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Comparison of Operation
of the
New York and Paris Subway Systems
By ROBERT H. WHITTEN
A | - - S
Librarian-Statistician, N ork Public Service Commission,
First District
:
!
*
Reprinted from
ELECTRIC RAILWAY JOURNAL
December 11, 1909
2
COMPARISON OF OPERATION OF THE NEW YORK AND
PARIS SUBWAY SYSTEMS
BY ROBERT H. WHITTEN, LIBRARIAN-STATISTICIAN, NEW YORK
PUBLIC SERVICE COMMISSION, FIRST DISTRICT
While the Paris and New York subway systems have a
sufficient similarity to make comparison of their operations
practicable they have enough points of divergence to make
the results of the comparison especially instructive. The
statistics used are for the year ending June 30, 1908, in the
case of the New York subway, and for the year ending Dec.
31, 1908, for the Paris subway.
Both the Paris and the New York subways have been
built and are owned by the city and leased for a term of
years to an operating company. Both subways are mainly
of the “shallow” rather than the tunnel type, running as
near the surface as the topography of the district and other
difficulties render practicable. The length of the two sys-
tems in miles of single track operated was in 1908 very .
nearly equal. The Paris system, however, forms a network
of lines covering a district having a radius of three or four
miles from the business or traffic center. The New York
system has a single main stem terminating in two long forks
at the upper end and extending I4 miles from the Brooklyn
Bridge or chief traffic center. The New York subway has
four tracks permitting of both express and local service for
6% miles through the most congested district. The Paris
Subway is two-track throughout and has no express service.
The number of passengers carried is greater in Paris than
in New York, both as to total and as to number per mile
of track and per car-mile. The congestion of traffic is,
however, much less in Paris than in New York, owing to
the more advantageous distribution of traffic, both as to time
and as to direction and the shorter average length of ride.
AREA AND POPULATION
The Paris metropolitan district had in 1908 an estimated
population of 3,960,000 as compared with 4,340,000 for New
York City. The district served by the Paris subway, how-
ever, is that of the municipality proper or the portion of the
city within the walls. The district served by the New York
subway is assumed to be the boroughs of Manhattan and the
Bronx. The local traffic on the subway in the borough of
£
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Sca/e in Mºzes'
Hudso/7 AF2 ver
that coincides with the center of the business district. The
area of the city proper is 31 square miles. Outside of the
city boundary wall there is a large population that should
be considered a part of the Paris metropolitan district.
Greater Paris may be said to cover the entire department of
the Seine, which has an area of 185 square miles. The
area of New York City is 327 square miles, and that of
Manhattan and the Bronx, the district served by the subway,
62 square miles. The population of the district served by
the Paris subway is more than twice as dense as that of the
district served by the New York subway. Manhattan and
º
Pºde Clagrºcèſ-
Arrée Mazz/o:
Paris and New York Subways—Map of Paris System
the Bronx have a population of 41,400 per square mile,
while the city of Paris has a population of 90,000 per square
mile.
COMPETING LINES
In New York the subway must compete for public favor
with an extensive system of surface and elevated lines. In
Paris there are no elevated lines and the surface lines are
undeveloped.
Most of the surface franchises in Paris expire in 1910
and the reorganization and development of the system have
been long delayed through failure to reach an agreement
as to the extension of the franchises. The omnibuses and
cabs, however, carry a large traffic. The subway system
when completed will be in the hands of a single company
(Chemin de fer Metropolitain de Paris), with the exception
of a line across the city from north to south, which is
Novernber; ſeoe.
Paris and New York Subways—Map of New York System
Brooklyn was so slight for the year under consideration
that it may be disregarded. -
The population of the district served by the subway sys-
tem was 2,750,000 for New York subway and 2,790,000 for
Paris. Paris is roughly circular in shape, its boundary wall
forms roughly a circle having a 3-mile radius and a center
being constructed by an independent company. The two
companies are, however, required to grant free transfers at
intersecting points.
LINES AND ROUTES
At the end of 1908 31 miles of double-track line of the
Paris subway system were in operation. The system is








divided into five separate operating lines, the longest of
which is a semicircular line 9 I/3 miles in length and the
shortest 3% miles. Another line, semi-circular in form, is
7% miles in length, and another, running straight across the
city, 6% miles.
Each line is independent and self-contained. The trains
run back and forth from one end of the line to the other,
usually turning at each end by means of a short loop.
g | g | & * , I
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3
of the line: called for a train headway of two minutes and
under during rush hours and for a four-minute headway in
the late evening hours.
The Paris subway station platforms are 246 ft. long and
the maximum length of trains as prescribed by the Govern-
ment is 236 ft. In New York the station platforms are 350
ft. in length, except at exclusively local stations where they
are 200 ft. Eight-car trains 411 ft. in length are operated
- on the express tracks and five-
car trains 257 ft. in length on
i the local tracks.
tº: SPEED
The average schedule speed
on the Paris subway is about
I2 m.p.h. The maximum speed
allowed under the police ordi-
Paris and New York Subways—Plan of New Type Paris Motor Car Seating 25
and Having 45 Standing Places
The New York subway had a total length in June, 1908,
of 24.6 miles. For the transportation of passengers two
tracks are used from the Atlantic Avenue station in Brook-
lyn to the Brooklyn Bridge; four tracks from the Brooklyn
Bridge to Ninety-sixth Street; two tracks from Ninety-
sixth Street to 180th Street on the Lenox Avenue line and
two tracks from Ninety-sixth Street to 242d Street on the
Broadway line. In addition, a third track is operated on the
Broadway line between Iogd Street and 137th Street.
This makes a total of 64.6 miles of
Electric Ry. Jºurnal
nance is 21.7 m.p.h. The aver-
age schedule speed on the New
York subway for both express
and local trains was a little more than 18 m.p.h. The aver-
age schedule speed of express trains between Brooklyn
Bridge and Ninety-sixth Street was about 24 m.p.h., and
for the entire route traveled by the express train about 20
m.p.h. The average speed of local trains for the entire
route was a little more than . I 5 m.p.h. The maximum speed
was about 40 m.p.h. - -
It is thus seen that the average schedule speed on the
Paris Subway was about half that of the express trains on
single track in New York used for trans-
porting passengers. This total does not
include sidings, turnouts or tracks used
for car storage only. The total length
of track operated for the Paris subway
*p=a
§;
was 62.2 miles. In both cases, however,
a portion of this track was completed and
put in operation within the year. A bet-
ter basis of comparison is therefore
found in the average miles of single
track operated during the year, which is 61.4 miles for
New York and 60.3 miles for Paris.
The accompanying cuts show on the same scale the two
Systems as operated in 1908. In Paris, in addition to the
lines shown, the lines now under construction and those
definitely agreed on form a complete network within a very
small area as compared with the New York system.
TRAINS
On the Paris Subway the trains do not run between I a. m.
Door
- - - * * * *
*# I U ºf
|-4—-
Paris and New York Subways—Plan of New York Motor Car Seating 52 and Carrying at
Seating Arrangement, and Dimensions the Same
Times a Total of 17o Passengers.
for Trailer Cars
and 5:30 a. m. During IQ08 the least headway during rush
hours was 2 minutes and 33 seconds on line No. 3. The
greatest headway on any of the five lines in operation was
7% minutes during the period of least traffic from 8 p.m.
to 1 a. m. As shown by the comparative chart the New
York schedule for express trains on the four-track portion
| Doors |
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K---39-----—--9:54–-—i---3:94->;--—3.03'--—
|
9:5 *
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Electric Ry. jºurnal
Paris and New York Subways—Plan of New Type Paris Trailer Car
Seating 37 and Having 45 Standing Places s
the New York subway between Brooklyn Bridge and
Ninety-sixth Street, and about two-thirds of that of the
average schedule speed of all trains operated on the New
York subway. . The value of the greater speed attained by
the New York system can scarcely be overestimated.
From the public viewpoint, fare and speed are the two
prime considerations with regard to any transit system.
The relative importance to the public of speed and rate of
fare has never been studied statistically. It seems probable
however, that a decrease
of 50 per cent in time re-
quired for transportation
is at least as important as
a 50 per cent decrease in
rate of fare. . . ."
From the public view-
point the greatest benefit
of rapid and cheap trans-
portation comes from the
spreading out of popula-
- tion and the consequent
relief of congested sections. Land values and rents in out-
lying districts can be, and often are, fixed at such a rate
as to induce people to settle, regardless of a higher fare
charged for transportation. It is not nearly so feasible,
however, to so reduce land values and rents in an outlying
district as to make it attractive for residence if the time
Door
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Electric Ry. Journal

















4
required for transportation exceeds 40 to 50 minutes. Peo-
ple cannot afford the time, regardless of whatever induce-
ments may be offered in the way of rent. The spread of
the population of the various cities over a wider and wider
area has been produced chiefly by the greater and greater
speed attained by their transit systems. By doubling the
radius of a circle its area is quadrupled, and by doubling
the speed of city transit the area available for settlement
is increased fourfold.
In attaining a high rate of speed the distance between
stations or the number of stops is of prime importance. On
the Paris subway the average distance between stations is
I640 ft. and all the trains stop at all the stations. On the
New York subway the average distance between stations
is 2280 ft., while on the express tracks between Brooklyn
Bridge and Ninety-sixth Street the average distance be-
tween the stations is about I }4 miles.
FARES
The concession granted the Paris company fixes the
following rates of fare: First-class, 25 centimes (4.8
cents); second-class, 15 centimes (2.9 cents); round-trip
tickets, second-class, good for return at any time on day
of purchase are sold up to 9 o'clock in the morning for
20 centimes (3.8 cents). Pupils of the communal schools
of the city of Paris are transported for 5 centimes when
traveling in groups accompanied by a teacher. For a
6
NEW Y SUBW
i
1.
5 6 8 10 12
A.M. Noon
2
Solid Line Shows New York Headway; Dotted Line Shows Paris Headway.
contemplate that each passenger, whether standing or sit-
ting, shall have a minimum floor area about 194 ft. x 2 ft.,
or 3 sq. ft. This allowance, together with necessary allow-
ance for exits and fixtures, gives in practice one passenger
place for approximately each 3% sq. ft. of floor area. Va-
rious types of cars are in use in Paris, from the small, old
type motor car, with 20, seats and I5 standing places, to the
modern second-class trailer car, with 37 seats and 45
standing places. A large proportion of the cars have 26
seats and 30 standing places. For all cars in use in IQ08
the average number of seats was 28 and the average num-
ber of passenger places (seats and standing room) was 64.
The Government regulations limiting the standing load are
not always enforced.
Of the New York cars in use in 1908, 8oo had 52 seats
each and 37 had 48 seats each. The New York cars are
longer and broader than even the largest of the Paris cars.
Allowing the same floor area per passenger as is allowed
by Government regulation in Paris, the New York car
would have a total passenger capacity of IO3. Often I50
and sometimes I70 passengers crowd into a New York car.
This discussion has reference to the New York car in use
in 1908. The recent adoption of the center side door has
materially changed the seating arrangement.
TRAFFIC IDENSITY
The number of passenger car-miles operated on the
of
4 6 8 10 12
Midnight
Electric Ry. Journal
Paris and New York Subways—Comparison of Train Headway
single fare the passenger has a right to travel from any
one point on the entire system to any other point. Free
transfers are allowed at all crossings and junctions. The
average fare received was 2.7 cents.
On the New York subway there is a uniform fare of 5
cents with the exception of a comparatively small number
of joint fares of 8 cents from which the subway's portion
is 4 cents. The average receipts from fares per pas-
senger for the year ending June 30, 1908, was 4.99 cents.
Cost of Subway construction and equipment was one-half
greater in New York than in Paris, as explained later.
We would therefore look for a similar difference in the
charge for transportation. On this basis a fare of 2.7 cents
in Paris would be the equivalent of a 4-cent fare in New
York. While the fare in New York is 5 cents the average
length of ride per passenger is from 2 to 2% times that in
Paris. Allowing for difference in purchasing power of
money as indicated by cost of construction and equipment
and for difference in length of average ride for a single
fare, the charge per mile for subway transportation is 19%
to 2 times as great in Paris as in New York.
CARS
In Paris the maximum capacity of each type of car is
determined by the Government. Government regulations
New York subway was 44,000,000 or 710,000 per mile of
single track. On the Paris subway 34,600,000 passenger
car miles were operated, an average of 570,000 per mile
of single track. (See Table I.) A comparison on the
basis of car-miles is, however, rather misleading. The
New York subway car has an average of a little less than
52 seats while the cars used in the Paris subway have
from 20 to 37 seats; the average for all cars in use being
28. A better basis on which to compare the service ren-
dered by the two systems is therefore the number of seat-
miles instead of car-miles. But the seating arrangements
of the New York and Paris cars differ materially and,
moreover, in neither city is the capacity of a car measured
in practice by the number of seats provided.
In Paris the number of “standing places” in each car is
fixed by the Government and the number of seats plus
“standing places” is the capacity of the car. The average
number of places per car is 64. There is no limit to the
standing load in New York, but allowing the same amount
of floor space per passenger as in Paris the capacity of a
New York subway car would be 103. In comparing the
service rendered by the two systems the number of “pas-
senger place miles” is preferable to either car-miles or seat-
miles. While Iog passengers may or may not be a reason-

able load for a New York car, for comparison with Paris
103 places per car should be used in figuring the number
of “passenger place miles” operated. The New York sub-
way operated 4.5 billion passenger place miles while the
Paris subway operated but 2.2 billion passenger place
miles. The number of passenger place miles per mile of
track was 73,000,000 for the New York System and 36,000,-
ooo for the Paris system. Nevertheless, the New York
subway carried only 200,000,000 passengers as against
282,000,000 carried by the Paris subway. The Paris sub-
way carried 4,600,000 passengers per mile of single track
as against 3,200,000 on the New York subway. The
Paris subway carried .127 passenger per passenger place
mile operated while the New York subway carried only
o44. Every passenger place mile operated on the Paris
subway served 2.9 times as many persons as on the New
York subway.
Millions of Ticket Sales
NIEW YORK 0 5 10 15 20 *
Brooklyn Bridge
Worth St;
Canal St.
Spring St.
Bleecker St.
Astor Pl,
14th St.
18th St.
23rd St.
28th St.
33rd St.
Grand Central
Times Square
50th St.
Columbus Circle
66th St.
72nd St.
70th St.
86th St.
01st St.
96th St.
PARIS
Vincennes
Nation
Reuilly
Lyon *
Bastille-Vincennes
JBastille-Canal
Saint Paul
Hotel-de-Ville
Chatelet,
Louvre
Palais-Royal
Tuileries
Concorde
Champs-Elysees
Marbeuf
Alma
Etoile
Obligado
Mſaillot
Elcctric Ry.
Paris and New York Subways—Comparison of Yearly
Ticket Sales on 6 I-2-Mile Stretch of Greatest Density
This result is doubtless due to a number of causes in-
cluding better distribution of traffic throughout the hours
of the day, currents of traffic moving in both directions
during rush hours and a shorter average ride per passenger.
I. Better distribution of traffic in Paris throughout the
hours of the day. As will be seen from the comparative
chart showing a car schedule on the New York and Paris
subways, the peak of the load is not so marked in the
case of the Paris subway. The rush hours extend over a
somewhat longer period and the difference between the
rush hour schedule and that for other hours of the day is
not quite so great as in New York.
2. Currents of traffic in Paris moving in both direc-
tions during the rush hours. Most of the Paris subway
lines are planned so as to run from one residence district
through the commercial or traffic center and out into an-
greater speed of the trains.
other residence district on the other side of the city. In
this way the mileage of empty cars is reduced. During
the morning rush hour the trains have a load not only to
but into and through the congested district. Returning
from the other end of the route they again have a load into
and through the congested district. Instead of running
empty for one-half of their round trip mileage the trains
have a load for perhaps two-thirds of their round trip
mileage.
Through operation:
Loaded. Empty
Congested district.
Empty. Loaded.
Lines terminating at center::
Loaded. Empty
Congested district.
Empty Loaded.
The New York subway, with the opening of the Brooklyn
extension, also runs into and through the congested dis-
trict, though it does not secure the maximum advantage
of such operation by extending into the residence district
on the other side.
3. Shorter average ride per passenger in Paris. On
the New York subway the longest possible ride is from
Atlantic Avenue in Brooklyn to 242d Street, a distance of
17% miles. On the Paris subway the longest continuous
ride without change of route is about 9 I/3 miles and this
is upon a semicircular route upon which no one would
probably desire to travel the full distance. The longest
direct route is 6% miles. Even when the entire Paris
system is complete the passenger in traveling from any one
part of the system to any other part will not go more than
7 or 8 miles. The terminus of no line is more than 3 or 4
miles from the business or traffic center. Even for the
comparatively long homeward and workward rides, there-
fore, the average length of ride must be under 2% miles.
In New York the average length of ride on northbound
trains during the homeward rush hour is estimated at 5
miles to 5% miles. In addition, the Paris System is so
planned as to secure a very large local or short haul traffic
throughout the day. It furnishes a convenient means of
transportation from one part of the congested district to
another, thus serving the demand for rapid transit to satisfy
business and commercial needs. The New York Subway
also secures a large short haul traffic, especially between
Brooklyn Bridge and Forty-second Street. An important
factor in increasing the average ride in New York is the
The length of ride tends to
increase with the speed attained. People will not travel far
on a horse-car line, they will go much further on an elec-
tric surface line, still further on a 12-m.p.h. rapid transit
line and further still on a 20 to 24-m.p.h. express service
such as is maintained on the New York Subway.
It has been noted that every passenger place mile
operated on the Paris Subway served 2.9 times as many
persons as on the New York subway. This is equivalent
to an increase of 190 per cent in transportation facilities
per passenger in New York as compared with Paris. It
is clear that this great difference cannot be due solely to
the first two causes above mentioned, i. e., better distribu-
tion of traffic throughout the hours of the day and currents
of traffic moving in both directions during rush hours.
While it is conceivable that these causes might be suffi-
cient under certain circumstances to produce a difference
of Too per cent in transportation facilities required, it

6
seems that under the known conditions 50 per cent would
be a liberal allowance for increase in facilities due to these
two causes. This would leave I40 per cent to be accounted
for by shorter average ride per passenger, which would
mean that the average ride in New York was 2.4 times as
long as the average ride in Paris. We have seen above
TABLE I.—TRAFFIc DENSITY.
Paris subway.
Year ending
New York subway.
Year ending
June 30, 1908. Dec. 31, 1908.
Passenger cars. . . . . . . . . . . . . . . . . . . . 837 95 I
Average seats per car. . . . . . . . . . . . 52 28
Total number of seats. . . . . . . . . . . . 43,524 27,579
Average passenger places per car.. I 03 64
Total number of passenger places. 82,2 II 60,751
Passenger car-miles. . . . . . . . . . . . . ... 44,005, 2 I 3 34,629,014
Per mile of line (aver. operated). . I,9 I O, 7.77 I, I47,986
Per mile of single track (av. oper.) 716,697 573,993 :
Per fare passenger. . . . . . . . . . . . . . . . 2 I 95 . I 226
Seat miles. . . . . . . . . . . . . . . . . . . . . . . . 2,288,271, ooo 959,612,000
Per mile of line (aver. operated). 99,360, ooo 31,812, ooo
Per mile of single track (av. oper.) 37,268, ooo I 5,906, ooo
Per fare passenger. . . . . . . . . . . . . . . II.4. I
Passenger place miles. . . . . . . . . . . . . . 4,532,536,000
Per mile of line (aver. operated). 196,81 o, ooo
Per mile of single track (av. oper.) 73,819, ooo
Per fare passenger. . . . . . . . . . . . . . . 22.61
3.397
2,216,256,ooo
73,47 I, OOO
36,735, ooo
7.8
Fare passengers. . . . . . . . . . . . . . . . . . . 200,439,776 282,427,235
Per mile of line, (aver, operated). 8,703,420 9,362,752
Per mile of single track (av. oper.) 3,264,491 4,681,376
Per car-mile. . . . . . . . . . . . . . . . . . . . 4. 555 8. I 5
Per seat-mile. . . . . . . . . . . . . . . . . . . . .0875 .293
Per passenger-place-mile. . . . . . . . . . • O44 . I 27
Some reason for thinking that the average ride in New York
was at least two times that of the average ride in Paris.
TICKET SALES
A comparison of ticket sales on the most congested por-
tions of the New York and Paris subways shows a greater
average per mile of line in New York than in Paris
(I7,053,000 and 13,587,000). However, the New York
line is four-track while the Paris line is two-track and the
ticket sales in Paris per mile of single track (7,793,000) ex-
ceed those of new York (4,263,000) by more than 50 per
cent. This result seems strange to anyone who has seen the
two systems and noted the longer and more frequent trains
and greater crowding on the New York system. Com-
parative ticket sales show the comparative amount of
traffic originating in the districts compared, but taken alone
give little indication of actual density of cars or passengers.
On two lines with the same average of ticket sales the com-
parative traffic density will depend on the distribution of
Sales as to time and direction of travel and even more
markedly on the average length of ride. A line with the
same average of ticket sales per mile, but with double the
average length of ride will have double the traffic density.
For the portions of route in question, the comparative
density of traffic in New York is also increased by the fact
that this four-track portion forms a funnel through which
flows not only the traffic entering at its own stations but a
large proportion of all traffic entering at all other stations
on the entire system. In December, 1908, the schedule of
line No. 1 on the Paris subway called for 607 trains daily in
each direction, thus placing at the disposition of the public
228,500 places. At the same time the schedule on the four-
track portion of the New York subway called for 5281 cars
daily in each direction. Counting IO3 passenger places to
the car this gives I,087,000 passenger places per day.
In the comparison of yearly ticket sales on the two sys-
tems, shown in an accompanying illustration, the actual
number of ticket sales on line No. 1 of the Paris subway has
been increased by the estimated number of round-trip tickets
sold, based on the percentage of round-trip tickets for the
entire system. This increase has been apportioned among
the middle stations of the line, Saint-Paul to Champs-Ely-
sees. As the round-trip tickets are only sold before 9 a.m., it
is assumed that they are used to go to the central business
district and that stations in that district should be credited
with the return half of the ticket. The number of tickets
sold at Etoile, Chatelet, Bastile and Nation includes the
tickets sold for the intersecting lines of the system as well as
those sold for use on line No. 1. This error is offset by the
fact that the figures for the Brooklyn Bridge and Ninety-
sixth Street stations on the New York subway include sales
in both directions, and by the further fact that on the Paris
Subway many round-trip tickets are purchased on other
lines to reach stations on line No. 1 and that, therefore,
the return half of the ticket is not properly credited to line
No. I.
REVENUE FROM TRANSPORTATION
The New York subway's revenue from transportation
amounted to $10,000,000 while that of the Paris subway
was but $7,700,000. The earnings per mile of single track
were $163,000 for the New York subway and $127,000 for
the Paris subway. In spite of the great difference in
average fare on the two systems, the earnings per car-mile
were substantially the same and the earnings per passenger
place mile were o.34 cent in the case of the Paris subway
as against O.22 cent in the case of the New York sub-
way. The much lower fare charged on the Paris subway
was much more than made up by a more advantageous
distribution of traffic and by shorter average rides per
passenger. (See Table II.)
APPORTION MENT OF GROSS REVENUE
The gross revenue received from operation in New
York amounted to $166,000 per mile of single track op-
erated as against $130,000 for Paris. (See Table III.)
Of the gross revenue of the New York subway 43 per cent
was used for operating expenses while in the case of the
Paris subway but 38% per cent was required for operating
expenses. Operating expenses amounted to $72,000 per
mile of single track in the case of the New York subway as
against $50,000 for the Paris subway. Operating expenses
per passenger place mile were O.I3 cent for Paris as against
only o.o.9 cent for New York. That operating expenses per
passenger place mile should be 40 per cent greater in
Paris than in New York is rather surprising. Cost of both
subway construction and equipment was almost one-half
greater in New York than in Paris. A somewhat similar
result would be expected in operating expense per pas-
senger place mile. The actual result is doubtless partially
explained by the larger car and train units used in New
York, thus requiring a smaller expenditure for wages of
motormen, conductors and guards. Labor expense in New
York is also reduced by the greater average speed of the
trains. Two trains running at an average Speed of I8 m.p.h.
TABLE II.-REVENUE FROM TRANSPORTATION.
New York, Paris,
Year ending Year ending
June 30, 1908. Dec. 31, 1908.
Earnings from transportation. . . . . . . . . . . . $1 o, ozo,538 $7,708,390
Per mile of line (average operated). . . . . 435, IoS 255,583
Per mile of single track (aver. operated) I 63,200 I 27,770
Per passenger, cents. . . . . . . . . . . . . . . . . . 4.996 2.729
Per car-mile, cents. . . . . . . . . . . . . . . . . . . . 22.77 22.26
Per seat-mile, cents. . . . . . . . . . . . . . . . . . .437 .767
Per passenger-place-mile, cents. . . . . . . . . . 22 I • 34.7
will do the work of three trains running at an average speed
of I2 m.p.h. Under these conditions two cars and two train
crews do the work of three cars and three train crews. The
Paris company’s labor expense was also greatly increased
by franchise requirements for the insurance and pensioning
of employees. Moreover, operating expenses per passenger
place mile decrease somewhat with the number of passenger
place miles operated (See B. J. Arnold’s report on the
Return on the Investment in the Subway) and as the num-
ber of passenger place miles operated was very much
greater in New York than in Paris the relative cost per
passenger place mile would be less for New York. Dif-
ference in cost of power, however, accounts for the larger
share of the difference in total cost of operating a pas-
senger place mile. Cost of power per passenger place
mile amounts to o.o.22 cent in New York and O.O43 cent in
Paris, a difference of .02I cent. The difference in total
operating cost of a passenger place mile is 0.039 cent, so
that difference in cost of power alone accounts for 54 per
cent of this difference. The fewer train stops in New York
would account for a portion of the lower power cost. In
Paris, moreover, the gompany purchases a portion of its
power, and thus pays a profit to the producer.
But although the operating expense per passenger place
mile was o.13 cent for Paris as compared with 0.09 cent for
New York the operating expense per fare passenger was
twice as great in New York as in Paris, being 2.2 cents for
New York and 1.07 cents for Paris. As this difference
cannot be due to increased cost of operating a passenger
place mile it must be due to the greater number of pas-
senger place miles that must be operated to secure one
7
system that as the subway mileage increased the profits
from operation would decrease. Thus far this prediction
has not been verified. The net profits per mile of line oper-
ated show an almost continuous upward trend. There was
a decline in 1906 and 1907, but the net profits per mile of
line in 1908 are greater than for any previous year.
COST OF SUBWAY CONSTRUCTION AND EQUIPMENT
The total cost of the New York Subway and its equipment
has been estimated at $87,938,000. This amount is made
up of $51,290,000 actually paid by the city for the con-
struction of the subway and of $36,648,000 that the company
reports that it has expended for both equipment and con-
struction. The cost to the company includes an item of
$10,048000 that the company claims to have spent on the
construction of the subway from Brooklyn Bridge to At-
lantic Avenue, Brooklyn, in excess of the amount paid
by the city for this work. The cost of construction paid
by the city, $51,290,000, does not include an item of $6,-
225,000 claimed by the construction company and now
the subject of arbitration proceedings. (See Table IV.)
The total cost of the construction and equipment of the
Paris subway is estimated at $62,252,000. This amount is
made up of $25,552,000 which the company states that it
TABLE III.-GRoss REVENUE FROM OPERATION AND Its AP PoRTION MENT.
Gross revenue from operation: Amount.
New York subway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $1 o,253,337
Paris subway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,847,954
Operating expenses (taxes excepted):
New York subway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,423, 3 I 3
Paris subway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,035,797
Taxes:
New York subway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59,540
Paris subway. . . . . . . . “e & e º e º e g g g g º e g º e º e º 'º s e º e º s tº ºr e º sº e º s º 262,141
Rental to city for use of subway:
ew York subway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,991,984
Paris subway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,560,854 *
Net earnings, less taxes and rental :
New York subway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,778,498
Paris subway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I,989, 161
Per cent of gross Per mile of
revenue from single track Per passenger Per passenger Per fare
operation. operated. car-mile. place-mile. passenger.
Per cent. Dollars. Cents. Cents. entS.
I OO 166,992 23.3 .226 5. II
I O O 130,083 22.66 .354 2.77
43. I4. 72,040 I 0.05 .097 2. 20
38.68 SO, 3 I 9 8.76 . I 36 I.O.7
.58 969 . I 3 • OO I • O2
3.34 4,345 • 75 ... O I I . O9
I 9.42 32,442 4.52 .043 .99
32.63 42,447 7, 39 . I I 6 .90
36.85 61,539 8.58 .o.83 I.88
25.34 32,97 I 5.74 .o89 .7O
fare passenger. There were 22.6 passenger place miles per
fare passenger in New York and but 7.8 in Paris.
As to taxes the New York subway fared much better
than the Paris subway. The New York company paid but
$900 per mile of single track as against $4,300 per mile for
the Paris subway. The taxes of the New York subway
were but o.58 per cent of its gross revenue, while in the
case of the Paris subway taxes were 3.34 per cent. The
New York company paid IQ per cent of its gross receipts
to the city in the form of a rental for the use of the sub-
way while the Paris company paid 32 per cent of its gross
receipts to the city for this purpose. Although the cost of
the subway to the city was $830,000 per mile of single
track in New York and only $590,000 in Paris, the New
York company pays but $32,000 per mile as rental while
the Paris company pays $42,000 per mile. After deducting
operating expenses, taxes and rental, the New York com-
pany has available for interest, dividends and reserves
36.8 per cent of its gross revenue, or $61,000 per mile
of single track while the Paris company has but 25.3 per
cent of its gross revenue and $33,000 per mile of single
track. Owing to lower tax and rental payments the New
York company, with an operating expense ratio exceeding
that of the Paris subway by 4% points, has a ratio of net
earnings available for interest, dividends and reserves
11% points in excess of that of the Paris company. The
net earnings per passenger place mile operated were nearly
the same for both systems, but the net earnings per fare
passenger were 2.7 times as great in New York as in Paris.
It has been predicted by some critics of the Paris
has expended for equipment and construction and of the
estimated cost of construction paid by the city of $36,700,-
ooo. This latter estimate is based on the estimated cost of
the completed subway system including portions as yet
unconstructed as made by the city authorities in 1907. In
New York the total estimated cost of construction and
equipment per mile of single track used in operation is
$1,432,000, while for Paris it is $1,000,000. The cost of
construction paid by the city is $835,000 per mile of single
track in New York and $590,000 in Paris. The reported
cost of equipment and of construction paid by the com-
pany is $596,000 per mile of single track in New York
and $410,000 in Paris.
The relative proportion of the total cost paid by the city
and the company, respectively, is almost identical for both
cities. Construction paid by the city and equipment or con-
struction paid by the company do not, however, represent
the same things in both cities. In New York, the cost of
equipment or construction paid by the company includes,
as stated, an item of $10,048,000 for the work of subway
construction proper. Deducting this amount from the cost
of equipment and adding it to the cost of construction, we
have for the New York subway a cost of construction of
$61,338,000 and a cost of equipment amounting to $26,600,-
Ooo or $999,000 per mile for construction and $433,000 for
equipment. While in New York the cost of subway tracks
was included in the original contract and paid for by the
city, in Paris the tracks were considered a part of the
equipment and were paid for by the company. In Paris
also, the station entrances, ticket booths, and, in fact, the
8
entire station with the exception of the platform was con-
structed at the expense of the company. For purposes of
comparison, therefore, the cost of tracks and stations has
been deducted from the cost of equipment as reported by
the Paris Company and added to cost of construction. This
gives for the Paris subway a total cost of construction of
$42, Ioo,000, or $676,000 per mile of single track and a cost
of equipment of $20,152,000 or $324,000 per mile of single
track.
The relative cost of construction and equipment estimated
on this basis remains nearly equal for the two systems. In
New York the estimated cost of construction is about 69
per cent of the total cost of construction and equipment,
while in Paris it is about 67 per cent. The average cost
per mile in New York is reduced by the fact that some 5
miles of elevated line are included. There are also in the
Paris system numerous short stretches of elevated road or
viaduct, but these are built on such an expensive plan as to
increase rather than reduce the average cost per mile.
The cost of equipment, in Paris is somewhat reduced by
the fact that the operating company buys a portion of the
electric power used. The cost of power plant and sub-
stations is reported as $11,600,000 for New York and $5,-
200,27I for Paris. Information is not available as to the
amount of power purchased by the Paris company.
RATE OF RETURN ON INVESTMENT
For the year ending June 30, 1908, the net earnings of
are called “actions de jouissance,” and apparently partici-
pate until the end of the lease in all dividends declared in
excess of 3 per cent. The company paid $80,582 into its
legal reserve fund as required by law, or 5 per cent on its
net profits. The company used $200,720 of its profits to
amortize shares. It also devoted $57,900 to the amortiza-
tion of its bonds. It paid a bonus of $72,385 to the man-
aging officers and directors, equivalent to 8 per cent on
certain excess net profits. The company also devoted $193,-
Ooo to a fund for the benefit of the employees of the com-
pany.
The Interborough Rapid Transit Company had a capital
of $70,000,000; $35,000,000 in shares on which 9 per cent
dividends were paid and $35,000,000 in short-time bonds
on which 5 and 6 per cent interest was paid. As this
capital represents property and numerous interests in ad-
dition to property used in the operation of the subway, it
is impossible to compare it with the capitalization of the
Paris company.
ADVANTAGES OF THE PARIS SUBWAY SYSTEM
(I) The average fare is 2.7 cents as compared with 5
cents on the New York system. A minimum fare of 1.9
cents is charged for certain hours during the day.
(2) The Paris system offers universal transfers over a
complicated net-work of lines.
(3) The net-work of subways will form when completed
a comprehensive system of rapid transit for the entire
2–New York subway
Per mile of
Amounts
Total cost of subway and equipment. . . . . . . . . . . . . . . . . . . $87,938, ooo
Cost of construction paid by city. . . . . . . . . . . . . . . . . . . . . . 5 I,290,000
Cost of equipment and construction paid by company. .. 36,648, oet,
Total cost of construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 I.338,000
Total cost of equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,600, ooo
TABLE IV.--ToTAL Cost of SUBWAY AND APPoRTIon MENT BET weeN CITY AND CoMPANY, AND BETween Construction AND EquiPMENT, 1908
2–Paris Subway
Per cent Per mile of Per cent
single track. of total cost. Amount. single track. of total cost.
$1,432,000 I OO $62,252, ooo $1,000,000 I OO
835,000 58.3 36,700,ooo 590,000 59
596, pon ,1. I. 7 •--" 25,552,000 . . . . . . . 4 IO, OOO . . . 4 I
999,000 69.8 42, I O O,OUO Ö/ 9,000 o/ .0
433,000 30.2 2O, I 52, OOO 324,000 32.4
the New York subway after deducting taxes, amounted
to 6.9 per cent on the total estimated investment of both
the city and the operating company. The net earnings, after
deducting taxes and the rental paid by the operating com-
pany to the city amounted to Io.8 per cent on the com-
pany’s reported investment for equipment and for con-
struction. The subway considered as an economic under-
taking earned about 7 per cent on the capital invested.
The operating company earned about I I per cent upon its
reported investment. This result was obtained in spite of
the fact that the year ending June 30, 1908, was one of
general economic depression. In this estimate no allowance
has been made for depreciation. For the year ending
Dec. 31, 1908, the Paris subway earned 7% per cent
on the total estimated cost of construction and equipment,
and the operating company earned 8 per cent on its re-
ported investment for equipment and construction. A por-
tion of the total mileage of both the New York and Paris
systems was not operated for the entire year. In estimating
return on investment, therefore, such proportion of the en-
tire cost of construction and equipment was taken as the
average length of track operated during the year bore to
the total length of track at the end of the year.
The Paris Company has issued $14,475,000 shares and
$9,167,000 bonds, making a total capitalization of $23,642,000.
One-half of the bonds paid 3% per cent interest and the
other half paid 4 per cent. A first dividend of 3 per cent
was paid on the entire capital with the exception of 6030
shares that have been amortized. A second dividend of
5 per cent was paid on the entire capital, including the
shares that have been amortized. These amortized shares
municipality. A passenger may travel by it from any quar-
ter of the city proper to any other quarter. A person may
enter any subway station with the assurance that for a
single fare he can be transported to within walking dis-
tance of whatever place he may wish to go within the walls
of the city. This is a great convenience to the public and
greatly increases subway travel.
ADVANTAGES OF NEW YORK SUBWAY SYSTEM
(1) While the fare charged is much higher the average
and possible ride is much longer in New York than in
Paris. Allowing for difference in purchasing power of
money as indicated by cost of construction and equipment
and for difference in length of average ride the charge per
mile for subway transportation is I } to 2 times as great
in Paris as in New York.
(2) The lines extend far into the undeveloped areas.
They extend 14 miles from the traffic center as compared
with 3 or 4 miles in the case of the Paris subways. They
have aided immensely in securing a better distribution of
the population.
(3) The combination of express and local service is of
great convenience and value. The average speed including
stops, on the Paris subway is about 12 miles per hour,
while on the express tracks of the New York subway be-
tween Brooklyn Bridge and Ninety-sixth Street the
schedule speed, including stops, is about 24 miles per
hour, and the average speed for both express and local
trains for the entire system is about 18 miles per hour. A
saving in time of urban transportation is at least as im-
portant as a decrease in the amount of fare charged.