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Lea diagnMnmae suivanta iiluatrant la mattiodo. 1 2 3 4 5 6 '^^ ^anadiaij ^ocitti, of ^ioil ^njinwfS. 0^0^^ iNCOKPOUVrKD 1887. 9^ AOVANCI PROOF-(^'«'';>c' <<» revUion) KA— Xbls Boctetjr, u • body, dow not bold ItMlt reipoiuible for tho ■tetemtuto and oslaioBa adTUond in any of l,tn pnUlcntion. COMFSTITION OF 8TBAM e$. BLBCTRIC PARALLKL8. By C. U. Davis, M. Can. Hoc. C. £. To be read Thursday March lUO'J. In a recent discussion before the American Society of Civil Bnclneen the writer expressed the following conclusions as to tbe "Kconomic Electrical Future of Railroads" (see Vol. XUI., pate K! a teq. Trauactlona An. Boc. G.B.» DaoMnber, 1899). C0NCLUBI0N8. "(1) Steam rallroatte will, in the nonr futun-, handle their sub- urban and short distance Interurban passenger traffic ard mall, express, baggage and light local freight carried in said suburban and interurban passenger trains, by electric motive power; and this, tireapective of whether operating ex|>cus(>a are affected favourably or anfavonrably. "(2) Steam railroads will not. lu tin' nt-iir future, handle their freight traffic (other than mall, express, baggage and light local freight carried in suburban and Interurban passenger \rains), and long distance passenger traffic by any other motive power than ■taam locon^tlvea. (S) Steam railroada may, under exceptional conditions of large vtdnaie and great density of passenger trafllo over distances longer fliaa under (1) and shorter than under (2), handle it by electric BOtive power, but such cases will be Infrequent. "(4) New railway lines, conneotlnjr v<»ry large centers of popola- ttoD. whoe freauent service at much higher speeds than can be attained now by steam locomotives on existing lines are conditions of success, will be operated by electric motors. "There are three conditions under which suburban and short- distance Interurban traffic will be handled prolttably by steam rail- roads ooBverting to electric traction: 1. (a) Where nnlta can be l^bt and frequent, and operated OTW ecmiparatlvely shwt distaaees. 1 Where gross receipts can be so Increased by tlie change of aystem and mode of operation aa to pay for the Increased Inveat- m«nt and ponible iacrMm In (werattns ezpenaea. "(o) Wbew competition of parallel electric roada compela tbe change, to aare what traffic there ia, Irreapectlve of how operatlnf expenses are affected. "lu the future development of steum railroad systems they will eventually be operated Jointly with surface electric railways, either through actual mutual ownerahlp or by traffic contracta, leaaea, etc. "The abore condnaiona are obTlotnly depoident upon what Mr. Proi't properly defines as 'traffic conditiona,' and not prUnarUT engineering details or operating expenses." In the discussion referred to it was shown that the first cost of an electrically equipped railroad, under steam railroad con- ditiona, would be greater than preaent locomotive Unea, a aan mlni both to be new; and in caae of a change from ateam to electricity there would be an additional investment equivalent to h t ^'eater first cost. It was also shown that the cost of operating was un- likely to be less, with electricity, under existing steam railroad conditloDB, unless tbe uumber and frequency of tbe units npproacb- ed that ezlating on our atreet rallwaya. The inducement for a change of motive power must, therefore, come from poaalble In- rreased revenue. Clean, light, airy oars, good road-l)ed neatly kept, fine stations and terminals, (luick and frequent service, low total cost, etc., etc., influence passenger traffic on any line; it is obvious, however, that one or the other motive power cannot affect thia traffic per $e except on the ier -yatem according to loca- Uon and diatance travelled; ive short hauls the •trolley" will be favoured becaus «ve-at-your-door" and frequent service. Item (3) (a) and (6) decidedly favo.ir the "troll.ry" ayatom.and these affect traffic more than any others eiccpt the total coet; (c) fftvowa our ateam rallroada. but aa compared to a "leave-at-your- door," flrequent service, at low total cost. It has relatively but little effect on the trafflc. It Is seen how most conditions favour the "trolley" road much more than the steam railroad, eapedally due to their peculiar loca- tion and operative methoda. EFFE3CT OF OOMPBSTITION. One often hears of the oompeUtion which electric parallels have brouglit to our ateam railroad systems. This has been ex- aggerated greatly, for moat of the traffic of electric railways did not exist until created by low "total cost" and frequent and quick service, although. In certain Isolated cases, the building of electric parallels has temporarily drawn away traffic from ateam rallroada. only to be recovered as the total volume naturally increased. This fluctuaUon and recovery in traffic, on parallels which changed motive powera, haa been shown deariy In the building of elevated I and street railways In New York City. The Third Avenue fclev .o the stockholders: the conversion of the horse railway to a cable road daoreMwd the travel on the •tovated, wUoh wm tahMqaently man ttutn ree owd . Fig. 1 dves a good example of the decrease in tralBo on the Manhattan Elevated Raih.ay in New York City, operated by steam locomotives, due to the Increase In speed and frequency of service on the Metropolitan Street Railway in its changes from horse trac- tion to cable and electric. The loss eed, better physical conditions, soch as track, cars, lighting, heating, cleanllneM, cqten cars, etc., etc. The elevated railways are operated under the same general con- ditions as exist on street railways, although the units are hes^inr. S but they are Ttry fNqaent; o( eoom. tUr t»rm Um «ila*dvMitac« ot tMim oooflnad to what miglit be odM "truBli" Ham wiOarnt !••«- TAULX H«. 1>— EwiOT » Ooimniio ELSonuo bmcBBAH Paiauom TO 0nAM Binjw>w. LocelitlM CoDiMctod. Sorw»lk-Bow»yton -Southport BrMnport— t — ^ ^ W»lltii||fonl-lbrid«i. . BlniilB«lMttB--AnK»la... WtanMp«idi-& KorwiOli. ii jliilli M Hsee4i Ml «S( flB 4aMan(bt.) 1001 SIT icMvrr luaoMR itiassn poMlbla masiuaiu of 15 C4nu - ill<. en. Theee freq««it unlto are now operated by steam locomotives, but a change to electric motors Is about to take place. Thto (ihanse is not warranted by any decrease in operating expenses which wlU take place, eUher actual or sufficient, to offset the Interest on the additional investment, although in the first years of electric opera- tion figures will no doubt be produced which will appear to indicate such a result, as in two cases already cited. Nevertheless, the change, if made, will be a profttable one from the natural and Induced Increase in the traffic of the future, Just as the large in- vestments of our steam railroads in improved terminals, track, rolliag stock and stations have been justified. Similar results will be tbe inducements for a change of operative methods on parts of onr steam railroad systems, which change necessiUtes a change in motlre power. Table No. 1 has been prepared frwn a speech by Mr. Bdwin B. Oager before the Railroad Committee of the State IjegtBlatnre, at Hartford, Conn., March 22, .805.* For many years bitter warfare has be«n waged gainst Intemrban electric railways by the Con- solidated System (New York. New HaTMi and HaPtfwPd BaUfWd « ThoM who are inteiwM«sa him at Darby, Cobb. aMprlMaCXr. 6 I Coaii»n]r>, rMulUaf In tbe etecUlc panUM tew. where publle wu- vmunnaa tuM iH)fMNtltjr" uiiwt imt dvtoMMialnitoil to tbe MtfaiUcttou ot tJi* toupwrtor Luiii t b«fure uu vli'vlrlv railway van kw tnuii betwtwu two poinu already connecieu by a ■team raitruad. Mur« unwtw U'i(iti...i.i>ii UKuiiiMi tt uaiurui luuKreM. wblcb wuuUl aiao uenetlt tboa« wbiM« luiluenuu createil It, can acarcely b« IniaglneU. it U fair to aanume that In tblit oontruverny— tor tbe elreet railways Baturailjr oppoaed sucb leglalation— boUt aldea prwluced tbe atroua- att argumeiita In lupport of tbelr raapot-tlve ooBtrntlona; the Cwn- aoUdBted presenting loHsei) of traffic, wblle tbe itreet rallwaya tn- ■lattHl tliui ihcir iiuMeuKt-r Uuvul won uiuetly an Induced ooe wUeb did nut and ouuld Mt axlat uadw ataam raUraad wmdiUoiia and (vamtive metboda. An examination of Table Na 1 abowa conduatvely liow tbe HU'uiu niUioiuU convicted llifiiiwolvex, Tliij CouHoiklutfl Byetuui only i-luiui-d u toiul Iuhh ui $-l,*JUU im.t iiiuntU. ur $4ii,UUU pur uuuuui on lUo cutlre MyHtciu, Ix'ing ubout h ot L per cent, tbelr gnma pu8- veuger revenue. 11 tbe avui'ugu fare were lU venta, tbls would uieau a total loaa of -ItNi.UUU paaaengera per annuui out of a total of 44,4-lM,:m, or 1.1 Iter cent; but IMM waa tiw year of flnandai de- prenHiou, when ibe ateuui raltrinidit of Vjuaacbuaettit loat 8.3 per ct ut. of their foriuer puoseugcr trultlc, xj tbui uulv part of tUiM low uu tbe Cuuaolidated waa due to trolley parui elb A'blle tbu total loaa to tbe Couauliduted waa glr«i by ita ottcera. a»l tbe towna be- tween wblcb It occurred were not ata .ed, ao tbat m i'abl< No. 1 tbe 12,3(IS,S71 panenger tripa, bi'twe n - ud In a few of tb« onljr part of tbe total passenger truttic of tbe hi . -^t ran ail localitlea wliere hucL Iosh took place. Whetlm U iR i be Inereused by IK) to 100 i>vv cent, or niinf, wo i any caae, tbe data are aufflcient to abow tbe large indi. ■treat rallwaya; or, in otber worda, ayatema wbicb fl^ frequent aenrlce, abort total time conaomed In twm "leave-at-your-door" aervlce. To emphasize tbe fact of what might b« calh'd a "•loi Be," wblcb can become an "induced traffic" under proper condltlona, and to bring out ttala fact more clearly, Fig. 2 at No. 2 bare been prepared, and theae again abow wbat a ab^ of tbe traffic of street railwa.vs has come from tbe loaaaa of rullroadti, and, also, that a large part of tills lom baa been wt attributed to electric parallel competition. Tbe paaaenger traffic on steam rallroada in Masaacbnaetta br increased constantly from year to year since 1870, except duris two periods, both of which coincide with industrial depreasior this is shown by Curve 1, Fig. where the loss began in 1873 ui 1893. Sbort-baul paaaenger traffic la but little affected by financial condlttoaa whan compared wltb the atteet on long •baol traflk:; tbl.4 oww- la s serving re should but, ii raffic ut » '" irwi. and a iiiif- -ratlve Table PMt ^v la du* malnir to nmmHtr tM»a UM bMto o( sbort-lumi pumnnt h..|^n^.. or In otb«r wonlt. H to eoapoMd motU, of commutiwor po*IUoii. for that the wyr trl|« uu ■irm.t rnlhvHyi (■hort-Uula. from necewity, as the coptrolling factors In volunif of timlllc on therc Bjritemi), Increased after 1874 and 1893, although le«« r^idly than In the year previous, but there was no actual de- crease. This curve brIiigB out another Interesting fact, namely, the (lulcker recovery of electric roads and their more rapid Incnaae to passenger traffic than when operated by liorae-power, again sap- portlng our position. In Massachusetts electric railway mileage has incrsased along with the passenger traffic (1889 to 18981 163 l»er cent. In the former to 123 per cent, in the latter, or, nppro.xliu- iitely, each has kept paoe wltli the other. In other words, these railways have been built where traffic did not previously exist, nor could It be producetl by tlie steam railroads under existing condi- tions; It has been "Induced" by the character of the electric roads and their operative methods. Steam railroad mileage has only in- creased 10 per cent. In Massachusette during the same period, and passenger trattic per ct ni. (net). TABLE Na 2 — Cwuunn Low o> Soau Bau,boad» and Gaw OK ELwrmo BAiLWAys-M4«4aro«iwt_(8ee Fig, 2 . TMr. Loss In passenger trips per annum on all eteam rail- roads in Massachusetts 3 Loss in passenger trips per annum on steam railroads ta MassachusetU omitting those in and out of Boston. Column 8 minus Column 8. ■«! _ («) 8.4 !l > =3" e- a il 0.66 84.9 8164 881 0.8 1880806784.5 16886 881 ■ 806 406 1.8 87.6 smt 8766788 mi 8.6 1168D78B 1.4 18.1 ma»fes? 6.6 47 487 677 7.8 6.8 Turning to Table No. 2 and Fig. 2, we see that the net loss of passenger tnUBc on all the steam railroads of Massachus"' a, from 1893 to„1898, was 17,839,225, but during the same years lu. street railways Increased 117,;!27,»!20, or (i.5 times the loss of the steam ralb-oads. If 7.7 per cent, of the traffic was lost, due to financial conditions (as estimated heretofwe), th«i only 8,000,000 passen- ger trips were lost to the st^om roads of the State from trolley com- petltion. If the arerage fiire lost was 10 t^nts (when secured by the atreet railway the fare woaM be halved mr even less for them), 10 the total amounted to |860.000. or 2.4 per cent on tbe non iMMea- «er earnings and 1.1 per cent on the grow earnings of the^team raUToads; this would only amount to about 1 per cent of the total net eamlnga. Again, the net loss to steam railroads In and out of Boston, from 1893 to 1898. was 7,614,074, while the West Bnd Street Hallway (controlling pracUcally aU street raUways In and out of Boston), Increased 47,467,8X7 or times the losa of the steam roads. Applying tbe same argument, only 3.225,000 pas- sengers were lost by tbe steam roads in and out of Boston, due to tbis compettUtm. This would not be fair, however, for this traffic Is made up more largely of commuters than lon^-haul paasengm Assume it at 5,000.000, which Is undoubtedly too high, and wltt an average commutaUon rate of 7 cents, the loss Is only $860 000 at the maximum. Furthermore, tbe greatest gains of the street raU- ways throughout tbe SUte, and the West End Street Railway alone ' ♦T*^* i°* ""^ the least All these daU point to the conclusion, already stated, that competition does not take place to the extent usually believed; while an "in- duced" traffic is created by the low fares, frequent, quick and leave-at-your-door" service, rendered possible by the physical cbaracterlstlcs and operative methods of the electric roads. *k' !IfJ^^® * railroad could adopt the methods of tbe troUeys," together with some natural advanUges the former now have over ihe latter, we call attenUon to Ansonia, Derby and mrmlngham. a center of 25,000 to 30,000 people situated about 10 to 12 miles from New Haven, Connecticut, with a popuUtion of 80.000to 100.000. The New York. New Haven A Hartford Railroad connects tbe two centres which have their own local electric street railways; when the steam railroad owns the systems of street rail- ways in both towns, their cars will pick up passengers at either centre, win pass on to the present steam tracks on the right-of-way of the New Haven and Derby Railroad (New York. New Haven ft Hartford Railroad Company), run at high speed without stops i If^' <« to tbe local street railway tracks tncre and distribute its passengers where they desire, a'l for one fare Such a system operated by electric motors would be a financial sue- cess, where a line like the third-rail between Hartford and New Britain Is a failure in the true sense. Many other similar enmplei might be given, but this indicates the future electrical development of our steam railroads to enable tbeir benefiting from tbe enormous Increase in traflc tbat Is possible to "Induce" by adopting the oper- •tlre methods of onr present "trolley" roads and approaching them la location, with the added advantage of their own right-of-way between centres of population where higher speeds can be main- tuned than Is now possible on street railways. It might be said, witb apparent Justice, tbat there are cases Where a steam raad has bem Mrionsly injured by an electric paral- lel and that these eases dtsiwoTe onr ctmtention. There are. bow- 11 6vei', cxcepUoM to every rule wbicb "prove tlmn." Aq examina- Uott of ■ttcli caseg will almoct always lead to the conclusion tliat til* Mtrnm railroad was dlMdvantageously, poorly, or even badly, lovntcd for local traffic, and naturally would not prove iHrofl table until such time Lad elapsed as enabled developing and populating th« region immediately contiguous to the line. Under such circum« •ttutces a "tnriley parallel" which was located more luariy akmg tbt lUittiMiI artwy ot traTd would Mrioaaly ertpple the ataam road attbottgh It might be Jmt emerging teom barren yean to tlioee of fmter fmit I GROSS RECEIPTS (Dollars) OF • Prila., Germantowx «$ Chestsi t Hill R.R. (BRANCH PENXSYLVANLA R.R.) »IO,U)Q, 100,000. so,uool Fig. 4. An example of the effect of a "trolley parallel" upon such a fOBd Is shown In Table No. 3 and Fig. 4; they speak for themselves. While the gross receipts given in Table No. 3 and Fig. 4 Include al) rM<>:t>ta (paaaenger freight, e::preaa, mails, etc.), tbe effect of trol-, ley competition ia nevertheless distinctly and relatiTely ebown, for th« trolleys carried nothing ont passengers, «o that the loss of freight, express, malls, etc., must have been very slight losses to the StMtn road. The horse railways from Philadelphia to (Jermantown, PentMiylranIa, were electrified during 1896-96. It is l)elieved the future will undoubtedly bear out the poeiUon taken tn thia paper. 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