File:Electric railway journal (1919) (14574600198).jpg

Identifier: electricrailway531919newy (find matches)
Title: Electric railway journal
Year: 1908 (1900s)
Authors:
Subjects: Electric railroads
Publisher: (New York) McGraw Hill Pub. Co
Contributing Library: Smithsonian Libraries
Digitizing Sponsor: Smithsonian Libraries

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outhere the difficulty ofmaking conclusiveparallels betweenBritish and Americanrates of fare, stand-ards o f riding andhandling of the wageproblem. Such paral-lels are particularly difficult in the case of Glasgow, which is the onlyBritish system of importance that has not had toraise its fare during the war. Rates of fare forgiven distances must necessarily be higher in theUnited States because of higher operating costs. Inthe matter of riding standards, the American is likelyto have a better upholstered car, but rougher track andlonger waits to offset the faster running of the car.In the handling of employees, the better load curvesobtained through the encouragement of mid-day riding,make it relatively easier for British roads to avoid thelong hours that have made it so hard for our operatorsto hold their platform men despite higher wages. Thesedifferences in conditions will be brought out in somedetail in the following paragraphs. In accordance with the usual British practice, the
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DOUBLE-DECK CAR, BEFORE ADDITION OF FRONT ROUTE-NUMBERSIGN AND WOODEN SIDE SIGNS standard Glasgow car is of the double-deck type. Asit seats sixty-two pasengers and six more passengersare permitted to stand on the lower deck, this car maybe said to have a right to the name large. In fact,it is doubtful whether cars anywhere else come so closeto carry their rated capacity for the greater part ofthe day! The cars arefitted for train opera-tion. They do not dif-fer materially fromthose of a decade ormore ago, except thatfirst the principle ofinclosing nearly allof the top deck wasadopted and then thevestibuling of theplatforms followed.At present, aboutone-half of the carsare vestibuled, thisreconstruction havingbeen interrupted bythe war. They are ofwood practicallythroughout, and, fullyreconstructed weighonly 397 lb. per pas-senger. These cars,operated on an aver-age schedule of 8.18m.p.h. with possiblestops spaced 600 ft.,average 1.4 to 1.5 kw.-hr. per car-mile for the wholesystem, bu

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