. Electric railway journal . urban sections to such an extentthat certain areas carry restrictions against the build-ing of tenements. With regard to the whole question of the constructionof cottages in the suburbs, it has been observed thatit is not the poorer-paid workmen but the higher-paidmechanics or business men who are most desirous tolive in them. The laborer may prefer to stay furtherin town because of his longer working hours andbecause food is usually a little cheaper in the centerof the city than in the suburbs. Therefore, the matterof rate of fare is relatively unimportant. In Abe
. Electric railway journal . urban sections to such an extentthat certain areas carry restrictions against the build-ing of tenements. With regard to the whole question of the constructionof cottages in the suburbs, it has been observed thatit is not the poorer-paid workmen but the higher-paidmechanics or business men who are most desirous tolive in them. The laborer may prefer to stay furtherin town because of his longer working hours andbecause food is usually a little cheaper in the centerof the city than in the suburbs. Therefore, the matterof rate of fare is relatively unimportant. In Aberdeen,this contention is particularly true as will be seenfrom the fare schedule presented later. Layout of the Routes and Short-Headway Service For its population of 165,000, Aberdeen has approxi-mately 14* miles of single track, divided among eightroutes as shown in Table I. In addition to the excellent individual headways,four of the routes overlap on Union Street, whichmeans a car every half minute or less for a distance. SCENE AT A CAR STOP, SHOWING SHIELD (WHITELETTERING ON A RED SHIELD) ON AMUNICIPAL LIGHTING POLE general manager Aberdeen Corporation Tramways, saidthat even if the traffic near the ends of the routes wassomewhat thinner it was good policy to give throughcar service in order to discourage walking. The ridinghabit in Aberdeen, he added, was far from the satura-tion point. Twenty to thirty cars added to the presentpeak of eighty-six would prove that. In accordance with the policy of eliminating thewalker; the stops are spaced somewhat closer than isusually the case in Great Britain. The following tableshows variations from 390 to 633 ft., and the averagefor the system as a whole is placed at 471 ft. orslightly more than eleven to the mile. Of course, these TABLE I—STATISTICS OF THE DIFFERS T ROUTES IN ABERDEEN Feet Passengers Headways, Between per Route Miles Minutes Stops Car-Mile (1) Woodside 2 to 6 495 H) Circular 3 .3 3 to 5 444 (3) Manno
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