網頁圖片
PDF
ePub 版

urban Railways Co. total $1,180,000. The balance sheet shows $19,000 of the bonds deposited with trustee of sinking fund and held as investment assets.

INVESTMENT ASSETS.

The balance sheet for December 31, 1915, shows the cost of the plant of all the property of the Manila Electric Railroad & Lighting Corporation as totaling $6,030,045. In addition, there are shown $20,000 of stock owned in other enterprises and the above-mentioned $71,042 of funded debt owned. The balance sheet for the same date for the Manila Suburban Railways Co. shows the cost of the plant as $1,204,690, and, in addition, there is held by the trustee of the sinking fund the $19,000 above mentioned.

TRAFFIC AND OTHER BUSINESS.

The system of fares on the Manila Electric Railroad & Lighting Corporation lines involves the carrying of first-class passengers at a uniform rate of 12 centavos (6 cents) and second-class passengers for 10 centavos (5 cents) for all rides, including very liberal transfer privileges. The management has given serious consideration to the adoption of a zone system of fares similar to that in use in Shanghai (see p. 138). From the writer's observation in Australia, it would seem that this might be done with much advantage to the convenience of the public as a whole and the earnings of the company; some of the rides are entirely too long for the fares charged, while, on the other hand, riding for short distances is discouraged by the uniform fare, 5 cents being a very high charge for a second-class fare in the Far East. One point that has considerable weight in this connection is the competition of the "calesa," a horse-drawn, two-wheeled vehicle, as shown in figures 44 and 45.

It is stated that there are about 6,000 of these in Manila, with a seating capacity amounting to double that of the entire equipment of the street railways. While these vehicles are supposed to have a regularly established rate of fares, the rates are in reality very variable when subject to bargaining in the presence of competition. This form of conveyance takes the place of the man-drawn jinrikisha that one finds in China and Japan and other parts of the Far East and is a very serious competitor of the electric street car.

The transportation earnings of the Manila city lines for the year ended December 31, 1915, were $523,017, of which 20 per cent was from first-class travel, 79 per cent from second-class, and 1 per cent from freight and miscellaneous items. The transportation earnings constituted about 40 per cent of the total earnings of the corporation. The transportation earnings of the Manila Suburban Railways totaled $135,274, representing 80 per cent of the total earnings. First-class travel accounted for 18 per cent and second-class for the remainder; the other transportation earnings are only a fraction of 1 per cent of the whole.

WORKING RESULTS.

The last annual report available when the writer was in Manila in May, 1917, was for the year ended December 31, 1915. The significant figures are shown in the following table:

[merged small][graphic][subsumed]

FIG. 43.-SHELTERED WAITING STATION, MANILA STREET RAILWAYS.

[graphic][subsumed]

FIG. 44.-TRACK RECONSTRUCTION, MANILA STREET RAILWAYS.

[merged small][graphic][subsumed]

FIG. 45.-CENTER-ENTRANCE CAR, MANILA STREET RAILWAYS.

[graphic][subsumed][subsumed]

FIG. 46.-END-ENTRANCE CAR, MANILA STREET RAILWAYS.

[blocks in formation]

Some of the streets of Manila are narrow and crooked, making the building of street railways rather difficult as regards both the track and the overhead construction. In a number of instances the lines go in one direction on one street and return by an adjoining street. The tracks in busy, narrow streets are laid with 92-pound girder rail, some of which is now being replaced with a still heavier girder rail. In other districts the track is laid with 70-pound T rail. The track materials are from American sources and along American lines of standards and practice, including a considerable amount of special work. The same remarks apply to the overhead contact construction, some of which is rather complicated on account of the narrow and crooked streets.

There is one central power house, located on the Pasig River, which furnishes power for all the above railways and also all the commercial current for lighting and power in Manila and its suburbs. Fuel is handled in lighters directly to this central power house.

Figure 44 shows track reconstruction work in progress on the approaches to one of the bridges on the Pasig River.

ROLLING STOCK.

The car equipment for the city lines consists of 72 closed and 48 open passenger cars, 1 express car, 3 work cars, 1 wreck car, 1 town car, and 1 pole car, all of which are electrically equipped except 1

106229°-19 -16

of the open passenger cars and the pole car. The suburban line equipment consists of 6 closed passenger cars and 7 freight cars, all of which are electrically equipped except 3 of the freight cars. While much of this car equipment is from American sources, a considerable part of it is of British and Belgian manufacture.

The accompanying illustrations show several types of these cars. Figure 45 shows one of the latest center-entrance cars.

The cars of this type were fabricated in the United States accord ing to plans and were shipped knocked down to Manila, where they have been very satisfactorily assembled and completed in the company's own shops. This arrangement is of special advantage in the saving of ocean freight charges. Particular attention is called to the roof arrangement of this equipment, which is so designed in order to keep out the very heavy rains during typhoon seasons.

WORKSHOPS-ORGANIZATION.

In connection with the general offices and central car barns the city lines have a reasonably well arranged and equipped shop for inspection and the making of all classes of repairs to the equipment, including the assembling and completing of cars, as above explained. The general storerooms are located at this same place, and here there is carried a carefully selected stock of stores, as is necessary at this great distance from sources of supply.

The organization conducting the operations of these properties is similar to that in the other activities of J. G. White & Co., as is indicated by the directory of the principal officials given on page 273.

PURCHASES.

Requisitions for purchases originate in Manila and are handled under the direction of the general manager's office so far as it is practicable to obtain supplies to advantage in Manila. Such articles as can not be obtained there are ordered from the New York office of the J. G. White & Co. interests and purchases are made through the manager of purchases of the J. G. White Engineering Corporation at 43 Exchange Place, New York City.

« 上一頁繼續 »