Streetcar Lines Research Articles

The Urban Structure of Sendai from the View Point of the Geographical Distribution of Municipal Tax

The geographical elements are grouped into two types type of simple meaning elements and that of many meaning elements. And, the Latter is composed of the former and the other non-geographical elements. So the former is to be named one unit element and the Latter complex element. It may be said that the one unit element is the first ordered element and the complex element is the second orderd one.The auther has considered that the second ordered element is more significant than the first, ordered elements in the analysis of the region of complex phenomena like urban area, because the second ordered element, has complexity in itself.Therefore, the anther has tried a series of studies introducing the idea of second orderd elements. In the Annals of the Tohoku Greogrphical Association (Tohoku Chiri) Vol 4 No 1-2 1951, he showed the tranpmission of urban centre and the contrifugal development of urban area adapting laud-value as a means of analysis. The land-value is a second ordered element which largely concerns with site. In this paper another sec nd ordered element, municpal tax has been taken up as the means of analysis that has less relation to site. (The municipal tax of sendai is estimated at 1.8 percent of income tax of national tax.)Consequently;1. Shopping streets of the urban, centre show the concentrated areas of highest-tax.2. Some lower tax payers aggregated areas are adjacent to the areas of highest tax payers. proably they are deterioration areas uear urban centre.3. Around the urban centre the local agglomeration of higher-tax payers are scattered. These areas mean the high-class residential areas and these distribution as concentric ellipse, shown in fig. 3, is to be seen the stages of expansion of the residential area.4. Many high-class residential areas are distributed in the north-eastern part of urban area, where caltul equipments for urban life are relatively completed5. The street-car lines not a large relation to the growth of high-class residential ealas, but the railway tends to disturb the waves of that development.6. The transmission of the urban centre that was shown in the former study has not been completed from the view point of economic activity in this study. The shopping centre still remaind in the urban centre of the second stage of transmission.

PCC car operating results in Pittsburgh

PEOPLE now have the utility in city transit which is so vital to the conduct of daily affairs. The streamlined PCC car, which gets its alphabetical name from the Presidents' Conference Committee sponsoring its development, provides a degree of excellence in public travel that has established a superior performance standard. Pittsburgh was one of the first cities to adopt this modern transit unit. A fleet of 301 cars is in operation and 100 additional vehicles are under construction. This is the largest installation of PCC cars, and, with a total of 401, there will be sufficient to operate base schedules on all street-car lines. Initial service dates back to August 1936, and the results are enlightening. Car maintenance has decreased 28 per cent, track and roadway maintenance has dropped 21 per cent, accidents per 10,000 car miles have come down 25 per cent, schedule car requirements have been lowered 10 per cent, and gross revenue has increased 8 per cent.

Redirection of the Education of Negroes in Terms of Social Needs

Until machinery is set up which will yield objective results determining the question as to whether the Negro faces distinct and peculiar social problems which demand special educational objectives and procedures, there will be difference of opinion among educationists on this question. My own opinion is predicated on the assumption that the Negro's distinct social problems are not being served either in kind or degree by the type of education he is receiving at any level in his training. Whether we consider his situation in privileged Northern urban communities or in the most forlorn Southern rural districts we find his problems largely the same. Especially since the World War, there has developed a leveling tendency in the status of Negroes. Indications of a lessening hostility toward him on the part of thinking white people here and there in the South exist; and most certainly a very definite increase of prejudice against him has become evident all over the North. In other words, the Mason and Dixon line has either vanished entirely, or has moved much nearer Canada. Here and there, both North and South, some individual Negroes have made forward strides and have received recognition on merit. Since 1930 there has been an increase in the number of Negroes employed as professors in Northern colleges, as radio announcers, industrial chemists, biologists, architects, engineers, librarians, social workers and metallurgists; but this number is still so small as to be negligible. Some few businesses of banking and real estate still survive the depression. These individual cases show outstanding achievement in the face of great obstacles for the few chosen ones, but at the same time ground has surely been lost for the masses. In borderline cities increasing prejudice manifests itself in the treatment of Negroes in department stores, and on street-car and bus lines. In Northern cities in which mixed school systems are legal there is a fast developing tendency toward segregation. Certain jobs such as Pullman porter, dining car waiter, hotel waiter and elevator operator are traditional Negro jobs, but recently in many large hotels and on railroads many replacements have been made in these fields by Japanese and Phillipinos. All too often young Negroes are advised to seek work in these fields in which there is practically no hope for any advance. There has been a steady decrease in the number of barbers serving white men, of brakemen and engineers on railroads. Simplified methods of housework and the installation of household machines, along with race prejudice,

Illumination items: By the lighting and illumination committee: New practises in street lighting

Two radical departures have been made in the installation of a new street-lighting system in Kansas City, Mo. These are the removal of all street-lighting equipment in each of seven substations, and the placing of a large part of the lamp circuits underground, a special cable buried in the earth without ducts save at street crossings being used. Ducts are used at street crossings to facilitate repairs in case of cable burnouts or other breakdowns. The removal of all of the usual series transformer and switching equipment from the substations means the saving of a great amount of valuable space and in some cases obviated the necessity of special substations for the street-lighting equipment. This in itself has meant a material saving in expense. The placing of the series circuits underground has enabled the use of a simple and attractive ornamental post on streets where there are no street-car lines. On the streets with street-car lines and steel trolley poles, the conductors being carried overhead. The plans which were followed made possible the avoidance of the unsightly wiring and lamp supports that overhead construction usually involves. These results have been attained because it was possible to start with a comparatively clean slate, much of the previous street lighting having been with gas.

The Seattle Municipal Street-Railway System

Previous articleNext article FreeThe Seattle Municipal Street-Railway SystemPaul H. DouglasPaul H. Douglas Search for more articles by this author PDFPDF PLUS Add to favoritesDownload CitationTrack CitationsPermissionsReprints Share onFacebookTwitterLinkedInRedditEmail SectionsMoreDetailsFiguresReferencesCited by Journal of Political Economy Volume 29, Number 6Jun., 1921 Article DOIhttps://doi.org/10.1086/253363 Views: 106Total views on this site Citations: 2Citations are reported from Crossref PDF download Crossref reports the following articles citing this article:Mauro Boianovsky, Guido Erreygers How Economists Ignored the Spanish Flu Pandemic in 1918–20, SSRN Electronic Journal 29 (Jan 2021).https://doi.org/10.2139/ssrn.3783854Jeff Biddle Statistical Economics, 1900–1950, History of Political Economy 31, no.44 (Nov 1999): 607–651.https://doi.org/10.1215/00182702-31-4-607

The fate of the five‐cent fare VI. The municipal street railway in san francisco

AbstractThe successful operation of sixty miles of street car lines by the city of San Francisco has long been a favorite citation of the advocates of municipal operation. The enterprize is beginning to borrow pay roll money from its depreciation fund and is evidently not immune from the prevailing malady of high costs.

Eminent Domain: Use of Urban Street Car Lines by Interurban Cars

Eminent Domain: Use of Urban Street Car Lines by Interurban Cars