. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ancial loss every day, thewhole year through. The heavy fixedexpenses of passenger train operation aretoo high and too great to be offset by thelimited and restricted passenger receipts; time—the service becomes uncertain, un-reliable and is poor railroading at best,and never will be a source of profit andsatisfaction. The financial success and universalpopularity of the trolley car is not soabsolutely the result of its operating onthe city streets picking up passengers atstreet corners; on t
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ancial loss every day, thewhole year through. The heavy fixedexpenses of passenger train operation aretoo high and too great to be offset by thelimited and restricted passenger receipts; time—the service becomes uncertain, un-reliable and is poor railroading at best,and never will be a source of profit andsatisfaction. The financial success and universalpopularity of the trolley car is not soabsolutely the result of its operating onthe city streets picking up passengers atstreet corners; on the most successfulinterurban electric systems the passengersare taken aboard at depots or centralstations just the same as steam railroadstake their passengers. The interurbancars stopping on city street corners is adetriment to electric car service, just thesame as doing local work with 12 and 15car steam through trains is bad railroadpractice. The electric interurban carswith frequency of service, however, canbe scheduled—their time between points,their leaving and arriving time, to suit the. MOTOR CARS USED OX SHORT BRANCH LINES OX THE SANTA FE SYSTEM WHERE FREQUENT TRIPS ARE NECESSARY. concerning business vital to the pros-perity of the companies, but the prevailingignorance relating to this profit and lossof train operation probably arises fromthe reluctance of railroad managers toincur expenses for investigation likely tobring no direct profits. We have hadconsiderable experience in operatingbranch lines and were quite prepared forthe statement in Mr. McKeens paperwhich quotes a railroad director as sayingthat his company operates three hundredbranches, all of which are operated at aloss. When we have been operating a heavylocomotive to pull two or three cars withscarcely passengers enough to pay forlubrication, we have frequently raised thequestion : Why does not the company usehorse or electric cars to do the businessthat costs so much by steam locomotive with mixed
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