New-York tribune., 1921-09-30

counts payable. The associated Brook
lyn companies, subway, elevated and
surface, upon an appeal of creditors to
the courts in December, 1918, and
shortly afterward the surface lines of
the New York Railways i'll Manhattan,
passed into the hands Of receivers
The Interborough systern has been
perilously near receivership OH more
than one occasion, aad the time finally
Ms been reached when none of the
companies-with the single exception
of the Interborough in its subway divi-
sion--is earning enough, even with re-
stricted service, to pay costs of opera
tion and the interest on its debt.
In their effort to secure the means
Of continued operation the companies
were turned toward indirect methods
either of increasing revenue or of re-
ducing expense.
Results of Such Policy
The findings of the commission with
relation to The results of this policy,
and the general conditions now pre-
vailing, may be summarized as fol-
lows:
GD The surface systems, previously
unified upon the basis of single fares
and giving of practically universal free
transfers, have been broken up. Many
of the lines or parts of lines, deemed
the least profitable, have been discon-
tinued wholly, while others previously
lack of ability to pay rentals, been re-
turned for separate operation to the
companies from which they were
leased.
(2) Except where required by law, or
by special franchise terms, the free
transfers between lines have either
been cut out altogether or are now
given only upon an additional charge of
two cents; with the result that former
five-cent fares in these instances have
been turned into either ten or seven
cent fares.
Of the 2.se5 free transfer points
maintained three years ago on the sur
face lines 1888 have been discon-
tinued, and at 227 of those continued
the two-cent rate is charged.
In 1918, 3O9,973 0o2 free transfers
were collected on the surface. lines
within a total traffic carried Of $685.
1862, ,667-that is, a transfer was issued
to one passenger out of every three.
For the corresponding year ended June
80, 1921, 92,683,14S free transfers were
collected out of traffic Of 977 ,6O0,25S,
or one to each passenger out of ten.
1t is difficult to reach definite esti-
mates of the added net revenue secured
by the surface lines either through the
dropping of routes or the elimination
Of transfers, but the accountants of
the commission, figuring as closely as
possible from the data at their COM
mand, approximate the total at $9,-
100000 annually.
(3) Both train and car service, upon
nj
the surface lines, has, in proportion to
the traffic carried, been materially re-
duced.
In 1913 there were 32S,000,000 car
miles operated for the accommodation
of less than 2,000,000000 passengers.
During the year just past, with $780,
100000 passengers carried, the car
mileage had risen only to 344000,000.
In other words, the facilities within a
period of three years have been in
creased only 5 per cent while the traf-
fic increased 25 per cent.
The cuts in service vary with differ
ent hours of the day, and approximate-
ly full service is still furnished by the
subways at least at the peak of the
rush hour. Upon many sindividual
lines there has been an actual reduc-
ton in the old basis of service. The
average Of the service, however, is
most unsatisfactory.
1t would be difficult even to estimate
separately, the amount of expense
saved by the companies through serv-
ice reductions. They admit that it has
been large, and continue to protest it's
may be, it remains poor offset to the
cost OF the time lost to individual pas
sengers in the tedious business of
waiting for trains and cars, and of
both time and temper lost through the
inhuman packing of cars, the conces-
ton Of station platforms and the phys-
ical wear and tear of daily travelling
experience.
% The physical properties of MANY
OF the companies, structures, tracks
and cars alike. In the absence Of ade-
quate funds for current repair work
have become badly run down, and in
some instances are unfit for use.
The amount that it will take to bring
the postponed repair work to date
with certain rehabilitations, chiefly
upon the surface lines, was estimated
at the end Of the year 1920 bv tho
Public Service Commission for the
FIRST District in its report to the Leo
lslature at s1o,s45,OO0. Revised fis-
ures showing the growth of this item
TO date are in course of preparation.
(5) In addition to the postponement
of current repairs to the properties in
use there has been a general lact n
provision for the new structure. eou,n.
ment and facilities required to keen
up with the phenomenal increase nj
traffic or to replace obsolete properties
1t is roughly estimated that SOB
100000 will be needed for new pron-
critics of this character. PRACTICABLE
none of this has been provided or even
contracted for. Some of the rollinc
stock still in use is over thirty Years
old. se"iS
t6) AS a further consequences of the
failure to develop adequate revenues
tho interest upon the city's share -,
the Investment in the dual suhwavs
which by this time should have boz bcen u
carried from the earnings of the roads
is still carried annually in tho, citv
budget and paid from taxation. IN tbs
budget for 1921 the sum of these
charges tor interest and sinking fund
requirements amounted to over 81 GOO
600, For 1922 it will be greater.
/ The continuance of this uneconom;,
policy serves merely to defer the carry.
ing of the city's share OF evoense fron
the revenues of the roads FOR whirl
provision must be made before tn,
| present proble can be prorerlv so,,,aI