The Aberdeen Democrat. (Aberdeen, South Dakota) 1???-1909, 1905-08-04
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~ HrSC attracted WOrlQ-
wide attention by it's handling
Of the street railway problem.
George Francis Train, a tire
less and brilliant American, was the
first to propose street railways In Glas-
gov. This was in 1870. Mr.. Train
went to parliament for power to build
lines in Glasgow, but the town council
also petitioned for like power. A com-
promise was finally made by which the
city built the lines and leased them to
the company for a term Of -ears eX-
piring in 1894. The council drove a
hard bargain with the company. The
company was compelled to pay to the
city the annual interest charge on the
full amount of the investment, a year
~ sun to the sinking fund sufficient to
clear the entire cost Of the lines by the
time OF the expiration Of the lease, an
annual depreciation charge Of 4 per
cent, so as to keep the plant in perfect
repair, and on top Of all this an annual
rental Of $3.50 a mile. The rates Of
fare were limited to a penny q mile,
with morning and evening cars for
workmen at a penny e cents) q ride to
or from their places of employment.
The original company sold It's fran
chise for $750,O00, and the purchasers
made money on the investment. Three
years prior to the termination of the
lease negotiations were entered into
for its renewal. 1t speedily became APP
parent that the council and the COM
pany could not come to terms. The
company owned the horses and the
rolling stock and had secured a char
ter from parliament permitting it to
buy omnibuses and cabs and to do
business Is general carriers. It imag-
1ned that 1t had created a monopoly
and that it had Glasgow at it's mercy.
1t refused to reduce the hours of labor
for It's employees or to agree to revise
the rates Of fare. Under no conditions
would it agree not to compete with the
city with buses and cabs, even provid-
ed a satisfactory purchase price were
fixed.
1t was a case of Scotch meeting
Scotch, and the town council prepared
for var Parliament gave them the
right to operate their lines, but they
had less than two years in which to get
ready. In that short time it was neces-
sary to build barns, cars and all the
traffic appliances; also to purchase and
train thousands of horses. With a view
of substituting electricity for horse
power it was decided to build the struc-
f1OraS On that thnx, could IN ,,eoI Pou
either. When 1t came to the selection
of a general manager the committee
named John Young, and Glasgow new
er has regretted that decision. For
years he had been ut the head Of the
cleansing department and had brought
1t to a high state Of efficiency.
The world is indebted to John Young
for much Of the progress which has
been made in the scientific treatment
Of sewage. He established the great
farms belonging to Glasgow, which
now are fortified with what were
waste products. He abandoned what
had seemed to be his life work and en-
tered on q new and almost unfamiliar
field Of activity. He gave to it the full
of a splendid executive ability. The Of
fcials Of the private company sneered
at the presumption of this farmer and
sewer digger" They called attention to
the fact that it requires years of train
ing and a special aptitude to properly
manage street railway property.
Today John Young Is president of the
powerful Municipal Tramway Associa-
ton Of Great Britain and the admitted
peer Of railway experts. Street railway
corporations in the United States, also
the London county council, have made
him lattering offers, but he will spend
his life working for the city which de-
lights to repose confidence in his hon.
esty and ability.
MI. Young invented a new type of car
and ordered 300 of them. He erected
nine stations, constructed car and re-
pair shops, secured the United King
dom, France, Canada and the United
States for 5000 horses, engaged and
drilled 1900 men and for two years
worked day and night In preparation
for the date set for the formal opening
of the municipal tramway plant. At
midnight Of June 80, 1894, the private
company withdrew its cars, and on the
following morning the new ones were
seen for the first time on the streets Of
Glasgow. They bore the now familiar
sign, Glasgow Corporation Tram
ways"
There was great excitement in Glas-
gov. The rival company was ready
for the fight with 175 omnibuses, each
drawn by three horses and massed on
the best paying routes so as to 'blan-
ket" the car traffic. The city fred the
first gun by cutting the former rates
in half, and the buses were compelled
to meet the rate. Steadily Mr.. Young
enlarged the service and heightened the
routes for which certain prices were
charged. After sustaining heavy losses
the company admitted itself beaten
and retired from the field.
For the first eleven months of mu-
nicipal operation the tramways showed
a profit of 1926, 600. This result had
been attained against severe odds. The
city had to meet the competition of the
old company, the winter had been one
OF almost unprecedented bitterness, the
horses were raw and many Of the men
inexperienced, the fares had been re