429, 192 S. W. 958, P. U. R. 1917 D, 752).

This section should receive a liberal construction

(2 Mo. P. S. C. 690, P. U. R. 1916 B, 1004).

JURISDICTION. The Commission may require a railroad to operate sleeping cars (269 Mo. 634, 192 S. W. 86, P. U. R. 1917 C, 971), maintain track scales (4 Mo. P. S. C. 285), or terminal facilities at stockyards for the handling of live stock (2 Mo. P. S. C. 406, P. U. R. 1915 D, 661), or provide adequate sites for grain elevators (3 Mo. P. S. C. 529), or direct it to apply to the municipal authorities and take essential legal steps to obtain necessary franchises for the erection of a passenger station (2 Mo. P. S. C. 690, P. U. R. 1916 B, 1004), or compel the construction and maintenance, repair or improvement of railroad depots and stations (2 Mo. P. S. C. 690, P. U. R. 1916 B, 1004; 1 Mo. P. S. C. 334). The Commission may not, in view of Art. 12, Sec. 20, Const., direct a street railroad to apply to the proper municipal authorities for the necessary franchises to construct and operate its system in new territory, but may order constructions of sidetracks, etc., incidental to the operation of the main line (Mo. 192 S. W. 958, P. U. R. 1917 D, 752). Constitution, Art. 12, Sec. 20, applies to the power of the Commission to order a street railroad extension (270 Mo. 429, 192 S. W. 958, P. U. R. 1917 D, 752) as the word "construct" means to build, whether by initial location or extension (Ibid.) and "operation" means to use for the purposes of the construction (Ibid.) Sanitary rules and regulations for the operation of street cars are subject to the Commission's jurisdiction (2 Mo. P. S. C. 357, P. U. R. 1915 D, 482). Quare as to Commission's authority to substitute temporary stage or bus service for street railway service or temporary operation of cars over other streets than those for which authority has been granted (1 Mo. P. S. C. 291). The adequacy of a proposed station site rests with the Commission (2 Mo. P. S. C. 289, P. U. R. 1917 C, 865). Consult also Sec. 16.

STATIONS AND STOPS. RAILROADS. It is the duty of railroads to stop one train daily at towns having 200 inhabitants (1 Mo. P. S. C. 389), but public convenience and necessity found not to justify stopping of an additional fast local train on flag thereat (4 Mo. P. S. C. 262). Aid in procurement of rights of way was not made the basis for certain railroad train service (2 Mo. P. S. C. 430, P. U. R. 1915 D, 961). The test in determining reasonableness of requiring interstate train to stop at stations is adequacy of existing local service (1 Mo. P. S. C. 624); and the public convenience and necessity of a nearby city (4 Mo. P. S. C. 317), of a county seat having 2,500 inhabitants (4 Mo. P. S. C. 230, P. U. R. 1917 B, 417), of parties served at a second station within a city (3 Mo. P. S. C. 345), and of a village of 300 (2 Mo. P. S. C. 510) has been found sufficient to require the stopping of an interstate train, including the routing of a train around a loop (2 Mo. P. S. C. 430, P. U. R. 1915 D, 961), as well as flag stops (2 Mo. P. S. C. 525); whereas operating conditions (3 Mo. P. S. C. 345), existence of other stations within the city (2 Mo. P. S. C. 690, P. U. R. 1916 B, 1004), or adequate local train service (1 Mo. P. S. C. 624) has precluded such an order. Carriers should be permitted to operate through service free from delays occasioned by local service where local service is adequate (1 Mo. P. S. C. 624), but the effect of additional stops upon an interstate train are considered only when advisability of making such stops is presented for determination (2 Mo. P. S. C. 510). Other factors considered in determining adequate local train service set forth (4 Mo. P. S. C. 230, P. U. R. 1917 B, 417; 2 Mo. P. S. C. 430, P. U. R. 1915 D, 961; 2 Mo. P. S. C. 510). Operating conditions preventing a stop at the station without a back down movement, a stop 400 to 500 feet from the station is approved in a village of 700 (2 Mo. P. S. C. 468) as well as stopping on a siding for passage of opposing train and later discharging passengers (Ibid.) Operation of certain trains to and from a given terminus found necessary (4 Mo. P. S. C. 695).

INTERURBAN RAILWAYS. In passing upon the public convenience and necessity of interurban railway stops or stations, consideration has been given advantages due to short distance and quick and convenient transportation of through traffic (1 Mo. P. S. C. 205; 1 Mo. P. S. C. 370; 2 Mo. P. S. C. 94), the safety of operation, limit of vision and adequacy of existing service (1 Mo. P. S. C. 224), the number of persons who cannot be conveniently served at an existing station and the security of the public (1 Mo. P. S. C. 51), and the distance a passenger has to travel to reach a station after reaching the line of railroad (2 Mo. P. S. C. 94). Greater local convenience has been held to outweigh the greater danger attending the location of an existing station on another site (3 Mo. P. S. C. 573), whereas the establishment of a station 2,000 feet from an existing station has been found unnecessary (2 Mo. P. S. C. 94). A six months test considered necessary to determine contentions of two nearby towns as to justness of claim for stop of limited interurban train at one (3 Mo. P. S. C. 568). STREET RAILWAY. Pendency of proceedings for elimination of street railway stops before the Commission does not preclude action by proper municipal authority (4 Mo. P. S. C. 499). It is necessary to investigate fully each proposed elimination of street railway stops (4 Mo. P. S. C. 499) and a test for that purpose has been ordered (Ibid.), their elimination not being justified on the ground that applicant believes an ordinance goes further than is prudent, necessary or convenient (Ibid.), but mid-block stops in the business district of a city of 19,000 are unnecessary (2 Mo. P. S. C. 619, P. U. R. 1916 A, 1013). Additional street railway stops ordered upon showing that the proposed stops would serve a greater number conveniently than existing stops (4 Mo. P. S. C. 252). See also Sec. 47-2.

BUILDINGS, ETC. Carriers using the tracks of others under contracts precluding the transaction of local business thereover not required to join in construction, maintenance or operation of local station facilities (1 Mo. P. S. C. 83). Expenditures for depots should be wisely made for modern buildings of adequate size (1 Mo. P. S. C. 334) upon convenient sites (1 Mo. P. S. C. 109), but given an adequate site, the railroad will not be compelled to use another (2 Mo. P. S. C. 289, P. U. R. 1915 C, 865), even though the proposed site be the better where there is an existing station (2 Mo. P. S. C. 690, P. U. R. 1916 B, 1004). However, public convenience and necessity, expenses and dangers attending may cause the selection of one site for a station in preference to another (1 Mo. P. S. C. 464). Reasonable station facilities are required irrespective of profitableness to carrier of point in question (4 Mo. P. S. C. 325, P. U. R. 1917 B, 925), but expenditure of a substantial sum for an additional passenger station is not justified on general allegations that depot concessions will supply the cost of maintenance (2 Mo. P. S. C. 690, P. U. R. 1916 B, 1004), nor is the erection and maintenance of a union station with no prospect of increased revenue required of four railroads intersecting at grade in a city furnished individually adequate station facilities (2 Mo. P. S. C. 160, P. U. R. 1915 C, 72). To justify an additional station in a city having other stations, a substantial number of persons and industries, not receiving convenient service, should be served, the public safety not endangered, property rights given due observance and convenience of interstate passengers not ignored (2 Mo. P. S. C. 690, P. U. R. 1916 B, 1004), and only that portion of the population not receiving convenient service at existing stations is to be considered (Ibid.) Public convenience and necessity found to warrant the construction and maintenance of a joint station (1 Mo. P. S. C. 83), of a nonagency freight and passenger station (4 Mo. P. S. C. 325, P. U. R. 1917 B, 925), and of station buildings by an interurban railroad (4 Mo. P. S. C. 335). R. S. 1909, Secs. 3094, 3215, 3216 and 3222 have reference to the maintenance of depots at railroad grade intersections outside the corporate limits of cities only (2 Mo. P. S. C. 160, P. U. R. 1915 C, 72). Evidence held insufficient to sustain an order requiring the construction of a new depot, instead of repairing, improving and enlarging the existing one (— Mo. - 196 S. W. 369, reversing and remanding 2 Mo. P. S. C. 249). Construction of chats platform at, but not a shelter to, stopping point of a passenger train some 400 to 500 feet from the station (2 Mo. P. S. C. 468) ordered. While the installation in depots of the telephone service of the company having the largest number of subscribers in the city constitutes compliance with statutory provisions (3 Mo. P. S. C. 426; 2 Mo. P. S. C. 157, P. U. R. 1915 A, 61), public convenience has been held to (3 Mo. P. S. C. 426) and not to (2 Mo. P. S. C. 157, P. U. R. 1915 A, 61) require the installation of a 'phone of each of two competing companies. The installation of a mutual telephone company's 'phone in a station not ordered (3 Mo. P. S. C. 549).

MISCELLANEOUS. RAILROADS. The loading and unloading of shipments constitute part of the obligation of carriage (4 Mo. P. S. C. 702), and it is the duty of railroads to construct and maintain switches and freight houses at towns having a population over 200 (1 Mo. P. S. C. 389), but this duty does not require the furnishing of storage space for goods intended for carriage but not offered for that purpose (3 Mo. P. S. C. 372; 3 Mo. P. S. C. 529). The construction of additional tracks and terminal facilities at stockyards (2 Mo. P. S. C. 406, P. U. R. 1915 D, 661) and the removal of stockyards to the end of a team track, with provision for a twenty-foot roadway for relief of congestion in loading and unloading (2 Mo. P. S. C. 460) has been ordered; whereas failure to establish a demand (3 Mo. P. S. C. 301), as at a village having sidetrack facilities and situate one-half mile from reasonable accommodations (1 Mo. P. S. C. 389), precludes an order requiring stockyard facilities. The maintenance of track scales has been ordered upon a showing of public convenience and necessity therefor (4 Mo. P. S. C. 285; 4 Mo. P. S. C. 291). The obligation of a railroad to efficiently serve the public is not to be disregarded in satisfying a demand for a grain elevator on its right of way (3 Mo. P. S. C. 529), but where each of two proposed elevator sites on railroad property is adequate, the initial selection of the site rests with the railroad (Ibid.) Lack of definiteness as to location of a proposed switch track held to preclude a change in location (3 Mo. P. S. C. 372). Evidence insufficient to warrant discontinuance of sleeping car service (269 Mo. 634, 192 S. W. 86, P. U. R. 1917 C, 971; affirming 2 Mo. P. S. C. 646, P. U. R. 1916 B, 223). Forty-two acres considered adequate for station yards of a seventy mile railroad operating one train each way daily (3 Mo. P. S. C. 1, P. U. R. 1916 C, 607). A street of 50 to 60 ft. in width considered sufficient to accommodate travel to and from a station in city of 6,000 (2 Mo. P. S. C. 289, P. U. R. 1915 C, 865). In so far as "facilities as shall be safe and adequate" relate to headlights on switch engines of interstate carriers, it is superseded by the act of Congress of March 4, 1915, manifesting a purpose to regulate the proper equipment of interstate railroad locomotives (2 Mo. P. S. C. 560, P. U. R. 1915 F, 489, but see 242 U. S. 255).

STREET RAILWAYS. The necessity of the city as a whole is to be taken into consideration in the development of a street railway system (2 Mo. P. S. C. 357, P. U. R. 1915 D, 482), additions and extensions, although unprofitable where the fares as a whole are remunerative (2 Mo. P. S. C. 357, P. U. R. 1915 D, 482) being made where necessary, but not by a utility barely making operating expenses (2 Mo. P. S. C. 619, P. U. R. 1916 A, 1013). Street railway extensions should be over the shortest route serving the greatest number to the

greatest advantage (2 Mo. P. S. C. 357, P. U. R. 1915 D, 482), but easy grades, the demand for service and possibility of future growth (2 Mo. P. S. C. 619, P. U. R. 1916 A, 1012) may render a longer route preferable, or existing conditions may not justify the extension (2 Mo. P. S. C. 98). Temporary rerouting of street cars, on account of expense and danger involved (4 Mo. P. S. C. 19; 4 Mo. P. S. C. 647) or substitution of bus service where time consumed is not generally lessened (1 Mo. P. S. C. 291) or construction of temporary tracks, on account of expense and delay (1 Mo. P. S. C. 291) found unnecessary. Reconstruction of street railway tracks to proceed as rapidly as possible where company is financially unable to proceed at once (2 Mo. P. S. C. 619, P. U. R. 1916 A, 1013). Questions dealing with heating, ventilation and crowded condition of street cars should be taken up in connection with the system as a whole (1 Mo. P. S. C. 291). Street railway passenger cars should be free from filth and rubbish, fumigated at least once a week, equipped with ventilating devices, thermometers, heaters and destination and route signs (2 Mo. P. S. C. 357, P. U. R. 1915 D 482), flat wheels and flanges causing unnecessary noise and jarring should be remedied (Ibid.) and provision should be made for inspection and report on their condition (Ibid.) Smoking on street cars should be prohibited except on three rear seats in mild weather (2 Mo. P. S. C. 357, P. U. R. 1915 D, 482). The use of front doors of street cars as exits (2 Mo. P. S. C. 357, P. U. R. 1915 D, 482; 2 Mo. P. S. C. 619, P. U. R. 1916 A, 1013) and rear doors as entrances (2 Mo. P. S. C. 619, P. U. R. 1916 A, 1013) is to be encouraged. See also Sec. 47-2.

Sec. 50. Power of commission to abolish or permit grade crossings.—1. No public road, highway or street shall hereafter be constructed across the track of any railroad corporation at grade, nor shall the track of any railroad corporation be constructed across a public road, highway or street at grade, nor shall the track of any railroad corporation be constructed across the track of any other railroad or street railroad corporation at grade, nor shall the track of a street railroad corporation be constructed across the tracks of a railroad corporation at grade, without having first secured the permission of the commission: Provided, that this subsection shall not apply to the replacement of lawfully existing tracks. The commission shall have the right to refuse its permission or to grant it upon such terms and conditions as it may prescribe. (Laws 1913, p. 589.)

2. The commission shall have the exclusive power to determine and prescribe the manner, including the particular point of crossing, and the terms of installation, operation, maintenance, apportionment of expenses, use and protection of each crossing of one railroad by another railroad or street railroad, and of a street railroad by a railroad, and of each crossing of a public road or highway by a railroad or street railroad and of a street by a railroad or vice versa, so far as applicable, and to alter or abolish any such crossing, and to require, where, in its judgment, it would be practicable, a separation of grades at any such crossing heretofore or hereafter established, and to prescribe the terms upon which such separation shall be made and the proportions in which the expense of the alteration or abolition of such crossings or the separation of such grades shall be divided between the railroad or street railroad corporations affected or between such corporations and the state, county, municipality or other public authority in interest. (Laws 1913, p. 589.)

For matters relating to:

Interchange tracks, see Sec. 47-4.

Interlocking plants, block signals, etc., see also Sec. 116.

IN GENERAL. Rules governing the construction, maintenance and operation of interlocking plants (G. O. No. 10, Cir. No. 22). In the matter of block signals, interlocking

and train order statistics (G. O. No. 11, Cir. No. 23). Highway grade intersections with railroads have been approved (1 Mo. P. S. C. 114; 1 Mo. P. S. C. 370; 1 Mo. P. S. C. 394; 1 Mo. P. S. C. 412; 4 Mo. P. S. C. 265; 4 Mo. P. S. C. 597; 4 Mo. P. S. C. 606; 4 Mo. P. S. C. 682) and denied (2 Mo. P. S. C. 222; 3 Mo. P. S. C. 551, P. U. R. 1916 E, 56; 1 Mo. P. S. C. 375), on account of the danger involved (1 Mo. P. S. C. 375), the existence of crossings furnishing reasonable accommodations (2 Mo. P. S. C. 222; 1 Mo. P. S. C. 375), or the extraordinary vigilance required of motormen (3 Mo. P. S. C. 551, P. U. R. 1916 E, 56). The separation of grades at highway intersections with railroads have been approved (1 Mo. P. S. C. 699; 4 Mo. P. S. C. 573; 4 Mo. P. S. C. 101; 2 Mo. P. S. C. 454; 2 Mo. P. S. C. 471, P. U. R. 1915 F, 149) and considered unnecessary (4 Mo. P. S. C. 522, P. U. R. 1917 C, 42). The construction of an interlocker (4 Mo. P. S. C. 60; 4 Mo. P. S. C. 78; 4 Mo. P. S. C. 116) and crossing gates (1 Mo. P. S. C. 25) at railroad grade intersections have been ordered. JURISDICTION. Neither the Commission's authority to apportion expenses hereunder (4 Mo. P. S. C. 573) nor the repeal of this section is affected by Laws 1913, p. 696 (4 Mo. P. S. C. 269, P. U. R. 1917 B, 315; 4 Mo. P. S. C. 275), but the Public Service Commission law does not affect a railroad's obligations incurred under a valid prior enacted ordinance to bear the expense of and construct a viaduct (262 Mo. 720, 174 S. W. 73. But see 1 Mo. P. S. C. 644; 2 Mo. P. S. C. 295, and 4 Mo. P. S. C. 296, with reference to obligation incurred by municipality). Exercise of authority hereunder is administrative (4 Mo. P. S. C. 116), and proceedings may be instituted by any person irrespective of direct damage to him (4 Mo. P. S. C. 573). The manner of intersection of highways with railroads is a matter of state concern (2 Mo. P. S. C. 471, P. U. R. 1915 F, 149), and this Commission has full authority over the intersection of railways with highways (1 Mo. P. S. C. 640, 4 Mo. P. S. C. 573), its consent being essential to construction (3 Mo. P. S. C. 551, P. U. R. 1916 E, 56). The exclusive control over municipal streets, vested in certain cities, is withdrawn hereby to the extent provided (4 Mo. P. S. C. 499; 2 Mo. P. S. C. 471, P. U. R. 1915 F, 149). The installation of protective devices at railroad grade crossings is subject to the Commission's jurisdiction (4 Mo. P. S. C. 78), as is the apportionment of expenses incurred (4 Mo. P. S. C. 573; 4 Mo. P. S. C. 269, P. U. R. 1917 B, 315: 4 Mo. P. S. C. 275); and this, irrespective of contract provisions (4 Mo. P. S. C. 116; 4 Mo. P. S. C. 296, P. U. R. 1917 B, 425; 2 Mo. P. S. C. 295; 1 Mo. P. S. C. 640), or institution of statutory proceedings for the establishment of the highway (4 Mo. P. S. C. 265). The Commission's jurisdiction extends over railroad and street intersections whether the grades were separated before or after the enactment of this law (4 Mo. P. S. C. 296, P. U. R 1917 B, 425; 1 Mo. P. S. C. 640) and is not withheld on the theory that it was invoked to condemn the railway right of way (3 Mo. P. S. C. 551, P. U. R. 1916 E, 56). The Commission's jurisdiction is not affected by agreements with respect thereto (4 Mo. P. S. C. 606), by the absence of power of eminent domain (2 Mo. P. S. C. 471, P. U. R. 1915 F, 149), by the failure to acquire the necessary right of way (4 Mo. P. S. C. 573; 4 Mo. P. S. C. 597) or prosecute condemnation proceedings (4 Mo. P. S. C. 692; 4 Mo. P. S. C. 269, P. U. R. 1917 B, 315), as approval of construction of high way across railroad may be had before or after statutory proceedings establishing highway are had (4 Mo. P. S. C. 269, P. U. R. 1917 B, 315), or by failure to obtain the consent of the railroad or receiver to the proposal (4 Mo. P. S. C. 573), nor is the determination whether a crossing is private or public a condition precedent (4 Mo. P. S. C. 682). The Commission is without authority to order installation of a private walk (4 Mo. P. S. C. 681) or a private farm crossing, where the safety of the public and employes or service to the public is not affected (1 Mo. P. S. C. 621), across railroad tracks, nor is it vested with jurisdiction to assess damages (4 Mo. P. S. C. 269, P. U. R. 1917 B, 315; 4 Mo. P. S. C. 275), or to pass upon legality of the delegation of state's police power hereunder (4 Mo. P. S. C. 269, P. U. R. 1917 B, 315. But see 1 Mo. P. S. C. 640, stating the Legislature may vest the Commission with authority over intersections of public highways with railroads).

POLICY OF COMMISSION. This section evinces a policy to prevent inconvenience and delay and to protect life, limb and property (1 Mo. P. S. C. 114; 3 Mo. P. S. C. 551, P. U. R. 1916 E, 56), and it is the policy of the Commission to promote the safety of the public by eliminating dangerous grade crossings so far as possible (1 Mo. P. S. C. 114; 1 Mo. P. S. C. 370; 1 Mo. P. S. C. 412).

SAFETY DEVICES. Crossbar or gate devices and flagmen (1 Mo. P. S. C. 114), installation of audible and visible signais (2 Mo. P. S. C. 172; 1 Mo. P. S. C. 412) and the vacation of streets and alleys (1 Mo. P. S. C. 114) have been made conditions to the granting of consent hereunder. Construction of a subway held in abeyance on account of straightened financial circumstances of utility and absence of immediate necessity (2 Mo. P. S. C. 471, P. U. R. 1915 F, 149). The statutory right of railroads to cross public highways is coupled with the statutory duty of restoring the highway to its former state (1 Mo. P. S. C. 640). Vertical clearances of 22 feet, 3 inches for overhead structures above railroad tracks considered ample (4 Mo. P. S. C. 278). Objections to narrowness of roadway of viaduct due to limited vision ordered remedied through lessening of the grades of the approaches (2 Mo. P. S. C. 295). New viaduct across railroad tracks (4 Mo. P. S. C. 278) or repair of the old

(2 Mo. P. S. C. 295) ordered where viaduct found unsafe. The construction of retaining walls (2 Mo. P. S. C. 471, P. U. R. 1915 F, 149; 4 Mo. P. S. C. 338) and track changes (4 Mo. P. S. C. 338) have received consideration.

APPORTIONMENT. Apportionment of expenses of construction, operation and maintenance between interested utility and other interested party, based more or less upon portion of improvement within and without railroad right of way (4 Mo. P. S. C. 573; 4 Mo. P. S. C. 597; 4 Mo. P. S. C. 606); or otherwise when affected by individual characteristics (1 Mo. P. S. C. 412; 1 Mo. P. S. C. 699; 1 Mo. P. S. C. 640; 2 Mo. P. S. C. 295; 2 Mo. P. S. C. 454; 2 Mo. P. S. C. 471, P. U. R. 1915 F, 149; 4 Mo. P. S. C. 101; 4 Mo. P. S. C. 265; 4 Mo. P. S. C. 269, P. U. R. 1917 B, 315; 4 Mo. P. S. C. 275; 4 Mo. P. S. C. 296, P. U. R. 1917 B, 425; 4 Mo. P. S. C. 682), or, as between interested carriers, on the track basis (4 Mo. P. S. C. 338) have been made. The cost of construction, operation and maintenance of interlocking plants have been apportioned on the train basis (4 Mo. P. S. C. 78), with an arbitrary allowance for peculiar conditions (4 Mo. P. S. C. 60), irrespective of contract provisions covering subject matter (4 Mo. P. S. C. 116).

Sec. 51. Power of commission to order changes in time schedules, running of additional cars and trains.—If, in the judgment of the commission, any railroad corporation or street railroad corporation does not run trains enough or cars enough or possess or operate motive power enough, reasonably to accommodate the traffic, passenger and freight, transported by or offered for transportation to it, or does not run its trains or cars with sufficient frequency or at reasonable or proper time having regard to safety, or does not run any train or trains, car or cars, upon a reasonable time schedule for the run, the commission shall, after a hearing, either on its own motion or after complaint, have power to make an order directing any such railroad corporation or street railroad corporation to increase the number of its trains or of its cars or its motive power or to change the time for starting its trains or cars or to change the time schedule for the run of any train or car or make any other suitable order that the commission may determine reasonably necessary to accommodate and transport the traffic, passenger or freight, transported or offered for transportation. (Laws 1913, p. 590.)

For matters relating to:

Furnishing of cars, see Sec. 38.

Service in general, see Secs. 27, 43, 47-2.
Equipment and facilities, see Sec. 49.

ADDITIONAL TRAINS OR CARS. Commission will not unhesitatingly require additional passenger service entailing considerable loss where existing service is merely inconvenient (1 Mo. P. S. C. 278). The operation of an additional passenger train, upon test found to yield a return, ordered continued (2 Mo. P. S. C. 306), whereas continued service by a passenger train operated at a loss is not ordered (4 Mo. P. S. C. 310; 2 Mo. P. S. C. 89). The Commission is without authority to permit the discontinuance of Sunday passenger train service (4 Mo. P. S. C. 707). A bona fide test (4 Mo. P. S. C. 381, P. U. R. 1917 B, 542) and consent to or action by the state is essential to voluntary abandonment of a branch line railroad (Ibid.) The mere fact that loss is incurred on branch line service does not render a Commission order therefor void (269 Mo. 634, 192 S. W. 86, P. U. R. 1917 C, 971), unless cost of operation so outweighs public benefits as to render continuance of service unreasonable (4 Mo. P. S. C. 381, P. U. R. 1917 B, 542) or unduly impairs adequate service on the remainder of the system (Ibid.), but facts and circumstances must justify an order requiring operation of an abandoned portion of a railroad (Ibid.) Discontinuance of a passenger train (4 Mo. P. S. C. 707), without the substitution of motor car service (Ibid.), on a branch line has been permitted upon condition that Sunday passenger service be afforded, but restoration of service by the legal owner over an abandoned leased branch line railroad has been ordered for a test period (4 Mo. P. S. C. 381, P. U. R. 1917 B, 542). For street railways see Secs. 47-2, 49.

TIME SCHEDULES.

Proposed changes in time schedules should be preferable to existing ones (1 Mo. P. S. C. 232), such as to permit making a round trip between certain points daily (1 Mo. P. S. C. 278). Publication of time schedules ordered (4 Mo. P. S. C.