. Electric railway journal . urrounded by as many difficulties as that of the strictlyzone system as practiced in English cities. When it isconsidered, however, that a great proportion of the wholenumber of passengers begin or end their journey in thecentral portion of the city, something of the same ordermay be attained by the introduction of a central flat-farearea, with the lines radiating therefrom on a mileage farebasis. [Professor Richeys comments upon the use ofsuch a system for the Bay State Street Railway and theRhode Island Company were published in the ElectricRailway Journal of Dec
. Electric railway journal . urrounded by as many difficulties as that of the strictlyzone system as practiced in English cities. When it isconsidered, however, that a great proportion of the wholenumber of passengers begin or end their journey in thecentral portion of the city, something of the same ordermay be attained by the introduction of a central flat-farearea, with the lines radiating therefrom on a mileage farebasis. [Professor Richeys comments upon the use ofsuch a system for the Bay State Street Railway and theRhode Island Company were published in the ElectricRailway Journal of Dec. 28, page 1142.—Eds.] Based onthe experience of these companies, it is not considered ad-visable to recommend such a system for use in Boston, atleast at present. Should the two or three-zone system beadopted and found to be practicable, it is entirely possiblethat the experience thus gained may result in the develop-ment of a fare collection scheme under which the planmentioned above may be practically worked out for the. 136 Electric Railway Journal Vol. 53, No. 3 city of Boston. If this can be accomplished, it would bemost desirable and probably the nearest approach to thestrictly equitable fare system that can be hoped for. 6. Two or Three-Zone System: The two-zone plan hasrecently been adopted in a number of cities. In Holyoke,early in 1918, a large 5-cent flat fare area was considerablyreduced, with a 5-cent fare for local rides in both the innerand the outer area, and a fare by means of tickets of either6| cents or 7J cents for a ride extending through both innerand outer areas. In Springfield a similar system was made effective onMay 1, 1918. The 5-cent fiat fare, with universal transfer,was retained in the inner area, with a similar 5-cent flatfare in the remaining or outer area. Reduced rate tickets atthe rate of 61 cents were good for a ride between any pointin the inner area and points in the outer area within about5 miles of the City Hall. Other reduced rate tic
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