gers to a car on the round trip last year, and if we furnish cars enough to carry only twenty at any given time, many of the cars would have to come out empty in the morning and go in empty at night. It would be fair to estimate that the Metropolitan Railroad average more passengers to the trip than the Union Railway, because the cars of the Metropolitan pass all the way through a densely populated district, while most of the passengers carried on the main route of the Union line go from Boston to Cambridgeport, and vice versa. On the Metropolitan road many passengers are carried for a short distance, while most of the passengers on the Union. railway are carried a mile and a half at least. The same thing is true of the South Boston railway, when compared with the Union railway. I suppose the advantages of the South Boston road are about the same as those of the Metropolitan road. I think the experience of the Middlesex Railroad shows that unless more passengers are carried than can be comfortably seated, people will not invest their money in such enterprises. The amount of money earned by horse railroads is greatly affected by the requirements of the municipality through which the tracks of the company extend. In regard to snow in the streets and other obstacles, the streets of Cambridge are more open than the streets of Boston. The streets are wider than in Boston, and there are not so many roofs to put snow into the street. I don't travel over the Metropolitan to see how they manage, but if they undertake to clear the whole of their tracks, they have a pretty sweet job of it. On our road we keep a very large snow equipment, and come in and take the snow right up and carry it away. There is no other way. We have the advantage over the Metropolitan that we don't have so large a distance in Boston. We have been favored very much the last three winters and especially this winter, but we had at Christmas the worst snow-storm, with the least snow, that we ever went through. I never saw the horses so used up as they were then. From East Cambridge, instead of running once in every seven minutes and a half, we only ran once in fifteen minutes. We took off a

very large proportion of our force. We did not take off our long-trips. If you get on to one of our cars that is crowded you will find plenty of people grumbling, and saying that there are no accommodations. I have heard other complaints, especially one from a man who got out of a car and came at me and complained of being crowded, when there was a car behind with plenty of room in it. If a road was chartered to Mount Auburn or Arlington, I should ask that a clause be put in to relieve me from the responsibility of accommodating the people on the route. Our Mount Auburn line pays in the summer, but not during the six months of the winter, and if another company were chartered it would not be for my interest to run over that line a great deal, and I should rather run more cars below and let the route back take care of itself. If more cars were run there, our interest and profit would be between Harvard Square and Boston. I have not paid much attention to the Metropolitan road, and rarely ride in their cars. I think the stock and cars on our road are about the same quality as theirs. I don't think there is much difference; we have a different style of cars. Since I went on to the road I have taken the utmost pains to satisfy my people. I make myself partly a superintendent, but still I cannot satisfy them all; they will grumble; they cannot live without it. If they are crowded they will grumble, and at the same time I have formed the opinion myself that the people like to be crowded to a certain extent. I spend a good deal of time in watching my line at Bowdoin Square and at the corner of Leverett and Green Streets. I can see my whole line, and I look to see whether I have got cars enough. The most crowded line I see is Mr. Hathorne's omnibus line, and it leads me to suppose that people like to be crowded, because I see ladies going in after the omnibus is full, and sitting in laps, and then another set get in and stand up. I think it is the most crowded line of vehicles in existence. If the people rode at the proper times we could accommodate many more with our present number of cars. I don't calculate that our line is full. By changing at Temple Street, instead of going around

through Bowdoin Square, I could carry many more, just as the Metropolitan does on Tremont Street. Give me the same facilities the Metropolitan road have for picking up people, and I should say I could add to the number of passengers very largely. Carrying them the same distance, we could probably carry five millions more passengers than we now do, but our cars have to go very much farther. If you bring my cars down to the same length of route, they can do very much more business. To East Cambridge we only average about thirty passengers, and to Cambridgeport we only average about thirty-five; there is plenty of room for more passengers, provided they ride at the proper times. We pick up very few-scarcely any-passengers between Cambridgeport and Boston. That is where the trouble comes with our fares. We sell eighteen tickets to Cambridgeport for a dollar, and twenty tickets to East Cambridge for a dollar, and twelve to Harvard Square. There is no doubt that the Metropolitan road could accommodate all the passengers now going over it, if they went at the proper time. The average is only a little more than twenty, and all these do not get on or off at the same point. I cannot tell how much the profit is on our road on each ticket; and yet we managed to divide ten per cent. last year. There was 12 per cent. earned on $200,000, and another $200,000 only got 7 per cent., so that on the whole we did not make more than 8 or 9 per cent. I think that, at the present time, the average price of tickets is six cents and a fraction. I have no doubt that the Metropolitan road could carry the Warren Street passengers better than any other road. It would be for the advantage of the Mount Pleasant and the other long lines to have the benefit of the improvement caused by going through Shawmut Avenue. No two men are going to control the drivers and conductors on lines where the cars are going so thick. We don't run our cars on our crowded lines thick; so there is no chance for competition among our own conductors. We find it difficult all the time to keep our men up to time. If another line were to come on, it might be said that we could go to the courts to

settle differences, but what are we to do when the hindrance is only three or four minutes, and yet our whole line behind delayed? There is a chance for hindrance in Tremont Street if this Highland road is established.

The hearing was then adjourned until Friday morning next.

FEBUARY, 29.

The hearing was continued at the Green Room this forenoon, additional evidence on the part of the remonstrants being offered.

Mr. Bates commenced by referring the Committee to the testimony of Mr. Asa P. Robinson, before the Street Railway Commissioners in 1864, in reference to the Salem and Danvers Horse Railroad; A. M. Kidder of the Lynn and Boston road; John H. Studley of the Middlesex road, and of several gentlemen prominently connected with horse railroads in Philadelphia, on the impracticability of two competing lines running over the same track.

TESTIMONY OF JOHN H. STUDLEY.

[From page 31 et seq. of "Evidence before the Street Railway Commission."] "To Mr. POWERS.-I have been connected with the Middlesex Railroad ever since it started, and have been Superintendent about four years. The Boston and Lynn and the Cliftondale roads have exercised the right to pass in and out over its track. There was a great deal of dificulty when the Cliftondale run over our track. Every time a Cliftondale car came to Charlestown Neck it would stop on the track, if one of our cars had passed down, and wait until another car came along; and I have known them to walk their horses down as far as Crafts' Corner, a little over a mile. The consequence would be that four or five of our cars would be in the rear, and when they arrived at Scollay's Building, the first car (the Cliftondale) would get forty or fifty passengers, or as many as they could stuff into the car, and the other cars would go light; for passengers are always in

clined to get into the first car, even if they have to stand.
They ran between Charlestown and the junction in Malden
upon a single track, a distance of a mile and a quarter, with
three turnouts. They claimed the right of way on that; and
the only way we could get along without an open rupture, a
number of times, was to pull our cars off the track. I have
always told our men never to have any words, nor delay the
public; but if another car insisted on staying on the track,
to take our car off and go along about their business, and re-
port to me. There was a deal of loafing at the time on the
part of their conductors, with a view of holding back and
getting all the passengers. I have known one of the Clif-
tondale cars to stand on the track between Charlestown Neck
and the end of Malden Bridge draw two hours and a half.
That was because they were bound not to take their car off,
and they could not go ahead because we had a car there. I
would not allow but one car to be taken off, and then put on
five cars instead of four, and transferred the passengers. I
have known nine cars, after leaving Charlestown Square, to
be delayed in a string, principally on account of the Clifton-
dale car.
Since the Lynn and Boston and Middlesex roads
have made an arrangement between themselves, there have
been no very serious difficulties. There is some rivalry be-
tween the employés, but none between the corporations. I
endeavor to instil into the minds of the men on our road that
it is just as well for the Boston and Chelsea cars to get the
passengers as for our cars to get them, since we get proper
payment for them, and that I don't wish any rivalry, or hard
driving, or hard words.

"To Mr. HUBBARD.-I rather think the Cliftondale road never paid its running expenses.

"To Mr. POWERS.-I don't think it practicable for one corporation to run over the track of another, where the lines are competing ones. The Somerville road ran down to the Charlestown line, and their cars were then taken by the horses and drivers of the Middlesex road into Boston. It was found necessary to lease that road, and also the Medford