of the carriers were due, and as passenger earnings are reported by the year and not by months, comparisons are impossible. However, the annual reports for the year 1905 showed the passenger earnings in Ohio (including receipts from all passenger service sources) to have been $27,908,059.98, while the earnings from the same sources for 1906 were $28,717,453.87, an increase of $809,393.89, or 2.90 per cent. EXCESS CASH FARES. A practice of charging fare in excess of that fixed by statute, when the same was paid on trains instead of the passenger purchasing a ticket, was indulged for some time by some of the carriers, but was discontinued upon advice from this Commission. SAFETY APPLIANCES. By the act of March 19, 1906 (98 O. L., p. 75), entitled, "An act to promote the safety of employes and travelers upon railroads," the General Assembly increased the percentage of "air" with which trains are. required to be equipped so that instead of a train being permitted to operate with fifty per cent. of its cars connected and operated by air brakes under control of the engineer, they are now required to have seventy-five per cent.. of the cars in a train so equipped for operation. This statute gave the Commission and its predecessor power to extend the time within which railroad companies should equip themselves so as to bring their equipment up to the minimum of air brake capacity required. The time having expired under extensions so granted, all roads are now required to carry the full percentage of air-brake equipment. Said act also requires certain other safety appliances for the protection of the limbs and lives of trainmen. The enforcement of this act, as well as other laws of like import, has had the careful attention of the Commission, and several suits are now pending in the courts of different counties to enforce the penalties imposed for their violation. INTERURBAN RAILWAYS. For the first time since the development of the electric interurban lines this species of common carrier is brought under the control and regulation of the state. The Commission act places these roads under the regulative power of this body and requires them to make annual reports to it. No report was required this year, as the time when the same was due (September 15) followed too closely the organization of the Commission to allow for the preparation of the necessary blanks and the collection of the data to be used in this report. One of the first acts of the Commission was to begin a systematic inspection and investigation into the physical conditions and the operating methods of this class of railroads, with the result that fifty of them have been carefully inspected and their condition reported upon. This inspection has embraced likewise the sanitary and comfort arrangements as well as the depot (passenger and freight) facilities of these lines. Where defects were found either in the facilities or methods they were pointed out by the Commission and a remedy suggested and required. While there is no official data to base such a conclusion upon, it is undoubtedly true that there has been a very marked improvement in the operating conditions of these lines generally in Ohio. It is confidently expected that the efforts of the officials for better and safer service, as evidenced wherever the Commission has been brought into contact with them, will soon result in greater improvement. That there are improvements which can be made upon these lines is but proper to expect considering their recent and rapid growth, and does not reflect upon the ability nor honesty of purpose of the operators. Some of the roads excel in condition, and serve as good examples of well managed and well operated lines for those that have not reached such degree of efficiency. CAR SHORTAGE, Perhaps the most important problem presented to the shipping public at the present time is the apparent car shortage. Numerous complaints from all sections of the state evidence the fact that shippers are not furnished cars according to their immediate requirements. This condition naturally leads to the conclusion that a car shortage exists. The Commission has been unable to determine as a matter of fact whether this car shortage is real and beyond the control of the carriers, or only apparent and due to mismanagement. There are strong grounds for belief that the available car supply would be more nearly adequate to the demand were the carriers equipped with sufficient motive power, trackage and terminal facilities to handle cars and freight trains with reasonable despatch. Complaints are made that freight shipped between points not more than fifty to one hundred and fifty miles apart is from a few days to a month in arriving at destination. Complaints are also made that freight at junction points lays for many days before picked up by passing freight trains; and that when trains are finally assembled for movement they are too burdensome for the motive power applied, resulting in、 slow movement. The carriers claim generally that they have increased their equipment of freight cars to the extent of the capacity of the builders to supply them. They also claim that they have sufficient motive power to move cars as fast as loaded and with reasonable despatch. They claim further that the unexampled growth of commerce of the nation during the past few years has resulted in an unprecedented increase in tonnage, much beyond what they were justified in expecting and beyond their ability to on file in the office of the Commission show that on June 30, 1905, there were 3,931 locomotives operated by the railroad systems in and traversing Ohio, and on June 30, 1906, 4,740, an increase of 809 or about twenty per cent; June 30, 1905, the number of freight cars in use was 284,246, and June 30, 1906, 355,543, an increase of 71,297, or twenty-five per cent. There are no means of ascertaining what the annual increase in tonnage offerings has been recently; but judging from the situation it has been very much greater than the increase in the facilities. Still the figures above given would indicate that the carriers are making a commendable effort to keep up. When, however, we analyze the figures as to trackage the showing is not so good. June 30, 1905, there were 15,997 miles of track in Ohio; June 30, 1906, there were 16,566 miles, an increase of 569 miles, or only about three and one-half per cent. This increase includes all the new track laid including sidings and terminals. The adequacy of track facilities constitutes a very important factor in the movement of freight. It is quite evident that freight trains can be handled with immeasurably greater facility on a double track line than on a single track line. Railroads that were operating with a single track years ago when the tonnage handled was only one-half or one-third of what it is today, must be greatly hampered in the movement of the greatly increased traffic. It is proably fair to assume that some of the railroads in Ohio are endeavoring to handle a double track business on a single track line. In other words, more miles of second track should have been laid in the last few years, and the carriers have been derelict in not even equipping themselves in this respect for the natural increase of tonnage that ordinary intelligence might have foreseen. Too much time. is wasted by trains lying on side tracks and there is much evidence to the effect that roads are greatly congested even with the present equipment, and it is a natural conclusion that were the equipment increased, the congestion would be greater and it would therefore seem that permanent relief can only be secured through increase in trackage. There have also been numerous complaints of discrimination in the furnishing of cars and in some cases the evidence has justified these complaints. Whenever such complaints have been received, the Commission has intervened and endeavored to stop such discrimination, and has generally been able to, and has afforded relief. It may be said that the situation as to insufficiency of cars to meet the demands of shippers for loading prevails not only in Ohio, but is general throughout the country. As many of the railroads traversing Ohio also traverse other states, the situation as to car supply in such other states necessarily affects the situation in Ohio. So far as the Commission has been able to ascertain, Ohio shippers have not been especially discriminated against. GENERAL REMARKS. The Commission has codified and published all the laws of the state relating to transportation for convenient reference. A code of rules governing the practice before the Commission has been prepared and printed. These rules follow very closely the rules of the Interstate Commerce Commission and those adopted by other states. Blanks have been prepared for the use of those having complaints to bring to the attention of the Commission. The supply of maps allotted by statute to the Commission has been found totally inadequate to meet the legitimate demands of the people of the state and should be increased at the first opportunity. The physical condition of the railroads of the state was, perhaps, never better than at the present time. During the present year there have been twenty-three iron bridges erected, replacing wooden and smaller structures; fifteen trestles have been filled, and one hundred and seventeen thousand five hundred and sixty-five tons of new rail laid. One hundred and ninety-four plans and specifications for the construction of telephone, telegraph, electric light, trolley and feed wires. have been examined and approved. Twenty-eight complaints relating to the condition of grade street and highway crossings with railroads have been received, all of which were thoroughly inspected and such orders as the circumstances required were issued. Seven interlocking machines have been constructed or rebuilt, each one given a thorough inspection and orders issued granting permission to place the same in operation. Three applications asking for the approval of derailing or other safety devices for the protection of crossings, at grade, of steam and electric railroads were received, inspected and orders issued directing that the proper device be installed. Ten applications asking for the approval of the construction of bridges over railroad tracks were filed with this department and the formal approving order issued. We desire to express to you our appreciation of the kindly interest manifested by you in the work of the Commission and indulge the hope that the expectations of yourself and the General Assembly as to the usefulness of this body shall be fully realized. Respectfully, J. C. MORRIS, Chairman. O. H. HUGHES. O. P. GOTIILIN. CAPITAL STOCK MILEAGE. The mileage represented by capital stock, as reported for 1906, compared with the two preceding years. The main line road, including branches and spurs 1906, 8,988.12 miles. An increase in 1906 of 65.84 miles. Main line, not including branches and spurs 1906, 8,408.70 miles. An increase in 1906 of 82.86 miles. 1905, 8,325.84 miles. A decrease in 1905 of 13.29 miles. 1904, 8,339.13 miles. An increase in 1904 of 42.72 miles. Branches 1906, 579.42 miles. A decrease in 1906 of 17.02 miles. 1905, 596.44 miles. An increase in 1904 of 1.87 miles. 1904, 594.57 miles. An increase in 1904 of 51.77 miles. Second, third and fourth tracks 1906, 1,623.11 miles. An increase in 1906 of 134.46 miles. 1905, 1,488.65 miles. An increase in 1905 of 134.43 miles. 1904, 1,354.22 miles. An increase in 1904 of 131.98 miles. Yards and side tracks 1906, 5,066.51 miles. An increase in 1906 of 314.24 miles. 1905, 4,752.27 miles. An increase in 1905 of 225.75 miles. 1904, 4,526.52 miles. An increase in 1904 of 319.64 miles. Total miles of all tracks 1906, 15,677.74 miles. An increase in 1906 of 514.54 miles. 1905, 15,163.20 miles. An increase in 1905 of 348.76 miles. 1904, 14,814.44 miles. An increase in 1904 of 546.11 miles. The total mileage, entire line, of railroads operated in and through Ohio is 19,303.24, of which 8,988.12 miles are within the State of Ohio, or 46.54 per cent. MILEAGE OPERATED. Main line 1906, 6,328.96 miles. A decrease in 1906 of 6.11 miles. 1905, 6,335.07 miles. A decrease in 1905 of 21.09 miles. 1904, 6,356.16 miles. A decrease in 1904 of 176.92 miles. |