. Electric railway journal . r that may be so oper-ated depends on local conditions, but in general may be Total cars owned 600 Total cars scheduled maximum rush hour 566 Total cars scheduled maximum non-rush hour 254 Total single cars 336 Total cars in trains 264 Single cars for shop 24 Single cars for regular and washing 58 Single cars available for rush hour 312 Cars in trains for shop 10 Cars in trains available for rush hour 254 Ratio cars in trains to total cars 44 per cent Ratio cars in trains to single cars per cent Ratio cars in trains to rush-hour trippers per c
. Electric railway journal . r that may be so oper-ated depends on local conditions, but in general may be Total cars owned 600 Total cars scheduled maximum rush hour 566 Total cars scheduled maximum non-rush hour 254 Total single cars 336 Total cars in trains 264 Single cars for shop 24 Single cars for regular and washing 58 Single cars available for rush hour 312 Cars in trains for shop 10 Cars in trains available for rush hour 254 Ratio cars in trains to total cars 44 per cent Ratio cars in trains to single cars per cent Ratio cars in trains to rush-hour trippers per cent taken as being equal to at least 80 per cent of therush-hour trippers. From a traffic standpoint it wouldbe possible to operate 100 per cent of the trippers intrains. Extra single cars for scheduled inspections andwashing, but available for rush-hour service, accountsfor the lower percentage of trippers in trains whichcan be operated in practice. Figures from the Mil-waukee system, given above, will illustrate the January 15, 1921 Electric Railway Journal 13b 2. Trains load somewhat slower than single cars, butthis disadvantage is largely overcome by using streetfare collectors. Whatever disadvantages exist are smallin comparison with the advantages derived from econ-omy in platform labor and track space. 3. Cars in trains are economical and satisfactory formany classes of special service such as baseball, theatercrowds, picnics and the like. In such cases loading andunloading time is relatively unimportant, particularlywhere cars are standing between going and returningloads. 4. In rush-hour and special service the distortion inheadway is not important as cars run close together inany event. 5. The use of a substantial percentage of the totalequipment in trains assists greatly in working out goodruns for the men, also in reducing the number of extramen and payroll time not worked. The more rigid theagreement or rules under which the men work respect-ing percentage
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