The Roswell daily record. [volume] (Roswell, N.M.) 1903-current, 1907-07-22

United States in the same period
there was al increase of 10,755 miles
or from 5,7S3 to 1888 miles This
great extension of service in the Unit
ed States resulted in an actual de-
crease in the number of passengers
carried per mile of line On this point
Mr.. Clark says:
These features clearly demonstrate
that the British policy has been to
electrify and not greatly extend exist
ing tramways, except through densely
populated districts, which means OBJ
tanning the greatest possible revenue
without affording adequate transpor-
tation facilities, whereas the United
States private enterprise has construc
ted lines which afford public facilities
but which in many instances do not
bring an adequate return.
1t is well to note in this connec-
ton that the policy pursued in the
United Kingdom must necessarily re-
suit in low rates of fares. If, il such
cities as New York, Philadelphia, chi
cago and St. Louis we were to cut
down the miles of track to correspond
to the conditions prevailing in such
cities as London, Glasgow, Manches-
ter and Liverpool we would find that
there would be only about 81 per cent
of the present track, and furthermore
that this comparatively small and in
adequate trackage would be, for the
most part, confined TO densely popJfiat
ed districts. If American street rail
way systems were cut down as indi-
Gated, the fares could be very mater
tally reduced. The permissible length
of ride would be materially reduced
and the company would be operating
the most profitable lines only, while
those which are at present run with
-Ofit nd in an
at a loss, would not be embarrassing
and handicapping the company as
they are to-day"
A point of great advantage in Am
erican street railways, according to
Mr.. Clark, is that they are operated
on the average IS hours per day, with
all night service in the larger cities,
while in Great Britain the average is
Is hours and there is no all night ser
vice.
Financial.
Mr. Clark estimates that the Brit
ish municipalities and Local Govern
ment enjoy total of possible finan-
cial benefits from tramway operations
of about $S,679.,176 but tnat American
traction enterprises and their stock
holders pay a total of $43, ,054 ,433 con-
Stituting a government revenue more
than $34,000,00 per year greater than
lue " IIle SUdl0 lIOm
traction systems in Great Britain. The
writer here takes up what he terms
the inaccuracies of British municipal
accounting. According to the Parlia-
mentary Report on lTramways for 1906
the allowance for depreciation on the
municipality owned tramways of tne
United Kingdom was 1.S3 per cent. II
is Mr.. Clarks contention that every
practical man realizes that at least 8
per cent, should be allowed for de
probation and if this had been done
it would nave meant a reduction OF
S5,565 1863 in the SS,679,176, shown as
the returns to the Local and Munich
pal Governments of the United King
dom from tramways, leaving net only
S3,113,213 Evidence that serious
risks exist from municipal enterpris-
es is found in the fact that 40 British
cities, according to the Parliamentary
Return for 1906 snow direct loss from
operation of tramways. or an actual
deficit when sinking fund payments
and reserves for depreciation are con
sidered.
The British municipalities omit
from the capital of their tramwtays
large sums which should be charged
thereto and cause these expenditures
to be "'unjustly carried into the gener-
ing of the London County Council
held October 16, 1906, it was ascer-
tanned that $1,000, 900 mad been expend
ed by the Common Council ON account
of tramways but that only $1,S50,0
had been charged to the tramway cap
ital account. "At the discussion fol
lowing this expose" says Mr.. Clark
Captain Swinton, a prominent mem
Der brought out the fact that since
~, oil hoI cv1tc rCld tran a U
field, the expenses of the general Of
fee mad amounted to about $6,00O,000
of which only $4,000 had been charg-
ed to the tramway accounts, and stat
ed that, in his opinion, on this feature
alone, the councils tramway undertak-
ing owed the people of London at
least $2,5OO,O00. This is a larger sum
tnan has been shown as the net earn
ings of the properties even by the jug
sled accounts of the London County
Council. 1t is almost needless to re
mark that if in all of the accounts
of municipal tramways of the Kingdom
their operating expenses have been IA
vored as greatly las the expense OF
general funds as has been shown to
be the practice of the London Com
mon Council, then all their boasts of
economical operation must disappear
and deficits appear in place of -appar-
ent profits from operation"
A better service is given by the Brit
lish private companies tnan by the mu
inequalities, according to Mr.. Clark.
The average headway between cars
on the municipal lines on a "a hours
basis, was 81 minutes, while on the
company lines it was but 6.3 minutes.
Labor.
A comparison of rates of wages per
hour paid by British municipal trac-
tion systems and by certain compan-
| les in New York state is made by Mr..
Clark showing a range of from ~ to
| 15 cents per hour for conductors and
| from S4 to Is cents per hour for mo-
tormen in the State of New York
$50 it is seem declares Mr. Clark
that American street railways pay
practically double the rate for salar
| les and vases that are paid in the
United Kingdom. In the State of New
York a decrease of wages to British
standard would reduce the operating
Expenses of local transportation lines
about $4,000, 900 per annum, an
amount equivalent 70 about 50 pei
lcent. of their gross receipts
Political.
/ Few Americans realize the obstac
lies which British private companies
lmeet in attempting to obtain franchise
rights, say Mr.. Clark. The fact tlai