. It was the desire of the Commission to have present during the inspections in other cities an expert in the street railway matters who was employed by the State. Accordingly the Public Service Commission was, at the suggestion of the members of the Governor's Council,' requested to designate an expert to accompany the Commission on Its inspection trip. Mr. McLain was named in this capacity. A. S. Richey of the Worcester Polytechnic Institute and J. H. Neal, vice-president and general auditor of the Boston Elevated Railway Company, representing the Association of Street Railway Executives of New England, also made this trip, but not as members of the Commission's party. The trip consumed two weeks, the Commission leaving Boston Sunday, November 11, and returning Sunday, Nov. 25, 1917. During the trip the street railway facilities of New York, Philadelphia, Cleveland, Chicago, Milwaukee, Detroit, Toronto and Montreal were inspected. The schedule of the trip was as follows: — Leave Boston Sunday, November 11,6 p.m. Arrive New York Monday, November 12, 7 a.m. Leave New York Tuesday, November 13, 3 p.m. Arrive Philadelphia Tuesday, November 13, 5 p.m. Leave Philadelphia Wednesday, November 14, 8.37 p.m. Arrive Cleveland Thursday, November 15, 7.30 a.m. Leave Cleveland Friday, November 16, 10.05 a.m. Arrive Columbus Friday, November 16, 3 p.m. 1918.] SENATE — No. 300. 101 Leave Columbus Friday, November 16, 10 p.m. Arrive Chicago Saturday, November 17,. 9.30 a.m. Leave Chicago Monday, November 19, 8.15 a.m. Arrive Milwaukee Monday, November 19, 10.45 a.m. Leave Milwaukee Tuesday, November 20, 8 a.m. Arrive Detroit Tuesday, November 20, 8.30 p.m. Leave Detroit Thursday, November 22, 2.50 p.m. Arrive Toronto Thursday, November 22, 10.30 p.m. Leave Toronto Friday, November 23, 11 p.m. Arrive Montreal Saturday, November 24, 10.30 a.m. Leave Montreal Saturday, November 24, 8 p.m. Arrive Boston Sunday, November 25, 8 a.m. The Commission traveled over the surface and rapid transit lines of the various cities visited, with the exception of the lines in Columbus. The stay of the Commission in this city was necessarily brief, and the investigation there was confined to a discussion with officials and the observing of conditions at transfer points. In each city the Commission was received by the public officials and by the officers of the street railway com- panies. Public and street railway officials addressed the mem- bers of the Commission in each city visited, and discussions of local conditions, charges, equipments, proposed changes, etc., followed. The officials of most of the cities presented the Com- mission with especially prepared data, also with reports and other information bearing on the subject of street railway operation. The Commission was received with the utmost consideration by the public and street railway officials of each city visited. These busy men gave freely of their time to the Commission and left nothing undone to aid the members of this Commission in their work. A copy of the report made to the Public Service Commission by Inspector McLain on the investigation trip follows: — Inspector McLain's Special Report of Trip with the Street Rail- way Investigation Commission. I beg to submit the following report of my trip to various cities in the United States and Canada with the Street Railway Investigation Com- mission, Nov. 11 to Nov. 25, 1917. The party left Boston at 6 p.m. Sunday, Nov. 11, 1917, via Fall River line, arriving at New York about 7 a.m., Monday, November 12, and went to the Hotel Biltmore. Later the Commission went to the offices of the New York Public Service Commission, first district, and was met by Iff! .: if r.\ V n 102 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE ~ No. 300. 103 Chairman Straus, Commissioner Whitney, Secretary Walker, Assistant Secretary Daggett, Traffic Engineer De Windt, also President Frank Hadley and Mr. Wood of the Interborough Rapid Transit Company and New York Railways Company, President T. S. Williams and Messrs. J. J. Dempsey and W. Seibert of the Brooklyn Rapid Transit Company, President E. A. Maher of the Third Avenue Railway, President W. E. Fiske of the Hudson & Manhattan Railroad, and Secretary E. B. Burritt of the American Electric Railway Association. Commissioner Whitney described the dual system plans under which the rapid transit lines in New York City are built and operated. It is estimated that the total cost of the entire dual system, including con- struction and equipment, will be above $350,000,000, of which about $58,000,000 will be contributed by the Interborough company and about $14,000,000 by the Brooklyn company. The operating contracts between these companies and the city provide that after operating expenses have been paid, a return of 6 per cent, shall be paid to the companies on their investment, and that payment of rental to the city shall be made after- ward. In a number of cases new extensions are not expected to pay any return on the money invested by the city for a number of years. After this conference nearly all of these gentlemen accompanied the Commission on an inspection trip beginning on a special train over the Sea Beach Rapid Transit Line to Coney Island, then returning on another special train over the Brighton Beach Line to Fulton street in Brooklyn, then on a special surface car over the Brooklyn bridge to New York. The Commission was entertained at lunch at the Bankers' Club in the Equitable Building. At lunch Mr. Dempsey of the Brooklyn company spoke of the satisfactory nature of the rapid transit contracts. Mr. Hedley of the Interborough and New York Railways, while apparently satisfied with the rapid transit contracts, complained that the surface railways were not on a similar basis; he also complained of the excessive paving and taxation requirements, with no guaranteed return on the investment. Mr. Maher of the Third Avenue Railway reiterated Mr. Hedley's complaints, and stated that during the month of October his company showed net earnings of $156 on over $1,000,000 worth of busi- ness. It was stated that the New York Railways Company has a gross operating revenue of over $75,000 per mile of track, and that the Inter- borough Rapid Transit Company has a gross revenue of over $150,000 per mile of track. The Brooklyn Rapid Transit Company averages about $46,000 per mile of track. The Brooklyn company spends 3.33 per cent, of its earnings for accidents and about 8 per cent, for taxes. Total operating expenses is 56.4 per cent. The New York companies have a large number of special taxes, such as bridge tolls, car license fees, gross earnings tax, special franchise tax, etc. The paving require- ments are in general the same as in Massachusetts, the Brooklyn company states, except that the railroad companies select the type of pavement to be used between rails. The State labor law provides that no employee shall be permitted to work more than ten consecutive hours in one day. The Brooklyn time tables generally provide for ten hours' work in fourteen, not more than nine and one-half of which are consecutive. Electric heaters are required, and between October 15 and April 15 cars must be heated to not less than 40 degrees. In Brooklyn the average annual cost of removal of snow and ice for the last four years was about $105,000. All service is regulated by the Public Service Commission, which has powers similar to those of the Massachusetts Public Service Commission plus that of the Boston Transit Commission. After lunch the Commission was received by Mayor Mitchell in the City Hall. Afterward the party was taken on a special train of the Third Avenue Elevated to 149th Street in The Bronx, where a special Third Avenue surface car was taken across the town to the 145th Street Broad- way station of the Interborough. From this point the party returned to 42d Street on regular express and local trains of the Interborough. On Tuesday morning, November 13, the Commission was received by President Outerbridge and other officials and members of the New York Chamber of Commerce in the auditorium of the Chamber's building at 65 Liberty Street. After this reception we were taken over most of the system of the Hudson & Manhattan Railroad on board a special train of that company. Comparison between the transportation systems of New York City and any of those in Massachusetts is difficult because of the magnitude of the traffic in New York which has reached the enormous proportion of about 2,000,000,000 passengers per year. Nevertheless, there are certain fundamental conditions which are being observed in the relation between the companies in the community which are of great importance. From information obtained from the New York Public Service Commis- sion and street railway officials it is evident that the situation in New York is somewhat different from that of the average American city, inasmuch as the population is not served by a single company, the Inter- borough operating most of the subways and elevated lines in Manhattan; the Brooklyn Rapid Transit operating surface lines, subways and elevated in Brooklyn and a portion of subways in Manhattan; the New York Railways and Third Avenue Company operating most of the surface lines in Manhattan; besides which there are certain other auxiliary systems, such as Hudson River Tubes, smaller surface line systems, etc. The Interborough company, as such, is prosperous; the New York Rail- ways and Third Avenue surface lines cannot pay interest upon actual value of their property; the Brooklyn Rapid Transit is moderately suc- cessful; the Hudson River Tubes are not even paying interest on their income bonds. The substance of the situation in New York is that surface lines are unprofitable; rapid transit lines are profitable because of the extreme density of traffic, accompanied by the fact that they are not required to transfer passengers from one system to the other, whereas in a city like ti Il'^ :|t ( ,j 1 1 li'lW' Mm m ^1' 108 REPORT ON STREET RAILWAYS. I mm m.i m i - V. 'n [Feb. 1918.] SENATE — No. 300. 109 mS- ] ment or service. The law permits this, but the function has not been exercised, and there are no rulings in effect. The Public Service Com- mission passes on issuances of securities, but there is no limit to the amount of bonds or regulations as to the price of bonds or stock. Regulation has eliminated the jitney problem. They are now common carriers, and under the jurisdiction of the Public Service Commission are confined to specified routes, required to furnish a $2,500 bond, and to pay a license fee of $50 per year. The Commission was taken on an inspection trip by automobile through the Frankford district, where a line of new elevated structure was viewed. Returning, an elevated train was taken in West Philadelphia to the City Hall. The Commission was entertained at lunch at the Union League Club by the Board of Trade. After lunch a trip was taken to the new shipbuilding plant which is being constructed at Hog Island. I have received by mail from the department of city transit copies of an ordinance and abstracts of statements and discussions concerning proposed contract between the city of Philadelphia and the Philadelphia Rapid Transit Company (same being submitted for your information). Left Philadelphia via Pennsylvania railroad at 8.37 p.m., and arrived at Cleveland at 7.30 a.m. Thursday, November 15. The Commission was met and entertained by Mr. Fielder Sanders, city street railroad commissioner, Mr. Peter Witt, former commissioner, and the following officers of the Cleveland Railway Company: — Mr. J. J. Stanley, President. Mr. Joseph Alexander, Assistant to the President. Mr. Geo. RadclifFe, Vice-President and General Manager. Mr. H. J. Davies, Secretary. Mr. Charles Clark, Engineer Maintenance of Way. Mr. Paul Wilson, Secretary to the President. A trip was made by automobile to the new Superior car house and operating yards, Windemere substation and Cedar Road track con- struction, and Shaker Heights Country Club, where lunch was served; to the abandoned power plant and new substation at Cedar Avenue, and finally to the new Harvard shops and material yards, which latter loca- tion represents an investment of approximately $1,500,000. In the evening the above-named gentlemen entertained the Com- mission at dinner at the Union Club, at which time Secretary Davies of the railway company explained the Taylor Grant, mentioning the in- justice of the depreciated value on which interest is allowed, the insuf- ficient allowance for maintenance, renewals, and especially depreciation; also the probability that in the- very near future the highest specified rate of fare will not permit the payment of the specified interest on the investment. Except in his ideas of the treatment of depreciation, Mr. Witt agreed with the statements made oy Mr. Davies, and stated that in his opinion the Taylor Grant should not have specified any minimum or maximum rates of fare. On Friday morning a number of the party visited President Stanley's office where further discussion was had, and at which time Mr. Stanley read to the Commission a portion of the transcript of a case which had been heard on the previous day in which the presiding judge severely censured an attorney for bringing action for damages in a case of auto- mobile car collision. This particular case was cited in reply to a question of one of our party relative to the treatment of the company by the courts in such cases. At this conference a case was also mentioned where a real estate development company had made a cash deposit of $20,000 to indemnify the company against loss in the operation of a proposed ex- tension. It was also brought out that many Cleveland citizens believed that an insufficient number of new extensions into the suburbs are being made. The city as a whole, however, is inclined to keep such extensions down because of their probable effect on the rate of fare through losses in operation before the suburbs are fully built up. It was also brought out that the company pays nothing toward the cost of grade crossing elimina- tion or bridges, but only 6 per cent, on the actual cost of the track alone, the track on such bridges being owned by the city. The Cleveland situation is unique inasmuch as it has been widely her- alded as a city of the 3-cent fare. For this reason it is perhaps wise to go into a little more detail with reference to this system in order that it may be thoroughly understood. There are many important factors which contribute to the low-fare situation in Cleveland. The geography of the city is such that there exists in the heart of the business section an enormous square from which radiate practically all the street railway lines of the community. This square affords what might be considered a natural terminal not only of magnitude, but possessing the very necessary qualities for many opportunities to loop. The cars are not routed across the city, but terminate at this square, thus necessitating the payment of an addi- tional cent for a transfer, which in most cities would be a continuation of the journey. The streets are wide, and the traffic conditions are such that a co-operation between the community and the company exists to a degree that is unusual. As an example: A motor truck, observed by one of our party, which was proceeding at at least 6 miles per hour, was chased by mounted police and ordered off the tracks. Everything which a com- munity can do is apparently done to facilitate the regulation of traflSc and reduce the cost of operation. T rail is permitted in highways; paving requirements have been reduced to a minimum; and snow is removed at the expense of the community, or at least to such an extent that the aver- age expense for snow during the last eight years has been less than $12,000 per year. The statement was made that the average ride taken by each passenger is only 2.19 miles. The importance of this particular point cannot be overestimated. The average fare per mile that a passenger is carried, as stated, was 1.6 cents. This in a city requiring an average ride of, say, \\ miles would be equivalent to 7.2 cents. .1! ilRI (!!|#^ li I Mi no REPORT ON STREET RAILWAYS. [Feb. There are no laws on hours of labor for platform men, but the com- pany's agreement with its men provide for as near ten hours as possible, to be completed inside of twelve hours, with the exception of swing runs, which shall be completed in the shortest number of hours possible. All schedules are to be arranged to give not less than four minutes' lay-over at the end of each trip, and five hours' minimum is paid for a day's work. The normal cost of coal is about SI. 60 per ton. For the first nine months of 1917 the cost averaged $3.38 per ton. Electric heaters are not required, and cars are heated with combination hot-water heaters. The engineer of maintenance of way informed me that the track was not being maintained up to the standard that it should be. He is not allowed to spend money for maintenance unless authorized to do so by the city commissioner. We left Cleveland Friday, November 16, at 10.05 a.m., arrived at Columbus about 3 p.m., and were met at the Chittenden Hotel by Mr. L. G. White, chief engineer of the Ohio Public Utilities Commission, and officials of the Columbus Railway, Power and Light Company, as follows: Mr. Norman Crawford, vice-president, Mr. H. W. Clapp, general super- intendent, and Mr. Pomerene, attorney. A conference was held at which the following notes were made: — The company operates 130 miles of track, sells 8 tickets for 25 cents, making an average fare of 3.2 cents. It was stated by Mr. Pomerene that the railway service is at the expense of the other utilities, electric lighting, power and commercial heating being furnished by the same company. The railway is favored in its operation by wide streets, absence of heavy grades, cheap coal prices, and the limited area within which it operates its cars. However, even with these favorable conditions, the company should have a greater fare than at present. There is no partnership with the city, operation being entirely private. Up to the present time the Public Utilities Commission has made no requirements as to the service in Columbus, although it has the authority. The company has no credit to obtain new capital, and on this account the development of the railway and the city has been retarded. There is a decided general feeling that the service would be better if there were a higher rate of fare. The average run is nine hours and thirty-five minutes, with the men eating during their work times on the cars. There, is no regulation as to hours of labor except the sixteen-hour law. The cars seat thirty-four passengers and have longitudinal seats. About 225 are operated in the rush hour and about 135 normal. The headways on the base schedules are specified by franchise. A mistake was made in the Columbus franchise of basing the rates of fare on the gross instead of the net earnings. The company is not caring for depreciation in any way. It has bought one new car in five years, and now needs 300 new motor cars and 75 new trailer cars. Mr. Clapp stated that it should be dis- tinctly understood that they do not give a 5-cent service for their present rates of fare. 1918.1 SENATE — No. 300. Ill As only a very limited time was spent in this city, no inspection trips were made. All information obtained was at the conference. After the conference I stood on the street and noted passing cars for some time. The general condition of the cars appeared favorable as regards paint and cleanliness. I noted one car that the superintendent informed me had been remodeled from an open to a closed car. We left Columbus about 10 p.m., arriving at Chicago on Saturday morning, November 17, and were met by Mr. G. T. Seely, general man- ager of the Chicago Elevated Lines, Mr. John E. Wilkie of the Chicago Surface Lines, M. J. Feron, general superintendent of transportation, and other railway men. An inspection trip was made on a special train over the South Side Elevated, Stock Yards Loop and the city loop dis- trict. Mr. Seely of the Chicago Elevated and Mr. Wilkie of the Surface Lines furnished detailed information and accompanied the Commission. The Commission was entertained at lunch by the Association of Com- merce, after which there was a general discussion of the Chicago situation. Mr. Bion J. Arnold explained in a thorough manner the arrangement under which the surface lines are operated. His explanation wa^ followed by a general discussion by all, which contributed to a better understanding of the conditions. Briefly, the surface line arrangement in existence at present is as follows: — A valuation of the surface lines was made in accordance with an ordi- nance of 1907, and the total value was then determined to be substantially $50,000,000. Permission was given to entirely rehabilitate, charging the same to capital account, all expenditures being subject to the approval of the board of supervising engineers. This rehabilitation was effected at a cost of substantially $90,000,000, and by this process practically $25,000,000 worth of property was destroyed, which, however, remains capitalized. The surface lines are permitted, after paying all operating expenses, taxes, etc., to pay to themselves 5 per cent, upon the appraised value plus cost of rehabilitation and plus any additions or extensions since made, and of the remaining earnings to retain 45 per cent, for the company, giving 55 per cent to the city. The earnings of the surface lines have, of course, been materially aided by the rehabilitation, the average age of the tracks, cars and many of the buildings being but eight years. It should be borne in mind that the preceding paragraph refers only to surface lines. The elevated systems are run entirely distinct from the surface lines, and no transfers are given between elevated and surface lines. The underlying companies have all passed through the hands of a receiver, and the companies are now making an effort to increase their revenue. There is much agitation for a consolidation of the elevated systems and surface lines. If this were effected, and universal transfers were given, there would be a material reduction in the amount which the companies contribute annually to the city, and should subways be introduced, even if only in the loop district, unless the city bears the whole or part of the t t It ■ \ 'Ilil*^ *. tt r I'- ll f'i 112 REPORT ON STREET RAILWAYS. [Feb. burden of the subway rentals it is thought doubtful if Chicago could continue to operate without a charge for transfers, or some other means for providing additional revenue. Chicago people ride more, in propor- tion to the population, than they do in a city like Boston, and while the Chicago companies furnish transportation to a population twice the number that the Boston system supplies, the riding is two and a half times as great. Apparently, Chicago is almost an ideal situation with one exception, and that is in the so-called "loop district." A gridiron of wide thorough- fares existing everywhere with excellent traffic regulations contributes to high average speed and economical operation. This condition has made it possible up to the present time for the street railway systems to care for a population of two and a quarter million people without yet assum- ing the burden of subways. The rapid transit lines in Boston represent about 60 per cent, of the total money invested; in Chicago, on the com- panies' valuation, about 38 per cent., and on the city's valuation, only about 28 per cent. The long, straight lines and the absence of grades in Chicago have a very material bearing on the cost of maintenance. In Boston 75 per cent, of the cost of maintenance of elevated lines is for curved track alone. Taking the Boston system as a whole, 40 per cent . of the mileage is curved track; in Chicago, comparatively nothing. This of course, has its bearing on speed and therefore cost of platform labor. The running of the cars in Chicago is very simple, due to the layout of the streets. The value of the near-side stop is greatly enhanced by the ordinance which requires the stopping of all automobiles when a street car is stopped. Side entrance cars are not yet used on the Chicago elevated. Another thing which contributes to cheap operation in Chicago is the absolute exclusion of open cars. Of the total car miles run in Chicago, about 30 per cent, is elevated mileage, while in Boston only about 20 per cent, is elevated. Like New York and Brooklyn, Chicago also appears conspicuous, in comparison with Massachusetts, by an absence of automatic signals on the elevated structures and the absence of platform men in the station. On Monday, November 19, the Commission boarded a special two-car train of the Chicago & Milwaukee Electric Railway Company on the Union Loop in Chicago, at 8.15 a.m., for Milwaukee, breakfast being served on the cars. We were accompanied by Mr. G. T. Seely of the Chicago Elevated lines and Mr. Thompson, assistant to the president of the Chicago & Milwaukee Railway. In Milwaukee we were met by President J. D. Mortimer, General Manager S. B. Way and other officials of the Milwaukee company, including Mr. J. Anderson, chief engineer of power plants, Mr. H. A. Mullett, superintendent of rolling stock, Mr. Geo. Kuemmerlein, superintendent of transportation, Mr. Schneider, sales manager, and Mr. Jackson, attorney. We were taken in a special two-car train over various of the company's lines, and were accompanied by Mr. Jackson, chairman of the Wisconsin Railroad Commission, Mr. 1918.] SENATE — No. 300. 113 Faulk, president of the Allis Chalmers Company, Mr. Klinger, president of the Merchants and Manufacturers Association, Mr. Vogel, Mr. Kasten and Mr. Pfister. We were entertained at lunch at the Gargoyle and afterward held a conference at Hotel Pfister with Mr. Mortimer and Mr. Beggs of the railway company and Chairman Jackson of the Railroad Commission. The taxes of the Milwaukee company are practically based on the net earnings of the company. The area of the city is 25 square miles, and the single fare zone 35 square miles. The average fare in the center zone is about 4i cents. The company does a lighting and heating busi- ness in addition to the railway. Two and eighty-two hundredths of the mileage is with trailers. Cars have right of way over vehicles in streets except United States mail, fire department, etc. Operating speed is 9 miles per hour in the city. The paving obligations of the company are in process of review in the courts. No legal limit to hours of labor; normal times' practice is about ten hours in fourteen, but at present about 15 per cent, are ten hours in sixteen. The coal cost was $2.61 in 1916, and at present is about $5. Electric heaters are not required and coal stoves are used. The company is required to heat cars to 60 degrees from October 15 to April 16. The annual cost of removal of snow and ice is about $15,000 per year in the city of Milwaukee. The company is main- taining a depreciation reserve by setting aside 10 per cent, of the gross earnings. On Tuesday, November 20, we left Milwaukee at 8 a.m. for Detroit via Chicago, Milwaukee & St. Paul and Michigan Central railroads, arriving about 8 P.M. and going direct to the Hotel Pontchartrain. The Com- mission was met by Vice-President J. A. Russell of the Board of Com- merce and officials of the Detroit United Railway, as follows: E. J. Burdick, general manager, B. F. Weadock, Mr. Rifenberick, consulting engineer, W. S. Rogers, superintendent of traffic, A. D. Van Zandt, pur- chasing agent. The Commission met Mayor Marx at the City Hall on Wednesday morning, the 21st, at which time the mayor explained the rail- way situation and notes were made, as follows: — The Michigan Railroad Commission has authority over steam railroads and interurban electric lines which are franchised under the steam rail- road law, but has no authority over city street car lines. There is an advisory city railway commission (unpaid) appointed by the mayor, which reports to the city council. Fares are 5 cents cash, with 8 tickets for 25 cents on some lines, and 7 tickets for 25 cents on others. The city lines alone at present show a deficit, and the company is paying only on account of its profitable interurban lines, which are operated at high speed and do a large percentage of freight business, this amounting to as much as 25 per cent, of the total business on some of the interurban lines. An increase in fares in the city is now imminent, and the mayor stated to us that in determining the new rate of fare the company should have I! I i !li iiiii .1. I IS n 114 REPORT ON STREET RAILWAYS. [Feb. not less than 6 per cent, on its '^appraised value," which he modified in a following statement to "actual investment." On the low-fare lines the city pays for the (subgrade) concrete construction, and the company lays Its ties and rails, the city building and thereafter maintaining the pave- ment. The railway service is theoretically prescribed by the city council with the advice of the city commission. After leaving the mayor's office we were met by the railway officials, who accompanied us on an automobile trip about the city, after which we were entertained at lunch by the Board of Commerce. After lunch the party was taken to Toledo and return on the special office car of the Detroit United. This is a run of 58 miles, and, including several miles of slow running in both Detroit and Toledo, is covered by the regular limited trains of the Detroit United in two hours. The schedule running time of these trains between city limits is something over 40 miles per hour. Apparently, the tracks are in reasonably good condition. The cars noted are mostly of the double truck type, and many trailers are used for rush- hour service, on some lines being operated all day. A few single truck cars were noted in operation. The general appearance of equipment is good. Thursday,'November 22, left Detroit at 2.50 p.m. via the Grand Trunk Railway for Toronto, arriving about 10.30 p.m., and went to the King Edward Hotel. The Commission was met by Mayor T. L. Church, Mr. R. C. Harris, commissioner of works and city engineer, Mr. J. W. Somers, clerk of the city reception committee, Mr. G. E. Powell, assistant city engineer, Mr. J. McCarthy, city railway and bridge engineer, Mr. D. M. Mclntyre, chairman of the Ontario Railway board, Mr. A. J. Ingraham, vice-president of the Ontario railway board, Mr. Morley, secretary of the Board of Trade; also the following officials of the Toronto Railway Company: R. J. Fleming, general manager, F. L. Hubbard, assistant to the general manager, F. G. Clarke, chief engineer, W. J. McRae, superintendent of rolling stock, J. McCullagh, superintendent of traffic; also Mr. W. H. Miller, manager, and Mr. C. L. Wilson, assistant manager, of the Toronto & York Radial Railway. On Friday morning, November 23, the party was taken on an automobile trip over the city, was entertained at lunch at the King Edward Hotel, and afterward held a conference at which a number of the representatives of the city and railway company as listed above were present. The following notes were made: — By an agreement with the city the fares of the Toronto Railway Com- pany are 5 cents cash, with 6 tickets for 25 cents and 25 tickets for $1; also 7 tickets for 25 cents good on Sundays and during the weekday .rush hours. All these include free transfers. There is also an 8 for 25 cents ticket good during rush hours only, and a 10 for 25 cents school ticket, and a 10-cent cash fare, none of which carry the free transfer privilege. The Toronto Railway Company operates in the center of the city with 1918.] SENATE — No. 300. 115 about 127 miles of single track in an area of 22 square miles, or what was the city limits at the tune of the agreement in 1891. As the city extended its limits the company refused to extend its lines at the low rates of fare, in which refusal it was upheld by the Privy Council. The city has built and operates about 20 miles of single track in the various suburbs. On these cars the fare is 2 cents cash, or 6 tickets for 10 cents. These city lines do not, however, even approach the center of the city, with the result that practically all of the riders on the city's lines must change cars and pay a second fare in order to reach the downtown section. The Toronto Railway Company has an average haul of about 2 miles and pays an 8 per cent, dividend, the balance of the net above this going back into the property. The company pays to the government a tax of S60 per mile of track plus 1 per cent, of the net earnings. It pays to the city a tax on gross earnings amounting to 8 per cent, under $1,000,000, and ranging up to 20 per cent, on all up to $3,000,000. It also pays to the city $800 per year per mile of track, besides the regular property and business tax. These various taxes amount to over $1,000,000 per year. The city pays all paving costs, including the substructure for the tracks, the company laying ties and rails only. No specific amounts are set aside for depre- ciation, but, as stated, the net earnings above an 8 per cent, dividend are put back into the property. The accident costs amount to less than 2 per cent, of the gross. Snow is swept to one side of the street. The city claims that if the snow fall amounts to more than 6 inches the company should pay one-third of the cost of the necessary removal. This question is now in the courts. The company has about $12,000,000 of commdn stock and $5,000,000 of bonds, but claims the actual investment is greater than the sum of these securities. The gross earnings are about $6,000,000 per year. The franchise expires in 1921, at which time the city can buy at the appraised value. If this right is not exercised within six months the franchise is automatically extended in five-year periods. The present franchise was granted in 1891, after the lines had been operated by the city for about six months and the franchise put up for tender. The area of the city is about 25 square miles, of which the Toronto Railway covers about two-thirds to three-quarters. The population is about 463,000, of which the Toronto Railway serves about 435,000. The company owns about 750 cars, 300 of which are less than ten years old. It has built about 17 miles of new track in the last ten years. Niagara power is used. There is very little traffic interference, the police uni- formly upholding the company in such cases. The streets are about 40 feet wide and stops average about 600 feet apart. By agreement with the trainmen, the hours of labor are limited to ten hours per day, or sixty per week, "within twelve hours when practicable and reasonable." Some are as long as fifteen hours outside time. No freight business is done in the city. The vote on municipal ownership will be by property holders or twenty-one-year lease holders. The civic h i i liW 116 REPORT ON STREET RAILWAYS. [Feb. lines are operated by the public works department, members of which are appomted by the council for life or during good behavior. It was stated that these lines failed to earn operating expenses during the past year, and if interest on the investment be included, the deficit was something like $300,000. The civic lines pay no taxes on track or gross or net earnmgs similar to those paid by the Toronto Railway Company. They pay about the same wages as the Toronto Railway Company, but give their employees two weeks' vacation with pay. The Toronto & York Radial Company operates about 96 miles of mterurban lines, the fare on lines east and west of the city being about 1 cent per mile, with school tickets at about three-quarters of a cent per mile. North of the city the fares are about 2 cents per mile, with sixty- day commutation tickets at If cents per mile, and other individual com- mutation and school tickets at about ^ cents. About 25 to 30 per cent, of the gross earnings is from a freight business, the company having con- nections with the Grand Trunk and Canadian Northern railways, handling considerable carload freight between these steam roads and on side tracks of manufacturing concerns along its line. It also handles express and some freight m and out of Toronto, but the terminals are at the edge of the city, and the cars of the Toronto & York Radial Company do not enter the city. We left Toronto at 11 p.m. Friday, November 23, via the Grand Trunk Railway. Quite a severe snowstorm occurred during the night, and the train was about three hours late, arriving at Montreal about 10.30 on Saturday. The Commission was met by Colonel Hibbard, chairman of the public utilities commission, Senator Casgrain, chairman of the special commission investigating the matter of new contract with the Montreal Tramways Company, Mr. McLeod, city engineer, and the following officials of the Montreal Tramways Company: J. E. Hutcheson, general manager, A. Caboury, general superintendent, H. E. Smith, comptroller, Mr. Thornton, consulting engineer, W. F. Graves, chief engineer, A. s! Byrd, superintendent of power plants, and D. E. Blair, superintendent of rolling stock. The party was taken in a special office car of the company for a trip of inspection over the various lines of the company and a visit to Its shops. Lunch was served on the car, and the only conference held with the above-named officials was during this trip of several hours' duration. Notes were made as follows: — The average ride in Montreal is about 2 miles. The longest line is about 7 miles. Water power is used for about three-quarters of the requirements, and manufactured for peak loads only. The trainmen are non-union and are paid 24 cents the first year 25 the third year and 29 cents the fifth year. The company furnishes one uniform and one overcoat per year. There is a mutual benefit association and pension fund to which the company contributes equally with the employees. All trainmen are required to speak both French and English. The company owns about 1,000 cars, 375 being operated in normal 1918.] SENATE — No. 300. 117 hours and 750 in peak. About 500 new cars have been put in operation during the last five years. Each of these cars goes through the shop for overhauling and either varnish or paint at least once in twelve months, and the company averages about 55 cars in for such work at all times. The company has just purchased and is now equipping 50 two-car trains, multiple unit control, with four motors on one car and two on the other. An average of 120 inches of snow falls in Montreal each winter. This is removed from the tracks by the railway company and removed from the streets by the city. The company pays half of the cost of removal on streets with tracks. About 40 square miles are included in the single-fare area, the fare l)eing 5 cents cash, 6 tickets for 25 cents and 25 tickets for $1, good from 5 A.M. to midnight; 8 tickets for 25 cents, good from 5 to 8 a.m. and 5 to 7 P.M.; 10 tickets for 25 cents for school children. Outside the city the railway fares average about 2| cents per mile. Two and one-half per cent, of the gross has been set aside for accidents for the last twenty years, and this amount has proved ample. Taxes amount to 7.84 per cent, of gross. Cars have right of way over other vehicles. Operating speed is 8.2 miles per hour. The distance between stopping places in residential districts averages 640 feet. The taxes on gross earnings, as applied in the "old section" (exemption is about 25 ])er cent.), are as follows: 4 per cent, on first $1,000,000; 6 per cent, on next $500,000; 8 per cent, on next $500,000; lOper cent, on next $500,000; 12 per cent, on next $500,000; and 15 per cent, on amount over $3,000,000. Electric heaters are used in city cars, but are not compulsory. Stoves are used on some suburban lines. No definite heating requirements are made, but cars are heated from November to March. The average annual cost of removal of snow and ice is about $172,800. In Conclusion. It is obvious from the fact that nine cities were visited and transporta- tion conditions studied in the limited time covered by the itinerary that most of the information obtained was from necessity by discussion of conditions. Because of the valuable assistance of the various commis- sions, railway men and city officials in each locality, the general conditions were explained in a far more intelligible manner than it would appear I)ossible in so short a time. Most of the various street railway companies were kind enough to supply the Commission with considerable printed or typewritten matter which will probably be of value to them. In general, facts were presented to the Commission indicating that wherever new contractural relations had been recently or were about to ))e entered into between a municipality and railway company a fair rate of return is paid on the company's invested capital as a part of the cost of the service. In some cases, such as in New York, such return is prac- tically guaranteed by putting this charge ahead of the return on the money !!i I ''-.:iK^'^ZMi'%i>»Jki .' Ih a;i at 118 REPORT ON STREET RAILWAYS. [Feb. invested by the city. In other cases, such as at Cleveland, a sliding scale of fares is intended to accomplish this purpose. Where such guarantees do not exist a modification of one of these, or some similar scheme, is being proposed to accomplish the result. In other words, there is a universal tendency to insure a fair rate of return upon actually invested capital. In a number of the cities visited low rates of fare are in effect. In these cities facts were presented to the Commission indicating either short average rides, poor service, very dense traffic, relief from paving and tax burdens as known in Massachusetts, a distinct necessity for more revenue, or a combination of two or more or all of these factors. Facts were also presented to the Commission showing a number of methods of construction and operation considerably different from those obtaining in Massachusetts, among which might be mentioned wide streets, the absence of grades, long, straight stretches of track, street cars having right of way over other vehicles, long average distance between stopping places, general use of T rail in paved streets, considerable use of coal stoves for heating cars, cheaper coal, which makes for low power cost, surprisingly small number of employees at rapid transit stations, absence of expensive legal restrictions in hours of labor, and in nearly all cases a complete separation of surface and rapid transit facilities with no free transfer between the two. Judging from the limited inspection of the railways in the cities visited, I am of the opinion that the physical condition of most of them is above the average found in Massachusetts. This is especially noticeable in the appearance of the equipment operated. In the city of Montreal the cars in operation during normal hours are of uniform type and neat in appear- ance. This is probably due to the fact that the company has 500 cars that are comparatively new, and this number is sufficient for all normal hour service. During rush hours a limited number of older types of cars are seen, but even these are kept well painted and look fairly well. Respectfully submitted, Lewellyn C. McLain, Inspector. 1918.] SENATE — No. 300. 119 Appendix C. STATISTICS RELATIVE TO MASSACHUSETTS STREET RAILWAYS. The following tables, Nos. I. to XXIII., inclusive, contain statistics dealing with various phases of Massachusetts street railways. In certain cases additional information has been added for comparative purposes, showing similar statistics for street railways outside of Massachusetts. Much of this information is shown for the year ending June 30, 1916, since the figures of the Public Service Commission have not been published since that date, due to the change in the fiscal year from June 30 to December 31, in 1916. Tables I. to V., inclusive, show the operating and nonoperating companies as of April 1, 1917, the total mileage of such com- panies, the mileage distributed by cities and towns, the towns having no street railways, etc. Tables VI. and VII. give the mileage, employees, amount of equipment and volume of trafiSc for the series of years from 1890 to 1916, inclusive. Tables VIII. to X. show the capitalization of the street rail- ways in Massachusetts, and comparative figures for street rail- ways in other portions of the United States. Tables XI. to XVI., inclusive, deal with the financial aspect of the situation. These tables show the income statement, liabilities, stock, bonds, earnings, dividends, etc. Tables XVII. to XXI., inclusive, give information relative to taxes assessed on Massachusetts street railways. Detailed in- formation is given as to the distribution of the excise and corpo- rate franchise taxes for the year 1916. Tables XXII. and XXIII. show the increased costs of labor and materials from 1897 to 1917. Since some of the data included in these tables has been ob- tained directly from the railways, and some from the Public Service Commission reports and Tax Commissioner's office and ■ it i .1 I ' I! ' "3 I Ill 120 REPORT ON STREET RAILWAYS. [Feb. elsewhere, certain discrepancies may have crept in, due to dif- ferent fiscal years, etc., hence totals should not necessarily be considered absolutely correct. Tabic I. gives the names of the 38 operating companies and the 15 non-operating companies in Massachusetts as of April 1, 1917. Footnotes to this table show changes which have been made in connection with certain of these lines, between April, 1917, and the latter part of December, 1917. These changes are as follows: — In December, 1917, the Bay State Street Railway went into the hands of receivers, Mr. Donham of the Old Colony Trust Company being appointed receiver. In the latter part of November, 1917, the Taunton & Paw- tucket, which had been operated by the Bristol County property receivers, was sold to the Swift-McNutt Company. The fate which would be indicated by this purchase is that of junking the road, but at this date determined efforts are being made by persons and officials living in the vicinity of this line to con- tinue this road in some manner as an operating property. In October, 1917, the Norwood, Canton & Sharon was offered for sale, and a sale was nearly completed with a company, which would no doubt have junked the road. This transaction, however, fell through, and at the present time this line is being operated, although the impression appears to be given that the management would prefer to sell out this property. In September, 1917, the Providence & Fall River Street Rail- way ceased operating and was sold at auction. A new company has since been formed by local persons, and in December, 1917, was placed in operation with new charter rights, etc., under the name of the Swansea & Seekonk Railway. On April 21, 1917, the Norton & Taunton (receivers) was reorganized as the Norwood. Taunton & Attleboro, a company formed by the bondholders, and is at present operated under that name. Very recently the Nahant & Lynn announced that it might curtail its services to the bare amount provided for in the charter, namely, twelve cars every twenty-four hours. This action was apparently due to the failure of the Nahant authori- ties to make some change in the jitney situation in that town, so that the street railway might compete satisfactorily. In this connection it was stated that ultimately this road would refuse to operate at all and would tear up its rails, which it could 1918.] SENATE — No. 300. 121 probably sell at a good figure at the present time, unless some relief was obtained. The Ware & Brookfield Street Railway in the western part of Massachusetts is at present in operation, although there is talk of this company ceasing operations. Probably this table represents the street railway conditions, with regard to the operating and non-operating companies, re- vised to the present time, although each day is liable to bring on the announcement of some further curtailment of service. No information is shown in these tables as to the railways that have ceased to operate certain unprofitable branch lines. The street railways considered in these statistics are those which the Public Service Commission denotes as "street rail- ways." Although the Attleboro Branch Railroad is electrically operated, it has a private right of way and is considered with the steam railroads by the Public Service Commission. For this reason it has been omitted from many of these tables. The Mount Tom Railway, which is operated by the Holyoke Company, is considered a steam railroad by the Tax Commis- sioner's department, but since the Public Service Commission denotes it as a "street railway" it has been so considered in this table. Table II. shows the mileage operated in Massachusetts by the 38 operating companies as of April 1, 1917. This mileage is computed as single track. The table shows trackage operated (exclusive of trackage rights), trackage rights and total mileage operated. These figures have been obtained through the Tax Commissioner's office. For comparative purposes a column has been added showing the total mileage operated on June 30, 1916, as reported to the Public Service Commission. The present mileage of track operated, exclusive of trackage rights, is 3,005.- 112, trackage rights, 51.049, total mileage operated 3,056.161. The total mileage reported to the Public Service Commission is 3,058.867. Table III. shows the mileage operated by the 38 operating companies, subdivided to show the mileage in the various cities and towns. The mileage is computed as single track, as of April 1, 1917. This table is merely a subdivision of Table II., so as to show detailed information as to the mileage of each street railway in each city and town through which it operates. Table IV. contains a list of the towns in Massachusetts in which no street railways were operated on April 1, 1917. There 111 mm I ^1 I 122 REPORT ON STREET RAILWAYS. [Feb. are 109 towns in this classification. The population of each town IS shown, and attention is called to certain of the towns having no street railways, which have decreased in population between the United States census of 1910 and the State census of 1915. The 109 towns without street railways have a 1915 population of 119,465. This represents about Si per cent, of the 1915 population of the State, which was 3,693,310 in 1915 Table V. contains the information of Table IV., in a somewhat different form. In this table the number of towns without street railways, and the 1915 population of such towns, is shown in the different counties. Study of this table shows that of the 109 towns without street railways, 14 are located in Barnstable County, that is, in the vicinity of Cape Cod. Berkshire County contains 15 towns without street railways. The population of such towns is only about 7,000. Franklin County has 16 of these towns, containing a population of about 11,000. Hamp- shire County has 12 such towns, having a population of about 8,000. Middlesex County has 10 towns in this class, with a population of about 13,000. Worcester County has 14 such towns, with a population of 22,000. Table VI. shows the total number of companies, the number of operating companies, mileage of main track operated, and total mileage owned for the years 1890 to 1916, inclusive This table shows also the number of employees, the number of pas- senger cars, and the number of other cars and plows for the same series of years. The total mileage owned in 1890 was about 660 miles; in 1900, 2,000 miles; and in 1916 it was about 3,000 miles. Between 1890 and 1916 the number of employees had increased from 6,000 to 24,000, an increase of 300 per cent The number of passenger cars had increased between these years from 3,000 to 8,000. Since 1900 there has been a decrease in the number of operating companies. In the years 1899 and 1900 there were 118 companies of which 81 were operating companies. The consolidations of lines have diminished these to the extent that there was a total of 53 companies of which 38 were oper- ating companies on April 1, 1917. * Table VIL shows the volume of traffic on the Massachusetts street railways for the period from 1890 to 1916. The total number of revenue passengers carried in 1890 was about 165,- 000,000; m 1900 the number was nearly 400,000,000- and in 1916 it was almost 800,000,000. The percentage increase in total passengers carried since 1890 is practically 400 per cent 1918.] SENATE — No. 300. 123 During this period the population had increased only about 65 per cent. The total car-miles run in 1890 was about 26,000,000; in 1900 about 80,000,000; and in 1916 practically 135,000,000. The percentage increase of 1916 over 1890 is about 400 per cent. This is the same increase as shown for total revenue passengers carried. The average number of passengers carried per mile of main track operated in 1895 was about 239,000; in 1900 it was 200,000; and in 1916 it was 267,000. From 1895 to 1902 the figures for the average number of passengers per mile of main track operated show that new mileage was being added at a greater rate than the number of passengers was in- creasing. Since 1902, however, the number of passengers per mile has increased until it has reached 267,000 in 1916, showing an increase in passengers carried at a rate greater than the in- crease in new mileage. As mentioned above, the population of Massachusetts has in- creased from 2,238,943 in 1890 to 3,693,310, an increase of 65 per cent. The annual or yearly number of rides per inhabitant of the State has risen rapidly, being 74 in 1890, 141 in 1900, and 206 in 1915, — an increase of 180 per cent, between 1890 and 1916. These latter figures are of interest, as they are borne out by similar figures in other portions of the United States and in foreign countries, showing the tendency of increased riding per inhabitant. Table VIII. shows the cost and capital investment per mile of main track of the Massachusetts street railways between 1890 and 1916. The capital investment was taken as the outstanding capital stock and net debt (gross debt less cash and current assets) for the years 1890 to 1906, inclusive. Since that time the capital investment has been taken as outstanding capital stock, premiums and funded debt. The capital investment per mile of main track in 1890 was about $38,000, whereas in 1916 it was $69,935, or nearly $70,000. The total cost per mile is generally higher than the capital investment, in some cases by as much as $6,000 or $8,000. In 1916 the total cost was $71,400 as compared with the capital investment as given above of $69,935. The total cost is shown subdivided into items of construction, equipment and other permanent property. For the year 1916 the item of construction was $40,220, or about 56 per cent, of the total cost. The equipment amounted to $13,413, or 19 per cent. Other permanent property (chiefly land, tracks, poles and power plants) amounted to $17,767, or 5 i h^ f ' ^ ■ ' ^- 1 %^ ■■■■ i 124 REPORT ON STREET RAILWAYS. [Feb. 25 per cent, of the total cost. Further reference to this table will be made in connection with the following tables giving other details as to capitalization. Table IX. shows the cost and capitalization per mile of main track (including first and second track) for each of the companies in the State of Massachusetts for the fiscal year ending June 30, 1916. This information shows the cost of road, equipment, land and buildings and other property, and the total, together with the capitalization per mile of main track. The average cost for the 53 railways in Massachusetts as noted in Table VIII. was $71,400, and the capitalization for the same date was $69,935. The cost and capitalization per mile of main track for the Boston Elevated are $1,282,559 and $1,337,648, respectively. Omitting the figures for the Boston Elevated, the average for the re- mainder of the State becomes $54,412 for the total cost and $52,111 for the capitalization. The figures shown for capitaliza- tion, of course, vary greatly; for instance, the Med way & Dedham is shown to have a capitalization per mile of main track of $3,221. The capitalization of the Bay State lines is $55,919. The capitalization for the West End Street Railway, representing most of the surface lines operated by the Boston Elevated, is $111,448. Further comparisons will be made in connection with the following table. Table X. gives the capitalization per mile of track for the street and electric railways in the United States. This infor- mation, which was obtained from the special census of street railways in 1912, shows the comparative figures for the years 1902, 1907 and 1912. The capitalization is based on net capi- talization, and is obtained by dividing net capitalization by the single track mileage owned. This net capitalization includes floating debt on real estate and mortgages, but does not include investment in other securities and in non-railway properties. This table has been made to show the capitalization for each State in the United States having a thousand miles or more of track owned. To show whether this table compares substan- tially with the figures in Table VIII. it should be noted that for 1912 the capitalization for Massachusetts is given in Table X. as $57,786 per mile of track (single track), whereas in Table VIII. the figure is given as $60,793 per mile of main track. Since in 1912 the mileage of main track constituted about 95 per cent, of the total track, the revised figure for Table VIII. based on the total mileage would be $58,000, which is substan- tially the figure given in Table X. compiled from the census 1918.] SENATE — No. 300. 125 reports. In the ten States shown having mileages for 1912 varying from 1,032 to 4,394, Massachusetts is seen to have the smallest capitalization per mile; also for the years 1902 and 1907, when Massachusetts is capitalized at $39,067 and $46,583, respectively, Massachusetts stood the lowest of these ten States. In 1912 the average for New England, including 5,205 miles, was $61,577. The average for the United States, including 40,470 miles, was $104,930. As mentioned in Table IX., the average for Massachusetts, excluding the Boston Elevated Rail- road, which is principally elevated and subway lines, was nearly $18,000 per mile lower than when the Elevated was included. A similar figure might of course be made for the year 1912. The principal subway and elevated lines are located in Boston, Chicago, New York and Philadelphia; therefore the capitaliza- tion of Massachusetts, Illinois, New York and Pennsylvania is high, due to such lines. New York State, in 1912, had a capi- talization of $185,616. This figure, however, would probably be greatly reduced if the elevated and subway lines were left out. The capitalization for Pennsylvania in 1912 was $131,833, and for Illinois, $127,803. The following information is given rela- tive to the capitalization per mile of track of elevated, subway and surface line in 1907 and 1912 in the United States: — Classification. Capitalization per Mile OF Track, 1907. 1912. Total capitAlization, Elevated and subway, Surface, Net capitalization. Elevated and subway, Surface, $111,569 706,652 104,147 100,495 639,668 93,770 $116,435 863,259 106,928 104,930 818,101 95,851 Table XL is a tabulated statement of the income accounts from the reports of the street railway companies for the year ending June 30, 1916. This information is given for each of the 53 companies in the State on that date. Data are given rela- tive to operating revenues, operating expenses, taxes assignable to railway operation, gross income, interest on funded and un- funded debt, net income, dividends declared, percentage of divi- dends declared and surplus for the year. It will be noted that i .. i 126 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No, 300. 127 P'l I operating revenues, expenses, etc., are given only for the opera- ting companies, since similar figures for the non-operating com- panies would naturally be included in those of the operating companies. A study of this table will show that the railway operating revenue of the Boston Elevated amounted to $18,686,- 971.58 out of a total of $41,479,275.43. In other words, the Boston Elevated constituted 45 per cent, of the railway oper- ating revenue of the State. The operating revenue of the Bay State was about $9,770,000, or a little more than half that of the Boston Elevated. The Worcester Consolidated has the next largest revenue, which is about $2,987,000. Following that is the Springfield, with $2,285,000; the Middlesex and Boston, with $1,038,000; and the Union, with $1,024,000. These six systems constitute nearly 85 per cent, of the total operating revenue of the street railways of the State. The mileage of these systems constitutes about two-thirds of the mileage of the State. The total of the taxes assignable to railway operations is $2,388,118.34. The interest on the funded debt amounted to about $3,934,000. Interest on the unfunded debt amounted to about $677,000. After all deductions had been made the net income available for dividends and surplus amounted to $4,251,- 258.08, amounting to just over 10 per cent, of the operating revenue. Dividends were declared amounting to $4,080,572.49, representing an average dividend declared of 3.98 per cent. The highest dividend was paid by the East Middlesex, and was 10 per cent. This company is operated by the Bay State. The next highest dividend was 8 per cent., paid by the West End on its preferred stock. The Union Street Railway also paid 8 per cent. The Boston Elevated paid 5 per cent. Twenty-three out of the 53 companies paid no dividends. The net surplus for the year in the entire State amounted to $170,685.59. Six- teen companies showed a deficit for the year. Other aspects of the financial situation with regard to the street railways will be taken up in connection with the following tables. Table XII. shows the gross liabilities, capital stock, funded and unfunded debts for a series of years from 1890 to 1916. Table XIII. shows the gross earnings, operating expenses, operating ratio, net earnings, dividends, and the ratio of divi- dends to capital stock, for the same period of years as that shown in Table XII., that is, 1890 to 1916. The comparison of items in these two tables may prove of interest. In 1890 the gross liabilities amounted to $25,500,000, and in 1916 to nearly $227,000,000, an increase of 800 per cent. During this period the gross earnings increased from about $8,350,000 to $41,500,000, an increase of 400 per cent. During the same period the operating expenses increased from $6,200,000 to $29,300,000, a percentage increase of about 370. The dividends in 1890 were about $960,000 as compared with $4,080,000 in 1916, an increase of 325 per cent. The capital stock increased between 1890 and 1916 from $14,900,000 to $102,500,000. The funded debt increased from $6,000,000 to $91,800,000. The increase in unfunded debt for the same period was from $4,700,000 to $25,500,000. The oper- ating ratio, which is the ratio of operating expenses to gross earnings, was *74.80 per cent, in 1890. In 1900 it was 65.80 per cent., which is about as low as it went during this period of years. In 1916 this ratio had increased to 70.75 per cent. In 1890 the ratio of dividends to capital stock was 6.47 per cent.; in 1900 this was 4.92 per cent.; in 1912, 5.52 per cent.; in 1913, 5.17 per cent.; in 1914, 5.20 per cent.; in 1915, 4.66 per cent.; and in 1916 it had reached the low point of 3.98 per cent. Table XIV. shows the rates of dividends paid by Massachu- setts street railways for a period of years from 1907 to 1916. This table shows the information for those companies which were in existence in 1916. With a few exceptions the rate of dividends has dropped materially since 1911 or 1912. This of course does not show in the case of most leased lines where the stock may have been guaranteed by the lessor. Certain excep- tions, such as the Union Street Railway, may also be noted. The Union Street Railway has maintained its 8 per cent, divi- dend throughout. The Springfield has dropped from 8 per cent, in 1907 to 7 per cent., in 1911, and to 6^ per cent, in 1916. The Worcester Consolidated was 5§ per cent, in 1907, 6| per cent, in 1911, 1912 and 1914, and 5 per cent, in 1916. The Bay State in 1912 paid 5 per cent, on the common and 6 per cent, on the preferred; in 1915, 2§ per cent, on the common and 6 per cent, on the preferred; in 1^16, \ per cent, on the common and 6 per cent, on the preferred; and in 1917 went into the hands of the receivers. Table XV. has been compiled from the records of the Tax Commissioner, and shows the market value of the capital stock of Massachusetts street railways as of April 1 for the years 1908 to 1917. In assessing the corporate franchise tax, the Tax Commissioner is required to determine the total market value 5¥ ; ( ' J 1 1 t Hill 4i 128 REPORT ON STREET RAILWAYS. [Feb. of the capital stock of the street railways as of April 1 of each year. These figures represent the values assigned by the Tax Commissioner. Although in many cases these stocks are in- active the values have been used as shown. A study of this table shows that the drop in the market value has been marked durmg this period, particularly since 1911 or 1912. Of course the market value of stocks for roads which have their dividends guaranteed by lessor companies has been changed, but to no such extent as the stocks of operating companies. The Boston Ele- vated stock was 135 in 1908, in 1912 was 133, and on April 1 1917, was 75. In the latter part of December, 1917, this stock had reached the low point of 27. The West End preferred stock which was on the basis of $50 par value, was 104 in 1908, 102.50 m 1912, 72 on April 1, 1917, and in the latter part of December 1917 was below 50. The Worcester Consolidated stock has fallen from 125 in 1913 to 85 on April 1, 1917 The Lmon Street Railway, which has been paying an 8 per cent dividend, was 192 in 1912 and had decreased to 155 in 1917 The Springfield Street Railway stock in 1908 was 200, and in 1912 and 1913 was 185 and in 1917 was 100. Under the war conditions, of course, the greatly decreased market value of the capital stock of some of these companies does not truly repre- sent the real value of the stock. Table XVI. shows certain information for the Boston Ele- vated Railway from 1897 to 1916. The permanent investment, the population served in its territory, and the revenue passen- gers carried are shown; also the percentage increases from 1897 are shown for each of these items. The permanent investment m 1897 was about $25,000,000; in 1916 it was $116,000,000 or an increase of 359 per cent. The population served had' an increase from 830,000 to 1,200,000, or an increase of 50 per cent Ihe revenue passengers carried had increased from 1897 to 1916 from 172,000,000 to 363,000,000, an increase of 111 per cent nnrTll^n^^'"'^""''* investment in 1916, which was about $116,- 000,000 was composed as follows: — Elevated lines, . «^„ ^ r.„_K A I $23,900,000 Cambridge subway, ....... 7000000 Equipment, etc., ' ' ' ^JJJ^ Investment in the West End Street Railway, . ' " 4o'Z'Z Investment in other leased lines, . . * ' lOOo'Z Investment made by the city of Boston in the subways ' ' ^'^^"^^^^^ 24,000,000 1918.] SENATE — No. 300. 129 Table XV 11. shows the total taxes paid by the street rail- ways in 1916. This information shows the excise, corporate franchise, property and miscellaneous taxes for that year. The total taxes assignable to railway operation paid by the street railways in 1916 amounted to $2,239,800.77. Further informa- tion as to the distribution of these taxes is shown in following tables. Table XVIII. shows the excise tax for 1916 as distributed among the various cities and towns. This tax totaled, for 1916, $491,845.52. Table XIX. shows the distribution of the corporate franchise taxes collected from the street railways in 1916 among the vari- ous cities and towns. This tax was about $730,700 for 1916. Table XX. gives the assessed valuation and the tax paid on property by the street railways in 1916. The total assessed valuation is about $45,800,000, and the tax paid on such prop- erty is about $890,000. It will be noted that the Boston Elevated has an assessed valuation of property of nearly $25,000,000; the Bay State has $8,300,000; the Worcester Consolidated has $3,- 000,000; the Springfield, $1,800,000; and the Holyoke a little over $1,000,000. Table XXI. shows the corporate franchise taxes paid by the street railways for the years 1903 to 1917, inclusive. This table shows the par value of the capital stock, the market value of the capital stock, the corporate excess, the rate per thousand at which the taxes are assessed, and the amount of the corpo- rate franchise tax assessed. As mentioned elsewhere, the corpo- rate franchise tax is assessed on the so-called corporate excess, which is obtained by deducting from the total market value of the capital stock, as determined by the Tax Commissioner, the valuation on property assessed locally, the result being the cor- porate excess on which the franchise tax is based at the same rate as that applying to all corporations. In 1903 the par value of the capital stock was $68,000,000, the corporate excess being $58,000,000. In 1916 the par value was $102,000,000; the cor- porate excess being $38,000,000. Probably the value of property as assessed locally has had a normal increase during these years, but a decrease in the market value of capital stock has been reflected in the decreased corporate excess on which the corpo- rate franchise tax is based. In 1913 the corporate excess was $60,000,000, and in 1917, $29,000,000. The corporate franchise tax assessed has not, however, been quite cut in half between 1903 and 1917, because the rate per thousand has increased ■:''- h I : iSjkl£^.it^ikti :n I' 130 REPORT OX STREET RAILWAYS. [Feb. from S16.76 in 1903 to $19.47 in 1917. The corporate franchise tax assessed on the street railways in 1903 was about $984,000. In 1911 it reached the maximum of $1,200,000, but in 1917 decreased to $571,000. Table XXII, has been made up to show the increase in wages to conductors and motormen. This table shows the basic hourly wages paid by the different street railways in 1897, 1907 and 1917. The basic wage has been used because it has been too complicated a matter to attempt to figure the average hourly wage actually paid at any time. The trend of increased wages is shown just as clearly by showing this basic wage. This table shows the minimum and the maximum for 1897, 1907 and 1917. Percentage increases are shown for the maximum wages of 1907 over 1897, 1917 over 1907, and 1917 over 1897. In 1897 the average of the maximum shown was about .20, and the average minimum was .I7f. In 1907 the maximum was about .25, and the minimum about .20. In 1917 the maximum was about .32, and the minimum was about .26. The percentage increase of maximum hourly wages for 1907 over 1897 is about 25 per cent. The percentage increase of 1917 over 1907 varies from 30 to 50 per cent. The percentage increase of 1917 over 1897 varies from 65 to 100 per cent. As an average it would be safe to say that the wages increased in the ten-year period from 1897 to 1907 by about 25 per cent., in the ten-year period from 1907 to 1917, by about 40 per cent.; and in the twentv-vear period from 1897 to 1917 by about 70 per cent. Table XXIII. shows the increased cost of cars, coal and rail for the years 1897, 1907 and 1917 for the various street railwavs in Massachusetts. The figures for new closed cars are not com- plete, since a considerable number of the roads had not been in the market for the cars at the particular period specified. (Seating capacities have also been shown in connection with the cost of the cars.) Taking into consideration the increase in seating capacity of the cars, it would be safe to say that the increase in cost per seat has been about 30 per cent, in the last ten years. The cost of coal per ton at the power plant has in- creased from $3 and $4 to prices ranging from .$4 to $6 for the first half of the year, and $7 and $8 and over during the last part of the year. The cost of rail per gross ton delivered has increased 75 to 100 per cent, during the last twenty years. Plates I. to IV., inclusive, which are included in this Appendix, following the tables, show graphically certain features concerning the Massachusetts street railways. 1918.] SENATE — No. 300. 131 Plate I. shows the gross and net earnings, operating expenses and dividends declared, and the percentage on capital stock paid in dividends for the period from 1890 to 1916. Plate II. shows the capital stock, funded and unfunded debts and gross liabilities for the same period of years. Plate III. has been prepared to show the market value of capital stock as ascertained by the Tax Commissioner for the purposes of taxation as of April 1 each year, for the period from 1906 to 1917. Plate IV. gives information relative to the volume of traffic, the population of the State and the yearly number of rides per inhabitant for the period from 1890 to 1916. These plates need no further description, since they illustrate in perhaps a more striking form some of the features noted in connection with the tables, such as the relation of dividends declared to gross earnings and to gross liabilities. Charts A and B on Plate III., show very clearly how the market values of these stocks have declined since 1911 or 1912. ! li I • m 132 REPORT OX STREET RAILWAYS. [Feb. i si Index to Tables and Charts showing Statistics op Massachu- setts Street Railways. I. II. III. IV. V. VI. VII. VIII. IX. X. XI. XII. XIII. XIV. XV. XVI. XVII. XVIII. XIX. XX. XXI. XXII. XXIII. Tables. List of operating and non-operating companies, April 1, 1917, Mileage operated by the 38 operating companies, April 1, 1917, Mileage operated in the various cities and towns, April 1, 1917, Towns having no street railways, April 1, 1917, Towns in the various counties having no street railwavs, April 1 , /917 ■ . . Mileage, employees and equipment, 1890-1916, Volume of traffic, 1890-1916, " Cost and capital investment per mile of main track, 1890-1916, Cost and capitalization per mile of main track for each company for the year ending June .30, 1916 Capitalization per mile of track, street and electric railways in the United States, 1902, 1907, 1912 Income statement for Massachusetts street railways for the year ending June 30, 1916, Gross liabilities, capital stock, funded and unfunded debt, 1890- 1916 Earnmgs, operating expenses and dividends, 1890-1916, Dividends paid by various companies, 1907-16, Market value of capital stock as ascertained by the Tax Com- missioner on April 1, 1908-17, Permanent investment, population served and passengers carried, Boston Elevated Railway, 1897-1916 Detailed statement of taxes paid by street railways in 1916, Excise tax paid to the various cities and towns in 1916, Corporate franchise tax paid by street railways, distributed by cities and towns for the year ending Nov. 30, 1916, Assessed valuation and tax paid on street railway property, 1916, Corporate franchise tax paid by street railways, 1903-17, ' Basic hourly wages paid conductors and motomien, 1897. 1907 1917 • Cost of cars, coal and rails, 1897, 1907, 1917, Charts. PAGE 133 134 135 141 143 144 145 146 147 149 150 156 157 158 161 165 166 169 173 175 177 178 ISO POLLOWINQ PAGE I. Gross and net earnings, operating expenses and dividends de- clared, 1890-1916, 231 II. Capital stock, funded and unfunded debt and gross liabilitie** 1890-1916, ;• 181 III. Market value of capital stock as ascertained by the Tax Com- missioner, April 1, 1906-17, jgi IV. Volume of traffic, 1890-1916, ..... isi 1918.] SENATE — No. 300. 133 Table I. — Operating Companies Bay State. » Berkshire. Blue Hill. Boston Elevated. Boston & Worcester. Bristol & Norfolk. Brockton & Plymouth. Concord, Maynard & Hudson. Connecticut Valley. Conway Electric. East Taunton. Fitchburg & Leominster. Holyoke. Interstate Consolidated. Linwood. Lowell & Fitchburg. Massachusetts Northeastern. Middlesex & Boston. Milford, Attleboro & Woonsocket. Milford & Uxbridge. in Massachusetts April 1, 1917. Nahant & Lynn. ^ New Bedford & Onset. Norfolk & Bristol. Northampton. Northern Massachusetts. Norton & Taunton (receiver) . ^ Norwood, Canton & Sharon.* Oak Bluffs. Plymouth & Sandwich. Point Shirley. Providence & Fall River.* Shelburne Falls & Colrain. Springfield. Taunton & Pawtucket (Bristol County Property, receivers).* Union. Ware & Brookfield. ^ Worcester Consolidated. Worcester & Warren. Non-operaiing Companies in Massachusetts — April 7, 1917. Boston & Chelsea, operated by Bay State. Boston & Revere Electric, operated by Bay State. East Middlesex, operated by Bay State. Martha's Vineyard, operated by Oak Bluffs. Med way & Dedham, operated by Milford & Uxbridge. Mount Tom, operated by Holyoke. Newtonville & Watertown, operated by Boston Elevated and Middlesex & Boston. North End, operated by Worcester Consolidated. Somerville, operated by Boston Elevated. Webster & Dudley, operated by Worcester Consolidated. West End, operated by Boston Elevated. Winnisimmet, operated by Bay State. Worcester & Shrewsbury Railroad, operated by Worcester Consolidated. Worcester & Shrewsbury" Street Railway, operated by Worcester Con- solidated. Worcester & Webster, operated by Worcester Consolidated. Operating companies, 38; non-operating companies, 15; total number of companies, 53. * Receivership formed December, 1917. * Some talk of ceasing operations. » Operated since April 21, 1917, as Norwood, Taunton & Attleboro, a company formed by the bondholders. * This company operating in October, 1917, but is offered for sale. * On Sept. 12, 1917, this company ceased operating, and was sold at auction. A new company was organized and line is now operated as the Swansea & Seekonk. 6 Sold to Swift-McNutt Company Nov. 28, 1917. I 11. r 1 1 t:, 134 Table I[. REPORT ON STREET RAILWAYS. [Feb. Mileage operated in Massachusetts by the Thirty-eighi Operat- ing Companies as of April 1, 1917. [Mileage computed as single track.) Street Railway. Bay State, » Berkshire, . BlueHiU, . Boston Elevated, Boeton & Worcester, Bristol &. Norfolk, Brockton & Plymouth, Concord, Maynard & Hudson, Connecticut Valley, . Conway Electric, East Taunton, . Fitchburg & Leominster, . Holyoke, .... Interstate Consolidated, Linwood, .... Lowell & Fitchburg, . Massachusetts Northeastern, Middlesex & Boston, . Milford, Attleboro and Woonsocket, Milford & Uxbridge, . Nahant & Lynn, New Bedford & Onset, Norfolk & Bristol, Northampton, . Northern Massachusetts, . Norton & Taunton (receiver),' Norwood, Canton &. Sharon,* Oak Bluffs, Plymouth & Sandwich, Point Shirley, Track operated (exclusive of Trackage Rights). Trackage Rights. Total Mileage operated. 904.926 132.121 19.726 613.025 82.542 6.318 23.620 18.588 47.201 6.500 10.700 41.273 72.672 26.030 .806 18.186 82.905 129.591 29.200 56.425 6.471 44.016 21.700 27.508 47.650 18.227 6.282 5.795 6.360 1.200 18.872 .264 3.708 .592 .378 .650 .350 .724 1.483 .731 .260 .252 .293 Total Mile- age operated June 30, 1916. Public Service Commission Report. 923.798 924.000 132.121 132.500 19.990 19.990 516.733 517.488 83.134 83.130 6.696 6.696 24.270 24.740 18.938 18.945 47.201 47.201 6.500 6.500 11.424 11.424 41.273 41.270 72.672 72.309 26.030 26.030 2.289 2.280 18.186 18.000 83.636 82.440 129.591 130.323 29.460 29.730 66.677 56.677 6.471 6.790 44.016 44.050 21.993 21.993 27.508 27.490 47.650 47.840 18.227 19.492 6.282 6.282 6.796 6.795 6.360 6.360 1.200 1.200 1 Receivership formed December, 1917. * Operated since April 21, 1917, as Norton, Taunton & Attleboro. » Operating in October, 1917, but offered for sale. 1918.] SENATE — No. 300. 135 Table II. — Mileage operated in Massachusetts by the Thirty-eight Operat- ing Companies as of April 1,1917 — Concluded. Street Railway. Track oj)erated (exclusive of Trackage Rights). Trackage Rights. Total Mileage operated. Total Mile- age operated June 30, 1916, PubUc Service Commission Report. Providence & Fall River ,i Shelburne Falls & Colrain, Springfield, Taunton & Pawtucket (Bristol County Property, receiver).* Union, .....•• Ware & Brookfield, . Worcester Consolidated, Worcester & Warren, . 10.711 7.430 187.090 18.278 55.428 11.684 286.960 20.067 .380 8.632 13.480^ 10.711 7.430 187.470 18.278 64.060 11.684 300.440 20.067 3,005.112 51.049 3,056.161 10.711 7.430 186.660 9.503 63.690 12.120 299.690 20.098 3,058.867 1 Sold at auction Sept. 12, 1917. Now operated as Swansea & Seekonk. * Sold at auction to Swift-McNutt Company, Nov. 28, 1917. Table III. — Mileage operated in the Various Cities and Towns in Massa- chusetts by the Thirty-eight Operating Companies as of April 1, 1917. [Mileage computed as single track.] • Tracks oi)erated (exclusive of Trackage Rights). Trackage Rights. Tracks operated (exclusive of Trackage Rights). Trackage Rights. Bay State. 904.926 18.872 Danvers, 13.249 - Abington, . 9.590 - Dedham, 7.135 - Andover, 8.966 - Dighton, 8.096 - Arlington, . 1.585 - Dracut, 12 305 - .^von, . 3.758 - East Bridgewater, 6.168 - Beverly, 15.741 .079 Easton, 7.288 - Billerica, 14.940 - Essex, .... 4 730 - Boston, 11.364 2.988 Everett, 1.778 3 278 Braintree, . 10.696 - Fall River, . 38.980 - Bridgewater, 11.850 - Freetown, . 3.787 - Brockton, . 42.269 .019 Georgetown, 4.437 - Burlington, . 3 911 - Gloucester, 20.195 - Chelmsford, • • 7.691 - Groveland, 4.609 - Chelsea, • 11.543 .245 Hamilton, . 5.054 J I \ I M " w ,»■- i^ ^ ii .1' ,■1 fli^ 136 REPORT ON STREET RAILWAYS. [Feb. Table III. — Mileage operated in the Various Cities and Toinis in Massa- chusetts by the Thirty-eight Operating Companies as of April 1, 1917 — Continued. Tracks operated (exclusive of Trackage Rights). Trackage Rights. Tracks operated (exclusive of Trackage Rights). Trackage Rights. Hanover, 3 632 - Revere, 20.611 _ Haverhill, . 26.233 .926 Rockland, 8.517 - Hingham, . 16.010 - Rockport, 6 005 - Holbrook, . 3.874 - Rowley, 3.232 - Hull 5.070 - Salem, . 24.996 - Ipswich, 6.567 - Saugus, 14.677 - Lakeville, . 10.541 - Seekonk, 2.873 - Lawrence, , 20.935 - Somerset, 8.761 - Lowell, 48.181 - Stoneham, . 8.166 - Lynn, .... 46.525 1.151 Stoughton, . 2.914 - Lynnfield, . . 2.956 - Swtimpscott, 6.814 - Maiden, 7.835 2.117 Taunton, 28.476 .030 Marblehead, 4.805 - Tewksbury, 7.979 - Medford, 1.444 - Tynsborough, 5 559 - Melrose, 10.440 - Wakefield, . 15.966 - Methuen, 11.934 - Walpole, .437 - Middleborough, . 7.345 - Wenham, 2 960 - Middleton, . 4.861 - West Bridgewater 4.962 - Milton, 9.510 - West Newbury, 5.277 - Needham, . 2.577 - Westwood, . 1.492 - New Bedford, 4.919 7 480 Weymouth, . 21.562 - Newbury, . 9.089 - Whitman, 8.710 - Newburyport, 2.015 .308 Wilmington, 11.858 - North Andover, 16.538 - Winchester, . 6 880 - North Reading, . 5.245 - Woburn, 12 583 - Norwell, 1.801 - Norwood, 4 015 - Berkshire. 132.121 - Peabody, . . 12.470 - Adams, 8.616 - Quincy, 28.485 .251 Becket, 6.483 - Randolph, . 7.599 - Cheshire, 9.234 - Raynham, . 8.861 - Clarksburg, . 0.954 - Reading, 13.274 - Dalton, 3 933 - Rehoboth, . !-■ 6.360 Egremont, . 1.001 1 191S.] SENATE — No. 300. 137 Table III. — Mileage operated in the Various Cities and Towns in Massa- chusetts by the Thirty-eight Operating Companies as of April i, 1917 — Continued. Tracks operated (exclusive of Trackage Rights). Trackage Rights. Tracks operated (exclusive of Trackage Rights). Trackage Rights. Great Barrington, 11.289 - Framingham, 17.465 - Hinsdale, 1.242 - Hudson, 1.649 .084 Lanesborough, 7.097 - Marlborough, 5 772 - x^oCf » • • 11.455 - Natick, 8.504 - Lenox, . 7.735 - Newton, 6.176 .068 North Adams, 12.083 - North borough, 1.722 - Otis, 2.654 - Shrewsbury, 8.640 .440 Pittsfield, . 29.004 - Southborough, 10.342 - Sheffield, . 8.957 - Wellesley, . 10.709 - Stockbridge, 5.849 - Westborough, 11.267 - W'illiamstown, 4.535 •- Bristol erated (exclusive of Trackage Rights). Trackage Rights. Tracks operated (exclusive of Trackage Rights). Trackage Rights. Berlin 4.890 - Oxford, 10.630 - Blackstone, 2.230 - Shrewsbury, 6.550 - Boylston, 7.520 - Sou thbo rough. 2.520 - Charlton, 9.570 - Southbridge, 5.610 - Clinton, 5.220 - Spencer, 2.810 - Fitchburg, 2.770 2.810 Sterling, 6 370 - Grafton, 10.350 - Sturbridge, . 6.670 - Holden, 5.760 - Sutton, 1.250 - Hopedale, - 1.990 Uxbridge, 6.950 2.050 Hudson, 2.410 - Webster, 7.020 - T.iincaster, •> 5.990 - Wes thorough. 10.250 - Leicester, 6.750 - West Boylston, . 8.980 - Leominster, 12.990 2.070 Worcester, . 94.520 - Marlborough, 4.530 - Mendon, - 4.020 Worcester & Warreii. 20.067 - Millbury, 8.080 - Brookfield, . 6.770 - Milford, - .540 North Brookfield, 2.919 - Millville, . 1.720 - Spencer, 2.363 - Northborough, . 7.870 - Warren, 4.501 - Northbridge, f 7.160 - West Brookfield, . 3.514 - Table IV. — Towns in Massachusetts in which no Street Railways were operating on April 1, 1917. Town. County. 1915 Popula- tion. Town. County. 1915 Popula- tion. Acushnet, . Alford, Ashburnham, Ashby, Ashfield, . Barnstable, . Bar re, . Belchertown, c Bristol, . Berkshire, Worcester, Middlesex, Franklin, Barnstable, Worcester, Hampshire, 2,387 27P 2,059 922 994 4,995 3,476 2.062 Berkley, Bernardston, Blandfo.rd, . Bolton, Boxbo rough, Boxford, Brewster, Carlisle, Bristol, . Franklin, Hampden, Worcester, Middlesex, Essex, Barnstable, Middlesex, 985 > 790 6231 768 326 7141 783 490 J 1 Decrease in papulation since 1910. n I i 142 REPORT OX STREET RAILWAYS. [Feb. ' Decrease in population since 1910. Table I\'. Towns in Massachusetts in which no Street Railways were operating on April 1,1917 — Continued. Town. County. 1915 Popula- tion. Town. County. 1915 Popula- tion. Carver, Plymouth, 1.701 Lincoln, Middlesex, 1.310 Charlemont, Franklin, 977 » Littleton, . Middlesex, 1,228 « Chatham. Barnstable, 1,667 Manchester, Essex, 2,945 Chester, Hampden, 1,344 » Marshfield, . Plymouth, 1,7251 Chesterfield, Hampshire, 559 Mashpee, Barnstable, 263' Chilmark, . Dukes, . 288 Middlefield, Hampshire, . 3251 Cohasaet, Norfolk, . 2,800 Monroe, Franklin, 296 Cummington, Hampshire, 660 Monterey, Berkshire, 3581 Dana, . Worcester, 712 > Montgomery, Hampden, 230 Dennis, Barnstable, 1,8221 Mt. Washington, . Berkshire, 95' Douglas, Worcester, 2,179 Nantucket, . Nantucket, 3,166 Dudley, Worcester, 4,373 New Ash/ord, Berkshire, 92 Dunstable, . Middlesex, 362' New Marlborough, Berkshire, 1,030' Duxbury, . Plymouth, 1.921 New Salem, Franklin, 625 East ham. Barnstable, 545 Norfolk, Nor/olk, . 1,268 Edgartown, . Dukes, . 1.276 Northfield, . Franklin, 1,782 Enfield, Hampshire, . 8061 Oakham, Worcester, 527 1 Erving, Franklin, 1,168 Orleans, Barnstable, 1,166 Falmouth, . Barnstable, 3,917 Paxton, Worcester, 471 Florida, Berkshire, 427 Pepperell, . Middlesex, 2,839' Gay Head. . Dukes, . 175 Peru, . Berkshire, 1951 Gill, . Franklin, 951 Petersham, . Worcester, 7271 Goshen, Hampshire, . 289 Plainfield. . Hampshire, . 3751 Gosnold, Dukes, . 155 Plympton, . Plymouth, 599 Granville, . Hampden, 784 Prescott, Hampshire, . 299' Greenwich, . Hampshire, . 4261 Princeton, . Worcester, 8001 Halifax, Plymouth, 638 Provincetown, Barnstable, 4,295 1 Hampden, . Hampden, 670 Richmond, . Berkshire, 5641 Hancock, Berkshire, 514 Rowe, . Franklin, 424' Harwich, Barnstable, 2,179 Ro5'alston, . Worcester, 862 Hawley, FrankJin, 427 Rutland, Worcester, 1,895 Heath, Franklin, 383 Sandisfield, . Berkshire, 564' Holland, . Hampden, 159 Sandwich, . Barnstable, 1,500' Hubbardston, Worceeter, 1,084 Savoy, . Berkshire, 524 leveret t. Franklin, 779 Scituate, Plymouth, 2,661 Leyden, ] Franklin, 3441 Shutesbury, Franklin, 292 1918.] SENATE — No. 300. 143 Table IV. — Towms in Massachusetts in which no Street Railways were operating on April 1, 1917 — Concluded. Town. County. 1915 Popula- tion. Town. County. 1915 Popula- tion. Southampton, Hampshire, . 950 Weimeet, Barnstable, 936' Southwick, . Hampden, 1,365 Wendell, Franklin, 388' Sudbury, Middlesex, 1,206 West Stockbridge, Berkshire, 1,277 Tolland, Hampden, 199 West Tisbury, Dukes, . 441 Topsfield, Essex, 1,173' Westhampton, Hampshire, 430 Townsend, . Middlesex, 1,812 Weston, Middlesex, 2,342 Truro, . Barnstable, 663 Windsor, Berkshire, 375' Tyringham, Berkshire, 327' Worthington, Hampshire, 618 Upton, Worcester, Hampden, 2,036' 337' Yarmouth, . 109 towns. Barnstable, • • • 1,4151 Wales, 119,465 Warwick, Franklin, 477 Massachusetts, • • • 3,6P3,310 Washington, Berkshire, 275' • ' Decrease in population since 1910. The above 109 towns represented 3J^ per cent, of the total population of Massachusetts Note. in 1915. Table V. — Population of Towns in Massachusetts having no Street Rail- ways. • County. Number of Towns without Street Railways. 1915. Popula- tion of These Towns. Total Number of Cities and Towns. 1915. Total Popular tion. Percentage of Popula- tion in Towns having no Street Railways. Barnstable, . Berkshire, . Bristol, Dukes, Essex, . Franklin, Hampden, . Hampshire, Middlesex, . Nantucket, . Norfolk, Plymouth, . Suffolk, Worcester, . 14 15 2 5 3 16 9 12 10 1 2 6 14 26,146 6,888 3,372 2,335 4,832 11,097 5,711 7,799 12,837 3,166 4,068 9,245 21,969 15 32 20 7 34 26 23 23 54 1 28 27 4 60 28,818 114,709 346,964 4,904 463,662 48,256 262,944 69,549 733,624 3,166 201,907 157,303 826,801 430,703 91 6 1 48 1 23 2 11 2 100 2 6 5 State, . 109 119,465 354 3,693,310 iH !: I h • t il l^tSi^ H^llli fii 144 REPORT ON STREET RAILWAYS. [Feb. Table YL~ Mileage, Emplmjees and Equipment, Massachusetts Street Railways, 1890-1916. %■ 1 First and second track (including trackage rights). * Reckoned as single track. » For nine months ending .June 30, 1910. YUAR. Total Number of Com- panies. Number of Oper- ating Com- panies. Main Track oper^ ated. » Total Mileage owned > Em- ployees. Pas- senger Cars. Other Cars and Plows. 1890, 48 - - 663.855 6,246 3,247 567 1891. 56 - - 674.132 6,449 3,494 577 1892, 60 48 - 814.36 7,185 3.679 552 1893. 60 43 - 937.294 8.070 4.040 681 1894. 68 45 930 473 996.366 7,451 4.058 1,790 1895. 75 52 1.087.175 1,155.250 8.048 4.426 1,755 1896, 83 69 1,291.040 1,368.247 9,130 4.913 1,876 1897, 93 75 1,453.292 1,516.636 9.716 5,344 1,953 1898. 103 79 1.590.952 1.644.660 10.416 5.734 1,997 1899, 116 81 1,739.285 1,845.709 11.944 6,042 2,076 1900, 118 72 1.972.554 2,037.743 12.766 6.531 2,371 1901, 99 66 2,215.459 2,309.066 14,749 6,997 2,488 1902, 102 78 2.465.608 2.591.455 15.292 7.144 2,577 1903, 100 74 2.620.962 2,670.732 15,823 7,403 2,644 1904. 97 66 2,654.479 2,724.312 16.519 7,383 2,728 1905. 92 63 2.668.501 2,776.708 16.479 7,341 2.761 1906, 86 64 2,736.052 2,803.622 16,909 7,336 2.874 1907, 82 62 2,745.266 2,817.875 18.181 7.539 2,900 1908, 81 62 2,740.998 2,841.587 17,267 7.618 2.890 1909, 78 59 2.764.796 2.869.057 17.575 7.546 2.834 1910. « 73 55 2.762.055 2.891.079 18.839 7,669 2.869 1911, 63 51 2.777.650 2.916.571 21,972 7,821 2.907 1912, 64 49 2.821.892 2.947.300 23,290 8.004 2.929 1913. 54 40 2.918.549 3.015.092 24,136 8.154 2.897 1914, 53 38 2,927.704 3,018.290 23,412 8.364 2,927 1915, 53 38 2.952.593 3,047.471 23,842 8.296 1,399 1916, 53 38 2.977.745 3.068.769 24,203 8,160 1,374 Vi' 1918.] SENATE — No. 300. 145 Table VII. — Volume of Traffic, Massaclmsetts Street Railways, 1890-1916. Year. Total Passengers carried. Total Car Miles run. Average Number of Passengers per Mile Main Track operated. Popula- tion of Massachu- setts. Yearly Rides per Inhabit- ant. 1890 164,873.846 26,516.937 - 2,238,943 74 1891, 176.090,189 27.670.166 - - - 1892, 194.171,942 29,678,036 - - - 1893, 213,552,009 34.507.282 - - 1894. 220,464,099 36,722.978 - - 1895, 259,794,308 43,655,560 238,963 2.500,183 104 1896, 292,358,943 53,613.685 226,452 - - 1897, 308,684,224 61.577,917 212,403 - - 1898, 330;889,629 68.206.418 207,982 - - 1899. 356,724,213 73,367,235 205,098 - - 1900, 395,027.198 81.750,768 200,262 2,805,346 141 1901, 433.526.935 93,005,225 195.683 - - 1902, 465.474,382 100,280,687 188,787 - - 1903, 504,662,243 107,.506,812 192,548 - 1904, 520,056,511 107,897,456 195,917 - - 1905, 532,731,017 109.258.739 199,637 3,003,680 177 . 1906, 581,450,906 114,312.626 212,514 - - 1907, 600,695,816 117,719,203 217,042 - » 1908. 602,400,874 116,982,089 219,774 - - 1909, 624,532,753 117,493,499 225.887 - - 1910, > 469,330,784 87,712,572 169,921 3,366,416 1852 1911, 683,362,717 123,659,082 246,021 - - 1912, 701,798,274 125,078,724 248,698 - - 1913, 738,522,280 130.588,851 253,044 - - 1914, 766,628.535 132,355,825 261,853 - - 1915, 760,464,372 132,187,596 257,558 3,693,310 206 1916, 795.626.457 134,889,060 267.191 - - 1 For nine months ending June 30. 1910. 2 Approximately. • W< Mi ll> 1^ I p* I 146 REPORT OX STREET RAILWAYS. [Feb. Table VIII. — Cost ami Capital Investment per Mile of Main Track Massachusetts Street Railways, 1890-1916. * Year. Construc- tion. Equip- ment. Other Permanent Property.! Total Cost. 1890, 1891. 1892, 1893, 1894, 1895, 1896, 1897. 1898, 1899, 1900, 1901. 1902, 1903. 1904. 1905, 1906, 1907. 1908, 1909, 1910, > 1911. 1912. 1913. 1914. 1915. 1916. Capital Invest- ment.' $17,335 $10,658 $11,415 $39,408 $38,256 17.919 11,614 12,202 41,735 40,890 19,520 15,215 12,558 47,293 46,184 26,792 11,739 15,455 53,986 53,367 26,748 11,528 15,356 53,632 52,963 23.984 10,479 14,266 48.730 49,100 23,396 9,805 12,840 46.041 46.373 22,755 9,374 12,329 44,458 44.683 22,537 8,957 11,735 43,229 44,958 22,863 8,518 11,598 42,979 45,040 23,443 8,510 11.684 43,637 44,273 23,953 8.678 11,666 44,297 45,757 24,495 9,026 11,889 45,410 46,261 26,015 9,994 12,546 48,555 48,621 27,025 10,177 13,106 50,308 50,295 27,876 10,112 13,321 51,309 50,772 28,974 13,616 10,212 52,802 52,535 « 30,064 10,801 14,563 55,428 49,483* 31,005 11,103 15,569 57,677 52,745 31,747 11,076 15,757 58,580 55,409 32,484 11,654 17,594 61,732 56,279 36,216 11,760 16,250 64,226 58,126 37.350 12,287 18,866 68,503 60,793 37,294 12,270 19,317 68,881 63,872 37,882 13,112 19,652 70,646 64,534 39,895 13,370 17,639 70,904 66,980 40,220 • 13,413 17,767 71,400 69,935 » Chiefly land, parks, buildings and power plants. * Capital investment taken as outstandinir caoital ■ ; yfi I!: l i i 148 REPORT ON STREET RAILWAYS. [Feb. Table IX. — Cost and Capitalization per Mile of Main Track (including First and Second Track), Massachusetts Street Railways, for Year end- ing June SO, 1916 — Concluded. Land Capital- Railway Companies. Road. Equip- ment. and Build- ings. Other Prop- erty. Total. ization per Mile of Main Track. Norton & Taunton, , $17,536 $21 $2,385 _ $19,942 $20,715 Norwood, Canton & Sharon, 8,105 1,676 653 - 10,434 10,291 Oak Bluffs 7,184 - 697 — 7,881 9,506 Plymouth & Sandwich, . 31.593 1,651 2,256 $164 35,664 16,145 Point Shirley 11,083 3.877 2,458 - 17,418 20.833 Providence & Fall River, . 23.635 9,796 4,511 — 37,942 32.702 Shelburne Falls and Colrain, . 14,865 3,179 4,877 _ 22,921 20.964 Somerville, .... 19,666 - - . 19,666 19.666 Springfield 27.298 8,965 8,457 287 45,007 41.446 Taunton & Pawtucket, 12.170 4,925 3,303 - 20,398 18.239 Union, 23,993 11.993 19,408 1.904 67,298 45.988 Ware & Brookfield, . 12,266 3,001 1.712 - 17,379 20.068 Webster & Dudley, . 24,025 2.429 1.512 - 27,966 14.981 West End 38.297 35,031 33,194 802 107,324 111.448 Winnisimmet, 24.038 - - 24 24,062 24,038 Worcester Consolidated, . 28.116 11,766 12,998 318 53,198 50.396 Worcester & Shrewsbvu-y Rail- road. 26,223 19,523 - - 45,746 21.787 Worcester & Warren, . 6.253 700 1.326 526 8.805 5.406 Worcester & Shrewsbury Street Railway. 27,529 19,530 - - 47.059 47,059 Worcester & Webster, 17,655 5.800 8.730 - 32.185 19.531 Average, 53 railways, . $40,220 $13,413 $17,107 $660 $71,400 $69,935 Average, exclusive of Boston Elevated. $29,118 $12,248 $12,455 $591 $54,412 $52,111 1918.] SENATE — No. 300. 149 Table X. — Capitalization per Mile of Track of Street and Electric Rail- ways in the United States, 1902, 1907, 1912. State or Division. 1902. 1907. 1912. 1912. Mileage owned. Massachusetts, $39,067 $46,583 $57,786 3.017 New York, 177,532 173,096 185.616 4.394 Pennsylvania, 148,155 135,439 131.833 4.095 Ohio, 71.805 79.901 72.196 4.054 Indiana, . 61,9761 82,307 78.381 2.296 Illinois, 135,507 115.341 127.803 3.110 California, 90,166 114.681 160.131 2.559 Washington, 82,052 » 72.702 122.145 1.032 Michigan, . 58,233 63.288 64.083 1.502 New Jersey, 148,155 135.439 131,833 1,276 New England, .. 45,441 54.724 61,577 5,205 United States, 96.287 100.495 104,930 40,470 1 Gross capitalization without the deduction of permanent or other investments. Note. — Capitalization in this table is based on net capitalization, and is obtained by divid- ing the net capitalization by the single-track mileage owned. The net capitalization includes floating debt and real estate mortgages, but does not include investments in other securities and in non-railway properties. i I if *. 1 1' i; r' ■1 V i{ i ■'-^'"■'■itiw.iJit^k.. a.-..« i-.^';.-.' 150 I; « ?C5 IS •to > a g « o HI M n & as a QQ 1x1 < o o < 1918.] SENATE — No. 300. OS CO CO o CO 1-t b- CO to o . o t^ t^ •O CO Jn, ■^ 05 Q0_ O a ^ § 1-4 00 y-i (N o U5 «0 1 ^ CO ••H i §8 l-H »0 05 o CO 00 00 ^§ 05 o c^ C4 O CO N «o OO IN lO O »C 00 00 § 05 O t» 05 I— ( ^ CI 00 00 OS 05 00 s CO s W N 00 fh t^ CO ■-I 05 O O O X N 05 O 00 C^I W5 CO O t^- lO »2 lO X CO 05 05 ^ Oi y-l rl* 00 n 05 t^ C» (N lO O s «0 CO o •^ CO o O Tj< »-( ^ .1 o o o CO X CO CO 1—1 tj( Ol CO .-< CO CO CO CO CO «5 CO b- O CS| i*< f (N N CO X t» 05 O 00 »0 iC CO CO r-t (N i-i CO 05 Sx __ o i-< W5 CO C* CO o X CO "^ 0* u CO 05 CO CO IN Q (N C "5 X S8 X CO O -H T}< (N •^ C5 ^ CO »c C^ 05 C^l 0» CO I5 P O 05 N CO b. 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If o a o « S "C 3 ,2 -g 3 73 ^•3 fl > 35 c8 « S ja o 2 (3 60 o C a 0) C3 o o u «8 03 ^— 3 Q T3 3 T3 c3 • o - s 4J o i ^ ^ s 3 fe .3 O I o ■*» u a> 03 *S >> >> hi u 3 09 hi 3 ja 09 c3 V ^^^^^ CO CQ •8 •%} "S "8 hi hi b ^ V U V V 4i4 ^ 45 4^ 09 03 00 09 a> 0) a> o u o o u h hi h ha o o o o I 153 1-H OS oT CI CO CD CD fc2l39*2r?c^wrt.oo©©i-ieo m CO CO ©_ CO «9 CD CO c^ © 00 cf © 1—1 00 oT in c^* (N CO CO 1-4 © © CO 00 (N* «» o V3 Q S o ' I', i I ^^ p\ 154 o O to <;} ?^ so <;> «o •to ■•o X < REPORT ON STREET RAILWAYS. [Feb. 3^ OQ O »0 00 00 W5 CO 'f »» O 05 t^ 3< 05 »o r*. N 05 N 00 M CO CO CO ^ 00 S>« CO 00 . a p 'O So ^1 00 d » o "-f »« CO r>. "5 c^ TJJ_ O CD b^ r>r i-T t^ 00 PO O iC CO »0 N OS CO 52!2'22'^"''®W'*''-'cooo g§§^ OS ^COCs|Tto -^ CO op CO ^ >-• 00 CO CO •* OS 00 o 00 o CO CO CO t>., 0 iC CO I mm CO CO I CO s I O >0 CO CO I CO r^ i I '<«• CO i CO o -a s s CO , 888S 8 8 8 O OS ' Q ' t* t^ Q CO S i* C^ OS ift t>. CO OS ■ CO N OS o n CO 88 88 8 o CI OS CO o OS ■* r>. 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II s •« s •« ^ ^ a ,--j « 1 1 tf ,. 5 .^ 5; I ^ H <: ^ i '-«CMeOTj*iOCON.oOOSO^CMC<9-*U5cOt^ 00 OS § CM CM CO ^ iC O CM C4 CM CM CM 1918.] SENATE — No. 300. 00 »o OS »-< CO ■* CM •* CO ■^ »-" CO i-H 00 ^ CM CO lO CO 1** CO ■«»* CM CM O CM •* t- OS 00 t^ CD rj< »0 eOeO00-^00COO>COCM»OeOCDCMCMC5 8QO-^t^Q«t^CDCOO0i«00t*O0CM cMeocM«o »-i ■^•^qcMTfcoos^ lO »0 CM CM CO «ft fl IC OS t* ■* CO CO CM t» T}< O Tt< f-l CM CO i-" ic CM__ q Tj< CO C^ W CM CO 00 00 00 00 CO »0 CM CM OO CO o »o CO l-H q CO CM CM CM t«lt^l>OC0CDI I I I I I lUSCOcbl IOOI>COOCD>At^lCI I a 8 8 . 888 CO CM CM ■* OS I I I I I I I 88S o o r^ Q 00 lO CM OS •* CM I I o o o CO Q o 28 CM CO CO o •* O l^ O OS a CD o o I I CM r-t CO •«1.CCOOOO C0rfc0'^CMCMOCM'-HOOt*C0^»0OC0O»0 CO « >« OS >-i CD lO CM -^ CO ■* "-I CDCOOO'^OO'-IOSCOCM'OCOCDCMCMOS OSOO'^t^O'-'t^COCOOO'COOt*"^'^' OSCMOS-iCDCMOt}OOS CM Q CM iO l-H CD O 00 CO O O »fl CO l-H oc t* O CO .-< OS CO t* t^ •* CD CM »0>0CMCMC0»0'*0S»0'*i-HTtiOCMC0C000CMi-Hi-i'* l-H CM CM 00 CO ^ •^ 28 CM »0 00 »o CM t* l-H l-H CM O t^ CD 00 00 88 CO CM 00 CO OS O o 04 •^ o l-H CM ■«** CO l-H •»*l q 00 q CM CO 1-h" CM O o CM CO »0 CO OS OS rH q 00 O CO o 00 CO CO CM lO o 8 o »o ts. Q O CD CM »S Q 1-1 c^ t^ q -^ OT CD cm" CO »-l 1-1 lO GO S8 OS l-H CD r-T CO CO OS CM 00 CM t* I ^^ I I Q CO I I I I t I i I I I I CM I t f I I I I O s M I I I I o *o CO t« I I "I I I ^ I I I I I I I I I I I I to t» I I I I I I »^WOSO-HCMeOTt q O OO o 00 o 00 iC CM l-H iC CM_ CM O (N »C OO* t^ CM^ 00 •» o 00 q 00 CD CO OS ; I ■ • '(5 •2(2 • • >• O -*a ..J • • 'i Jl •.^- .|l • •.-§ 1^1 • . .-^1"^ • -l^^g -^ "S-^ • -la -g^ • •'o£i£S'S ^.Sa^o.'^^V^^ -•grj^Saj^S'^o m.«a-o*i*H»H*Hfc,u ^^^;^^;z;^;z;;2;;ziOfi4pH(Xic«QQcoE-'«t3{^^^^^^^^^ c3 O 1 ' ' cs ca V Q ffl * ( 156 REPORT Ox\ STREET RAILWAYS. [Feb. Table XU. — Gross Liabilities, Capital Stock, Funded and Unfunded Debt, Massachmetts Street Railways, 1890-1916. Year. Gross Liabilities. 1 Capital Stock. Funded Debt. Unfunded Debt. 1890, $25,611,989 114,879.130 $6,027,942 14,704,917 1891, 31.210,768 19,653,962 7.316.600 4.340,316 1892, 38.794.815 23,590,536 9.970.150 6.234,128 1893. 49,589.688 25,883,575 14.109,000 9.597.113 1894, 63,020,295 26,971,275 19,188.000 6.861,020 1895, 55.357,081 27,906,685 22.284,500 6,165.896 1896. 61.117.714 30,727,818 24,236,000 6.153.896 1897, 66.483,414 32,670,273 28,007,600 6.805.641 1898. 75,889,625 38,933,917 29.132.700 7.823.008 1899, 83,279,891 41,380,143 29.928.600 11,971,248 1900. 95,062,946 48,971,168 34,373.000 11.718.778 1901, 103,598,042 54.069.933 34.312,500 15.215.609 1902, 119,441,792 60.036,328 37,761.000 21.654.464 1903, 133.121.411 68,404,480 41.411,600 23,306,431 1904, . 136.049,486 68,542,038 46,674,884 20,832,664 1905, . 145.603,242 70,326,986 65,780.500 19.495.758 1906, . 149.672,263 71,216,925 68.176.000 20.279,338 1907, . 153.847,904 73,280,155 69,339.500 21,228,249 1908, . 170,154.909 74.737.506 66,348.600 20,948,965 1909. . 177,745,988 80.728.880 68.078,000 19.821.271 1910,' . 185.456,188 84.345,065 67,762.000 23,363.424 1911, . 191,791,508 86,639,175 71.508,700 22.220.219 1912, . 205,065,129 89,118,975 77.706,700 26.834.394 1913, . 216,022,752 97.284.375 86.616.700 22.249.708 1914, . 217.960.080 98.194.775 86.575.700 22.204,027 1915, . 221,643,802 99.031.276 87.717,700 27,810,729 1916, . . 226,693,589 102,493,676 91,834,700 26,512,686 \ > For nine months ending June 30, 1910. 1918.] Table XIII. SENATE — No. 300. 157 Earnings, Operating Expenses and Dividends, Massa- chusetts Street Railways, 1890-1916. Yeab. Gross Earnings. Oper- ating Ex- penses. Oper- ating Ratio (Per Cent.). Net Earnings. Divi- dends. Ratio of Divi- dend to Capital Stock (Per Cent.). 1890, $8,348,285 $6,244,208 74.80 $2,104,077 $963,154 6.47 1891, . 8,861,841 6,746,304 76.13 2,115.537 1,100,015 5.63 1892. . 9.798,060 7,029,479 71.74 2,768,581 1,582,697 6.71 1893, . 10,832,174 7,501,845 69.26 3,330,329 1.716.637 6.63 1894, . 11,119,846 7,729,059 69.51 3,390,787 1,610,886 5.97 1895, . 13,184,342 9,088,086 68.93 4,096,256 1,606,196 5.76 1896. . 14,844,262 10,563,371 71.16 4,280,891 1,802,847 5.87 1897, . 15,815,267 10,904,040 68.95 4,911,227 1,965,243 6.02 1898, 16,915,405 11,672,731 69.01 5,242,674 2,076.233 5.33 1899. . 18,151,550 12,378,488 68.20 5,773,062 2.318,398 6.60 1900. . 19,999,640 13,159,947 65.80 6,839,693 2,409,874 4.92 1901, . 21,766,340 14,565,141 66.92 7,201.199 3,417,117 6.32 1902. . 23,486,474 15,912,852 67.75 7,573,622 3.138,711 6.23 1903, . 25.540,811 17,519,367 68.59 8,021,444 3,586,248 5.24 1904. . 26,207,247 18,397,291 70.20 7,809.956 3,214,496 4.69 1905, , 27,041,291 18,269,259 67.56 8.772.032 3,174,505 4.61 1906, 29,663,892 19,954,000 67.49 9.609,892 3,554,073 4.99 1907, 30,557,862 20,689,668 67.71 9,868,194 3.721.388 5.08 1908, . 30,780,962 20,541,577 66.73 10.239.385 3.950,965 5.29 1909, • 31,956,007 20,915,728 65.45 11.040.279 4,120,223 6.10 1910, > 24,032.236 16,191,893 67.38 7,840,343 2,767,315 3.28 1911, 35,036,997 22,895,804 65.34 12,141,193 4,788,907 5.52 1912, 36,080,237 24,363,903 67.53 11,716,334 4.916.371 5.62 1913, 38,125,693 25,729,054 67.48 12,396.639 5.031.728 6.17 1914, 39,703,706 26.665,220 67.16 13,038,486 6.109,369 5.20 1915, 39,537.443 27,194,899 68.78 12,342,544 4,612.020 4.66 1916, r ■ ■ 41.479.275 29,348,990 70.75 12,130,285 4.080,572 3.98 ] I ( ' H I, i ;• i > For nine months ending June 30, 1910. i' :i.. !■ I' I'f^ 158 ■^ 2 S 8 • "^ as S C _^ o cc 00 ."^ -^ ■§1 •g > « 1-3 © REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. lO a I i OS CO CO to ^ is? •• »4 O lO «o 00 M «o I >o 0« O lO CO 00 CO O I e« 1-1 CO a :^ a I I CO •T3 OS 04 S ' 2 •« CO 00 to CO I g-^lcocou5fl|3>^B| O U3 CO 00 CO I I C4 I CO •« I I CO •X3 *N a C9 O M3 «0 00 ^ O I I »« CO CO IQ .-I €0 1 1 _ "^ "^ i I O CO i«t § eo c 03 CO •e M • will O IQ CO 00 to « I I I I CO CO U3 CO I I I I I O lO CO 00 1 <0 I I I I I CO CO •O • I I I 04 o u) CO 00 I o I "< S O o (4 •l-2^g^;^|^-CK .i -i •:§ I <«• CO 73 a a eo CO «0 eo ^ Si eo •^ I eo t^ eo iO eo I »o eo ^ H CO iO eo I •H eo i> eo I S (4 3 5 at I 1^ c o ■<-> CO O I I -a 3 2 o bl o 13 O i S S 1^ s o H ■<-> c 3 o e 3 >> •a -<^ 3 03 03 3 o u o n I :2: •8 8 O 3 O a a 03 bi CQ 3 U3 73 3 b> i s 3 hi 3 2 3 3 03 H 3 O •♦J hi a o 03 02 3 O ■<>> 8 6 .3 u 13 3 eS OQ (3 3 s ei O . •« ^ rf: .a 3 O s CQ f2 159 « :sf 1 83 «« ^ ^ 1 1 ■<*< eo 1 CO t* 1 t-- 1 to eo CO 1 1 I 1 1 •O O CO ^ 3 08 N :s? and «» 1 CO wt ■^ •* CO 00 1 t^ 1 >Q eo 1 1 «o 1 •O « CO 1 . . ^ CO 03 eo 00 eo to eo and . 1 eo 1 a u OS 0/ 03 hi 03 « a a 03 73 ^ 8 Q ■k> ^ go 8 3 a> •*■« t^ a ^ n • pm T3 y. 0) s JS hi ■*» 9 >> ? .Q 0. 3 > M OB 03 OQ -3 3 0) 8 hi 00 a 03 u ^ >=< c» s s 3 O S 3 s hi a eo o eo 3 3 bi) 8 c S aj .2 OQ '-S :g 2 I ° 3 3 ^ O >. **- 3 I ft as ® o a o 3 o o hi a T3 3 03 o »o eo «» 3 O 3 u u 73 eo a «» o 3 O 3 ->J f> 8 00 "S §. hi o hi O & .2 a X p j3 CO PL. H I r >ij I; * I 160 'a o O to CC <;> CO ?! 05 • REPORT ON STREET RAILWAYS. [Feb. to 00 •-fS ~ V« §^ ICOCOV 100 Ii05<0'0t»>0 I OS I M3 CO r« I 00 •o 00 a CO t>> >0 I -^ v^ CO s:j 00 I cocot^ I 00 I «oC«ocot-:u9l :j^ 00 -3 ic^cot»iooi»oSo4 00 a CS CO CO t» lO COQO 100 lioScOtfSl^iO I 03 I CO eo I 00 v^ S3 CO lo r« iQ I < o O < ■< « . a ^ 2 s 3 -a ^ « o c C »-H -S 3 f: > ^ o g o O Pu, j3 c)5 c o e2 2 3 •r « 3-2 OQ ffl P 2 & a ^ s: •a C o O CQ In 1-1 as u 3 CO 5 m — -fi tS t5? CQ CO ^ •$ •(j -^ •» « c o i-> hi ll o ■»:> <» o kl o hi kl O u o S= tS St 00 2 o I M O fc u O u a 08 d >> d 0) w ol aa d s '^ .J d ^ O CO i.l OB O. 2 s o to -^ d <-r o CO 2 o d V 3 U ^%. ® 8 .2 a d d 0.2 d d g s « >. •— I. d a a a o a K H O 1918.] 13 u o «^ G I « c 08 a •§ o fti c o "S •4J g B •«.» 1 CO eo • •»o .<=> rt ^ *Kd e C 03 m G ec V» «;? o o •^ oo f •«=; ^^ •<-' «c 0) 9^ 1 ?^ c^ ^ -4^ s- o •o c ■»-H V. ^ C8 St ^ ?i. ec ^ y. 0) I I I I o o «« "a > o *^ o c 03 O. U B O W2 s to 0> A ■J Pi SENATE — No. 300. 161 OS CO O O O "3 O O CO .-I t>. r» o CO to o o o o >o »o »C "-^ "-^ ^ SoroStii^oco— o«o»o---H CO e^ o eo o o ■r-t t^ S 8 o CO "3 o o o CO o »c >o CO ^H ^^ 8 to o eo o o 00 o o o o CO <-« »o »o c=> CO o »o lO MS 00 O eo o o o o o o W5 o o o «0 '-I *a o 00 l^ c^ o CO eo eo © o o o tn S 8 o >o us o CO lO ^ .-I o eo 1^ 00 o o o o »o us o o »o «o o C9 o o o >o us o 1-1 o o to o> us C4 o eo o o o 00 U3 lO o us o o> us :s us eo o o 00 us o us o us 3 03 e3 U 13 0) 2 S •» W CO he w 0) 3 d o (O o d o CO O •*» > B O ■*-> OQ o p:) pq PD n n u o 00 01 o hi o B O O P5 ««-i hi o o hi P5 3 O -8 d o o hi P3 d o OD w •8 hi 03 B >> cj 13" hi O c o O o us © 3 I hi ci 3 u -u V H hi 1-> >> e3 d o O K 1 1 ^^B ^^^H'' 1 1 ^^^^^Bt 1 1 rimm I'iai ii 162 ^ REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 163 s s CSI 11 s g ^ s s w o C^ 00 w eo S © S S o lO o to o o o >o C< CO t^ to -< I C4 O O I ^^ W ooou^toocoe^ CO O U3 11 o »o t» O O MS O O o 1 Ob CM «5 "3 eo o g § o CO o U3 to O US o o o >o CM 00 »>• •« 1 I usio>400oo?4>o^coeo §0 lO O o CM C4 CM «— < >— I n »o Hi ti CM »H o 00 CM s o us us eo o o us o us o us lO CM «s o o o us ^ 1-1 us 1-H C4 O Q o o o CM 00 »5 i-H 00 eo o CM us us o 00 »-i o s 00 00 CM o o us p O (M , _ CM n fi .1 ^H us us Q •-I 00 us CM o CO © © eo us CO o us us CM eo o eo © o us us 1-1 r1 us 1 us us 00 © © rH 00 © CO © us © us © us © -H .-I © t^ CM us US CM o o © us o C^l 1-1 s o us us U3 CM us CO us CM eo us us 1-1 us o © us 1-1 us © CO us 00 © us © C5 us © ^ © 05 s us us S 8 us CM © us us o o © © U3 eo o o eo ^ © o> us us us us 8 S U5 us 00 © us CM us © 1-1 © o ;^ ;:^ U5 00 CM © o us U9 CM S 8 us CM 8 us CO § S S us us eo eo us u» O us © 1-1 © us © © CM o us CM us OO 1 © o eo o "^ 8 S5 g 8 S ° us I I 2 12 S ' S <=> «=> US CO eo us us US U5 •1 eo © CO o o CM © us 8 S :f^ OS -- OO © us 8 cj § 8 S 2 S§ S 5? • © us ■^ CM us eo eo us us © CM us CM o U5 © o CM © us © us t>. 1-1 © us t- © OS -H SOUs©us©us© i O CM us CSJ CM 11 • I *a o C4 us ^ © us eo CM us © eo -^ eo us us us CM CSJ © © © © us © us © us us n us CM n 00 s c o c 3 ei h as I "2 J • I J • i 3 s •3 > I 01 o o ~ s o E tt ^ ;3 3 T3 s c3 .G o 3 o (3 63 CO V Tt P c 01 •a X >. S! ej O ^ T3 o -3 s s V ^ I •a 3 O T3 X -a u o s c c •a ♦J c 83 83 12; 3^ s o •a b. O « PQ 0) (3 O *-> 83 > c o if o .a hi PQ •a *1^ •♦^ -.-' ■i Ii (h J5 O O ^2; ;z; 15 a o -♦J S 83 •3 3 u GO 03 h< o u o (I > • •-4 O 3 83 c o o o hi S3 o a a O •o o o o OB 3 s o a «a 3 O S PS u >4 o O Pk =a V c 13 > O hi Ph c 3 o o 01 s o .s a g PUl a 3 O O 1 ■ PQ • o 5 > ^§ • C - o >> - c 5;? o § ft G H P «s o o hi PQ «a h( 03 3 Q =a -" c hi 91 Sf !? iMl' 164 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 165 Ml! .60 I t ^ o «o OS .S Op «c f^o Cl o 5 I 1! 00 e5 »o iC o »0 00 ^ s s s P O MS O CO o o eo o5 rf A4 Yeah. 1897, 1898, 1899, 1900, 1901, 1902, 1903, 1904, 1905, 1906, 1907, 1908, 1909, 1910, 1911, 1912, 1913. 1914, ')" >1b 1915, :•* 1916, Table XVI. — Boston Elevated Railway. Permanent Investment. Per Cent. Increase over 1897. Population served. Per Cent. Revenue Increase j Passengers over 1897. i carried. a Per Cent. Increase over 1897. $25,291,913 22 - 31,251,811 90 24 33,187.250 79 31 37,793,501 62 49 44,087,939 53 74 46,466,591 31 84 48,398.610 91 91 51,886,524 39 105 67,187,809 61 126 59,873,910 46 137 65,979,896 07 161 70,957,716 76 181 81,592,634 49 223 87,997,421 75 248 92,904,910 27 267 101,864,058 69 303 105,019,587 59 315 105,803,419 12 318 112,008,701 70 343 116,022,060 042 359 831,608 854,571 877,534 900,497 914,749 929,001 943,253 957,506 971,758 994,077 1,016,396 1,038,714 1,061.033 1,083,352 1,110,234 1,137,116 1,163,998 1,190,881 1,217,763 1,244,645 3 6 8 10 12 13 15 17 20 22 25 28 30 31 37 40 43 46 50 $172,554,513 181,321,295 191,023.224 201,124,710 213,703,983 222,484.811 233,563.578 241,681,945 246,941.776 262,267,240 271,084,815 273,132,584 281,008.471 220,127,8901 305,098,665 310,310,009 326,352,863 343,181,049 346,316,584 363,477,041 * For nine months ending June 30, 1910 * Elevated lines. Cambridge subway. Equipment, etc., . West End. . Other leased lines. City investment, subway. Total, . $23,904,014 76 7,089,987 36 19,989,017 32 40,210,776 70 995,092 28 23.833,171 62 $116,022,060 04 5 11 17 24 29 35 40 43 52 57 59 63 77 80 89 99 101 111 \ f ■': 1 lii j 166 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 167 I m ft:; CO to PQ © >1 - •2 OS 5 -^ k 2 s o OH 2 M S ^ "o "? S ^; 58 o2' 3 0) GO u 1-9 < CD CO ;2 o o CO o 00 C4 CD Q U3 CO CO o CO 05 C^ OS M CD sg s o CO ■* eo •C CO Oi t>. CO -H_ CO oT CO CO eo *^ 00 »« (N 0> t^ CO U3 ^ CO n o M o 00 O cS to o eo 04 s 00 05 CO t» t^ a> CO c« °p e^ m 3J 00 «-i 5 00 •0 00 CO Oi «o CO 'il" •««< 00 s 05 CO 05 § 05 05 CO s t^ P ss 01 ■*. CO CO CO CO 00* CO CO Os" ^-1 00 CJ »^ »>• cs 1^ CO C4 CO *^ »* ^ CO t- ."4 (M eo c^ 1 1 1 1 1 1 1 1 1 i 1 1 ■^ »o eo eo wt CO eo CO N s s e^^ Q o u5 s eo e>» CO O s§ ^ §8 CO CO s S es cs "3 r' r^ M o> CO i>- s § CO CO « s .-4 CO CO t^ CO ^ •^ «o •^ C5 •^ •<«< U5 CI »N CO t^ es W5 CO '^ CO us t^ eo «-^ 00 eo CO C4 00 C4 CO *^ 00 cs 05 OS us OS «o cs O OS 1-1 CO "«" s o eo eo OS ^ •»»« (M eo CO es s s & i S es cs s eo CO es ^^ cs CO s g s s U5 O 00 es cs — » OS eo cs CD CO 00 r^ 10 o •^ t^ o CS —< 94 r^. 1^ o es es y^ us CO eo eo ^ o CO 1^ eo $ e« OS 00 04 CO es es 00 s J^ s s CO OS s CO CO -. eo es us cs o eo CO eo eo 00 OS es S S o es 04 00 CO _ us CO cs CO eo 00 p OS go CO *^ ^ es CO es c o us es eo cs cs s es OS t~- O us cs t^ •^ 00 us •-« .^ O cs CO es CO 1-H § es 00 1-4 CO 00 OS OS cs OS us cs us cs us cs OS OS cs OS OS us cs cs us CO CO o us eo o CO us cs o us us O OS CO us us t^ eo eo "-I eo es § us OS CO CO ^ I-- 00 OS 00 o us us CO us es S «^ es us es es eo es CO cs* S 2 S cs t>. ^ S§ 8 '^ CO CD CO OS es CO cs eo eo !->.■ OS 00 ■^ OS cs O CO •^ OS ^ o cs 00 CO ir eo -^ e^ CO CO !>• CO US CS »H 00 eo us us CO CO r^ !>. 00 fefeS- Sg§g§ggS5^§gSfeS CO •— I OS 00 O t^ es cs us !>. ^ »^ .-I es us OS OS CO «^ CO OS CO o CO 00 S ^ t^ ^ d CO CO «!5 es T^ 00 eo 3" es * 8 es CO 00 CD «^ CO r; § CO es _ us CO •* us t>^ V ^ es o 00 CO cs us us t- o O es ^ ^ cs -H OS OS cs CS CO cs CO OS us QO es CO CO cs 00 CO 00 us 00 o CO o cs o eo o 00 CO o ■>* C3S OS CO cs ^ US M I .' w > I O ^ .S 3 W ^ .a 3 a s o 2 i 3 o B >> a o 8 u S >. s9 1^ S e;i > 3 ^ ♦J o u a o O c a o O e3 C o O c o ■♦J c 3 c3 H 01 O X 1 es 1 a I I I 3 3 3 Hi «8 C (3 -< »3 -a o T3 o s s c e3 eJ CO C O 73 O 15 O o c o S e4 01 09 3 § ID e3 C o c o a 3 c o 000 ^ ^ z es QO «8 c o c O •c o o ff o T3 cS 3 s O •8 « 3 O g o P4 n *> o o c 3 02 CO i-H cs o CO 3 O e3 C o c O) Ck B o u eS •V eS s CO OS o eo a "loo" C us CO es u « O CO 5 § .s c g 63 ^ 5 ■♦J ■1^ c i (T) *J 01 yj -C5 c W -t-> ■ ■ ?► W m r-« d) W M t-H o a f§ c _o *S 93 X" i ^ i -S.I CD > c Z a CO S 2 o ;s « 3 ^ S o o c ^< p. o £ « » V o i s CO cS © a> •S.S g -»^ ^ M o o -53 C c » X X * © OJ ■♦J 000 p p :?; s OS a o -tj cs hi © 0. o .2 3 4j i 168 O o OS >-( H 5-1 > X n < REPORT ON STREET RAILWAYS. [Feb. o M a t, cs ©O -^ i.2 «50 »N o OH 2 w u X IB eo oo eo eo eo eo t» 00 eo es 00 o 00 00 ^ o eo OO eo eo eo t^ S 00 eo to eo *» to >-i to o GO eo •o eo O eo eo eo eo -H t^ eo 00 o eo eo eo OS o lO eo «-!»>■ i>. oo OS to eo U5 00 to eo eo o o o •o eo c o eo »o o eo •-< »o »o eo ^ CO eo 00 eo iA «5 to eo ss OS eo Pk to a •••^ u a 02 "S - c3 o 2 o 0) •a c o u » ■•-> CO i o I OS eo OS 00 eo eo »o eo eo Os" to OS eo e^» «o «o OS a; CO o» •is §§ o d 3 •-» o "•J U3 a» «^ eo r^ S Q • eo OS a 3 o o CO O a> a o fl -u i-» .a a • m^ Tl • • g "9 OS (4 1-1 s eo >> 1-H o SJ ■e p a o ^ o eo g S 9 J •-» a a a 2 a s e» 9 ^ it si o p^ ,Q •a 9 O a ■«-> C3 p 3 .p 03 1X4 H 1918.] SENATE — No. 300. 169 Table XVIII. — Excise Tax paid in 1916 to the Various Cities and Towns, Massachusetts Street Railways. ^ ^ Municipality. Abington, Acton, Adams, Agawam, Amesbury, Amherst, Andover, Arlington, Ashland, Athol, . Attleboro, Auburn, Avon, . Ayer, . Becket, Bedford, Bellingham, Belmont, Berlin, . Beverly, Billerica, Blackstone, Boston, Bourne, Boylston, Braintree, Bridgewater Brimfield, Brockton, Brookfield, Brookline, Buckland, Burlington, Cambridge, Canton, ^ Includes excise * Approximate Excise Tax. Municipality. $2,241 73 246 86 1,270 15 3,505 27 2,240 98' 2.983 25 2,244 43' 514 20 778 12 578 50 2,805 912 1,902 02 862 96 465 73= 8 93 1,359 65 363 47 65 40 1,357 80 3,815 46 4,160 14 971 23 3,013 54 344 17 2,029 75 2,581 11 2,821 04 1,102 39 9,398 66 156 10* 94 31 14 21 955 58 853 69 Charlton, Chelmsford, Chelsea, Cheshire, Chicopee, Clarksburg, Clinton, Colrain, Concord, Conway, Dalton, Danvers, Dartmouth, Dedham, Deerfield, Dighton, Dover, . Dracut, East Bridgewater, East Longmeadow, Easthampton, Easton, Egremont, Essex, . Everett, Fairhaven, Fall River, Fitchburg, Foxborough, Framingham, Franklin, Freetown, Gardner, Georgetown, Gloucester, . Excise Tax. $1,554 94 1,955 25« 2,547 63 1,382 98 6,430 67 182 82 1,432 76 168 04 854 03 91 70 « 706 88 3,155 04 4,691 72 1,942 24 668 27 « 1,851 76 64 32 3,311 94 1,465 74 709 36 1,601 43 1,780 66 165 62 1,074 08 1,235 33 2,808 97 12,567 53 5,648 50 640 00> 6,247 61 587 93 778 20 696 45 1,048 17 4,531 84 tax paid to county of Essex, $94.38. entire excise tax from Public Service Commission Report divided proportion- I '■ I i I t I'M ately to mileage in each town. I ■ >l* ' Wi 170 REPORT ON STREET RAILWAYS. [Feb. Table XVIII. -- Excise Tax paid in 1916 to the Variom Cities and Tmms Massachusetts Street Railways — Continued. ' Municipality. Grafton, Granby, Great Barrington Greenfield, Groton, Groveland Hadley, Hamilton, Hanover, Hanson, Hard wick. Harvard, Hatfield, Haverhill, Hingham, Hinsdale, Holbrook, Holden, HoUiston, Holyoke, Hopedale, Hopkinton, Hudson, Hull, . Huntington, Ipswich, Kingston, Lake vi lie, Lancaster, Lanesbo rough Lawrence, Lee, Leicester, Lenox, . Leominster, Excise Tax. S2.357 40 215 49 1,328 57 749 77 49 10 > 1,116 35 579 44 1,195 75 887 41 685 04 98 443 Municipality. 763 68 8,454 34 3,840 63 238 02 940 68 1,024 59 622 04 6,315 58 618 66 1,477 93 1,129 55 1,238 76 271 60 1,604 52 665 05 2,481 33 1.560 49 862 09 5,261 50 1,145 36 1,318 92 796 63 5,410 81 Lexington, Longmeadow Lowell, Ludlow, Lunenburg, Lynn, . Lynnfield, Maiden, Mansfield, Marblehead, Marion, Marlborough, Mattapoisett, Maynard, Medfield, . Medford, Medway, Melrose, Mendon, Merrimac, Methuen, Middleborough, Middleton, . Milford, Millbury, Millis, . Milton, Monson, Montague, . Nahant, Natick, Neodham, . New Bedford, New Braintree, Newbury, . • Excise Tax. $2,225 41 1,939 56 11,191 31 271 60 801 66 11,249 46 722 24 2,278 62 151 601 1.131 49 380 00 2,477 39 412 27 323 44 300 98 352 81 627 13 2,446 24 957 54 467 90 4,222 00 2,708 62 1,144 19 1,011 16 2,149 15 442 77 2,881 38 1,968 32 889 31 399 30 4,602 85 1,558 63 13.979 59 9 13* 2,485 76 «fllwr°1'"''''' '"''u' ^"""'^^ '^"^ ^'■°™ ^"^"« Service Commission Report divided ately to mileage in each town. "iviuea * Includes 1915 and 1916. 1918.] SENATE — No. 300. 171 Table XVIU. — Excise Tax paid in 1916 to the Various Cities and Towns, Massachusetts Street Railways — Continued. Municipality. Excise Tax. Municipality. Excise Tax. Newburyport, .... $1,939 41 Russell, $1,942 76 Newton, 7,677 44 Salem, . 5.817 02 North Adams, 1,911 22 Salisbury, 1,636 89 North Andover, . 3.995 24 Saugus, 3.572 33 North Attleborough, . 1,228 00 Seekonk, 1,409 39 North Brookfield, 67 40> Sharon, 66 20 » North Reading, . 1,162 52 Sheflfield, 720 68 Northampton, 3.434 45 Shelburne, . 92 42 Northborough, 2,062 84 Sherborn, 2 98 Northbridge, 1,930 53 Shirley, 205 97 Norton, 296 00> Shrewsbury, 2,141 81 Norwell, 406 08 Somerset, 2,015 24 Norwood, 1,206 99' Somerville, . - Oak Bluffs, . _i South Hadley, 1.351 05 Orange, 342 62 Southborough, 2.678 78 Otis, . - Southbridge, 1,549 38 Oxford, 2,604 52 Spencer, 815 411 Palmer, 3,978 18 Springfield, 17,999 28 Peabody, 3,007 70 Sterling, 441 39 Pelham, 167 16 Stockbridge, 355 51 Pembroke, 376 03 Stoneham, . • 2,159 39 Phillipston, 300 99 Stoughton, . 1,074 891 Pittsfield, 5,347 31 Stow, . 360 72 Plainville, 192 88 Sturbridge, . 1,588 26 Plymouth, 712 77 > Sunderland, 787 46 Quincy, 6.582 73 Sutton, 347 08 Randolph, 1,907 76' Swampscott, 1,190 62 Raynham, 2,130 38 Swansea, 611 001 Reading, 2,894 33 Taunton, 7,399 881 Rehoboth, 1,069 71' Templeton, . 1,210 37 Revere, 4,620 04 Tewksbury, . 1,716 42 Rochester, 10 21 Tisbury, -1 Rockland, 2,022 81 Tyngsborough, 1,335 02 Rockport, 1,445 21 Uxbridge, 1,577 07 Rowley, 789 67 Wakefield, . 3,635 64 I' I proportion- 1 Approximate; entire excise tax from Public Service Commission Report divided proportion- ately to mileage in each town. [M f !' I' ti f 5 172 REPORT ON STREET RAILWAYS. [Feb. Table XVIII. — Excise Tax paid in 1016 to the Various Cities and Towns, Massachusetts Street Railways — Concluded. Municipality. Excise Tax. Municipality. Excise Tax. Walpole, 1874 19 > Westford $272 50 Waltham, 3,126 06 Westminster, 907 46 Ware. . 1,182 70 Westport, 3,732 41 Wareham, 999 22 Westwood, . 756 27 Warren, 104 00< Weymouth, 4,997 05 Watertown, 545 44 Whately, 370 49 Wayland, 850 68 Whitman, 2,171 58 Webster, 1,824 28 Wilbraham, . 1,776 60 Wellesley, . 4,616 94 Williamsburg, 630 85 Wenham, 704 40 Williamstown, 672 80 West Boylston, .... 838 58 Wilmington, 2,698 38 West Bridgewater, 1,212 37 Winchendon, 147 29 West Brookfield 254 891 Winchester, . 1,680 99 West Newbury, ..... 1,289 33 Winthrop, -1 West Springfield 7,064 87 Woburn, 3,314 09 Westborough 3,408 99 Worcester, 23,082 50 Westfield 4,546 95 Wrentham, . 437 731 > Approxima Rtely to milege kte; entire excise tax in each town. from Public Service Commission Report divided ■ ! proportion- 1918.] SENATE — No. 300. 173 Table XIX. — Distribution of Corporate Franchise Taxes collected from Street Raihcays in Massachusetts, Year ending Nov. 30, 1916. Abington $1,519 32 Fall River $10,830 17 Acton, 2 31 Fitchburg, 2,052 00 Adams, . . 288 84 Framingham, . 2,040 08 Agawam, 2,533 10 Franklin, 212 38 Amesbury, 1,200 33 Freetown, 599 96 Amherst, 937 88 Gardner, 532 06 Andover, 1,420 46 Georgetown, 702 94 Arlington, 8,752 94 Gloucester, 199 47 Ashland, . 153 57 Grafton, . 1,631 87 Athol, 441 96 Granby, . 161 85 Attleboro, 233 83 Great Barrington, 382 52 Auburn, . 1,744 25 Greenfield, 691 22 Avon, 595 35 Groveland, 730 10 Ayer, 141 72 Hadley, . 528 49 Becket, . 213 25 Hamilton, 800 69 Bedford, . 215 46 Hanover, 575 40 Bellingham, 182 04 Hardwick, 12 75 Belmont, 6,520 44 Harvard, 9 00 Berlin, 773 99 Hatfield, 689 75 Beverly, . 2,505 85 Haverhill, 5,647 42 Billerica, 2,450 06 Hingham, 2,536 45 Blackstone, 560 98 Hinsdale, 42 06 Boston, . 248,506 88 Hoi brook. 613 74 Bourne, . 178 60 Holden, . 911 70 Boylston, 1,190 27 Holliston, 218 95 Braintree, 1,694 54 Holyoke, 2,314 36 Bridgewater, . 1,877 37 Hopedale, 412 46 Brimfield, 2,343 75 Hopkinton, 282 40 Brockton, 6,696 63 Hudson, . 537 20 Brookline, . 15,247 26 Hull, 803 24 Buckland, 33 00 Huntington, 272 48 Burlington, 619 60 Ipswich, 1,040 40 Cambridge, 43,554 21 Lakeville, 1,954 06 Charlton, 1,514 75 Lancaster, 948 10 Chelmsford, 1,218 47 Lanesborough, 240 47 Chelseaj . 4.597 79 Lawrence, 3,525 81 Cheshire, 312 88 l^ee, • 388 15 Chicopee, 2,979 29 Leicester, 1,068 39 Clarksburg, 32 33 Lenox, 262 09 Clinton, . 826 23 Leominster, 3,245 13 Colrain, . 372 42 Lexington, 352 65 Concord, 63 So Longmeadow, 1,415 49 Dalton, . 133 27 Lowell, . 7,633 26 Danvers, 2,095 53 Ludlow, . 196 27 Dartmouth, 6,493 41 Lunenburg, 616 12 Dedham, 1,195 66 Lynn, 7,533 13 Deerfield, 891 20 Lynnfield, 468 32 Dighton, 1,282 63 Maiden, . . 16,120 75 Dover, 23 90 Marblehead, 761 24 Dracut, . . 2,217 96 Marion, . 262 48 East Bridgewater, 977 18 Marlborough, 1,354 32 East Longmeadow, 512 62 Mattapoisett, 229 61 Easthampton, . 2,416 08 Maynard, 2 88 Easton, . 1,154 63 Medfield, 110 78 Egremont, 33 90 Medford, . 11,224 69 Essex, 749 36 Medway, 186 61 Everett, . . 11,247 30 Melrose, 1,654 00 Fairhaven, 3,792 79 Mendon, 788 68 ' i i ' i 174 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 175 Table XIX. — Distribution of Corporate Franchise Taxes collected from Street Railways in Massachusetts, Year ending Nov. 30, 1916 — Con- cluded. c Merrimac, Methuen, Middleborough Middleton, Milford, . Millbury, Millia, . Milton, . Monson, . Montague, Nahant, . Natick, . Needham, New Bedford, New Braintree, Newbury, Newburyport, Newton, . North Adams, North Andover, North Attleborough North Reading, Northampton, Northborough, Northbridge, Norwell, . Norwood, Orange, . Otis, Oxford, . Palmer, . Peabody, Pel ham, . Phillipston, Pittsfield, Plainville, Plymouth, Quincy, . Randolph, Raynham, Reading, Rehoboth, Revere, . Rochester, Rockland, Rockport, Rowley, , Russell, . Salem, Salisbury, Saugus, . Soekonk, Sheffield, Shelburne, Sherborn, Shirley, . $256 04 2,804 07 2,059 74 770 12 412 81 1.278 91 165 41 1,404 47 1,891 16 1,175 50 817 05 1,276 85 555 49 16,927 55 2 17 1.963 72 1,220 23 2.907 11 409 40 2,620 10 107 06 830 96 5,566 30 1,434 39 1,420 39 285 33 594 56 261 75 41 51 1.684 11 3,879 31 1,975 59 38 49 229 95 982 76 32 49 1.441 32 4,552 61 1,224 60 1,403 83 2,130 53 1.007 60 3.149 72 55 62 1.348 86 951 36 512 03 1.570 20 3,958 97 1.255 20 2,316 38 486 63 303 49 178 35 47 274 10 Shrewsbury, Somerset, Somerville, South Hadley, Southborough, Southbridge, Spencer, . Springfield, Sterling, . Stockbridge, Stoneham, Stoughton, Stow, Sturbridge, Sunderland, Sutton, . Swampscott, Taunton, Templeton, Tewksbury, Tyngsborough, Uxbridge, Wakefield, Walpole, Waltham, Ware, Wareham, Watertown, Wayland, Webster, Wellesley, Wenham, West Boylston, West Bridgewater, West Brookfield, West Newbury, West Springfield, Westborough, Westfield, Westminster, Westport, Westwood, Weymouth, Whately, Whitman, Wilbraham, Williamsburg, Williamstown, Wilmington, Winchendon, Winchester, Winthrop, Woburn. Worcester, Wrentham, $2,031 83 1.387 99 26.944 89 461 03 1,532 25 887 96 444 78 13,734 60 1.008 25 198 19 1.122 46 498 19 3 63 1,055 73 257 38 197 85 888 46 5,770 09 1,121 77 1,264 08 880 69 1,510 67 2,529 47 81 63 495 37 868 04 754 79 9,508 03 134 80 1,111 13 1,375 12 468 94 1,421 36 786 11 • 89 50 836 02 5,244 00 2,926 09 4.613 61 693 27 5.165 71 382 89 3.418 24 354 26 1.379 91 1.318 50 810 17 153 66 1.878 31 437 88 1,089 97 59 33 2,080 28 14,777 09 86 06 Table XX. — Assessed Valuation and Tax paid on Property, Massachu- setts Street Railways, 1916. Railways. Bay State, Berkshire. Blue Hill Boston Elevated. .... Boston & Worcester. .... Bristol & Norfolk. Brockton & Plymouth, Concord. Maynard & Hudson, . Connecticut Valley. .... Conway Electric, .... East Taunton. Fitchburg «fe Leominster, . Holyoke. Interstate Consolidated, Linwood, Lowell & Fitchburg, .... Massachusetts Northeastern, Middlesex & Boston, .... Milford, Attleborough & Woonsocket, Milford & Uxbridge, Nahant & Lynn, .... New Bedford & Onset, Norfolk & Bristol, .... Northampton, Northern Massachusetts. . Norton & Taunton. .... Norwood, Canton & Sharon, Oak Bluffs Plymouth & Sandwich, Point Shirley, Providence & Fall River, >^helburne Falls & Colrain, Assessed Valuation of Property. $8,347,672 1,706,833 49,100 24,943,411 1,157.405 3,6402 175,050 85,837 171,172 15,5002 4,300 358.116 1,074,280 62,500 37,2802 84,050* 509,841 106,295 324,815 27,515 72,805 60,000 248,010 186,099 116,4002 7,0402 7,4002 2,9702 3,3602 38,6602 19,500 Tax paid on Property $165,822 13 33,910 081 926 71 470,124 00 22,363 94 59 44* 3,337 09 2,294 98 3,538 84 300 68 » 87 72 7.798 20 22,776 79 1,237 50 723 25 » 1,827 27* 10,570 64 2,145 92 6,299 47 259 20 3,594 16 1,152 00 4,921 72 3,929 18 2,259 83 » 136 53 » 143 50 » 57 60» 65 21 » 750 00 » 359 75 1 Exclusive of Vermont and New York taxes. 2 Approximate, average rate, $19.40 per M assumed. » From Public Service Commission Report for year ending June 30, 1916. * Does not include $136,100 in New Hampshire on which tax is 81,858.42. } I i f1 il;. : 1} III '3 176 REPORT ON STREET RAILWAYS. [Feb. I 1918.] Table XX. -Assessed Valuation and Tax paid on Property, Massachu- - sdtsStreetRodlumjs, 1916 — Concluded. Railways. Assessed Valuation of Property, Tax paid on Property, Springfield, Bristol County property, Union, Ware & Brookfield, . Worcester Consolidated, Worcester & Warren, . Approximate totals. Approximate $1,844,320 27,400' 808,335 6,900 3,052,032 36,3901 $45,782,233 $36,306 51 531 96 2 18,337 26 163 04 59.798 42 706 002 $889,616 58 average rate, $19.40 per M assumed. « From PubUo Service Commission Report for year'ending June 30, 1916. SENATE — No. 300. 177 Table XXI. — Corporate Franchise Taxes, Massachusetts Street Rail- ways, 1903-17. [All information from Tax Commissioner's office, except par value of capital stock, which was obtained from Railroad Commissioners' and Public Service Commission s reports.] Year, Par Value, Capital Stock. Market Value, Capital Stock. Corporate Excess. Rate per M. Corporate Franchise Tax assessed, ^ 1903. 1904, 1905. 1906. . 1907. . 1908,. 1909, , 1910, . 1911. 1912. 1913. 1914, 1915. 1916, 1917, $68,404,480 68,542.038 70,326,985 71,216,925 73,280,155 74,737,505 80,728,880 84,345,066 86.639,175 89.118.975 97,284.375 98.194.776 99.031,275 102.493,675 -i _t _» _i _j _j _j $98,562,943 105.298,052 106.984,544 102,643.814 96.745,995 90,170,816 82,962,054 74,756,009 $58,600,000* 55,000.0003 56,800,000* 58,800,000* 54,000,000* 54,000,000* 57,000,000* 64,101,491 68,982,468 66,552,423 60,225.809 63,223,309 46.141,574 38,257,751 29.354,658 $16 76 16 60 17 25 16 87 17 03 17 20 17 35 17 60 17 S3 17 97 17 92 18 09 18 55 19 14 19 47 $984,229 00 912,730 00 980,954 00 992,309 00 921,168 00 930,065 00 989,289 00 1,128,186 00 1,236,855 00 1,195,947 00 1,079,246 00 962,809 00 855,926 00 732,253 00 517,533 49 I The corporate franchise tax is distributed to cities and towns according to th^i'' f^^« °^ street railw^tracks. The State retains an amount proportional to the mileage of street raU^ays on State reservations, * Denotes that figures are not readily obtainable, « Denotes that figures are approximate. P ■«! fir I 178 ao REPORT ON STREET RAILWAYS. SI'R'SKCsiss I I [Feb. ss s 1918.] CO e SENATE — No. 300. S3S?§SSSg3^§JS5§SgS ' S8 ^ ^ ^ * U * ^ ct g S « J •« •© I s s § ^«SSSS^S§g?;g??sioSj3 -X ^sss^^iigg^« . o^^ S S !2 "? «? «s S S S w r? o :^ :^ :?! ^ o»ssi5?;§§j§sJiS;g§j - gog ^ t~ r» r» O <0 I oi I -^ !?^ '-^ ^ ct C4 8 ^ ^ ^s'i'oggf.g^, C4 hi I a> « i I c "^ = W •« 00 O « ;S S (S ;§ 3 O S 0^ c o i C •a o u a o I - 3 u • ■•« §^ C a o s o 5 s 3 ii a 3 ca 0) O >> I I 00 C O U E i .2 ;3 2 S S 179 It .1' i r''l >! I 00 3 O OB 3 O J3 . 4> 00 fl ^ o -C "** o ♦» fc. ^ O O eo o o »2 >*, -t^ >o (M e* ci , t^M t4M <*^ « o o o ■^ 0) ® bC Ml si d X P' ^ ^ 2 ?% >4 >> O) Ha 773 rs Oi 08 o3 o8 -< Q Q Q r* 00 Ok o i 'I i: 'I it S3 s ._ I 180 •to «M •to ••« •w> t) <;) 03 CO a §§ I •«o » « i ■§ I I n g 9 REPORT ON STREET RAILWAYS. [Feb. o « . K « H » A. > so o o •< o ►3 •< K O H s£ CO O O Q 00 O O H fa o g o O I S 2 ^ a- « s CO o S g g g g S o cS s s o 00 OO eo o CO 00 CO M9 CM eo us U3 o CO o 00 CO S 2 2 92 «^ <>' CO eo eo CO CO CO s g I I o CO ec C4 N M O 00 s 00 I o MS e>» S S g g g «D 00 to >0 00 o 00 o ui CO o) CO CO "«• » g 3; o o o ^ 00 ^N ^ii. v^ "W eo •-< 1^ ^ W9 CO 8 o eo 9 eo CO o> s s .^ CO 00 o o *^ © 00 ci" 00 US N OO OO o o o "5 O O MS c» « g 00 «© 5 00 00 us ;}! ^ $ t: o on us CO t^ CO 00 c< » e^ 00 t* oT e>» e« 00 us c>» i § ' ' I I 00 i § ei" o 00 ^ I sr I 5 S 03 g = I 3 00 bfi e — 00 5 "H ^ § ^-( OB 3 ro W O b S s e " •8 3 O S >. •« c o n 09 8 c a 3 a a 6 s OO C a 3 US I a ■I II ! c *.i: itil « I }^ V k ^ J ii u J V' T^ P r- J / / / ^ A ^i r 1 J Sf ♦' y f ^ J / ,«i' Ji^ /^' ,i .*^ ^ ^' ; ^ ^^ f ^\t ^ J\ f V 1 A ^ \ S 1 ^ / 4 } ^1 U \ f ^ ^ i /< J \ 1 iS ' / 1 \ ^ ,'" .' N i' s ^ ^ ^^ t 11 ^N ^^ \ ^ / X ^^ ^^ \ i / ii f V 1 ^ ,' / ^ ^' / ^ / [J J ^ .^^5 ?^ ^ 1 1^ V s ■» ? ^ \\ •Ml ^^^ ! vj !0 I to ■^ V3 5^ ^ V s: ^ ir?l IB \ 1 i' I I t s ^ ^ ^ I I I I ^ ■ \, "» ^ ^ 'Ik ^^ ^ \ N I II r N \ \ \ A / 5 \ \\ V 4-- \ t 1 ^ X V \ '' § \ — \ — f — 1 ! i ■ 4!> — 1 — \ } VN ' 1— 1 1 -«s 1 I !§ 1 1 1 1 t- 1 ^ '^. 1 ^ 1 --* ^ ■^ 1 \ i ' 1 t * \i vil A ■ I ^-- 3. k. \^ ^ 1 5! "^^ \ ^ -— \ \ i ^ A \ \< 5 \ N ^ \ y 3| -^ ^ { y 10 \ V- « 1 ) il ^ 5,. 1 \[ J \ '\ / 5 -i \/ St v Ai \\ i \ i \ ■t: — .- 1 1 1—1 — i— — ■ 1 □ ^ ^ § «0 ct ^ ^1 ■< c^ ^ 5Q ^ 50 ^ 5^ C • 'I in fMB 1918.] s s SENATE - No. 300. 181 CO o o 8 S S S 00 CO § CO to o 00 o C4 •o eo C4 o eo 8 o 00 m eo o eo 8 o OO 00 CO ■A CM CO 8 o eo 94 U9 CO lA CO 00 '-' OO t» U3 O 00 00 8 iO 00 OO c O >> o pq g S 35 S S •o CO CD eo 00 eo CO 00 O to OO CO 'r> I s ^ E ^ C4 <-i I 10 ^111 CO C4 ^ M9 eo CO cf 5 I c: 3. ^ ^ 00 CD to 00 OO >o o 10 O .-H CO 10 o If eo u I 5. So CO •o eo I 3 e o ■•-» CO O ^-^ 'a a O T3 O *< ^ ^ t3 O ra t3 o ^ 5 .2 o 55 o ■*» a I 00 >o CO »-5 ; s s 1 I o eo a 03 « 3 T3 U3 C ••-4 Q. O c p -8 2 e3 5 O H , ,1 182 REPORT ON STREET RAILWAYS. [Feb. Appendix D. TROLLEY EXPRESS, MILK AND FREIGHT SERVICE IN MASSACHUSETTS. One of the matters specifically mentioned for study by the Street Railway Investigation Commission was "the development of street railways in such manner as to provide for the cheaper and quicker conveyance of food, including milk, from the country to the city, and of freight to and from the various railroad stations and wharves." Early in its study the Commission found that there was little information available regarding the trolley express, milk and freight service in Massachusetts. For this reason it was decided to request all of the operating street railways in Massachusetts to furnish complete information relative to the trolley freight service which they maintained on their own or leased lines. The Commission decided that it would be well to have this information supplied in some standard form, in order that the work of correlating the data would not be too laborious. For this reason the following questionnaire was sent: — Questionnaire sent to Street Railways operating in Massachusetts. 1. A. B. I Trolley Express, Milk and Freight. Does your company transport express, milk or freight? (Specify which.) State separately the revenue from the transportation of express, milk and freight for each of the years ending June 30, 1910, to 1916, inclusive, and for the six months ending Dec. 31, 1916. C. When did your company commence transporting express, milk and freight? 2. A. In which municipalities was your authority to become a com- mon carrier granted by the local authorities? B. In which municipalities was your authority to become a com- mon carrier granted by the Railroad Commissioners or by the Public Service Commission after adverse action or non- action by the local authorities? 1918.] 3. A. SENATE — No. 300. 183 4. A. B. C. 5. A. B. C. 6. A. B. C. D. 7. A. B. C. D. E. 8. A. B. 9. A. State briefly the express, milk and freight service maintained by vour company giving information as to the location of ter- '^.^7^Jy of 'service, time between terminals -tes ^ver which freight service is maintained, location of freight Hott'nytpress, milk or freight cars are in regular opera- tfon by your company? (Specify how many m each class of Is m^st of the express and freight transported at wgl^*^ Do^ your company operate trailers in connection with the express, milk or freight service? Does vour company handle carload lots? AppSat^ly what percentage of the total tonnage carried is Are°yTul''et>r2'and freight shipments mainly perishable food- stuffs non-perishable foodstuffs or general merchandise? dSs your company receive or deliver express, milk or reigh ^any points along ite line other than at its e'?';ff^°'-.f'2^* stetions? If so, state the conditions under which this « done. D^? he transportation of express or freight by your company rclude the teaming of shipments to or from your freight D^tTour company have spur tracks or sidings into industrial Dl'"ylr company accept shipments for points not on your line, and forward these by express compames to then: desti- St^'twch street railways, if any, your company interchanges eS^rts, milk or freight with. (Specify also the vo^ni of interchange in each case.) . . „ , . a. ^ Is ti^ interchange made by the rehandling of a^l shipments at th'ioint of interchange, or is the car carried through over the lines of the other company? Are through rates established over two or niore street railways? iTthere any charge for the interchange of either carload lots or less than carload lots? If there is an mterchange charge, which line absorbs it.' V^Znr company interchange express, mUk or freight drrectty with any steam raUroad? If so, at what pomts? Has there been any agitation on the part of your eo-npany, or of any steam railroad, for such an interchange? If so, what has been the result? . . , State how the rates between ymr freight stations compare with the mtes on steam railroads in cases where steam railroads operate between the same points. PlX send a schedule of your tariffs for trolley express, milk and freight. i^ i* fi I it B. m 184 REPORT ON STREET RAILWAYS. [Feb. 10. A. Is your company desirous of extending its express, milk or freight service to other portions of its own lines, or of inter- changing more with other lines? If so, what extensions are desired? B. Have the various municipalities in which you do not maintain a freight service favored or opposed the extension of this service? If opposed to it, what have been their reasons? C. Has there been any failure on the part of the various street railways to co-operate with each other with respect to the interchange of express or freight? D. Do you think that the street railways and the steam railroads could co-operate in such a manner as to render possible a more efficient or economical handling of express and freight, especially perishable and other foodstuffs? If so, in what way? Before describing the present status of the trolley freight ser- vice in this State, it may be well to consider for a moment the conditions under which permits to maintain such a service may be granted. Chapter 402, Acts of 1907 provides: — A street railway company may become a common carrier of newspapers, baggage, express matter and freight in such cases, upon such parts of its railway, and to such an extent, in any city or town, as, after public notice and a hearing, upon the petition of any interested party, the board of aldermen or the selectmen in such city or town and the board of railroad commissioners shall by order approve. If the board of aldermen or se- lectmen to whom such a petition is presented act adversely thereon or fail to act within sixty days from the date of the filing of such petition the petitioner or any interested party may file such petition with the board of railroad commissioners, who shall lifter public notice and a hear- ing determine whether public necessity and convenience require the grant- ing of such petition and shall make an order dismissing such petition or requiring any street railway company named in such petition to act as such common carrier in such cases, upon such parts of its railway and to such extent, and under such regulations and restrictions, as in the opinion of said railroad commissioners public necessity and convenience require. Any street railway company acting under authority hereof shall be sub- ject to such regulations and restrictions as may from time to time be made by the local authorities aforesaid, with the approval of the rail- road commissioners, and shall also be subject to the provisions of all laws now or hereafter in force relating to common carriers so far as they shall be consistent herewith and with said regulations and restrictions. The authority conferred upon any street railway company by virtue of the provisions of this act may at any time be revoked or terminated in any city or town or upon any part of its railway, by the board of aldermen or selectmen with the approval of the board of railroad commissioners. 1918.] SENATE — No. 300. 185 It will be noted that under this statute authority to act as a common carrier in any city or town may be granted in either ""^ lZt^TBy7tY,e city or town, with the approval of the Public Service Commission. Second - In the case of adverse action or non-action upon the part of the city or town, by the Public Service Commission^ Under earlier statutes only the first of these wo methods existed. The regulations and restrictions contemplated by the statute must be reasonable, and presumably may relate to the manner, facilities and other conditions of operation by the com- pany of its express and freight car service. It is also provided that the authority granted may at any time be revoked or ter- minated in any city or town by the local authorities with the approval of the Commission. • . • j •„ The trolley express, milk and freight service maintained in Massachusetts produced a gross revenue of $947,193 for the year ending June 30, 1916, and $515,064 for the six months ending Dec 31 1916. Table A shows the revenue for trolley freight for ihe ^ears ending June 30, 1910, to June 30, 1916, inclusive and for the six months ending Dec. 31, 1916. This information is shown in sufficient detail to give the data for each of the street railway companies maintaining such a service The total revenue as shown in this table covers express, freight and milk Table B shows the revenue obtained from the transportation of milk through the same period of years, that is, 1910 to 1916 For the year ending June 30, 1916, the milk ^T:'T:,r%TSs to $23,337, and for the six months endmg Dec. 31, 1916, $10,sy». rii F<5 ■ ^ % 186 I •«>» pq Eh REPORT ON STREET RAILWAYS. [Feb, JS 02 i-< A Q o> g « •-< «C 05 «» CO <-! CO 2 S M5 CO s © CO 00 00 Oi CD h. S| § g e» «-! V to '-I c> t>. 00 05 >o< -^ o CO O CO o W CO -H 00 »o »o •o 00 ce ro — t-» eo 05 o ct> ■^ t>. CO m C4 a> o «•• CO c^ c« »H »« «0 «o eo ^ oT « 00 S S § S i: s S g s § S $ ^ ^ ■^ CO -< «o OS JO e^» r^ CO e^ N C4 CO s s OS g c* g? S ^ C4 CO »o 5S| t^ I^M t>- r^ 3 ^ S CO 00 00 O -H M e^ t>. t>. eo -H CO 00 lO t-- o ■«*< »o •-I « CO CO 00 S o >n CO o k5 d ^ n T" 00 eo CO C4 CO eo -^ •o oT CO -^ CO OO 00 CO p W S CO c« »-« ^ »^ CO 00 00 "^ CO ^* e<) 00 5 ' CO C4 CO t* -H OS ^ CO SCO ■<*< 00 ^ CO US c« » e^ 06 (O j •^ e>4 ■♦ r» 00 €<»<-<•« 53 I S i = £ s ;; CO e^ c5 CO "-T «o S 2 CO 1-1 U3 OS o 00 OO rt CO o M W a S o S c .2 c c S S S 2 S S5 «o •^ e^ « © •♦ © I o c o O S3 e 5 3 US •8 1 ^n(§(§pQnc3(3i>7s.^^ 4 1918.] SENATE — No. 300. 187 1 OS © 1 1 ,064 00 § s CO •o 00 eo CO © 00 1 eo © Os CJ OO .-^ c* C4 CO © ^ C4 i CO 00 © (N 4D © t^ 1 © © CO CO 00 r^ :? CO t>. OS © e^ OO t^ 1>-I •.♦< to U5 CO »o S r^ «• CO C4 OS .-H © s: 1 ^ .— t s OS S 0 >0 .-I rl c* CO CO © t^ 00 « t-- os^ >o >o §8 so ■«* CCS es« eo 2 § g S S5 S S- fi: S t^ © <^^ 00 »>:. " ~ " CO 1-1 c? c^ CO j^ ^ _ c< OS U =3 -« ^3 a; v a T3 •? £ (3 3 o a) t* C .5 o 0) cC § m •a u C3 O C3 O O & o O CD OQ Ih O. u 8 i o i • »«• >» •» C *^ g 3 U O o * •O OB 06 -►J •2 O oi "S - • ^ QQ QQ (^ 8 S. • •-* •I as >» cS Je sS (1 CO a eS d 0) ■«-> « . C o 3 C — « CO a ^ C ^ 2 tf •- J3 © eo » 5j § .S a >, o bC c u •»^ cn 00 3 u C c 3 -^ S •^ g O M 2 *- :5 "- 2 3 J"* 3 > o > 00 ,d 0) "S as w w ^ 0^ 2 "C tr CO HH HH bfi 00 3 •" o 'S ♦' *-! CO ^ O 2 "< S -i e^- § © eo a> C 3 ^ 5 u »• % c 3 S _r ^1 psi fe •< O ^ 1 '. ;ii s«si^ ir I: 188 REPORT ON STREET RAILWAYS. [Feb. *i J: • i lO •^ eo CO 1 »o t* 00 S g o »— I 9 CM s Oi 00 «» wS «o *-^ o* OQ w^ WO O t^ 00 CO ,-> -^ ^^ ^^ o tti CM '*< r« o o> b- o » c» e^ •^ U5 et ^ CM t^ ^. eo o »^ *i. t-- C4 «-« Oi ^^ CM eo SJ ^" f-^ ei" V4 o> CM ?3 v« ^ ) t^ «o c > eo eo B t>. Ui ■^ C5 ^M CM • 5 — 4 r^ oi t-i e^ CM o> CC > ■<*< eo eo M > O) «o c *M 00 eo CM 00, 00_ s ^ ^H CS ^i4 t^ CM »■ • 1 d t^ o tp 00 e > r~ o> CO CO ^^ < at ^^ eo • o c > 00 t- c > w^ "^ c» >o •o a> CO ^ s ■♦"i ^ ^ «0 CI eo ■* •^ o 't. "^ eo o^ s e^* eo 1^ CS »-« ^i -i •• CM •* CO ^ ^ »• *i4 w „ e« *C*d «c o oo ^^ •c > N «e eo S5 OS t* — CO OO • eo c- e>» 5 CM T-I CO t^ CM eo <» <;j }« •«>» ^ 00 • S5 55 ' o 3: C>1 ' 1 1 S 1 *4 s 1 CM CM ^ s ec v4 ^ -< « CO e mm p4 ^ ^ • V4 te. > ! ' n 3S 55 ' CO eo i 1 1 s 1 CO ^4 It i CO ^ « eo Si MO <3» 1 1 1 V 1 1 1 r 1 « • • H •J • • n ^ • < • • 1 • • • • a tf 1 1 § bl s c O CO 1 •8 2 1 O 1 -a S .2 !3 a o ^ o ••J ■•-» o S P^ 2 O is a: 1 ■ -1 •1 •a e r c o O s B a < u S 1^ c c h 3 .a OQ "a b c *C > ja S 03 a e CS S CO »-^ a> « e 3 >-» bO a « OB a o a cn I o a o O 8 C?5 Hi a o 1918.] SENATE — No. 300. 189 The Bav State Street Railway does by far the greatest trolley freight business. For the year ending June 30, 1916, the Bay- State received a revenue of $420,149.29, or nearly half (45 per cent, to be more exact) of the total revenue received by Massa- chusetts street railways from trolley express, mdk and freight service. The Electric Express Company, which is an organiza- tion carrying on the trolley freight service of several assocuited lines, had a revenue for the year endmg June 30 1916 ol $159,316.16. The lines covered by this service f^ Springfaeld, Worcester Consolidated, Milford, Attleborough & J^«°°^;'=''«*; Interstate Consolidated, and Attleborough Branch R^'lroad. Of this total of $159,000, the Worcester Consolidated did $/AOOU worth of business, the Springfield $62,000, the If er^tate Con- solidated $14,000, the Milford, Attleborough & W<>onsocket $9,000, and the Attleborough Branch $2,000. (The Attleborough Branch received most of its revenue from switchmg service.) Next to the Bay State the individual road receiving the great- est revenue from trolley freight was the Boston & Worcester, which had a revenue of $90,332.53 for the year endmg June 60, ^^The Boston Elevated received about $70,700 for its trolley freight business. It might be well to say that this revenue of the Boston Elevated was received principally from ^^^^^ti" a terminal road in hauling the cars of the Boston & Worcester and the Bay State over its lines to the Copp's Hill Wharf ter- minal in Boston. . +^^no^^ About a dozen other roads received some income from trolley freight. Of these, the Union, located at New Bedford, received the greatest amount, viz., $44,000. Next to this comes the Berkshire in western Massachusetts, with a revenue of nearly iR^SOOO The Providence & Fall River, now operated as the Swia & Seekonk, had a business of $22,000 The Northern Massachusetts, Shelburne Falls & Colrain Holyoke, New Bed- ford & Onset, Fitchburg & Leominster, ^ad a business in the year ending June 30, 1916, of between $10,000 and $20,m The remaining lines doing a trolley freight business but which received less than $10,000 for the year, were the Connecticut Valley, Conway Electric, Providence & Plymouth, Massachu- setts Northeastern, and the Middlesex & Boston. From a study of the above it will be seen that the business of the Bay State, as mentioned previously, constituted nearly one- half of the total for the State. The Electric Express Company, operating on the hve asso- jv if" I! IS) 190 REPORT ON STREET RAILWAYS. [Feb. ciated lines, had a business amounting to about one-sixth of the total. The Bay State, Boston & Worcester, and the Boston Elevated, which are the lines operating nearest Boston, had a revenue amounting to over 60 per cent, of the total for the State. If the revenue from the Electric Express Company is added to these three lines, 80 per cent, of the total revenue of $950,000 will be accounted for. The milk revenue of $23,300 for the year ending June 30, 1916, amounted to 2§ per cent, of the total trolley express, milk and freight revenue. The Electric Express Company handled about one-half of this business. The other roads having a material business of this sort were the Holyoke, Berkshire, Bay State, Conway Electric, New Bedford & Onset, and Shelburne Falls & Colrain. Of these the Holyoke had a business amounting to about $2,750, and the business of the others decreased in the order shown, to the Shelburne Falls & Colrain, which had a business of $975. The information which has been received from the various street railways appears in detail for each street railway at the end of this appendix. The following summary has been made, describing in a general way the service maintained in this State, together with an outline showing what extensions and co-ordi- nation of interchange facilities are desirable. GENERAL SUMMARY. Territory. Routes, A plan is included in this report showing the routes over which trolley freight service is maintained. While this plan does not show all of the towns through which such service is operated, the intention has been to show some of the larger centers, and particularly points where street railways interchange freight with other street railways, and where the street railways interchange directly with steam lines. Bay State. — The Bay State operates its service from Boston to New Bedford, Fall River, Newport and Providence, through such centers as Quincy, Rockland, Taunton, Whitman, etc. Boston & Worcester. — The Boston & Worcester operates be- tween Boston and Worcester, via Framingham, Natick, Newton, Wellesley and Westborough. Boston Elevated, — The Boston Elevated hauls the cars of the 1918.] SENATE — No. 300. 191 Bay State from Neponset and Mattapan over its lines to the Copp's Hill terminal. It also hauls the cars of the Boston & Worcester from Chestnut Hill to this terminal. In addition, a relatively small business is done hauling trailer tank cars from Boston to a Cambridge distillery. Brockton & Plymouth. — The Brockton & Plymouth operates from Whitman to Plymouth. ^^^^on. — The Union operates from New Bedford to Fall River. Providence & Fall River. — The Providence & Fall River has been succeeded by the Swansea & Seekonk, as noted elsewhere. The freight service of this company is maintained between Fall River & Providence. New Bedford (Sc Onset. — The New Bedford & Onset operates its service from New Bedford to Wareham, Onset and Buzzard's Ray. Middlesex & Boston. — The Middlesex & Boston operates from Westborough to South Framingham. Electric Express Company. — The Electric Express Company includes the following lines: Springfield, Worcester Consolidated, Milford, Attleborough & Woonsocket, Interstate Consolidated, Attleborough Branch Railroad. The service maintained by this company for trolley freight is from Springfield to Worcester, through such points as Palmer and Southbridge, with branch lines to Chicopee, Monson, Ware, Webster and Spencer. West of Springfield service is maintained to Westfield and Huntington. South of Springfield service is operated to Longmeadow, Ware- house Point and Windsor Locks. From Worcester the service is operated to Attleboro, Pawtucket and Providence, through such points as Millbury, Uxbridge, Milford, Franklin, Wrentham and North Attleborough. North from Worcester the lines are operated to Fitchburg and Leomin- ster through Holden, Clinton, Hudson and other points. Service is also maintained to Northborough, Westborough, Grafton, Southborough and Marlborough. Fitchburg A Leominster. — The Fitchburg & Leominster oper- ates from Fitchburg to Gardner, Leominster and Ayer. Shelburne Falls & Colrain, — The Shelburne Falls & Colrain operates from Shelburne Falls to Colrain. Conway Electric. — The Conway Electric operates from South River, on the Fitchburg Division of the Boston & Maine, to Conway Village, connecting with the New York, New Haven & Hartford Railroad at Conway. Hi i '. Ill ty II 192 REPORT ON STREET RAILWAYS. [Feb. Holyohe, — The Holyoke operates from South Hadley through Amherst to Sunderland. It does not operate in the city of Holyoke. Berkshire. — The Berkshire operates from Pittsfield south to Great Barrington and north to North Adams. Service is main- tained also from North Adams to Bennington, Vt. Service is maintained west from Lee on the Lee-Huntington line. Connecticut Valley. — The Connecticut Valley operates east from Northampton to Amherst, north from Northampton to Greenfield, and east from Greenfield to Millers Falls. (Motor- truck service maintained by an express company, controlled by the railway, south from Northampton to Springfield and east from Millers Falls to Orange.) Northern Massachusetts. — The Northern Massachusetts oper- ates east from Orange to Fitchburg and north from Gardner to Winchendon. Service. Schedule. The service varies in different localities from one round trip per day or less to five and six per day, depending upon the traffic. This information is shown in detail in connection with the individual street railways at the end of this appendix. Delivery. In many cases sidewalk deliveries are made in the small towns where this will not interfere with the traffic. At other points, especially at the larger towns and cities, delivery is made only at the freight stations. In some cases the service is operated at night, but in most cases the service is maintained in the daytime. Trailer cars are not in use to a great extent, but several roads report the fact that these cars are in contemplation, and in some cases are actually on order. Commodities. Data has already been given relative to the milk revenue in connection with trolley freight. The Bay State reports that 60 per cent, of its shipments are perishable foodstuffs, the remainder being non-perishable foods and general merchandise. Most of the other roads report that their shipments consist of perishable and non-perishable foodstuffs and general merchandise, without specifying the proportion of each. 192 REPORT ON STREET RAILWAYS. [Feb. Holyoke. — The Holyoke operates from South Hadley through Amherst to Sunderland. It does not operate in the city of Holyoke. Berkshire. — The Berkshire operates from Pittsfield south to Great Barrington and north to North Adams. Service is main- tained also from North Adams to Bennington, Vt. Service is maintained west from Lee on the Lee-Huntington line. Connecticut Valley. — The Connecticut Valley operates east from Northampton to Amherst, north from Northampton to Greenfield, and east from Greenfield to Millers Falls. (Motor- truck service maintained by an express company, controlled by the railway, south from Northampton to Springfield and east from Millers Falls to Orange.) Northern Massachusetts. — The Northern Massachusetts oper- ates east from Orange to Fitchburg and north from Gardner to Winchendon. Service. Schedule. The service varies in different localities from one round trip per day or less to five and six per day, depending upon the traffic. This information is shown in detail in connection with the individual street railways at the end of this appendix. Delivery. In many cases sidewalk deliveries are made in the small towns where this will not interfere with the traffic. At other points, especially at the larger towns and cities, delivery is made only at the freight stations. In some cases the service is operated at night, but in most cases the service is maintained in the daytime. Trailer cars are not in use to a great extent, but several roads report the fact that these cars are in contemplation, and in some cases are actually on order. Commodities. Data has already been given relative to the milk revenue in connection with trolley freight. The Bay State reports that 60 per cent, of its shipments are perishable foodstuffs, the remainder being non-perishable foods and general merchandise. Most of the other roads report that their shipments consist of perishable and non-perishable foodstuffs and general merchandise, without specifying the proportion of each. / TROLLEY r/^r/OMT AV w^huri^ por^ ^Of-Ji^-'Ct. J / ^i^tntih^'^a'^ Lat^'renca • Low/f 0^^' .^ ^y (^ ^^•^- 7///«-y Mfirfhefr^ Alas*. o/-'' i'75~"*'**/^ '*rs ^'rf-hC'* '^<* ^ '^"' 'if, ^«/«-" ^0/K*»-.J WoJbt^i^n N d.ef>cK 5^*j .«-«- £i^.iiJ^r-/attty Anihttrsi' ^orfhar ^f-ff^-s,^ \\ *>/"^ He>/yoi.t 'So. /^ot//ct. K.^^ ^i.i9 *»• .e^ f^ »//j ii" Wa^e Thc-r^^dike 5f^-^- . M ,/2»/ «f//U»- Z***'! "'^'V, 'TKif -^ihit^^jj-f^ ^,ft ^-'^';. 'ivVy»»»»«^r'' fiiiir/ii'/t/ V* X-' 'o^ * Monxon ) i5"^*< Nii'f «oy . Attie hatvujfi {tfJehart* *:x^ ^/^^*0^f^f\ fh%*^&u*Jtff- \. ^f ^•'"» <•/.»«■/» F^rfSf^Jkt A/e>*f^off- ( ^.j:; 1918.] SENATE — No. 300. 193 Interchange. Junction Points. Evidently to maintain an efficient trolley freight service it is necessary that there be a flexible means of interchange between the various street railway lines. The following data show to what extent interchange is made at the present time. At a later point in this appendix will be found data relative to the possible and desirable extensions to the present system of interchange. Present Points of Interchange between Street Railways. At Boston: Bay State and Boston & Worcester.^ At Whitman: Bay State and Brockton & Plymouth. At New Bedford:' Union and Bay State; Union and New Bedford. At Fall River: Union and Bay State; Union and Swansea & Seekonk (formerly Providence k Fall River). At Providence: Rhode Island and Bay State; Rhode Island and Electric Express Company; Rhode Island and Swansea & Seekonk (formerly Providence & Fall River). At Worcester: Electric Express Company and Boston & ^^^orcester. At Fitchburg: Fitchburg & Leominster and Electric Express Company; Fitchburg & Leominster and Northern Massachusetts. Present Points of Interchange between Street Railways and Steam Railroads. At Amherst: Holyoke and Boston & Maine. At Shelburne Falls: Shelburne Falls & Colrain and Boston & Maine. . At South River (Deerfield) : Conway Electric and Boston & Mame. At Conway: Conway Electric and New York, New Haven & Hartford Railroad. At Lee: Berkshire and New York, New Haven & Hartford Railroad. At Templeton: Northern Massachusetts and Boston & Albany. At Gardner: Northern Massachusetts and Boston & Maine. The Electric Express Company has direct interchange with the steam roads at the following points: Springfield, Palmer, Southbridge, Oxford H eights and Attleboro. 1 Shipments are now made in through care from Tauntop on the Bay State to Worcester on the Boston & Worcester, via Mattapan and Chestnut Hill, obviating the rehandling of shipments at Copp's Hill terminal. 1 :i- 194 REPORT ON STREET RAILWAYS. [Feb. Methods. In general, the method of interchange necessitates the re- handling of shipments at all junction points. There are a few exceptions to this. For instance, the Bay State and Boston & Worcester have recently put into operation through freight cars from Taunton to Worcester, eliminating the former haul in and out of Boston and the rehandling of all shipments at Copp's Hill terminal. The cars of the Union Railway which start at New Bedford operate over the Union to Fall River and thence are run over the Swansea & Seekonk (formerly Providence & Fall River) to Providence. Through cars are run from Worcester to Fitchburg, operated by the Worcester Consolidated and using the tracks of the Fitchburg & Leominster from Leominster to Fitchburg. In studying the subject of trolley freight, the lines operated under the Electric Express Company have been considered as one line, that is, no interchange points noted where the Spring- field meets the Worcester Consolidated, the Worcester Consoli- dated meets the Milford, Attleborough & Woonsocket, etc. Rates. The rates for trolley freight are in general the same or slightly higher than the steam railroad rates between the same points. On the first three or four classes the rates are about the same, and on the fifth and sixth classes the electric freight rates are generally somewhat higher. Opportunity for Development. In making a study for the possible future development of electric freight service in this State the attitude of the various municipalities as exhibited in the past should be considered. In the case of certain of the street railways it was necessary to obtain permits to operate a trolley freight service from the Railroad Commissioners or the Public Service Commission, after adverse or non-action by the local authorities. The following instances may be noted: — The Bay State obtained its rights in East Bridgewater and West Bridgewater from the Commission after adverse action of the local authorities. In the following municipalities it received its rights from the Commission after being opposed by the local 1918.] SENATE — No. 300. 195 authorities. In these particular cities and towns north of Boston the service has not yet been put into operation: Andover, Danvers, Everett, Hull, Ipswich, Lawrence, Wakefield and Wo- burn. In Chelmsford it received authority from the Commission after non-action by the local authorities. In Stoughton, Arling- ton and Peabody the local authorities were opposed, and a further petition has not been presented to the Commission as vet. The Boston Elevated received its authority from the Com- mission in the following cities and towns: Arlington, Boston, Cambridge, Chelsea, Everett, Maiden and Somerville. The Berkshire received its authority from the Commission in Adams, Lenox and Williamstown. The Middlesex & Boston state that they have never petitioned the Commission where the local authorities of a town have refused to grant the desired rights. The Holyoke Street Railway were opposed in the city of Holyoke several years ago, and the petition was not taken up with the Commission. However, more recently citizens of that municipality have desired to have the street railway attempt to obtain permission to operate trolley freight service in Holyoke. The Electric Express Company had rights granted to them by the Commission in Blackstone, Leominster, Palmer, Webster and Worcester. Local authorities refused to give them rights in Holden and Spencer. • • i. The foregoing shows to a certain extent where opposition has been met. The principal opposition appears to have been on the lines of the Bay State north of Boston. A brief statement follows showing the particular extensions and interchanges desired. This information has been obtained from the replies of the street railways. Extensions and Interchanges desired by the Street Railways, Bay State. — The Bay State desires to extend its service on its lines north of Boston. This service would be operated in such places as Beverly, Chelsea, Gloucester, Haverhill, Ipswich, Lawrence, Lowell, Maiden, Medford, Melrose, Newburyport, Peabody, Reading, Revere, Wakefield and Woburn. The reason this service has not been inaugurated is mainly due to finances. The expense attendant upon obtaining terminals, cars, etc., under present conditions has been prohibitive for a company whose 1 il I,! Ill if 196 REPORT ON STREET RAILWAYS. [Feb. finances have been at such a low ebb as has been the case with the Bay State, previous to the receivership. Boston Elevated. — The Boston Elevated Railway desires more interchange business from connecting lines, provided this does not entail additional expense for terminals, etc. They favor installations of spur tracks, such as the recent installation at Commonwealth Pier. This C'ommonwealth Pier development will allow the shipment of fish by carload lots out of the city over the Bay State and Boston & Worcester. They also recom- mend the use of certain tracks at specified hours in the city, such as the tracks in the wool and leather districts, for purposes of loading and unloading, provided, of course, that this is so arranged that normal traffic would be in no way interfered with. They do not believe much direct interchange with steam rail- roads could be handled satisfactorily. Brockton & Plymouth. — The Brockton & Plymouth would like to handle more Boston freight, both in and out. Their inter- change point is with the Bay State at Whitman. Boston & Worcester. — The Boston & Worcester state that there are extensions anticipated in connection with their inter- change service with the Worcester Consolidated, etc., that is, the Electric Express Company. The Fitchhurg & Leominster. — The Fitchburg & Leominster desire to extend their service to Lowell by shipping freight over the Lowell & Fitchburg and thence into Lowell over the Bay State. To date, however, such arrangements have not been satisfactorily made with the Bay State. Electric Express Company. — Springfield Division : This di- vision desires to extend its service to the lines of the Holyoke and the Northampton Street Railways, also to connect with the Ware & Brookfield. Worcester Division: This division desires to connect with the Grafton & Upton at North Grafton, in order to shorten their route from Worcester to Milford and Providence, also to extend their service through Spencer to join the proposed freight service of the Worcester & Warren. Attleborough Division: This division desires to connect with the Bay State at Taunton, by operating over the Taunton & Pawtucket. (This line has been sold to the Swift-McNutt Com- pany. Some of the municipalities along its route are attempting, however, to co-operate in some manner, so that this line may be saved from the scrap heap.) 1918.] SENATE — No. 300. 197 A new development in the electric freight situation in Massa- chusetts is hopeful. Recently the electric railway freight officials have organized, with the object of obtaining co-operation in the conduct and development of the electric railway freight business, so that it might result in a greater benefit to all of the companies concerned, and so that the various problems with regard to interchange, greater capacity, improvement and greater efficiency in the handling of freight might be solved. This new organiza- tion, which is known as "The New England Electric Freight Association," contains among its members officials of the freight departments of the Bay State, the Boston & Worcester, the Worcester Consolidated, the Springfield, the Connecticut Valley, the Union, the Rhode Island, the Connecticut and several other companies. Trolley Milk Service. The Commission was especially instructed to consider the question of the transportation of milk by trolley freight. In an effort to learn if there was any demand from the farmers for better facilities to transport milk by the use of trolley freight, the Commission sent a printed questionnaire to 1,200 farmers in Massachusetts who were known to have 20 cows or more. Answers from 168 were received. The total number of cows owned by those who answered was, according to their statements, about 6,000. The replies indicated that the farmers as a whole are not seriously interested in the development of the trolley freight and express business. At least, most of the milk-producing farmers do not regard the development of this kind of transportation as of great importance to them. Among other questions the farmers were asked was this: In your opinion would the proper trans- portation of milk by street railway companies help the con- sumers to get milk in better condition than at present? Of those who answered, 85 replied in the affirmative and 25 in the nega- tive. The others expressed doubt, or their replies were non- committal. Asked if such a system would tend to reduce the cost of milk to the consumer, 49 replied in the affirmative and 71 in the negative. The others were doubtful, non-committal or declined to answer. Eighty-nine farmers stated that they felt that a proper system of trolley express would help the farmer. Yet when asked if they would make use of a trolley milk car system, with a station at a nearby central point, 102 of those who replied answered in the negative, and only 29 in the affirma- I ^M»: i ¥ ;' HI HI I 198 REPORT ON STREET RAILWAYS. [Feb. tive. Asked if the street ear company nearest their farms did a freight and express business, 71 replied in the affirmative, while 79 replied in the negative. Forty-four farmers stated that the street railways nearest their farms transport milk, while 102 replied that the street railways which run nearest their farms do not transport milk. It thus can be readily seen that while a large percentage of the farmers who bothered to fill out the Commission's blank, and to place it in the addressed envelope which was supplied them, felt that an improvement of the trolley freight service would help the farmer, they apparently would not avail them- selves of the improved service if it were afforded them. ■&} . i \ I DETAILED INFORMATION OF RAILWAYS MAKING REPORTS. Bat State. The Bay State Street Railway maintains the most important trolley express, milk and freight service in this State. The revenue obtained from this service for the year ending June 30, 1916, amounted to $420,- 149.29, and for the six months ending Dec. 31, 1916, the revenue was $235,099.27. Most of this business is freight. The milk business amounted to about $2,000 for the year ending June 30, 1916. The total revenue for the year ending June 30, 1916, included about $16,500 for carrying newspapers. Territory. Routes. — The electric freight service is operated in general in the territory to the south of Boston, connecting Boston with such centers as Brockton, New Bedford, Taunton and Fall River in this State, and New- port and Providence in Rhode Island. A map is included in this report showing a mileage chart of the electric freight service maintained by the Bay State as of April 11, 1917. An inspection of this plan will show very clearly the cities and towns served, together with the routes over which the service is operated. Terminals. — The Boston terminal is owned by the Boston Elevated, which company hauls the cars of the Bay State through this city. This terminal, which is located at Copp's Hill Wharf, is operated by the em- ployees of the Bay State and the Boston & Worcester, both of which lines use this as a terminal. Other freight stations of the Bay State are located in the following places: — SENATE — No. 300. Neponset. New Bedford. Newport. North Abington. North Dighton. Providence. Quincy. 199 Randolph. Rockland. Somerset. South Braintree. South Dighton. Taunton. Whitman. 1918.] Avon. Bridgewater. Brockton. East Bridgewater. East Weymouth. Fall River. Holbrook. Middleborough. The terminals at Fall River, New Bedford and Providence are terminals of foreign companies. Service. Schedtde - Where the volume of freight will warrant, two or more services per day are maintained. On through runs, where the crews do not have to pick up or discharge shipments, freight cars are able to make approximately the same time as passenger cars. This company has m regular operation 39 motor freight cars and 5 trailer freight cars. The service is maintained principally at night. , , ■ v., w». Delivery — In addition to the receipt and delivery of freight at ter- minals local deliveries are made in certain municipalities where the com- pany is permitted to unload freight direct from the car to consignee s place of business. This is done by the crew operating the car. The company does not do any teaming to or from terminals at the present time Several years ago the various companies did a considerable amount of teaming in connection with their shipments, but this service has smce been entirely eliminated. The Bay State has spur tracks or sidings into three industrial plants, at which points freight is received and delivered. Shipments are accepted for points not on the lines of the Bay State, and thence forwarded by express companies to their ultimate destinations CommodUies. - Over 60 per cent, of the tonnage is perishable freight, the balance consisting of non-perishable foodstuffs and other merchan- dise As noted earlier, the milk business for the year ending June 30, 1916, amounted to a little over $2,000. Practically all the electric freight business is in less than carload lots, the percentage of carload lots bemg inappreciable. Interchange. Jum^tion Points. - The following lines are interchanged with at the points shown: — Rhode Island Company, Providence, R. I. Union Street Company. Fail River and New Bedford. Brockton & Plymouth, Whitman. Boston & Worcester, Boston. Shipments between New York and points on the Bay State other than Boston are handled in connection with the Hartford & New York Trans- portation Company, interchange being made at Providence. There are no points at which there is a direct interchange with steam railroads. I ft ;* ^1 m 200 REPORT ON STREET RAILWAYS. [Feb. Methods, — With the exception of the Boston & "Worcester, inter- change is made by the rehandling of shipments. All interchange ton- nage with the Boston & Worcester is made by through cars. Recently the Bay State and the Boston & Worcester have put into operation a through car service from Taunton to Worcester. This service is oper- ated generally one round trip a day for four days a week with extras when necessary. The cars do not go to the Copp's Hill terminal, but are diverted around the edge of the city from Mattapan on the Bay State to Chestnut Hill on the Boston & Worcester. This saves considerable congestion in the city, especially at the Copp's Hill terminal. Freight from points further than Taunton, such as Fall River, New Bedford, etc., is transferred to the through cars at Taunton. Similarly, freight west of Worcester is rehandled at that point. Bay State freight cars operate from Lund's Corner, New Bedford, into New Bedford freight terminal- over tracks of the Union Street Railway; also from State line (Providence) into Providence freight terminal over tracks of the Rhode Island Company. Through rates are established over two or more street railways, there being no interchange charge made. Rates. The rates on the first three classes and Rule 25 are practically the same as the steam railroad rates. The fourth, fifth and sixth class rates. Rules 26 and 28, are in general higher than the steam railroad rates. Opportunity for Development. Extensions. — Before showing possible extensions and improvements it may be well to look for a moment at the history of the electric freight service on the Bay State, especially in connection with the conditions attending the application for permits for maintaining this service in the various municipalities of this State. As stated in the general remarks concerning the trolley freight situa- tion in Massachusetts, the authority to become a common carrier in a municipality may be obtained in two ways: (1) by authority granted by the local authorities and approved by the Railroad Commissioners or Public Service Commission; (2) by approval of the Public Service Com- mission after adverse or non-action by the local authorities. The following tables show the conditions under which permits were obtained by the Bay State in Massachusetts cities and towns: — 1918.] SENATE — No. 300. Present Service, Points South of Boston. Granted by Local Municipalities and approved by Commission. 201 1 Abington. Avon. Boston. Braintree. Bridgewater. Brockton. Dedham. * Dighton. Easton. Fall River. Freetown. Hanover. Hingham. Holbrook. Hyde Park. i,» Lakeville. Middleborough. Milton. 1 New Bedford- North Hanover. Norwell. ^ Norwood. ^ Quincy. Randolph. Raynham. Rehoboth. Rockland. Seekonk. Somerset. Taunton. Walpole. 1 West wood. ^ Weymouth. Whitman. Rejected by Local Municipalities and granted by Commission. East Bridgewater. Hull, i West Bridgewater. Local Municipalities opposed — Have not petitioned Commission. Stoughton. 1 t No Petition fihd. Needham. ^ Proposed Service, Points North of Boston. (Service not yet inaugurated.) Chranted by Local Municipalities and approved by Comm,ission. Billerica. Lowell. Rowley. Burlington. Lynnfield. Rockport. Dracut. Methuen. Stoneham. Essex. Middleton. Tewksbury. Georgetown. Newbury. Tyngs borough. Gloucester. Newbury port. Wenham. Groveland. North Andover. West Newbury, Hamilton. North Reading. Wilmington. Haverhill. Reading. Rejected by Local Municipalities and granted by Comm,ission. Andover. Ipswich. Wakefield. Danvers. Lawrence. Woburn. Everett. • I 206 REPORT ON STREET RAILWAYS. [Feb. Opportunities for Development. Extensions. — The municipalities in this territory apparently favor the trolley freight service. All municipalities through which the Boston & Worcester obtained rights as a common carrier granted these rights themselves. The following are the towns: Framingham, Hudson, Marl- borough, Natick, Newton, Shrewsbury, Southborough, Wellesley and Westborough. The Boston & Worcester at the present time operates between all points on its line, and anticipates an extension of its service to the lines of the Worcester Consolidated and Springfield Street Railways. Co-ordination with Connecting Lines. — According to this company there is no lack of co-operation between the various street railways. With regard to possible co-operation with steam railroads, this company stated that it is very possible that such co-operation might result in a more efficient and economical handling of express and freight, but stated that this would be a matter which would be governed largely by local conditions. Boston Elevated. The Boston Elevated Railway operates principally as a terminal road in connection with trolley freight and express. The business of this company for the year ending June 30. 1916, amounted to $70,733. Addi- tional receipts from carrying newspapers amounted to about $7,000 during the same period. Territory. Routes. — This company operates the cars of the Bay State and the Boston & Worcester over its lines to the terminal at Copp's Hill Wharf. The Bay State cars are operated between Mattapan Square, Neponset bridge and Copp's Hill Wharf. The Boston & Worcester cars are oper- ated between Chestnut Hill and Copp's Hill Wharf. In addition to hauling the cars of the Bay State and Boston & Worcester, the Boston Elevated operates trailer tank cars from Copp's Hill Wharf to the Purity Distilling Company in East Cambridge. Terminals. — As mentioned elsewhere this terminal is owned by the Boston Elevated, the present cost amounting to somewhere between $575,000 and $600,000. The terminal is operated by the Bay State and the Boston & Worcester. Service. An average of 26 Bay State cars are operated daily between Mattapan, Neponset and the terminal. All average of 10 Boston & Worcester cars are operated daily between Chestnut Hill and the terminal. An average of 9 trailer tank cars are operated from 8 to 12 p.m. between the terminal and the distillery in East Cambridge. 1918.] SENATE — No. 300. 207 Other than the hauling of cars for these two lines, the Boston Elevated's only freight business of its own is, as above mentioned, handled in car- load lots, viz., trailer tank cars of molasses from the Copp's Hill terminal to Cambridge. Recently a spur track has been built to the Fish Pier in South Boston, where a shed will be built and through shipments of fish made over the Boston & Worcester and Bay State Railways. j Ni^^ Opportunity for Development. The Boston Elevated is desirous of extending the operation of freight cars of other street railways over its lines, providing such operation does not take place in the rush hours, and providing the company is not called upon to make large investments for freight terminals such as the one at Copp's Hill Wharf. The company believes that if more terminals are to be provided, they should be obtained by the installation of spur tracks into terminals already established, such as the case of the Common- wealth Pier development. The company has been handicapped in pro- viding such spur-track facilities, due to the weakness of highway bridges throughout its territory, and due to lack of funds for purchase of cars, etc. In the case of the Purity Distilling Company the cost of spur tracks, as well as the cost of trailer tank cars, was assumed by the distilling company. In addition to obtaining spur tracks to industrial plants there are cer- tain points in the down-town part of Boston that might be used for the standing of trolley freight cars during loading or unloading. Such points are the wholesale woolen and leather districts, etc. The extensions of service desired, as mentioned above, are mainly relative to shipments over other lines, for which the Boston Elevated would serve as a terminal company. Relative to a general express and package freight business in Boston, it is thought that the expense of handling merchandise to and from the cars would offset whatever saving might be made in the haul over the trolley lines. The business has therefore developed in a zone somewhat outside Boston, in a territory served by the lines of the Bay State to the south of Boston and the Boston & Worcester to the west of Boston. The following tables show which municipalities favored and which opposed the operation of a freight service on the lines of the Boston Elevated: — Granted by Local Authorities. Belmont. Brookline. Medford. Arlington. Boston. Cambridge. Chelsea. Granted by Commission. Newton. Watertown. Everett. Maiden. Somerville. I HmKl' 208 REPORT ON STREET RAILWAYS. [Feb. In obtaining trolley freight rights in Boston the company was opposed by an organization representing the owners of the local express companies, and to some extent by organizations of the teamsters. When it was found, however, that the company did not intend to enter into a general express business, comprehending a pick-up and delivery business, but merely intended to confine itself to a straight car haul, the opposition was gradually overcome. The various street railways co-operated in getting the trolley freight rights in this territory, and the Boston Elevated is dependent upon the outside street railways for making the shipments to points connecting with the Boston Elevated. The other companies, however, are depend- ent upon the Boston Elevated for obtaining terminal facilities on the tracks of its system. With reference to interchange with steam railroads, the Boston Ele- vated stated that in their judgment this was not practicable, for the reason that in general the tracks of a street railway are not adapted to steam railroad freight car equipment. It was thought that there would be considerable difficulty encountered in connection with the trans- mission of electric power for the operation of cars at the connecting points with the steam railroad lines. Brockton & Plymouth. The Brockton & Plymouth Street Railway received a revenue of S5,890.23 for its freight service for the year ending June 30, 1916. * I I' '*! Territory. RoiUes. — The following route is operated: Plymouth to Whitman. Terminals. — • Stations are maintained at Bryantsville, Hanson, King- ston, Plymouth and Seaside. The terminal at Whitman is maintained by the Bay State. Service. Schedule. — The service maintained between Plymouth and Whitman is two round trips daily, except Sunday, the one-way trip being about three hours. One freight car is in regular operation. The service is maintained in the daytime. A flat car is used as a trailer when necessary. Delivery. — Sidewalk delivery is made all along the line, with a charge of 1 cent per 100 pounds, the minimum charge being 5 cents. Commodities. — Milk is not handled, except occasionally. The bulk of the business is general merchandise. No carload lots are handled except as noted above. Interchange. Junction Points. — Interchange is made with the Bay State at Whit- man for points within the State. All shipments are rehandled. Through rates are established to points within the State, and there is no inter- change charge. This company has no direct connection with steam railroad lines. if 1918.] SENATE — No. 300. 209 Rates. The following table shows a comparison between the electric freight rates and the steam railroad rates: — First class, Brockton & Plymouth rates, 2 cents less per 100 pounds. Second class, Brockton & Plymouth rates, 1^ cents less per 100 pounds. Third class, Brockton & Plymouth rates, | cent less per 100 pounds. Fourth class, Brockton & Plymouth rates, | cent less per 100 pounds. The rates are highest on the fifth and sixth classes, but these are not less carload rates. The above data are exclusive of sidewalk delivery charges. Opportunity for Development. The freight service of this company was favored in its territorj% and all of the local authorities granted the rights. The towns are Hanson, Kingston, Pembroke, Plymouth and Whitman. The company states that they could and would like to handle more Boston freight, both in and out. They do not see any possibility of co-operation with steam railroads in such a way as to expedite the handling of freight. Connecticut Valley. The Connecticut Valley Street Railway Company, as well as its asso- ciated company, the Northern Massachusetts Street Railway Company, has a trolley freight service which produced a revenue for the year end- ing June 30, 1916, of $8,536. There was no milk revenue reported separately for this year. Territory. Routes. — This company serves the towns of Montague, Greenfield, Deerfield, Whately, Hatfield, Hadley, Amherst and Northampton. The main routes are (1) Northampton to Amherst, (2) Northampton to Green- field, (3) Greenfield to Millers Falls. At Millers Falls there is a break of 12 miles between the Connecticut Valley Street Railway Company and its associated company, the Northern Massachusetts Street Rail- way, at the terminal of that company at Orange. The connection be- tween the two companies at this point is taken care of by auto-truck express service. There is also auto-truck express service between Springfield and Northampton, so that the company can accept shipments in Springfield for delivery at points on its line or on the line of the Northern Massa- chusetts. Terminals. — Northampton, Amherst, Greenfield and Millers Falls are the principal terminals. This company, as well as its associated com- pany, the Northern Massachusetts Street Railway, is lacking in freight terminal facilities and equipment, so that the business cannot be con- H ii»r M ? 210 REPORT ON STREET RAILWAYS. [Feb. ducted at a minimum expense. However, it is not deemed wise to spend new money for this purpose, and therefore a large amount of business is being conducted without any substantial profit. Service, Delivery. — The class of business handled is confined to less than car- load lots, and both express and freight shipments are handled, the dis- tinction between express and freight shipments being that the express shipments are picked up and delivered, while the freight shipments are brought to the car by the consignor and taken from the car by the consignee. Interchange. Junctim Points. — As noted above, this is connected with its asso- ciated company, the Northern Massachusetts Street Railway, at Millers Falls by auto-truck express service between Millers Falls and Orange, a distance of 12 miles. There are no connections with steam railroads. Rates. The express tariff carries a higher charge than the freight tariff, and is a fraction under express company rates to common points. Conway Electric. The Conway Electric Street Railway Company received a revenue of about $6,500 for the handling of express, milk and freight for the year ending June 30, 1916. Of this the milk business amounted to nearly $1,250. The trolley freight business of this line has been to some extent different from that of other lines, since it has decreased nearly 50 per cent, since 1910. Territory. Jioides. — This company operates from Conway Village to South River (Deerfield) on the Boston & Maine, via Conway station on the New York, New Haven & Hartford Railroad. Termirials. — Its only freight station is located at Conway Village. Service. Schedule. — Five round trips daily are made from Conway Village to South River station. Two combination (passenger, mail and express) cars are used. Freight service is also performed in addition to the above, as requirements may demand, using small capacity trailers which are hauled by work-car equipment. The business is done in the daytime principally. Delivery. — Milk shipments are loaded en route. Shipments of coal and lumber are loaded and unloaded at side tracks constructed for this pur- pose. All other shipments are received and delivered at the freight station in Conway Village, or interchanged with the Boston & Maine or New Haven Railroad at their stations. 1918.] SENATE — No. 300. 211 Commodities. — As mentioned above, the milk revenue for the year ending June 30, 1916, amounted to nearly $1,250. In 1910 there was a milk revenue received of over $4,000. Shipments other than milk are made up of a considerable amount of coal and lumber. Interchange. Junction Points. — • The Conway Electric has no interchange with other electric railways. Interchange is made at South River (Deerj&eld) with the Boston & Maine, and at Conway station with the New Haven. Method. — The interchange business is entirely done by rehandling at the present time. Even lumber, coal, etc., which are carried in car lots on the Conway Electric, are transshipped from the steam railroad cars to special cars of the electric railway for this service. Formerly carload shipments were interchanged directly, but on account of the increasing capacity of steam railroad equipment the practice has been discontinued. Rates. No comparison of rates can be given, since there are no steam rail- road lines operating between the same points. The only through rates given are on milk shipments to Boston & Maine points. Opportunity for Development. The company received its permit to become a common carrier directly from the municipalities of Conway and Deerfield. The population of the towns in this vicinity has decreased, and the trolley freight business has fallen off materially. For this reason there does not appear to be any demand for increased faciUties of any sort, according to a statement of the company. Electric Express Company. The trolley express, milk and freight service for the Springfield, Worcester Consolidated, Milford, Attleborough & Woonsocket, Interstate Consolidated and Attleborough Branch Street Railways is handled under the name of the Electric Express Company. The following table shows separately the freight and the milk revenue for each of these companies for the year ending June 30, 1916: — • Freight. Milk. Springfield, Worcester Consolidated, . . Milford, Attleborough & Woonsocket, Interstate Consolidated, . Attleborough Branch, Total, $52,664 53 69,179 47 9,430 57 13,703 06 2,191 501 $147,169 13 $9,172 22 2.949 05 21 29 4 47 $12,147 03 Total. $61,836 75 72,128 52 9.451 86 13,707 53 2,191 50 $159,316 16 3 1 Frpight, $23.50; switching, $2,168. \,r t 212 REPORT ON STREET RAILWAYS. [Feb. Territory. Routes. — Service is maintained between Springfield and Worcester, Worcester and Providence and intervening points on the various lines included under the Electric Express Company. Terminals. — The principal terminals are at Springfield and Worcester. Other freight stations are located at Attleboro, Brimfield, Charlton City, Clinton, Fiskdale, Franklin, Huntington, Leominster, Milford, Monson, North Attleborough, North Wilbraham, Palmer, Plainsville, Russell, Southbridge, Uxbridge, Ware, Westfield and Woronoco. f Service. Schedule. — Daily service is given from Springfield, Worcester and Providence, with twenty-four-hour delivery to most points on the lines. Night service is given between Springfield and Worcester, Worcester and Providence. The following schedule shows the equipment in operation: — Springfield : — 10 daily scheduled freight cars (2 of these are combination milk and freight cars). 1 electric locomotive shifting. 2 sand and gravel cars. Palmer: — 1 electric locomotive shifting. Southbridge : — 1 electric locomotive shifting. 8 flat lumber cars. Worcester: — 9 daily scheduled freight cars (1 combination milk and freight). Attleborough Division : — 6 daily scheduled cars from Providence (freight). 1 electric locomotive at Attleboro. Although most of the freight is transported by day, night service is being developed, and there are four night cars scheduled. Trailer cars are now on order, and when they are delivered a trailer service will be put into operation. Delivery. — Freight is accepted along the lines in small towns where street deliveries are made. Milk is delivered to milk cars by farmers at various points, by previous arrangement. No teaming is done by any of these street railway companies. Freight is received and delivered at sidings or spur tracks along the lines. Shipments are accepted for final delivery by other carriers. During the embargo periods on steam railroads assistance was given by the street railways in this respect. Commodities. — Carload shipments are handled on the regular freight cars by special arrangement. Carloads of lumber are being handled on 1918.] SENATE — No. 300. 213 flat cars on the Charlton Division. Carloads (in steam railroad cars) are handled at Springfield. Separate tonnage is not available, but carload shipments on the regular freight cars of these companies (not including the lumber flat cars) would form but a very small part of the gross tonnage. Most of the shipments handled, other than milk, would be classified as "general merchandise." Interchange. Junction Points. — The following list shows the junction points, to- gether with data as to connecting lines, etc. : — • Springfield: Connection with Hartford & Springfield Street Railway Company. Providence: Connection with the Providence Boat Line, Rhode Island Company, and Bay State Street Railway Company. Worcester: Connection with Boston & Worcester Street Railway Company and points on Bay State Street Railway Company. (Intra- state shipments only.) Fitchburg: Connection with Fitchburg and Leominster Street Rail- way Company and Northern Massachusetts Street Railway Company freight services. (Intrastate shipments only.) Interchange is made with steam railroads, carload lots, at the following points: Springfield, Palmer, Southbridge, Oxford Heights and Attleboro. Methods. — Rehandling of shipments is necessary, but through service from Boston to points on the lines is contemplated. Through rates are made between points on the lines of the five asso- ciated companies, but not to foreign lines. At Worcester a terminal charge is made to connecting line. At Provi- dence and Fitchburg a terminal charge is made against the Electric Ex- press Company. Rates. The rates are about the same as those on steam roads, except on fifth and sixth class shipments, in which case the trolley freight is higher. Opportunity for Development. There has been very little opposition to the establishment of the trolley freight service of the five lines associated under the Electric Express Company. The following tables show to what extent the municipalities granted trolley freight rights directly to the street railway companies: — ffil I I •i ii 214 REPORT ON STREET RAILWAYS. [Feb. Granted by the Local Authorities. Agawam. Huntington. Shrewsbury. Attleboro. Lancaster. Southborough. Auburn. Leicester. Southbridge. Bellingham. Longmeadow. Springfield. Berlin. Ludlow. Sterling. Boylston. Marlborough. Stock bridge. Brimfield. Miilbury. Upton. Charlton. MUford. Uxbridge. Chicopee. Monson. Ware. Clinton. North Attleborough. Webster. East Longnieadow. Northborough. West borough. Fitchburg. Northbridge. West Boylston. Franklin. Oxford. Westfield. Grafton. Plainvilie. West Springfield Hoped ale. Russell. Wrentham. Hudson. Granted by the Public Service Commission. Blackstone • Webster. Leominster. Worcester. Palmer. . Not granted by the Local Authorities. Holden. Spencer. The following statement shows to what extent extensions and co- ordination with other lines is desired: — Springfield Division. — We desu"e to extend service to Holyoke Street Railway Company, Northampton Street Railway Company, and to the already established freight service of the Connecticut Valley Street Railway Company; also to connect with proposed freight service of Ware & Brookfield Street Railway Company. Worcester Division. — We desire to connect with the Grafton & Upton Railroad at North Grafton in order to shorten our route from Worcester to Milford and Providence; also to extend through Spencer to proposed freight service of the Worcester and Warren Street Railway Company. Attleborough Division. — We desire to connect with the Bay State Street Railway Company's lines at Taunton by operating over the Taunton & Pawtucket Street Railway Company's line. (This line recently was sold to a wrecking firm.) Co-operation between street railways and steam raihoads is desirable, particularly in the handling of carload shipments destined to private sidings on street railway lines. The fact that such sidings may be installed enables a manufacturer to conduct a large business not neces- sarily situated along the right of way of steam railroads. This relieves industrial congestion and benefits sections not situated on the railroad. 1918.] SENATE — No. 300. 215 Fitchburg & Leominster. The Fitchburg & Leominster Street Railway had a trolley freight business amounting to $10,633.71 for the year ending June 30, 1916. Territory. Routes. — Trolley freight service is operated on the following routes: Fitchburg to Gardner, Fitchburg to Lunenburg, Fitchburg to Ayer via North Leominster and Shirley. The Northern Massachusetts operates cars from Orange to Fitchburg via At hoi, Gardner and West Fitchburg. The Worcester Consolidated Company operates cars from Worcester to Fitchburg, operating over the Fitchburg and Leominster tracks between Leominster and Fitchburg. Terminals. — The main terminal is located at Fitchburg, at which town is located also a side track of a steam railroad. An agency station is maintained at Lunenburg at one of the stores. Service. Schedule. — The following regular trips are made: Fitchburg to Gard- ner, 1 round trip per day; Fitchburg to Lunenburg, 1 round trip per day; Fitchburg to Ayer, 1 round trip per day. The Northern Massachusetts service for Fitchburg is as follows: Orange to Fitchburg, 1 round trip per day. The Worcester Consolidated service is as follows: Worcester to Fitch- burg, 1 round trip per day and occasional extras. The following equipment is used: Fitchburg and Leominster, 2 freight cars; Northern Massachusetts, 1 freight car; Worcester Consolidated, 1 freight car plus extras. These cars are all operated in the daytime. Delivery. — Freight is deUvered along the line whenever practicable. If freight is bulky, consignor or consignee must receive or deliver at freight station. Shipments are forwarded by railway express companies in some cases. The company does no teaming in connection with its service. Commodities. — Carload lots are handled infrequently under special arrangement. The tonnage of such carload lots is negligible, compared with the tonnage of less carload lots. Interchange. Junction Points. — Interchange is made with the Worcester Consoli- dated at Fitchburg and Leominster, and with the Northern Massachusetts at West Fitchburg (Waite's Corner). This company has no direct inter- change with a steam road, although there is a side track of a steam rail- road near the freight station at Fitchburg. Methods. — Cars are carried through on the lines of the other companies. Through rates are established with the lines of these other companies, — namely, the Worcester Consolidated and the Northern Massachusetts. li ; I I ! ^ \ ■ 1' !■• \ 216 REPORT ON STREET RAILWAYS [Feb. Rates. The rates are slightly higher than the steam railroad freight rate in most instances, and the same in others as the steam railroad rates. Opportunities for Developpment. All of the cities and towns through which electric freight service is maintained have favored such service and have granted rights themselves. These cities and towns are as follows: Ayer, Fitchburg, Leominster, Lunenburg and Shirley. This company is willing and ready to do all the business that can be secured with the connecting lines. In conjunc- tion with the Lowell and Fitchburg this company has endeavored to ex- tend the through service into Lowell, but the Bay State has so far been unable to co-operate to such an extent that this object might be attained. HOLYOKE. The trolley express, milk and freight business done by the Holyoke Street Railway for the year ending June 30, 1916, amounted to $14,491.24. Of this the milk revenue amounted to $2,751.65. Territory, Routes. — The route operated is from North Amherst to Holyoke, through Amherst, South Amherst and South Hadley. Terrninals. — Nb freight stations are maintained. Service. Schedule. — One round trip is made daily between North Amherst and Holyoke, the trip taking about one hour and thirty minutes. One milk ^ car and one freight car are regularly used; occasionally a flat car is also used. Delivery. — There are no stations maintained, but milk and freight are delivered to and from the car. Commodities. — As above mentioned, the milk business for the year ending June 30, 1916, amounted to $2,751.65. The freight is made up principally of general merchandise. The only carload lot business is the hauling of loaded freight cars from the Boston & Maine freight house at Amherst to the following points: North Amherst power station, Plum Tree switch, Sunderland (Warner's siding) and South Amherst (Sher- man's siding). Trap rock is hauled on street railway freight cars between Notch Quarry and the following points: Amherst, North Amherst power station, Plum Tree switch, Sunderland and Pelham. The switching tariff states that no cars over 30 tons' capacity will be hauled over the lines of this company. 1918.] SENATE — No. 300. 217 Interchange. Junction Points. — The Holyoke Street Railway does not interchange with any street railways. It does, however, switch cars from the Boston & Maine line at Amherst, as above noted. Rates. No information is given concerning a comparison of freight rates on this line as compared with steam lines, since the company does not oper- ate between the same points as the steam lines. Opportunity for Development. The municipalities through which the Holyoke Street Railway Com- pany operates the trolley freight service favored such service and granted rights for the same. They are as follows: Amherst, South Hadley and Sunderland. The city of Holyoke, a number of years ago, opposed grant- ing this company a freight franchise. Since that time there has been no endeavor on the part of the company to get such a franchise. Re- cently the citizens of Holyoke have expressed the desire that this company apply for a franchise for trolley freight service. The statement is made that the company is not desirous of extending its milk and freight service at the present time. The Springfield Street Railway Company and the Connecticut Valley Company have discussed the matter with this company relative to the hauling of freight and ex- press over the lines. Under present conditions the Holyoke company does not care to add this interchange ser\dce to its present freight service. Massachusetts Northeastern. The Massachusetts Northeastern Street Railway received for the year ending June 30, 1916, a revenue of $2,913.50 for express. This business consisted of the handling of small packages, limited as to size and weight, upon its regular passenger cars. There are no terminals, established running times nor freight stations. The company has not sought rights of the various municipalities for the operation of regular trolley freight service. It is thought by the company that co-operation with steam railroads might expedite shipments under certain conditions. Middlesex & Boston. The revenue from trolley express for this company for the year ending June 30, 1916, was $2,682.57. Territory. Routes. — Express business is maintained in conjunction with the local express company at South Framingham. A car is operated from South Framingham through Ashland and Hopkinton to Westborough. w fi'(?f ■J 1 t 1 ^ ' I if I m Hi 218 REPORT ON STREET RAILWAYS. [Feb. Terminals. — There are no regularly established freight terminals. At Ashland and Westborough local agents receive and deliver from the car. At South Framingham the business is done in connection with the local express company. Service. Schedule. — One round trip per day is operated between South Framing- ham and Westborough. This operation includes about 26 miles of serv- ice per day. There is but one express car in operation. Delivery. — At Ashland and Westborough teamsters deliver and re- ceive express matter. Freight is not delivered at other points. Ship- ments are received for points not on the lines of this company and for- warded by express. Commodities. — The shipments are general merchandise. \ Interchange. This company does no interchange business either with street railways or steam railroads. Opportunity for Development. The various towns in which this service is maintained granted rights to the company themselves. These municipalities are Ashland, Billerica, Concord, Framingham, Hopkinton, Natick, Sherborn, Waltham, Water- town, Wellesley and Westborough. The company states that it has never appealed to the Railroad Com- missioners nor to the Public Service Commission for action after being refused by the local authorities. Certain towns which are served by this railway have refused permits for freight and express. This opposition was generally made at the instance of the local expressmen. The company states that the advent of the motor truck has eliminated the possibilities for development of trolley express in the territory served by this company. The cities and towns served by this company are not so far from Boston but what they can haul the shipments them- selves and deliver them to the various consignees, rather than, by shipping them by cars, entailing a separate teaming service at Boston. New Bedford & Onset. The trolley freight business of the New Bedford & Onset Street Rail- way for the year ending June 30, 1916, amounted to $11,432.67. Of this the milk and parcel revenue was $1,241.68. Territory. Routes. — The route operated is New Bedford and Mattapoisett, Marion, Wareham and Onset; also Bourne and Buzzard's Bay. f 1918.] SENATE -- No. 300. 219 Service. ScheduU. — A daily service is operated to Mattapoisett and Marion, Wareham and Onset; weekly service to Bourne and Buzzard's Bay. One freight car is in regular operation, milk and express being handled on passenger cars. Delivery. — Prepaid freight, express and milk delivered to any pomt on line designated by shipper. Commodities. — As above mentioned, the milk service for year endmg June 30, 1916, was $1,241.68. The remainder of the business was general merchandise. No carload lots are handled. Interchange. Junction Points. — Interchange is maintained at New Bedford with the Union Street Railway and with the Bay State Street Railway. Methods. — AW through shipments are rehandled at New Bedford. Through rates are established ^ith these other lines, but there is no inter- change charged. This company has no dkect connection with steam railroad lines. Rates. The steam railroad rates are somewhat lower, but additional carting is necessary where steam railroad service is used. Opportunity for Development. All of the towns where trolley freight service is maintained have granted the rights themselves. These towns are as follows: Bourne, Marion, Mattapoisett, Middleborough and Wareham. The company states that at present there are no extensions of the service that it desu-es to make, nor any additional interchange points that could be developed. With regard to co-operation with steam railroads the company thinks that as a general proposition such co-operation would facilitate the handUng of shipments. Northern Massachusetts. The Northern Massachusetts Street Railway Company has a trolley freight service which produced a revenue for the year ending June 30, 1916, of $18,945. The milk revenue for the year was only $129. Territory. Routes. — This company serves the towns of Orange, Athol, Phillipston, Templeton, Gardner, Westminster, Winchendon and Fitchburg, and in addition has a physical connection with the Boston & Maine Raihoad and the Boston & Albany. The principal routes are between (1) Gardner and Orange, (2) Gardner and Fitchburg and (3) Gardner and Winchendon. Terminals. — Ormge, Gardner, Fitchburg and Winchendon are the principal terminals. I if I 220 REPORT ON STREET RAILWAYS. [Feb. Interchange. Junction Points. — At Orange the Northern Massachusetts Street Railway Company is connected with its associated company, the Con- necticut Valley Street Railway, by auto-truck express service between Orange and Millers Falls, a distance of 12 miles. This company has a physical connection with the Boston & Maine Railroad at Gardner and the Boston & Albany at Templeton, and a carload lot business is conducted. Shelburne Falls & Colrain. The Shelburne Falls & Colrain Street Railway Company did a business of $16,272.45 in connection with their trolley freight service for the year ending June 30, 1916. Of this, the milk revenue amounted to $975. Territory. Routes. — The route operated is between Shelburne Falls and Colrain. Terminals. — The main terminals are at Shelburne Falls and Colrain. Other stations are located at Griswoldville, Lyonsville and Shattucks- ville. Freight houses are maintained at Lyonsville and Colrain. At Shattucksville and Griswoldville private companies are the chief con- signees. Service. Schedule.— 'YouT round trips per day are made between Shelburne Falls and Colrain, — about a forty-minute run. But one freight car is operated by this company, — a combination passenger and express car. A switching service is maintained at Shelburne Falls with the Boston & Maine. Freight cars are hauled from this point by the company over its lines. Commodities. — About one-half the business of this company is the handling of carload lots from the interchange at Shelburne Falls. The milk business, as noted above, amounted to $975 for the year ending June 30, 1916. General merchandise, including much coal and cotton piece goods, constitutes the freight. Interchange. Junction Points. — This company does not interchange with any other street railways. It does interchange, however, at Shelburne Falls directly with the Boston & Maine, as noted. This is a carload lots business, the cars of the railroad being hauled over the street railway company's lines. Oppoftunity for Development. The authority to become a common carrier was granted in a special act, upon incorporation, approved Feb. 15, 1896. The company states that the interchange arrangements with the Boston & Maine at Shelburne ! ii 1918.] SENATE — No. 300. 221 Falls are very satisfactory, and make it possible for them to render very- good freight service to the various towns on its lines. There are no other electric lines near by with which interchange can be established. Swansea & Seekonk.* The service maintained by the Swansea & Seekonk Street Railway Company, successor to the Providence & Fall River Street Railway, is from Fall River to Providence. This line goes through Seekonk, Barney- ville. North Swansea and Swansea Center. From Swansea the cars are run into the terminal at Fall River, owned by the Union Street Railway, over the Bay State lines. In Providence the cars are carried into the Rhode Island terminal by the Rhode Island company. In connection with the Union Street Railway through cars are operated from New Bedford to Providence, this run being made over the Union between New Bedford and Fall River, and over the old Providence & Fall River from Fall River to Providence. At the present time probably about five round trips per day are made between Fall River and Providence over the Swansea & Seekonk, some of these being through cars, as men- tioned above, operated in connection with the Union from New Bedford to Providence. Union. The Union Street Railway operates a trolley freight service, having a revenue for the year ending June 30, 1916, of $44,162.85. Territory. Routes. — The principal service is between New Bedford and Fall River. Terminals. — The freight terminals are located in the above two cities. Service, Schedule. — Yive round trips daily are made between the freight stations in New Bedford and Fall River. The running time is one hour. Six freight cars are used on this service. Delivery. — In the towns deliveries are made along the line, but in the city deliveries are made only at the freight stations. The company does not do any teaming in connection with this service. Shipments are forwarded by express to points on other lines. Commodities. — General merchandise is transported principally. Interchange. Juiction Points. — Interchange is made with the Bay State at New Bedford and at Fall River. The New Bedford & Onset is interchanged with at New Bedford. Method. — Shipments are rehandled at these points. Through rajbes are established with these lines. No interchange charge is made. 'I •u 1 Operating the line which was formerly the Providence & Fall River. t i 222 REPORT ON STREET RAILWAYS. [Feb. > ' m Rates, The rates on the Union are said to be generally lower than steam rail- road rates. Express rates on the railroads may be referred to in this case rather than freight rates. Opportunity for Development. Extensions. — The trolley freight service has been favored by the various towns, but at present no extensions are necessary. All of the following cities and towns granted rights to the street railway themselves: Dartmouth, Fall River, New Bedford and Westport. Co-ordination with Connecting Lines. — The Union states that there is a possibility that more co-operation between street railways and steam railroads might result advantageously. 1918.] SENATE — No. 300. 223 Appendix E. MUNICIPAL OWNERSHIP OF STREET RAILWAYS. MUNICIPAL STREET RAILWAYS IN THE UNITED STATES. Municipal ownership of the street railways in the United States includes less than one-quarter of 1 per cent, of the total of over 40,000 miles of track operated. Aside from a few pos- sibly isolated cases of no practical significance, the following table shows the municipally owned lines in 1917 and their single-track mileage: — I Alexandria, La., municipal railway, K Bismarck, N. D., Capitol car line, Lincoln, 111., municipal railway, . Monroe, La., street railway, . Pekin, III, city municipal railway, San Francisco, Cal., municipal railway, Seattle, Wash., municipal street railway, St. Louis, Mo., water works railway, . Tacoma, Wash., municipal railway, Yazoo City, Miss., PubUc Service Commission, Total, Miles. 7.0 1.5 3.5 10.0 3.0 44.0 17.0 7.0 1.0 4.0 98.0 These lines are all municipally operated with the exception of the Tacoma municipal railway, which is operated by the Tacoma Railway and Power Company under a seven and one-half year lease. Information was requested from nearly all of the above cities, and the detailed information which follows was received in part directly from the cities. Additional data have been secured from other sources, such as the professional magazines, etc. San Francisco, Cal. The municipal railways of San Francisco comprise a total of 44 miles of single track, or approximately 14 per cent, of the total of about 315 miles for all lines in the city. i ' I m 224 REPORT Ox\ STREET RAILWAYS. [Feb. } >4 [I ■i J5Jar/i/ History. Although the municipal operation of street railways in San Francisco did not actually begin until December, 1912, the proposition first came up as early as 1896 in connection with the effort of the Geary Street, Park & Ocean Railway to secure a fifty-year extension to its franchise on Geary Street, which was to expire in 1903. The board of supervisors called for bids for a renewal of the franchise on Aug. 3, 1896. Several district improvement clubs opposed to the private ownership of the line secured an injunction from the Superior Court, and prevented the board of supervisors from opening the bids received. For some time the matter remained at a standstill as far as the railway was concerned, until in June, 1898, the company made another application for a fifty-year extension. The same oppo- sition was encountered as before. One of the first moves on the part of the advocates of munic- ipal ownership subsequent to the second refusal of the city to extend the franchise of the Geary Street, Park & Ocean Rail- way was to propose a bond issue to secure funds for the recon- struction of this line by the city. At this time the company operated cable cars. It was proposed to convert this line into an electric road and extend it and to make further extensions to it. The proposition was submitted to the voters on Dec. 2, 1902, and the number of voters favoring the bond issue fell short of the necessary two-thirds. Shortly after this, in Febru- ary, 1903, the railway company made its third application for a fifty-year franchise and was again defeated. The result pre- pared the way for a second bond election on Oct. 8, 1903, and at this time the proposition again failed to carry. On Nov. 6, 1903, the franchise of the Geary Street, Park & Ocean Railway expired. On the advice of the city attorney no written agreement was entered into between the city and the railway, but the latter immediately paid 5 per cent, of its gross earnings into the city treasury in return for permission to run its cars. This arrangement lasted until May, 1906, when the board of supervisors declared its intention of rebuilding the road without recourse to a bond issue. For this purpose $325,000 with which to begin the proposed work was appropriated the following month from the city budget. Plans and specifications were made by the city engineer. Construction contracts were being prepared, and all was in readiness for actual construction 224 REPORT ON STREET RAILWAYS. [Feb. Early History. Although the municipal operation of street railways in San Franeisco d.d not actually begin until December, 1912 the T^TT^T ^'""' "P ""' ""''-^ "^ '^^^ '" connection with the effort of the Geary Street. Park & Ocean Railway to secure a fifty-year extension to its franchise on Geary Street, which was to expire m 1903. The board of supervisors called for bids"' a renewal of the franchise on Aug. 3. 1896. Several district improvement dubs opposed to the private ownership of the line re"b„« 7 f"'""'*'" ''"" '^' ^"P*""^ Court, and prevented the board of supervisors from opening the bids received. For some time the matter remained at a standstill as far as the railway was concerned, until in June. 1898. the company made another application for a fifty-year extension. The same oppo- sition was encountered as before. One of the first moves on the part of the advocates of munic- ipal ownership subsequent to the second refusal of the city to extend the franchise of the Geary Street, Park & Ocean Rail- way was to propose a bond issue to secure funds for the recon- struction of this line by the city. At this time the company operated cable cars. It was proposed to convert this line into an electric road and extend it and to make further extensions lono ^ foPosition was submitted to the voters on Dec. 2. 1902 and the number of voters favoring the bond issue fell Irv ion. !."''T"^ two-thirds. Shortly after this, in Febru- ary 1903. the railway company made its third application for a fifty-year franchise and was again defeated. The result nre- pared the way for a second bond election on Oct. 8. 1903. and at this time the proposition again failed to carry On Nov. 6. 1903, the franchise of the Geary Street. Park & Ocean Ra.lway expired. On the advice of the city attorney no wrtten agreement was entered into between the city and the railway, but the latter immediately paid 5 per cent, of its gross earnings into the city treasury in return for permission to run Its cars This arrangement lasted until May. 1906. when the board of supervisors declared its intention of rebuilding the road without recourse to a bond issue. For this purpose S325.000 •wi h which to begin the proposed work was appropriated the following month from the city budget. Plans and specifications were made by the city engineer. Construction contracts were being prepared, and all was in readiness for actual construction "i ^ .QjJ)EN GATJS -LEGEM)- ~ MUNICIPAL RAILWAY DOU '■• •' •* SING BLE TRACK EXISTING SINGLE DOUBLE SINGLE ■" •' *' MOTOR BUS ROUTE ' ■— UNITED RAILROADS DOUBLE TRACK EXISTING — •' '• . SINGLE ■■" CALIF. ST. CABLE RY. DOUBLE TRACK — BOUNDARY LINE-TWIN PEAKS TUNNEL ASSESSMENT DISTRICT. NAP €ITY & BOUNTY OF m 1918.] SENATE — No. 300. 225 work, when the earthquake and fire of 1906 occurred. The records, plans and estimates were completely destroyed, and negotiations were temporarily abandoned. In 1907 the proposition was again advanced, but a second appropriation of $720,000 for rebuilding a portion of the road was declared illegal by the Superior Court. A proposal to issue bonds to the extent of $1,950,000 for the new line was sub- mitted to the voters on June 24, 1909, and fell short of the necessary two-thirds vote by 203. Another election was called for December, 1909, however, and two municipal railway bond issues were submitted to the people. One provided for $1,900,000 of bonds to construct an electric line on Geary Street from Market Street to the ocean; the other was to furnish $120,000 with which to construct the line down Market Street from Geary Street to the Ferries, a total of $2,020,000. Both propositions carried by a vote of about 3 to 1. To bring about a popular vote in favor of municipal owner- ship, therefore, four municipal railway special elections were held. The Geary Street, Park & Ocean Railway immediately brought suit in the Superior Court to restrain the city officials from selling the bonds, on the grounds that the city had exceeded its legitimate rights in authorizing the issues. The courts de- cided against the railway and held that the bonds were valid in every respect. Construction begins. After the bond sales began in July, 1910, plans and speci- fications for roadbed construction and overhead equipment were prepared by the city engineer, and actual construction work commenced in the summer of 1911. In 1913, 15.08 miles of single track had been completed and put in operation. Forty- three new cars had been purchased, and a reinforced concrete carhouse had been built and fully equipped. 'I'^l Geary Street Municipal Railway. In a report to the board of public works in 1913, Leonard Levi, head bookkeeper of the board, and in charge of the accounts of the municipal railway, gave the total cost of the railway at that time as being $1,680,255. This figure did not include any allowance for the $350,000 spent for plans prepared prior to the earthquake and fire of 1906, nor the cost of the four special i 1 226 REPORT ON STREET RAILWAYS. [Feb. elections, amounting approximately to $91,905. In the' cost for llTLr"^ specifications was included $32,418. The sum of $35,984 was allowed for engineering and expense charges, which IS only 2.1 per cent, of the total cost. 1 ?nnZI '^" "^'^^ "''^'''^ ^''- ^^^ ^^^^' '^' ^^"^P^^y -P-^ated 1,300 868 passenger car miles. Total passengers carried amounted to 9 723,177, mcludmg full-fare revenue passengers, 8,882,996, half-fare revenue passengers, 49,035, revenue transfer passengers, 49,543, non-revenue transfer passengers, 631,363, and non- revenue passengers, 110,240. In figuring the profits for the year the finance committee stated that it added such charges as would have been made against a private corporation, as re- quired by the charter. These charges include legal and clerical services furnished by various departments of the city govern- ment, and taxes none of which are paid for by the railway. Ihe profit on operations for the year, including such charges was $45 304 The net profit shown when no allowance is made for legal and c erical services estimated at $4,588 and taxes at $3o,454 was $85,346. Additional Bond Issue. At an election held on Aug. 26, 1913, an additional bond issue of $3 500,000 was voted for the construction of new lines on Van Ness Avenue, Stockton Street, Eleventh Street and TZl^.^^" "'^f .^^"''^ ^'''''' ^^^ '^' reconstruction of the lifth Street and California Street line, and the taking over of ^t^he Lnion Street line whose franchise expired in December, On Dec. 11, 1913, the Presidio & Ferries Street Railroad Company, commonly called the Union Street line, was taken over by the city, the franchise having expired Dec. 10, 1913 Ihe franchise price was determined at $312,535.72. A board of arbitration fixed the value of all property purchased upon a reproduction cost basis minus depreciation. Following the Geary Street example the city purchased new cars and reconstructed the roadbed The city under the terms of purchase took over from the old company equipment, stores, track, extra rails, switches and 29 cars. The purchase included the entire 3.78 miles of double track. In 1914 the city began running the mes to the exposition grounds. The city now has a trolley line from the Presidio to the Golden Gate, through the main wholesale district, north beach and Harbor View section 1918.] SENATE — No. 300. 227 Tunnels. The Stockton Street tunnel was completed and put into opera- tion in December, 1914, at a contract price for total construc- tion of $337,000. The amount assessed to property owners because of this tunnel was $600,000. Through it a trolley line is laid to join Market Street and the Geary Road with the Presidio and Ferries Street line, otherwise known as the Union Street line, thereby connecting the center of the city with the north beach and exposition grounds. The Twin Peaks tunnel was recently completed at a cost of approximately $4,000,000, In order that transportation may be hastened west of the Twin Peaks tunnel, the city is trying to make arrangements with the United Railroads for the use of its tracks by the city's cars. A temporary mileage basis is pro- posed by City Engineer O'Shaughnessy for rental payment until the acquisition of the Parkside lines of the entire United Rail- roads system, which is now under discussion. Fares. The regular cash fare is 5 cents. School tickets are sold, as required by the State law, at half rate. Wages. The charter provides that city employees cannot be paid more than the limit of like employment elsewhere. In June, 1917, the scale of wages for platform men was 37§ cents an hour. The men are allowed to work only eight hours a day. While the exposition was open and the business was heavy the men worked seven days a week. When the exposition was closed the working time was reduced to six days a week. Mechanics are paid according to the union wage scale prevailing in the various branches to which they belong. Financial Results. It will be noticed from the accompanying tables that the net profit was as follows: for the year ending Dec. 31, 1914, $112,- 475.79; for the year ending June 30, 1915, $82,135.30; and for the year ending June 30, 1916, $74,767.65. In a note given at the bottom of the statement it is said that the true net profit for the year should be the net profit as indicated above, ex- clusive of taxes and comparison charges for legal and clerical I h'? 228 REPORT ON STREET RAILWAYS. fFeb. services. Although the municipal railway does not have to make any payments for taxes or legal and clerical services, the proper basis for comparing the real earning capacity of the property under municipal ownership and private ownership is the net profit, which has been properly determined after allowances have been made for taxes and legal and clerical services, all of which would have been borne if the company were privately owned. Depreciation. The allowance for depreciation and renewals is computed at 14 per cent, of the gross operating revenues instead of on annual percentages or physical value of the property. The rate of 14 per cent, is arbitrary, being based on Chicago experience as reported by B. J. Arnold (12 per cent.), and the opinion of V. t. Wilcox as expressed in a paper on "Elements of a Con- structive Franchise Policy." There is added 4 per cent, on the gross revenue for injuries and accidents, this percentage being based on the experience of the United Railroads of San Francisco. Sinking Funds. At the present time there are two municipal railway sinking funds m operation, - one, the Geary bond redemption fund amounting to $95,000 per annum, and the other, the Market Street redemption fund of $6,000, making a total of $101 000 per annum. In addition to these two sinking funds already in operation there is one for the municipal street railway having a bond issue amounting to $3,500, which begins on Dec 1 1918, at the rate of $100,000 per annum. Future Development. Arrangements are now being made for the purpose of estab- lishing a plan for purchase by the city of the entire United Kailroads system. This system comprised 269.92 miles of single track in 1912. Three separate valuations of the property are being conducted by the Railroad Commission, the city engineer and the United Railroads. All of these valuations are making favorable progress. Although the plan for payment in case of sale to the city has not been agreed upon, a firm of financial and legal experts representing the majority of the stockholders has suggested that the payments be distributed over a term of years. 1918.] SENATE — No. 300. 229 Pbriod. To.a. P^fit. j CgJPa^i- Net Profit after deducting Comparison Charges. Dec. 28, 1912. to Dec. 31, 1913, twelve months, Jan. 1, 1914, to June 30, 1914, six months, July 1, 1914, to Dec. 31, 1914, six months, Jan 1, 1915, to June 30, 1915, six months, July 1, 1915, to June 30, 1916, twelve months. Total $85,345 80 106,899 26 110,629 77 117,527 66 250,663 86 $671,066 35 $40,041 33 46,897 55 57,167 91 88,854 22 175,896 21 $408,857 22 $45,304 47 60,001 71 53,461 86 28,673 44 74,767 65 $262,209 13 Note. — The municipal railway pays no taxes, nor is any payment made for services rendered to the municipal railway by other departments of the municipal government. The above accounts include the comparison charges required by Article 12. section 16, paragraph 3 of the charter. '^m I I •l!f a X 230 REPORT ON STREET RAILWAYS. o o CO HH O < o < t3 [Feb. ^ e>9 oo us 0)00 o o r:- a CO o* 00 s Ob Oioo t>.oo b- CO .H t> •-I •s ts o > CO tA U3 r' us CO < t^ 0> C* 1— I CO t>" < lUS 55 s WO?4 s t^ tN.e<»-»t< to «O00 -H c^ t>. t^— lb- * «• «» 1-1 CO 00 CO CO r^ C^ copoccoooocoe^us U3-^COQ'-H>J00t-- O t>- 00 ^^ CO OiC^ t*^ "s CO us lo CO P0< ■>* OS us»o >0 '^ lO U3 00 t-H o» t^ ecoTesT ous -H n C CO n ^H c^ •• s o eo eo 00 00 us f-i eo us 00 CO ous a ■^ a o u »4 o 00 us oor- CO ©To CO us •^ o ooeo WOi-i e^ eo ^^ U3 USOO"** ^ CO eocous 00 »— 1 1-1 t^4 MI^-OO ^ if^ SS 2 eo us 00 eq 1-1 00 CO ^•^OO «t>.00 eo ,^ a 03 e>»eoi>»couscooo» t>'ecooouscoou3 ust^oo»ot>»eooo<3j i-iOOOlOOOOScOuS O ■^ -H Tf< •^COOCO «» OUS us 05 OOUS 00 CO Oi CO oo» CO 00 a-* U3 US e^ CO -iO> •^00 COi-H ^H ^^ T^t^ ' ' us CO e^i U3 00 C4 COO — (C^ •» a a> a a o > *« a c a o .£3 O a o a a o >» .a r fe c3 CO 1— I C3 O O 01(M 2 COCO CO o 00 eo lis 1^ ^•^ *-l 00t« CO »-ieo U5 ooe^ CO t>. ^ 00 OCO CO GO s s 00 U3 US o o CO CO 2 Ih (h a o t^coooooor^o^tt COO'^OOi-i'^OOO e>»cst3icocpT»»oooo US0CCOCOU5t>'»-cGn OOOOOOcot>-OcO t-^co NCOOO eo u? »o o 1-ico 55 g ft a 8 8 -a o u a Q. o a a > « «= 2 . _ 1^9^ I g ll 8 • « • OOJ usevi usot^i-i Ot^coeo ^»Ococo )usio ^H eo 001 CO CO ■ 9 in g CO 3 00 ,, o a o ® ^ © •- o ©*e-^ B-S*© ©i«S^ otS 0*0 o o c o •1-1 eS ■c o O. w a as (h © . a is o 00 •-a c9 S © c • p-1 ■*-> e3 O J a © C M © C3 > © ^ a S)0 S. © =* 2 M C cS C o e © (4 8© _ aw •™00 "^ CCS w >^ ^ C.2S e! 03 o'- c oo © ©H ©•g ga © a *- o .S© 2§ © u 0.C O-" ©73 ^ o a „ d g s o Be !co a 8 a © c d • o a § © Q) CO « " us © © C-S^-S © c3 © ^ 55 «, 2-3 (D -M © 5 rt.9 « § 00 2 a aZ: © oqSSPm Q W4 • © a >< c !?■ 2 e ■•-' © i a a 2 n a o © T3 © e2 090 CD U3oot>. t^ -1 ■»»< •.ji^OO ei'co 00* us us t£ o a © 00 • '* oo —I © c3 X . © ♦^ 0>»H ■ c u ©43 .i3 > © o a © © *H © a 2 © It o 1 S « a >> a >% a 03 .a s a >> OS a 03 s c5 .2 8 o a ^ ■♦J (< © I a I OS oS aa « 3 H O ^|a 1918.] SENATE — No. 300. 231 Seattle, Wash. The municipal street railway of Seattle started to operate about June 1, 1914, completing two and one-half years ot operation on Jan. 1, 1917, and during this period has shown heavy financial losses. Extent of System. There* are two separate lines known as Division A and C. Division A, which is within the city limits, has approximately 71 miles of equivalent single track consisting of 3| miles double and i mile single track. Division C is approximately 9 miles long, 4i miles lying within the city limits and 4^ miles outside. Division A and C are widely separated - about 3 miles apart, in opposite ends of the city. Division A in the north and C in the south end. The total equivalent single track mileage in- cluding double track, single track and side track of both divi- sions is approximately 17 miles. This represents about 6^ per cent of the total 258 miles of single track in the whole city At the present time the city is considering the proposition of connecting the two divisions of the municipal railway and of making extensions into the northwest portion of the city called Ballard. In December, 1917, the city passed a resolution for the issuance and sale of $125,000 of municipal street railway bonds and $60,000 of them were promptly sold by popular subscription. I7ivestment. The total fixed investment in Division A up to April 1, 1916, was as follows: — . $262,579 , . . 87,241 . . . 49,844 Way and structures, Equipment, • /j- ' -/n Power (substations and equipment, including site;. Total plant and equipment, . General (including interest during construction). Grand total, $399,664 13,500 $413,164 . Division C was a gift to the city from speculators who built the line at a cost of $116,000 to sell real estate, and, finding the property a heavy burden, presented it to the city. ii i i; ' 232 ■|' i ( REPORT ON STREET RAILWAYS. [Feb. Fares. tickel^'for'sT ^' V'f !.r' ''"• ' ''''^''' ^"^ 25 cents or 25 miles Tr«n f '•'"*' ^ ^°' **• Length of haul, 4^ m.Ies. Iransfer arrangement is made with a bus company ex- tendmg to Ballard to take passengers from this line. RaLay redee,„s transfers for adults at 3 cents and for children at 1^ cents. Length of haul on bus is 1.3 miles. ' On Division C passengers are required to pay a 5-cent fare Burifn T? "* nv"? ''''■■''""'" ""'^'^^ to'co'ntin„rto Lake cent tickJ ? ; " '^^P^"'"''"* °f the city, however, sells 4- o titht the" ; 1? ?""""'" *° "''•' "'*'^°"* *he city hmits or w.thm the city hmits, or a continuous ride on two tickets A specal commutation ticket is sold at a rate of 16 for $7 wh,ch ,s equivalent to a through ride for 6i cents. Length of haul m^c.ty .s 4J miles; outside of city it is 4i miles, - a totd The rate of fares on privately owned lines is 5 cents The longest nde for a 5-cent fare on privately owned li„ s f 16 97 miles and there is no charge for transfer privilege. The only variation ,n the rate of fare on privately owned Hnes since the r^unicipally owned street railways started operation has been the withdrawal, under the sanction of the Public Service Com" mission, of the State of Washington of the sale of 4-cent ticktrs. Wages. Conductors, trainmen, barnmen and trackmen receive $3.50 per day of eight hours. Barn foremen receive $120 per month The superintendent of transportation receives $130 per month Freight. On Division C of the municipal railways freight is hauled, but no freight is handled on Division A. Financial Results. The city utilities department of Seattle has charge of the operation of these railways and the reports of that department mcluding the year 1916, and the 1915 report of the Washington State Bureau of Inspection and Supervision of Public Office, show the following figures: — . K REDUCTION RATIO 14:1 > ^ ^. A^ s^: O o 3 3 t.«' **;.•»'* ^/.. 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M^ I- £ o> 00 b NO k> to en 1.0 mm 1.5 mm 2.0 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdetghi|klmnopqrstuvw«yz 1234667890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz 1234567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz 1234567890 2.5 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstuvwxyz 1234567890 V <^ .« .1^ fe % ^^ f^ ^f^ ^o kJ^ t <' r.^'^'' r.l V & To ^o ¥* f^ ^is- m o ■o m -o oil "O > C CO I Tl ^ 0(/) 5 m o m i£> « •.« ^5^ •e^ Is 3 ,— SO >< X OOISI iS ^o Hs f-p 1— * N3 CJI O 3 3 = cr I? g9 *< 3D CT>X OOM O ^^>^. fvT ■^ 2 > D O ~T1 ^ 1 (Y 1 • % m <»v > Ca/Arr,,'a /^>-e m I 1918.] SENATE — No. 300. Seattle Municipal Railways. 233 Miles of track, .... Operating revenues, Operating expenses, Net operating revenue (deficit), Deductions: — Bond interest. Depreciation, Total deductions (actual), Net income (deficit), Seven Months ended December 31, 1914. 16.50 $21,590 33 27,808 64 6,218 31 7,875 00 « 7,875 00 14,093 31 Year ended December 31, 1916. 16.76 $35,305 14 51,025 61 15,720 47 17,718 75» 8,233 23 25,951 98 41,672 45 Year ended December 31, 1916. 16.48 $46,079 36 56,171 91 10,092 55 19,125 00 13,739 83 32,864 83 42,957 38 I m I On $300,000 of bonds. 2 On $425,000 of bonds. Operating expenses, two years, seven Earnings, two years, seven months, Summary of Operation. months $135.006 16 102,974 83 Loss from operation. Loss from bond interest, ^ Loss from depreciation, $32,031 33 44,718 75 21,973 06 Total net deficit (two years and seven months), $98,723 14 The sums indicated for depreciation are in accordance with the figures of the State Bureau of Accountancy for Division A, whose rates of depreciation for the year 1915 were as follows :- Poles and fixtures, Distribution system, Shop and car houses. Equipment, Rate Per Cent. 10 10 2 5 and 8^ No provision for a renewal reserve was made, however, as the operating revenues were less than the operating expenses The deterioration in these structures and equipment was handled by deducting the depreciation from the investment in calculatmg the taxable value. No obsolete property was placed in suspense account. U f \\l: 234 REPORT ON STREET RAILWAYS. [Feb i I ; lit lIR''? Total Losses to Community. The loss shown above is exclusive of interest on borrowed funds, taxes, overhead charges of any kind, accountwTnd egal expense and therefore does not represent the tota loss to the communuy. The following figures indicate n,ore fully thl Total loss as shown above Loss taxes, two years, seven months,' ^l''^ ^ Interest on borrowed funds, two years, seven months, .' ' 4 6^7 U L^htmg department loss on power, two years, seven months," 29'? 22 It monthr° "^^ ""*■ °" ^°'' '""'''"'' '"° y^^^^' ^«^'- 2,059 50 Totalloss for taxpayers, .^^^^^^3 Accounting Services. of Tt! "It""'! ^''' *''•' '^''"e^ °f *3,000 for accounting services report for tt7;e:;T9:5:'as' Sr- "' '"'"^ ^'^'^^^ ^-^ ^*^ dirS chalf oUhe'^fjf 1 ^''^ ''""" "*"'*^ ^^P''^™-*' -^ch has is chargedTo o^rnr '^' ''''^'''''' """"^ ^'^'P' «" its accounts, Taxes. Division fof ''''" '" '"^^^*"'^"t i» P'ant and equipment in tionTltlS toTh "'''''"^^'f '''''''^' ^^"^ which deprecia- tion tor 1915 to the amount of $8,233 was deducted, leaving a Sh afd PoteTc' ''''•'''■ ^^ ^•'^ ^"^^* «-"'' TraTon £ay-^fT,?9Sresrr^^^^^^^^^^^^ 1.3398 per cent, on its railway property. On the basis of thl 1918.] SENATE — No. 300. 235 .OCT. « nroDer comparative tax charge for Division A ::rbTs;2r;e:r,y. ^he municipaUy o-d freet ^i.W I required to take care of paving and planking of right of way to correspond with improvement of the abutting portion. Interest on Borrowed Funds. Sundry sums of money were borrowed from the general and • .."ifnndT raised by taxation and used to pay construction " ell ex pen-1 interest, the total of which amounted ZmSl^l on Jan. 1. 1915. Inter^t on this amount is gur d Of ^ ner cent for one year, amounting to $4,627.74, altnougn e ac'cumlted interest'on borrowed funds for the -t.e period of two and a half years would be greater. The State Bureau Inspection, in its report for 1915, says: - total of $111,679.79. Power at less than Cost. The State Bureau of Inspection, in its report for 1915, after itinrthe cost of production of power by the municipal analyzmg the cost oi p lighting department was lighting department, found that the iignung i- urnilhing power to the railway at less than its cost, and m its LTttl report of the street railway account states that the iSal ighting d^ i^ ^-"•^'^^"^ P°"" 'V" T" Z Tthetreft railway at S0.0124 per kijowatt-hour bein S0.0123 less than the P-ductio'i co^t^ In 1915 • • • th shows a lighting department loss of $11,648.98 ... xne ■>' ,iJn{ nower for 1914 and 1916 was greater than in 1915, ITtrfi urrsholTng this loss for two and a half years are bid on the 1915 loss, which, if anything, is low and amounts to $29,122.45. Franchise Tax. The item of 2 per cent, of the gross --iptsU shown as a loss because that is the franchise tax required of private ways operating in Seattle. II V ' lilii 236 REPORT ON STREET RAILWAYS. [Feb. Future Prospects. In response to a recent resolution by the counoll A T v i - no. .„. L .«.«:r:.;^"L'':j™.iT;z ts even though an extension is made into R.ll.rH ^u • ' is made with the assumption that th ^wHl e no radSlT"''' irtlf v1 "f " transportation to reduce the ^o S ^a t o'n" age. Mr. Valentine believes that Division C ««, «f r.. V would have been and will K. government canal into what of the bridge tas deUyed seve afZ! Ih^r ^""^ ''""'^'"« cations, and eonse^ue^lt.. the l^: l^Zt 7^-.^^ yer:?it:^:27n;e'^t\r""d'," ^ ■-- ^- ^""'- ciuring this rnT:nd?;rroru ;i:rbV°'"^'"^'' ^t^:'j:-^^ -- .^^^t^ter-X: -- Bismarck, N. D. The Capitol car line at Bismarck x^\ih i f; i i. . , track, is owned and operated brthrJl , t '^ "' ^^ '^"^'" ' traflic possibilities and earnine canaritv «o r.^ i • ^'^^^^^^^ p.* o„.„., „ .„, . l,:^":l vj;7is»r,s Lincoln, III. 1918.] SENATE — No. 300. 237 for extra services. A fare of 5 cents is charged w.th the privilege of free transfer. The railway is subject to no special taxes. It is only required to improve right of way in the same manner as abutting highway, and to keep the same in repair. No deaning or watering or removal of snow is required. The railway handles no express or freight matter of any kind. Monroe, La. Monroe is a small city of about 12,000 people. This niu- nicipal railway, comprising 10 miles of single track, is operated by the city and run in connection with the water and light plant. The rate of wages is 20 to 27 cents per hour. The rate of fare is 5 cents. ,. The following is a financial statement for the year ending April 24, 1914: — Operating revenues (railway operating), ' Operating expenses — ^^ ^^^ Exclusive of power,^ 15562 Labor, trainmen, • • * * 4928 Labor, car barn, ^'^^ Labor, track, '^Qg Labor, new car barn, ^^gg Maintenance of track, • • * * 5446 Maintenance of cars, ' ^^ Miscellaneous maintenance, ^^ Trolley maintenance, ^^^ Freight and express, ^ ^^3 New car barn, 1664 Track extension, .' ^q Net operating revenue, exclusive of power cost, . • • o,^'^^ Bonds outstanding, Pekin, III. Pekin has a population of 13,500, and has one street railway line of 3 miles of single track which has been municipally oper- ated since June, 1915. It is a continuous line, no transfers being necessary, and a 5-cent fare is charged. The total cost of the line and its equipment, including car barns, switches and turn- outs, is about $52,000. It was installed under an act of the Legislature providing for the municipal ownership of street rail- . Cost of power not determinable, inasmuch as amount expended ia not separated for raU- way, light and water departments. ; 1 I L y i ■» 238 REPORT ON STREET RAILWAYS. [Feb. way systems. The city owns five cars, and operates two regu- iaf now "', '" r'^" ''^ °'=^''^'°" '^'^--d' The company has now a surplus of more than $5,000 after having purchased two new steel cars at a cost of 86,500. Recently the car ba ns were enlarged and new machinery and equipment purchas d a mo'":h "th°T*'' "'*' '""' '"^"' '""^'^ °f -'^°- --ve $65 a month the foreman receiving $75 a month. The current is purchased from the Central Illinois Light Company. The city has retired such bonds as have matured in the last few years and now contemplates an extension of the line. Following Ts a statement of the earnings and expenditures of the PekTnIt eet Railway from May 4, 1915, to Sept. 1, 1916. Total gross receipts for the period, . „ - -,- „„ Total expenditures for the period, • • . . S15,/37 88 ' 10,665 14 Receipts in excess of expenditures, $5,072 74 The following statement shows the receipts and expenditures of the construction account from April 1, 1916, to Feb. 1, 1916 - Receipts. Received from the sale of bonds, Received from the interest on the bonds * * * Received from the old rail and poles sold * * ' * Received from the insurance on street car burned * ' $48,000 00 181 80 15 20 2,210 00 Total receipts, • • Expenditures. Refunded to the city for cash advanced. Paid old street railway company for their interest, i aid contracts as per contracts extras Paid for building car barn, track, etc Paid for two lots for car barn. Paid city engineer and assistants, Paid inspector, to barn, . $50,407 00 $856 01 8,500 00 37,429 50 2,244 14 625 00 367 60 385 75 Total expenditures, $50,407 00 St. Louis, Mo. This municipally owned and operated railway is run in ..n nection with the Water Works «nH ha. ^^ '^ '^"'^ '^ ^o'^" of 7 miles of wl.,vwi • V ^^^ ^ ^'"^^^ ^'•^ck mileage miles, of which 41 is first main track. Operation began in 1918.] SENATE — No. 300. 239 1901 and the traffic handled was freight and employees of the Water Works Department. Prior to August 1913, no fares were charged, all passengers being carried on passes. Since that time, only citv employees and employees of contractors doing work for the^city are carried on passes. The fares charged for all other passengers are as follows: cash fare, 5 cents; 8 adult or 16 children's tickets for 25 cents. Tickets sold at Boden station throughout the day. Children's tickets sold by conductors, 3 ■ffjT ^ cents For the year ending March 31, 1915, the road operated at a deficit of $14,143. This result is principally due to the large amount of non-revenue business. In this year only 207,760 passengers, out of a total of 560,528 passengers carried, paid fares. Consequently, the deficit of $14,143 is not an indication of the merits or demerits of the road, on account of the large non-revenue service which is furnished. MUNICIPAL STREET RAILWAYS IN CANADA. In 1916 the Canadian street railways, both private and mu- nicipal, comprised a total of 1,765.63 miles of first mam track. Municipal railways operating in a total of 16 cities had a first main track mileage of 294.7 miles, or about 17 per cent, of the mileage of all the Canadian street railways. The operating results on the municipally owned railways were, on the whole, very unsatisfactory. Out of the 16 cities having municipal railways 10 showed deficits for the year ending June 30, 1916, amounting in all to $427,840, as follows: — Brandon, Brantford, . Edmonton, . Fort William, Lethbridge, . Nelson, Port Arthur, Regina, St. Thomas, Toronto, Total deficit. $19,501 1,196 110,743 56,109 18,361 1,492 52,456 93,109 4,974 69,989 $427,840 The remaining 6 reported net incomes in excess of expenses and fixed charges, amounting in all to $143,022, as follows: - m ■ . I I m 240 REPORT ON STREET RAILWAYS. [Feb. Kitchener and Waterloo, $7,881 Calgary, 79,309 Guelph, 9,876 London and Port Stanley, 23,913 Peterborough, 8,521 Saskatoon, .' . . 13,522 * Total net income, $143,022 For the municipally owned railways, as a whole, this means a resultant deficit for the year of $284,818. The operating results on privately owned lines for the same period showed a total deficit of $457,229 and a net income in excess of expenses and fixed charges of $5,596,547, or a resultant net income for privately owned lines, as a whole, of $5,139,318. The table on page 242 shows the operating results on mu- nicipally owned lines in Canada. Communications were sent to practically all of the Canadian cities having municipal street railways. The information, in addition to that shown in the table "Municipal Street Rail- ways in Canada," was obtained directly from certain of the cities. It is interesting to note that the Province of Ontario has special provisions with regard to street railways. The Ontario Railway Act of 1914 provides that no municipal council shall grant to a street railway company any privilege under that act for a longer period than twenty-five years; at the expiration of the period of twenty-five years the municipal corporation may, after giving to the company one year's notice prior to the ex- piration of the period limited, assume the ownership of the street railway and its property used in the working of the rail- way on the payment of the actual value there, to be determined by the Ontario Railway and Municipal Board. If the munici- pality does not exercise the right of purchase at the end of the franchise term it may exercise like right at the expiration of any five years on giving one year's notice, and the privileges of the company continue until ownership is assumed by the mu- nicipality. The Municipal Franchise Act of 1914 provides that a mu- nicipal council shall not grant to any person or company a fran- chise to operate a railway on its streets until a by-law setting forth the terms, conditions and period of the franchise has been r> \ .1 1918.J SENATE — No. 300. 241 voted on and approved by the council of electors. A majority of those electors voting is sufficient authority to the council to grant the franchise. Note. — Subject to the above, the franchise may be granted subject to such stipulation and conditions as to payment by the company of mileage, percentage on receipts, etc., as may be agreed on between the municipality and the company. ( '.: jif^ ii a, ,t! f;'.: 242 Co 8 ^ 2 ^ o ^ S •£. s •2 T3 C cs Si c O i* 2 s ce • «■« c 03 O I REPORT ON STREET RAILWAYS. [Feb. 00 9> ^ . gift OJ S 83 PS (S « ■*-> •"« OS z 00 a; V 03 ? OK CO S CO C C-- Scog l2^ w aoc_, •-" •< ■«! h O u a ■< OS CO o o - 35 2 i ^ 2 ^ CJ "ft O O r^ ^- "* S 9S — — e>» -- « 2t CO xs w os^ -^^ c^ © ci" -* 00 CO 00" 94 2 S = ^ eo O «o lO CO OS t^ 10 CO 00 >A M o 10 ■*. 00 06 OC ec — t- >- CO 94 2 ® SS eo "^ *** SS CO *«_ •* 13^ 2 00 ■* CO 94 OS 2 tp ^M op "5 t» * CI 2 2? Jr 00 OS o t^ o t>r ^ « »« to w «s s? S £? ^ to 0» C4 t-> «o OC CO C4 CO CO c» to co 38 oT — CO -^ OS I ^ eo ■f O CO « to T I OS CO i-« oo oT — CO ^ 05 ,— OS CO CO «_ 00 CO .-I CM -^ CO CM to to ■«»< OS •* £J ^M I--. ff4 O Os^ to * CO C5 OS -I 00 cj eg ■<* CO o I f f T -^ T 00 00 U g S S 2 to e>i^ o o « t-^ eo O t>- SB S "^ S cs eo CO S to CO us CO O OS^ ^ QC «o S to OS CM to eo OS 00 e^ h- to s OS t- •* eo ^ CO t>. OS s CO eo t^ OO CO CO ^ s to s 00 •» eo eo CM CO eo eo OS OS r^ o OS .-• CM t- eo O CO -^ -^ O ^ Q eo t; -- CO ■* * -^ eo 00 2 h« ■^ 00 CO • to •«*<^ -- 00 " lO CO OC to o to eo CO — to O t^ t^ eo to CO CM '"O CO r- 00 CM 00 00 ^ .- CO g - .0 B CM OS CM t^ CM <^ 2 S CM to eo 00 CM — CO CO OS O OS r-m CM >S t e« G eS :s eo CM Ob to ^ §8 S S § 2 00 -< CO CM OS CO eo — CO ^ CM I ^ .2* t* I - c e g g A OS > I a to eo eo >s g OS » 04 >> -2 * * ~ sT (2 ^ . ^ et eo CO CM e« OS CM ^ ^ ^ 111 •1 I f§ -i 3 eS c o e o a .a o« ■^ & a 1 O 03 a c 3 u c h o Oh a OS a o a ^ ^ >> OS I CO a « a -MM s 3 5 a ^ 1 1 I I a 04 a .£3 O o 3 •*» U < u (2 .a CO 3 s OQ 3 e 8 > o 5 e 2 o H 5 o 3 g o h 00 I i i - 5 2 o 'S « -§ £ I ^3 £ a eo s o u c o a o V "3 c J cs d u g (2 1918.] SENATE — No. 300. 243 Brantford, Ont. There are two divisions of the municipal railway lines in Brantford, — the city lines and the suburban lines to Paris, about 7 miles distant, owned and operated by the municipality of Brantford and taken over from a private company in August, 1914, on account of the non-performance of the several franchises and contracts made from time to time. The whole system com- prises 29.96 miles of first main track. The ordinary fare is 5 cents. Tickets good at all hours may be bought 6 for 25 cents. Tickets good only from 6 to 8 a.m., 12 to 2 p.m., and 5 to 7 P.M. are sold 8 for 25 cents. Children pay a 3-cent cash fare. The longest distance in the city for a single fare is about \\ miles. The suburban single fare to Paris is 15 cents, return 20 cents, and transfer to city line, no charge being made for transfer. These are the same fares as charged by the company previous to public ownership. The property taken over by the city was in a poor financial condition. The operating account for last year was: revenue, $97,737; bonds and debenture interest, $19,750; operating expense, $68,369; depreciation and sinking fund, $10,814; and deficit, $1,196. It is expected that the present year will result in a surplus. The suburban line carries freight in a special car. The wage schedule is from 23 to 26 cents per hour. Public ownership has not affected the rate of wages to any extent. The street railway does not pay any taxes other than paving improvement and maintenance between tracks. I If* Calgary, Alberta. Population estimated, 60,000. Calgary, like many other western Canadian cities, during the boom days of 1909 to 1913, over constructed in anticipation of continued growth. Construction was started in May, and opera- tion was commenced July 5, with the following growth in five years: — July 5, 1909, 2 cars, 3 miles track. July 5, 1910, 15 cars, 16| miles track. July 5, 1911, 22 cars, 26^ miles track. July 5, 1912, 48 cars, 54 miles track. July 5, 1913, 65 cars, 70^ miles track. July 5, 1914, 79 cars, 71 J miles track. ■it % ■1- 1^ t f 244 REPORT ON STREET RAILWAYS. [Feb. Three and a half miles were added to Sarcee military camp in 1916, making a total of 75 miles of single track, and 91 cars of all classes, at a total cost of $2,225,000. h I ■i .;.■» ( %\ r' One-man Car System. One-man car operation was adopted in 1914 on three outside stub lines, and in June, 1916, six additional one-man cars were added to the system. These cars were of the single-truck type, with a single door at the front being used for both entrance and exit. In January, 1917, these small cars were designed with front entrance and exit and an emergency exit at the rear. They were received with favor, and in March these cars were replaced with the double-truck type having a seating capacity of 40 passengers in the main body, and 12 passengers in the rear smoker. This type of car was so popular that 10 more cars were reconstructed and placed on two cross-town lines on April 22. On May 21, 6 more cars were reconstructed of a larger type, 46 feet, 6 inches long, seating 60 passengers, and placed on another cross-town line. On July 9, 8 additional 41 -foot cars were reconstructed and placed on two lines oper- ating on long grades of 8 to 10 per cent., and since then, by resolution of the city council, all other lines have been changed, until now the railway operates 72 cars, and they are, respectively, 32 feet long, 41 feet, 6 inches, and 46 feet, 6 inches. All of these one-man cars, except on two lines on which service was increased, are operating on the same schedule time as they were formerly operated by two men. The speed is from 8 to 12 miles per hour on a headway of from five to thirty minutes on their respective runs, which are so arranged that through the city there is an average headway of from one to two minutes each way. Under existing conditions it would not be possible to pay two men and give the public a service of over 50 cars. On a one-man basis about one-third more service can be given. Calgary is now probably operating the largest exclusively one-man car system in the world. Fares, The fares charged, including transfer privileges, are 5 cents cash; 6 regular tickets for 25 cents, or 25 tickets for $1; work tickets, good from 6 to 8 a.m., and from 5 to 7 p.m., are sold 8 for 25 cents. School tickets, good to and from school, and tickets for children, 10 for 25 cents. About 80 per cent, of the passengers use tickets. 1918.] SENATE — No. 300. 245 Wages (Cents per Hour). Motormen and Conductors, Two Men on Car. Motor Con- ductors, One man on Car. First year, 9 • 32 37 3 to 6 months, . • • 33 38 4 to 6 months, . • • 34 39 5 to 6 months, . * • 35 . 40 6 to 7 months, . • • 36 41 7 to 8 months and after, . • • 37 42 ( , Economy of Operation. From the above wage schedule, on which all men practically receive the maximum wage, it will be seen that two men cost 74 cents, and one man 42 cents, per hour, representing a plat- form saving of 32 cents per hour. The largest number of hours operated during July by one-man cars in one day was 950 hours, which, multiplied by 32 cents, shows a saving of $304 in labor over the old or regular wage. This occurred on July 1, Dominion Day, and time and a half was allowed, or $1.11 for two men, and 63 cents for one man, — a difference of 48 cents for 950 hours, or $456 for that day. At the present time the railway is operating an average of 860 car hours per day at a saving of $275 per day, or approximately $100,000 per year. The company's records show that the operation of one-man cars has not in any way decreased traffic, but has served rather to increase it. With the location of the fare-box before all the passengers in the car, those entering who might desire to pass the box should the motor conductor not be watching it, would hesitate doing so, in view of the public, and the oper- ator's acts are also in view of the passengers. Safety of Operation, During the entire period of the operation of one-man cars the railway has not had a single step accident, and only one slight accident to a vehicle which could be attributed to one- man operation. All other accidents were of a class that would occur between vehicles and cars in congested districts under a two-man system. m I m 246 REPORT ON STREET RAILWAYS. [Feb. I it; k ■ ¥^^' |; ^.L " Financial Results. ^ For the year ending June 30, 1916, the municipal railway reported gross earnings from operation amounting to $548,494; miscellaneous earnings, $15,877; operating expenses, $375,777; taxes, funded debt, etc., $109,284; and a final net income of $79,309. Conclusion. Mr. Thonias H. McCauley, superintendent of the Calgary Street Railway, is of the opinion that under present conditions the one-man car is the only solution of the problem of more economical operation on many lines in large cities, and for the entire system in cities up to 75,000 inhabitants. Edmonton, Alberta. Edmonton is a city of about 70,000 inhabitants. Its munici- pal railway comprises 52.37 miles of first main track. In 1913 its railway carried 2,588,319 passengers at a 5-cent fare; 8,476,- 170 at a 4i-cent fare; 1,543,040 at a 4-cent fare; 1,771,344 at a 3j-cent fare; and 702,104 (school children) at a 2i-cent fare. In the year ending June 30, 1916, the net deficit was $110,743. For 1917 the deficit was $119,598. These figures are computed on the basis of all charges, including depreciation. In 1913 a firm of chartered accountants, who were employed to make an investigation of the finances of the city, reported that the rate paid for power by the municipal railway was too high. The rate in force at that time was 2.2 cents per kilowatt hour. There were other reasons, in the opinion of the auditors, why the street railway was a losing proposition, notably, the geog- raphy of the city and the fact that the railway was being de- veloped for the future rather than for the present needs of the city. The auditors advised that the price of power used by the street railway be reduced to cost and the fares be raised to a 5-cent basis, reducing fares only to workingmen and children. 'i r* Lethbridge, Alberta. Leth bridge has one street railway which is municipally owned and operated. The road was completed and put into operation in August, 1912. It now has 11 miles of first main track. The regular fare is 5 cents. Workingmen's tickets are sold 6 for I s ".1 Ik •:<*'. 1918.] SENATE — No. 300. 247 25 cents, and children's tickets 10 for 25 cents. The street cars are operated under a one-man system. Motormen are paid at the rate of from 36 to 38 cents an hour, the head motorman receiving 41 cents an hour. The railway pays taxes to the city on the same basis as a private company would. In 1916 the taxes paid amounted to $5,604.23. The road has always more than paid ordinary operating ex- penses, but it has never earned enough to pay for interest charges, taxes, sinking fund, etc. This failure is due in large part to the line being extended into a sparsely settled district. In 1916 the road showed gross earnings amounting to $46,853; operating expenses of $41,039; taxes and funded debt, etc., $24,175; and a resulting net deficit of $18,361. The general provision with regard to surpluses or deficits is to reduce the rate of taxation in the case of a surplus arising, and to increase the rate of taxation in the case of a deficit. |en8es. Operating surplus deficit. Total deficit, 1914. 1915. 1916. $219,150 67 4,677,505 $225,184 81 89,718 28 314.903 09 6,034 14 95,752 42 $172,177 67 $212,790 19 3,661,177 4,671,402 $180,333 33 $191,359 68 101,599 35 97,575 54 281,932 68 268,935 22 8,155 66 21,430 51 109,755 01 76,145 03 1917. $224,970 60 4,954,972 $195,873 42 96.066 66 291.940 08 29,097 22 66.979 48 i '. I J 3 Saskatoon, Sask. The municipal railway in Saskatoon was completed and began operation in 1913. This railway has always been operated by the city, and there is no private line. The operating results for the year 1916 were as follows: — Expenditure, $170,069 15 Receipts, 171,234 82 Profit, 1,165 67 The balance which is left after paying all operating expenses and capital charges is credited to the general revenue account. No trolley freight or express is handled by this railway. The wages of employees are as follows: conductors and motormen, minimum, 28 cents per hour; conductors and motormen, maxi- mum, 38 cents per hour. Taxes are not charged against the street railway. Mainte- nance charges between the tracks and for 18 inches outside of each rail are charged against the street railway. Toronto, Ont. The city of Toronto has a population of 464,000. The Toronto •civic railway had been built to take care of the population on the outskirts of the city in districts not served by the Toronto Hailway Company. The city of Toronto operates five electric car lines, as follows : — ii 1 n\ ill r -! » f f I 250 REPORT ON STREET RAILWAYS. [Feb. , i I'* 'I: '''■ V- :• '■ ' 1. Gerrard Street, Greenwood Avenue to Main Street; lengthy 1.83 miles; passengers carried during 1916, 1,297,505. 2. Danforth Avenue, Broadview Avenue to east city limits; length, 3.39 miles; passengers carried during 1916, 5,059,315. 3. St. Clair Avenue, Yonge Street to Grand Trunk Railway tracks; length, 3.18 miles; passengers carried during 1916, 5,847,179. 4. Bloor Street, Dundas Street to Quebec Avenue; length, .75 mile; passengers carried during 1916, 1,154,774. An ex- tension one-half mile long is now being added to the Bloor Street route. 5. Lansdowne route. Recently this route, .615 mile long, commenced operation. There were 800,723 soldiers in uniform carried free on the system during 1916. The operation of these car lines is under the control of the works department. Fares. Single (cash) fares, 5.30 a.m. to midnight, 2 cents each. Six tickets to be sold for 10 cents. Children under nine years of age, and not in arms, to be carried at half-fare rates (cash), and infants in arms to be carried free. Night fare (single), from midnight to 5.30 a.m., 5 cents. Besides the civic railway Toronto has three private companies operating under separate charters, — the Toronto Railway Com- pany, the Toronto Suburban Railway Company and the Toronto & York Radial Railway Company. Free transfer tickets are issued on all railways to enable the passengers to reach any point in the city for one fare. According to the returns made to the Dominion Railway Statistician for the year ending June 30, 1916, the profit and loss account of the Toronto civic railway was charged with a loss of $69,989.42. The Ontario Railway and Municipal Board state that there is at present a strong apparent disposition on the part of the council to acquire and operate as a municipal concern the Toronto Railway at the expiration of the franchise in 1921. The Toronto Railway Company and Toronto civic lines pay the highest wages in the Province of Ontario, as follows: 30 cents an hour for the first six months; 32 cents an hour for the second six months; 35 cents an hour the second year; 37 cents an hour thereafter. L 1918.] SENATE — No. 300. 251 74 Appendix F. STREET RAILWAY CONDITIONS IN THE UNITED STATES AND CANADA. Appendix F contains considerable data which have been col- lected by this Commission relative to street railway conditions in the United States and Canada. As mentioned in the early part of this report, a questionnaire was sent to the Public Service or other commission concerned with railway regulation in each State in this country and in each Province in Canada. A series of questions was also sent to 1,000 cities and towns in the United States, requesting information of the same general character. The information requested pertained to franchises, taxation, trolley freight, public ownership, rate regulation, capitalization and similar matters. Data were also secured by members of the Commission on the visit to the western cities. An account of this inspection trip may be found in Appendix B. Data were also collected from various sources relative to municipal owner- ship or operation of street railway lines. This information ap- pears in Appendix E, on "^Municipal Ownership of Street Rail- ways in the United States and Canada." The following brief outline shows the order in which the data appear in this appendix: — (a) Briefs of street railway conditions in the largest cities of the United States and Canada. (6) Information relative to street railway conditions in 186 cities and towns in the United States. These dates are shown in a tabular form. (c) Briefs of the street railway conditions in many of the States in the United States and in certain Provinces in Canada. (d) Requirements of other States relative to the maintenance and repair of public ways by street railway companies. (e) List of electric railway fare increases in the United States and Canada from Jan. 1, 1914, to Dec. 1, 1917. It will be noted that the information shown in the briefs of certain cities in the United States is also included in the table 'f^: •< 1 ,1, Mi Ml 1, llm 252 REPORT ON STREET RAILWAYS. [Feb. m showing street railway conditions in 186 cities and towns in the United States. The idea in preparing this table has been to show the information in such a manner that comparisons can be readily made between the various municipalities. In an in- vestigation of this sort it is manifestly impossible to check up all the information received by correspondence, and for this reason the Commission is unable to vouch for the accuracy of each individual item of this table. This applies particularly to questions in which the answer may include an expression of opinion by the person answering the questions. The Commis- sion feels, however, that this table will be of considerable value and that all statements of fact are substantially correct. The following brief discussion of the table will perhaps bring out certain interesting features: — 1. Franchises. — A study of the answers to question 1 (6) relative to length of the franchise showed that about one-quarter of the franchises were of unlimited duration, while three-quarters were for limited periods of time, the minimum period being generally twenty years, and in most cases the maximum about fifty years. Twenty, twenty-five, thirty and fifty year periods are the most common. 2. Public Ownership. — More detailed information relative to public ownership is shown in Appendix E, which is devoted to that subject. Replies indicated that there was some agitation for or contemplation of public ownership of street railways in the following cities: Atlanta, Ga., Battle Creek, Mich., Dayton, Ohio, Duluth, Minn., Madison, Ind., Portland, Ore., and Terre Haute, Ind. 3 (a) and (6). Taxation. — The answers indicated that in at least half of the cities the street railways paid a property tax. In several other cases this information was not given definitely, but by implication it appeared that a property tax was assessed. Nearly one-half of the cities replied that there was a special franchise tax of some sort. The type of franchise tax was varied to such an extent that it is useless to mention all the forms of such tax here. In about 25 per cent, of the cities a gross earn- ings tax was applied. In a dozen cities a car license tax was assessed. In a few cases a pole tax was assessed in order to cover the cost of inspection by the city of poles, wires, etc. 3 (c) and (d). Highway Maintenance. — It was found im- possible from the answers to tell just which cities required the street railways to merely maintain the pavement and which 1918.] SENATE — No. 300. 253 cities required them to improve and renew the pavement as well. For this reason it has been impossible to segregate these items. In about 30 cities the street railways apparently are responsible for the portion of the highway between their tracks. In about 50 cities their requirements extend to twelve inches outside the rails, in 30 or 40 cities to eighteen inches outside the rails, and in a similar number of cities the requirement is two feet outside the rails. In a few cases two and a half and three feet is the requirement. The railways are required to clean some portion of the highway in upwards of 25 cases, and to sprinkle some portion of the highway in about 40 cases. Snow removal is re- quired in 60 or 70 cases. In many cities, of course, the item of snow is negligible. 4' Trolley Freight. — In 70 or 80 cities the street railways maintained a trolley freight service. Not a great deal of con- fidence can be placed in this figure, since some of the roads reported trolley freight if suburban lines operating over their tracks maintained such a service, while other roads failed to report trolley freight under the same conditions. In 5 cities it was stated that this trolley freight business had a tendency to lower prices of foodstuffs. As a general rule, however, there was not much evidence that prices were materially lowered by this service, but deliveries were made more promptly and under more satisfactory conditions than when no such service existed. 6. Investment of Public Funds. — There did not appear to be any cities which had invested public funds in street railways. It is understood, of course, that such investment of public funds does not refer to cases of municipal ownership or anything of that nature. 6. Feeders. — About half a dozen cities reported that the street railways were using feeders, such as motor busses. 7. Wages. — The wages paid to motormen and conductors were found to be a very variable item, dependent upon the particular geographical location in the country and also upon the size of the city. Of 100 companies outside of the 20 largest cities the minimum was about 25 cents per hour, the mean 28 cents per hour and the maximum 31 cents per hour. Information relative to the fares paid in the 20 largest cities may be found under the particular cities in this table or in the briefs of those cities, which data are also included in this appendix. 8. Rates. — The following fares other than 5 cents were noted : — ■'I 1' ;l 1' f !■ 1 1 |;l ■ 1 ' |l ill* '■ 1-1 1 1 i! I Ji );; I ^■'5 J ? :1J : > I 254 REPORT ON STREET RAILWAYS. [Feb. ri Bellingham, Wash., 6 tickets for 25 cents; longest ride, 6 miles. Beloit, Wis., 25 tickets for $1; longest ride, 3 miles. Bloomington, 111., 6 tickets for 25 cents; longest ride, 3| miles. Champaign, 111., 100 tickets for $4. Clarksville, Tenn., tickets 4 cents and 5 cents. Dayton, Ohio, 6 tickets for 25 cents and 25 tickets for $1 ; longest ride, 7 miles. In many other cities children are carried at half fare and special rates are made for students, and in certain other cases there are workingmen's tickets sold at reduced rates. The distances for which one could travel (with the use of a transfer in most cases) for a single fare were found to vary from 2 miles in small municipalities to 17 or 18 miles in some of the large cities. The average of 144 cities, excluding the 20 largest cities, showed a maximum ride of about 6.3 miles. This average dis- tance is, of course, very low as compared with the distance which can be traveled in the large cities for a single fare. It should be understood in all these brief descriptions of the tables that the averages are merely approximate, since a small city having a few riders is averaged in with a large city having many riders. A more accurate Way of computing these averages, but more laborious than the results would warrant in this case, would be obtained by computing the weighted mean, which method involves giving to each city a value dependent upon the number of car riders in the city. 9. Rate Regulation. — The following cities reported that street railways can raise rates without being subject to interference by regulatory commissions before the rates go into effect: Bangor, Me.; Battle Creek, Mich.; Butte, Mont, (up to 10 cents); Calais, Me.; Chattanooga, Tenn. (probably); Clarksville, Tenn.; Columbia, S. C. (within city limits); Danbury, Conn.; Dayton, Ohio; Duluth, Minn.; Frankfort, Ky.; Great Falls, Mont.; Hartford, Conn.; Lewiston, Me.; Lincoln, III. (perhaps); Lorain, Ohio; New Haven, Conn.; Niagara Falls, N. Y. (disputed); Savannah, Ga. (perhaps); Wichita, Kan. (rates authorized to allow 10 per cent, on investment, exclusive of maintenance and taxes). 10. Remarks. — The following remarks in connection with fare increases are of interest: In Albany, N. Y., the company is applying for 2-cent transfers; Berkeley, Cal., for 6-cent fares; Denver, Col., higher fares. In Duluth, Minn., a change in rates might bring on public ownership. In Lincoln, Neb., the street railways are asking for a straight 5-cent fare. In San Diego the r 1918.] SENATE — No. 300. 255 companies are applying for an increase in fares. In Salt Lake City street railways are petitioning for 5-cent fares and 1-cent transfers. In Spokane, Wash., the street railway is petitioning for an increase in fares. In Syracuse, N. Y., and in fact in practically all of the up-State cities, the railways are applying for 6-cent fares. Further comment on the information contained in this table does not seem necessary, since the data have been placed in such a form that any particular item is readily obtainable. As mentioned earlier in this appendix, briefs have been made showing the street railway conditions in certain cities of the United States and Canada. The 20 largest cities have been so briefed as well as a .few other cities. Following the tables showing information for the 186 cities, briefs are given showing street railway condition in various States in the United States and for certain Provinces in Canada. At a point farther along in the appendix information is given showing the requirements made on the street railways in differ- ent States relative to maintenance and repair of pavements. This information was obtained by the Public Service Commis- sion of Massachusetts in connection with a report which that Commission made to the Legislature two years ago relating to this subject. In the body of this report the Commission has referred to the various increases in fares which have been allowed during the past three years in the United States, and at the end of this appendix a list is given showing all the electric railway fare increases in the United States and Canada from Jan. 1, 1914, to Dec. 1, 1917. While a few minor fare increases may not have been included in this table, it is probable that all important increases have been noted. In connection with the brief of Cleveland, Ohio, briefs are also given showing the Cleveland and the Dallas, Tex., service- at-cost plans which are in operation in these two cities. These plans have been referred to at various other points in the report of this Commission. Boston, Mass. Population, 745,439 (1915). Street Railways. — The Boston Elevated Railway operates the surface and rapid transit lines in Boston and in several near-by cities and towns. This system comprised on June 30, 1916, 517.5 miles, of which 466.1 are on the surface and 51.4 in subways and tunnels or in elevated structures. I I li ' ' .■ ii - i 256 REPORT ON STREET RAILWAYS. ,! ; ■ I.. 15 '.M H ■ ' n I I [Feb. 1918.] SENATE — No. 300. 257 The Boston Elevated owns only about 20 miles of surface tracks and holds under lease or contract about 465 miles. Most of its leased lines are those of the West End Street Railway, which operated most of the surface lines before the rapid transit lines were developed. Charters. — The Boston Elevated was incorporated in 1894, but this original charter was amended in 1897 and the actual history of the com- pany dates from that year. At that time no elevated structures had been built and but one subway was in existence. This was the original Tremont Street subway and was leased to the West End. The Boston Elevated Company leased the West End in 1897 upon terms approved by the Board of Railroad Commissioners, and undertook to build certain elevated rapid transit lines and to operate the unified system of surface and elevated and subway lines with free transfers and a uniform fare of 5 cents. Since that time the following rapid transit faciUties have been completed and put into operation: — Elevated line from Sullivan Square to the North Station and Nassau Street to Forest Hills. The elevated on Atlantic Avenue. The East Boston tunnel. The Washington Street tunnel. The Cambridge subway, including the elevated connection and Beacon Hill tunnel. The East Cambridge viaduct extension. The Bolyston Street subway. The East Boston tunnel extension. The Dorchester tunnel from Park Street to Broadway. The Dorchester tunnel from Broadway to Andrew Square (under construction). The permanent investment in the system was $116,000,000 in 1916. Of this total amount $51,000,000 was furnished by the Boston Elevated, $40,000,000 by the West End, $1,000,000 by other leased lines and $24,000,000 by the city of Boston. The city has furnished capital for the construction of all the subways and tunnels with the exception of the Cambridge subway, which is owned by the Boston Elevated. The rentals paid by the company, which amount to nearly $2,000,000 per year, are sufficient, except in the case of the East Boston tunnel, to cover all interest charges and to provide a sinking fund in addition, which at some time in the future will retire the bonds issued for construction, although not in all cases at the maturity of the bonds. These structures cost the city nothing for maintenance or equipment, not a dollar raised by taxa- tion (except for the present small payment on account of the East Boston tunnel), and nothing but the use of its credit, and in time they will become the unencumbered property of the municipality, from which a large income can then be derived. The original Tremont Street subway was the first to be built in the United States, and with the exception of the one in Budapest, was the first shallow subway under streets (which is distinguished from a deep tunnel) to be constructed in the world. Although this tunnel was rela- tively inexpensive, it was followed by the Washington Street tunnel, which cost nearly $7,000,000 per mile. Public Ownership. — There has been no substantial desire for public ownership in this city. In any city of this size there is always some undercurrent of feeling for public ownership of the street railways, but in this city it has not reached any considerable amount. Taxation.— The Boston Elevated Street Railway pays property taxes to the various municipalities on all property except that in highways, a corporate franchise tax, and, until recently, a compensation tax for the use of the public ways, and in addition miscellaneous, including Federal tax. The taxes assessed upon the company for the year ending Sept. 30, 1916, and charged to operation, amounted to $1,040,096, made up as follows: — Real estate tax, $434,748 Corporate franchise tax, ......... 403,150 Compensation tax, .......... 160,786 Miscellaneous, .......... 41,412 Total, $1,040,096 Highway Maintenance. — The Boston Elevated is required under present statutes to keep in repair the portions of the highways between its tracks, and in the case of unpaved streets, for 18 inches outside of the tracks. It has been customary in this State for the street railways to pay con- siderable sums of money for the renewal and replacement of pavements, as well as the actual repairs. Although perhaps not a legal requirement, the street railways have in most cases been obliged to do this in order to receive the desired concessions from the local authorities. It is impossible to estimate just how much has been spent in this manner, since some of the cost of renewals and replacements are chargeable to the company in connection with renewal of rails and ties. The Boston Elevated Railway also removes some of the snow and ice from its tracks in a manner satis- factory to the local authorities. Trolley Freight and Express. — The Boston Elevated acts principally as a terminal company in connection with this business. The Elevated hauls the cars of the Bay State Street Railway and of the Boston & Worcester over its lines to a terminal at Copp's Hill Wharf. In addition, the Boston Elevated operates trailer tank cars from this terminal to a distilHng company in Cambridge. The total receipts for year ending June 30, 1916, from trolley freight business amounted to $70,733. Addi- tional receipts from carrjdng newspapers amounted to $7,000 during the same period. Investment of Public Funds. — The only investment of public funds are those of the city in the construction of the subways, as noted elsewhere. Feeders. — No autos are used as feeders by the Boston Elevated. ♦I .>«■! m ' fl.M II ■ t\ I : > i' \ 258 REPORT ON STREET RAILWAYS. [Feb. 1 ( V'l Wages, — The basic hourly wages of the Boston Elevated Railway are: minimum 291 cents; maximum, 34J cents. (With the aUowances paid the actual wage rate per hour worked exceeds these rates by U to 7 cents per hour.) Rates. — The rate of fare which must be charged by the Boston Ele- vated is 5 cents, until 1922. At this time the Boston Elevated will be consolidated with its leaded Hne, the West End. Boston has a universal transfer system between surface and rapid transit lines. In no other large city in this country are the surface and rapid transit lines operated as a unit. For this reason Boston stands far in advance of other cities in the matter of convenient and economical transfer arrangements. The maximum ride from the center of the city is 9.8 miles. The maximum ride, however, which a passenger may have for a 5-cent fare is probably between 18 and 20 miles. Rate Regulation. — At the present time the Boston Elevated is re- stricted by charter to a maximum fare of 5 cents. Result. — For several years the Boston Elevated Railway has claimed that it could not continue to exist on a sound financial basis under the present conditions. The increasing cost of labor and material has been a considerable item. Another expense of great magnitude is the rental of tunnels, which will amount to nearly $2,000,000 per year when the last iink of the Dorchester tunnel is put into operation, — probably some time during the year 1918. As mentioned, the Boston Elevated is restricted to a maximum fare of 5 cents until 1922. At the present time the Public Service Commission IS investigating, for a report to the Legislature, the method of operating the Boston Elevated Railway in order to determine whether such methods are inefficient. Probably the Public Service Commission will advise the Legislature whether, in their judgment, the present charter of the Boston Llevated should be abrogated, in order that they may receive a fare greater than 5 cents, or some restriction of transfer privileges, or the mstallation of zone systems, etc. The Street Railway Investigation Commission is making a study of the problems relating to the street railways of Massachusetts. The street railway problems in the city of Boston will therefore receive con- sideration in connection with the general problem. Chicago, III. Population, 2,521,822 (1917). Street Railways, — Chicago has two surface railway systems and four elevated systems. The two surface line companies operate as one cor- poration under the same management. The four elevated companies also operate under a common management. Charters. — The charters of the surface line companies were obtained from the city; those of the elevated companies were obtained from the State. The charters of both elevated and surface lines are limited as to 1918.] SENATE — No. 300. 259 time. In the case of the surface lines, the charter expires in 1927, while in the case of the elevated lines the shortest term charter has still about twenty years to run. Public Oumership. — Public ownership has never been tried in Chicago, although it was very widely agitated a number of years ago, and was the principal issue of a successful mayoralty campaign. The adherents of public ownership, however, failed to secure the adoption of the necessary enabling legislation from the State. Since then public ownership, while advocated by some political groups, has not been seriously considered by the public at large. Taxation. — The surface and elevated lines are taxed as are all other private corporations, no distinction being made because of the nature of their business. In lieu of any franchise or corporation taxes the surface lines pay 55 per cent, of their net profits to the city. There is no pro- vision made in the charter of the elevated lines for a division of the profits with the city or State. Highway Maintenance, — The surface lines are obliged to lay, main- tain and clean 16 feet of pavement on double-track streets and 8 feet on single-track streets. Recently the surface lines found the street cleaning so troublesome that they made an agreement with the Street Cleaning Bureau of the city by the terms of which they pay the Bureau $51.50 per mile per annum for cleaning their right of way. Street cleaning includes the removal of snow. Trolley Freight and Express. — The street railway companies do not at present transport milk or other foodstuffs. The establishment of this service is an experiment, with the idea of extending its application if con- ditions warrant, as contemplated by the officials of the company. The company has for several years operated cars carrying street sweepings and refuse to certain dumps located within the city limits, through a special arrangement with the Street Cleaning Bureau. Investment of Public Funds, — The city is not authorized to invest in the securities of street railways or to otherwise render them financial assistance. Feeders. — The street railway companies and the elevated companies do not use busses or feeders. Wages of Employees. — Conductors and motormen receive 30 cents per hour, with increases until the maximum of 39 cents per hour is reached. The same schedule applies to the elevated lines. Rates. — The rate of fare on the street railway lines, elevated and surface, is 5 cents regardless of distance traveled. Universal transfers are granted at intersecting points and as frequently as desired, and are honored as long as the route progresses forward in the same general di- rection. A maximum ride of 30 miles is possible by the use of this transfer privilege. All free transfers are between elevated lines or between sur- face lines; free transfers are not issued between elevated and surface lines. Universal transfer applies also on the elevated lines. The surface l' ! fi,' 'J I m; y il; n 'u 260 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 261 It I n ':* .' ri lines may not change their rates without the approval of the city council. This would have to be in the form of an amendment to the present franchise, and such amendment would have to be further ap- proved by the State Public Utilities Commission before it would become locally operative. The elevated lines in order to change their rates of fares must secure the permission of the State Public Utilities Commission. ResvU. — It is stated by the acting business manager of the Chicago Association of Commerce that the street car and elevated service rates are entirely satisfactory to the public. Plans for the combining of surface and elevated lines into one operating corporation, and the granting of transfers from surface lines to elevated lines, and vice versa, upon the payment of 2 cents for transfer privileges, and the building of subways to relieve the congestion, were recently proposed. In order to carry out this program legislation was necessary. This was refused by the Legis- lature which adjourned in June of 1917. It is stated that the indications are that an attempt will be made by the present city administration to build subways by special assessments levied upon the property benefited. There is a strong sentiment for the unifying of the elevated and surface lines. Cleveland, Ohio. Population, 750,000 (1917). Street Railways. — There is but one street railway operating in the city, although various interurbans run into the city over this company's tracks under contract between them and the city company. The com- pany which holds the Cleveland franchise is a private corporation, the dividends on the stock of which are guaranteed by the city under a con- tract executed in 1910. Charters. — Following years of public agitation led by Ex-Mayor Johnson and others, a franchise was given to the Cleveland Railway Company in 1910. This franchise was for twenty-five years, with an automatic renewal clause provided for renewals at intervals of ten years. Prior to the granting of this franchise a careful inventory of the property of this company was made up by experts representing the city. The company contended that its property was worth $33,000,000. It had stock outstanding the par value of which was $23,400,000. The city's experts held that the property was worth but $24,091,049.53. The bonded and floating indebtedness was $9,416,000. The actual stock value was placed at $14,075,049. The city ordinance which provided for the franchise stipulated that 5 per cent, should be paid on the bonded indebtedness of the company and not more than 6 per cent, in the event of the refunding of the same; also 6 per cent, on the company's floating indebtedness and that 6 per cent, dividend should be allowed the com- pany on its $14,678,049 of actual stock value. Provision was made that additional sums from future stock sales could be raised only with the approval of the city, and that they must be expended under the direction of the city officials. Under the charter the city reserves the right to con- trol the service, fix routes and schedules, and to designate the type and character of the cars used. The city is debarred from requiring service that shall render it impossible for the company, by charging the maximum rate of fare, to meet its expenditures plus the 6 per cent, dividend per- mitted by the ordinance. The city has the right at any time before the expiration of the franchise to purchase and take over the company's entire property. In order to do this the city must pay the value of the capital stock fixed by the ordinance plus 10 per cent. At the expiration of the franchise the city may make the purchase at the capital stock value by assuming the bonded indebtedness without having to pay the 10 per cent, bonus. The city may also, before the expiration of the franchise, designate a licensee to take over the property at the same terms as the city is authorized to take it over. The licensee, however, must agree to accept a return of at most 5f per cent., or one-quarter per cent, lower that that allowed the Cleveland company. Public Ownership. — None of the street railways are publicly owned. Public ownership has never been tried in Cleveland, although the present franchise reserves the right to the city to buy, but the city has never exercised such privilege. At various times it has threatened to do so, and recently there has been a move in the direction of public ownership to the extent that it has become one of the principal issues of one political party. . Taxation. — The Cleveland Railway Company pays taxes as any private taxpayer, namely, on real estate and personal taxes. United States income tax, United States capital stock tax, excise corporation tax to the State and Public Utilities Commission assessment, but it does not pay a car license fee, franchise tax or toll. It pays a special corporation franchise tax just as all other corporations do. Highway Maintenance. — The company must maintain in repair a space of 7 feet of street pavement for single track and the entire space between tracks and 1 foot outside of each outer rail, but not to exceed 18 feet over all, except curves, special work, etc., on all paved streets occupied by its tracks, whether said streets are paved before or after the issuance of the franchise. The company does not repave by virtue of this obligation. No definite figures are to be obtained as to the expense of paving, repairs of the company, but it runs into many thousands of dollars a year. The company is not obliged to sprinkle its tracks, but must remove snow. Trolley Freight and, Express. — Milk and express matter are handled by the company, but in a very small way. In 1912 an ordinance was passed authorizing the company to do an express business, but it has operated on this franchise but little. Interurban railways entering the city of late have done a very lively business in the transportation of foodstuffs and trackage freight. Cleveland officials say that the service for the mer- 1 ' I ' I :;. 262 REPORT ON STREET RAILWAYS. [Feb. chants of that city, on account of its speed as compared with the steam railroads, has given great satisfaction. Investment of Public Funds. — The city is not authorized to invest in any securities of the street railway company. It renders no financial assistance but co-operates in every way to assist the company in making its service less expensive. This is done because all excess profits over and above 6 per cent, to the stockholders of the company goes towards the reduction of fares By reason of the sliding scale of fares in the franchise. Feeders. — For some years the company operated two gasoline busses, but found them unprofitable and discontinued this service. Wages of Employees. — Motormen and conductors receive 33 cents an hour for the first year of service, 35 cents for the second year and there- after. The men work as near as it is possible to arrange ten hours a day, the day's work not extending over twelve hours. The minimum day is five hours. Rates. — The rate of fare on practically all of the city system was, when the Street Railway Commission visited Cleveland, 3 cents, with 1 cent charge for transfer, and no rebate. On a few lines to the suburbs the fare is 5 or 6 cents. On one line, viz., that which extends from the pubhc square to the municipal docks at the foot of East Ninth Street, a fare of 1 cent is charged. This is a comparatively recently constructed line. The 1-cent fare was the result of an agreement between the city officials and the company's officials. While 3 cents has been generally supposed to be4he rate of fare in Cleveland, the average fare for the entire system in 1916 was 3.417 cents per passenger. The average fare within the city limits of Cleveland was 3.3712 cents in 1916. This is due to pur- chase of transfers, which makes the fare to East Cleveland and Lakewood 5 cents on the outward journey, while the inward journey costs 6 cents. The charge to some of the suburbs is 8 cents over certain lines. The longest ride for the old 3-cent fare was 10.056 miles and 17.21 miles on a transfer. Under the franchise of the company provision is made that the rate of fare goes up and down, depending upon the amount of money in an interest fund established at the beginning. In this interest fund is put all income over a fixed allowance for taxes, dividends, operation and maintenance. The franchise provides that when the interest fund reaches the sum of $700,000 the rate of fare goes down one step; when the interest fund reaches $300,000 it goes up. The railway therefore changes its rate without interference of public authorities, with this provision only, that if a dispute arises as to the amount of the fund, it is subject to arbitration between the company and the city. The company is given the right in its franchise, whenever the unexpired term of the franchise or renewal is less than fifteen years, to charge the maximum rate of fare and control car schedules. In such a case whenever the interest fund exceeds $700,000 the excess must be applied to the reduction of the capital value instead of reduction of fare. The maximum rate within the city of Cleveland is 4 cents cash fare, seven tickets for 25 cents, 1 cent transfer, no rebate. ) 1918.] SENATE — No. 300. 263 Since the Commission's visit to Cleveland the rate of fare has been in- creased to the D schedule. The following is scale of fares established under the Cleveland fran- chise: — (a) Four cents cash fare, 7 tickets for 25 cents, 1 cent transfer, no rebate. (b) -Four cents cash fare, 7 tickets for 25 cents, 1 cent transfer, 1 cent rebate. (c) Four cents cash fare, 3 tickets for 10 cents, 1 cent transfer, no rebate. (d) Four cents cash fare, 3 tickets for 10 cents, 1 cent transfer, 1 cent rebate. (e) Three cents cash fare, 1 cent transfer, no rebate. (/) Three cents cash fare, 1 cent transfer, 1 cent rebate. (g) Three cents cash fare, 2 tickets for 5 cents, 1 cent transfer, no rebate. (h) Three cents cash fare, 2 tickets for 5 cents, 1 cent transfer, 1 cent rebate. (i) Two cents cash fare, 1 cent transfer, no rebate. (j) Two cents cash fare, 1 cent transfer, 1 cent rebate. Results. — The company began operating under its present franchise with a 3-cent fare and a 1-cent transfer charge, no rebate. A little more than a year after this rate went into effect the interest fund exceeded the stipulated $700,000, and a new rate, known as rate (/) (a 3-cent fare and a 1-cent transfer charge, but with a rebate of 1 cent for the transfer) became effective. The latter rate was continued until Sept. 1, 1914, when the interest fund fell below $300,000. This resulted in the restora- tion of the original rate. The present rate of 4 cents cash, 3 tickets for 10 cents, 1 cent transfer, went into effect in December, 1917. The officials of the company say that they doubt whether the next highest rate would be sufficient, or whether even the highest rate would meet the cost of the service plus the interest charges. While the rate of fare has been very satisfactory in Cleveland, and Cleveland is maintained by many to have the fastest and best street railway service in the United States, the strap-hanger still exists there as in all other cities. Cars are crowded during rush hours and thousands of people are required to stand up while riding to and from their places of business. Proposed Improvements. — The construction of a subway terminal in the congested district is contemplated. i: m I 'I 8 U^ifi Cleveland, Ohio. ' Service-at-Cost Plan. The Cleveland service-at-cost plan provides for a sUding scale of fares, a definite rate of return on the investment, a reserve fund to stabilize the operation of the plan; also provision for rehabilitation or extensions to property, and thorough supervision of the company's operation and management by the proper representatives of the company. Ff I k ' f tfb if ■t; 264 REPORT ON STREET RAILWAYS. [Feb. Fares. — The following fare schedule shall apply to the operation of the street railway company: — The maximum rate of fare for a single continuous ride within the present limits of the city of Cleveland, in one direction, over any route of said company, shall be 4 cents cash fare, 7 tickets for 25 cents, 1 cent transfer, no rebate; and, including said maximum rate, the following schedule or scale of fares is hereby established: — (o) Four cents cash fare, 7 tickets for 25 cents, 1 cent transfer, no rebate. (6) Four cents cash fare, 7 tickets for 25 cents, 1 cent transfer, 1 cent rebate. (c) Four cents cash fare> 3 tickets for 10 cents,. 1 cent transfer, no rebate. (d) Four cents cash fare, 3 tickets for 10 cents, 1 cent transfer, 1 cent rebate. (e) Three cents cash fare, 1 cent transfer, no rebate. (/) Three cents cash fare, 1 cent transfer, 1 cent rebate. (g) Three cents cash fare, 2 tickets for 5 cents, 1 cent transfer, no rebate. (h) Three cents cash fare, 2 tickets for 5 cents, 1 cent transfer, 1 cent rebate. (i) Two cents cash fare, 1 cent transfer, no rebate. (j) Two cents cash fare, 1 cent transfer, 1 cent rebate. A child under six years of age shall be carried free, and two children under six years of age shall be carried for a single fare. Dividends. — Dividends are to be paid at a definite rate on the capital value of the company. This capital value at the time operation is com- menced under the franchise consists of (a) a definite amount of bonded indebtedness; (6) a definite amount of floating debt; (c) the residue of the capital value, that is, stock. Provision is made in the franchise for the increase of capital value, with the approval of the city. Interest may be paid on the bonded indebtedness of the company at the rate of 5 per cent. Interest may be paid on the floating debt, as above defined, at the rate of 6 per cent. Dividends may be paid on the residue of the capital value, that is, stock, at the rate of 6 per cfent. Reserve Fund. — The operation of this system is stabilized and the rate of fares determined by means of a reserve fund. This fund is known as the interest fund. The normal amount of this fund is $500,000. Upon the taking effect of this ordinance the company is authorized to place the sum of $500,000 in an interest fund, which shall be deposited separately from the current receipts of the company. To this interest fund there shall be added monthly the sum remaining after deducting from the gross receipts for the month a certain definite amount per car mile for each revenue mile run during the month, and 60 per cent, of that same amount for each revenue mile run by a revenue trailer. A certain sum, provided in the ordinance,' is to be set aside from the gross receipts for 1918.] . SENATE — No. 300. 265 the maintenance, renewal and depreciation account. The fund thus created shall constitute the interest fund, out of which taxes, interest, dividend and other payments shall be made. This ordinance provides for a rate of 11 1 cents per car mile for each revenue mile run, as stated above, with the provision that this may be increased or dec^reased from time to time, by agreement between the city and company, to enable the company to meet legitimate operating expenses, etc. The amount to be set aside from the gross receipts for the maintenance and renewal fund is also based on the revenue car mile run, and amounts to 4 cents per car mile for six months in the year, 5 cents for one month, and 6 cents for five months. It is also provided that this rate may be changed by agreement between the city and company or by arbitration. The sum set aside for maintenance, renewal and depreciation is to enable the company to maintain, renew and keep in good shape its present system and any extensions hereinafter to be made. The standard of such condition for the entire system is placed at 70 per cent, of its repro- duction value. Method of Determining Fare Changes. — The fare to be charged when this ordinance goes into effect shall be schedule (e), that is, 3 cents cash fare and 1 cent charge for a transfer. This rate of fare shall continue in force for eight months, provided the company shall have installed 450 "pay-enter" cars within five months from the taking effect of the ordinance, otherwise municipal rate of fare shall continue in force for three months beyond the completion of such 450 cars. If the amount in the interest fund shall be less than $500,000, the company shall install the next higher rate of fares, unless in the opinion of the company the rate of fare higher than the next higher to the rate in fares shall be neces- sary to restore the balance of the interest fund, in which event, with the consent of the city, the company may install any rate of fare not higher than the maximum. Such new rate of fare shall continue for six months. Whenever the amount credited to the interest fund is less than $500,000 by the amount of $200,000, this shall be prima facie evidence of the neces- sity of raising the rate of fare to the next higher on the scale provided. Whenever the balance on the interest fund shall be more than $500,000 by $200,000, it shall be prima facie evidence of the necessity of lowering the rate of fare to the next lower rate on the scale. If at any time either city or company shall be of the opinion that the rate should be increased or decreased, other than as is hereinbefore pro- vided, such party may, by giving written notice to the other of its opinion, state increase or decrease desired, and if this is assented to, the change shall be made. In case of disagreement the question shall be submitted to arbitration, as provided in the franchise. Rehabilitation of Lines. — Immediately upon this ordinance taking effect the company shall proceed to expend the sum of $2,500,000 upon such extensions, betterments or improvements as may be designated by the city. II 266 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 267 'l > i'. Supervision by the City. — Under this franchise the mayor of the city, subject to the approval of the council, shall appoint a city street railway commissioner, who shall act as the technical adviser of the council in aU matters affecting the interpretation, meaning or application of any of the provisions of this ordinance. He shall have access to the books, records, etc., and shall keep informed as to the cost, quality or quantity of the service, receipts and disbursements of the company, rate of fares, etc. The city street railroad commissioner shall receive a salary at a rate to be fixed by the council, not exceeding $1,000 per month, and may employ such clerks, assistants, etc., as are needed. The salaries and expenses of commissioners and assistants shall be paid by the street railway, but shall not exceed 1 per cent, of the operating expenses for the contemporaneous month. The city reserves to itself the entire control of the service, including the right to fix schedules and routes, character of equipment, etc., pro- vided it shaU not require service to an extent which, at the maximum rate of fare, will not produce sufficient revenue to meet the operating expenses, interest, dividends, etc., as outlined in this ordinance. If the franchise has at any time less than fifteen years to run, the street rail- way company shall be considered as having the control of the service and may collect the maximum rate of fare provided in the schedule. During such fifteen years, or any portion thereof, any increase in the mterest fund exceeding the $200,000 excess, as before mentioned, shall be apphed to a reduction of the capital value, first, by payment of any outstanding floating indebtedness; second, by payment of any bonds outstandmg which can, according to the conditions of the mortgage, be paid; third, by the creation of a sinking fund to assist m securing a re- duction of capital value. Purchase of Street Railways by City. — The city may purchase at any time during the life of this grant or renewal thereof the entire street rail- way system of the company, upon giving at least six months' notice previous m writing of its intention of so doing. In case the city shall purchase the street railway property, it shall pay the capital value of said property at that time, diminished by any reduction which may have been made by any surplus earnings or otherwise, plus 10 per cent, thereof. To the extent that the city takes the property subject to either floating or bonded indebtedness, the amount thereof shaU be deducted from the capital value before the addition of the 10 per cent, above provided. The company agrees that to the extent that its current obhga- tions, indebtedness and liabihties, except for extensions and betterments, do at the time of purchase exceed a sum equal to 10 per cent, of the gross receipts of the company for the next preceding calendar year, such excess shall be deducted from the capital value in determining the price to be paid by the city. The franchise provides that the city may designate a person or firm to purchase the lines of the company after January, 1918, in the same manner as the city has the right to purchase the lines, subject, however, to the conditions that the licensee agrees to accept a smaller return by at least one-quarter of 1 per cent, than the present company is receiving upon the portion of capital value described as stock. Under these con- ditions the price paid by the licensee shall be the same as that which the city would have paid. Before such licensee shall be designated the city shall fix a time for the receipt of bids, giving thirty days' public notice thereof. At the time appointed proposals shall be filed, and should the present company file a proposal lower than its then authorized rate, such proposal being as low as any other proposal, that of the present company shall be accepted. If no other proposal is filed, or if a licensee is designated but no purchase is made, the proposal of the present company shall be disregarded, and no change of rate or return shall be required. If at the expiration of this grant, or any renewal thereof, the city shall not have exercised its right of purchase, the right is then reserved to the city to purchase the property in the manner mentioned before, except that the 10 per cent, shall not be added to any part of the capital value in determining the purchase price. Length of Franchise. — This franchise expires on May 1, 1934. As before mentioned, the company has the right during the last fifteen years of this grant, or of any renewal thereof, to charge the maximum rate of fare and to control the schedules of the operation of cars, rather than have this control vested in the city. During these years any surplus above the maximum allowed (i.e., $500,000 plus $200,000) shall be applied to a reduction of the capital value in the ways before mentioned. Highway Maintenance. — The company shall maintain in constant repair the pavement within a space of 7 feet for single track, and for double track the space between the outer rails and 1 foot outside thereof, but the company shall not be required to repave by virtue of this obliga- tion to repair, nor by virtue of any requirement of the general ordinance of the city. Dallas, Tex. Service-at-Cost Plan. The Dallas service-at-cost plan, Uke the majority of the service-at- cost plans, provides for a sliding scale of fares, definite rates of return on the property value, various reserve funds to stabilize the operation of the plan, provision for rehabilitation or extensions to property, and thorough supervision of the company's operation and management by the proper representatives of the city. Fares. — The following fare schedules shall apply to the operation of the street railway company: — (a) Cash fare 5 cents, 22 tickets for $1. (6) Cash fare 5 cents, 6 tickets for 25 cents. (c) Cash fare 5 cents, 7 tickets for 25 cents. ( ! ! 111 w not above seventeen years of age may purchase tickets based on one-half the cash fare. Dividends. — Dividends are to be paid at certain definite rates on the property value of the company. This property value is defined in the franchise as a certain definite amount, and thereafter additions may be made to this property value, on which dividends are to be paid, with the approval of the city. The rates of return on the property value depend on the particular fare schedule then in operation. When schedule (a) is in effect the rate of return is 7 per cent.; when schedule (e) is in effect the rate is 8 per cent.; and for each lower item in the schedule the rate of return is increased by one-half of 1 per cent. If, and when, the fares are increased to the next higher item, the rate of dividend decreases in the same way that it increased when the fares decreased. Reserve Funds. — The operation of this system is stabOized, and the schedule of fares and rates of dividends determined by means of three reserve funds. These funds are the surplus reserve, the accident reserve, and the repair, maintenance and depreciation reserve. The surplus reserve shall be available as an equalizing fund to promote the orderly and economical operation and development of the company's business, and to this end shall be available specifically to aid in — (a) Carrying temporarily the charges oi; burdens incident to any un- profitable stages of extensions or additions. (6) Carrying the burdens incident to the reduction in fares or other important changes seriously affecting the profits of the business. (c) Preventing frequent or violent fluctuations in fares. (d) Promoting the continuous and consecutive payment of the return upon the company's property value, as provided above. (e) Other purposes and uses elsewhere authorized in the franchise. The accident reserve shall be available as an equalizing fund for the purpose of meeting losses (not charged into operating expenses) suffered by the company on account of accidents, property damages, legal ex- penses in connection therewith, etc. The repair, maintenance and depreciation reserve shall be available for replacements and renewals, such as may be necessary to maintain the property in such condition as to offset depreciation in the physical condition of the property as a whole, and so that new types of equipment may be introduced to supersede those that become antiquated or obsolete, according to commonly accepted commercial standards in the street railway business. Method of Determining Fare Changes. — Whenever, after paying or providing for the return on property value, as per the schedule of fares then in operation, the repair, maintenance and depreciation reserve and the accident reserve are each not less than normal, and the surplus reserve exceeds normal by 50 per cent., then the fares shall be reduced to the next lower item. If after operating six months under such lower item the gross receipts have been sufficient to maintain the accident reserve and the depreciation reserve at normal, and the surplus reserve shall then exceed normal by more than 30 per cent., the fares shall again be reduced to the next lower item in the schedule. A further reduction shall there- after be made at intervals of six months, until the accident and deprecia- tion reserves are still normal, but the surplus reserve shall amount to less than 10 per cent, in excess of normal. Whenever the surplus reserve is reduced to one-half of normal the company may increase its fares to the next higher item; and if at the end of sk months the surplus reserve is less than 80 per cent, of normal, the company may again increase fares to the next higher item, and may continue to increase its fares at successive intervals of six months until the surplus reserve equals 90 per cent, of normal, and thereafter the company shall not have the right to increase its fares until the surplus reserve is reduced to one-half of normal. It is provided, however, that the company shall never charge fares in excess of those specified in schedule (a) for transportation within the present corporate limits of the city. The surplus reserve shall be considered normal when it equals 8 per cent, of the contemporaneous property value. The accident reserve shall be considered normal when it equals 6 per cent, of the gross receipts for the preceding twelve months. The repair, maintenance and depreciation reserve shall be considered normal whenever the amount equals 6 per cent, of the contemporaneous property value of the street railway. This value applies when fares are charged according to schedule (a). When the fares are reduced to schedule (6) this reserve shall be considered normal when its amount equals or exceeds 10 per cent, of the contemporaneous property value. Rehabilitation of Lines. — This franchise provides that $1,000,000 shall be spent, exclusive of expenditures charged to the repair, maintenance and depreciation reserve, within eighteen months after operation has commenced under this ordinance. This sum is to be spent in altering, reconstructing, rearranging and improving the properties originally put in operation, and in making additions and extensions, under the direction of the Board of Commissioners. As such expenditures are made the amount shall be added to the property value. Supervision by the City. — Under the charter of the city the Board of Commissioners appoints a supervisor of public utilities. The salary and expenses of such supervisor and the necessary assistants — engineers, etc. — are paid by the various public utilities so supervised in direct propor- tion to their gross receipts. It is provided with regard to street railways that these expenses shall not amount to over one-half of 1 per cent, of the gross receipts, with certain slight exceptions noted. The supervisor shall have access to all books, records, etc., of the company, and shall keep informed as to the results of the operation and management of the company. if / . I, 270 REPORT ON STREET RAILWAYS. [Feb. Purchase of Street Railways by CUy. — The rights and franchises shall, unless forfeited in accordance with the terms hereof or otherwise ter- minated according to law, continue until such time as the city, or some person, firm or corporation designated by the city, shall purchase or pay for the company's property, plants, etc. The company by the acceptance of this ordinance grants to the city the right at any time after ten years, upon giving at least six months' notice previous in writing, to purchase all and not less than all (except as otherwise provided) of the property of the company in Dallas County. In case the city shall so purchase the property of the company, it shall pay the then property value plus 5 per cent, of the then property value plus 5 per cent, of so much of the property value as represents additions made thereto within. ten years next prior to the date of purchase. The company, by the acceptance of this ordinance, agrees that if at any time after ten years the city shall designate, as a purchaser of all the company's property included in the property value, a person, firm or corporation who or which has lawful authority to acquire and operate such a street railway syistem, the company will sell such entire property to the person or firm designated by the city. In case the licensee shall purchase the property, the price shall be the then property value plus 10 per cent, of the then property value plus 5 per cent, of so much of the property value as represents additions made within ten years next prior to the date of purchase. Unification of Lines. — This ordinance provides for the unification of the Dallas Consolidated Electric Street Railway Company, Metropolitan Street Railway Company and Rapid Transit Railway Company, under the name of the Dallas Railways Company, or other appropriate name. The franchises of the above-named three companies would normally have expired in a few years and are thus cancelled. The new company may lease the railway lines and property of the Northern Texas Traction Company within the present limits of the city (with certain exceptions) and such rolling stock and equipment as is not used solely or primarily for interurban service, together with all of the local lines extending beyond the present city limits. It is provided that the company shall allow other persons or corporations desiring to build an interurban railway within or into the city to operate cars over the tracks of the company in so far as it may be necessary to reach that portion of the city used for business purposes. The Board of Commissioners shall authorize the conditions, etc., under which such joint operation over the tracks may be made. Taxation. — The provision of this ordinance shall never be construed to affect the right of the city to levy and collect lawful ad valorem taxes. The provision of the ordinance for furnishing of service for a limited compensation and for paying a substantial part of the salary and expenses of the supervisor and assistants shall be in lieu of and accepted as pay- ment for all municipal charges, fees, rentals, inspection or other charges %U 1918.] SENATE — No. 300. 271 and taxes, except ad valorem taxes and special assessments for public improvements. Highway Maintenance. — The company shall maintain in good and constant repair that portion of streets occupied by its own tracks or leased lines, and shall pay all cost of draining, grading, paving, repairing or otherwise improving the such portion of such streets when any such improvement is ordered by the Board of Commissioners; provided, however, that tjie company shall not be required to pay for paving except the cost of repairing the existing pavement, unless provision is made for paving at the same time the entire width from curb to curb of the street. The portion of the street occupied by the company shall be deemed to be the space between the outer rails and in addition the space twenty-four inches on the outside of each of the outer rails. Under certain conditions the company may, with consent of the Board of Commissioners, con- struct and maintain a park space for the operation of its cars in lieu of paving (except with respect to street intersections). The company shall sprinkle with water such of the streets occupied by their tracks and at such times as may be directed by the Board of Commissioners. The city shall pay to the company reasonable compensation for such service. ,i I Columbus, Ohio. Population, 210,000 (1917). Street Railways. — Columbus is served by six street railway com- panies, five of which connect the interurban roads and the city. The principal company is the Columbus Railway Power and Light Company, which operates 132.066 miles of railway and serves the city proper, and connects Columbus and Westerville, and Columbus and Marble CUfif. The Columbus, Delaware & Marion Electric Company has 60 miles of track and connects Columbus, Worthington, Delaware, Prospect, Radnor and Marion. It also owns and operates a city railway service in Marion and Delaware. The Columbus, New Albany & Johnstown Traction Company connects Columbus, East Columbus and Gahanna. This cpmpany has 8.8 miles of track. The Columbus Urban and Western Electric Company has 10 miles of track and connects Columbus, Marble Cliff and Fishingers. The Ohio and Southern Traction Company has 7 miles of track and connects Shadesville and Hartman Stock Farm with Columbus. The Scioto Valley Traction Company has 78 miles of track and connects Columbus and Lancaster, and Columbus and Chillicothe and intermediate points. Charters. — The Columbus Railway Power and Light Company secures its franchise from the board of county commissioners. Public Ownership. — None of the street railway companies are publicly owned nor has public ownership been tried. Taxation. — The company is taxed locally on its real estate. The tentative value is fixed by the State commission and the rate by the local 11 r • I 272 REPORT ON STREET RAILWAYS. [Feb. 4Si •h W assessors. It is required to pay an excise tax of li per cent, on its gross earnings. * Trolley Freight and Express. — No. Feeders. — Feeders are not used. Wages of Employees. — Platform men are paid 24 to 31 cents per hour, the increase from minimum to maximum covering a period of ten years. Motormen receive a minimum of $13.50 \a week. Men in the service five years or more are allowed one uniform a year; men in the service ten years or more are allowed one overcoat and one suit a year. Rates. — The average day's run is nine hours and thirty-five minutes. The rates of fare in Columbus are as follows: 5 cent cash fare, 8 tickets for 25 cents, 40 tickets for $1. The longest ride for a single fare is between 10 and 11 miles. On the Columbus Wester\dlle line, which is 14 miles long, there is a zone system in operation. There are three zones. The fare between the business section of Columbus and Westerville is the regular rate in Columbus plus the zone fares. The average rate of fare with the transfer is 3.2 cents. Result. — The testimony of street railway and public officials was to the effect that the light, heat and power business which the company is doing in addition to street railroading is carrying the street railroad. The company has been paying officials stated interest at the rate of 5 per cent. It was stated by the officials of the company that since 1901 they have not extended their lines more than a mile and have purchased but one new car in five years. The company officials stated that they do not propose to give 5-cent fare service. Detroit, Mich. Population, 465,766 (1910). Street Railways. — All the street railways in this city, together with about 600 miles of interurban lines, are owned and operated by a single company, the Detroit United Railway. The property thus owned was partly constructed by this company and partly acquired by the con- solidation and absorption of other companies. Charters. — Franchises within the city were originally granted by the common council for a period of thirty years. The last of these expires in 1924. Others have already expired and the lines are operated under a day-to-day agreement entered into Aug. 7, 1913. The franchises out- side the city were obtained from the township boards or city or village municipalities through which the lines pass. Public Ownership. — By popular vote of 40,331 to 9,542 a municipal ownership amendment to the city charter was adopted in the spring of 1913. Instead of proceeding directly to taking steps toward the pur- chase or condemnation of the street railways in Detroit, the commissioners, with whom this matter was left, entered into a day-to-day agreement with the street railways. This agreement was accepted by the common council without reference to popular vote. Since then two propositions 1918.] SENATE — No. 300. 273 for purchase have been submitted to the people. Both, however, are described as being somewhat vague as regards price, and were not accepted. Prior to this several propositions to give the Detroit United Railway franchises for new lines had been voted down by large majorities. In controversies extending over many years the people of Detroit became quite firm in their demand for municipal ownership and 3 cent fares. The adoption of the above agreement without reference to popular vote was deeply resented. This feeling has, however, gradually died out, and after over thirty years of agitation and many fruitless votes the people seem to have accepted the present situation as the best they can hope for, according to the secretary of the Detroit Board of Commerce. Taxation and Highway Maintenance. — The visible property is assessed and taxed the same as any other property. The street railway does not have to pay a special franchise or compensation tax. The company sprinkles and removes the snow between the tracks. Trolley Freight and Express. — Interurban lines do a general express and package freight business. While this adds materially to the facilities for securing the city's milk supply, the amount of farm and garden produce brought in is not great enough to have an appreciable effect on prices. The freight business on some of the interurban lines amounts to as high as 25 per cent, of the total business. Investment of Public Funds. — The city is not allowed to invest in street railway securities. Feeders. — No auto busses or other feeders are used by the company. Wages of Employees. — Conductors and motormen during the first three months receive 30 cents an hour; the next nine months 35 cents an hour; and after that 40 cents an hour. Rates. — The rates are as follows: — 1. Seven tickets for 25 cents. Good on all lines in the city of Detroit and within the one-fare zone, so called, during the twenty-four hours of the day. 2. Upon the payment of the seven-for-a-quarter tickets or a five-cent fare a transfer is issued to any intersecting line, according to the custom. 3. Workingmen's tickets are issued. These are sold 8 tickets for 25 cents. They are good from 5.30 a.m. to 7.30 p.m. with transfer on any of the same lines. Single cash fare is 5 cents. The longest ride for a single fare on the "8-for" lines is about 14 miles; on the '' 7-for, " about 15 miles. The rates on the interurban lines run from a cent to a cent and one-half a mile. 4. Cash fare, 5 cents. The company cannot change rates of fare or lay new track without the consent of the common council. Result. — There is now no serious agitation for general improvement nor for public ownership. The city lines, the company's officials say, are running at a loss. They asserted that the fast interurban lines oper- ated by the company are profitable because they do a substantial freight business. W '¥ L'i ill m :l 274 REPORT ON STREET RAILWAYS. [Feb. Milwaukee, Wis. Population, 448,765 (1917). Street Railways. — There are three street railways in Milwaukee. Two of them do a street railway business, incidentally, in a straight Une from the edge of the city to the city's heart, being primarily interurban com- panies. The remaining traffic is controlled by one company, known as the Milwaukee Electric Railway and Light Company. Charters. — Street railway charters are obtainjed from thie local au- thority, — the common council of the city. Originally thfese franchises granted were limited as to time. The Legislature has since then passed acts providing for an indeterminate period upon the surrendering of the franchise. Public Ownership. — None of the street railways are pubhcly owned nor has pubUc ownership ever been tried in this city. One political party — the Social-Democratic party — has had municipal ownership in its platform for some time. Taxation. — Street railways are valued by the State Tax Commission on an ad valorem basis. The State collects the taxes. About 85 per cent, of these are returned to the cities. There are ordinance and franchise provisions providing for a license fee of $10 a car, but this is now the subject of litigation. The companies are required to pay for the paving of the street railway zones and 1 foot outside. The company is also required to repave these zones when the city has paved the portion out- side of the street railway zone. The city requires the companies to sprinkle the track zone. While it is provided by ordinance that the companies shall remove the snow this has never been vigorously in force. The pa^^ng question is also before the courts for adjustment. The tax collections work out so that the company pays what amounts to an income tax on the net income. Trolley Freight and Express. — The two interurban companies which come directly into the heart of the city carry certain package freight and milk. The city officials, however, say that they have their doubts as to whether or not this reduces the price of food. Investment of Public Funds. — The city is not authorized to invest in the securities of any street railway nor to render any financial assistance to any company. Feeders. — The railway companies do not use busses or other feeders. Wages of Railway Employees. — Aak the Milwaukee Electric Railway and Light Company direct. Rates. — The street railways in Milwaukee charge 5 cents for a cash fare. Six tickets are sold for 25 cents, 25 for $1. For a period of three years it was 13 tickets for 50 cents. As a result of litigation the city succeeded in getting 13 for 50 rate. Owing to war conditions and jitney competition the Railroad Commission decided to cancel the 13 for 50 rate. The longest ride for this rate is about 9 miles. Passengers are 1918.] SENATE — No. 300. 275 entitled to one free transfer. The city limits cover an area of about 3.5 square miles, while the single fare zone area is about 35 square miles. The average fare is 4i cents. The street railways are not allowed to make new rates and put them into effect without petitioning the Railroad Commission and having the reasonableness thereof determined at a public hearing. Result. — The street car service and rates have not been satisfactory. There has been a continued litigation between the company and the city over the question of street car service since 1907. The Milwaukee Electric Railway Company has a petition pending before the Street Railway Commission for an increase of fares. It is contending for a 5-cent cash fare. This is being vigorously opposed by the city. The question of fare increase has been pending since 1915 and the settlement of it has been deferred, pending the result of a revaluation of the company's property, which took from 1914 to 1917 to complete. This company has paid 8 per cent, or better on its common stock and has paid 6 per cent, on its preferred stock during the past five years. Montreal, Can. Population, 670,000 (1916). Street Railways. — The Montreal Tramways Company operates the lines in this city. The mileage of the first main track of the tramways company was about 125 miles in 1911. The capitalization amounts to about $35,700,000, the gross earnings to about $6,500,000. Charters. — The present franchise of the tramways company expires in 1922. Considerable effort has been made for the past two years to draw up a new franchise between the street railway company and the city, and at the present time the royal commission is considering this question. Public Ownership. — There does not appear to be any sentiment for public ownership of the street railways in this city. Taxation. — Taxes amount to 7.84 per cent, of the gross earnings. The taxes on gross earnings as applied to ''the old section" (exemption is about 25 per cent.) are as follows: — 4 per cent, on first $1,000,000. 6 per cent, on the next $500,000. 8 per cent, on the next $500,000. 10 per cent, on the next $500,000. 12 per cent, on the next $500,000. 15 per cent, on amount over $3,000,000. Highway Maintenance. — One of the greatest expenses of the tramways company is the cost of snow removal. The winter climate in Montreal is very severe, the average annual fall of snow being about 10 feet. This is removed from the tracks by the railway company and removed from the streets by the city. The company pays half of the cost of removal |-i'i 1 1 I I :;^i :.;M I' 1( ■ ^.^ ■is :|: ^ : I «!'' 276 REPORT ON STREET RAILWAYS. [Feb. on streets on which tracks are located. The annual average cost of such snow and ice removal is about $172,800. Trolley Freight. — The subject of trolley freight has been under con- sideration in connection with the new franchises, and certain of the plans considered allowed for the handling of trolley freight and express. Trolley express is carried into Montreal over certain of the suburban lines at the present time. Feeders. — Street railway company does not use busses or other feeders. Wages. — The trainmen are paid 24 cents the first year, 25 cents the third year, 29 cents the fifth year. The company furnishes one uniform and one overcoat per year. There is a Mutual Benefit Association and a pension fund, to which the company contributes equally with the employees. All trainmen are required to speak both French and English. Rates. — About 40 square miles are included in the single-fare area. The fare is 5 cents cash, 6 tickets for 25 cents, 25 tickets for $1 ; 8 tickets for 25 cents, good from 5 to 8 a.m. and 5 to 7 p.m.; 10 tickets for 25 cents for school children. Outside the city the railway fares average about 2§ cents per mile. The average ride in Montreal is about 2 miles. The longest line is about 7 miles. A universal transfer system is in operation. Results. — As mentioned before, the franchise of the tramways company expires in 1922 or thereabouts. For the past three years there has been an effort made to have a franchise drawn up, and a royal commission was appointed in 1916 to study this matter. This commission was em- powered to make a thirty-six year contract, that is, a contract for thirty years beyond the expiration of the old franchise. The franchise relations are rather complicated in this city, owing to the fact that the tramways company has franchises with outlying towns, some of which are perpetual. Furthermore, the company has franchises with certain outlying districts which at the present time are parts of the city of Montreal. In 1915 a plan was proposed providing for a thirty-year renewal of the franchise and providing for a 5-cent fare without transfer. This tentative franchise provided for the payment to the city, in lieu of taxa- tion, of $200,000 per year for the first five years and $300,000 for the second five years and $500,000 for the remaining years. The Board of Trade suggested in connection with the new franchise that — 1. Physical valuation be made. 2. Provision be made for the city to buy,, after any fixed period, the property of the tramways company at the valuation plus a reasonable profit thereon. 3. There be a general franchise for all of the towns included in Greater Montreal. 4. Payments to the city be based on a percentage graduated on an in- creasing scale in the receipts of the company. At the present time the royal commission have not completed their investigation relative to the new franchise. 1918.] SENATE — No. 300. 277 New York, N. Y. Population, 5,670,167 (1917). Street Railways. — More than 600 street railroad companies have been incorporated to operate in the city of New York. Most of these are not now in existence. At this time there are 33 street surface railway operating companies and 21 lessor companies. In addition there are 3 operating rapid transit railroad companies which operate subway and elevated roads, and 2 such lessor companies. Charters. — The street railway companies secure their charters of in- corporation from the State, but they cannot operate without securing franchises from the local authorities. The secondary or special franchise granting authority is the Board of Estimate and Apportionment for the ordinary street railroad and the Public Service Commission for the rapid transit railroads. A franchise granted by the Public Service Commission is subject to the approval of the Board of Estimate and Apportionment. A street railway obtaining a special franchise from the Board of Esti- mate and Apportionment must obtain the consent of the Public Service Commission to its exercise, and must also obtain from the commission a certificate of convenience and necessity. Under the city charter the Board of Estimate and Apportionment may not grant a street railway franchise for a longer period than twenty-five years, with a renewal on revaluation for a second period not exceeding twenty-five years. Public Ownership. — None of the street railways are or ever have been publicly owned. Short lines over the bridges are publicly owned, but the bridges were constructed by the city. The city does own the rapid transit subways and elevated extensions, except the Hudson and Man- hattan line. These, however, are operated by private companies. The policy of the city in respect to rapid transit railroads as embodied in the rapid transit act has for many years required public ownership. The first municipal subway (covered by contracts 1 and 2) was opened in 1904, and has cost the city approximately $55,000,000. The company that bid for the lease spent several million dollars in addition for construction, and has equipped railroad (power and rolling stock) at its own expense. In 1913 new contracts (3 and 4) were signed which in some respects modified constracts 1 and 2. The new contracts provide many addi- tional lines which have been built or are now being built at the expense of the city and the lessees. Under these contracts the title to the equip- ment as well as the railroad is vested in the city. The leases for operation of the railroads are for a term of ten to forty-nine years; that is, they will run for forty-nine years unless the city exercises the right of recapture after the tenth year by repaying to the company its approved expenditures, less the accumulation in the amortization fund. Taxation. — The State tax law provides for an organization tax pay- able at the time of incorporation, and for an annual franchise tax or license fee equal to 1 per cent, of gross earnings and 3 per cent, of divi- If (I 278 REPORT ON STREET RAILWAYS. [Feb. dends declared in excess of 4 per cent, on the amount of paid-up capital. The local taxes consist of the general property tax and of special taxes or fees provided for in the secondary franchise. There is a general ordinance fixing a license fee of $50 per car (per annum) for companies operating in the borough of Manhattan, but this does not apply to certain companies that pay fees in accordance with the original franchises. One or two companies pay no license fee at all on account of the provisions in the original franchise. In the case of the Brooklyn companies, the usual license fee is $20 per car. In the case of companies incorporated since the general street railroad law of 1884 went into effect no license fee is required, since that law provided that any company thereafter incorporated and any extension of a company then in operation should pay to the city 3 per cent, of its gross receipts during the first five years of operation, and 5 per cent, thereafter. In 1899 the special franchise tax law was enacted, which makes both tangible and intangible property of public utilities in streets and public places assessable as real estate under the general property tax. The assessments are made by the State Tax Commission, which certifies its assessed valuation to the municipality, and the tax is collected at the rate established for ordinary real estate. The law formerly provided that in paying the special fran- chise tax street railway companies might deduct car license fees and other payments in the nature of a tax, but this provision was amended in 1916 with respect to cities of the first class (New York, Buffalo and Rochester) by excepting from the permissible deductions "car license fees or tolls paid for the privilege of crossing a bridge owned by the city." Moneys paid or expended for pa\dng are also excepted from the permissible de- ductions, and the city in its standard form of franchise now requires the grantee to renounce in advance all claims for deductions. The standard form of franchise in use by the city provides not only for an initial pay- ment as compensation, but also minimum annual payments on an increas- ing scale; such minimum payments, however, never to fall below the stipulated percentage of gross receipts according to the railroad law. Highway Maintenance. — Virtually all of the street railway franchises impose the obligation to lay and repair pavements between the com- pany's rails and tracks and 2 feet beyond the outside rails, and to remove snow and ice from the street. Under the local franchise grants the companies are required to water the street when the temperature is above 35°. Trolley Freight and Express. — The street railway companies are authorized to carry freight and express. No general freight and express business of consequence is carried on by the street railway companies of New York. In the borough of Brooklyn the South Brooklyn Railway Com- pany operates freight cars and does the freight business for the Brooklyn Rapid Transit System. In the fiscal year 1916 this amounted to $493,170. In the borough of The Bronx in 1916 one company earned $2,884 in freight revenue, and a terminal company in Brooklyn earned $38,471 in 1918.] SENATE — No. 300. 279 freight business for that year. The total freight business in the entire first district of New York State in 1916 amounted to $534,525, as itemized, previously compared with the total business of $93,791,891. Investment of Public Funds. — The city of New York is not authorized to invest in the securities of street railway companies or otherwise render financial assistance. It is prohibited by the State Constitution from lending its faith or credit to a private corporation. It has rendered financial assistance indirectly, however, by modifying the terms of fran- chises. Under the so-called dual system contracts, entered into pur- suant to the provisions of the rapid transit act, the city has entered into agreements with two rapid transit railroad companies for the operation of rapid transit railways to be constructed and owned by the city of New York with money supplied by the city and the companies, and to be operated by such private companies or their lessees upon a division of profits with such companies. The total cost of the dual system contracts is estimated at $350,000,000. About $58,000,000 of this will be contributed by the Interborough com- pany and about $14,000,000 by the Brooklyn company. It is provided in the operating contracts that the companies shall be first allowed their operating expenses and shall be allowed a return of 6 per cent, on their investment. Payment of rental to the city shall be made after the above payment of 6 per cent, on the investment. It is regarded as doubtful if the city will receive any rental return for several years in the cases of some of the new extensions. Feeders. — Autos are not used a§ feeders for the trolley lines. Wages of Employees. — The average wages of the conductors of the New York Railways Company, according to the report of the Public Service Commission for the year ending June 30, 1916, are $2.55 per day for a ten-hour day, seven days per week, and the wages of motormen $2.76 per day. The practice is to work the men ten hours in fourteen. Rates. — The rate of fare on street cars in the city of New York is 5 cents for one continuous ride in the same general direction from one point on any route or line of a company to any other point on the same or any other route or line of the same company. The longest ride for a nickel covers a distance from the southerly end of Manhattan to the northerly end of the island, which is about 14 miles, and when all the rapid transit lines now under construction are in operation it will be possible to cover more than 20 miles for 5 cents on such lines, over the greater portions of the different boroughs of Manhattan, The Bronx, Brooklyn and Queens. The borough of Richmond is not yet connected with the rest of the city by rapid transit lines. It is separated from the island of Manhattan by a stretch of water 5 miles long, and from the borough of Brooklyn at the Narrows by over a mile. Transfers are issued from the lines of one company to other lines of the same company that connect therewith; but with certain exceptions, particularly in the borough of Brooklyn, where nearly all the street railway companies are controlled 'II i I 280 REPORT ON STREET RAILWAYS. [Feb. h\ !i by the same interests, no free transfers are issued from the lines of one company to the lines of another company. Save in the borough of Brooklyn free transfers are not issued from rapid transit lines to surface lines. In Brooklyn these transfers are issued at a few stations. There are a few instances where the fare is less than 5 cents, and a few where transfers are given from street railway lines to rapid transit lines to various points for a flat 5-cent fare. The rate of fare is fixed by the railroad law and by the local franchise grants. The companies may not increase their rates without the consent of the Public Service Commission, which has the authority to regulate rates fixed by either statute or by the local authorities. Practically all of the street railway companies have applied to the Public Service Com- mission for authority to increase their rates or to make a 2-cent charge for transfers. Result — New York officials say that generally speaking the 5-cent fare basis has been satisfactory to the public, and that while there has been talk from time to time respecting the introduction of a zone system and a 3-cent fare, a 5-cent uniform fare has been the policy of the city and the State for many years. About the time when the Public Service Commission was created, in 1907, the street railway companies operating in the boroughs of Manhattan and The Bronx went into bankruptcy, and the transfer system which had previously existed was discontinued by order of the courts. Upon reorganization the commission enforced by its order transfers between connecting companies in certain parts of the city. According to New York officials, it appears to be now the turn of the companies to complain against the existing rate. The rapid transit lines have proved profitable, while the surface lines have as a general thing been unprofitable. Philadelphia, Pa. Population, 1,750,000 (1917). Street Railways. — Philadelphia has 5 street railway companies, the principal of which is the Philadelphia Rapid Transit Company, which serves the whole of Philadelphia County — the city of Philadelphia being co-extensive with Philadelphia County. Four of the companies are in- dependent of the rapid transit company, operating within the city limits without reaching the "central (downtown) delivery district.'* The Philadelphia Rapid Transit Company operates 660.313 miles, of which 636.977 are surface lines, 16.708 elevated and 6.618 subway. The Fair- mount Park Transportation Company operates 8.83 miles of track wholly within Fairmount Park and between the third and fifth mile circles from the central delivery district; another, the Frankford, Tacony & Holmes- burg Street Railway, operates 17.11 miles within the city limits through 1918.) SENATE — No. 300. 281 the northeastern section of the city and between the seventh and thirteenth mile circles from the central delivery district. The Philadelphia Rail- ways Company operates 10 miles through the southwestern section of the city and close to the second mile circle from the central delivery district. The Reading Transit and Light Company, Norristown di\dsion, operates 10 miles of track through the northwestern section of the city and the fifth mile circle from the central delivery district. Charters. — Street railway charters are obtained from local authorities subject to the public service law of 1913, establishing the Public Service Commission of Pennsylvania. Public Ownership). — None of the street railways in Philadelphia are publicly owned. The city of Philadelphia at present is engaged in the construction of subways and elevated railways and a 10-mile surface line under the provisions of an act approved June 17, 1913, "empowering the cities of the first class to purchase, lease, locate, construct, and equip, or otherwise acquire, transit facilities, and to own and maintain, use and operate the same within their corporate limits, and within the limits of adjacent cities, boroughs and townships, to exercise the right of eminent domain in connection therewith, and prescribing the manner of ascer- taining the damages sustained in connection with such exercise; to sell, pledge, or lease transit facilities; to grant licenses for the use of the same; to enter into agreements for the construction and operation of the same; to connect the tracks of railways with the tracks of railroads or railway companies, and under certain conditions to use portions of the tracks of the latter; and empowering railroad, railway, and motor power com- panies to sell, purchase, and lease transit facilities to and from said cities, and to contract with said cities respecting the acquisition, construction, operation, and use of transit facilities." Taxation and Highway Maintenance. — Under a contract made by the city with the Philadelphia Rapid Transit Company in 1907 the company was required to pay to the city, beginning with the month of July, 1912, $10,000 monthly for a period of ten years, then at the rate of $15,000 monthly for a further period of ten years, then at the rate of $20,000 monthly for a period of ten years, then at the rate of $25,000 for a further period of ten years, and finally at the rate of $35,000 monthly for the balance of the term of the contract, which was fixed to run until July, 1957, or until such time thereafter as the city, by serving six months' notice on the company, should decide to take over its street railway facilities. These payments go into a special fund held by a commission composed of the mayor of the city, the president of the company and the president of the board of directors of the city trusts. This commission is required to invest and reinvest. After the fund may have reached the amount of $5,000,000 it was provided that it may be turned into the treasury. In addition to these payments the company under contract was required during the first full term of ten years to pay into the city m "^ »'' m .1 ^ 1- ii|i H 1 ! ( F ■ t. k » i^ I -I' K Ni rii ! l: I. ;'' ~ i! fii I 282 REPORT ON STREET RAILWAYS. [Feb. treasury each year the sum of $500,000 in cash. During the second full term of ten years the company is required to pay the sum of $550,000, during the third term of ten years the sum of $600,000, the fourth term of ten years $650,000, and the fifth full term of ten years $700,000. These payments are required to be made in equal monthly payments, and it is provided that they shall be in lieu and satisfaction of all obligations and liability on the part of the company and its subsidiary companies, for the paving, repaving and repair of the streets occupied by theu- surface lines, the obligation of the companies with respect to the removal of snow therefrom, and all license fees with respect to the cars run upon said streets or over the various city bridges or the system of operating said cars. Prior to 1907 the company was required to pave the streets which it occupied from curb to curb. Under the contract, in case any additional streets be occupied by the company, by reason of additional surface lines or extensions, the chief of the Bureau of Highways and Department of Public Works is required to certify the number of square yards of street paving upon the streets so occupied, and the character of such paving, and there shall thereafter be added to the yearly sum to be paid an amount equal to 7 cents per square yard of macadam pavement, 8 cents per square yard of asphalt pavement and 6 cents per square yard of other character of pavement. The company is required to replace and repau* pavement removed and damaged by any construction or repair work which it may undertake with reference to its tracks or conduits. The company was not relieved from taxation upon any class of real estate which was at the time taxable, or from taxation on dividends in accordance with its charter or the charters of its subsidiaries. The city is required to credit any taxes or assessments which may be imposed upon the company for the benefit of the city to all payments made under the contract, including the sums which shall be divided and paid to the city out of the earnings. Respecting the latter it is provided in the con- tract that the city shall share with the stockholders equally all net earn- ings properly distributable as dividends over and above a return of 6 per cent, per annum on the paid-in capital stock of the company. The following is a condensed statement for the years ended June 30, 1911-16, inclusive, of the company's payments in taxes: — 1911. 1912. State tax on capital stock, State tax on loans, . State tax on gross receipts. City tax on dividends. Heal estate and personal property tax. Federal income tax, . 1675.000 165.087 115.579 50,000 50,444 1682.414 173.889 115.579 45,993 55.571 19U. $739,754 184.984 115.579 56,585 67.038 1914. 1915. 1916. $753,025 187.913 115.579 73.250 92,942 $754,553 93,447 184.434 115.579 70.398 81,671 $670,498 79.502 199.107 115,579 70.062 108.972 1918.] SENATE — No. 300. 283 1911. 1911. 191S. 1914. 1915. 1916. Licenses (outside of Phila- delphia). Paving tax charged to maintenance. ^ City of Philadelphia pav- ing tax.' Total, .... $2,277 430,589 69.196 $1,558,171 $3,210 454,014 48,206 11,578,876 $2,735 476.734 27.377 $1,660,786 $2,840 481.438 19.200 $1,726,187 $2,781 476.872 45.861 $1,825,596 $3,000 491,000 17.981 $1,755,711 » Two per cent, of gross revenue. « Amount depended in excess of amount charged under maintenance. The city tax on dividends, amounting to $115,579, is paid by the lessee on dividends paid the "subsidiary companies" in excess of 6 per cent. The real estate and personal property tax is for municipal and school purposes, at the rate of $1.75 (for 1917), levied by ordinance of councils on the full assessed valuation of property that is not exempt. The city imposes no special tax against the cars operated on the car system. The Philadelphia Rapid Transit Company operates one line into the city of Chester, for which they pay an annual tax of $25,000 per car (each car operating into Chester must carry a license showing that this amount has been paid for that particular car), which is included in licenses (out- side of Philadelphia). Trolley Freight and Express. — The street railway companies do trans- port milk and other foodstuffs. The following is a statement for the six years ending June 30, 1911-16, inclusive, of the revenue from trans- portation, which includes trolley freight and express: — 1911. 1912. 191S. 1914. 1915. 1916. Passenger, $20,606,987 $21,714,463 $22,981,518 $23,347,189 $22,942,297 $24,839,444 Mail carriers, . 11,856 14.227 14,227 14,227 14,227 24,000 Chartered car, . 13,543 15,538 17,555 19,211 20,280 19,344 Funeral car, - - 4,250 7,025 6.500 6,625 Mail, . 33,578 31,063 40.168 44.872 48.459 22,782 Milk, 13,257 14,859 19.428 17.549 14.997 14,916 Freight, 36.747 81.306 85.520 96.692 104.397 123,865 Ash, . 197,500 205.000 133.125 53,750 29.295 9,221 Newspaper, 18.561 17.740 18.584 20.667 22.817 28,520 Miscellaneous transjwrta- tion. 35 531 93 5.880 1.210 1,759 Total, . $20,932,064 $22,095,727 $23,314,468 $23,627,062 $23,204,479 $25,090,476 Investment of Public Funds. — No real investment of public funds in street railways is permitted under the law. The only investment of that kind is in connection with the investing of monthly payments made w 1 : 1 ! I 1 i 1 ..in mn %, .: ;i,i'; 284 REPORT ON STREET RAILWAYS. [Feb. to the city by the company under the terms of the 1907 contract, which IS referred to as a sinking fund. The commission which holds this fund IS permitted to mvest in the securities of the Philadelphia Rapid Transit Company. Feeders. - No feeders are used by the street railway companies. Wages of Employees. --Wages of employees, conductors and motor- men are paid as follows under a schedule which went into effect March 1, 1917: new men, 28 cents; after one year's service, 29 cents; after two years service, 30 cents; after three years' service, 32 cents; after five years' service, 33 cents. Rates. - The rate of fare in Philadelphia is 5 cents for a single con- tinuous ride within the city limits. No reduction is made for quantities of tickets purchased. The longest continuous ride without change of cars in PhJadelphia for 5 cents is 14 miles. The longest 5-cent ride is 18.95 miles There are 310 free transfer points and 641 points where "exchanges'' are honored. An "exchange" may be purchased by the payment of 3 cents additional, making an 8-cent fare. Transfers or 3-cent exchanges are issued only upon payment of a cash fare. A transfer is not issued on a tmnsfer The Philadelphia Rapid Transit Company realized from the additional 3-cent charge for " exchange tickets " during the last six years the following amounts: 1911, $739,296; 1912. $774 764- 19n $794,264; 1914, $831,740; 1915, $812,685; and 1916, ^ oi2 ' Results. -The present transfer and exchange system has been any- thing but satisfactory to many people, and there was a complaint pendine before the Public Service Commission of Philadelphia by the North- western Business Men's Association, Inc., against this system wh^n the btreet Railway Commission was in Philadelphia. It is stated in the complamt that the transfer and "exchange" system ha^ produced great discriminations. The association appealed to the Public Service Com- mission for a change in the system. The system of leasing and holding companies was said by Philadelphia officials to be responsible for a large amount of wat^r, and to no small extent the present condition of the big company. The fixed charges of tne I'hiladelphia Rapid Transit Company is about $10,000,000. Of this about three-fourths is rental and one-fourth interest ^a^'Z^'f^ ^/^Prormen^.. - The city has authorized the expenditure of $bd,000^ for the construction of subways and elevated and surface lines These it is estimated will cost at least $37,000,000 more than has already been provided. Different forms of leases for these subways are under discussion. An effort is being made to unify the city's street rail- way lines. Since 1913 the city officials and the Philadelphia Rapid Transit Com- pany have been negotiating the terms of the proposed lease. The latest plan which IS advocated by the city officials is based on the assumption that the car riders should pay the entire cost of service. Under the plan the cost would include all rentals or underlying leases and a 5 per cent 1918.] SENATE — No. 300. 285 interest on the stock of the company. The proposed contract provides that a board of supervising engineers shall regulate the service. It is provided that after the cost of service has been covered, the city and com- pany investments shall receive the same rate of interest up to 5 per cent. Any balance shall go into a reserve fund. In the event of this return dit)pping to 5 per cent, it is provided that an application for an increase in the rate of fare shall be made by the board of engineers. On the other hand, when the surplus exceeds $300- 000 a year for two years, and the reserve fund is at least $2,000,000, an application for the reduction of the rate of fare must be made. Toronto, Ont. Population, 506,000 (estimated 1916). Street Railways. — Four companies operate in Toronto under separate charters, — the Toronto Railway Company; the Toronto Suburban Railway Company, entering the northwestern part of the city; the To- ronto & York Radial Railway Company, entering the northern part of the city; and the Toronto Civic Railway. Charters. — Charters are obtained from the provincial authorities and are limited as to time. Undet* the law no municipal council is allowed to grant to a street railway company any privilege for a period longer than twenty-five years. At the expiration of the twenty-five years the municipal corporation may, after giving to the company one year's notice prior to the expiration of the period limited, assume the ownership of the street railway and its property used in the working of the railway on payment of the actual value thereof, to be determined by the Ontario Railway and Municipal Board. If the municipality does not exercise the right at the expiration of the franchise term, it may exercise such right at the expiration of any fifth year on giving one year's notice. The privileges of the company continue until the ownership is assumed by the municipality. The municipal franchises act provides that a municipal council shall not grant to any person or company a franchise to operate a railway on its streets until a by-law setting forth the terms, conditions and period of the franchise has been voted on and approved by the mu- nicipal electors. The majority of these electors voting is sufficient authority to the council to grant the franchise. The franchise may thus be granted subject to such stipulations and conditions as to payment by the company of mileage, percentage on receipts, etc., as may be agreed on between the municipality and the company. Public Ownership. — The Toronto Civic Railway is publicly owned and operates over 19.376 miles. It is one of seven publicly owned street railways in this Province. This railway runs largely through the out- lying districts and outside the city of Toronto, to which districts the com- pany's franchise did not extend. The Toronto Civic Railway, according to the returns made to the Dominion Railway Statistician for the year IT f t 1 i I; 'll =1 1 I -I hd ^111 286 c 1 1' ||! i II r li REPORT OxN STREET RAILWAYS. [Feb. ending June 30, 1916, had a deficit of $69,989.42 for the year. There is on the part of the Toronto council and rate payers a strong and ap- parent disposition to acquh-e and operate as a municipal concern the Toronto railway at the expiration of the franchise in 1921. Besides this there is a growing public sentiment throughout the Province in favor -of public ownership of radials and interurban railways, to be operated by electric current generated from water power by the Hydro-Electric Power Commission. The latter is a governmental body now engaged in the generating and distributing of electric current throughout the Provmce for lighting and power purposes. Taxation. — The provincial taxation as imposed by the corporation tax act is as follows: — Every company operating a street railway or part thereof in a city is re- quired to pay for each mile of track within the city (a) $20 when such mil- eage does not exceed 20 miles; (6) $35 when such mileage exceeds 20 miles but does not exceed 30 miles; (c) $45 when such mileage exceeds 30 miles but does not exceed 50 miles; (d) $60 when such mileage exceeds 50 miles. The mileage is computed on single track. Each mile of double track is counted as 2 miles of single track. In addition to the above tax every company is required to pay a tax of 1 per cent, of the net earnings of the company in the city, to be determined in case of a company operating part of its line in another municipality by the proportion of its mileage in the city to the whole mileage operated. "Net earnings" is defined as meaning all operating revenues and receipts in the city after deducting working expenses and payments to the city by the company for franchise. Under the assessment act municipal taxation is imposed as follows: — Land is assessed at its actual value. Land is defined as including all structures and fixtures erected or placed upon, on, over, under or affixed to any highway, lane or other public communication or water. A street railway company's track, overhead work and plant affixed to a public street are assessed as land at its actual value, as are also the other lands of the company. The rolling stock of a company is specifically exempted from municipal taxation. No franchise or continued tax is executed. The street railway companies are required to keep in repair the whole space used on their track allowances, crossings, switches and turnouts, and 18 inches of the highway outside of its tracks. If the company neglects, the municipality will repair after notice to the company and recover the cost from the company. Highway Maintermnce. — Vnder the Ontario railway act companies are required to remove the snow from and within their tracks and switches, and any snow put on the graded part of the highway shall be evenly spread thereon in a manner to be approved by the municipal council or its en^eer or other officer. The charter requires the city to furnish and maintain track foundation and pavement. Trolley Freight and Express. — The street railways of Toronto, and in fact the entire Province, do not transport milk or other foodstuffs, or other kind of freight and express matter. 1918.] SENATE — No. 300. 287 Investment of Pvblic Funds. — Under a general act municipalities may pass by-laws for subscribing for any number of shares in the capital stock of a railway company. Feeders. — The street railway companies do not use auto busses or any other kind of busses. Wages of Employees. — Conductors and motormen are paid 30 cents an hour as a minimum and 37 cents as a maximum for two years' ser- vice by the Toronto Railway Company and Toronto civic lines. The minimum rate in this Province, however, is 18 cents per hour for the first month and 21 Cents for the next eleven months, increasing afterwards. Rates. — The Toronto civic lines give 6 tickets for 10 cents. The longest ride which may be taken on the civic railway for a single fare is about 3| miles. These lines, which have about 20 miles of tracks which are operated at a loss, were constructed to serve the suburbs. The Toronto Railway Company — the principal company — when it made its agreement with the city in 1891 agreed only to serve the people in the then city limits. The company refused to extend its lines at the less fare rate when the city limits were extended. It thus gets all the best of the traffic and little the worst of it. The company charges a 5-cent cash fare. It sells 6 tickets for 25 cents; 25 tickets for $1; 7 tickets for 25 cents which are good on Sundays and during the rush hours on week days also; 10 tickets for 25 cents for school children. The longest ride on the Toronto railway is about 10 miles. Transfers are free. The maximum rates are fixed by statute, notwithstanding anything to the contrary contained in an agreement with a municipal corporation or person, or any special act. As a matter of practice no street railway companies have been able to obtain an agreement with any city or town which even allowed the company to charge a rate equal to that allowed by the Ontario railway act. All tariffs are subject to the approval of the Ontario Railway and Municipal Board. Result. — There is no complaint from the people as to fares on any of the lines. Fares on the civic railways, however, are insufficient to pay all charges, according to the municipal officials. Baltimore, Md. Population, 595,000 (1917). Street Railways. — There is one street railway company in Balti- more, — the United Railways and Electric Company. Charters. — The charter, which was granted by State Legislature, pro- vided for the consolidation of several street railway companies which had been granted privileges from time to time by special acts. In addition to obtaining a charter from the Legislature it is necessary for companies to secure an ordinance from the city for franchises on the particular streets. |i i llJ 'f 'I m it ts' mm'- ! 288 • REPORT ON STREET RAILWAYS. [Feb. ^L'^oT^"''- - ^- ^- >-" - public owne^hip nor serious land corporations. In addMo^Tr^ ^T ^ *''" '*'"" ^ °**'«^ Mao^" on gross .cipts, Uo::tZ^l:'^r J^^'^^*^^ "^ « Per cenl only to mUeage within the city li^te a^' fJ ^' '*°'- "^^^^ exceptions to this. The gross rS« ? ! """^ "^ P"*"^"* " ^^^^ amounted to $618,657.06 in me '^''' """^"^ '^^ P^°^i«'°n taif S ttrrckTfnrrtrT '^^ T''^' ^ '^^ -"^ — a^ also ^qui«d, when" dieted by Te Cn '*"' '"'" '*"*' '^^^''y^ "•g, to sprinkle the streets^nn J^ fi.^ ? Commissioner of Street Clean- May and the first dT^^^^^^n'^"^ '"'--» ^^e first day of remove snow from between thJi^^racks Ld f^rTf" * " "^ ""'^^'^ '° . In.estn.ent If Pr^^f:Tlt:\^^ ^t '""' T '"''«'''• mvest in securities of street railwavfl^K '^'^''^''^ authorized to Feed^s. - The strepH!;. ^ ' ^ "^''^'" ''""^ so. tent, but it is more iTthelZT''"^ ""' ''"^^ '° ^ <=-'-■> ex- way cars do not off" ^.oTTJJ^^XI^ ''"' T' ^ ^''^^ ♦"« raU- as feeders, since in some c^s tW .^^ "''" ^^^'^'^ ^e regarded city. In one case tlTcolTnv 5 T'^ '^^^'^ *° *« '*"'«' °f the no charge is made o^rZZr^^^T " f'V""' ^'"'^'^^y' "«» bus fare and the ride on Ihe stS 'c^r f^ T " ^'"' '^"^ '"<""'»«« '^e . city. '*'^' "''' ^^<»n the comiecting point into the 3oIr'p;; W"'^' °' '"°*°™- -d conductors vary f„.m 26 to of a 5-cent fare. ^ ^'^ '"^'^^^^ '^ "deluded on the payment Rate Regulation. — Thp <;frp«f ^o;i out the approval of the Stattu^T "*"'!3' ^'^"^^ ^^^^r rates with- ResuU. - The ratJrnf T '^''^ Commission. some complaints o^lL^^u'dThaTfilT^' ''*""«'' '^^^ "^-^ been Ther. are no important wfvlmLtff ""'' ""' ^''^ f°' ^5 cents, stitution of modern ''payTTlw' T^ "^'"'^ ^'^^ *he sub- Bkii^stop plan is under'co'nsTdertron "" '"'" ^'"^ *° '-- The Buffalo, N. Y. street Railways. - Thlri'stne' T'^ ''"'''■ this city with the excepSn o the caTT'' T'f ^« '^' «*^* <=«« i" The charters a. n^t'SdlS'ti^:' "''"""^^ '""^' "^ °'''--'- 1918.] SENATE — No. 300. 289 Public Ownership. — There has been no public ownership or agitation for it. Taxation. — Under an agreement made in 1892 some railways pay the city 3 per cent, of the gross earnings, and a special franchise tax which is greater than such 3 per cent. Under decisions of the courts the 3 per cent, tax is deducted from the franchise tax. Highway Maintenance. — The company must pave and maintain be- tween the rails and for 2 feet outside. Companies must also remove or level off any snow which it takes from its tracks. Trolley Freight and Express. — A suburban line handles trolley freight and express, but probably the prices are not affected as a general propo- sition. . Investment of Public Funds. — The city is not allowed to invest in public funds. Feeders. — No automobiles are used as feeders by the street railway company. Wages. — First year, 26 cents per hour; second, 27 cents; third, 28 cents; fourth, 30 cents; fifth, 32 cents, and thereafter, 33 cents. The average day is ten hours and fifteen minutes. Rates. — The rate of fare is 5 cents, the longest trip being about 12 miles. Free transfers are given. Rate Regulation. — The street railway companies are subject to public authorities in questions of rate regulation. Result. — The rates have been satisfactory. Improvements have been made from time to time to meet local conditions. Acting on a complaint of citizens the Public Service Commission has investigated the operation of the railway and made recommendations concerning the running of street cars during the winter, when delays are caused by snow and ice. The mayor appointed a committee to recommend improvements in traffic regulations, and acting on these suggestions the company is urging the so-called skip-stop system. This plan is on trial and has not been adopted yet, but it has resulted in quicker service. Cincinnati, Ohio. Population, 450,000 (1917). Street Railways. — There is one street railway in the city. Charters. — Charters are obtained locally and the time is limited. Public Ownership. — There has been no public ownership nor con- templation of it. Taxation. — Street railways pay taxes based on a valuation of $18,468,- 950 and a special franchise or compensation tax. This special tax, which is based on gross earnings, amounts to $72,000 for the year 1917, and in 1918 and annually thereafter it will amount to $325,000. Highway Maintenance. — Street railways are required to maintain the portion of the highway occupied by its tracks, to sprinkle, and to remove snow. .-iliit 111 11 I ■' i i i 1 1 !i 11 ti, f" 1. 1 ■ i 1i 1 i \ I'l Ij; \ 290 REPORT ON STREET RAILWAYS. [Feb. Trolley Freight. — Freight is carried only on interurban freight cars. Feeders. — Street railways use no feeders or busses. Wages. — Motormen and conductors receive from 23 to 30 cents per hour, with one and one-third pay for overtime, based on nine hours per day. Rates. — The rate of fare is 5 cents, with free transfer, and the longest ride is 16 miles. Rate Regulation. — No change in fares can be made without the agree- ment of the municipal authorities. Result. — The street car service is generally satisfactory. Various im- portant changes are under way in accordance with a new ordinance which was passed in 1917. This ordinance provides for an extension. of time for the Cincinnati Street Railway Company and provides for the opera- tion by this company of the surface and rapid transit lines in the city. A subway was recently built which forms the principal part of the rapid transit line at present. Jersey City, N. J. Population, 270,903 (1917). Street Railways. — There is one street railway company in Jersey City. Charters. — Charters are obtained from local authorities after approval of the Public Utilities Commission. Present charters are unlimited. Public Ownership. — Public ownership has not been tried in this city. Taxation. — There is a tax of a certain percentage of gross receipts. There is also a license tax per car. Highway Maintenance. — The street railway companies are obliged to maintain 2 feet outside the tracks. Trolley Freight. — There is no trolley freight service. Investment of Public Funds. — There is no investment of public funds except that Jersey City had an enabling act passed permitting it to build tracks and operate them or lease them for operation in the streets for freight railroad purposes. Feeders. — There are no feeders maintained or operated by the street railways. Wages. — The wages range from 25 to 35 cents per hour. Rates. — The rate of fare is 5 cents and this includes free transfers. Rate Regulation. — The street railway cannot raise its rates without permission from the proper authorities. 1918.] SENATE — No. 300. 291 Los Angeles, Cal. Population, 600,000 (1917). Street Railways. — There are two street railways in Los Angeles, the Los Angeles Railway Corporation and the Pacific Electric Railway Com- pany, the latter having a limited local business in connection with its interurban business. Charters. — Street railway charters or franchises are obtained from the city authorities and have always been limited as to time. Public Ownership. — There have been no publicly owned street rail- ways, nor has public ownership ever been seriously contemplated. Taxatixm. — The total taxes paid by the street railways to city, county and State combined amount to about 5| per cent, of the gross revenue. The city tax is a franchise tax, which is in effect 1 per cent., although the franchises have contained a 2 per cent, clause, with the provision that if the franchise is for an extension a 2 per cent, of gross annual re- ceipts shall be figured on one-half of the gross annual receipts. The railways have always contended that an ordinary franchise within the meaning of the law, at least at the issuance of said franchise, can become an extension of an existing line upon the assignment of said franchise by the owner thereof to another party operating the line. Highway Maintenance. — Street railways have to lay and maintain the pavements between the rails and for 2 feet outside. The railways are not required to do any street cleaning or watering, and there is, of course, no snow to contend with in this city. Trolley Freight and Express. — The railways do not transport milk or other foodstuffs over their local lines, nor is such transportation con- templated. Investment of Public Funds. — The city does not invest in street rail- way securities. Feeders. — One-man shuttle 'cars are used as feeders on some lines, and the companies have contemplated the use of busses in partly de- veloped territories. Such bus service has not yet been attempted on account of the jitney problem with which the railways have to contend. Wages. — The trainmen's wages range from 29 to 34 cents per hour. Rates. — The local fare is 5 cents, the longest ride being 8.44 miles without a transfer and 16.9 miles with a transfer, the transfers being free. Rate Regulation. — The street railways cannot change their rates with- out the permission of the California State Railway Commission. Results. — The railways claim that a 5-cent fare does not give adequate return on their investment and they claim to be losing money. il ^1 i ;? ■■ i i 292 REPORT ON STREET RAILWAYS. [Feb. Minneapolis, Minn. Population, 370.000 (1917). Street Railways. — There is but one street railway in the city of Min- neapolis. Charters. — The present street railway holds a charter from the State Legislature which was granj;ed for a period of fifty years. New franchises to operate in cities must now be obtained from the local authorities, that is, from the city council in Minneapolis. The terms of such franchises are to be limited to thirty years, with a renewal of thirty years with the approval of the city council. Public Ownership. — Public ownership has not been tried in this city. Taxation. — The street railway company pays to the city a license tax of $25 per car per year. Under State law they are subject to taxation on their real and personal property. Highway Maintenance. — The street railway must lay the pavement or improvement of that portion of the highway between the rails. The street railway is also obliged to maintain and clean such portion of the highway. Trolley Freight. — The street railway does not transport any food- stuffs. Investment of Public Funds. — Cities are not authorized to invest in the securities of street railways. The Sinking Fund Commission is not forbidden, if it so desires, to invest its funds in street railway bonds. Such investments have never been made, however. Feeders. — The street railway company does not use busses or other feeders. Wages. — Wages range from 26 cents per hour to 32 cents, per hour after five years. The company has also instituted a special bonus amounting to $15 per month, which is paid to the employees, provided they have not been late or absent. Rates. — The fare is 5 cents, the longest ride being about 8 miles. The company maintains a universal transfer system. Rate Regulation. — The street railway cannot change its rates without the consent of the council. The minimum rate under the present fran- chise is 5 cents. The Railroad and Warehouse Commission has no authority over street railways. Results. — There is general satisfaction with the street car rates. Under the new franchise profit sharing on the part of the city will be considered beyond the reduction of fares or accumulation of surplus toward extensions of future purchase of entire property. Forty miles of additional track extensions are being requested at the present time, but the street railway company considers that the six years left of its 1918.1 SENATE — No. 300. 293 present charter is too short to guarantee such extensions. Any improve- ments will await the outcome of the negotiations regarding the proposed franchise. Newark, N. J. Population, 401.000 (1917). Street Railways. — There is one company in Newark, N. J., operating 24 lines. Charters. — Charters or franchises are obtained from the local authori- ties, the original franchise being without limit, but recent extensions have been granted for limited periods. Public Ownership. — There has been no public ownership or agitation for it in this city. Taxation. — The street railways are taxed on personal and physical property, consisting of cars, rails, etc. The buildings and lands are assessed as real estate. Company is required to pay a 5 per cent, tax on gross receipts, and also a car license for each car operated in this city. Highway Maintenance. — The street railways are required to pave and maintain pavement between the tracks, and prior to 1913 they were re- quired to pave and maintain 1 foot in addition outside the tracks, follow- ing which they have been compelled to pave and maintain 18 inches outside the tracks. Street railways are not required to do any street cleaning. They are required, however, in some of the outlying districts and in certain of the city streets to water tracks and remove snow from curb to curb, under agreement with the municipality. Trolley Freight and Express. — The street railways do not transport foodstuffs; and while a trolley freight service was talked of at one time, nothing has been heard of it for the last four years. Investment of Public Funds. — There has been no authorization for this city to invest in street railway securities. Feeders. — Street railways do not use busses or other feeders. Wages. — The minimum rate of wages for conductors and motormen is 26 cents and the maximum 34 cents per hour. Rates. — The regular rate is 5 cents, with transfers. The longest ride for such a fare without a change is 11.56 miles, and from this line transfers are issued at all intersections. Rate Regulation. — Street railways cannot change their rates without being subject to interference of public authorities, before the new rate goes into effect. Results. — The street car service rates have been satisfactory on the whole, and there are no important improvements under way or seriously contemplated. Remarks. — There are 200 to 300 jitneys operated by private owners. These jitneys pay 5 per cent, on gross receipts to the city and are bonded and regulated, both by State law and municipal ordinance. N I il : I 294 REPORT ON STREET RAILWAYS. [Feb. New Orleans, La. Population, 400,000 (1917). Street Railways. — There is one street railway system in New Orleans which is a consolidation of various companies. Charter. — Franchises are obtained from the city for various periods. Public Owner ship. — There has been no public ownership in this city. Taxaticm. — Street railways are taxed on all realty or personal prop- erty and on franchise valuation, the latter being based on 32 per cent, of the gross receipts, from which gross receipts is deducted the assessed value of real and personal property. Trolley Freight. — There is no trolley freight service maintained. Investment of Public Funds. — City cannot invest public funds in rail- way securities. Feeders. — No autos are used as feeders. Wages. — Wages paid are 25 cents per hour for an eight-hour minimum day; one and one-half regular rates for overtime. Rates. — The rate of fare is 5 cents and the longest trip for this fare is 15J miles. There is an almost "universal transfer system, no charge being made for transfers, and no transfer being given on a transfer. Rate Regulatimi. — Rate is fixed by the franchise. Street railways can reduce but cannot raise fares. Results. — The rates have been satisfactory. At the present time a thorough survey has been made, and it is now in the hands of a special committee for consideration and report. Pittsburg, Pa. Population, 590,000 (1917). Street Railways. — There are one hundred street railway traction companies in Pittsburg maintaining corporate organizations. About twenty years ago the companies were consolidated into three systems, which in 1902 were leased to the Pittsburg Railways Company. To a considerable extent the three traction systems are still operated as sepa- rate properties. Charters. — All street railway charters are granted by the State, but the consent of the municipalities must also be secured. The require- ment of municipal consent is in the State Constitution, and it has been held that municipalities may prescribe such conditions as they see fit before granting their consent. Practically all of the charters and local grants of consent are unlimited. In a few cases the charters are for a term of ninety-nine years. Public Ownership. — No street railways are publicly owned. The Legislature of 1915 passed an act empowering the city to construct tracks on certain streets where no railways were operated. This act was passed 1918.] SENATE — No. 300. 295 to allow the city to build tracks on some down-town streets where there was public opposition to granting franchises to the railway companies. The city was to lease such tracks to a street railway company for opera- tion. An ordinance was introduced in the council providing for the construction of such tracks, but no action has ever been taken under this ordinance. Taxation. — Street railways pay a State tax of 5 mills on the value of their capital stock to the State. The State in determining this value endeavors to find the real value of the property, which is made the basis for this tax. They also pay to the State a tax of 8 mills on gross receipts. Certain of the underlying companies pay a tax of 2 per cent, to the city on gross receipts. This latter tax, which is a compromise of certain matters regarding street cleaning, paving, car taxes, pole taxes, etc., amounts to $25,000 per year. At present a car license tax is paid to the city, amounting to $20,000 a year. This claim is also in dispute. The railway company pays taxes on certain real estate owned by it in the city, this being an exception to the general rule in the State, which ex- empts the real estate of public-service corporations from local taxation. Highway Maintenance. — Street railways are required to pave and maintain between their rails and 1 foot outside thereof. They are also required to keep this portion clean. There has been considerable liti- gation over these questions, particularly street cleaning, and the company now pays to the city $85,000 per year in commutation of this liability. Trolley, Freight and Express. — Although street railway companies in Pennsylvania have the power to transport light freight and express matter this power has never been used within the city. Some milk and produce are hauled in by the interurban lines. A proposition has been under discussion for the establishment of a combined trolley terminal and market, but nothing has been done toward carrying this out. The amount of produce brought into the city by interurban lines is not enough to have an appreciable effect on prices. Investment of Public Funds. — Municipalities are forbidden by con- stitutional provision from investing in securities of corporations. An exception has been allowed where the city has taken over corporate prop- erty such as bridges. Feeders. — The street railways do not use feeders. There are a few shuttle lines operated, but they are really parts of the system. Wages. — The present wage scale for conductors and motormen is 27 cents per hour for the first six months, 29 cents for the second six months, 31 cents for the second year, with an increase of 1 cent each year up to 35 cents. Rates. — The rate of fare is 5 cents, except between midnight and 5 a.m., when it is 10 cents. The longest ride is between 8 and 9 miles. Several lines haul passengers this distance without transfer. In other cases a transfer is given. Free transfers are given to a limited extent I 'f ' liS^. ! , ..H».V" » ff P" V ii I 296 REPORT ON STREET RAILWAYS. [Feb. The percentage of transfers to revenue passengers is somewhere in the neighborhood of 15 per cent. Rate Regulation. — Public-service companies in this State have the power to change their rates without the consent of the Public Service Commission, after thirty days' notice. If the new rate is attacked within this period the burden of proof is on the company; otherwise it is on the complainant. Result. — Service and fares have been the subject of complaint in this city for ten years. The chief complaint has been relative to the char- acter of the service, — principally the failure of the company to provide a sufficient number of cars operated on proper schedule. Considerable improvement has been made within the past ten years. The condition of the track and roadbed is not considered good. With regard to fares the chief complaint has been that the company has not provided a uni- versal transfer system. The practice is to operate lines from the out- skirts to the central part of the city, thence looping them back on the same route. As a result scarcely any cross-town service is given and two fares are often collected from persons traveling across the city. Re- cently a cross-town line has been put on, transferring to a number of other lines. The city has filed a complaint against the railway company before the Public Service Commission, embracing all the subjects of con- troversy. It is probable that as a result improvements of service and an extension of the transfer privilege will be obtained. St. Louis, Mo. Population, 850,000 (1917). Street Railways. — There is one local street railway system in St. Louis, viz., the United Railways Company of St. Louis, which owns and controls all street railway lines, comprising about 500 miles of track. This company was formed in 1899 by the consolidation of all the street railway companies in the city at that time. There is also a double track line about 2 miles long forming a St. Louis end or terminal of a large system of interurban lines in Illinois. Charters. — Charters are obtained from the State authorities and are sometimes limited as to time, but not necessarily so. Public Ownership. — There has been no public ownership in St. Louis. In future ordinances, however, the city will be required by its present charter to reserve an option to buy the property at the end of the first ten-year period or at the end of any five-year period thereafter, on terms to be specified in the franchise. Taxation. — The general property tax is assessed on the valuation as determined by the State Board of Equalization. This valuation in- cludes franchise as well as property vahie. This tax, which covers State, county, city and school, amounts to about 4 per cent, of the gross receipts. 1918.] SENATE — No. 300. 297 Under original franchises the underlying companies of the United Rail- ways Company pay various amounts to the city for special franchise taxes. At present this tax amounts to about 2 per cent, of the gross receipts of the company. The company pays the city 1 mill per passenger in addition to other taxes. After long litigation the courts upheld this tax, which amounts to about 2 per cent, of the gross receipts. Exclusive of Federal taxes the company pays about 8 per cent, of its gross receipts in taxes. Highway Maintenance. — The company is required to pave and main- tain between the rails and 1 foot on each side. The expenditure of the United Railways Company for this purpose amounts to about 2 per cent, of its gross receipts. The company is also required to remove snow, but not to clean or sprinkle the streets. Trolley Freight and Express. — The street railway company has the right to transport freight, etc., but does very little. There is not enough business of this class to justify any conclusions as to the effect on prices. Investment of Public Funds. — The city is not allowed to invest public funds in its street railways. Feeders. — No autos are used as feeders in this city. Wages. — The wages of motgrmen and conductors are based on a graduated scale, starting at 24 cents per hour and reaching 31 cents after seven years. Rates. — The regular passenger fare is 5 cents; half fares allowed for children between five and twelve years of age. The universal transfer system is in operation and the longest trip for a single fare is 25 miles. Rate Regulation. — The rates are subject to the control of the Public Service Commission of the State of Missouri. Results. — The rates have been satisfactory. Owing to the over- capitalization in the consolidations of some subsidiary companies, the litigation over the so-called mill tax and the doubt as to the date of the expiration of some of the franchises of the underlying companies, the United Railways cannot secure new money for extending and improving the service and for refunding underlying bonds. Both the city and company realize that these difficulties must be adjusted or the company will have to go into a receivership. Conferences have been held and drafts of proposed ordinances have been prepared. The following is a brief description of the draft of a new ordinance for the United Railways Company. The subject is still under consider- ation and consequently the final ordinance adopted may be materially different from this one. This bill provides for: — A franchise for the company until April 12, 1948. Reduction of the company's capitalization from about $104,000,000 to to $60,000,000. A board of control to supervise extensions and service and expenditures for those accounts. m 'I Hi m-i ! (' ! I r il 298 REPORT ON STREET RAILWAYS. [Feb. A tax of 2 per cent, on the company's gross earnings and a supertax of 25 per cent, of the net earnings above 7 per cent., and of 50 per cent, on net earnings above 8 per cent, on the capitalization. Payment of the accrued mill tax. Requirement that the company operate a subway or elevated system if the city should build either, but no exclusive franchise of the under- ground or of the overhead lines is granted to the company. Probably there will be provision for the purchase of the company's property by the city under certain conditions. San Francisco, Cal. Population, 530,000 (1917). Street Railways. — There are three street railways operating in this city. Charters. — Charters are obtained from the city and limited as to time. Public Ownership. — One of the lines is a municipal railway operated by the city. The rates are the same as on the lines operated by the private companies. A valuation is being made by the city engineer of the United Railroads, public ownership of which is being considered. Trolley Freight and Express. — The companies do not transport freight. Investment of Public Funds. — City does not invest public funds in street railways, — except the board in its ownership of the municipal railway. Feeders. — A number of automobile bus lines operated into the city. Information does not show whether these are operated privately or by the companies. Wages. — The municipal railway pays $3.50 for eight hours' work; the California Street Cable Railway pays $3.75 for nine and one-half hours; the United Railroads of San Francisco pay 30 to 42 cents, a sliding scale for a period of ten years. The rates on the United Railroads will be reasonable, increase given by the company. Rates, — The rate charged is 5 cents and includes free transfers. Rate Regulation. — Any change in fares would come under the author- ity of the board of supervisors of the city and county of San Francisco. Results. — The street car service is satisfactory. Remarks. — For further information on San Francisco see Appendix E, on "Municipal Ownership of Street Railways." 1918.] SENATE — No. 300. Seattle, Wash. 299 Population, 330,834 (1917). The following are the street railways operating in Seattle, with their total equivalent single-track mileage: — Puget Sound Traction Light and Power Company, Seattle & Rianien Valley Railway Company, Loyal Railway Company, . Western Washington Power Company, Puget Sound Electric Railway, . Municipal Railways, Division C, Municipal Railways, Division A, Miles. 205.73 21.99 1.87 3.45 7.87 4.79 7.76 Total, 253.46 ft Note. — The Municipal Railways, Division C, operates 4.55 miles of track south of the city limits. Public Ownership. — The Municipal Railways are owned by the city. Other railways are privately owned. The Municipal Railways started operation May 23, 1914. For further information on this subject see Appendix E, "Municipal Ownership of Street Railways." Taxation. — Municipal Railways do not pay taxes, but take care of paving and planking of the right of way to correspond with the improve- ment of abutting portion. Private companies are obligated under their franchise to pave at the same time the city improves the abutting portion. The Puget Sound Traction Light and Power Company estimated its proportion of taxes for the railway in 1915 as $264,424, according to Mr. Valentine, superintendent of Public TOlities, which was equivalent to being taxed at the rate of 1.3398 per cent, on its railway property. Trolley Freight. — Private interurban lines do a freight business, but there is no local package freight on private lines. On Division C of the Municipal Railways freight is handled, but no freight is hauled on Di- vision A. Wages. — On the Municipal Railways conductors, trainmen, bammen and trackmen receive $3.50 per day of eight hours. The barn foremen receive $120 per month. The superintendent of transportation receives $130 per month. The employees on private lines recently, under an arbitration award, received an increase in wages. The agitation for an increase was due to the fact that the industrial activity of the city resulted in a demand for labor at better wages than the private companies were paying their employees. Rates. — On Division A of the Municipal Railways the rate of fare was as follows: adults, 4 and 5 cents; children, 2| cents; 4-cent tickets sold on cars at rate of 6 for 25 cents and 25 for $1. On Division C the fare both inside and outside the city is the same as on Division A. Com- ■t !i I >i rl 300 REPORT ON STREET RAILWAYS. [Feb. mutation tickets allowing a through ride are sold on Division C at the rate of 6 for $1. No transfers are issued on the Municipal Railways. The two divisions of the raUway are widely separated. The rate of fare on privately owned lines is 5 cents. The largest privately owned com- pany, the Puget Sound Traction Light and Power Company, has recently withdrawn, under the sanction of the Public Service Commission of the State of Washington, the sale of 4-cent tickets. /eeswZ/. ~ Although the Municipal Railways have been operating at a deficit, the people of the city seem to be of the opinion that municipal ownership of street railways will only have a fair test when the present lines shall have been connected and extended, as is now being proposed. For further information on this matter see Appendix E, *' Municipal Ownership of Street Railways." At present there seems to be no par- ticular criticism on the part of the people with regard to the service of the privately owned lines. Washington, D. C. Population, 365,000 (1917). Street Railways. — The following street railways are operating in the District of Columbia: the Capital Traction Company, the East Wash- ington Heights Traction Company, Washington & Maryland Railway Company, Washington Railway and Electric Company. The last- named company controls three other compam'es. Two other companies, operating principally in the State of Virginia, enter the District of Colum- bia. Another line operates through cars from Maryland into the Dis- trict of Columbia over the tracks of the Washington Railway and Elec- tric Company. Charters. — Street railways are chartered by Congress and the charters are generally imlimited. Public Ownership. — Tuhlic ownership has not been tried, but has been agitated for some years. Taxation. — Street railways are taxed on all real estate and improve- ments owned by them. They also pay a tax of 4 per cent, on their gross earnings in lieu of the personal property tax. Highway Maintenance. — They are required to maintain a space be- tween their tracks and 2 feet beyond the outer rails. This includes the laying of improved pavements for this width whenever the remainder of the portion of the streets are so improved. Cleamng, sprinkling and snow removal are not required. Trolley Freight. — Certain of the street railway companies are author- ized to transport milk and other light freight. Investment of Public Funds. — The District of Columbia is not author- ized to invest in the securities of street railway companies. Feeders. — Street railways do not use busses or other feeders. 1918.] SENATE — No. 300. 301 Wages. — Average wages per hour for conductors and motormen, 23i to 27 cents. Maximum hom^ of continued service, twelve. Notice of an increase of 2 cents per hour was recently made by the Washington Railway and Electric Company. Rates. — The rate of fare is 5 cents or 6 tickets for 25 cents. These tickets are good for passage on any of the lines of the different companies. Free transfers are given between the lines of a company, but not between companies. Rate Regulation. — The above rates are fixed by an act of Congress and can only be changed by that body or by the Public Utilities Com- mission. Result. — The Commission has been engaged upon the valuation of the properties of the street railway companies subject to their juris- diction. While the physical property has been inventoried in each case, final determination of the value for rate-making purposes has not been made. If I II >il« 1 i" f 302 REPORT ON STREET RAILWAYS. 11 12 13 [Feb. Questionnaire sent to Various Cities [Note re Population. — United States Census, 1910 (unless otherwise B 3 City. Popula- tion. Reply from — 1 Aberdeen, S. Dak., 2 Aberdeen, Wash., Akron, Ohio, Albany, N. Y., . Alliance, Ohio, . Altoona, Pa., Appleton, Wis., . Asheville, N. C, Athens, Ga., 10 Argenta, Ark., . 11,846' 13,660 130,000t 110,000t City auditor. City clerk. Mayor. Chamber of Commerce. 15,083 Chamber of Commerce. Arkansas City, Kan., Atlanta, Ga., Atlantic City, N. J., 60,000t 16.773 18,762 14,913 11,138 7,775* 200,000t Chamber of Commerce. Mayor. 53,000t Mayor. Mayor. Mayor. Mayor. Executive Secre- tary. Mayor. 1. 'S o a*' » o o £ 2 i n City; 30 years. City; 50 years. State charter; city franchise. City; perpetual. State charter; city franchise; 25 years. State charter; city franchise. City and State char- ters; 30-year limit. Local; 30 years. State charter; city franchise; 20 years. State; renewable from time to time. State; no time limit. 1918.] SENATE — No. 300. 303 AND Towns in the United States. noted); ♦ means State Census, 1915; t means estimated Jan. 1, 1917.] £-§ o o u 3 S « .2 No. No. No. No. No. No. No. No. No. No. No. No. No. cS-5 5 o p8 3 5 3 08 _ 00 ft^ G 3 < .«T) S ' 00 . aiXJ O ft 83 .£3 1^ ® 3.. ^'ft-C.S «4H © 2 C HH fc. TO © O No. No. No. No. No. No. No. No. No. No. No. Agitation for it. No. 3. fail 3 ^9 gS^ftS T5 O »- j3 S.2 S-« 3 eS** t. (.1 <4-i a) ■tS O ^ « 3^aS O o >> " O 03 » ©"T! I ■«:» ^ -<^ b. SCO g.g « §-3 2 a a -S ft-3 gl.-o '.3 o' a >Q «^ >.® X .3 -^ C i*!*!" eS 3 S oj > 3^ o-ji o ^^ o S b. U 00 Regular city tax only. Franchise tax, S5 per car. Tax on value of physi- cal property. Usual real estate tax; special franchise tax. Franchise subject to tax on Tax Commis- sioner's appraisal. Physical valuation and origination of business in each locality. Ad valorem tax on prop- erty; also franchise tax. Special franchise tax. State and county tax; special city tax after 20 years of franchise. Assessed on valuation. Usual property tax ; also 2 per cent, on gross earnings less the fran- chise and sanitary tax and license. One company pays tax on value of franchise; two companies pay 5 per cent, on gross re- ceipts; all companies pay license of $100 per car per year; from this is deducted gross in- come tax on two lines. No. Lay and maintain sur- face 1 foot outside the rails. Pave between rails; as- sessed for cost of other work. Maintain 2 feet outside the rails; remove snow from rails. Maintain their portion of highways. Maintain 1 foot outside the rails; also clean, water and remove snow. Maintain for 2 feet out- side the rails and re- move snow from rails. Pay for one-third the paving where lines are located. Maintain between rails. Pays for 11 feet single 12 track and 16 feet double track. Maintain 1 foot to 18 inches outside rails; re- quired to sprinkle tracks when city sprinkles street. 1 2 10 11 13 'i '.nHr 304 REPORT ON STREET RAILWAYS. [Feb. Xi 10 11 12 CiTT. 13 Questionnaire sent to Various Cities [Note re Population. — United States Census, 1910 (unless otherwise • Athens, Ga., Argenta, Ark., Arkansas City, Kan., Atlanta, Ga., Atlantic City, N. J., 4. "■is 2 5. Q C OB .8Sg5 J? 8 || S fl SI n Aberdeen, S. Dak., Aberdeen, Wash., . Akron, Ohio, Albany, N. Y., . Alliance, Ohio, Altoona, Pa., Appleton, Wis., Asheville, N. C, . No. No. Yes. No. Yes. Yes. Contem- plated. No. Yes. No. No, but franchise allows it. Yes. Little. No. No. Adams Express. 5. 5o, o b ^ a « Ue3 a ^- .2 .a u .a 00 00 .0 s» m 4 7 6H 6J^ 15 3 x^ .a 2-,- a 3 o3 OS (i w A •2 fe.2 I .i:a.2 Free. Free. No. Free on interurban lines. Free. Limited. Free. Free. Free. Free. No. Free. Free. » *' I 00 m ^ » o 3 0) w -,- ^ W ^ 3 ©"^ ^ -»» 3 43 01 flj3 S a 2 a No. No. No. No. No. No. No. No. No. No. No. No. 10. «■* > o3 09 .? >> « is b O CO - t- c M a 3-3 o 08 O ^- S.2 ?oo a -tJ 03 a © © s^^ © © g-*^ ft 3 ft§ ©-2 43^3 © .M 00 -.3 «) © B 3 Can re- duce rates. Very satisfactory. Yes. Yes. Company apply- ing for 2-cent trans- fers. Service of city line unsatisfactory. Former 4-cent ride by tickets discon- tinued. Entirely satisfac- tory. Yes. Yes; cars. Yes. Yea. Yes. one-man Yes. No. No. No. Extensions if fares are raised. Expect to reroute entire system. No. Yes. No. No. 1 2 No. Few extensions. No. 10 11 12 13 [«l ,! 1 if 306 REPORT ON STREET RAILWAYS. [Feb. B 3 14 15 16 17 18 19 20 21 22 24 25 26 27 28 City. Augusta, Me., Aurora, 111., • • Austin, Tex., Baltimore, Md., . Bangor, Me., Battle Creek, Mich., Bellingham, Wash., Beloit, Wis., Berkeley, Cal., • • 23 Biddeford, Me., Billings, Mont., . Bloomington, 111., Blue Island, 111., Boise City, Ida., Boston, Mass., Questionnaire sent to Various Cities Popula- tion. 13.211 29.807 29.860 595,000t 26,000t 25,267 24,298 15,125 40,434 17,079 10,031 25,768 8,043 17,358 767,589t Reply from — Street railway. City attorney. Mayor; cham- ber of Com- merce. Mayor. City clerk. Mayor. City clerk. City attorney. Mayor. Mayor. Mayor. Mayor. Mayor; Com- mercial Club. 1. 2^ a** 03 03 < 25-2.5 n By special charter or general laws; un- limited life. Citv charter; lim- ited life. State and local 50- year limit. State limited. State; 25 years. City charter. State charter; city franchise; no charge. State charter, 50 years; local fran- chise, 35 to 50 years. City franchise. State Public Utili- ties Board. City; limited time. Certificate from Public Utilities Commission; local franchise, 50 years. State; unlimited. 1918.] SENATE — No. 300. 307 and Towns in the United States — Continued. 2. 3. •♦J i i; ..' ' 00 -P o 1 >, 1 e^. tntH^iajOJO'Ti i-*J'« Are any of the stree ailways publicly owned? IS CD d s S n S 3*73 S3 ^'"^•^^ * ? 2. ^ O 3 * a> >>ft^.a •« « 2 C H- 1 fc. B aj 3^ £§3.2 (- 1— 1 s +> .»^ £ 03 Oe.. * ft a) * 3 2. X fto >-H es.-<«« r; sr; a)"^ 4i.-S C . u . «.fl o ft . a3j:3 CO . ?^ « .^13 O !f d IS S-o^ o K 3 < PQ o < O ^ - - • - - - _ _ _ 14 No. No. - Tax on real estate, roll- ing stock, etc. Maintain 1 foot outside rails; no other charges. 15 No. No. - Ad valorem tax and franchise tax, also gross receipts tax. Maintain 1 foot outside rails; no other charges. 16 No. No. Real estate and per- sonal property tax ; park tax 9 per cent . gross receipts. Lay and maintain 2 feet outside tracks; sprinkle and remove snow 2 feet outside tracks. 17 No. No. — Taxed by State; spe- cial franchise tax. Maintain 18 inches out- side rails; also water and remove snow. 18 No. Contem- plated. - Local property tax. Maintain between rails. 19 No. No. ^ Local property tax ; small percentage of earnings. Maintain between rails. 20 No. No. State Tax Commission; gross earnings. Pay for 8 feet width; assessed for share of cleaning and snow re- moval. 21 No. No. — Non-operating prop- erty taxed locally; tax on gross earnings. Considerable expense of maintaining part of highways. 22 No. No. - State and city. Maintain between rails. 23 No. No. - Valuation of property. Maintain 1 foot outside its rails. 24 No. No. — Taxed by State Equal- ization Board; pay a franchise tax. Maintain between rails; sprinkle and remove snow. 25 No. No. Not taxed. Maintain, clean, water and remove snow 8 feet single track, 16 feet double track. 26 No. No. Assessed by State Board of Equalization on op- erating property. Maintain 2 feet outside rails; charges for por- tion of cost of sprin- kling. 27 No. No. Real estate and fran- chise tax. Maintain between rails and remove snow; in unpaved streets main- tain 18 inches outside rails. 28 « T " 1- ' . 1 1 1 1 ■1 : I ' 1 |i| 1 '^ i 1 '■■'' 4 \ < 1 ; ■ill w 101 f 11 -'^ -r lis M 308 REPORT ON STREET RAILWAYS. [Feb. I 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 Questionnaire sent to Various Cities and CiTT. 4. ■a o *" te * o ills pig's a** a Q 5 . S 6 ■^ O t- 3 © . U O OD ■*> • © 'S => s-a cs © S >>.2'o J-'S 00 ..is a pq Augusta, Me., Aurora, 111 Austin, Tex., Baltimore, Md., . Bangor, Me., Battle Creek, Mich., . Bellingham, Wash., Beloit, Wis Berkeley, Cal., . Biddeford, Me., . Billings, Mont., . Bloomington, 111., Blue Island, 111., . Boise City, Ida., . Boston, Mass., Yes. Yes. No. No. Yes. Yes. Little. Yes. No. Ym. No, but could. No. Yes. Yes. Little. Yes. No. No. No. No. CO i-r- © © © 5 c S 5*0 © © h 3 U OS ^© ** ^^ ^^ *J ^ 8 g — o ■*» 00 > 6 -2 .2 05 ce O O u u S O I TS in *j ® «^ -0.2 PQ No. No. No. No. No. No. No. No. No. No. No. No. No. No. No. \^ •^ *" &? 5 " O 3,c. >»oo 2 . ac: No. No. No. Yes. No. No. No. No. No. No. No. No. No. No. No. 7. 3f.§ mi a" fl 3 2 aao "a 5 £ S ♦'Ts 27-33 cents. 20H cents local 29-31 cents in- terurban. 18-25 cents; $50-$75 per month. 26-30 cents. Average $2.75 per day. 28-32 cents. 25-37 cents. 24-30 cents. 36-45 cents. $2.50 per day. $2.75-$8 per day. 26-31 cents. 24-30 cents plus 10 per cent, bonus. 29M-34|^ cents. 1918.] SENATE — No. 300. 309 Towns in the United States — Continued. 8. 9. 10. A. What is the rate of fare on your street car lines (cents)? B. What is the longest ride (miles) for such rate? C. Does this rate include free transfer, or, if transfer payment is exacted, what IS the charge for same? Can your street railways change their rates without being subject to interfer- ence of public authorities before the new rate goes into effect? A. On the whole, have the street car service rates been satisfactory? B. Are there any important improvements in your street railway system in the process of making or seriously contemplated? © a 3 ( 4^ Free. No. _ _ _ To improve power conditions. 14 S 4H Free on urban lines. No. Yes. _ _ - 15 6 5H Free. No. Yes. Short extensions. 16 6 16 Free. No. Reasonably so. _ - _ 17 f 3 Free. Yes. - - - No. 18 S 3 Free. Yes. Yes. Yes. 19 5; 6 tickets for 25 cents. 6 Free. No. Yes. No. 20 5; 25 tickets for $1. 3 Free. No. Yes. Considerable ex- tensions contem- plated. 21 S 12 Free. No. Yes. Applying for 6- cent fares. 22 1 5 Free. No. Yes. No. 23 1 2 Free. No. Storage battery line unsatisfactory. Trolley system contemplated. 24 5; 6 tickets for 25 cents. 3H Free. No. Yes. No. 25 f S Free on a short line. No. No. _ - - 26 ft Free. No. Yes, 3 cents i>er mile fare on inter- urban. No. 27 ft 18 Free. No. Yes. Street railway urg- ing financial relief. 28 — » m i li I- 310 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 311 ill 1 1 ' 1 Questionnaire sent to Various Cities and ClTT. Popula- tion. Reply from — 1. J 1 A. How many street rail- ways are there in your city? B. Are street railway char- ters obtained from the local or State authorities, and are these charters lim- ited as to time? 29 Brazil, Ind., 9,340 Mayor. Local charter; lim- ited time. 30 Bridgeport, Conn., 170,000t Mayor; Cham- ber of Com- merce. State; not limited. 31 Buffalo, N. Y 480,000t Corporation counsel. Local; unlimited. 32 Burlington, Iowa, 24,261* Mayor. Charter from city council; 25 years. 33 Burlington, Vt., , 20,468 Mayor. _ _ _ 34 Butte, Mont., lOO.OOOt Chamber of Commerce. Local; not limited. 35 Calais, Me., .... 6,116 Mayor. Local; 25 years. 35 Cedar Rapids, Iowa, . 44,000t Commercial Club. 3 Vote of people; 25 years. 37 Champaign, 111., . 12,421 Mayor. 2 Local; time limit. 38 Charlotte, N. C, 34,014 Mayor, 1 State charter; 30 years. • < 39 Chattanooga, Tenn., . 65,000t Chamber of Commerce. 1 State charter; city franchise. 40 Chicago, 111., 2,521, 822t Association of Commerce. * 2 Local and State. 41 Cincinnati, Ohio, 450,000t - 1 Local limited. 42 Clarksville, Tenn., 8,548 City recorder. 1 Mayor and board of aldermen. 43 r Cleveland, Ohio, 750,000t 1 City limited. _-:zz=3 Towns in the United States — Continued. r- ■go © o J3 ^ Oj2 3 No. No. No. No. No. No. No. No. No. No. No. Limited. No. No. No. .1 © a o © >. © C m >>b. .era »*>, f^ 2 n eJ ©-rt ' in u n: «*-.5"© I— I r © 00 3 .9 u © ■«T3 2-2 n L» t» <" ^ If e8 ^ © 3e^. *^ c s » 20eg Pa S o 02 No. No. No. No. No. No. No. No. No. No. No. No. No. No. Yes. Yes, 3. C6 r? C8 ^ -** —.a o^ *o. £§ft8 « W Q U 5 05 m © to *. +» I "5 (2 S SF O O y. .^3 u 5 C © *^ ^ ^ " &6"S c3 © © l-c i ts O o3 C.?3 >, (S.S O >> " -t^Zi © _ Qj or; Q > £^ ..CO o o tn o « ©^g 03 O I I S p-S ©;5 o.iS fl No special tax. Corporation tax paid to State. Gross earnings and special franchise tax. Locally. Local tax on realty; State corporation tax. Property tax; franchise tax. Local tax on plant. Railway executive council of State; no franchise tax. Taxed by State and county. Value of property; flat rate franchise tax. Property and corpora- tion tax; small fran- chise tax on portion of the mileage. Property tax; net profit tax in lieu of franchise tax on surface lines. Tax on valuation of about $18,000,000 and special franchise tax. Privilege tax per mile. Property and corporate franchise tax. Maintain 1 foot outside rails. Maintain and sprinkle 2 feet outside rails. Pave and remove or level off snow 2 feet outside the rails. Maintain and remove snow 1 foot outside rails. Maintain paving on their portion of street. Remove a portion of snow on highway. Maintain and clean 1 foot outside rails. Maintain and remove snow 14 inches outside rails. Maintain 30 inches out- side rails. Maintain 18 inches out- side rails. Maintain and clean and remove snow 16 feet double track, 8 feet single track. Maintain, sprinkle and remove snow on por- tion occupied by tracks. Maintain but not re- pave outside track not to exceed 18 inches. © 30 31 32 33 34 35 36 37 38 39 40 41 42 43 iH 312 REPORT ON STREET RAILWAYS. [Feb. f4 :^ii IHii« Questionnaire sent TO Various Cities and CiTT. 4. 1 5. 6. 7. J a z A. Do your street railway companies transport milk or other foodstuffs, or is such transportation con- templated? B. If they handle foodstuffs, has this tended to reduce prices of such food? A. Is your city authorized to invest in the securities of street railway companies or to otherwise render other financial assistance? B. If so, what does your city do in this respect? A. Do your railway com- panies use busses or other feeders? A. What wages are paid reg- ularly employed conduc- tors and motormen in your city (cents per hour, mini- mum and maximum)? 29 Brazil, Ind., . Yes. - No. - No. - 30 Bridgeport, Conn., No. - No. - No. 26-32 cents; 36-42 cents overtime. 81 Buffalo, N. Y., . . Yes. No. No. - No. 26-33 cents. 32 Burlington, Iowa, No. - No. - No. $2.50 per ten- hour day. 33 Burlington, Vt., . No. - No. - No. - 34 Butte, Mont., No. - No. - No. 47H-53HcentB; time and a half overtime. 35 Calais, Me No. — No. ~ No. $14 per week; $2 per day; 20 cents per hour. 36 Cedar Rapids, Iowa, . Yes. - No. - No. 19-23 cents. 37 Champaign, 111., . Yes. No. No. - No. 25-29 cents. 38 Charlotte, N. C, . No. - No. - No. Thinks 15-20 cents. 39 Chattanooga, Tenn., . No. - No. - No. 20-27 cents. 40 Chicago, 111., No. - No. - No. 30-39 cents. 41 Cincinnati, Ohio, . No. - No. - No. 23-80 cents; one and one-third overtime. 42 Clarksville, Tenn., No. - No. - No. 25-35 cents. 43 Cleveland, Ohio, . Little. No. Not now. 33-35 cents. , 1918.] SENATE — No. 300. 313 Towns in the United States — Continued. 8. 9. LO. II T5 ^«^- — .1: 43 o « tH ''.■-1 ♦» OS +> t- c *« e rate of eet car Is u S 3 « e3 0) — * « s OS c S 9 A. What b th on your sti (cents)? • .2 «.2 M "lis o C.S s c « c 5 0.0 0102.3 if uS ffl 1 5 4 - No. Yes. No. 29 5 11 Free. No. Yes. Investigation for 30 improvement of service. 5 12 Free. No. Yes. Service to be im- proved. 31 5 5 Free. No. Yes. No. 32 5 5 Free. No. Yes. No. 33 5 m One free transfer. Yes, up to 10 cents. Yes. No. 34 5 6 Free. Yes. Yes. No. 35 i 5 Free. No. Excellent. Much double track 36 built recently. 5' 100 Free. No. Yes. City can give no 37 tickets for 14. more free fran- chises. 6 m Free. No. Thinks fare should _ _ _ 38 be 6 tickets for 25 cents. ft 15 Free. Probably. Yes. Recently abol- ished 4-cent fare. 39 S 30 Free. No. Yes. Unification of sur- face and elevated lines being con- sidered. 40 » 1ft Free. No. Generally satisfac- New ordinance 41 tory. provides for rapid transit lines. 4.5 - - Yes. - _ - _ - - 42 4; 3 tickets for 10 cents. 1 cent. Yes. Sliding scale of Subway under con- 43 fares and fixed div- sideration. (See idend rate. Appendix F.) W 1t d '. v^ 314 REPORT ON STREET RAILWAYS. [Feb. a 44 45 46 47 48 49 50 51 52 53 54 55 56 57 City. Columbia, S. C, Dallas, Tex., Danbury, Conn., Danville, 111., Davenport, Iowa, Dayton, Ohio, Decatur, 111., De Kalb, 111., . Denver, Col., • • Des Moines, Iowa, Detroit, Mich., Dixon, 111., Duluth, Minn., East Greenwich, R. I., Questionnaire sent to Various Cities and Popula- tion. Reply from 45.000t 135,000t Mayor Mayor. 23,000t 27,871 51,000t 135,000t 45,000t 8.102 253.000t 110,000t 825,000t 7,216 104,000! 3,604* Mayor. Mayor. Commercial Club. City Commis- sion. Mayor. Mayor. Mayor; Com- mercial Associa- tion. Secretary. Mayor. Mayor. Chamber of Commerce. 1. " 2; a*' a as ^ ri °o e* os5 2 § " -'C « oo o o C 2 pa State; time limit. Local franchise; un- limited. State; unlimited. City. State charter; city franchise. City commission. City; 20 years. Local; limited. City; 20 years. City; 25 years. City; limited. State charter; local franchise. Old State charter; new city charter to be given. State; no time limit. •«:: 1918.] SENATE — No. 300. 315 I i Towns in the United States — Continued. 35-2 OXi 3 S « . >-■ < No. No. No. No. No. No. No. No. No. No. No. No. No. No. 2. a o » a 03 3 U 5.S fl 3 ■^"".2 . X.Q o ft o" 3 ^ ^ a « M k ? 4* - ® 0, g 33 S« P 3 * O «« a> 2 C HH 2: 5 5 No. No. No. No. No. Probably be considered later. No. No. No. No. Yes. No. Seriously considered. No. " a) c X ei I-! o3 eS ■♦3 or cu cS Qj a> g o " X ft w S3 J c o ■fl-k W ^ IM ^ — V oa Maintain 18 inches out- side rails. V X> a 3 Repair, but not renew paving 2 inches outside of tracks; sprinkle tracks, but receive com- pensation from city. Maintain 2 feet outside the rails. Maintain between rails. Maintain and remove snow 18 inches outside rails. Maintain, clean and sprinkle 18 inches out- side rails. Maintain and remove snow 1 foot outside rails. Maintain 1 foot outside rails. Maintain 2 feet outside rails; franchise tax covers cleaning, water and snow removal. Maintain and remove snow 1 foot outside rails. Sprinkle and remove snow between the tracks. Maintain and remove snow 1 foot outside rails. Maintain 1 foot outside the rails. Maintain 1 foot outside the rails. 44 45 46 47 48 49 50 51 52 53 54 55 56 57 H MH 1' ■ M I ■I I ; 316 REPORT ON STREET RAILWAYS. [Feb. 44 46 47 48 49 60 51 62 53 64 55 56 ClTT. Columbia, S. C, 45 Dallas, Tex., Danbury, Conn., . Danville, 111., Davenport, Iowa, Dayton, Ohio, Decatur, 111., De Kalb, 111., Denver, Col., Des Moines, Iowa, DetrcMt, Mich., Dixon, 111., . Duluth, Minn., 57 East Greenwich, R. I., Questionnaire sent to Various CrriEs and s St ■ 8." S a S h-3 9 a 5 a 0, .8S2l • © o a 2 08 « B ^*» CD S?-2 o *" « S ..B a n No. Inter- urban does. ,No. No. No. No. No. Small. No. Franchise allows it. Yes. Yes. No. Yes. No. No. No. So •SS i.2 © © B £ 03 10 > ^ B O V S ".a a OS Ml ••-• B f -g B O B M ID O O J. 2 S.S HH O PC No. No. No. No. No. No. No. No. No. No. No. No. No. No. 6. I It 8| 1» 00 S3 No. No. No. No. No. No. No. No. No. No. No. No. No. No. 7. ?| §.9 ^ >>B as >> b fc.-3 «^5 3t! a ^^TSgB . 34.) V B 18 cents mini- mum; 22 cents maximum mo- tormen; 24 cents maxi- mum conduc- tors. 25-30 cents. 27-32 cents; time and a half overtime. $2.30-$2.75 per day. 24-26 cents. 28-34 cents. 30-40 cents. 20-24 cents. 25-55 cents. i I 1918.] SENATE — No. 300. 317 Towns in the United States — Continued. ___^ 8. 9. i 10. j-^ M tS «■» ways .hout erfer- rities goes .SI :2 What is the rate of on your street car (cents)? . What is the longest (miles) for such rate? . Does this rate in( free transfer, or, if tra payment is exacted, IS the charge for sam< an your street rail change their rates wit being subject to int ence of public autho before the new rate into effect? . On the whole, hav street car service been satisfactory? . Are there any impc improvements in street railway syste the process of maki seriously contemplat i i 3 15 < n U O < « 1 b 5 Free. Within city limits. Yes. No. 44 5: 22 tickets Free. No, Yes. New service at 45 for $1. cost plan adopted. (See Dallas and Cleveland plans in Appendix F.) 5 iH Free. Yes. Recent increase has caused criti- cism, but is not ex- orbitant. No. 46 ft 4 Free. No. Reasonably so. No. 47 ft 9 Free. No. Yes. _ — — 48 5; 6 tickets 7 Free. ■ Cannot Yes. No. 49 for 25 cents; raise rate. 25 tickets for $1. ft 5 Free. No. Yes. No. 50 ft IH No. . No. Yes. No. 51 ft 15 Free, No. Yes. Street railway company wants higher fares. 52 ft - Free. No. _ - - . - 53 6; 7 tickets 15 Free. No. — — — Agitation for pub- 54 for 25 cents. lic ownership dy- ing out. ft 3 Free. No. Yes. No. 55 ft 15 Free. Yes. Yes. Change in rates might bring on public ownership. 56 ft IH No. No. Fair. No. 57 •Wl •} 318 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 319 I wis ' * ii ■ :';| 3 58 59 60 61 62 63 64 65 66 67 68 69 70 71 CiTT. El Paso, Tex., Escanaba, Mich., Evanston, 111., Fairmount, Ind., Findlay, Ohio, . Frankfort, Ky., . Fulton, N. Y., . Galesburg, 111., . Galveston, Tex., . Great Falls, Mont., Greeley, Col., Green Bay, Wis., Harrisburg, Pa., . Hartford, Conn., Questionnaire sent to Various Cities and Popula- tion. Reply from — 39,279 13,194 24,978 ri 14,858 10,465 10,480 22,089 51,000t 13,948 8,179 25,236 80,000t ISO.OOOt Bank; city clerk. Secretary. Commissioner of Public Works. Clerk. Mayor. Chamber of Commerce. City attorney. Mayor. Commercial As- sociation. Mayor. Mayor. Mayor. Secretary. Chamber of Commerce. '"- 3 O •g |.S CO « e3 as 08 K 03-.? < 1. tf <*" 3 3 oStI «^ « * " o o C 2 >- « oJ-o-O Local; expires 1951. State and local; un- limited. Certificate from Public Utilities Commission; city franchise. Originally local; 50 years ; now using in- determinate permit from Public Ser- vice Commission. City; 25 years. Local; unlimited. Local; limited. Local; limited. State charter; local franchise; usually 50 years. Local ; 25 years. State charter; city franchise; 20 years. Indeterminate per- mit from State. Local; perpetual. State charter; local franchise; unlim- ited. Towns in the United States — Continued. *3 C 3 2 ^ >>a * ^ o ^^ 5 ? « » +j t- i; a 9 e - - S S? » >, M -v'^ ^ ^ *-* OC i3 ^^M A) ..ri O O .^N a-ri «"* ,J e3 B 3— 3 O o >i "= O ft ^ X t>c^ *.— 0^^-^^ O fe P •** *J I— • -M r' -» -8 OS-- 2 • '-_!'« - S ^^"S3|§1| -- C § O "^ 03 ii 6 2 „ 5x cr »- t- o 3'> a>;3 &-5 - .iirf valorem and State tax of three-quarters of 1 per cent, of gross re- ceipts. Special franchise tax. Property tax; State tax on capital stock; 3 per cent, of gross earnings less all other taxes. By the State. State corporation tax; county tax on tax board valuation. Special State franchise tax. Tax on assessed value. Property tax; occupa- tion tax; cross receipts and capital stock tax. Property tax; also $200 license; also 1 percent, gross earnings. Taxed at full value on ad valorem. One company taxed 3 per cent, gross receipts; other company pays S50 per car per year. Capital and gross in- come tax; State gross income tax, city. Maintain 2 feet outside the rails. Pay for pavement 1 foot outside the rails; city supplies material. Maintain, clean, sprin- kle and remove snow 1 foot outside the rails. Maintain between the rails. Maintain between the rails. Maintain 18 inches out- side the rails. Maintain and remove snow 2 feet outside rails. Maintain between rails. Maintain 1 foot outside rails. Maintain and remove snow 1 foot outside rails. Maintain between rails. Maintain, clean, sprin- kle and remove snow 1 foot outside rails. Maintain, clean, sprin- kle and remove snow 18 inches to 2 feet out- side rails. 0) B 3 58 59 60 61 62 63 64 65 66 67 68 69 70 71 jl irii ■I 4 •■I ttl 320 REPORT ON STREET RAILWAYS. [Feb. 62 63 64 66 66 67 68 ClTT. 68 El Paso, Tex., 69 Escanaba, Mich., . 60 Evanston, 111., 61 Fairmount, Ind., . Findlay, Ohio, Frankfort, Ky., . Fulton, N. Y., . Galesburg, 111., Galveston, Tex., • . Great Falls, Mont., Greeley, Col., 69 Green Bay, Wis., 70 71 Harrisburg, Pa., Hartford, Conn., . 1918.] SENATE — No. 300. Questionnaire sent to Various Cities and Towns in the United States — Continued. 4. ^ e o a: --a m ♦* 2 p. o _ c Sit -5 o o • 33 S c « A ffi 3 ^tg 00 ..4 A No. No. No. Yes. Yes. .Yes. Same. •Yes. No. No. No. Yes. Yes. Yes. No. No. No. No. No. No. No. No. 5. 5-0 "P TO 0) « V Sec •n g .2 " P o Sg IS 3" ■^ a «.Sc8 a (C "2 ■»-' 3 o 1^1 ID O O No. No. No. No. No. No. No. No. No. No. No. No. No. No. 3 O >,^ 05 - 66. a .T3 n 6. ES •a „ 3 .£3 Yes. No. No. No. No. No. No. No. Yes. No. No. No. No. £ a o.S .35-3S 25-30 cents. About 30 cents. 30-39 cents. 27-32 cents. 19-22J4 cents. 32H cents 10- hour day; time and a half over- time. 25-30 cents. W.25-$3.75 per 8-hour day. 21-27 cents. 26-30 cents. 26-32 cents. 00 O u . o>-^ 5 5 5; 6 tickets for 25 cents. CO o id -tJ ^g o 2 3 go O -al 9H IH 5, 6 iH 13.2 « .S ^^ 6 -1^ .Ok. c3 ^ OS o M o X«« .2 S3 .2 Jf TO S» " "*g.2 O Free. No. Free. No. No. Free. Free. Free. Free. Free. Free. Free. ■ij b O 9. CO 4^ I 03 TO OS O tZ *i S. ^-a fc-n "" r;3 .^ -tJ o v TO 3 *- 01 o a **-•- I t- w^ a ^-1 ""- « bC b£ O 0) £1 s a ® o o CJ3 S a « c No. No. No. No. Yes. No. No. No. Yes. a TO "'1 a) « > 03 O «> u u » O u c3 ^" t2 03.2 e3 a8g Oh « . «xi o .a j3 Yes. Yes. Yes. No; too high. No. No. Yes. Yes. Yes. Yes. Yes. Yes. Yes. No. Yes. W 321 10. Yes. C 3-S O js '^' c fl « s.s b 00 OJ fl „ aj is "1 O -a|s" 0) > t; TO »-; ft© 5,.g ..S TO -»i TO a 3 No. No. Extension pro- posed but notbuilt . No. No. No, No. No. No. 58 59 60 61 No. Yes. 62 63 64 65 66 67 68 69 70 71 i ^1 I 1 W ii4 f* 322 REPORT ON STREET RAILWAYS. [Feb. 3 72 73 75 76 77 78 79 80 81 82 83 84 85 86 CiTT. Helena, Mont., Huntington, W. Va., Lafayette, Ind., Lancaster, Pa., Questionnaire sent to Various Cities and Popula- tion. Reply from — 74 Indianapolis, Ind., Ironwood, Mich., Jackson, Mich., Jacksonville, 111., Jacksonville, Fla., Jersey City, N. J., Joliet, 111,, . Kansas City, Kan., Kansas City, Mo., Kearny, N. J., . Keene, N. H., 12,515 Mayor. 31.161 301,000t 12.821 31,433 15,326 96,000t 270,903* 34,670 lOO.OOOt 300,000t 18.659 10.068 20,081 47,227 Mayor. City clerk. Chamber of Commerce; city manager. Mayor. Secretary. Mayor. Mayor. Mayor. Mayor. Mayor. Mayor. Mayor. 1. In ►8 >^ >» .1 © » I ^ I- "^ d OS'S 2 § ^— 3 et "000*2 • 5 0} '"' O w 3 S . O O 00 -t^ 5 0T3 £*■ O — ^ o C C « ^ g )— I 3] U PQ Helena, Mont., Huntington, W. Va., Indianapolis, Ind., Ironwood, Mich., . Jackson, Mich., Jacksonville, 111., . Jacksonville, Fla., Jersey City, N. J., Joliet, 111., Kansas City, Kan., Kansas City, Mo., Kearny, N. J., Keene, N. H., Lafayette, Ind., . Lancaster, Pa., No. Some. No. No. Yes. No. No. No. Little. Inter- urban. Inter- urban. No. No. Inter- urban. Yes. No. No. Yes. No. Yes. "P CO .S 39 > " G 0) 01 a; C g .2 " o « S «.2 c3 t en O O No. No. No. No. No. No. No. No. No. No. No. No. No. No. No. u hi 3 O ^^ 'V as 05 ^ .a. 2 ^^ HH O «. « o 'I 3$ O 3: S3 n a S Q^§ S^ C..5 Free. Free. Free. No. F ree. Free. Free. Free. Free. Free. Free. Free. Free. Freiv m -.J I !E to +i O 0) 03 fe C A *^ is -a 3 33 C -^ „^ 3 a> c No. No. No. No. No. No. No. No. No. No. No. No. No. No. 10. a> 00 I ^ 0) o E. h. C3 00 -^ » G 3> S .2 "o is e 3' e3 O o ■ - O 3 c a> boo c3 s s > o a S 0) ft s °c 00 O S.b (I 03 X s 3 2: Yes. Yes. Yes. Yes. Yes. Yes. Yes. Yes. Yes; pity has rep>- resentative in man- agement. Yes. Yes. Reasonably so; jitney competi- tion. Yes. Extensions con- templated. No. Extensions. Improvements. No. Extensions. No. Extensions. Fare box and coasting recorders. No. No. No. No. 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 I! "} ■ h ij 326 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 327 Questionnaire sent to Various Cities and Towns in the United States — Continued. ■ i' 4: B 15 City. Popula- tion. Reply from — \'M 87 88 89 90 91 92 Lansing, Mich., . Lewiston, Me., Lexington, Ky., . Lincoln, 111., Lincoln, Neb., Little Falls. N. Y., 93 Little Rock, Ark., m ^ 94 95 96 97 98 99 100 56,000t 26,247 35,099 10,892 55,000t 12.273 eo.ooot City clerk. Chamber of Commerce. Secretary. City clerk. Mayor. City attorney. Logansport, Ind., Lorain, Ohio, Los Angeles, Cal., Macon, Ga., Madison, Ind., Manchester, N. H., Manistee, Mich., 19,050 28,883 600,000t 55,000t 6,934 86,500t Mayor. Mayor. Mayor. Board of Public Utilities. Mayor. Mayor. Board of Commerce. 12,381 City manager. ej ^ w Im ® u 3 OS >, oi City franchise. State; unlimited. State. Local. Local ; perpet ual ; new charters; 25 years. Public Service Com- mission grants per- mits; formerly^city; perpetual. City; 50 years. No. No. No. Yes. No. No. No. Local. Local; limited. City; limited. State; limited. Local; limited. State; unlimited. Local; limited. No. No. No. No. No. No. No. 2. o u =3 2 n go 3 O » — 13 O P4 - C3 02%^ PQ U •♦r !• 4> aj — '^ " C3 ^ O O o - 01 a> O No. No. No. Yes. No. No. No. No. No. No. No. Yes. No. No. Better service. 3. o^. =* ft 2Sa8 > *^ -*3 O S GQ m O t< -tJ fc> ^ C CI X e3 03 05 g-s ? S ■J ^^ o 03 ^ 03 a 03 ^- "^ M 5*2 "^ O o ' 3-^ S <» .a « ^ X >-i - 2 1 §^ •" >> fcf Sf' a O 03' 3.C c'.t p o '-' CO — .c; >- t; ►" w IS*" S. P b^ 0. :3 a>-s -o o [S C P Sts+j o Real and personal prop- erty. Local real estate tax; State franchise tax. Franchise tax assessed by State Board of Val- uation and Assessment. No special taxes. Assessed on property; special t£ix 1 per cent, gross receipts. Special franchise tax on property in public streets; local assess- ments on property not in public streets. General taxes to State and county; franchise tax to city 1 per cent, on gross earnings first 10 years; sliding scale to 5 per cent. 40 to 50 years; also 50 cents pole tax. No franchise tax. Total tax, including franchise, is 5)4, per cent, gross revenue. State, county and city tax; special franchise tax. Regular taxes; no fran- chise tax. State tax; no franchise tax. Ordinary tax on fair valuation. Maintain, clean and re- move snow 18 inches outside rails. Maintain 1 foot outside the rails; do some sprinkling and snow re- moval. Maintain 18 inches out- side rails. Maintain between rails. Maintain, clean and re- move snow 1 foot out- side the rails. Maintain, clean and remove snow for 2 feet outside rails. Maintain as stated in their charter. Maintain, clean and re- move snow between rails. Pave 2 feet outside the rails. Xi s Maintain between rails. Maintain and remove snow (in principal streets) 18 inches out- side rails. Maintain a width equal to length of ties. 87 8S 89 90 91 92 93 94 95 96 97 98 99 100 ^1 J i 328 REPORT ON STREET RAILWAYS. [Feb. 1918.) SENATE — No. 300. z CiTT. 87 S8 89 90 92 93 94 95 96 97 99 100 Lansing, Mich., Lewiston, Me., Lexington, Ky., Lincoln, III., . 91 Lincoln, Neb., Little Falls. N. Y., Little Rock, Ark., Ix>Kansport, Ind., Ix)rain, Ohio, Los AnRelcs, Cal., Macon, Ga., Madison, Ind., Manche-sttT, N. H., Manistee, Mich., Questionnaire sent to Various Cities and Towns in the United States — Continued. ^^■^h ?i^ ^S •i h ^ a 5 to - a' p-g ... E u e9 * ^^ o •" 3 a> . u O CO 4S C S » ej il> 3 I— I 03 .-a Yes. Yes. Yes. No. Little. Yes. No. No. Yes. No. No. No. No. No. . No. No. No. No. 5o 00 > rt S C o « 2 OS m •M c o 00 O O sj- 3 o J- » a© No. No. No. No. No. No. No. No. No. No. No. No. No. 6. -I O 3e- No. No. No. No. No. No. No. No. No. Con- sid- ered. No. No. No. No. (« ^w v; X (K ::? ^ 00 ^ " 27-31 cents. 17K-22J^ cents. $65 per month; 25 cents over- time. 25-30 cents. 18-24 cents. 23-30 cents. 29-34 cents. $16-122 per week. 2hM-Z2\i cents. 25 cents, one- man cars. 8. 5 5 16 8^ 8H 0) CO o o <= S c No. Yes. No. Perhaps. No. No. No. No. Yes. No. No. No. No. No. a CO « i* fc CD - -^-^ c3 CO C C b 00 03 C « S-S c IE O m <* " > o £i CO 9-1 :•§ .3 a: 4^ CO No. Power improve- ments. Slight. General improve- ment of system. Company asking straight 5-cent fare. No. a 3 Other lines con- t«mplate © 00 o o S 2 ■ OQ '71. a ^'^i ways .hout erfer- rities goes .SI rtant your m in ng or ed? 2c IB o Si, -2 .4 CQ 3 rate in< r, or, if tra ) exacted, ;e for sam* street rail ir rates wil ect to int blic autho new rate chole, hav service actory? any impo ents in way syste s of maki ontemplat • What 18 t on your s (cents)? . What Ls t (miles) for . Does thi free transf e payment is is the char) an your i change the being subj ence of pu before the into effect? . On the V street car been satisf . Are there improvem street rail the proces seriously c B < PQ O U < 1 m 1 5; 6 tickets 2 Free. No. Yes. _ — — 101 for 25 cents. 5 6 Free. No. Yes. No. 102 5 3 Free. No. Yes. Extensions planned. 103 S 5 Free. No. Yes. Extensions. 104 5 - Free. No. Yes. No. 105 S 5 Free. No. Fairly so. _ _ _ 106 6 4 - No. Yes. No. 107 5 ; 6 tickets • 9 Free. No. No. Street railway con- lOS for 25 cents; tending for 5-cent 25 tickets fares. for $1. 5 8 Free. No. Yes. New franchise pending. 109 S 9 Free. No. Yes. No. 110 S 7 Free. No. Yes. No. 111 s 15 Free. No. • Yes. No. 112 5 : 25 tickets lOH Free. No. Yes. New franchise un- 113 for $1. • • der consideration. ZZ3 333 HJ1IB.I It 334 REPORT ON STREET RAILWAYS. [Feb. Questionnaire sent to Various Cities and Si 5? 114 116 117 118 119 121 122 124 125 126 127 128 CiTT. Nashua, N. H., 115 Nashville, Tenn., Naugatuck, Conn., Nevada, Mo,, Newark, N. J., Newark, Ohio, . 120 New Britain, Conn., New Haven, Conn., . New Orleans, La., 123 Newport, R. I., . Newj>ort News, Va., . New York, N. Y., Niagara Falls, N. Y., . Norfolk, Va., No. Tonawanda, N, Y., Popula- tion. Reply from — 26.005 139,000t 12,722 7,176 401,000t 25,404 43,916 160,000t 400,000t 32,000t 20,205 5,670,167t 30,445 89,612t 11,955 City solicitor. Commercial Club. Warden. 1. Mayor. Mayor. Mayor. Mayor. Commissioner of Public Utilities. Mayor. Mayor. Corporation council. . City clerk. Mayor. _L •- * o 03 as 1 1 1 1 « o o c a State; unlimited. State charter; city franchise; perpet- ual. State; unlimited. Local. Local originally; now limited. Local. State. City; limited. State charter; local franchise. Local; 30 years. State charters; city franchise. State charter; local franchise. State charter; local franchise; limited. Local; limited. '1 1918.] SENATE — No. 300. 335 1 ! Towns in the United States — Continued. ■^f" 00 ^ 0)° o OjQ 9 w S3 No. No. No. No. No. No. No. 2. w a 03 S S '^ O .. 3 a in s e3 S .00.^ O Q< - O No. No. No. No. No. No. No. No. No. No. No. No. No. No. No. No. No No. No No. No. No. No. . o3J3 (O 3. eS r! c3 oS 03 S, « *• 5 o *iS O 5- ■4^ O in Q) 4) < I CD U p. a i o3 •*» I, on 0) ** © 03 fc< eS 5 « 2 » bO 3 O o o® .A O fe O « e S - "-.S p 25 <2-S O S C fe 85 5, aj w rf S ■-vi S s'S Sii o-- ^ b U GQ (4 a 3 Tax on actual value of property; charter fee based on capital stock. Assessment by Railroad Commission 3 per cent, gross income for park purposes. Taxed by State. Assessed as other prop- erty. Tax on property 5 per cent, gross receipts; tax and car license to city. General taxation; franchise tax. no State tax; no franchise tax. State tax on gross re- ceipts. Taxed on personal prop- erty; value of franchise based on 32 per cent, gross receipts. State tax on earnings. State tax; franchise tax. Franchise tax; prop- erty and miscellaneous tax. Local property tax; special State franchise tax. Ai valorem tax; also li- cense tax. Special franchise tax. Maintain 18 inches out- side rails. Maintain 2 feet outside rails. Maintain, sprinkle and remove snow 2 feet out- side rails. Maintain 18 inches out- side rails; some cases sprinkle and remove snow. Maintain their portion of highway. Maintain and remove snow 1 foot outside rails. Maintain, sprinkle and remove snow 2 feet out- side rails. Maintain and remove snow 18 inches outside rails. Maintain, sprinkle and remove snow 2 feet out- side rails. Pave, remove snow and sprinkle outside the rails 2 feet. Maintain 2 feet outside rails. 114 115 116 117 118 119 120 121 122 123 124 125 126 Maintain, sprinkle and 127 remove snow between rails. No. 128 -I ; '1 . I 1! 336 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 337 a 114 115 117 118 119 120 121 122 123 124 125 126 127 128 ClTT. Nashua, N. H., Nashville, Tenn., 116 Naugatuck, Conn., Questionnaire sent to Various Cities Towns in the United States — Continued. SI a ■•■• s P"b © "5 © •S ©T3«S o o " rt a> 3 GO >>.2 o *> *^ © t— t eS h .^ fi. Nevada, Mo., Newark, N. J., Newark, Ohio, New Britain, Conn., . New Haven, Conn., New Orleans, I^., Newport, R. I., . NewTX)rt News, Va., New York, N. Y., Niagara Falls, N. Y., . Norfolk, Va., No. Tonawanda, N. Y., No. No. Yes. No. No. No. Yes. Yes. No. Yes. Yes. Little. No. Little. No. No. No. No. No. 5. -k> o © © 2 '5 © © 03 2-5 a © ©«i S .2 3 O ■*»© 8$i .« es CO O O 22 No. No. No. No. No. No. No. No. No. No. No. No. No. No. No. u 3 O to o || 8.S I— I o n No. 6. ^° 2 3 ,->.S2 ® No. No. No. No. No. No. No. No. No. No. No. No. No. No. No. 7. J. I b I O a n o T3 >4 fl o- S =* § b © QpQ S ^33-3 a 27H-33 cents. 26-28 cents. S60 per month. 26-34 cents. 28 cents. 26-32 cents con- ductor; 36-42 cents motor- man. 26-32 cents. 25 cents; time and a half for overtime. 25-30 cents. Average S2.55- $2.75 per day. 26-33 cents; time and a half overtime. 25-30 cents; 8- 13 hours in 24. 8. 9. 10. A. What is the rate of fare on your street car lines (cents)? B. What is the longest ride (miles) for such rate? C. Does this rate include free transfer, or, if transfer payment is exacted, what IS the charge for same? Can your street railways change their rates without being subject to interfer- ence of public authorities before the new rate goes into effect? A. On the whole, have the street car service rates been satisfactory? B. Are there any important improvements in your street railway system in the process of making or seriously contemplated? 1^ 3 55 5.6 4 - No. Satisfactory; Bay State allowed 6- cent fare. No. 114 6 12 Free. No. Satisfactory; school tickets de- sired. 115 5 3 - No. Usual amount of dissension. Double. 116 5 ZH Free. No. Yes. • None. 117 ft uVi 9 No. Yes. No. 118 6 tickets for 25 cents. 3 Free. No. Yes. No. 119 5 5 Free. No. Yes. Extensions. 120 ft 11 Free. Yes. Yes. No. 121 ft 15H Free. No. Yes. Service improve- ment contem- plated. 122 ft 2 Free, ex- cept 2 lines. No. Reasonably. No. 123 ft 3 Free. No. No. Yes. 124 ft 14 Free. No. Yes. _ _ - 125 6; 2^ cents certam hours. 4 Free. Disputed. Yes, except 2H tickets sold only at certain places. No. 126 ft 8 Free. No. -- "■ •• Changes of all kinds under con- sideration. 127 ft 5 No. No. Yea. No. 128 \ \t ■ ■W r t !| i I ' I' 1 338 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 339 1:r Questionnaire sent to Various Cities and Towns in the United States — Continued. ft' ll ! i 1 1 I 'I ill *■"»." t i CrrY. Popula- tion. Reply from — 1. 1 e s A. How manv street rail- ways are there in your city? B. Are street railway char- ters obtained from the local or State authorities, and are these charters lim- ited as to time? 129 Norwich, Conn., 28,219 Mayor; Cham- ber of Com- merce. 1 State; unlimited. 130 Nutley, N. J 6,009 Town engineer. 1 State charter; local franchise. 131 Ogden, Utah, • 25,580 Mayor. 1 Local; 50 years. 132 Oklahoma City, OkU., * 92,000t City engineer; Chamber of Commerce. 1 State charter; local 25 years. 133 Paris, Ky 5,859 Mayor. 1 State charter; city franchise; perpet- ual. 134 Peoria, 111., .... 76,000t Mayor. 2 Originally city fran- chise; now Public Utilities; 50 years. 135 Peru, 111., .... 7,984 Mayor. 1 Local. 136 Philadelphia, Pa., l,750,000t Director city transit. - Local. 137 Pittsburg, Pa., . 590,000t Special counsel. 1 State charter; local franchise; unlim- ited; public own- ership. 138 Portland, Me., 67,000t Chamber of Commerce. 1 State; unlimited. 139 Portland, Ore., . 275,000t Railway. 1 Local; 25 years. 140 Providence, R. I., 251,000t Chamber of Commerce. 1 State charter; un- limited; city fran- chise; 20 years. 141 Pueblo, Col 60,000t Commissioner of Finance; Cham- ber of Com- 1 City franchise. C= merce. .. -. < S 00 < No. No. No. No. No. No. No. No. No. No. No. No. No. i| 2. 03 3 U ;S ^ o .. . mU2 O P. (-;3 ^ 03 3 n a> " o 3 a> 01 •*- ® 2 & I— I 2. e8 55 . axi CD 3. No. No. No. No. No. No. No. No. No. Has been proposed at times. No. No. _L >i 1 *^ • ^4 ^ M ^ © 01 S o 05 J o t C X 0) S S >»> 2 O, o >> o Q 6 ■♦a I 03 bC 03^ 8-3 oi 03 I. * o> 5 -a e3 "^ 02 OS ^ Q^ ^S^ T3 S 03 I— I aj 0> > cS 05 -s ^ M r? State; 4J^ per cent, on earnings. Assessed by State on property; tow^n collects this tax. By State Board of Equalization; city franchise tax; sliding scale beginning after 10 years. Ad valorem tax; provi- sion for paying city 3 per cent, on gross re- ceipts after 6 per cent, dividends are earned. Special State franchise tax. Taxation by assessor; special taxes in lieu of work. State Board of Equal- ization ; no special fran- chise tax. Franchise tax and tax to city. State tax of .005 on cap- ital stock: also, .008 on gross receipts; car tax at present $26,000 a year; some companies 2 per cent, of gross re- ceipts to city. Taxed by special fran- chise. Most of the franchises provide for sliding scale franchise tax. Property tax; also fran- chise tax of 5 per cent, on gross earnings. Taxed like other cor- porations. 1^. i tIheV' "" Xi a 3 Maintain, sprinkle and remove snow 2 feet out- side rails. Maintain and clean 18 inches outside rails. Maintain, clean and re- move snow 2 feet out- side rails. Maintain 6 feet 8 inches in width. Maintain 1 foot outside rails. Maintain, sprinkle and remove snow 1 foot out- side rails. Maintain, clean, sprin- kle and remove snow 2 feet outside rails. Maintain and clean 1 foot outside rails; street railway company now pays $85,000 per year in lieu of street clean- ing; real estate taxes locally also. Maintain between rails. Maintain 1 foot outside rails. Maintain, clean, sprin- kle and remove snow 18 inches outside rails. Maintain 1 foot outside rails. 129 130 131 132 133 134 135 136 137 138 139 140 141 i 340 REPORT ON STREET RAILWAYS. [Feb. Questionnaire sent to Various Cities and 11^ s 3 City. • 4. .P Qoe P O a> fc- ** P. o o-a S c « .^ P. II I 03 » > 00 be- 4) e e •ST) « 5 c c 6 -2 i.M JE-^ a rs ** M s o « Ifl n O O 129 130 131 132 Norwich, Conn., Nutley, N. J., Ogden, Utah, 133 134 135 136 137 Oklahoma City, Okla., Yes. No. No. Paris, Ky., . Peoria, 111., . Peru, 111., Philadelphia, Pa., Pittsburg, Pa., 138 139 140 141 Yes. No. No. w l« 3 O go y V o o a |.2 g.2 I— I o Yes. Yes. No. Little. Little. Portland, Me., Portland, Ore., Providence, R. I., Pueblo, Col., No. Yes. No. No. No. No. No. No. Yes. Yes. Yes. No. No. No. No. No. No. No. No. No. 0.3 « o K. •- ^° 9 g3 t © 3 oo (SI'S No. No. No. No. No. No. No. No. No. No. No. No. No. 7. «3-a £3 o.S 'V a ■3 o a 3 © o ^35-sa ^ 26-32 cents. 1918.] SENATE — No. 300. 341 Towns in the United States — Continued. 5; 1.9 cents per mile. 25-35 cents. 26-34 cents. 4H 10 About 40 cents; about $75-1100. 5; 12 tickets for 50 cents; 100 tickets for $4. 118-120 week. per 28-33 cents. 27-35 cents. 5 5 29-33 cents. 28-34 cents. 28-34 cents. 29-37 cents. 19 8 5; 50 tickets for $2.25. 19 4H 11 « elude nsfer what e? |8 ©5 ^2 e in if tra ted, sam 2^ °M *3 . " »- S3 b eS What is the on your stree (cents)? . What is the (miles) for sue . Does this r free transfer, o payment is ex IS the charge f < PQ Free. Free. Free. Free. Free. Free. Free on certain lines. 714 Free Free. Free. One free transfer. >»3 *- e3 O i-, © © 1).-. Q ^:S©"S I-. ''..- *s 03 05 3 ^> »ll-§©t^ '*>c a © © p (S.3 «<«^ o^ 2 c: « c 5 oXi ©XI. 3 10. No. ® ^ t © Q 00 *s o © <«.2 No. -.A b fl 3. 03 P o S.2 O +» 03 C © © •.J © • • .S © S O© ^ OQ © •tJ Q, 3 9^ P CQ -.A 00 © a 3 Yes. Yes. No. No. No. No. Yes; 30 days' no- tice. Yes. No. No. No. No. Yes. Yes. Yes. No. No. Extensions. 129 130 131 No. No. No. 132 No; universal transfers not com- plete. Yes. Yes, for people; very long hauls. Yes. Yes. None. Subways under construction. City has entered complaint; Public Service Commis- sion against many practices of rail- way. 133 134 135 136 137 ■•'. I No. No. No. 138 139 140 141 li ' ^ I i ll'l 1 tii I ,Ji ^fiM ,\ 342 REPORT ON STREET RAILWAYS. [Feb. 142 143 144 145 146 147 148 149 150 151 Saginaw, Mich., 152 153 154 155 City. Raleigh, N. C, Red Bank, N. J., Redlands, Cal., Richmond, Va., . Riverside, Cal., Roanoke, Va., Rochester, N. H., Rochester, N. Y., Sacramento, Cal., Questionnaire sent to Various Cities and • • St. Louis, Mo., . St. Paul, Minn., Salem, Ore., Salt Lake City, Utah, Popula- tion. Reply from — 19,218 7,398 10,449 160,000t Chamber of Commerce. Mayor. Clerk. Accountant. 15,212 34,874 8,868 265,000t 75,000t 65,000t Mayor. Mayor. Secretary. Corporation; council chamber. Board of Trade, 850,000t 290,000t 14,094 120,000t Public Utilities. Commissioner of Business Associ- ation . Commerical Club. City recorder; street railway. a 3 » a u V >^ ?•« 3 eS " o o c 2 « _— * * State charter; city; 59 years. Local; limited. Local; limited. Local; limited. State charter; local franchise. State charter; lim- ited, pat State charter; local franchise; 25 years. City commission. Local; 30 years. State. City; 30 years. City; 35 years. Local; 50 years. 1918.] SENATE — No. 300. 343 Towns in the United States — Continued, n o OjD 3 C at « >. c3 <-3 No. No. No. No. No. No. No. No. No. No. No. No. No. No; o ^53 o u d 3 u 3 oS _ w O.^ 13 3 I— I rt a> O O4 03 -.a O « ? »-. 45 3 n 0) " O 3 a) » ^ <» S ^ i-i fc. g <» No. No. No. No. No. No. No. No. No. No. No. No. No. No. 3. I ^ I ^. rs ©"o X c8 I-! o3 08 •.a 3 0) S 03 o u X 0(0 rt « O ►:< te ■** ° (T CO o o is c8 o i-Q 3 O >. o Q 6 O O © « ja 00 © 03 03 '^ © ^« c3 ^ a> 03 fc- eS 2-^.S -S ■t^TJ i.,© M© ' u « a -»^*3 o S fl s j3 q'fc- S 2 Ad valorem property tax. State tax ; one line pays franchise tax to town also. Corporation tax to State; per cent, of gross receipts tax. Franchise tax on gross earnings 3H per cent, on first $200,000 up to 10 per cent, on anything over $400,000. Corporation taxes paid to State; 2 per cent, gross earnings paid to city. Franchise tax. State tax; no franchise tax. Taxed locally; fran- chise value also in- cluded in local tax. Tax by State. Tax on real and per- sonal property; special tax to city on net profits after 6 per cent, has been earned on capital stock. Property tax on valua- tion, including fran- chise; also city tax. Property tax to city; special tax to city $10 per car; 5 per cent, gross earnings to State. No franchise tax. Property tax; year car tax. $25 per Maintain between rails. Maintain 3 feet outside rails. Maintain 9 feet width. Maintain and sprinkle 2 feet outside rails. Maintain 2 feet outside rails. Maintain 18 inches out- side rails; sprinkle 6 feet outside rails. Maintain 18 inches out- side rails. Maintain 2 feet outside rails; pay for one-half sprinkling and snow re- moval. Maintain, sprinkle and clean 2 feet outside of rails. Maintain, clean and re- move snow for 1 foot outside rails. Required to remove snow. Maintain, sprinkle and remove snow 1 foot out- side rails. Maintain 1 foot outside rails. Maintain, clean and re- move snow 2 feet out- side rails. fc- © a 3 ^5 142 143 144 145 146 147 148 149 150 151 152 153 154 155 344 REPORT ON STREET RAILWAYS. [Feb. it i 142 143 144 145 147 148 149 150 151 152 153 154 155 ClTT. Raleigh, N. C, Red Bank, N. J., Redlands, Cal., Richmond, Va., 146 Riverside, Cal., Roanoke, Va., Rochester, N. H.,' Rochester, N. Y., Sacramento, Cal., Saginaw, Mich., Questionnaire sent to Various Cities and 4. «§ hi OQ •2 S£5 3 a> a oua u o 5 ♦* o e c S^ ct V S .^ •»- © No. No. No. Little. Yes. No. Yes. Yes. No. No. No. St. Louis, Mo., St. Paul, Minn., . Salem, Ore., Salt Lake City, Utah, . Little. No. No. No. ".2 M > CO uc^. V V « § = « S -2 ^.2 § III « o o 3 o S.S a© n No. No. No. No. No. No. No. No. No. No. No. No. No. 8 o If S CO oil No. No. No. No. Con- sid- ered. No. No. No. Yes. No. No. No. No. No. 7. oc o p s a Sao "a OS i^ QjN.-' ^ 17-20 cents. 29-37 cents. 25-30 cents. 29-34 cents. 25-32 cents. 26-28 cents. 31-34 cents. 24-28 cents. 24-31 cents. 26-32 cents. 25-32 cents. 28-37 cents. 1918.] SENATE — No. 300. 345 Towns in the United States — Continued. 8. CQ .eJ a O u •»* 00 . o^ 6; 20 tickets for 90 cents. 5; 6 tickets for 25 cents; 2H cents certain hours. 5,10 6 tickets for 25 cents; 3- cent tickets certain hours. 5; 50 tickets for $2. 2 3 ■^ u .2^ ^1 n 10 5,10 11 4H 6H 25 13 T3.2 * o 2 -s ©.^ 03 b h O ^§ n dj .1-1 O o3 o ® » ft.2 Free. Free. Free. Free. Free. Free. Free. Free. Free. Free. Free. Free. Free. 9. 00 -tA .1 CO 00 >>3 fe.2 2 :;; -P +i Q © »H "^.F- -tJ Oj |2^:2| •S.b ©J2 °° ©-S-s ©^ flJ3 » C « fl o No. No. No. No. No. No. No. No. No. No. No. No. No. No. © m > 03 © © o U 03 "o © _ Oh « Yes. Yes. Yes. Yes, to public. Yes. Yes. Yes. 10. ■** fci rt fc- fl 3.3 O |2S^ S.2 C3 C © © U3 a© »a 2 OB ^1 No. No. No. Yes. No. No. No. No. Yes. No. No. No. No. No. No. 2. « a 3 3 rt 2 -♦a ■ CO o ■c CO 1 *»e^ PQ e8.4 -, ^ ? OS o^ 35 © S3 ® S ^ . diA OQ o 3. No. No. No. No. No. No. No. Yes. No. No. No. No. No. No. Satisfactory. ■*=> 3> OS S n ffi O t2 >>> 2 X t- -»^ I 00 © d ^ 09 to OB 03 ^*b©©S -p o >.«'r 00 O O >> no .X*© O l> M U 2'Se:*'? 08 9-3 © 5 *• © 85 t- 05 (a '6^ .s-** fe.5 ■ UD ss-s-s^ rj ff t- C © 2 Property tax; ease- ment franchise tax as- sessed by city. State corporation tax; city tax 2 per cent, gross earnings. Local property tax; also State tax. Maintain 1 foot outside rails. Maintain 2 feet outside rails. Removes snow from tracks. « a 156 157 158 Franchise tax to city 2 per cent, gross earnings ; State tax 4^ per cent, gross earn,ings. State tax; franchise tax. General tax by State board; franchise tax 2 per cent, gross income. Franchise tax. Municipal railway pays no taxes; Puget Sound Company paid $264,000 in 1915, equivalent to 1.4 per cent, on prop- erty. 2H P©*" cent, gross earn- ings to State, of which g8 per cent, goes to city. Local taxes; occupa- tion tax $25 per car. Local property tax; franchise tax 1 cent per each 5 car miles oper- ated. Same taxes as railroads; franchise tax $500 per year. State tax only. Taxed as other corpora- tions; no franchise tax. See Appendix E, Muni- 159 cipal Ownership. Maintain, sprinkle and 160 clean 2 feet outside rails. Maintain 2 feet outside rails. Maintain 22 feet width. Maintain 2 feet outside rails. 161 162 163 164 Maintain and remove snow 1 foot outside rails. Maintain 1 foot outside rails. Maintain, sprinkle and' remove snow 2 feet out- side rails. Maintain 2 feet outside rails. Maintain 2 feet outside rails. Maintain 1 foot outside rails. 165 166 167 168 169 170 I || C iy * i 348 REPORT ON STREET RAILWAYS. [Feb. 156 157 158 160 161 162 163 m 165 166 167 168 169 170 Questionnaire sent to Various Cities and City. San Antonio, Tex., San Diego, Cal., Sanford, Me., 159 San Francisco, Cal., San Jos^, Cal., Santa Cruz, Cal., . , Santa Monica, Cal., Savannah, Ga., Seattle, Wash., . Sheboygan, Wis., . Sioux City, Iowa, Spokane, Wash., . Springfield, Mo., . Stamford, Conn., Streator, 111., 4. o ^ fe « a Ills e-g M O »- 3 S . O O as -tS Little. No. No. Yes. No. Yes. Yes. Limited. 3 2. Say >>2 o 0. No. Yes. Yes. No. No. No. No. No. No. No. Yes. 5. 00 L. c- » 0) « ® 05 ".2 « CB O O ti 3 >>^ « S O O, •rt 05 1-2 g.2 No. No. No. No. No. No. No. 6. No. No. No. No. No. No. I hi O o ^® —3 CO 3S O 3«^ No. No. No. No. No. No. No. No. No. No. No. No. No. 7. IIP 2 S.2*«8"-^ fl ■« f. gn K^ S '^33-3 a 25-32 cents. 30-36 cents. 25H-28H cents, 10-hour day. 30-42 cents. 29-34 cents. 31 cents. 21-26 cents. Municipal; J3.50 for 8 hours. 22-30 cents. 22-32 cents. 28-35 cents; 4 cents extra one- man cars. About 1100 per month. 1918.] SENATE — No. 300. 349 Towns in the United States — Continued. •4-1.^ O I- »- © .1 73 03 Ci Me3 fl ^. o 2 3 .fl 05 00 O ■♦S '"* •^r3 ^1 PQ 2 cents ex- tra one-man cars. 10 8,5,10 5 5 Municipal, 4 and 5; private, 5. 6; 6 tickets for 25 cents. 3 12 5; 22 tickets for SI. 6 tickets for 25 cents. 12 8 S 5 3 p3 o fl g . fl .T3 03 h eS O O ««- ».2E? 05 ^ es «g« ft.2 Free. Free. Fret-. Free. Free. Free. Free. Free. Free. Free. Free. Free. Free. 9. go .«J I OQ 90 >>3 fe.2 S — .15 4S o © " S--S ©^ tjtS 3 ^'is © cc: « fl « c O No. No. No. No. No. No. No. Que! able uestion- No. No. No. No. No. 10. > .? >> © c »- O to -.J eS 0^ © e-5 ^^ « ego Oh o Satisfactory to city; unsatisfac- tory to company. Satisfactory to city; not to com- pany. Increased to 6 cents ; created con- siderable jitney competition. Yes. Yes. Yes. Fairly satisfactory. See Appendix E, Municipal Owner- ship. Yes. Very satisfactory. Satisfactory to company. Yes. Yes. Yes. fl 3' c5 O fl ^ © a © c a © u © -.A © © > O PQ 1^ •«-* «Sg • ^ 03 ^ 2 s >> ►- 2 ■.^.fl © OQ -4^ m hi o a 3 1 $ No. Company apply- ing for increase in fare. No. No. 156 157 158 159 160 161 Contemplated a 162 subway to Los Angeles. No. 163 164 Improving power plant. Improvements in view. Petitioning for increase in fare. No. No. A study being made for better service. 165 166 167 168 169 170 I 350 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 351 Questionnaire sent to Various Cities and Towns in the United States — Continued. a City. 171 172 173 174 175 176 178 179 180 182 ii't Syracuse, N. Y., Tacoma, Wash., Terra Haute, Ind., Trenton, N. J., . Utica, N. Y., . Vancouver, Wash., 177 Vicksburg, Miss., Walla Walla, Wash., Washington, D. C, Waterbury, Conn., 181 Webb City, Mo., Wichita, Kan., Popula- tion. Reply from — ISO.OOOt 110,000t 74,000t llO.OOOt 85,000t 9.300 20,814 19,364 355,000t Mayor; corpora- tion counsel; Chamber of Commerce. Mayor. Private. City clerk. Chamber of Commerce. Mayor. City clerk. City clerk. Public Utilities Commission. 100,000t Chamber of Commerce. 11,817 70,902t City clerk. City attorney. J. *" fi o » 2. a? lis n ** O as Ji -2 " o o 2. 2 , -♦^^^ 03. F^ is o 3 S « State charter; local franchise; 25 years. Local; limited. Limited. Local; limited. Local; 50 years. City; 50 years. Local; limited. Local. Congress; unlim- ited. State; limited. State charter; city franchise; 50 years. Local. No. Yes. No. No. No. No. No. No. No. No. No. No. 2. I u o a if o « a >>*■> o u rt 3 u '2 ^ o ^ 3 oJ on ^ aS-2-S . ».£3 O O. in ** O is ® 2 p 3 a> » t-t u 3 S . eiJS at o No. Short line being built. Sentiment in favor. No. No. No. No. No. Agitation. No. No. No. 3. .M 0) S M -*^ "" fl 3 S® 03 J o »5 te ** ® St en » © /tf.a'S g bfi >>a) 03 .4^ OQ © ©"^ 03 c3 ©-*J © g .2 OS ■tJ © o ° « 3' O >> o Q d I- ? c c> §0§'Mc ^_ ^ *j te S 'n ^.t-i ©5 o-'" c bC o o © ©.a o ;£ •^ i»-i ^H r^ c3 Real estate tax and si>ecial franchise and re- move snow. Tax on valuation; spe- cial franchise tax. Tax on valuation of property; special fran- chise tax. Tax on property fran- chise; tax on gross re- ceipts; car license tax; also easement tax. Taxes on value of fran- chise and property. Property tax; franchise tax 2 per cent, of gross receipts after 5 years. City and county taxes; no franchise tax. Real and personal taxes and special franchise tax to city. Real estate tax and 4 per cent, of gross earn- ings. No franchise tax. State, county and local taxes on private prop- erty; also franchise tax. Property tax; $200 oc- cupation tax; franchise tax to city of 10 per cent, earned on invest- ment. Maintain, sprinkle and remove snow for 19 feet width. Maintain between tracks. Maintain 2 feet outside rails. Maintain 2 feet outside rails; company pays also for snow removal. Maintain 2 feet outside rails; pay for one-half snow removal. Maintain 1 foot outside rails. Maintain 7 feet width of highway. Maintain their portion of highway. Pave 2 feet outside the rails. Generally maintain and remove snow for portion of highway. Maintain, sprinkle and remove snow 1 foot out- side rails. Maintain 1 foot outside rails. o s 3 li 171 172 173 174 175 176 177 178 179 180 181 182 1 , 1 V ! -■'■■; 352 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 353 Questionnaire sent to Various Cities I ! ' II '1 ■ Towns in the United States — Continued. "J •'~J JL 1. M.AUS3 .AiXif 1 '- CiTT. 4. 5. I 6. 7. 8. 9. 10. • O Si A. Do your street railway companies transport milk or other foodstuffs, or is such transportation con- templated? B. If they handle foodstuffs, has this tended to reduce prices of such food.' 1 A. Is your city authorized to invest in the securities of street railway companies or to otherwise render other financial assistance? B- If so, what does your city do in this respect? 1 A. Do your railway com- panies use busses or other feeders? 1 A. What wages are paid reg- ularly employed conduc- tors and motormen in your city (cents per hour, mini- mum and maximum)? A. What is the rate of fare on your street car lines (cents)? B. What is the longest ride (miles) for such rate? C. Does this rate include free transfer, or, if transfer payment is exacted, what 18 the charge for same? Can your street railways change their rates without being subject to interfer- ence of public authorities before the new rate goes into effect? A. On the whole, have the street car service rates been satisfactory? B. Are there any important improvements in your street railway system in the process of making or seriously contemplated? i 171 Syracuse, N. Y., . No. No. No. - . — 6 10 Free. No. Yes. Company peti- 171 ~ 26-30 cents. tioning for 6-cent • fare. 172 Tacoma, Wash., . Yes. — Not in private lines. ^ Yes. 27-33 cents. « 11 Yes. No. - - Extension o f municipal line to 172 industries. 173 Terra Haute, Ind., Yes. Yes. No. — - 22-28 cents city; 22-34 cents interur- ban. 5; 6 tickets for 25 cents. 4 Free. No. No. 173 174 Trenton, N. J., . Yes. No. No. — No. 28-34 cents; overtime 40 cents. , 5; 6 tickets for 25 cents. 6 Free. No. Yes. No. 174 175 Utica, N. Y.. . . Yes No. No. s 10 Free. No. Satisfactory to All New York 175 ~ Yes. 26-30 cents. city. street railways pe- titioned for 6-cent local fare. 176 Vancouver, Wash., Yes. No. No. No. About $60-$70 per month ; one-man cars. 5 3 Free. No. Yes. No. 176 177 Vicksburg, Miss., . No. No. No. i 4H Free. No. Yes, except the No. .177 20-24 cents; $2 street railway. per month pre- mium. 178 Walla Walla, Wash., . Yes. No. No. - No. 25-32 cents. S 8 Free. No. Yes. No. 178 179 Washington, D. C, Yes. - No. - No. 23^27 cents. 5; 6 tickets for 25 cents. - - No. - - "Valuation being made. 179 180 Waterbury, Conn., Yes. Yes. No. - No. 26-37 cents. S 5H Free. No. No. No. 180 181 Webb City, Mo.. . No. - No. - No. 21-27 cents. 6 7 Free. No. Yes. No. 181 182 ^ iVichita, Kan., _ ] So. NTo. J J2-26 cents. 5; 24 tickets for SI. 5 Free. No. Yes. Franchise expires in 1933. Law on 182 which franchise is based authorizes fixing rate to al- low 10 per cent. on investment ex- clusive of mainte- r— - • nance and taxes. =3 a 1 I It 1 354 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 355 Questionnaire sent to Various Cittes and Towns in the United States — Continued. i- !i fi I li 1. rail- your char- the rities, slim- ClTT. Popula- tion. Reply from — a treet railway btained from r State autho 3 these charter to time? ^ h i ^ qB». m O O C 2 ffi _ 08 w . He way city . Ar ters loca and ited *A -< pq 183 Wilkes-Barre, Pa., 76,000t City clerk; Chamber of Commerce. 1 State charter. 184 Wilmington, Del., 106,374t Mayor. 1 State; unlimited. 185 Winfield, Kan., . 6,700 Mayor. 1 State. 186 Winston Salem, N. C, 17,167 Secretary. 1 Local; limited. "•"'I \ 2. s. Are any of the street railways publicly owned? . If not, has public owner- ship of street railways ever been tried in your city, or is it seriously contem- plated? . If your street railways are publicly owned, what has Deen the result as to service and rates? . How are your street rail- ways taxed? B. Do they have to pay a special fran- chise or compensation tax? . Do your street railroads have to lay or maintain or directly pay for any part of the surface of the high- ways over which their cars run? D. If so, please state what street railways are required to do or to expend directly for highway main- tenance, including street cleaning, watering and snow removal. • 1 < PQ O < U '4* No. No. - Taxes on gross receipts; general license tax on cars and poles; tax on securities issued. Generally pave 11 feet; maintain 9 feet. 183 No. No. — 810,000 per mile by State act; no franchise tax. Maintain and sprinkle 3 feet outside rails. 184 No. No. ^ Taxes as other prop- Maintain their portion 185 . erty; no special fran- of highway. chise tax. No. No. s Privilege tax $500 per Maintain 1 foot outside 186 year. rails. ' !|'| ^ ' 'f ' lil: . ii : IV f I ll it ill f 1 i 1 1 ^li i'i ■ I 356 REPORT ON STREET RAILWAYS. [Feb. ^ 1918.] SENATE — No. 300. 357 Questionnaire sent to Various Cities and J 55 CiTT. ^•2 6 »§ It 5 to a (3 u 6. S o S «% 01 « 11 III 183 Wilkes-Barre, Pa., 184 Wilmington, Del., 185 186 Winfield, Kan., Winston Salem, N. C, No. Limited. Yes. No. No. No. No. lllll .•M OD O O ^ »4 »o No. No. 6. 6| ^'11 No. No. No. No. No. Towns in the United States — Concluded. '•§11 n a a Sj; Dili's J J«S £>' :ls-8a 26J4-28J4 cents. 26-29 cents. 17H-23 cents. 5; 6 tickets for 25 cents. go m a" IS 2 3 ^« J:2 tf h. as o -» a, S*^ S 2 .4: a.2 •I 3H Free. Free. Free. Free. Free. 00 •*» .1 00 oe IS«-2g O No. No. No. No. 10. 0) -a > to C Is -385 ^ rt'oo . 00.2 ■i^ ».! a M a 3-s o fl fl ? OS'S <« c ? fl © £ 5^ >» ^ »* 2 ^§©-g S 00 -tJ OQ <3 n .£3 a Yes. Yes. Yes. Yes. No. No. No. 183 184 185 186 •! ill i| i :JlHi:l{ u I 1 ,1 ! iflfi 358 REPORT ON STREET RAILWAYS. Abizona. [Feb. Corporation Commission. Franchise. — A franchise is usually for twenty-five years, with no provision for purchase or participation by municipahties in earnings. One company secured what they believed to be a perpetual franchise, and this question has never been determined. Taxation. — Taxation is based on physical property at the same rate that other property is taxed. There is no franchise or compensation tax. Highway Maintenance. — Street railways are generally required to maintain for 2 feet outside the rails, the character of pavement or im- provements being the same as that in other portions of the street. There is no snow to contend with. Trolley Freight. — One line transports express to near-by towns. The business is small, however. Feeders. — No autos are used as feeders. Public Ovmership. — There is no public ownership or agitation for it. Rate Regulation. — The rates can be raised only after application to the Corporation Commission and after a public hearing. The Corpora- tion Commission has full powers over public-service corporations. Capitalization. — The capitalization per mile of track is as follows: — PhcEnix Railway Company of Arizona, ...... $106,291 50 Tucson Rapid Transit Company, ....... 157,422 59 Warren Company 47,115 05 Douglass Traction and Light Company, ..... 17,601 19 Wages of Employees. — The Phoenix Railway Company pays 27 to 35 cents per hour. Dividends. — No dividends paid in 1916. Investment of Public Funds. — Neither the State nor municipalities are prohibited from investing in street railway securities, but no such in- vestments have been made. Remarks. — There are very few street railways in Arizona, the principal one being the Phoenix Railway Company. This city has about 30,000 inhabitants. Arkansas. Railroad Commission. Franchise. — Franchise secured from municipalities. Taxation. — Street railways are taxed by the State board and pay a franchise tax, as do all corporations. Public Ovmership. — There is no public ownership or agitation for same. Remarks. — Commission has no jurisdiction over street railways. 1918.] SENATE — No. 300. California. 359 Railroad Commission, Franchise. — Authority to lay railroad tracks on public highways may be obtained for a term of years not exceeding fifty, from the council or other body to whom is intrusted the government of the city, town or county. Certain charters were granted by the Legislature to companies in leading cities in the State. A number of these limit the life of the franchise to twenty-five years. Any new company must obtain from the Railroad Commission a certificate of public convenience and necessity. Taxation. — Non-operative property is taxed by cities and counties. Street railways are required to pay a tax of 5| per cent, on gross receipts from their operative property. In addition, a payment of 2 per cent, of gross receipts must be paid after five years to the city or county grant- ing a franchise. Highway Maintenance. — Franchises contain provision requiring the company to plank, pave or macadamize the space between their rails and 2 feet outside thereof, and to keep the same in good repair. There is no snow to be removed in this vicinity. Trolley Freight. — The amount of milk and other foodstuffs transported has little effect upon the prices and service. Feeders. — Automobiles are being used as feeders upon a transfer basis, without additional fares, by several companies. Public Ownership. — The city of San Francisco owns and operates a system of municipal railways. The city is also served by a private cor- poration. A 5-cent fare and limited transfer privileges between the two lines are in effect. On Sept. 26, 1917, the Board of Public Works reported $1,149,316.89 in municipal railway reserve fund. The purchase of the United Railroads (a private corporation) is now being considered by the city of San Francisco, and the city engineer is making a physical valuation of the property. Rate Regulation. — Fares can be raised only upon a showing before the Railroad Commission and after a finding by the commission that such an increase is justified. Capitalization. — The capitalization was nearly all issued before the Railroad Commission was granted jurisdiction over street railroads, and in some instances is highly inflated. Wages of Employees. — Thirty cents an hour is the minimum and forty- two cents an hour is the maximum. SUding scale distributed over ten years' service. Dividends. — Two street railways paid dividends last year; one paid 10 per cent, on stock of $500,000; one 7.2 per cent, on stock of $1,000,000. Investment of Public Funds. — Neither State nor municipalities are allowed to invest in street railway securities. I ir ■^l| 360 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 361 If i> II ii I'ii Connecticut. Public Utilities Commission. Franchise. — Granted by the State Legislature and unlimited as to duration. Taxation. — Street railways pay a tax of ^ per cent, on gross earnings. A tax is also paid on real estate not used for railway purposes. This latter tax is deducted from the gross earnings tax. The gross earnings tax is in lieu of all other taxes, except tax on non-operating property, as mentioned. Trolley Freight. — Five of the seven operating street railways in this State transport freight and express. There is no information at hand as to the effect of this traffic upon prices and speed of transportation. The revenue from this class of service amounts to about $580,000 freight* $10,000 milk; $70,000 express. ' Feeders. — No information is available as to whether automobiles are used as feeders for trolley lines. It is assumed that there may be some traffic of this nature. Public Ownership. — There has been no public ownership or serious consideration of it, although it is reported that the subject has been dis- cussed informally in the city of Bridgeport. Rate Regulation. — Street railways can raise then- rates, but such rates after their establishment are subject to revision by the commission upon petition of a municipality or of ten patrons that same are unreasonable. Dividend. — Dividends of U, 4, 4^ 5 and 8 per cent, declared. The 8 per cent, dividend was paid by a company having, in addition to Its railway operations, a gas and electric department. It was from this latter department that the revenue was secured to permit of an 8 per cent, dividend. Irwestment of Public Funds. — There is no statute either prohibiting or allowing municipalities to invest in street railway securities. It is possible that charters granted by the Legislature make reference to this subject, but in the opinion of the commission this power would be one prohibiting rather than permitting. Florida. Railroad Commission, The commission has no jurisdiction over street railways. Idaho. Public Utilities Commission. Franchise. — The conditions under which franchises are granted vary in the different municipalities. In cities under a commission government franchises are sold to the highest bidders under specific terms laid down in commission government law. In such a city the maximum length of street railway franchises is thirty years. In other cities the conditions depend on the city council or village board. Taxation. — Street railways are taxed by the State Board of Equaliza- tion in a manner similar to that for railroads. The value of the franchise is assessed along with other assets of the company. Highway Maintenance. — In cities of the first class, that is, commission- governed cities, street railways may be required to pay a proportionate part of the cost of street sprinkling and street cleaning. It is generally required also that the railway company shall repair and maintain the space between the tracks and 2 feet on each side. Trolley Freight. — There is no transportation of freight or express by street railways. Feeders. — Autos are not used as feeders for trolley lines. Public Owner ship. — There is no public ownership of street railways in this State. Rate Regulation. — Rates can be increased only by formal application to the Public Utilities Commission and by finding by such commission that an increase is justified. Capitalization. — The capitalization is given as $34,582.49 per mile. Wages of Employees. — Conductors and motormen are paid from 29 to 35 cents an hour. Prior to present war conditions, these wages ranged from 24 to 30 cents per hour. Dividends. — There were no dividends paid last year. Irwestment of Public Funds. — There is no authority under State laws for the investment of public funds in street railway securities. Illinois. Public Utilities Commission. Franchise. — Under State law a street railway must obtain the consent of the municipal authorities in order to obtain a franchise, and such consent may be granted for a period not greater than twenty years. Street rail- ways must also apply to the Public Utilities Commission for a certificate of convenience and necessity. In February, 1907, the city of Chicago granted an extension of twenty years to its street car lines. The Chicago franchise provided that the roads should be rehabilitated, that the pas- senger rate should not exceed 5 cents, that the operating expenses must not exceed 70 per cent, of the gross earnings, and that if they were less « 1 i\\ K' ■:1? f 'I n 362 REPORT ON STREET RAILWAYS. [Feb. than 70 per cent, the amount unexpended should be added to the renewal account. This ordinance provided that the city should receive 55 per cent, of the net income and the railway companies 45 per cent., and that at the end of twenty years the city shall have the option of purchasing the property, the price being dependent upon the valuation as of Feb. 1, 1927. Taxation. — Street railways are taxed by the municipal authorities. Such taxes are covered by the terms of the franchise, and in many cases are taxed so much per car or so much per mile of track, in addition to the local assessment on that portion of the property outside of the streets. In the case of Chicago, as above mentioned, the tax is 55 per cent, of the net income, and in addition a local assessment is paid on property, such as real estate, power houses, etc. Highway Maintenance. — It is customary for local authorities to require street railways to lay and maintain pavement between the rails and for a distance of from 12 to 24 inches outside thereof. Generally speaking, street railways are required to sprinkle their tracks and remove snow from the portion of the street covered by their tracks, and for a short distance on each side thereof. Trolley Freight. — No milk or other foodstuffs, or any kind of freight or express, are transported by street railways. The interurban lines do handle considerable freight. Feeders. — There is no record of autos being used as feeders for trolley lines. In Chicago there is a motor bus company operating at the present time, and the commission has before it several other applications for such permits. Public Ownership. — There have been two instances of municipally owned and operated street car lines, viz., a short line in the city of Pekin and another short line in the city of Lincoln. These lines were originally constructed and operated by street car companies, but were failures and were then turned over to the respective cities. Rate Regulation. — The rates are generally fixed by franchise, but under the public utilities act this commission has power to raise rates regardless of franchises. The commission may, if it chooses, have an appraisal of the property made and an audit of the applicant's records and books before determining the reasonableness of the proposed rates. The street railways cannot therefore change the rates without consent of the com- mission. Capitalization.— There are 97 electric railways operating in the State, and a considerable number of them conduct other than street railway operations. As the property of many of these companies is not separated between the different services, it is impossible to obtain figures on capitali- zation on some of these lines. The average of 19 of the lines, including a total of 240 miles of main line, is $106,244.55 per mile of Ime. The Chicago surface lines, amounting to 570 miles of main line, have a capitalization of $287,688.84 per mile. The average of the 19 lines above mentioned and the Chicago surface lines amounts to $233,851.11 per mile of road. 1918.] SENATE — No. 300. 363 The elevated railroads, operating about 55 miles of line, have an average capitalization of $1,968,819.37 per mile of line. Wages of Employees. — The average daily wage of conductors and motormen for the 19 lines above mentioned is $2.54 and for Chicago surface lines is $3.44. The average daily wage on the elevated system is $3.36. Dividends. — Dividends were declared in 1916 on 8 of the 19 lines above mentioned and varied from 2 to 9 per cent. The average dividend on the Chicago surface lines amounted to 6.75 per cent, of the dividend of the 4 elevated roads. One road paid no dividends, another 2.25 per cent., another 3.65 per cent., and the last one 8.12 per cent, on the common and 5.0 per cent, on the preferred. Investment of Public Funds. — Under the laws of this State no muni- cipality can make investments in street railway securities. m Indiana. Public Service Commission. Franchise. — Franchises are issued for a period of thirty to fifty years, generally by the city council. Taxation. — TsiX&tion is based on physical property and corporate excess. Little attention is paid to corporate excess, however, and values are based largely on what the traffic will bear. Highway Maintenance. — Companies are required to maintain, clean and remove snow for a width of 18 inches outside the rails. Trolley Freight. — No foodstuffs or express are transported. Feeders. — Autos are not used as feeders, but are used in direct com- petition. Public Ownership. — There are no publicly owned street railways, but since the present service has become inadequate there has been con- siderable agitation in Indianapolis for public ownership. Rate Regulation. — Rsites can be changed only by a change in the franchise. If franchise is surrendered the company can operate under indeterminate permit, and can then increase rates only with the approval of the Public Service Commission. Wages of Employees. — Wages are from 16 to 30 cents per hour. Investment of Public Funds. — There is no law in the State authorizing municipalities to invest in securities of street railways. I Iowa. Board of Railroad Commissioners. Taxation. — The State does not exact a compensation tax. The municipalities granting the franchise may provide for such a tax. Highway Maintenance. — Street railways are required to maintain and remove snow from certain portions of the highway. t» ' i 1 j I i J I 364 REPORT ON STREET RAILWAYS. [Feb. TroUey Freight, — Some milk and freight transported by the street railways. Feeders. — No autos are used as feeders. Public Ownership. — There has been no public ownership and the commission knows of no agitation for same. Rate Regulation. — Rates cannot be raised except with the permission of local authorities. Investment of Public Funds. — Cities and towns cannot invest in street railway securities. (Commissioners have no jurisdiction over street railways.) Kansas. Public Utilities Commission. Franchise. — Cities may grant franchises to street railways for any length of time they wish. Most of these, however, are granted for twenty years, some for fifteen years and a few for ten. Taxation. — Street railways are taxed locally on the real value of their property. There is no regular franchise or compensation tax, but some cities do levy a sort of compensation tax. Highway Maintenance. — This matter is in the hands of the muni- cipalities. In most cases the franchise provides that street railways shall pave and maintain between tracks and for 1 foot or 18 inches outside. Requirements as to removal of snow, etc., vary with the different muni- cipalities. Trolley Freight. — Certain of the street railways do a freight business, transporting milk and other foodstuffs, but there is no extensive service of this kind. The interurban roads, in general, do quite an extensive freight business. Feeders. — No autos are used as feeders for trolley lines in this State. Public Oumership. — There has been no public ownership in this State, but the franchise in Kansas City, Kan., does provide for ultimate govern- ment ownership of the lines within that city. Rate Regulation. — Street railways operating within one city are responsible to the city as to rates. For those operating in more than one city, rates are made by the Public Utilities Commission. Street railway cannot change its rates and put the same into effect without the authority of some public body. Investment of Public Funds. — Cities and towns have no legal right in this State to invest in street railway securities. Franchise. years. Taxation. Kentucky. Railroad Commission.^ The franchise is limited by the Constitution to twenty — The tangible property is taxed on an ad valorem basis. » Anawer from Louisville Railway Comi>any. 1918.] SENATE — No. 300. 365 A franchise tax is exacted. Net earnings are capitalized on a 6 per cent, basis and then equalized with other property. Highway Maintenance. — Some franchises require the company to maintain the highway for 2 feet outside the rails. Trolley Freight. — Street railways do not transport freight, but the interurbans do. Feeders. — Automobiles are not used as feeders. Public Ownership. — There has never been any public ownership. Rate Regulation. — The rates could be increased only with the consent of the municipality. Investment of Public Funds. — The municipalities are not authorized to invest in street railway securities. Remarks. — There is no Public Utilities Commission having control over the street railways in this State. Louisiana. Railroad Commission. The commission has no jurisdiction over the street railways. Maine. Public Utilities Commission, Franchise. — Franchise is granted by private or special legislation, or under the general law, and is perpetual unless charter is violated. Taxation. — Street railways are subject to excise tax as follows: when the average gross receipts do not exceed $1,000 per mile, tax is one-fourth of 1 per cent, of gross transportation receipts; and for each $1,000 addi- tional gross receipts per mile, or part thereof, the rate is increased one- fourth of 1 per cent., providing the rate never exceeds 4 per cent. Com- panies also pay local property tax to municipalities. Highway Maintenance. — Municipal authorities are allowed to make regulations as to sprinkling the tracks, removal of snow and maintenance of highways for a width of 1 foot outside the rails. Trolley Freight. — Considerable trolley freight is handled in this State, especially in rural districts. Feeders. — Automobiles are not used as feeders, but are used in direct competition. Public Ownership. — There is no public ownership or contemplation of it in this State. Rate Regulation. — Street railways may raise rates by filing schedule with the commission, schedule becoming effective thirty days after date. This schedule may later be appealed by the public or the commission. Capitalizaiion. — Average capitalization per mile of single track $68,591. Dividends. — Ten street railway companies paid dividends at an aver- age rate. of 2.85 per cent. One company paid 12 per cent, preferred, 6 per cent, common; one, 10 per cent.; one, 6i per cent.; one, 7 per cent. X ^i 366 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 367 ;): .1 ! \ preferred, 2 per cent, common; two, 6 per cent.; two, 5 per cent.; one, 4.69 per cent. ; and one, 1 per cent. Investment of Public Funds. — There is no general law authorizing municipalities to invest in the securities of street railways. In fact, there is no special legislation on the subject. Probably cities and towns have not cared to invest in street railways, due to their unfortunate experience in subscribing to stock of the steam railroads in former times. Maryland. Public Service Commission. Franchise. — Formerly perpetual franchises were granted with no compensation to the municipality. Within the last fifteen or twenty years the practice has been to limit the life of a franchise, and to exact com- pensation, either in lump sum or annual charge. Highway Maintenance. — In the city of Baltimore street railways are required to maintain and remove snow for 2 feet outside the rails. Such requirements do not appear in various cities and towns throughout the State. Trolley Freight. — Some small companies engage in trolley freight on a small scale. The interurban companies do a more extensive business of this nature. The service is entirely satisfactory, but no definite informa- tion is given as to the benefits accruing therefrom. Feeders. — Automobiles are used as feeders to a considerable and increasing extent. The conmiission has been convinced that herein lies a field of real usefulness for the automobile transportation line. Public Ownership. — There has been no public ownership or contempla- tion of it. Rate Regulation. — Under the Maryland laws the company must file a schedule of rate changes thirty days prior to the effective date. Such rates are subject to investigation and correction by the commission. The conmiission cannot suspend increased rates pending the completion of the investigation. Wages of Employees. — The largest company in the State pays from 22 to 28 cents per hour. Investment of Public Funds. — The conmiission knows of no cities and towns having investments in securities of street railways, though it knows of no legislation prohibiting such investments. Remarks. — The taxation is in the jurisdiction of the State Tax Com- mission. Michigan. Railroad Commission. Framihise. — Interurban and suburban companies organized under the general railroad law have unlimited life and are free from local restric- tions. City lines and suburban lines organized under the street railway act are limited to a life of thirty years. The issue of such franchises has been delegated to local authorities. Taxatimi. — Street railway companies organized under the street railway act are taxed by local authorities. A few interurban lines organized under the railroad act are taxed by the State Board of Assessors. The State exacts a franchise fee when filing articles of association, which is based upon the capital stock paid in. Highway Maintenance. — Requirements as to highway maintenance are delegated to local authorities. The roads are generally required to main- tain and clean the part of the highway which it occupies. Trolley Freight. — During the year ending June 30, 1916, street railway and interurban companies earned: — For express revenue, . . . $79,102 32 For milk revenue, 159,747 13 Freight revenue 1,295,405 51 During the past year the local freight service has been a great benefit in giving quick delivery of local shipments. The business has increased and to some extent car lot shipments have been made. If this service were suddenly stopped, probably the effect on prices would be noticed. Feeders. — No autos are used as feeders by any trolley company. Public Ownership. — ^o street railways are publicly owned. There has been considerable agitation for municipal ownership in Detroit. The matter was defeated a year ago at a special election. Rate Regulatim. — Local rates are subject to the jurisdiction of the respective municipality. Rates other than local come under the juris- diction of the commission. Change of rates can be made by following the process laid down in statute organizing this commission (Act 300 of Public Acts of 1909, as amended). Capitalization. — C&pitsMzsition of the companies coming under the jurisdiction of the commission amounted to $65,161.39 per mile of single track. The average per mile of road is $84,112.32. Dividends. — The average dividend for the companies reporting to the commission for 1916 was 3.37 per cent. The maximum dividend was 192.6 per cent., this being a transfer of surplus from a subsidiary company to the controlling company, and was not an actual dividend on a fair capitalization. The highest dividend was 12.86 per cent., the smallest dividend was 2 per cent., while there were six companies not reporting to this commission which paid no dividends. Remarks. — The commission does not have complete jurisdiction over railways, matters of taxation, etc., they being largely in the hands of local authorities. When they are organized under the general law, the taxation is under the jurisdiction of the State Board of Assessors. In the matter of operation the commission has jurisdiction over street railways which have 5 miles or more of rails outside the corporate limits of cities and villages. Those having less than this mileage, and those which are ex- clusively city companies, are not under the regulations of this commission. M' i* I i 1 \ : i^i If ■ ;i IB I 368 REPORT ON STREET RAILWAYS. [Feb Minnesota. Railroad and Warehouse Commissian. Street railways do not come under the jurisdiction of the commission, but are generally governed by city ordinance. Missouri. Public Service Commission. Franchise. — Franchises are granted by the local authorities for dif- ferent lengths of time, the rate of fare being specified in the franchise. Since the establishment of the commission in 1913 a company must obtain a certificate of convenience and necessity from the commission as well as a local franchise. Taxation. — Street railways are assessed by the State Board of Equali- zation. The value of the franchise is taxed in the same manner and at the same rate as the tax which is levied upon other property of the corporation, the total value for taxation purposes, tangible and intangible, being determined by the State Board of Equalization. Public Ownership. — '!S^o street railways are publicly owned, nor is public ownership contemplated. Rate Regulation. — Street railways cannot raise rates without permis- sion from the commission. Irwestment of Public Funds. — It is doubtful whether cities and towns may invest in railway securities. Kansas City, Mo., however, under the provision of a recent franchise, is to participate to some extent in the management and receipts of the company. Montana. Railroad and Public Service Commissicmers. Franchise. — City franchises are covered by municipal ordinance. Taxation. — Taxation is based on the valuation of the franchise. The only franchise tax is the State corporation income tax, similar to the Federal income tax. Highway Mairdenance. — Laying, maintaining, cleaning of highways and removal of snow are controlled by the city ordinance. Trolley Freight. — There is practically no transportation of freight or express. Feeders. — Autos are not used as feeders for the street railways. Public Ownership. — There is no public ownership, nor is it in contem- plation. Rate Regulation. — No change in rates can be made without sanction of the Railroad and Public Service Commission. TTa^es of ^mp/oyees. — Thirty-five to 55 cents per hour. 1918.] SENATE — No. 300. 369 Dividends. — Practically no dividends were paid by street railways last year. Investment of Public Funds. — Cities and towns cannot invest in street railway securities. Nebraska. State Railway Commission. Franchise. — Franchises are granted by the municipalities, the cities having the power, through their charters, to grant such franchises. Trolley Freight. — There is a small amount of trolley freight and express handled. Public Ownership. — There is considerable feeling in favor of public ownership. The belief is held that the stock issued in the past is out of all proportion to the actual investment in the property. Owners of stock, therefore, are asking for higher rates in order that they may receive divi- dends. There is no definite movement on the part of the people for public ownership, however. Rate Regulation. — Rates can be changed only with the authority of the commission. Present rates are 6 tickets for 25 cents within a radius of 3 miles of the center of Lincoln. All passengers riding outside this limit pay a 5-cent fare. Dividends. — No definite information is given, but statement is made that the commission requires a 6 per cent, fund for maintenance and depreciation maintained before certain dividends are paid. Investment of Public Funds. — No municipalities are investing in street railways, although there is probably no law to prevent them. Remarks. — Nebraska has only two important railways, — Lincoln and Omaha. New Hampshire. Public Service Commission. Franchise. — Charters can be granted either by a special act of the Legislature or under the general law. Taxation. — Street railways are taxed on the actual value of the property used in its ordinary business and at a rate as nearly equal as possible to the average rate throughout the State. There is no franchise tax. Highway Maintenance. — Street railways maintain the surface materials of the portions of highways and bridges occupied by their tracks, and for 18 inches outside of the rails. No special obligation made as to the removal of snow. Trolley Freight. — Three of the 17 railways operating in this State do a general freight and express business. Certain other lines carry packages, etc. One railway does switching in its district from railroad stations to the respective sidings. No information obtainable as to the effect upon prices and service. m ill ti - \ & '• :i ij I II 370 REPORT ON STREET RAILWAYS. [Feb. Public Onmership. — There is no public ownership or agitation for it. Rate Regulation. — Street railways are required to file any change of rates thirty days in advance. If the commission desires, an investigation is made to determine the reasonableness of the proposed increase. Rate can be held up, for a period not exceeding six months, pending such investigation. Capitalization. — Average capitalization per mile of track is $30,257.54; the maximum is $46,199.70 and the minimum $5,333.33. Wages of Employees. — Average pay per hour for man employed for more than one year was 22.6 cents in 1911. The maximum was 25i cents after eight years' service and the minimum was 18 cents at that time (1911). Dividends. — Only 3 companies pay dividends for year ending June 30, 1916, the rates being 3i, 4^ and 6 per cent., respectively. This results in an average for the 17 companies of about .81 of 1 per cent. Investment of Public Funds. — Cities and towns are not permitted to invest in street railway securities. New Jersey. Public Utility Commissioners. Franchise. — Prior to 1906 there was no limitation by the State upon the duration of franchise granted locally. In 1906 a law was passed limit- ing the number of years for which such franchises could be grant^ed. At the present time nearly all street railways are operated under perpetual franchises received prior to 1906. Taxation. — The street railways are taxed locally upon their physical property. They pay an additional franchise tax of 5 per cent, on gross receipts. This tax is apportioned in proportion to the value of the property on the streets and highways in the various districts. Highway Maintenance. — In general, street railways are required to keep in condition that portion of the street between the tracks and limited space on either side. These requirements generally include sprinkling and snow removal apparently. Trolley Freight. — A limited amount of freight is carried by railways doing interurban business. The amount of freight transported by trolley in the State is, however, small as compared with that carried by steam railroads. Feeders. — Autos are not used by trolley lines as feeders. Public Ownership. — There has been no public ownership in New Jersey. The question has been discussed, but not very seriously. Rate Regulation. — The Board of Public Utility Commissioners has jurisdiction over rates. The Board recently granted an increase in rates in certain cases where the rate had not been fixed by a contract between municipality and the company. In a case where the rate had been so fixed, the Board held that, under a recent decision of the Supreme Court, the 1918.] SENATE — No. 300. 371 street railway was bound to live up to its contract. This decision has been repealed and is under review before the Supreme Court of the State. Capitalization. — The average capitalization per mile of track for 1915 is about $125,000; the capitalization per mile of road is about $180,000. Wages of Employees. — The average daily wages are about $2.60, the minimum being $1.80 and the maximum $2.80. Dividends. — The average rate on all outstanding stock (capital) for 1916 was 3.6 per cent., the minimum rate being 1 per cent, and the maxi- mum 24 per cent. Both of these latter rates are on stocks of lesser com- panies, the payment of which is guaranteed by the lessee. This, therefore, is in the nature of a fixed charge. In 1916 there were only three operating companies declaring dividends on their capital stock. Investment of Public Funds. — There has been no investment by any city or town in New Jersey in street railway securities. It is doubtful whether such investment could be made under existing laws. An exam- ination of the charters in the various municipalities would have to be made to determine this point definitely. New Mexico. State Corporation Commission. There is only one street railway in New Mexico, operating in Albuquer- que. There are no particular laws or constitutional provisions concerning the subject-matter of these questions. New York. Public Service Commission, First and Second Districts. Franchise. — Street railways obtain their general powers under the railroad law. In New York City the secondary or special franchise is given by the Board of Estimate and Apportionment for the ordinary street railway, and by the Public Service Commission for rapid transit railways. A franchise by the Public Service Commission is subject to approval by the Board of Estimate and Apportionment. Also, a street railway obtaining a franchise from the Board of Estimate and Apportion- ment must obtain a certificate of convenience and necessity from the Public Service Commission. Under the city charter the Board of Estimate and Apportionment may not grant street railway franchises for a period greater than twenty-five years, subject to a renewal clause on a revalua- tion for a second period of twenty-five years. Taxation. — Street railways are subject to a Federal, State and local tax. There is a State franchise tax based on capital stock and an addi- tional franchise tax on elevated roads or surface railroads, not operated by steam, the basis for which is normally 1 per cent, of the gross earnings, ^lii '' > k f 372 REPORT ON STREET RAILWAYS. [Feb. 1918.1 SENATE — No. 300. 373 iS with an additional tax of 3 per cent, upon the amount of dividends paid in excess of 4 per cent, upon the actual amount of paid-up capital. The value of a street railway company's special franchise and of its tangible property in public highways is determined by the State Board of Tax Commissioners. The value of real and personal property not on highways is determined locally. Special taxation requirements are made for com- panies operating in New York City. Highway Maintenance. — Street railways are quite generally required to pay a portion of the cost of paving streets. The commission has no knowledge that electric railways are generally required to remove snow from streets, although there may be municipal ordinances to that effect in certain instances. Trolley Freight — For the year ending June 30, 1916, the freight busi- ness amounted to about $1,200,000 and the express business to about $350,- 000, out of a total revenue of about $125,000,000. Feeders. — Autos are used very little, if at all, as feeders for trolley lines. Public Ownership). — There has been no public ownership of street rail- ways outside of the city of New York. In New York the principle of public ownership has been applied to the subways. In general, the city builds the subways and leases them to the operating companies for a term of from ten to forty-nine years, that is, they will run for forty-nine years unless the city exercises the right of recapture after the tenth year by repaying certain sums to the company. (More information is given rela- tive to public ownership under New York City.) Rate Regulation. — Subject to limitations imposed by franchise con- ditions or special legislative acts, street railways may raise rates by filing with the commission its new schedule. The commission may, however, upon complaint or its own motion, suspend such tariff until it has deter- mined the fairness and reasonableness of such rates. Capitalization. — First District: There is no trustworthy information available as to capital invested in street railways in this district. The capitalization per mile, if duplications were eliminated, would be about $500,000. Subway construction, of course, cost more than that amount per mile. Second District: The average capitalization per mile of track is $78,445. Wages of Employees. — Second District: Conductors, 16 to 40 cents per hour, $1.90 to $2.63 per day; motormen, 19 to 41 cents an hour, $2.23 to $3.74 per day. Dividends. — First District: Average rate of dividends about 6^ per cent. Highest dividend was 20 per cent., paid by Interboro' Rapid Transit Company on a capital stock of about $35,000,000. Second District: Dividends average about 2.47 per cent. The highest rate was 22 per cent., on $105,000 of capital stock. Investment oj Public Funds. — Cities and towns in New York State cannot invest in street railway securities without special authority from the Legislature. The commission has no knowledge that any such au- thority has ever been granted. New York City, of cJourse, Invests directly in street railway property, which is leased to street railway companies. This does not, however, involve investment of public funds in street rail- way securities. North Carolina. Corporation Commission. Taxation. — Street railways pay to the State for State purposes, and locally for local purposes, a general property tax on all property, including franchise value. In addition they pay to the State for State purpo.ses the capital stock tax. Trolley Freight. — No trolley freight or express. Feeders. — No autos used as feeders. Public Ownership. — No public ownership. Rate Regulations. — The commission has supervision of rates. North Dakota. Board of Railroad Commissioners. Franchise. — Franchises are issued by local authorities for a limited term, subject to a reserve power of the State to alter and amend. Taxation. — Street railways are taxed on an ad valorem basis. Highway Maintenance. — Requirements of highway maintenance are subject to requirements of the various cities. Trolley Freight. — No freight or express service maintained. Feeders. — Autos are not used as feeders. Public Ownership. — In the capital of the State, Bismarck, there is a State-owned street railway in operation. The principal object of this line is to connect the city and the State capitol, which is located some distance from the business center. The Board of Control, which operates the street car line, has stated at various times that the line could not pay actual running expenses. As a matter of fact, that portion of the city serv^ed is so small that there is no opportunity to develop its greatest traffic or earning capacity. Rate Regulation. — The rates depend on franchise provisions, and the power which exists to some extent in local governing bodies. Investment of Public Funds. — Cities and towns are prohibited by the Constitution from investing in street railways. Remarks. — The Board of Railroad Commissioners has no jurisdiction over street railways in this State. Pennsylvania. Public Service Commission. Franchise. — Franchises granted by municipalities. Duration and other conditions of franchise are agreed upon by municipality and the railway company. (■ « if IbI i I • ! ill » 'J i t . 374 REPORT ON STREET RAILWAYS. [Feb. Taxation. — Street railways pay a tax on capital stock and tax on gross receipts. Capital stock tax, one-half of 1 per cent., on value of outstanding capital stock as determined by the auditor-general. The gross receipts tax is eight-tenths of 1 per cent, of the gross receipts. When a company is incorporated the State exacts a charter fee of $30 and a stock bonus of one- third of 1 per cent, of the authorized amount of capital stock. Highway Maintenance. — Municipalities may and sometimes do require street railways to lay, maintain and clean highways or portions thereof on which their tracks are located. Tj alley Freight. — Most of the street railways transport milk and light freight and express, including foodstuffs. For 1916 the Philadelphia Rapid Transit Company had a freight and express revenue of $179,953.02, out of a total revenue of transportation of $26,479,598.95; the Pittsburg Rail- wa5^s Company had $91,548.31 express and freight revenue out of a total operating transportation revenue of $12,818,374.03. Feeders. — No automobiles are used as feeders by street railways. Public Ownership. — There has been no public ownership of street rail- ways, with the exception of several rapid transit lines constructed by the city of Philadelphia, and which will be operated by the Philadelphia Rapid Transit Company under lease. Rate Regulation. — Street railway may raise its rate after thirty days' notice to the commission and the public. The commission may at its discretion permit the raise upon less than the thirty days* notice. The commission may inquire into the fairness of the rate, either before or after it is put into effect. Investment of Public Funds. — The Constitution declares that the general assembly cannot authorize cities and towns to invest in corpora- tions. Rhode Island. Public Utilities Commission, Franchise. — City and town councils authorize to grant franchises for periods not exceeding twenty-five years. Taxation. — Regular local assessment on real and personal property, also a franchise tax not exceeding 3 per cent, of gross earnings to city or town granting franchise; also a franchise tax of 1 per cent, on gross earn- ings, if dividend is 8 per cent, or less; if over 8 per cent, dividend, tax is equal to amount of such excess. Highway Maintenance. — Street railways are required to maintain for a width of 18 inches outside the rails, the character of pavement being fixed by local authorities. There are other requirements made in some localities. Trolley Freight. — There is freight and express service to certain sections of the State, amounting practically to express service. This service covers, in some instances, localities having no railroad service. The rate is slightly higher than freight and lower than ordinary express. Feeders. — Autos are not used as feeders. 1918.] SENATE — No. 300. 375 Public Owner ship. — There has been no public ownership or contempla- tion thereof. Rate Regulation. — Street railways can raise rates only after thirty days' notice to the public and the commission. The commission can investigate on its own motion or upon complaint. Capitalization. — Capitalization per mile is $110,727. Wages of Employees. — Minimum is 28 cents per hour, maximum 34 cents per hour, after three years' service. Investment of Public Funds. — General law does not provide for invest- ment by local authorities. South Carolina. Railroad Commission. The conmiission has no jurisdiction except over interurban railways, which are operated and controlled under same conditions as steam rail- roads. South Dakota. Board of Railroad Commissioners. Taxation. — Street railways are taxed by State Tax Commission on a property value basis, and it is thought that the State does not exact a franchise or compensation tax. • Trolley Freight. — No express or freight service maintained. Public Ownership. — There has been no public ownership. Rate Regulation. — Rates are fixed subject to agreement with city au- thorities and general conditions of franchise. Remarks. — The commission has no jurisdiction over street railways. Tennessee. Railroad Commission. Taxaticm. — A property tax, including both mileage and real estate, is assessed. Highway Maintenance. — Street railways are required to pave and main- tain between tracks and 3 feet outside thereof. Trolley Freight. — No express or freight service. Public Ownership. — There has been no public ownership. Texas. Railroad Commission, This commission has no jurisdiction over the street railways. u w '■'*■ 4 tt t \ 376 REPORT ON STREET RAILWAYS. [Feb. Vermont. Pvhlic Service Commission. Franchise. — Franchises are granted by local municipalities, and their duration and general condition vary with the locality. Highway Maintenance. — Street railways are required to maintain and clean the portion of highway between their tracks. They are also re- quired to remove the snow. Trolley Freight. — There are several street railway companies doing freight and express business. Some of these lines are in competition with fiteam railroads. Feeders. — No autos used as feeders. Public Ownership. — There has been no public ownership. Rate Regulation. — Street railways can raise their rates only upon permission from the commission, and then only upon thirty days' notice to the public. Virginia. State Corporation Commission. Franchise. — Franchises are issued by local authorities, generally by the city council. Taxation. — The commission exacts a property tax, also a franchise tax of 1| per cent, of gross earnings. Highway Maintenance. — Street railways are required to pave and maintain between tracks and 2^ feet on each side. Trolley Freight. — Express and freight are handled only on interurban lines. It is not thought that such transportation affects prices of food- stuffs. Feeders. — Autos not used as feeders. Public Ownership. — There has been no public ownership. Rate Regulation. — Street railways can raise their rates only bj^ per- mission from the city government. Investment of Public Funds. — Whether cities can invest in street rail- way securities depends on their charters. West Virginia. Public Service Commission. Franchises. — The duration of a franchise for a street railway is fifty years. Taxation. — Street railways are taxed in the same manner as other property, according to the true and actual value. No franchise or com- pensation tax is assessed, except a State tax based on the amount of capitalization. This tax is smaller than that of other corporations. Highway Maintenance. — Street railways are usually required to keep in repair the portion of the highway occupied by them. The require- 1918.] SENATE — No. 300. 377 iiiL^ ! ments as to the removal of snow, etc., will be based on town and city ordinances. Trolley Freight. — Some of the systems in this State have regular freight and express cars and transport all kinds of freight, including dairy products. The rates charged are practically the same as those charged by the railroad, but the service is better. Feeders. — No autos are used as feeders. Public Ownership. — There has been no public ownership of street rail- ways in this State. Raie Regulation. — Before a street railway can raise its rates it must file with the Public Service Commission an application stating the present rates, as well as rate sought, and the reason for proposed increase. Capitalization. — Street railway tracks are capitalized in this State at $92,500 per mile of track. Wages of Employees. — The wages paid conductors and motormen range from 24 to 35 cents per hour. Dividends. — The average dividend paid was 2.97 per cent., the maxi- mum dividend being 6 per cent. Most of the street railways in this State are in the process of building or extending their lines, and the principal part of their net income is used for this purpose. Investment of Public Funds. — Cities and towns have no authority to invest in street railway securities. Wisconsin. Railroad Commission. Franchise. — Franchises are granted by local authorities. Since 1907 it is required that all subsequent street railway franchises shall be in- determinate permits. Taxatim. — The general property tax for the State is applied to the value of the property of the street railways. There is no separate fran- chise tax, although the legitimate cost of the franchise is considered in determining the value of the property. Highway Maintenance. — Street railways are not required by statute to maintain or clean any portion of the highway over which cars run. Munic- ipal ordinances generally cover these matters. A village board may re- quire a street railway to sprinkle or oil for a distance of 1 foot outside each rail. Snow removal is generally required by municipal ordinance. Trolley Freight. — "So trolley or freight express is carried on street railways. Interurban railways carry freight, particularly lines running out of Milwaukee. Feeders. — There are no records of autos being used as feeders. Public Ownership. — There are no municipally owned street railways in the State. Several years ago there was some agitation in the city of Superior regarding municipal ownership. Rate Regulation. — Street railways cannot raise rates without authority from the commission. iTf » !il I ■ r 378 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 379 i li i I. 1 CapitaUzation, — Capitalization in stocks and bonds, per mile of track for year ending June 30, 1916, was $62,587. These figures do not show any distinction between urban and interurban systems. Dividends. — The average dividend for 1916 was slightly more than 3 per cent. In some cases no dividends were declared. The highest dividend was 17^ per cent. Investment of Public Funds. — There is no statute in the State allowing cities or towns to invest in street railway securities. Wyoming. Public Service Commission. Franchise. — Franchises are obtained from cities for a period of fifty years. Trolley Freight. — One company handles express. Feeders. — No autos are used as feeders. Public Ownership. — There has been no public ownership. Rate Regulation. — Street railways can change their rates by filing a new tariff and by one day's notice to the commission and the public. Canada. Department of Railways and Canals^ Ottawa^ Ont, Taxation. — Electric railways of Canada paid $1,802,441.95 in taxes for year ending June 30, 1916. Trolley Freight. — During year ending June 30, 1916, the electric rail- ways transported 1,936,674 tons of freight, on which they earned $1,218,- 763.88. Earnings from mail and express amounted to $112,309.43. Public Ownership. — There are 10 electric railway systems in the Dominion owned or operated by municipalities. There has been no failure in public ownership to the extent of abandonment. Rate Regulation. — Companies operating under a Donunion charter are subject to regulation by the Board of Railway Commissioners. *«4 Capitalization. — Capitalization of electric railways in Canada in 1916 was $154,895,584, the mileage computed as single track being 2,248.57. This amounts to about $68,000 per mile of track. Dividends. — Dividends in 1916 on an average amounted to 4.2 per cent. The maximum dividend was 15 per cent. Manitoba. Public Utilities Commission. Franchise. — Street railways receive franchises from the cities for limited terms. The conditions are that these cities must either buy the railway plant or renew franchise upon its expiration. Taxation. — The street railway in Winnipeg pays the city 5 per cent, of its yearly gross earnings and in addition a privilege^tax of $20 per car. There is no franchise tax assessed. Highway Maintenance. — The company pays the cost of paving and maintaining for 18 inches outside the rails. The company is required to remove snow, ice and other obstructions for this width. Trolley Freight. — Milk is carried quite extensively on these lines, and the effect is to stabilize prices. « Feeders. — No autos are used as feeders. Public Ownership. — The city of Brandon owns and operates its rail- way. The final results have not been encouraging. Rate Regulation. — An increase in rates would require either legislative action or the approval of this commission. Capitalization. — Brandon Municipal Railway, $430,000 for 10.3 miles; Suburban Rapid Transit Company, $675,000 for 21.0 miles; Winnipeg, Selkirk & Lake Winnipeg Railway Company, $1,550,000 for 39.4 miles. Wages of Emplcxyees. — Minimum 28 cents and maximum 36 cents per hour. Dividends. — The Winnipeg Electric Railway Company paid 10 to 12 per cent, up to 1915; since then no dividends have been declared. Investment of Public Funds. — Cities and towns can invest in any security of undoubted merit, but there is no record of such investment in street railways in this province. New Brunswick. Board of Commissioners of Public Utilities. Franchise. — The duration and general conditions depend upon the letters patent or act of incorporation in each case. Taxation. — street railways are subject to municipal taxation but not to a franchise tax. The annual expense of the Public Utilities Board is borne in proportion to the gross earnings of the various companies. Highway Maintenance. — The conditions depend upon agreement with the municipal authorities. Trolley Freight. — There is no trolley freight or express. Feeders. — Autos are not used as feeders. Public Ownership. — No public ownership has been attempted. Rate Regulation. — New rates or schedules must be approved by the Board of Conmiissioners of Public Utilities. Dividends. — The highest dividend paid was 7 per cent, by one company. Investment of Public Funds. — Cities and towns cannot invest in street railway securities." Nova Scotia. Board of Commissioners of Public Utilities. Franchise. — Franchises are granted by provincial Legislature and are generally perpetual, and give exclusive rights for a limited number of years. Taxation. — Street railways are subject to a real estate and personal property tax. A special but not uniform tax is paid to the municipality. Trolley Freight. — No appreciable effect is noted as to prices of food- stuffs transported. ■fa ■ H' Ill il I i : 380 REPORT ON STREET RAILWAYS. [Feb. Feeders. — Autos are not used as feeders for trolley lines. Public Ownership. — There has been no public ownership. Rate Regulation. — Street railways can increase the rates only after public hearings and approval of the Public Utilities Commission. LHvidemis. — The average rate is about 6 per cent.; the highest rate was 8 per cent. Investment of Public Funds. — No city or town is empowered to invest in street railway securities. Ontario. The Ontario Railway Municipal Board. Franchise. — Franchises are granted by municipal authorities, but not for a longer period than twenty-five years. At the expiration of this period the municipality may, upon one year's notice, assume ownership of the street railway and its property on the actual value determined by the Ontario Railway Municipal Board. If the municipality does not exercise this right, it may exercise the like right at the expiration of any fifth year following, the company holding the privileges, as under the franchise, until such ownership is assumed. Taxation. — Provincial taxation is imposed by the corporations tax act. Under this street railways pay a tax for each mile of track within the city limits, — $20, when mileage is less than 20 miles, per mile, to $60 per mile when the mileage exceeds 50 miles. (Mileage is reckoned as single track.) In addition to the above taxes each company paj's a tax of 1 per cent, of the net earnings of the company in that city. Under municipal taxa- tion land is taxed and is defined as including all structures, etc., on and over any highway. The rolling stock is specifically exempted from mu- nicipal taxation. Highway Maintenance. — The company shall keep in repair the space for 18 inches outside the tracks. The company is to remove snow from between its tracks, and any snow plowed onto the highway shall be evenly spread thereon. Trolley Freight. — Tliere is no express or freight transportation. Feeders.— The London & Lake Erie Transportation Company (an electric interurban railway) is the only one in the Province using autos as feeders, — supplying a passenger and a limited freight service. Public Ownership. — Seven lines, totaling al)out 90 miles, are publicly owned. Of these 7 lines 3 made a profit for the year ending June 30, 1916, the profits totaling about $26,000. The losses amounted to about $185,000. Fares are very low, which probably explains the loss. In general the service is good. There is some disposition on the part of the city of Toronto to purchase the privately owned street railway system at the expiration of its franchise in 1920. There is also sentiment for public ownership .of radials and interurban railways, to l)e operated by current from the Hydro-Electric Power Commission. U 1918.] SENATE — No. 300. 381 Rate Regulation. — The maximum rates are fixed by statute, but as a matter of fact no company has been able to obtain an agreement with a city or town which allowed the company to charge a rate equal to that allowed by the Ontario railway act. All tariffs are subject to the approval of this board. Wages of Employees. — In Toronto the highest wages are paid, which amount to a maximum of 37 cents an hour after two years, 30 cents being the minimum. The minimum rate of the Province is 18 cents per hour for the first month and 21 cents for the following eleven months, increasing in the following years. Dividends. — The average dividend paid is about 7| per cent., the maximum being 10 per cent. Some railwaj^s did not declare dividends. Investment of Public Funds. — Under a general act, municipalities are allowed to pass by-laws for subscribing for shares of the capital stock of a street railway. The cities of London and St. Thomas have invested in street railway securities under this authorization. REQUIREMENTS OF OTHER STATES RELATIVE TO THE MAINTENANCE AND REPAIR OF PUBLIC WAYS BY STREET RAILWAY COMPANIES. In its report in 1916 to the Legislature on this subject, the Public Service Commission included in an appendix a statement as to the conditions in other States relative to highway main- tenance and repair. This information, which was received in answer to a query sent to the various Public Service Commis- sions, is as follows : — Connecticut. The statute requires a street railway company to keep in repair, to the satisfaction of local authorities, "so much of the highway as is included within its tracks and a space of 2 feet on the outer side of the outer rails thereof." In some particulars, additional restrictions and re- quirements are imposed by a company's charter or by local authorities over which the Public Utilities Commission has appellate jurisdiction upon petition of the company. There is no tax levied upon street railway companies in lieu of paving and similar requirements. II District of Columbia. An act of Congress requires street railway companies to maintain the surface between rails and 2 feet on either side thereof. In addition they are required to keep their tracks, and the space between and for a dis- tance of 2 feet outside thereof at the crossings of the several streets which intersect their tracks, free from snow and ice. I / ' I 382 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 383 if ' Georgia. The statutes of Georgia providing for the incorporation of street rail- ways provide, among other things, that the company shall be liable for all assessments and other lawful burdens that may be imposed by mu- nicipal authorities. These vary in different localities. Generally they provide that the company shall bear the expense of paving between its tracks and for from 3 to 4 feet on each side thereof. The expense of bridge or underpass construction is frequently borne jointly, and there are instances where an annual fixed tax is charged for the use of bridges by street railways. Illinois. Chicago. The 1907 Chicago traction ordinances require the Chicago street rail- way companies to fill, grade, pave, keep in repair, sweep and sprinkle 8 feet in width of all streets and public ways occupied with a single track and 16 feet in width if occupied with a double track. Under the unification ordinances of 1913 the companies for a period of five years are required to pay to the city for cleaning the right of way, including the removal of snow, the sum of $51.50 per month for each mile of double track; and where the companies have single track instead of double track, two miles of single track shall be considered the equiva- lent of one mile of double track. Indiana. The Indiana statute with respect to the construction of street railway tracks in cities and towns does not impose any duties with respect to the maintenance and repair of public ways. Municipalities have the power to require, and in the main do require, the street railway companies to pave the streets between rails and for a reasonable distance on either side. Kansas. No general duties are imposed upon street railway companies by the statutory law of Kansas with respect to the repair and maintenance of public ways. Incorporated cities are empowered to grant franchises to interurban railways upon such terms and conditions as the city may prescribe. Generally speaking, all cities require street or interurban railway companies to maintain and repair that portion of the public highway between the tracks, and to pave between the tracks and about 2 feet outside in paved streets. No tax is levied upon street railway companies in lieu of duties outlined above. Maine. The matter of the maintenance and repair of public ways in which street railway tracks are located, and the levying of any tax in lieu thereof, is left to the municipalities. Companies are required to maintain in repair such portions of the streets as are occupied by their tracks, and to make all other repairs rendered necessary by such occupation. Cities are authorized to assess upon street railway companies for sprinkling streets, based on the amount of space between the rails and one foot outside thereof. Minnesota. St. Paid. The franchise granted to the railway company requires it to pave the space occupied by its tracks and between its lines of double track, and for a distance of 2 feet outside the outer rails thereof, whenever the council of the city shall order the street in which the tracks are located to be paved. The company is required to pave its portion of the street with the same material that the city orders the street to be paved with. It is also re- quired to keep the part of the street occupied by its tracks in repair, to sprinkle it with water in summer and with a non-freezing mixture in winter. The company pays a gross earnings tax to the city, less the amount paid as general taxes, and also a license tax on its cars. New Hampshire. The law requires street railway companies to keep in repair, to the satisfaction of the local officer in charge of highways, the pavmg, upper planking or other surface material of the portions of highways and bridges occupied by tracks and at least 18 inches on each side thereof. There is no provision under the general law taxing street railway com- panies in lieu of maintaining and repairing public ways in which tracks are located. New Jersey. Street railway companies are required by law to keep in repair, to the satisfaction of the local authorities, the paving, upper planking or other surface material of the portions of streets, roads and bridges occupied by their tracks and 18 inches on each side thereof. The ordinances of many municipalities contain provisions with respect to the maintenance and repair of highways which have been accepted by the companies. There is no tax levied upon street railway companies which is in lieu of their duties relative to the maintenance and repair of highways. m !( * » 384 REPORT ON STREET RAILWAYS. [Feb. New York. The railroad law requires street railway companies to keep in repair the street pavements between the tracks and 2 feet on either side thereof and to clean ice and snow from the streets on which the tracks are located' as the local authorities may direct. ' The standard form of franchises requires the company to water the entire width of the streets on which its tracks are located three times every twenty-four hours if such streets are not more than 60 feet in width and only 60 feet if the streets exceed that width. It is also provided that instead of watering the streets the company may, with the approval of the local authorities, oil the streets between the tracks and 2 feet on either side thereof. Ohio. The general code of Ohio provides that municipal authorities may require any part or all of the street railway tracks, located within the corporate limits, to be paved between the rails with stone, gravel, bowl- ders or wooden or asphalt pavement; track located without the corporate limits shall not be required to be so paved. No provision is made for the levying of a tax in lieu of the duty of mamtammg and repairing the public ways in which street railway tracks are located. Oklahoma. The revised laws of Oklahoma provide that all street railway companies shall be reqmred to pave, macadamize, curb, gutter or drain the portion of their track situated in the streets and 2 feet on each side thereof in the same manner that the remainder of said streets may be so improved; when two or more tracks are located upon one street the company is re- quired to gravel, pave or macadamize as the city may require. No special tax is provided in lieu of the duty of street railway com- pames with respect to the maintenance and repair of public ways. Oregon. No duties are imposed upon street railway companies by the general law of the State with respect to the maintenance and repair of public ways m which their tracks are located. The customary franchise provision imposed by contract between com- pames and the local municipal authorities contemplates the paving and repair of the portion of the roadway within the tracks and 1 foot on each side of the railway by the street railway companies. The use of bridges IS customarily adjusted by a toll for each car. No tax is levied upon street railway companies in lieu of any duty with respect to the maintenance and repair of public ways. 1918.] SENATE — No. 300. Pennsylvania, 385 Philadelphia. Under an act of the Legislature of 1907 an ordinance of the city coun- cils of Philadelphia was passed authorizing the execution of a contract between the city and the Philadelphia Rapid Transit Company, by which it is provided that during the first ten j^ears of the contract the company shall pay to the city each year the sum of $500,000, and for each succeeding term of ten years this payment shall be increased by $50,000, until at the end of five terms of ten years the company is paying to the city each year $700,000. The payment of this sum is in lieu of all obligations on the part of the company and its subsidiaries for the paving, repaving and repairing of the streets occupied by their sur- face lines, the removal of snow and all license fees with respect to the cars run upon streets and bridges. When additional streets are occupied by the company, it pays to the city, in addition to the amount above stipulated, a yearly sum equal to 7 cents per square yard for each yard of macadam pavement, 8 cents per square yard for each yard of asphalt pavement and 6 cents per square yard for each yard of any other pavement. Under this contract the company is not liable for any original paving or maintenance work upon the streets occupied by it., except in cases when it opens the streets for repairs, etc., in which event the company restores the pavement disturbed. Where street railway companies have been exempted from the duty of maintaining any portion of the streets, and where they pay an excise tax in lieu thereof, it is a simple matter to determine the probable cost of the maintenance of any character of pavement under varying traffic conditions. After it has been determined what portion of the pavements the company is to pay for, a certain sum per year, which would approxi- mate a fair maintenance charge for the pavements, should be turned over t ) the municipality for this work. This arrangement would provide for ai_ adequate sum for maintenance and would protect the railway company against the city's spending too much for maintenance charges per square yard through improper methods of handling the work. There should be a proper accounting system to protect the interests of both city and company, and in this way there would be but one jurisdiction over streets. Tennessee. The matter of defining the duties of street railway companies with respect to the maintenance and repair of public ways is left to local or municipal regulation. As a condition of the grant made to companies the local authorities generally impose the duty of maintaining such parts of the streets as lie between the tracks and 2 feet outside thereof in the '\' ^:i': t ^ L-*! , •• ;^f ■ I I 386 REPORT ON STREET RAILWAYS. I; I in' [Feb. same condition as the balance of the street is maintained by the public authorities. There is no tax levied upon companies in lieu of the obligation by municipalities and counties to keep the track in repair. Vermont. The public service laws of Vermont provide that municipal authori- ties may require street railway companies to construct and maintain that portion of the traveled highway between the rails and 2 feet each side thereof in as good condition and state of repair as the adjacent traveled way. Street railway companies are not required to pay any tax in lieu of their duty with respect to the maintenance and repair of public ways. Virginia. No duties are imposed by the general law of Virginia upon street rail- way companies with respect to the maintenance and repair of public ways in which their tracks are located. No public highway may be occupied by any public service corporation without the consent of the local authorities, and as a general rule they impose upon companies the duty of paving between tracks and 2 feet each side thereof with material similar to that used on the highway. Com- panies are usually required to maintain that portion of the highway be- tween its tracks and 2 feet each side thereof in good repair. No tax is levied upon street railway companies under the general law in lieu of their duties outlined above, although in some instances the com- pany is required by the local authorities to pay a percentage of its re- ceipts, or some other form of compensation, to the city or county for the use of the highways. Wisconsin. Aside from the requirements of the railway law under which street railway companies may be incorporated, the general laws of Wisconsin do not impose duties upon railway companies with respect to the main- tenance and repair of public ways. Citif s are authorized to impose reasonable regulations, and a require- tnent for paving between tracks and of the devil strip is commonly im- posed. In some instances companies are required to clean their tracks of snow and ice and to sprinkle the street. 1918.] SENATE — No. 300. 387 LIST OF ELECTRIC RAILWAY FARE INCREASES IN UNITED STATES AND CANADA, JAN. 1, 1914, TO DEC. 1, 1917. The following schedule has been prepared showing all re- ported increases in electric railway fares which have been made since Jan. 1, 1914, up to approximately Dec. 1, 1917, but in- cluding all increases in reports received up to Dec. 8, 1917. All classes of electric railways are included except electrified divisions of steam railroads. An attempt at classification has been made, first, between city and interurban systems; then a further subdivision showing various classes of increases in each general division. It is difficult to definitely classify railways as between city and interurban because of the mixed character of many of them. In general, systems which are primarily urban but have suburban or interurban lines are classified as city systems. Interurban lines are assumed to include those whose major business is between cities, although there may be local lines. In a few cases of large systems, with extensive business of both kinds, classifi- cation has been avoided by showing city and interurban in- creases each in their proper group. As an illustration of the above, the Bay State system is included in both city and in- terurban. . In some other cases, where the distribution of busi- ness was not known, both city and interurban increases, where reported, have also been separately classified. The complete classification of increases which has been adopted is as follows : — 1. City Lines. (o) Rates under 5 cents abolished. (6) Five-cent fares raised. (c) Fares higher than 5 cents raised. (d) Transfers abolished, curtailed or charges therefor established. (e) Suburban zones created. 2. Interurban Lilies. (a) Five-cent zone fare raised. (6) Mileage, commutation or general tariffs raised. (c) Number of zones increased. (d) Fare higher than 5 cents raised. {e) "Copper" zones established. It :l n i I I I I ■ i t ) ( M i,;. rc 388 REPORT ON STREET RAILWAYS. [Feb. The list has been compiled from various available sources, including the American Electric Railway Association and Elec- tric Railway Journal. It probably does not include all increases that have been made, because publicity may not have been given to some minor increases. It is not probable, however, that any considerable number of important or significant in- creases have been omitted. The listed increases number 128, affecting 100 companies, several of which have made increases of different kinds or at different times or both. Summarized in accordance with the different classes set forth in the foregoing tabulation, the increases show the following numbers : — 1. City Increases. (a) Fares less than 5 cents raised, . (b) Five-cent fares raised, (c) Fares higher than 5 cents raised, (d) Charges for transfers, . (e) Suburban zones created, . 17 20 1 4 4 Total, 46 2. Interurban Increases. (a) Five-cent zone rates raised, 22 (b) Mileage and tickets raised, 42 (c) Number of zones increased, 9 (d) Fare higher than 5 cents raised, 3 (e) Changes to copper zones, 6 i. oral, ........... Total, combined city and interurban, 82 128 Without distinguishing between city and interurban systems, the following table shows the number of changes in simpler » form : — Reduced fares raised to or toward 5 cents, 17 Five-cent or higher fares increased, 46 Interurban mileage or general tariff increases, .... 42 Increases through zone changes, 19 Transfer restrictions, 4 128 1918.] SENATE — No. 300. 389 A further classification below shows the number of increases by years, with a steady increase throughout the period : — Total increases in 1914, . . . . . . . , .16 Total increases in 1915, . . .19 Total increases in 1916, 24 Total increases in 1917 (about 11 months), 69 — 128 The geographical distribution of increases is also shown in the following table: — Massachusetts, 24 New England except Massachusetts, 20 United States east of Mississippi except New England, . . 63 United States west of Mississippi, 15 Canada, 6 — 128 It appears from the above analysis that New England, par- ticularly Massachusetts, has been more active and liberal in fare increases than any other section. The present situation as to fares in Massachusetts with respect to track mileage affected is interesting. Out of a total of 2,198 miles operated, the nominal 5-cent cash fare is in use on only 904 miles, 6-cent fares apply to 1,110 miles, 7-cent fares to 83 miles and 8-cent fares to 32 miles. A mileage rate of 2 cents applies on 67 miles. With the conventional 5-cent fare applying to only 41 per cent, of the mileage, Massachusetts is far advanced in the matter of increased fares beyond any other State. New York State is making rapid progress in the same direc- tion and other States are following. Two additional increases have been made in New York since the attached table was prepared (Peekskill and Putnam & Westchester), in both of which cases fares were raised from 5 to 7 cents and free trans- fers abolished, — a significantly sweeping increase. The num- ber of unsettled fare increase cases now before the commission is greater than ever before. This is of course largely due to war-time conditions, but the study of electric railway condi- tions, which the war has stimulated, will undoubtedly have permanent and beneficial effects. The street railways in the State of California are petitioning for increased fares at the present time. \ M Ml- ■ I El ■Hi in' \W \ 1 390 REPORT ON STREET RAILWAYS. [Feb. In Cleveland, where the well-known service-at-cost plan is in operation, two increases have been made recently. These in- creases put the fares in Cleveland on the schedule (c) basis, — 4 cents cash fare, 3 tickets for 10 cents, 1 cent transfer, no rebate. The following list gives the names of companies making in- creases, approximate dates when the increases became effective and a general description of the increases. It is impracticable within brief limits to fully describe the various increases. In connection with many increases in cash fare, some ticket con- cessions were established and new commutation rates were al- lowed in connection with mileage increases. Minor changes were also made in transfer regulations. Unless these subsidiary changes appear to be of special significance they are not referred to. 1 (a). City Cash or Ticket Rates less than Five Cents abolished, Glendale & Eagle Rock Railway (California), May, 1914 — 2§-cent tickets replaced by straight 5-cent fare. Lincoln Railway and Heating Company (Illinois), November, 1915 — 6 tickets for 25 cents abolished. Bay State Street Railway Company (Massachusetts), March, 1916 — 6 tickets for 25 cents in Fall River abolished. Toledo Railway and Light Company (Ohio), April, 1916 — 3-cent rush hour fares abandoned for 5 cents cash or 6 tickets for 25 cents. Port Arthur & Fort William Civic Railways (Ontario), September, 1914 — 6 tickets for 25 cents abolished (two increases). Saskatoon Municipal Railway (Saskatoon), August, 1914 — 6 tickets for 25 cents abolished. British Columbia Electric Railway (Vancouver), March, 1916 — 8 tickets for 25 cents, introduced on account of jitney competition, abolished. Duluth-Superior Traction Company (Wisconsin), April, 1916 — 6 tickets for 25 cents abolished in Superior. Kingston, Portsmouth & Cataraqui Electric Railway (Canada), June, 1916 — 6 tickets for 25 cents abolished. Connecticut Company (Connecticut), August, 1917 — 6 tickets for 25 f cents in Waterbury abolished (injunction dissolved). Kentucky Traction and Terminal Company (Lexington, Ky.), July, 1917 — 6 tickets for 25 cents abolished. Puget Sound Traction, Light and Power Company (Washington), Sep- tember, 1917 — 4-cent tickets withdrawn in Seattle (injunction dis- solved, confirmed). Portland Railway, Light and Power Company (Oregon), October, 1917 — 4§-cent tickets abolished; children's ticket rate increased from 3 J to 4 cents. 1918.] SENATE — No. 300. 391 Bridgeton & Millville (New Jersey), November, 1917 — 6 tickets for 25 cents abolished. Meridian Light and Railway Company (Mississippi), November, 1917 — 24 tickets for $1 abolished; school ticket rate increased from 2^ to 3i cents. Detroit United Railway (Michigan), December, 1917 — 7 tickets for 25 cents on certain lines abolished. 1 (6). Five-cent City and Suburban Fares raised, Bridgeport & Danbury Electric Railway Company (Connecticut), Octo- ber, 1915 — increased to 6 cents. Middlesex & Boston Street Railway (Massachusetts), November, 1914 — city fares increased to 6 cents. Manchester & Derry Street Railway (New Hampshire), October, 1916 — increased to 8 cents. Manchester & Nashua Street Railway Company (New Hampshire), October, 1916 — increased to 7 cents. Massachusetts Northern Street Railway Company (Massachusetts), October,. 1916 — increased to 6 cents on lines in New Hampshire, loca- tion not reported. The Titusville Traction Company (Pennsylvania), December, 1916 — increased to 6 cents. Bay State Street Railway Company (Massachusetts), July, 1917 — 5- cent base fare increased to 6 cents. Bay State Street Railway Company (New Hampshire), July, 1917 — base fare raised to 6 cents on lines in Nashua, N. H. New Jersey Rapid Transit Company (Hoboken, N. J.), July, 1917 — increased to 6 cents. Eastern Penn Railways (Pottsville), August, 1917 — increased to 6 cents. Connecticut Company (Connecticut), September, 1917 — base fare on all lines in Connecticut increased to 6 cents. Rutland Railway, Light and Power Company (Vermont), November, 1917 — increased to 6 cents. Huntington RaUroad (Amityville, L. I.), November, 1917 — increased to 6 cents. Hornell Traction Company (New York), November, 1917 — increased to 6 cents. Hudson River & Eastern Traction Company (New York), November, 1917 — increased to 7 cents in Ossining. Ithaca Traction Corporation (New York), November, 1917 — increased to 6 cents. Orange County Traction Company (New York), November, 1917 — in- creased to 6 cents. Northport Traction Company (New York), November, 1917 — increased to 6 cents. ^ il !h ? * 392 REPORT ON STREET RAILWAYS. [Feb. 1918.] ' !. SENATE — No. 300. 393 Note. — The six New York railways just mentioned were allowed increases following a decision of the Appellate Division of the New York Supreme Court that the commission had power to increase fares fixed by franchise or legislation (175 App. Div. 869, appealed from 218 N. Y. 643). Lexington Traction and Terminal Company (Kentucky), December, 1917 — increased to 6 cents. Bellows Falls & Saxton's River Railroad (Vermont), November, 1917 — increased to 6 cents. 1 (c). Fare already higher than Five Cents further increased. Middlesex & Boston Street Railway (Massachusetts), August, 1917 — increases on some lines from 6 cents to 7 and 8 cents. 1 (d). Transfers abolished, curtailed, or Charges therefor established, Middlesex & Boston Street Railway (Massachusetts), November, 1914 — 1 cent charge on certain lines. Cleveland Railway Company (Ohio), August, 1914—1 qent charge restored. United Traction Company (Albany, N. Y.), March, 1917 — transfers to interurban cars abolished. Middlesex & Boston Street Railway (Massachusetts), August, 1917 — transfer regulations further modified, including in some cases 2 cents charge. 1 (e). Suburban Zohes created. The Milwaukee Railway and Light Company (Wisconsin), January, 1914 — complete system of suburban 2-cent zones ordered by Rail- road Commission; ticket concessions. This change was made pri- marily to eliminate discrimination rather than to increase revenue. Shore Line Electric Railway (Connecticut), October, 1917 — 2-cent zones established around Norwich. Fort Smith Light and Traction Company (Arkansas), November, 1917 — extra 5-cent zone egtablished on suburban line. Bridgeport & Danbury Electric Railway Company (Connecticut), Octo- . ber, 1915 — 6-cent fare zone added to line from Bridgeport to Long Hill. 2 (o). Interurban Five-cent Zone Rates increased. New Bedford & Onset Railway (Massachusetts), September, 1915 — in- creased to 6 cents. Norfolk & Bristol Railway Company (Massachusetts), February, 1915 — increased to 6 cents at Foxborough. Norfolk & Bristol Railway Company (Massachusetts), October, 1916 — increased to 6 cents in Randolph. Norwood, Canton & Sharon Street Railway (Massachusetts), April, 1917 — increased to 7 cents. Bay State Street Railway Company (Massachusetts), October, 1916 — increased to 6 cents on rural lines. Massachusetts Northeastern Street Railway Company (Massachusetts), October, 1916 — increased to 6 cents. Manchester & Derry Street Railway (New Hampshire), October, 1916 — increased to 8 cents (see also 1 (6)). Manchester & Nashua Street Railway Company (New Hampshire), October, 1916 — increased to 7 cents (see also 1 (6)). Bay State Street Railway Company (Massachusetts), July, 1917 — all zone fares increased to 6 cents (see also 1 (6)). Milford & Uxbridge Street Railway (Massachusetts), August, 1917 — increased to 6 cents. Middlesex & Boston Street Railway (Massachusetts), August, 1917 — increased to 7 or 8 cents on certain zones (see also 1 (c)). Northampton, Easton & Washington Traction Company (New Jersey), July, 1917 — 1-cent increase in zone rate between Phillipsburg and Port Murray. New York & North Shore Traction Company (Long Island), June, 1917 — certain zone fares increased to 6 cents. New Bedford & Onset Street Railway (Massachusetts), September, 1917 — former zone fares, 5-cent tickets and 6 cents cash changed to straight 6 cents cash. Penn Yan & Lake Shore Railway (New York), September, 1917 — in- creased to 6 cents. Chambersburg & Shippensburg Railway (Pennsylvania), October, 1917 — increased to 7 cents. Pittsburgh & Beaver Street Railway (Pennsylvania), October, 1917 — increased to 7 cents. Huntington Railroad (New York), November, 1917 — increased to 6 cents (see also 1 (6)). Hornell Traction Company (New York), November, 1917 — increased to 6 cents (see also 1 (6)). Ithaca Traction Corporation (New York), November, 1917 — increased to 6 cents (see also 1 (6)). Orange County Traction Company (New York), November, 1917 — in- creased to 6 cents (see also 1 (6)). Bellows Falls & Saxtons River Railroad (Vermont), November, 1917 — increased to 6 cents (see also 1 (6)). 2 (6). Interurban Mileage, Commutation and General Tariff Increases. Los Angeles Railway (California), April, 1915 — increased to Eagle Rock. San Diego & Southern Railway (California), January, 1916 — general increase in freight and passenger rates. M ill I it > 394 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 395 San Francisco, Napa & Calistoga Railway (California), May, 1917 — increase in monthly commutation rate. Idaho Traction Company (Boise, Idaho), August, 1915 — increase in mileage rates. Fort Wayne & North Indiana Traction Company (Indiana), October, 1915 — mileage rates increased to 2 cents. Indianapolis, Columbus & Southern Traction Company (Indiana), No- vember, 1915 — mileage rate increased from IJ to 2 cents. Gary & Interurban Railroad (Indiana), July, 1916 — IJ cents per mile tickets abolished. Atlantic Shore Electric Railway (Maine), January, 1915 — new passenger tariff cancelling all reduced rates and making certain other increases. Cumberland & Westemport Electric Railway (Maryland), February, 1915 — increase in script rates from $4 to $4.50 per 100. Illinois Traction System (Maine), December, 1916 — increase in fare be- tween St. Louis and Granite City. Burlington Coimty Transit Company (New Jersey), November, 1916 — increase in certain interurban rates. Hudson Valley Railway (New York), January, 1915 — general tariff increases. International Railway (Buffalo, N. Y.), August, 1914 — increases to suburban points. New York State Railways (Syracuse, N. Y.), November, 1914 — general tariff increases. Buffalo & Lake Erie Traction Company (New York), January, 1915 — one-way tariff increases. Fonda, Johnstown & Gloversville Railway (New York), February, 1915 — general advances in fares. . International Railway (Buffalo, N. Y.), February, 1915 — mcrease in interurban rate to Lockport. Newark & Marion Railway (New Jersey), February, 1915 — general in- crease in cash and ticket fares. New York State Railways (Oneida, N. Y.), April, 1915 — general tariff increases. Orange County Traction Company (New York), April, 1915 — single fare increase. New York State Railways (Rochester, N. Y.), October, 1914 — increase in suburban fares. Mahoning & Shenango Railway and Light Company (Youngstown, Ohio), December, 1914 — general increase in fares. United Railways (Portland, Ore.), October, 1914 — increased fares to Linten. Trenton, Bristol & Philadelphia Street Railway Company (Pennsyl- vania), January, 1917 — interurban ticket increases. Barre & Montpelier Traction Company (Vermont), December, 1914 — interurban increases. Puget Sound Electric Railway (Washington), May, 1914 — increases in rate between Seattle and Tacoma. Waupaca Electric Light and Railway Company (Wisconsin), March, 1916 — ticket rate increase. Tacoma Railway and Power Company (Washington), June, 1916 — in- crease to American Lake. Chicago & Milwaukee Electric Lines (Wisconsin), February, 1916 — rates increased to approximate 2 cents per mile. Philadelphia & Western Railway (Pennsylvania), July, 1917 — general tariff increases. Bay State Street Railway (New Hampshire), July, 1917 — increase'^in fares on lines in New Hampshire, as high as 4^ cents per mile in one case. Chicago & Joliet (Illinois), June, 1917 — mileage rate increased from 1.34 to 1.87 cents. Ciunberland Railway (Carlisle, Pa.), July, 1917 — restricted tariff increases. Western Ohio Railway (Lima), August, 1917 — increased from 2 to 2} cents per mile. Shore Line Electric Railway (Connecticut), October, 1917 — copper zone fare increased from 2 to 3 cents. Petaluma & Santa Rosa Railway (California), October, 1917 — general increase in ticket and script rates. Cleveland, Southwestern & Columbus (Ohio), October, 1917 — increased to 2^ cents per mile. Northern Ohio Traction Company (Ohio), October, 1917 — mileage rate increased to 2 cents. Stark Electric Railway (Alliance, Ohio), October, 1917 — mileage rate increased; round-trip reduction discontinued. Texas Electric Company (Texas), November, 1917 — increase amounting to about J cent per mile in connection with war tax; even fares, in- cluding war tax, charged. Northern Texas Traction Company (Texas), November, 1917 — odd cents in connection with cash fares and war tax paid on cars retained by company; no other increases. Augusta-Aiken Railway and Electric Company (South Carolina), No- vember, 1917 — mileage rates increased to 2 cents (court overruled Railroad Commission). 2 (c). Increase in Number of Interurban Zones without Change in Zone Rate. Ware & Brookiield Street Railway (Massachusetts), March, 1917 — addi- tional zone between Ware and Gilbertville. New Jersey & Pennsylvania Traction Company (New Jersey), June, 1916 — three instead of two zones between Princeton and Trenton. in i\ H ! I, I !i i; In' 396 REPORT ON STREET RAILWAYS. [Feb. New Jersey & Pennsylvania Traction Company (New Jersey), October, 1916 — four zones instead of three between Trenton and Philadelphia. Geneva, Seneca Falls & Auburn (New York), April, 1917 — one added zone between Geneva and Waterloo. Parkersburg-Marietta Interurban Railway (West Virginia), July, 1914 — four zones instead of two between terminals. Port Arthur & Fort William Civic Railways (Ontario), July, 1917 — two zones between cities instead of one. Lewiston, Augusta & Waterville Railway (Maine), July, 1917 — increase in number of 5-cent zones. Danbury & Bethel Street Railway (Connecticut), June, 1917 — two zones between terminals instead of one. New York & North Shore Traction Company (Nassau County, L. I.), June, 1917 — number of zones increased (see also 2 (a)). 2 (d). Fare Higher than Five Cents raised. Blue Hill Street Railway (Massachusetts), July, 1915 — increased from 6 to 8 cents (7 tickets for 50 cents). Worcester & Warren Street Railway (Massachusetts), April, 1917 — increased from 6 to 7 cents. Middlesex & Boston Street Railway (Massachusetts)^ August, 1917 — increased on some lines from 6 cents to 7 or 8 cents. 2 (e). Copper Zones established.^ Groton & Stonington Street Railway Company (Connecticut), March, 1917 — copper zone system substituted for longer 5-cent zones. Union Traction Company (Indiana), April, 1916 — 2-cent copper zones substituted for excessively low and discriminatory schedules. Concord, Maynard & Hudson Street Railway Company (Massachusetts), April, 1917 — 2-cent copper zones (three-zone minimum fare instead of 6-cent zones, 3 to 4 miles in length, new zones approximately one mile). Ware & Brookfield Street Railway (Massachusetts), March, 1917 — sup- plementary short zones established in connection with 7-cent minimum fare (two zones 10 cents). Boston & Worcester Street Railway (Massachusetts), September, 1917 — 6-cent zones replaced by 2-cent one-mile zones. Chicago, North Shore & Milwaukee Railroad (Illinois), September, 1917 — one mile 2-cent zones replace 5-cent zones. 1 These fare schedules differ from mileage rates in that the zones are usually at a 2-cent rate, departing more or less from a normal length of one mile. 1918.] SENATE — No. 300. 397 Appendix G. STREET RAILWAY CONDITIONS IN FOREIGN COUNTRIES. Great Britain. General Laws. ^ The general legislation relating to tramways and light rail- ways is contained in the tramways act of 1870 and the light railways acts of 1896 and 1912. Under the tramways act the Board of Trade is empowered to grant provisional orders for tramways, and all such orders require the confirmation of Parliament. The consent of the local authority is a necessary condition to the granting of any order; but in cases where the proposed lines run in two or more districts, the Board of Trade may dispense with the consent of any local authority which has the control of not more than one-third of the line of route, if the other local authorities approve. No provisional order can be granted for any line on which, for a distance of 30 feet and upwards, the space be- tween the footpath and the rail is less than 9 feet 6 inches, if one-third of the frontagers object. The use of mechanical power for the working of the tramways is usually authorized by special clauses in the orders, and in these cases special provisions are also included in regard to the use of electrical power. Powers are given to local authorities to lease tramways constructed by them, and for the purchase of tramways constructed by com- panies, "upon terms of paying the then value (exclusive of any allowance for past or future profits of the undertaking, or any compensation for compulsory sale, or other consideration what- soever) of the tramway, and all lands, buildings, works, mate- rials and plant of the promoters suitable to and used by them for the purposes of their undertaking." Under the light railways act a commission was established under the title of Light Railway Commissioners, for the pur- pose of considering and maturing proposals for the construction of light railways, and this act has been utilized in many instances f'S I ! t I li - t 1 N -• I t ; f f' 398 REPORT ON STREET RAILWAYS. [Feb. for interurban systems. The commissioners have the power to grant provisional orders under the act, but such orders require the sanction of the Board of Trade. Local authorities have no compulsory powers for the purchase of light railways, but the commissioners are empowered to give such rights to any local authority. Unlike the tramways act the light railways act does not give local authorities the power of vetoing an application by withholding their consent, though the promoters of any scheme must satisfy the commissioners that they have taken all reasonable steps to consult the local authorities and frontagers. Growth of Tramways. From 1878 to 1913 the route length of tramways and light railways and public roads open for traffic in the United King- dom had increased from 269 miles to 2,662 miles; the capital expenditure from £4,207,350 to £79,359,758; the number of passengers carried from 146,000,000 to 3,220,000,000; and the net receipts from £230,156 to £5,588,121. The number of passengers carried in the year 1912 to 1913 is equal to about seventy-one times the estimated population of the United Kingdom. Municipal Ownership, Of the total of 1,818 miles of line owned by local authorities, 1,617 miles are worked by those authorities themselves, or, in a few cases, by other local authorities leasing from them, and the remaining 201 miles by leasing companies. Thirteen miles of trackless trolley are worked by the owning local authorities. Of the 286 undertakings, 171 belong to local authorities and 115 to companies or other parties. The net receipts of local authori- ties who work tramway undertakings belonging to them, or leased from local authorities, amounted to £4,095,957 on the year's traffic, and they applied £1,299,350 towards the reduction of tramway debt and £544,478 to the relief of taxation, while carrying £746,749 to reserve and renewal funds. In the case of four local authorities and seven companies, the returns for tramways show an excess of working expendi- tures over gross receipts. Two trackless trolley systems also show a deficiency. In twenty-five cases it was necessary to seek aid from rates to meet some part of the charges for the year (including interest and redemption of tramway debt). The total amount thus obtained was £64,988, as compared with £62,132 in the previous year. 1918.] SENATE — No. 300. 399 The following statistics are abstracted from the returns of the Board of Trade. The figures relating to local authorities are in respect to the year ending March 31, 1913, and those re- relating to companies in respect to the year ending Dec. 31, 1912: — England and Wales. Local Authorities. Companies. Total capital Expenditure, £46,524,024 £19,728,270 Length of line open for public trafl&c, 1,575 606 Double-line miles. 1,063 301 Single-line miles 512 305 Total receipts, .... £9,511,100 £2,908,860 Total expenditure. £6,075,994 £1,856,877 Net receipts, .... £3,435,106 £1,051,983 Number of passengers conveyed. 2.095,673,579 503,368,326 Number of miles run by cars, . 210,958,199 65.687.912 Bradford carries on a municipal express and delivery service for the transportation of packages. Delivery stamps are sold to be affixed to parcels in the same way as postage stamps. Motor vans collect the parcels from outlying stations and bring them to the center of the city. At the terminals of each tram- way route a uniformed agent collects and delivers the parcels. The parcels are dispatched from the central offices in bags and bundles, and are placed in the vestibule behind the motorman. The packages are then delivered at the various sub-stations, of which there are twenty or thirty, for distribution throughout the city. The rates of charges for carriage in 1910 were as follows: for packages up to 7 pounds, 4 cents; from 7 to 14 pounds, 6 cents; from 14 to 28 pounds, 8 cents; and from 28 to 56 pounds, 10 cents. The entire investment in the par- cels delivery system was but $17,033, including the cost of 5 motor vans, while the working force consisted of 52 boys, who attended to the collection and delivery of parcels, and 16 men, including the clerks, motor drivers and inspectors. The total cost of the service in 1910 was $31,284, and the receipts were $39,757. During the year 1910, 675,719 parcels were carried. The introduction of the tramway express has enabled many shopkeepers to dispense with errand boys and delivery service, as they secure a cheaper and much quicker delivery by this 1 ^ ii t '' I I 400 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 401 1 i n process. The congestion on the streets is reduced, as is also the unnecessary waste involved in countless delivery wagons traversing the same routes. Glasgow. Municipal operation of street railways in Great Britain began with the experiment of the city of Glasgow in 1894. The total amount of the capital expended on the tramways of Glasgow on June 1, 1913, stood at £3,694,143. The gross revenue for the year ending May 31, 1913, amounted to £1,070,175, of which £1,007,653 was for traffic receipts (representing an average receipt of 10.364 i)ence per car-mile), and £62,522 for rents, interest, etc. The total traffic expenses amounted to £305,400, or an average of 3.141 pence per car-mile; general expenses, £122,812, or an average of 1.263 pence per car-mile; repairs, £42,988, or 1.471 pence per car-mile; power expenses, £48,147, or .495 pence per car-mile. The total of the general expenses, repairs, maintenance and power cost was equivalent to 6.370 pence per car-mile. The zone system prevails in Glasgow, as it does all over Great Britain on both the public and private lines. One serious de- fect of this system, in Glasgow in particular, is the concentra- tion of the working classes within a very limited area in the center of the city. The average rate of fare in 1913 was .776 pence per passenger. During the year 62 per cent, of the passengers paid § pence, and 28 per cent, paid 1 pence. The financial results for 1913 were very satisfactory. The gross balance, after deducting the working expenses and de- preciation, amounted to £235,071. From this balance there was deducted £202,068 for rental of leased lines, interest on capital, sinking fund, income tax and parliamentary expenses, leaving a balance of £33,003, which was paid to the common good, a fund used for general municipal purposes. (For additional informa- tion on Glasgow see accompanying tables.) London. Greater London, which comprises practically all the districts within a radius of 15 miles of Charing Cross, has an area of 692 square miles and a population of 7,250,000. It is governed by no less than 172 local authorities. Within the administra- tive county of London there are (1) the London County Council, (2) the corporations of the cities of London and Westminster, (3) 27 municipal borough councils. Outside the administrative counties are five county councils, eight municipal borough councils, sixty urban district councils, fourteen district councils and fifty-five parish councils. There is no central authority, other than Parliament itself, supervising the provision of means of locomotion in London and its neighborhood. In August, 1907, the government estab- lished a London traffic branch of the Board of Trade, to con- sider new schemes of locomotion and report annually on the whole subject of London traffic. The railway lines, including in this rapid transit lines (local railways), are owned and managed by joint stock companies under powers conferred by numerous private acts of Parliament, numbering, in the case of some of the older companies, as many as 100 each, though many of them do not directly affect London. The general regulation of railways is provided for by various public acts which are administered by the Board of Trade. A special tribunal, called the Railway and Canal Commission, adjudicates on complaint as to rates and charges, facilities, through traffic, undue preference and certain other matters, whether arising between the public and railway companies, or between railway companies themselves. Local authorities have the right to make complaints to this tribunal on any matter in which the latter has jurisdiction without proof that they are aggrieved by the matter complained of. The system is common to the whole United Kingdom. The tramways (electric street railways) within the county of London are almost entirely owned and worked by the London County Council. Portions of the system have been constructed by the council under special acts of Parliament, but the greater part has been purchased from tramway companies, by the agree- ment or arbitration under the general powers of the tramway act in 1870, being afterwards reconstructed by the council and changed from horse to electric traction. With regard to the construction of new tramways, the council and local authorities have the right under certain conditions of vetoing any new tramways within their areas. In extra-London, several local authorities and a few companies own and work tramways. One of the local authorities, the Middlesex County Council, has leased its tramways to a private company. Transit Facilities. — In 1913 the mileage of tramways and local railwavs was as follows: — 1 ■< ¥ ) 1 rt' .4 iki.. ') \\ 402 REPORT ON STREET RAILWAYS. Tramways (street railways), Local railways (rapid transit lines), [Feb. Miles of Single track. . 653 . 408 1918.] SENATE — No. 300. 403 Total, 1»061 Development of Tramway System retarded. — The full develop- ment of the tramway system has been much retarded owing to local causes and influence. These are briefly: — (a) The London County Council, which is the tramway authority within the administrative county area, has been pre- vented from carrying out large extensions of its system owing to many of the Metropolitan boroughs within the area exer- cising their power of veto to the promotion of bills in Parliament. (6) The Corporation of the City of London has also opposed the introduction of tramway lines within its area on the ground that its streets are too narrow or too congested with the exist- ing traffic. Such a condition of things has been very favorable to the development of other facilities of transit which could furnish through service. At present this class of traffic is handled principally by the motor omnibus, although there are also a considerable number of motor and horse cabs. From the financial aspect tramways are also at a disadvantage as compared with the motor omnibuses. In the first place, heavy expenditures must be incurred on track construction; secondly, the tramway portion of the street must be repaired and maintained; and thirdly, large sums must be paid for local taxes for rails laid in the street. Passenger Traffic in Greater London. Year. Railway (lyocal Companies only). Tramways. Omnibus Lines (Principal Com- panies only). Total. 1903. 1912, 1913, 1914. 290,722.680 436,492,548 462,019,537 394,356,531 797,487,581 811,397,317 846,000,673 287,386,471 492,858,934 733,931,201 756.591,847 972,465,682 1,726,839,063 2,007,348,055 During the same period the annual number of journeys per head of population has increased from 144.9 in 1903 to 235.8 in 1912 and 271.5 in 1913. Rapid Transit Lines {Local Railways). — The first railways constructed in London were devoted to purely local purposes and metropolitan district lines. These lines w^ere originally laid so as to form an "inner circle," with the object of connecting the cities of the various main line railways, which have been kept out of a certain circumscribed area of the metropolis. The "inner circle" railway system was in fact recommended by a select committee of the House of Lords in the year 1863, and was constructed shortly after that date. It is laid partly on the "shallow subway" system and partly in open cut, and is owned and worked by the Metropolitan Railway Company and the Metropolitan District Railway Company. In the "inner cirde," railway branches have been extended from time to time to the suburban districts. The "inner circle" railway was operated by steam until about ten years ago, when electric traction was adopted. This permitted the introduction of mod- ern rolling stock, and greatly accelerated services which have vastly improved the position of the railway and London rtipid transit system. After the construction of the "inner circle" railway many years elapsed before any further local railway lines were laid. The next move in the provision of rapid transit lines was the construction of a deep level "tube," known as the City & South London Railway. The first portion of this was open for traffic in the year 1890. This railway caters to the flow of traffic be- tween the central and southern portions of London. The Central London Railway, also constructed on the "tube" system, was opened in 1900. This line was laid to meet the great traffic flowing eastward and westward, subsequently fol- lowed by the construction of a number of other tubes. Return on Capital expended on Electric Rapid Transit Lines. — From a financial standpoint the operation of rapid transit lines in London has been very unsatisfactory. The following show^s the capital expended and dividend paid on the ordinary stock for the year 1912: — i * 404 REPORT ON STREET RAILWAYS. [Feb, * I ■', t' Capital Expended. Dividend on Ordinary Stock for 1912 (Per Cent.). Central London, £4,323,338 2» City ft South London, 3,161,126 H Great Northern «& City, 2,401,290 Nil. London Electric, 16,722,750 1 Metropolitan 15,560,129 IN Metropolitan district, 12,648,374 Nil. » Deferred stock. Liverpool. Liverpool contains a population of about 800,000; its mu- nicipal boundaries comprise less than 24 square miles, — a striking contrast to the extended area so characteristic of Ameri- can cities. Across the Mersey, and directly opposite Liverpool, lies Birkenhead, a famous shipbuilding city of more than 120,000 inhabitants, with which Liverpool is connected both by river ferries and by an electric railway tunnel. Liverpool is pre-eminently a commercial city, the value of her export trade alone for the year ending July 1, 1909, having been $726,000,000. A magnificent landing stage, nearly half a mile long and 80 feet wide, connected with the shore by means of nine bridges, affords perfect facility for the enormous trans- atlantic traffic of the port. It is here that the huge ocean liners, as well as most of the numerous passenger steamers plying on the Mersey, dock. This section of Liverpool is known as the Pier Head, and constitutes the traffic center of the city. Within a radius of a mile of the Pier Head are located all of the great trunk line railway termini, public buildings, large commercial houses and leading hotels. This small, and there- fore extremely congested, business center has presented a traffic problem of peculiar difficulty for the Liverpool transit lines. Here, within a most restricted area, intersected by a maze of the most irregular streets, many of which are narrow, the ma- jority of the city lines converge in order to carry their passengers to and from the business center. Nearly the entire railway system radiates from a given point, — the Pier Head. These radial routes are intersected by some five cross-town lines which 1918.] SENATE — No. 300. 405 link the radial lines at the principal traffic points and afford access from north to south at varying distances from the center of the city. Although the congestion that naturally results from such a condition at the Pier Head must be most severe, it has been greatly obviated by the operation of through lines, thereby eliminating the transfer of passengers in this district. In the application of this system of internal transportation, local char- acteristics must be considered. While the American finds little objection to changing cars in order to reach his destination more expeditiously, the Briton, like other Europeans, is willing to wait for the car which will carry him through without changing, thus balancing comfort against speed. Some idea of the traffic problem that Liverpool has solved can be gained from the fact that of a total of 9,045 cars running in and out of the city per day in the busy season of 1914, 6,946, or more than 76 per cent., arrived and left the Pier Head. Electric street railways, or, as they are known in England, the tramways, are owned by the Liverpool Municipal Corpo- ration, which took over the Liverpool United Tramways & Omnibus Company in 1897, when the lines comprised about 67 miles of single track and were operated by horse traction. The lines were at once equipped for the overhead system of electric traction, the first section being opened for service in November, 1898, and during the following three years the main bulk of the present system of tramways was completed. The total length of track operated in 1911 was 123 miles, consisting of both double and single track routes, the last of which was completed in 1903. The cars were of one uniform type until 1908, when an ex- periment was made with what are termed "first-class'* cars, which showed the advisability of reserving only the inside of the cars for first-class passengers, the upper deck being utilized for passengers at the usual prices. It is understood that this system has become so satisfactory that applications have been received for its extension to all lines. The capital that has been expended on the Liverpool Electric tramways to the 31st of December, 1910, was $9,932,655, and the total revenue for the year was $2,977,765. The net profit, after having provided for interest and sinking fund, was $491,330. The car-mile earnings for 1910 amounted to 22.84 cents, and the total charges to 20.264 cents per car mile. The average fare per passenger was 2.212 cents, and the average length of the 2- 406 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 407 cent stage was about 2^ miles. Since the inauguration of the undertaking by the Liverpool City Corporation on Dec. 31, 1910, the sum of $2,841,115 has been transferred to the reserve, re- newal and depreciation accounts in addition to the provision for interest and sinking fund, and the sum of $1,338,630 has been transferred to the city treasury. In 1897, the last year of complete horse traction, the maxi- mum number of passengers was 3,700,000 as against 9,600,000, the maximum number of passengers carried in 1901, the first year of complete electric traction in Liverpool, while the maxi- mum number carried in 1910 was 11,300,000. In addition to the surface lines there is an elevated electric railway which skirts the bank of the Mersey, furnishing a con- venient means of traversing the dock district. A number of surface lines radiating from the Pier Head have their termini with lines extending into the country about Liver- pool. These suburban lines furnish excellent means of communi- cating with the outlying districts of the city and near-by towns. The fares charged on all of these suburban routes are low; for instance, the total fare from the Pier Head to Garston and re- turn, a ride of 23f miles, occupying about two and one-half hours, is 22 cents; the fare from the Pier Head to West Derby and return, a ride of 9 miles, and occupying about one and one- fourth hours, is 8 cents; and the fare from Liverpool to St. Helen's, a ride of 17j miles, is 24 cents. The outer circular belt route, circumscribing the city, traverses a distance of 8 miles, upon which a fare of 8 cents is collected. This route carries one through representative sections of the whole city, thus affording a general view of the city and some of its suburbs, returning the passenger to the starting point. (For additional information on Liverpool, see accompanying tables.) At the various termini and busy centers the "queue" system has been adopted and is brought into use whenever there is a rush of passengers. The regulations made by the authorities against standing or overcrowding do not to any serious extent delay the movement of crowds in rush hours. As a general rule, the Manchester corporation tramways are able to satis- factorily cope with the traffic by providing extra cars at rush hours. The cars commence running about 5 o'clock in the morning, and up to 7 o'clock tickets are sold at workpeople's rates, when passengers can buy a ticket for a single trip, or one for return which is good any time during the day of issue. The rates are as follows: the ordinary 3 and 4 cent fares are reduced to 2 cents; 5 and 6 cent fares to 3 cents; and 7 and 8 cent fares to 4 cents. In the borough of Salford, which adjoins this city, the regu- lations provide that women in receipt of not more than $3.65 per week may travel at workpeople's rates up to 9 o'clock a.m., and may purchase return tickets at cheap rates at any hour of the day. Children under three years of age not occupying a seat are carried free, and those over three and under seven pay half fare. Children up to fifteen years of age going to and from school are charged half rate. The small covered cars carry 52 persons, the uncovered ones 74, while the covered "bogie" cars carry 74 and the uncovered ones 71. The combination cars have a capacity of 40 passen- gers. (For additional information on Manchester, see accom- panying tables.) 'I r I Manchester. The population of Manchester being very much spread out, the municipal street cars carry a large proportion of long- distance passengers. There is a continuous stream of traffic during the morning and evening "rush hours" compared with the traffic at other times of the day. During these hours, and in wet and inclement weather, four passengers are allowed to stand inside a small car and six inside a large car, after all the seats are occupied. 408 1 REPORT ON STREET RAILWAYS. 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France. 409 Paris. The population of Greater Paris is approximately 4,000,000, and its area is 185 square miles. The city of Paris proper, that is, the municipal area within the fortifications, has an area of 40 square miles and a population of 2,800,000. Rapid Transit Lines. — Within the municipal area Paris is pro- vided with an excellent rapid transit system. The Metropolitan (subway) Railway was conceived and laid out by the city authorities, and it is leased to a company for a period of thirty- five years. The route length of the system is about 44 miles, and it is constructed on the shallow subway plan. The average depth of the track below the street level is 37 feet. The municipality found the capital for and constructed the subway itself, and the operating company found the capital for and constructed the track and equipment of the lines. The Metropolitan Railway a Profitable Investment. — The com- pany pays to the city a royalty upon each passenger carried, and this not only covers the interest and sinking fund on the money borrowed by the city for the construction of the sub- ways, but it provides a substantial profit to the city. The company also makes substantial profits upon its own invest- ment. Dividends have been paid in recent years at the rate of 8 per cent. Competition with Surface Lines. — The Metropolitan Railway is operated quite independently of the surface transit lines, and from the time of the construction of the first portion of the lines it had an adverse effect on the tramway and omnibus traffic. Since the opening of the rapid transit lines in 1900 the growth of passenger traffic in Greater Paris has been as follows: — 1900. 1912. Subways, Omnibuses and street railways, 25,000.000 310,000,000 390,000,000 375,000,000 Total traffic, 335,000,000 765.000,000 3 I 410 REPORT ON STREET RAILWAYS. [Feb. 1918.] SENATE — No. 300. 411 > i ii ' 11 The North and South Subways Line. — There is another com- pany in addition to the Metropolitan which has been granted a concession for a subway line, viz., the Compagnie du Chemin de fer Electrique Souterrain Nord-Sud. This line has been con- structed so as to provide a direct means of rapid transit between the northern and southern parts of the city. The municipality insisted upon proper means being provided for the interchange of traffic between the Nord-Sud line and the Metropolitan, and this has been effectually carried out. The Nord-Sud company suggested that the railway should be con- structed as a deep level "tube," but to this the municipality objected. The company provided the necessary capital for the whole of the work, including the structure of the tunnel and all the equipment, and they pay a small royalty per passenger to the city for the concession. Street Railways and Omnibuses. — Prior to the year 1910 the surface lines in Paris and its environs were operated by thirteen separate companies; but in that year the concessions granted to several of the principal companies expired, and this afforded the authorities a favorable opportunity for entering into arrange- ments for reorganizing and improving the transit facilities of the city. As might be expected in the case of private companies, the period of whose franchises was about to terminate, there had been little tendency to improve the tramway equipment and bring it into line with modern developments. Consequently, up to quite recent years, Paris lagged behind in the provision of up-to-date surface transit facilities. The tramways in various parts of the city were operated by almost all the known systems of mechanical traction, — electric conduits, electric trolley, elec- tric accumulators, compressed air, several forms of steam trac- tion, — and a number of lines were operated by horse traction. There were also a large number of horse omnibuses running on many routes in the city. The Question of municipalizing the System. — For some years before the concessions expired the municipal and State authori- ties had carefully reviewed the situation and considered as to the best steps to be taken for dealing with the future working of the tramways. Proposals were made for their municipaliza- tion, but this step did not meet with approval, and it was ulti- mately agreed to grant concessions to private companies sub- ject to controlling regulations in the interest of the public. Concessions for the Running of Omnibuses. — The question was carefully considered as to whether the concession for the running of motor omnibuses should be granted independently of the tramway concessions; but it was decided that such a step would be unwise, as it was undesirable to set up separate systems of surface transit which would result in needless competition. Omnibuses have always occupied a somewhat prominent posi- tion in the surface transit facilities in Paris. Indeed, omni- buses originated in this city. Management of the Surface Transit Facilities. — The city of Paris is the only place where practically the whole of the sur- face transit facilities — street railways and motor omnibuses — are operated by one authority on a large scale. With regard to the merits of the two systems from the point of view of the management, the officials of the company are strongly in favor of the railways, mainly on the ground of less cost in operation. Lesso7is to be drawn from Paris. — Owing to the special cir- cumstances which have prevailed in Paris, it is impossible to make any reliable deductions at the present time. The facts are — 1. That the surface facilities were retarded in their develop- ment up to the year 1910, due to the period of the concessions nearing its end, and obsolete plant and equipment being retained. 2. That the rapid transit lines or subways, starting in the year 1900 with all the advantages of new and up-to-date equip- ment, developed in a few years a remarkable amount of traffic, — largely new traffic, — and the system proved not only very popular with the public, but also profitable to the company. Lyons. The city proper has about 530,000 inhabitants. With the surrounding suburbs included, the total population is some- what over 650,000. The entire city and suburban tram- way system is now operated by a single private company, which has absorbed several smaller companies that were chiefly occupied in suburban service. The system comprises in all about 350 miles of track, of which more than one- half is standard and the remainder meter gauge. About 55 miles of new lines are contemplated, and will be built in the near future. On the completion of these lines the company will cover a territory within a radius of 30 miles of the city. In the central section most all of the lines are double track. i :^ i il ( I I 1 412 REPORT ON STREET RAILWAYS. [Feb. and some have three and four rails, in order to accommodate the standard and meter gauge cars. With the exception of about three-quarters of a mile in the heart of the city, where the conduit system is used, the lines are equipped for overhead operation on a 550 volt, direct current basis. The rolling-stock of the company consisted in 1914 of 1,127 cars, divided as follows: 387 motor and 330 trail cars for the standard gauge lines, 172 motor and 238 trail cars for the meter gauge lines, and 14 incline cable cars. On most of the lines the cars are operated in trains of two, but in some instances three-car trains are used. On the urban sections a single-fare system is used, each 2-cent fare entitling the passenger to one transfer. First-class passengers pay 1 cent additional. Special laborers' tickets, entitling the holder to four rides a day, are sold for 4 cents, and during 1913, 8,000,000 of these tickets were sold. The fares on the suburban lines range from 1.28 to 1.6 cents a mile. During 1912 the total income of the system was $2,690,000, with a car mileage of 12,750,000. After the amortization of a number of bonds, and the payment of interest on others, the net profits for the year were sufficient to pay a dividend of $5.50 on the shares of the company. These shares, which had a nominal value of $50, were being quoted in 1914 at about $140. During 1913 the company's income showed an increase of $150,000 over the figures for 1912. These results were due partly to the low price of power, and also to the low operating cost on a great part of the system, owing to the absence of steep or long grades; but to a great extent, a very careful and capable management is also responsible for the good showing. Germany. Municipal Ownership, As an indication of the extent to which municipal ownership has been carried in Germany, it appears that of 1,279 Prussian towns of all sizes reporting in 1906, 54 own their tramways. The city of Diisseldorf owns more than half of the stock in an interurban railway which connects a number of smaller towns with Diisseldorf. An even larger proportion of the larger cities own their tramways. A report in 1908 of 85 cities of over 50,000 inhabitants shows that 35 own their tramways. In the majority of instances the tramways were originally operated by private corporations under grants from the cities. Substantial 1918.] SENATE — No. 300. 413 revenues were and are received for these concessions. The privately owned tramways in 28 of the larger cities paid over $2,000,000 in royalties in 1910. The rate of fare in most cities is 2^ cents, sometimes with an additional charge for a transfer. In some cities the zone system is followed, with a minimum charge of 2j cents for 2^ miles, and an additional charge of 1 cent for the maximum ride,, even when the line extends out into the country. Cheap season tickets are frequently sold to workmen and school children. In some cities workingmen's tickets are sold 12 cents a week for two journeys daily, available during the early morning and in the evening. In Germany municipally owned tramways are generally oper- ated at a profit, sometimes a very considerable profit, although this is not the main motive of operation. Substantial relief to the taxpayers is one of the gains from this source. In 1910 in 74 German towns, with 50,000 inhabitants or over, the profits from the tramways, for the relief of local burdens, amounted to over $3,590,000. The total amounts received as profits to be used for the relief of taxation in a number of the larger cities in 1910 from tramway operations were as follows: — Population, Amount. Berlin, Breslau, Dresden, » Frankfort-on-the-Main, I : 2,071,800 512,100 548,300 414,576 $42,750 292,400 271,800 368,550 Berlin. Berlin, including its immediate suburbs, has a population of about 3,250,000. The boundaries of the city proper inclose an area of about 25 square miles, and its 26 suburbs have an area of 95 square miles, making a total of 120 square miles. Aside from the Stadtichen Strassenbahnen, or municipal street railway, a line running around the northern and eastern parts of the city, the street railways of Berlin and suburbs are oper- ated by the Grosse Berliner Strassenbahn and its allied com- panies. This company operates about 3,000 motor cars and 1,000 trailers over about 400 miles of track. The lines of the company are in 19 distinct municipalities, with franchises of >» i - i n |i ! ! I /> i -m 414 REPORT ON STREET RAILWAYS. [Feb. widely differing character. Within the last few years the ele- vated and subway and motor omnibus lines have come into competition with the street railways; but in spite of this fact the business of the company has steadily increased; and the traffic has grown in greater ratio than the population of the city and suburbs, large as that has been. It is interesting to observe that 80 per cent, of the company's entire traffic is handled in Berlin proper, with 70 per cent, of the total car miles operated and 52 per cent, of the total trackage. These figures show that the suburban districts have not yet reached the most profitable point of travel density. All cars of the subsidiary companies are repaired and main- tained in the shops of the parent company, but each corporation owns its own cars. The contract between the companies calls for the through operation of any car over any desirable combi- nation of routes. Each company, however, is directly in charge of the service over its tracks, and therefore must assume all legal responsibility and all injury and damage suits, etc., in- volved in its particular section. Employees of each company are bound by the rules and instructions of the line over whose tracks they are running. The traffic development of Berlin is of a radical character. Nearly all of the cars traverse a part of the Leipziger Street, the main business thoroughfare, after which they radiate in all directions. It has been the policy of the company to run through cars to each part of the city as far as possible; therefore, as a result, only about 15 per cent, of the passengers transfer. The standard cash fare on most of the lines has been 2| cents, and on a few extensions, 3f cents. No free transfers are issued, except on a small part of one of the lines. The highest fare charged on any line interconnected with the suburban system is 5 cents. Workingmen's tickets and school tickets are issued at low rates by the week, and monthly tickets for an unlimited number of rides can also be obtained at low rates. The aver- age length of ride throughout the main system on a certain week day in 1909 was 2.14 miles, and the average receipts per passenger mile were 1.05 cents. About 25 per cent, of the total mileage is made by trailers. The cost of operating per motor- car mile at that time was 10.08 cents, and the cost per trailer- car mile, 5.02 cents. The traffic on each line is carefully and regularly charted to assist the transportation department in arranging and selecting its schedules. Daily records of the tem- 1918.] SENATE — No. 300. 415 perature and weather conditions are also charted. For a num- ber of years the company has paid over 8 per cent, dividend on about $25,000,000 stock. In 1910 a dividend of 8 per cent. was paid. Besides the surface lines Berlin has- the elevated and under- ground electric railway system which runs through the southern part of the city, furnishing fast and comfortable transportation from the center of the city to a number of the southern suburbs. The Ringbahn is a steam railway completely encircling the city. Motor omnibus lines are very numerous and traverse all of the important thoroughfares not served by the railways. They carry about one-fourth as many passengers as the combined street railway systems. In 1909 the Grosse Berliner Stras- senbahn published some accident records which were of particu- lar interest owing to the comparison made with accidents due to omnibuses. It was shown that the trackless omnibuses run over more pedestrians than the street cars. The accidents on surface cars have decreased since that time, although the traffic has grown considerably and there has been an increase in schedule speeds. Hamburg. The population of Hamburg is approximately 1,000,000. The city has a large network of tramways, and in common with other cities the traffic congestion along certain arterial lines be- came so acute that in recent years steps had to be taken to meet the difficulties. The Tramways Company suggested the construction of tram- way subways, but after .a full investigation the city authorities rejected this proposal, and determined to construct lines for high-speed trains, — rapid transit lines. Rapid Transit Lines. — The rapid transit lines are constructed partly in shallow subways and partly elevated. The lines form a circular route about the city, but the flow of traffic along the northern portion of the route is comparatively small, and scarcely justifies its existence. The city provided the necessary capital for the construction of the lines, and the operating company provided the capital for their equipment. The company has to pay to the city a certain percentage of the gross receipts, but otherwise is not responsible for meeting the fixed charges on the construction costs. Purchase of Lands by City. — An interesting feature connected 1 ^1 ' ) * 416 REPORT ON STREET RAILWAYS. m i A t i i I ' III 1 i 'W ■ 1 J '1',' ' J ^^^^^H ^^^^^B ^m I^H '-^^H ;^H tS-Ff?»^-<'-<'^r*vi^j^;;^.cr£»^-- Jl^^ m^m^ ,itK 'm^ mm END OF TITLE