Before taking up in detail the discussion of improvements on existing lines, it may be well to touch on the financial condition of the Pittsburgh Railways Company, and to consider whether the property can afford to make such improvements; for one hears the excuse for bad conditions that the company is not earning a dividend and was forced even to reduce the service. The Boston Elevated Railway Company, which operates all the surface, elevated and subway lines about Boston, is regarded as a very prosperous concern, paying dividends of from six to eight per cent. the net earnings per car mile after paying taxes being 6.54 cents. The Pittsburgh Railways Company, according to its last public report, had net earnings, after paying taxes, of 12.55 cents per car mile, about double the amount of the Boston company. This is a most remarkable financial showing, and at once raises the question, where does the money all go to and why cannot more of the excessive profits be diverted to better service and equipment? The Boston company is operating to-day three subways and one elevated line, besides having contracted to build two more subways and another elevated. It is obvious that the Pittsburgh Railways Company could not only give a first class service on existing lines, but could also assume the fixed charges of a real rapid transit system, if profits were not diverted to pay excessive rentals and other fixed charges on the many companies consolidated at different times. Some way must be found to cut down these exorbitant charges, for the present management can hardly expect the public to endure existing conditions much longer, when the earnings are so vast. People in other cities, when really aroused, have found ways to bring the most intrenched monopolies to terms.
The congestion of cars in the business district of Pittsburgh is a very curious phenomenon. Most people, seeing the frequent blockades at street junctions in the rush hours, would say that there were already too many cars on the streets, and that the overcrowding is a necessity, only to be remedied by building a rapid transit line. Others, however, see that the terminal loops cause much of the congestion, and that by rearranging or abolishing these, even more cars could easily be handled in and out of the crowded center. As a matter of fact, at no place in Pittsburgh does the number of cars passing hourly reach even half the maximum number found possible in other cities; 43 cars in thirty minutes was the largest number counted by the writer, against 128 cars in Berlin. The maximum Pittsburgh hourly rate on a single track would be 86 cars; Boston has scheduled 220 an hour; Berlin runs as many as 256; while Brooklyn handles over 300. At the busiest junction in Pittsburgh, the writer found a rate of 276 cars an hour in all directions, against 557 in Berlin, where there were many more vehicles besides.
The overcrowding of the Pittsburgh cars is either intentional or due to bad operating methods. The seating capacity of the present surface lines has been far from reached. Take Fifth avenue at Smithfield street, for example. In one half-hour in the evening from 5 to 5:30 P. M. about 2,290 passengers were carried east one night in forty-three cars, thirty-two being motor cars and eleven trailers. If every motor car had hauled a trailer, and four additional pairs of cars been run, every passenger could have been seated, whereas 785 were obliged to stand, or more than fifty per cent of those seated. The total number of cars in one hour would only be 144 against 256 in Berlin. If the company had cross seats in all the cars, merely seventeen more trailers on Fifth avenue, added to the present number of motor cars, would have seated all the passengers, with a total of only 120 cars an hour. In Berlin the street railway company provides as many as 3,116 seats in half an hour, and the London County Council as many as 3,538 seats, against the 1,504 in Pittsburgh.
It may be wondered how it is possible to get so many cars past as in Berlin. It is done by fine traffic regulation by the police, who use careful judgment, and do not hold up traffic too long in any one direction, as is common in other cities, even in London, the home of street regulation. Again, the Berlin tracks are so good and the motormen so careful, that the latter operate cars over switches and junctions at speeds which are never seen in Pittsburgh, car following car with amazing rapidity. And the Berlin manager proposes to run even more cars.
MOTOR CAR AND DOUBLE-DECK TRAILER CROSSING POTSDAMER PLATZ, BERLIN. 557 CARS AN HOUR AGAINST 276 IN PITTSBURGH.
In no city does the writer recall so much standing required of passengers as in Pittsburgh. It would appear to be the company's object to run few enough cars to make people stand on every trip throughout the day, and as nearly the whole length of each line as possible. There is little relief during the slack hours, as every car, sooner or later, seems to have its standing load. In other cities of the country, a marked change of policy towards the public has shown itself in the largely increased number of seats furnished. It is a question whether it is a good policy for any public service corporation, no matter how securely intrenched, to continue the policies of the past.
SECOND CLASS BERLIN ELEVATED AND SUBWAY CAR. FARE 3½ CENTS. SOFT LIGHTING; NO STRAPS; DESIGNED BY ONE OF THE FIRST ARCHITECTS OF BERLIN.