ELECTRIC RAILWAYS

New Zealand Times, Volume XXXIII, Issue 7978, 8 December 1911, Page 8

ELECTRIC RAILWAYS

WHAT HAS BEEN ACHIEVED ON AMERICAN ROADS. That electrical operation of trains is immeasurably superior to steam, traction. in the tiro vital, aspects of- economy and reliability is especially emphasised in a recent report made public by the Long Island Railway Company, writes the "Age's” correspondent. ■ The system owned by this corporation is of purely suburban type, transporting daily to and from their homes thousands of Long— Island residents who are employed in New York City. This company was the first in the United States to substitute electric traction 'for steam on a large scale, and the comparison of results under the two systems is therefore of peculiar value and interest. The change was made in 1905. At that time 13.5 route miles were open for traffic. Since that date tho mileage of electric lines has been increased to 62 miles of route, or 161 miles of single track. One hundred trains x-un in each direction every day. The company, reports that the success of the substitution has “more than surpassed expectations.” On the score of reliability it is pointed out that there has been no serious accident resulting from derailments or collisions since electricity was installed. Trains run with commendable promptness to schedule, as shown by the fact that during 1910 total train delays were but seven minutes per day, with an average daily train movement of 5340 miles, filhe comparison to the cost of operation under the respective systems shows an impressive margin in favour of the more modern tractive power. In 1908 the electric lines, were operated at a cost of 17.80 c per ear mile. This figure is set against that of 27.850 per car mile, which was the cost of operation when the trains were run by steam. In the matter of repairs and maintenance of the rolling stock equipment, tho electrical service has cost much less than] the steam. Assuming a three-oar train, composed of two motor cars and a trailer, tho cost of inspection; cleaning and maintenance per 100 miles was 25s (6.10 dollars) in 1910 under electricity; the cost of the same item for a steam train of the same make up was more than iris (11 dollars). The company operates high speed trains, and suburbanites get to their homes in very ranch less time than they did in the days of steam travel. Settlement on Long Island has been fostered by the satisfactory service, thus greatly increasing the number of usere of the railway. It carries an average of 11,869 passengers a day. Both local (stopping at every station) and express (stopping at only two or three points on the journey) trains are run. The company uses the immense now terminal of tho Pennsylvania Railway Company, in New York City, and its trains burrow under East River by means of the new tunnels. The electric system used is that known as the direct current, or /'third rail," system". Another striking illustration of the almost magic results brought about by substituting electricity for steam is furnished by the Salt Lake and Ogden Railroad, in the State of Utah. The line operated by this company is 35 miles long, and connects Salt Lake City and Ogden. Previously equipped with steam, it has since May, 1910, been operating with electricity. In that period the gross receipts of the company have more than doubled. Twelve trains are run each way daily, and the trip is made in one hour eighteen minutes, including sixteen stops. Three of the trains are operated on a “flyer” schedule, making but four stops cn route and covering the distance in one hour. The success of the system is the more notable for comparative purposes in view of the fact that the line is paralleled by two steam railways. These steam roads have been forced to better their service to get sufficient business to warrant them continuing. One of them, the Oregon short line, as it is known, in the attempt to compete with tho electric rival has placed a flyer in; service which makes the trip in 45 minutes. Nevertheless, tho hulk of the traffic goes to the electric railway, as the passengers seem to prefer the cleaner ride, the regular schedule, and also the privilege of boarding cars in the streets. Farmers along the route patronise the elective line freely, the trains handling express, milk, and fruit. Every week thirty or forty car loads of fruit and

vegetables are hauled into Salt Lake City.

HEW YORK ELECTRIC

SYSTEM

The full report of the New York City officials who are negotiating with the local traction companies for tho construotion of new electric suburban railways at an. expense of .£50,000,000 has, now been made public. Except the Panama Canal, tbo estimated coat ol which is about ±75,000,000, the building of what is known as the “tri-borough electric railway system in Greater New York is probably tho most costly piece of public work now being carried on anywhere in the world. Tho new linos—subway, elevated and surface are to be completed in three years. Of the expenditure, the city contributes ±26,200,000, all of which will go into actual construction work, while the corporations expend the bahinoe in construction and equipment. Two rival companies, the Interborough Rapid Transit Company and the Brooklyn Rapid Transit Company, have been awarded by the city the privilege of operating certain specified sections of the new system. The firstnamed at first refused to accept the conditions and the city was about to award the entire franchise to tho Brooklyn company. This brought the Interborough company to scratch, and it is now probable the privilege will be divided on the lines laid down by the city, with certain mutually agreeable modifications. In any event, it is certain the great work will be initiated in tbo immediate future. Tho city money is available, and the traction situation in New York City demands tho speedy building of these new facilities. The conditions laid down by the city of New York in its dealings with the corporations inaugurate practically _ a new ora in the public regulation of city transportation companies. Although, ostensibly, these concerns aro private corporations, .they are utterly subservient to the city government in every way, just as the inter-State railroads are now rigidly controlled by the Federal Government. This is shown by the following clauses from the agreement relative to tho building and operation of the tri-borough system: The location of particular railroads ebaH be determined by the city, for the citys reasons, and not necessarily to conform % to plans proposed by the operating companies. The occupation o£ lines in the hands oi private operators shall be kept ■within tho city’s control, and tho city shall always have the power to retake tho component parts of a system capable of independent operation at any time that it may deem such a measure necessary. . , • The city shall have a full and fair share in all profits derived from tho operation of the now lines, not only as a matter of tho rightful ©ijoyment of tho fruits of its own franchise, but as a means of hastening tho release of its self-supporting- investments from the constitutional debt The actual operation of tho lines shall continue under strict control, and the ooaitraots for operation shall embody not only the essential provisions of the Pubuo borvice Act, but such other guarantees of tho character of equipment furnished or adequacy of operating eem.ee as the city may exact.

The agreement further fixe© a uniform 5c fare, with trasfer privileges, and the city retains the right to take over, after ton years of operation, if it so elects, the line or lines covered by' any 49-year operating contract upon the payment by the city of the amount of the operators' money investment in construction, plus‘ls per cent. The'net profits are to be divided equally between the city and the operators, after the operators have deducted cost or operation and interest. The agreement, in short, embodies and gives effect to the modem conception that a . city possesses an immensely valuable asset in its streets, and that a'ny private corporation given the right to use those streets should not be permitted to gobble all the profits, but should be forced to share them with the people, who own the streets.