The Montgomery advertiser., 1904-05-29

different prices, according to the dist ance or stage" to be travelled in each | case. This is an economy to passen- gers making short trips, but 1t must be confessed it discourages the spread ing-out of population which is recog- | ntzed as one of the most urgent-needs | range of suburban distribution the | higher the penalty of the fares; while | the American plan" has just the op. | posite effect, since 1t costs no more to ride six or eight or even ten miles into the country than to go from the fac- tory or store or office to a crowded tenement mile away.
 Glasgow fares range from a half penny q cenD for little over a half g mile to cents for trifie more than nine miles. For cents. the standard ride S-10 miles in Glasgow; on any | journey of less than that |, distance,
 therefore, the service in Glasgow Is
 normally cheaper; but If you wish. to go
 further, 1t is dearer. In point of fact, you cannot go much further if you do
 wish. since the most distant point to Paisley,ea a trifie under seven miles. To
 get there from the central district of
 the city costs or ' cents, according
 to the starting-p point. Clydebank comes
 next. 6 2-5 miles, fare cents. From
 Park Street, Boston, for cents you
 may go to Arlington Heights, 9 1-2 miles, or to Arlington Center, 8 1-4 miles: Waverly eight miles; the Mel rose line, nearly eight miles; to New ton. West Medford Milton or Nepon- set, each more than seven miles; to Milton via West Roxbury, more than ten miles. Or, by free transferring Ut any of several points in the central dis trict. any two of these trips may be combined. making a journey of fifteen or twenty miles for tho ore S-cent fare, which at the Glasgow rates would cost
 onicial reports show that only per cent. of Glasgow passengers ride 1-2 miles or more. 56 per cent. not more than Ia miles, and the remaining s6 per cent, only about half a mile. or less The average of the fares actually col lected is slightly under cents, rep resenting an average journey long and short together, of about two miles. Ind a congested city like Glasgow 1t is a case of short rides or none at all. for the majority; under the conditions in American cities the short-ride privilege is the least important feature. If the average Journey on the Boston lines craze rate per mile would be about the same ip both cities, that is, one cent. The ride in Boston may not be i've miles; there Is no way of telling as- servation 1t Is fair to call 1t four at least.
 From the company's standpoint, there would be reason to expect a consider ably higher fare rate than this basis
 would give, from the fact that more
 than three times the amount of track
 
 run in proportion to traffic; 15 per cent.
 more men are employed in proportion
 to trafic and at about double the
 Boston company the principal groups are paid as follows Conductors and
 motormen on surface cars. s2.25 a day;
 $40 the second, and $2.50 the third guards, $2.10; brakemen, $1.S5. All
 these get cents a day extra after five years of service. 10 cents extra after ten years. and IS cents after IS years. In Glasgow, motormen and conductors get 97 cents day for the first six
 month periods for three years, reach l ing then the top notch of $l.22. It Is worth noting that in a community
 where the incomes of wage and salary earners, who compose the bulk of the | traffic, thus range at about double the
 amounts that are received in the other.
 ally cheaper in respect to purchasing power.
 tems are also matters of interest. In l Boston the annual receipts are now about SIP. 2.000, 900; the. last annual re-
 port for Glasgow shows but .$3,17S,471.
 form of general and special taxes and
 services rendered in paving and repair | ing streets, total of about Sl.55O, 900
 per year or nearly bs lss Rer gent of the
 taxes, sinking fund reduction and cash | surplus, ItLIe less than S3O0,OO0 an nually; or upwards of 9 per cent. of | the gross income.
 l Each of these forms of rapid transit | management and operation, the one so | characteristically British, the other so | tYpically American, has its persistent | advocates, but Charles Francis Adams. | who served on A recent State Commis- | sion to investigate street railway laws | and usages, summed the matter up in | the statement that the British method of handling passengers would cause a riot in an American city in fifteen min