The Montgomery advertiser., 1905-03-19

pioyeSs anu oo1 Wet6 pcESoub Vu AVOs VI riding in vehicles other than street cars; of the injured 2e.eso were pas- sengers. s.ss9 were employees, and a7,- 040 were other persons. These num- bers form only an inappreciable per centage of the total number of passen- gers carried. One passenger was kill- ed for every 1s,015,S94 fare passengers carried. and one was injured for every 17S.S76 passengers. The rate of ac- cident for the wage-earners was one killed out of 1.os5 and one injured out of S6. This rate is very much lower than the rate for steam railroads, for which one employe out of every 401 was killed and one. out of every 24 was in- jured.
 The reform in the direction of safety provisions for steam railway crossings has of late years been quite consider able in all large American cities, and has been carried on at an enormous ex- pense, so that, of the steam railway crossings now unprotected, a large pro- portion are to be found in rural dis tricts The report states that in 1909 there were 4,4s1 crossings, of which more than half were protected; 1867, however. were still without any form of protection, not even being supplied with bells or watchmen. Consolidation of Street Railway Sys-
 tems.
 One of the most important factors fin street railway progress has been the combination of formerly independent railways Into great systems. Fifteen or twenty years ago most of our lrge cities were served by severl separate animal power railwys nd there was usually no competition between these independent companies in the matter of fares. The introduction of mechani- cal traction, especially electric trac- ton, developed much stronger ten- dency toward consolidation than ex- isted before In most cases the es- tablihment of a unified system made 1t possible to carry passengers more nearly where they wnted tc go and to carry them longer distances; this aug mented the traffic of the railways to such an extent that it proved decided ly profitable to the companies.
 Legislation permitting municipali- ties to own and operate street rail- ways has recently been enacted in a number of states. There is. however, no instance in the United States of municipal operation of a street rail- way. The leading instances of mu- nicipal ownership and private opera tion are the subways in Boston and New York.
 Effect on the Distribution of Popula.
 ton.
 It is apparent to everyone that the electric street railway is exerting a most important and beneficial effect on the territorial distribution of urban population, relieving the congestion in the centers of great cities and per hitting growth far out into a belt of country which before the days of the trolley was inaccessible territory, Probably the possibilities which this new method of transportation intfo- duces are only beginning to be real ized
 This report gives some interesting illustrations of the extent to which the outer areas of cities have increased through the development of the street railway. For instance, the population in Manhattan borough of New York city increased from 1,441,216 in 1890 to 1,S50,093 in 1900. or 40S.S77. Of this increase, 231.556, or considerably more than one-half, took place in that part of the island lying north of Eighty-sixth street, the population in this section having practically doubled situated about seven miles from the southern extremity of the city, and the great majority of its breadwinners do business downtown and make daily use of the street railways.
 In Bronx borough the population in- creased from ss,90s to 20o.6o7. the in- crease being mainly along the street and elevated railway lines. In Brook lyn nd Queens boroughs the increase in population was 39 and 76 per cent, re- spectively, and in each case the ad- vnce WIS in the outlying wrds.
 Another conspicuous illustration of this influence is furnished by the city of Boston. Of the seven wards lying nearest to the business center of Bos- ton, five showed a decrease in popula- tion, while in the outlying wards there was an increase of 93,395 inhabitants, or nearly five-sixths of the total in- crease of Boston. Moreover, the popu- lation of the immediately adjacent cit- ies of Cambridge, Somerville. Chelsea, and Brookline increased much more rapidly than that of the older parts of Boston. A very considerable pro- portion of the breadwinners, both of the outlying wards and of the adjacent cities, are employed in the business district of Boston and depend upon the electric railways for their transporta- ton.
 The change in the distribution of the population of Philadelphia since - has been remarkable. Almost all of the wrds in the heart of the city show a decrease in population. while several of the large outlying wards to the west and north of the business center have added greatly to the number of their inhabitants.
 Chicago, Cleveland, and other cities show this influence of railways in scattering population.
 Even in medium-siZed cities the street railways encourage the distri- tton of population and thus reduce the evils of overcrowding and unsanitary surroundings.
 Moreover, the electric railway has given powerful impetus to suburban life. not only for residence but also for manufacturing purposes. The ef- feet of this influence is shown in the increased population of the suburbs of Boston and Philadelphia, two cities whose surburban residents are served largely by electric railways. Other cities showing this influence in a marked degree are St. Louis. Milwau- kee. and Cleveland.
 Other Sociological Effects.
 The presence of a rapid and cheap m cans of passenger transportation per mith manufacturing and commercial establishments to be located convent entity and economically and allows the concentration of wholesale and retail tradetrade and office business In spec ialized centers.
 The change thus noted has had a marked influence upon the value of land. and upon rentals and building operations, for every eNtentlon of, an electric railway line into new ter