. Electric railway journal . andbetterments have been made, including 27 miles beyondthe original 45 miles, at a cost of $1,188,150. Fourteenper cent of gross receipts is set aside for depreciationand 4 per cent for damages and accidents. The most harmonious relations exist between the citysopei^ating department and the United Railroads in theway of crossings and other matters. San Francisco isnow well supplied with railways, of which 288 milesbelong to the United Railroads, 62 miles to the cityand 10 miles to the California Street Cable Line. Thisis a mile of track to each 14,000 people. The
. Electric railway journal . andbetterments have been made, including 27 miles beyondthe original 45 miles, at a cost of $1,188,150. Fourteenper cent of gross receipts is set aside for depreciationand 4 per cent for damages and accidents. The most harmonious relations exist between the citysopei^ating department and the United Railroads in theway of crossings and other matters. San Francisco isnow well supplied with railways, of which 288 milesbelong to the United Railroads, 62 miles to the cityand 10 miles to the California Street Cable Line. Thisis a mile of track to each 14,000 people. The combinedearnings are $12,100,000 per year, which is a largetotal for a city of 39,000 acres area and 508,000 poprulation. March 12, 1921 Electric Railway Journal 489 Selling the Safety Car in Madison Standard One-Man Cars Were Tried, to Which the Public Took a Dislike, and They WereReplaced by Double-Door Cars, Whereby Public Approval WasGained—Results that Were Obtained Justify the Useof This Type of Car for This Service. DURING the war the Madison (Wis.) Railwaypurchased and placed in operation five standardone-man safety cars, in order to try out this typeof equipment as a means of improving the service ren-dered and at the same time to take advantage of theeconomies thus made available. They were in operationfor many months and gave satisfactory service exceptfor the fact that therewas manifest a dis-tinct public dislike forthe little cars, a dis-like which seemed tocenter in the criticism,applied particularly tothe rush-hour conges-tion, that it was nec-essary for boardingpassengers to awaitthe exit of leaving pas-sengers before theycould get on, and thatthe narrow aisle madeit difficult to pass pas-sengers standing inthe aisle, and hencethey would refuse togo back in the car tomake room at the en-trance. A glance backat the equipment usedin Madison up to this time may serve to explain thesecriticisms of the riding public. Due to the location of thecity on a long, narrow
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