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UNITED STATES PATENT OFFICE

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Street j^allway Journal

Vol. XXV.

NEW YORK, SATURDAY, APRIL 1, 1905.

No. 13.

Published Eveky Saturday by the

McGraw Publishing Company

Main Office:

NEW YORK, Engineering Building, 114 Liberty Street.

Bkanch Offices: t' j ,

Chicago: Monadnock Block. |1 ^ ^.j

Philadelphia: 929 Chestnut Street. M'''

Cleveland: Cuyahoga Building. \<

London: Hastings House, Norfolk Street, Strand.

Cable Address, "Stryjourn, New York"; "Stryjoum, London" — Lieber's Code

used.

Copyright, 1905, McGraw Publishing Co.

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Of this issue of the Street Raikvay Journal 8300 copies arc
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average of 8250 copies per week.

Annealing Trolley Wires

The practice of connecting together different sections of
trolley wire in a large city system has hoth advocates and op-
ponents. There are a few who will maintain that it is in every
way a desiral)le practice to bridge across the various section
insulators with jumpers of one kind and another, but many
companies have been driven to it by either a temporary or
chronic lack of sufficient feeder copper. Theoretically, the
ideal method is to keep each section of trolley wire entirely in-
sulated from every other section and with a circuit breaker at
the power station for each section, so that the break-
ing and grounding of the trolley wire in one section will in no
way interfere with the operation of the balance of the system.
It will frequently happen, however, -that cars will get bunched
on one section so as to cause an excessive dro]) of potential

while adjoining sections may be very lightly loaded. In order
to enable the feeders on one section to be assisted by those on
adjoining sections, it has become a very common practice to
put jumpers around the section insulators so as to connect to-
gether the different sections through the medium of fuses or
automatic circuit breakers. Thus current can be fed into a
section from adjoining sections as well as from its own feeder
inVcase it has an exceptionally heavy load, while at the samt
t'infe, if there is an actual dead ground, the circuit breakers
w^'ll open so as to isolate the grounded section. The main ob-
V jection to this practice is that it requires a much heavier cur-
rent on the trolley line to open all the circuit breakers than it
would to open simply the feeder circuit breakers supplying it,
because the trolley wire section has three sources of supply,
viz., its own feeder circuit breaker and the circuit breaker at
each end connecting it with the adjoining section.

On a large city system in practice, this objection may mean
that sufficient current can flow through the trolley wire to
anneal long lengths of it before the circuit breakers open. Its
life after such an annealing process is, of course, no Ijetter than
would be that of a soft drawn wire. In fact, it is almost ruined
for trolley service. The current required on the modern city
railway system in the downtown districts when large numbers
of cars of about 40 tons weight are operated, is such as to make
it necessary to set all circuit breakers for very heavy current,
and it sometimes does not take a great deal more than the regu-
lar current to anneal the wire. Thus, a trolley wire may be
carrying a heavy current to supply the regular load imposed
by the cars, and in addition a ground may come on the line at
some adjoining section, which may not be enough to open the
circuit breaker between the sections, but still be sufficient to
anneal some of the trolley wire.

One practice which gives some of the advantages of -utilizing
all the feeder copper at points of greatest load, while at the
same time lessening the danger of ruining considerable lengths
of trolley wire, is that of placing equalizers between the feed
wires at various points and inserting automatic circuit breakers
or fuses in these equalizers. The trolley wire is then not called
upon to carry current to any other section than its own. Of
course, if the trolley line is not paralleled with a sufficiently
■ heavy feeder where the traffic is very heavy near a power sta-
tion, and the trolley wire is thus compelled to carry the total
current for some distance, it will cause such an excessive drop
in the wire as to anneal it in ordinary service, InU such condi-
tions are not often found.

xA-nother cause of annealed trolley wire is the use of soldered
ears for supporting the wire. The wear is always greatest at
the points of support in any event, and the annealing of the
wire by a soldering torch at this point causes a considerable
shortening of the life of the wire. It is this that has caused
mechanical clamps and clips to be so popular with line super-
intendents, and incidentally has helped the introduction of fig-
ure 8 and grooved sections of trolley wire, wliich arc well
adapted to mechanical clamps.

82378

576

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

A Record of the Zossen Tests

More than usual interest attaches to the record of the Ber-
hn-Zossen tests of 1903, which has just become available
through an English translation, for which Dr. Louis Bell has
prepared an introduction discussing the general subject of train
resistance. It is difficult to-day to estimate at its proper value
the pioneering work of which this volume is the record. We
are so used to looking at things through the glasses of current
habits that we unconsciously distort all things which are un-
familiar in outline. A new conception or invention is or is not
greeted with enthusiasm according to its relation to the precon-
ceived category of useful things. If it clearly belongs in the
conventional list of things approved it meets an enthusiastic
reception. Otherwise it is stigmatized as "theoretical" until
long after it has been proved successful, and then is damned
as "uncommercial" by every interest that would be put to trou-
ble by its competition. We need not go outside the line of rail-
way history to grasp the truth of this view. The volume itself
gives a striking bit of inner history in telling the story of the
Berlin-Zossen Railway, and of the bitter opposition it had to
meet from every source — beginning with a doubtful King and
ending with the abuse of exasperated stage owners. No doubt
there were fervent appeals to government to protect "vested in-
terests" by preventing this wanton destruction of their earning
capacity, appeals which have a strangely familiar note even to
us of the twentieth century, used to the march of improve-
ments. The Zossen tests strike deep at the commonplace com-
mercial methods of transportation to which the world is just
now accustomed. They were made for the very purpose of
proving that the world's present methods, however useful,
generally are behind the age in the matter of speed.

It is a somewhat singular thing that the speed records on
railways are by no means always of recent making. Some of
them run back nearly half a century, and many of th^-m more
than a decade, in spite of all recent improvements. Even now
the number of trains in the world that actually are scheduled
above 45 m.p.h. is very small indeed, and the trains on long
runs at anywhere near that speed are even rarer. On all but
the most important lines there is the same old succession of
"peanut trains" as twenty-five years ago, in spite of the very
great improvement in general accommodations. The fact is
that the subsidiary things of travel have been wonderfully de-
veloped, while the main thing — getting there — stays in the
same old place. The great service of the Zossen tests is in
showing beyond the shadow of a doubt that existing speeds can
be comfortably doubled without requiring the fulfillment of any
impracticable or uncommercial conditions. The sources of
previous doubt were threefold. In the first place there was a
current opinion that no practicable roadbed could safely stand
the speeds of 100 m.p.h. to 125 m.p.h. which were to be at-
tempted. Even granting that they could be built, it would be
possible only at prohibitive expense. Second, there were many
who actually believed that the air resistance at these speeds
would be so enormous that even if they could be reached at all,
which was dubious, it would be at a cost in power absolutely
out of the question in practical railroading. And finally, it was
predicted that it would not be practicable to supply energy to
the fast-moving car, even if the amount required were within
the range of possible usefulness. In other words, very many
persons with pretensions of experience in engineering took
very little stock in the practicability of any speeds far beyond
what their own familiar methods and apparatus could compass.

To each of the questions thus raised the experiments re-

counted in this book have given a definite and satisfactory
answer. It proved, as some of those best qualified to judge had
suspected, that the most substantial difficulty to be overcome
was the instability of the ordinary roadbed, designed in accord-
ance with experience at low speeds. In fact, the first series of
Zossen tests was cut short by failure of the roadbed at speeds
still below 100 m.p.h. But in the later tests here recorded it
was shown that without going to unwarrantable expense and
without any radical departure, the track and roadbed could be
made entirely adequate for the speeds attempted. Grades and
curves must, of course, be made relatively easy, the line must
be well ballasted and the rails heavy and well laid, but that
was all, provided the cars were properly designed. The most
important new fact brought to light was the value of intelli-
gent truck design and the need of proper balance in the moving
parts. Given this, the motion at the highest speeds reached
was steady and smooth, without it there was trouble at once.
A common sleeper ran at speeds little above 100 m.p.h., with
vibration altogether too severe. But balancing, just as in the
case of a fast torpedo boat, removed the difficulty in a very
.satisfactory njanner. As to the actual power required it proved
to be nothing at all forbidding either from the technical or the
commercial point of view. This matter is fully taken up in
the introduction to the work. As there indicated, the mistaken
notions on this point came mainly from reckless extrapolation
far beyond the safe range of the older data. And, singularly
enough, little weight seems to have been attached to the fact
that nearly all the experimental runs with locomotives at high
speed had clearly indicated much lower values of the total re-
sistance than were customarily taken in the working formulae
hitherto used. In this, as in many other things, the Zossen
runs here recorded show that high speed is easier than had
been supposed.

The questions of power supply were likewise given definite
and favorably answers. Given a supj^ly of current at a voltage
high enough to keep the total current per contact within reason-
able bounds, ample energy could be delivered to the moving
car. Even with the three flying contacts made necessary by
the polyphase supply, no trouble of any moment was experi-
enced. If later it should prove practicable to utilize single-
phase current upon the car, the task of power supply would be
rendered still easier. In any case, it is not in the least forbid-
ding. The engineering difficulties of the task being thus dis-
posed of, by no means the least interesting part of the book
will be found to be the discussion of the commercial side of the
problem. Here it has turned out, as in other similar studies
of transportation, that the limit to profitable first cost is the
density of traffic. No one would think of building a four-track
railroad through a country devoid of large towns and of large
cities as termini. Just so, no one would think of building a
road for very high speed where the traffic was light. But given
a line between large cities with heavy traffic on the express
trains and one finds a state of things where high speed will pay.
The various projects for a Berlin-Hamburg fast line presented
in this volume make it very evident that u paying traffic is in
sight there, and there is little reason to doubt that similar lines
could be laid out in this country. With this fact once made
clear, there is good hope that some fast line will be built ere
long. The speeds now in vogue are those adapted better to
hastily built roads in a partially developed country than to
trunk lines in the heart of a great nation. The Zossen trials
have cleared the way for action in a way that is comprehensive
and final. From this time forth one cannot pass over high-

April i, 1905.]

STREET RAILWAY JOURNAL.

577

speed projects as chimerical and impracticable. They must be
discussed fairly and upon their merits. A few years of fast
automobile work will make a mile a minute seem tame in the
eyes of the public, and then the railroads will rise to the oc-
casion. Meanwhile the world should be grateful for the ad-
mirable pioneering done by the Studiengesellschaft, as recorded
in the volume which we are glad to be able to give to the
American public. May it soon usher in the new era !

Car Design

The adoption of electric power for rapid transit lines has
been followed by a curious interchange in car design between
Europe and America during the last four or five years. For a
long time the cross-seat center-aisle car was recognized as the
standard American steam coach, just as the compartment car
was considered the standard of the British steam lines. But on
both sides of the water the previous seating arrangement was
not found desirable, so that, while the British tube lines have
introduced and are operating end entrance cars, the latest
American practice is decidedly toward the use of the side door
car. The coming adoption of electricity on steam lines for sub-
urban service emphasizes the importance of a study of the rela-
tive advantages of different arrangements of seats, and for this
reason the article by Mr. Fox, on another page, will be of in-
terest. In this article the seating arrangements of some twenty-
four different types of cars are discussed, and the writer sug-
gests as a compromise a multi-side entrance car with seats for
eighty passengers and a capacity for loading and carrying away
5760 passengers an hour from a terminal. The number of seats
provided in this car is exceeded only by the British Great
Eastern and French Quest cars, both of which are impractical
under American conditions, and by one of the types on the
Liverpool Elevated Railway, which has three doors on
each side.

The proposed car is made up by combining a number of fea-
tures from other cars, principally from the Illinois Central,
Berlin and Liverpool elevated types, and has a great many
points to recommend it. At the same time, we believe that for
the average conditions of city rapid transit service Mr. Fox
lays too much stress on providing a large number of seats.
With the growing congestion on surface lines, there is an in-
creasing tendency to use the elevated and subway lines for
short distance riding, and in this service many passengers
would prefer to stand rather than take the trouble to secure a
seat if it is much further from the door than the place available
for standing. Again, we can foresee serious objections to the
multi-side door in any service where it is impossible to carry
away from the platform all of the passengers who may wish
to travel by that train. This would be particularly true in the
case of a transfer station like the island express stations in the
New York Subway, where there is a constant stream of pas-
sengers across the platform from one train to the other, and
where it would be very difficult for an end guard to close simul-
taneously a number of side doors unless assisted by a large
number of station guards.

Rapid transit service can be roughly divided into four classes,
each of which theoretically calls for a different type of car to
best fulfil all the requirements. The first division would be
that of purely suburban service, where the average haul is from
10 miles to 15 miles, and where there is plenty of time at the
terminals to load and unload, but where the intervening stops
should be brief. As there is no standing load, the ordinary

steam passenger coach would fill these conditions fairly well if
its entrance and exit facilities were better. For such a service
the cross-seat center-aisle car with extra large end entrances,
or with possibly one side entrance, would seem desirable.

Where the average ride is shorter, and where the passengers
travel from a few important stations to and from other minor
stations along the route, as in most elevated railway lines,
and on some suburban and subway routes, larger entrances
are of greater importance and standing room is more neces-
sary. For such a service we believe that it is very desirable to
provide considerable open space near the entrances, whether
the latter are at the ends of the car, as in the New York Sub-
way and Chicago^ West Side cars, or if side doors are used, as
on the Paris Metropolitan and London Metropolitan District
Railway. This space is useful as a reservoir or receiver for
the boarding passengers while the doors are being closed and
while the passengers are hunting for seats. It will also serve
as a reservoir, where those who wish to leave the car at the
next station can collect. It might be argued that this space will
be blocked by standing passengers, but if this is the case it
proves that many would prefer to stand here rather than go
further back for a seat, and the remedy is to remove more seats
and give a larger standing area.

Still a third class of service is that of a very short haul with
only a few stations, like a bridge service, where, of course, the
principal desiderata are plenty of standing room and plenty
of doors.

The service on a road with a number of transfer stations in-
troduces still other considerations, as already described. Here
many side doors, while desirable for quick loading and unload-
ing, will prove very difficult to close simultaneously against a
stream of people, unless many station guards are employed.
With tube or subway cars the introduction of side doors may
also be prevented by lack of head room.

There is also no doubt that every opening to a car which is
used by passengers to board and leave it is a source, if not of
accidents, at least of claims, and hence is to be avoided. A
multiplication of doors means a multiplication of claims, and
while we believe in the use of side doors where their operation
can be closely watched and remain under the immediate control
of a station or platform guard, yet an effort should be made to
limit them, except in possibly the third class of road men-
tioned above.

Too much stress should also not be placed upon lengths of
station stops for different types of cars in different cities.
Figures of this kind are interesting for reference, and some
statistics of this kind are presented in this issue. But while
these records have considerable value when made with vary-
ing types of cars in the same city, the difference in habits and
quickness of movement between residents of different cities
vitiates any general conclusions on the length of station stops
as related to car design, unless the effect of these human quali-
ties is given full consideration. There can lie no doubt, how-
ever, that the tendency on both sides of the Atlantic is toward
the abandonment of the old style platform and the introduction
of two or more side doors, usually operated pneumatically from
the end of the car. The Boston Elevated was the first in this
country to use this type for purely electric rapid transit ser-
vice, and the results in that city have proved satisfactory. The
subject is one of the keenest present interest, and Mr. Fo.x's
discussion in this issue will be followed hy other articles trcal-
nig on the same general subject.

578

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

CAR DESIGNS AND CARRYING CAPACITY

BY JOHN P. FOX

The great variety of car designs in Europe suggests, some-
times, that we may have carried standardizing too far in this
country and failed to evolve types that might carry more, earn
and save more than at present. When an American standard
car seats forty-four passengers and a European manager can
get for the same length of car 168 seats, with standing room
easily for 150 more, it certainly sets one to thinking seriously;
as again when a single city surface track and terminal can

and foreign practice for the severest city service. The sliding
side doors shown are usually operated by guards from the car
ends, except with such foreign examples as Berlin, Paris and
Liverpool, where passengers operate the doors themselves.

In the endeavor to shorten station stops, a curious inter-
change of car designs has taken place between this country and
Europe. While the English in their electric trains have aban-
doned their many side doors for American end doors, believing
the latter to allow shorter stops, the Illinois Central Railroad
finds the Manhattan type of car greatly inferior to one with the
seats facing each other and side doors to every group of seats.
The difficulty with English steam cars for rapid transit is, of

n

FIG. l.-PLAN AND CROSS SECTION OF LONDON METROPOLITAN RAILWAY, SHOWING RUNNING BOARD

only allow about 9150 seats an hour with American cars and
methods, and foreign methods can provide for the loading and
cairying away of at least 40,000 seated passengers an hour
through the same city street. The writer has been making for
several years a careful comparative study of American and
European car designs for surface, elevated and underground
service, and hopes that the results will be of some service.
The present article will take up the relative carrying capacity
of different types of cars for elevated, underground or sub-
urban traffic, where high station platforms are used.

In order to compare European and American rapid transit

course, slowness of loading, because passengers naturally
hunt for seats. They are quick enough in unloading, as
shown by the rapidity found by an American engineer recently,
who timed 500 passengers unloading from a Caledonian train
in ten seconds from the time the train stopped. The loading
difficulty has been eliminated in the Illinois Central car by the
introduction of aisles. This enables passengers to enter by the
nearest door and find seats later when the train is in motion.
Again, all difficulties from swinging side doors are solved
by making them sliding. But the English cars still fur-
nish more than twice as many seats as the Illinois Central type

FIG. 2.— GREAT EASTERN RAILWAY, ENGLAND, THIRD-CLASS SUBURBAN CAR, 108 SEATS

practice, a large number of car types have been reduced to the
same dimensions, viz. : length over all, 46 ft. 6^ ins. ; width at
platform, 8 ft. 7 ins. A reduction of 77 : i has been given to
the plans in this paper, so that the scale is i in. equals 6 ft. 5
ins. In order to adapt some foreign cars to these dimensions,
radical changes have been necessary, so that the original types
may not be recognized at once ; but it will be seen that the re-
lations between seats and doors have been preserved. As in
Europe the motorman's cab is usually found only at the ends
of a train, the accompanying designs are all for a middle
car, though many have a cab. In place of European side buffers,
blind platforms have been substituted. In addition to types
now in use, several new ones are given, and the writer would
like to see thoroughly criticised the type given in Figs. 22 to 24,
which is an attempt to combine the best features of American

can for city service, and the latter can hardly be operated safely
where high station platforms are greatly curved, because of
the wide space between the middle of the car and the platform
edge. Now curved high platforms, while absent at the Illinois
Central stations, are very common at English steam railway
stations, and their dangers have been effectively met by the use
of running boards filling up all spaces. The Manhattan type
of car had no such advantage, until the Metropolitan Railway
of London, in its new electric cars, most ingeniously applied
the running board idea, as shown in Fig. i. The car posts are
carried on an angle fastened to the channel underframe. The
car platforms project out still further on brackets, and are con-
tinued the whole length of the car by the projecting running
board.

For suburban service, where time is not of such vital im-

April i, 1905.]

STREET RAILWAY JOURNAL.

579

portance as capacity, no cars, of course, can equal the
new wide rolling stock of the lines out of London. The Great
Eastern Railway has been experimenting with a compound
decapod locomotive which can accelerate a loaded eighteen-car
train i m.p.h per second. With sixty seats to the 27-ft. cars,
one such a train will carry 1080 seated third-class passengers,
and, having the ability to attain a speed of 30 m.p.h. in thirty
seconds, could probably hold its own against electricity for
some time. This is a car with curved sides and swinging doors

rangement is the one illustrated in Fig. 5, only that the
greater width of car than that found in l-'aris allows two seats
on each side of the aisle instead of one and two. This car is
also 75 per cent longer than the Paris single-truck type. The
schedule speed in Paris is much slower than in Liverpool, and
the interchange of passengers much greater at stations, so that
perhaps the wider doors justify the loss of seats. The stops
average about thirteen and a half seconds. The reason why
this car has so many less seats than tlie Liverpool type —

FIG. 3.-LIVERPOOL OVERHEAD RAILWAY, 72 SEATS

on each side, the latter, of course, operated by the passengers.
Fig. 2 shows one of these cars lengthened out to the standard
length adopted in this article for purposes of comparison, when
it would have io8 seats.

The lack of an aisle in the ordinary English steam cars was
overcome in the electric trains of the Liverpool Overhead Rail-
way (see Fig. 3). In spite of the small number of single side
doors this car could probably handle more passengers than
any American type, because of the many seats and their ten-
dency to keep people away from the doors. The Liverpool
station stops were found by the writer to average fourteen
seconds, with a schedule speed of 19 m.p.h. Passengers are
well distributed along the line, getting on mostly during the
first half of trips and off the second half, the only heavy inter-

though the similar plan of seats would seem to furnish the
same — is that the Liverpool doors are very economically placed
between passengers' knees, where but little additional room is
needed ; while the Paris doors, coming between seat backs, allow
no such economy and have nearly twice the aggregate width.

The Manhattan type of car, with its open platforms and sin-
gle end doors, has been greatly improved on in the new Metro-
politan Elevated cars in Chicago (see Fig. 6) and the steel
subway cars in New York. The enclosing of the platforms
and the substitution of sliding doors for gates have remedied
serious defects. With the Interborough cars the giving over
of the whole front of the train to the motorman is in line with
the universal European practice. But with very heavy traffic,
and especially with many passengers getting both on and off

FIG. l^LIVERPOOL OVERHEAD RAILWAY, 90 SEATS

change of traffic occurring at the Pier Head, the middle station
of the line ; but the time lost there is easily made up during the
rest of a run. The weight per seat of an empty three-car train
is 809 lbs., against 790 lbs. for the New York Elevated local
trains, 1251 lbs. for the New York Subway express trains,
about 1590 lbs. with the new Boston Elevated cars, and 732 lbs.
for the City & South London trains, including locomotive.

In order to get more seats to a car, one Liverpool train, I
believe, was built wider at the seat level than at the floor (see
Fig. 4), giving three seats on one side of the aisle, with two on
the other. This economical way of widening did not, affect any
clearances, as other cars already had guard's windows project-
ing about 10 ins. beyond the panels, with a width over all of
about 10 ft. 2 ins., though only 8 ft. 6 ins. wide at the platform.

The first underground cars in Paris had seats facing each
other, as in Liverpool, with narrow side doors, sliding instead
of swinging. The doors were later made double, and this ar-

at the same station, as unexpectedly found in llie New York
Subway, the Manhattan type seems to have some disadvantages.
The first and last cars of a train have only half the entrances
of the other cars, and if it should prove necessary in the future
to keep passengers always circulating in one direction on plat-
forms and in cars — that is. entering a station and all cars at one
end and passing out at the other — it would be impractical with
the front and rear Manhattan cars, and hindered by the cross
seats in the others. Increasing congestion has made American
passengers more and more impatient, especially of waiting for
persons to get off cars before they get on, and if serious delay-
ing conflicts are to be surely avoided perhaps either a regular
circulation will have to be provided or else so many doors fur-
nished that moving passengers will be widely distributed and
tend to get on and off with less friction.

Perhaps this is a good place to introduce the question as to
how rapidly passengers will enter a car at the ends. It will be

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

remembered that tlie new steel subway cars in New York have
sliding side doors with a 38-in. opening. This, considering the
44-in. inside opening, would seem enough to cause passengers
to pass in or out two abreast, and so twice as rapidly as through
the single doors of the wooden subway cars. Yet the writer, in
timing the passage of people through both kinds of doors, has
found the rate of movement only slightly faster through the
single doors than through the double doors, even though pas-
sengers went two abreast at times through the latter. With
doubly wide doors, why should not the rate be much more rapid ?
Various explanations have been suggested to answer this ques-
tion. One is that the outside opening was not wide enough,

follow the Manhattan type closely, the Metropolitan District
Railway has introduced middle doors, 46 ins. wide, in the whole
arrangement, doubling the efficiency of the Manhattan plan.
All the side doors will be operated by compressed air from the
platforms, thus avoiding one of the most serious objections to
middle doors, viz., the expense of platform men. As side doors
have always been used in Europe, less stress is laid upon the
weakening effect on construction from their use than would be
the case in this country. As to the safety of operating middle
doors from the car ends, the experience of the Boston Elevated
Company has been that there is no danger.

The original plans for the car of the Great Northern & City

FIG. 5.— METR01'(_)LITAX RAILWAY, PARIS, 5C SEATS

FIG. C— jMETRuPOLITAN WEST SIDE ELEVATED RAILVv'AY, CHICAGO, 48 SEATS

FIG

-iIETROrt)LITAN DISTRIC'J RAILWAY, LONDON, 4S SEATS

that 48 ins. should have been allowed instead of 38 ins. An-
other is that at the adjacent ends of cars people cannot be fed
rapidly enough to keep four going in or out at once. Then the
passengers wishing to enter line up on each side of the door
openings on the station platforms, tending to leave only a nar-
row lane for the outgoing crowd, and even if persons enter two
abreast they may be obstructed by standing passengers or by
those hunting for seats. Again, it has been suggested that if the
door opening were plainly divided in the middle by a post,
people would not tend to hesitate whether to pass through one
or two at a time, any such chance for hesitation being usually
ground to cause delay. The practicability of a post with slid-
ing or folding doors raises some question, and perhaps it is
best not to try to handle people two at a time at the end of a
car, but to put in a middle door if construction and head room
allow it.

Fig. 7 represents one of the original plans for the Metro-
politan District cars, of London, with open platforms and gates.
The final plans, as illustrated in the S TREET Railway Journal
for March 4. 1905, page 419, provide for enclosed platforms
with sliding doors and drop seats for unused openings. While
the new electric cars o£ the Metropolitan Railway in London

Railway, London (see Fig. 8), provided for three seats on one
side of the aisle, with two on the other, but only two seats on
each side were finally adopted. The former arrangement has
been followed here to illustrate a large possible seating capacity.
Of the folding seats at the middle doors, only the one opposite
the open door is counted in the tables. The width of the car
requires curved sides. The sliding middle doors are intended
for use only at the terminals.

In the Lancashire & Yorkshire Railway, 'Liverpool, third-class
car (see Fig. 9) we find the general plan of a vestibuled Ameri-
can steam car. The actual English cars have some steps at the
entrances, which would be omitted, as drawn, with our high sta-
tion platforms. The actual cars also have a partition, with a door,
in the middle. Being 10 ft. wide over all, three seats are possi-
ble on one side of the aisle. The seats are reversible. The vesti-
Iniles are closed by doors, not gates, and the doors all swing,
and not slide. The windows are unusually large. While this
car has wide entrances, it would, of course, be slow to load
and unload because of the single center aisle, added to the
many seats ; but for a suburban electrified steam line this may
not be of much importance.

The cross seat steam railroad type (see Fig. 10) affords a

April i, 1905.]

STREET RAILWAY JOURNAL.

maximum of comfort in having cross seats facing forward,
and with sHding side doors and inside partitions, with or with-
out doors, drafts can be reduced to a minimum. If passengers
wish to sit facing each other, the seats can easily be turned
over, but no one has to ride backward unless he wishes to do so.
Of course, no rapidity of circulation is possible in this type of
car, especially if there are any standing passengers.

The longitudinal seat car shown in Fig. 11 appears to be an
ideal one for the circulation of passengers in one direction

using longitudinal seats the car floor has been dropped down
between the wheels to a height of only 19}^ ins. above the track,
leaving a head room inside the car of about 6 ft. 6^^ ins. The
cars, of course, are all trailers, the physical conditions of the
railway being such that locomotives have proved more satis-
factory and economical in almost every way than motor cars
could be.

The Berlin cars have already been described by the writer
and illustrated in the Street Railway Journal for June 4,

FIG. S.-GREAT NORTHERN & CITY RAILWAY, OS TO 73 SEATS

FIG, y.-LANGASHIRE & YORKSHIRE RAILWAY, LIVERPOOL, THIRD-GLASS C.:AR, 72 SKA IS

FIG. 10.— GROSS-SEAT GAR, STEAM RAILROAD TYPE, 5G SEATS

FIG. 11,— LONGITUDIN.'\L SF.AT CAR, 4S SE.\TS

through the car, but as persons would probably only move in
single file through the entrances, the large interior space is
effective only for standing, and any standing passengers in the
aisle would tend to block through circulation. Indeed, the
through circulation in one direction, suggested in connection
with Fig. 6, would appear to be practical only where all per-
sons were seated and the aisles kept free. The longitudinal
seat car has its advantages, which are most strikingly illus-
trated on the City & South London Railway, where the tube
diameters of lo ft. 3 ins. and 10 ft. 6 ins. allow a height from
the rail to the top of the car roof of only 8 ft. 41-2 ins. The
wheels of the double trucks arc 24 ins. in diameter, and by

1904, Attention can be called again to their generous allow-
ance of seat space, as shown in Fig. 12. Every three passen-
gers are also separated by a seat arm and post, thus giving
many agreeable corners to sit in and to look out from through
the large plate-glass windows. The posts used on this car fur-
nish a far more desirable and a safer hold than straps. The
main body of the car is seiiarated from the outside sliding doors
by glazed screens, but there are no platforms. On the end
doors are single folding seats, which arc not counted in the
tables accompanying this article. Passengers open and shut
the doors themselves, but though this undoubtedly tends to
cause long stops, averaging twenty-two seconds, an average

582

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

speed of nearly 17 m.p.h. is maintained. As with the City &
South London, advantage was taken of the longitudinal seats
to make a low and very compact car, which resulted in great
economy in building the subway.

The Berlin car would look a little more regular if the doors
were moved to the center of each half of the car, as has been
done in Fig. 13. This brings the passengers in each quarter of
the car at the same average distance from the doors. Screens
can then shelter the seats each way. The gain in seats over

should collect at the forward door before stops, and should
enter promptly by the rear door only.

The last three cars show the relative seating capacity afforded
by three principal methods. Where longitudinal seats require
18 ins. of car length per passenger, reversible cross seats get
along with even 15 ins., and seats facing each other with as
little as iy/2 ins., though 15 ins. is better, always affording four
more seats per car than ordinary cross seats. Where seats face
each other, no foot rests are possible, and their general use

FIG. 12.— BERLIN ELEVATED AND UNDERGROUND RAILWAY, 44 SEATS

FIG. 13.— QUARTER DOOR, LONGITUDINAL SEAT CAR, 48 SEATS

FIG. 14.-QUARTER DOOR, REVERSIBLE SEAT CAR, 52 SEATS

FIG. 15.-OUARTER DOOR CAR, CROSS SEATS FACING, 64 SEATS

the original Berlin car, which has forty-four seats, is due to
removing the arms and allowing i8 ins. per passenger instead
of over 20 ins. One advantage of the end door type is lost
here, viz., having the entrances practically within reach of the
guard ; but this advantage is less important with the latest slid-
ing doors, where a passenger can hardly get caught and hurt,
than with the ordinary gates where the platforms frequently
get blocked.

If we take the same car and use cross seats, as in Fig. 14, we
can secure four more seats than in the car shown in Fig. 13,
without really cutting down the facility of loading, for we have
the condition of a single narrow aisle which can be entered by
four passengers at once. Circulation in one direction could be
secured fairly well if the passengers who are leaving the car

might make passengers complain of having to ride backward;
l>ut the ease of access to such seats, their compactness and free-
dom from turning over recommend their greater use in this
country. Fig. 15 shows such a type of car with two side doors
and seats for sixty-four passengers.

The latest elevated cars in Boston (Fig. 16) are obviously
ideal in some ways for the circulation of passengers. The
middle doors, however, have hitherto required platform men
to each car at each station to open and close them, at great ex-
pense, although on one train they are now being operated most
successfully by the guards from the car ends by compressed
air, with an automatic starting signal when every door is
closed. Allowing about jGjA ins. of seat room per passenger,
the Boston cars would seat forty-eight, but the i8-in, space

April i, 1905.]

STREET RAILWAY JOURNAL.

583

used here for comparative purposes allows only forty-four
seats, which is the actual number usually occupied, the cushions
being continuous and not divided. The wide aisle allows con-
siderable space for 'circulation or standing passengers, but it has
the disadvantage of furnishing nothing solid to get hold of or
lean against, so that the frequent curves of the Boston subway
and streets tend to make passengers stand at the doors, where
there are some handles, and so obstruct the openings. The in-
troduction of vertical posts along the seats, as in Berlin, would

at the same time, but this is better provided for in Fig. 19.
Passengers standing along the platform should keep close to
the car and enter by the nearest door and aisle. Passengers
would leave by the further aisle, passing out the center door to
the further side of the station platform, out of the way of those
boarding.

The straight Illinois Central type of car (Fig. 20) has the
advantage over this last car of twice as much entrance space
per seat, and its spreading out of passengers at so many single

FIG. 16.— LATEST TYPE OF BOSTON ELEVATED CAR, 44 SEATS

l'T(J. 17.— CAR WITH BOSTON ENTRANCES AND ILLINOIS CENTRAL SEATS, 4ti SEATS

FIG. 18.-CAR WITH TWO CENTER ENTRANCES AND ILLINOIS CENTRAL SEATS, 48 SEATS

FIG. 19.— CAR WITH THREE CENTER ENTRANCES AND ILLINOIS CENTRAL SEATS, 48 SEATS

seem to be an advantage and keep the passengers from being
thrown over by unexpected curves or stops. The Berlin arms
could be omitted to save space. Another possible change would
be to arrange the seats as in the Illinois Central cars, facing
each other between two side aisles, as in Fig. 17. Here stand-
ing passengers have more to take hold of and there is a gain
of four seats, or three when the cab is in use. But the distance
of tlie middle door from the guard at the end of the car sug-
gests another arrangement of doors, as in Fig. 18, where the
guard .stands between two wide side doors and can see and
regulate things Ijetter than with the end doors alone. The
arrows indicate how passengers might enter and leave the car

openings should tend to make them go in and out with less
friction and confusion. If the guard stands at the rear of each
car, at the side, he can look along the platform more easily
than with ordinary types, and has only to look in one direction.
Now, the two-aisled car seems all right if nobody has to stand.
But the minute that people begin to stand in an aisle its use-
fulness obviously begins to diminish. One clear aisle is better
than two filled with people. And if only twelve people have to
stand in a forty-eight-seat car, might it not be an advantage to
throw one aisle into seats, putting the other aisle into the mid-
dle of the car?

This has been done in Fig. 21, where the Boston Elevated

584

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

entrances are combined with the vis-a-vis seat, and where sixty
seats can be in use at one time. But, for seats facing each
other, the IlHnois Central side doors seem better than this com-
bination of end and middle doors.

For the severest conditions of American city traffic none of
the preceding types of cars seems satisfactory in every way.
Many of them are all right with a small number of passengers,
or with plenty of time for stops. The capacious Great Eastern
type has no aisles, and its swinging side doors, which are simi-
lar to those used with the Liverpool cars, might make trouble
in this country. The chief difficulty with American cars comes
when passengers have to stand, for that is the beginning of
the blocking of circidation and friction, which ends in loss of

would be more floor space for entering passengers to fill inside
a car before hunting for seats began. So the writer, in looking
for an improved plan, abandoned the two aisles for one, as in
Fig. 22. This is the first study for a steel type of car. The
plan will be criticised at once on the ground that there is too
much passing in front of passengers to get anywhere in the
car; but, in second thought, it will be seen that there is really
no more passing in front of people than in a two-aisled car, and
only half as much as in an open car. Passengers anyway would
probably tend to sit in the seats away from the doors. To keep
those passing by off the feet and knees of those seated, the
doorway would furnish one guide, and brackets have been
added to the inside seat ends, following an ingenious feature

FIG. 20.— ILLINOIS CENTRAL TYPE, 48 SEATS

time, wages, current, etc., and often causes accidents. The
extra expense caused by the overcrowding and consequent de-
lay of a single train is surprising. The trouble with providing
a maximum amount of standing room and a minimum number
of seats is that standing begins too soon and may hinder speed
all day long. If passengers in this country would only learn,
as they are compelled to in Europe, not to take the first car or
train if it is very crowded, it would help things very much.
Since his last trip to Europe, the writer has often tried
letting a crowded car or train, or two, go by, with quite
satisfactory results. But, of course, if people insist on bunch-
ing themselves it is of little use to run empty cars. It seems

of the Berlin Elevated cars. The end vestibules are partitioned
off from the body of the car, and are solely for employees and
apparatus. The motorman would, of course, use the front
vestibule of each train, the guard the rear one of each car,
operating the side doors, as on the Illinois Central, either me-
chanically or by compressed air valves s.t A, B, C or D, calling
station names through a partition window through which he
"could see when all leaving passengers were out of the car.
For the guard to look along the platform without having to
open a door or window, four glass bay windows have been
provided, after the common English fashion, as found on the
Liverpool Overhead Railway. On the partition doors folding

f

FIG. 21.— BOSTON ELEVATED ENTRANCES, BUT WITH CROSS SEATS FACING, 60 SEATS

as though the time had come for more regulation and education
in this matter. The persuasion of guards is not enough. Peo-
ple would soon learn to allow a little more time for reaching
places. But the writer is convinced that th,e easiest and best
way in the future to. keep entrances clear is to give passengers
more seats out of the way, as has been done on the Liverpool
Overhead Railway, only furnishing more entrances, as has
been best done in the Illinois Central cars.

To make the Illinois Central car a success it is evidently
necessary to keep passengers from hunting for seats before they
enter, and to do this effectively one aisle should be kept clear
of standing people. With a heavy interchange of traffic at
stations it might prove difficult, with only forty-eight seats in
a car, to keep passengers from standing in the aisle close to the
doors in use, and even if there were no standing passengers
those persons hunting for seats might get in the way of those
just entering the doors. So a two-aisled plan might not work
well for city traffic. Now, if a single aisle is provided in the
center of the car, not only is the seating capacity increased 25
per cent, and the aisle more likely to be kept open, but there

seats can be placed, as in Berlin. End doors are furnished at
the ends of the cars between heavy vertical angle irons to pre-
vent telescoping. Of course, the partitions can have sliding
doors, and the cars can be vestibuled if desired; but in Boston
passing between cars has been prevented on the new trains in
order to reduce accidents. The floor construction of the Illi-
nois Central cars has been followed in this case. The door
details might follow Boston Elevated practice, with an auto-
matic starting signal, not given, of course, till every door is
tightly closed.

To facilitate safe moving about the car and encourage pas-
sengers to stand ready to get out, vertical posts are provided,
not only on the top of each seat back, as in the Swiss Saint
Gotth&rd Railway cars and the Paris Metropolitan, but further
posts are added at the outer corners of the seats next to the
aisles, just inside the brackets. The windows can be lowered
from the top, and those in the doors are also movable. The
lower line of transoms can be opened inward at the top by
passengers, as in the latest English electric cars and German
steam cars. The seat ends would be of ornamental pressed

April r, 1905.]

STREET RAILWAY JOURNAL,

5S5

steel. The seats themselves would be constructed after the
European practice as found on the City & South London Rail-
way and London United Tramways, whose seats are better
than anything yet in use in this country. The exterior design
follows the lines of the Midland Railway cars of England,
which seem to meet the conditions in an attractive manner.

If it should seem desirable to have a circulation of passen-
gers in one direction through the car, they might pass forward
in the car just before reaching a station, and then out through
the four leading doors, all entering being by the four rear doors.
As side door cars are not too cold on the lake front of Chicago,

The carrying capacity of Fig. 24 may be illustrated by vvliat
it might do at the Brooklyn Bridge. The bridge trains are
obliged to carry in a single rush hour as many as 35,000 passen-
gers. But if the terminals were fully utilized it appears that
the capacity of the railway tracks could be not less than 41,600
seats an hour, if elevated cars of the new type were used, run-
ning with the present headway, or 50,000 seats an hour if spe-
cial bridge cars were used, the trains loading or unloading
from one side only in ten or twelve seconds. It should be noted
that cars with side doors between seats facing each other are
the only cars that can be loaded and unloaded simultaneously

€6 AVMrs

i.O«mi ovKR Burrass

WlinU OVER tAJICLS
HElfiHT - AAH, TO ROOF
Vljim OF DOOBA — OPCM
HtlCTTOF DOORS
■WIDTH or AlSLt BETWEEN POSTS

itfW ^sfibttles are used o-niy by
trtoicrrnun ^asr^

Si^t dnors are o/xrafdd ^ ffuara
bv comrTiprcsse<f atrfivm nar yzs -
- rihule o^eac/i car by means of va^tns
on partition >^l> ar 'A,B.C.t>

Vfifh aufzimsfic slectrtc tfartthj
Sjfinaf, fra/ri 4oes not move t/// £¥i:ry
Qpor/s tighf/^ c/oi^.

FIG. 22.— PROPOSED CAR WITH EIGHT SIDE D( loRS AND CENTER AISLE, 66 SEATS

they ought to be satisfactory for subway, or even elevated ser-
vice, especially if the elevated platforms are covered and en-
closed, as in Paris, or better, as in Berlin, where inexpensive
steel roofs span both tracks and platforms above and glass-
lighted side walls are used.

While this new car has 50 per cent more seats than that
shown in Fig. 16, it is possible to gain still more seating ca-
pacity by widening the upper part of the car, as in Liverpool.
This would provide sixteen extra seats, the car floor being the
same. Fig. 23 shows the changes, the seat arms, some posts
and the bay windows being omitted. As the curved sides would
not be as satisfactory as straight, the construction may finally
be changed to that of the London Metropolitan cars, as shown
in Fig. 24, where the transoms and better appearance of Fig. 22
have been restored. The straight vertical posts would be car-
ried on an angle fastened to the steel underframe, with a clear-
ance above the platform sufficient to allow for the breaking of
a spring. The increased height of the car floor, as now often
found in this country and in Europe, would be compensated for
by the absence of any gap between platform and car in inost
cases.

by means of two station platforms without taking more time
than loading or unloading separately.

The large seating capacity of the modified Illinois Central
car, shown in Fig. 24, makes it look very inviting for suburban
steam or electric service. A 60-ft. body would allow 120 seats
against the ordinary eighty. With a vestibuled train one guard
might operate the side doors of two cars. The end partitions
could have sliding doors, and the vestibules have trap doors,
steps and swinging outside doors, which could be brought into
use at stations where high platforms were undesirable. Pas-
sengers might use the car steps at way stations and have the
side doors opened only at terminals. The introduction of a
third person on one seat might be objected to, but a passenger
would probably prefer to sit there to standing, and we never
think of really objecting to sitting between passengers on an
open car, though longitudinal seats are growing in disfavor.
But would people consent to ride backward, as they do on the
Illinois Central? It is argued that vis-a-vis seats have been
practically abandoned on street cars in this country, in spite
of their economy of space and that the bulkhead seat of open
cars is alwavs the last to be filled. Rut it nmst be remeniberc l

586

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

ber of both is not desired, it may be best for suburban service
to continue the present steam car type, with the addition, for
electric service, of wide vestibuled platforms, as on interurban
cars.

As an example of the most capacious type of car in Europe,
though obviously impractical for American rapid transit pur-
poses, a design is added in Fig. 25, following the lines of the
latest double-deck steam cars of the Quest Railway of France,
which affords 168 seats for the standard length of 46 ft. 6 ins.
Double-deck steam cars have been used for many years on the
lines out of Paris, as well as in Denmark and Egypt. The up-
per deck of this car is wholly enclosed, and is reached by open
stairs going up from each side at the ends. Though the wheels
are 39^^ ins. in diameter, the height of the French car from
rail to roof is only 14 ft. 6 ins., the French preferring to have

FIG. 23.^PKUPOSED CAR WITH EIGHT SIDE DOORS AND CEN'J ER AISLE, 82 SEATS

that vis-a-vis seats have not always been well designed, espe-
cially as regards the backs ; that they are still in use on many
elevated cars and all Pullman sleeping cars, and that they are
universal and very popular on all European railroad cars, which
are often more comfortable as regards seating than our parlor
cars.' The writer believes that if European seat construction
were followed, both in cushions and backs, passengers would
learn to forget their previous habits. Still, if suburban cars
are never by any possibility to use a subway or elevated sys-
tem, if the terminal stop for either loading or unloading will
never be less than a minute, and if greater economy in the
number of cars and men or larger capacity for the same num-

seats enough even if cramped vertically, while the Americans
are crowded horizontally. On the Quest Railway on Sundays
sometimes 1500 people ride on one train of double-deck cars.
Passengers climb stairs at the rate of about one in two seconds.

The best test of the carrying capacity of a car seems to be
the number of passengers it can handle at a terminal, and in the
accompanying tables all the foregoing types of cars have been
classified in this way. With a given number of persons to be
loaded or unloaded at stations it is obvious that the length of
stops will depend on the number of car entrances. If the head-
way is two minutes or more and the length of stops not very
important, as on long or fast runs, of course the entrances can

Elevated. Subway.
OR Suburban Car

aO SEATS
LEHOmoVHR BiJTr«iis Alb tJl

vnimi ovfi TK^r^s, 9' 7i"

HtWHT ~ RAIL TD Boor IZ' 5"

vmmi OF 000 R6 opvM ao"

WIDTH or BrrwtlNStAT 22."

are usc^oniy hy
rnotiirman arvt ffU^rtii ^

St- ^oors arv opcrffi^ ffutnk
bf Campt^sseS air^from rear
-ttlKiTe ofeach csr^ by iftoof^a^vislf^i
onparh ftcjn ^1^4 at 8, C O

WtHi autvmBfre eiactrtc 9tor<-mg
Si^ml^ rpjJn does nut rno^ tlH e*<ry
(fvoi^ti tighHy doieti

lo»<»s^ from the top

FIG. 24.-PROFOSED CAR SIMILAR TO THAT SHOWN IN FIG. 23, BUT WITH STRAIGHT SIDES

April i, 1905.]

STREET RAILWAY JOURNAL.

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588

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

be few in number and subordinated to other features. In
classifying the different types a rate of loading or unloading
has been assumed of one passenger per second through each
single opening, and two per second for each double opening,
except where the latter occurs at the car ends, where ap-
parently, as already discussed, all openings as at present con-
structed can only be counted as single. It may be questioned
whether double openings elsewhere should be counted as such,
but the writer has found persons passing through the Boston
Elevated middle doors at the rate of twenty in thirteen seconds,
forty-four in twenty-eight seconds, etc., and so will assume
for the present the rate of two persons a second. For single
car doors the writer has records of each passenger, taking 1.38
seconds in Boston and i.io seconds in the New York Subway,
and hopes that one second will be accepted as a satisfactory

seats as customary to-day for the same total operating ex-
penses, it seems well to consider whether the time has not come
for the adoption of the steam road practice of always furnish-
ing more seats than there are passengers, and so attracting all
possible business. There is nothing that has hurt electric rail-
way traffic so much in our cities ^s overcrowding. Evening
traffic is especially sensitive; ladies in evening dress do not
like to be roughly handled, and one disagreeable experience may
keep them off the cars at night for some time. While the limit
of a rapid transit line and terminal with eight-car trains is
about 50,000 seats an hour, the limit of a city street and ter-
minal is about 40,000 seats an hour in one direction, as will be
shown in a later article.

To return to the matter of car comparisons, in the accom-
panying tables a terminal is assumed at which cars load through

Plan of Upper Deck

Plan of Lower Deck
FIG. 25.— OUEST RAILWAY, PARIS, DOUBLE-DECK STEAM CAR,

SEATS

ideal rate. The number of passengers allowed to a car is the
number of seated passengers only, a limit which will doubtless
be criticised. But if a standing load is to be figured on it seems
impossible to assume any satisfactory uniform rate of loading,
because the obstruction to movement caused by standing pas-
sengers would probably vary the loading rate differently for
each type of car, depending on width of openings, handles,
posts, direction of aisles, etc., the effect of which could only be
told by actual experiment with all the types under the same
conditions. Suppose it were necessary to carry away 46,080
passengers an hour from a terminal. The type of car in Fig.
24 could do' it and give every passenger a seat with eight-car
trains, whereas it seems doubtful if the types with few seats
and large standing room could in any way handle so many peo-
ple, no matter how closely packed, because the entrances would
be too few to get them on in time, besides which the early be-
ginning of standing would soon reduce the rapidity of loading
and finally stop it altogether before all the people were on.

In regard to the matter of standing, the writer has been
studying its aspects for several years, both in this country and
Europe, discussing it with some of the best experts on both
continents, and feels now, as do so many practical men in this
country, that it has been greatly overdone, and has been the
cause of much loss of business, higher operating expenses and
serious accidents. Now that it appears possible in the future,
even with the worst congestion, to furnish in some cities all
day long, and even at the rush hours, at least twice as many

all doors on one side only, and are operated with a block-signal
system, which causes a train to take twenty seconds to run
from the home signal to a full stop at the station, and another
twenty seconds from the time of leaving the station till the
home signal is clear for the next train to run in. Only, instead
of trains, the capacity of cars run singly is taken to make the
figures smaller. The first column in Table I. shows the maxi-
mum number of passengers that can be carried away from the
terminal by stopping each car just long enough to fill the seats.
In this case a slow loading car is at a disadvantage, unless it
has a great many seats. The second column assumes a two-
minute headway, which allows time enough for the slowest
type to fill its seats, so that the cars come out grouped in order
according to their seating capacity. The third column assumes
a minute headway, and here again the number of entrances,
combined with the largest number of seats, show their im-
portance. In practice, the Quest Railway and Great Eastern
cars would not load so many people as given in the table if
passengers hunted for seats, but the figures for unloading would,
of course, be as shown. The capacity of a number of the types
with cross seats could obviously be increased by using a
widened construction like that in Fig. 24.

Through limited service has been instituted between Colum-
bus and Dayton over the Appleyard lines. The running time is
three hours, about one hour faster than the local schedule.

April i, 1905.]

STATION STOPS IN RAPID TRANSIT SERVICE

The Street Railway Journal has been interested for some
time in some of the question raised in the article on "Car De-
sign and Carrying Capacity," printed elsewhere in this issue,
but especially in the effect of car design on station stops, a mat-
ter which has received less attention in the past than accelera-
tion, speed and braking. While these last are most important
factors in rapid transit, station stops must be short if they are
frequent and if a high schedule speed is needed. According
to L. B. Stilkvell, in an address on the New York Subway on
Feb. 8 at the annual dinner of the American Institute of Elec-
trical Engineers, the factor of time lost at stations presents the
most serious obstacle to the satisfactory solution of rapid
transit problems. An interesting contribution to the subject
has been furnished to the Street Railway Journal by James
R. Chapman, general manager of the Underground Electric
Railways Company of London. He states that practically all
the suburban business of the steam railways entering London
is handled in side door cars, and similar equipment is being
added every year. The cars used on the London electric
tube lines, however, are of the American type with end doors.
The diameter of the tubes being 11 ft. 6 ins., the floor of the
car cannot be raised high enough to permit of a side door.
Hence the advantages and disadvantages of both types of cars
for handling short riders can easily be studied in London.

The side door car has the following advantages :

Greatest possible seating capacity per lineal foot of train.

Rapid loading and unloading of passengers at terminals.

Minimum number of trainmen.

Its disadvantages are as follows:

Time lost at intermediate stations.

Difficulty in properly lighting, warming and ventilating.

Danger to passengers from evilly-disposed persons.

Risk of passengers falling out of car in motion.

Impossibility of collecting fares between stations.

Non-resistance to telescoping due to inherently weak con-
struction above floor line.

In regard to time lost at stations, an excellent illustration is
between Notting Hill Gate and the Bank. The Central London
Railway, a tube line, has a station on one side of the street at
the former point, and the Metropolitan Railway has its station
on the opposite side of the street. The tube Hne has ten sta-
tions in 4.7 miles, and its stops average eighteen seconds per
station with end door cars. The Metropolitan Railway, for the
same number of stops, averages thirty-seven seconds per sta-
tion with side door cars. The figures given represent the mean
of many observations during the busy hours. The character
of traffic is the same, both lines receiving more passengers than
they discharge for the first five stations, and discharging more
than they receive for the remainder.

On the other hand, the side door train of nine short cars has
but two trainmen, while the end door train has a man between
each pair of cars, or six men for seven cars. The side door train-
men have plenty of work shutting doors at every station. In
this duty they are assisted by one or more station porters. It
is not unusual for a train to start with fully one-half of the
doors open, and these are caught and slammed as it moves off,
the operation being rather trying to the nerves of the passen-
gers. Rapid acceleration is not possible under such conditions.

From an American standpoint, the chief objection to side
door cars arises from the methods which have to be adopted to
collect fares. Many of the suburban express trains make fine
runs at the rate of 45 m.p.h. to 50 m.p.h. into London, but wait
from two to four minutes at some station, a mile or more from
the terminus, while a gang of ticket collectors open the side
doors and take up tickets. It is not unusual to see a train with
600 passengers held an extra minute while a few pennies are
collected from a passenger who has lost his ticket. A receipt

589

is given for the amount collected, and 599 passengers lose a
minute and get no receipt.

On other lines the train is brought directly into the terminus
and passengers are passed through a gate. Each one is ex-
pected to say "season," or give the gateman a piece of colored
cardboard. The pressure from behind is severe, the gateman
does a two-handed business and takes anything that is given to
him. The whole system is very crude and wide open to fraud.
If a fraud is discovered, however, an English magistrate has
to be reckoned with, and the fine is heavy ; while in America
the police magistrate would probably discharge the offender
and assess the costs against the company for not having a
better system.

While Mr. Chapman's company, in building the new Metro-
politan District Railway cars, has abandoned the swinging door
compartment type for a sliding end and middle door type along
Boston Elevated lines, the Illinois Central Company has been
developing its side door steam car and obtaining remarkable
results with its use. This type of car was so fully described
and illustrated in the Street Railway Journal for April 30,
1904, page 661, and July 4, 1903, page 21, that it seems hardly
necessary to repeat more than to say that, with a length over
all of 72 ft., there are 100 cross seats, facing each other, with
twelve sliding doors on each side of the car opposite each sec-
tion of eight seats, the seats being arranged down the middle
of the car, with an aisle on each side. The side doors are oper-
ated from the ends of the car, and can be all opened or closed
at once, or locked or unlocked, the general practice being at
way stations to merely unlock all doors and allow passengers
to open such as they wish to use, all being then closed by the
guard. In regard to the length of stops, the originator of the
car, A. W. Sullivan, states that no formal test has been made
to determine how rapidly the cars might be worked, the results
in ordinary service being so remarkably good that no special
test has been deemed necessary. As an illustration, he gives a
statement of the time required for station stops on a run re-
cently made, leaving Randolph Street at 4:35 p. m., with a
heavy load of passengers, the time being taken with a stop
watch and the test made without the knowledge of the train-
men, who on this trip were performing their duties in the usual
manner :

Stations. Time consumed

in stops.

Sixteenth Street 7 seconds.

Twenty-Second Street 5 "

Twenty-Sixth Street 6 "

Thirty-First Street 8 "

Thirty-Sixth Street 12 "

Thirty-Ninth Street 7

Forty-Third Street g "

Forty-Seventh Street 12 "

Fiftieth Street g "

Fifty-Third Street 10 "

Fifty-Seventh Street 6 "

Sixtieth Street 5 "

Sixty-Third Street 3 "

The average time of the thirteen stops was 7.61 seconds.
Considering that the passengers on this train were largely
ladies returning from their day's shopping and that their move-
ments were made with much deliberation, the time required to
make the stops, to open the side doors of the cars, let out and
admit passengers, close the doors and lock them, is quite re-
markable. There was in this case no opportunity for the train-
men to cut short their work by giving the signal before all the
passengers were on or off, as all the doors were on an electric
circuit, and the only manner in which the signal can be given
to the engineer to start the train is by actually closing the
doors. So the operations were conducted under conditions that
admit of no possible chance for casualties by persons attempt-
ing to get on or off trains while in motion.

In regard to the heating of the Illinois Central type of car,

STREET RAILWAY JOURNAL.

590

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

some doubt having been expressed as to the possibility of keep-
ing a side door car warm in American winter weather, it is in-
teresting to know that the Illinois Central Company has found
its new type easier to heat than its other cars, the exhaust steam
from the air pump on the locomotive being all that is required.
The explanation given for this ease in heating is that the heat-
ing coils under the seats are so exposed as to allow the favor-
able circulation of air about them, so necessary for efficient
heating. Cold air entering a side door, passing along the floor
as it does, quickly meets obstructions, loses its
velocity, and is soon heated in contact with the
steam pipes under the seats, the car design allow-
ing a large amount of radiating surface. With an
end door car, cold air finds a long aisle to sweep
down, and the heating surfaces seem less easily
reached, though, of course, end doors are more
sheltered than side doors. When all the side doors
of a train are opened, more cold air can enter than
by two end doors ; but in practice on the Illinois
Central, only a few doors are opened at each sta-
tion, except at the terminals.

The Boston Elevated Company has been oper-
ating for some time two types of cars as illus-
trated in the accompanying diagrams, the older
cars having open platforms, end doors, swing-
ing gates, with middle side doors opened by
platform men, all day long on the first car of
each train, and on all cars at terminals and during the
rush hours. The newer cars have no platforms, but
sliding end and side doors, operated by compressed air
from the car ends by the guards, as illustrated in the
Street Railway Journal for Aug. 6, 1904, page 202. One of
the new trains has had its middle doors equipped with pneu-
matic operating apparatus, and also an electric signal, by

which a starting bell is rung in the motorman's cab the instant
every door is safely closed. A test was made on Jan. 19 to de-
termine how quickly this last new train could handle passen-
gers compared with an old train. The old train followed the
new over the same routes, covering the entire system. The old
train had the end gates of all cars and the side door of the for-
ward car opened at all stations all day. In addition to this,
during the rush hours all the doors in the old train were opened
at all stations except on Atlantic Avenue and Northampton

48 PASSENGERS SEATED.

PLAN OF NEW CAR

ALL DOORS PNEUMATICALLY OPERATED
AND EQUIPPED WITH ELECTRIC STARTING SIGNALS

■St Rv..)oiini

|<-31-

43 PASSENGERS SEATED.

PLAN OF OLD CAR

DOORS AND GATES MANUALLY OPERATED.

Strsti Rv.Jn

PLANS OF OLD AND NEW BOSTON ELEVATED CARS

Street, northbound, and Thompson Square and City Square,
southbound. The new train had all doors opened at all stations
all day, the doors being operated by pneumatic means. At the
terminals all doors and gates of all trains were opened at all
times of the day, except the forward and rear end doors of the
trains, which are never opened. The number of passengers
getting on and of¥ at each station were counted and the length

TABLE I.-SHOWING STOPS AT ALL INTERMEDIATE STATIONS ON BOSTON ELEVATED

Stations.

Schedule
Station
Stops in
Seconds
Average.

Old Train.

New Train.

Station Stops Secs.

Passengers On and Off.

Station Stops Secs.

Passengers On and Off.

Per Cent
Passengers
Per Sec. Old
Train= 100.

Total.

Average .

Total.

Average.

Per Sec.

Total.

Average.

Total.

Average.

Per Sec.

Thompson Square

13.0

208

13

0

158

9

9

0

76

208

13

0

213

13.

3

1.02

134

City Square

15.5

255

15

9

275

17

2

1

08

232

14

5

263

16.

4

1.13

105

North Station

24.5

283

25

9

360

32

7

1

26

194

17

9

376

34.

2

1.91

151

Haymarket Square

17.

208

19

1

296

26

9

1

41

175

16

0

285

25

9

1.62

115

Adams Square

16.

96

19

2

163

32

6

1

70

87

17

4

166

33.

2

1.91

112

Scollay Square

26.5

377

34

3

992

90

1

2

62 '

320

29

0

1,020

92.

9

3.20

122

Park Street

30.

366

33

3

972

88

3

2

65

314

28

5

875

79.

2.78

105

Boylston Street

20.5

298

27

1

705

64

0

2

36

245

22

5

682

61.

9

2.75

116

Pleasant Street

17.

216

19

7

324

29

4

1

49

164

14

9

288

26.

2

1.76

118

Dover Street

17.

140

23

3

297

49

5

2

12

I 107

17

8

283

47.

2

2.63

124

Northampton Street

18.

134

22

3

187

31

2

1

40

112

18

7

186

31.

0

1.66

119

Battery Street

18.

82

16

4

68

13

6

0

83

68

13

6

76

15.

2

1.10

133

State Street

13.

85

17

0

80

16

0

0

94

64

12

8

66

13.

2

1.03

no

Rowes Wharf

19.

66

13

2

73

14

6

1

11

55

11

0

63

12

6

1.14

103

South Station

23.

99

19

8

139

27

8

1

40

100

20

0

209

41.

8

2.09

149

Beach Street

14.5

57

11

4

38

7

6

0

67

58

11

6

43

8.

6

0.74

110

TOTALS

Averages

18.9

2,970

21

2

5,127

i

73

2,503

17

9

5,094

2.04

" 118

TABLE XL— SHOWING ESTIMATED STOPS AT TERMINAL STATIONS

Terminal Station.

Old Train.

New Train.

Seconds Stop.

Total
Passengers.

Passengers
Per Second.

Seconds Stop.

Total
Passengers.

Passengers
Per Second.

Total.

Average .

Total.

Average.

Sullivan Square .

AVERAGES

Per Cent. Passengers Per
Sec. Old Train=100

374

180

47

60

1,893
1,002

5.06
5.56
5.31

100

326

160

41

53

1,751
917

5.38
5.72
5.55

105

April i, 1905.]

STREET RAILWAY JOURNAL.

591

of stops was taken, so that the number of passengers handled
per second was found. Six runs were made, covering both
slack and rush hours, with an old three-car train and a new
three-car train. Five corresponding runs were made with a
four-car train of each type. The accompanying tables give the
principal results secured as an average of both the three and
four-car trains.

As all trains are held at the terminals for the proper time to
start, the figures given for terminal stops are the estimated, not
the actual, times taken. For the same reason also they are not
of so much importance as the intermediate station records. It
will be seen that in these stops the new train beat the old in

TABLE III.-SHOWING SLACK AND RUSH-HOUR STOPS

All Si.MiiiNs Exckpi Terminals.

Old Thain.

New Train.

Slack
Hours.

Rush
Hours.

Slack
Hours.

Rush
Hours.

Average Passengers per Second.
Percentages

1.25
100

2.49
100

1.54
123

2.65
107

passengers per second by from 5 per cent to 51 per cent, the
average being 18 per cent. It will also be seen that at ScoUay
Square, which has the heaviest traffic of all the way stations,
the new train showed an average of 3.2 passengers on and off
per second with 1020 passengers, as against the old train record
of 2.62 with 992 passengers. This is due, of course, to the
opening of the middle door by compressed air at all times, to
the use of an automatic signal, and to the freer end entrances
with sliding doors instead of gates.

The question will be asked whether it has proved safe to
operate middle doors from the ends of cars by pneumatic means,
and the experience with the Boston Elevated train allows an
emphatic affirmative answer. The new Boston doors have
proved remarkably safe, due mostly, perhaps, to the pneumatic
striker on the edge of the door, which can only press lightly
against the smooth door jamb, and cannot hold anyone's cloth-
ing or hand.

The conditions in the New York Subway differ from those
on most other rapid transit lines, because four tracks are used,
and to gain time passengers frequently transfer from local to
express trains, and vice versa, at the island platforms. For
this reason the number of passengers entering and leaving each
train is much larger than if each passenger used one train only.
.\ fair average of the length of station stops on the subway is
given in the accompanying table:

TABLE IV.— AVERAGE LENGTH IN SECONDS OF STATION STOPS
ON NEW YORK SUBWAY

Rush hours

Type of train Slack hours Important stations

Subway express five-car train 30 ....

Subway express eight-car train 35 SO-70

Subway local 12-15 25-30

In the average one-minute stop for the express trains at im-
portant stations during rush hours, about twenty seconds are
taken by passengers leaving the train, about thirty seconds by
passengers boarding the train, and about ten seconds in getting
started. These figures are unofficial, but are the average of a
number of observations, the length of time varying with the
number of passengers getting on and off the train. The aver-
age length of station stops on the New York elevated lines is
about the same as that on the sulnvav local trains.

*^ —

President A. G. Wheeler, of the Illinois Tunnel Company,
estimates that the company will carry 3,000,000 tons of dirt
during the remainder of the present year. The charge for
hauling is 623/ cents per cubic yard.. By the use of the tunnels
the foundations for the new buildings to be constructed for the
Northern Trust Company and for Marshall Field & Company
are being put in without disturbing the present tenants of the
properties.

MURNAU-OBER-AMMERGAU SINGLE-PHASE RAILWAY

Murnau is a station on the Partenkirchen branch of the
Bavarian State Railways, one of the several small lines that
run from Munich into the picturesque mountainous country on
the border of Tyrol, known as the Bavarian Highlands. Ober-
Ammergau is right in the heart of these mountains, and has

MILL RACE CROSSING THE RIVER AMMER BELOW INTAKE,
BY MEANS OF STEEL AQUEDUCT

become famous owing to its association with the decennial
passion play that takes its name. The new railway will now
be able to develop the already considerable traffic between the
mountains and Munich, of regular tourists, holiday makers,
peasants, hunters, etc., as well as a good business in farm

VIEW NEAR RAILWAY STATION, SHOWING ORDINARY TYPE
OF SUSPENSION

])roduce. The rolling stock, as will afterward be shown, has
been built specially to meet these requirements.

The line, which is 23 km long (about 14 miles), is operated
on the Siemens-Schuckert single-phase current traction system.
The power is derived from the River Ammer, a stream which
rises in the Ober-Ammergau Mountains, and running through

592

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

the Ammerthal discharges into the Ammersee. The hne start-
ing from Murnau more or less follows the coach road running
west and skirting the Staffelsee, thence through Kohlgrub, it
joins the Ammerthal and turns south, passing Saulgrub, Wur-
mesau and Unter-Ammergau to Ober-Ammergau. The power

INTAKE OF THE MILL RACE

station is situated about 8 km from Ober-Ammergau (i. e., the
line is fed at a point one-third its length from one end). One
of the views shows the dam and intake at the commencement
of the mill race. The latter crosses the stream some distance
below the intake by means of a steel aqueduct, and a con-
siderable head is available. The power station is provided
with two turbines, each of which is direct coupled through
a flexible coupling to two generators arranged in tandem
on the same shaft. The generators nearest the
turbines are single-phase machines, and the
others generate three-phase current, which is
used for lighting some of the neighboring vil-
lages. The single-phase current is generated at
5000 volts and at a frequency of 16% cycles per
second, and is fed direct into the line at this
pressure, the return being to earth. The total
drop in volts when two trains are at the end of
the line furthest from the power station is only
6 per cent.

The overhead wire is mostly single, but there
are some experimental lengths of catenary sus-
pension, comprising one steel catenary and two
copper wires. The second illustration shows a
station with ordinary single suspension and one
of the poles provided with horn type lightning-
arresters, which carry out their functions very
well. The district is subjected to extremes of
weather, the violent thunder storms of the sum-
mer giving place to heavy snow storms and in-
tense cold in the winter, when the temperature
falls as low as — 30 degs. C. Hence, the over-
head line has had to be very carefully and
strongly erected. It was at first found that the snow tended to
short-circuit the lightning arresters, while the lubricants of the
motors and car axles often froze, but these troubles have been
successfully overcome.

The cars are'of the corridor type. The trailers are ordinary
four-wheel coaches for third-class only, and are attached to the
motor coaches as required. The latter are mounted on three

axles and are divided into four sections, namely, second-class,
third-class, post and luggage, and driver's compartments. Their
net weight fully equipped is 26 tons. They are well lighted by
means of batteries under the car bodies and electrically heated
by radiators in the secondary circuit. The brakes are worked
by compressed air provided by axle-driven
compressors.

The collecting apparatus comprises two
bows mounted on the top of each car on
frames which are insulated from the roof.
The bows are held up by springs and are
pulled into position by an air cylinder which
is fed from the brake reservoir and controlled
by the driver. The high-tension current is
taken past a horn lightning arrester through
a choking coil and fuse on the roof, and passes
thence to an automatic circuit breaker (see
diagram) under the car body. This switch
is mechanically closed by the first operation
of the controller CB, which is provided with
two electromagnetic trip devices ; one of these
is in series with the primary of the trans-
former Tp, and operates as a maximum cut-
out; the other trip device is controlled by a
local battery and switch in the driver's
cab, and enables the driver to open the
main high-tension switch. Each motor is
provided with one transformer, which is
suspended ' under the car body, enclosed
in an oil tank, which is ribbed outside.
The secondary coil of the transformer Ts is connected
at various points to the controller CB, which is pro-
vided with a magnetic blow-out M, and is taken thence to
the reversing switches RR and the motors Mi and M2, the
main current passing through an ammeter shunt to which are
connected two ammeters Am. The reversing switches have,
as will be seen, three positions. The two extreme positions are
for backward and forward running, respectively, while the

VIEW OF POWER STATION, SHOWING GENERATORS AND SWITCHBOARD

center position is for taking the cars into the car shed, where
a special low-tension overhead trolley line is provided. For
this purpose, when the cars arrive at this point the switches
Szv are closed and the low-tension trolleys LT are put into
operation. The transformer reduces from 5000 volts to 260
volts, and the barrel controller switches this voltage step by
step on to the motors.

Aprii, I, 1905.]

STREET RAILWAY JOURNAf,

593

ARRANGEMENT OF WIRING CIRCUITS ON CARS FOR THE M U RN AU-( )BER-AMMERGAU SINGLE-PHASE RAILWAY

Each car is provided with two 80-hp motors, which are
geared to the two end axles of the coach through single reduc-
tion gears with a ratio of i to 5.2, the running wheels having a
diameter of 800 mm (^lyz ins.). These motors enable the car
to maintain a normal full speed of 40 km per hour when run-
ning either by itself or with a trailer. The two motors are
always in parallel; they are of the lo-pole single-phase com-
mutator type, and are built to a design which includes special
windings for reducing the sparking. It is claimed that this
arrangement has been so successful that the sparking at the
commutator is practically nil over a very wide range of speed.
This type of motor can also be arranged for running with con-
tinuous current if necessary. The cars have been tested on the

steepest grade (i in 25), and they started with a gross load of
50 tons without any trouble whatever.

The complete electrical equipment for this railway, which
was opened for regular service early this year, was designed
and supplied by the Siemens-Schuckert Company. It is re-
ported that this company is also completing for the Swedish
State Railways a single-phase locomotive which is capable of
working with 20,000 volts taken direct from the trolley wire.
They are also at work in conjunction with the Allgemeine
Elektricitiits Gesellschaft on the Hamburg-Altona single-phase
line. It is interesting to learn that single-phase railway motors
of the type above described are being made by Siemens Bros. &
Company, Ltd., at their Stafford Works, England.

MOTOR CAR AND TRAILERS STOPPING AT A STATION

594

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

WELDED VS. FISHED AND BONDED RAIL-JOINTS

BY WILLIAM H. COLE

The use of thermit in the welding of rail ends, especially in
street railways, has become so well known within the past six
months that the management of nearly all the systems in opera-
tion in the United States know more or less what it is and its
advantages. It is'obvious that if it is possible to join the rail
ends permanently together so that they become continuous,
and the joint has been practically eliminated, and permanently
so, one of the worst, most expensive and annoying troubles
incident to track construction and its maintenance has been
overcome.

There can be no doubt that this can be done when thermit
has been applied in rail-welding. The rail ends are melted to-
gether at their ends and become one solid mass, and the joint
no longer exists. It has also been demonstrated in making this
weld that the quality of the steel in the rail has not been
changed and that no decarbonization takes place. Repeated
tests show that the tread of the rail retains its hardness, and at
same time the joint may be handled and used just the same
as any other part of the rail. The conductivity of the joint is
above that of an equal section of the rail away from the joint,
and remains so up to the end of the life of the rail.

The simplicity of the application of the system, its flexibility
and the fact that it may be economically applied to the welding
of worn joints without interruption of traffic, are facts that ap-
peal strongly to the track engineer, but its superiority in an-
other direction, and the enormous economy worked out during
the life of the rail, does not seem to have been so fully gone
into in the United States by street railway engineers as in
Europe and Great Britain. There are many cities in Great
Britain and Europe that set aside as high as $2,500 per mile
per annum for upkeep of rail-joints, bonds and track.

The following is an estimate made to show the actual econ-
omy in welding the rail ends with the Goldschmidt thermit sys-
tem, as compared with the same line joined with fish-plates
and bonded with a 000 copper bond around the same. A case
has been taken where a 7-in. steel rail weighing 70 lbs. to the
yard was laid on creosoted ties, 2-ft. centers, paved with the
usual granite blocks. An average was taken of 500 amps, for
twelve hours per day at 500 volts, current delivered at 2 cents

per kw-hour:

Cost of fish-plating and bonding i mile of double track. . $2,816
Depreciation of joints (life ten years, of rails) at 20 per

cent per annum 1,408

Testing for bad bonds 1,260

Paving, repaving, excavation, etc 2,110

Repairs of rail-joints, tightening up bolts, paving excava-
tion and repaving 2,310

$9,904

Credit for old copper 294

Cost of one mile of double track to the extent of its life,
including upkeep* $9,610

Cost of I mile of double track with joints thermit welded

at, say, $4.00 per joint $2,816

Losses by breakage of rails, caused by contraction at
per cent per annum (the life of the rail when welded by
thermit being estimated at twenty-five years) 353

Total cost of line and upkeep for life of rail (twenty-five

years) $3,169

The comparative cost of ten years' life of thermit welded
joints and of fished and bonded joints would then be as follows :

Fished and bonded joints $9,610

Thermit welded joints for ten years 1.243

Difference in favor of thermit welded joints for i mile
of double track, 70-lb. rail $8,367

This gives at the end of the life of the rail, when fished and

* See article in Street Railway Journal, Sept. 3, 1904, entitled "Rails and
Joints."

bonded, a difference of $io.8i per joint, which is more than
double the price of making a thermit joint for such a rail.

Again, take the same rail and calculate the loss per mile of
double track where joints are fished and bonded with a coo
B. & S. copper bond, and include the loss of life of rail by de-
preciation of joint, caused by imperfect joining and bonding.
The loss of current on account of difference in resistance be-
tween bond and rest of line, leaving out considerations of in-
terest, etc., and the fact that the bonds are continually depre-

ciating, would be as follows :

Loss on rails, per annum $683.00

Loss on bad bonds and renewals, per annum 448.60

Loss on current to overcome difTerence of resistance of

bonds and resistance of rail if thermit welded 181.77

Per annum $i;3i3-37

Cost of upkeep of thermit welded joints per annum.... 124.30

Difference per aniuim in favor of thermit welds, or the
respectable sum of $1.69 per annum per joint $1,189.07

The above calculations have been made without regard to
the wear and tear of rolling stock, pounding over worn joints,
and to say nothing about the increased comfort of the patrons
of a line where the joints have been welded.

The calculations as to loss of current are based upon the fol-
lowing; 000 B. & S., 36 ins. average length, 500 amps, for
twelve hours per day ; resistance of bonds, 0.0083 ohms per mile
more than if the rails were continuous ; 70-lb. steel rail ; cost
of current, 2 cents per kw-hour. This runs into the respectable
sum of $181.77 per annum, and is based upon the assumption
that the tracks and lines were regularly cross-bonded and the
bonds were kept up to their best condition all of the time. As
a matter of fact, 15 per cent or 20 per cent can be safely added
to this amount on account of the bonds after a period of a few
months. If even 10 per cent is added, it brings the amount up
to the large sum of $199.94 as a dead loss per annum for each
mile of double track.

There is another phase that must not be lost sight of that is
bound to be given some prominence in the near future, and
that is earth returns of current and its damaging efTect by elec-
trolysis to adjacent pipes. The writer has often seen a drop in
voltage on lines of 150 volts, and a good part of this is due to
defective bonding. The current must return in some way, and
it is natural to suppose that water, gas and other metallic pipes
assist materially in return the current. The authorities are
bound to take this subject up seriously in time, and it would
seem to be good engineering to forestall such a movement by
at least giving the rails their full conductive strength, which
can be obtained by welding the joint. The English and other
European nations have strict laws in force on this question
and enforce them to the letter.

The English Board of Trade rules provide for elaborate tests
tn be made periodically, and will not allow a loss on the nega-
tive lines from the furthest point to the power station to ex-
ceed 7 volts.

Henry A. Everett, of the Everett-Moore Syndicate, seldom
takes out a party in his private car, "The Josephine, "that he does
not undertake to reduce previous records. Last week the car
made a remarkable run from Cleveland to Detroit over the Lake
Shore Electric and Detroit, Monroe & Toledo lines. It left the
Public Square in Cleveland at 12:30 and arrived at Toledo at
3 .-46 p. m. Here there was a slight delay, but the run to the
Russell House in Detroit was made by 5 :43 p. m. The distance
is 178 miles. The Lake Shore (steam) has a train which leaves
Cleveland at 12:45 ^^c^ runs by way of Sandusky and Toledo,
reaching Detroit at 4:30. The distance by this route is 171
miles, so that the electric run was two minutes faster over a
route 7 miles longer. It is stated that the run was made with-
out interfering in any way with the regular schedule.

April i, 1905.]

STREET RAILWAY JOURNAL.

595

FUNERAL CAR AT BUFFALO

In response to numerous requests from undertakers and tlie
public generally, the International Railway Company, of Buf-
falo, has put in service a special funeral car for the use of
funeral parties desiring to go to cemeteries in the suburbs of
Buffalo, Niagara Falls, Lockport and the Tonawandas.

The car was formerly a 28-ft. body passenger car and was
rebuilt at the company's shops. It has two compartments, one
about 19 ft. long, containing six cross seats and a short longi-

INTERIOR OF LARGE COMPARTMENT OF FUNERAL CAR

tudinal seat along one side and five cross seats and two short
longitudinal seats on the other. The second compartment is
about 9 ft. long and is intended for the casket and the pall-
bearers or immediate family of the deceased. This smaller
compartment has a longitudinal seat along one side. The

casket is carried in an enclosed case or compartment extend-
ing along the other side.

The casket compartment is about Sj/^ ft. long, 32 ins. wide,
and the top comes about to the level of the window rail. The
top of this compartment forms a convenient place for the floral
contributions. Access to the casket compartment is had through

a door from the outside of the car. The door is hinged at tlie
bottom and is let down much as is the Ijertli in a Pullman

EXTERIOR (.)F Ft'NER.XL CAR, WITH CASKET COMPARTMENT

CLOSED

ARRANGEMENT OF SMALLER COMPARTMENT

sleeper. It is held by chains and spring rollers, similar to those
used on Pullman berths.

The casket rests on a sliding floor or shelf. When the casket
is to be placed in the car, the door is let down, the sliding shelf
is pulled out and tlie casket is placed on this shelf and firmly

secured in place l)v means of pegs placed along the sides and
ends. The pegs go into holes in ihe slielf, there 1 icing several
lines of these Iioles, so that any size of casket can be accommo-
dated. The shelf bearing the casket is then pushed back into
the compartment and the door closed and locked.

The exterior ami interior of the car is Unislicd in dark green.

596

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

with heavy dark green draperies at the windows and doors.
The seats are the Hale & Kilburn high-back type, with high
roll-back and finished in dark green leather. The car is heated
with Consolidated electric heaters.

The car is mounted on Brill 27 trucks, with four GE 1000
motors and Christensen air brakes.

The car is named "Elmlawn," after one of the large suburban
cemeteries. A charge of from $25 to $35 is made for the use
of the car, depending upon the distance it has to travel. It is
engaged for most of the funerals going to the outlying ceme-
teries, and the greater comfort, privacy and convenience of the
funeral car, as compared with horse-drawn coaches, seems to
be appreciated by the public.

*^

THE OPERATION OF AUTOMATIC ELECTRIC TRACK
SWITCHES

BY SIDNEY DIAMANT

The importance of developing every detail in street railway
operation which will assist in the proper maintenance of car ser-
vice schedules has for a long time been recognized by operating
officials. Under conditions of heavy traffic in the streets of our
largest cities, a very few delays, even if of slight duration each,
are sufficient to entirely disorganize the schedules of an entire
division, which will result in a serious loss to the operating
company. Studies of operating conditions with the view of
eliminating the possibilities of delays are, therefore, of par-
ticular interest to large railway companies, and in this connec-
tion the use of the automatic track switch lias offered many
attractions as a means of accomplishing this end.

The need of provisions of this nature are perhaps more
keenly felt in the city of New York than anywhere else in this
country, although there are unquestionably many other cities
where the same problem has grown to troublesome proportions.
The inevitable delays at switching points, especially upon lines
where in "rush" hours cars are operated upon twenty seconds'
headway or less, amount to a very serious matter, and in con-
sequence the New York City Railway Company has for some
time been conducting an extensive series of experiments along
this line. The results are of interest and, furthermore, are very
promising in their relation to future work in this direction. As
a positive assurance of operation at the desired moment, an
automatic contrivance eclipses any attempt at punctuality which
human attendance may offer, and, while its first cost may in
some cases appear unreasonably large, the expense for installa-
tion of the electric automatic track switch is compensated for
by the reduction in future operating outlay. The New York
City Company has installed several automatic switches at vari-
ous points, and is making preparations for the installation of
several others in the near future.

Numerous and well-grounded reasons exist which strongly
favor the operation of switches by automatic means rather
than have a switchman stationed at every switching point for
the purpose of manually controlling the switch tongue move-
ment. The continuous expense for manual labor, taken in the
^gg^'^gate for all the switchmen required upon a large city
system, involves an expense item of great size. The presence
of switchmen at important switching points involves additional
office expenses and detail in time keeping, and also adds to the
duties of the inspectors in charge of workmen of that class.
When subjected to extreme weather conditions, the switchmen
develop inactive tendencies because of physical discomfort,
while in event of heavy traffic, the man may find it difficult to
reach the switch always at the desired moment, on account of
the danger to which he would subject himself, and in the con-
fusion will necessarily cause delays in the operation of cars.
Again, the switchman, if careless, may throw a switch only
part way over, which will result in serious damage to the

equipment by causing the "plow," or underground trolley con-
tact device (as used in New York City), to take one track while
the car truck takes the other. When the switch mechanism is
operated manually from the street, the hand lever must either
remain in position or else be inserted in the bell-crank jaw at
each shifting of the switch ; the former is undesirable because
of obstruction to street traffic, and the latter is a source of de-
lay. Under conditions of manual operation and in the absence
of a regular switchman, on the other hand, the motorman from
the car must alight and operate the hand lever, which obviously
infringes on the schedule.

An automatic switch operating contrivance enables the mo-
torman to operate the switch from the platform of the car while
it is in motion, and entirely without outside assistance. Several
designs of automatic track switches have been devised, em-
l)racing operation by both mechanical and electrical means.
Both types have their merits, but the mechanical species have
in general offered less promise of reliability under the un-
usually severe conditions of operation to which such a device
will be subjected. The New York City Railway Company has
accordingly devoted its attention to the electric type of switch.

Plan o'^ Conduc-i-or Bars

Inswlated Section

FIG. l.-WIRING SCHEME BETWEEN TROLLEY CONDUCTOR
EARS AND SWITCH MAGNETS FOR THE OPERATION
OF THE TRACK SWITCH

and has in use several installations of two different manufac-
turers of the latter class. One of these was built by the Baldwin
& Rowland Switch & Signal Company, New Haven, Conn., and
the other by the American Automatic Switch Company, New
York.

The American switch was described in these columns in the
issue of Dec. 19. 1903. A diagrammatic view of the Baldwin &
Rowland switch is shown in Fig. i. As will be noted, it em-
braces two electric circuits in parallel, one of the common leads
connecting to the insulated section and the other to the live
underground conductor or trolley bar on the same side as the
insulated section. In each of the parallel circuits are two oper-
ating solenoids A4R and ML, a bridge switch sr and si and a
steadying magnet inr and ml. When a car is passing over the
insulated section with power on, the cores CC, which are joined
by a yoke attached to the operating link OL, are attracted to-
ward the operating magnets MR- The operating link is con-
nected to a bell crank which operates the switch tongue mechan-
ism, as indicated. The lower end of the connecting link car-
ries the roller R. which, as the plungers move, rolls along the
under side of the balance lever BL. The position of the balance
lever, the unstable setting of which is maintamed by the at-
traction between the magnet mr and its armature AR, controls
the distribution of current to one of the parallel circuits. Only
after the plow has left the insulated section does the longer
arm of the balance lever descend. The next car passing over
the section with power on would throw the switch tongue back
to its former position. The function of the magnets mr and ml

April i, 1905.]

STREET RAILWAY JOURNAL.

597

is to maintain current in only one of the parallel circuits, and
thus prevent to and fro motion of the tongue while the plow is
on the insulated section ; in the absence of these magnets, just
whether or not the final position of the switch would be the
one desired for the car schedule, would depend upon the par-
ticular part of the insulated section the plow was when the car
stopped, and also upon the rapidity of operation of the switch
tongue mechanism.

Fig. 2 shows diagrammatically the standard application of
the American switch for the operation of switch movements
upon the lines of the New York City Railway Company. Ad-
ditional consideration is involved in the operation of switches
upon the lines of this company, on account of the use of the
underground contact system of electric operation, as the switch-
ing mechanism must throw the slot guide for the "contact plow"
as well as the switch point, in order that the plow will be
directed to the proper track slot in switching.

The application of the electric switch mechanism for accom-
plishing this result is here illustrated. The electric switch
operates through a system of levers in conjunction with an
auxiliary mechanism by which the switching can be accom-
plished from a bar inserted through a street plate at one side,
as shown. A spring-operated retaining or locking leverage is

adopted by the New York City Railway Company as the sim-
plest method of instructing motormen in the operation of the
electric type of automatic switch. As indicated in this plan,
there is located about 45 ft. in advance of the switch tongue an
insulated section in one of the conductor bars of the under-
ground trolley system, which section provides for the opera-
tion of the automatic switch, as above explained. In order to
indicate the location of this section, as well as to serve as a
guide for the various movements in the switching operation,
whitewash marks are maintained on the surface of the pave-
ment, which furnish the motormen the information as indicated
on the plan.

As will be noted, a V-shaped mark indicates the approach to
the insulated section ; the wide mark extending entirely across
the track further on, indicates the position for the first stop,
where the front platform of the car must be brought to a stop
when it is desired to change the position of the switch point.
Upon then starting the car, a narrow mark extending entirely
across the track indicates the position for the motorman to shut
off power in passing the gap in the conductor bar (to avoid ex-
cessive arcing), while a similar mark extended half-way across
the track shows the position for resuming the power after pass-
ing the insulating break. The further wide whitewash mark

FIG. 2.— DETAILS OF THE MECHANISM FOR OPERATING THE TRACK SWITCH
AND PLOW GUIDE, AS ARRANGED FOR CONTROL BY THE AUTOMATIC
ELECTRIC SWITCH— NEW YORK CITY RAILWAY COMPANY

provided on the end of the electric switch rod, by which the
system is partially locked in either position of throw; this, in
connection with the semi-locking action of the electric switch,
makes the switching action very effective. As may be noted,
the various levers of the switching mechanism are provided
with adjustments by which their throw may be changed to ac-
commodate changes in track alignment.

The switch mechanism is, as may be noted, enclosed in a
water-tight case, which is filled with oil for the lubrication of
the moving parts within, and which also provides immunity
from interruptions due to dirt and other extraneous causes.
The magnet coil is also enclosed in a water-tight case, which
is filled with transformer oil, thus protecting the magnet from
moisture. The wires leading into the magnet coil are intro-
duced through stuffing boxes.

The details of the American switch mechanism have, as above
stated, been previously mentioned in these columns. As will
be remembered from the same, the action of this switch is posi-
tive, causing a complete throw each time the current is passed
through the solenoid coil ; in this way splitting of the switch
tongue and derailment of the car is impossible. The action of
the mechanism is such as to partially lock in either position of
the switch tongue movement, although the lock is not suffi-
ciently tight to prevent the switch movement being thrown by
means of the usual street switch lever.

Fig. 3 illustrates in plan a section of track at a switching
point, and illustrates the operating method which has been

immediately before reaching the switch tongue indicates the
position in which the car should make its stop before taking
the switch when it is noticed in approaching the insulated sec-
tion that the switch point is properly placed for the destination
of the car, this latter movement providing that the car shall
drift across the insulated section without power, in order not
to operate the switch mechanism.

To study the modus operandi, let it be assumed that the
switch tongue is set for the straight track, and that a motorman,
advancing in the direction shown, desires to turn to the left.
Upon coming to the electric switch warning mark, he turns off
the power and allows the car to drift. Seeing that the switch is
set contrary to his route, he brings his car to a stop when the
front bumper is over the first stop mark, in which position the
plow of the car is on the insulated section marked IS-, and
which is in series with the switch solenoid. The car is then
started with the controller handle at the first or second notch,
which passes a comparatively small current through the oper-
ating coil and throws the tongue. When the front bumper
reaches a position over the "off" mark, the motorman turns the
power oft', in order to prevent an arc at the insulating break,
and when the "on" mark is reached, the power is again turned
on, as by that time the plow has come again in contact with
the live section of the conductor bar.

If, on the other hand, tlic motorman finds the s\vitch point set
properly for the route of his car, he is instructed to approach
the insulated section at a speed sufficient to drift over the en-

598

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

tire gap without power. This prevents current from passing
through the switch solenoid coil, and thus the switch point is
not disturbed. His procedure in this case is, upon approaching
the V-shaped warning mark at a fair speed, to shut off power
and drift entirely over the insulated section to the second stop
position, after which he may continue upon his trip.

Special instructions are given the motorman concerning the
operation of the switches in case of double-throw of the switch
mechanism due to being required to stop and start a second time
on the insulated section, due to congested street traffic or any
other cause, which will result in returning the switch point to
the position in which it was found originally. In this event,
he is required to throw his controller handle back to zero and

BreoK in oondmctor bora

'in switch -t-ont^i.

BreoK in condi/\ofor bors

£"■■ Stop ■Sfop here whan awi+ch

\5 set in i-K^ht poai + ion

On

\^^€>top S+op here when switch
IS not set \n i-icjht position

4-

Cent

re ot 1

n svii at edsecV ion

ElectncL Qwiich Wornirx

Hi

c

0

4-
0
D

D

I M

I I —

7)

15

■(il 0

FIG. 3.— DIAGRAM SHOWING THE USE OF WARNING AND
GUIDING MARKS FOR DIRECTING THE MOTORMAN
IN OPERATING THE ELECTRIC SWITCHES

again turn on power the third time while on the insulated sec-
tion, which will bring the switch point to the desired position.
The motorman must in such a case, however, take precautions
not to stop on the insulating break, which would prevent start-
ing, and thus cause serious delay to the car until pushed over
by the car following. This is a practical feature of the opera-
tion which will be readily apparent, the possibility for which
trouble being due to the extremely congested conditions of
vehicular trafhc in New York City.

Among the advantages of both types of electric switches is
the ease of access to all parts, which permits of ready inspec-
tion, their convenience of operation and quickness in action.

The American type of switch has been under trial for over two
years, and now is in use in different sections of the city, and
several more are at present being installed. Among its ad-
vantages determined during this time the following may be
cited : There are no wearing surfaces in the mechanism what-
ever to change the action, while the enclosure underground in
a water-tight metal box prevents the contact of dirt or water
with the magnet or other parts. One magnet moves the switch
tongue in either of the two directions ; the cam plate is arranged
to produce a partial lock upon the switch bar, but still does not
render the switch inoperative by the hand lever in event of
trouble to the automatic mechanism. The switch operates in
all weathers.

The automatic switches which are to be installed upon the
lines of the company during the coming spring will be placed
in locations where street traffic congestion will be most likely
to interfere with the operation of the cars; in this way a very
tliorough trial of the device may be made before extending its
use more generally throughout the city. This does not in-
volve any question of the advisability as to the use of the
automatic switch, as its advantages far overweigh any objec-
tions to its use. The financial advantages of the introduction
nf these switches are very considerable, as in each case they
will obviate the necessity of two switchmen, one for day and
the other for night service. As these switchmen are paid ap-
proximately $2 per day, this means a saving of $4 per day, or
$1,460 per year (365 days), which at an interest rate of 6 per
cent would warrant an expenditure of over $20,000, neglecting
attendance and repairs to the automatic switch. There are
upward of 140 switching points upon the lines in New York
City, so that an idea may be had of the possibilities in this
direction. If 100 switches are installed the annual saving will
thus grow to $146,000 — an amount worthy of consideration.

♦♦«

CREATING TRAFFIC— IV. WHAT AND WHEN TO
ADVERTISE

BY E. P. HULSE

In the previous three issues the writer has considered tht
newspapers, bill-posters and other channels of publicity for
making public announcements, but of equal or greater im-
portance is to determine what to advertise through them. As
to the pleasure travel, there are many things all ready to handle
on the system, such as historic spots, recreation grounds and
public events of one kind and another. But the best traffic man
is the one that causes public events to grow where none existed
before — in other words, to originate new reasons for crowds
gathering at points where his road will get the benefit. On the
principle that the nimble sixpence makes the shilling, he should
remember that the short haul boosts up the earnings per car-
mile. A study of his parks, picnic grounds, historic spots, sub-
urban routes, swiftest schedules will develop how best to adver-
tise these regular features, and the public events that occur by
the calendar or that can be. foreseen can easily have sufficient
publicity given them.

Some of the events that can be "created" are city days at
your various resorts, music festivals, electric carnivals, family
reunions, gatherings of all orders and societies, special outings
on the holidays of the various nationalities in your territory,
political conventions, labor meetings for all sorts of purposes,
water fetes, children's days, horse races, band competitions on
a large scale, clay and live pigeon shoots, firemen's play-outs,
old-timers' reunions, sham battles, and so on without end.
Plan them well beforehand, get influential individuals inter-
ested, work them up, nurse them along and aid them, but sel-
dom "stand" for them. "Under the auspices of" be your watch-
word ! The nickel, not the glory — amen !

April i, 1905.]

STREET RAILWAY JOURNAL.

599

City days at some resort could include band concerts, ball
games by rival local nines, clay pigeon shoot, mammoth tug-of-
war, hurdle and obstacle races and field sports. Get the most
prominent citizens to act as judges, have the prizes donated by
local firms and displayed in their windows and work on civic
pride for your publicity. Music festivals might include all the
musical societies of a State, if no State organization already
exists through which it could be worked. There should be a
score of State soloists, vocal and instrumental, an immense
festival chorus, a few singers of perhaps national reputation
and a symphony orchestra. Plan it for several days, where
the company is interested in a hotel, if possible — and let the
public know about it. Many of these great events are pulled
off in apparent secrecy. Electric carnivals in parks and picnic
grounds at night are based principally on some extra current,
strings of incandescents and perhaps several gross of Chinese
lanterns. One or two spectacular attractions to focus attention
on beforehand and for the crowds to talk about afterward, in
addition to the regular amusement features of the resort, and
the natural gayety of the people under these circumstances
will fill out the carnival. Family reunions work themselves.
A few hours with the directories of the cities along the line or
in interviewing some of the old inhabitants and you can learn
the family names in your territory best adapted for your de-
signs. Seek out the influential individuals bearing the names
that you have selected, give them the "suggestion," and with a
little assistance they will do the rest. But it is not the Smiths,
Browns, Joneses and Robinsons, necessarily, that make success-
ful reunions. Select names that are perhaps unusual enough
to excite interest in those bearing them as to the extent of the
family connection. In this same way picnics on the holidays
of all the nations of Europe are made profitable. Secret orders,
particularly the military branches, use special cars nowadays
to a great extent, visiting other lodges or gathering for an out-
ing or parade. Banquets having political "blackbirds served
in a pie" are more enjoyable when partaken of at some pleasant
resort. Labor unions can muster thousands for all purposes
from sympathy meetings for raising aid to most enjoyable out-
ings with field sports on the programme. Special features for
children's days are fancy dancing for prizes by a limited num-
ber of entries from each city on the system, free rides on the
carousel for the first thousand entering the park, a Scotch
Highlander bagpiper, or some such inducement. Band com-
petitions, firemen's play-outs, sham battles, farmers' days,
county fairs, street carnivals, military tournaments, etc., re-
quire more of company assistance, but they seldom fail to fill
the receivers' safes. Sometimes the public is in just the humor
for a big barbecue, clam-bake or watermelon cutting, and the
unusual feature causes a great deal of talk. Sports of all kinds
are an unfailing source of revenue. Some companies own
baseball franchises and maintain the grounds. Where the haul
is short, the population large and the enthusiasm high, the re-
sult is certain. Much can be done also by working up minor
leagues for baseball, handball, basketball, bowling, etc. ; get-
ting up track meets, games of Gaelic football, launch, boat and
canoe races, automobile contests, swimming matches and dozens
of other variations that play on the national love of exercise.

I do not advise road managements to adopt the methods that
are followed in popularizing a midway at a great world's fair,
nor should they all attempt to have Dreamlands on their line,
but there are many good drawing cards among the "big spec-
taculars" that amusement companies are ready to give at your
resort, such as water spectacles showing land and sea battles
or volcanic eruptions, engine collisions, submarine boats, fake
airships, diving horses and elks, and the whole series of balloon
and parachute acts. These require careful planning if they
are to be made successes, and not, as in some cases that have
shocked the country, catastrophes. Crowds nuist be kept under
control and at a proper distance. At one resort this last sum-

mer, where an engine collision was advertised, the crowd forced
its way too near the track, a panic followed, the management
refused to give the exhibition and the disappointed ones
wrecked the hotel on the grounds. At the least, these spec-
tacles call for constant watchfulness or your water-walker may
go out into the lake for his act in a dangerous state of intoxica-
tion and make the spectacle ridiculous and perhaps serious. I
am somewhat "gun-shy" from experience with these features,
but if you know where to look for trouble and avert it you can
sometimes use them to great advantage. Some resorts have
permanent features, such as captive balloons, imitation battle-
ships floating in the lake, and even submarine boats. I shall
make no mention of the long list of customary permanent fea-
tures at amusement resorts, but only of the movable ones trav-
eling the country over or of permanent features of an unusual
nature. The traffic man's business is not park building, but
creating travel.

Sometimes a spectacle company can be secured for the entire
season at a very low figure which is prepared to give a dozen
of the smaller feats, especially if the contract is made early
enough in the season. This gives them a "backbone" to work
on during the summer ; and they will fill their side contracts
for special days or weeks at other resorts at a higher figure of
profit. They can usually give two performances, afternoon and
night, and as many Sunday "stunts" as wanted, varying the act
each week. Their repertoire usually includes the balloon acts —
single and double ascensions, single and double parachute
drops, balloon races, cannon and torpedo release parachute
drop, etc.; the "slide for life," high dive, bicycle act on high
wire with trapeze, bicycle dive into water, loop the loop and
loop the gap, high-wire walking, walking on water, etc. Aside
from the regular attractions at the resort, a spectacle of this
kind is a good focusing point for the afternoon's or evening's
entertainment features.

Most amusement resorts have their own band, but special
band concerts, especially on Sunday afternoon, with some well-
known organization, or the local bands, either single or com-
bined, are always high cards in drawing crowds. Their enter-
taining value, and incidentally their advertising value, are
heightened by the addition of a popular soloist, either vocal or
instrumental, without too nnich extra expense.

A few good animals, without attempting to make the menage-
rie too large, pay as a rule; but this is a matter to be decided
by local conditions, in which many things enter besides the size
of the population to draw from.

The trafific man, though, can make his greatest financial hits
for the road by taking advantage of sudden opportunities, like
the stock broker. Accidents, large fires and other calamities
can be made to yield money for the road if the traffic man does
not allow his enthusiasm to appear too cold-blooded. If a
freight train wreck has been rapidly photographed and the
pictures displayed, and notice be made of the location of the
wreck on the bulletin boards at terminal points, the car-fare
results are likely to equal those from a prepared engine col-
lision of the spectacular order. Large fires, explosions, floods
are in this class. I have known of instances in the interior
where the discovery of large fossilized bones has been seized
on to draw thousands. On the coast, races at sea, battleships
in port, new vessels on trial runs, launchings, the appearance
of a school of whales have been treated in the same way. As
an instance in pomt to show how the trafific man must be pre-
pared to work rapidly when the proper moment comes, it is the
custom to have dasher signs printed in advance for some events
which may be supposed reasonably to occur once or twice in a
season. He will have in his bill room a supply announcing:

HIGHEST SURF IN MANY YEARS AT BLANK BEACH

The Sight of a Lifetime

6oo

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

or perhaps another pile ready for the dashers and wall cases
and bulletin boards reading:

BLANK RIVER ON A RAMPAGE

Crowds Line the Banks

If the road has no resorts there are certainly some picnic
spots on the line, a grove or perhaps a hill from which a view
may be had. May-flower and arbutus hunting and autumn leaf
gathering and botanical expeditions may be held forth cleverly
as inducements for city dwellers to take a little suburban ride.
If your line goes no further than the city limits find something-
inside to draw the crowds to. How many people in New York
go within a mile of the obelisk and yet have never seen it, sim-
ply because they have never received the direct suggestion ?
They know that it is there ; that if their interest in it is ever
awakened they can view it ; but nothing ever quickens this
knowledge into impulse.

The most important matter of excursions I have purposely
left until near the last. Special car business from points along
your own line can be greatly increased by some "heavy think-
ing and light hand-shaking." In the territory outside the zone
directly served by your own line there is plenty of money
waiting for the proper suggestion to start it your way. Up-to-
date electric railways are now running joint excursions, and
some even enter into arrangements with the steam roads and
.give people living comparatively near to some resort or his-
toric spot the opportunity that they had never had, because
they did not know enough about the schedules of the two lines
to make the trip easily. I brought 780 people over 25 miles of
steam road before they connected with the electric cars, and
had their patronage all day from 10 a. m. to 7 p. m. in the
restaurants and at the amusement devices, and my share of the
advertising was only $13. Also one carload went in another
direction over the lines of the company when they left the
steam train on a trip to the coast that cost 90 cents apiece for
the round trip. That excursion was repeated several times,
and when the weather was favorable the same success resulted.
I have brought special excursions of fraternal orders, high
schools, Sunday schools, etc., miles over the steam roads before
connecting with the electrics, and have always found that they
liked the novelty. Frequently, if they receive the proper sug-
gestion, they prefer to get up the excursion themselves to make
money for their society. I give them a rate for the special
cars and help them on rates with connecting roads, details of
transportation, advertising, etc. They charge what they please
for the tickets and settle with the roads for the special cars.
This plan frequently nets quite a little sum for their treasury.
The main hitch with electric railways in getting up joint ex-
cursions is the apportionment each should receive from the
specials and what they should pay for the crews, but more par-
ticularly the difficulty in arranging joint excursions is the mat-
ter of liability in case of accident. That can be adjusted by a
joint agreement, the tickets bearing some form like this on the
backs : "The One, Two & Three Street Railway in issuing and
selling these coupons, which are good for passage between
Blank Square and Railway Park, acts only as agent of and for
the Four, Five & Six Electric Railway and the Seven, Eight &
Nine Electric Railway, and assumes no responsibility for any
negligence whereby any passenger is injured or his property is
injured or lost on any line other than its own, and the pur-
chaser accepts the coupons subject to the above condition."

Sometimes where an organization guarantees several hundred
on a joint excursion, the special form of ticket printed can in-
clude the stub and the coupons for the fare limits of all the
connecting roads, and even dinner, launch or theater coupons.
This requires quite a little extra bookkeeping, but when the
trouble taken brings several hundred people from a distance
who had never seen your resort the "word of mouth" advertis-

ing that they do when they return home is almost to be figured
among the assets for future seasons. I have sometimes gone
so far out of the usual zone of travel for my lines that arrange-
ments had to be made with three other connecting lines before
the special car could be run. Each road supplies a pilot as the
car comes onto its tracks. The opportunities in this direction
are only limited by the traffic agent's ingenuity and the time he
is willing to give to perfecting his plans.

The real estate business has been entered into successfully
by many roads. Suburban lots are boomed and sold, and some-
times wholly new communities have been planted by the elec-
tric railway. The traffic man, when he sees a new house going
up in the suburbs on his line, can set down in the asset column
an additional $30 per year for every adult male occupant if in-
side the fare limit to the center of the city and $60 per year if
outside the fare limit. In other words, every new house is as
good as a special car rented.

But summer is not your only harvest. Winter is not neces-
sarily solely for fighting snow and ice and for retrenchment.
Along your lines perhaps there are good spots for fishing
through the ice, skating, curling, horse trotting, ice-boating,
hockey contests, etc. Some roads have places where winter
parties can enjoy dancing or skating at will, tobogganing or
bowling or such sports as basketball. At least one road that I
am familiar with has turned a brick car house, which consolida-
tion of lines rendered unnecessary, into an immense indoor ice-
skating rink, and has never had cause to regret the novel line
of business.

These suggestions on traffic creating have dealt mainly with
the pleasure travel, but there is a rapidly widening field in the
business travel that is coming over to the electric lines from
the steam roads. Business men as yet have not enough
confidence in electric railway schedules, and fear delays by
the power going off or some minor accident. Still, there are
certain points where the electric roads have the advantage of
the steam lines, and the traffic agent of the former should harp
constantly on these, not forgetting to put a map of some sort
into all his advertising when possible. Electric roads, as com-
pared with the steam lines, have comparatively no noise and no
smoke, dust or cinders, and they pass through more beautiful
scenery with better opportunity to see it from the car window.
They make trips between cities with greater frequency than
the steam roads, and in almost as quick time, and at a lower
rate of fare. These facts should weigh in the balance with
business men when on trips where the mileage does not run
over two figures, and sometimes where it does.

COLORED ROUTE LANTERNS USED BY THE SPRINGFIELD
STREET RAILWAY COMPANY

Instead of using illuminated signs at night, the Springfield
Street Railway Company employs an effective electric lantern
for the designation of routes. The lantern is hung at the right-
hand side of the motorman's vestibule and can easily be dis-
cerned by would-be passengers before the car comes within
hailing distance. It consists of a small metal box frame hold-
ing two incandescent lamps, one above the other, and provided
with panels of different colored glass for use on different
routes. Thus, an orange light above a red signifies an "Aga-
wam" car, a straight red light "Brightwood," and so on. The
scheme appears to work very satisfactorily in the case of resi-
dents of the city, and as for strangers, the publication of all
the route signs and time-tables in the various weekly "guides"
displayed at hotels, clubs and other gathering places, facilitates
the acquisition of the system adopted. A second lantern of the
same coloring is also hung at the rear vestibule on the left-
hand side of the car, facing forward. In some cases three
lamps are employed to give the proper combinations.

ApRir, I, 1905.]

STREET RAILWAY JOURNAL.

THE QUESTION BOX

Tlie Question Box this week includes questions and answers
pertaining to general topics, the track department and the
master mechanic's department. Of special interest is the de-
scription on page 604 of the portable pile driver used by the
Detroit United Railway.

A.— GENERAL

A I. — What various methods do you employ for advertising
your road and its attractions?

This company is already preparing its advertising matter for
the summer season's business, the experience of the writer for
many years past proving it is a good idea to start on this matter
early in the year. The company has four resorts, reached exclu-
sively by the 13s miles of its system. These are as follows:
Canobie Lake Park, a high-class amusement ground of 50 acres;
Central Park, a smaller outing resort; Hampton Beach, with two
hotels, large Casino and group of cottages owned by the com-
pany; and Seabrook Beach, exclusively for cottagers. Half-sheet
posters in colors have been designed, the one for Canobie show-
ing a girl in canoeing costume against a full shore background,
and that for Hampton having a girl in bathing dress against a
full surf background. Only eight words on each poster tell the
name of the resort and the line that it is on, a series of half-tone
panels on the margin of each poster informing the public, in bet-
ter detail than any amount of description, what each place has to
offer in the way of theaters, band concerts, roller coaster, athletic
grounds, bathing, boating, etc. Half are printed on pasteboard
and half on heavy paper. Locations have been secured in store
windows and in other public places in Lowell, Lawrence, Andover,
Methuen, Haverhill, Amesbury and Newburyport, Mass.; Man-
chester, Exeter, Nashua, Portsmouth, Dover and Rochester,
N. H., and in the smaller places along the lines, and these are
paid for solely with a season ticket for one of the three theaters,
passing two people each week. The extra riding which originates
with the possession of this pass as an incentive, and which aver-
ages 25 cents a head for the round trip, amounts to enough to
make this advertising plan self-supporting from this source alone.
When the public is confronted with the constant recurrence of
these posters in window after window on the main streets of each
city, the effect of the strong impression in creating the desire to
ride is one that can be counted on. Souvenir postal cards form
a splendid means of advertising a resort. As they are sent by one
friend to another their effect is the same as a verbal recommenda-
tion of the resort. This is a form of advertising that really pays
a large profit. For Canobie Lake Park there will be seven de-
signs of cards in color and seven in sepia. The order will be
100,000, following the experience of last year's sales of the plain
ones. For Hampton Beach four views have been ordered. A
novel way of advertising the "sea-food dinner" at Hampton
Beach has been devised. The menu will be printed on a postal
card 7 ins. x 5'/^ ins. Bathing views cover the back, the daily
change in the bill of fare being printed in a mortised space in the
view. They may be addressed at the table and mailed from the
cashier's desk. The printer is working on a little double folder to
fit the ordinary size envelope, designed to draw banquet and din-
ner party business to the immense restaurant at Canobie Like
Park. Many large conventions were drawn there last year by
featuring this big hall. The little folder has a cover design of a
smiling waitress presenting the menu, the latter being enlarged
in comparison with the figure, in the manner familiar to every
l^hotographer who has had to record the capture of a large fish
held in the angler's hand. Inside the folder there are two panel
half-tones of the restaurant and the lake, two reproductions of
typical banquet menus, an outline of the facilities of the place for
large spreads, quotations from the newsjiapers and aftcr-dinncr
speeches made in past seasons praising the service, etc. Solely
for advertising the hotels and cottages at Hampton Beach a book-
let will go to press shortly containing half-tone views of the shore
and the interiors of the buildings, with descriptive matter. Later
in the season the company sends out to all organizations and so-
cieties and lodges in this territory a booklet describing the fea-
tures along the lines and containing half-tones of all its resorts
and "beauty spots," and making a bid for special car and excur-
sion busin ess. A liberal use of the newspapers, commercial bdl-
boards and boy distributers putting out maps and time-tables for
the public and posting up wall time-tables in all frequented places
follows in the proper season. A blotter containing a panoramic
view of Canobie Lake Park, with a list of its attractions, has been
printed for early distribution in cities off the lines from which ex-

cursions will be run in the summer. In past years a company
publication called the "Bulletin" has attracted a great deal of at-
tention, and has been the means of bringing the company and the
public into closer and friendlier relations. Dozens of minor
methods are made use of in season to boom each attraction and
event and excursion according to its importance. This is the third
year that this system has maintained an advertising and passenger
soliciting department. As to whether it pays, the writer would
state that another large New England system has this year es-
tablished a similar department, with rumors of others to follow.

E. P. HuLSE, Adv. Agt.,
New Hampsire Tract. Co.'s lines, Haverhill, Mass.

We use the local press for advertising our park attractions, our
interurban line, and for presenting our time-tables. We employ
as press agent a reporter connected with one of the local papers to
do the write-ups, and find this a good medium of reaching the
people. We also place banners on car fenders for advertising
special attractions, and frequently distribute dodgers in cars.

Superintendent or Transportation.

Printed time cards, large i6-in. x 19-in. cards judiciously dis-
tributed, and a folder with time card in the center.

C. E. Palmer, Supt.,
Cincinnati, Dayton & Toledo Tract. Co.

A 3. — How much money can be spent profitably by an elec-
tric railway company for advertising?

Depends upon what it has to advertise. We advertise our power
business by ads in daily papers and by booklets sent to all possible
power users in our territory. L. M. Levinson, Mgr.,

Shreveport (La.) Tract. Co.

A 4. — What are some of the ways by which an electric rail-
way company can kindle and foster a more kindly feeling and
a fairer treatment on the part of the public press of its com-
munity ?

By taking the press into its confidence whenever possible. The
policy of giving reasons for changes in service, and for the com-
pany's actions on matters of interest to the public, will bring the
management into closer touch with the press, and will ensure fair
treatment and a hearing before publication is made, unless there
are particular reasons for the press to be hostile.

Superintendent of Transportation.

By keeping the papers advised of matters of public interest, such
as changes in schedules ; by giving press representatives free trans-
portation, and by taking advertisements in the papers.

L. M. Levinson, Mgr.,
Shreveport (La.) Tract. Co.

A 5. — What are some of the ways by which an electric rail-
way company can kindle and foster a more kindly feeling to-
ward it on the part of the public ?

By having business-like employees and trainmen of good man-
ners ; by maintaining schedules; by furnishing clean cars, and by
strict care and prompt return of all lost articles found by em-
ployees on cars. L. M. Levinson, Mgr.,

Shreveport (La.) Tract. Co.

A 6. — Several electric railway companies are publishing-
regular leaflets or periodicals for public distribution, with the
idea of bringing about a better relation between the conipanv
and the public. What do you think of this suggestion? Have
you ever tried the suggestion of publishing such a periodical?
What were the results ?

The writer was much interested in reading the many replies in
the Question Box Department of your issue for Feb. 18, page 319,
in answer to Question A 6, referring to company publications.
As early as 1902 the writer was publishing a four-page leaflet in
the interest of the Georgia Railway & Electric Company, of At-
lanta, Ga. This was called the "Daily Amusement Programme
and Street Railway Bulletin." The daily issue in the spring of
1903 was 10,000, or 60,000 weekly (no Sunday paper being pub-
lished), which I believe is a larger edition than was ever printed
by any company for a publication of this character. It stood high
in public favor, the chief of the fire department, for instance,
sending in a "fire-line" badge with the announcement that it was
the best newspaper in the city. Commencing with June, the edi-
tion was run up to 12,000 daily, then 15,000 and even 18.000 on
special days. The first year the company had the printing done

602

at a fixed price per thousand. The second year printing presses
were located in one of the car houses, and the "Daily Bulletin"
and some of the small printed forms of the company were handled
there. This printing plant was leased, the advertisements in the
"Bulletin" sustaining it. The feasibility of this as a regular plan
is doubtful; much depends on the man engaged to run it. This
plan enabled us to make night runs of the presses, when necessary,
up to almost the time that the first cars started out. The folders
were distributed not only in the cars, but piles were left in public
places, such as hotels, cigar stands and soda water fountains; also
about a hundred bunches of the leaflets were strung up to trolley
poles at favorable points. This was done by a boy in the early
morning hours. We found that all the leaflets in these bunches
were taken before lo a. m. each day, and constant inspection of
the street and sidewalk showed that few were thrown away and
none maliciously torn down. Hundreds of people kept "complete
files" of the publication each year. I have even considered the
advisability under certain circumstances of supplanting newspaper
advertising in the summer with a large edition of a bulletin.
Newspapers are not read as closely in the summer months as in
the long winter evenings, and I have always favored putting the
suggestions directly into the people's minds, unhampered by com-
petition with other matters of interest.

E. P. HuLSE, Adv. Agt.,
New Hampshire Tract. Co.'s lines, Haverhill, Mass.

Good. We do it each year. The educational pamphlet if prop-
erly edited results in fewer accidents and educates the people into
the habit of getting on and olT cars more promptly.

L. M. Levinson, Mgr.,
Shreveport (La.) Tract. Co.

A 8. — A company wishes to carry is own fire insurance by
setting aside a certain percentage of its gross receipts each
year to cover fire losses. What would be a safe percentage to
allow?

Two per cent. L. M. Levinson, Mgr.,

Shreveport (La.) Tract. Co.

A 9. — Under what conditions can an electric railway com-
pany venture to carry its own fire insurance on its various
properties ?

The writer does not think a company can afford to carry its own
fire insurance on its \arious properties unless buildings are so
constructed as to be practically fire-proof, and are separated or
divided in sections so arranged that fire could not spread and cause
a general conflagration. Superintendent of Transportation.

If it has good organization of its barn employees with plenty of
water, pump, fire hose and two well drilled foremen, one for day
and one for night, who know what to do in emergencies. Water
pressure must be at least 65 to 75 lbs. per square in., and fire hose
must be of ample strength and good quality.

L. M. Levinson, Mgr.,
Shreveport (La.) Tract. Co.

A 10. — What percentage of your gross receipts are you pay-
ing out through the claim department ?

For 1903 our claim department expense was 35-100 of i per
cent of gross receipts. In 1904 this was reduced to 14-100 of i
per cent. We think this low percentage is partly due to very rigid
accident report rules, which are lived up to, and merit system of
discipline, allowing small credits for every correct accident report
turned in, and severe penalties for failure to turn in report. In
this way we get complete reports on all minor accidents imme-
diately, and this is generally quite an advantage.

R. P. Stevens, Supt.,
Everett (Wash.) Ry. & Elec. Co.

About 5 per cent. L. M. Levinson, Mgr.,

Shreveport (La.) Tract. Co.

A II. — A company wishes to set aside a certain fund each
year to cover all accident claims. Should this fund be based on
a definite sum per car-mile, or on a percentage of the total
gross receipts? What would be a proper allowance?

About 8 per cent of the gross receipts, where the Supreme Courts
are liberal, and all construction work is of the safest kind.

L. M. Levinson, Mgr.,
Shreveport (La.) Tract. Co.

[Vol. XXV. No. 13.

I.— THE TRACK DEPARTMENT
I I. — In the construction of a suburban or interurban elec-
tric railway, what are the deciding factors in determining the
weight and section of rail to be used? State what weight and
section you prefer, and why.

Weight on each wheel of car ; width of tread ; headway of
trains ; speed and character of bond. We prefer 8o-lb. A. S. C. E.
rail. Asst. Eng. Ry. Dept.

Weight of cars and speed. H. A. Tiemann,

New York City.

Weight of car and speed. We prefer T-rail of standard section,
because it makes a better and cheaper track both to construct and
maintain than other sections. We are using a 60-II). rail section,
which is about right for our conditions.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract. & Light Co.

I 2. — What is the best type of rail for city service in unim-
proved streets ?

Ordinary T if street is not to be paved. If street is to be paved
in the near future, rail as described by the writer in answer to
I 4- Asst. Eng. Ry. Dept.

The best type of rail for city service in improved or unim-
proved streets is some type of T-rail. In the writer's judgment
there is no type of girder rail that has yet been devised equal to a
good T-rail section. The T-rail rides easier, lasts longer and
maintains better joints than any girder section. The groove-rail
sections are an especially undesirable type of rail, as the groove
fills with dirt, ice, snow, sleet, etc., and in addition to these dangers
there is also the question of expense ; elaborate types of groove
now being rolled are very expensive, and yet the length of their
lives is practically not increasing. As soon as the head of the
rail wears down the flange of the wheel begins to ride on the tram
of the rail, making very uneven riding and producing a great num-
ber of broken flanges ; when the rail reaches this state of wear it
is practically worn out, and the great weight of metal still remain-
ing is only fit for the scrap heap. Regarding other types of girder
rail the same e\'ils exist, but to a somewhat lesser degree. The
height of the' T-rail to be used for city or interurban service de-
pends entirely upon the paving necessary; for unimproved streets
the writer would advocate a low, heavy section of T-rail, provided
of course that there are no plans to have paving in the future. The
low sections of T-rail are better than the high section, for the
reason that they retain gage longer, as they are less liable to spread.
This is very e\-ident, as the low sections are more firmly in posi-
tion and are less liable to be "upset." The writer believes that
the low sections of T-rail, say 4^^ ins., are the best that can be laid,
presuming, of course, that the foundations are firm and lasting.
The high sections with increased weight have greater strength,
but this strength in many instances is not necessary on account
of the excellent foundations which are now being laid under street
railway tracks. P. Ney Wilson, Supervisor, So. Jersey Div.,

Public Service Cor., Camden, N. J.

I 3. — What advantages, if any, does a 9-in. girder rail pos-
sess over a 7-in. girder?

A 9-in. girder rail allows a better foiuidation or bed for paving
than a 7-in. girder. Asst. Eng. Ry. Dept.

No advantage. A 9-in. girder rail permits use of sand, stone, or
granite blocks and 4 ins. of concrete under blocks and above top
of ties. The 7-in. girder rail is cheaper ; is fully as durable, and
permits use of brick or sheet asphalt paving with 4 ins. of con-
crete under same. H. A. Tiemann,

New York City.

I 4. — If the conditions require a girder rail, which type
would you prefer, semi-groove, full-groove, tram, center-bear-
ing or Trilby section ? Please state your reasons in full for the
preference.

Full groove ; one not wide enough to admit carriage and wagon
wheels. While this, small groove shortens the life of car wheels
and occasionally breaks the flanges, in our particular case it saves
considerably more in paving bills, as the vehicles on the street

STREET RAILWAY JOURNAL.

1

April i, 1905.]

STREET RAILWAY JOURNAL.

603

cannot follow the track and wear grooves in the paving. This
city has very strong laws regarding paving. The railway company
is compelled to keep in order the paving between the tracks and
2 ft. outside the rails, and so stringent is the city that we are often
reported and fined in the police court for small depressions in
the paving which have been temporarily overlooked and neglected.

Asst. Eng. Ry. Dept.

I 5. — When laying tracks, what space should be left between
the ends of the rails for contraction and expansion ?

As girder rails in paved streets have only about one-fifth of
their surface exposed to the elements, five-sixths of the rail being
under the ground, the joints should be butted. Exposed rails on
suburban and interurban roads shoidd be laid according to steam
railroad practice, using standard shims for every 10 degrees change
of temperature. Chief Eng. Ry. Dept.

I 9. — What means, machines, devices, special rigged cars,
etc., do you know of for expediting or cheapening the work of
ballasting and laying track? Please give sketch or photogiaph
and detailed description, including cost.

The Detroit United Railway has built a portable pile driver
which has been used with excellent results in interurban track
work, and in building trestles and bridges. The illust-.ations
herewith show the flat car carrying the pile driver and also the
long closed car which is used to push the flat car. The upright
leaders of the pile driver are 38 ft. high, and the diiver is pro-
\ided with a 2200-lb. hammer. The frame supporting the weight

The question of space between the ends of the rail to provide
for expansion and contraction is a mooted one, and has been
given consideration and a great deal of study by some very prom-
inent engineers. In paved streets, laid with a very heavy section
of rail, we would not leave any opening at the joint at all. The
writer believes that the elasticity of the metal would provide for
any expansion or contraction, and, as a matter of fact, this has
been practically worked out on our system. In open work, where
track is exposed to changes in temperature, would leave }i-'m.
space between the abutting ends of the rail, using 60-ft. lengths,
presuming, of course, that this work be laid in winter ; in the
summer would lay in open construction with an opening of J^-in.
These figures have been borne out by experience. We believe,
however, wherever it is possible the rail should be covered, and
it has always been our purpose to keep our rails covered, at least
up to the shoulder of the rail. We have some construction that is
entirely open, but by using the above mentioned spaces we have had
no trouble. In new construction every possible precaution should
be taken in laymg any type of rail to cover it up and keep u
covered as much as possible. This will provide against a great
variety of troubles, particularly expansion and contraction.

P. Ney Wilson, So. Jersey Div.,
Public Service Cor., Camden, N. J.

If on private right of way, in extremely hot weather lay rails
end to end; in moderate weather leave 3^-in. opening; in extremely
cold weather leave l4.-m. opening. With 60-ft. rails leave twice
these spaces at joints. If track is laid in country road and dirt is

TRjtiSTLE BUILT WITH PORTABLE PILE DRIVER

can be swung at right angles with the car to either side, and we
ct "drive a pile 10 ft. from the center of the track on either side
of the roadbed. Also, the upright frame is hinged at the bottom
and can be lowered down to the top of the cab when the car is
traveling over the road. In the upright position the frame is held
by adjustable braces. There is a 25-hp steam hoist on the flat car
for operating the hammer, and the frame is raised and lowered by

special drum on the hoist. The pile driver
'.3 in use most of the year, and we employ
about eight men on this work. The long
coach is used as living apartments for the
men when they are out on the interurban
systems. The men eat and sleep in the
coach ; the company furnishing the cooking
utensils and fuel and also paying the cook,
but each of the men making up the pile-
driving gang pay at the rate of $2 a week
for the supply of eatables. The car is

PORTABLE PILE-DRIVING OUTFIT, DETROIT UNITED RAILWAY

FRONT VIEW OF PILE DRIVER

to be filled to head of rail lay joints close except in extremely
cold weather, when one-half the spaces mentioned should be left.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract. & Lt. Co.

I 6. — What are the determining factors in selecting ballast
for a new suburban or interurban electric road ?
Cost and suitability. J. Chas. Ross, Gen. Mgr.,

Steubenville (Ohio) Tract. & Lt. Co.

I 7. — What is the best material for ballast on a suburban or
interurban electric road?

Broken stone, preferably lime-stone. J. Chas. Rnss, Gen Mgr.,
Steubenville (Ohio) i ract. & Lt. Co.

neatly furnished, having a sleeping apartment, sitting-room,
dining-room and kitchen. All of our pile driving on the main
lines is done at night after the regular cars are pulled in.
We find this outfit effects a great saving in our bridge work as
well as in track work. One of the illustrations shows the Canard
River bridge on our Sandwich, Windsor & Amherstburg line in
Canada, The bridge is 650 ft. long, and was built entirely with this
machine, which not only drove the piles, but also hoisted the tim-
bers into place. In working with the pile driver, we extend two
girder rails out 5 ft. in advance of the last bent, which enables us
to drive the next bent. The piles are then sawed ofT and the cap
and stringers are hoisted into place with the aid of the hoist on
the pile driver. This bridge was built at a cost of $9 per lineal
foot, which price included all labor and material. The timber and
piles were white oak. J. Kerwin, Supt. Tracks,

Detroit United Ry.

6o4

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

We have found the slag cars shown in the accompanying iUus-
trations very convenient for handHng slag for ballast. We use
two types of cars, a box car having 18 cubic yards capacity, and a
dump-car having 10 cubic yards capacity. With the dump car we

\

1^

— /9-0 >

IT

() ( )

SIDE AND END ELEVATION DUMP CAR, BIRMINGHAM

\

30- ni"

SIDE AND END ELEVATION SLAG CAR, BIRMINGHAM

I 14. — Have you had any experience with "creeping" rails,
and how have you remedied this difficulty?

The creeping of rails is due to expansion, and is particularly
evident in hot weather. We use 6o-ft. rails in partly open con-
struction, and from practical experience we find that the creeping
due to expansion is not any more evident with our 6o-ft. lengths
than it is with our 30-ft. lengths. The most serious problem in
this connection is the fact that the creeping will push the special
work out of its proper position. The only ways to remedy this
difficulty that have come to our attention, are either to cover up
the rail flush to the head, reducing the expansion to a minimum,
or else cut out a small section of the rail when the creeping would
cause a dangerous condition. We had a peculiar experience in
this connection. We were building some girder track, and while it
was still open and subject to the direct rays of the hot sun it
went so badly out of alignment that it became dangerous. A
sprinkler was sent over the tracks and after the water had cooled
the rail we found that it went back into its normal position.

P. Ney Wilson^ Supervisor, So. Jersey Div.,
Public Service Cor., Camden, N. J.

E.— THE MASTER MECHANIC'S DEPARTMENT
E 130a. — A road has had considerable annoyance due to hand
hole covers on motor cases becoming loose and dropping off.
What can be done to stop this ?

We had trouble at one time from this source. Investigation de-
veloped the fact that the trouble was due entirely to carelessness
in the part of the men who inspected the motors, as they did not
always take the trouble to see that the bolt holding the hand hole
cover was properly tightened. We began charging the price of lost '
covers to the men responsible for this work and have had no
more annoyance from missing covers. The men were instructed to
use a spring washer whenever they found a nut that worked too
easily on the holding bolt. Schenectady Ry. Co.

SIDE VIEW OF DLIMP CAR

E 148a. — What apparatus do you use for handling wheels
and axles around the shops ?

The accompanying illustration contains a good suggestion for-
handling wheels and axles about the shops. The tool shown is
made of wood. The distance from the notch to lower end of tool
is just a trifle longer than the radius of the wheels to be handled.

With this lever one man can take the heaviest pair of wheels and
axle all over the shop with little trouble, turning the wheels
around corners, lifting them on and off trucks, etc., with ease.

Anonymous.

CAR FOR HAULING SLAG

are able to dump the slag wherever we want it along the tracks.
The cars are handled in trains drawn by electric locomotives.

Geo. H. Harris, Supt. Ry. Dept.,
Birmingham (Ala.) Ry. Lt. & Power Co.

E 154. — What is the best method of cutting circular discs of
glass for headlights ?

One of the well-known supply firms makes a special machine for
cutting circular headlight glasses. I have used it for some time
and found it satisfactory. D. F. Carver.

April i, 1905.]

STREET RAILWAY JOURNAL.

605

LINE CONSTRUCTION FOR HIGH-PRESSURE ELECTRIC
/ RAILROADS

An interesting paper on this subject by George A. Damon
was read at the meeting of the American Institute of Electrical
Engineers held in New York, March 24, 1905, by Prof. Sever,
in the absence of the author.

Mr. Damon first described the line construction in use on the
Valtellina three-phase, Spindlersfeld single-phase and Huber
experimental lines in Europe, and then that on the Lansing,
St. Johns & St. Louis Electric Railway, the Indianapolis &
Cincinnati Traction Company and the Bloomington, Pontiac &
Joliet Electric Railroad in this country. As particulars and
views of all of these lines except the last have been published
in these columns, and as a description of the Pontiac overhead
construction appeared last week, the diagrams of the Pontiac
line construction are published herewith, together with Mr.
Damon's general conclusions :

REQUIREMENTS OF INSTALLATION

Bearing in mind the distinct requirements of th'e three classes

4: Sfm^^a' So/^ Sfee/Coi/s

2L

/& Concrete.

Omj} susjcieniicn^cr hii^h feniion trallt^
C^ifi^ streets.

SUSPENSION FOR HIGH-TENSION TROLLEY IN CITY STREETS—
BLOOMINGTON, PONTIAC & JOLIET RAILWAY

of roads already referred to, the problem of line construction
may be discussed under the following heads :

1. Pressure and Insulation.

2. Location of Conductor.

3. Requirements for Safety and Stability.

As an entire paper might be devoted to any one of these
subjects, there is offered an opportunity for considerable dis-
cussion.

Pressure and Insulation. — The single-phase lines now in
operation in this country have 3300-volt trolleys, and several
lines under construction have also decided to use this pressure.
From present appearances, therefore, 3300 volts is to be the
standard for interurban lines. It would be well, however, to
cons-ider just at this time whether it would not be advisable to
use a trolley pressure of 6000 volts. From an operating stand-
point there seems to be no reason why this higher pressure is
not just as practicable as a lower one; and to get the full bene-
fit of all the advantages inherent with the high-tension system
the higher pressure should be adopted.

Even if a few of the first roads are built with a 3300-voit
trolley, there is no reason why, with the catenary suspension,
the insulation provided should not be capable of standing a
working test of 6000 volts, so that when the time comes to
double the pressure the expense of the change will be a
minimum.

For steam railroad conditions, the larger amount of energy
required indicates that a pressure of at least 15,000 volts will
probably be desirable. Just where to strike a balance between
the cost of copper and the cost of insulation for steam road
work is a problem which should be carefully worked out; but
there seems to be no reason at this time why pressures of over
10,000 volts should not be considered.

The catenary form of suspension affords so convenient a
method of insulation that it should become standard practice
for interurban electric lines. When selecting an insulator for
this construction, mechanical strength should be the first con-
sideration, and a few cents more spent on the insulator will
insure an abundance of insulating qualities. As far as insula-
tion is concerned, there is no reason why the catenary con-
struction could not be operated at more than 30,000 volts, if
desired. For pull-offs and cross suspensions to iron poles
special porcelain insulators are being designed and used with
success.

It has long been admitted that dry wood is one of the best
insulators. The convenience with which a wooden rod fitted
with suitable terminals can be worked into an overhead con-
struction will commend this form of insulation. Impregnated
with an insulating compound, and of sufficient length to with-
stand high-pressure tests, the long wooden insulator is appli-
cable to the insulation of guy wires, anchors and cross suspen-
sion wires. Its use in actual practice will be watched with
interest.

The use of a wooden bracket to hold the insulator for sup-
porting the catenary will probably appeal to some as a step
backward. As far as looks are concerned, however, it may be
said that a wooden bracket of a section 3.5 ins. x 5 ins. presents
an appearance fully as attractive as the ordinary cedar pole
to which it is attached; and that a double-track road with a line
of center poles equipped with wooden brackets will be much
less offensive from an aesthetic point of view than a double
row of side suspension poles raked outward in the usual fashion.

The wooden bracket has an element of safety not possessed
by an iron support, as the insulating properties of the wooden
arm would be useful in the case of the failure of an insulator.
Unless the wooden bracket were wet it vvould safely hold up a
6000-volt catenary until the line could be repaired.

LOCATION OF CONDUCTOR AND COLLECTOR SYSTEMS

For moderate speed roads the natural tendency will lie to
have the trolley wire where it has proved to be so thoroughly
satisfactory — that is, over the center of the track, and to con-
tinue to use the present trolley harp and wheel. For speeds
not exceeding 40 m.p.h. to 50 m.p.h. at trolley pressures up to
3300 volts, this arrangement will work satisfactorily.

For high-speed electric lines there will be little objection to
the conductor wire remaining over the track, provided it is
properly suspended; but the danger of the ordinary trolley
wheel jumping off the wire at high speeds will, no doubt, sug-
gest the use of some form of collector other than the wheel.
The bow, the roller and the shoe will each find advocates until
more experience has been obtained and the results are reported
and discussed.

Special cases will arise such as the installation of a high-
pressure conductor wire over a road already equipped with a
direct-current trolley, as was the case with the Ballston, N. Y.,
road. In such an event the catenary construction can be very
nicely adapted to suspending the wire at the side of the track.
This location could be advocated for an entirely new installa-

6o6

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

tion on the grounds of cheaper first cost and some additional
safety in case the wire should break and fall, but both these
arguments lack sufficient weight to establish the wire in the
side position as standard practice.

For steam road conditions considerable objection may be
found to locating the conductor wire over the center of the
track : the danger to trainmen standing on top of the cars ; the
fouling of the conductor ; the deterioration of the insulation,
and the destruction of the wire and supporting cables by the
gases of locomotives which may jointly occupy the tracks; the
blocking of traffic when it is necessary to repair a broken wire —
all these are serious drawbacks to this location of the conductor
for heavy railroad practice. To avoid the deleterious effect of

CATENARY SUSPENSION FOR TROLLEY ON PRIVATE RIGHT
OF WAY ON BLOOMINGTON, PONTIAC & JOLIET RAILWAY

the locomotive gases it would seem to be imperative to place
the contact wire at one side and as low as possible consistent
with general safety. The advisability of installing an inde-
pendent and duplicate system of conductors is also to be con-
sidered for lines of importance; this can be done only by put-
ting the wires on opposite sides of the track.

The Huber system appears to have been carefully worked
out, and at the present time is the best suggestion for a solution

BRACKET CONSTRUCTION ON BLOOMINGTON,
JOLIET ELECTRIC RAILWAY

PONTIAC &

of the line problems in connection with the electrification of
steam roads. There is one serious objection to the arrangement,
but this can be overcome. The contact wire carried from pole
top to pole top is liable to break, and some form of support
should be devised to prevent the broken ends falling to the
ground. A double-catenary suspension system with one wire

MALLEABLE IRON PIN
USED ON BLOOMING-
TON, PONTIAC & JOL-
IET LINE

carried on an insulator at each end of a cross-arm attached to
the pole, say a foot from the top, could be provided, and the
contact wire could be supported from the apex of triangular
supports attached to the two catenary wires. This method
would offer advantages over any system of guard wires or
cradles which might be devised to catch the broken wire, as it
would require three wires to be broken before any part of the
system could fall to the ground.

REQdlKEMENTS FOR SAFETY
Frequent Supports. — Whatever method of construction is
followed, every precaution should be adopted to prevent acci-
dents to the public or employees from the loose ends of a
broken live wire. Suspensions or supports properly installed
every 10 ft. to 15 ft. will
lessen this danger.

With bracket construction
having poles about 100 ft.
apart, there will be no need
of a double-catenary suspen-
sion for the wire which is to
be used with an under-run-
ning collector. In such a
case, the double suspension
would mean twice as many
insulators as would be required
with the single catenary, thus de-
creasing the insulation resistance
and increasing the chances for
trouble. With what is known as
the "tower" method of construc-
tion— using long spans — the double catenary, spreading at
the points of insulated supports and converging together
at the center of the span, will be found desirable. The neces-
sity of keeping the wire from swaying will justify the double
catenary in this case, and the fact that the number of points
of support is reduced by using long spans will more than bal-
ance the use of two insulators at each support.

The frequent clips holding the contact wire are not only ad-
vantageous from the standpoint of additional safety, but they
contribute to the perfnanency of the construction by keeping
the wire almost perfectly horizontal at all temperatures, and
thus avoiding the bending of the wire up and down at the sup-
port points every time the collector passes. The only disadvan-
tage to clips holding the wire every few feet is the tendency for
the trolley wheel to spark at these points. This is not a serious
objection if a collector similar to the bow device is used, in
which case there will be no interference between the collector
surface and the mechanical clips.

Protection From Sleet. — In a hard sleet storm every attach-
ment connected to the wire will naturally be the cause of addi-
tional trouble. The arcs due to a coating of ice between the
wire and the collector will be much more vicious at 6000 volts
to 15,000 volts than at 300 volts, but there is no occasion to
become alarmed at the possible danger from this source. In
this country one of the high-pressure lines using a trolley wheel
on a 3300-volt wire has already passed through a hard siege
of sleet; and though the sparking was spectacular, very little
damage was done. The frequent trolley supports, however,
added considerably to the sparking.

Greased trolley wires are sometimes used to prevent the
trouble caused by sleet; it would be interesting to learn the
experience of members of the Institute with this device. It is
well known that the grease finish of an aluminum wire pre-
vents the collection of sleet upon the wire, and it may be pos-
sible that a coating of grease on the high-pressure conductor
wire would entirely obviate this trouble. It is evident that
with a collector taking the current by means of a contact made
on the top of the wire, as in the Huber system, the trouble
from sleet would be a minimum. In those kinds of sleet storms

April i, 1905.]

STREET RAILWAY JOURNAL.

607

in which icicles are formed and hang from the wire, a top-
bearing collector would have every advantage, but when the
sleet freezes equally all round the wire, the lighter pressure
of the top-bearing contact might put the Huber collector at a
disadvantage.

Transmission Lines. — The transmission lines from the power
plant to the sub-stations will be at a higher pressure than the
trolley pressure, and will therefore require careful treatment.
For a road which is to be built economically, a single set of
transmission wires serving all of the static transformer stations
in parallel will be sufficient. These transmission wires will
ordinarily be carried on the tops of the same poles which sup-
port the trolley bracket.

The next refinement would be to have a separate set of trans-
mission lines from the power house to each sub-station, making
it possible to put the overload protective devices on the central
station switchboard and thus eliminate the sub-station attend-
ance. With this multiplicity of wires and consequent higher
first cost adopted,
it is but one step
further to sepa-
rate entirely the
two systems and
to install two pole
lines on the same
right of way ;
where the electric
road is of the
high - speed class
this should be
done.

To be consist-
ent, however, in
insuring safety to
the public, it
would be well to
advocate as stand-
ard practice . the
plan of carrying
the high-pressure
transmission lines
entirely around

small towns and cities instead of through them. If the trans-
mission lines are too dangerous to be carried on the railroad
company's trolley poles, then there is more danger in carrying
them along the streets and over the network of telephone wires
inside the corporate limits. The problein of the proper regula-
tion for this situation is one that will shortly have to be
faced.

The first investment in the transmission line, the cost of
maintenance, and the loss by leakage — all these can be cut in
half by thoroughly grounding one side of the single-phase
transinission line so as to use the earth as one leg of the cir-
cuit. An actual trial of this suggestion to further simplify the
distribution system is under contemplation, and no doubt will
furnish valuable information as to its effect on telephone and
telegraph lines as well as data in connection with the resistance
of the earth with alternating currents.

Grounded Guard Wires. — Where the transmission lines pass
over other wires there should be a cradle of grounded wires to
prevent a broken transmission line from coming in contact with
a foreign wire. This cradle will be of little use unless it is of
ample dimensions. Some effort has been inade on European
roads so to install grounded wires that the breaking of a con-
ductor would at once cause the live end of the wire to make a
contact with the grounded guard wire, but in two cases which
have come to notice the grounded guard wire caused more
trouble than it eliminated ; for this reason it was soon aban-
doned. In order to encourage the discussion of the unsettled

DETAIL OF STRAIN INSULATOR SUPPORT
USED ON BLOOMINGTON, PONTIAC &
JOLIET SINGLE-PHASE RAILWAY

features of line construction for high-pressure electric railroads
the following are offered as

GENERAL CONCLUSIONS

1. There are no reasons why the standard pressures of the
conductor wire for interurban electric lines should not be at
least 6000 volts; this is suggested as a standard in order to
provide for interchange of equipment.

2. For the electrification of steam roads a pressure of about
15,000 volts on the conductor wire is desirable.

3. For electric interurban lines the present tendency is to-
ward the catenary form of suspension, with the trolley over
the center of the track. A connection should be made about
every 10 ft. between the steel catenary wire and the trolley
wire.

4. For steam railroad conditions a contact wire at the side
of the track appears to offer the greatest advantages. Some
form of construction should be adopted, however, to prevent
the falling of the conductor in case it should break.

5. A successful bow collector for interurban work and a
contact arm for steam road installations similar to that in use
liy the Huber system would allow the location of the contact
wire to be standardized.

6. A trolley wire 20 ft. above the center of the track is sug-
gested for interurban roads. For steam road electrification
tlie height of the contact wire at the side of the track could be
made standard at 16 ft.

HIGH-PRESSURE LINE CONSTRUCTION FOR ALTERNATING-
CURRENT RAILWAYS*

BY THEODORE VARNEY

The chief advantage to be derived from the direct application
of the alternating current to railway service is in the use of
high trolley pressures. Having a successful alternating-cur-
rent motor, the reinaining problem of greatest importance is the
method of supplying current to the car. The third rail, which
is largely used in heavy railway work, is obviously unsuited
for carrying 3000 volts, 6000 volts or 10,000 volts on the score
of insulation and of safety. Moreover, the third-rail construc-
tion, whatever be the pressure, is not suitable for terminal
yards in which there are many tracks and in which derailments
are not unusual. A smash-up would be almost certain to result
in tying up the system.

Of the various methods of current supply heretofore em-
ployed the overhead conductor is believed to be the only one
capable of development into safe or permanent operation with
trolley pressures running up into thousands of volts. The
present paper will describe some preliminary work which has
been carried out on a practical scale with overhead conductors.
Tn laying out a suitable overhead high-pressure alternating-
current system it was decided to make a radical departure from
the present methods of construction wherein the insulation is
made only good enough and the supporting structure only
strong enough to keep the cars running by the aid of an efii-
cient repair department. It was rather the aim to obtain a sys-
tem which would be serviceable and reliable for several thou-
sand volts and which when once in place would at least equal
in durability and cost of maintenance the bridges, track and
other portions of a standard railroad. While the exacting con-
ditions and heavy traffic of the present steam roads will re-
quire for successful operation by electricity a carefully planned
and substantial construction, the lighter interurban roads may
frequently be equipped with a less expensive system.

Several classes of construction have been designed ; of these
tlie least expensive type employing bracket arms will be de-
scribed first.

* Paper presented at a meeting of the American Institute of Electrical
Engineers, New York, March 24, 1905.

6o8

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

BRACKET-ARM CONSTRUCTION
This system consists of a single line of wooden poles spaced
well apart and fitted with bracket arms and steel catenary sus-
pension cable for supporting the trolley wire. The bracket arm
is a T-iron supported by a tension rod at its outer end
and fitted at the inner end with lugs which partly em-
brace the pole and to which they are bolted with lag

tie-wires. The tension in
the messenger cable is ad-
justed to give the proper
sag, and the trolley wire
is pulled up tight enough
to take out all kinks and
Ijends. Both trolley and
messenger are then an-
chored. The messen-
ger is next clamped to
the insulators and the
trolley is permanently
supported from the
messenger by means of
hangers or clips which
are adjusted in length
in such a manner as to
hold the trolley hori-
zontally. By this means
the tension in the trol-
ley is slightly relieved
and allowance is made

FIG. 1.

screws. Fig. i indicates the construction. The in-
inslator is of corrugated porcelain, cemented to a
malleable-iron sleeve, which in turn is slipped over the bracket
arm and held by clamps and set screws. The porcelain insu-
lator has a groove at its center surrounded by a malleable-iron

FIG. 6.— ANCHOR SCHEME

collar similar to a pipe clamp. This collar has an eye on the
lower side into which the hooks of a clamp which carries the
steel supporting cable or messenger are inserted. Wheel trol-
leys will probably be used to a considerable extent with the
liiwcT pressures. Guard loops are provided to prevent breakage

FIG. 7.— ANCHOR SCHEME

of the porcelain, in case the trolley should leave the wire under
a bracket. The insulator with its fittings is shown in detail
in Fig. 2.

The guard loops are also of service in temporarily support-
ing the cable while it is being run out and pulled up. The trol-
ley and messenger are run out together, and the former is sup-
ported from the messenger at occasional points by temporary

FIG. 2.-SINGLE CATENARY, MAIN
INSULATOR DETAILS

-T-IRON BRACKET WITH MAIN INSULATOR AND
STEADY STRAIN

[0 0 0J

FIG.3.—

HANGER

FIG. 4— SINGLE-CATENARY CURVE
PULL-OFF

FIG. 5.-CURVE PULL-OFF

FIG. 9.— CROSS-SPAN MAIN-LINE SUSPENSION

" 1

1

. 1* ^ f f\ ^- .. . ..■ . .

FIG. 8.-SINGLE CATENARY, SECTION-BREAK INSULATOR FIG. lO.-CROSS-SPAN SUSPENSION AND STEADY STRAIN

April i, 1905.]

STREET RAILWAY JOURNAL.

609

for expansion and contraction. The hangers are stiff and, being
placed only 10 ft. apart, correct any tendency of the grooved
trolley wire to twist. This insures that the smooth lower sur-
face will always be downward, a feature especially necessary

FIG. 11.— DOUBLE CATENARY BRIDGE CONSTRUCTION

when bow or sliding trolleys are used. The
short distance between hangers also prevents the
end of a broken trolley wire from coming dan-
gerously near the ground.

The method of supporting the messenger be-
low the bracket arm enables a tension rod to be
attached to the outer end of the bracket without
the necessity of fishing the messenger cable over
the arm and under the brace. The cable and
trolley may be run out along the track and
pulled up in place under the brackets with a
minimum amount of labor. Another advantage
in this arrangement is the slightly flexible char-
acter of the point of support of the messenger ;
this is not sufficient to permit any considerable
vibration of the span as a whole, but will allow
any small vibration set up by the trolley to pass
on. It has been noticed in rigidly supported
spans of considerable length that a tendency
exists for waves to be reflected from these fixed
points which, when they reach the trolley, lift the
wire from it, thereby causing flashing.

The hanger is illustrated in Fig. 3, and con-
sists of a galvanized malleable-iron casting made
in ten lengths. It is fitted with a bolted clamp
to take the messenger cable, and is secured
to the trolley with screws. At intervals of about 1000 ft. and
upon curves of large radius, a steadying device, shown in Fig.
I, is used. The pull-off used on sharp curves, the method of
anchoring and the section-break insulator are shown in Figs.
4, 5, 6, 7 and 8.

]VtEASUREMENTS ON SPANS IN SERVICE
A road 5 miles in length has been in operation for about five
months, and upon this road several forms of construction have
been installed. One portion has been equipped with 120-ft.
spans with sags of 24 ins. in the messenger cable. Another
section has spans of about 96 ft. and sags of about 4 ins. In
the latter case both messenger and trolley wire are tighter than
the former. The effects of temperature upon these two forms
of construction are indicated by the following observations
during a period of two months :

Date

Temperature
Fahr.

Height of Trolley Wire Above Rails

Span No. 1

Span No. 2

120-ft.

span

12-22-04

33.8°

21 ft. 3.4 in.

21 ft. 5.1 in.

12-28-04

52..3°

21 " 2.0 "

21 " 3.6 "

1- 4-05

16.0°

21 " 4.1 "

21 " 5.5 "

96-ft.

span

12-22-04

34.7°

20 ft. 7.0 in.

20 ft. 7.5 in.

12-23-04

52.3"

20 " 6.8 "

20 " 7.4 "

1- 4-05

14.7"

20 " 7.4 "

20 " 7.9 "

The greatest temperature variation noted on the i20-ft. spans
was 36.3 degs. F., and the corresponding changes in height at
the centers of the spans were 2.1 ins. and 1.9 ins., respectively.
For the 96-ft. spans the temperature variation was 37.6 degs.,
and the corresponding changes in height were 0.6 in. and 0.5 in.,
respectively.

The combined weight of messenger, 000 trolley wire and
hangers averages i lb. per foot, which gives a tension in the
messenger cable with 120-ft. span and 24-in. sag of about 900
lbs. The tension with 96-ft. span and 4-in. sag is about 3500 lbs.

BEST ARRANGEMENT
For best results with this form of construction, both as re-
gards cost and operation, the following arrangement is consid-
ered satisfactory: The spans should be 120 ft. long on straight
track, reducing the length as may be necessary on curves. The

FIG. 13.-DOUBLE CATENARY, CURVE WITH PULL-OFF

messenger to consist of a 0.4375-in. galvanized Bessemer steel
cable composed of seven strands and having an ultimate
strength of about 6000 lbs. The trolley wire to be 000 grooved
section supported in horizontal position by hangers placed 10 ft.
apart. The messenger cable is to be pulled up to a minimum

6io

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

cold-weather sag of about 11 ins., corresponding to a tension of
about 2000 lbs.

CROSS-SPAN CONSTRUCTION
For conditions where bracket arms cannot be used, cross-
span work may sometimes be employed. For this purpose the
arrangement indicated in Figs. 9 and 10 has been designed.
The difTerence between this arrangement and the bracket-arm
construction is the substitution of a 0.4375-in. steel span cable
for the bracket. Other details are practically the same.

BRIDGE CONSTRUCTION
For the heavy service requirements of steam roads having
from two to four tracks, the construction described above is not
adequate ; a more substantial equipment and one which will not
encroach upon the present standard clearances is necessary.
Obviously, the best form of support to accomplish this result
is a bridge long enough to span all tracks with ample clearance
on the sides and overhead and stiff enough to carry all of the
overhead conductors without undue vibration. Bridges of this

The maximum temperature variation is 32.4 degs., and the
corresponding change in height of trolley wire is 2.8 ins. for
the 230-ft. span and 5.6 ins. for the 270-ft. span. Fig. 12 repre-
sents a curve of 425-ft. radius. In this view the use of double-
catenary curve pull-offs is illustrated.

PROPOSED GENERAL PLAN

It was first thought advisable to run the messenger cable over
the bridges. Fig. 11 shows this construction. It is necessary,
however, to provide an unobstructed view of the signal ap-
paratus, and it is accordingly considered preferable to make the
bridge high enough to permit the semaphores to be suspended
below the truss.

Fig. 13 indicates a signal bridge which has been devised for
a four-track road carrying, beside the semaphores, the four sets
of cables and trolley wires suspended below the truss. This
construction is a decided advantage in erecting, as the cable
and trolley wire can be run out along the track and lifted into
place. Massive porcelain insulators will be used mounted on

FIG. 13.— SIGNAL BRIDGE DEVISED FOR A FOUR-TRACK ROAD

character are at present in use on many roads to support sema-
phores and other signal apparatus.

Fig. II illustrates a section 2500 ft. long of a three-track
road, one track of which has been equipped with the bridge
construction. The double-catenary system is used, each mes-
senger being a 0.4375-in. steel stranded cable. The trolley wire
is 000 grooved, and the supporting hangers are placed 10 ft.
apart. The average total weight per foot supported by each
cable, including its own weight, is 0.91 lbs. The vertical sag
in the first span, which is 230 ft. long, is 2.6 ft., and in the
second span, which is 270 ft. long, 3.6 ft., both at 26.6 degs. F.
The corresponding tension in the messenger cables is 2300 lbs.

The observed variation in heij,ht of trolley wire due to tem-
perature change was as follows:

Temperature
Fahr.

Height ot Trolley Wire Above Rails

Date

Span'No. 1

Span No. 2

1-16-05

1- 26-05

2- 9-05

20.6°
6.8°
39.2°

23 ft. 9.1 in.
23 " 10.1 "
23 " 7.3 "

23 ft. 7.1 in.
23 " 9.9
23 " 4.3 "

heavy pipe and fitted with collars having soft lead strips under
them. From these the cables will be hung by means of bolted
clamps. By anchoring all cables to the bridges after being
drawn up to a uniform tension, the effect will be to steady the
bridges. For roads having wide rights of way comparatively
light bridges steadied with .guy cables may be used, but for most
cases a substantial structure similar to those now used for sig-
nal towers will probably be preferable. It will be noted, how-
ever, that owing to the comparatively long intervals between
signals only a few of the bridges carry semaphores ; the others
may be made lighter than the one indicated in Fig. 13.

Spans of 300 ft. for straight tracks appear to be satisfactory,
not being so long as to permit undue vibration in the cables,
and not so short as to require a large number of bridges per
mile.

For the messenger cables 0.625-in. extra high strength steel
strands are suitable. With a 0000 grooved trolley wire and
hangers spaced 10 ft., the average load per foot on each cable
is X.43 lbs., and with a vertical sag of 2.7 ft. the tension is 6000
lbs. In a rough climate, wind and sleet will at times increase
this tension ; assuming that the tension may be doubled, a fac-

April i, 1905.]

STREET RAILWAY JOURNAL.

611

tor of safety of about 3.5 will still remain, as the breaking
strength of the cable is about 40,000 lbs.

For use in localities where milder weather conditions may be
assumed, lower grades of steel may be used, having breaking
strengths for the same weight per foot of 25,000 lbs. and 19,000

FIG. 14.— DOUBLE CATENARY, AD.TU.?TAP,LE TROLLEY HANGER

lbs. These latter cables are somewhat easier to handle and
would be sufficiently strong for most conditions.

The sag given above is taken to he the cold weather condition,
and for loo-deg. F. rise the sag would be about 4.4 ft., or a
variation of 1.7 ft. In Fig. 13 this allowance is made in the

FIG. 15.— DOUBLE CATENARY, CURVE PULL-OFF

height of the bridge so that tlie lowest point of tlie trolley wire
will be 22 ft. above the track. It is not believed that the varia-
tion will be this much on account of the giving of the supports
and other causes.

For curves the length of span will he decreased, and when
necessary to hold the wire in the center of the track radial pull-
ofFs will be used, secured to strain insulators. These will be

iiioinited on latticed poles, which in turn will 1je braced hy guy
anchors.

For sharp curves the radial pull of all the messenger cables
would be severe, and it is intended to provide at the tangent
points anchor bridges which will have trusses stiff enough in
the horizontal plane to stand the strain of slacking off the cables
' about one-half. These anchor bridges will then Ije held by long
guys running out a considerable distance from the bases of the
bridges and anchored to cross-ties or channel irons buried in
the ground and concreted.

Several details for the doul)le-catenary construction are
shown in Figs. 14 and 15. All of the metal parts other than
the bridges and trolley wire are galvanized, but as a further
protection against depreciation from locomotive funics period-
ical painting is advisable.

Regarding the efficiency of the insulation employed, it may
be stated that under snow-clad conditions 2500 ft. of iron bridge
work and 5 miles of single-catenary construction showed under
test a leakage of i amp. at 6000 volts.

CONCLUSION

The foregoing descrilies the actual work which has been car-
ried out with the view of developing a system of overhead con-
ductors for moderate and heavy traction service which will
approach in a far greater degree than heretofore the reliability
and permanency of present steam railroad equipments.

Aside from the work described above, 40 miles of road using
the single-catenary wood-pole construction have been ])ut in
operation in Indiana. This has been in successful running
order since the first of this year. The remaining 60 miles of
this road will probably be completed in the near future. The
pressure is 3300 volts.

DISCUSSION ON BOTH PAPERS

F. N. Waterman, in opening the discussion, gave some par-
ticulars of European alternating-current practice. He said
that the longest experience with the prol)lem of conveying
energy at high tension to a moving vehicle has been that of
the Ganz Company, which has now extended over about five
years. This has all been with three-phase current at 3000 volts
and low frequency, and there have, therefore, been two trolley
wires. The preliminary trials on the experimental line at
Buda-Pest lasted for something over a year, and the system
has been operated in Italy altogether nearly four years, of
which two and a half years has been in actual practical service.
The original line erected in Buda-Pest, while differing in de-
tail, was not essentially altered in the actual construction em-
l^loyed on the Valtellina line. During the experimentation at
Buda-Pest both single and double-catenary suspension were
tried, the construction being essentially similar to that used on
the Spindlersfeld line. The cross-suspension type, however,
was adopted, the system of double insulators and double sup-
ports, shown in Mr. Damon's paper, being used. A consider-
able sag is allowed in span wires, and every effort is made to give
an elastic and uniform suspension. The insulators as installed
are extremely heavy and certainly do not aid in securing this
result. Dry wood, impregnated as suggested by Mr. Damon,
forms an important feature both of the old and new con-
struction.

For long spans and at switches an arrangement similar to
the first diagram in the accompanying abstract in Mr. Damon's
paper, showing cross suspension, is employed, and a very in-
teresting special type of span-wire construction is also used,
particularly where the trolley wires are lowered to pass under
l)ridges, and hence undue rise and fall with the passage of the
trolley would be undesirable. This consists of a catenary type
of cross suspension connected at intervals by suspension wires
widi an upwardly arched span wire which carries the insulators,
thus making a construction wiiich does not sacrifice the sub-
stantial elasticity of the line, but holds it accurately in place.

6l2

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

permitting a limited rise and fall with the passage of the trolley.

During the experimental period some difficulty was experi-
enced with the overhead construction, and in one or two cases
the wire broke, but the chief difficulty was encountered in the
tunnels, and was both mechanical and electrical in its nature,
since the accumulation of deposits from the steam locomotives
continually running through the tunnels during the experi-
mental period and the leakage of tunnel roofs caused insula-
tion troubles, while owing to the very small clearance of the
tunnels, difficulty was experienced in keeping the wire from
grounding between supports. This was overcome by shorten-
ing the distance between supports and weighting the conduc-
tors by clamping small iron rails upon them, these being put
on in sections several feet in length in the same manner as a
mechanical clip. Although the construction is not by any means
heavy, and the workmanship shows the effect of inexperience
on the part of the linemen, it has successfully witlistood the
wear and tear of use, and so far as the speaker had been able
to learn has never been pulled down. In one or two instances
at the beginning of the experimental operation, the trolley
caught in the suspension wire owing to the improper location of
curves and turn-outs, but the result was to break some, portion
of the trolley mechanism and leave the line in condition for use.

For their newest construction the double-catenary type is
used, no span-wire supports whatever being employed, and two
messenger wires serving to carry both contact conductors. The
spacing of the conductors is maintained by wooden insulator
bars upon which the insulators proper are carried, and to
which supports from the messenger wires are attached. The
insulators have been very much lightened by the substitution
of pressed steel for malleable-iron castings. The messenger
wires are carried on iron girders, spanning the track, the dis-
tance between girders being 130 ft., and the distance between
points of attachment to the wire, 65 ft., there being two sup-
ports between girders and none immediately under them.

The block and signal system is interconnected directly with
the contact conductors, and the entrance of a train onto a sec-
tion in face of a danger signal disconnects the section, but the
speaker was unable to learn the details of the system. In addi-
tion to this, the conductors within the limits of the stations,
and for a deffiiite distance on each side, are dead at all times,
save when a train is actually approaching or starting from a
station. These sections can only be thrown in by the signal
operator. It is customary for express trains to coast over with
trolleys down, and it is the usual practice for trains moving at
full speed to lower the trolleys at all switches, except such
trains as are off from schedule and are making up time.

The feature of double insulation, which is used throughout,
has proved particularly useful in rendering possible the break-
age of a single insulator without causing interference with
traffic until repairs can be effected. This feature, while of
course not a novelty, seems particularly worthy of perpetuation
in high-tension lines where special liability to mechanical
break-down exists. The idea of cutting out sections at stations
and the extension of the same idea carried out on the Spin-
dlersfeld line, of cutting out sections under bridges where the
right of way passes under highways, seem also worthy of con-
sideration, at least for special cases.

The Valtellina system seems to have been free from trouble
with the overhead construction to a remarkable extent, not-
withstanding the fact that two overhead wires are required,
and this fact emphasizes the importance of using a trolley con-
tact device which cannot get off from the wire, and thus either
break insulators or pull down the construction.

The trolley itself is a single apparatus and not two inde-
pendent devices. It requires, however, two separate bases and
poles, as would be the case were there two single trolleys. The
outer ends of the two poles are connected by a continuous bar
of impregnated wood, the center portion of which for a dis-

tance of about 8 ins. is the full diameter of the rolling con-
tacts. On either side the diameter is reduced to receive two
contact cylinders which are slipped over and supported on in-
sulated ball bearings, the current being taken off by carbon con-
tact rings at the ends and carried by flexible jumpers to the
trolley poles. The cross bar with its contact rollers is flexibly
connected to the ends of the arms by horizontal spiral springs,
permitting simultaneous contact with the two wires, even
where they are at widely different heights.

The rollers originally put out were of copper and gave trou-
ble by elongation under the hammering of service, and so bind-
ing the bearings. Ganz & Company now send out steel rollers
copper plated, and claim a wear of 10,000 km per roller, or
20,000 km per vehicle, before replating becomes necessary.
The copper rollers gave a life of 30,000 km to 40,000 km per
vehicle, but then had to be entirely renewed. The operating
company prefers bronze, and finds no trouble from elongation.

The trolley poles are supported by spiral springs in tension,
the tension being put on from within the vehicle by compressed
air. .With this device the slow-moving trains take 300 amps,
without sparking or burning the wire. The normal speed of
passenger trains is 40 m.p.h., and the maximum current that
has been taken at that speed is about 240 amps., at which the
collectors worked satisfactorily. The highest speed at which the
device has been tested is 62 m.p.h., taking off a current of about
IDO amps. This test was made without alteration of springs
or line construction, and gave entirely satisfactory results.

The plan of construction employed has therefore demon-
strated its effectiveness at moderate speeds, in spite of the
handicap of the extreme weight of the insulators. After two
years of use the trolley wires show practically no wear, nor
evidence of burning. Very little sparking is evident at night
when running at full speed, but, as would naturally be ex-
pected, such flashing as does occur takes place at the points of
suspension. The type of trolley used seems therefore to com-
bine the advantages of the wheel and bow forms. It cannot
leave the wire, and as at present constructed cannot catch. The
rolling contact practically eliminates the wear on the wire and
contact conductors. The only serious objection to the over-
head construction raised by the local engineer was to the loca-
tion of the wires over the track, necessitating much of the work
to be done at night, or else conducted under serious disad-
vantages.

During the entire period of operation no one has either been
killed or injured by contact with the overhead construction,
but an engineer of the Ganz Company was killed in one of the
sub-stations.

The organization for the maintenance of overhead construc-
tion is very interesting. The line is 66 miles long, and for the
purpose of controlling is divided into five sections, for each of
which five men are kept. Their duties include patrolling of the
line and visiting the sub-stations at regular intervals. When
not otherwise engaged, one man is always on duty at the sub-
stations. In general charge of all sections is a superintendent,
who reports to the electrical engineer.

The total cost of maintenance of primary and secondary
lines, care, attendance and maintenance of sub-stations and
patrolling of line on this plan is about $102 per mile per annum.
This force is not kept fully occupied, but it is held that no
smaller force would be allowable. The engineers of the oper-
ating company and of the Rete Adriatica seem to agree that
the exigencies of mail line railway service demand that a suffi-
cient force should be maintained to insure the prompt re-
sumption of service in case of accident, and that the cost of
maintenance and repairs and of the supervision of sub-stations
is not determined by the actual labor involved, but by the neces-
sity for prompt action in emergencies. The difference in cost
of maintenance between a three-phase and a single-phase line
on main line railways is therefore, according to this view, sim-

April i, 1905.]

STREET RAILWAY JOURNAL.

613

ply the difference in tlie cost of material, and hence a negligibly
small quantity. The point of view is interesting, and so far as
the speaker knew has not been mentioned in just this form in
this country, but in view of the higher cost of labor here, it is
questionable how far the plan could be adopted.

Mr. Townley pointed out that hitherto overhead trolley con-
struction had followed along the original lines, and that the
improvements made have been those of details. The departures
indicated in the two papers of the evening were therefore ex-
tremely important, but we should observe a considerable degree
of caution in recommending extremely high voltages right
away. It is one thing to construct 10,000-volt systems in the
open country and another to recommend a high-tension trolley
system for general service through closely populated centers.
We can, of course, provide safeguards in the way of grounds,
etc., but there is a wide difference in doing this for 500 volts
than for 2000 volts, 3000 volts, 6000 volts or 10,000 volts. The
difficulty of maintaining the insulation and keeping the pas-
sengers out of danger should not be lost sight of. He did not
agree with Mr. Damon's recommendations that now was the
time to standardize the pressure or location of the wire. He
believed that was the very thing we do not want to do at pres-
ent. We have not had enough evidence of satisfactory opera-
tion on any of these lines to attempt standardizing without
danger of making serious mistakes. He considered of interest
the data presented by Mr. Waterman on the rolling contact
system, which brought to his mind the remarks made by Mr.
Potter at a recent meeting of the New York Railroad Club, to
the effect that some of the European contact devices had
failed on this side owing to higher speeds and greater
currents. Mr. Damon also suggests the possibility of greasing
the trolley wire to prevent sleet, but he thought it would be
difficult to provide a sufficient number of men to grease the
trolley wire before sleet forms. Mr. Damon's suggestion of
the use of 15,000 volts on steam roads introduces at once the
query of how far it would be desirable to go in raising the trol-
ley potential. It was not clear to him that 15,000 volts would
be more economical either in first cost or operation. The addi-
tional expense for insulation would prove considerable, and for
any distances thus far contemplated, he was inclined to think
that a lower voltage would prove cheaper.

Mr. Armstrong, the next speaker, said he believed absolutely
in keeping the trolley potential as low as can be done to do the
work. We do not need to go higher than 3000 volts. Greater
pressures would involve increased cost, danger, liability of
break-down and otherwise unnecessary expenses. The catenary
type of construction is adapted for potentials as high as 15,000
volts, but the advisability of using this voltage simply because
it is possible is another question. Looking at this matter in
another way, it is possible at 3000 volts to operate cars of 40
tons to 50 tons at a speed of 50 m.p.h. on half-hour headway,
with sub-stations spaced 20 miles apart. It was a question as
to how much trolley wire should be out of service in case of
an accident, and it seemed to him that 20-mile blocks were
surely long enough, if not too long, for economical operation.
To have a higher trolley potential for the sake of permitting
greater spacing of sulj-stations is an undue refinement not
called for by operating conditions. When one comes to heavy
freight trains with 1500-hp motors it is time to consider higher
potentials, but even in such cases 5000 volts or 6000 volts would
take care of all conditions involving not only sub-stations, but
the line drops, cost of apparatus and all the operating condi-
tions would be perfectly satisfactory. The position of the
trolley has been alluded to. At the present time there are three
high-tension lines in operation, two having the trolley sus-
pended over the center of the track and one at the side. It
seemed to him that there are arguments in favor of both loca-
tions. The center trolley permits the use of the trolley wheel
or bow for both city and suburban service. Many of our city

systems, however, are so constructed that a bow »annot be used
so that a separate trolley wheel will have to be employed for
mixed systems. It is doubtful if suspending the trolley in the
center would effect any economy in the trolley wheels required.
The side-suspended trolley opens another advantage. It neces-
sitates the use of a separate bow or trolley wheel for the high-
tension part of the line, which has some advantages in safety
of operation and also in the facility for changing over. The
operation of both styles of suspension will be watched with in-
terest. We are not yet in position to standardize one or the
other. The frequency of hangers between the supporting cable
is another point for study. Mr. Damon also suggests the use
of separate transmission lines to each sub-station as being an
improvement over a single set of wires from the power station
serving all the sub-stations in multiple. From his company's
experience, Mr. Armstrong was led to believe that the trouble
with transmission lines increased with their mileage. While
it gives a certain concentration of labor in the generating sta-
tion it brings up the specious idea of eliminating the sub-station
attendance. He wanted to suggest to Mr. Damon that on
further operation of the road in question it may be found ad-
visable to have a sub-station attendant even if there is no mov-
ing machinery. While he would not have to be on hand con-
stantly, still it would be advisable to have a man near a tell-
tale device to cut switches and transformers in or out, etc. In
conclusion, he hoped that at some future meetings papers would
be presented stating the conclusions of experience in this work
rather than what seemed to be the proper idea.

The next speaker was Mr. Babcock, consulting engineer of
the Southern Pacific Railroad. He said that in the West con-
ditions were such that the first and third classes (moderate
speed, inexpensive lines for country districts and electrification
of steam railroads) mentioned in Mr. Damon's paper were the
ones which would be encountered first, namely, comparatively
inexpensive lines running through sparsely settled territory,
with freight traffic forming the greater part of the earnings,
and steam road work. Steam railroad men were exceedingly
conservative on this subject. The question of line protection
and insulation was a very vital one, especially on the Pacific
Coast. It has been found that high-potential transmission lines
can be operated in the interior and southern parts of California
with comparatively little insulation, 1)ut in those sections where
fogs are frequent, conditions are entirely different. As to
operating above 3000 volts or 6000 volts, it becomes a question
not only whether it is worth while, but how about leakage?
The construction details presented in Mr. Varney's paper give
a most beautiful line, but if the leakage he gives is to be car-
ried out throughout the line in bad weather it is questionable
how far one would get with this type. In one table Mr. Var-
ney states there was a leakage of 6 kw on 5 miles of single-
catenary construction. On 40 miles of double track this would
mean a constant loss of 96 kw. In 500-volt work the constant
losses are small, the greater losses occurring while the cars are
moving. Consequently the higher voltage would also give
losses while the car is moving. As to insulators, it was his per-
sonal opinion that porcelain was the wrong material for over-
head construction. With regard to the location of the trolley
wire, from the steam railroad man's standpoint, great difficul-
ties must be overcome in arriving at the proper clearances
through densely crowded tunnels, snow sheds, bridges, etc.
Referring to Mr. Damon's suggestion that high-tension lines
should be carried around towns to insure the public safety, he
remarked that 60,000-volt transmission lines in California were
carried right through the towns. As to grounding, he said that
when one of the low frequency circuits was grounded all the
telephone bells in the district were set ringing, disorganizing
the telephone service for miles around.

Prof. Sheldon then read a long letter from Mr. Mailloux in
which the writer called attention to the necessity of studying

6i4

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

methods for the efficient and convenient transmission of elec-
trical energy in large quantities. He mentioned also his visit
to Europe for the purpose of examining the high-tension lines
there in use, saying that what he saw there, especially on the
Spindlersfeld line, made him a firm believer in high-tension
railways. He favored 6000 volts for a standard on interurban
lines as against 3000 volts, and thought at least 15,000 volts de-
sirable for steam roads. He said that, mainly on account of
municipal restrictions, the projected European single-phase
lines would operate on 2400 volts. He believed that the double
catenary for keeping the wire from swinging probably will not
justify the increased cost. As to current collection, it was his
opinion that contact from al:)ove, like the Huber system, is bet-
ter. Further details, with illustrations of late improvements
in the Huber system, will be given by Mr. Mailloux in an
early issue.

Mr. Hammer made a few remarks relative to his trip two
years ago to inspect the Valtellina line in Italy, which he de-
scribed in a lecture given before the Franklin Institute, and
which was published in the Street Railway Journal of May
2, 1903.

Mr. Varney, on taking the floor, said in reply to Mr. Bab-
cock's criticisms on leakage, that the leakage mentioned in his
paper occurred while the entire line was covered with wet
snow. Another day when the line was comparatively clear
from snow, but still coated with smoke, the leakage could
hardly be detected.

Prof. Sever referred to the last paragraph in Mr. Damon's
paper, in which the suggestion is made that on interurban roads
the trolley wire should be 20 ft. above the center of the track,
and that for steam road electrification the height of the contact
wire at the side of the tracl^ could be made standard at 16 ft.
As Mr. Babcock said, steam railroad men guard their standard
heights most rigorously. He instanced the New York, New
Haven & Hartford Railroad, which keeps a constant watch at
a crossing in Bridgeport, Conn., to see that the trolley wire of
the electric railway at that point is never less than 21 ft. above
the track. If in steam railroad practice any such distance as
that is absolutely required then a considerable change will
have to be made in the erection of the proposed overhead work.
Furthermore, from a safety to life standpoint, it seemed to him
that a trolley wire of 15,000 volts running under bridges and
other accessible places with small clearance would prove very
dangerous, particularly to the inquisitive small boy. The fire
hazard must also be seriously considered in passing through
populated centers. He indorsed strongly Mr. Armstrong's posi-
tion on the use of a trunk line serving the sub-stations in multi-
ple and on spacing the sub-stations closer than suggested by
Mr. Damon.

♦♦♦

MANCHESTER (ENG.) TRAMWAYS ADOPTS SCALE OF
CHARGES FOR PARCELS

The Manchester (England) street railway committee has
adopted a scale of charges for parcels, inclusive of the charge
for delivery, for two areas, the "inside" and the "outside." The
"inside" area includes the whole of the city of Manchester, the
borough of Salford, and the township of Stretford as far as
Warwick Road. The "outside" area includes the suburbs which
are around the district thus outlined and within the tramway's
circuit. Parcels are delivered to all parts covered by the
scheme at intervals of not more than a quarter of an hour. The
following are the charges for the two areas : Not exceeding
14 lbs. , 4 cents inside, 6 cents outside; not exceeding 28 lbs.,
6 cents and 8 cents ; not exceeding 56 lbs., 8 cents and 12 cents ;
not exceeding 112 lbs., 12 cents and 16 cents. Manchester,
with Salford and Stretford, all included in the "inside" area,
has a population of about 800,000 people. The "outside" area
includes a number of suburban towns and villages.

CENSUS REPORT ON STREET RAILWAYS— IL CAPITALIZA-
TION AND FINANCIAL RESULTS OF OPERATION

In the last issue a summary was given of the contents of the
first three chapters of the extensive report on street railways
for 1902 just published by the Census Bureau of the Depart-
ment of Commerce and Labor. Chapter IV. of the report is
devoted to capitalization, and discusses first some of the diffi-
culties of determining the net amount of capital liabilities issued
per mile of track, owing to the ownership of securities of one
company by another, also to the common operation of lighting
plants by railway companies. To overcome the former trouble,
the census officials have deducted the value of the securities so
held from the total amount, and in the case of ownership of
lighting plants have indicated this fact by a foot note. Nu-
merous statistics are given on this subject from which the fol-
lowing table has been derived, showing the net capital liabili-
ties per mile of track of full-time electric railway companies,
without commercial lighting:

TABLE SHOWING DISTRIBUTION OF FULL-TIME ELECTRIC
SURFACE RAILWAY COMPANIES, WITHOUT COMMERCIAL
LIGHTING, IN THE SEVERAL URBAN AND INTERURBAN
GROUPS, ACCORDING TO CAPITALIZATION PER MILE OF
TRACK: 1902*

NET CAPITAL LIABIL-
ITIES PER MILE
OF TRACK

Lender $25,000

$25,000, but under $50,000.
$50,000, but under $75,000..
.$75,0(10, but under $100,000.
$100,(11)0. l-,ut under $150,000
$150,0(1(1, but under $200, 0(X)
$2(JO,000, but under $300,000
$300,000 and over

Number of Companies

Urban Centers, Population

Total

500,000
and
Over

196
184
87
35
35
10
10
9

Totals.

•I

566

100,000

but
Under
500,000

25,0C0

but
Under
100,000

69

Under
25,000

169

Interurban
Railways

Fast,
Long

Other

92
66
26
11
5
2

40

203

* Exclusive of reports for 6 companies which failed to furnish this information.

The report points out that various causes have tended to
make the cost of ordinary overhead trolley railways higher in
centers of more than 500,000 population than elsewhere. The
traffic is much heavier per mile of track than in smaller places,
and the road must, therefore, be equipped with more cars ; the
expense for power houses and for car houses is much greater
per unit of track than in cities where the traffic is less dense ;
the track, being subjected to more severe strain than elsewhere,
is in general more expensively constructed, with deeper and
stronger foundations and heavier rails, and the cost of paving-
is likewise greater.

Perhaps the most important factor tending to increase the
amount of capital expended in street railway construction in
the great centers of population is the fact that there, more than
anywhere else, public demand has compelled speedy adoption
of improvements in methods, resulting in extensive recon-
struction and replacement. It was mostly in the larger cities
that horse railways were developed and abandoned. It was
chiefly there, too, that cable traction superseded horse traction,
only to be itself soon displaced in most instances by electricity.
Changes in methods of operation in these cities have had, in
many cases, to be accomplished without the interruption of
traffic, thus increasing the cost of reconstruction.

As the expense of constructing street railways has been
greater in centers of more than 500,000 population than in those
of any other class, so, doubtless, railways in centers of from
100,000 to 500,000 inhabitants have cost more than those in the
centers of the next smaller size, and the latter in turn more
than railways in the smallest urban centers. Whether these

April i, 1905.]

STREET RAILWAY JOURNAL.

615

variations in cost are sufficient to explain altogether the wide
differences in the ratio of capitalization to trackage is a ques-
tion that can not be fully discussed in this report. It may be
observed, however, that the temptation to overcapitalize is
stronger in the great cities, for the margin of earnings over
operating expenses is greater in such cities than elsewhere.
In smaller cities, or on interurban railways, the profits of the
business are frequently scarcely enough to pay interest on the
bare cost of construction. Under such circumstances the issue
of securities beyond that cost would find ils motive almost
solely in the hope of future increase in earning capacity.

F I N .\ N C [ A L C) r I<: R .\T I ( ) N S

Chapter V. is devoted to this sul)ject. Under general income
account the following statistics as to percentage distril:)ution
of gross income for electric surface lines is given :

TABLE SHOWING PERCENTAGE DISTRIBUTION OF GROSS IN-
COME OF ELECTRIC SURFACE OPERATING COMPANIES: 1902

Without

With

Com-
mercial

Com-
mercial

Part Time

Lighting

Lighting

100.0

100.0

100.0

57.3

57.3

58.1

5.3

3.3

2.1

14.1

21.6

20.5

12.9

20.6

17.6

On other debt

1.2

1.0

2.9

12.3

0.2

(*)

Miscellaneous deductions

0.2

1.7

(*)

Dividends

5.9

3.6

1.9

4.9

12.3

17.4

* Less than one-tenth of 1 per cent.

This is followed by two tables, one showing the percentage
distribution of gross income of all operating companies, the
other of the surface electric railways without commercial light-
ing, both classified according to population :

TABLE SHOWING PERCENTAGE DISTRIBUTION OF GROSS IN-
COME OF OPERATING COMPANIES, CLASSIFIED ACCORDING
TO POPULATION: 1902

Total

Urban

Centers, Population

Interurban
Railways

500,000
and
Over

100,000

but
Under
500,000

25,000

but
Under
100,000

Under
25,000

Fast,
Long

Other

Gross income

100. 0

100.0

100.0

10. 0

100.0

100.0

100.0

Operating expenses

56.8

54.6

53.5

E9.0

67.4

59.8

64.4

Taxes

5.2

6.3

5.1

3.6

2.8

2.4

4.2

Interest, total

15.2

11.9

17.1

16.5

16.2

26.8

20.1

On funded debt

14.1

11.1

16.2

15.3

14.3

25.1

17.6

On other debt

1.1

0.8

0.9

1.2

1.9

1.7

2.5

Rentals of leased lines....

10.2

18.8

1.6

0.2

0 5

2.2

Miscellaneous deductions.

0.4

0.1

0^7

0.5

0.3

1.1

o!7

6.3

4.3

12.4

6.5

2.5

2.9

6.9

Surplus

5.9

4.0

9.0

12.3

10.6

6.5

1.5

TABLE SHOWING PERCENTAGE DISTRIBUTION OF GROSS IN-
COME OF FULL-TIME ELECTRIC SURFACE RAILWAY COM-
PANIES, WITHOUT COMMERCIAL LIGHTING, CLASSIFIED
ACCORDING TO POPULATION: 1902

Total

Urban Centers, Popul.ation

500,000
and
Over

Gross income

100.0

100.0

Operating expenses

57.3

55.4

Taxes

5.3

6.0

Interest, total

14.1

10.6

On funded deljt

12.9

9.8

On other debt

1.2

0.8

Rentals of leased lines

12.3

22.0

Miscellaneous deductions.

0.2

0.1

5.9

2.5

4.9

3.4

100,000

but
Under
500,000

100.0
54.1
5.3
16.9
16.0
0.9
2.5
0.1
13.0
8.1

Interurban
Railways

25,000

but

Under

Fast,

Other

Under

25,000

Long

100,000

100.0

101.0

100.0

100.0

60.8

68.7

60.0

65.1

3.8

2.9

2.5

4.4

13.9

15.6

27.4

19.1

12.7

13.5

25.6

16.5

1.2

2.1

1.8

2.6

2.4

0.4

0.7

2.4

0.7

(1.3

0.5

0.7

7.7

3.1

2.6

7.8

10.7

9.0

6.3

0.5

somewhat smaller proportionate payments for taxes, interest
and dividends than do street railways as a whole, and thai, on
the other hand, they show a very much larger proportionate
payment for rentals. These differences are largely due to the
fact that the elevated railways, which are all within the largest
urban centers and which are excluded from the latter table,
make relatively large payments for taxes, interest and divi-
dends, but do not operate any lines under lease, and hence re-
ported no rentals. The electric railways having cominercial
lighting jdants are, f(.)r the most ])art, in the two classes of
urljan centers of less than roo.ooo inhabitants. Companies
with lighting plants show a larger proportion of interest and a
smaller proportion of dividends than companies without light-
ing plants. This is one explanation of the fact that in the last
two urban groups the electric railway companies not furnish-
ing commercial lighting show a smaller ])ro])()rtion of interest
and a larger proportion of dividends than ajjpear when al!
classes of companies are taken together.

The next table shows the ratio of taxes to gross income, and
to income less operating expenses, in the more important States.
It will be seen that Michigan, Ohio and Indiana are the only
States in the table in which the taxes were less than 5 per cent
of the gross income. The lower ratio of taxes in these States
is probably due in part to the large proportion of interurban
railways, the taxation upon which is as yet less heavy than that
upon street railways in cities:

TABLE SHOWING PERCENTAGE OF T.VXES TO INCOME, FOR
STREET AND INTERURBAN RAILWAYS, IN SELECTED
STATES: 1902

Percentage of
Taxes to — j

STATE

Gross
Income

Gross In-
come, Less
Operating
Expenses

5.0
6.0
5.9
4.9
6.1
6.9
S.2

10.8
16.5
■ 13.6
11.6
12.9
17.4
15.6
22 3

6.8

3.5

"s^o

13.9
11.2
12.6
8.1

6.0

5.3

5.6
3.6

Ohio

6.1
6.1

12.5
14.4

ANALYSIS OF OPER.VTING EXPENSES
Although statistics in regard to totals appear in elaboration
in the census report, they are omitted largely from this ab-
stract, partly because many of them appeared in the original

TABLE SHOWING PERCENTAGE DISTRIBUTION, BY SOURCES,
OF OPERATING EARNINGS OF FULL-TIME ELECTRIC SUR-
FACE RAILWAY COMPANIES, WITHOUT COMMERCIAL LIGHT-
ING, CLASSIFIED ACCORDING TO POPULATION: 1902

Total

Urban Centers, Population

Interurban
Railways

500,000
and
Over

100,000

but
Under
500,000

25.000

but
Under
100,000

Under
25,000

Fast ,
Long

Other

100.0

100.0

100.0

100.0

101 ).0

100.0

100.0

97.0

97.9

97.7

96.4

94.6

91.2

95.1

Fron"; chartered cars....

0.1

0.1

0.1

0.1

0.1

0.4

0.3

From freight, mail and

0.8

0.2

0.5

0.7

1.0

5.6

1.8

From sale of electric

current for light and

0.6

0.4

0.3

1.0

2.2

0.2

1.2

From miscel'ous sources

1.5

1.4

1.4

1.8

2.1

2 6

1.6

The report calls attention to the fact that these full-time
electric surface railways in centers of 500,000 and over show

rejiort and jjartly because analyses of them are more useful.
For Ibis re.isdu the statistics of the division of operating earn-
ings are given above in percentage distribution only for all

6i6

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

full-time electric surface companies, without commercial
lighting :

ANALYSIS OF OPERATING EXPENSES
The following table shows, for all companies, the percentage
which each subdivision of operating expenses bears to the total
operating expenses:

TABLE SHOWING PERCENTAGE DISTRIBUTION OF OPERATING
EXPENSES OF OPERATING COMPANIES: 1902

Percentage
Total Op-
erating

ITEM OF EXPENSE Expenses

Maintenance of ways and structures, total 8.5

Track and roadway 5.7

Electric, cable, etc., lines 2.1

Buildings and fixtures 0.7

Maintenance of equipment, total 11.7

Steam plant 0.9

Electric, cable, etc., plant 0.6

Cars 5.4

Electric, cable, etc., equipment of cars 3.7

Miscellaneous 0.5

Miscellaneous shop expenses 0.6

Operation of power plant, total 16.2

Wages 3.2

Fuel 9.0

Water 0.5

Lubricants and waste 0.4

Miscellaneous supplies and expenses 0.4

Hired power 2.7

Operation of cars, total 43.9

Superintendence of transportation 1.8

Wages of conductors 16.9

Wages of motormen 17.3

Wages of other car service employees 1.8

Wages of car house employees 2.3

Car service supplies 1.3

Miscellaneous car service expenses 1.4

Cleaning and sanding track 0.5

Removal of snow and ice 0.6

Miscellaneous, total. 18.1

Salaries of general officers 2.1

Salaries of clerks 1.6

Printing and stationery 0.3

Miscellaneous office expenses 0.5

Storeroom expenses 0.2

Stable expenses 1.0

Advertising and attractions 0.8

Miscellaneous general expenses 1.4

Damages 5.3

J^egal expenses in connection with damages 1.3

Other legal expenses 0.7

Rent of land and buildings 0.4

Rent of track and terminals 1.0

Insurance 1.5

Wages, supplies and expenses incidental to electric service not else-
where included 1.6

Aggregate 100.0

It will be seen from this table that almost one-fifth of
the total operating expenses were devoted to the maintenance
of way and equipment, while the operation of the power plant,
of which cost of fuel is the most important item, required one-
sixth of the total expenditure. A considerable number of street
railways hire their elfectric current, either from other street
railways, or, more often, from electric light companies, while,
in a few instances, steam power is similarly hired. The ag-
gregate expenditure for hired power in 1902 was about one-
sixth of the expenditure of all companies for power. By far
the most important class of expenditures is that designated as
for "operation of cars," which amounted to 43.9 per cent of
the total. The wages of conductors and motormen constituted
more than one-third of the entire cost of street railway opera-
tion. The item "superintendence of transportation" cannot, in
the case of some railways, be accurately separated from the
item "salaries of general officers and clerks," but these in-
stances are not of sufficient importance to affect materially the
totals for the country.

A considerable part of the expenditure under the head "ad-
vertising and attractions" consists of the cost of maintaining
parks and other places of amusement. The revenue derived by
street railway companies from such enterprises has been de-
ducted and the item therefore represents only net expenditure,
The most important of the miscellaneous expenses is that for
damages, mostly in personal injury cases. No less than $7,-
529,946 was paid by street railway companies for damages in
1902, while the legal expenses connected with claims and suits
for damages raised the total expense to $9,395,545, which was
one-fifteenth of the total operating expenses of all street rail-
way companies.

The item "wages, supplies and expenses incident to electric
service" was not reported in a uniform manner by all com-

panies. It is intended to represent the expense peculiar to the
production and distribution of electric current for light and
power, as distinguished from expenses of the railway business
proper. Some companies which sell light and power undertake
to distinguish that part of their fuel and other power plant ex-
penses, which is attributable to the lighting and power service,
from that which is properly attributable to the railway opera-
tion. Other companies do not make such a segregation, but
place under the last subdivision in the account only such ex-
penses as are connected strictly with the distribution of cur-
rent for light and power, excluding those due to its generation.

The percentage distribution of operating expenses of' full-
time electric surface railway companies, without commercial
lighting, classified according to population, is shown in the ac-
companying table :

TABLE SHOWING PERCENTAGE DISTRIBUTION OF OPERATING
EXPENSES OF FULL-TIME ELECTRIC SURFACE RAILWAY
COMPANIES, WITHOUT COMMERCIAC LIGHTING, CLASSI-
FIED ACCORDING TO POPULATION: 1902

Total

Urban Centers, Population

Interurban
Railways

500,000
and
Over

100,000

but
Under
500,000

25,000

but
Under
100,000

Under
25,000

Fast,
Long

Other

Operating expenses, total.

100.0

100.0

100.0

100.0

100.0

100.0

100.0

Maintenance of ways

8.7

7.8

9.3

10.9

10.0

9.0

9.4

Maintenance of equipm't

12.2

13.2

10.7

10.9

10.8

13.3

11.7

Operation of power

15.4

13.2

14.0

16.2

22.7

22.6

20.6

Operation of cars

45.2

46.4

48.5

44.3

41.0

34.0

40.8

18.5

19.4

17.5

17.7

15.5

20.9

17.2

Wages, supplies and ex-

penditures incidental

to electric service, not

elsewhere included....

(*)

0.3

* Less than one-tenth of 1 per cent.

This table reveals considerable differences among the popu-
lation groups in the distribution of operating expenses. The
expense of maintaining ways aiid structures is relatively least
in urban centers of more than 500,000 inhabitants, as might be
expected from the small proportion of trackage in such centers
to the total amount of traffic. For the same reason, on the
other hand, the largest cities, in which, presumably, cars see
more and harder service than in small towns, show a greater
proportion of expenditure for maintenance of equipment than
appears in any other group except the fast, long interurban
railways, on which, by reason of the high speed maintained,
cars are subjected to severe wear and tear. There is also a
progressive increase in the proportion of expenses for the
operation of power plant as we descend the scale of population
of urban centers served. Other things being equal, the greater
the density of traffic and the larger the scale on which the
power plant is constructed, the lower will be the cost of power
per unit of traffic. That the expense for the operation of cars,
which consists chiefly of wages, is a smaller proportion of the
total in urban centers of less than 100,000 inhabitants than in
larger urban centers is due chiefly to the lower rates of wages
paid in the smaller towns. The higher proportion of miscel-
laneous expenses in urban centers of more than 500,000 in-
habitants as compared with the other urban groups is chiefly
attributable to the heavier damage expenses in such cities.

Since peculiar interest attaches to the operations of street
railways in large cities, the following has been prepared, which
shows by percentages the distribution of operating expenses
in detail for a group of seventeen selected companies, situated
in ten of the largest urban centers in the United States. The
companies included in the table are as follows : Boston Ele-
vated Railway Company; Cleveland Electric Railway Com-
pany ; Cleveland City Railway Company ; Interurban Street
Railway Company and Third Avenue Railroad Company, of
New York; Brooklyn Rapid Transit Company; United Rail-

April i, 1905.]

STREET RAILWAY JOURNAL.

617

ways & Electric Company, of Baltimore; St. Louis Transit
Company; Union Traction Company, of Philadelphia; Chicago
City Railway Company ; Chicago Union Traction Company ;
International Railway Company and Crosstown Street Railway
Company, of Buffalo; Cincinnati Traction Company; United
Railroads of San Francisco ; Jersey City, Hoboken & Paterson
Street Railway Company, and North Jersey Street Railway
Company, of Jersey City, Newark and vicinity. The aggregate
operating expenses of these seventeen companies were $56,-
809,980, or about two-fifths of the total for the United States.

TABLE SHOWING PERCENTAGE DISTRIBUTION OF OPERATING
EXPENSES FOR SEVENTEEN SELECTED ELECTRIC SURFACE
RAILWAY COMPANIES IN THE LARGEST CITIES: 1902

Percentage of total operating expenses assignable to:

Maijitenance of ways and structures, total 8.1

Track and roadway

Electric, cable, etc., lines 2.2

Buildings and fixtures 0.7

Maintenance of equipment, total 12.8

Steam plant 0.9

Electric, cable, etc., plant 0.8

Cars : 6.2

Electric, cable, etc., equipment of cars 3.8

Miscellaneous equipment 0.5

Miscellaneous shop equipment 0.6

Operation of power plant, total 12.7

Power plant wages 2.7

Fuel for power ''•2

Water for power 0.5

Lubricants and waste for power plant 0.2

Miscellaneous supplies and expenses of power plant 0.3

Hired power 1-8

Operation of cars, total 17.3

Superintendence of transportation 2.4

Wages of conductors 18.8

Wages of motormen 18.6

Wages of other car-service employees 2.1

VV'ages of car-house employees 2.2

Car-service supplies 0.9

Miscellaneous car-service expenses 1.3

cleaning and sanding track 0.4

Removal of snow and ice 0.6

Miscellaneous expenses, total 19-1

Salaries of general officers 1.1

Salaries of clerks 1-4

Printing and stationery 0.3

Miscellaneous office expenses 0.4

Storeroom expenses 0.2

Stable expenses 1-4

Advertising and attractions 0.1

Miscellaneous general expenses 1.3

Damages ^.8

Legal expense in connection with damages 2.3

Other legal expenses 0-7

Rent of land and buildings 0.3

Rent of track and terminals 0.6

Insurance ^-^

A comparison of the distribution of expenses for these com-
panies with that for all companies reveals a number of points
of difference which are significant.

OPERATING RATIOS
Although operating ratios are somewhat misleading, the fol-
lowing table is given showing the distribution in the several
urban and interurban groups. As the report points out, a low
operating ratio is often regarded as an indication of good man-
agement, but this is not always the case. Thus a low operating
ratio may mean higher fares, or less satisfactory service, or
costly improvements, which materially lessen the expenses of
transportation, but are not strictly profitable from the stand-
point of the investor.

TABLE SHOWING DISTRIBUTION OF FULL-TIME ELECTRIC SUR-
FACE RAILWAY COMPANIES WITHOUT COMMERCIAL LIGHT-
ING IN THE SEVERAL URBAN AND INTERURBAN GROUPS,
ACCORDING TO THEIR OPERATING RATIOS: 1902*

PERCENTAGE OF OPER-
ATING EXPENSES
TO OPERATING
EARNINGS

Under 50

50, but under 60.
60, but under 70..
70, but under 80..
80, but under 90. .
90 and over

Number of Companies

Total

43
120
159
90
64
80

Totals.

556

Urban Centers, Population

500,000
and
Over

100,000

but
Under
500,000

25,000

but
Under
100,000

Under
25,000

Interurban
Railways

Fast,
Long

Other

5
9
11
10
4

47

6
21
6
3

38

4

20
27
11
1
3

66

6

27
48
27
27
30

165

6
11
12
6
2
3

40

16

55
33
30
34

200

The next table shows the distribution of fare passengers in
the same groups :

TABLE SHOWING DISTRIBUTION OF FULL-TIME ELECTRIC SUR-
FACE RAILWAYS, WITHOUT COMMERCIAL LIGHTING, AC-
CORDING TO NUMBER OF FARE PASSENGERS CARRIED PER
CAR-MILE AND ACCORDING TO OPERATING RATIO: 1902*

NUMBER OF FARE PAS-
SENGERS CARRIED
PER CAR MILE

Under 2

2, but under 3.

3, but under 4.

4, but under 5.

5, but under 6.

6, but under 7.
7 and over

Number op Companies Reporting Operating Ratio

Total

Under
50 Per
Cent

50 Per

Cent

but
Under
60 Per

Cent

64
134
164
92
38
14

4
18
43
23
18

Totals.

514

35

60 Per
Cent
but
Under
70 Per
Cent

70 Per

Cent

but
Under
80 Per

Cent

80 Per
Cent
but
Under
90 Per
Cent

90 Per
Cent
and
Over

40
54
32
6
4
2

110 I 146

I

10
22
29
17
3
1
2

8

27

19
4

30
23
14
4
3
3

77

* Exclusive of reports for two railways carrying freight only; for sixteen
which failed to furnish this information, and for forty fast, long interurbans.

The following table gives the same division, but divided ac-
cording to the number of passengers per mile of track:

TABLE SHOWING DISTRIBUTION OF FULL-TIME ELECTRIC SUR-
FACE RAILWAYS, WITHOUT COMMERCIAL LIGHTING, AC-
CORDING TO NUMBER OF FARE PASSENGERS CARRIED PER
MILE OF TRACK OPERATED, AND ACCORDING TO RATIO:
1902*

NUMBER OF FARE PAS-
SENGERS CARRIED PER
MILE OF TRACK
OPERATED

Number of Companies Reporting Operating Ratio

Total

Under
50 Per
Cent

50 Per
Cent
but
Under
60 Per
Cent

60 Per
Cent
but
Under
70 Per
Cent

70 Per
Cent
but
Under
80 Per
Cent

Under 25,000

25,000, but under 50,000...
50,000, but under 100,000...
100,000, but under 200,000. .
200,000, but under 300,000.
300,000, but under 400,000..
400,000 and over

54
72
177
145
34
15
17

Totals.

514

35

30
45
11
7
5

109

7
14

53
52
11'
4
6

147

12
10

32
23
6

84

80 Perl
Cent
but
Under
90 Per
Cent

90 Per
Cent
and
Over

6
14

33

62

21
24

23

* Exclusive of reports for two railways carrying freight only, for sixteen
which failed to furnish this information, and for forty fast, long interurbans.

♦♦♦

♦Exclusive of reports for 16 companies which failed to furnish this information.

The Chicago & Alton Railroad does not propose complacently
to permit competing electric railway to get its suburban pas-
senger business. The company has been quietly at work plan-
ning for an interurban service over its lines, and now an-
nounces that on April i there will be put into effect a schedule
that will compare favorably as regards frequency of service
with any on the electric lines. For this service special cars
with a seating capacity of lOO have been built at a cost of
about $7,000 each. A feature of this equipment is the pro-
vision made for smokers, a compartment in each of the coaches
being set apart for those who indulge. ' These cars will be
coupled up as traffic demands, being run singly with a locomo-
tive or in trains of two or more coaches. George J. Charlton,
general passenger agent of the company, says that possibly in
the future a gasoline motor coach may be used. The first of
these new trains will be run between Dwight and Blooming-
ton, a distance of 50 miles. On an average, stops will be about
2I/2 miles apart. The depot platforms are being remodeled to
accommodate the interurban coaches, which will be equipped
with drop steps. Rates of fare on the interurban trains will
be the same as on the electric lines, about 2 cents a mile. Reg-
ular interurban mileage books of 100 coupons each will be
issued. They will be good for bearer, and will be honored only
on the interurban trains, not on regular local and through
trains.

6i8

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

A NOVEL DESIGN OF HEAVY TRUCKS FOR SURFACE CARS

The new design of truck for electric railway car service,
illustrated herewith, is of ])articular interest to railway me-
chanical departments for the many advantages offered for use
under heavy cars in combined city and high-speed interurban
service. On account uf the short wheel base secured it is well

THE NEW .SIIDRT WHEEL EASE iKI'CK FOR I!1-;A\'Y SERN'iCE IN RR(JOKLYN

adapted for congested city service, giving, it is claimed, equal
if not better advantages than those of the maximum traction
type of truck for city service ; and, at the same time, the many
other important features incorporated and the general con-
formity to the standards of the Master Car Builders' Associa-
tion, render it unexcelled for high-speed service.

This truck was built by the Peckham Manufacturing
Company, Kingston, N. Y., primarily for use under the large
new semi-convertible type of car recently adopted by the Brook-
lyn Rapid Transit Company for its combined city and suburban
service, as noted in the March 11 issue of this journal (page
466). The requirements of the service in Brooklyn are pecul-
iar and perhaps more exacting than will be found in any other
city. This design embodies a careful study of the conditions to
be met, and will, it is thought, meet the requirements in the
most successful manner. The principal features of the design
are shown in the accomi)anying engraving.

The new design secures a particularly short wheel base (4 ft.
10 ins.), embodying necessarily an arrange-
ment of outside hung motors. In general fea-
tures of construction it closely resembles the
well-known principles so much used in steam
railroad practice for passenger car trucks, with
the exception of the omission of the usual
equalizing bars. The side frames are of a
patent combination, with a center truss rigidly
secured to the pedestals and top frames ; this
combination gives a double factor of safety,
and, as designed without equalizing bars, gives
the same spring base for the short wheel base
truck as can be obtained in a wheel base run-
ning from 60 ft. 6 ins. to 70 ft., wdiere the usual
steam road type of construction is used. The
weight of the car body is carried directly on two double elliptic
springs which are seated on the spring plank, consisting of a
channel iron and malleable iron seat suspended from swinging
links. The swing links are so designed as to provide against
racking of the car body on uneven track and when taking
curves. The entire weight of both truck frame and car body
is received upon the journal boxes by helical springs.

These trucks are provided with an exceptionally strong and

angle iron figured at a factor of safety of 6. These brake
beams are suspended from the transoms by the special non-
chattering type of brake hanger which was -invented by R. C.
Taylor, mechanical engineer of the Brooklyn Rapid Transit
Company. The brake beams are provided with shoe heads
into which the beam is keyed, which facilitates the changing
or renewing of shoes when same are worn out. The adjust-
ment of brakes may be made either
with a turn-buckle or with pins, as in
steam railway practice. The truck
bolster is provided with wearing
pieces which wear against similar
pieces on the transom channels,
which thus allow for adjustment and
insure an even braking at all times.

In designing this form of construc-
tion it has been the aim of the Peck-
ham Company to eliminate cast steel
or special forged side frames, and in
particular to provide a construction
with hardly a part to break that
cannot be repaired in the ordinary
car shop. It is noticeable that very
few castings enter into the construc-
tion of the truck. This design is
known as the short wheel base type
No. 25 M. C. B. truck of the Peckham
Company. Four hundred of these are now being constructed
for the new type of surface cars for the Brooklyn Rapid
Transit Company, which will be used in preference to the
shorter cars mounted on maximum traction trucks, heretofore
used exclusively by this company. This truck is meeting with
general popular favor, and in addition to the order received
from the Brooklyn Company several other large orders for this
type have Ijeen entered by the Peckham Company.

♦♦♦

LARGE OPEN CARS FOR SAGINAW

The Saginaw Valley Traction Company, of Saginaw, Mich.,
has received five fifteen-bench open cars from the G. C. Kuhl-
man Car Company. The company owns and operates all the
street railway lines in Saginaw and the interurban railway to
Bay City. Riverside Park, a famous amusement resort in the
vicinity of Saginaw, is owned by the company. Saginaw and

desirable brake mechanism. The brake beams are made of

A FIFTEEX-BEXLTI OPEN CAR FOR PARK SERVICE NEAR SAGINAW, MICH.

Bay City are among the most important cities in the State, the
former having a population of about 45,000, and is a prominent
railway center, while the latter is one of the six principal lum-
ber centers of the Northwest, with a population of about 30,000.

The car illustrated was photographed on shop trucks, but all
the cars were to take trucks of the Brill No. 27-G type. The
length over the crown pieces is 28 ft. 8^ ins. ; width over the
sills, 6 ft. 3 ins., and over the posts at the seat ends, 7 ft. J4 in. ;
sweep of the posts, 5 ins. The side sills are 3^ ins. x 7 ins.,

April i, 1905.]

STREET RAILWAY JOURNAL.

619

plated by 7-in. x j/-in. steel, and the end sills are 2^ ins. x
II ins. The round-corner seat-end panels, angle-iron bumpers,
brake handles, platform and signal bells and radial draw-bars
are all of Brill manufacture.

♦♦♦

THE BOSTON ELEVATED OPERATES FIVE-CAR TRAINS

ENGLISH ALTERNATORS FOR LONDON COUNTY COUNCIL
TRAMWAYS

The extensive plans for additional mileage which the London
County Council has under way, and which have been described
in these columns, have called for important extensions to its
power generating equipment and have led to the placing of
large orders for engines and generators. One of the latter has
recently been completed at the works of the Electric Construc-
tion Company, Ltd., of London and Wolverhampton, and is
illustrated in the accompanying engraving. An idea of the size

FRAME OF ONE OF THE 3200-K. V. A. GENERATOKS FOR THE L( )ND(.»N
COUNTY COUNCIL TRAMWAYS

of the machine can be had by comparing the view of the iield
frame with that of the man standing in the foreground.

The contract given to this company includes four three-phase
25-cycle generators, each designed to give a continuous output
of 3200 K. V. A. at a speed of 94 r. p. m. This output is to be
rated with a power factor of 94 per cent. The working pres-
sure is 6600 volts and the current per phase is 280 amps. The
machines will be called upon to give an overload of 25 per cent
for two hours continuously. The field magnets are placed
directly on the rim of the engine fly-wheel, the stored energy
of which equals 11,000 ft. tons at normal speed. This com-
pany is also constructing the complete fly-wheel.

The Boston Elevated Railway Company began the operation
of five-car trains on its elevated division during the rush hours
of March 22. The first train left the terminal at Dudley Street
at 4 p. m., and the service was continued at regular intervals
until 6:30 p. m. It is estimated that the congestion of rush-
hour traffic will be relieved at least 25 per cent by this addi-
tional service, which will be a feature of daily operation here-
after. To provide for the ].)oarding and leaving of the fifth car
all the elevated and subway platforms were lengthened about
45 ft. At Sullivan Square terminal the only change was the
removal of a section of each of the two waiting rooms at the
Charlestown end of the elevated floor. This alteration enables
incoming and outgoing passengers to enter and leave the fifth
car more easily, at the same time not interfering greatly with
the accommodations of the waiting rooms on either side of the
elevated track. At the Dudley Street ter-
minal an extension of about 40 ft. was made
on the Dudley Street end of the platform.
The iron fences and other fittings have been
extended in conformity with the additions.
The extension of some of the subway plat-
forms, notably those at Scollay and Adams
Squares, presented considerable diiSculty in
comparison with the elevated stations. In
some places the addition to the platforms
are narrow at best, on account of the lim-
ited available space. The subway changes
are not in the nature of permanent improve-
ments, however, for in about three years,
when the Washington Street Tunnel is com-
pleted, surface cars will be restored to the
present su!)way upon the removal of the ele-
vated trains to the tunnel route.

The use of the new type of elevated cars
having pneumatically-operated doors, and
no open platforms at the ends, has proved
a great success. According to recent tests,
about 25 per cent more passengers can be
loaded or unloaded in a given time than
can be handled on the original elevated cars
with open platforms and swinging gates.
The reduction in platform labor at stations
is also a considerable item. Thus far it
has appeared that the pneumatic doors are
exceedingly safe for the public. Another
improvement in the service has been etTected
by the installation of additional block signals
between some of the subway stations, so that delayed trains
can approach more nearly to the platforms, filling up the gaps
which otherwise would exist if very long blocks were used.

OFFICE LIGHTING IN SPRINGFIELD

Arrangements have been made whereby two of the Holland
palace cars will be put into service on the Indianapolis &
Northwestern, between Indianapolis and Lafayette, on April i.
These cars will be used for limited service only, and will stop
only at Zionville, Lebanonj Frankfort, Lafayette and In-
dianapolis.

The general ofiices of the Springfield (Mass.) Street Kail-
way Company are lighted from the car houses adjoining liy a
motor-generator set of about 15-hp capacity, consisting of a
4-pole, 550-volt motor direct coupled to a 125-volt generator,
compound wound and running 1200 r. p. m. The set occupies
a floor space of 25 ins. x 74 ins., and requires little attention,
generally a casual inspection once every hour or two by the car
house employee in charge. It is run all night and stands in a
small room at one corner of the car house. The power station
is at the foot of Margaret Street, about 1.5 miles away, and as
the lamps at times show the efi'ects of the fluctuating trolley
voltage, it has been suggested that a more constant brilliancy
would be secured by supplying the motor-generator through a

620

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

special feed-wire connected to the power station bus-bars only.

A switch is provided at the car house for throwing the office
lights upon the circuits of the United Electric Light Company
in case trouble should occur with the motor-generator.

HANDSOME PARLOR CAR FOR THE JOLIET, PLAINFIELD
& AURORA RAILROAD

The Joliet, Plainfield & Aurora Railroad, which was fully
described in the Street Railway Journal of Dec. 24, 1904,
has recently ordered through the Fisher Construction Company
the beautiful parlor car shown in the accompanying illustra-

The car has the Brill semi-convertible window system, which
makes it equally suitable for summer and winter service. The
window pockets, which are in the side roofs, do not materially
alter the appearance of the interior or exterior, as the illustra-
tions show, and one advantage of the arrangement is that pas-
sengers may have the windows open as little or as much as
they wish, according to the weather and the speed of the car.
Curtains are provided for the windows, as well as silk draperies.
The draperies, carpet and upholstering are in dark green, the
ceilings are tinted light green and the woodwork is of mahog-
any, finely carved and inlaid, the whole having a very har-
monious and rich appearance. A toilet room and heater com-

TWO INTERIOR VIEWS OF THE NEW PARLOR CAR OPERATED BY THE JOLIET, PLAINFIELD & AURORA RAILROAD

tions. This car is a product of the American Company, of St.
Louis, which also furnished the other rolling stock for this
railway, consisting of six 51-ft. combination passenger and
baggage cars mounted on Brill 27-E-2 trucks, carrying four
GE 67 motors.

The parlor car is to be used for special trips, and an extra
fare will be charged. It also may be chartered by parties for
excursion purposes. A large number of passengers are pleas-

partment are at one end of the car, and at the corners of these
compartments are carved pillars united by an arch with leaded
glass overhead. Mirrors in the sides of the compartments are
of heavy beveled plate glass. A recessed dome and semi-em-
pire form of ventilators with opalescent glass make a very
effective deck arrangement. The windows and doors are glazed
with heavy polished plate, and the windows in the vestibule
have pockets in the wainscoting. The arrangement of incan-

TIIE JOLIET, PLAINFIELD & AURORA RAILROAD COMPANY'S NEW SPECIAL CAR

ure riders, and the success of the company's amusement resort
near Plainfield, known as Electric Park, makes it evident that
a car of this type, with its greater attractiveness and comfort,
will prove a paying investment. If it seems desirable, at such
times when all of the cars are taxed to their utmost capacity,
this car will be furnished with smaller chairs than shown in
the interior illustration and its seating capacity made practi-
cally the same as an ordinary type of interurban car. Should
there by a demand for it, the company will also install a buffet
for the accommodation of special parties and for regular
service.

descents may be seen in the interior illustrations, and the con-
tinuous parcel racks will also be noted. The interior woodwork
of the vestibules and the platform doors are of mahogany. The
platforms are 5 ft. from end panels over vestibules. They are
dropped and supported by heavy angle-iron center timbers and
are reinforced by outside knees. Protection is afforded to them
by angle-iron bumpers of Brill manufacture. Other specialties
bearing the same name are channel-iron draw-bars, "Dedenda"
gongs, "Dumpit" sand boxes, conductors' bells and others. The
trucks, which are also of this make, have 6-ft. wheel base and
33-in. wheels.

April i, 1905.]

STREET RAILWAY JOURNAL.

621

The general dimensions of the car are as follows : Length
over the end panels, 38 ft. 8 ins., and over the crown pieces, 48
ft. 8 ins.; width over the sheathing, 8 ft. 4 ins.; distance from
center to center of the posts, 2 ft. 8 ins. ; thickness of the cor-
ner posts, 3^4 ins., and of the side posts, 3^ ins. ; size of the
side sills, 4% ins. x 7;54 ins.," and of the end sills, 554 '"s. x
7^ ins. The sill plates on the inside of the end sills, to which
the bases of the posts are secured, are 13 ins. x % in. The
height of the tread of the lower step from the rail head is 16
ins.; from tread to tread of the steps, iij4 ins.

NEW COUPLER AND DRAFT RIGGING FOR ELECTRIC CARS

A new automatic coupler for interurban, elevated and street
cars is being prepared for the market by the Washburn Com-
pany, of Minneapolis, a well-known manufacturer of M. C. B.
couplers for steam railroads. The Washburn coupler for elec-

FIG. 1.— CROSS SECTION OF COUPLER

street Rj-.J..iilTi:il

FIG. 2.— OUTLINE OF COUPLER

trie roads is made on the same general lines as the automatic
M. C. B. coupler, with the necessary modifications which a
swiveling draw-bar makes necessary. It couples and uncouples
the same as this company's regular automatic coupler. Fig. i
shows cross sections through this coupler and with dimensions,

while Fig. 2 gives the outlines. For those not familiar with the
Washburn coupler used on steam roads, it may be well to ex-
plain that on this coupler the pin, or lock as it is frequently
called, is arranged so that by raising it half way the knuckle is
released for uncoupling. The lock can be left in this position if
desired. If the knuckle is closed and it is desired to throw it
open to make a coupling, the pin or lock is raised to the full
height. By doing this the knuckle is not only unlocked, but is
thrown open ready to make a coupling, so that it is unneces-
sary to throw the knuckle around by hand. Coming now to the
essential differences between this coupler and the M. C. B.
coupler for steam roads, it should be noted that the steam road
coupler is open at top and bottom, but that the electric coupler
has a top and bottom wall, and also a bearing face on one side
of the coupler, besides a lug on the knuckle, which forms a
bearing face on the other side of the coupler. Thus, when the
coupling is made, the couplers present to each other faces with
considerable bearing surface, and which make the rigid joint
that is necessary with swivel draw-bars. As the coupler does

street Ry.,I"Urn.il

FIG. 3.— DRAFT BOX BOLTED TO CAR

not have to follow M. C. B. lines exactly, it has been possible
to add considerable strength to the coupler head and knuckle.

Figs. 3 and 4 show the two forms of draft rigging designed
for use with this coupler. In one of these the draft box is
bolted directly to the car body, and in the other the swivel is

Scnle 1 in.= 1 foot

___ 1

0

0 1

1 0

0

FIG. 4.— SWIVELED DRAFT BOX AND RIGGING

placed behind the draft box, and the draft box turns with the
draw-bar. With the latter device the buffing and jnilling is
straight on the spring, while on the former, when a coupler is at
an angle, the thrust does not come directly against the spring.
As regards the action in buffing and pulling, both types are the
same. One spring serves to cushion both the buffing and the
pulling. This spring is enclosed in a circular draft box. The

622

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

spindle from the draw-bar passes througli a follower in the
front end of the box and another follower in the rear of the
box, and screws into a nut located in a recess in the rear of the
box. The spindle is screwed in by turning the spindle, as the
nut cannot turn. The nut cannot therefore work loose without
turning the coupler head. The device is easily assembled, as
the bottom of the draft box is left open. It is assembled by
putting in the front follower, then the rear follower, then the
spring; after which the spindle is passed through and screwed
into the nut. This is, of course, a more compact and simpler
arrangement than is sometimes used on street cars with draw-
bars having front and rear springs, one for pulling and one for
buffing.

CONVERTIBLE CARS AT PORT ELIZABETH, SOUTH AFRICA

The interesting views reproduced herewith were taken at
Port Elizabeth, South Africa, of cars of the convertible type
built by the J. G. Brill Company. One of the cars is shown in
front of the handsome Public Libary and the other at one of
the entrances to the Public Gardens. The city is one of the
finest on the South African Coast, and is situated on Algoa

HIGH-TENSION STRAIN INSULATORS

The development of high-tension trolley lines has created
the need for a type of strain insulator that will satisfactorily
meet the new and more difficult requirements. With this de-
mand in mind, the Locke Insulator Manufacturing Company,
of Victor, N. Y., has brought out its No. 601 strain insulator,
illustrated, which is 6 ins. high and 5)4 ins. in diameter, de-
signed for voltages up to 8000. The company has also devel-

HIGH-TEN.SION .STRAIN INSULATOR

CLOSED CONVERTIBLE CAR PASSING THE PUBLIC GARDENS

Bay, on the southern coast, about 425 miles east of Cape Town.
There is a fine harbor with excellent wharfage, and steam lines
connect the city with important towns in the interior. The
climate is sub-tropical, with a considerable rainfall during the
wet season. The main streets of the city parallel with the
water front are level, and have many fine business and municipal
buildings, while the streets which run at right angles climb a
series of grades to the higher levels, where the residential dis-
tricts are reached. A high mountain range parallels the coast
a few miles distant and forms a background to the city, which
never fails to excite admiration when first seen from the deck
of vessels approaching the harbor.

The railway company is controlled by the Cape Town Elec-
tric Tramways, Ltd., and the rolling stock consists of cars of
the type shown in the pictures. The first lot was supplied by
the Brill Company more than a year ago, and the second lot
was received recently. It speaks well for the cars that they
are unaffected by the alternating heat of the summer and the

oped a smaller design strain insulator for
voltages of 5000 and under, and finds that it
is very useful in the construction of spans
for trolley suspension ; in fact, this latter type
has proved to be valuable in more places
than the manufacturer anticipated.

In this connection it might be of interest
to note that the Locke Insulator Manufactur-
ing Company has developed a complete line
of strain insulators for tensions up to 35,000
volts, and is developing a new design which
will be capable of withstanding voltages of
60,000 or more. The company has experi-
mented considerably with these designs in
regard to their mechanical strength, and finds
that the larger insulators can be relied upon
to stand a break-down test of approximately
12,000 lbs. with the insulator supported by a
pin passing through the middle and the strain
applied around the middle wire groove. In
connection with these insulators, the manu-
facturer has developed a method of using them whereby
almost any strain up to several tons may be applied with en-
tire safety.

A special despatch from Chicago to hand as the Street
Railway Journal went to press said that the Chicago City
Council had granted the Chicago General Railway Company
the right to use automobiles in place of street cars.

OPERATED AS AN OPEN CAR, IN FRONT OF THE PUBLIC LIBRARY

moisture-laden atmosphere of the rainy season. Two sizes of
the cars are used ; those on double trucks measure 25 ft. 9 ins.
over the bodies, and those on single trucks, 23 ft. 2 ins. The
trucks are of the builder's "Eureka" maximum traction and
No. 21-E. types, and the cars are furnished with seats, gates,
sand boxes, bells, draw-irons, buffers and other specialties of
the same manufacture. Both sizes of cars are arranged with
seats for three passengers each at the corners, thereby giving

April i, 1905.]

STREET RAILWAY JOURNAL.

623

ample aisle space near the door to prevent crowding. The seat-
ing capacity of the shorter cars is thirty-two, and the longer
cars thirty-six. Seats are provided for four additional passen-
gers on the platforms, these seats being arranged to fold against
the end panels. The platforms of the shorter cars are 4 ft.
long, and the double-truck cars "have 4-ft. 3-in. platforms. The
interiors are finished in dull cherry, with bird's-eye maple ceil-
ings. The seats are upholstered in spring cane, and have backs
of the step-over type so arranged that the 0]3erating levers at
the aisle end do not come in contact with the bodies of seated
passengers.

♦♦♦

RAIL-GRINDING, DRILLING AND MILLING MACHINE FOR
TRAMWAY SERVICE

The interesting rail-grinding and drilling machine illus-
trated herewith has been adopted by the London County Coun-
cil for the track maintenance of the tramways under its con-
trol. This device, which is made by the Railway & Engineering

TRAMWAY RAIL-CklNDIiXG MACHINE FOR HALIFAX COKPORATION IRAMWAYS

Company, of Nottingham, England, is a gasoline-propelled,
self-contained machine designed for grinding out the inequali-
ties of tramway rails upon the site. It is also constructed for
drilling holes in the rails in any position and for milling out
the center slot in a conduit system when the same has become
contracted by outside pressure.

The frame is strongly braced, riveted together and mounted
upon two pairs of wheels and mild steel axles secured to the
frame by a cast-iron bearing bushed with gun metal. The
petrol engine develops 12 hp at a normal speed of 1000 r. p. m.,
and is fitted with Sinmis-Bosch magneto electric ignition, a
silencer, a circulating water tank with a circulating pump, and
a gasoline tank.

The gear casing which contains the gearing and the clutches
is connected with the change-speed casing containing the gear
to give two speeds of 4 m.p.h. and 6 m.p.h., respectively, in
either direction. The change-speed gear and reversing clutches
are operated by handles conveniently situated to suit the oper-
ator's seat. The seat is arranged so that the driver may face
the direction in which he wishes the machine to travel.

The brake gear is arranged so that the cast-iron brake blocks
may be held upon each ]iair of wheels at the same time that the
brake is applied. This allows ample provision for control when
traveling on severe grades. The grinding wheels are 10 ins.
in diameter, made of carborundum or other similar material,
and are of three widths, viz. : 2-in. wide for grinding face of
rail, i-in. wide for grinding tip, and ^-in. or thereabouts to suit
the groove of the rail. They are completely covered with a
casing to prevent dust and water fiying while grinding.

The wheels are mounted upon a spindle, carried by adjustable
bearing, and connected by telescopic shafts and universal joints
to the gear casing. The telescopic shafts and universal joints
allow for the vertical movement of the slide and the transverse
movement of the bearing, so as to permit each of the grinding
wheels to be accurately adjusted to their work and allowing the
o])eration of grinding to be performed on both rails at the same
time.

The longitudinal slide or saddle is arranged for carrying the
vertical and transverse slides in a direction parallel with the
rail, and which allows the grinding wheels to take a 2-ft. cut
at one operation. The saddle is secured to the frame by vees,
and is operated from either side of the carriage by hand wheels.

The power for grinding is obtained from the gear in the gear
casing, transmitted through the clutch to the shaft, and through
gear wheels contained in a second casing to the gear in the
bottom casing, and thence to the grinding wheels. The gear
in the second casing, which is in the middle of the truck, is pro-
vided with a clutch to disconnect the grinding gear when drill-
ing or milling is required to be done.

At the opposite end of the carriage to the
gasoline motor is fitted a reducing gear casing
containing an arrangement of geariilg, and on
the top of which is fitted a swivel headstock
to enable the flexible shaft to assume the posi-
tion best suited for it to work with the least
resistance when using the same for drilling
and ruilling. The flexil)le shaft is provided
with universal couplings at both ends. The
universal coupling on the swivel headstock is
protected by a semi-spherical bell of cast iron,
and the outside casing of the flexible shaft is
protected from mechanical damage by being-
enclosed in an armored flexible tube.

The automatic track drill is supplied with
two twist drills % in. and i in. in diameter.
The drill is operated by the flexible shaft
through an instantaneous clutch arrangement,
wdiich enables the operator to stop the drill
without stopping the flexible shaft. The mill-
ing cutter for opening out the center slot is mounted upon a
compound slide to allow the cutter to be adjusted to its work.
The power is applied by the same flexil)le shaft that is used
for drillinsf.

INCREASED TRAFFIC FROM ELECTRMCATION OF STEAM
ROADS IN GREAT BRITAIN

An extended paper on the status of electric traction for trunk
line service in Great Britain, Ireland and Belgium is to be
presented at the Washington meeting of the International Rail-
way Association next May, by Ernest Gerard, inspector-gen-
eral of the department of railways tests and telegraphs of Bel-
gium. The paper contains some interesting statistics as to the
increase in traffic on the Liverpool & Southport division of the
Lancashire & Yorkshire Railroad. This section, which has
23 miles of double track, was put in operation March 12, 1904,
and while no higher speed is made by the express trains with
electricity than with steam, the local trains cover the distance
in thirty-seven minutes instead of in fifty-four. In addition,
there are express trains in each direction every hour instead of
four or five a day. There are also electric suburban trains
every ten or twenty minutes. The total numlier of trains has
been increased from 74 to 119.

On the Mersey Railway the introduction of electric traction
resulted in an increase of passengers from 2,884,770 in the
second half of T902 to 4,153,800 in the corresponding half
of T903.

624

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

MEMBERSHIP COMMITTEE OF THE AMERICAN STREET
RAILWAY ASSOCIATION

It will be remembered that at the St. Louis convention of the
American Street Railway Association, the president of the asso-
ciation was empowered to appoint a committee of nine gentle-
men to compose a special committee of the association to be
known as "The Membership Committee." The number of
members in the association at the time of the last convention
was only 196, a very small proportion of the total railway com-
panies in the country, and it was believed that if the advan-
tages of belonging to the association could be pointed out to
those companies who are not now members of it, a considerable
increase could be secured. Mr. Ely has now announced the
membership committee, which is as follows : H. H. Vreeland,
president, New York City Railway Company ; C. S. Sergeant,
vice-president, Boston Elevated Railway Company ; James F.
Shaw, president, Boston & Worcester Electric Railway Com-
pany; William A. House, general manager. United Railways &
Electric Company, of Baltimore, Md. ; H. J. McGowan, presi-
dent, Indianapolis Traction & Terminal Company; W. Caryl
Ely, president of the American Street Railway Association;
James H. McGraw, Street Railway Journal, New York ;
Daniel Royse, "Street Railway Review," Chicago; John J.
Lane, secretary, New England Street Railway Club, Boston.

CORE-TYPE TRANSFORMER

As a result of its long experience in designing and construct-
ing single-phase and polyphase transformers, the Brush Elec-
trical Engineering Company, of London, has incorporated in
them a number of charactertistic features, among which are
the methods of interspacing and insulating the coils, and the
means for the prompt replacement of injured coils.

The primary and secondary coils are each wound inde-

PORTABLE TRANSFORMER OUTFIT, WITH VOLTMETER,
SAFETY SWITCH, FUSES AND RED INDICATING LAMP
FOR TESTING TO 10,000 VOLTS

pendently on formers. The secondary winding is placed next
to the core and the primary on the outside of the secondary.
The insulation between secondary and iron, and between pri-
mary and secondary, consists of special tubes. The primary
winding is divided into several coils, each of which is separately
taped with oiled linen. The insulation between layers consists

of the finest paper, which projects beyond the end of each
layer, thus insuring immunity from break-down through short-
circuit between layers. Over the iron core is slipped a tube of
insulation on which the secondary coil is directly wound. Over
the secondary coil is then slipped another tube of insulation,
and over this are slipped the primary coils, which are then
connected up as desired. If spare coils and insulation tubes are
kept in stock, a
transformer can p~
readily be re-
paired in an hour
or two, and im-
mediately placed
in service. The
cost of repairing
the transformer
is a very small
item, only that
part of the wind-
ing that is actu-
ally injured being
replaced, whereas
when transform-
ers of numerous
other designs are
injured they must
be returned to the
factory and be

completely rewound. The transformers are provided with a
cast-iron case having radiating flanges for assisting in keeping
the oil cool. The case is perfectly oil-tight, and is provided
with a screw plug for emptying the oil when required. The
core is built up of iron stampings .014 in. thick, carefully var-
nished to insure individual insulation, and thereby to reduce
eddy currents. The iron is selected with especial reference to
its low hysteretic constant and non-ageing quality. The end
supports of the core serve both for holding the laminations in
place and for protecting the coils.

A NOVEL TRACTION SERVICE

THREE-PHASE STAR CONNECTED TRANS-
FORMER WITHOUT CASE

The Dayton & Troy Electric Railway Company recently
mailed a letter to each of its farmer patrons along the line be-
tween Dayton and Tippecanoe City asking his opinion of a
special market service which the company proposes to install.
Hundreds of farmers in the district drive into the city on mar-
ket days. The company proposes to run a special train on these
days to be known as the "Marketmen's Special." It is planned
to have the train arrive in Dayton before the opening of market
and return after market closes. The company offers low rates
for hauling market produce, and free storage room will be fur-
nished at the company's freight station for market stands when
not in use. Large hampers with lids and locks will be furnished
for use in bringing stock to market. These will be transported
free when accompanied by a passenger holding the marketmen's
ticket. In winter, danger of freezing will be eliminated by
heating the car. Whether or not this service will be installed
depends upon the attitude of the patrons whom it is intended to
serve. Meetings will be held at two or three points along the
line when the proposition will be formally put to them.

On April i the Syracuse Rapid Transit Railway Company
will inaugurate an express and parcel delivery service between
Syracuse and the villages of East Syracuse, Liverpool, Onon-
daga Valley and Solvay. Express cars for the service have
been built in the* company's own shops. Edward F. DeGraw,
formerly with the American Express Company, has been made
traffic manager for the freight department of the system.

April i, 1905.]

STREET RAILWAY JOURNAL.

625

LEGAL DEPARTMENT*

LIABILITY TO PERSONS INTENDING TO BECOIVIE
PASSENGERS

In the Dec. 5, 1903, issue of this paper the writer discussed
the question of the hability for injuries sustained in boarding-
moving cars. A somewhat related question is that of the liabil-
ity of a street car company for injuries to persons in the street
who intend to become passengers, but have not actually at-
tempted to enter the car. A recent decision by the Supreme
Judicial Court of Massachusetts (Duchemin vs. Boston Ele-
vated Ry. Co., 71 N. E., 780) treats with great ability the ques-
tion. Who are passengers? It is held, very soundly we
think, that the technical relation of carrier and passenger does
not commence until a person has touched the step, or the hand
rail, or some other part of the car, with the purpose of board-
ing it. The Massachusetts court shows that the relation of
passenger cannot exist piecemeal. The railway company is not
bound to protect a departed or intending passenger from as-
saults of passersby in streets. There must be some time fixed
for the inception of the relation in all its aspects and with all
its consequences, and the moment when the intending passen-
ger first takes hold of the car would seem to be the proper point
at which to draw the line.

Nevertheless, the abstract distinction between a passen-
ger and a non-passenger may not be as practically im-
portant as at first blush it would appear. In the Massa-
chusetts case the declaration alleged that as the car ap-
proached plaintiff he went toward it for the purpose of enter-
ing it, having given the motorman notice of his pvu'pose so to
become a passenger, and that as he was about to get on the
car the trolley pole fell, striking a sign upon the car, and the
pole and sign struck the plaintiff, he being in the exercise of
due care and the defendant negligent. The trial court had in-
structed the jury that the plaintiff was entitled to rely upon
the technical status of a passenger and therefore the company
owed him the obligation of extraordinary care of a common
carrier. Conceding that this instruction was erroneous, and
that a reversal of the judgment in favor of plaintiff was there-
fore correct on this ground, the fact still remains that a street
railway company owes reasonable care to any pedestrian in the
street, and, further, that the practical situation of the plaintiff
was necessarily different from that of an ordinary pedestrian.
Although he was not technically a passenger, he unquestion-
ably had the right, as an intending passenger, to approach so
near the car that he was liable to be injured by the falling-
trolley pole. This consideration would bear very cogently,
perhaps conclusively, upon the issue of his freedom from con-
tributory negligence. The fall of a sign and trolley pole upon
a person rightfully standing within their reach might result
from neglect of reasonable and ordinary care, and be action-
able, even at the suit of one who was not a passenger.

Nor would any distinction exist between a passenger and a
non-passenger on the score of burden of proof. On Dec. 13,
1902, the doctrine res ipsa loquitur was discussed in this place.
That rule, as will be remembered, is that, under certain cir-
cumstances, the mere happening of an event itself raises the
presumption of negligence, so that the burden is not on the
plaintiff to prove, but on the defendant to disprove, negligence.
This doctrine has been quite extensively administered in cases
of accidents on steam and street railways, where the casualty
occurred through derailment, or defects of machinery, as the
facts are difficult of ascertainment by the plaintiff, but are, or
should be, within the special knowledge of the defendant. It
is probably that in many jurisdictions it would be held that
where a person intending to become a passenger is injured by
such a casualty as the fall of a trolley pole, a presumptive case
of lack of ordinary care is made out, and the burden is cast
upon the defendant of affirmatively proving due crre. A re-
cent well considered decision in the Supreme Court of Ne-

* Conducted by Wilbur Larremore, of the New York Bar, 32 Nassau Street,
New York, to whom all correspondence concerning this department should be
addressed.

braska (Lincoln Traction Co. vs. Webb, 102 N. W., 258) tends
strongly in favor of such view. It holds, as do all well consid-
ered authorities, that the rule res ipsa loquitur may not be re-
sorted to in cases of accident, when the condition of the ma-
chinery remains normal, and there is merely a dispute of fact
whether the plaintiff fell from the car at a standstill or the car
was negligently started before he had fair opportunity to
alight. The Nebraska decision does, however, in harmony with
the Federal courts and many State courts, squarely hold that
the presumption of negligence, if it is to be indulged so as to
shift the burden of proof from the plaintiff to the defendant,
must originate "from the nature of the act, not from the nature
of the relation between the parties." In such view the tech-
nical question whether the plaintiff was or was not a passen-
ger would be immaterial. In Griffin vs. Manice (166 N. Y.,
188) it was held by the New York Court of Appeals, in a case
of injury to a person through the fall of a passenger elevator
in an office building, that the doctrine of res ipsa loquitur would
apply, although the court expressly refused to class the pro-
prietor of the elevator as a common carrier, and as such, re-
sponsible for extraordinary care^ ^
♦^♦^

LIABILITY FOR NEGLIGENCE.
ALABAMA. — Street Railways — Carriers — Passengers — Creation
of Relation — Riding on Platform — Contributory Negligence —
Admissibility of Evidence — Comparative Negligence.

1. In an action against a street railway company for injuries sus-
tained by a passenger owing to cars becoming uncoupled because
of defective couplings, it appearing that the couplings used were
the same as those used at a time when a witness was employed by
defendant, it was proper to permit him to be asked how often in
his experience couplings had become uncoupled or broken loose.

2. Where a train of street railway cars was so crowded inside
tlie cars as not to admit of others entering, but it continued to stop
at each stopping place, and others were allowed to get on, a per-
son who got on the car and stood outside the vestibule was a pas-
senger, though he had not been seen by the conductor, and though
his fare had not been collected.

3. The fact that a passenger on a street car assumes a dangerous
position does not alter his character as a passenger, or alter the
degree of care that the carrier owes to him.

4. Where a passenger on a street car, which was so crowded that
he could not enter the car proper, stood on a projection outside of
the vestibule, and was injured owing to a car in the rear of that
on which he was being carried riding up onto the rear of such car
owing to the breaking- of a defective coupling, the question whether
plaintiff was guilty of contributory negligence which proximately
contributed to his injury was one for the jury.

5. The question of the carrier's negligence in failing to provide a
safer coupling was one for the jury.

6. The doctrine of comparative negligence does not obtain in
Alabama.

7. In an action for injuries, any want of care, however slight,
on the part of the injured person, contributing proximately to
cause of injury, defeats his recovery. — (Birmingham Ry., Light &
Power Co. vs. Bynum, 36 S. Rep., 736.)

ARKANSAS. — Street Railroads— Collision with Team — Negli-
gence— Reciprocal Duties — Presumption — Imputed Negligence
— Burden of Proof — Res Gestje — Instructions.

I. Instructions leaving it to jury to determine the facts, and de-
claring that certain facts, if found, constitute actionable negli-
gence, are proper, such facts being such that in reason and fairness
there can be no difference of opinion as to the conclusion to be
drawn from them.

;■■ The duty of using ordinary care to prevent the collision in a
street of a team and street car is reciprocal.

3. In case of collision between a team and street car, the test
of negligence in the rate of speed, sounding of gong or bell, look-
out to be kept, etc., in the absence of statutory regulations, is
whether that was done which a reasonably prudent man should
do imder the circumstances.'

4. It is not negligence per se to drive a team along a street rail-
way track ; but the person so doing should keep a lookout, though
not required, as matter of law, to keep a constant lookout to the
rear.

5. In case of collision between a street car and team there is no
presumption as to whether it was caused by the negligence of the
driver of the one or the other.

6. Failure to sound the gong or bell of a street car is not negli-
gence as to one struck thereby, who had actual knowledge of the
car's approach.

626

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

7. The contributory negligence of the driver of a private team
struck by a street car is not attributable to one riding as his guest
or companion, he having no authority or control over the person
with whom he is riding.

8. The burden as to proof of contributory negligence is on de-
fendant, unless it is shown by plaintiff's evidence.

9. In an action for collision between a team and street car, there
being a question of fact whether the motorman knew, or by the
exercise of ordinary care might have known, that the wagon was
in a dangerous position, instructions as to the duty of the motor-
man in stopping, or checking the speed of the car, and ringing the
gong, are erroneous in making the fact of the proximity of the
wagon to the railroad track, and not the knowledge of the fact by
the motorman, the criterion of his negligence.

10. Statements of a witness made several minutes after a street
car collision, and after the car had left, are not admissible as part
of the res gestae, but merely to contradict the witness.

11. There is no negligence on the part of the motorman of a
street car, where, while the wagon with which the car collides
occupies a position enabling the car to pass it, the motorman on the
car approaching from the rear rings the gong, and those on the
wagon can hear the warning by the exercise of ordinary care and
attention, and after this the wagon is driven suddenly in front
of the car, and so close to it to make it impossible to stop the car
liy the exercise of ordinary care and reasonable effort.

12. Each party is entitled to an instruction announcing the law
applicable to the evidence as introduced in his behalf. — (Hot
Springs St. Ry. Co. vs. Hildredth ; 82 S. W. Rep., 245.)
CONNECTICUT. — Carriers — Injuries to Passengers — Alighting

from Car — Negligence — Contributory Negligence — Practice —
Default — Burden of Proof.

1. In an action for personal injuries, the admissions by defendant
of the averments of the complaint, by suffering a default, imposes
upon defendant the burden of either disproving its alleged negli-
gence, or of proving contributory negligence on the part of plaintiff.

2. One who alighted from an electric car, after the announce-
ment of the conductor that the terminus of the road had been
reached under the belief that the car had stopped, and while its
motion was practically imperceptible, was not guilty of contributory
negligence, in fact or in law.

3. It is the duty of a company operating an electric railroad to
afford passengers a reasonably safe opportunity to alight from the
cars.

4. Whether the acts and conduct of the conductor of an electric
car in calling out the name of the station, and leaving the platform
and putting up the fender, amounted to an invitation to a passenger
to leave the car, was a question of fact.

5. In an action against an electric railroad for injuries to an
alighting passenger, evidence held sufficient to support a finding of
negligence of the conductor, in calling the name of the station, and
otherwise indicating that it was time for passengers to alight, and
that plaintiff was justified in believing that it was intended that
she should alight. — (El wood vs. Connecticut Ry. & Lighting Com-
pany, 58 Atlantic Rep., 751.)

CONNECTICUT.— Street Railroads— Injury to Child on Track
• — Contributory Negligence — Degree of Care Toward Infants
— Findings — Review.

1. A child about eight years of age may be guilty of contributory
negligence precluding a recovery for injuries received.

2. Where, in an action against a street railway company for
running over a child about eight years old, defendant proved that
the child was guilty of contributory negligence in running in front
of an approaching car, plaintiff, in the absence of proof that the
injury was wantonly inflicted, could not recover substantial dam-
ages.

3. The defense of contributory negligence on the part of a child
about eight years of age is not established by proof that the child
failed to act with the prudence required of an adult under the
circumstances, but it must be shown that he failed to exercise the
care reasonably to be expected of children of similar age and ex-
perience under the circumstances.

4. Findings on questions of fact are not reviewable on appeal.

5. The same degree of care is required toward infants as toward
adults, but the conduct which comes up to that degree of care when
exercised toward adults may fall short of it when exercised to-
ward infants under the same circumstances. — (Rohloff vs. Fair
Haven & W. R. Company, £8 Atlantic Rep., 5.)
DELAWARE. — Street Railways — Collision with Team — Duty in

Approaching Crossing.
The motorman of a street car, and likewise the driver of a
team, in approaching a crossing, must, where the line of vision is
obstructed, use increased care and caution in proportion to such
conditions. — (Dungan vs. Wilmington Citv Ry. Company, 58 At-
lantic Rep., 868.)

GEORGIA.— Non-Suit— Street Railroads— New Trial— Instruc-
tions— Injury to Traveler — Presumptions.

1. While the allegations of the petition as to negligence were
somewhat vague and indefinite, the defendant did not demur, and
the evidence for the plaintiff made out her case as laid sufficiently
to withstand a motion for a non-suit.

2. Grounds of a motion for a new trial complaining of the refusal
of the court to charge stated contentions of the complaining party,
but which do not show that any written requests to charge were
submitted to the trial judge, will not work the grant of a new trial
unless the instructions referred to were demanded.

3. The charge of the court, instructing the jury to determine
whether the motorman of the defendant's car saw the frightened
condition of the horse which was alleged to have run into the plain-
tiff's buggy, and failed to stop or check the car, while not aptly
worded, is not of itself ground for a new trial.

4. There is no merit in a ground of a motion for a new trial com-
plaining that the court, in giving a legal and pertinent charge, failed
to charge in connection therewith a contention of the complaining
party which was also applicable to the case on trial.

5. The plaintiff's buggy was run into by a frightened horse draw-
ing another buggy, and she was injured. A car of the defendant
was passing at the time. She did not allege in her petition that the
fright of the horse was originally caused by any act of the de-
fendant, or that the car was running too fast or with any unusual or
unlawful noise, but merely that, after seeing the frightened condi-
tion of the horse, the motorman failed to stop his car, thereby
aggravating the fright of the horse and causing him to run away.
Held, no presumption of negligence arose against the defendant up-
on proof of the injury, but it was incumbent upon the plaintiff to
prove negligence as alleged. It was therefore error to give in
charge to the jury the provisions of Civ. Code 1895, Sec. 2321. —
(Atlanta Ry. & Power Co. vs. Johnson, 48 S. E. Rep., 389.)
GEORGIA. — Street Railroads — Injury to Passengers — Evidence.

I. The estimates of the witnesses as to the rate of speed varied.
Some placed it at 6 miles an hour, which was lawful ; others, ar
more than 15 miles an hour, which was in excess of that alleged to
1)6 allowed by ordinance. There was no contradiction of the testi-
mony that the plaintiff and two other passengers were jerked and
hurled from their seats while the car was rounding a sharp curve.
The physical facts were of more evidentiary value than the opinions
of non-experts. Under the circumstances, estimates that the speed
was not improper were insufficient to overcome the presumption
arising from the fact of the injury, and the verdict for the de-
fendant was contrary to law. — (McEwen vs. Atlantic Ry. & Power
Company, 48 S. E. Rep., 391.)

GEORGIA. — Comparative Negligence — Pleadings as Evidence —
Non-Suit.

1. Under the evidence the jury might fairly infer that the de-
fendant was negligent in running its cars. If the plaintiff and the
defendant were both negligent, the former can recover, unless his
negligence was equal to or greater than the negligence of the de-
fendant, or unless he could, by the exercise of ordinary care, have
avoided the consequences of the defendant's negligence. The
latter question is, under the plaintiff's evidence, unexplained, a
close one, and should have been submitted to the jury.

2. Where the plaintiff introduces in evidence a paragraph of the
defendant's answer, part of which is in his favor and part against
him, the plaintiff is not estopped to rebut the parts which are
against him, nor is the jury bound to take them as true. In such
case the jury may, for sufficient reasons, believe a part of the ad-
missions and disbelieve the other part ; this being a question
purely for the jury.

3. It was error to grant a non-suit. — (Christian vs. Macon Ry.
& Light Company, 47 S. E. Rep., 924.)

ILLINOIS. — Street Railways — Crossing Accident — Negligence —
Contributory Negligence — Question for Jury — Instructions —
Excessive Damages — Remittitur.

1. In an action against a street railway company for injuries
sustained by plaintiff because of a collision between a car and the
wagon which he was driving, the question of defendant's negli-
gence held one for the jury.

2. In an action against a street railway company for injuries
sustained by plaintiff owing to a collision between a wagon which
he was driving and a car, the question of plaintiff's contributory
negligence held one for the jury.

3. The determination of the Appellate Court on questions of fact
is conclusive on the Supreme Court.

4. In an action against a street railway company for injuries
sustained by plaintiff owing to a collision between a wagon which
he was driving and a car, the court instructed that in determining
the amount of plaintiff's damages the jury had the right to take
into consideration "all the facts and circumstances in evidence,"
the nature and extent of his injuries, etc. Held, that the instruc-

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STREET RAILWAY JOURNAL.

627

tion was not erroneous, because it told the jury that they might
take into consideration all the facts and circumstances.

5. An appellant cannot complain of conduct of counsel in mak-
ing remarks to the jury, where the attention of the trial court was
not called to the remarks by a specific obtection, and an exception
preserved.

6. Remittiturs are allowable in actions ex delicto in the trial
court to such sum as would seem not excessive damages.

7. Remittiturs are allowable in actions ex delicto in the Appellate
Courts to such sum as would seem not excessive damages. — (Chi-
cago City Ry. Company vs. Gemmill, 71 N. E. Rep., 43.)

ILLINOIS.— Carriers— Street Railroads— Injuries to Passengers
—Time to Alight — Actions— Evidence— Non-Experts — Speed
—Bodily Condition — Hypothetical Questions — Statements to
Physicians — Rebuttal — Offers of Compromise — Instructions —
Requests — Intermediate Appeal — Questions of Fact — Review
by Supreme Court.

1. A judgment for plaintiff, affirmed by the Appellate Court,
cannot be reversed on a further appeal to the Supreme Court as
against the weight of the evidence, there being some competent
evidence in the record fairly tending to prove plaintiff's case.

2. Where, in an action for injuries to a passenger on a street
car, defendant introduced evidence that on an occasion after the
accident, in the presence of plaintiff and two other women, plain-
tiff's husband stated that the accident was due to plaintiff's fault,
to which plaintiff did not reply, and plaintiff in rebuttal was asked
whether she ever had such a conversation in the presence of such
women, and answered, "No, sir; I remember two women," and on
being asked what took place stated that such women told her they
came to settle with her for $200, and that she could get more than
that amount, but it would take four or five years before her case
came up, plaintiff's testimony was not objectionable as referring
to a different conversation from that testified to by defendant's
witness.

3. Evidence of such conversation having been first offered by
defendant, plaintiff was entitled to prove the balance, though it
tended to show an offer of compromise.

4. Where a question asked of a witness was not answered, and
no objection was interposed to the asking of the question, and no
exception was noted to any ruling thereon, the asking of such
question and the remarks of the court with reference thereto were
not reviewable on appeal.

5. In an action for injuries to a passenger of a street car while
she was attempting to alight, evidence that she asked the con-
ductor to let her off at the place where she started to alight, and
that he promised to do so, was admissible.

6. In an action for injuries to a passenger a non-expert witness
may testify as to the speed with which the car was started.

7. Non-expert witnesses cannot testify that plaintiff, after the
injury complained of, was in a nervous physical condition.

8. In an action for injuries to a passenger, statement made by
her to physicians during actual treatment and in immediate con-
nection therewith, though made after the commencement of suit
to recover for such injuries, are admissible.

9. In asking hypothetical questions of a medical expert counsel
may assume, within the limits of the testimony, any state of facts
claimed to be justified by the evidence, and have the opinion of
the expert on the facts so assumed, and, if all the relevant facts
are not included, questions including them may be propounded on
cross-examination.

10. In an action for injuries to a passenger while attempting to
alight from a street car, admission of evidence of plaintiff's hus-
band that plaintiff made complaint after walking a considerable
distance, without stating what the complaint was, or being allowed
to give his opinion as to the nature thereof, was not reversible
error.

11. In an action for injuries to a passenger, an instruction as to
the degree of care required of a carrier of passengers was not
error for failure to state the care required of the passenger, which
was sufficiently set forth in other instructions.

12. An instruction that the preponderance of the evidence "is
not alone to be determined by the number of witnesses" testifying
to a particular state of facts, and naming several of the elements
which the jury should consider in determining where the pre-
ponderance lay, was not objectionable on the ground that it omitted
the element of the number of witnesses testifying to any particular
fact or state of facts.

13. In an action for injuries an instruction that while, as a mat-
ter of law, the burden of proof is on the plaintiff to prove her case
by a preponderance of the evidence, yet if the jury find that the
evidence preponderates in her favor, though but slightly, it will
be sufficient for them to find the issues in her favor, was proper.

14. An instruction defining reasonable care to be such care as
persons of ordinary prudence and intelligence would ordinarily

exercise for their own safety was not prejudicial to defendant m
including the element of "intelligence" as well as "prudence."

15. An instruction that if the jury believe from the evidence
that any witness had willfully sworn falsely to any material ele-
ment of the case, or had knowingly exaggerated any fact or cir-
cumstances material to the issues for the purpose of deceiving,
misleading, or imposing on the jury, "either as to the origm of
plamtiff's alleged ailments, so far as, from all the evidence, you
believe they existed, or as to the nature and extent of the alleged
injury, or as to the manner of the alleged accident in question,"
the jury may reject the entire testimony of such witness, except
so far as he is corroborated by other evidence, etc., was properly
modified by striking out the part quoted.

16. Requested instructions, not based on any evidence m the
record, are properly refused.

17. It is not error to refuse requested instructions substantially
covered by other instructions given.— (Chicago City Ry. Company
vs. Bundy, 71 N. E. Rep., 28.)

INDIANA.— Street Railways— Injuries to Pedestrian— Minors-
Contributory Negligence— Trial— Instructions— Weight of
Evidence— Assumption of Facts— Cars— Equipment— Brakes-
Modern Pattern.

1. An instruction that the preponderance of evidence is not nec-
essarily on the side of a fact on which the greater number of wit-
nesses have testified, or on which the greater amount of evidence
is produced, but is with that evidence which convinces the jury
most strongly of its truthfulness ; that "preponderance of evidence"
means the weight of evidence ; that the evidence given on any fact
which convinces most strongly of its truthfulness is of the greater
weight, irrespective of the number of witnesses or the amount of
evidence on the other side— was not objectionable as invading the
province of the jury.

2. In an action for personal injuries to an infant, an instruction
that it was the duty of a street railway company to run its cars
with due regard to the rights of infirm, aged persons, and children
of tender years ; that these persons have the right to use the streets,
and the company is liable if it does not use ordinary care, in pro-
portion to the danger, to prevent injury to the various classes-
was correct.

3. In an action for personal injuries to an infant, an instruction
that a child under three years of age could not be guilty of con-
tributory negligence, and that it was the duty of all persons, in
the operation of machinery, etc., to take this rule of law into con-
sideration, and that defendant, in the operation of its street cars,
could not avoid its liability by showing that the action of the child
contributed to the injury, if he was under three years of age, was
not erroneous because not containing any supposed state of facts
establishing liability.

4. The instruction correctly stated the law.

5. An instruction that the jury must decide the case on the evi-
dence and in accordance with its preponderance, while objection-
able for the use of "its," could not be presumed to mislead the
jury or harm the appellant.

6. An instruction complained of stated that it might be presumed
that a person on the street railway track on which a car was ap-
proaching would leave the track before the car reached him, and
that one approaching a track will not attempt, to cross it unless
he has sufficient time, but that such presumption did not apply to
a child not three years old, and, as to such child, the person con-
trolling the car must make sure that the child will be free of the
track before the car reaches him. The next instruction stated that,
where persons were using or crossing the street railway tracks, the
motorman must keep his car so under control that he might stop
it quickly in case of sudden danger, and that this was particularly
true as to children of tender years. Held, that the instruction
complained of did not make the street car company liable in case
of unavoidable accident.

7. An instruction that a street car company should not use obso-
lete cars, that are difficult to control, or without good equipment
to stop, and if by such use an injury is inflicted, when a more
modern or complete car, such as is generally used, would not have
caused the injury, the company is guilty of neglect, but that this
rule does not require the company to use the most recent pattern
or kind of car and brake manufactured, but to use such a pattern
or kind as is in general use in cities or towns of the size where it
is used, was correct.

8. In an action for injuries to a child, an instruction that the
fact that the wife of the plaintiff may have been guilty of negli-
gence, in not preventing the child from going on or into the street,
would not prevent the plaintiff recovering, if the motorman, "after
he became aware of the danger of the child," could have avoided
injuring him by the use of such care as the dangerous position of
the child and its age required him, under the circumstances, to
exercise, was not objectionable as discrediting the defendant's

628

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

theory that the child was on the track, immediately in front of the
car.

9. There was no such assumption of any fact in the instruction
as would mislead the jury.

10. There was no error in refusing an instruction completely
covered by an instruction given. — (Indianapolis St. Ry. Company
vs. Schomberg. (No. 4895.) 71 N. E. Rep., 238.)

INDIANA. — Carriers — Injury to Passenger — Complaint — Suffi-
ciency— Proximate Cause — Servants — Scope of Employment —
Instructions — Burden of Proof— Preponderance of the Evi-
dence— Res Ipsa Loquitur.

1. In an action against a street railway company for injuries to a
passenger, the , complaint alleged that defendant negligently rati its
car at a dangerously high rate of speed into a switch, off the track,
and against a pole, throwing plaintiff to the floor and against a
stove, injuring him. Held to sufficiently allege that defendant's
negligence was the proximate cause of the injury.

2. An, averment, in a complaint against a street railway com-
pany for injuries to a passenger, that the defendant, through and
by its servants in charge of the car, negligently ran the car, etc.,
sufficiently alleged that the servant in charge of the car was acting
in the scope of his employment.

3. In an action for personal injuries, a statement in an instruc-
tion that the rule that plaintiff could not recover for any aggrava-
tion of his injuries caused by his own neglect did not depend in any
way on plaintiff's financial condition, or his desire to earn money,
was improper, even though plaintiff had testified that he "was not
a millionaire."

4. A street railway company is not free from liability for an ac-
cident to a car, caused by a stone on the track, unless it exercised
the requisite care in running its car and avoiding the danger caused
by the presence of the stone.

5. A presumption of negligence on the part of the carrier arises
from an injury to a passenger.

6. If the evidence on any question is evenly balanced, the de-
cision of the jury on that question must be against the party hav-
ing the burden of proof.

7. An instruction that, if all other things were exactly equal in
all respects, the witnesses of equal intelligence and credibility,
having equal opportunities of knowledge, testifying with equal
candor, intelligence, and fairness, the weight of the evidence would
be considered to be on the side having the greatest number of wit-
nesses, even if erroneous, was harmless, where no such situation
existed in the case.

8. In an action against a street railroad company for injuries
to a passenger alleged to have resulted from excessive speed of the
car, and in which there was testimony as to its speed, refusal to
strike from plaintiff's testimony the expression, "They were going
so fast," was harmless.

9. In an action for personal injuries, testimony that the in-
jury would be aggravated by riding on a locomotive, did not harm
defendant.

10. In an action for personal injuries it was competent to prove
expressions of pain and suffering or indication of such condition
by groans or cries, and that plaintiff after the injury "complained
of his side."

11. Admission of such evidence, even if erroneous, would not
justify a reversal. — (Indianapolis St. Ry. Company vs. Schmidt.
vNo. 20,524.) 71 N. W. Rep., 201.)

, KENTUCKY.— Street Railroads— Bicycles— Contributory Negli-
gence— Instructions.
Plaintiff, who was riding a bicycle alongside defendant's street
car track, was injured by falling against the side of a passing car,
which approached him from the rear. Plaintiff was not on the
track at any time, and as the car approached was not in danger,
so long as he continued his course ; and the motorman testified
that as he approached he sounded the gong, and that plaintiff
appeared to draw further away from the side of the track, and that
the front end of the car passed him in safety. Held, that plaintiff's
danger was not an obvious one, and hence an instruction that, if
the motorman saw plaintiff's peril in time to have avoided injur-
ing him, but failed to do so, defendant was liable, not withstand-
ing plaintiff's contributory negligence, was properly refused. —
(Shaw vs. Louisville Ry. Company, 81 S. W. Rep., 268.)
KENTUCKY.- — Carriers — Street Railway — Injury to Passenger —
Starting Car — Passenger Alighting — Instructions — Evidence- —
Sufficiency.

1. In an action against a street railway company for injuries to
a passenger, evidence held sufficient to show that plaintiff was in
the act of alighting from the car when it started.

2. Where a passenger on a street car was injured by the sudden
starting of the car while she was alighting therefrom, defendant
was liable for the injuries, though the car had not stopped for the
purpose of discharging passengers, if the employees in charge of

the car started it when they knew, or by the exercise of proper
care could have known, that a passenger was attempting to alight.

3. In an action against a street railway company for injuries to
a passenger, it was error to refuse instructions defining the kind
of care which defendant- owed to plaintiff, and the kind of care
which she should exercise for her own safety. — (Houghton vs.
Louisville Ry. Co., 81 S. E. Rep., 695.)

KENTUCKY. — Street Railways — Trespassers on Cars — Children
— Duty to Discover — Evidence.

1. A child, though non sui juris, riding on the step of the rear
platform of a street car, on the side which is not in use, and across
which is a closed gate, is a trespasser, to whom the street railroad
and those in charge of the car owe no duty of discovering his
peril.

2. In an action to recover for injury to a child trespassing on the
rear step of a street railway car, testimony that the point where
plaintiff got on the car was in a thickly settled portion of the city,
and that many children congregated thereabouts, and had often
trespassed on defendant's cars theretofore with the knowledge of
the employees, was properly excluded. — Monehan vs. South Cov-
ington & C. St. Ry. Company, 78 S. W. Rep., 1106.)

MAINE. — Street Railways — Country Crossfngs — Contributory
Negligence — Traveler.

1. The conditions of a country crossing of an electric railway in
some respects more nearly resemble the crossings of steam rail-
ways than they do the situation in city streets, where persons and
teams are constantly traveling across and upon the tracks.

2. If the traveler about to cross the track cannot see an ap-
proaching car on account of an intervening bank, he cannot, there-
fore, in the exercise of ordinary prudence, assume that it is im-
possible for a car to be behind the bank.

3. In conditions of known peril, prudent men are vigilant for
their own safety ; and one who drives into a place of known peril
as he would into one of assured safety, doing nothing whatever to
safeguard himself or to ascertain if the danger be imminent, does
not exercise the measure of ordinary care which the law requires.
— (Robinson vs. Rockland, T. & C. St. Ry., 58 Atlantic Rep., 57.)
MAINE. — Street Railway Company — Rights and Duties — Collision

with Traveler — Speed of Cars — Due Care — Contributory and
Contemporaneous Negligence.

1. A street railway company has the lawful right to operate its
railway in the location where it has been placed, and run its cars
singly or in trains upon the track; but it is its duty to do so, hav-
ing due regard to the safety, not only of travelers upon the street,
but of those who may have occasion to cross the track in driving
out from the yards of houses situated along the railway.

2. The speed at which a car or train may properly be run, the
kind of control over it, and the degree of watchfulness imposed
upon those in charge must depend to some extent upon the sur-
rounding conditions, such as the nearness of the track to the side
of the street and to the houses, the likelihood of persons driving
out from the yards, and whether the driveways are so situated
that persons driving out over them can see or learn of the approach
of cars in season, with due care to avoid collision. The railway
company and its servants have a right to assume that all such
persons will themselves be in the exercise of ordinary care.

3. It is the duty of a street railway company at all times to use
due care in view of apparent dangers, and those which may rea-
sonably be expected, so to regulate the speed of its cars, so to
have them under control, and so to be on the lookout for a team
about to cross that those in the teams, if they themselves are in
the exercise of due care, shall not be put in jeopardy.

4. The person in charge of the car must exercise due care and
judgment, and the movements of the car must be regulated with
reference to the apparent situation. If it be apparent that a col-
lision is likely to occur, it is the duty of the servant in control of
the car to be ready to use, and to use, if necessary, and when
necessary, all practicable means to prevent it.

5. Applying the foregoing rules to the evidence in this case,
held, that the jury were warranted in finding that the defendant
was negligent.

6. But the evidence also shows that the plaintiff was clearly
negligent, and that his neglicence contributed to the injury, and
in such a case, where the plaintiff is guilty of contributory negli-
gence, he must fail, unless it appears further that after the plain-
tiff's negligence, independent of and distinct from any prior negli-
gence of his own, the defendant was negligent, and that this negli-
gence was the proximate cause of the plaintiff's injury. It must
appear at some point of time, in view of the entire situation, in-
cluding the plaintiff's negligence, the defendant was thereafter
culpably negligent, and its negligence the latest in the succession
of causes.

7. Held, that the defendant's negligence was not subsequent to
and independent of the plaintiff's contributory negligence, but that

April i, 1905. J

Street railway journal.

629

it was contemporaneous with it, and operated to produce the re-
sult in connection with the plaintiff's negligence, and not inde-
pendently of it; that the plaintiff's negligence actively continued
from a point about 20 ft. from the railway track, where he -first
had opportunity to see the approaching train of the defendant,
which was not more than 200 ft. away, to the point of collision ;
and that it was operative to the last moment, and contributed to
the injury as the proximate cause.

8. The doctrine of prior and subsequent negligence is not ap-
plicable when the negligence of the plaintiff and that of the de-
fendant are practically simultaneous. — (Butler vs. Rockland T. &
C. St. Ry., 58 Atlantic Rep., 776.)

MASSACHUSETTS.— Street Railways— Passengers — Persons
Approaching Cars.
I. A pedestrian on the highway, who, for the purpose of board-
ing it, is approaching a street car stopped to receive him as a pas-
senger, is not, before he actually reaches the car, entitled to the
rights of a passenger, even so far as concerns defects in the car,
in respect of the extraordinary degree of care due passengers from
common carriers, and the railway owes him no duty other than
that it owes to any person on the highway. — (Duchemin vs. Bos-
ton Elevated Ry. Company, 71 N. W. Rep., 780.)
MASSACHUSETTS.— Carriers— Passengers— Existence of Rela-
tion— Failure to Pay Fare — Street Railroads — Death by
Wrongful Act — Due Diligence — Construction of Statute.

1. Pub. St. 1882, c. 112, Sec. 212, giving a civil remedy for
death by wrongful act, applies only to steam railroads.

2. A passenger on a street car ceases to be such on failing to
pay a second fare when due.

3. St. 1886, p. 117, c. 140, declaring that if, by reason of the
negligence or carelessness of a corporation operating a street rail-
way, or unfitness or negligence of its servants, the life of a pas-
senger, or of a person being in the exercise of due diligence and
not a passenger, is lost, the corporation shall be liable in damages
to be recovered in an action of tort, is to be construed as if the
proceeding were by indictment, as was the case in all the preced-
ing statutes on the same subject, and the same proof of due dili-
gence is required under this statute as would be required in a
proceeding by indictment.

4. Where plaintiff's intestate was carried from defendant's
street car in an unconscious condition, and laid by the side of the
track, and afterwards run over by a car and killed, he was not in
the exercise of due diligence within the meaning of St. 1886, p.
117, c. 140, authorizing the recovery of damages from a street
railway company for negligence causing the death of any person
not a passenger, being in the exercise of due diligence. — (Hud-
son vs. Lynn & B. R. Company.)

MASSACHUSETTS.— Personal Injury— Release— Fraud— Evi-
dence— Objection Not Made Below — Damages.

1. Plaintiff, after testifying, in regard to a release signed by her,
that defendant's agent gave her an order on a physician, and then
handed her the paper to sign, saying to her, "Sign that slip of
paper, so that I can show it to the company, so they can see I have
sent you to a doctor," and that she signed it without seeing any-
thing on it, and without knowing that she was making a settlement,
may testify that just after she signed the paper the agent told her
to come to him after she was well, and he would settle all her
claims ; this having a bearing, at least, on her claim of fraud.

2. The objection that witness' answer was not responsive may
not be made for the first time on appeal.

3. Evidence, in an action for personal injury to a woman forty
years old, held sufficient, as to the likelihood of her climacteric oc-
curring before she should fully recover, to take to the jury the
question of its being an element of damages. — Keefe vs. Norfolk
Suburban St. Ry. Company, et al., 70 N. E. Rep., 46.)
MASSACHUSETTS.— Street Railroads— Negligence— Collision-
Contributory Negligence — Question for Jury — Damages — Evi-
dence— Expert Testimony.

1. One driving along a street is bound, on turning onto a parallel
street railroad track, to look to ascertain whether a car is approach-
ing him from behind.

2. Where one drove on a street railway track to avoid an ob-
stacle, it was not his duty to turn off the track in order to avoid a
car coming from behind, until he had passed the obstacle, and was
aware of the approach of the car.

3. In an action against a street railway for injuries sustained by
plaintiff, owing to a collision between a car and plaintiff's wagon,
held, that it was a question for the jury whether plaintiff was
guilty of contributory negligence in driving on the track, and
whether defendant was guilty of negligence in the operation of the
car.

4. Where in an action against a street railroad for injuries sus-
tained by one riding on a wagon, owing to a collision between the
wagon and a car, plaintiff testified that he did not interfere with

the driving, but trusted himself entirely to the driver, he had a
right to have the question whether the driver exercised due care
submitted to the jury, the evidence warranting that course.

5. In an action for injuries claimed to have caused appendicitis,
a physician testified that he had practiced six years, that he had
performed operations for appendicitis from 100 to 200 times, and
that his practice was mostly surgical. Held, that he was qualified
to testify as an expert as to whether, in his opinion, plaintiff's
injuries could have caused appendicitis. — (Sullivan vs. Boston Ele-
vated Ry. Company, Knox vs. Same, 71 N. E. Rep., 90.)
MINNESOTA.— Personal Injuries — Excessive Damages.

Action to recover damages for personal injuries resulting from
the admitted negligence of defendants in the operation of a street
car system. Held, that the verdict is excessive, and a new trial
order, unless respondent consents to a reduction in the amount
thereof to $3,500. — (Wadleigh vs. Duluth St. Ry. Company et al.,
100 N. W. Rep., 104.)

MISSOURI. — Carriers — Injury to Passenger— Negligence — Jury
Question — Instructions — Appeal and Error.

1. In an action against a carrier for injury to a passenger from
the negligent starting of the car while the passenger was endeavor-
ing to alight therefrom, evidence examined, and held sufficient to
establish a prima facie case entitling plaintiffs to go to the jury.

2. In an action against a carrier for injuries to a passenger,
where the court charged the jury that if they found from the evi-
dence the facts therein hypothesized, which were the constitutive
facts alleged in the petition, there was liability, and to so deter-
mine, an objection that the court thereby submitted a question of
law to the jury to be determined as a question of fact is hyper-
critical.

3. In an action against a carrier for injuries to a passenger,
where the instructions given for plaintiff and defendant in their en-
tirety submitted every issue clearly and explicitly, an objection
by defendant that a particular instruction given for plaintiff was
calculated to mislead the jury as to the decisive issue is untenable.

4. In an action for personal injuries to a married woman, a
charge authorizing the jury to allow a reasonable compensation for
any permanent injury or impairment of her strength, is not cause for
reversal, where the verdict, considering the extent and nature of
the injuries sustained, was moderate.— Abbitt et al. vs. St. Louis
Transit Company, 81 S. W. Rep., 484.)

MISSOURI. — Street Railroads — Injury to Person Attempting to
Board Car — Contributory Negligence — Question for Jury —
Duty of Employees in Charge of Car — Conduct of Counsel —
Improper Remarks — Duty of Court.

1. Whether a person attempting to board a street car moving at
a slow rate of speed is guilty of contributory negligence, preclud-
ing a recovery for injuries occasioned by the sudden increase of
speed, is for the jury.

2. That a street car was not carrying passengers, but was pro-
ceeding to a shed for the night, did not make a person attempting
to board it guilty of contributory negligence, unless he knew, or
by ordinary care could have known, that the car was not carrying
passengers.

3. The employees in charge of a street car are not chargeable
with the duty of preventing a person from negligently attempting
to board the car while moving.

4. The failure of the court, in expressing its disapproval of ob-
jectionable remarks of counsel in his argument to the jury, to
use sufficiently emphatic language to destroy any impressions re-
sulting therefrom, is reversible error. — (Leu vs. St. Louis Transit
Company, 80 S. W. Rep., 273.)

MISSOURI. — Street Railroads — Crossings — Injuries — Speed —
Contributory Negligence — Avoiding Injury — Evidence.

1. In the absence of an ordinance limiting the rate of speed of
street cars in a city, evidence that the car by which plaintiff was
injured at a crossing ran down a slope in a thinly settled portion,
at a speed of from 15 to 20 miles an hour, and slowed down to
from 8 to 10 miles an hour when it approached the crossing, was
insufficient to show negligence as a matter of law.

2. Plaintiff attempted to cross a street railway track at a cross-
ing as the night was growing dark, and as she entered the street
on which the car ran she had a plain view in the direction from
which the car approached for 1200 ft. The car was large, and
lighted by electricity, and also had a headlight. Plaintiff's wagon
was not lighted, and the headlight only lighted up the track for
from so to 75 ft. in front of the car. The car could have been
stopped, at the rate of speed at which it was going, within about
75 feet. Held, that since plaintiff could have seen the car and
avoided the injury much sooner than the motorman could have
seen plaintiff's wagon in a position of danger, plaintiff was not
entitled to recover on the ground that by the exercise of ordinary
care the motorman might have seen plaintiff's peril in time to
have averted the injury.

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[Vol. XXV. No. 13.

3. Though the motorman of a street car could have seen plain-
tiff at the time she drove into the street from a side street when
she was 22 ft. from the track, and when he was 1200 ft. from the
crossing, he was entitled to assume that plaintiff at that time and
distance would also see the car, and stop before getting into a
position of peril.

4. In an action for injuries at a street railroad crossing, evidence
reviewed, and held to show that plaintiff was guilty of contrib-
utory negligence as a matter of law. — (Petty vs. St. Louis & M.
R. R. Co., 78 S. W. Rep., 1003.)

MISSOURI. — Street Railways — Personal Injuries — Collision with
Vehicle — Contributory Negligence — Question for Jury — Driv-
ing on Track — Lights.

1. A teamster has a right to drive on a street railway track if
in doing so he does not unnecessarily interfere with the operation
of cars on the^ track.

2. It was the duty of a street railway company to have its car
so lighted as to be seen a safe distance by plaintiff, who was driv-
ing on the street, on a dark night, or to sound the gong or give
warning of its approach.

3. In an action against a street railway company for injuries to
plaintiff, evidence that on a very dark night plaintiff was driving
in the street on the "left track of the street railway at a rapid
speed, when he met and collided with a street car, did not show
contributory negligence as a matter of law, but the question was
for the jury. — (Buren vs. St. Louis Transit Company, 78 S. W.
Rep,, 680.)

NEBRASKA. — Street Railroads — Injury to Person on Track-
Directing Verdict — Contributory Negligence.
I. In an action by an administratrix to recover damages for the
death of the decedent, alleged to have been caused by the negli-
gence of the defendant, it is held, upon an examination of the
record, that the court rightfully directed a verdict for the de-
fendant because of the contributory negligence of the deceased.
• — (McLean vs. Omaha & C. B. Ry. & Bridge Company, 100 N. W.
Rep., 935-)

NEW JERSEY. — Discovery — Accounting — Relief in Equity.

A bill filed by complainants, attorneys of this State, against a de-
fendant, a street railway company, set forth that one John Meffert
had been injured by the tort of the defendant, and had a right of
action against it for damages for his injuries; that he had retained
complainants to settle with said company, or to prosecute an ac-
tion for him for said damages ; that, in consideration of their
services to be performed, he had assigned to complainants 50 per
cent of whatever might be recovered by suit, settlement, or other-
wise ; that complainants gave notice to said company of such as-
signment, and thereafter commenced an action in behalf of John
Meffert against it ; that pending the action the company settled
with Meffert for a sum of money, the amount of which complain-
ants had not discovered, and paid the agreed-on amount, and re-
ceived from Meffert a complete release of his claim. It there-
upon prayed for discovery, for an accounting of the money so paid,
and for a decree for the payment by defendant to complainants of
SO per cent thereof.

On demurrer to the bill for want of equity, held, that the bill
stated no grounds on which the relief prayed could be decreed. — ■
(Weller et al. vs. Jersey City, H. & P. St. Ry. Company, 57 Atlan-
tic Rep., 730.)

NEW JERSEY. — Street Railroads — Injury to Passenger — Evi-
dence— Contributory Negligence — Question for Jury.
I. A passenger upon a crowded trolley car in a city street, de-
siring to alight therefrom, and being unable to communicate with
the conductor, because of the crowd, reached the motorman, and
he, in response to the request of the passenger, put on his brake
and slowed down the car, whereupon the passenger, while the car
was moving slowly, proceeded to step through the gate, which was
open, and down upon the step, awaiting his opportunity to alight,
when by a sudden jerk of the car he was thrown upon the ground,
one foot going under the wheel, whereby he sustained serious in-
jury.

At the trial of a suit for damages against the company, these
facts appearing, the court was requested to direct a verdict for the
defendant on the grounds of contributory negligence, which re-
quest was refused by the trial judge.

Upon review it was held that the action of the passenger did not
constitute negligence per se, and whether he was negligent or not
was a question for the jury, and that there was no error in the
ruling. — (Paganini vs. North Jersey St. Ry. Company,, 57 Atlantic
Rep., 128.)

NEW JERSEY.— Street Railroads— Collision with Carriage— Ex-
cessive Damages.
I. It is the duty of a motorman upon a street railway, when ap-
proaching an intersecting street, to have his car so far under con-
trol that he will not endanger the safety of other persons, on foot

or in vehicles, engaged in the lawful and customary use of the high-
way in question.

2. In an action for damages for personal injuries growing out of
a trolley accident, the defendant sought a new trial on the ground of
excessive damages.

If the disability resulting from the injuries was likely to be per-
manent, the damages would not be regarded as so excessive as to
warrant an interference with the verdict. But it appearing that the
trial was brought on so soon after a surgical operation on the patient
that sufficient time had not elapsed to enable the physicians to de-
termine as to whether the operation would result in her complete
or partial recovery — a result which they regarded, however, as
highly probable — and it thereby appearing that justice had not been
done by the verdict, it was held that, in the exercise of its sound
discretion, it became the duty of the reviewing court to set aside
the verdict and grant a new trial. — (Searles et al. vs. Elizabeth, P.
& C. J. Ry. Company, 57 Atlantic Rep., 134.)
NEW JERSEY.— Trial— Verdict— Mistake— Correction.

Where the jury fixed on the sum of $1,000 as plaintiff's compensa-
tion, but allowed a further $200 under the belief that, to entitle
plaintiff to costs in that sum, there must be an allowance to him
therefor by the jury, the verdict should be reduced in that amount.
— (Toal vs. North Jersey St. Ry. Company, 58 Atlantic Rep., 172.)
NEW JERSEY.— Non-Suit— Denial— Street Railroads— Frighten-
ing Horses — Appeal from District Court.

1. Refusal to non-suit for failure of proofs is not error, if the de-
fect was supplied by evidence taken in the progress of the cause.

2. In the trial of an action by the owner of a horse and wagon
against a trolley company for damages arising out of a' runaway
accident caused by the frightening of his horse by some construc-
tion cars being propelled upon the streets of a city, the acts of al-
leged negligence relied upon by the plaintiff were the propelling in
the streets of a car of unusual appearance, calculated to frighten
horses, and the negligent conduct of the motorman at the time.
At the close of the plaintiff's case, a non-suit was asked on the
ground that the plaintiff's witnesses agreed that the horse did not
show any fright until the cars came within a few feet of the horse,
and that the motorman had the car under control, and stopped it
before passing the place where the horse stood, and that the use of
these cars upon the street at that point was not uncommon. The
motion was refused. Later in the trial the motorman testified that
he saw the horse begin to show fright, while the cars were 50 yards
away, and that he at once stopped the car. Another witness tes-
tified that the dirt car at which the horse became frightened was
usually run in the rear, but this time it was in front, of the con-
nected cars. Upon review it was held that such error, if any, in the
refusal to non-suit, was cured by the later testimony, which made
the question one for the jury.

3. In order to maintain an appeal from a district court under the
act providing for such appeals (P. L. 1902, p. 565), the record
brought up must show, in addition to the other requirements of
the act, a case either agreed upon or settled by the judge, includ-
ing the determination or judgment of the court, and the copies of
the case required to be furnished upon the argument must also
show that these requirements have been complied with, or the ap-
peal is Ifable to dismissal. — (Esler vs. Camden & Suburban Ry. Co.,
58 Atlantic Rep., 113.)

NEW JERSEY. — Street Railways — Passengers — Personal Injuries
— Getting on Car.

Where plaintiff, wishing to board defendant's street car, signaled
for the motorman to stop, and the car slowed down almost to a
standstill, and, while plaintiff was in the act of stepping on, the mo-
torman called to him to take the next car, and immediately quick-
ened the speed of the car, throwing plaintiff off, the jury was justi-
fied in finding negligence on the part of defendant, and that there
was no negligence on the part of the plaintiff. — (Schmidt vs. North
Jersey St. Ry. Company, 58 Atlantic Rep., 72.)
NEW YORK. — Carriers — Death of Passenger — Street Cars — Neg-
ligence— Evidence — Sufficiency.

In an action against a street railroad for death of plaintiff's de-
cedent, alleged to have resulted from the negligence of the street
railroad at the time of decedent's attempt to board a car, evidence
examined, and held insufficient to support a verdict for plaintiff. —
(Fremont vs. Metropolitan St. Ry. Company, 88 New York Suppl.,
752.)

NEW YORK. — Master and Servant — Personal Injuries — Street
Railways — Rules Limiting Work — Employers' Liability Act.
I. Defendant street railway company had rules relating to opera-
tion of its trains, forbidding the pushing of cars except in cases
of accident, and then requiring a man on the rear platform. An-
other rule required the speed of a train to be regulated so that it
could be stopped within the distance the motorman could see ahead.
Decedent was injured while coupling cars and making up trains, at
a station, by another employee on the north car of another train

April i, 1905.]

STREET RAILWAY JOURNAL.

631

backing it southward into defendant's train. In an action to recover
for decedent's death on the ground of negligence in failing to
provide proper rules for the making up of trains, the court in-
structed that, as a matter of law, the above rules applied to the
movement of cars in making up trains, but left the question of the
sufficiency of the rules to the jury. There was no evidence that
other rules that would afford greater safety were in use under sim-
ilar circumstances by other roads, nor were experts called to show
the necessity or practicability of other rules. Held, that it was
error to submit to the jury the question of the sufficiency of the
rules.

2. As the employers' liability act (Laws 1902, p. 1748, c. 600) cre-
ates no new liability for the failure of an employer to make proper
rules and regulations for the safety of employees, an action for such
failure is based on the common law.

3. Employers' Liability Act (Laws 1902, p. 1750, c. 600) Sec. 3,
providing that an employee shall be presumed to have assented to
the necessary risks and no others, and defining what such risks in-
clude, and making the question of employee's understanding of such
risk a question for the jury, being of general application to all ac-
tions by servants against masters for negligence, applies to an action
for damages for negligence for failing to make proper rules and
regulations for the safety of employees. — (Ward vs. Manhattan
Ry. Company, 88 New York Suppl., 758.)

NEW YORK. — Carriers — Injury to Passenger — Dangerous Con-
dition Caused by Mob.
Plaintiff, after purchasing a ticket of defendant railroad com-
pany, started toward his train, to reach which it was necessary to
pass up a stairway, at the foot of which defendant maintained
ticket-chopping boxes. These were located on the floor of a bridge
over which defendant had no control, its only right there being to
maintain the boxes. The public had a right to pass over this part
of the bridge. Before plaintiff reached the boxes he was stopped
by a crowd which was held in check by a chain which had been
placed cross the foot of the stairway, owing to a blockade on the
elevated road above. The boxes were fastened to the cement floor
by braces and bolts, and had been in the same position for several
years. Plaintiff moved toward the stairway with the crowd, which
had broken the chain and pushed over one of the boxes, stumbled
over the fallen box, and was injured. The box was so strongly
fastened that the bolts had torn through the wood, which was in
good condition. Held, that defendant was guilty of no negligence.
— Wagner vs. Brooklyn Heights R. Company, 88 New York Suppl.,
79I-)

NEW YORK. — Street Railways — Personal Injuries — Assault by
Conductor — Scope of Employment — Evidence — Sufficiency.

1. In an action against a street railway company for assault by
a conductor on a boy trespassing on the cars, no request being made
that the court should submit the question as to whether the con-
ductor was acting within the scope of his employment, the ques-
tion was not raised by defendant's motion for dismissal after the
close of all evidence, on the ground that, if plaintiff's claim was
true, the conductor's act was willful and without the scope of his
employment.

2. Testimony of a street car conductor that there was a rule
making it his duty to prevent boys from catching on cars, and that
his purpose in what he did was to remove the plaintiff from the
car, was sufficient to justify a finding that his act in assaulting a
boy who was on, or attempting to get on, defendant's car, was with-
in the scope of his employment. — (Llewson vs. Interurban St. Ry.
Company, 88 New York Suppl., 816.)

NEW YORK.— Street Railways — Injury to Workmen Near Track
— Contributory Negligence.

Where plaintiff, working on a street, in putting up a fence
along a trench which was being dug, was obliged to be danger-
ously near a street railway track, to the knowledge of the motor-
man of the car which struck him, the company is not entitled to
an instruction, in an action against it for the injury, that he was
required to be vigilant to look for cars and avoid them at the time
of their passage. — (Hennessey vs. Forty-Second St., M. & T. Ave.
Ry. Company, 88 New York Suppl., 728.)

Freedman, P. J., dissenting.
NEW YORK. — Carriers — Injury to Passenger — Negligence — Evi-
dence— Sufficiency.

In an action against a street railroad for injuries alleged to have
resulted from the negligent starting of a car as plaintiff was at-
tempting to board it, evidence examined, and held insufficient to
support a verdict for plaintiff. — (Mullarkey vs. Interurban St. Ry.
Company, 88 New York Suppl., 6gg.)

NEW YORK. — Street Railroads — Injuries to Passenger — Signal
by Another Passenger.
A street railroad company is not liable for injuries to a pas-
senger caused by the premature starting of the car in consequence
of a signal given to the motorman by another passenger. — (Mc-

Donough vs. Third Avenue R. Company, 88 New York Suppl.,
609.)

Ingraham, J., dissenting.
NEW YORK.— Street Railroads— Injuries to Passenger While
Alighting — Negligence — Evidence — Sufficiency.

A judgment for plaintiff for injuries alleged to have been sus-
tained by the starting of a street car while she was in the act of
alighting after it had stopped on her signal will be reversed, be-
cause against the weight of the evidence, where she had no wit-
nesses, and two apparently disinterested witnesses — a lawyer and
a policeman— testified that she alighted while the car was moving
at about the regular rate of speed, and where she was otherwise
contradicted.— (Maloney vs. Metropolitan St. Ry. Company, 88
New York Suppl., 638.)

O'Brien, J., dissenting.
NEW YORK.— Street Railways— Injuries on Streets— Contribu-
tory Negligence — Burden of Proof — Right of Way — Proof of
Damages.

1. Sending a case against a horse railway company for injuries
to a person on the street to the jury on the sole question whether
the driver was negligent in driving his horse at a gallop was error,
as it relieved plaintiff of the duty of establishing freedom from
contributory negligence.

2. Between the blocks of a city a street railway has the para-
mount right of way over a pedestrian.

3. Proof of damages for injuries should be taken only to the ex-
tent of supporting the claim as itemized in the bill of particulars.
— (Lejoune vs. Dry Dock, E. B. & B. R. Company, 86 New York
Suppl, 749.)

NEW YORK. — Courts — Interpreter — Appointment — Personal In-
juries— Accident to Child — Contributory Negligence — Age of
Child — Absence of Evidence — Estoppel to Rely On — Dismissal
of Complaint — Failure to Procure Interpreter — Remandment
to Calendar.

1. At common law, and in the absence of statute, the court has
the right, and it is its duty, to appoint an interpreter, when neces-
sary, without the consent of the opposite party.

2. In an action for personal injuries to a child defendant cannot
contend, in support of a judgment for dismissal ; that the evidence
showed that plaintiff was guilty of contributory negligence, and
that there was no testimony as to his age which would exonerate
it from the consequences of such negligence, where defendant itself
prevented the introduction of the testimony of the child's mother
as to its age by its refusal to consent to the employment of an
interpreter.

3. In an action for injuries to a child, where sufficient evidence
had been given to carry the case to the jury on the question of de-
fendant's negligence, it was error for the court to dismiss the com-
plaint, and especially on the merits, before plaintiff had presented
all his evidence and closed his case ; and, if the presentation of
such evidence was rendered impossible by failure to obtain the
services of an interpreter, the trial should have been suspended,
and the case remanded to the calendar. — (Mennella vs. Metropoli-
tan St. Ry. Company, 86 New York Suppl, 930.)

NEW YORK. — Street Railroads — Injuries at Crossing — Actions
— Instructions — Contributory Negligence.

1. Where, in an action for injuries to plaintiff in a collision
with a street car as plaintiff was driving across the track at a
crossing, it appeared that the wagon and the car came together
without any increase in the speed of either from the time when
plaintiff was 10 or 15 ft. from the track and the car was 50 ft.
away, an instruction that if plaintiff's horse was walking, and the
car was 50 ft. away, plaintiff had a perfect right to undertake to
cross the track, if the car was going at a reasonable rate of speed,
was prejudicial error, as withdrawing from the jury's considera-
tion both the question of defendant's negligence and plaintiff's
contributory negligence.

2. Where the driver of a vehicle attempted to cross a street rail-
way track at a crossing, with his horse going at a walk, from a
point within 10 or 15 ft. of the rail, when the car was approach-
ing, 50 ft. distant, the question of plaintiff's contributory negligence
was not a mere question of arbitrary measurement, but was a ques-
tion of fact, depending somewhat on the conditions at the time
plaintiff actually drove on the track, when he might possibly have
avoided the accident, and when it may have been too late for de-
fendant's motorman to have prevented a collision. — (Binsell vs.
Interurban St. Ry. Company, 86 New York Suppl, 914.)

NEW YORK.— Municipal Court— Failure of Proof— Dismissal.

Under Municipal Court Act, Laws 1902, p. 1561, c. 580, Sec. 248,
subd. 4, providing that an action shall be dismissed, with costs,
without prejudice to a new action, where the plaintiff does not
prove his cause of action, it was error for the court, in an action
for negligence, to refuse to permit plaintiff to discontinue on his
failure to prove defendant's negligence, and to order a dismissal of

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STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

the complaint. — (Mills vs. Interurban St. Ry. Company, 88 New
York Suppl., 361.)

NEW YORK. — Street Railroad — Injuries to Pedestrians — Con-
tributory Negligence.
Plaintiff, while attempting to cross a street, was struck by the
rear end of one of defendant's cars as she was standing on the
crosswalk about 2 ft. from the track while the car was rounding
a curve, and was thrown to the ground in front of one of the
wheels of a truck approaching behind her in such a manner that
the wheel passed over her arm. Before leaving the curb, plaintifif
saw the car from 140 to 150 ft. away, the distance from the curb
to the car track being about 16 ft. Held, that plaintiff and de-
fendant's motorman were both required to exercise the same de-
gree of care, and that such facts tended to show that both erron-
eously believed the plaintiff was in a place of safety, and that, if
their miscalculation was negligent, it was joint negligence of both,
for which plaintiff was not entitled to recover. — Kaufman et ux.
vs. Interurban St. Ry. Company, 88 New York Suppl., 383.)
NEW YORK — Carriers — Passengers — Injuries While Alighting —
Notice to Conductor.
A passenger cannot recover for injuries sustained in alighting
from a street car by reason of the car starting forward after hav-
ing stopped, in the absence of any notice to the conductor of the
passenger's intention to alight. — (McCarthy vs. Interurban St. Ry.
Company, 88 New York Suppl, 388.)

NEW YORK. — Street Railroads — Crossings — Collision — Vehicles
— Injury to Drivers — Contributory Negligence.
Plaintiff, while driving across a car track, stopped his truck
squarely on the track with a car approaching him not more than 30
ft. distant, to enable a loaded truck approaching him at right angles
to pass ahead of him. Had plaintiff not stopped, he could have
passed in front of the truck and cleared the car ; and his only ex-
cuse for stopping was that the other truck was loaded, in conse-
quence of which he stopped to give it the right of way. Held, that
plaintiff was guilty of contributory negligence, precluding a re-
covery for injuries in a collision between his truck and the car.—
(Heinz et al., vs. Union Railway Company of New York City, 88
New York Suppl., 392.)

NEW YORK.- — Carriers — Injuries to Passenger — Actions — In-
structions— Limitation to Facts — Degree of Care Required.

1. Conceding that a charge, in an action for injuries to a pas-
senger, that defendant was bound to exercise the highest degree
of care for the safety of its passengers, did not state a rule of uni-
versal application, defendant, on excepting thereto, should have
requested an accurate limitation on the language used to the facts
of the case.

2. The rule that a motorman and conductor engaged in the
operation of a car are held only to reasonable care applies as to
teams on the street, but does not apply as to passengers in the car.
— (Zvonik vs. Interurban St. Ry. Company, 88 New York Suppl.,
399-)

NEW YORK. — Carriers — Passengers — Street Railways — Contrib-
utory Negligence — Boarding Moving Cars — Actions — -Verdict
— Presumption — Instructions.

1. Whether plaintiff, who was injured while attempting to board
one of defendant's trolley cars while it was in motion, but had
slackened in speed for him to get on, was guilty of contributory
negligence, was a question for the jury.

2. In an action for injuries to a passenger attempting to board a
trolley car the verdict must be deemed to have been based on a
finding which included the hypothesis suggested by the court in
its charge which would sustain the claim of negligence.

3. In an action for injuries to one attempting to board a moving
street car, a charge that, if the car slowed down to permit plaintiff
to get on, it was for the jury to say whether the motorman saw
him, and slowed down in response to his signal, and then started
without giving him a reasonable time to get safely on the car, and
that, if the motorman saw plaintiff getting on, but nevertheless
started off, it would be negligence, but if the motorman did not see
him getting on, and did not see his signal, and had no reason to
apprehend that he was going to get on, although he had slowed
down and started off again, that would not be negligence, was
sufficiently favorable to defendant. — (Clinton vs. Brooklyn Heights
R. Company, 86 New York Suppl., 932.)

OHIO. — Trial — Instructions — Injury to Employee — Directions of
Foreman — Discretion of Employee — Contributory Negligence.

1. A special charge to the jury requested by a party to an action,
which is based on the assumption that a material fact exists in the
case, but which fact is in dispute between the parties, is properly
refused.

2. In the trial of an action brought by an employee against a rail-
way company to recover for injuries sustained by the explosion of
a car heater on a passenger coach while he was attempting to thaw
out the frozen water pipes while the car was standing in the yards

of the company, and where the evidence tends to prove that the
heater was without a steam gage, to the knowledge of the employee,
and that the explosion was caused by the use of a solid plug in the
drum of the heater, instead of a safety valve, which plug was put
in by the employee a few days before the explosion by direc-
tion of his superior, and where the evidence further tends to
prove that the employee was an experienced foreman of car
repairs, and familiar with the system of heating used on said
car, and with the proper method and means of thawing out the
water pipes when frozen, and where the only order from the super-
ior was a telegram to get the car ready for use, to charge the jury,
without further explanation, that "if you find at the time of the
explosion, and for several days prior thereto, there was no safety
valve in the drum of the Baker heater in car 22; that said safety
valve had been removed and replaced by a solid plug, and that
Rigby knew of these facts when he attempted to thaw out said
heater at the time of the explosion complained of; and, further,
if you find that said explosion resulted wholly from the fact that
said drum had a solid plug, instead of a safety valve — then Rigby
would nevertheless be entitled to recover in this action, if you find
by a preponderance of the evidence that, in attempting to thaw
out said heater as he did, he was acting in obedience to a positive
order of his superior; that a person of ordinary prudence would,
under the circumstances, have obeyed such order; and that in obey-
ing such order he used ordinary care" — is misleading and erroneous.

3. Where the superior, while absent, sends an order to an em-
ployee to perform certain work or duty, but leaves to such employee
the selection of the means and manner of performing the service,
the doctrine of Van Dusen Gas & Gasolene Engine Co. vs. Schelies,
55 N. E., 998, 64 Ohio St., 298, does not apply. — (Northern Ohio
Ry. Co. vs. Rigby, 68 N. E. Rep., 1046.)

PENNSYLVANIA.— Street Railroads — Collision— Negligence-
Contributory Negligence.

1. A driver of a carriage saw, on approaching a double-track
street railway, cars approaching from both directions, and drove
across the far track a short distance ahead of the car on such track,
and then pulled onto the other track, so as to meet the other car,
moving at a moderate speed, head on, and was injured by the
collision. Held, that he was guilty of contributory negligence.

2. In action for injuries by collision with a street car, evidence
held to show no negligence on the part of the street car company. —
(Lyons vs. Union Traction Company, 58 Atlantic Rep., 118.)
PENNSYLVANIA.— Railroads— Person on Track— Nonsuit.

In an action to recover for personal injuries, the evidence
showed that plaintiff was drunk and disorderly on defendant's
street car, that he was put off and fell, and ran after the car, and
was still running when it got out of sight; and that on the return
trip he was run over, when ^'ing on the track in the dark, about
600 feet from the point wherfe he had been ejected. Held, that the
company was not liable. — Johnson vs. Chester Traction Company,
58 Atlantic Rep., 153.)

PENNSYLVANIA. — Injury to Employee — Assumption of Risk.

1. An employee contracting for the performance of hazardous
duties assumes a risk incident to the obvious dangers thereof.

2. Where a motorman on a single-track road was injured, while
attempting to replace at night the trolley, which had slipped from
the wire, thereby extinguishing the lights of the car, by being struck
by the following car, it was the result of the risk of the employ-
ment, for which defendant was not liable, though the single track
was operated without signals. — (Simmons vs. Southern Traction
Company, 57 Atlantic Rep., 45.)

RHODE ISLAND.— Street Railways— Injury to Person Waiting
for Car — Negligence — Evidence — Previous Accidents.
I. In an action for injury to plaintiff, while waiting to board
defendant's street car, by the falling of a piece of an electric lamp
situate over the street and struck by the trolley slipping from the
wire as the car was rounding a curve, evidence that such lamps
had previously been broken under like circumstances is relevant
and material on the questions of notice and consequent negligence.
— (Nelson vs. Union R. Company, 58 Atlantic Rep., 780.)
RHODE ISLAND.— Carriers— Street Railroads— Strike Sympa-
thizers— Injuries to Passengers — Operation of Road — Danger
— Notice — Actions — Historical Facts — Judicial Notice.
I. Plaintiff was a passenger on a street car running between
two towns, and was injured by being struck by a stone thrown
from one of a mob of strike sympathizers. A strike had been on
for some days, accompanied with violence ; but the mob had been
suppressed in one of the towns, and cars were running regularly
at the time. There was no indication of danger either to plaintiff
or the motorman as the car passed, until the stones were thrown,
except the presence of a large number of people on the street.
Policemen were present, and, though the preceding car had been
stoned, such car was not in sight of the motorman of the car on
which plaintiff rode at the time, and the stoning thereof was un-

April i, 1905.]

STREET RAILWAY JOURNAL.

633

known to him. Held, that the evidence was insufficient to show
notice to defendant that it was dangerous to run cars there by
reason of the mob, and hence defendant was not liable.

2. In an action for injuries to a passenger on a street car by
stones thrown by strike sympathizers, the court would take judicial
notice of the historical fact that on a certain date, which was the
date of the injury, the governor had ordered a military force to
the town in question to preserve order and restrain violence to-
ward the property and employees of the street railway company,
and had issued a proclamation calling upon all persons riotously
assembled to disperse.

3. Where a passenger on a street car was injured by stones
thrown by strike sympathizers, the fact that on the morning of the
day the injury occurred the governor had ordered out the militia
to restrain violence toward the property and employees of the
street railway company, and had issued a proclamation calling
upon all persons riotously assembled to disperse, was not notice
to the street car company that it was dangerous to run its cars,
but was rather an invitation to operate its road under the protec-
tion of the militia. — (Bosworth vs. Union R. Company, 58 Atlantic
Rep., 982.)

RHODE ISLAND. — Carriers — Injuries to Passengers — Derail-
ment— Res Ipsa Loquitur — Evidence.

1. An injury to a passenger by the derailment of a street car is
of itself prima facie evidence of negligence on the part of the
railroad company, which the latter is bound to rebut by proof that
the accident was not due to the carelessness of its employees, in
order to escape liability.

2. Where a passenger was injured by the derailment of a street
car at a curve, alleged to have been caused by the excessive speed
of the car when entering the curve, evidence of experiments con-
ducted under similar conditions for the purpose of determining
whether the car would leave the track at the same curve when
running at its maximum speed was admissible.

3. A passenger on a street car was injured by derailment on a
dark evening. There was evidence that at the time of the occur-
rence a strike was in progress among the carrier's employees, and
that obstructions had been placed on the track at various points,
and several witnesses testified that the derailment was accom-
panied by a jolt as if an obstruction had been run over. A spike
was picked up from the track near the place of the accident, which
had the appearance of having been run over, and it was also
proved that the car running at its maximum speed could not
have been derailed at that point by its speed. Held, that the evi-
dence sufficiently rebutted the presumption of negligence arising
from the happening of the accident.— (Cheetham vs. Union R.
Company 58 Atlantic Rep., 881.)

TENNESSEE.— Street Railroads— Pe rsons on Street — Injuries —
Negligence — Definition— Ordinances — Reasonableness— Vio-
lation— Negligence Per Se — Contributory Negligence — Ques-
tion for Jury — Instructions — Requests.

1. An instruction defining negligence as the neglect to use ordi-
nary care or skill toward a person to whom the defendant owes
the duty of observing ordinary care and skill, by which the plain-
tiflf, "without negligence on his part proximately contributing to
produce the accident," has suffered injury to his person, while ob-
jectionable for containing the clause quoted, was not prejudicial to
defendant on that ground.

2. Though the act of a person in crossing or driving along the
side of a street car track in front of a car near enough to be struck
might have been negligent, yet, if the motorman observed such
negligence, or could have observed it by the use of ordinary care,
when the peril of the collision became imminent, and might have
avoided its effect by due care in time to prevent an accident, and
failed to do so, the railway company would be liable for injuries
sustained in such collision.

3. Where city ordinances required drivers of street cars to keep
a rigid lookout for all teams, etc., on or moving toward the track,
and to stop cars in the shortest time and space possible on the first
appearance of danger, and limited the speed of cars to 15 miles per
hour, a violation of such ordinances was negligence per se, which
would render the company liable, if such negligence was the proxi-
mate cause of the accident.

4. A city ordinance requiring street car drivers to keep a rigid
lookout for teams, persons, etc., on or moving toward the track,
and, on the first appearance of danger to such a team or person, to
stop the car in the shortest time and space possible, should be con-
strued to require the car to be stopped only when it is perceived
that a collision is imminent, and, as so construed, was not objec-
tionable as unreasonable.

5. Where, in an action for injuries to plaintifi^ by being struck by
a street car approaching him from the rear while he was driving
along the street sufficiently near to the track to be struck, there was
no evidence that the motorman applied the brakes in order to pre-

vent a collision, but only that he sounded the gong and reversed
the current when he was so near that a collision was unavoidable,
it was error for the court to charge that if the motorman failed to
apply the brakes and sound the gong, or give other signal and use
other means in his power to stop the car and prevent an accident,
when danger became imminent, he was guilty of negligence, since
whether, in the exercise of ordinary care, he was required to use
any particular appliance or appliances to stop the car, was for the
jury.

6. While the question of contributory negligence in an action for
injuries is always one of fact for the jury, the trial judge, in a
proper case, may instruct the jury that particular conduct on the
part of the plaintiff would be negligence per se.

7. In an action for injuries to the driver of a vehicle by being
struck by a street car approaching him from the rear, evidence as
to plaintiff's contributory negligence held to require the submission
of such question to the jury.

8. In an action for injuries, an instruction permitting the jury, in
its discretion, to consider plaintiff's contributory negligence in miti-
gation of damages, in case such negligence was the remote cause
of the accident, was erroneous, since such was the jury's duty as a
matter of law.

9. In an action for injuries, it was error for the court to refuse
to charge that if the jury believe from the evidence that plaintiff
was guilty of negligence which, combined with defendant's negli-
gence, produced the accident, so that both acts constituted the
proximate cause of the injury, then the negligence of the plaintiff
however slight, would bar recovery.

10. Requested instructions covered by the general charge may
be properly refused. — (Memphis St. Ry. Company vs. Haynes, 81
S. E. Rep., 374.)

TEXAS. — Carriers — Alighting Passengers — Negligence — Instruc-
tions— Assumption of Facts.

1. In an action for injuries to a street railway passenger, it was
not error for the court to assume in its charge that plaintiff v/as a
passenger, although he had not paid his fare when he sought to
alight, where the evidence was uncontroverted that plaintiff boarded
the car intending to pay his fare, and had the money with him to
do so.

2. In an action for injuries to a street railway passenger while
alighting, it was not error to assume in the charge that defendant
was guilty of negligence in not stopping the car, where the un-
contradicted evidence showed that the signal to stop was given,
and the speed of the car was first lessened, and then began to in-
crease.— (Dallas Rapid Transit Ry. Co. vs. Payne., 78 S. W. Rep..
ro8s.)

TEXAS. — Street Railway — Collision with Team — Contributory
Negligence — Burden of Proof.
Plaintiff's boy, twelve years old, while driving a closed milk
wagon having a window in front and a door on each side, was in-
jured by an electric car running on E. Street striking the wagon
at a street crossing. Plaintiff's evidence was that the car was going
with unusual speed. The boy testified that when on E. Street he
looked out of the front and sides, and saw and heard no car, and
did not know of its presence till it struck. He also stated that there
was nothing to obstruct his view, and that if he had been keeping
a lookout he would have seen the car. Held, that plaintiff's evi-
dence did not present contributory negligence as a matter of law,
which was necessary to make improper a charge that the burden of
proof on the issue of contributory negligence was on defendant. —
(El Paso Electric Ry. Co. vs. Kendall, 78 S. W. Rep., 1081.)

TEXAS. — Carrier — Duties to Passengers — Instructions.

1. An instruction, in an action against a carrier for injury to a
passenger, that it was defendant's duty to provide reasonably safe
cars, and to cause them to be operated in a reasonably safe man-
ner, is erroneous, it being its duty only to exercise a high degree of
care to furnish safe cars, and operate them safely.

2. Error in an instruction is not cured by its being followed by
instructions in conflict therewith. — (Citizens' Ry. Co. vs. Sinclair,
8i S. W. Rep., 329-)

TEXAS. — Carriers — Street Railways — Injuries to Passengers —
Damages — Excessiveness.
Plaintifl's wife, a passenger on a street car, was injured by flames
emanating from a burning house close to the tracks by the motor-
man negligently propelling the car past the same. Her face was
burned and blistered about the left eye, causing inflammation to
set in and the eye to close, which continued for a considerable
period. She did not know the extent of the fire, and when she felt
the flames she darted down between the seats in an endeavor to
protect herself and infant son, and in so doing wrenched and
strained her back. Held that a judgment in favor of the plaintiff
for $900 damages was not excessive. — (Citizens' Ry. Co. vs. Jones,
81 S. W. Rep., 558 ')

634

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

TEXAS. — Carriers — Street Cars — Injuries to Passengers — Plead-
ing— Allegations of Negligence — Evidence — Instruction.

1, Where, in an action for injuries to a passenger, the case was
tried on a second amended petition, which alleged negligence in
general terms, which would have been sufficient if alleged in the
original petition, it was not defective by reason of the fact that the
original and first amended petition alleged specific acts of negli-
gence, since, under the general allegation, plaintiff was entitled to
prove any negligence, including that previously alleged.

2. In an action for injuries to a passenger, the fact that he has
knowledge of the particular act of negligence which caused the in-
jury does not require him to allege such act specifically, nor de-
prive him of the benefit of the rule that in such action a petition
alleging negligence in general terms is sufficient.

,3. Where, in an action for injuries to a passenger on a street
car, plaintiff and another witness testified that at the time of the
accident the rear end of the car was elevated, and when it fell back
it was derailed, an instruction that if plaintil? was injured by the
"wreck and derailment," and such "wreck and derailment," if
any, was the result of defendant's negligence, and was the proxi-
mate cause, etc., plaintiff was entitled to recover, was not objec-
tionable on the ground that there was no evidence authorizing the
court to submit the question of plaintiff's injury by reason of the
"derailment" of the car. — (San Antonio Traction Company vs.
Williams, 78 S. W. Rep., 977-)

WASHINGTON.— Wrongful Death— Carriers— Street Railroads
— Passengers — Operation of Cars — Crowding — Riding on
Front Platform — Contributory Negligence — Duty of Carrier
— Providing Seats — Evidence — Witnesses — Experts — Instruc-
tions— Damages — Excessiveness.

1. Where a passenger on a street car was killed by being thrown
from the front platform, on which he was standing, as the car
was alleged to have rounded a curve at a high rate of speed, a
witness, who had been a motorman over the same line for six
or seven months, was familiar with the speed of cars, and the road
throughout its entire length, and was acquainted with the partic-
ular curve, and who stated that, in his judgment, the car was
running through the curve at the time of the accident at between
7 and 8 miles an hour, was competent to state at what rate of
speed the car ought to have been run into the curve in order to
be operated with safety to passengers thereon, and whether a
speed of 6 or 8 miles an hour was safe.

2. Where, in an action for death of plaintiff's husband, plaintiff
had been associated with him in the business and kept the books,
she was entitled to testify as to her husband's earnings in his
business, independent of the books so kept.

3. In an action for death, evidence as to decedent's earnings im-
mediately prior to his death was admissible as tending to show his
earning capacity.

4. In an action for death of a passenger by being thrown from a
street car as it rounded a curve, evidence as to the experiments
subsequently made with the same car, running through the same
curye, was incompetent, where the conditions were not similar to
those existing at the time of the accident, though more favorable
to decedent's case.

5. Where evidence offered as to the results of experiments was
excluded, remarks of the court with reference thereto, stating the
reason why he thought the same inadmissible, were harmless.

6. An objection that remarks of the court on the exclusion of
evidence were objectionable cannot be reviewed on appeal in the
absence of an exception thereto taken at the trial.

7. While it is not negligence per se for a street car company to
fail to furnish a seat for each of its passengers, where seats are
not furnished, and passengers are permitted or required to stand
on cars, greater care is required in the operation thereof than
where all of the passenges are provided with seats.

8. It is not negligence per se for a pasenger on a street car to
ride or stand on the platform.

9. Where, at the time deceased boarded a street car from which
he was subsequently thrown, there was but little standing room in-
side the car, and a seat in the front vestibule, which was 7 ft.
9 ins. long, was occupied by four persons, two of whom nearest
deceased being ladies, and two or three other passengers were
standing on the front platform, it was not error, in the instruc-
tions, to assume that there was evidence that deceased was com-
pelled to stand on the car or on the platform.

10. Where, in an action for death of a passenger by being
thrown from the front platform of a street car, plaintiff alleged
negligence, in that the car was run at a high and dangerous rate
of speed through a curve, and that defendant failed to provide
railings or gates to prevent passengers from falling or being
thrown from the cars, it was not error to refuse to charge that
the company was not bound to provide gates, and, if deceased en-

tered the car on the front platforrri, the fact that there was no
gate closed behind him would not constitute negligence, and to
charge that if deceased was permitted to ride on the platform,
and defendant negligently failed to provide any gate, railing, or
other protection, and thereby the car was rendered unsafe, and de-
fendant permitted the car to become overcrowded, and permitted
deceased to be crowded by other passengers on the platform, and
the car ran into a curve at the place of the accident at a high rate
of speed, without warning to deceased, causing him to be thrown
therefrom, plaintiff was entitled to recover.

II. In an action for death of plaintiff's husband, it appeared that
deceased had been in the photograph business for ten years, during
which time his accumulations consisted of a small building on
leased land, used as a photograph gallery, in which plaintiff and
deceased lived, together with a photographer's equipment and sup-
plies. Platintiff and her husband had no children, and plaintiff
had been with her husband in the business, which earned a net
annual income of $2,000. Plaintiff continued the business after
her husband's death, but her earnings therefrom were not shown.
Held, that a verdict of $20,000 for the death of her husband was
e.xcessive, and should be reduced to $10,000. — (Halverson vs.
Seattle Electric Company, 77 Pac. Rep., 1058.)

WASHINGTON. — Carriers — Injury to Passenger — Release —
Fraudulent Representations — Jury Question — Defense — Return
of Amount Paid for Release — Verdict— Damages.

1. In an action against a street railroad for injuries to a passen-
ger caused by a collision, to which the company pleaded a release
by plaintiff, who was also an employee of the defendant at the
time of the injuries, evidence examined, and held that whether the
release was obtained by fraudulent representations of the defend-
ant's physician and representatives was a question for the jury.

2. Where a release of a claim for injuries caused by negligence is
obtained by fraud, the release is no defense to an action for dam-
ages caused by the negligence.

3. Where, at the time of fraudulency obtaining a release of a
claim for injuries caused by negligence, a sum of money is paid
as the purported consideration of the release, the return of the
sum so paid prior to bringing an action for damages for the negli-
gence is not necessary to the maintenance of the action; an allow-
ance by the jury of the sum paid in returning the verdict being
sufficient.

4. Where an employee of a street railroad is injured while riding
as a passenger on its lines, and a release of a claim for damages is
procured from him by fraudulent representations of the defend-
ant's representatives, the fact that he was induced to continue in
the service of the defendant after the release was obtained — the
defendant paying him his wages all the time — does not militate
against his recovery of damages for the injuries. — (Bjorklund vs.
Seattle Electric Co., 77 Pacific Rep., 727.)

WISCONSIN. — Carriers — Injuries to Passengers — Time to Alight
— Premature Start — Actions — Instructions — Verdict — Weight
of Evidence — Review.

1. In an action for injuries to a passenger by the alleged pre-
mature starting of a street car while she was endeavoring to alight,
a verdict in favor of plaintiff, sustained by the trial court, held not
so contrary to the weight of evidence as to justify reversal of a
judgment based thereon.

2. Where, in an action for injuries to a passenger, the court
positively charged that if plaintiff undertook to leave the car after
it had started and when it was in actual motion she could not re-
cover, an instruction that if a reasonable stop was made, if plaintiff
had given no notice that she desired to alight, if after the car started
it occurred to plaintiff that she ought to have gotten off, when she
attempted to alight while the car was in motion, and by reason
thereof she fell off and was injured, she could not recover, was not
objectionable as including elements not necessary to be passed on
to acquit defendant of liability. — (Champane vs. La Crosse City Ry.
Co., 99 Northwest Rep., 334.)

WISCONSIN.— Street Railroads— Death by Wrongful Act— Col-
lision at Crossing — Willful and Wanton Injury — Evidence —
Sufficiency — Pleading — Proof.

1. In an action against a street railway company for wrong-
fully causing the death of plaintiff's intestate, by wantonly and
willfully causing its car to collide with his vehicle, drawn by a
runaway team across a public crossing, evidence examined, and
held to require submission to the jury of the issue as to defendant's
wantoness and willfulness.

2. Where plaintiff in an action for wrongfully causing death
alleges that it was caused by defendant's wanton and willful mis-
conduct, he cannot recover on proof of mere negligence. — Wilson
vs. Chippewa Valley Electric Ry. Company, 98 N. W. Rep., 536.;

April i, 1905.]

STREET RAILWAY JOURNAL.

635

LONDON LETTER

(From Our Regular Correspondent.)

A welcome announcement which has recently been made, is that
the City & South London Railway has at last received powers, and
has, in fact, placed contracts for the construction of the extension
of its railway from Islington to Euston. Most of the readers of
this paper are probably aware that Euston Road accommodates the
termini of the three most important railways extending northward
in Great Britain, namely, the London North Western Railway sta-
tion at Euston Square, St. Pancras station of the Midland Railway
Company a little further to the east, and almost adjoining that sta-
tion, just a little further to the east. King's Cross station of the
Great Northern Railway Company. Most of the readers of this
paper also probably know that from any part of London to the
vicinity of these important railway stations there has been prac-
tically no possibility of getting transportation, except by cabs, as a
'bus journey to that vicinity is altogether too tedious, and in many
cases implies numerous changes. The City & South London Rail-
way, the first tube railway in Great Britain, had a sphere of useful-
ness when it was constructed from the Bank southward to its ter-
minus at Clapham. It increased its usefulness when it got its
extension to Moorgate, and again made a distinct step in advance
when it secured its extension from Moorgate to the Angel at
Islington. There would have been no great object, however, in
going to Islington had it not been for the hope that some day the
company would be able to get an extension to Euston, so as to
place the city portion of London, and the whole of the southern
portions of London served by this railway, in connection with this
important railway center in Euston Road. The company should
therefore be heartily congratulated upon this distinct advance in the
right direction, and it might also be pointed out that when this ex-
tension is completed it will also be extremely useful for passengers
from the North going further south (and vice versa), as there are
exchange stations at London Bridge for the London, Brighton and
South Coast and the South Eastern Railways, and also at the
Elephant and Castle for the Chatham & Dover Railway. The
scheme will serve to materially improve the transportation prob-
lem of London, and in a year or two, when the other electric rail-
ways and tube railways which are now under construction are com-
pleted, London will have little to be desired in the matter of rapid
and cheap transportation. 1

The Birmingham Corporation Tramways has inaugurated an-
other of its tramway routes, which has been recently converted
from steam haulage to electrical overhead system. The new cars
are. of the usual type, and are constructed to carry twenty-six pas-
sengers outside and twenty-two inside, but on closer examination
it is found that they possess certain novelties. The car rests upon
the Conaty Lycett patent radial truck which, it is claimed, is prac-
ularly effective in negotiating sharp corners. They have aiso been
fitted with Raworth's patent regenerative control system, which is
claimed regenerates and returns about 20 per cent of the power
when the car is traveling down hill.

The booming of the motor omnibus still continues, and as sug-
gested in my letter of last month, this booming was the prelude to
the flotation this month of, at least, two motor omnibus industrial
companies with capital varying from £100,000 to £500,000. There
is no doubt, however, but that the amount of booming which this
industry has had in the press lately, has had an appreciable effect
upon the tramway committees of various cities, and many of them
are considering the adoption of the motor omnibus in some modi-
fied form. Some of the smaller schemes for the adoption of elec-
tric cars have even been postponed until a more thorough investi-
gation has been made into the costs of operation of motor omni-
buses, and it looks as if one or two would be abandoned in favor
of the omnibus. Even in one of the sections of London where the
trams are controlled by the Shoreditch Borough Council, though
the cars are operated by the North Metropolitan Tramways Com-
pany, the question of motor omnibuses is receiving great attention,
while in Liverpool also one of the members of the City Council has
brought forward a motion urging that the Tramways Committee
should consider and report upon the desirability of introducing self-
propelled motor cars and omnibuses to work in conjunction with,
or apart form, the present system of electric cars. This action has,
of course, aroused the Liverpool press to interview the engineers in
Liverpool who are supposed to be experts in traction affairs. One
of the advocates of the motor 'bus places the cost of operating an
electric tramway from 6d. to yd. per mile, while he claims that a
motor omnibus can be operated at gd. per car-mile. He takes also
the tramway receipts as averaging about lod. per car mile, while he
claims that motor omnibuses earn isd. per car mile.

Another titanic battle is now being fought out before the special

committee appointed by the House of Lords regarding the subject
of electric power supply for the whole of the City of London. Re-
cently, two companies have been organized for the purpose of sup-
plying electric energy in bulk to London, the more important of
which is the scheme of the Administrative County of London &
District Electric Power Company. We have already referred to
this company in this column, and it has evidently been promoted
by those gentlemen who have been interested largely in the Tyne-
side Electrical Supply Company, which has made such a great suc-
cess of the business of supplying power to the various shipbuilding
industries on the River Tyne. This company proposes to set up
large generating stations at Greenwich, Silvertown and Fulham,
and claims that as these stations will be of enormous capacity, and
will be equipped with the very latest type of apparatus, they will be
able to produce current and sell it at such low cost that even the
already existing municipal authorities and private companies will
find it to their advantage to buy their current from them. The
company has a capital of £5,000,000, and is prepared to bind itself
to sell electric current to the whole of London and neighboring
areas at a maximum schedule of from slightly over three farthings
a unit to three halfpence, and they also bind themselves not to pay
more than 8 per cent dividends until the price of power has been
reduced below this schedule. Naturally both of the bills referred
to above are being vigorously opposed before the special committee,
and it is stated that 257 petitions have been lodged against the two
bills referred to above and one or two others of minor importance.
There are at present in the County of London some fifteen Borough
Councils and thirteen private companies engaged in the supply of
electric energy, and among them there is invested at present some-
thing like £16,500,000. The London County Council is also natur-
ally interested in these bills, and is lending all its weight to oppose
them, regarding these bills as a serious menace to existing and fu-
ture electrical supply undertakings, and making the broad claim
that the Council itself should be the authority for generating elec-
tricity in bulk in London.

The annual staff dinner of Dick, Kerr & Company, Ltd., of
London, was held this month at the Holborn Restaurant, John
Kerr, Esq., M. P., the chairman of the company, occupying the
chair. After the usual loyal toasts, Mr. Kerr proposed the toast
of the staff, which was replied to by Mr. W. Rutherford, manager
of the company, and Mr. J. Conner, manager of the works at Pres-
ton. The toast, Dick, Kerr & Company, Ltd., was proposed by
Mr. J. B. Concannon, who is well known in connection with many
tramway enterprises, the response being made by Mr. R. H. Prest-
wich, chairman of the Electric Railway & Tramway Carriage Works.
The toast to the visitors fell to Mr. D. C. Ellis, one of the directors
of the company, and was replied to by Mr. Tom G. Clare.
Though not on the toast list, perhaps the most important toast of
the evening, judging by its reception, was the toast of Mr. G. Flett,
managing director of the company, which was proposed in very
warm and affectionate terms by Mr. Concannon. In responding,
Mr. Flett stated that he considered the success which Dick, Kerr
& Company had achieved in the past few years, since it had entered
the electrical manufacturing business, to be directly traceable to the
unanimity in the work of the staff, and if any credit extended to
him it was in having been able to surround himself with such an
efficient staff. He made the interesting statement also that he con-
sidered that though in the past few years, and especially the past
year, the competition in this business in Great Britain had been ex-
tremely keen, he looked for it to be even keener for the next year
or so, after which it is to be hoped that things would take a better
course. Sandwiched in between the speeches was a most enjoyable
programme of song and natural magic, etc., which enabled every
one to pass a very pleasant evening.

The 'contract for the extension of the London United Tram-
ways which comprises two distinct sections has been awarded to J.
G. White & Company, of London. The first section is in Kingston,
Surbiton, Maiden and Wimbledon districts. The total route length
of this line is about io!4 miles, and the length of single track is about
i8>)4 miles. The second section is in Hanwell and Brentford,
starting from a junction with existing tramways in High Street,
brentford. The route length of these lines is about 2-5^ miles, and
the length of single track s% miles. The amount of this contract
is about £165,000. The track will consist generally of No. 3 B. S.
rails, with cross girders spaced 9 ft. apart throughout, and the
joints are supported by anchors of H section, secured to the rails
with bolts and clips. The concrete underbed is 6 ins. thick finished
off with a layer of I in. fine concrete, and over this a floating coat
of I in. cement and sand to form bed for wood paving. The over-
head construction is span wire throughout; the poles being 33 ft-
long, and the ornamental character of the remainder of the L. U.
T. will be preserved on the new sections. The trolley wire will
be No. 00 B. & S. gage grooved copper wire, and will be supported
•by mechanical ears. The height of the trolley wire above rail

636

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

level will be 23 ft., which is greater than is usual, owing to special
London conditions.

A question was recently put to the President of the Board of
Trade whether, under the proposed electrical equipment on the
District Railway, there will be only one motorman to each train, and
whether, having regard to the safety of the public, he would take
steps to secure that there be two motormen to each train. Mr.
Gerald Balfour says in his printed reply that he is informed by
the railway company that every electrical train, whether of seven,
four or three cars, on the District Railway would, in addition to
the motormen, have one or more men who would be thoroughly in-
structed in the control of the motors. He adds that the ef¥ect of
the withdrawal of the motorman's hand from the lever would be
simply to cut off the current and stop the train. As a further pre-
caution, if a train passed a signal set at danger, it would be in-
stantly stopped through the automatic application of the brakes.
He saw no reason to take any action in the matter.

In answering a question in the House of Commons relative to ac-
cidents from the live third-rail on electric railways, Mr. Gerald Bal-
four, president of the Board of Trade, stated that on the Lanca-
shire & Yorkshire and London & North-Eastern railways, nine
fatal and twenty-two non-fatal accidents have occurred through
contact with the electrically-charged rail, including eight fatal and
eight non-fatal accidents to trespassers, and one fatal and eleven
non-fatal accidents to railway servants. No accidents from contact
with the rail in question have been reported to the Board of Trade
on any of the other lines which have recently been equipped for
the use of electrical power in place of steam, and no such fatal ac-
cident has, it is believed, occurred on any of the tube railways.
The number of non-fatal accidents of this description on tube rail-
ways, some of which have been opened now for a considerable pe-
riod, cannot be given, as no separate record of such accidents has
been kept, but the number, if any, must be very small. Recom-
mendations as to the steps to be taken to prevent the occurrence of
accidents of this character have been made from time to time to the
railway companies and have been adopted by them ; and the matter
is dne that receives unremitting consideration from the inspecting
officers of the department in the execution of their duties.

An amicable arrangement has now been arrived at by which the
St. Annes and Lytham Tramways Company will obtain running
powers over certain portions of the Blackpool Corporation's lines.
In the first instance, it may be remembered, the company applied
for running powers generally in Blackpool, and stated that it par-
ticularly wished to go along the promenade as far as the North
Pier. The corporation, however, intimated that it would strongly
resist any such demand. After somewhat lengthy negotiations, the
result is that satisfactory limitations have now been agreed upon.
The company has not been granted running powers on any portion
of the Promenade. It will, however, be given the use of the Sta-
tion-road line on an annual rental of £250 a year. It will thus be
able to "pick-up" from the Promenade opposite the Victoria Pier,
and this concession should lead to a very big increase in
passengers.

The completed portion of the system of electric tramways in
course of construction by the Pontypridd District Council was re-
cently opened for traffic.

Mr. Ernest Hatton has been appointed general manager of the
New Castle Corporation Tramways. Mr. Hatton came from Wal-
lingford, and laid down a system of tramways in Liverpool at the
age of twenty-three years. He went from Liverpool to Birken-
head, and thence to Salford at the time when the Salford Corpo-
ration took over the horse tramways from a company. He trans-
ferred the whole system without the assistance of any expert into
the present electrical system, building car sheds and placing the
overhead equipment. ]\Ir. Hatton expects to be able to save the
Newcastle Corporation a very large sum of money by changes in
its present method of operation.

Mr. William Grant, manager of the Rotherham Corporation
Tramways, has been appointed manager of the tramways of Ayr.

The Board of Trade has issued a new regulation in regard to
the adoption of top covers on narrow-gage tramcars. The Board
points out that it will not approve of such tops on cars run on
tracks measuring 3 ft. 6 ins. or less in width. Among tramway
managers the matter is regarded very seriously, and the Executive
Committee of the Municipal Tramways Association had the sub-
ject under consideration in Birmingham a day or two ago, and
decided to make a strong representation to the Board of Trade in
reference to the new regulation.

A Parlimentary Return recently issued on Tramways and Light
Railways is of interest in showing how electric traction is super-
seding steam and horse working on the roads. The return gives
the following table, which relates to an electric period, as compared
with 1898, which was a maximum steam period, and 1879, which
was almost wholly a horse period: —

loTy

Capital expenditure per mile of single

Electric

Steam

Horse

track open :

Period

Period

Period

11 nQi\
3^11,780

£7,840

16,018

10,469

9,877

Percentage of net receipts to capital out-

6.27

6.38

3.97

Percentage of working expenditure to

66.15

76.93

83.81

Passengers carried per mile of route open.

977,951

806,703

469.641

9.23

9.48

7.77

l.lld.

1.23d.

1.84d.

Amount paid in relief of rates out of

profits of undertakings worked by local

authorities £207,087 Not given. Not given.

The number of undertakings dealt with is 312, of which 162 be-
long to local authorities, who have spent £28,060,524 thereon in
connection with 1147M miles open for traffic. Of tramways and
light railways, other than belonging to local authorities, there were
150, on which £18,390,920 had been spent, for 692 miles of road.
The total mileage was thus 1840, and of this no less than 1462 miles
were worked electrically, io8j4 miles by steam, and 235^ miles
by horses. Passengers to the number of 1,799,342,673 were carried
during the year 1903-4, and the gross receipts were £8,604,834.
Expenses came to £5,692,774, leaving £2,912,110 as net revenue.

The Stirling Town Council, which has been considering for a
considerable time proposals to acquire the existing tramway be-
tween Stirling and Bridge of Allan, has decided that the time was
not opportune for putting upon the ratepayers of Stirling the large
responsibility which such an imdertaking would involve. The
Council agreed to give every facility to any private company that
might take up the work. A. C. S.

PARIS LETTER

[From Our Regular Correspondent.^

Although the Paris Metropolitan Railway was opened for ser-
vice on July 19, 1900, the official inauguration was held last month,
that is, on March 11, 1905. However, late inaugurations have the
advantage that at them facts instead of unrealized hopes can be
discussed. On Saturday afternoon March 11, a special train draped
with flags, and brilliantly illuminated, proceeded the whole length
of line 3, transporting some 400 passengers, among whom were
the minister of public works, presidents of the municipal and gen-
eral councils, prefect of the Seine and prefect of police, the prin-
cipal administrative and executive officers of the Metropolitan Rail-
way Company, and the various deputies and senators of the Seine
department. A visit was also made to the St. Fargeau work-
shops of the company. Everything passed off satisfactorily. The
train was composed of the new multiple-unit train control equip-
ments, some 90 of which have been furnished recently by the
French Thomson-Houston Company. The minister of public
works distributed a number of decorations and medals among the
principal officers of the Metropolitan Company.

The question of repurchase of the French railways by the State,
which comes up periodically with change of governments, has
again come to the front. The minister of public works has given
an evasive answer regarding his views, awaiting the conclusions of
a committee appointed to report on the question. M. Rouvier, the
new head of the French Government, has already made known his
unfavorable views regarding the repurchase. The matter has es-
pecial interest to the Ouest Railway, which would be the first to
come under the new regime.

In Italy on the other hand, the repurchase of the principal rail-
ways by the State has already formed the basis of a project now
before the Italian Government. The scheme includes the acquisi-
tion of three out of four of the principal railways, the Mediterra-
nean, the Adriatic and the Sicilian, of a total length of 10,560 km.
The total expense, including a credit for putting the lines into
proper state of repair, is estimated to be about $200,000,000, which
the government expect to be able to liquidate without having re-
course to a loan. The Italian press is not very enthusiastic over
the scheme, which must, however, be finally decided within the
next four months, at which date the contracts with the railway
companies terminate.

Meanwhile, in France, the various steam light railways and
tramways, of which there is a considerable number, are gradually
being replaced by electric power. The steam line between Ver-
sailles and Meulun is about to be transformed and extended as is
also the steam line between Paris and Versailles. The decision to
electrify the Paris-St. Germain line was reached some months ago.
All these are well established light steam railways, built many
years ago, and all paying fair dividends under the present regime.

In a general way the electric tramways are maintaining their

April i, 1905.]

STREET RAILWAY JOURNAL.

dividends for the past year, and in some instances are increasing
them. Very few have as yet held their annual meetings, as these,
as a rule, occur during the end of March, or in April. The Rouen
Tramways Company has increased its dividend from 5 to 6 per
cent, and it is anticipated that several other provincial tramways
will follow suit.

The Metropolitan Railway, of Paris, receipts for the present
year exceed those of the same period of 1904 by Frs 1,391,700, and
it has carried over eight million passengers more than the corre-
sponding period of 1904. This is, however, not surprising in view
of the opening of line 3. The average daily number of passengers
transported exceeds 450,000.

Recently the Metropolitan Company has been cited before the
courts for permitting overcrowding on its cars, and the court
found that the company, in the person of the "chief d'exploitation,"
were in principle culpable of negligence in the matter. The case
was of course a test one by the municipal authorities.

In Italy the continued activity in respect to the formation of new
societies and companies for electric traction calls for attention.
More than one rather important scheme has been approved by the
government, which has given substantial support to the promotion
by means of an annual subsidy per kilometer, varying from 3000 to
4000 liri, for the term of 70 years. Needless to add, these lines are
to be operated by electric traction.

The direct current 6oo-volt line existing between Gallarate and
Barese is to have its track doubled over a portion of its length,
owing to traffic exigencies. Another notable event is the final
completion of the Varese-Luino three-phase line, which has long
been deferred owing to various complications. Trial trains have
been run over the line and the inauguration will probably take
place in the near future. On the Milan-Monza line, where accu-
mulators were employed for some years to run a series of cars on
this line, the experiment has been definitely abandoned, as finan-
cial results were not encouraging. The Edison electric tramway of
15 km long serving this route aided considerably in bringing this
decision about. Finally, the line from Naples-Resino, of a length
of 35 km, has been successfully inaugurated. M. V.

*^

THE ELECTRIC RAILWAYS OF MICHIGAN

Through the courtesy of Malcolm J. McLeod, commissioner of
labor of Michigan, the Street Railway Journal has been per-
mitted to make extracts from the report of the department on
street railways, which is now in press. The information solicited
by the department covered the names of lines, location of offices,
names and addresses of managers, capital stock, whether road is
operated in city or is interurban in character, number of miles
measured as single track, number of miles that are interurban,
amount expended for permanent improvements during the past
year, receipts from passenger traffic in past year, receipts from
foreign traffic during same time, all other receipts, number of
cars, both passenger and freight, price of single fare and rates
when purchasing tickets, whether transfers were given, total num-
ber of passengers carried during the year, and average fare for
each passenger carried. In addition to this a classified list of em-
ployees is given, with the average hours worked per day for
each class and the average number of hours constituting a day's
work. The financial statistics are all given in the aggregate. The
report is the first of its kind ever published in relation to the rail-
ways of the State.

The statistics show there are 25 separate electric railways now
being operated in the State. These have a total of 1158 miles of
single track. The capital stock of the companies is given at
$34,075,000, of which $1,600,000 is reported as preferred stock. The
actual value of the roads with their equipments approximates
$45,000,000. Last year 18 of these lines spent $1,682,718 for per-
manent improvements, 10 of them extending their lines to the ex-
tent of over 62 miles.

During the year 151,001,029 passengers were carried on these
lines, the sum of $6,581,275 being received for passenger traffic
alone. The average rate of fare for all passengers carried was
.04 1-3 each. During this same period the receipts from freight
traffic were $229,612, and $99,314 was received from other sources,
making the total receipts of the 25 lines $6,910,201.

The combined lines operate 1494 cars, of which 1352 are for pas-
senger traffic. In furthering the conveniences of travel 17 of the
lines give transfers, the lines that do not being the ones operating
outside the cities, or where the lines are continuous, so that a
transfer is not needed. On five of these lines transfer tickets
are given where one transfer has already been made. On most
of the interurban or county lines tickets are sold at the rate of
one and one-half cents per mile, but on almost every line reductions
are made when tickets are purchased in bulk. Then, too, special

school tickets, laborers tickets, etc., are a feature of a numlier of
lines.

At the time the canvass was made the lines were employing in
the aggregate 5144 people who were paid an average daily wage
of $i.8g, ranging from $4.16 for a division superintendent to $1.12
for the most common labor. Among the classified employees the
wages of a large per cent are computed by the hour, none of the
classifications averaging more than 11 hours per day, the average
of the entire canvass being slightly above 10 hours for each day.
The statistics show that approximately 50 per cent of the receipts
of the electric lines in Michigan is paid for the labor they employ.

A partial canvass of the electric roads of the State made in 1895
showed the aggregate capital stock of all the companies was less
than $8,000,000. There were operated at the time 400 miles of
track. The annual receipts of all the companies were reported at
$2,231,468, while their indebtedness approximated $11,000,000. At
that time 1865 employees were canvassed, 75 per cent of the num-
ber conductors and motormen. Although this large per cent were
of the better paid employees, the canvass showed that the average
per diem received by all employees was only $1.69.

WESTINGHOUSE GETS IMPORTANT INTERURBAN CONTRACT

It is reported from Kalamazoo that the Westinghouse Electric
& Manufacturing Company has been awarded the contract for
equipping the Grand Rapids & Kalamazoo Valley Electric Rail-
way. This road is to be sixty miles in length. The board of di-
rectors of the company is composed of W. H. Patterson and Frank
Henry, of Kalamazoo ; E. J. Anderson, of Plainwell ; B. B. Kelsey
and George Heffron, of Grand Rapids.

A WEEK OF VAUDEVILLE FOR BROOKLYN RAPID
TRANSIT EMPLOYEES

The Brooklyn Rapid Transit Employees' Association is giving
to its members and their friends at the East New York club house,
an entertainment the like of which has never before been at-
tempted in street railway association work. It is a vaudeville
show for each evening during the week commencing Monday,
March 27, with the special matinee on Saturday for the children
of the members. Professional talent only has been engaged.

The main floor of the club house is so arranged that there are
a lecture room with 500 permanent sittings, a gymnasium, and a
game room, fitted with billiard, pool, card and checker tables. In
designing the building the wise provision was made for temporary
partitions to separate these rooms from each other. For such oc-
casions as the present one the partitions are removed and tempo-
rary sittings placed on the gy-mnasium and game room floors, giving
a total seating capacity of 1000. In addition to these is a permanent
stage, also complete scenery and a drop curtain, all the property of
the association. This makes possible the staging of almost any
kind of a theatrical show.

Promptly at 8:15 each evening, the entertainment is begun.
There are nine sketches, consuming in all 3 hours 15 minutes for
th.eir presentation. In them appear the best talent the metropoli-
tan section has to ofifer. First there is an overture on the piano.
Following this is a sketch entitled ".A.11 the Comforts of Home."
"The Wonder" then does some truly wonderful things on a tight
rope, and two colored artists appear in a musical sketch. Here
the programme is varied by the telling of funny stories, several of
which are puns on the company management. "Clancy's Second
Job" follows. After this come two acrobats in a special feature.
They are followed by "The Professor's Courtship," and "The Fel-
low Who Looks Like Me," both of which are v\'ell acted. The en-
tertainment is closed by a series of moving pictures. On Satur-
day afternoon there is to be a special matinee for the children, at
which it has been arranged to have a novel contest on the stage
among young folks from the audience. To the winner will be
awarded a valuable prize, the form of which is yet to be decided.

The expenses of this entertainment will all be defrayed from a
special entertainment fund of the association, out of which were
paid the school expenses. Like all of the attractions of the asso-
ciation, this one is w^ithout cost to the members. Each employee
is entitled to two tickets, and as a special favor the company has
arranged for free transportation to and from the club house by
attaching to each ticket two coupons good for passage over the
elevated or the surface lines.

Geo. F. Wolfram, trainmaster of the Brooklyn Bridge division,
Ilenry Pistor, superintendent of the Bergen Street division, and
Geo. W. Edwards, the secretary of the association, arc the com-
mittee in charge of the entertainment.

638

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

MONTGOMERY SYSTEM SOLD— IMPROVEMENTS PLANNED J, G. WHITE & COMPANY'S SOUTH AMERICAN CONTRACTS

R. D. Apperson, of Lynchburg, Va., confirms the report that he
and his associates have purchased the Montgomery Traction Com-
pany, of Montgomery, Ala. All the stock and bonds of the com-
pany have been taken over, and new officers have been elected as
follows: R. D. Apperson, president; Charles R. Miller, secre-
tary and treasurer. The deal really was consummated March i,
but announcement of its completion was not made until a few
days ago. On Feb. 25 the company went into the hands of a re-
ceiver. On March 16 the receiver was discharged, and Mr. Ap-
person assumed formal control of the property. W. H. Ragland
was appointed general manager, and C. C. Hogshead, superin-
tendent. Important plans for betterments are already well laid.
Five miles of additional double-track line have been contracted for.
An order has been placed with the J. G. Brill Company for four
38-ft. convertible cars, each to be equipped with four GE 67 motors
and air brakes. It is planned to build a car shed, repair and paint
shop as soon as a suitable sight can be obtained. The present
equipment of the road will be entirely overhauled. Park improve-
ments also are contemplated. At Pickett Springs a skating rink
and other attractions will be installed. Mr. Apperson, who ne-
gotiated the purchase, is president of the Lynchburg Traction &
Light Company, Lynchburg Water Power Company, Roanoke
Railway & Electric Company, Petersburg Gas Company, and the
Columbia Gas Light Company.

*^

THE AURORA, ELGIN & CHICAGO RAILWAY CELEBRATES

The officers of the Aurora, Elgin & Chicago Railway Company
on March 17 celebrated the opening of train service from that
road over the Metropolitan Elevated tracks into the heart of Chi-
cago. The actual beginning of this service was on March 11. The
officers of the company invited a number of newspaper men, elec-
tric railway men and others to take a trip over the company's line,
leaving the downtown terminal of the Metropolitan Elevated on
Fifth Avenue, near Jackson Boulevard at noon. The guests found
a dining car ready to serve luncheon, and the meal began as soon
as the train started. The guests sat down to what was probably the
most elaborate meal ever served on an electric railway dining car.
It was nothing of the buffet lunch order, but a substantial luncheon
of seven or eight courses of the best the market affords. Had it
been served in the evening at a downtown restaurant, followed by
after dinner speaking, it would have been called a banquet. The
train consisted of two cars — the dining car for the guests and
one of the company's ordinary motor cars, which furnished the
power and served the purpose of a kitchen and supply car. The
dining car is arranged for use either as a parlor or dining car for
special parties, and it is not unlikely now that the road has a down-
town terminal some kind of a dining car service will be given, so
that members of the golf clubs near Wheaton can leave Chicago at
12 or I o'clock and secure a buf¥et lunch on the way out. The
special train went first to Aurora, then back to Eola Junction, then
to Batavia, where the power house was visited, and then to Elgin.
From Elgin back to Wheaton, a run of sixteen miles, was made
in 17 minutes.

The object of the excursion was to celebrate the opening of
through car service to the downtown district of Chicago. For-
merly cars of this road stopped at Fifty-Second Avenue and trans-
ferred passengers to the elevated cars. The running of cars down
town without change has resulted in an immediate and decided in-
crease in the receipts, and rneans the making not only of this rail-
way property, but of the suburban territory adjacent to it.

The officers of the road who were present in person to enter-
tain the guests were: President L. J. Wolf, of Cleveland; General
Manager Edwin C. Faber ; Superintendent of Transportation Joseph
O'Hara, and Auditor C. E. Flenner. The Metropolitan West Side
Elevated Railway Company, which is the road over which the
A. E. & C. Railway secured its terminal facilities, was represented
by General Manager H. M. Brinckerhoff and Chief Engineer W.
S. Menden. Colonel Bliss, attorney for the Chicago City Railway,
and Theodore Stebbins, general manager for the receiver of the
Appleyards roads in Ohio, were among the guests.

It was, of course, a proud day for the officers of the A. E. & C.
Railway when they were able to take a party from the heart of
Elgin to the heart of Chicago in less time than they could have
been taken by the competing steam railroads, and surrounded by
comforts equal to those found on the best limited trains of the
steam railway trunk lines running between New York and Chi-
cago. The special car on which this party was taken attained a
speed of over sixty miles per hour as comfortably as any railroad
train in the world.

The London firm of J. G. White & Company, Ltd., has secured
the contract for the conversion of one of the oldest mule roads in
South America into an up-to-date electric traction system, viz.,
the Tramway Rural, which system was operated in and around
Buenos- Aires, the principal city in the Argentine Republic, by
Lacrozc Brothers. The present road is about twenty-five miles
long. It will be considerably extended. The White interests re-
cently opened offices in Buenos-Aires. The orders will be placed
through London, and those that come to this side will be handled
through J. G. White & Company, of New York. The White in-
terests have also secured an important contract for the building of
another extensive electric traction system in South America, they
having been awarded the contract for the construction and re-
construction of 82.7 km of single track in Montevideo, capital of
Uruguay. The work includes permanent ways construction, over-
head, underground and overhead feeder system; remodeling of
stations for workshops and cars ; erection of power house ; build-
ing equipment of power^ station for generating 1950-kw, rolling
stock, consisting of 70 convertible cars, 20 open cars, and one flat
car and all accessory and contingent work which may be required
to equip the whole system complete and ready for operation. The
contract for the rails has already been allotted to the United
States Steel Products Export Company, which handles the foreign
business of the LInited States Steel Corporation. The cars will
probably be purchased abroad.

The value of the entire Montevideo contract is about $1,825,000.

*^

CONTRACT FOR BUILDING CHARLESTON & SUMMERVILLE

RAILWAY

The Charleston & Summerville Railway Company, of which Og-
den Edwards, of Troy, Ohio, is president, and Col. George Tupper,
of Summerville, secretary and treasurer has entered into a con-
tract with the Southern Electric Construction Company, of which
Gen. Warner, of Gainesville, Ga., is president, and J. W. Davis, of
Troy, Ohio, secretary and treasurer, to build an electric railway in
Charleston, therefrom to Summerville and in Summerville, being
about twenty-five miles in length. The power house is to be lo-
cated at some point between Charleston and Summerville. The
capacity of the plant will be 1500 kw. There will be six motor
cars equipped with at least 200-hp motors. There will also be
twelve trailers, two mail and express cars and two small modern
freight and package cars.

APPLEYARD AFFAIRS

Another of the Appleyard properties in Ohio has been placed in
a receiver's hands. It is the Urbana, Bellefontaine & Northern
Railway, and the appointment was made as a result of a suit
brought by bondholders, who stated that the interest due Feb. i,
1905, had been defaulted. The receivers are J. G. Schmidlapp, of
Cincinnati, and Myron H. Wilson, of Cleveland, who are acting as
receivers for the other properties.

Suit in foreclosure of the mortgage given to secure an issue of
$500,000 bonds on the Central Market Street Railway Company
has been brought by the New York Trust Company, trustee for
the bonds. The property is already in the hands of receivers.

All claim of Mr. Appleyard to an interest in the Ohio River &
Western Railway, the steam road which he proposed to electrify,
has been eliminated. The Hamby-Mooney syndicate, which owned
the property, said that Mr. Appleyard never paid for his interest
and they have been fighting for the property. Recently Mr. Apple-
yard transferred his claims to Charles K. Lawton, of Boston, who
held the stock as collateral on a loan. Last week Mr. Lawton ef-
fected a compromise with the former owners and they now con-
trol the property without opposition. There is nothing now to in-
dicate that the road will be electrified.

W. B. McKinley, of Champaign, 111., head of the so-called
McKinley syndicate, has issued a circular to the effect that the
majority of holders of notes and unsecured indebtedness have re-
quested the following committee to act in reorganizing the Dayton,
Springfield & Urbana, and the Columbus, London & Springfield
lines; Wm. B. McKinley, chairman; A. E. Lochen, of Boston, sec-
retary; O. T. Martin, of Springfield, counsel. All notes and evi-
dences of indebtedness are to be deposited with the Union Savings
Bank & Trust Company, of Cincinnati, by April i.

As outlined elsewhere in this issue, all the construction material
used in the building of the Appleyard lines is to be sold by order
of the court on April 4.

April i, 1905.] STREET RAILWAY JOURNAL. 630

EQUIPMENT FOR THE TOLEDO, PORT CLINTON & LAKE
SIDE RAILWAY

The Toledo Interurban Construction Company has awarded to
the Allis-Chalmers Company the contract for the complete equip-
ment of the new power house of the Toledo, Port Clinton & Lake
Side Railway at Port Clinton, Ohio, including two 1280-hp
Reynolds-Corliss engines, two 800-kw a. c. generators, two 50-kw
d. c. generators, and one 400-kw a. c. rotary converter, all of Bul-
lock type ; two Tomlinson barometric condensers, and boilers,
pumps, heaters, etc. The contract calls for the completion of the
plant in every detail by or before July i, and is noteworthy from
the fact that of the very varied equipment to be furnished, the
greater portion will be constructed in the manufactories of the suc-
cessful bidders. Bullock railway motors have been in successful
operation on this road for some time past.

Arrangements have been made to have the extension of the rail-
way completed as far as Marblehead, and cars put in operation to
that place from Toledo by the date specified. It is planned to run
cars the entire length of the line — from Toledo to Lakeside — in two
hours. Power for that portion of the road already in operation is
being taken at present from a rotary converter used as a generator
in the temporary power plant at Genoa, but the better facilities
which will be afforded for distributing power equally over the en-
tire system, and other conditions, make Port Clinton a more de-
sirable point, and upon completion of the plant there the one at
Genoa will be used only as a sub-station. Another sub-station is
temporarily located below Oak Harbor.

— ^♦h,

NEW CAR HOUSE AND MACHINE SHOP IN NASHVILLE

Ford, Bacon & Davis, of New York, engineers for the Nash-
ville Railway & Light Company, of Nashville, Tenn., inform the
Street Railway Journal that it is proposed to build a new car
house and machine shop in Nashville. The shop will be used only
for repair work.

♦♦♦

AN ADJUSTMENT BUREAU PROPOSED IN OHIO

Dr. H. B. Rockwell, of Cleveland, who formerly conducted a
similar organization in New England, is forming in Ohio an asso-
ciation of the city and interurban railway companies to be known as
the Railway Adjusting Bureau. He proposes that various roads
pool their interests in the matter of accidents so that the resulting
losses shall be divided among all the members of the association.
The plan will cover claims for ejectments and other similar claims
that might be brought against a road. L is also the intention to
have an inspection bureau for the purpose of improving and stan-
dardizing roads which constitute the bureau. The contract pro-
vides that each road shall pay into the bureau annually an amount
equal to 35^ per cent of its gross earnings for that period. All
claims will be paid from this fiuid, and at the end of the year the
amounts remaining after the expenses of the bureau have been
paid will be returned to the companies in the form of dividends.
Any company whose losses in a year shall exceed its assessment
will not be entitled to share in dividends. In other words, the
roads which have the largest claims receive the smallest profits.
The fund in the treasury will not be reduced below $50,000. It is
provided that not more than $40,000 shall be paid in settlement of
claims from any single accident, and that not more than $7,500
shall be paid by the bureau in settlement of any one claim. The
bureau will be managed by an executive committee selected by the
companies, and a treasurer appointed by the committee shall be
custodian of the funds.

The bureau will retain the services of e.x;pert adjusters, detec-
tives, attorneys, physicians, and will take charge of all cases, re-
lieving the company of all expense connected with an accident.
The scheme is particularly advantageous for small roads that can-
not afford the services of expert adjusters. It also relieves them of
the possibility of a disastrous accident which might be so ex-
pensive as to result in their financial embarrassment. The
inspection bureau would have a tendency to improve the standard
of all roads interested. Dr. Rockwell has presented his plan to
the managers in Ohio and outlined it before a recent meeting of
the Ohio Interurban Railway Association. He has the endorse-
ment of such men as Henry A. Everett, F. T. Pomeroy, Warren
Bicknell, C. W. Wason and other prominent Cleveland managers,
and has obtained contracts from six or seven roads in this district.
However, the plan will not become operative until companies hav-
ing gross receipts aggregating $2,000,000 shall have become iden-
tified with the bureau.

SALE OF CONSTRUCTION MATERIAL

C. A. Alderman, of Springfield ( )hio, receiver for the Great
Northern Construction Company, which built all the Appleyard
properties ii: Ohio, is offering for sale all the construction equip-
ment used in building these lines. The sale will be held six miles
north of Urbana, Ohio, on the Urbana, Bellefontaine & Northern
Railway, April 4, at 10 a. m. The property consists of two loco-
motives, a stationary engine and pump, a steam shovel, twenty
center dump cars, five flat cars, two push cars, twelve small dump
cars, shovels, picks, mauls and other material; also a railroad
parlor car fitted with buffet and berths and upholstered in leather.

THE DETROIT TROLLEY SONG

In the Detroit "United Weekly" for March 22, is reproduced in
its entirety "Come Along," the prize song of the Detroit United
Railway Company. In addition to this the company has had
printed for distribution copies of the song in standard music sheet
size. These latter are in appropriate dress. There is a drawing
in outline presumably of a supposititious scene along a trolley line,
the crest of the hill being topped by cottages, while at the foot is
the "babbling" brook. A reproduction in colors of a standard in-
terurban car conveys the idea of what "Come Along" is all about.
This is directly in tfie center of the page. In the lower left hand
cover is a likeness of Paul H^offichter, the composer of the song.

The piece is written in the key of C. As it is in three-quarter
time, it is an excellent waltz, and would become distinctly popular
for this reason alone. The setting on the whole is excellent. The
chorus runs like this: "Come along, ding dong; hear the clanging
gong. All aboard for a ride on the trolley. Let us sing aloud
with the merry crowd; Come along, come along and be jolly. The
rich and poor are on a par on the trolley," etc., etc.

THE ELECTRIFICATION OF THE ROME, WATERTOWN &
OGDENSBURG

A. H. Smith, general manager of the New York Central & Hud-
son River Railroad, after a trip of inspection of the Rome, Water-
town & Ogdensburg division on March 22, said in an interview at
Syracuse that the company is planning to electrify the portion of
the Rome, Watertown & Ogdensburg along the Black River from
Carthage to Watertown, and thence to Sacketts Harbor on Lake
Ontario. Mr. Smith was accompanied in his tour of inspection by
A. T. Hardin, chief engineer of maintenance of way, and a pre-
vious inspection of the territory had been made by C. Loomis
Allen, general manager of the Utica & Mohawk Valley Railroad.

Mr. Smith says that it is the purpose of the company to sub-
stitute electricity for steam as motive power at an early date on
such portions of the system as are best adapted to it, leaving the
general plan of electrification for short haul business for later
development. It is understood that power for the electrified por-
tions of the R. W. & O. in Jefiferson County will be developed from
Black River water power. Among the towns and cities to be
served by the improved system will be Carthage, West Carthage,
Black River, Watertown and Sacketts Harbor.

A COAL-FIELD POWER HOUSE PROJECTED

Indiana interurban men were greatly interested in a report dur-
ing the past week that the erection of a mammoth power generat-
ing plant is projected in the heart of the Indiana coal field to fur-
nish power to traction lines in Central and Southern Indiana at a
rate much lower than the present one. The erection of such a
plant was once before suggested, but this time the interurban men
are encouraged because of the character of the Eastern men who
are back of the project, and are only waiting the assurance that
enough electric power can be sold to put the enterprise through.

The plan of the promoters is to buy a large tract of coal land in
Green or Sullivan County and to erect the power house on this
land. The coal mined would be directly at hand. The power
house would be erected so that additional capacity could easily be
had. The estimated cost of the plant, wires and poles is $1,000,000.
It is known that Eastern capitalists have had two experts in In-
diana for two weeks or more, and while they are reticent con-
cerning details, traction men have indulged the presumption con-
cerning the cause of their presence. The new company would also
contract to furnish small cities and towns and many of the adja-
cent coal mines with electric power, and light.

640

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

CHANGES AMONG BOSTON ELEVATED OFFICIALS

Paul Winsor has been appointed chief engineer of motive power
and rolHng stock, exercising general supervision over the mechani-
cal and electrical engineering of the Boston Elevated Railway
Company and the work of the department of motive power and
machinery and the department of wires and conduits, reporting
tu the vice-president. John W. Corning, having charge of the elec-
trical engineering and records of the department of wires, will
hereafter report direct to the chief engineer of motive power and
rolling stock. C. H. Hile has been appointed assistant to the vice-
president, and James P. Boyden has been appointed acting super-
intendent of wires. John Lindall has been appointed assistant
superintendent of motive power and machinery, and will give
special attention to the care and maintenance of trucks, wiring,
motors and the electrical apparatus of all cars, both surface and
elevated. Clark W. Doty has been appointed acting general fore-
man of shops, elevated lines.

TEMPORARY RELIEF FOR BROOKLYN BRIDGE

The sum of $300,000 has been voted by the Aldermen of New
York to provide for temporary relief in the handling of the
crowds using the Manhattan terminal of the elevated lines oper-
ated from Brooklyn over the Brooklyn Bridge. Four nev/ train
platforms, three platform additions, and a full set of new stairways
to serve them, besides more space on the mezzanine floor, are to
be built. The two existing main platforms for elevated and
bridge trains are to be extended 75 ft. eastwardly towards Brook-
lyn. These two extensions will go out beyond the present train
shed in the form of inverted Vs. Both will be covered. The ex-
isting terminal platform between the switching tracks is to be ex-
tended about 20 ft. easterly, and slightly widened. Hung on the
north and south sides of the present shed will be long galleries,
roofed over, and supported by brackets above the roadways. These
two galleries will be 14 ft. wide, and will feed trains opposite the
present loading platforms. New side platforms are to be built
outside the present terminal switching tracks from a point op-
posite the end of the central platform, to the westerly end of the
train shed. These platforms will be 25 ft. in width, and will over-
lap the easterly side platforms about 60 ft. They will also extend
about 78 ft. outside the present train shed across Park Row. The
total length of these platforms will be 275 ft. There will be nine
new flights of stairs, two for each of the new side platforms, ex-
cept on the southerly side of the present terminal tracks, where
there will be three. Several of the existing stairways are to be
widened.

CONTINUED HEARING ON THE BOSTON-PROVIDENCE
PROJECTS

A continued hearing on the Boston & Providence situation was
held at the State House in Boston, March 22, by the legislative
committee on street railways. Howard C. Forbes, of Boston, a
consulting engineer, opposed all the special bills seeking charters
and the right to take private land by eminent domain. He stated
tliat he represented interests desiring to form the Boston & Provi-
dence Interurban (Electric) Railroad under the general railroad
law, and that his project is blocked while this legislation is pending.
He claimed that the two underlying ideas of the seventeen meas-
ures before the committee are:

1. Operating cars at railroad speeds under a street railway law.

2. A high-speed railway running partly upon the highways and
partly upon private land. He opposed the bills on the grounds that
they are not in the interest of public safety ; that they would not
supply the kind of rapid transit which the people want ; that they
would tend to block the development of a better interurban service ;
that they are unnecessary legislation, and that certain of them are
special legislation.

Mr. Forbes then discussed the subject of interurban railways at
length, stating that they occupy a position midway between the
street railways and the steam roads, combining the advantageous
features of each and serving the public well through frequent cars,
cheap fares, high speed and local stops en route. He emphasized
the characteristics of the lines operating between cities in the
Middle West, also handing the committee descriptions of the line
between Seattle and Tacoma, and the Wilkesbarre & Hazleton road
as printed in the Street Railway Journal. He urged that the
line to be built between Boston and Providence should not be per-
mitted to be a combination street-and-private-right-of-way line,
largely on the ground that the numerous highway crossings, curves
and street running would be dangerous. The interurban road f;ir-
nishes the people with a kind of transportation which they have not

had before. An irresistible demand for this kind of service pre-
vails throughout the country. Economically, it has already in the
West become a great factor in the development of the country and
in the production of wealth. It offers to the people greatly in-
creased facilities for inter-communication. It causes people to
travel more than they previously did, and thereby creates a large
portion of its traffic. Every community that it touches is bene-
fited, and in the end the competing steam roads gain more than
they lose through competition. Mr. Forbes closed by saying that
the steam roads have not furnished the so-called "interurban" ser-
vice, although they have had at least ten years' opportunity to do so.
They will not furnish such service, nor do they intend that anyone
else shall. Such a policy is out of harmony with the public interest.

John Balch Blood, consulting engineer, of Boston, then urged
the necessity of building a line that would stand for years as an
example of the best high-speed practice in the field of interurban
railway work. He prohibited the use of streets and strongly ad-
vocated the abolition of grade crossings. To his mind there are no
insuperable engineering difficulties in the way.

The principal arguments in opposition from the steam railroads
were presented by W. H. Coolidge, of the Boston & Maine, who
took the ground that electric railroads should not be granted the
privileges accorded steam roads without the corresponding re-
sponsibilities.

■ *^

LARGE ORDER FOR BRAKES IN CHICAGO

The important announcement is made that the Chicago City Rail-
way Company has adopted as its standard hand brake for all new
rolling stock, the Peacock brake, made by the National Brake Com-
pany, Inc., of Buffalo, N. Y. The initial order alone calls for the
equipment of 100 cars, requiring 200 brakes in all. That the Pea-
cock brake is rapidly displacing the old-time hand brake on many
railways, both large and small, is evidenced by contracts lately re-
ceived from the Rhode Island Company, of Providence, the Con-
necticut Railway & Lighting Company, the Des Moines City Rail-
way Company, the Brooklyn Rapid Transit Company, etc.

♦♦♦

NEW YORK & PORT CHESTER COMPANY'S ACTION IN COURT
AGAINST NEW YORK, WESTCHESTER &
BOSTON COMPANY

The opposition being made by the representatives of the New
York & Port Chester Railroad against the New York, Westchester
& Boston Railroad, to prevent it from building its four-track electric
line through the Bronx and Westchester County under the fran-
chise secured from the New York Board of Aldermen, came before
Attorney-General Mayer in Albany on Monday, March 27, on an ap-
plication to begin a taxpayer's action to have the charter of the
New York, Westchester & Boston Company declared invalid.

The petitioner is Anthony Stumpf, of Bronx Borough. In be-
half of the application it was asserted that the charter of the com-
pany had lapsed in 1882, and that the special act of the legislature
secured in 1903 did not rehabilitate it. It was also asserted that the
company was never duly incorporated, as its certificate filed with
the Secretary of State did not have attached, as required by law,
the declaration that 10 per cent of its capital had been paid in.

Samuel Untermyer and Charles A. Collin appeared as attorneys
for the petitioner, and Edward Lauterbach, William B. Horn-
blower, George S. Graham and J. T. Richards for the New York,
Westchester & Boston. The latter attorneys impugned the motive
of the petitioner and recited that he had attempted to hurt the
credit of the company by certain publications.

It was argued that the New York, Westchester & Boston had se-
cured in 1903 the passage of two laws by the legislature which
made its charter valid. The banking firm of Dick & Robinson took
up the question of the financing of the construction of the road
and employed as counsel to advise them as to the validity of its
charter, John G. Johnson and George S. Graham, leaders of the
Philadelphia bar, and W. B. Hornblower and Charles E. Hughes.
These attorneys reported favorably on the charter.

Attorney-General Mayer took the papers and reserved his de-
cision.

*^

OFFER FOR SPRINGFIELD STOCK.

Lee, Higginson & Company, of Boston, are offering $225 per
share for a majority or all of the stock of the Springfield Street
Railway Company, of Springfield, Mass. Stockholders have the
option of taking all cash or $75 in cash and $140 in 4 per cent
cumtilative preferred stock of a holding company, to be called the
Springfield Railways Companj'.

April i, 1905.]

STREET RAILWAY JOURNAL.

641

INDESTRUCTIBLE FIBRE FOR HEADLININGS

The' Indestructible Fibre Company has just completed a large
plant at Massena, N. Y., which is equipped with modern machinery
throughout for the manufacture of a composition known as in-
destructible fibre. This material is manufactured of wood fibre
hydraulically preserved so as to make a compact and durable board,
which can be supplied in any shape or width and which takes a
high polish. It is being put on the market for car headlinings for
both steam and street railway use. The sales end of this depart-
ment will be in charge of Edward H. Chapin, of 35 Nassau Street,
New York, who will conduct it as a side line to his other duties.

NEW YORK CENTRAL AND TROLLEY SCHEDULES TO JIBE

The New York Central Railroad's passenger department is ar-
ranging for closer connection between its fast trains and the cars
of the electric railroads in Central New York, the contral of which
it recently acquired. In carrying out this idea George H. Daniels,
general passenger agent, and other passenger men last week
made a tour of inspection of the trolley lines in the territory men-
tioned. The trip ended at Syracuse on March 24, when the Syra-
cuse Rapid Transit system was studied. The day before the party
inspected the Utica & Mohawk Valley and the Schenectady rail-
ways.

At Syracuse Mr. Daniels said to the representative of the Street
Railway Journal in that city: "We are simply putting into
practice what we have planned from the first. We intend to make
the electric lines feeders to our system, and to do this more ef-
fectively we plan to establish co-operative time-tables, as it were,
thus making the connection between the two branches of our
service very close."

It is the intention to place on sale, soon, tickets which will be
good partly on fast trains and partly on the suburban electric lines
out of Utica and Syracuse.

*^

LARGE CAR ORDER PLACED FOR CHICAGO

The St. Louis Car Company, of St. Louis, Mo., has been awarded
the contract for the sixty new cars for the Chicago Union Traction
Company, of Chicago, 111. The award was made at the meeting
of the receivers of the railway company on Thursday, March 23.
The equipment contract was given to the General Electric Com-
pany. The amount involved is upwards of $300,000.

PERSONAL MENTION

. MR. PETER C. NICKEL has been appointed claim agent of the
New York City Railway Company, vice Mr. William A. Dibbs,
resigned. •

MR. HENRY PHIPPS has been elected a director of the Phila-
delphia Rapid Transit Company, of Philadelphia, Pa., to succeed
Mr. Michael Murphy, resigned.

MR. WILLIAM WHITE, claim agent of the Chicago City Rail-
way, is dead. Mr. White was a member of the executive com-
mittee of the American Association of Street Railway Claim
Agents.

MR. A. D. McWHORTER, who for five years has been general
foreman for the Georgia Railway & Electric Company, of Atlanta,
Ga., has been made master mechanic of the Memphis Street Rail-
way Company, of Memphis, Tenn.

MR. HENRY E. HUNTINGTON, president of the Hunting-
ton syndicate of urban and interurban railroads out of Los Angeles,
who has spent the winter in New York, will arrive in Los Angeles
about April i. The commencement of many important improve-
ments await his coming.

MR. I. L. MELOON has resigned as general manager of the
Atlantic Shore Line Railway, of Kennebunkport, Me., and ac-
cepted a position with the National Light, Heat & Power Com-
pany, of New York. Mr. George A. Murch has been oppointed
to succeed Mr. Meloon at Kennebunkport.

MR. HUGH HAZELTON, whose resignation as electrical engi-
neer of the Manhattan division of the Interborough Rapid Transit
Company was mentioned last week, severed his connection with that
company to become associated with Mr. L. B. Stillwell in his con-
sulting engineering practice. Mr. Hazelton has been prominently
connected in an engineering capacity with the rapid transit develop-
ment of New York, including the Manhattan Elevated and Inter-

borough Rapid Transit Subway, and the announcement that he will
still be associated with Mr. Stillwell is assurance that he will take
an active part in the equally important work upon which the latter
is engaged, such as the equipment of the Hudson Companies and
other enterprises.

MR. W. H. SMITH, of Pasadena, Cal, has been appointed gen-
eral manager of the Vallejo, Benicia & Napa Valley Electric Rail-
way, now practically completed between Vallejo and Napa, Cal.
The road is being equipped with the Westinghouse single-phase
system, and is expected soon to l)e ready for operation.

MR. H. E. REED, former superintendent of the Trenton &
New Brunswick Railroad, has been appointed superintendent of
the Camden & Trenton Railway, and Mr. Howard Fravel has
been appointed to succeed Mr. Reed with the Trenton & New
Brunswick Railroad. Mr. Fravel comes from Dayton, Ohio, where
he was superintendent of the Dayton & Western Traction Com-
pany's road.

GENERAL WM. A. BANCROFT, president of the Boston Ele-
vated Railway Company, was the speaker of the evening at the
New England Street Railway Club's meeting on March- 23, at the
Revere House, Boston. His subject was "Local Transportation in
America and Europe," with conclusions based upon personal ob-
servations in this country and abroad. A large number of lantern
slides were shown.

MR. FRANK. S. RANDLETT, master mechanic of the Old
Colony Street Railway Company, is dead. Prior to the organiza-
tion of the company, Mr. Randlett was master mechanic at the
Taunton car house. His duties were afterward e.xtended to include
Brockton and other places. Three years ago he was made master
mechanic in charge of all the lines south of Boston. Mr. Randlett
was only 31 years of age.

MR. FREDERICK A. HUNTRESS, general manager for the
Worcester Consolidated Street Railway Company, has resigned
that office to accept the position of general manager of the Rio
Janeiro Light & Power Company, of Rio Janeiro, Brazil. This is
a new $25,000,000 corporation which has just organized by New
York and Canadian capitalists who are largely the same as those
interested in the Sao Paulo Railway & Lighting Company.

MR. H. A. TIEMANN, who has been in the motive power de-
partment of the Interborough Rapid Transit Company of New
York for the past year, has become associated with the engineering
staff of the Memphis Street Railway Company, of Memphis, Tenn.
Mr. Tiemann left for Memphis on March 24 to take up his new
duties. For four years previous to going to New York he was
electrical engineer of the Schenectady Railway Company, of Schen-
ectady, N. Y.

MR. M. J. FRENCH, roadmaster of the Syracuse Rapid Transit
Railway Company, of Syracuse, N. Y., has resigned to return to
the engineering force of the Utica & Mohawk Valley Railroad at
Utica, where he was located previous to his going to Syracuse a
year ago. The new roadmaster of the Syracuse Rapid Transit
is Mr. Burt Wilbur, who has been connected with the company as
superintendent of overhead construction. He will superintend
both the track and overhead work hereafter.

MR. E. A. TURPIN, chief clerk in the general manager's office
of the Union Traction Company, of Indiana, at Anderson, and act-
ing superintendent of the freight and express department of that
company, has resigned to become connected with the Chicago &
Milwaukee Electric Railway, of which Mr. A. L. Drum, formerly
general manager of the Union Traction Company, is the general
manager. Mr. Turpin has been succeeded in the freight depart-
ment of the Indiana Company by Mr. M. E. Graston, recently local
agent of the Big Four at Wabash.

MR. P. E. FANSLER has been appointed private secretary to
Mr. J. G. White, president J. G. White & Company. Mr. Fansler
graduated from Purdue University in igoi with degree of B. S.,
and took up post graduate work, receiving the E. E. degree in 1903.
During this work he had general charge of the extensive efficiency
test made in the spring of 1902 on the Union Traction system of
Indiana, the results of which he presented in a joint paper with
Prof. W. E. Goldsborough at the Niagara Falls meeting of the
American Institute of Electrical Engineers. Mr. Fansler was ap-
pointed chief clerk, department of electricity, at the St. Louis Expo-
sition in June, 1902, and in this position had charge of many of the
details in connection with the department's work before, during and
after the exposition. He resigned from the exposition staff last
month to become associated with J. G. White & Company. Mr.
Fansler is an associate member of the American Institute of Elec-
trical Engineers, and has been a frequent contriliutor to French,
English and American technical journals.

642

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 13.

TABLE OF OPERATING STATISTICS

Notice.— These statistics will be carefully revised from month to month, upon information receired from the companies direct, or from ofi&cial sources.

tion with our Financial Supplement " American Street Railway Investments," which contains the annual operating

The table should be used in connect

reports to the ends of the various financial years. Similar statistics in regard to roads not reporting are solicited by the editors,
t Deficit. t Includes value of bridge destroyed by flood, $4,189.

♦ Including taxes.

Company

AKRON, O.
Northern Ohio Tr. &
Light Co

AURORA, ILL..
Elgin, Aurora & South-
ern Tr. Co

BINGHAMTON, N. Y.
Binghamton Ry. Co.

BUFFALO, N. Y.
International Tr. Co.

CHICAGO, ILL,.

Aurora, Elgin & Chi-
cago Ry. Co

Chicago & Milwaukee
Elec. R. R. Co

CLEVELAND, O.
Cleveland, Painesville
& Eastern, R. R. Co.

Cleveland & Southwest-
ern Traction Co

DETROIT, MICH.

Detroit United Ry.

DULUTH, MINN.
Duluth St. Ry. Co .

FORT WORTH, TEX.
Northern Tex lis Trac
tion Co

HAMILTON, OHIO.
Cincinnati, Dayton &
Toledo Trac. Co ..

HANCOCK, MICH.
Honghton County St<
Ry. Co

Period

1 m.

1 "

2 "

2 "

Feb.

m., Jan.

1 in., Feb. '05
- " " '04
" " '06
8 " " '04

1 m., Feb. '05

1 •• " '04

8 " " '05

8 " " '04

1 m.. Tan. '05
I " " '04

7 " " '05

1 m., Feb. '05

1 " " '04

2 " " '05
" " '04

1 m., Feb. '05
" '04

1

2 "
2 "

LONDON, ONT.
London St. R». Co..

1 m., Feb. '05

1 " " '04
2 05

" " '04

1 m., Feb. '05

1 " " '04

2 " " '05
2 " '04

1 m., Feb. '05

1 " " '04

2 " " '05
2 Oi

1 m., Feb. '05

1 " " '04

2 " " '05
" " '04

1 m., Jan. '05
1 " 04

8 " " '05
8 " " '04

1 m., Jan, '05
I 04

1 m., Jan. '05

04

12 m., Dec. '04
12 " " '03

MILWAUKEE, WIS.
MUwaakee £1. Ry. &
Lt. Co

1 m., Feb. '05

1 " " '04

2 " " '05
2 " " '04

oW
H

60,312
56,884
125,777
116,4U1

33,fl06
34,694
273,996
276,955

17,134
15,864
173.001
160,816

290.939
284,349
2,840.638
2.079,183

26,259
22,136
^■^,799

23,599
18,047
48,4-.'5
37,034

11,209
11,685
24,5.")5
23,425

30,406
27,4.56
65,166
55,30'

321,1
288,346
677,373
,599,786

43,4.51
41,883
91,044
87,426

36,423
35,333
80,532
72,964

3.3,498
31,041
354,811

359,003

15,674
14,429

13,384
11,409
180,018
172,085

236,025
240 725
492,483
500,138

35,462
34,1.54
72,.'?54
71,252

22,297
22,30;-t
153,064
162,339

10,696
10,982
91,905
85,985

193,226
199,600
1,542,899
1,568,271

19,831
150'326

14,888
10.585
29 542
2^397

8.971
9,908
18,708
17,932

22,923
22 499
45,700
45,056

*211,07O
*205,928
*440,275
♦432,031

25,335
27,754
53,243
56,548

24,571
22,807
50,795
48,275

22,460
22,509
201,060
295,893

14,8.54
12,921

10,789
10,259
122,674
109,493

128,.378
135,565
258,606
275,ir

""a

24,850
22,729
53,223
45.238

11,609
12,385
120,932
114,616

6,438
4,883
81,096
74,830

98,713
84,689
1,297,738
1,210,912

6,428
137;473

8,710
7,463
18.883
15,638

2,238
2,7
5,847
5,493

7,483
4,9.57
19,466
10,251

110,10'
82.418
237,098
167,755

18,116
14,129
37,801
30,878

11,8.52
12,.527
29,737
24,688

11,038
8,533
153,751
163,110

820
1,508

2,594
1,150
57,.344
62,591

107,647
105,160
233,877
225,021

s e

o o
'2 *J

22,917
22,667
45,834
45,134

9,333
9,256
65,173
64,374

126,201
126,492
1 ,096,245
1,060,040

92,970
89,787
186,407
177,354

16,711
16,415
33,440
32,820

9,482
9,333
19,705
18,66'

+20,651
16,287
13.^,595
128,799

3,401
3,08(

2,123
2,061
29.156
26,989

71,193
71,735
145,543
146,453

o<i o a

1,984
63
7,390
106

2,276
3 129
55,760
50,242

t27,488
t41,803
201,494
150,871

17,137
t7,369
50,691
t9,599

1,405
+2,316

4,361
+1,912

2,371
3,193
10,032
6,021

+9,613
+7,755
18 156
.34,31 1

+2,587
+1,572

471

+911
28,188
35,603

36,455
33,425
88,334
78,568

Company

Milwaukee Lt., Ht.
Tr. Co

1 m.,

1 "

2 "
2 "

MINNEAPOLIS, MINN
Twin City R. T. Co....

MONTREAL, QUE.
Montreal St. Ry. Co.

MUNCIE, IND.
Muncie, Hartford &
.Ft. Wayne Ry. Co...

OAKLAND, CAL.
Oakland Traction Con-
solidated

San Francisco, Oakland
& San Jose Ry. Co

OLEAN, N. Y.
Olean St. Ry .

PEEKSKILL, N. Y.
PeeksklU Lighting &
R. R. Co ...

PHILADELPHIA, PA.

American Rys. Co

ROCHESTER, N. Y.
Rochester Ry. Co..

SAN FRANCISCO. CAL.
Unlte<l Railroads of
San Francisco

SAVANNAH, 6A.
Savannah Electric Co.

SEATTLE, WASH.
Seattle Electric Co..

SYRACUSE, N. Y.
Syracuse R. T. Co

TERRE HAUTE, IND.
Terre Haute Tr. & Lt.
Co

TOLEDO, O.
Toledo Rys. Si Lt. Co.

YOUNGSTOWN, O.
Youngstown-Sharon
Ry. & Lt. Co

Period

Feb. '05
" '04
" '05
" '04

1 m., Jan. '05
'04

1 m.,
1 "

5 "

Feb. '05
" '04
" '05
" '04

Feb. '05
" '04
" '05
" '04

, Jan. '05
" '04
Feb. '05
" '04
" '05
" '04

1 m., Feb. '05
1 " "

1 m., Jan. '05

1 " " '04

7 •• " '05

7 '04

1 m.
1 "
7 "

1 m..
1 "

1 m.,
1 "
8 "

1 m.,

1 "

2 "
2 "

1 m.,
1 "

1 m.,
1 "

1 m.
1 "

7 "

1 m.,
1 "

1 m.

1 "

2 "
2 "

1 m.

1 "

Jan.

Feb.

Feb.

Feb. '05
" '04
" '05
" '04

Feb.

Jan.
Jan.
Jan.

Jan.
Feb.

Jan.

S M
O.S

S rt
H

33,856
27,673
72.379
57,755

351,121
331,412

185,864
168,685
1,027,214
937,822

11,226
11,278
24,003
22,847

104,673
94,511

100,354
85,.546

205,02'

180,05:

41,170
28,069

8,788
7,225
69,166
62,265

9,116
8,643
71,803
69,302
7,766
7,7.55
79,.570
77,056

97,925
93,131
982,195
944,51

124,452
109,761
259,403
223,205

616,96'
482,403
1,060,338
1,009,313

41,340
39,734

201,760
189,813

74,205
67,460
514,816
492,105

46,247
41,188

133,405
124,037
284,349
261,556

41,056
36,947

OH

19,287
17,385
39,069
35,204

175,314
169,002

147,896
131,421
701,878
618,258

*6 460
*7,456
*12 919
*13',842

61,521
52,309
56.676
49,018
118 097
101,927

15,429
13,278

3,890
4,019
33,509
28,947

*6,735
*40,188
*39,213
*5,323
*5,664
*45,510
*44,877

74,442
68,809
152,033
139,674

25,60:
24,947

142,636
137,880

44,251
42,830
292,708
281,987

30,187
29,867

*69,231
*71,951
*145,321
*145,908

24,820

14,568
10,288
33,310
22,550

175,806
162,411

.37 968
37,265
326,336
319,564

4,766
3,822
11,024
9,005

43,152
42,202
43,778
35,929
86,930
78,131

25,741
14,791

4,(

3,206
35,657
33,317

3,129
2,908
31,616
30,089
2,444
2,091
34,0.59
32,180

50,010
40,94,"
107,370
83,531

15,733
14,78'

59,124
61,9.33

29,954
24,630
222,108
210,118

16,060
11,321

64,174
52,086
139,028
115,647

16,236

13 6
V o

0£

18,373
15,27^
37,3l6
29,494

97,325
87,519

20,478
16,940
95,805
85,788

4,167

8,333
8,000

30,485
26,567
30,818
26,567
61,30:3
53,134

13,009
7,"

2,693
2,452
18,513
17,165

26,777
26,220
53,763
52,345

10,553
10,563

25,135
23,187

20,334
20,296
142,0.59
142,002

8,962
9,529

42,819
41.589
85,520
83,902

Street Railway Journal

Vol. XXV.

NEW YORK, SATURDAY, APRIL 8, 1905.

No. 14.

Publishild Every S.aturday by the

McGraw Publishing Company

Main Office:

NEW YORK, Engineering Building, 111 Liberty .Street.
Branch Offices:

Chicago: Monadnock Block.

Philadelphia: 929 Chestnut Street.

Cleveland: Cuyahoga Building.

London: Hastings House, Norfolk Street, Strand.

Cable Address, "Stryjourn, New York"; "Stryjourn, London" — Lieber's Code

used.

Copyright, 1905, McGraw Publishing Co.

TERMS OF SUBSCRIPTION

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Street Railway Journal (52 issues) $3.00 per annum

Combination Rate, with Electric Railway Directory and

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regular price, $5.00 per copy) $6.50 per annum

Single copies. Street Railway Journal, first issue of each month, 20 cents;
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NOTICE TO ADVERTISERS
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Of this issue of the Street Raihvay Journal 8300 copies are
printed. Total circulation for 1905, to date, 115,550 copies — an
average of 8253 copies per zveek.

The Election in Chicago

The street railway situation in Chicago is considerably
cleared as a result of the city election on April 4. Judge Dunne,
the successful candidate, stands committed to "immediate
municipal ownership" of the street railways, whatever that
may mean. We consider the policy which has just triumphed
at the polls in Chicago not only unwise from every standpoint,
but in the case of that city absolutely impracticable. For this
reason the hollowness of the municipal ownership proposition
will develop much sooner with a Mayor who proposes an im-
mediate consummation of the plan rather than one who advo-
cated a gradual absorption of the city's transportation faciH-
ties, as did Mr. Harlan, the Republican candidate.

Gasoline-Electric Motor Cars, \

At least five different companies or i^ivid-vral^ in the United
States, as well as a larger nui'nber abroad, ard at the present
time experimenting or preparing; tQ e^3£nTnent with inde-
pendent motor cars of the gasoline-electric type as a substitute
for regular electric traction on interurban lines with sparse
population. The combination is an old and familiar one,
namely, a gasoline engine driving a dynamo ; a dynamo charg-
ing a storage battery ; the storage battery and dynamo together
supplying current to electric motors of the ordinary railway
type mounted on the trucks. The few trials that have been
made in previous years with this type of apparatus in the
United States have been uniformly unsuccessful, but it must be
admitted that most of them were made with extremely crude
apparatus. One might almost say they were assembled from a
junk heap. The present experiments will be much more
thorough. The fact that most of them are being undertaken
by persons and companies of business and engineering ability
will make the system a success if it is possible to do so. On
the whole, we are inclined to agree with the views of Philip
Dawson expressed in his comprehensive article on independent
motor cars in Europe, published in our issue of Nov. 5, 1904.
Mr. Dawson's conclusions favored very strongly the plain
gasoline motor car with mechanical transmission from the
engine to the car axle rather than the complicated, costly and
bulky gasoline-electric motor car, where the transmission from
the engine to the car axle is through the medium of dynamo
storage battery and electric motor. The principal reason for
adding electrical apparatus to the plain gasoline motor car is
to secure a greater momentary capacity of the motive power
during acceleration and for ascending grades. It is argued by
those who favor this system that to carry a gasoline engine
large enough to give rapid acceleration of a large steam pas-
senger coach would involve great difficulties. We are not in
the least inclined to dispute this point, but it appears to us that
it is a mistake to assume that rapid acceleration is needed in
the kind of service that gasoline motor cars are best fitted.
If the situation is such that rapid acceleration is required, it is
to figure on ordinary electric traction rather than on inde-
pendently driven motor cars at infrequent intervals. It is diffi-
cult indeed, both for steam and electric railway men, to break
away from established precedents. Because steam locomotives
can haul freight trains, the steam railroad man who is con-
sidering gasoline passenger cars for branch lines, demands that
these cars he capable of hauling a small freight train at full
speed. The electric railway man who is used to rapid accelera-
tion and heavy cars operated at high speeds on interurban
roads, considers that any successful gasoline motor car must
perform the same service with the same weight of car. We
are inclined to contest the truth of either the steam or street
railway men's assumptions. What is wanted on branch steam
lines is something which can make a number of trips a day to

644

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

accommodate passenger and light freight traffic. If a lot of
heavy freiglit must be hauled at one time it is a simple matter
to get a steam locomotive off the main line to do the job. There
is no sense in demanding a car that must fill such extremely
variable conditions. It is akin to demanding a tool that is
suited both to clock repair and truck repair. On the other
hand, if an interurban line is to be built through a country
which will not justify the investment and operating expenses
involved by an ordinary interurban road, it is perfectly safe to
assume that there is not going to be any crying demand on the
part of the population for rapid acceleration and very fast
schedules. They will be satisfied with a very modest service,
and that is all that the company can afford to give them. What
then is the use in assuming that the weight and speed of rolling
stock common on first-class interurban roads must be main-
tained on a small road o])cratcd with gasoline motor cars? To
Ijc sure, if a gasoline motor car must carry, in addition to gaso-
line, a dynamo, a storage l)altery and a set of motors on the
trucks, the weight is likely to run up so as to equal or exceed
the heaviest interurban electric cars and to rival a light steam
locomotive. But why all this weight? If a road is going to
haul freight on a scale such as to demand a formidable machine
of this kind, why not use a steam locomotive, which can prob-
ably lic operated and maintained as cheaply as a gasoline-elec-
tric coml:)ination where the gasoline-electric car assumes such
formidable proportions as some of those now proposed ? We
do not wish to throw cold water on experiments of this kind,
and those who are backing them deserve a great deal of credit
for their attempts to solve this jirolilem ; but is it not well to
look carefully at the requirements of the service before build-
ing the machine ?

Steam Road Competition in Illinois

It is being heralded through ihv daily press that the Chicago
& Alton Railway, in Illinois, is nnlering a lot of light locomo-
tives with which to maintain a local passenger service between
the numerous towns along its line which are connected or about
to lie connected bv electric interurlian lines. We do not know
whether this is merely a game of bluff or whether the
company expects to compete successfully with a parallel
electric line by means of steam trains. In either case the situa-
tion is amusing. The statement has been made so often by
steam railroad companies that they proposed to electrically
equip certain portions of their line which were about to be
paralleled with electric roads that one would think the novelty
had sufficiently worn off. To be sure, almost any steam railroad
in the Middle Western States, should it decide to lay an addi-
tional track and operate electric cars over it, could give any
competing electric road most disastrous competition. The won-
der is that these steam railroad companies did not wake up to
the situation before they were paralleled by electric roads
through all their best territory. There was a time when, had
they seen fit to utilize their present right of way, they could
have kept the independent electric road out of the field as far
as any parallel lines are concerned, and they would have been
enjoying the present business of electric interurban railways
with much lower fixed charges and, in some respects, better
terminal facilities. The fact is, however, that steam railroad
companies have so far carefully refrained from doing anything
more than bluffing as to the equipment of their lines for elec-
tric interurban service, and the building of independent inter-
urban lines has gone merrily on. To be sure, the steam rail-
road man may say he has all he wants to do hauling heavy

freight and through passenger trains, but he might have re-
tained the local freight and passenger business as well had he
gone about it in the right way in the first place.

Uniform Rates

One of the questions brought up in the discussion at the
March meeting of the Indiana Electric Railway Association
brings one to realize more forcibly than ever how rapidly the
interurban electric railway business is getting away from a
business of a purely local character. It was strongly urged by
at least two speakers that interurban railways must come nearer
and nearer to uniformity in rates and methods of doing busi-
ness with the public. So long as an electric railway was a
purely local enterprise it made little difference what rate any
company might charge for special cars or what the rate per
mile might be for regular passenger fares. As one interurban
line connects with another, and as networks of interurban lines
gradually form, the public mind begins to compare the rates
and methods of doing busmess of one road with those of an-
other, and always to the detriment of the road having the
highest fare or having methods of business which cause the
most inconvenience to the traveler. The public always wants
the most it can get for its money. If one road has a rate of
i]4 cents per mile and another road in the same locality a rate
of 2% cents per mile, there is sure to be a steadily increasing
amount of objection to the higher rate. The public argues that
if one road can afford to haul passengers for 1% cents per
mile another road can do so. This may or may not be true, but
as regards rates of fare there is a constant pressure brought
to bear by the public and by various local authorities to reduce
the rate of fare to the lowest in vogue anywhere in that part
of the State. Where a passenger has occasion to make trips
covering more than one line of interurban road, and where the
rates of fare vary greatly, his attention is naturally attracted
to the differences. To be sure, at the present time few passen-
gers think of interurban fares on a mileage basis, because they
are not usuall_\- made up exactly on a mileage basis, but the
tendency is that way, and is more likely to increase rather than
decrease. With constant pressure being brought to bear on
interurban railway companies to have the fares on all roads as
low as the lowest, there is only one thing for the companies to
do, and that is to get together and agree on a fair rate, and for
all companies charging less than this amount, to raise their
rates. -In some cases the franchises will stand in the way of
this, but the more modern roads having their own rights of
way are not usually limited as to rates of fare. If all of the
companies that can do so keep their rates up on a fair paying
basis, it will to a large extent stop the tendency to hammer
rates of fare below such a basis. In doing this interurban com-
panies will simply be following the practice which steam rail-
roads found it necessary to adopt.

As regards methods of doing business, which includes such
a variety of things that they can hardly be enumerated here, the
tendency of the public is to force the companies to give accom-
modations e(|ual to the liest. For example, the free checking
'of baggage on one road is likely to cause great pressure to be
brought to bear on other roads to do the same thing. The pol-
icy for interurban companies to follow in this case is to get to-
gether and agree on a uniform practice about many matters
of this kind before the public begins to criticise adversely these
discrepancies. Where an interurban road is isolated without
connections with any other road, there is little need for uni-
formity of practice, but as soon as connections spring up, the

ArRti. 8, 1905.]

STREET RAILWAY JOURNAL.

645

need of uniformity begins to assert itself at once. In line with
this is the importance of making it easy for passengers to trans-
fer from one line to another at junction points and arranging
time-tables so that cars connect. As regards actual uniformity
of rolling stock, there is not as much necessity now as there
will be in the future, when the operation of cars of one com-
pany over the tracks of another company becomes more com-
mon. The time is sure to come, however, when it must be pos-
sible to operate the rolling stock of one road over another road
because of the traffic arrangements and consolidations that will
take place. At the present time the chief mechanical obstacle
in the way of this in most cases is the limited clearances on
some roads and the small flange ways in tracks in some cities.
The necessity for coupling together interurban passenger cars
of different companies and operating them in trains is con-
siderably more remote, and will probably involve the equip-
ment of all motor cars with an interchangeable system of mul-
tiple-unit control. This, however, is too far in the future to be
worth considering just at present. The main thing is for in-
terurban companies now having connections to get together
and standardize some of the details where standardizing would
be of most practical benefit.

The Express and Freight Business

Our Question Box has contained of late a good many refer-
ences to freight and express matter carriage by electric railway
companies, and there seems to be wide difference of opinion
on the topic. Granting that an electric road is, as a rule, pri-
marily designed for passenger business, is there any sufficient
reason why it should not carry goods in large or small quanti-
ties if it has been granted the right so to do? The express
business and the freight business are somewhat dift'erent in
their requirements, so that one might pay where the other
would not. In certain places the freight traffic pays hand-
somely, and we have over and over again urged the importance
of obtaining the right to haul freight whenever possible. The
track and roadlied of the electric line should for this work he
able to handle standard freight cars, as is the case on most
interurban lines, and motor Cars of power adequate to haul a
short freight train, say two or three cars, are desirable, while
if the business really amounts to much a light locomotive or
two will be required. Local conditions should easily determine
whether the amount of freight readily olitainable is sufficient
to justify some special preparations for it, but from the general
experience there seems to be a rather widely diffused sentiment
to the effect that, as a rule, freight haulage cannot be done to
good advantage; we are disposed to think that there are nearly
as many exceptions as cases, according to rule. Heavy grades,
which are assiduously avoided by steam roads and are fre-
quently taken by electric roads, are the main physical difficulty
in the case. But fairly level interurl^an roads running through
a well-settled country certainly have a good chance to make
freight carrying profitable.

The express business is on a very different basis. As it
exists on our electric roads, it takes three f<jrms, representing
perhaps three stages of evolution. The first is merely the car-
riage of parcels for a small fee, merely as an accommodation,
without any special equipment or extra help. This is only
possible within narrow limits and on a small scale, and we
have no doubt that it adds enough to the revenue and to the
popularity of the road to make it worth the while. The next
stage is the carriage of parcels systematically between termini

or definite stations in cars used partly or wholly for the pur-
pose. On the longer interurban lines, where combination ex-
press, baggage and mail cars are in use, the added expense of
handling goods in moderate amounts is trivial and can generally
be counted as leaving a good profit for work on a moderate
scale. In fact, a road finds itself rather under moral obliga-
tions to do this sort of thing for the convenience of its patrons.
The third stage is the evolution of a regular express organiza-
tion with facilities for delivering and collecting goods, and
special provisions of rolling stock for their carriage. This is
quite another proposition, for it means going squarely after
the express business of the community as a competitor of
others. Here again the local situation is closely involved.
There are many communities in which the express business is
now very badly conducted in point of promptitude. Suburban
cities and towns are especial sufferers from lack of prompt
service. Either express matter reaches the town via a steam
road with none too good service, and is delivered when and how
the local agent, who is usually the station master, sees fit, or it
comes via team at about 2 miles per hour once or twice per day.
It is a common experience for dwellers in suburban towns to
have things delivered on Monday morning instead of Saturday
night, more especially if the goods chance to be perishable.

Now an express service via an electric line which has quick
and frequent service can help matters amazingly in such cases.
A single express car can keep goods moving as fast as they can
be taken care of at the termini, and the very fact that the ex-
press matter does not all strike town at once makes better de-
liveries possible. The real success of an express business lies
in its promptness, an^l in this particular an electric system cer-
tainly has the call over all competitors. Where it has been
tried on a fair scale it has very generally prospered. The one
thing needful is that the population served be enough to sup-
ply a sufficient volume of business.

There is, of course, a possibility of sub-letting the express
privilege to some existing express concern, but we rather
doubt whether this is often a wise policy, since the old concern
is apt to firing its old and inefficient methods with it, and very
few communities would tolerate without protest the use of
public streets by express cars merely to perpetuate old evils.
If the situation is sufficient to warrant trying express service
at all, it can usually be done best directly by the railway itself,
whether in its own person or by a side organization, which is
practically another pocket in the same coat. In other words,
if there is business enough in the community to warrant an
organized express business, the electric road had better take
the profits than divide them with somebody else. There may
be, of course, lo:al causes for dodging the issue, but the prompt-
ness to lie secured by electric service is so considerable an ad-
vantage that it should be turned into profit, unless there is some
very good special reason to the contrary. In no case does ex-
press business call for the heavy eAtra equipment of freight
traflic. In the minimum it demands space for a few parcels on
the platform, and as a maximum one or two light express cars.
We are inclined to think that in the average case the express
liusiness would be well worth while up to the point where a
local delivery organization becomes necessary, and more often
than is generally supposed, such an organization would be a
source of profit. But, as one contributor to the Question Box
recently intimated, it is well to fight shy of any course that
woulfl seem to curtail the rights of passengers to carry reason-
able personal packages.

646

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

OVERHEAD CONSTRUCTION FOR SINGLE-PHASE LINES IN

EUROPE ,

In the last issue of this paper a report was pubHshed of the
discussion on overhead construction for single-phase railways
at the March 24 meeting of the American Institute of Elec-
trical Engineers. A feature of this meeting was an extended
description by C. O. Mailloux, of New York, of the overhead
line used on the Spindlersfeld and Seebach-A¥ettingen lines,
both of which were visited by him during a recent trip to
Europe. Mr. Mailloux accompanied his remarks by a series of
stereopticon views, some of which are reprcduced herewith.
The latter portion of the accompanying article was contributed
by Mr. Mailloux after the adjournment of the meeting.

After stating that one of the most important questions in the
application of electricity to heavy electric traction was that of
conveying the electrical energy, in large amounts, safely, con-
veniently and successfully from the stationary line to the loco-
motive, Mr. Mailloux paid a tribute to the great courtesy of
foreign railway engineers in placing facilities at his disposal
for investigating their lines, particularly the Oerlikon Com-
pany, the A. E. G. of Berlin, and Ganz & Company.

Before leaving this country, the speaker said that he was
somewhat skeptical in regard to the feasibility of raising above
3000 volts the potential difference which may be applied direct
to the motors, even though he knew that 3000 volts had been
used successfully in this manner for a year or more on the
Valtelina line in Northern Italy. He was pleased to say that
his doubts on this point were soon dissipated by what he saw,
especially on the Spindlersfeld line, near Berlin, and on the
experimental line, which has since become a working line, built
in Switzerland by the Oerlikon Company, near Ziirich. He re-
turned a firm believer in, and a strong partisan of, high poten-
tial contact lines. The words "contact line" are here used, he
explained, in a sense which would include trolley lines or even
third-rail conductors, both of which are terms of restricted
meaning, destined, in his opinion, to disappear.

He indorsed strongly Mr. Damon's view in favor of higher
contact line potentials for alternating-current railway motor
cars; and as between 3300 volts and 6000 volts, he was inclined
to favor 6000 volts as the standard which should be adopted for
interurban lines. He disagreed with Mr. Damon, however, in
regard to the form of line construction. This point will be
again referred to later.

He also agreed fully with Mr. Damon that, for steam railroad
conditions, a line contact pressure of at least 15,000 volts is
desirable. One of the important results of his European trip
of investigation was the evidence which he was able to ol^tain,
as the result of personally-conducted tests and experiments, of
the feasibility of contact line potentials of at least 15,000 volts.

The contact line having catenary suspension, which was a
novelty at the time of his trip to Europe, has recently been in-
troduced here, and has already, judging from the data con-
tained in Mr. Damon's paper, reached a high stage of develop-
ment. The catenary contact line, used on the Spindlersfeld
line with 6000 volts poten1»ia] difference, worked satisfactorily
in every respect, so far as he could observe or ascertain. Never-
theless, it would seem that either on account of municipal re-
strictions or for other reasons, not readily apparent, the
catenary contact lines for other projected a. c. single-phase
railroads, which came to his notice, were limited to 2400 volts.
He surmised that, notwithstanding the fact that so few break-
downs of the contact line have occurred at Spindlersfeld, and
that none of these break-downs caused any accident, there is
still some feeling of "unrest" associated with the thought of a
contact line of 6000 volts placed directly over the car or loco-
motive, and even though the probability of accident is very
remote, yet, as long as the fossibilify thereof still remains, the
"unrest" and the "objection" will doubtless persist. The double

catenary, as Mr. Damon states, has the advantage of keeping
the contact wire from swaying, but its increased cost does not
appear to be always justified. With the "tower" method of
construction, using long spans, the double catenary would
probably be indispensable. With the ordinary trolley line form
of suspension, where the distance between poles is not exces-
sive, the single catenary would seem adequate and satisfactory
for all purposes. At Spindlersfeld, the poles are placed about
39 m (about 128 ft.) apart. Both the single and the double-
catenary suspension have been tried, and both have proved
adequate and satisfactory.

The reference made by Mr. Damon to spectacular sparking
when the contact line was coated with ice or sleet, emphasized
a very strong and, in his opinion, a radical, inherent defect of
any contact line arranged to deliver current from its lower side
instead of its upper side. The fact that the sparking increases
with the frequency of the trolley supports, in the cases ob-
served by Mr. Damon, proves conclusively, it seems to him,
that ordinary trolley line construction, using a trolley wheel
for the contact, is wholly unsuitable for high potential contact
lines. With the catenary suspension, even in the case of a
trolley wheel, the sparking ought to be independent of the
number or frequency of the line supports. The necessity of
employing higher potentials for the transmission lines will ob-
viously depend on the potential of the contact line. When this
potential difference is as low as 3000 volts it would undoubtedly
be still necessary to employ higher transmission potentials, in
most cases, for interurban lines; but if the potential difference
at the contact line is raised to 6000 volts, there are many cases
where this potential would be sufficiently high for both trans-
mitting and distributing purposes. When the contact line
potential is raised to still higher values, say, for instance, 15,000
volts, the same potential difference will suffice, in a large num-
ber of cases, for both transmitting and distributing purposes.
Indeed, if it were not for the convenience of subdividing the
total line into blocks or sections, the contact line itself could
serve as the feeder. Mr. Huber, of the Oerlikon Company,
mentioned to the speaker a project for the equipment of a
steam line in Switzerland, where it was proposed to supply 50
miles of track in l^oth directions from a central station with-
out feeders, simply using a duplicate contact line, one on each
side of the track. This method has the advantage of provid-
ing a duplicate line equipment, which can still answer the pur-
pose, at lower efficiency, though without materially crippling
the service, in case of defect or derangement in either of the
two contact lines.

The accompanying engravings illustrate the characteristic
features of the high-potential, single-phase, a. c. electric rail-
road equipment of the Seebach-Wettingen line in Switzerland.
This line, which is, in reality, a branch line of the Swiss Na-
tional Railroad system, is about 20 km long, with single track,
of standard gage. It has been operated by steam since it was
first 1)uilt, and will continue to be partly operated by steam for
some time to come. When visited by the writer last summer,
a portion of the line situated a short distance from the works
of the Oerlikon Company was equipped electrically, and was
used by the Oerlikon Company for making experiments with
electric locomotives and with various forms of contact lines
and line supports. It was then expected that the entire branch
line would be equipped and operated electrically by November
or December, 1904, but sufficient allowance had not, it seems,
been made for official procrastination. The plans for the equip-
ment of the Seebach station, for instance, were only approved
some time in January.

The portion of the road equipped and the electric locomotive
intended to be used were both inspected by the Federal author-
ities on Nov. 18, 1904. It would have been difficult to select
worse weather, there being a thick, wet fog, which lasted all
day. The results were entirely satisfactory, however, not the

April 8, 1905.]

STREET RAILWAY JOURNAL.

647

slightest defect being observed as tlie result of a great diversity
of very severe tests of the line and of the electric locomotive.
The only criticism offered by the officials related to the grade
crossings, for which more adequate iDrotection of the line was
insisted upon, and for which danger and warning signs were
prescribed; but even after all the requirements prescribed had
been complied with, it was stdl necessary to have the govern-
ment prepare or approve an official time-table before regular
trips could be made with the electric trains. This official time-
table was finally received on Jan. 13 by the Oerlikon Company,
and since Jan. 16, 1905, seven trips have been made regularly
each way over a short portion of the track, extending between
Seebach and Affoltern.

It might be said in passing, that the process of securing the
necessary approval and authority is not as simple as it may
seem. Not only the plans, but even the details of the contact
line equipped had to be submitted to and approved by numerous
departments, including the general office and district depart-
ment of the Federal Railways, the Federal Telegraph Depart-
ment, the Railway Telegraph Department, the Commissioner
of Public Works of the Canton and of the District, and, lastly,
the corporations of the villages traversed l)y the line. In each
case plans, descriptions and verbal explanations had to be sub-
mitted. Those who complain that projects are often delayed
by "red tape" in this country will doubtless find comfort and
consolation in learning that "red tape" apparently exists in
other countries.

This case is interesting as being the first one in which the
Huber contact line system, referred to by Mr. Damon, has been
adopted. It is perhaps even more interesting and important
as a pioneer movement toward the electrification of steam rail-
way lines in Switzerland, for, apparently, both the Swiss Gov-
ernment and the Oerlikon Company are as much interested in
the ulterior possibilities as in the immediate results ; and in en-
deavoring to produce a satisfactory "sample" of electric trac-
tion as a substitute for steam traction for the specific condi-
tions, both parties are evidently desirous, the former of testing",
the latter of demonstrating, the general fitness of the system
for all kinds of steam roads.

This may account, in a large measure, for the careful and
time-consuming scrutiny which has been given by the author-
ities to every detail of the proposed equipment. The further
development of the line is to proceed apparently in the same
conservative and cautious manner. It has been decided that,
for a certain time at least, the regular daily trips for which the
official time-table has been issued will be made on the short
portion of the line already equipped, before proceeding further
with the electrification of the rest of the line.

The following is a quotation from remarks made by the
writer before the New York Electrical Society last November,
as published in the Street Railway Journal, Nov. 26, 1904:

"The electric train service proposed for this line will require
eight trains, or four trains in each direction, per day. It is
expected that this service can be done with one single electric
locomotive. Each train will carry both freight and passengers,
mostly freight. The estimated average train loads, not in-
cluding the weight of the locomotive, are: 180 tons to 200 tons
for trains running west, in which case the upgrades average
about 0.8 per cent, and 150 tpns to 170 tons for trains running
east, in which case the upgrades average about i.o per cent.
The average speed will be about 40 km per hour. There are
seven stations on the line, including the two terminal stations.
One of the present steam locomotives will be retained in ser-
vice at first to run at least two more trains per day, one each
way. This will be done partly to avoid the necessity of a
second locomotive, but principally to enable the comparison be-
tween steam and electricity to be made under sul)stantially the
same operating conditions."

The following par,igra])h, which is a quotation from a refer-

ence made to the accompanying illustrations in a letter from
Mr. Huber, of the Oerlikon Company, contains interesting de-
tails regarding various forms of contact line supports experi-
mented with by him :

"From the photographs you will see that we are experiment-
ing with different methods of carrying the trolley or contact
wire over the poles. You will find (Fig. i) the single wire held

I'lG. L-SIXGLE Wlkl-; HELD FIG. 3.-PAIR W IKES IX-

BY WIRE HOLDERS KUI- TERC( )NNECTEn liY LOOSE

IDLY SUPPORTED. LINKS

by wire holders rigidly supported in the way which you know
from our short experimental line inspected by you when here.
Next you find (Figs. 2) a single wire held with clamps, to which
a kind of lever is attached for securing the wire horizontally,
while a spring made of steel wire, having some play vertically,
supports the weight of the wire and takes up the hypothetical
'blows,' or the downward pressure, of the current collector,
^'ou will also find (Fig. 3) a pair of wires carried over the

FIG. 2.-SINGLE WIRE HELD WITH CLAMPS WITH LEVER TO
SECURE THE WIRE HORIZONTALLY

poles with the two wires interconnected by loose links. The
inside wire is intended as the contact wire for the current col-
lector, the outside wire as a reinforcement of the cross section
or conductivity of the line. The outside wire, having a some-
what greater sag, is less likely to break, and will therefore con-
stitute a safety suspension for the inside wire in case the latter
should break near a support, it being then held above the
ground by the interconnecting links just mentioned. The same
principle of mutual safety suspension has been adopted for
road crossings of small importance (Fig. 6). You will also
find two different forms of 'inverted' catenary suspension,
which have so far given excellent results (Figs. 4 and 5). This
suspension has been used on about 5/4 km of length. During
these last days, when the weather was very cold, the trolley or
contact wire supported on these catenaries was so straight that
the current collector showed no appreciable up and down mo-

648

Street railway journal.

[Vol. XXV. No. 14.

tion. We have, however, come to tlie conckision that this sus-
pension, though it costs only about Frs. 200 per kilometer more

FIG. SPECIMEN OF -INVERTED" CATENARY SUSPENSION

the wires in case it breaks and to prevent the ends from reach-
ings the ground. Fig. 7 shows a more elaborate form of road
crossing. In this case there is placed over the road and under
the wire a bridging structure made of angle iron which serves

•> I:

FIG. 8.— LINE CONTACT CONSTRUCTION AT A STATION, OVER
SWITCHES AND SIDE TRACKS

for erection, and hardly as much for material, will not be de-
siraljle for ordinary purposes. With two current collectors on
the car there has never l^een any apprecialile sparking in pass-

both to catch and to ground the ends of the broken line wire.
In order to make the protection more adequate, a short section
or "block" of the contact line itself, varying in length from

FIG. 5.— ANOTHER VIEW OF THE "IN-
VERTED" CATENARY SUSPENSION

FIG. 6.— ARRANGEMENT OF THE CON-
TACT LINE AT AN ORDINARY
CROSSING

FIG. 7.— ANGLE IRON BRIDGING STRUC-
TURE AT IMPORTANT CROSSING, TO
CATCH BROKEN WIRES

ing over the supports of the contact wire at the poles, with line
construction of the types shown in Figs, i to 3."

Fig. 6 shows the arrangement of the contact line at an ordi-
nary crossing. The arrangement is based on the form of con-
tact line construction illustrated in Fig. 3, there being a pair of
wires which are interconnected by loose links. The object is,
obviously, to make provision for supporting the ends of one of

40 m to 70 m, according to the width of the crossing, has its
connection with the source of electricity controlled by the
gates in such manner that this short section is connected with
the line wire only when the gates are closed and when a train
is passing, it being entirely disconnected and "dead" when the
gates are open, at which time the current passes through a
short auxiliary line which is specially installed over the street

April 8, 1905.]

STREET RAILWAY JOURNAL.

649

crossing. The cost of an ordinary street crossing, snch as
sliown in Fig. 6, is estimated at Frs. 600. The cost of a street
crossing such as shown in Fig. 7 is estimated at Frs. 1,300.

Fig. 8 shows the line contact construction at a station, over
switches and side-tracks. In this case the line construction is
such that the current collector makes contact partly above.

FIG. 9.— ILLUSTRATING AN INSTANCE WHERE A GOOD BRIDGE
CLEARANCE MAKES UNNECESSARY TH'E SHIFTING OF THE
CURRENT COLLECTOR PIVOT

partly at the side and partly under the contact wire. It is
proper to emphasize, at this point, the fact that while the Huber
system is designed to permit the collector to take current
from the contact wire, by touching it either below, on the
side or above, the top contact is preferable and is the normal
method.

The collection of current from the side or from below the
contact wire is to be regarded as being, in reality, only an ex-
pedient, made desirable, necessary or indispensalile, by certain
conditions, especially limited clearance or space for trolley

FIGS. 10 AND 11.— BLOCK CONTROLLING SWITCHES CLOSED
AND OPEN

FIG. 12.

supports of any kind found in the average railroad tunnels;
also in passing under bridges and at switches, side-tracks, etc.
In the case of steam railroad lines only a relatively small per-
centage of the contact line would be other than that serving for
top contact current collection.

Where a sufficient width can be arranged for under bridges
and highways, the shifting of the pivot of the current collector
may be readily eliminated. This has been done in the case
illustrated in Fig. 9. It does not follow, therefore, that the

shifting of the current collector, which has been criticised as
one of the objectionable features of the Huber system, would
be required in every case. Moreover, this device has now been
Ijrought to such a degree of perfection that its use is no longer
a serious objection.

There will be noted on the larger illustrations a thin wire
carried on ordinary insulators on the side of the pole away
from the track. This wire forms part of a kind of "block"
system devised by the Oerlikon Company. In the case of the
Seebach-Wettingen line, the entire line will be divided into
thirteen sections. The contact wire at or near each station
will form a section or block, and the portion extending from
one station to another will also constitute a section; hence,
there being seven railway stations, including the terminal sta-
tions, it follows that there will be thirteen electrical sections
or blocks in the entire distance of 20 km. The small wire
shown in the illustrations, which is called the "cut-out" wire,
or the "feeling" wire, is connected with a weatherproof fuse
to each insulator pin. If the insulator begins to leak exces-
sively, or if it actually breaks down, current flows through its
pin, through the fuse, and is conveyed on the cut-out wire to
the operating solenoids of certain line switches located at the
ends of the sections. When the fuse is blown there is an ex-
])losive sound like that of a gun shot, serving to attract the
attention of the guard men or station men, even at a consider-
able distance. After the fuse has blown, the fuse holder will
hang from its support or suspension in a way which makes it
visible even from a considerable distance. Thus any section
or block on which there is a leaky or faulty insulator is auto-
matically cut out. Some of the switches controlling the blocks
or sections are placed on poles. Figs. 10 and 11 show one of
these switches open and closed, respectively. Another form of
section switch is shown in Fig. 12. The faulty insulator itself
is located, first, by the audible signal, or the detonation of the
fuse ; second, by the visual signal, or the displacement of the
fuse holder, and, incidentally, by the absence of the fuse from
the fuse holder.

As Mr. Huber personally explained to the writer, it may be
that some of these features will be found superfluous and that
sufficient reliability in line equipment could be realized without

some or all of them. It was

deemed prudent, however, to
develop and apply such de-
vices, in this case, if only to
meet the objection urged by
steam railroad men that elec-
trical troubles on a trolley
line will be hard to detect,
and that their removal would
cause difficulty and delay. At
the request of the writer, the
experiment was tried of
making an artificial ground
at one of the line contact in-
sulators, to simulate the case
where the insulator breaks
down and grounds the con-
tact line. On making the
artificial ground, the audible
and visual signals were un-
questionably such as would
attract attention, even though the location of the pole were not
definitely known. It took less than three minutes, by a watch,
for a lineman to replace the damaged insulator by a new one
and to have the current turned on again on the section of the
line affected.

Mr. Huber has paid close attention to, and has carefully
studied, the requirements of the contact rod of the current col-
lector which rubs against the contact wire. After trying dif-
ferent metals, he finds that tubes made of brass or composition

-ANOTHER FORM OF SEC-
TION SWITCH

650

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

answer the purpose very well. He has also succceeded in
lubricating the rod, and he has resorted to the expedient of
"zigzagging" the contact line for the purpose of reducing the
wear on the contact rod and equalizing it, thereby preventing
the rod from being "sawed" by the contact wire.

The top contact method of current collection is unquestion-
ably superior to all others in sleety and frosty weather. On
this point Mr. Huber furnishes interesting evidence in a brief,
comment on the results obtained since the portion equipped
was put in regular operation : "The aggregate number of kilo-
meters run, up to the present time (Jan. 25), is 450 km. The'
speed varies between 45 km and 50 km per hour. We have thus
far always had to contend with a very large amount of frost
on the wire during the first trip in the morning. The frost,
owing to its nature, envelops the wire from all sides, while the
sleet, which very often is produced from the frost, clings only
to the underside of the wire. For this reason, on one day when
the frost was exceptionally heavy, there was a continuous light
sparking on the current collector, which, however, was without
any influence upon the voltmeter and ammeter ; and on the
next trip the line was perfectly free from sparking, simply be-
cause the frost, as formed on the upper side of the wire, will
always be inevitably wiped away by the current collector, while
a cover of sleet will never be destroyed in the same way. It
has also been observed that the sparking is very much heavier
on those portions where the current collector touches the wire
from the side or from below. It is therefore proved that with
regard to frost and sleet on the wires the contact from the top
of the trolley wire is a marked advantage."

In conclusion, the writer may state that after careful study
of the Huber system, he has become a convert to and a partisan
of the top contact theory for contact lines intended for long-
distance traction. It seems to him that it possesses construc-
tive and operative feattires which recommend it as preferable
to the under contact system. The line leakage is bound to be
lower than with the under contact catenary system. Not the
least important of its recommendation is that of cost. He is
convinced that if a comparison is made on the basis of equal
mechanical and electrical results, also including cost of main-
tenance, the top contact method is so much lower in cost as to
outclass the others. This is the more true the higher the line
potential and the more perfect and adequate the insulation
desired.

The impedance of the iron rails used for the track on this
line has been carefully studied by the Oerlikon Company.
Those who are interested will find an article on this subject in
the "Electrotechnische Zeitschrift" of April i, 1904, by Dr. H.
Behn-Eschenburg, of the technical staff of the Oerlikon Com-
pany. It is found that the voltage loss due to impedance of
the iron rail assumes such importance in some cases as to neces-
sitate a special system of current return line, with special
"booster" transformers for the track, of which an interesting
form is described in the article just mentioned.

<^

OERLIKON ELECTRIC LOCOMOTIVES

BY C. O. MAILLOUX

Two distinct, very interesting types of single-phase a. c.
electric locomotives have been developed, and are to be tested,
on the Seebach-Wettingen line in Switzerland by the Oerlikon
Company. The first of these locomotives, designed about
two years ago, and completed about a year ago, was run
for many months on the company's experimental tracks at
Oerlikon, near Ziirich. On Jan. 16, 1905, it went into service
and is now making regular schedule trips on the completed
portion of the Seebach-Wettingen line.

At the time when this locomotive was designed, the compen-
sated series a. c. motor was still a "hypothesis," the a. c. repul-

sion motor and the plain series a. c. motor were only just be-
ginning to "promise" results, and there was, to say the least,
much skepticism regarding the feasibility of any system of a. c.
single-phase electric traction. It is not surprising therefore,
indeed, it was logical, that the design should be based on the
retention of d. c. motors for propelling the locomotive and using
some means of converting the a. c. into d. c. power. Consider-
ing that the design of large railway d. c. motors was still a
problem, even after years of uninterrupted development of the
d. c. railway motor in all sizes, the problem of designing a large

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TEST CURVES OF 200-HP SERIES MOTOR WITH ALTERNATING
CURRENT AT 15 CYCLES, RUN AT CONSTANT CURRENT (600
AMPS.). I = POTENTIAL DIFFERENCE, II = R. P. M.

a. c. railway was not an easy one ; indeed, it is still difficult, it
would seem, even to-day, notwithstanding the singularly rapid
development of the a. c. single-phase railway motor, in all its
forms, during the last year.

The equipment of the first locomotive includes a single-phase
induction motor whose speed is about 980 r. p. m. when sup-
plied with single-phase a. c. of 14,000 volts, with a frequency of
50 cycles per second. This motor serves for driving a 4-pole
d. c. generator of 400-kw rating, to which it is direct-coupled,
and it has to be kept running at constant speed so long as the

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TEST CURVES OF 200-HP. SERIES MOTOR ALTERNATING CUR-
RENT AT 15 CYCLES, RUN AT CONSTANT SPEED (650 R. P. M.).
I = POTENTIAL DIFFERENCE; II = CURRENT STRENGTH

electric locomotive is in use. The "rotor" of this motor has a
short-circuit "cage" winding. The "stator" has two windings,
placed in distinct sets of slots, one designed for a potential dif-
ference ranging between 14,000 volts and 16,000 volts, and one
designed for 700 volts. The first stator winding is that which
is used when the current supply for the locomotive is taken
from the "trolley line." The second stator winding was in-
tended to be used when the current supply is taken from a "low
potential" third rail or contact line, in case such an arrange-
ment should be found desirable, at the station or in the switch
yards. Thus far the latter winding has only been used experi-
mentally. The high potential winding, in spite of being sub-
jected to the severest strains, owing to the line circuit being

April 8, 1905.]

STRfiET RAILWAY JOURNAL.

651

suddenly opened either at the trolley or at the line section
switches, has never shown the slightest weakness or defect.

The efficiency of this motor is about 94 per cent, with a power
factor of about 89 per cent, at full load. The dynamo is de-
signed for a full load current of 650 amps, and a voltage which
can be varied from o volt to 600 volts, by varying the field ex-
citation, according to the so-called "Leonard"
method. There is a small motor-generator
set, of about 6-kw rating, on the locomotive,
which normally serves for the excitation of
the fields of the large generator, and also of
the two axle-driving motors (which are d .c.
of about 200-hp rating each).

The large motor-generator set, consisting
of the single-phase motor and the large d. c.
generator, is kept constantly running, as al-
ready stated ; but should it stop or "get out of
step" for any reason (even for a moment),
the small generator set can be used to bring
it up to speed again, or even to start it from
rest. For this purpose, if the exciter set itself
is also stopped, the generator end of this small
set is operated as an a. c. series motor, being
then supplied with current from a special
"tap" of the secondary of a small transformer
carried on the locomotive. When it attains
the synchronous speed, the a. c. end is con-
nected to the transformer terminals and the motor can then
drive the d. c. generator. The current from the d. c. end is
sent into the d. c. end of the large set, which then operates as a
motor. When synchronous speed has been attained in the
large motor-generator set, the stator of the large motor is con-
nected with the contact line. It takes about two minutes from
the time the small motor is started until the large d. c. generator
is ready to furnish current for the two axle-driving motors.

In spite of the fact that this system involves the transforma-
tion of a. c. into d. c. electric power, its efficiency will compare
well with that of any other system, either d. c. or a. c, espe-
cially in a case where the number of stops is relatively fre-

what is needed to overcome the resistance of the motor arma-
tures and to send the required torque-producing current through
them. The writer tried the experiment of blocking the wheels
of one of the cars attached to the electric locomotive, in order
to "stall" the locomotive and allow the maximum draw-bar pull
to be developed. Although the current sent into the d. c. mo-

VIEWS OF COMMUTATOR AND PINION ENDS OF 2O0-HP INTER- POLE MOTOR

quent. The reason for this is that the losses occurring in the
motor-generator set itself are compensated by the greater effi-
ciency of the method of speed control made possible with the
equipment. While the electric power is taken from the con-
tact line at constant potential, it is made available for the mo-
tor (after being converted into d. c. power) at variable poten-
tial, without the intervention of resistance in the armature cir-
cuits of the axle-driving motors. When starting, for instance,
even though the torque required is very great, the power taken
from the line, instead of being a maximum, is very low, being,
in fact, nearly or practically a minimum. The electromotive
force of the large d. c. generator is then very low, being only

SINGLE-PHASE LOCOMOTIVE WITH HUBERT CONTACTOR NOW IN SERVICE
ON THE SEEBACH-WETTINGEN LINE, SWITZERLAND

tors from the d. c. generators was over 600 amps., the electro-
motive force of this generator was still so low that its value
could scarcely be read on the voltmeter, and the a. c. motor took
so little current from the contact line that the a. c. ammeter
scarcely moved, the current being apparently not over, more
probably under, 5 amps. When starting and running under
normal conditions, the speed is increased and regulated by
raising and regulating the electromotive force of the d. c. gen-
erator, this being done by simply varying the shunt-field resist-
ance of the d. c. generator. Hence, as there is a large number
of "steps" in the shunt-field rheostat, it follows that there are
more "graduations" of speed than when armature rheostatic

control is used. The smooth-
ness of the acceleration, the
absence of jerks when start-
ing, or when the speed is
changed, are one of the
striking features of the op-
eration of this electric loco-
motive.

The extra weight of
the motor-generator outfit
(about 10 metric tons) is
not of so much consequence
as might be thought, since,
it is well known, there is
required, in a locomotive, a
certain minimum weight
over the "drivers" in order
that the "adhesion" may
be sufficient to prevent "slipping" when the maximum
draw-bar pull is exerted. In this case this weight would
have had to he provided in some other way, if the motor-
generator outfit had been eliminated. The most o])jectionabIe
feature of this outfit is, in reality, the necessity of keeping it
constantly running while the locomotive is in use, and the pos-
sibility of its falling out of step and coming to a stop whenever
the current supply from the contact line is interrupted, even for
a very short time.

The second electric locomotive, also of 400-hp rating, to be
tried by the Oerlikon Company on the Seebach-Wettingen line,
will Ijc e(|uippc(l with two single-phase a. c. motors, each of

652

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

200-hp rating. As steps preliminary to the design and con-
struction of this motor, railway motors of smaller size were
first developed and carefully tested. Some very interesting
tests were made last fall with one of these motors of 35-hp
rating. This motor, which is now on the market, presents
peculiarities of design which entitle it to the distinction of
being literally an "all around" railway motor. It is 6-poled,
designed for a maximum speed of 1000 r. p. m., and weighs
about 1000 kg (2204 lbs.) without gearing. The field magnet
("stator") has two sets of winding coils mounted on different
polar projections. One of these windings corresponds to the
usual series winding serving for excitation, and the other
winding serves for "compensation." There is no resistance in
the commutator connections. The air gap is i mm. This motor
is designed for use, and it was tested, in four different ways,
namely: First, as a plain d. c. series motor, being then run
with 200 volts potential difference at its terminals ; second, as
a simple a. c. series motor, with a current of 200 volts, the fre-
quency being varied between i period and 25 periods per sec-
ond; third, as a simple repulsion motor, with a current of 230
volts, of frequency ranging between 40 periods and 50 periods
per second ; fourth, as a compensated series motor of the
"Latour" type, having both "excitation" brushes and "short-
circuit" brushes. Each particular test included a four-hour
run, during which the performance of the motor was carefully
studied. The conditions were maintained as nearly as possible
alike for all the tests, the standard for the comparison of re-
sults and of operation (especially in regard to sparking, heat-
ing, etc.) being a first-class d. c. motor of the same rating. The

results obtained were
found to .compare
favorably with the
"standard" in every
case. The maximum
rise of temperature
in either field or
armature winding did
not exceed 45 degs. C.
in any case. The ef-
ficiencv of the d. c.
motor was about 3 per
cent higher, however.
The power factor was
found to be about 3
per cent higher when
the motor was run as
an a. c. "series" than
when run as a "re-
pulsion" motor. Between 800 r. p. m. and 1000 r. p. m., the
commutation was about the same for all four cases. Be-
low 500 r. p. m. and above 1000 r. p. m.. the series arrange-
ment, both a. c. and d. c, was also satisfactory, while
with the repulsion and the compensation forms of motor,
special devices had to be resorted to in order to reduce the
short-circuit potential difference at the commutator. This mo-
tor is suitable for use on d. c. lines, or on a. c. single-phase
lines of low frequency (under 25 periods per second) when
arranged and used as a plain series motor; and it is also suit-
able for a. c. lines of higher frequency when arranged and used
either as a repulsion motor or as a compensation motor.

The 200-hp motors destined for the second electric locomo-
tive are of the same general type, with certain modifications,
being designed more for specific than for general or varied con-
ditions of operation. These motors are intended more especially
to be used as a. c. series motors with a current of 15,000 volts,
having a frequency of 15 periods per second. Each motor
weighs 3000 kg (6612 lbs.). The motor is designed for maxi-
mum speeds ranging between 650 r. p. m. and 1000 r. p. m. In
this case the gear ratio will be i to 3.1. The maximum loco-

FIELD OF 200-HP INTER-POLE MOTOR

motive speed will be about 50 km (30 miles) per hour. The
motor is 8-poled, with "inter-poles" for the compensation wind-
ing. The exact arrangement of the field magnet and windings,
and the special means employed for improving the commutation
of this motor have not yet been made public by the Oerlikon
Company.

Although this motor was not designed for d. c. work, it was,
nevertheless, also tested as a d. c. motor, and found to give
satisfactory results in every respect. When supplied with a. c,
the motor develops its rated horse-power at 650 r. p. m. with
260 volts and 600 amps. The commutation is good at all speeds
up to HOC r. p. m., with frequencies ranging between 15 periods
and 22 periods per second and a torque equal to a draw-bar
pull of 300 kg (661 lbs.) per motor. There is not the least
sparking or efficiency loss noticeable due to the short-circuit
voltage at the brushes, which for a torque equal to a draw-bar
pull of 200 kg (441 lbs.) is about 2 volts. The carbon brushes
are 10 mm (.39 ins.) thick. The results of the tests with a. c.
are shown in Figs. 2 and 3. The power factor is 94 per cent
at 650 r. p. m. and 97 per cent at 1000 r. p. m. for all loads when
the frequency is 15 periods per second, and it is 87 per cent and
93 per cent, respectively, with a frequency of 25 periods per
second. The increase of the torque to an equivalent draw-bar
pull of 350 kg (770 lbs.) involves an increase of the magnetic
field and of the short-circuit voltage at the brushes amounting
to about 12 per cent.

Experiments are also projected by the Oerlikon Company
with an a. c. motor of the same rating, suitable for a. c. of
higher frequency. This motor will have outwardly the same
appearance as the motor just described. The armature will be
exactly the same, the field winding being arranged and propor-
tioned somewhat differently, so as to adapt the motor for use
either as a repulsion motor or as a "compensated" motor, to be
supplied with a. c. of 40 periods to 50 periods per second.

It is seen from these details that the Oerlikon Company
has studied, considered, and intends to test, the possibilities of
all forms and methods of a. c. single-phase electric traction
which hold forth any promise. The motor equipments which
have been mentioned will, without doubt, enable the engineers
of the company to make comprehensive tests over the whole
range or scale of frequencies with all the types and modifica-
tions of single-phase railway motors now attracting attention.
The company deserves much credit and commendation for its
enterprise in adopting the expensive but very comprehensive
and far-reaching electric plan of "proving all things" in its
search after the "best" thing. It deserves, and let us hope it
will attain, complete success.

♦♦♦

One of the most remarkable plans ever suggested by Henry E.
Huntington for beautifying the roadbeds of the many lines he
owns running out of Los Angeles into various parts of Sotfth-
ern California has proved a dismal failure. About a year ago
he had conceived the idea of lining the roads with golden poppy.
Accordingly, last fall, he had sown 600 lbs. of choice German
poppy seed, but it cannot now be ascertained that a single seed
of this enormous sowing has ever sprouted. To be terse, not a
poppy has "popped," and the flower-bedecked roadway still is
only a golden dream. The heavy rains of the winter have made
the wild flowers of the fields one glad song of color.

J. O. Wilson, general passenger agent of the Cleveland &
Southwestern Traction Company, has organized the Cleveland
& Southwestern Trolley League and has been elected president
of the organization. The league will support baseball teams in
Medina, North Amherst, Elyria, Norwalk, Lorain, Wellington,
Wooster and two in Cleveland. Regular scheduled games will
be played from May 15 to Sept. 15. The circuit has been a suc-
cess during the past two years, and it is better organized than
ever this season.

April 8, 1905.]

STREET RAILWAY JOURNAL.

653

ACCIDENT RECORDS AND DISBURSEMENTS AT MILWAUKEE

As many of the readers of this paper know, the Milwaukee
Electric Railway & Light Company has given especial attention
to the conduct of its accident claim department. For a number
of years the policy of the company has been to ascertain first
whether or not the company is liable for each particular acci-
dent, and if this is the case to make every effort to settle the
claim out of court, if it can be done upon anything approaching

In some respects this record is assisted by the State laws of
Wisconsin, which hold that a motornian is not obliged to exer-
cise the highest degree of skill and prudence; it is sufficient if
he exercises the care of a person of average prudence under
the same or similar circumstances. In an article which was
published on page 903 of the issue of this paper for June 20,
1903, two Wisconsin cases were quoted to illustrate the degree
of care required by the railway company in the operation of its
cars, and there is no doubt that these reasonable laws have had

Table I. — Report of Claim Department 1904.

A

B

C

D

E

F

G

H

I

J

K

L

M

N

0

P

U

V

Y

Total

Settled

Expenditures

January

74

19

7

0

22

8

56

8

i8

31

28

15

3

0

I

4

4

0

0

298

62

7,597-05

February

93

16

8

0

27

8

82

6

16

21

31

II

10

2

I

2

5

0

0

339

58

2,297.75

March

82

12

8

0

28

21

II

21

16

20

58

8

4

I

I

3

2

I

I

388

79

3.309.99

April

77

13

7

4

30

16

"3

13

9

7

37

5

2

7

5

7

4

I

S

362

81

6,195 .02

May

63

19

18

ID

22

6

159

6

9

17

49

II

3

I

5

3

II

1

14

427

8S

2,644.37

June

59

20

12

8

17

17

121

8

12

12

39

6

2

3

5

4

II

0

5

361

68

4.145-88

July

78

II

17

8

25

22

167

10

24

20

39

8

6

0

7

5

9

I

7

464

100

1.654.55

August

72

12

5

7

30

29

143

3

15

15

40

7

2

2

8

3

8

0

10

411

103

5.876.14

September

63

16

II

4

18

16

169

14

8

21

42

8

9

2

4

3

2

0

7

417

82

1.969.53

October

99

II

10

4

17

17

155

1 1

19

25

35

6

6

4

5

7

II

2

9

453

103

2,978.67

November

76

1 1

re

1

15

1 1

152

II

12

20

32

10

6

I

2

6

8

I

3

374

9S

11,337.63

December

87

II

9

I

26

7

93

16

18

12

55

10

6

4

4

6

0

0

367

76

8,936.89

Total

923

171

118

47

277

178

1511

127

166

221

485

105

59

25 48

SI

81

7

61

4661

992

58,943-47

Suits pending December 31, 1903 70

Suits instituted 51

130

Suits tried, judgment for plaintiff o

Suits tried, judgment for defendant 13

13

Suits discontinued by plaintiff o

Suits settled out of court, included in statement above 33

Suits dismissed for want of prosecution 3

Suits apparently abandoned t6

— ll.

Suits pending December 31, 1904 65

Attorneys' salaries and fees

Briefs and transcripts

Court fees and expenses

Witness fees and e.xpenses

Claim department salaries

Incidentals, office expenses, etc

Physicians' salaries and fees

Hospital expenses and medicines

Total Expenditures Ddring Year 1904

Note. — Twenty-six fatal accidents during year 1904, of which seven were settled at a total cost of.

7,775 -oo
423-73
120.76
707.19

84,330.52

A. — Collision with Vehicles.

B. — Collision with Persons.

C. — Collision with Animals.

D. — Collision with Bicycles.

E. — Collision with Cars.

F. — Cars Leaving Track.

G. — Alighting or Boarding Car.

KEY TO CLASS RECORD
H. — Fell in, on or oiT Car.

1. — Disturbance on Car.

J. — Car Equipment Burn-outs.
K. — Miscellaneous.

L. — Employees Injured When on Duty.
M.— Power Plant.

N.— Lighting.
U.— Way.
P. — Shops.

U. — L'tility Equipment.

V. — Gravel Pit, Crusher, Stable, etc.

Y. — Construction, Reconstruction, etc.

CLAIM DEPARTMENT.
Table III. — Comparison Year 1902, 1903, 1904

Old Claims Settled

Current Year

Total.

Year

Gross Earnings

Expended

Cases

Per Case

Per Cent
Earnings

Expended

Cases

Per Case

Per Cent
Earnings

Expended

Cases

Per Case

Per Cent
Earnings

III

3,092,083.28
3.453.378.59
3,680,649.62

13,064 .02
52,360.91
24.447.49

51
85
67

251 .16
616.01
364.89

■42
1. 5 1
.66

38. 783. ,30
50,308.34
59,883 .03

623
789
92s

62.25
63.76
64.74

1.25
1 .46
1.63

51,847.32
102,669.25
84,330.52

674
874
992

76.90
117.47
85.01

1.67
2.97
2 .29

a reasonable basis. The result is that the company has com-
paratively few cases in the courts, and when it is obliged to go
into court it does so with a very fair certainty of winning its
case. That this policy has been a satisfactory one is shown by
the remarkable record of suits tried, as reproduced in Table I.
herewith. This table shows that during the year ending Dec.
31, 1904, only thirteen suits reached a point in the court where
judgment was rendered, and that all of these suits were decided
in favor of the company. This record is probably not equaled
by any other company in the country, and is certainly remark-
able when the size of the Milwaukee system is considered. The
table also shows that only sixty-five suits were pending on Dec.
31, 1904, a reduction of fourteen over those of the previous
year.

a tendency to make the public more careful while crossing the
streets.

A classification of accidents by months is shown in Table II.
As will be seen, the principal cause for accidents has been in
alighting and boarding cars, and the next most prevalent cause
has been collisions with vehicles. In fact, these two causes ac-
count for over 52 per cent of the accidents. The amount paid
out for these two classes of accidents was slightly in excess of
their numerical proportion — that is, it was about 55 per cent.

Table III. gives a comparison for the last three years of the
amount of old claims settled and those settled during the cur-
rent year, and illustrates very clearly the point already men-
tioned, viz., the policy of the company in taking up and settling-
claims as promptly as possible. It also shows that the cost of

1

654

taking care of the injuries and damages during 1904 was only
2.9 per cent of the gross receipts.

Table IV. is another interesting statement, and shows how
the accounts are kept in the different departments by months
and by years. It is the policy of the company to charge off 4
per cent of the gross receipts of its railway department monthly

STREET RAILWAY JOURNAL. [Vol. XXV. No. 14.

SCHEDULE IMPROVEMENTS CONTEMPLATED IN CLEVELAND

In line with its plan of building subways in the downtown
district, the officials of the Cleveland Electric Railway believe
that the schedules on all lines could be greatly improved by
having cars stop only at certain street crossings instead of at

Table II. — AccroENTS Reported and Expenditures During Year 1904.

Accidents Doring Year 1904.

Collision with vehicles

Collision with persons

Collision with animals

CoUision with bicycles

Colhsion with cars

Cars leaving track

Alighting or boarding car

Fell in, on or off car

Disturbance on car

Car equipment burn-outs

Miscellaneous

Employees injured when on duty. .

Power plant

Lighting

Way

Shops

Utility equipment

Gravel pit, crusher, stable, etc. . . .
Construction; Reconstruction; etc.

Total

Claim department salaries

Incidentals, office e.xpenses, etc..

Attorneys' salaries and fees

Physicians' salaries and fees

Hospital expenses and medicines.

Court fees and expenses

Witness fees and expenses

Briefs and transcripts

Total claim department expenses
Total disbursements

Distribution:

Operation

Utility, gravel pit, crusher, etc.

Class
Total

Disbursements Year 1904 for Accidents Occurring in the Years Specified.

Total

1897

1898 1 1899

1900

1901

1902

1903

1904

923
171
118
47
277
178
1,5"
127
166
221
485
105
59
25
48
51
81
7
61

2,575.00

500 .00

100 .00
1,242.95

367.40
295.00

12,275.48
1 ,829.20

15,817.88
3.367-15

15.00
650 .00
1 50 .00
3,565.00
1 50 .00

37.00
2,902.00
712.25
10,882 .20
1 ,499.00
655.00
2,813.34
844.95
94.26
47.50
•456.35

1 52 .00
3,552.00
1,087.25
j 16,959.70
1 1,649.00
j 2,655.00
7.159.34
1 1,166.80
132 .26
73.75
2,156.3s
34.80
134.63
3,074.20
5.69
d 134.33

1

225 .00

262 .50

600 .00

1,650.00

2 ,000 .00

4,346 .00
268.00
1 .00
26.25
1 ,700 .00
( 34 .80
134-63
1,567.20

53.85
37.00

875 .00

632.00
5.69

d 134.33

4,661

d 134.33

262 .50

3.175.00

725.00

5,958.80

13,100 .85

35.855.65

58,943.47

7,485.00
2,897.74
7.585-00
4.453 -oo
999.76
47-41
336-42
223-05

7,485.00
3.134.91
7.775.00
4,592 .00
1,148.46
120.76
707.19
423.73

10

31.45
30.00
10.00

112 .15

93-47
160 .00
119.00
148.70
d 10.74
74.50
11-75

10.00

d 43 27
26.26
28.55

d 9.05
75.63
97.28

136.41
168.49
58.10

89
S .00

25.00

S.89

25.00

21.64

235.31

475.15

596.68

24,027.38

25. 387 .05

d 134.33

5.89

287.50

3,196.64

960.31

6,433-95

13.697-53

59,883.03

84,330.52

d 134.33

5.89

287.50

3,196.64

960.31

5.483-33
950 .62

12,154.67
1,542.86

59,092.57
790.46

81,046.58
3.283.94

134.33

5.89

287.50

3,196.64

960.31

6,433-95

13.697.53

59,883.03

84,330.53

d — credit.

to the credit of injuries and damages, and of the lighting ac-
count y2 per cent of the gross monthly receipts. For the other
branches of the construction work the company carries a cer-
tain percentage, depending upon the amount of work done, so
that there will be no doubt as to the actual cost of construction
work. This practice accounts for the credit claims shown in

all street crossings as at present. In portions of the city where
streets are close together, this is a great hardship on motormen,
and it makes slow traffic. Geiieral Manager Stanley has sub-
mitted to the City Council changes proposed for two of the
most important lines and will request permission to make a
trial of the plan. On the Euclid Avenue line he proposes to

T.ABLE I\'. — St.-^TEMENT OF INJURIES AND DAMAGES, RESERVE .ACCOUNTS, DECEMBER 3IST, I904.

Current Month

I

Year to Date

Balance

Credited

Charged

Increase or Decrease

Credited

Charged

Increase or Decrease

Railway

Lighting

Utihty equipment

Gravel pit

10,763.65
350.39
200.80
21.67
1. 71
28.82

11,367.04

10,455.88
504.10
3-50

307.77
d 153.71
197-30
21-67
1-71
28.82
d 5.69
397.87

123.305.09
2,990.12
4.921.41
1,499.58
III .65
348.45
362 .10
133.538.40
8,050-00

78,597.75
2,448.83
3.278.25

44.707-34
541-29
1,643.16
1,499.58
111.65
348.4s
356.41
49,207 .88
6,804.17

164,224.66
14,666.79
(/ 5,193.21
2,220.86
213.78
1 ,061 .1 1
613.S6
177,807.85
13,700.23

Crusher

Stable

Cast welding

Reserve fund interest

5-69
10,969.17

5-69
84,330.52
1.245-83

11,367.04

10,969.17

397.87

141,588.40

85.576.35

56,012 .05

191,508 .08

d = credit.

Table IV. As will be seen, the balance credited for the year to
date was $49,207.88, which with the interest on the previous re-
serve fund made a total credit to the fund for the year of $56,-
012.05, O'' ^ total fund at the end of the year of $191,508.08.
To the credit of the fund the company has now invested $200,-
000 par value of 5 per cent bonds of the Milwaukee Light, Heat
& Traction Company, having a market value of 105 per cent.

Statistics similar to the above, but for the year 1902, were
published in the article in June 20, 1903, already mentioned.

eliminate aljout sixteen stopping points, and on the Broadway
line about twenty-five. Mr. Stanley desires particularly to
eliminate the practice of making two stops at streets where
lines intersect. The law requires that cars stop on the second
crossing of all streets, and it also requires that cars make emer-
gency stops at the first crossings of streets where there are in-
tersecting lines. People frequently get on and off at the first
stop, while others go to the second crossing, making many an-
noying delays. The city officials have agreed to co-operate in
the matter.

*^

H. S. Kneedler, advertising and industrial agent of the Pa-
cific Electric Railway Company, has issued a pretty pictorial
pamphlet for the benefit of tourists who desire to visit places
out of Los Angeles, along the beaches and in the mountains.

Work has been commenced on the construction of a municipal
tramway and electric lighting system in Freemantle, Western
Australia. The engineer in charge is F. A. McCarty, of Noyes
Brothers, of Melbourne.

April 8, 1905.]

STREET RAILWAY JOURNAL.

655

THE CENSUS REPORT ON STREET RAILWAYS— III.

Chapter VL of the new census report on street railways is
devoted to employees, salaries and wages, and statistics are
given for 797 of the 817 operating companies, 20 companies
failing to render reports. In accordance with the practice
adopted hy the Bureau of the Census for the investigation of

classes, which are approximately equal in number and in wages
received, together constitute about three-fifths of the total
number of wage-earners, and their aggregate wages are equal
to more than one-third of the operating expenses of street rail-
way companies. Road and track men and mechanics are the
next most important classes of employees.

For all classes of railways combined — that is, those with and

TABLE SHOWING EMPLOYEES, SALARIES AND WAGES OF FULL-TIME ELECTRIC SURFACE RAILWAY COMPANIES, WITHOUT

COMMERCIAL LIGHTING, CLASSIFIED ACCORDING TO POPULATION: 1902*

Urban Centers, Population

Interurban Railways

500,000 and
over.

100,000 but
under 500,000.

25,000 but
under 100,000.

Under 25,000.

Fast, long.

Other.

47

37

66

165

40

199

2,259
0.483
0.522
0.107
$2,390,778

1,026
0.318
0.469
0.114
$1,293,521

457
0.219
0.555
0.1.50

$5.37,295

438
0.335
1.141
0.351
$340,658

356
0.165
0.985
0.4.32
$371,944

1,081
0.217
0.830
0.216
$1,010,730

53,957
11,527
12,461
2,566
$34,094,449
$7,284
$7,874
$1,621

24,649
7,642
11,200
2,747
$15,325,583
$4,751
$7,001
$1,708

8,709
4,167
10,577
2,852
$5,256,287
$2,515
$6,384
$1,721

4,008
3,062
10,445
3,210
$2,163,300
$1,653
$5,637
$1,733

4,329
2,002
11,980
5,249
$2,432,536
$1,125
$6,732
$2,949

15,392
3,096
11,819
3,082
$8,632,391
$1,737
$6,628
$1,729

16,765
$10,670,686

7,847
$4,745,919

2,821
$1,697,605

1,165
$619,268

998
.$552,534

4,626
$2,695,423

16,338
$10,509,465

8,060
$4,903,873

2,959
$1,790,580

1,421

$764,662-

1,049
$583,345

4,631
$2,736,792

Total.

Number of companies

Salaried otHcials and clerks:

Average number

Per mile of track

Per 100,000 car miles run during the year

Per 100,000 fare passengers carried during the year . .

Salaries i $5,

Wage-earners:

Average number

Per mile of track

Per 100,000 car miles run during the year

Per 100,000 fare passengers carried during the year..
Wages

Per mile of track

Per 100,000 car miles run during the year

Per 100,000 fare passengers carried during the year. .
Conductors:

Average number

Wages

Motormen :

Average number I

Wages $21

554

5,617
0.305
0.598
0.140
950,926

111,044
6,022
11,826
2,768
',904,546
$3,683
$7,232
$1,692

34,222
),981,435

34,458
,288,717

*Exclusive of reports for 18 companies wliich failed to furnish this information.

manufacturers, the average number of employees stated in the
accompanying tables is computed, not on the basis of the actual
time the street railways were in operation, but on the assump-
tion of continuous operation for all companies throughout the
year. Thus a company operating six months and employing
thirty men during that time is credited with fifteen men em-
ployed for twelve months. The aim is to show the equivalent
of the actual work done during the census year, or, in other
words, the number of employees which would be necessary to
perform that work if all of them worked the full year.

The average time of operation of the fifty-seven companies

without commercial lighting, steam, animal, cable and electric
— the number of salaried employees was 0.322 per mile of track,
0.631 per 100,000 car-miles run during the year, and 0.151 per
100,000 fare passengers carried during the year. The number
of wage-earners was 6.031 per mile of track, 11.830 per 100,000
car-miles, and 2.829 per 100,000 fare passengers. These figures
exceed slightly the averages for the purely full-time electric
surface railways without commercial lighting, whose detailed
statistics are given herewith. The annual wages paid by all
companies were $3,645 per mile of single track, $7,150 per
100,000 car-miles, and $1,710 per 100,000 fare passengers. As

TABLE SHOWING WAGE-EARNERS AND SALARIED EMPLOYEES OF SURFACE RAILWAYS, IN THE TEN LARGEST CITIES: 1902

City.

Number of
miles of
track.

Total car
mileage

Number of
fare passen-
gers.

S.4LARIED OfFICI.-\LS AND CleRKS.

Wage-earners.

Number.

Per mile
of track.

Per
100,000
car miles
per year.

Per
100,000
fare pas-
sengers,
per year.

Number.

Per mile
of track.

Per
100,000
car miles,
per year.

Per
100,000

fare pas-
sengers.

per year.

New York, N. Y

1,103.45

136,179,817

718,278,032

614

0.556

0.451

0.085

20,627

18.693

15.147

2.872

Chicago, 111.*

886.86

74,011,090

305,905,617

283

0.319

0..382

0.093

7,426

8.373

10.034

2.428

Philadelphia, Pa

517.53

61,521,375

331,304,685

258

0.499

0.419

0.078

6,980

13.487

11.. 346

2.107

St. Louis, Mo

360.89

29,602,974

122,063,877

1.38

0.382

0 . 466

0.113

2,438

6.756

8.236

1.997

406.13

45,999,999

222,484,811

450

1.108

0.97S

0.202

6,769

16.667

14.715

3.042

Baltimore, Md

365.12

23,876,837

96,763,878

1.39

0.381

0.582

0.144

2,762

7.565

11.568

2.854

Cleveland, Ohio

237.04

18,768,515

81,370,202

95

0.401

0.506

0.117

2,104

8.876

11.210

2.586

Buffalo, N. Y

320.48

17,486,012

74,136,881

105

0.328

0.600

0.142

2,259

7.049

12.919

3 . 047

San Francisco, Cal

276.50

20,620,581

117,357,877

102

0.369

0.495

0.087

2,957

10.694

14.. 340

2.520

Pittsburg-Alleghany, Pa

410.01

33,067,964

161,436,822

155

0.378

0.469

0.096

4,016

9.795

12.145

2.488

* One company failed to furnish this information.

which operated less than the full year was about six and two-
thirds months. The number of employees of such companies,
as calculated according to the method described was only 2066,
so that it was only a small fraction of the total.

The average number of salaried officials and clerks employed
by the street railways of the United States in 1902 was 7128,
and the average number of wage-earners of all classes, 133,641,
a total of 140,769 employees. The salaries paid amounted to
$7,439,716, and the wages to $80,770,449, a total of $88,210,165
for salaries and wages. The wages alone, exclusive of salaries,
were 56.8 per cent of the total operating expenses of the street
railway companies. By far the most important groups of em-
ployees are, of course, conductors and motormen. These two

might be exi)ected, the companies furnishing commercial light-
ing, part of whose employees are engaged in the lighting
branch of the business, show relatively more salaried em-
ployees, wage-earners and wages, in proportion to the car mile-
age and passengers, than companies without commercial light-
ing. In accordance with the practice adopted in this series of
abstracts, only the statistics for full-time electric railway com-
panies are reproduced, classified according to population.

In explanation of the fact that the number of employees per
100,000 car-miles is greater in large cities than in smaller
towns, it may be said that certain classes of men, such as start-
ers, switchmen, transfermen at junction points, and the like
are not required in the smaller towns. In some small towns

656

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

a single person serves both as conductor and motorman.

On the other hand, the density of traffic per car-mile in-
creases, broadly speaking, with population, and we find accord-
ingly that the ratio of the number of employees to the number
of fare passengers carried during the year decreases with in-
creasing population.

The next table shows the number of salaried employees and
the number of wage-earners on the surface railways, including
electric, animal and cable lines,* in the ten largest cities of the
United States, together with the relation between these num-
bers and the traffic. It should be noted that, in some cases, the
area and population of the cities as covered by this table do not
correspond exactly with the area and population of the "urban
centers," of which these cities are the chief part.

CLASSIFIED WAGES FOR ALL ELECTRIC SURFACE RAILWAYS
The next table shows for all wage-earners on electric sur-
face railways, and for the leading classes separately, the num-

foremen ; inspectors; starters; watchmen; switchmen; hostlers,
stablemen, etc. ; linemen ; dynamo and switchboard men ; elec-
tricians and lamp trimmers.

The highest wages were found in Montana, where the median
for all classes of wage-earners on electric surface railways
was $3.50 to $3.54. The only other States in which the median
for all wage-earners combined exceeded $2.10 per day are Cali-
fornia, Colorado, Oregon and Rhode Island. In eleven of the
States named in the table the median group for all employees
was $2 to $2.04, and these States include several of the most
important. The median for all wage-earners was below $1.50
in Alabama, Arkansas, Georgia, North Carolina and Ten-
nessee.

The median rate of wages for conductors, which corre-
sponded closely with that for motormen, was $2 to $2.04 in
several of the leading States. Only in California, Colorado,
Illinois, Michigan, Montana, Oregon and Rhode Island was the
median above this figure. In five Southern States the median

TABLE SHOWING DISTRIBUTION OF WAGE-EARNERS OF ALL ELECTRIC SURFACE RAILWAY COMPANIES ACCORDING TO

DAILY WAGES RECEIVED: 1902'

(Each cumulative percentage shows the proportion of the total number receiving a wage as great as, or greater than, the lowest rate of the given wage group.)

All Classes.

Conductors.

Motormen.

Road and Track Men.

Rate per Day (Dollars).

Percentage.

Percentage.

Percentage.

Percentage.

Number.

Of total.

Cumula-
tive.

Number.

Of total.

Cumula-
tive.

Number.

Of total.

Cumula-
tive.

Number.

Of total.

Cumula-
tive.

656

0.7

100.0

50

0.2

100.0

23

0.1

100.0

473

4.7

100.0

2,719

2.9

99.3

899

2.8

99.8

884

2.7

99.9

477

4.8

95.3

4,468
1.5,4.31

4.7

96.4

1,046

3.3

97.0

1,123

3.5

97.2

1,368

13.8

90.5

16.3

91.7

3,983

12.5

93.7

3,374

10.4

93.7

4,505

45.4

76.7

15,213

16.0

75.4

5,426

17.0

81.2

5,481

16.9

83.3

1,280

12.9

31.3

39,663

41.8

59.4

17,059

53.5

64.2

16,665

51.4

66.4

1,229

12.4

18.4

10,421

11.0

17.6

3,124

9.8

10.7

4,325

13.4

15.0

384

3.9

6.0

3,262

3.4

6.6

192

0.6

0.9

291

0.9

1.6

162

1.6

2.1

1,045

1.1

3.2

17

0.1

0.3

7

(*)

0.7

8

0.1

0.5

1,996

2. 1

2.1

73

0.2

0.2

239

0,7

0.7

40

0.4

0.4

94,874

100.0

31,869

100.0

32,412

100.0

9,926

100.0

Engineers.

Firemen.

Mechanics.

All Other Classes.

Rate per Day (Dollars).

Percentage.

Percentage.

Percentage.

Percentage.

Number.

Of total.

Cumula-
tive.

Number.

Of total.

Cumula-
tive.

Number.

Of total.

Cumula-
tive.

Number.

Of total.

Cumula "
tive.

3

0.2

100.0

16

0.7

100.0

21

0.3

100.0

70

0.7

100.0

5

0.3

99.8

76

3.2

99.3

83

1.2

99.7

295

2.9

99.3

1.25 to 1.49

39

2.5

99.5

135

5.8

96.1

195

2.9

98.5

562

5.6

96.4

104

6.8

97.0

469

20.0

90.3

896

13.3

95.6

2,100

20.9

90.8

89

6.8

90.2

637

27.2

70.3

1,062

15.7

82.3

1,223

12.2

69.9

2.00 to 2.24

295

19.2

84,4

770

32.8

43.1

1,707

25.3

66.6

1,953

19.5

57.7

2.25 to 2.49

187

12.2

65.2

171

7.3

10.3

1,017

15.1

41.3

1,213

12,1

38.2

2.50 to 2.74

274

17.9

53.0

48

2.1

3.0

936

13.9

26.2

1,359
470

13.5

26.1

2.75 to 2.99

115

7.5

35.1

1

(* )

0.9

427

6.3

12.3

4.7

12.6

423

27.6

27.6

21

0.9

0.9

409

6.0

6.0

791

7.9

7.9

1,534

100.0

2,344

100.0

6,753

100,0

10,036

100.0

*Less than one-tenth of 1 per cent.

her receiving stated rates of daily wages within 25-cent limits.
It shows also the percentage which the number falling within
each wage group bears to the total number of wage-earners
of the class, together with cumulative percentages.

The statistics of classified wage-earners presented in this
table are confined to electric surface railways (including those
with and without commercial lighting), because the occupa-
tions for other classes of railways differ so much in character
as to render comparison misleading. Even of the electric sur-
face railway companies, fifty-four failed to report in full re-
garding classified wages of their employees and have been
omitted from the classified figures. The most important of the
omissions are the Chicago City Railway Company, the United
Railways & Electric Company of Baltimore, the Boston Ele-
vated Railway Company, the St. Louis Transit Company, the
Cleveland Electric Railway Company, the Columbus Railway
Company and the Union Railroad Company of Providence.

In the above table the heading "all other classes" includes

* The Brooklyn and Boston companies which operate elevated as well as
surface tracks are included in the table.

for conductors was below $1.50 per day. For road and track
men several States have a median of $1.50 to $1.54. Of the
States in which the wages of road and track men were compar-
atively high, the most important are California, Colorado, Mas-
sachusetts, Minnesota, Montana, New York, Oregon, Utah,
Washington and Wisconsin. The median for this class of
wage-earners was less than $1 per day in four Southern States,
where negro labor is largely employed.

INTERURBAN RAILWAYS
Chapter VII. is devoted to "Interurban Railways; Their Eco-
nomic, Financial and Social Features." In the introduction,
the compilers refer to the difficulty already mentioned of classi-
fying roads into urban and interurban, as many possess both
kinds of line, and make no distinction in their returns between
the two. As previously stated, the general rule followed in
this respect has been to consider as interurban any railway
which has more than one-half of its trackage outside the limits
of incorporated municipalities ; and to consider as a "fast, long"
interurban any railway more than 15 miles in length, which

April 8, 1905.]

STREET RAILWAY JOURNAL.

657

has two-thirds or more of its trackage outside the limits of
municipalities and which operates cars at a maximum speed of
20 miles or more per hour. On the basis of these rules, various
companies have been classed as interurban the urban traffic of
which might perhaps be found, if the information were at hand,
to exceed somewhat their interurban traffic. The railways
classed as "other" ' interurban railways are, however, much
more heterogeneous in character than the "fast, long" inter-
urbans, though even among the latter there are several which
have a considerable amount of strictly urban traffic. For ex-
ample, on account of its extensive urban traffic, the Detroit
United Railway Company, which operates some of the most
progressive interurban lines, has been classed necessarily with
the miscellaneous group rather than with the group of typical
fast interurban railways.

It would, of course, have been more instructive to have dis-
tinguished more specific classes among interurban railways.
For instance, a distinction might be drawn between interurban
lines proper and suburban lines, between companies which do
a considerable proportion of their business within the limits of
cities and those which do only a small proportion within such
limits, and between lines which depend largely upon seasonal
traffic and those which have traffic fairly well distributed
throughout the year. The different railways grade into one
another so imperceptibly in these respects, however, that, in
the absence of more detailed information regarding the nature
of the business of each company, such classification has been
deemed impracticable, and it has been found necessary to group
together all interurban railways except those of the special
class of fast, long lines above defined.

The report then describes in a general way the different
phases of development of interurban lines in different sections
of the country, and presents certain maps from the Street
Railway Journal of the lines in different States.

TRAFFIC AND EARNINGS OF INTERURBAN RAILWAYS
Under this title the table on the next page is given of statistics
from fifty-three of the fast, long interurban lines that reported
financial data. The companies with commercial lighting and
those in operation only part of the census year are distin-
guished from the other companies. It should be noted that two
or three companies of the larger group did not have all of their
trackage in operation during the whole of the census year, but
inasmuch as the companies themselves were in operation during
the entire year, they have been included in the group of full-
time lines. The table shows, per mile of track, the total oper-
ating earnings, earnings from strictly railway Inisiness (i. e.,
from passengers, chartered cars, freight, mail and express),
passenger eafnings, and combined freight, mail and express
earnings, all of these ratios being based on the total trackage
operated, including that under trackage rights. Earnings from
the sale of current for light and power, or from miscellaneous
sources, do not appear as a separate item, but are equal to the
difference between the first column and the second. The table
presents likewise the total railway earnings per mile run by
cars of all classes and the total passenger earnings per passen-
ger car-mile. It is impracticable to present the statistics of
earnings from freight, mail and express business per mile oper-
ated by cars devoted exclusively to this business, because of the
character of the reports on this point and because of the fre-
quent practice of handling such traffic in passenger cars.
Finally, the table indicates the total amount of operating ex-
penses per car-mile for all classes of cars and the ratio of total
operating expenses to total operating earnings.

Confining attention to full-time companies without commer-
cial lighting plants, the average earnings from all sources per
mile of track for all companies are $3,308, of which $3,032 is
derived from passengers and $185 from freight, mail and ex-
press. Of the forty companies in this class nine earn less than

$2,000 per mile of track. At least six of these, however, did
not have all their trackage in operation throughout the whole
census year. Nine companies earned from $2,000 to $3,000 per
mile of track; eleven, the largest group, from $3,000 to $4,000;
four from $4,000 to $5,000, and seven more than $5,000 per
mile. While some of the companies with high earnings per
mile of track derived a considerable part of their revenue from
passengers carried within the limits of cities, others that earned
$4,000 or more per mile derived much the greater part of their
earnings from strictly interurban business.

Nearly all of the earnings of the first group of railways
shown in the table are from strictly railway business. The five
companies that operate lighting plants, the second group in the
table, have a considerable revenue from that branch of the
business, but their railway earnings proper are larger per mile
of track than those of most of the companies without lighting
plants. Two or three of the five companies do an important
urban as well as interurban business. The earnings per mile
of track of companies operating during only part of the year
vary greatly because of the difference in the length of time that
they were operated.

The freight, mail and express business of the interurban
railways shows such widely differing stages of development
that an average for all companies is not significant. Eight of
the fifty-three companies shown in the table have earnings
from these sources equal to more than one-tenth of their earn-
ings from passengers, and of these eight companies three have
freight, mail and express earnings equal to more than one-third
of their revenue from passengers. All of the four companies
in Michigan operating the entire year do an important freight
and express business, and the same is true of the interurban
lines of the Detroit United Railway Company, which is not
included in the table. Among other companies whose freight
and express business is important may be mentioned the In-
dianapolis & Eastern Railway Company, the Eastern Ohio
Traction Company (Cleveland to Garrettsville, etc.), the Cleve-
land, Painesville & Eastern Railroad Company, the Dayton,
Springfield & Urbana Electric Railway Company, the Toledo
& Western Railway Company (Toledo to Adrian, Mich.), the
Mahoning Valley Railway Company (Youngstown, Ohio, to
Newcastle. Pa.), the Los Angeles Pacific Railroad Company,
the Erie Traction Company (Erie to Cambridge Springs, Pa.),
and the Albany & Hudson Railway & Power Company.

The ratio of earnings to car mileage on interurban railways
is much more nearly uniform than the ratio of earnings to
trackage. Moreover, this figure furnishes a basis for compari-
son of the financial operations of part-time and full-time roads
which the ratio of earnings to trackage did not permit. The
total railway earnings of the three groups of interurban com-
panies in the table are equal to 20.6 cents per car-mile, and the
passenger earnings are equal to 20.3 cents per car-mile. No
great difference appears in these ratios as among the three
groups of companies. Of the fifty-two companies for which
care mileage was reported, six have railway earnings of less
than 15 cents per car-mile, sixteen have earnings of from 15
cents to 20 cents, nineteen from 20 cents to 25 cents, ten from
25 cents to 30 cents, and one more than 40 cents per car-mile.

The operating expenses per car-mile for full-time interurban
railways without commercial lighting average 12.4 cents, and
those for companies operating only part of the year, most of
which do not furnish commercial lighting, 13.7 cents. Some
of the companies report remarkably low ratios of operating
expenses, ten showing less than to cents per car-mile. Only
in'ne of the full-time companies without commercial lighting
have operating expenses exceeding 15 cents per car-mile, and
several of these cases are easily explained by temporary or ex-
ceptional causes. The total operating expenses of companies
which do an extensive lighting business are naturally relatively
high per car-mile.

658

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

RELATION BETWEEN E.ARNINGS AND POrULATION SERVED
While a great deal of interest attaches to this relation, only
rough approximations are possible. The greatest difficulty is
found in determining the extent of the population which is to
be considered as tributary to a given railway. Thus, where a
railway connects a group of small towns with a large city, the

Fi

population of the small towns usually furnishes much more
traffic than that of the city, although the inhabitants of the city
may greatly outnumber those of the smaller towns. The latter
contributes some traffic, but it is obviously improper to combine
the population of the large city with that of the small towns
in calculating the per capita traffic. Where two large cities
are connected by an electric railway, which also serves inter-
mediate towns, the traffic furnished by the cities is likely to be
somewhat greater than where only a single city is served. The
amount of traffic will depend largely upon the distance between
the two cities and the comparative speed and charges of the
electric and steam service. But even where two cities are con-
nected in this manner it would likewise be improper to count
the population of the cities in the same way as that of the
smaller towns in determining the relation of traffic to popula-
tion. In other cases interurban railways connect only towns
of medium or small size. There is ordinarily less to attract
travel on such a railway, and the ratio between earnings and
population served may be expected to be lower than the ratio
in the case of railways connecting with large cities.

It is also quite impossible from the availal)le statistics of
population to determine the number of the inhabitants of rural
communities who can be considered as tributary to an inter-
urban railway. Ordinarily the township, which is the unit for
reporting the population, is of such large area that only a small
portion of its inhabitants have access to a railway running
through it. In some cases, to be sure, interurban lines draw a
considerable proportion of their traffic from the farming class.

Usually, however, much the greater part of the traffic is fur-
nished by the inhabitants of towns.

The small table below shows the relation between operating
earnings and population for sixteen selected fast, long interurban
railways. The population is that of the census of 1900, while
the operating earnings are for the census year 1902. The popu-

5

3
4
4
7
1
0
7

4

5
1
6
3
1

9

6
3
4
7
1
0
2
7

lation taken as a basis in each case includes only incorporated
places, and does not include large cities serving as termini,
which are for convenience designated as "city termini." Of
the railways under consideration, eight are in Ohio, five in
Michigan, and one each in Indiana, Ilhnois and Missouri.

The first ten railways referred to in the table all connect
towns of small or medium size with a single large city. Dayton,
Ohio, with a population of 85,333, is the smallest city ter-
minus in the group. No. i serves eight towns of between 1000
and 20,000 inhabitants, with a total population of nearly 40,000.
The largest town served has also another important interurban
railway connection. No. 2 serves five small towns and one of

TABLE SHOWING RELATION OF TRACKAGE AND OPERATING
EARNINGS TO POPULATION SERVED IN THE CASE OF SE-
LECTED FAST, LONG INTERURBAN RAILWAYS: 1902

Number of
Company.

Popula-
tion of in-
corporated
places, not

including

city ter-
mini, per

mile of
track

operated.

Annual
operating
earnings

per in-
habitant

served.

nomber of
Company.

Popula-
tion of in-
■ corporated
places, not
including

city ter-
mini, per

mile of
track
operated.

Annual
operating
earnings

per in-
habitant

served.

1

493
259
558
278
494
570
230
270

S6.61
*11.80

6.39
14.20
t7.74

6.13
14.83

3.96

9

• 816
181
350
557
1,009
1,618
2,044
696

$4.29
9.66
6.89
9.66
3.98
3.49
2.89
1.73

2

10

3

11

4

12

5

13

6

14

7

15

8

16

*Fi:eight earnings more than one-seventh of total. tOperates a hghting plant.

TABLE SHOWING GENERAL RESULTS OF OPERATION OF FIFTY- THREE FAST, LONG INTERURBAN RAILWAY COMPANIES: 1902

Class.

ill-time railways
without commer-
cial lighting;

Average for all
companies . . .

Individual

Earnings per Mile or Track.

Total.

S3, 308

4,153
3,566
4,148
3,091
5,582
5,754
1,589
3,052
3,955
3,054
3,495
2,069
3,412
2,664
2,265
3,815
2,371
676
5,405
5,384
2,872
3,258
1,842
4,624
1,357
3,498
2,275
1,743
3,799
1,383
2,409
2,854

From railway opera-
tion proper.

rrom

. rom

pas-

Ireignt,

1 otal.

sen-

mail.

gers.

and

express

$3,217

$3,032

$185

4,060

3,968

92

3,542

3,537

5

4,138

4,037

101

3,091

2,848

243

5,541

5,393

148

5,680

5,580

100

1,480

1,480

2,895

2,892

3

3,936

3,764

172

3,030

2,575

455

3,434

3,151

283

2,069

1,870

199

3,410

3,149

261

2,379

2,.354

25

2,264

1,959

305

3,730

3,711

19

2,367

2,294

73

658

658

3,363

3,357

6

5,324

5,250

74

2,872

2,872

3,207

3,037

170

1,826

1,183

643

4,373

4,111

262

1,357

1,357

3,498

3,261

237

2,265

2,152

113

1,743

1,697

46

3,754

3,677

77

1,358

892

466

2,351

2,199

152

2,827

2,814

13

Rail-
way
earn-
ings
proper
per car
mile.

Pas-
senger
earn-
sUngs

]|

jjpas-

_senger
car

*

Oper-
ating
ex-
penses
per car
mile.

Per
cent-
age of
oper-
ating
ex-
penses
to op-
erat-
ing
earn-
ings.

$0,201

$0,197

$0. 124

59.9

.159

.155

.069

42.4

.165

.165

.095

57.2

.205

.207

.125

61.2

.237

.2.35

.146

61.7

.203

.202

.147

72.1

.220

.220

.119

53.5

.084

.084

.092

103.1

.182

.185

.133

69.3

. 189

. 181

.094

49 . 5

.223

.197

.125

55.7

.197

.193

.098

48.5

.166

.179

.121

73.2

.235

.236

.179

76.3

.193

.209

.137

63.5

.273

.262

.202

74.0

.202

.201

.176

85.0

.242

.234

.127

52.3

.144

.144

.127

85.5

.113

.113

.109

60.0

.192

.196

.100

51.7

.180

.180

.080

44.4

.207

.206

.120

56.9

. 267

.173

.181

66.9

.243

.228

.144

56.0

.403

.424

.268

66.5

( *)

(*)

(*)

56.1

.141

.142

.080

56.8

. 190

.185

.201

105.7

.233

.229

.092

39.1

.239

.208

.148

61.0

. 176

.174

.118

65.3

.171

.199

.132

76.3

Earnings per Mile of

Track.

From railway opera-

tion proper.

CLASS.

Total.

_

rrom

r rom

pas-

freight.

Total

sen-

m^,

gers.

ana

express

Full-time railways

without commer-

cial lighting —

Continued.

Average for all

companies . .

$5,903

$5,815

S5,766

$49

Individual

companies . .

0,603

6,581

6,352

229

4,125

4,089

.3,513

576

5,649

5,460

5,408

52

1,625

1,508

1,504

4

2,221

2,131

1,739

392

1,937

1,900

1,790

110

1,968

1,937

1,937

Full-time railways

with commercial

lighting;

Average for all

companies . .

5,815

4,572

4,416

156

Individual

companies . .

6,060

5,176

5,142

34

4,752

3,673

2,778

895

9,900

6,828

6.753

75

5,463

4,689

4,581

108

3,827

2,692

2.681

11

Part-time railways;

Average for all

companies . .

2,016

1,936

1,864

72

Individual

companies . .

4,032

3,881

3,838

43

2 084

2,024

1,989

35

1,207

1 204

1,157

47

914

912

902

10

1,931

1,921

1,757

164

935

735

735

1,257

1,204

1,204

2,731

2,557

2,365

192

Rail-
way
earn-
ings
proper
per car
mile.

$0,275

.249
.289
.208
.133
.280
.238
.120

.206

.189
.242
.259
.178
.257

.212

.214
.203
.190
.295
.160
.235
.281
.265

Pas-
senger
earn-
ings
per
pas-
senger
car
mile.

Oper-
ating
ex-
penses
per car
mile.

$0,275

$0,186

.243

.127

.280

.138

.207

.121

.133

.168

.229

.198

.224

.145

.120

.091

.203

.153

.188

.123

.201

.246

.261

.261

.180

.100

.256

.197

.218

.137

.217

.1.39

.199

.115

.210

.111

.292

.286

.161

.101

.235

.197

.281

.097

.245

.195

Per
cent-
age of
oper-
ating
ex-
penses
to op-
erat-
ing
earn-
ings.

51.
47.
56.
116.
68.
60.
74.

58.

55.
74.
69.
48.
54.

61.

62.

55.
58,
96.
63.
66.
33.

*Car mileage not reported.

April 8, 1905.]

STREET RAILWAY JOURNAL.

659

about 20,000 inhabitants, situated at one end of the line. The
total population of these towns is between 30,000 and 40,000.
No. 3 connects one large town and four towns of less than 3000
inhabitants each with a city, the total population of the five
towns being about 35,000. No. 4 connects four small towns
with a large city, the aggregate population of these towns being
less than 8000. Presumably, a considerable amount of traffic
is in this last case furnished by rural communities, while some
may possibly come from beyond the terminus of the railway.
No. 5 has as one of its termini a town of more than 15,000
people, and serves four intermediate places of smaller size, the
total population of these five towns being between 25,000 and
30,000. No. 6 serves three towns of considerable size and five
smaller towns, their combined po]mlation being more than
50,000. The town population directly served by No. 7 is very
small, and it probably carries a considerable number of passen-
gers to a connection with the steam railroad at its terminus.
No. 8 connects three small towns with a large city. No. 9
serves one city of more than 30,000 people and two or three
smaller towns, the total population served being more than
40,000; the larger town mentioned has also electric railway
connections in other directions. No. 10 serves less than 10,000
people directly, these being mostly confined to the town at its
terminus. Presumably, a considcralile amount of traffic is due
to steam railroad connections.

Nos. II and 12 each connect two large cities at consideraljle
distances from each other. Probably, however, much the
greater part of the traffic is furnished by the intermediate
towns, which in the one case have an aggregate population of
more than 40,000 and in the other case of more than 60,000.

Nos. 13, 14 and 15 do not reach large cities, but in each case
have as their termini medium-sized towns with population
ranging from 10,000 to 45,000. They are all lines of consider-
able length and serve two or more minor towns in addition to
their termini. No. 16 connects four towns of between 5000
and 25,000 population, and also serves several
smaller places. It will be observed that, as
might be expected, the ratio of traffic to popu-
lation is lower in the case of the last four
railways than in most of the other cases. The
"city terminus" has a strong tendency to at-
tract travel on the part of the inhabitants of
the neighboring smaller towns.

Most of the railways covered by the talkie
are highly prosperous. More than half of them
report a ratio of operation expenses to earnings
below 60 per cent, and only three have a ratio
exceeding 75 per cent.

EFFECT ON LOCAL BUSINESS AND ON PAR.\L-
LEL STEAM RAILWAYS
The effect of an electric railway on the
business of the merchants in the small towns
traversed was made the subject of a special in-
quiry. The replies, though somewhat contra-
dictory, were in the main that while more peo-
ple than formerly go to the large towns to pur-
chase certain classes of goods, the loss to the
mechant is more than ofifset by the increased
population of the town and by the increased
patronage of the farmer classes. The effect on parallel steam
roads is also one which does not follow any general rule.

NEW OBSERVATION CARS BUILT IN LOS ANGELES

Two splendid observation cars have just been constructed
by the Pacific Electric Railway Company in its extensive car
shops at Los Angeles. They are of the 300 type, being 49 ft.
6 ins. long and weighing 65,000 lbs. They are ecj-uipped with

SEATING ARRANGEMENT OF LOS ANGELES OBSERVATION CAR

motors for 75 m.p.h., but have been known to attain a speed of
78 m.p.h. They seat fifty-four passengers, in cane-covered re-
volving chairs, and are provided with a perfect toilet equip-
ment.

"The company has just finished these coaches for use as ob-
servation cars in our service, known as 'Seeing Orange
Groves,' " said J. McMillan, traffic manager, to a representa-

The Northwestern Ohio Trolley League has been formed
through the assistance of the Canton-Akron Traction Company
and the Northern Ohio Traction & Light Company. The fol-
lowing towns on the lines of these railways will be represented
by teams: Akron, Cuyahoga Falls, Kent, Barberton, Wads-
worth, New P.erlin and Canton. Regular scheduled games will
be played.

HIGH-SPEED OBSERVATION CAR BUILT BY THE PACIFIC ELECTRIC
RAILWAY COMPANY

tive of the Street Railway Journal, "but we are now to
build two more that shall be strictly parlor cars, with heavy-
draperies and the fanciest kind of carpeting and upholstering,
fitted out in the most attractive manner. For this kind of
coach the tourists present a call every winter that we cannot
possibly supply. The new ol>servation cars are equipped for
striking illumination effects in the evening, by a row of incan-
descent lights ardund each car at the caves. \Vc feel wry
proud of the work we have done in constructing these cars in
our own shops in Los Angeles."

1

66o STREET RAILWAY JOURNAL.

RAPID TRANSIT PROPOSALS IN NEW YORK

[Vol. XXV. No. 14.

Proposals made to the New York Rapid Transit Commission
last week by interests desirous of building new underground
rapid transit lines in New York provide for a total expenditure
of more than $200,000,000. The applicants for rights are the
New York City Railway Company, operating the surface lines
in Manhattan Borough, and the Interborough Rapid Transit
Company, operating the elevated and the subway lines in that
borough. Their applications are now formally before the
board, and it is said that other bidders will soon make pro-
posals, among them the New York & Port Chester Railway,
which plans to build a four-track third-rail electric railway
from New York to Port Chester, a distance of about 27 miles.

Neither the New York City Company nor the Interborough
Company has applied for the right to build over the routes
originally recommended to the Rapid Transit Commission.
Each wants to build over a modified route that it thinks would
best conserve its own interests. The accompanying maps show
these routes. The recommendations to the commision by its
engineers for new lines were only tentative, so that modifica-
tions can easily be made. From the maps it can be seen that
it would not be practicable to accept both proposals and so put
the companies into direct competition.

The New York City Company plans to build lines only in
Manhattan. In short, the application of this company is for
three new trunk lines, each with four tracks and a crosstown
loop connecting the new Pennsylvania station with its proposed
Third Avenue tunnel. Its proposal is fully shown in the ac-
companying map.

The Interborough Company's proposal, while in some in-
stances it provides for lines to parallel those proposed by the
New York City Railway Company, is in the main radically dif-
ferent from that company's plan. Routes are planned for both
Manhattan and Brooklyn Boroughs. No new trunk lines are
proposed for the former, however. All of the strictly new
lines are to run across town. For Brooklyn there is planned
a two-track line connecting with the loop under City Hall
Park, Manhattan, and running thence under the East River to
Fulton Street, Brooklyn, where it will connect with the tunnel
now in course of construction, the latter to be of four tracks
between Court Street and Atlantic Avenue. A line of two
tracks will extend from Lafayette and Flatbush Avenues,
through Lafayette Avenue to Sumner Avenue, and thence to
Broadway, to the Brooklyn terminal of the Williamsburg
Bridge, the bridge at its Manhattan terminal to connect with
a subway in Delancey Street; thence to Chrystie Street, to
Canal Street, to Centre Street, to William Street, where it
would connect with the second tunnel running to Brooklyn,
which would have its outlet at Pineapple Street, Brooklyn.
There is also to be a line of two tracks from the junction at
Fulton Street and Flatbush Avenue, under the extension of
Flatbush Avenue to the Manhattan Bridge, with connections
at the Manhattan end of the bridge with the Second Avenue
and Third Avenue elevated lines. A line to extend from the
tunnel now being built at Prospect Park Plaza, through Eastern
Parkway, to East New York Avenue, also is projected. The
Interborough Company thus is prepared to enter into a con-
tract and construct, under the terms of the rapid transit act,
the complete system, as originally conceived, and, in addition
thereto, to make extensions to the boroughs of the Bronx and
Brooklyn, completing a comprehensive system of the rapid
transit lines that will carry passengers from the northern ex-
tremity of the borough of the Bronx, through the borough of
Manhattan and to various points in the borough of Brooklyn,
and give the inhabitants of these boroughs a continuous ride
without change of cars for a single fare of 5 cents, without
regard to distance, over both subways and elevated lines.
In addition to completing the subway system in the borough

April 8, 1905.]

STREET RAILWAY JOURNAL.

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of Manhattan, the company is also prepared to extend and enlarge the ele-
vated system belonging to the Manhattan Railway Company, now leased by
the Interborough Rapid Transit Company.

Since these proposals were made to the board, the committee on plans and
contracts of that body has reported on routes and plans deemed advisable
for Manhattan, Bronx and Brooklyn Boroughs. This report says:

"In laying out the present subway system the board was restricted by the
decision of the court in the use of the city's credit to a sum less than $50,-
000,000. Your committee considers that the work which the board is about
to undertake is in many respects even more important than the work previ-
ously done; and that the year 1905 may perhaps be of more real moment in
the rapid transit annals of the city than the year 1900. A wealth of sugges-
tions for additional lines has come from residents of all parts of the city.
Most of them have been excellent, but all of them could not be adopted."
The committee recommended the following routes :

No. I — East side route in First Avenue from the borough of the Bronx,
south to the Battery.

No. 2 — West side route in Ninth and Columbus Avenues from the Battery
to West 2iith Street.

No. 3 — East side route in Third Avenue from the borough of the Bronx
to the Battery.

No. 4 — In Seventh Avenue, from Forty-Second Street to Twenty-Fifth
Street, a four-track subway or a two-track subway.

No. 5 — A four-track subway in the borough of Manhattan through Lex-
ington Avenue from 127th Street to Forty-Second Street.

No. 6 — A crosstown two-track subway through Fifty-Ninth Street from
Twelfth Avenue to the Blackwell's Island Bridge, then crossing the bridge
to Queens.

No. 7 — A crosstown subway in Thirty-Fourth Street from Ninth Avenue
to the Thirty-Fourth Street Ferry.

No. 8 — Crosstown subway from East Twenty-Third Street Ferry on
Twenty-Third Street to West Twenty-Third Street Ferry.

No. 9 — Crosstown subway on Fourteenth Street from Eleventh Avenue
to a point between Avenues B and C, to connect with tunnel to Brooklyn.

No. 10 — From Fulton Street and Broadway, Brooklyn, through Broadway,
over the Williamsburg Bridge to Delancey Street and Centre Street to the
proposed new terminal of the Brooklyn Bridge.

PLANS COMPLETED BY THE CITIZENS' RAPID TRANSIT COMPANY FOR
'.PROPOSED NEW ROAD IN RICHMOND, VA.

The plans of the Citizens' Rapid Transit Company, of Richmond, Va., are
now completed and it is proposed to commence work iminediately. This
line, it will be remembered, is to employ the double trolley in the city and
the single trolley in the suburbs, using a switch on the car to throw the con-
nections over from a metallic to a ground re-
turn. Eight and one-half miles are to be built
in the city and 20 miles in the suburbs. The
road is being installed by Philadelphia and Balti-
more capitalists. The chief engineer is George
E. Moffat, formerly of the Conneaut & Erie
Traction Company.

CAR SCHEDULES IN MEXICO CITY

SUliWAY
PROPOSED EXTENSIONS Oa«»c».»«o

MANHATTAN DIV. — — . •

PROPOSED EXTENSIONS

Cars on the lines of the Mexico City Electric
Railway are operated separately now, and not in
trains, except between 12 o'clock noon and i p.
m., which is "rush" hour. Heretofore there
would be, say, a train of two cars, made up of a
first and a second-class car, operated on a
twenty-minute schedule. Now there is a car
every ten minutes, operating alternately a firs't-
class and then a second-class. Where cars are
run in trains, however, they are made up either
of two first-class or two second-class cars.

662

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

MARCH MEETING OF THE OHIO INTERURBAN RAILWAY
ASSOCIATION

Tlie March meeting of the Ohio Interurban Railway Asso-
ciation was held at the Gibson House, Cincinnati, March 23.

The members of the transportation committee of the Indiana
Electric Railway Association met the transportation committee
of the Ohio Association Wednesday evening and discussed the
adoption of an interchangeable coupon book which should be
good on lines in both States. No decision was reached. In
view of their lower rates, the Indiana roads feel that they can-
not afford to make better than a 10 per cent reduction in the
sale of such a book, while the majority of the Ohio roads re-
ported to their committee that they believed it would affect the
sale of the Ohio book if the discount was made smaller than
the present iSyi per cent reduction. The Indiana roads were
urged to follow the example of a number of Ohio roads which
have recently increased their rates, but the Indiana committee
expressed the opinion that this would be impossible in a num-
ber of cases where steam road competition is severe and where
franchise conditions bind them to certain rates. In Ohio thus
far very little difficulty has been encountered by reason of
these objections. Negotiations between the two associations
have not been abandoned, and the Indiana Association will dis-
cuss the situation at its next meeting, and its committee will
confer again with the Ohio committee at the Ohio meeting at
Springfield, April 27. The advantages of co-operation are
thoroughly appreciated, and there seems little doubt that some
plan will be worked out for accomplishing the desired result.

The subject of handling mail was discussed at the morning
session. Of late a number of Ohio roads have been making
efforts to secure more extensive mail contracts, and the gov-
ernment has had inspectors over a number of the properties
studying the conditions. It is felt that tlie present rates paid
interurbans for hauling mail are not high enough, and a prom-
inent member advised that the association take up the matter
and if possible secure better rates. •

F. W. Coen, of the Lake Shore Electric, explained that the
greatest handicap to increasing this service at present was th^
fact that interurban lines were classed distinct from steam
roads, and that the appropriation for all electric roads amounted
to only $530,000. He said that this appropriation must first
be increased.

The rates paid interurbans are 3 cents per car-mile per route
for sack mail and ^-4 cent per foot of car per car-mile where a
portion of a car is given up for that purpose. A number of the
roads stated they received 7^2 cents per car-mile for part of a
car. It was the general sentiment that the business at present
rates was not very profitable, particularly as the government
requires companies to deliver the sacks to the postoffice, where
it is located within a certain distance of the track. In several
instances it was reported that roads were obliged to hire men
to take care of this work and that it cost from 25 per cent to
30 per cent, and some cases more, of the entire contract. Other
roads stop their cars and have the motorman and conductor
deliver the mail, which causes annoying delays. One manager
complained that the amount of mail on his route had kept in-
creasing until it was a hardship to take care of it, but despite
the increase he received no more for the service. He had
adopted the plan of keeping an accurate record of the mail
from station to station, and stated that after he had secured
statistics covering several months he proposed to strike for an
increase, and he would have figures to back up his claims. He
suggested that other roads take similar steps.

The greatest cause for complaint seemed to be the fact that
wherever a road carries mail it is flooded with a lot of railway
mail inspectors, rural mail inspectors, mail clerks, postoffice
clerks and other officials who expect to ride free. Some of the
roads have carried all of them without question; others have

attempted to distinguish between those who had a right to ride
and those who were simply imposing upon them, while others
have adopted the plan requiring every one of them to pay ; in
some cases they have ejected men where they refused to pay.
In only one or two instances had they ever heard from head-
quarters where men had been put off. One manager stated he
had kept track of this class of free transportation for a time
and found it amounted to more than he was getting out of his
mail contract. He adopted the "pay or get off" policy and had
never heard anything further from it. Another manager said
he had never been imposed upon to any great extent, but the
few inspectors that did ride refused to sign a release slip or
give a conductor a receipt that he could turn in, although the
rules of the company require that a conductor must have some-
thing to show for every passenger carried. One or two of the
inspectors were inclined to be insolent, and the manager took
up the matter with the department, but all the satisfaction he
could get was that the matter had been "referred."

Mr. Spring, of the Dayton, Covington & Piqua, said that
occasionally, when the Pennsylvania main line trains failed to
make connection with another steam road at Covington, they
flagged his cars and obliged the crew to carry in all the Dayton
mail ; in a number of instances it filled up half his car. They
never knew when this would happen, so there was no one to
keep track of the amount carried, and he had never received
anything extra for the service because he had a contract to
carry the local mail, usually one bag, between these points. He
wanted to know how he could get redress, but no one could
answer the question.

Mr. Clegg, of the Dayton & Troy, said he had a rosy dream
of special mail cars starting at Cincinnati and running through
to Toledo and Detroit. He said the connections to be com-
pleted this year would make this physically possible. He
thought the electric lines could cover the distance in practically
the same time as the steam lines, and with their frequent ser-
vice and the fact that in a great many instances the cars pass
the doors of postoffices, he thought the electric roads could
take care of such business and handle it more satisfactorily and
cheaper than the steam roads. They recently made a proposi-
tion to carry the mail between Dayton and Lima at rates lower
than the parallel steam road was getting, and the government
sent an inspector to investigate. He compared the schedules
and found that the electric line was making practically t'^'e
same time between terminals. It was found also that the elec-
tric cars were on time 40 per cent more times in a certain
period than the steam trains. The electric line passes the door
of every postoffice on the route, while hauls are necessary in
every case to the steam station. The only objection to the
scheme is the fact that on the steam road the run mentioned is
part of a through run, where it would be necessary to run the
cars even though the electric line was given the local business.

Mr. Bicknell, of the Lake Shore Electric, stated that the
American Street Railway Association had a committee at work
on this question, and the legislative committee of the Ohio
Association was instructed to confer with this committee and
see what could be done to secure more mail business for the
electric lines.

M. S. Hopkins, of the Fidelity Construction Company, was
to have presented a paper on "Spring Track Repairs," but he
was unable to be present, so the question was taken up for gen-
eral discussion. The removal of weeds was first discussed.

Mr. Winters, of the Dayton & Western, said he had tried a
chemical for killing weeds, and it worked very satisfactorily,
so far as the weeds were concerned. The only objection to it
was that it killed about six cows that had pastured on his right
of way and he had to pay for them.

Mr. Coen, of the Lake Shore Electric, said crude oil had
l)een used with good results.

Mr. Spring, of the Dayton, Covington & Piqua, said crude

April 8, 1905.]

STREET RAILWAY JOURNAL.

663

oil used on track would get into the cars and smear the wood-
work, besides spotting clothes. He said steam roads had
abandoned the scheme to a large extent. On his road they
mow weeds twice a year. He thought salt could be used to
good advantage.

Mr. Alderman, formerly chief engineer of the Appleyard
system, said that weeds add 5 per cent to 15 per cent to track
maintenance. He used cinders for ballast to a large extent,
and while the weeds would not grow in them, they did not
make as satisfactory ballast as gravel. Sections are 15 miles to
18 miles long, and they employ two men and a boss in winter
and four to five men and a boss in summer ; he thought that this
was not enough for a summer force. He thought an inter-
urban road should spend about $350 per year per mile on track
maintenance, including tie renewals. He avoids highway con-
struction, not only because of the danger from high speed, but
because of the difficulty of draining such track. He advocated
heavy cuts and fills, with plenty of drainage on cuts.

Mr. Richey, of the Indiana Union Traction Company, said
their sections averaged 7 miles to 8 miles, and they employ two
men and a foreman in winter and three to five men and a fore-
man in summer to each section. The labor for track main-
tenance figures about $275 to $300 per year.

Mr. Sloat, of the Cincinnati, Dayton & Toledo, has sections
18 miles to 25 miles long, and employs seven to ten men per
section in summer and two or three men in winter. Section
men work nine hours at 15 cents, and foremen receive $1.75
per day. He does not believe in starting track work in the
early spring. He waits until about the middle of April, when
the frost is all out of the ground, and he believes he gets bet-
ter results.

Mr. Spring, of the Dayton, Covington & Piqua, said they
were resurfacing several miles of track this spring, and they
put on a large force to get it out of the way quickly. They
will put on about 500 yds. of gravel per mile.

Mr. Brown, of the Pittsburg, McKeesport & Connellsville,
said that with them it was not a question of getting more ma-
terial onto the tracks, but of keeping it off. Slips and slides
from the Allegheny Mountains block their tracks frequently
at this time of the year.

Mr. Clegg, of the Dayton & Troy, said they spent $20,000 in
ballasting last year, and that they would complete the balance
of 10 miles this year. They use a coarse gravel taken from a
river bed, and they cannot get at it until after the spring
freshets are over. They are lifting all their track 4 ins. to
8 ins., which gets rid of weeds and improves the life of ties.
He made some cuts the width of his right of way, and adjoin-
ing land slid into the cut. The property owner was after him
for damages. His attorney told him he was not liable in
a case where it was in the country, and he requested some
opinions.

The general opinion was that the railroad would be liable,
whether the cut was in the country or in a municipality.

Mr. Spring told of an instance where he made a fill and it
ran over onto a farmer's property, knocking down a fence and
letting cows onto the track, resulting in the death of two of
them. The railroad not only had to pay for the cows, but pay
the farmer for the land. Mr. Richey said they made a practice
of buying more property just as soon as a cut or a fill ran over
the width of the right of way.

Mr. Merrill, of the Western Ohio, said that the majority of
their sections were 10 miles long, and they employ one foreman
and three men in summer. They pay section men 15 cents an
hour and foremen $45 per month. They have a roadmaster at
$65 per month. He compared one 16-mile section ballasted
with crushed stone with a 12-milc section ballasted with gravel.
On the former they have four men and a foreman, while on the
latter it requires a foreman and six men to keep the track in
the same comparative condition. He said that the first duty in

spring was to get the ditches open and allow the water to run
oif as quickly as possible.

A committee was appointed to prepare a resolution deploring
the death of J. O. Arnold, president of the Dayton & German-
town Traction Company, one of the charter members of the
association and an active worker.

Each company in the interchange bureau was asked to pay
an assessment of $10 to take care of expenses incident to the
formation of the bureau. This is the first assessment that has
been made, and the expenses are very small. The sale of in-
terchangeable coupon books and interline tickets was reported
to be very gratifying. Free checking of interline baggage has
unquestionably had a tendency to increase through business.

Thursday afternoon the members visited the plant of the
Bullock Electric Manufacturing Company in special cars fur-
nished by W. Kesley Schoepf, of the Cincinnati Traction Com-
pany. F. W. Garrett and L. C. Marburg, of the Bullock rail-
wa)4 department, and L. Lowenberg, of the publicity depart-
ment, were in charge of the party. Much interest was dis-
played in some of the new work the company' is doing. As is
generally known, the company is now building commercially
its own switchboard apparatus, electric motors and turbo-
generators. Among the large machines under construction
at this time are four 5500-kw turbo-generators for Brook-
lyn, two 1500-kw 25-cycle alternators for New Orleans,
and two 500-kw railway generators for Mansfield. A 44-ft.
pit lathe, said to be the largest tool of its kind in the
world, attracted a great deal of attention, and the design
of the buildings, size and equipment of the plant were favorably
commented upon. Returning from the plant, a stop was made
at the station of the Cincinnati Gas & Electric Company, where
a 1500-kw Bullock generator is now in operation.

♦♦♦

SHOP KINKS ON THE EAST ST. LOUIS & SUBURBAN

The East St. Louis & Suburban Railway Company's shops
are equipped with the Murphy car-wheel grinder, designed to
grind car wheels without removing them from the trucks. The
master mechanic, Lee Massengale, believing that better results
can be secured by removing the wheels from the trucks to grind
them and revolving them at a slower speed, is using this grinder
in that way. He revolves the wheels at a speed of 6 r. p. m.
To do this he has fixed up a countershaft above the wheel
grinder, from which a belt is run to a split pulley which is
placed on the car axle. The wheels therefore, instead of re-
volving several hundred revolutions per minute as they would
if operated by the motors under a car, revolve very slowly.
Mr. Massengale believes this to give better results than grind-
ing the wheels under the car with the car wheels revolving at
high speed; in fact, enough better results to justify taking the
wheels from under the car.

During the past season all the company's open cars not before
so equipped have had eave troughs placed along the sides of the
car over the running boards to prevent water from dripping off
the roof on to the conductor or passengers when they are on
the running board. These eave troughs are of galvanized iron,
3 ins. wide and ij4 ins. deep, and are left open so that the
water can run off at either end.

— ^♦-»

A summary of the reports of the street railways of New Jer-
sey to the New Jersey State Board of Assessors for the year
ending Dec. 31, 1904, shows a total mileage of 996.37; capital
stock, $84,972,880; capital paid up, $82,574,871; funded debt,
$74,577,218; other debts, $5,453,374; cost of railroad, including
equipment and appurtenances, $166,331,763; expenditures for
repairs, superintendence, management, etc., $6,694,209; gross
receipts, $10,277,586; dividends paid, $692,010.

664

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.'

THE QUESTION BOX

In this issue are given two interesting answers on the sub-
ject of snow removal. Questions and answers relating to em-
ployees are commenced, and the last of the answers on the
handling of express and freight are published. A few addi-
tional questions on brake-shoes are given on page 668, atid to
these, answers are particularly requested.

A.— GENERAL
A 41. — What is the best method of keeping records of deeds
to real estate, rights of way, etc.?

First, file real estate deeds alphabetically. Second, have atlas
showing rights of way in detail, numbering the rights of way
consecutively, giving each right of way document a correspond-
ing number and file by that number.

A. H. Rogers, Pres.,
Southwest Missouri Elec. Ry., Webb City, Mo.

They should be typewritten, bound in book form and properly
indexed.

C. E. Palmer, Supt.,
Cincinnati, Dayton & Toledo Tract. Co.

A 42. — Information is requested as to best ways of handling
the snow-removing problem. Please describe in detail your
snow-fighting methods and snow-fighting equipment. Please
give all the steps taken from the time the first flurry of snow
appears until the battle has been won and schedules restored.

First we keep in touch with the weather observer. We have
snow plows on about one-third of our passenger cars which keep
the snow thrown back through the day, and until 11 o'clock p. m.
Except in very rare cases we have our heaviest snows during the
night in this climate. If we have reason to believe a heavy fall of
snow is coming, or if the night despatcher is so informed by "owl
car" crews or night car house foremen, the superintendent is called
by 'phone. He comes to his office, which is at central loop, and
meets the roadmaster, who has also been called by despatcher. If
they think it necessary, the superintendent calls the division super-
intendents and snow sweeper and plow crews, who each report to
their respective division headquarters. The roadmaster calls out
as many trackmen as he deems necessary. They are sent to such
switches, crossings, etc., as the roadmaster may direct; the plows
and sweepers being sent out by division superintendents as per in-
structions received from the superintendent. Each plow and
sweeper goes over certain lines in accordance with schedules and
plans laid out in the early fall. Crews report direct to despatcher
at the ends of lines ; the superintendent generally making des-
patcher's office his headquarters during the storm, thereby being
able to give further instructions without delay. Unless we have a
very strong wind we do not go over the lines but twice. If the
snow falls fast all night with considerable wind, knowing all the
worst places for drifting, we use our best judgment, sending men,
plows and sweepers to such places as seem to need them the most.
It would be almost impossible to give details in such cases, but
we have managed for several years to have the first cars leave ends
of lines on time the following morning. Our trainmen being re-

Our snow-fighting equipment consists of two double-ended Rug-
gles rotary snow plows, each equipped with two GE 73 motors upon
the fans, and four GE 73 motors on the trucks. We also have a
square-nose plow mounted upon a flat-car, the trucks of which are
equipped with four GE 73 motors. This plow is carried upon

HOME-MADE SQUARE-NOSE PLOW, ROCHESTER & EASTERN

heavy timbers supported by the car platform and slides vertically
in guides, the plow being supported by an air cylinder having a
lift of 8 ins. The plow can be lowered within ^-in. of the rail and
is left in this position when fighting snow. When a farm or high-,
way crossing is approached, the plow is lifted by admitting air to

DOUBLE-END RUGGLES PLOW, ROCHESTER & EASTERN

the cylinder, and held 8 ins. above the rail until the crossing is
passed, when the air is released from the cylinder and the plow
drops to its working position. This is done to avoid catching the
edge of the plow in the planks at crossings. With this equipment,
and by "keeping eternally at it," we have been able to keep all
trains on schedule time during the past winter. The road

quired to report for duty ten minutes before the time for taking
out their cars, we send the first cars out five minutes ahead of
time from the car house, giving them time to trim up any switch that
may need it, and enabling them to leave the end promptly on
schedule time. We have never used any other than home-made
snow plows. S. W. Cantril, Supt.,

Denver City Tramway Co.

operates between Rochester and Geneva, a distance of 45 miles,
and twenty trains are run each way each day on a schedule
of 25 miles per hour, including stops. In addition, limited trains
are run on a schedule of 40 miles per hour outside of corporate
limits, including stops, and there are two baggage and freight
trains each day. F. W. Walker, Eng.,

Rochester & Eastern Rapid Ry. Co.

April 8, 1905.]

STREET RAILWAY JOURNAL.

665

B.— EMPLOYEES

B I. — What are the requirements demanded of appHcants
for conductors and motormen on your road? The editor will
appreciate receiving copies of all the blanks used in your em-
ployment department.

Trainmen on the lines of this road are required to have good
habits, good recommendations and to pass a medical examination
to determine the condition of eyesight and hearing. The appli-
cation blank used by this company is in the form of a contract or
agreement, and the applicant is required to make affidavit to the
truth of the statements, and to his willingness to abide by the con-
ditions of the agreement. In addition to the usual questions relat- ■
ing to age, residence, previous employment and references, the ap-
plication includes the following clauses :

I agree to submit to a medical examination by the company's
doctor and pay $1.00 for same.

I agree to turn in a full and truthful statement cf all accidents
of which I may have knowledge.

I agree that in case of my failure to return any of the property
intrusted to me, the value of same can be taken from my wages.

I agree to work under instruction on trial, without pay, at least
ten days, and such additional time in excess thereof as the com-
pany may deem necessary.

I agree, as a punishment, in case of an infraction of the com-
pany's rules, to serve time practicing or under suspension without
pay.

I understand that no compensation is paid to trainmen for time
spent while engaged "on watch" (meaning waiting at any desig-
nated point for opportunity to work), but that wages are allowed
only for service rendered while actually employed on the com-
pany's cars, computed at following rates. (Here follow rates of
wages paid by the company to trainmen.)

These wages are satisfactory to me, and if employed, I agree to
work contentedly and faithfully.

I further agree that if I am discharged, or leave the company's
service voluntarily at any time during or after the trial period
above referred to, I shall have no claim against the company for
service rendered, or expenses incurred by me during said trial
period, or while performing duty "on watch," as above explained.

I agree to at once provide myself with a standard uniform in ac-
cordance with the rules and regulations of the company.

While in the company's service, I agree to study carefully and
comply faithfully with all its rules, regulations and orders.

On the back of the application blank is printed an extract from
the Penal Code of the State of New York, relating to the punish-
ment for obtaining employment under false statement or preten-
sions. E. J. Ryon, Supt,

— Schenectady Ry. Co.

Applicants for the position of conductor or motorman on the
Syracuse Rapid Transit Railway must be between 21 and 40 years
of age, not less than 5 ft. 6 ins. in height; conductors to weigh not
less than 140 lbs. ; motormen not less than 155 lbs. ; have good hear-
ing, hardened lungs, good eyesight without the use of glasses, and
not crippled in hands, arms or feet ; must be possessed of a fair
common school education, be able to read intelligently, sign their
name and make figures legibly, not addicted to the use of liquors,
and must pass a rigid physical examination to show that they con-
form to the requirements. J. E. Duffy, Supt.,

Syracuse Rapid Transit Ry. Co.

Motormen must be above average height, and must weigh about
17s lbs. Experienced men are accepted up to 35 years of age ; in-
experienced men not if more than 27. Conductors preferred not
above average height; weight not in excess of 160 lbs. Age re-
quirements the same as for motormen. Both must be of good
address and of unquestioned moral character. Service record from
last employer indispensable. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z., Columbus, Ohio.

Age limit between 25 and 40, satisfactory physical examination,
and good habits. Jno. J. Akin, Supt.,

Los Angeles Ry. Co.

They must be capable men ; must have a good past record and
have had at least one year's experience at the business.

C. E. Palmer, Supt.,
Cincinnati, Dayton & Toledo Tract. Co.

We require applicants for positions in the transportation depart-
ment to refer to or have letter of recommendation from past em-
ployers. They must also be endorsed by one responsible citizen.
Applicants are required to file letter of application in ov/n hand
writing. If selected, they fill out and sign regidar application
blank. Southern Superintendent.

We require satisfactory answers to questions asked on applica-
tion blank. J. Chas. Ross, Gen. Mgr.,

Steubenville (Ohio) Tract. & Lt. Co.

The application blank used by the Steubenville Traction & Light
Company, referred to in the foregoing answer, embodies several
new ideas. The blank is intended to be in the nature of an agree-
ment between the man and the company, and to this end clauses
are inserted explaining various details about which disputes might
afterward arise. As the applicant is required to assent in writing
to each clause, there is left no chance later on for the excuse 'T
did not know that," or "I did not understand." The blank form
contains all the usual questions in reference to age, residence, pre-
vious employment, physical condition, condition of eyesight, hear-
ing, etc. The following questions then appear :

Have you ever been discharged or suspended from any situa-
tion? If so, state particulars, when and where, and for what
reason?

Do you use intoxicating liquors or beers? To what extent, if
any?

Do you play cards, pool or dice? To what extent?

Do you make bets or wagers of any kind, or do you gamble in
any way; if so, to what extent?

Do you know that while training for proposed position, you will
receive no compensation ?

Do you know that, if employed, you will be placed on the
"E.xtra List" for 60 days, and will only be employed in your turn,
when "regulars" or "reliefs" are off duty?

Do you know that you will only receive pay for hours actually
spent on cars?

After the list of questions are printed the following clauses :
If given employment, I agree to obey the rules of the company,
and the orders of the officers of the company; to abstain from the
use of intoxicants ; to accept such work as may be assigned to me
and to discharge the duties of my position to the best of my
ability.

I further agree that, if given employment, I will, in accordance
with the rules, furnish myself with the uniform prescribed by the
company, and that when I leave its employ, or am discharged, I will
return all badges or other property of the company in my posses-
sion.

I do hereby recognize and agree that all of the employees
of the Steubenville Traction & Light Company, excepting the
general manager and superintendents, and other officials, are my
fellow servants, and that it is my duty, as well as that of others to
do everything to protect the patrons of said company and each other
of said employees against injury or death from the operation of
the cars, and maintenance of the road, wires and other parts of the
property of said company. This agreement and recognition of co-
laborers applies whether I am on duty or riding as a free passenger,
or training for a proposed position as conductor or motorman ;
whether under pay at the time, or as a volunteer.

I agree to accept the proportion of payment when volunteering
my services, that I would receive for the same time if on regular
duty, and I shall report the time of any such service to the proper
officials.

I do hereby agree, as a condition of my employment, to observe
strictly all the rules and regulations of the Steubenville Traction &
Light Company, contained in "Rule Book" now in force, or that may
be issued hereafter from time to time, for the government of its
employees, and acknowledge the right of said Steubenville Traction
& Light Company or its officers to terminate my employment at any
time without notice, and do agree that my wages shall cease at the
time of such discharge, and do also agree not to consider myself
an accepted trainman until I have worked sixty (60) days as an
"extra" or get a regular run, and I certify that I have truly
answered the foregoing questions, in my own handwriting, and I
voluntarily subscribe to the statements made and the agreements
herein contained.

After the man's application has been accepted he is given a rule
book and is required to sign the following receipt : "I acknowledge
having been furnished with a copy of the instructions to the con-
ductors and motormen of the Steubenville Traction & Light Com-
pany, and of having read and informed myself of the rules of said
company governing its employees." Editors.

To be eligible for a position as conductor or motorman on the
Denver City Tramway the applicant must be under 35 years old,
not less than 5 ft. 6 ins. in height and must weigh at least 150
lbs. Since adopting this rule we have been well satisfied with the
results. Before giving employment reference blanks are sent out
and tlie man's past record is fully scrutinized.

S. W. Cantril, Supt.,
Denver City Tramway Co.

666

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

B 2. — How are the men employed on your road? Do you
have an employment bureau, or are applicants examined and
hired by the manager or superintendent ? Under what condi-
tions does it become advisable to establish a separate employ-
ment department?

We have no employment bureau. Applicants between the ages of
twenty-one and forty-five, who are recommended by some well
known or responsible party, are hired by the superintendent. The
applicant must, however, pass the physical examination and fill
out an application blank in his own handwriting before he is put
to work. C. LooMis Allen, Gen. Mgr.,

Utica & Mohawk Valley Ry. Co.

In our case the men are hired by the superintendent. I should
say that, where the road is sufficiently large to establish an em-
ployment bureau, the branch of the business could be put under
a separate head.

E. J. Ryon, Supt., Schenectady Ry. Co.

On this road all applicants are examined and hired by tlie super-
intendent. On systems in large cities, say of 250,000 and over, I
think it advisable to have a separate employment department.

J. E. Duffy, Supt., Syracuse Rapid Transit Ry. Co.

Our men are employed by the superintendent.

J. R. Harrigan, Gen. Mgr.,
C. B. L. & N. and C. N. & Z., Columbus, Ohio.

The assistant superintendent interviews all applicants before tak-
ing their applications, and after applications are received he has
blanks sent out to the references. He also looks after keeping the
proper number of men on extra list, and when more men are re-
quired he sends for five or ten of the men on the waiting list. Upon
reporting, the new men are first seen by the superintendent, who
looks over their applications, sizes up the men, declining any he
may think not satisfactory, and addresses them in regard to a
few of the most important rules for motormen and conductors, as
the case may be.

Jno. J. Akin, Supt., Los Angeles Ry. Co.

Applicants are examined and employed by the superintendent.

C. E. Palmer, Supt.
Cincinnati, Dayton & Toledo Tract. Co.

Applicants are examined and hired by the superintendent of
transportation, and all discharges are made by his approval.

Southern Superintendent.

All car service men on this road are employed personally by the
superintendent of transportation.

J. Brown, Supt. Trans.,
Pittsburg, McKeesport & Connellsville Ry. Co.

Conductors and motormen are employed by the superintendent.
While the necessity of establishing an employment bureau has not
arisen in Denver, we presume that such an office would become
desirable as soon as the duties of employing men required the en-
tire time of one or more persons. S. W. Cantril, Supt.,

Denver City Tramway Co.

B 3. — For conductors and motormen do you prefer married
or single men and country bred or city men ? Please give your
reasons for your answer.

Married men, as I believe they are more steady and less taken
up with the ladies to whom the uniform with the brass buttons is
a great temptation.

C. LooMis Allen, Gen. Mgr.,
Utica & Mohawk Valley Ry. Co.

We prefer married men and country bred. Married men, as a
rule, have their families to look after and are steadier. Country
bred men, not having been brought up under the evil influences
which are to be found in every city, are, as a rule, of better habits
than the city man, and better appreciate a good position.

E. J. Ryon, Supt., Schenectady Ry. Co.

For conductors and motormen I prefer married men, as they are
more liable to desire steady employment, and, as their re-
sponsibility is greater, they obey the rules better than some single
men. As to the difference between country bred and city men, they
both have their bad and good qualities.

J. E. Duffy, Supt, Syracuse Rapid Transit Ry. Co.

Other conditions being equal, we prefer married men. They have
proved more reliable. City bred men are more apt. Those from
the country have generally had less trouble with their reports.

J. R. Harrigan, Gen. Mgr.,
C. B. L. & N. and C. N. & Z., Columbus, Ohio.

We prefer married men, although difficult to get. Prefer country
bred men with some city experience, as they usually have better
constitutions, owing to habits of life, and they know the value of a
dollar better, as they are brought up with the idea of work instead
of play.

Jno. J. Akin, Supt., Los Angeles Ry. Co.

Married men, because they are more steady workers. A country
man seems to be better satisfied and more content to follow out
the routine.

C. E. Palmer, Supt.
Cincinnati, Dayton & Toledo Tract. Co.

We prefer married men, as we find they report for duty more
regularly and have better habits. We also find that country bred
men appreciate their positions and are better satisfied with the
work, as a rule, than city men.

Southern Superintendent.

We prefer young married men, city bred, as being more re-
liable.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract. & Lt. Co.

We prefer young married men. A married man feels the respon-
sibility of his position more than the young man with no one de-
pending upon him for support, and will accept discipline in better
spirit than the unmarried man. Country men are preferable, be-
cause their habits, as a rule, are more regular. They have more
pride in holding their position; they do not "know it all," and they
are anxious to learn. Men bred in the country give little trouble
from drinking, and show up more regularly at 4:40 a. m. than the
town men.

J. W. Brown, Supt. Trans.,
Pittsburg, McKeesport & Connellsville Ry. Co.

We prefer married men who are country bred. We find that
the best men are those to whom a position as conductor or motor-
man comes as a rise on the ladder, rather than as a "come down,"
and our experience has proven that this class of men, as a rule,
are steady in their habits. S. W. Cantril, Supt,

Denver City Tramway Co.

B 4. — Do you employ men who have had previous experience
on other electric roads? Why?

Yes, if the reference of the previous employer is found to be all
right. C. _LooMis Allen, Gen. Mgr.,

Utica '& Mohawk Valley Ry. Co.

We do not, as a rule, employ experienced men from other roads,
preferring to train our men in our own methods. Men from other
roads acquire habits not in conformity with our ideas and it is
difficult to get them out of a rut. The best men which we have
to-day on our road came from the country.

E. J. Ryon, Supt., Schenectady Ry. Co.

We sometimes employ men who have had previous experience
on other electric roads after we have satisfied ourselves that their
records with the other roads have been satisfactory. We cannot
see why this is not good practice, and especially so in the case of
applicants for the position of motorman.

J. E. Duffy, Supt., Syracuse Rapid Transit Ry. Co.

Yes, if their record where previously employed has been satis-
factory. If the man is intelligent his experience is valuable.

J. R. Harrigan, Gen. Mgr.,
C. B. L. & N. and C. N. & Z., Columbus, Ohio.

We prefer experienced men, providing they have first-class
records on other roads with no union tendencies. We seldom em-
ploy experienced men from union roads. Jno. J. Akin, Supt.

Los Angeles Ry. Co.

If their previous record is good we do, because experienced men
are generally more easily broken in. C. E. Palmer, Supt.

Cincinnati, Dayton & Toledo Tract. Co.

April 8, 1905. J

STREET RAILWAY JOURNAL.

667

We employ experienced men only when they have located per-
manently in one of the cities on our system, and investigation
shows the applicant to have a good record with the road he left.

Southern Superintendent.

Occasionally, when they have good records.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract. & Lt. Co.

We seldom employ men from other roads. As a rule they do
not make as good men as those trained from raw recruits.

J. W. Brown, Supt. Trans.,
Pittsburg, McKeesport & Connellsville Ry. Co.

We sometimes employ experienced men if their recommenda-
tions are all right, and they meet the physical requirements.

S. W. Cantril, Supt.,
Denver City Tramway Co.

B 5. — What process do you go through after an application
has been filed in determining whether the applicant has told
the truth ?

Send out letters in the shape of a special form to the parties
given as reference, asking for confirmation of the applicant's state-
ments. C. LooMis Allen, Gen Mgr.,

Utica & Mohawk Valley Ry. Co.

We require applicants for positions to give us references, also
to furnish us with the names 'of employers during the five years
previous, to whom we write for information as to the applicant.

E. J. Ryon, Supt., Schenectady Ry. Co.

All applicants are expected to furnish at least two references
from reputable business men and also give the names of their em-
ployers for the past five years. If we have any reason to doubt
the truth of their statement, we have a blank form that we send
out with questions which will determine the truth of the appli-
cant's statement. J. E. Duffy, Supt.,

Syracuse Rapid Transit Ry. Co.

Apply to his last employer for service record. These records
are exchanged by most roads. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z. Columbus, Ohio.

We rely on statements from references.

Jno. J. Akin, Supt., Los Angeles Ry. Co.

Send printed questions to his last employers and his references.

C. E. Palmer, Supt.,
Cincinnati, Dayton & Toledo Tract. Co.

We depend to a large extent on applicants' endorsements, but
frequently have an inspector investigate and report if there ap-
pears to be questions about the correctness of statements made.

Soltthern Superintendent.

Write or interview his references and former employers.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract. & Lt. Co,

We send a specially prepared blank form to all the names given
as references on the man's application. We ask the following
questions of each reference : How long have you known the ap-
plicant? Has he ever been employed by you? If so, how long?
Why did he leave? From the knowledge you have of his habits
and character would you be satisfied to employ him in a similar
position? In the blank form we point out that it is very important
to us that we secure the services of competent men, and we treat
all information given as confidential.

J. W. Brown, Supt. Trans.,
Pittsburg, McKeesport & Connellsville Ry. Co.

We examine his past record carefully, and also adopt other
means that may be suggested when the individual case comes up.

S. W. Cantril, Supt.,
Denver City Tramway Co.

B 6. — Do you consider it a good idea to make applicants
swear to the statements in their application blanks? Why?

We do not, as we think it would be very easy for a man to get
around this sworn statement if he wished to do so, and it would
be about as hard to prove that he had sworn falsely as it would
to prove that a man, who had been drinking, was drunk.

C. LooMis Allen, Gen. Mgr.,
Utica & Mohawk Valley Ry. Co.

We require applicants to swear to the statements in their ap-
plication blanks for the reason that we think the majority of men
consider an affidavit, in a degree at least, sacred.

E. J. Ryon, Supt., Schenectady Ry. Co.

No. We think it unwise to begin by doubting the truth of the
applicant's statement. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z., Columbus, Ohio.

We require no oath.

Jno. J. Akin, Supt., Los Angeles Ry. Co.

I do not. It would be humiliating to an honest man, and no
protection from a dishonest man. Southern Superintendent.

Have never required sworn statements.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract. & Lt. Co.

No, we do not see any advantage in requiring an applicant to
swear to his statements. If we could not rely upon his word, we
should not respect his oath. S. W. Cantril, Supt.,

Denver City Tramway Co.

B 7. — Do you bond motormen or conductors? What is the
process ?

Our motormen and conductors are required to give bond in the
sum of $500 through a surety company, and they pay the annual
charge to the surety company.

Jno. J. Akin, Supt., Los Angeles Ry. Co.

We do not bond either conductors or motormen, but require
them to put up a security deposit. Some years ago we tried the
bonding method. It cost each man $5.00 per year and caused some
dissatisfaction among them. We consider it a needless expense
to them. S. W. Cantril, Supt.,

Denver City Tramway Co.

Six companies, namely, the Utica & Mohawk Valley Railway
Company, the Schenectady Railway Company, the Columbus,
Buckeye Lake & Newark Traction Company, the Columbus, New-
ark & Zanesville Electric Railway Company, the Steubenville
(Ohio) Traction & Light Company, and the Pittsburg, McKees-
port & Connellsville Railway Company report they do not bond
either motormen or conductors. Editors.

D.— THE EXPRESS AND FREIGHT QUESTION

D 28. — What is the best form of way bill to use?

I think the carbon tissue copy way bill made out with indelible
pencil, the tissue copy remaining in the book, is preferable. This
allows the receipt and shipment of goods up to within a very few
minutes before the express car is due to leave. When the loading
has been completed it is only necessary to close the way bill. The
use of copying ink requires from ten to fifteen minutes to obtain
the desired results. A. Eastman.

Same as used by steam roads. J. R. Harrigan, Gen. Mgr.,

Columbus, Buckeye Lake & Newark Tract. Co.

This is all a matter of opinion ; an express man would commonly
suggest an express form of way bill, while a freight man would
naturally use a way bill of freight design.

E. J. Ryon, Supt.,
Schenectady Ry. Co.

Way bills made up in book form so that a carbon copy and tissue
can be taken. George Dunford, Gen. Ex. Agt.,

Utica & Mohawk Valley Ry. Co.

D 29. — How do you handle your unclaimed express or
freight?

Make every effort to deliver unclaimed goods or return to ship-
pers. If no claimant can be found, sell according to law. Over,
short and damaged matters are traced, retraced, and thoroughly
investigated, and the obligation of the carrier met, whatever that
may be. Geo. W. Parker, G. E. & P. A.,

Detroit United Ry.

Unclaimed express or freight matter is recorded in an "on-hand"
book designed for this express purpose, and all unclaimed goods
are sold at public auction according to law.

E. J. Ryon, Supt.,
Schenectady Ry. Co.

668

Unclaimed freight and express l^nown to be perishable is sold at
once to the best advantage. Non-perishable matter is held for one
year and sold at public auction. George Dunford, Gen. Ex. Agt.,

Utica & Mohawk Valley Ry. Co.

D 30. — What per cent of your gross receipts from express
and freight do you pay out in settlement of loss and damage
claims ?

Less than one-half of one per cent.

J. R. Harrigan, Gen. Mgr.,
Columbus, Buckp'-e Lake & Newark Tract. Co.

Our percentage of loss and damage for the year ending June 30,
1904, was .0022. E. J. Ryon, Supt.,

Schenectady Ry. Co.

About one per cent. J. W. Gibney^ Supt. Ex. Dept.,

United Tract. Co., Albany.

D 31. — What have you done to reduce amount of loss and
damaged shipments ?

All that our limited intelligence and abundant energy would
enable us to do. Geo. W. Parker, G. E. & P. A.,

Detroit United Ry.

See that employees handling freight use good judgment and
care, and obey rules governing transporting and transferring of
freight at all times. The claim department is an important one,
and should be in the hands of one who is familiar with the de-
tails of the business. J. R. Harrigan, Gen. Mgr.,
Columbus, Buckeye Lake & Newark Tract. Co.

A reduction in the amount of loss and damage can only be ac-
complished by insisting on the proper packing of goods and a
perfect system of checking en route, and at transfer points and at
destination. E. J. Ryon, Supt.,

Schenectady Ry. Co.

By constantly warning employees to check shipments received,
handle goods carefully, and secure receipts for all goods delivered.

George Dunford, Gen. Ex. Agt.,
Utica & Mohawk Valley Ry. Co.

Instituted a system of careful checking in receipts and deliveries.
We now check all goods from the wagon into the cars on the way
bill, and a carbon copy of the way bill accompanies the car, and
goods are checked out from the car on this way bill. This system
has practically abolished all loss and damage claims.

J. W. GiBNEY, Supt. Ex. Dept.,
United Tract. Co., Albany.

D 32. — Is it advisable to handle express matter on combina-
tion passenger and express cars? Why?

No. Our passengers are too democratic on the one hand and
too monarchical on the other to be mi.xed in with freight. Ex-
perience demonstrates that much loss, damage to goods, loss of
time in transmission and general interference with passenger
schedules result if the two services are handled together. Handle
passengers in a passenger car, combining all reasonable comforts
and conveniences. Handle express matter in an express car" de-
. signed for the business, and properly heated.

Geo. W. Parker, G. E. & P. A.,
Detroit United Ry.

Depends on the road and how operated. Ordinarily no. To con-
duct a passenger and freight business on same car is usually dis-
astrous to both, especially to the passenger business. The two de-
partments should not be operated together.

J. R. Harrigan, Gen. Mgr.,
Columbus, Buckeye Lake & Newark Tract. Co.

Have had no experience in handling express on combination cars,
but see no objection to it. The volume of our business is such
that it would be impossible for us to handle it in a combination
car. E. J. Ryon, Supt,

Schenectady Ry Co.

[Vol. XXV. No. 14.

I think the best method is to handle express in combination ex-
press and passenger cars, unless the tonnage is heavy enough to
justify a train daily for this purpose. This method saves car
mileage and extra cost for services of train crews, permits the
making of quick deliveries and gives loads at times when passen-
ger traffic is light, with a minimum increase in cost for power. It
also provides for carrying baggage, and a road must carry bag-
gage if there is competition. SotrxHERN Superintendent.

D 33. — What is the best form of combination car for hand-
ling passengers and express matter? Please give description
with photograph or sketch.

D 34. — Do you have your own warehouse at each station, or
make other arrangements ?

We have warehouses where the business warrants. At other
places we arrange with storekeepers, and at still others platforms
are provided where the goods are shipped at the risk of the owner.

Geo. W. Parker, G. E. & P. A.,
Detroit United Ry.

Own freight room at Newark terminal. Have joint agent at
Columbus and Zanesville. J. R. Harrigan, Gen. Mgr.,

Columbus, Buckeye Lake & Newark Tract. Co.

We own our warehouse.^ at two of our terminal stations and
rent a warehouse at another. In my opinion an electric road going
into the freight business should provide the same facilities for the
handling of freight that steam roads do. Without proper facili-
ties the business cannot be made successful.

E. J. Ryon, Supt.,
Schenectady Ry. Co.

At some stations we own our warehouses, and at others they
are rented. George Dunford, Gen. Ex. Agt.,

» Utica & Mohawk Valley Ry. Co.

D 35. — Please give suggestions as to best arrangement for
terminals in which to handle express and freight.

Control terminals or have arrangements whereby authority is
equal. If possible, have car enter freight shed, or along side of
freight house. J. R. Harrigan, Gen. Mgr.,

Columbus, Buckeye Lake & Newark Tract. Co.

The usual plan for a steam road freight house is just such as
is needed by electric railways. The buildings should be arranged
so that the cars may be loaded and unloaded from one side and
truckmen load and unload their wagons from the other side so
there will be no interference or delays in getting business in and
out of the house. E. J. Ryon, Supt,

Schenectady Ry. Co.

*^

CORRECTION FOR TRACK DEPARTMENT

In the answer to question No. I 20, from W. H. Glenn, super-
intendent of roadways, Georgia Railway & Electric Company, pub-
lished in the issue for March 25, an error was made in quoting Mr.
Glenn as saying that the co'st of sap pine ties, including creosoting,
is 20 cents delivered, The statement should have been the cost of
sap pine ties, for creosoting, is 20 cents. This price represents the
cost of the tie itself ready for creosoting, but does not include the
cost of doing the creosoting. Editors.

QUESTIONS ON BRAKE-SHOES

Answers to the following questions are requested :

E 66a.. — -What has been your experience with dif¥erent types

of brake-shoes ?

E 66b. — What effect has the type of shoe on the life of the

wheel ?

E 66c. — Hovy thin is it safe to wear a shoe ?
E 66d. — What is the cost of your shoes per 1000 car-miles ?
E 66e. — Have you had any trouble with shoes breaking?
E 66f. — What adjustment do you allow between the shoe
and the wheel, (i) With air brakes? (2) With hand brakes?

STREET RAILWAY JOURNAL.

April 8, 1905.]

, STREET RAILWAY JOURNAL.

669

DURABILITY OF STEAM TURBINE VANES

East Pittsburg, Pa., March 31, 1905.
Editors Street Railway Journal:

There has recently been brought to our attention from
numerous sources a report upon the alleged short life of the
vanes in steam turbines, stated to have been inspired by a
European engine builder. The sole evidence rests upon photo-
graphs of turbine vanes purported to have worn out with less
than one year's service. This report bears all the earmarks of
misinformation, if not of malicious falsehood, especially as
similar photographs have been covertly circulated in this coun-
try as representing the experience in various American turbine
plants. We therefore ask the courtesy of your columns for a
brief statement of facts, and are content to leave to the good
judgment of your readers the conclusions to be drawn there-
from.

The text of our argument we find in the following passage :
"As to the cost of maintenance and repairs, it is claimed that

blade have been curled over, so that in the position in which
the photograph is taken, a considerable portion of metal ap-
pears to have been eaten away. There is also conspicuous evi-
dence of the indentation of a round-nosed instrument on one

FIG. 1.— VIEWS OF NEW AND OLD BLADES, SHOWING DAMAGE
APPARENTLY DUE TO EROSION

of the damaged edges and of a chisel upon the other. Such
injury is manifestly not due to normal wear, as the innocent
looking title would lead one to believe: "Same bucket after
having been in use less than one year."

FIG. 2. -INTERIOR AND DETAIL VIEW OF UPPER HALF OF STATOR OF I0O-K\V TURBINE VVHRH HAS BEEN IN CONTINUOUS

SERVICE SINCE AUGUST, 1899

there is an enormous wear (meaning erosion) in the back of
the turbine blades * * * Photographs of both convex
and concave sides of a new and a damaged vane are shown.
From a careful examination of these photographs we conclude :
First, that the supposed erosion is probably due entirely to an

A skilful photographer can, by adjusting lights, shades and
focus, create most convincing effects. To illustrate, we have
photographed a turbine blade (see lower two views in Fig. i)
which was taken out of an experimental machine in which sev-
eral rows of vanes had been damaged, due to accidental distor-

FIG. 3.— VIEWS OF ROTOR OF 400-KW TURBINE IN CONTINUOUS USE SINCE AUGUST, 1S99

accident in which the blade in question had been badly dam-
aged by the flying particles, but not entirely broken off ; or,
second, that a new blade has been deliberately injured for illus-
trative purposes; or, third, that it has been in a class of service
the severity of which we have no conception.

The photographs in question show that both edges of the

tion of the casing. This photograph bears a striking resem-
blance to those referred to above, and shows how easily a false
impression may be created. You will observe that this blade
bears strong evidence of erosion upon the back (see lower left-
hand view in Fig. i), whereas it was, in fact, a new vane dam-
aged in the manner shown simply by bombardment of small

6yo

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

broken particles of other vanes. If the photograph had been
taken sHghtly out of focus, the edge shown curled over in the
two latter views would have appeared to be badly eaten away.
The concave surface is, of course, intact..

In support of our contention that steam erosion in the Par-
sons type of turbine is quite negligible, owing to the low steam
velocities employed, we have recently photographed the in-
terior of the first steam turbine put into practical use in Amer-
ica and the first turbine built by us for commercial service.
This machine was installed in 1899, and together with the three
units installed soon after, has since been in continuous service

FIG. 4.— WESTINGHOUSE-PARSONS VANE AFTER FIVE AND ONE-
HALF YEARS' SERVICE, EIGHTH ROW, LOW-PRESSURE
BARREL OF ROTOR, CONVEX AND CONCAVE SIDES

upon a 24-hour factory load. The first views in Figs. 2 and 3
show the upper half of the stator and of the upper half of the
rotor, respectively, while the second engravings in each case
are closer views of stator and rotor. In the last two views a
position was chosen looking directly along the cutting edges
of the vanes to show their condition after over five years' con-
tinuous service.

In order to exhibit this still more clearly in detail, two vanes
were deliberately broken out of the eighth and twelfth rows, re-
spectively, of the low-pressure barrel, where the greatest quan-
tity of moisture occurs, and where erosion would, if at all, be
expected. These are shown in Figs. 4 and 5. Although repro-
duced as sharply as possible, the old vanes are even in better
condition than they appear, and their metallic surfaces have re-
tained the original polish of new vanes as they come from the

FIG. 5.— CONVEX AND CONCAVE SIDES OF WESTINGHOUSE-
PARSONS VANE, TWELFTH ROW, LOW-PRESSURE BARREL

drawing machine. Fig. 6 shows one of these specimens set on
edge alongside of a new vane of similar size. The end of the
new vane appears rough, as it has been sheared off and not
ground true, as would be the case when finally inserted in a
finished machine.

Three facts must be apparent from these photographs : First,
that the old vane has retained its full cross section, and hence
its full mechanical strength ; second, that the vane angles, and
hence the efficiency, are unimpaired in service; third, that the
surfaces along which the working steam passes have not lost
their original smoothness.

The only effect traceable to steam wear on the vanes of this
turbine is to be found in the case of vanes which have been set
slightly out of line with the remaining ones of their particular
ring. In such cases the area projecting into the steam space
becomes slightly scored on the advancing side, presumably due
to their contact with particles of moisture coursing through the
lower stages of the turbine during light loads when their
velocity in this region is probably somewhat less than normal.
This effect, however, but occasionally develops, and simply re-
sults in the sharpening of the cutting edges. of the vane to
such fineness that a piece of heavy cord may readily be severed.

In no case has the section of metal been worn away to any ap-
preciable extent. The vane reproduced in Fig. 4 was slightly
out of line, and shows this effect as much as any other in the
turbine.

In judging the results obtained from this turbine it should be
borne in mind that the steam supply has always been exces-
sively wet, owing partly to a long run of steam piping. No
superheaters are used. On several occasions the turbines have

been checked con-
siderably below
their normal
speed from the ef-
fects of slugs of
water passing
through them. It
also frequently
occurs that creek
water has to be
put into the boil-
ers owing to the
failure of city
water supply.
This water is at

all times extremely acid and very impure. In fact, it has been
necessary to coat the outer surface of the dummy pistons with
white lead to prevent their corrosion from this acid water.
Owing to the accumulation of sediment, the turbines have to be
frequently cleaned by air blast, as the steam velocities are not
sufficient to keep the passages clear.

In conclusion, it should be recalled that the turbine on ex-
hibit represents the beginning of the present turbine industry
in America. Its failure would have been even more conspicuous
than has been its success. It is therefore reasonable to suppose
that improved methods of manufacture and increased under-
standing of the turbine art should have resulted in an im-
proved machine rather than the reverse, as our detractors
would have you believe.

The Westinghouse Machine Company.
■

FIG. 6.— SECTION OF VANE IN CONTIN-
UOUS USE SINCE 1899

ELECTRIFICATION OF THE LULU ISLAND RAILWAY

An interesting example of the electrification of branches of a
steam railroad is offered by the Lulu Island division of the
Canadian Pacific Railway. This branch is 15 miles long, and
connects Vancouver with Steveston, the center of the salmon
canning industry. The farm land along this route is especially
adapted to dairying and fruit raising.

The work of electrification is to be carried out by the British
Columbia Electric Railway Company, Ltd., which has made a
traffic arrangement, dating from July i, 1905, with the steam
railroad mentioned. The latter is running two trains a day at
present. When the electrification is completed, double-truck
cars, 48 ft. long, built by the British Columbia Electric Rail-
way Company, will leave the Granville Street station, Van-
couver, every hour. There will be one sub-station, this being
located near Eburne, 10 miles from Vancouver. It will be
equipped with a 500-kw, three-phase rotary made by the Cana-
dian General Electric Company. The line itself offers no spe-
cial difficulties, the steepest grade being only 3 per cent and
the sharpest curve 10 degs. The track consists of 56-lb. T-rails.

To compete with the Worcester Consolidated Street Railway
for the patronage of the employees at the large factories in
Greendale, the Boston & Maine Railroad has reduced the price
of single fare tickets between Worcester and Barbers' Crossing
from 10 cents to 5 cents. Heretofore there has been a 6-cent
fare on a workingmen's train, and strip tickets were sold at a
reduced rate. The Worcester Company still has the advantage
of a well developed transfer system.

April 8, 1905.]

STREET RAILWAY JOURNAL.

671

A GASOLINE-ELECTRIC MOTOR CAR FOR THE ST. JOSEPH
VALLEY TRACTION COMPANY

A gasoline-electric motor car has just been completed at the
locomotive and car shops of F. M. Hicks & Company, Chicago
Heights, 111., for service on the line of the St. Joseph Valley
Traction Company, operating out of La Grange, Ind. H. E.
Bucklen, of Chicago, who is president of the St. Joseph Valley
Traction Company, is responsible
for the trial of this car on his
road. The car carries a gasoline
engine of 70-brake-hp, a direct-
current generator of 50 kw, a
storage battery of 120 cells and
an equipment of four General
Electric 250-volt railway motors,
mounted on the trucks in the
usual manner. The generator
furnishes current to operate the
motors and also charges the stor-
age battery when not supplying

current to the motors. The storage battery assists the gen-
erator during acceleration and on upgrades. Almost the entire
car, with the exception of a little room in one end, is given to
suplying motive power, thus making it virtually a locomotive,
the idea being to have it haul passenger coaches or freight cars,
as occasion may require.

The car body is of unusually heavy construction to provide
for the concentrated loads upon the floor. The gasoline engine
alone weighs 18,000 lbs. and the generator 6000 lbs., this unit
being located directly over one of the trucks. Two 6-in., I4')4-
Ib. I-beams are used for center sills, and the two side sills are
5-in. X 8-in. yellow pine. The four intermediate sills are 4-in.
X 6l4-in. yellow pine, making eight sills in all. Transverse sills

continuous blocking. Heavy wrought-iron carlines serve as
trusses across the deck of the car to add to the general stiff-
ness. The body truss rods consist of two i^-in. rods with i^-
in. ends. There are two compartments in the car, as can be
seen by the accompanying plan. The car is 34 ft. long over the
end sills and 9 ft. 8 ins. wide over the side sills. About two-
Ihirds of the space is given up to an engine room, the balance
being known as a baggage compartment, although considerable

r

- — ! 1

■

GASOLINE-ELECTRIC MOTOR CAR FOR THE ST. JOSEI'H VALLEY TRACTION COMPANY

consist of two 8-in. x 12-in. oak timbers at the ends; two tran-
soms over the trucks, each consisting of two wrought-iron
plates lYz ins. thick and 10 ins. wide, and a lot of floor joists
2% ins. X 61/2 ins. Transverse wrought-iron tie-rods 5/<i, in. in
diameter tie the underframing together. On the sills is a lloor
of two thicknesses of ^4-in. pine, separated by a layer of Ncpon-
set paper. The side frame is also extra heavy, reinforced by

PLAN OF GASOLINE-ELECTRIC MOTOR CAR

space in the baggage compartment is occupied by storage bat-
teries. The trucks are the St. Louis Car Company's heaviest
design of interurban M. C. B. truck.

The gasoline engine, which was built by the Marinette Gas
Engine Company, of Chicago Heights, 111., is of the upright
marine type, and has four water-jacketed cylinders. This en-
gine has developed 70-brake-hp at 325 r. p. m. in factory tests,
with a consumption of i pint of gasoline per hp-hour. Water
for cooling the jacket is circulated through 800 ft. of ■)<|-in.
automobile radiator pipe, and thence through a supply tank of
190 gals, capacity. This water is kept in constant circulation
by a rotary pump belted from the engine shaft. Air is blown
tlirough the radiator by two 42-in. fans revolving in a hori-
zontal plane, 300 r. p. m., and
placed directly under the radia-
tor, forcing the air out through
ventilators in the upper deck.

The generator is a direct-
connected shunt-wound Sprague
Electric Company machine of
50-kw capacity, giving direct
current at 250 volts. This is
connected in parallel with a
battery of 120 chloride storage
cells. The cells are placed in
ventilated lockers, which are
coated inside with asphaltum
paint. The acid fumes from
the battery are drawn from the
lockers and exhausted through
the ventilators by the same fans
that force the air through the
radiators of the water-jacket
system. The battery and gen-
erator leads are taken to a
switchboard, where they are
connected in parallel, and on
which switchboard circuit
breakers are provided. The
voltage of the generator is ad-
justed with reference to that-of
the storage battery, with the idea of making the storage battery
take whatever load exceeds the capacity of the generator when
the car is accelerating on climbing heavy grades.

The car is equi])ped with the National Electric Company's
automatic Christensen air brakes, which are supplied from a
4-hp electric motor compressor of the ordinary type. This is
run from the generator and storage battery. There is also a

672

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

storage battery used in gasoline engine ignition. Besides this,
there is another compressor on the car belted from the gasoline
engine mentioned.

Two trap doors over the cylinder heads make it possible to
remove the heads and pistons readily. The gasoline supply is
carried underneath the car in a heavy galvanized iron tank of
125 gals, capacity. A small reciprocating pump driven from
the engine supplies gasoline. All excess gasoline gravitates
back to the reservoir through an overflow pipe. Two methods
of starting the gasoline engine are provided, one is that of
driving the generator as a motor from the storage battery until
it can draw in a charge of gasoline so as to run itself. To do
this the fields of the generator are fully excited and the arma-
ture is connected to the storage battery through a four-point
rheostatic switch. The other method of starting the engine
which is provided is by compressed air. To provide air for
this purpose an air compressor with a capacity of 5.9 cu. ft. of
air per minute is belted to the engine shaft. This runs at 165
r. p. m. and maintains a pressure of 200 lbs. per square inch in
two steel reservoirs. These reservoirs are connected through

VIEW OF GENERATING EQUIPMENT

a reducing valve to the storage reservoir of the air-brake sys-
tem. A pressure of 90 lbs. per square inch is maintained in
the latter. This gives the air-brake system a reserve supply of
air should the motor compressor be out of order.

The weights of the various parts of this locomotive car are,
as follows :

Pounds.

Motors 10,000

Gasoline engine 18,000

Generator 6,000

Batteries 9.250

Compressors 800

Truck and car body 33,6oo

Gasoline storage tank 2,000

Water tank and circulating system 2,000

Miscellaneous 4,000

Total 85,650

On a recent trial run made on the tracks of the Chicago Ter-
minal Transfer Railway between Chicago Heights and Harvey,
a speed of 25 m.p.h. was attained. The current consumption of
the motors at this speed is stated to be 140 amps., all of which
was delivered by the generator, which, in addition, was supply-
ing about 15 amps, to charge the storage battery. During accel-
eration the current rose as high as 300 amps.

CONVERTIBLE CARS FOR GREATER NEW YORK

Convertible cars of the type shown in the accompanying
illustrations have recently been delivered by the J. G. Brill
Company to the Long Island Railroad Company. From the
first of June until the first of October the cars will be operated
on the i^-mile line extending from Far Rockaway to the
ocean. Far Rockaway, which is within forty minutes of New
York, is a splendid seaside resort and attracts during the season
an immense number of visitors. Thus the electric cars are
largely patronized. The convertible type of car should give
excellent satisfaction, as it permits rapid loading and unloading
of passengers, and in case of a sudden storm may be quickly
and easily changed from an open to a closed car. Several con-

SINGLE-TRUCK CONVERTIBLE CAR FOR SEASIDE SERVICE

vertibles which have been installed on other electric lines of
the Long Island Railroad Company now stand in high favor.

The larger car shown is seated for forty passengers, and is
30 ft. 8 ins. over the end panels and 8 ft. i in. over the posts at
the belt, and the smaller car is seated for twenty-eight passen-
gers, and is 20 ft. 7 ins. over the end panels and 7 ft. 9 ins.
over the posts at the belt. The vestibule sashes are composed
of single lights and are arranged to drop into pockets. The
sashes and panels of the cars are raised into roof pockets when

SEATING ARRANGEMENT OF CONVERTIBLE CAR

not in use. The spring cane seats are of the step-over type
and have grab handles attached to them. Cherry, with* birch
ceilings neatly decorated, constitutes the interior finish of
the cars.

The larger car is 40 ft. i in. over the crown pieces and ves-
tibules, and the panel over crown pieces is 4 ft. 8^ ins. The
width over the sills and the panels is 7 ft. 5^ ins., and over the
posts at the belt, 8 ft. i in. The sweep of the posts is 3^ ins.
The size of the side sill is 4^ ins. x 7 ins.; sill plates, ^ in. x
8 ins.; thickness of the corner posts, 3^ ins.; thickness of the
side post, ^% ins. The car is mounted on No. 27-F high-speed
trucks, with a 4-ft. wheel base and 33-in. wheels.

The smaller car is 30 ft. long over the crown pieces and the
vestibules, and the panel over the crown piece is 4 ft. 8}^ ins. ;
width over the sills and the panels, 6 ft. 11% ins.; width over

April 8, 1905.]

STREET RAILWAY JOURNAL.

673

the posts at the beU, 7 ft. 9 ins. ; sweep of the posts, 5 ins. ; side
sill size, 5>4 ins. x 6 ins.; end sill size, ins. x 6 ins.; sill
plates, 6 ins. x in. ; thickness of the corner posts, 3^ ins.,
and of the side posts, 2H i"s. The car is mounted on the No.
21-E single truck, with an 8-ft. wheel base and 33-in. wheels.

DOUBLE-TRUCK CONVERTIBLE CAR FOR SEASIDE SERVICE

Angle-iron bumpers, radial draw-bars, etc., are among the Brill
patented specialties included in the furnishings of these cars.

THE AMESBURY TROLLEY WHEEL

The Climax Ignitor Company, of Amesbury, Mass., through
its exclusive selling agents, the Stuart-Howland Company,
of Boston, has recently placed on the market a new
type of self-lubricating trolley wheel which possesses
a number of valuable features, besides its ability to
run without the addition of any oil or grease. In a
number of tests which this wheel has been given, it has
shown remarkable wearing qualities; in fact, in a service ex-
tending over thirty-one days on a double-pole car, one end of
which was equipped with the Amesbury wheel and the other
with the ordinary wheel, the former ran with no attention,
while on the other pole thirty bushings and several wheels were
worn out. A view of this Amesbury wheel is shown herewith.

The wheel itself is made up of new copper, which by a special

frequently oiling is therefore removed, and the common annoy-
ance of oil dripping on car top is entirely overcome.

The bushing is made of a special soft iron designed to be run
only on a hard pin. Several oil holes feed the lubricant through,
and grooves help to distribute it over the pins. This bushing
lasts longer than the wheel, a feature which
perhaps has never been known before in trol-
ley wheel construction, and one which the
manufacturers claim is of great advantage.
Wheels leave the wire chiefly because worn
bushings allow wabbling, and in many cases
wheels will wabble so much after service of
a few hours, or a few days at most, that they
leave the wire frequently and cause a great
deal of trouble and often damage. For a
wheel to run true and smooth on its bearing
as long as the wheel itself lasts is a feature
of such importance that all practical railway
men will at once see its value. A peculiar
claim made for this bushing is that the ma-
terial is of such a nature as to allow the cur-
rent to flow more freely than is usual through
the wheel, reducing the arcing which is so common, and effect-
ing a great saving of trolley wire. It is a matter of common
knowledge that the wire in many cases is worn more by arcing
than by friction.

The Amesbury wheels are made in standard sizes of 4-in.
and 5-in. diameter, with ij^-in. bearings for either ^-in. or
5^-in. pins, and of 6-in. diameter with 3-in. hub. This last is
especially designed for extra high-speed and high-powered
cars, and has already been adopted by one of the most im-
portant and best equipped roads in New England after a most
satisfactory test. The 4-in. wheel is being adopted by other
lines, but the makers have not given their product general pub-
licity before now, preferring to wait until they should have
finished their very exhaustive tests in actual service under hard
conditions. Wherever tests have been made the results have
been highly satisfactory, and the manufacturers believe that
the wheel will meet a very favorable reception in all parts of
the country. Although higher in price than other wheels, it is
claimed to be actually less expensive, because the first cost is

CROSS SECTION OF
6-IN. WHEEL

CROSS SECTION
OF 4-IN,WHEEL

APi^EARANCE OF NEW 4-IN. TROLLEY
WHEEL

AN AMESBURY TROLLEY WHEEL AFTER
THIRTY-ONE DAYS' CONTINUOUS
SERVICE

alloy is rendered very hard and tough, though not brittle, and
has great durability. The special feature of the wheel, how-
ever, is its self-lubricating quality. As will be seen from the
accompanying engravings, the wheel is hollow, with flaring
sides, forming a chamber which is filled at the factory with a
grease of peculiar composition, which melts slightly under the
heat of operation. The one filling is more than sufficient for
lubrication as long as the wheel lasts. The usual necessity of

the only expense, all cost of extra bushings, oiling and labor
being eliminated.

In the rapid development of the street railway business much
attention has been given to the heavy portions of the equip-
ment, but the time has now come when much careful thought
must be given to the small and less expensive items. It is a
fact well known to some that many railway officials have no
conception of the amount of trouble experienced at car houses

674

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

and on the road in the use of cheap trolley wheels and bushings.
These are often made of junk so as to sell at a low price, and on
many interurban roads where the service is hard, it is not un-
usual for change of bushings to be made daily, and for a bush-
ing to last two or three days in this service is often the best
that can be expected.

Managers should also take into consideration another matter
of much importance. Where bushings give out frequently
there are many delays in the operation of cars, and every such
delay means extra power expended in making up time. The
cost of this extra power per year must be a very large item on
some roads.

♦^♦^

A NEW HIGH DUTY SHAPER

Many improvements in the design of shapers have been made
during the past few years, not only to facilitate machining
operations, but also to extend the range of work of each tool.
But with the introduction of the new high-speed tool steels for

THE NEW DESIGN OF THE CINCINNATJ SlIAPER FOR
HEAVY-DUTY MACHINE WiiKK

cutting tools, and also of the many advanced and improved
methods of machine shop operation, suc]^ radical and extreme
requirements have been imposed upon machine tools that heroic
treatment has in many cases been found necessary to enable
them to cope with operating conditions. No one has been more
appreciative, however, of the requirements that have been made
m this direction than has the Cincinnati Shaper Company. Cin-
cinnati, Ohio, which has made many improvements in the de-
tail of its shapers in anticipation of what was foreseen as
necessary.

The new "Cincinnati" high-duty shaping machines illus-
trated herewith are examples of the latest efforts of this com-
pany to produce a tool that will be capable of a greater produc-
tion than any other that has been built and which will with-
stand more severe usage than has heretofore been expected of
shop tools. These elements, which have been very successfully
embodied in these new tools, make them particularly applicable
to the conditions met in street railway shop operation, and a
description of them will be of interest and value to railway
shop men.

The engravings illustrate the new i6-in. high-duty "Cincin-
nati" shaper, first as arranged for belt driving, and second as
equipped with a self-contained motor drive — the latest and most

approved method of tool operation for railway shops. In the
former case the tool is equipped with the usual style of four-
step belt cone by which it is driven from a countershaft in the
usual manner. In the second case, it will be noticed that the
motor is mounted on an extension of the base of the shaper,
while in place of the usual cone pulley upon the initial shaft
in the regular belt-driven machine a large gear is mounted,
which is driven through a pinion upon an auxiliary shaft
directly above it, which carries a four-step cone pulley to cor-
respond with that upon the motor. The lever shown above
the auxiliary shaft is for the operation of a brake, which is
very serviceable for stopping the machine for adjustment or
other purposes.

,As to mechanical detail, this new shaper is geared so as to
make it one of the most powerful shaping tools for its size that
has been built. In spite of this, however, the fact has not been
overlooked that it is necessary to withstand the peculiar and
excessive strains to which the shaper is subjected when oper-
ated in the modern heavy-duty service, and consequently all

THE STANDARD EOUlPiMENT (IF THE ClNClNN.VTi HEAVY-
DUTY SHAPER FOR MOTOR DRIVING

parts have been strengthened to cover the most extreme re-
quirements. The column is of considerably greater weight and
strength, having been more heavily ribbed and braced inter-
nally for a maximum of rigidity. The ram has a wider and
longer bearing on the column, and is also, like the rail, greatly
stiffened for the heavier work to which the tool is adapted. The
head swivels to any angle and is provided with a locking device,
and also an interesting design of down feed. As shown, an
outer support is supplied under the table, which is capable of
cross travel with the table.

An interesting feature has been introduced in the journal
bearings of the main gear, inasmuch as each is provided with a
two-stepped bearing, the inner step or end of the journal being
of twice the diameter of the outer end ; this will overcome any
tendency toward breaking of the shaft near the gear seat, and
in addition provides a bearing of great rigidity and' wearing
qualities. The crank block is, in the new machines, made of a
steel forging, and is set well into the cup of the gear, permit-
ting the rocker arm to travel close to its edge, and thus avoid
the usual overhang. Taper gibs of one length are provided
throughout, which are adjustable endwise by single screws for
taking up wear; these are provided for the arm, head, rail,
apron and crank wheel slides, as, while much more expensive

April 8, 1905.]

STREET RAILWAY JOURNAL.

675

to make, they are far preferable to the more usual style of gibs
with set screws impinging with varying pressures at several
points in the length of a gib. Also ball bearings are provided
under the elevating screw to the rail.

The machine has a back gear drive, the ratio of which is 6:1
with it out and 24:1 with it in, the latter being the highest
gearing ratio that has been applied to a shaper, giving to it the
greatest possible advantage in heavy cutting duty. The motor-
driven machine, as illustrated on the previous page, is driven
by a 5-hp direct-current motor supplied by the Triumph Elec-
tric Company, although any other make of motor is obviously
applicable for this purpose ; in fact, three machines of the same
size and similarly equipped have been built for the Thomson-
Houston branch of the General Electric Company for use with
5-hp General Electric motors operating at 1800 revolutions.

GENERAL DIMENSIONS OF THE BELT-DRIVEN SHAPER

Extreme length of stroke 16H ins.

Greatest distance table to rani 175^

Least distance table to ram 35^

Vertical travel of table 14 "

Horizontal travel of table 20

Diameter of head 8 "

Feed to head 7 "

Length of top of table 12 "

Width of top of table 11

Depth of table 13

Length of ram bearing in column 29

Width of ram bearing in column 10/

Key-seating capacity, diameter . . , . , 3

Size of vise jaws 10x2 "

Vise opens 8^-4

Width of double belt 2/

Number of speeds to ram 8

Weight of machine and countershaft, net 2600 lbs.

A NEW MOTOR-STARTING PANEL WITH CIRCUIT BREAKER
FOR INDIVIDUAL DRIVING

One of the recent changes for the better in electrical practice
is to be noted in the increasing use of switchboard panels con-
taining the control apparatus for individual motors, employed
for driving machine tools and other classes of machinery. Be-
fore their introduction and in those installations where they are
not yet used, controlling rheostats, line switches and protective
devices have been mounted in the most convenient place avail-
able, often with apparent disregard of fire risk or the protection
of the operator. The use of a self-contained panel insures the
proper mounting of the apparatus and provides a neat and con-
venient arrangement, with means for easily mounting in any
desired location.

The accompanying illustration shows one of the new styles
of starting panels for direct-current motors designed by the
Westinghouse Electric & Manufacturing Company, and em-
ploying a two-pole type-D circuit breaker instead of the cus-
tomary switch with fuses. The circuit breaker is, especially
adapted for this use, as one pole is connected in each leg of the
circuit, the poles closing independently, but tripping simul-
taneously. In closing the circuit, if there is an overload upon
the line, the pole first closed opens immediately upon closing
the second, thus instantly interrupting the circuit and prevent-
ing damage. It is strongly built, with few parts, none of which
are small. It is provided with hinged, movable contacts of the
brush type, and with carbon tips, to which the current is
shunted when the circuit is broken, preventing sparking at the
contacts. The circuit is fully broken at the contacts before
there is any movement of the carbon tips. There are no springs
except the strong strip of spring steel which carries the car-
bons, the blow of the armature tending to open the breaker and
not simply to release the moving parts. The device is reliable
in its action, and is adjustable for different loads.

These panels with circuit breakers are furnished in two
styles ; those with field rheostats for motors requiring shunt
field regulation for varying speed, and those without field rheo-
stats for constant-speed motors. A starting rheostat with mini-
mum voltage release is generally employed with Westinghouse
motors; as soon as the supply circuit is interrupted, the rheo-
stat will then automatically open the circuit, making it impossi-
ble to damage the motor by restoring full line potential to the
circuit when the motor is at rest.

The field rheostat ordinarily provided with Westinghouse
motors is mechanically strong, and will stand continuously the
field current of the machine with which it is used, in any posi-
tion of the handle. No combustible material is used in its con-
struction.

The slab is of slate, with a dull black marine finish, har-
monizing with the l)]ack oxide finish of the apparatus. Brackets

MOTOR-STARTING PANEL MOUNTED DIRECTLY ON THE RIGHT-
HAND SIDE OF THE PLANER BED

may be supplied for wall mounting, when ordered, or gas pipe
frames of rigid construction can be provided for mounting upon
the floor. These panels range in capacity from hp to 50 hp
at no volts, and from Ys hp to 100 hp at 220 volts; the sizes
of the panels vary from 11 ins. x 23 ins. x i in. to 20 ins. x 48
ins. x ins., acccfl'ding to the space required for the ap-
paratus. These panels are designed in strict accordance with
government specifications and answer all requirements of the
most rigid inspection.

They are especially adapted for separate machine tool driv-
ing, being so designed as to permit mounting directly on the
frame of the machine tool driven by the motor, as shown in the
accompanying illustration. As may be noted from this illus-
tration, the panel is mounted on the right-hand side of the bed
of the planer and back of the housing, so as to be out of the
way and clear of metal chips. This tool, as shown, is a 32-in. x
32-in. x lo-ft. planer, installed in the Omaha, Neb., shops of
the Union Pacific Railroad, and is driven by a 5-hp type-S West-
inghouse direct-current motor.

676

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

ATTRACTIONS FOR AMUSEMENT RESORTS

The article on park amus'enieiits published in the Street
Railway Journal of March 11, while describing a large num-
ber of popular amusement devices, said but little about the
construction of such parks or the methods which have been
developed in furnishing them with variety acts, circus per-
formances, band music and other elaborate attractions. While
many of the parks are private enterprises, still a large number
are owned or controlled by railway companies, so that the latter
must be vitally interested in the developments that are taking
place in this field. As an example of the better results that a
railway company can secure from the exploitation of its picnic
grounds, reference may be made to the Rochester Railway
Company, which is now having a park amusement concern

attractions a splendid summer hotel, with the best dining facili-
ties, boating, fishing and bathing, besides a vaudeville theater
with weekly changes of bill, open air band concerts, outdoor
circus, Houses of Trouble, Myth Cities, Creation and Here-
after, Tyrolean Alps, Ye Olde Mill and a score of other mod-
ern entertainments. In fact, the increase in traffic is expected
to be so great that the Rochester Railway Company will be pre-
pared to run cars on forty-five seconds' headway during the
hours of heaviest traffic.

Among other large parks in the Robert F. Walter circuit are
"Dreamland" between Troy and Albany, "Dreamland" at Cin-
cinnati, and the noted Athletic Amusement Park at Buffalo.

COMIC OPERA AND MUSICAL COMEDY SUCCESSES FOR
SUMMER PARKS

A. G. Delamater, of New York, who for several years past

A VIEW OF DREAMLAND PARK, ALBANY, N. Y.

convert its park at Glen Haven into a much more attractive
place, to be called

DREAMLAND AT ROCHESTER
When Robert F. Walter, of the Walter Circuit of Amuse-
ment Parks, determined to invade Rochester with a modern
outing place where the latest high-class attractions could be
offered, he learned that the ideal spot for this purpose was
Glen Haven, held by the Rochester Railway Company. After
a number of conferences with General Manager Danforth and
Superintendent Willcoxen, Mr. Walter closed a contract with
the railway company to take over the entire property for five
years, with the privilege of renewing the contract for five years
more. Although this agreement was luade but a few weeks
ago, the various amusement buildings are already in process
of erection, and the railway company is laying a double-track
extension through the glen, fitting up new rolling stock and
tearing down freight and storage sheds to make way for trans-
fer platforms and waiting rooms. Glen Haven is only twenty
minutes ride on a beautiful scenic line from Rochester's famous
Four Corners.

While Rochester's Dreamland will not be the largest in the
Walter circuit, it will be the most attractive, owing to the com-
bination of its natural beauties with the pleasure devices in-
troduced by man. The park, therefore, can offer among its

has been connected with the leading musical organizations, in-
cluding F. C. Whitney's productions, Stange and Edwards
operas, etc., has made an entirely new departure, and is organ-
izing several companies to present recent New York comic
opera and musical comedy successes in the summer parks. He
either rents the theaters or supplies the attractions on a per-
centage basis, as may be desired.

HIGH-CLASS BAND MUSIC
A review of the attractions that are now presented at the
leading amusement resorts shows how superior they are to the
vulgar performances current a few years ago. This is espe-
cially apparent in the grade of band music furnished, hence it is
not surprising to learn that so prominent a band master as
Francesco Fanciulli is preparing to tour the better class of
picnic parks during the coming summer season. Mr. Fan-
ciulli is a resident of New York, where he has been conducting
the Seventy-First Regiment Band, which is well known for
the excellence of its Central Park concerts. Previous to his
connection with this organization, Mr. Fanciulli led the famous
Marine Band, of Washington, for five years, and before that
time he was associated with Patrick S. Gilmore. During past
years his band has taken prominent part in such great events
as the Dewey festivities, in New York ; the reception to the
fleets of Admirals Sampson and Schley ; the 250th anniversary

April 8, 1905.]

S'lUEET RAILWAY JOURNAL.

of the Charter of the City of New York; tlie dedication of the
Temple of Music at the Pan-American Exposition, and the
Louisiana Purchase Exposition. The reputation that lie has
gained by his past efforts in catering to the musical public gives
reason to believe that he will also meet with success in this
field. The business manager of this organization is J. S. Ean-
ciulli, of New York.

FAIRYLAND PARK
It is certain that the best way to keep a park making money
is to be able to offer a frequent change of bill, so that the same
people will be led to visit the park again and again. Such
changes are very expensive, however, unless the attractions
are furnished by some good booking agency which is in a posi-
tion to offer any desired shows at the time wanted, owing to
the fact that the people in its employ are shifted from one
resort of its circuit to another instead of staying in one place
all season. One of the best known circuit managers to-

park will be splendidly illuminated by some 20,000 electric
lamps, for which current is to be furnished by the Public Service
Corporation of New Jersey. The latter company will also be
prepared to carry visitors from Paterson to the park within
twelve minutes, and in even less time from Passaic. An at-
tractive and useful feature will be the dressing of all the male
employees in handsome uniforms of blue, with yellow and gold
trimmings. The girls employed as cashiers, standkeepers, etc.,
will also be neatly uniformed. Mr. Melville is prepared to con-
struct for railway companies other parks of this character,
carrying out, of course, such modifications as the local condi-
tions appear to make advisable.

THE BASEBALL GALLERY

The latest form of amusement for parks, fairs and seaside
resorts designed by the Twentieth Century Amusement Com-
pany, of Boston, Mass., appeals to every lover uf the great

A PANORAMIC VIEW OF FAIRYLAND PARK, NOW BEING ERECTED NEAR PATERSON. N. J.

day is Frank Melville, of New York, whose attractions are en-
gaged to play in a large number of railway parks. Mr. Mel-
ville's knowledge of both the theatrical fraternity and the tastes
of the public in different parts of the country has enabled him
to turn many unprofitable parks into money-makers. Aside
from booking attractions, Mr. Melville frequently carries out
the planning and construction of large pleasure resorts. A
case in point is "Fairyland Park," now in course of erection at
Paterson, N. J. This park will appeal to over a quarter million
people, who for a 5-cent, or at most a lo-cent fare, will be able
to visit the new Coney Island without spending the extra dollar
which would be required for a round-trip ticket to the old one,
besides saving over three or four hours tedious riding. Fairyland
Park will feature the best bands procurable, have a free open air
circus, vaudeville theater, dance hall, figure eight roller coaster,
merry-go-round. Ye Olde Mill, Maxim flying machine, Ferris
wheel, Japanese tea garden, Katzenjammer Castle, Cave of the
Winds, fire-fighting exhiI)itions, etc. The theater and circus
rings' programmes will be changed weekly. At night the whole

game of baseball, just as the rifle gallery appeals to the man
who prides himself upon his marksmanship or who desires to
excel in that sport.

It is not mechanical in any sense, save that the ball is auto-
matically pitched. The striker at the bat not only needs skill
to place the ball, but, according to his skill, he may make a
base, two-base, three-base hit or a home run. A well-directed
strike hits a target 20 ft. away, the accuracy of the blow and
the strength behind it being registered on a miniature baseball
diamond, a dial, miniature men or discs, standing at the home
plate, starting to first base, second base, third base or a home
run, according to the skill of the batter ; while, on the other
hand, it is "three strikes and out" if the striker is not success-
ful in making a base. This probably is sufficient to give an idea
of the interest that can be worked up in the game.

It has been proved what the device will do. The first gallery
was built at Revere Beach. This was experimental, while the
inventor was trying to develop his idea and build a perfect ma-
chine. It was tried on the public only at such times as it was

678

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

practical to put a man in charge to try it out. Under these
most disadvantageous conditions this first machine averaged
$3.50 per hour.

The baseball gallery in its improved and perfected shape is
now right in everv detail, and will be readv for delivery for

BASEBALL GALLERY, WITH MECHANICAL PITCHER

use during the coming season. It occupies no more space than
25 ft. X 12 ft., about the size of the ordinary rifle gallery, while
it will appeal to a much larger clientele. It is the new thing of
1905, adapted to the American taste and idea, filling just the
want of those who want "something new under the sun."

A nickel is charged for three strikes. The player grasps a
regulation bat. A regulation ball is tossed to him automatically.

This is good for a "three-bagger," and the third runner on the
dial runs to third and stops, sending in the two runners which
had reached second and third ; but should he, on his third
strike, have landed his ball over the fence (marked 4 on the
target) he would have sent the third runner round the dial,
making a home run, sending in the two ahead of him
who were on the bases. In other words, the result of
the strikes is registered automatically on the dial in
full view of the player and the public, by the little
figures actually running the bases.

THE CORDILLERO SLIDE
Only a brief reference was made in the March 11
issue to the Cordillero Slide, designed by Clark Ball,
of New York, but since that time further details and
an illustration have become available. The slide con-
sists of two towers set 400 ft. apart, constructed of
steel throughout. The highest tower is 200 ft. over
all. The towers are pyramidal in shape, being 150 ft. x
150 ft. at the base and 50 ft. x 50 ft. at the top. On
the top of the towers is set a ball made of iron bands,
which can be studded with electric lamps, and bears
tlie name in electric letters, "Cordillero Slide." Be-
tween the two towers are slung cables, from which
are suspended cars for the transportation of the pub-
lic, the descending grade of the cables being sufficient
to allow the cars to descend entirely by gravity. In-
side the towers are set tracks on which the car travels
after leaving the cables. The track is arranged so
that when a car enters the tower it turns in a large
circle and comes out to descend to the other tower.
From the base of the lower tower the cars are drawn
to the top of the higher one by a cableway controlled
by electricity, machinery for the same being located in the base
of the lower tower. The towers are in turn anchored by having
one or two cables securely anchored.

The cars are to have a light steel frame, covered with wicker
work or wire meshing, sufficient for the occupants to see
through, but at the same time preventing them from putting
their heads or arms outside. The center part is to be raised

THE CORDILLERO SLIDE, SHOWING TOWERS, STEEL CABLES. CARS AND ROOM FOR CONCESSIONS

He hits the ball a clean, hard hit, to the infield (marked i on
the target). A disc (representing the runner) on the dial runs
to first base and stops. On his second strike the player may
land the ball in the outfield (marked 2 on the target). This
sends the first runner to the third base and the second runner
to the second base. The player's third strike, we will say, re-
suits in landing one against the fence (marked 3 on the target).

sufificiently for the guard in charge of the car to see over the
heads of the people in front. There is a device for gripping
the cable to be drawn to the top of the car, and a brake for use
in stopping at any dangerous speeds and at the starting and
stopping points.

There is little room on the ground floor of the smaller tower
for concessions, it being the starting and stopping place, and

A.PRIL 8, 1905.]

STREET RAILWAY JOURNAL.

679

where all the machinery is located. The available space, how-
ever, is 22,500 sq. ft., so that the machinery of the whole park
can be placed there, together with the cable hoist used for
drawing the cars to the top of the higher tower. On the second
floor of the smaller tower, about 22,000 sq. ft., a theater can be
built, or something else along the same line. Use may also be
found for the higher floors. In the larger tower the first and
second floors can be left out or attractions put in them, such as
a ballroom, etc., the space being the same as in the smaller
tower, and the same can be used on each of the floors going up,
excluding the floors on which the cars travel. If so desired,
an elevator can be constructed in the higher tower if the latter
is used as an observatory. The cables may be stretched over
a lake or river and a Shooting the Chutes arranged, starting
from one of the tower floors, thus using up space that other- '
wise might be lost. In fact, the possibilities of this slide are
such that a whole park can be constructed from it.

COMBINATION AUTOMATIC SHOOTING GALLERY
As the profits of a park shooting gallery are dependent largelv
upon the attractiveness and novelty of the targets, amusement
managers, no doubt, will be interested in a description of some
of the excellent work done by the Quaker City Arms & Target
Works, of Philadelphia, in the planning and construction of
shooting galleries and appurtenances. The cut presented illus-
trates the company's gallery "R," known as the "Prize Fight-
ers." This is a great achievement in target making and is
bound to attract the sporting fraternity and general public.
Hence it should prove to be a first-class money-niaker, second
to none. The central figures (which are 20 ins. high) stand in
a fighting attitude, ready to box, moving toward each other and
retreating alternately until the bull's-eye on either figure is hit.
Then it drops down as if knocked out, recovers and is ready for
the next round. Naturally it is both exciting and amusing to
see a prize fight without danger of police interference. Below
is a set of chimes, on which a melody can be played, with a re-
peating rifle. On each side are self-setting gong targets. Be-
low are swimming ducks, which fall over when hit, as natural
as life, as they move past, and are automatically re-set. On the

mif/"- ''''

£1

>;,/'

• • • •

• • • •

/ > ' f

/

or gasoline engine or electric motor. It is very simple and
strong in construction, light running and not likely to get out
of order. This gallery has fully sixty-five targets. It is made
of heavy iron for 22-short cartridges and is nicely painted.

MOVING PICTURES
Of all the vaudeville attractions presented in a summer resort,
it would be diflicult to find one which retains so strong a hold
on the public as moving pictures. Of course, the continued
drawing power of such an exhibition depends entirely on the
use of a large number of interesting subjects which can be fre-
quently varied, but as no single park manager can afford to
purchase the films outright, it is customary to hire them

COMBINATION AUTOMATIC SHOOTING G.VLLERY

TAKING PHOTOGRAPHS ON THE GREAT YUKON RIVER FOR
MOVING PICTURES

from a central distributing agency. This is the class of work
carried on by Miles Brothers, of New York, who not only are
large manufacturers of moving picture films and complete out-
fits, but are also the distributers of moving picture apparatus
of all other makes. Their extensive knowledge of this field
enables them to rent cheaply at weekly or semi-weekly intervals
a selection of the best and latest work, thereby relieving the
park management of all worry and uncertainty in trying to
select attractive subjects. Miles Brothers are also prepared to
supply a skilled operator and apparatus wherever necessary.

Some idea of the extensive work carried out by this firm in
gathering material on subjects of great human interest may be
obtained by examining the accompanying illustration, which
shows a party of their experts on the great Yukon River in the
act of taking a series of moving pictures through Miles
Canon. Messrs. Miles also have a number of other parties
tliroughout the world, some of which are securing films of
Russo-Japanese battle scenes, the Panama Canal work, besides
numerous comic and dramatic subjects.

right is the leaping rabbit and dog, which appear and disappear,
ringing a gong when the bull's-eye on the same is hit. Below
are three gong targets. On the left are flying birds, which fall
back when hit, while in motion, and are self-adjusting. Below
these there is another set of three gong targets. In the rear of
the leaping rabbit and dog stands a revolving windmill ; the
birds on the sails fall back when hit and are automatically re-
set. In the rear of the flying birds is a Punch and Judy target.
Punch and Judy appear and disappear alternately and fall back
temporarily when hit. Below the ducks are two rows of drop-
ping birds, which fall to the ground when hit and are re-set by
hand.

The entire gallery is kept in constant motion by either a gas

MYTH CITY, KATZENTAMMER CASTLE, TEMPLE OF MIRTH,
CAVE OF THE WINDS, ETC.

The planning and construction of unique "illusion" and
"laughing" buildings has been brought to a high state of devel-
opment by the Continental Anuisement Construction Companv,
of Buffalo, N. Y., which is responsible for originating some
very popular attractions of this character. The illustrations
on the next page show two of the company's structures, one
known as "Katzcnjanuucr Castle" and the otlier ;is tlie "Teni|)]c
of Mirth." The former is 70 ft. x 20 ft. x 20 ft. in size, contain-
ing a number of tlie latest mirth-|)rovoking devices and illu-
sions, while the entrance itself surely is odd enough to provoke
anybody's curiosity. The "Temple of Mirth" is a massive

I

680

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

Eg-yptian-like structure, 50 ft. x 20 ft. x 20 ft. in dimensions.
Other products of this company are "Myth City," the "Helter-
Skelter" slide, "Cave of the Winds," "Caves of Capri" and

KATZENJAMMER CASTLE

"House of Trouble." The company sells plans of all of these
buildings at a low figure, and as the cost of construction is

eral excellence of construction of its skates, but specifically to
the high-grade material and workmanship which characterize
their ball-bearing mechanism, which is the point of greatest
interest to roller skaters to-day. The cones and ball
cases are made from cast steel tempered in oil. The
ball cases are made in two parts and milled from the
bar, and being made in this way, the bearings are
parallel with the outside. The cones and ball cases,
after being tempered, are ground to accuracy, thereby
insuring a perfect bearing.

Ball cases are apt to loosen, from various causes,
and there must be some way of holding them securely
to the rims. Ball cases, whether made in one or two
pieces, simply forced into the rims, or even with hot
metal poured around the ball case, are not safe, and at
just the important time and when needed most, are apt
to become loose.

The holes in the rims are perfectly true. Conse-
quently, when the ball cases are pressed in the rims
the alignment is perfect. The roll is then finished on
its bearings. A key seat cut in the rim and a steel key
with ends bent into a slot in the ball case prevent the
ball cases from coming out or turning, and the flanges
on the outside of the ball cases prevent them from going inward.
By this mechanism the ball cases are made absolutely secure.

ROLLER SKATE FOR RINK USE

also moderate, even a small park can secure in this way
quite a variety of novel entertainments of this character.

' WEB STEEL ROLL

The fastest challenge speed skaters in the world are said
to be using these ball-bearingf skates with the best results.

HIGH-GRADE ROLLER SKATES FOR RINK USE
■ The undeniable revival of roller skating after an in-
terval of a generation warrants more than ordinary
attention to the subject of roller skates and the matters
pertaining thereto. The Samuel Winslow Skate Manu-
facturing Company, of Worcester, Mass., was estab-
lished in 1856, and has been making ice skates con-
stantly since that time. The company has also been
making roller skates since the early 70's, and claims
to be the oldest ice and roller skate manufacturer in
the United States.

During the last roller skate excitement previous to
the present one, the Winslow Skate Company obtained
a series of patents on what was then and has since
been known as the "Vineyard" roller skate. The com-
pany states that the original "Vineyard" roller skate
was so well devised that its fundamental principles now
make the basis of roller skate construction in this
country. In the best of the company's own product
to-day all the strong features of the "Vineyard" skate
are in evidence, although they appear under new
and improved forms and in thoroughly up-to-date mechanism.

The Winslow Skate Company, in presenting its rink skates
to managers of park rinks, calls attention not only to the gen-

«

TEMPLE OF MIRTH

Nine 3-16-in. balls on each side of the roll are used, which
give room for a larger cone than with the eight balls generally
employed. Special attention is called to the ball retainer inside

April 8, 1905.]

STREET RAILWAY JOURNAL.

tlie ball case, which prevents the balls from falling through the
axle hole when assembling. This is a consideration of great
importarrce to rink managers.

Another feature to which this company calls particular at-
tention is its "Web" steel rolls, which are so constructed and
weighted as to overcome all of the difficulties which have here-
tofore caused annoyance to roller skate rink operators. The
company maintains that its "Web" steel roll will wear longer
than any other wheel ever made ; that it will not slip ; can be
easily cleaned; that it runs true; and for these and other
reasons has increased value for private ownership or for rink
operators.

DIAL PLATFORM SLOT WEIGHING SCALE

The Rogers Manufacturing Company, of New York, whose
souvenir post card machines were mentioned on page 485 of
the Street Railway Journal of March 11, has also been very
successful with the weighing scale shown
in the accompanying illustration. This
machine has proved lucrative for years,
and the interest of the public remains as
keen as ever. The Rogers scale has been
installed in a large number of railroad
stations, depots and ferry houses
throughout the United States, where it
has met with uniform success on account
of its accuracy even under severe treat-
ment. Compactness, reliability and
strength are, in fact, among its leading-
features. The machine weighs less than
100 lbs., so that it can be moved about
with little difficulty.-

MOVING-PICTURE MACHINES, STEREOP-
TICONS, SLIDES AND FILMS

Several valuable improvements in
moving-picture appliances have been in-
troduced recently by the Kleine Optical
Company, of Chicago, and as this branch
of the amusement business has grown to
be quite an important factor in many
railway parks, it may be of interest to re-
fer to a few of them in detail as follows :
A new combination of condensing
lenses, which can be applied to any of
the magic lanterns or moving-picture
machines, and which materially increases
the illumination upon the curtain ob-
tained from any form of light and im-
proves the field by rendering the disc
upon the curtain absolutely flat without
the discoloration which is particularly
T^^M^^^^ noticeable when using

1 9H^^^^^^^^^^^^ the
^^B^H^^^^^^^^^I^^ A radically new

^^^^^^■^^^^^^^^^^^^ oxygen for the produc-
tion of lime light; this in-
volves the use of a chem-
ical which immediately
generates oxygen when
placed in water. The apparatus employed to utilize this chem-
ical for projection work is very simple and absolutely safe; the
gas is generated during the exhibition without the application
of heat, instantaneously, at low pressure, and at no time is there
a large supply necessary, generation going on while the gas is
being consumed.

A new series of high-grade projection lenses for stereopticon
work and moving pictures. Among these are long-distance

PLATFORM SLOT WEIGHING
SCALE

lenses of the best grade, to project stereopticon pictures at 200
ft. or 250 ft., and an extra fine quality moving-picture lens for
medium distances, say 40 ft. to 75 ft. By special arrangement
with lens manufacturers of world-wide reputation, the Kleine
Optical Company has unusual facilities for obtaining moving
picture and stereopticon lenses of every grade, in the greatest
variety. Every practical focus will be found in its stock.

A new form of vapor light, which accomplishes the same re-
sults as the "bright white" light and the "sun rival" light, but
is extremely compact, uses 7 ozs. of wood alcohol when fully
charged, is less expensive and operated in the most simple
manner. The light generating outfit weighs 26 ozs. This is a
French invention, and the company furnishes the imported ap-
paratus.

A device which the company calls the "Deflector" is attached
to the objective lens to change the direction of the rays of light;
this attachment enables the operator to avoid tilting his in-
strument when projecting up or down.

NEW POWER HOUSE OF THE ROCHESTER, SYRACUSE &
EASTERN RAILWAY

The new power house of the Rochester, Syracuse & Eastern
Railway Company, now in course of construction at Lyons,
N. Y., will be finished July i. The building is to be 177 ft. long
X 124 ft. wide, and from 36 ft. to 40 ft. high. It will contain
three separate rooms for boilers, engines and transformers.
The boiler department will be 95.4 ft. wide, the width of the
engine room will be 74.8 ft., and the transformer room will be
30 ft. wide. Brick and stone are to be used in the structure.
The roof will be flat and will be covered with tar and gravel.
Monitors will be placed over the engine and boiler rooms. The
equipment of engines and dynamos will consist of two turbo-
generators of 1500 kw each. These machines will generate a
current of 3300 volts, each generator to have a 50-kw exciter,
mounted on a turbine shaft. There will also be two rotary con-
verters of 500 kw each, six of 400 kw each, and twenty-four
transformers with a capacity of 6500 kw. There will be in-
stalled in the main generating station a thirteen-panel switch,
and in the three sub-stations switchboards of five panels each
will be placed. Twelve quadruple engines of no hp each will
constitute the motive power.

^>

A QUESTION OF HEADWAY IN CANTON

The Canton-Akron Railway Company, of Canton, Ohio, has
beefi having an interesting controversy with the city of Canton
over the operation of cars on its city lines. E. S. Dimmock,
who took charge of the property a short time ago, found that
some of the lines were not paying, and he increased the interval
between cars from twelve minutes to fifteen minutes. The
City Council passed an ordinance requiring that all cars be
operated on a twelve-minute headway. The company offered
to conform to this headway if the city would allow it to increase
its rate of speed from 10 m.p.h. to 15 m.p.h., which would en-
able it to maintain the desired headway and still reduce the num-
ber of cars as planned. This the city refused to do. The com-
pany then agreed to make a thirty-day trial of the twelve-min-
ute headway, and offered to demonstrate practically to the
city that some of the lines could not be operated profitably with
this headway. A few days ago one car was taken off on one
line. Next day Manager Dimmock was notified that the Mayor
would take action if the twelve-minute headway was not re-
sumed. The following day a policeman stationed for the pur-
pose reported that cars on the line in question averaged four-
teen minutes apart. The Mayor immediately issued a warrant
for the arrest of Manager Dimmock, but no action was taken,
as the car was put hack on the line.

682

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

FINANCIAL' INTELLIGENCE

Wall Street, April 5, 1905.

The Money Market

There was no material change in the monetary situation this
week. The volume of business in all departments was somewhat
smaller than in the preceding week, but despite the falling off in
the demands for funds, the banks and trust companies here were
able to hold the market steady at near the recently quoted rates.
The inquiry for accommodations was largely for call money, which
advanced sharply to 4Y2 per cent at the beginning of the week, as
a result of the preparations making for the April i interest and
dividend disbursements. Subsequently, however, there was some
pressure of funds, which carried the rate down to 2rA per cent, at
which the final transactions were made. Time money rates, how-
ever, experienced very little change. At the opening there was a
fairly good demand for all maturities at per cent, but the local
institutions were not disposed to put out their funds at under
3^ per cent. Later in the week foreign bankers and out-of-town
lenders offered rather liberally, and practically all of the 3^/2 per
cent bids were accepted. This left the market in a much easier
position, and although the local institutions continued to quote 3%
per cent up to the close, they were unable to place any considerable
amount of funds at that figure. Mercantile paper was moderately
active. Merchants were disposed to offer more freely in connection
with the spring trade, and all offerings of prime material found a
ready market at 4 to 414 per cent. The weekly statement of the
associated banks, published last Saturday, was more favorable than
had been generally expected. The decrease in loans' of $10,412,000
was probably due to the shifting of loans to other institutions. The
actual loss in cash was $814,900, and was considerably smaller than
the loss indicated by the preliminary figures. Deposits decreased
$12,000,600, and the reserve reciuired decreased $3,000,150. The
surplus reserve increased $2,185,250 to $8,664,575, against $27,755,-
050 in the corresponding weeks of last year, $2,130,825 in 1903,
$2,649,525 in 1902, $5,817,975 in I'^oi, and $7,904,800 in 1900. At
the close indications point to a continued steady market at near
the present level of rates. It is pointed out that the demand for
funds from the interior has not developed large proportions, and
that the money disbursed for interest and dividends on April i
would soon find its way back to the banks, thus increasing to a
great extent the lendable supply of funds. Against this, however,
is the heavy demand soon to be made upon the banks for the
various bond issues, notably the $100,000,000 Pennsylvania 3^4 per
cents, and the new Japanese Government 4^ per cents, besides
a number of other less important issues. The situation at all the
Eu ropean financial centers continued easy, especially at London,
where there is talk of a further reduction in the Bank of England's
minimum discount rate in the near future. At Berlin the open
market rate is i 7-8 per cent, and at Paris the rate is 2 per cent.

The Secretary of the Treasury announces that he will call for
50 per cent of the Government funds held by the temporary de-
positaries, and such portion of the funds held by the permanent de-
positaries as they can appropriately spare in view of amount of
business done by the several lianks for the government, not ex-
ceeding 50 per cent ; the same to be paid in two instalments ; one-
half on or before May 15, and the balance on or before July I.
This will yield in the aggregate about $27,000,000.

The Stock Market

Trading in the local securities market this week was upon a
fairly large scale, and although prices displayed an irregular ten-
dency at times, the general trend of A alues was toward a higher
level. In the early dealings prices were influenced to a great ex-
tent by the higher range of values for American stocks at London
and by the heavy subscription to the new Japanese loan, which
was construed by many as an indication of an early settlement of
hostilities in the Far East. Later the favorable report regarding
the winter wheat crop, the improvement in railway gross earnings,
and the encouraging reports from Western traffic managers, im-
parted a decidedly better feeling, and despite the flurry in the call
loan rate, prices for nearly all of the prominent issues continued
the upward movement. The sharp advance in Union Pacific was
a conspicuous feature of the early dealings, and imparted pro-
nounced strength to practically the entire railroad list. New York
Central, Canadian Pacific, St. Paul, and many of the minor issues.

advanced sharply, while in the industrial list many substantial
gains were recorded. At the beginning of the present week trad-
ing developed considerable activity and strength on the favorable
showing made by Saturday's bank statement, and the reports of
continued industrial activity throughout the country. On Mon-
day afternoon, however, the market reacted sharply from the top
prices on selling by traders, who evidently misunderstood the
written opinion in the Northern Securities case. The losses, how-
ever, were soon recovered. On Tuesday, trading quieted down
considerably. The passage of the Stock Transfer Tax and the
Mortgage Tax bills, at Albany, chilled bullish sentiment, and prices
generally developed a reactionary tendency. A feature of the
late dealings was the acti\rity and strength in the Southern iron
and steel issues, especially in Tennessee Coal & Iron and Sloss-
Sheffield, on rumors of renewed progress in the Southern iron
merger. The market closed heavy.

The local trading stocks were only moderately active, but prices
generally showed substantial gains over those prevailing at the
close of last week.

Philadelphia

Trading in the local market for traction stocks was on a fairly
large scale this week, and although the dealings were attended with
more or less irregularity in prices, the under tone was generally
strong. In the early trading prices were inclined to sag in sym-
pathy with the decline in other quarters of the market, but toward
the close the market developed considerable activity and strength,
several issues making new high record prices. Strength was pro-
nounced in the speculative issues. Philadelphia Electric and United
Gas & Improvement common were conspicuously active and strong
in the early part of the week, on the report that the first named
company was to be leased to the United Gas & Improvement, and
despite the subsequent denial of the rumor prices for both issues
reacted only fractionally. Philadelphia Electric opened at liYg, and
advanced to 12, and closed at About 25,000 shares were

dealt in. United Gas & Improvement declined from \\6V\ at the
opening to 115%, but later there was a sharp advance to iiS% on
rather heavy purchases. Considerable realizing developed at the
high figure, and carried the price off about a point. Subsequently
there was another upward movement, the stock selling at 117M,
ex the dividend, but at the close there was a reaction to 117. Up-
wards of 19,000 shares changed hands. Philadelphia Company
common was another active issue, about 16,000 shares changing
hands, at prices ranging from 48^^ to 46^, and closing at 47^,
ex dividend. Odd lots of the preferred brought 48^4 to 49. Phila-
delphia Rapid Transit was decidedly strong, 16,000 shares selling
at prices ranging from 29 J4 to 31^, and closing at the highest. In
the less active issues pronounced strength was exhibited in Con-
solidated Traction of New Jersey and Union Traction, both issues
establishing new high record prices at 83% and 59^, respectively,
American Railways advanced from 52 to 54^, the latter price being
the highest attained since 1892. Other transactions included small
amounts of Philadelphia Traction at 99% to 100, an odd lot of
Union Passenger Railway at 236^.

Chicago

Despite the recent development in the franchise matter the new-
management of the Chicago City Railway is going ahead with the
various improvements planned some time ago. Vice-President
Mitten has been authorized to purchase 200 new cars, to cost $6,000
each, for use on the cross-town lines. A great many changes in the
method of handling traffic have been worked out, and it is said that
many reforms will be introduced during the summer. It is also
said on good authority that the gross earnings for the month of
March, being the first under the new management, showed a sub-
stantial increase, and although no figures are obtainable, it is under-
stood that the percentage of increase was the largest for that
month in the history of the company. It is believed that with
adequate car equipment and power further substantial gains in
earnings will be realized. The market for street railway shares
was e.xtremely quiet, and prices show only slight changes compared
with those ruling at the close of a week ago. Chicago Union
Traction sold at loi/s for a small amount, and the preferred brought
39^4- Chicago & Oak Park Elevated sold at 6, and the preferred at
20. Other transactions included Metropolitan Elevated at 23 to
22V2. preferred at 63, South Side Elevated at 95, and Northwestern
Elevated at 23.

April 8, 1905.]

STREET RAILWAY JOURNAL.

683

Other Traction Securities

Dealings in the Baltimore market were comparatively quiet, but
prices held generally firm. Interest centered almost entirely in the
United Railway issues, all of which were moderately active. In
the early trading prices displayed an advancing tendency, but subse-
quently prices yielded fractionally on the opinion by Judge Stork-
bridge that public franchises in the streets are liable to taxation.
The stock sold from 15^ to 14^, closing at the lowest. The in-
come bonds ran ofif from 65 to 64^, but recovered, and closed at
65. The 4 per cent bonds changed hands at from 9^/2 to 92%, and
back to 97%. About $110,000 of the incomes, and about $40,000 of
the 4s, were traded in. Other sales included $4,000 Macon Railway
& Light 5s at 99, $4,000 Washnigton City & Suburban 5s at 104^,
$5,000 Charleston Consolidated Railway Electric 5s at 96 to 95'/',
and Metropolitan Railway of Washington bonds at 119^.

The feature of the Boston market was the activity and strength
in Massachusetts Electric common and preferred, the first named
advancing from 20% to 23 on the exchange of about 9000 shares,
while the preferred rose from 68^4 to 70 on the purchase of 3500
shares. There was no news to explain the strength in these issues.
Boston & Worcester stocks were considerably less active and ir-
regular. The common was dealt in to the extent of several hun-
dred shares at from 25 to 24, a loss of nearly a point, while the
preferred advanced from 78^ to 80, and closing at 79%. West End
common sold at 97 to 97V2. and the preferred at 116 to \ \6V2.

Interborough Rapid Transit was a strong feature on the Nev/
York "Curb." At the opening the price declined a point to 201,
but subsequently there was a gradual advance to 213, at which
price it closed, a net gain for the week of 11 points. Comparatively
little stock came out on the advance. About 7000 shares of stock
were dealt in.

New Orleans Railway new common and preferred stocks, "when
issued," developed considerable activity and strength, the common
lyi points to 28;/^ on the purchase of about 20OD shares, while the
preferred moved from 73 to 77^ on light purchases. Very little
business was transacted in the bond department. Public Service
Corporation 5 per cent notes sold to the extent of $50,000 at 98
flat. Washington Electric 4s sold at 89^^.

Cincinnati Street Railway was active at Cincinnati, about 2600
shares selling at 148 to i49!/2. Detroit United advanced from 81^
to 85. Toledo Railway & Light moved up from 31^ to 36. on an-
nouncement of 2 per cent dividend. Cincinnati, Dayton & Toledo
advanced to 21, on announcement nf the snccc'-s of the leasing
plan. Cincinnati, Newport & Covington preferred sold at 921-2 to
93, and the common at 31.

Northern Ohio Traction & Light had a phenomenal run at
Cleveland. It had been selling at t8^j for weeks, and ach anced to
23^2 on sales aggregating less than 500 shares. Western Ohio re-
ceipts advanced from 14 to i6>4, on announcement of the financial
plan for the extension which is outlined in another column.
Northern Texas Traction advanced to 54^8, and at the opening of
this week there were numerous sales for 30-day delivery at 57 to
59/^- Aurora, Elgin & Chicago made a good gain on reports of
increased earnings, due to the opening of the line into Chicago.
It sold a short time ago at 10, and advanced to 17 : since then it
has eased off somewhat and sold at 30-day future delivery at 14V2.
Cleveland Electric has advanced to 85 on small sales. Muncie,
Hartford & Ft. Wayne advanced to 45.

Security Quotations

The following table shows the present bid quotations for the
leading traction stocks, and the active bonds, as compared with
two weeks ago : '

March 22 April 5

American Railways 5214 54

Boston Elevated 1541/2 154i,i

Brooklyn Rapid Transit 66% 'olV-2

Chicago City al9!) 199

Chicago Union Traction (common) 9% 10

Chicago Union Traction (preferred) a45 42

Cleveland Electric 821/2 82%

Consolidated Traction of New Jersey 81 SI

Consolidated Traction of New Jersey 5s llOVi llQi/i

netroit Ignited 8I14 85%

[nterborough Rapid Transit 201% 212%

International Traction of Buffalo 28 291/2

International Traction of Buffalo (preferred) 68 69

International Traction of Buffalo 4s 821/2 82'/;

Manhattan Railway 1671/4 ISfiM;

Massachusetts Electric Cos, (common) '.'O-'',^

March 22 April 5

Massachusetts Electric Cos. (preferred) 67 69

Metropolitan Elevated, Chicago (common) 23 23

Metropolitan Elevated, Chicago (preferred) 63 63

.Metropolitan Street 122% 12278

Metropolitan Securities 86% 87%

New Orleans Railways (common) inc 27% 27%

New Orleans Railways (preferred) inc 72% 77

New Orleans Railways, 4%s 84% —

North American 100% 102%

North Jersey Street Railway 23 23

Philadelphia Company (common) 47% *47

Philadelphia Rapid Transit 29% 31%

Philadelphia Traction 99% 100

Public Service Corporation 5 per cent notes 97% 97%

Public Service Corporation certificate.s 72% 72%

South Side Elevated (Chicago) 95 —

Third Avenue 129 130

Twin City, Minneapolis (common) 113% 120%

Union Traction (Philadelphia) 58% 59i/s

West End (common) 97% 97%

West End (preferred) 116 116

a .\skcd. * E.x-div.

Iron and Steel

The "Iron Age" sa)'s that the tonnage booked by the steel com-
panies throughout the country is enormous, the total of the United
States Steel Corporation being now the largest on record. In some
branches the congestion is such that an effort has been inade to
purchase material in the open market. It is reported that the
Steel Corporation has endea\ored to buy 50,000 tons from outside
plate makers, without success. The market is pretty bare of pig
iron for steel making. The total amount of foreign bessemer pig
bought by a tidewater works was 30,000 tons, which covers sales of
rails made to South America. Reports from the structural trade
are encouraging. The leading interest has about 600,000 tons on
the books, and specifications are coming in more freely.

^>

TOLEDO BONDS SOLD

E. W. Moore, of the Everett-Moore syndicate, has sold an ad-
ditional $250,000 of Toledo Railway & Light 4s to a New York
bond house, and has given an option on the remaining $334,000
now in the treasury at 30 days. This makes $500,000 of these
bonds sold during the past month. It is believed the balance will
be sold in the time stated. This will give the Toledo Company
sufficient money to pay its entire floating debt, and leave a reason-
able sum on the treasury to take care of improvements this sum-
mer. It is estimated that the property will earn 3^/2 per cent on
its stock this year. It has already been placed on a 2 per cent divi-
dend basis. It is the intention to pay a i per cent dix idend this
spring, and I per cent in the fall.

INCREASE IN NEW YORK CITY FRANCHISE VALUES BY
STATE BOARD

The State Board of Tax Commissioners has made public the
franchise valuations it has fixed for New York City corporations
for the year 1905. The valuations for 1904 were $251,158,450, and
the valuations for 1905 are $302,193,550, showing an increase for the
greater city of over $50,000,000.

The valuation of the Manhattan Railway Compan}- has been in-
creased from $46,700,000 to $55,750,000; Brooklyn Rapid Transit
Company from $25,552,000 to $29,560,000 ; New York City Railway
system from $74,860,000 to $79,233,000; Brookh'U City & Newtown
Railroad Company from $1,294,000 to $1,730,000; Coney Island &
Brooklyn Railroad from $895,000 to $t,T70,ooo; Long Island Elec-
tric Railway from $182,000 to '$201,000.

♦♦♦

POWER-STATION EQUIPMENT FOR SALE

John A. Stewart, of Cincinnati, has purchased the equipment of
the Louisiana Street power station of the Indianapolis Traction &
Terminal Company, of Indianapolis, consisting of looo-hp of boilers,
650-kw G. E. and Westinghouse generators, and 1500-hp of
Wheelock engines. These are being offered for sale, as they must
be moved at once to make way for improvements.

684

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

ANNUAL REPORT OF TWIN CITY RAPID TRANSIT COMPANY

The official report of the Twin City Rapid Transit Company
for the year ending Dec. 31, 1904, has just been issued. The gross
earnings were the largest in the company's history, but net fell
somewhat below those for 1903, due to a change in accounting
whereby there were added to operation $206,400 for renewal funds
and $31,394 for insurance fund. Had these items not been covered
in operating expense the surplus for the common stock after pay-
ment of the preferred dividend would have been $1,266,374, or
7.67 per cent instead of the $1,028,581 or 6.23 per cent shown. Thus
on the basis of accounting used in former years the rate of di\ i-
dend earned on the common is the highest in the company's his-
tory, being 7.67 per cent compared with 7.25 per cent in 1903, 7.06
per cent in 1902, 5.87 per cent in 1901, and 4.7 per cent in 1900.
The remarks of President Lowry in regard to the arrangements
with the city of St, Paul on franchises are interesting. He says
the company deems this decision and settlement of immeasur-
able advantage. The following figures have been abstracted from
the report :

Statement of receipts and expenditures, 1904.

RECEIPTS

Passenger earnings $4,269,408

Miscellaneous 38,672

Total earnings $4,308,080

EXPENSES

Maintenance of way and structures $196,520

Maintenance of equipment 291,705

Operation of power plants ,'^87,571

Car service 867,319

General expense 184,189

Legal expense 22,999

Injuries and damages 165,001

Insurance 16,605

Insurance fund 3i!39S

Total operating $2,163,304

Net earnings from operation $2,144,776

Interest on debt and taxes $906,195

Surplus applicable to di\ idends $1,238,580

Dividends preferred stock $210,000

Dividends common stock 825,550

Total dividends $i,03S,550

Income account, surplus $203,030

Per cent total operating (including taxes) to total earn-
ings 55

Note : — But for the transfer of $206,268 to renewal funds and

$31,394 to insurance fund, as explained in the report, the surplus

for the year would have been $440,694, as compared with $419,296

for year 1903.

General balance sheet, December 31, 1904.

RESOURCES

Roadway, equipment, real estate, buildings
machinery, tools and securities in

treasury $35,230,714

Surplus December 31, 1903 $3,410,642

Less taxes unpaid, $280,290

Less injuries and damages 50,000 330.290 3,080,352

$32,150,361

Additions during year 1904 . 2,250,224

$34,400,586

Current assets 629,402

Notes and accounts receivable 29,737

Cash in banks 393.264

Construction material for current im-
provements 206,400

Stores, materials and supplies 141,068

Invested funds 81,394

Insurance funds $31,394

Renewal funds 50,000

LIABILITIES

Capital stock $19,511,000

Common stock $16,511,000

Preferred stock 3,000,000

Funded debt 14,386,000

Mmneapolis Street Ry. Co $4,998,000

The St. Paul City Ry. Co 4,388,000

Mpls. & St. Paul Sub. Ry. Co 500,000

General mortgage 5 per cent 990,00

Consol. mortgage 5 per cent 3,510.000

Current liabilities 861,892

Unpaid vouchers and accounts $82,266

Interest accrued and not due 252,033

Dividends common stock due and

payable February 15, 1905 206,387

Taxes accrued and not due 321,205

Reserve funds 84,259

Insurance $31,394

Injuries and damages 52,864

Renewal funds 206,268

Way and structure $81,258

Equipment 125,000

Income account, surplus 203,030

$35,252,451

Minneapolis Street Railway Company.
Statement of funded delit, January I, 1905.

BONDS

First mortgage, 7 per cent, due 1910 $190,000

Second mortgage, 6 per cent, due 1913 600,000

First cons, mortgage, 5 per cent, due 1919 4,208,000

$4,998,000

The St. Paul City Railway Company.

First Mortgage, 6 per cent, due 1932 $224,000

First cons, mortgage, 6 per cent, due 1934 456,000

Cable cons, mortgage, 5 per cent, due 1937 3,708,000

$4,388,000

Minneapolis & St. Paul Suburban Railway Company.

First mortgage, 5 per cent, due 1824 $500,000

Minneapolis Street Railway Company and the St.
Paul City Railway Company.

General mortgage, 5 per cent, due 191 1 $990,000

Consol. mortgage, 5 per cent, due 1928 3,510,000

Total $14,386,000

♦♦■

MUNICIPAL OWNERSHIP IN MICHIGAN

$3.5-252,451

The Legislature of the State of Michig;in has refused by a very
decided vote to submit to the people a proposition to amend the
constitution of the State so as to provide for the municipal owner-
ship of street railway lines. While the proposed amendment
would of necessity apply to the entire State, it was introduced by
a member of the legislature from the city of Detroit, and was un-
derstood to mean that the people of that city would be given an
opportunity to vote upon the question of the purchase and opera-
tion by the city of the street railway line in the city now owned
and operated by the Detroit United Railway.

Since the action of the legislature in refusing to submit the ques-
tion to- a vote of the people, an opinion has been given by the cor-
poration counsel of Detroit to the effect that no amendment of the
constitution is necessary to effect municipal ownership, as the city
has a right under the present constitution and laws of the State
to own street railway lines. Numerous court decisions are quoted
in support of this posiWon, one of them being from the case re-
cently decided where the Common Council of the city attempted
to compel the Detroit United Railway to repair the foundation
under its tracks in one of the city streets.

Acting under this opinion and several others of a similar na-
ture, the corporation counsel expresses the belief that the city has
a right to construct and own street railway lines in the city, and
it is proposed that an experimental case be tried, the city to con-
struct a line in some street in the city, with the intention and ex-
pectation of bringing the entire matter to some definite conclu-
sion by such action.

On March 28 the Common Council adopted a resolution looking
to municipal ownership, for a resolution was introduced in Coun-
cil directing the commissioner of public works to submit a supple-
mental estimate calling for an appropriation of a small sum to
build a short stretch of line to be leased to the Detroit United
Railway.

April 8, 1905.]

STREET RAILWAY JOURNAL.

685

THE GRAND RAPIDS-KALAMAZOO CONTRACT

The contract for equipping the Grand Rapids & Kalamazoo
Railway, to which reference was made in the Street Railway
Journal of April t, provides for the installation of the Westing-
house single-phase system. The road will be built from Grand
Rapids to Kalamazoo with a branch from Otsego to Allegan, and
from Shelbyville to Gun Lake, and will be about 60 miles long.
Twelve passenger cars, to be geared for high speed, and si.x fast
express cars have been ordered. The road will use the city lines
of the Michigan Traction Company for a terminal in Kalamazoo.
The location of the central power house is not even intimated in
the information to hand.

The board of directors consists of W. H. Patterson and Frank
Henry, of Kalamazoo ; E. J. Anderson, of Plainfield ; C. B. Kelsey,
president of the Commercial Savings Bank, of Grand Rapids, and
George Hefferan, secretary of the Michigan Trust Company, of
Grand Rapids. The company is financed by Eastern capital, funded
on a 30-year bond issue of $1,600,000, secured by a mortgage. Ex-
Senator John J. Patterson, of Philadelphia, who is chief promoter
of the company, has been elected president of the Michigan Con-
struction Company, specially organized to take charge of the con-
struction of the road.

♦♦♦

FINAL HEARING ON BOSTON-PROVIDENCE PROPOSITIONS

The final legislative committee hearing on the various inter-
urban railway plans to connect Boston and Providence was held at
Boston on March 28. Hon. S.' L. Powers, representing the so-
called Gaston-Shaw line, offered a substitute bill limiting the
road's right to sell electricity for power purposes ; modifying freight
privileges by providing for the handling of express matter only ;
making the local authorities the deciding power in reference to
highway crossings ; adding the right to make traffic agreements,
and leaving the eminent domain clause in the original bill about
the same. The new draft also gave the company the right to sell
real estate not required for its own purposes, and increased the
capital stock from $2,000,000 to $2,500,000. Mr. Powers stated that
it was the opinion of his clients that the Stone & Webster line,
running in highways to a great extent and including grades as
severe as 9 per cent, would never be in competition with their line,
because the latter would run over a private roadbed outside the
highways, and the grades would be slight. Regarding competition
at the northerly end, where the Stone & Webster line — the Blue
Hill Street Railway — is already in operation, he felt that if the
new line could save time from Canton and Stoughton into Boston
it would draw the through traffic, but the existing lines would
have their local business developed in taking passengers to con-
necting points of the new line. He also said that his road would
bear all the expense of eliminating all grade crossings, subject to
the desire of local authorities — a thing which no steam railway has
or is willing to do — and that if new streets were built across the
line in the future, the company would bear the expense of separat-
ing the grades.

Mr. Powers presented an estimate of the cost of his road — the
Boston & Providence Street Railway. The general features of this
line were described on page 571, Street Railway Journal^ Alarch
25, together with the main facts pertaining to the Chapman and
the Stone & Webster proportions. The estimate presented by Mr.
Powers follows :

BOSTON & PROVIDENCE STREET RAILWAY COMPANY— ESTI-
MATE OF COST OF CONSTRUCTION

80-lb. rail — double main line, cross-overs, car house connections — 61

miles— 8046 tops, at $30.40 $244,598

Distributing rails along line, 8046 tons, at $1.50 12,069

22,528 joints, at $L65 37,171

2048 kegs of spikes, at $4.50 9,21.6

22,528 short bonds, at 35c 7,885

22,528 long bonds, at 60c 13,517

710 cross bonds, at 90c 639

183,000 ties, at 50c., distributed along line 91,501

150 tons 80-lb. guard-rails on bridges, at $30.40 4,560

Distributing same, at $1.50 per ton 225

Labor, laying 64 miles of track, at 20c. per foot 67,584

Ballast, 138,375 cu. yds., at 40c 55,350

Overhead work, iron-pole construction, SlVs miles, at $8,000 252,000

40 cars, at .$12,000 480,000

8 double-truck ,':now-plows, at $5,.500 44,000

Power house and electrical equipment 475,000

Car house, with addition .for office .32,000

Telephone service 2,500

$1,829,814

Clearing and grubbing, 206 acres, at $90 ; $18,540

Avoiding twenty-eiglit grade crossings, at $7,800 each 218,41)0

Earthwork, 850,000 cu. yds., at 30c 255,000

Solid rock excavation, 50,000 cu. yds., at $1.65 82,500

Stone or concrete, 7020 cu. yds., at $7.50 52,650

Steel work 40,000

Drain-pipe culverts, 4000 ft., at $2 8,000

Speci.tl work, frogs and switches 15,000

Fencing, 63 miles, at $330 20,790

Cattle-guards 200

Cattle passes, under or over 4,000

Highway fencing. State highway construction 9,216

Incidental woodwork, coffer dams, false work, etc 2,500

$2,556,610

Ten per cent 255,661

$2,812,271

Following Mr. Powers, various remonstrants were heard. The
main objection urged by citizens was that the proposed routes have
not as yet been definitely settled, and that any right of eminent do-
main granted before the definite route had been published, or be-
fore persons whose lands had been affected should have a chance
to be heard, would be unfair and contrary to the policy of the
commonwealth. The steam railroad attorneys present, W. H.
Coolidge, of the Boston & Maine, and M. A. Maxwell, of the New
Haven, based their opposition on the plea that if a new company
should be allowed to do a railroad business, it should be subject to
the burdens and safeguards imposed on steam railroads, and exist-
ing steam roads should be given a fair chance to build the line
if they saw fit. H. C. Forbes, representing parties wishing to build
under the steam railroad law, spoke briefly in favor of his clients.

The estimate presented by the Stone & Webster attorney, H. H.
Newton, for a so-called moderately high-speed line was as follows:
MASSACHUSETTS & RHODE ISLAND STREET RAILWAY

Approximate estimate cost of construction, mechanical and electrical equip-
ment and rolling stock, Massachusetts & Rhode Island Street Railway and
extension of Blue Hill Street Railway, completing second track of the Blue
Hill Street Railway.

DISTANCES: DUDLEY STREET TO PROVIDENCE

Miles

Elevated surface track, about 4.5

Blue Hill Street Railway track, about 10.0

Massachusetts & Rhode Island Street Railway track, about 22.0

Interstate Railway track, about 5.0

Total, about 41.5

Road to be double-track, center-pole construction, 70-lb. T-rail, oak or
chestnut ties.

MASSACHUSETTS & RHODE ISLAND STREET RAILWAY, EXTEN-

SION OF BLUE HILL STREET RAILWAY

Rail, 4840 tons, at $32 $154,880

Rail joints, 15,600, at $1.90 29,640

Spikes, 220,000 lbs., at 2y2C 5,500

Cross ties, 115,000, at 50c 55,750

Track laying and surfacing, 22 miles, at $1800 39,600

Ballast, 132,000 cu. yds., at 80c 105,600

Copper bonds, 31,200, at 50c 15,600

$406,570

rjverhead construction, 22 miles double track, at $6,000 132,000

20 double-truck cars, semi-convertible, four motors, at $8,500 170,000

5 snow-plows complete, at $5,500 27,500

Extension to power house, mechanical and electrical equipment 200,000

Car house 20,000

Grading, masonry, etc., 22 miles, at $20,000 440,000

Land for right of way, 22 miles, at $1,000 22,000

Engineering, superintending, legal and incidental, 10 per cent 141,807

Total estimate of proposed extension $1,559,877

SECOND TRACK, BLUE HILL STREET RAILWAY

Rail, 660 tons, at $32 $21,120

Joints, 2000, at $1.90 3,800

Spikes, 30,000 lbs., at 2y2C 750

Cross ties, 16,220, at 50c 8,110

Track laying and surfacing, 6 miles, at $900 5,400

Ballast, 18,000 cu. yds., at 80c 14,400

Copper bonds, 4000, at 50c 2,000

Overhead construction, 6 miles, at $3,000 1,800

Grading, masonry, etc., 6 miles, at $3,000 18,000

Damages 10,000

Engineering, superintending, legal and incidental, 10 per cent 10,15S

Total estimate of proposed second track $111,738

Present value main line, Blue Hill Street Railway 450,000

Total estimated cost, double-track line, Mattapan to Rhode

Island line $2,121,615

Average cost per mile of double track $66,300

68b

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

CHICAGO ASKS BIDS FOR A MUNICIPAL STREET RAILWAY

The local transportation committee of the Chicago City Council
has given Mayor Harrison authority to advertise for bids for the
construction of a municipal street railway on streets where the
franchises owned by the Chicago Passenger Railway may have ex-
pired. Lines on these streets are at present operated by the Chicago
Union Traction Company. The bidders will be asked to submit
bids which will offer one of two alternatives — city ownership
and city operation or city ownership and company operation. The
committee has engaged Bion J. Arnold to draw up detailed plans
for the system proposed. Bids are to opened July i. 1905. The
advertisement in part reads as follows :

Proposals will be received for the construction and installation of a system
of municipal street railways within the city of Chicago, upon the terms and
conditions and the alternative plans hereinafter stated:

First — Tlic said street railway system will first be installed upon the follow-
ing-named streets and parts of streets, to wit:

Adams .Street, from Clark to Desplaines.

Desplaines Street, from Adams to Harrison.

Harrison Street, from Desplaines to Western Avenue.

Western Avenue, from Harrison to Twelfth Street.

Twelfth Street, from Western to Crawford Avenue.

It next will be extended over the following streets and parts of streets, upon
which the rights of the present occupants already have expired:

Halsted Street, from Harrison street south to the center of the Chicago
River. Ogden Avenue, from Harrison Street to Fortieth Avenue, and will, at
the pleasure of the City Council, be extended into any and every other part of
the city of Chicago upon streets in which the rights of the present occupants
have already expired or will expire during the years 19(B and 1906, and upon
such other streets as may, in the discretion of the City Council, be deemed
advisable for making connected routes and lines of street railways.

Payments to be made by the city shall be made either by the delivery of
street railway certificates to be issued under and in accordance with the pro-
visions of an act of the General Assembly of Illinois, entitled "an act to
authorize cities to acquire, construct, own, operate and lease street railways
and to provide the means therefor," commonly known as the Mueller law, or
in cash from the proceeds of the sale of such street railway certificates by
the city, and separate bids may be submitted for payment by said certificates
or for payment in cash from the proceeds of the sale thereof.

If the bidder so elect, bids may be submitted upon the basis that the com-
pleted system, when equipped and installed, shall be so leased to such bidder,
and in case he shall submit with his bid the percentage of the gross receipts
of the system or the amount of cash per year and the term of years, not to
exceed twenty, which shall be provided for in such lease, the person bidding
the highest percentage of gross receipts, other things being equal, shall be
considered the highest bidder. In case of bids based upon a percentage of the
gross receipts, other things being equal, the bidder who shall accept the lease
for the shortest period shall be considered the highest bidder.

Bids may also be submitted for the privilege of constructing and operating
street railway tracks and a system of cars in the various streets herein referred
to, and such other streets as the city may lawfully designate from time to
time, and in such case the bidder who agrees to pay for such privilege the
highest percentage of the gross receipts to be received from such operation
for the shortest term, shall, other things being equal, be considered the
highest bidder. In such case the bidder may specify the streets and parts
of streets upon which he desires to bid.

♦♦♦

ANNUAL MEETING OF IOWA STREET & INTERURBAN
RAILWAY ASSOCIATION

The second annual convention of the Iowa Street & Interurban
Railway Association is to be held at Dubuque, la., on Thursday and
Friday, April 20 and 21. The headquarters of the association are
to be at the Hotel Julien. The session will be called to order at
10 a. m., April 20. J. L. Lindsay, secretary and treasurer of the
Union Electric Company, of Dubuque, will make the address of wel-
come. Geo. B. Hippe, of Des Moines, la., the president of the asso-
ciation, will then speak. After the report of the secretary and
treasurer has been read, H. H. Polk, president of the Interurban
Railway Company, of Des Moines, will read a paper entitled
"Handling Freight by Interurbans and Interchange of Business
with Steam Railroads." In the afternoon the delegates will at-
tend in a body the session of the Iowa Electrical Association and
hear a paper on "Steam Turbines," by W. E. Boileau, and a visit
will be made to the power house of the LTnion Electric Company.
This is a new steam turbine plant of much interest. Plans of it
h.ave already been published in the Street Railw.w Journal.
Friday morning three papers will be read. They are entitled :
"Accounting as an Aid to the Operating Department." by R. A.
Tenssler. secretary of the Omaha & Council Bluffs Street Railway ;
"Car Shop IMethods," by John D. Fish, master mechanic of the
Tri-City Methods," by John D. Fish, master mechanic of the
F. McDonald, purchasing agent of the Waterloo. Cedar Falls &
Northern Railway Company, of Waterloo. The first business for
the afternoon session will be the reading of a paper entitled "The
Adoption of Gasoline Motors for Street and Interurban Service,"

which is as yet unassigned. After the election of officers and the
selection of a place for the 1906 meeting, the convention will ad-
jotirn. The officers of the association are: Geo. B. Hippe, of Des
Moines, president ; James F. Lardner, of Davenport, vice-presi-
dent ; L. D. Mathes, of Dubuque, secretary and treasurer.

THE BROOKLYN RAPID TRANSIT ENTERTAINMENT

The entertainment provided last week at its East New York
ljuilding by the Brooklyn Rapid Transit Employees' Benefit Asso-
ciation, for its members and their friends, proved very successful.
As stated last week, each employee was entitled to two tickets,
which included transportation over the various lines of the com-
pany to and from the entertainment. The professional talent, es-
pecially engaged for the entire week, played each evening to a
crowded house, and on Saturday afternoon at the special matinee
entertained more than 1900 children. One of the important features
of this matinee was a contest between a representative girl and a
boy from each of the depots. The girls' contest was among four-
teen children between the ages of seven and twelve years. It was a
shoe-tying competition, and the prize was a handsome pair of ball-
bearing roller skates. A similar prize was awarded in the boys'
contest. Figures for the evening attendance show that the lowest,
that of Tuesday night, was upwards of 900. On Monday there were
1304 persons present, on Wednesday 1313, Thursday 1485, Friday
1054, and Saturday upwards of lOOO.

The large attendance on Thursday evening is mainly accounted
for by the fact that, on that evening the officers of the company
were made the guests of the association. From the president down,
all the operating officials were invited, and they availed themselves
of the invitation, too. George R. Folds, assistant to Vice-Presi-
dent and General Manager Calderwood, was there as the personal
representative of that official. Dow S. Smith, the general super-
mtendent, was also in attendance. Others who were there were
W. B. Graham, superintendent of surface lines ; W. O. Wood,
superintendent of elevated lines ; F. D. Valentine, superintendent
of employment, and the many division superintendents.

In honor of these officials the regular programme was varied
somewhat. A special feature was the appearance of the Brooklyn
Rapid Transit Employees Benefit Association Band of thirty
pieces, which rendered several selections. This band is under the
direction of W. S. Mygrant, band master of the 13th Regiment
Band N. G. N. Y. Mr. Mygrant, who is one of the foremost cor-
netists in this country, also rendered several selections, accom-
panied on the piano by his daughter. Mr. Wolfram, of the en-
tertainment committee, before permitting the regular programme
to be resumed, invited the enrollment in the band of employees
from all branches of the system, stating that instruments and uni-
forms, as well as instruction, are furnished free by the associa-
tion. The band was organized last October, and since then has
made remarkable progress. Already engagements are being made
by it for playing at affairs other than those given by the company.

Following the entertainment the guests were invited to the class-
room on the second floor, where an excellent course dinner was
served to upwards of fifty guests. This room was tastefully deco-
rated with American flags and palms, and a special arrangement
of red and white incandescent lamps, the suggestion of Mr. Ed-
wards, lent greatly to the general effect.

Vice-President Wolfram of the association extended a hearty
welcome to the guests, and in behalf of the association asknowl-
edged its indebtedness to the company officials for their good will
and support, and said he hoped the good will between the com-
pany and its employees would always continue. He complimented
Geo. W. Edwards, the secretary of the association, on his able
management of its affairs. After dinner, Dow S. Smith, the gen-
eral superintendent, introduced Mr. Folds, assistant to Mr. Calder-
wood, who told several good stories to illustrate a point he was
making, and assured those present of the interests of the manage-
ment in the work of the association.

This is the last social affair of the association before the open-
ing by it of Luna Park, Coney Island. Through the generosity of
Thompson & Dundy, proprietors of Luna Park, the association is
allowed a commission on its sale of tickets for the opening and
closing weeks at that resort, and to aid the association Thompson
& Dundy, during these festivals, offer a coupon ticket giving $1.
worth of attractions for 50 cents. The net income of the associa-
tion from the sale of these tickets is used for educational pur-
poses during the winter, and to aid cases of distress among mem-
bers, and also for an occasional social feature.

An idea of the excellent work done by the association as a
benevolent organization is given by the abstract made in the
Street Railway Journal of March 18, of the report of the sec-
retary for the year ending Feb. 28, 1905.

April 8, 1905.] STRKKT l^AILWAY JOURNAL. 687

CHICAGO CITY RAILWAY [ORDERS TWO HUNDRED CARS

The Chicago City Railway Company last week placed an order
for two hundred new cars with the J. G. Brill Company, of Phila-
delphia. The cars are to be delivered in June, and will be placed
on the Indiana Avenue and Sixty-Third Street lines. An expert
examination of the company's entire system including rolling stock,
car houses and power houses, is being made, and many improve-
ments and additions will be pushed forward, so that in a short time
the service will be such as will satisfy the highest expectations,
and, at the same time, the lines will be operated in the most econom-
ical manner possible. The company is proceeding with these im-
provements without regard to what may be obtained from the
City Council in the future in the way of franchises or grants. The
engineering firm of Ford, Bacon & Davis, of New York, has been
retained for the expert work in connection with the examination of
properties and improvements with headquarters in offices adjoining
those of Vice-President T. E. Mitten, under whose personal super-
vision the work will be carried forward.

The new cars, which are to be of the semi-convertible type,
measure 32 ft. 5 ins. over the body, are 8 ft. 10 ins. wide over
the posts at belt, and hai^e 6 ft. 2-in. platforms. They are to have
several novel features, one of which is that though the windows
are of the semi-convertible type, which admit of the window spaces
being entirely cleared of ashes at the discretion of passengers, yet
are- of the arched-type, twin arrangement, with a pair of sashes
which are raised into pockets in the side-roofs. This is the first
time that semi-convertible cars have been ordered with the twin
window arrangement. With eleven windows to each side, the added
window is provided for by a triple window at the center. The
sash styles are to be of bronze, so arranged that the glass may be
replaced m the same manner as with the ordinary wooden sash.
Another novel feature will consist of an arrangement of platform
steps, devised by the railway company, in which the steps are
united under the platform timbers by metal bars which slide in stir-
rups and are operated by a lever situated upon the platform. One
movement of the lever draws back the step on one side under the
platform and at the same time projects the step on the other side
into its place, thus preventing persons from standing on the step
on the closed side of the platform. The platforms at either end
will be provided with these movable steps. Passengers also will
be prevented from gaining a foothold on the bumpers by inclined
metal sheathing extending from the edge of the bumper to the
dasher. Longitudinal seats accommodating four passengers each
will be placed at the corners of the cars to increase the aisle width
near the doors and prevent crowding at these points. The other
seats will be placed transversely to the car and will be 36 in. long
and the aisle wide enough to permit two passengers to pass each
other conveniently. The cars are to be richly finished in ma-
hogany, and the trim will be of oxidized bronze.

The contract for the trucks to go under these cars, and ten extra
trucks for use as a repair shop reserve, was let to the McGuire-
Cummings Manufacturing Company, of Chicago. The trucks, of
which there are to be 424, will be on M. C. B. lines.

The Consolidated Car Heating Company received an order for
8920 electric heaters. Each of the two hundred new cars will
have 12 truss-plank heaters and 8 panel heaters. The order also
includes 12 truss-plank heaters and 12 panel heaters for each of
205 of the older cars.

ALLIS-CHALMERS REMOVES HEADQUARTERS TO
MILWAUKEE

The Allis-Chalmers Company is removing its general offices from
Chicago to Milwaukee. This is another step in the direction of car-
rying out the plans of the present administration, which are gradu-
ally being brought to completion. One of the first conclusions ar-
rived at by President Warren, after assuming office a year ago,
was that for every reason connected with efficient administration
of all branches of the work, from designing to manufacturing, and
from selling to collecting and accounting, the chief offices of the
company, covering all the ramifications of its business, should be
concentrated in one place. That place was logically Milwaukee,
because, although the company has four other works in three other
cities, the largest works are in Milwaukee, and Milwaukee is where
all the future expansion of the company's operations will take
place. Besides, at the Milwaukee suburb of West Allis it has the
land to build upon.

Instead of handling the several departments at long range, as
under the old system, they will all be concentrated in one place,
thus eliminating the necessity for constant traveHng to and fro,
effecting a great saving in time and expense, an enormous reduc-
tion in correspondence, and, above all, the quickening of all move-
ments of production. Only by concentration at the strategic point
f-an the results that have been aimed at by the president be ac-

complished. Plans for the workshop extensions at West Allis,
which involve the construction of several more units, are practi-
cally complete, and the extensions will be made in due course.

ADDITIONAL POWER EQUIPMENT FOR CLEVELAND

The Cleveland Electric Railway Company is planning to increase
the size of its Viaduct power station, which takes care of the
downtown and west side sections of the city. A contract has been
placed with the Westinghouse Company for a 1500-kw d. c. railway
generator to be connected to a 32-in. x 68-in. x 60-in. Allis-Chal-
mers vertical engine. Boilers, condensers and auxiliary equipment
have not yet been ordered. An extension is being built at the west
end of the power station building, and it will provide for two units
of this size, and it is probable that another similar unit will be
ordered later this year. The company is continuing its policy of
taking care of peak loads by means of battery stations, and has
recently placed a contract with the Electric Storage Battery Com-
pany for a chloride Ijattery with a capacity of 1825 amp. -hours to
be installed in a station on Harvard Street, to take care of the
Newburg district. The placing in service of more cars with a
heavier equipment, and the adoption of power brakes, have made
these additions necessary.

♦♦♦

FENDERS AND POLITICS IN SHEBOYGAN, WIS.

Last summer the City Council of Sheljoygan, Wisconsin, ordered
the Sheboygan Light, Power & Railway Company to equip all its
cars with fenders. The Council had a ■ committee investigate
fenders, which approved the fender used by the Milwaukee Elec-
tric Railway & Light Company. This fender was installed on the
company's cars and was approved and accepted by the Board of
Public Works of Sheboygan. After these fenders had been on the
cars a few months, the mayor and a few of the councilmen asked
the company to put on another style of fender. The company then
ordered the Eclipse fender for its interurban cars, which up to that
time had not been equipped with fenders of any kind, and offered
to equip its city cars with the same fender, provided the city would
reimburse the company for the cost of the original fenders. The
fender commitee of the City Council accepted this proposition,
which was nothing more than fair, in view of the fact that the city
authorities had seen fit to change their minds within a period of a
year, and had made written acceptance of the Milwaukee fender.
However, this spring there was a city election in Sheboygan, and
the city authorities were evidently for political reasons afraid to
approve the fender committee's report and reimburse the company
for the old fenders. Furthermore, the mayor of Sheboygan is a
Socialist of the extreme type, and there happened to be dissension
among the Socialistic ranks in Sheboygan this year, so that the
mayor was having a hard fight. Apparently feeling the need of
creating a diversion and getting the favor of the most radical
wing of his party, the mayor decided it would be good politics to
attack the street railway company, and without any notice ordered
the arrest of all crews on cars not equipped with fenders. This
grandstand play was made at a Council meeting one evening, and
the following morning Ernest Gonzenbach, general manager of
the company, was notified by the city attorney that he had been di-
rected to make the arrests. Although most of the city cars are
equipped with fenders, Mr. Gonzenbach thought it would be a good
plan not to take any chances and ordered all cars into the car houses,
where they stayed until evening. By that time all the local even-
ing papers, even including the mayor's own organ, had come out
denouncing the mayor's action. The public had a good taste of
what the city would be like without street car service, and it was
evident by night that the mayor, instead of making a shrewd po-
litical move, had taken about the worst step possible. The com-
pany also announced that all special rates would be withdrawn,
and threatened to withdraw school tickets, six for a quarter tickets,
commutation books, working-men's tickets, and clergyman's tickets.
As the mayor evidently wanted war, the company started to give
him what he wanted. One arrest was made of a motorman on a
city car which runs as a single ender, and is provided with a fender
at one end only. The motorman was arrested and the company
furnished the bail. The city attorney in the Municipal Court the
next morning was compelled to withdraw the case as the ordi-
nance specifically states that the car shall be pro\ ided with fenders
at the head end.

Distance always lends enchantment to the view, and some out-of-
town newspapers, particularly those in Milwaukee, lionized the
mayor on account of his stand, all assuming that all the cars were
actually being run without fenders of any kind in defiance of the
city ordinance. That the citizens fully appreciated the situation is
sliown hy the defeat of the mayor for re-election at the municipal
election on ,\pril 4.

688

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

THE INTERURBAN RAILWAY COMPANY'S PLANS

H. H. Polk, president of the Interurban Railway Company, of
Des Moines, has announced that the companj^ has finally decided
to construct the line to Perry as well as the line to Woodward,
this year. In a former statement printed in the Street Railway
Journal he had said that the Perry line would not be constructed
during the present year. Mr. Polk states that the exact route of
the Woodward line has not been decided upon. A decision will
be made in a few days, however, as the company is anxious to
complete grading specifications, and submit them for bids some-
time during April. The line to Perry will branch off from the
Woodward line several miles South of Woodward, and will run
ill a northwesterly direction to Perry. Work will commence this
week on the construction of a connecting line within the city
limits of Des Moines, between the Highland Park line and the
Old Flint Valley line of the Des Moines City Railway Company.
Deems & Barnes have the contract for this work. The Old
Flint Valley line is to be reballasted and the track relaid with
heavier steel. The Highland Park line is to be double-tracked
from the point where this connection is made to Second Street
and Grand Avenue in the heart of the city. This will give the
Interurban a line of its own into the business portion of the city.
Mr. Polk states that the line to Woodward and the branch to
Perry are to be constructed for high speed purposes, and the route
on the Highland Park and Flint Valley lines will aid them in this
respect, as practically all of the right of way belongs to the City
Railway system, and is not constructed in the streets.

NEW FOUNDRY FOR THE NILES-BEMENT-POND COMPANY

The Niles-Bement-Pond Company has announced the purchase
of a large factory property at Nicetown, Philadelphia, formerly
occupied by the Cresswell & Waters Company, for an addition to
its Philadelphia plants. This property will be greatly improved
and equipped with modern facilities for use as a foundry for the
Niles-Bement Works branch of the company at Twenty-First and
Callowhill Streets, and also the Niles Crane Works branch, at
Meadow and Miffiin Streets. This increase of facilities is one of
the many important developments that have been made by the
Niles-Bement-Pond Company recently, owing to the recent large
increase of business and many large contracts which have been
taken. The combined plants in Philadelphia, regardless of the
three other large plants operated by the company at Hamilton,
Ohio ; Plainfield, N. J. ; and Hartford, Conn., will now employ
about 2000 men, making it one of the largest industrial plants of
the country.

•

THE TRACTION MUTUAL INSURANCE COMPANY

This company, which was organized some time ago by a number
of prominent officials in Ohio and neighboring States, is progress-
ing rapidly in completing the amount of insurance which is to be
underwritten before the amount set for commencing business, viz.,
$20,000,000, is reached. The company has decided not to insure
any car or repair shop that is not equipped with automatic
sprinklers having two independent sources of water supply. This
decision has necessarily caused some delay in securing the mini-
mum limit of insurance set by the organizers before commencing
business, but the advantages of covering exclusively such a de-
sirable form of risk is self evident. Some thirty companies have
already requested the Traction Mutual Insurance Company to pre-
pare plans and specifications for an aggregate of something like
150 car houses, repair shops, power stations and sub-stations, and
three engineers are constantly at work preparing plans for com-
panies contemplating membership in the company.

The rules of the company provide that the company shall be ad-
ministered by 15 directors; that the members shall be liable for
assessment for a sum not exceeding five times the actual cash pre-
mium as written in the policy, and that the business shall be re-
stricted to the insuring of electric light and power stations and
their equipment against loss by fire and lightning.

The officers of the company and of the Electric Mutual Insur-
ance Company, which is afiiliated with it, are composed of: Hor-
ace E. Andrews, president of the Cleveland Electric Railway Com-
pany ; Warren S. Bicknel, president of the Lake Shore Electric Rail-
way Company; Henry A. Everett, president of the Northern
Ohio Traction & Light Company and chairman of the board of
directors of the Detroit United Railway; A. E. Akins, president
of the Western Ohio Railway Company and vice-president of the
Cleveland & Southwestern Traction Company, and Henry N.
Staats, Ohio manager of the Associated Factory Mutual Insurance
Companies of New England, and an insurance underwriter of
some thirty years' experience.

THE CONSOLIDATED RAILWAYS PLANS

Plans are rapidly making for the unification of the lines of the
Consolidated Railway Company, operating the electric railway
properties in New England owned by the New York, New Haven
& Hartford Railroad. In the interest of these plans and of meas-
ures before the Connecticut Legislature, which are essential to the
perfection of changes now in contemplation. President Mellen, of
the company, appeared before the committee on railroads of the
Legislature in Hartford last Thursday. After discussing at length
each of the measures, he invited those in attendance to interrogate
him as to any points in doubt.

The applications for rights that are before the legislature range
from plans that are of comparatively little significance to those
that foreshadow expenditures of considerable sums, and changes
in operation that are in a way revolutionary in their character.
Among these are plans for power development, and the operation
in harmony of electric lines and steam roads wherever such
operation is possible. Mr. Mellen summarized those measures to
which objection might be made by the public as follows:

"The right to acquire by condemnation the real estate necessary to
correct the alignment and grades of our lines.

"The right to acquire available water power and develop the
same for furnishing the electrical power needed to operate our lines.

"The right to acquire a right of way on which to erect lines of
poles and wires for the transmission of such electrical power to
the convenient points of use.

"The right to acquire steam railroad lines, many portions of
which can be used to better advantage by our company than by
their present steam railroad owners.

"The extension for two years from the rising of the present
legislature of the rights heretofore granted the separate companies
now owned by the Consolidated, to build certain branches speci-
fied in their charters and amendments thereto.

"The right to construct certain branches and extensions specified
in the petition.

"The right to eliminate the interest of dissenting stockholders
upon terms and conditions most liberal and protecting the com-
pany from the blackmail in the conduct of its business."

While not commiting himself formally. President Mellen, in
talking about the application for power rights intimated that exten-
sive plans are in contemplation for the development of water
power. He said that as the successful and economical operation of
an electric system depends greatly upon the generation of the elec-
tricity, the company is asking power to acquire and develop water
powers not by condemnation, but by purchase, and no further
right is desired regarding such water powers than has been freely
granted by the State in connection with such powers when used
for other purposes. As those powers are in many instances re-
mote from the places where the electric current is used, the com-
pany is also seeking to acquire right of way for a pole line, by
which the power generated may be transmitted to such place or
places as the same may be required for use.

• Mr. Mellen said very plainly that the period of acquisition of
electric railway properties having passed, the tying together of
these lines and their general unification were the next things to
be considered. Here, again, some of his statements were only in-
dicative of changes. In several cases, however, statements were
made that settle questions about which there has been doubt for
some time. For instance, there can no longer be doubt as to what
the company proposes to do in regard to the long-talked-of line
between Baltic, Conn., and Worcester, Mass. Mr. Mellen says that
the line diverges from the present Old Worcester & Connecticut
Eastern in the town of Central Village Falls on the east side, to a
connection with the present tracks of the Norwich & Worcester,
which the Consolidated Railway Company is going to take down to
a point very near Jewett City, thence through Jewett City, and
crossing the river, and connecting with the Norwich Street Railway
at a point called Okum, so that the company will have two parallel
street railway lines, and all the steam trains will run on the west
side to a point just north of Jewett City, thence both will go
through the city, and thence diverging again to the New England
road, and the abandoned line of the Norwich & Worcester will be
used for a trolley, resulting in the elimination of twelve grade
crossings, and accomplishing for a minimum expense, what has
been wanted for a great many years, an electric railway, as well
as a steam line, through Jewett City.

Another statement of import made by Mr. Mellen concerned the
Middletown Street Railway. He said it is the expectation to ex-
tend the Middletown Street Railway to a point about Westfield on
the Meriden, Middletown & Waterbury, and use that line to a con-
nection with the Meriden Electric, and thus make a through route
by electricity from Middletown to Meriden. Officials of the com-
pany are working on the plans for this change, and if the report is
what Mr. Mellen thinks it will be, the line will be built.

April 8, 1905.]

STREET RAILWAY JOURNAL.

689

NEW PUBLICATIONS

The Industrial and Artistic Technology of Paint and Varnish, by
Alvah Horton Sabin, M. S. John Wiley & Sons; 364 pages,
with index. Price, $3.00.
This is a broad handling of the subject of paints and varnishes,
with a brief account of their modern uses. The book will com-
mend itself to those having to do with electric railway matters,
chiefly because of its chapters on the protection of metals against
corrosion. The work might well have been extended to take in
the subject of car painting, inasmuch as practically all of the other
uses of paints and varnishes are discussed.

Report of the Twenty-Second Annual Meeting of the Street Rail-
road Association of the State of New York. 295 pages. Pub-
lished from the office of the secretary, W. W. Cole, vice-presi-
dent, Elmira Water, Light & Railroad Company, Elmira, N. Y.
This is the complete report of the convention held in Utica on
Sept. 13 and 14, 1904. The contents include all the papers pre-
sented, with the ensuing discussions, the full report of the com-
mittee on rules as now adopted, the questions and answers con-
fined in the Question Box, the speeches at the banquet, etc. Among
the illustrations are portraits of the officers, the group photograph
of attendants taken in front of the meeting hall, and views in con-
nection with the General Electric single-phase equipment on the
Ballston division of the Schenectady Railway Company, and the
temporary exhibition line erected on the Utica & Mohawk Valley
Railway.

Imperial Directory and Statistics of Electric Lighting, Power and
Traction works. Edited and compiled by C. S. Vesey Brown,
London. Hazell, Watson & Viney, 103 1 pages. Price, 12
shillings 6 pence.
This book gives financial statistics of the electric lighting, power
and railway installations in Great Britain and Ireland and in the
British colonies. The traction statistics published include the
officers, mileage, number of cars, etc., also, in most cases, income
account for the year and transportation statistics for from two to
five years back, with the balance sheet for the private companies.
In the case of very large companies, important extracts are given
from the last annual report. The financial statistics for light
and power plants are very similar to those published for the elec-
tric railway plants. The volume includes statistics as to tube rail-
ways and steam light railways.

A Text-Book on Roofs and Bridges. — Part I. Stresses in Simple
Trusses, by Mansfield Merriman and Henry S. Jacoby. John
V/iley & Sons ; 312 pages. Price in cloth, $2.50.
This is essentially a bridge engineers' text-book. The authors,
Merriman, professor of civil engineering in Lehigh LTniversity, and
Jacoby, professor of bridge engineering in Cornell University, have
long ago qualified as expert authorities in bridge matters, and they
present in this work a mass of data, theories and opinions, con-
cisely condensed and logically arranged. The work first appeared
in 1888 as the first edition of Part I. Since that date six editions
have been published. Properly to record the changes that have
taken place in the science and art of the construction of simple
bridges, and to give the student the latest point of view, is the ob-
ject of the present volume. Although primarily a treatise on high-
way and steam railroad structures, the work will offer valuable
aid to those charged with the design and erection of electric rail-
way bridges. The text is elucidated and enriched by many
sketches, full page illustrations of typical structures, and two inset
drawings.

Manual of Corporate Organization, by Thomas Conyngton, 352
pages; buckram binding, $2.50; sheep, $3.00. Manual of Cor-
porate Management, by the same author, second edition, 352
pages; same price. Published by the Ronald Press Company,
203 Broadway, N. Y.
As their titles imply, the first volume treats of the problems that
arise when incorporation is contemplated or is under way, while
the second, Corporate Management, treats of the proper conduct
of the corporation after it is organized. Each book is complete in
itself and may be used without reference to the other. While this
is true the two together cover both the organization and the man-
agement of a corporation and make a very complete and practical
set. The work has been prepared for use in any part of the United
.States and without special reference to the laws of any particular
section, though the principles should be applied, of course, in con-
nection with the local statutes. The use of the corporate form is
now so common that a treatise of this kind should be a most useful
adjunct in the office of every business man, not for the purpose of
dispensing with the services of the legal profession, but to assist
the reader in conforming to the technical requirements of the law
and in understanding its purposes.

STREET RAILWAY PATENTS

[This department is conducted by Rosenbaum & Stockbridge,
patent attorneys, 140 Nassau Street, New York.]

UNITED STATES PATENTS ISSUED MARCH 21, 1905

785,247. Noise Deadening Means ; Charles D. Wood, Boston,
Mass. App. filed Jan. 2, 1904. Between the cross-ties and rails
and between the cross-ties and girders is inserted vulcanized rub-
ber or other suitable material to prevent vibration.

785,284. Track Sanding Device ; John H. Watters, Augusta,
Ga. App. filed Oct. 10, 1904. A jet of air is directed against the
body of sand in a direction opposite that in which the sand must
fiow, and another jet of air discharges into the outlet pipe to
create a partial vacuum therein.

785,290. Brake Shoe; Paul Carpenter, Chicago, 111. App. filed
May 3, 1904. Comprises a back and a body attached to each
other by an inclined tongue and groove connection and a wedge
for fixing and retaining the parts together.

785,293. Electric Tramway; Alfredo Diatto, Turin, Italy. App.
filed Sept. 30, 1902. Mechanism whereby a trailer carried by the
car will send a weak current through contact devices thereby en-
ergizing electro-magnetic circuit closers for closing the main cir-
cuit.

785,303. Brake Shoe ; Joseph D. Gallagher, Glenridge, N. J.
App. filed May 3, 1904. Comprises a cast body portion and a de-
tachable steel back having thereon integral attaching means for
the brake head.

785,315. Electric Railway; Timothy Mahoney, San Francisco,
Cal. App. filed Dec. i, 1903. As the car moves from one section
to another, solenoids beneath the several sections are successively
and temporarily e.xcited to lift the switches and cut in the current
to the trolley rail and car, the solenoids becoming inert as soon
as the rear brushes leave their respective sections.

785,372. Trolley Head ; Eugene J. Parker and Louis N. Col-
well, Providence, R. I. App. filed April 27, 1904. Provides facili-
ties for readily inserting a new wheel, means for permitting a
variation of the plane of the wheel during the passage of curves,
and improved means of uniting the end of the harp and trolley
pole.

785,421. Car Seat; Henry S. Hale, Philadelphia. Pa. App.
filed April 29, 1904. A frame including at each end parallel plates
having guideways arranged on arcs having different centers, a
walk-over back, and back-supporting arms operating between said
parallel plates and influenced in their inclination by said guide-
ways.

785,482. Fender; Raffaela D'Oronzio, New York, N. Y. App.
filed Dec. 7, 1904. Comprises a plurality of hinged sections, a
latch for retaining the sections in a raised position, and means
operable by the contact of an object with the fender-sections for
moving the latch.

785,570. Car Brake; Henry Poth, Elliott, Pa. App. filed Nov.
28, 1904. A brake shoe adapted to contact with the ground or
surface of the roadbed between the tracks.

785,598. Trolley ; Clemens Dillhoff and Joseph Hastreiter,
Morgantown, W. Va. App. filed Dec. 13, 1904. Details.

12,2,27. Car Brake Appliance; Daniel Taggart, Indianapolis, Ind.
App. filed Jan. 23, 1905. A novel form of drum by which the oper-
ator may quickly take up the slack of the chain.

UNITED STATES PATENTS ISSUED MARCH 28, 1905

785.758. Electric Railway System and Conduit ; George W.
Olinger, Orchard, Ohio. App. filed June 19, 1903. A conduit com-
prising main girder members, L-shaped in cross section and se-
cured to the side of the main members to form the bottom and
outer side of the conduit, and a combined guard and tie plate,
channel-shaped in horizontal section, and connecting the ends of
the secondary members to form a lateral space for the insertion
and removal of the trolley arm and wheel.

785.759. Metal-Tired Car Wheel; Adam J. O'Neil and Frank
L. Wrenn, Scranton, Pa. App. filed Sept. 24, 1904. A car wheel
having a metal center with a metal tire, means for fastening the
tire to the center consisting of a dovetail projection on one side
of the center, and a shrunk ring having a dovetail face hitting
closely to the other side.

785.780. Railway Switch ; Frederick Uhtbrock, New York, N.
Y. App. filed May 20, 1904. Cog wheels mounted in the roadbed
and suitably connected with the twitch-point are adapted to be en-
gaged and rotated by suitable means mounted on the car, to
thereby throw the switch in advance of a moving car,

785.781. Car Construction; William B. Waggoner, Chicago, 111.
App. filed Oct. 12, 1904. A hollow car sill made of metal, castings
secured in the ends of the sill, and a truss-rod running from end
to cud of the sill, the ends of the truss-rod being secured in the
castings.

690

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 14.

785,840, Car Fender ; Charles H. Turner, New York, N. Y.
App. filed June 25, 1904. The fender is mounted upon a track se-
cured to the under side of the car, so that it will slide underneath
the car upon striking an unyielding obstruction, to avoid breaking
the fender.

785,909. Electric Railway System; John C. McDonald, New-
York, N. Y. App. filed Feb. 9, 1904. Details of a switch for per-
mitting the current to flow into a short length of the third rail.

786,036. Trolley Wheel and Holder; Henry N. King, Adrian,
Mich. App. filed June 20, 1904. A hard metal insert ring in the
tread of the trolley wheel.

786,188. Trolley; James L. Brownlee, Pittsburg, Pa. App. filed
June 10, 1904. Details.

786,193. Railway Crossing Structure; Warner B. Cooke, Jenk-
intown. Pa. App. filed Dec. 21, 1904. Details of a hard metal
insert plate for crossings, etc.

786,219. Trolley ; Sando Kasco, Allegheny, Pa. App. filed Dec.
9, 1904. Details.

■ ♦♦^

PERSONAL MENTION

MR. B. H. WARREN, president of the Aliis-Chalmers Com-
pany, sailed for Europe last week on a business trip.

MR. A. L. ROGERS, formerly with the Sterling Company, has
become connected with the Plat Iron Works Company, of Dayton,
Ohio, in New York.

MR. JOHN D. TWIGGS, city engineer of Augusta, Ga., has
been made chief engineer of the Raleigh & Durham Passenger &
Power Company, which plans to build an electric railway from
Raleigh to Durham, N. C.

MR. E. H. KEATING, formerly general manager of the Toronto
Railway Company, of Toronto, Ont., has been appointed manager
and engineer for Mackenzie & Mann of their street railway in-
terests in and around Monterey, Mexico.

MR. W. J. CLARK, manager of the General Electric Com-
pany's foreign department, has been elected president of the Per-
forated Music Roll Company. Mr. Clark's connection with the
Music Roll Company will not, of course, in any way alter his
present relations with the General Electric Company.

MR. M. M. REID, master mechanic of the Appleyard lines, has
been appointed acting superintendent for the Dayton, Springfield
& Urbana and the Urbana, Bellefontaine & Northern Railways.
Mr. Theodore Stebbins, general manager of the system, is de-
sirous of securing an experienced man to fill this position per-
manently.

MR. D. W. MURPHY, formerly electrical engineer of the New
York & Queens County Railway Company, is now connected with
the Manila Electric Railroad & Light Company, at Manila, P. I.
Mr. Murphy has been associated with J. G. White & Company, of
New York, for the past two years, for a large part of the time on
their foreign work. His first service with the company was the
installation for the White interests of a lighting plant for the
Paxatany Electric Light Company, of Harrisburg, Pa. After the
completion of that work he was sent to San Jose, Porto Rico, and
from that place to Manila.

MR. WILLIAM F. POTTER, president of the Long Island
Railroad, died at his apartment in the Hotel Marie Antoinette,
New York, on Sunday, April 2. Mr. Potter had been ill since
March 3, when he was prostrated by a severe cold. He was born
in Ithaca, N. Y., in 1846, and received his early railroad training in
the West. In 1892, he became general superintendent of the Long
Island Railroad, and on Jan. 13, 1905, was appointed president of
the company to succeed Mr. W. H. Baldwin, deceased, under
whom plans for the electrification of the road were all worked out.
Mr. Ralph Peters, superintendent of the Pittsburg, Cincinnati, Chi-
cago & St. Louis Railroad, in charge of the southwestern system
of the Pennsylvania Railroad lines west of Pittsburg, has been
elected to succeed Mr. Potter in the Long Island Company.

MR. FRED W. BUTT has resigned as chief draughtsman of
the mechanical department of the Brooklyn Rapid Transit Com-
pany, to become assistant engineer in the electrical department of
the New York Central Railroad, in charge of design of its new
suburban rolling stock for electrical operation. Mr. Butt has been
connected with the Brooklyn Rapid Transit Company for more
than eight years, in charge of the draughting work for both sur-
face and elevated divisions. His experience has covered all
branches of the service, extending from the time of the earliest ex-
periments in electrical operation on the elevated lines to the recent
development in the electric operation and its extension to all lines

of the company. He has been intimately associated with the recent
reconstruction work upon the elevated rolling stock equipment, and
is responsible for many important improvements in detail which
have been incorporated, and also in the design of the large amount
of new equipment recently ordered by the company.

MR. J. B. N. CARDOZA, assistant engineer of the railway de-
partment of the Virginia Passenger & Power Company, will leave
April 17 for Norfolk, to become superintendent Berkley Street
Railway Company, a constituent of the Norfolk Railway & Light
Company. Mr. Cardoza began his street railway work with the
Richmond Traction Company in 1898, in the purchasing depart-
ment. He was soon promoted to the position of assistant to Super-
intendent S. P. Cowardin. When the lines were consolidated Mr.
Cowardin was made engineer of construction, and Mr. Cardoza was
made his assistant. Later Calvin Whiteley, Jr., was made chief
engineer of the railway department of the company, and Mr. Car-
doza was promoted to assistant to the chief engineer.

MR. T. A. CLELAND has been appointed superintendent of
equipment of the Consolidated Railway Company, of New Haven,
Conn., in charge of all car equipments. This company operates
the electric railway properties owned by the New York, New Haven
& Hartford Railroad, which now aggregate more than 400 miles.
Mr. Cleland's experience has been chiefly with the Westinghouse
Company, with which he was connected for more than 17 years.
He entered the employ of th.-it company in 1888 as a machinist.
Advancement came rapidly, and in 1890 he mounted the first two
motors built by the Westinghouse Company on a 14-ft. closed car
on the Pleasant Valley Railway in Allegheny, Pa. In the latter
part of 1890 Mr. Cleland and Mr. Edward Gray equipped the first
complete electric railway for the Westinghouse Company. This
was in Lansing, Mich. In 1899 Mr. Cleland was selected to super-
vise the equipment of the French works of the Westinghouse Com-
pany at Havre. Here he remained as master mechanic for two
years. His next important work for the company was in England,
whither he went in 1901 to equip the company's Manchester works.
Here he remained about two years, afterward returning to the
company at Pittsburg. Mr. Cleland's headquarters are in New
Haven.

MR. W. W. WHEATLY, who went to Mexico City a little
over one year ago to become general manager of the Federal Dis-
trict Railways of that city, has recently been elected president of
that company in place of the Hon. Chandos S. Stanhope, who has
resigned. Mr. Wheatly has also been elected managing director
of the Mexican Traction Company, an independent company, which
was acquired about one year ago by Wernher, Beit & Company, of
London. These companies, of which Mr. Wheatly is now the
active head, own and control all of the street railway lines in the
City of Mexico and its suburbs, and serve a population in the valley
of Mexico estimated at nearly 1,000,000. The securities of all rail-
ways are owned practically by the one firm — Wernher, Beit &
Company, of London, who have extensive interests in mining in
South Africa, and also in Mexico. The same firm also owns the
street railways of Capetown and Port Elizabeth, South Africa ;
Lisbon, Portugal, and city of Pueblo, in Mexico. It is reported that
Mr. Wheatly's management of the Mexican tramway system has
been very successful, and that the owners have decided to place in
his hand the full responsibility for the administration of their prop-
erties, which, in addition to the tramways, include other extensive
interests in and around the City of Mexico.

MR. WILLIAM OFFUTT MUNDY, of the Westinghouse
Electric & Manufacturing Company, died at the East End Hospital,
Pittsburg, Pa., on Wednesday, March 29, from blood poisoning.
Mr. Mundy was a graduate of the Rose Polytechnic Institute, of
Terre Haute, Ind., and was still a young man, not yet having
reached thirty. Until a year ago he was master mechanic of the
St. Louis Transit Company, of St. Louis, Mo., where his work at-
tracted the attention of railway operators. The new shops of that
company, embodying many of the best labor-saving devices, were
built under his direction. His powers to originate were not con-
fined, however, to the equipment of railway shops, for he did much
toward the improvement of systems of electric train control. In
fact, he made commercially successful the G. E. type-M system.
He was also the inventor of an air brake appliance of much merit.
Quite recently he invented a street car window, the construction
of which permits the removal of window sashes to facilitate the
repairing and cleaning of the windows. In April, 1904, Mr. Mundy
resigned his position with the St. Louis Company to become a
commercial engineer of the Westinghouse Electric & Manufactur-
ing Company, of East Pittsburg, Pa. Mr. Mundy was a prominent
member of the American Railway Mechanical and Electrical Asso-
ciation, and was third vice-president of that body last year. He
is survived by a widow, formerly Miss Kathleen Eddy, of Detroit,
Mich., to whom he was married on Jan. 4, 1905.

Street Railway Journal

Vol. XXV. NEW YORK, SATURDAY, APRIL 15, 1905. No. 15.

Published Every Saturday by the

McGraw Publishing Company

Main Office:

NEW YORK, Engineering Building, 114 Liberty Street.

Branch Offices: ^ ^

Chicago: Monadnock Block. ^ -U

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Cleveland: Cuyahoga Building.

London: Hastings House, Norfolk Street, Strand.

Cable Address, "Stryjourn, New York"; "Stryjourn, London" — Lieber's Code

used.

Copyright, 1905, McGraw Publishing Co.

TERMS OF SUBSCRIPTION

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NOTICE TO ADVERTISERS
Changes of advertising copy should reach this office by 10 a. m. Monday
preceding the date of publication, except the first issue of the month, for
which changes of copy should be received two weeks prior to publication
date. New advertisements for any issue will be accepted up to noon of
Tuesday for the paper dated the following Saturday.

Of this issue of the Street Raihvay Journal 8ooo copies are
printed. Total circulation for 1905, to date, 123,550 copies — an
average of 8237 copies per zveek.

Announcement Concerning Back Numbers

The publishers of this journal have heretofore endeavored
to keep on hand indefinitely a supply of the separate numbers
of back volumes. Experience shows that there is very little
demand for such numbers more than a year old, while the
trouble involved in keeping them is wholly out of proportion to
the value of the accommodation to subscribers. It has been de-
cided, therefore, to keep separate copies for but twelve months
back of the current issue. Orders for issues prior to May,
1904, should be sent in immediately, as the stock on hand will
be disposed of at an early date. Bound back volumes will,
however, be kept on hand as heretofore.

Proposed Reorganization of the American Street Railway As-
sociation

The tentative plan for the proposed reorganization of the
American Street Railway Association is contained in the report
of the committee on reorganization which is printed in this
issue. It outlines a radical change in the form and methods of
the association and its allied societies, and will naturally con-
stitute a topic of great interest, not only to the presidents and
general managers, who are the active working officers of the
American Street Railway Association, but to the various heads
of departments interested in the departmental organizations.
The plan proposed differs somewhat from that suggested by
Richard McCulIoch, published in our issue for Feb. 11, but
preserves the features of the formation of a parent organization
and subsidiary bodies, which received general indorsement at
the St. Louis convention, as well as at subsequent meetings of
the executive committee. In the preparation of this plan, the
working of all of the steam railroad associations was carefully
considered by Prof. Norris, as was also the scheme of the
American Society for the Advancement of Science and other
similar bodies, to which frequent reference has been made.
The features in all of these organizations, whi:h have proved
most successful and which were appropriate to the purpose of
the reorganized Street Railway Association, have been sifted
out and have been combined so as to form a working plan.

The complete report prepared by Prof. Norris is very vol-
uminous, and we shall not attempt in this place to digest, even
Ijrieflv, the abstract of the report which is pulilished elsewhere
in this issue. We must refer, however, to two or three fea-
tures which strike us as particularly admirable. One of these
is the idea of charters for future subsidiary associations, which
will prevent an unnecessary increase in the number of these
bodies, while it gives the utmost freedom for the organization
of those for which there is any real need. The second is the
preservation of practically autonomous government for those
subsidiary associations which may be authorized, and the grant
to them of the funds necessary to carry out their work in the
most efficient manner. The third is the arrangement for mem-
bership, by which persons who are interested in the objects of
the association or of any of the subsidiary associations can be-
come associate members, thus enlarging the general interest in
the association, while the dues of the active member companies
are made proportional to their gross receipts. The latter pro-
vision is especially liberal toward the small companies, as the
number of delegates which each company can send to a con-
vention is not made dependent upon the amount of dues paid
Tills feature should attract to the association a large number
of the smaller coinpanies which are not now members of the
association.

The point upon which we imagine there will be the greatest
amount of discussion is that relating to the time of holding the
annual meeting, or meetings. The committee on reorganization

692

STREET RAILWAY JOURNAL.

[Vol. XXV: No. 15.

has made no recommendation on this point, but has outhned
what it considers the advantages and disadvantages of both
genera] and independent conventions. The latter is the method
followed by the steam railroad companies, with whom the man-
agers meet at one time, the master mechanics and car builders
at another, the track engineers at another, and so on. The
principal argument in favor of this method is that it does not
interfere so much with the routine duties of a road to have one
officer away at a time as to have a large proportion of the force
called off to attend a convention. There is also the incidental
advantage that the different departments can select periods of
the year which would be most convenient for them ; thus the
claim agents can meet in the summer when most of the courts
are not in session; the track engineers can hold their conven-
tion in the winter when there is little or no construction work
in progress, etc.

On the other hand, the advantages of having all of the asso-
ciations meet at the same, or nearl}- the same, time are very
great, and seem to us to outweigh any objections to this course.
In the first place (and we consider it perhaps as important as
any), independent meetings would interfere very seriously with
any plan for exhibits. If the conventions, particularly those of
the managers and of the mechanical departments, are to be held
in different cities and at different times of the year, few manu-
facturing companies could afford to install much of an exhibit,
and this important feature of the annual conventions would
practically disappear. Again, in many cases, especially among
the smaller companies, one or, at most, two men have charge
of the operating and mechanical, and even of the accounting,
departments, and would be the ones who would attend the meet-
ings of the principal sections. With the conventions at one
place and at about the same time, these members could partici-
pate in the sessions of several associations, while they could
not absent themselves from home three or four times during
the year. Even on the larger roads, many managers and heads
of departments find it instructive and desirable to be brought
into contact with gentlemen connected with some other depart-
ment than their own at the annual conventions. But if the
system of independent conventions were followed, no one would
meet any railway representative other than those in his own
particular department, unless he was away several times during
the year.

Finally, we believe that what is really the only objection to
the common convention time and city — that is, the absence of
too many officers at the same time — will not usually prove a
very serious objection. If the convention is held at any cen-
tral point in the country it will be only a niglit's journey, or
slightly more, for the majority of the members, and if the ses-
sions extended over several days we see no reason why certain
officers could not attend during the days at which the subjects
in which they are particularly interested are to be discussed,
and then return to give others a chance. Altogether, it seems
from the evidence in hand at present that the arguments in
favor of the general convention, even if the meetings have to
be extended over a week or ten days, outweigh those of widely
separated conventions.

The executive committee expects to hold its next meeting
early in June, and by that time hopes to receive a general ex-
pression of opinion upon the proposed plan from those mem-
bers who are interested in it. The work already accomplished
by the committee is admirable, and will, we are confident, re-
ceive the hearty commendation of those street railway com-
panies which have the interests of the association at heart.

The committee has taken up the complex situation confided to
its care in a most exhaustive manner, and with the changes, if
any, which may be made at the June meeting and subsequently
during the summer, we are confident that the Philadelphia con-
vention will see a working plan ready for adoption by the sev-
eral associations.

The Ventilation Problem Again

We are publishing an interesting communication on this
topic from Mr. Taylor, and in view of several recent publica-
tions bearing on the same subject, a discussion would seem to
be in order. Mr. Taylor's paper is of value in bringing plainly
to the front the technical points involved in the matter, as well
as outlining a method of approximating the amount of carbonic
acid in the air. The fact should be remembered, however, that,
as Mr. Taylor points out, the percentage of carbonic acid
present is only a very rough indication of the amount of con-
tamination. From a hygienic standpoint, air in overcrowded
places is always much worse than this percentage would indi-
cate. The really dangerous elements in contaminated air are
the organic excreta, which have definite toxic properties quite
apart from the implied danger of special infection. The nor-
mal carbonic acid in the air is only about 4 parts in 10,000,
and an excess comes mainly from exhaled air loaded with or-
ganic matter. A slight increase comes in cities from the large
amount of fuel burned in a relatively small space, but so far as
cars are concerned this is not likely to amount to more than
I part or 2 parts in 10,000, the rest having a source much less
reassuring to the fastidious.

The method of testing suggested by Mr. Taylor is likely to
lead, in our judgment, to an underestimate except in very skil-
ful hands. Another, and quite as simple a method, con-
sists in shaking up the sample of air obtained, as Mr. Tay-
lor suggests, but much greater in quantity, with barium hy-
drate, and then neutralizing the unaltered portion of the hydrate
with a standard oxalic acid solution. The details of the test
can be found in any handbook of gas analysis, and the results
obtained in a few minutes with the simplest sort of apparatus
are highly accurate. But as regards street cars in actual ser-
vice it is unfortunately true that the air does not in many, per-
haps most, cases reach even the low standard of 20 parts car-
bonic acid in 10,000 assumed by Mr. Taylor. A series of tests
recently laid before Surgeon-General Wyman showed only five
out of nineteen analyses below 20 parts per 10,000, while some
of the worst examples, oddly enough, were from cars in the
early morning, showing the need of active ventilative measures
at the car houses. The long and short of the matter is that
there is no disguising the fact that a small enclosed space like
a street car, normally crowded when in active service, must of
necessity show seriously vitiated air unless actively ventilated.
The doors do not in practice afford any considerable relief, for
they are often blocked, and unless in a high wind do not let in
much air, particularly when unassisted by ample ventilators in
the roof. The analyses just referred to show in one instance
nearly 20 parts per 10,000 of carbonic acid in a car only par-
tially filled and running with the rear door wide open. Bad air
will not leave unless it is kicked out by fresh air. The trouble
is that no means has yet been devised of adequately ventilating
a small, low studded space like a street car without creating
drafts, and, what is more, we do not see any hope of accom-
plishing the feat, however desirable it may be.

In fact, one may as well frankly face the situation at its
worst and realize that ventilation is a most difficult problem,

April 15, 1905.]

STREET RAILWAY JOURNAL.

693

rendered all the more difficult by those passengers who insist
on having the cars hot and loudly protest if . the ventilators are
opened. The most sensible word we have heard on the subject
is the reported statement from Gen. Bancroft, of the Boston
Elevated, who is cjuoted as saying that his company had done
its duty in providing adequate ventilators and instructing its
men to follow the wishes of the passengers as to opening or
closing them. Until the passengers come to some conclusion
as to whether they prefer fresh air or foul and hot air nothing
much more can be done. One cannot ventilate properly a
closed space 8 ft. x 8 ft. x 30 ft., crowded with passengers,
without a perceptible influx of the exterior air. The public
takes a street car in cold weather while clothed for sufficient
protection against a Northern winter, and if it would only
realize the danger of an overheated car when one is thus clothed
there would be fewer colds caught and ventilation would be
easy. But so long as a chorus of protest arises whenever sofne
sensible person opens a ventilator the average condition of the
air will be bad. We believe that every street railway company
in the country wants to see its cars properly ventilated and is
perfectly willing to provide adequate apertures for the purpose,
but it must have the sympathy of the public in carrying out its
good intentions. We are glad to see the subject agitated, and
wish only that the campaign of education could be directed to-
ward the hot-air fiends who kick at the very smell of fresh win-
ter air. We all know them — the shriveled old gentlemen who
come into the car, look about for the heaters, cuddle up over
them, throw open their fur-lined overcoats and then raise
shrill protests if they catch sight of an open ventilator. Doubt-
less improvements may be made in car ventilation, and we shall
welcome them, but in the long run fresh air depends on the
willingness of the passengers to have it let in. Boards of
Health have perhaps the power to direct that ventilators shall
be kept open, and if they do so we advise the posting of a
placard in each car stating that such orders have been given
and will be vigorously obeyed. Then it is formally up to the
passengers, and if they do not like it they can have it out with
the Board of Health. No street railway man will ever pose as
the champion of foul air. That function is reserved for the
fussy passenger who scolds the conductor for letting in
the outside atmosphere.

Chicago and Municipal Ownership

The result of the last city election in Chicago seems to show
unmistakably that the majority of the people of Chicago have
set their hearts on municipal ownership of the street railways
in that city. The vote taken on municipal ownership of the
street railways as a question of public policy at the Chicago
election of a year ago was so overwhelmingly in favor of
municipal ownership that the turn which the mayoralty cam-
paign toolf this spring is not altogether a surprise. We can
simply say now what we said a year ago, that not one voter in
ten in Chicago understands the present status of the traction
question in his city. The majority simply knew that the pres-
ent service was bad, and that controversies and discussions over
franchises had been going on for the past eight years without
tangible results. Without going into any of the legal questions
and difficulties, the same majority of voters simply reasoned
that municipal ownership would put an end to all this, and
voted that way. A year ago we were inclined to take it that
the overwhelming vote in favor of municipal ownership as a
question of public policy was the result of a desire to have the
possibility of municipal ownership as a kind of a club to hold
over the heads of the traction companies while dickering about

franchises. The result of the election this spring, however,
shows unquestionably that the majority of the people of Chi-
cago really believe in the municipal ownership idea. Both the
Republican and Democratic candidates for Mayor advocated
ultimate municipal ownership, which bears testimony to the
fact that whatever might be the private convictions of the
party leaders as to the feasibility of municipal ownership, they
realized that public sentiment in its favor was strong enough
to defeat any candidate for Mayor who would not advocate it.
to defeat any candidate for Mayor who would not advo-
cate it.

The situation in Chicago just now is therefore most interest-
ing. In fact, the most interesting it has been at any time in
the past eight years. The outcome will be either a sale of the
street railway lines and existing franchises to the city or a
series of long continued bitter legal battles. Prominent trac-
tion financiers, soon after the election, announced that the com-
panies would be entirely willing to sell to the city at a reason-
able price. The rub will, of course, come when the city and
companies get together to name a "reasonaljle price." Failure
to agree on that will mean either a peaceful arbitration of dif-
ferences or a long struggle in the courts. The question of pur-
chase of street railway lines by the city was provided for by
legislation passed by the Illinois State Legislature two years
ago and known as the Mueller law. This law provides that
the city can purchase street railways, giving in payment cer-
tificates which shall be a first lien upon the receipts of the
street railway lines, and that in case default is made of the in-
terest on these certificates, the holders thereof may step in and
operate the lines themselves for twenty years. The legality of
the issuance of such certificates has not been tested in the
courts. We imagine also that this kind of "certificate" would
be looked at askance in Wall Street, when backed up by a man-
agement appointed for political reasons, as that in Chicago
would be apt to be. There is no precedent for the sale of this
kind of security, which would, of course, be on an entirely
different basis than that of a municipal bond, which has the
entire credit of the city back of it. In the meantime franchises
on Adams Street and a few other streets belonging to the Chi-
cago Passenger Railway Conipany having expired, according
to the city, the latter is advertising for the construction of
municipal street railway lines thereon. This will test the
legality of the Mueller law certificates and, in a sense, the
ability of the city to operate a railway line.

It is indeed unfortunate that conditions have existed in Chi-
cago for several years past which have made it impossible for
the companies and the representatives of the city to get to-
gether and agree on terms which would enable the companies
to go ahead and give the city the first-class service it should
have. The trouble has not been with the companies, which
were willing and eager to negotiate reasonable terms for fran-
chise extensions, nor with the local transportation committee
of the Chicago City Council, which is composed of honest and
capable business men able to take a fair view of the situation.
Proposition after proposition-has been advanced for the settle-
ment of the question on a franchise basis, but by the time one
plan had got through the ponderous machinery of the city gov-
ernment, and to a point where action could be taken, another
city election would come along and postponement would be
made pending the reorganization of the Council, and so on ad
nauseam. W^e expect to have a good deal more to say about
the situation as it develops in Chicago, l)ut the interminable
delay and inaction over the preliminaries presages anything
but a business policy if the Council should ever assume the
operation of the transportation properties,

694

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

THE COLUMBUS, NEWARK & ZANESVILLE ELECTRIC
RAILWAY

The Columbus, Newark & Zanesville Electric Railway, which
was completed a few months ago, is an easterly extension of
the Columbus, Buckeye Lake & Newark Traction Company's
line from Columbus to Newark, one of the best known and most

RAILWAY I'AKALLELING A BEND OF THE RIVER

prosperous properties in Ohio. While separate from a financial
standpoint, the two lines are operated under one management,
and cars run through from Columbus to Zanesville, 65 miles.
The Newark & Granville Railway and the Newark city lines
were merged with the Columbus, Newark & Zanesville Elec-

Railway Journal of Aug. i, 1903, while the Canton- Akron
Railway, Canton-New Philadelphia Railway and Tucarawas
Traction Company's lines, also part of this chain, were de-
scribed in the issue of May 28, 1904.

TERRITORY

The building of this 27-mile extension presented engineer-
ing difficulties such as have seldom been encountered in the
comparatively level country which is the rule in the Central
W^est. The district was exceedingly rough, cut up by rocky

THE TUNNEL AT BLACK HAND ROCK

hills, almost approaching mountains in extent. The engineers
found it desirable, therefore, to follow the example of the Bal-
timore & Ohio Railroad, which the road parallels, and follow
the valley of the Licking River. The steam road follows one
bank, while the electric road parallels the other. The track

THE PASSAGE AT BLACK HAND RoCK-A CHARACTERISTIC KXAMTLE OF THE SPLENDID SCENERY ALONG THE LINE OF THE

COLUMBUS, NEWARK & ZANESVILLE ELECTRIC RAILWAY

trie Railway about the time the extension was ready for opera-
tion. The entire lines under the management of J. R. Har-
rigan, of Newark, embrace about 85 miles, and form important
links in the chain of lines which Tucker, Anthony & Company,
of Boston, are building in Ohio. The Columbus, Buckeye Lake
& Newark property was thoroughly described in the Street

was built on a natural ledge, and at all points it is above high
water mark. Some filling was necessary at certain low points-
and a great deal of expensive rock cutting was done. The river
occupies a deep canyon, and at many points the solid rock
walls rise precipitately 300 ft. to 400 ft., giving the traveler
the impression that he is in Colorado instead of in the generally

April 15, 1905.]

STREET RAILWAY JOURNAL.

695

level Ohio. The river makes frequent turns and the road has
numerous curves, all of which, however, were laid out to permit
high speeds. The scenery is beautiful, its equal being hardly
offered by any other traction line in that part of the country.

trict for hunting and fishing. So many hunters are carried
that the company adopted the rule of requiring every hunter to
take his gun to pieces before entering the car, thus relieving
the passengers of the lial^ility of being shot. There are several

AN E.X.\MPLE 01^ THE LARGE ROCK CUTTING REQUIRED ON A
6-DEG. CURVE ONE-HALF MILE LONG

A i'lCTURESgUE SCENE ALONG THE BANKS OF THE LICKING
RIVER. STEAM ROAD ON OPPOSITE SIDE

At one place an enormous jutting rock made it necessary to
tunnel nearly 400 ft. through solid stone. Views of the tunnel
and some of the river scenes are presented herewith.

small parks and picnic groun<ls along the route, and with the
better transportation facilities the district will undoubtedly be-
come more ])()pular for pleasure seekers. Black Hand Rock,

CAR STOPPING AT A WAITING ROOM ON THE LINE OF THE COLUMBUS, NEWARK & ZANESVILLE ELECTRIC RAILWAY

The plan of following the river made it impossible, of course,
to strike the centers of towns, and the line is wholly on private
right of way except in the terminal cities. The towns are back
on the bluffs, and one seldom sees a house, although the line
has considerable intermediate population. Station buildings
are provided at towns and principal stopping points; one of
these is illustrated. The wild country makes this a good dis-

where the tunnel mentioned is located, is rich in Indian legend,
and it is said that the face of the rock formerly showed a huge
black hand.

Zanesville, which has a population of about 25,000, is the
seat of Muskingum County. The intermediate population be-
tween Newark and Zanesville is about 3000. Zanesville is an
important railroad center and coal shipping point, with several

696

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

large iron working factories. The interurban cars enter the
city over the tracks of the Zanesville Railway, Light & Power
Company, crossing the new concrete Y bridge, one of the at-
tractions of Zanesville. This bridge provides facilities for
turning the cars. The latter run to the business section on
the main street, where there is a ticket office and waiting room.

copper, are in a 36-in. equalateral triangle and are transposed
at intervals. Two 330,000-circ. mil aluminum feeders are car-
ried on the second arm, with pins for another set installed.
The third arm carries two block signal wires and two tele-
phone wires. The brackets are Ohio Brass wrought-iron pipe,
2 ins. in diameter and 11 ft. long, of the flexible suspension

SEATING ARRANGEMENT OF PARLOR CAR FOR LIMITED
SERVICE

The city company has a franchise for a loop in the business
district, and as soon as possible this will be utilised by the in-
terurban cars, when it is probable that the company will have
its own station, with a siding for freight.

Zanesville promises to become an important interurban cen-
ter, as no less than seven roads have been projected out of the
town in various directions. It appears reasonably certain that
within a year or more a road will be built north
from Zanesville to Coshocton and New Phila-
delphia, which will complete the chain of lines
between Cleveland, Columbus and Cincinnati,
and as the Columbus, Newark & Zanesville is
in the direct route to the State capital and hun-
dreds of points in Ohio and Indiana, it will
benefit greatly by the feeders being built to
Zanesville and the resulting through traffic.
TRACK AND OVERHEAD CONSTRUCTION

The track and overhead construction is of
the most approved type. Located high above
the river, the track drainage is excellent, and
as the roadbed follows almost a water level the
maximum grade is ij4 per cent, this being on
a bridge crossing Licking River and over the
Baltimore & Ohio Railroad approaching Zanes-
ville; the bridge has a 1400-ft. timber approach
and a 200-ft. truss steel span. The tunnel men-
tioned is 364 ft., and required an unusual
amount of blasting and drilling, as the rock is
very hard; it is 14 ft. high and 10 ft. wide.
There are several long curves, one of them a
6-deg. curve 2600 ft. long around the face of a mountain of
rock. This is illustrated, the same view showing the details
of the overhead work.

The poles are 35 ft. with 8-in. tops. There are three cross-
arms, all of them braced with iron. The upper arm carries two
of the high-tension lines mounted on Hemingray triple petticoat
glass insulators. The pin for the third insulator is set into the
top of the pole. It has a weephole and a porcelain plate to
keep out water. The high-tension wires, No. 4 hard drawn

AN INTERIOR VIEW OF THE EXPRESS CAR USED BY THE
COLUMBUS, NEWARK & ZANESVILLE ELECTRIC RAILWAY

type. General Electric type MD lightning arresters are placed
on every twentieth pole and grounded with an iron rod. Rails
are 70-lb., ties are standard white oak, and six-bolt fish-plates
are used at the joints, with 8-in. 0000 Ohio Brass copper bonds.
The trolley is 0000 grooved.

ROLLING STOCK
To provide for the extension, the company bought four sixty-

A VIEW OF THE BOILERS, SHOWING THE FUEL GAS SUPPLY PIPES

passenger coaches and one freight car built by the Jewett Car
Company, of Newark, Ohio. The passenger cars, which have
three compartments — baggage, smoker and passenger — were
described in the July 2, 1904, issue of this paper. The cars
are used interchangeably with those of the Columbus, Buckeye
Lake & Newark Traction Company, and all cars run through to
Zanesville, giving hourly headway. As outlined in an article
on "Limited Service and Interline Business," in the issue of
Feb. I, the companies operate limited cars between Columbus

April 15, 1905.]

STREET RAILWAY JOURNAL.

697

and Zanesville, giving two trips each way a day. For this
service is used a fine 55-ft. chair car built by the Barney &
Smith Car Company. The aisle is at one side of the center,

POWER STATION AND DISTRIBUTION
The Hebron power station of the Columbus, Buckeye Lake
Newark Traction Company was enlarged to provide power

THE 2EO0-HP GENERATING SET INSTALLED IX THE HEBRON
STATION

THE CONDENSER AND AIR-PUMP APPARATUS FOR THE
2500-HP ENGINE

and there are two rows of chairs on one side and one on the
other, thus giving a maximum seating capacity of thirty-three
passengers in the car. The rear end has an observation ex-
tension and a dozen passengers may be seated on camp stools;

INTKRIOR OF THE NEWARK CAR SHOPS, SH(3WING THE EXCELLENT LIGHTING

ARRANGEMENT

this space may be also used for carrying baggage. Excess of
15 cents to Newark and 25 cents to Zanesville is cliarged, and
the cars are well patronized. It is probable that another car
will be installed and the service increased to four daily trips
each way.

for the new line. The old equipment consisted of two 8oo-kw
generators operated by Hamilton-Corliss cross-compound en-
gines. To economize space it was decided to install a vertical
unit having a capacity about equal to that of the other two
machines. The building was extended
40 ft. and built with a monitor roof.
The engine is a Reynolds-Corliss ver-
tical cross-compound type built by the
Allis-Chalmers Company. The cyl-
inders are 34-in. and 68-in. x 48-in.
stroke, and the engine revolves nor-
mally at 98 r. p. m. The fly-wheel
is 20 ft. in diameter and weighs 125,-
000 lbs. The shaft is 26 ins. at jour-
nals and 29 ins. at fly-wheel. On the
shaft is a General Electric revolving-
field type 1500-kw generator, produc-
ing alternating current at 13,200 volts.
The engine has Reynolds-Corliss au-
tomatic valve gear, with double eccen-
trics on both sides for operating steam
and exhaust valves independently.
The main bearings are water-jacketed.
The eccentrics are encased and oil
drips over them. Automatic sight-
feed lubricators lubricate the cylin-
ders and exhaust valves. There is
a safety stop governor which oper-
ates on the throttle at 8 r. p. m. over speed. The speed varia-
tion is guaranteed not to exceed 2j;4 per cent when work-
ing at any range between minimum and maximum speed. The
guarantee provides that when the engine is running 94 r. p. m.
with 150 lbs. steam at throttle with condenser maintaining

698

STREET RAILWAY JOURNAL.

[.Vol. XXV. No. 15.

26 ins. vacuum in low-pressure cylinder, that it will require not
more than 13 lbs. steam per indicated horse-power per hour
when developing 2300 hp, not including steam for the con-
denser. The engine will develop 3500 hp maximum. The
condenser system was kept separate 'from that of the old por-
tion of the house. The condenser is a Blake vertical twin jet
condenser, steam cylinder 16 ins., water 40 ins., with 21 -in.

Water for steam and condensers
Pay roll

41.66
555-00

Total $2,481.53

Cost per kw-hour $.0042

Note — In previous report cost of water was not figured.
In providing current for the extension, a sub-station outfit
was installed in a new car house erected at Newark and a sub-
station built at Pleasant Valley. The
general scheme is the same in both
places, the high-tension lines enter-
ing through a tower and passing
down over a tubular rack through
hand-operated oil switches. Each
station has two 300-kw General Elec-
tric rotary converters of the standard
type ; two 330-kw air-cooled trans-
formers, reducing the current from
13,200 volts to 370 volts, with reactive
coils for each ; two Buffalo Forge
Company's fans driven by 2-hp induc-
tion motors, together with necessary
switching apparatus. The basement
below is sealed off for an air chamber
for cables and for ventilation of ro-
taries and transformers.

THE REPAIR SHOP AND CAR HOUSE AT NEWARK

POWER HOUSE, REPAIR SHOP
AND EQUIPMENT

stroke, and is designed to give 27 ins. vacuum. There is a
primary heater lietween the exhaust and the conden.ser. Be-
tween the engine cylinders is a reheater receiver with a capac-
ity approximately one and a half times that of the low-pressure
cylinder. The exhaust to the atmosphere is provided with a
26-in. hydraulic relief valve. Spiral riveted pipe is used for
the exhaust line.

Two 310-hp Sterling water-tulie boilers were installed to
take care of the new engine. Natural gas is used for fuel, the
furnaces being fitted with Gwynn gas burners. Each member
consists of two tubes, one inside the other, with perforations
on the inner tube. The arrangement gives the gas a rotary
motion, and the air and gas are thoroughly mingled. Both the
air and the gas can be regulated. Owing to the low cost of fuel,
gas at 8 cents per 1000 cu. ft., the excellence of the ecjuipment
and careful management, the Hebron station has been con-
sidered one of the most economical interurban stations in this
district. The advantages of a larger output with but com-
])arativel}' little increase in labor, together with the superior
efficiency of the new unit, has brought the cost of current down
considerably lower than it was before. The following state-
ment for August, 1904, was before the new unit was installed,
and the second statement is for January, 1905 :

AUGUST, 1904

Total generated output kw-hours 609,210

Total gas used, cubic ft 29,256,300

Cost of gas used $2,340.50

208 gallons cylinder oil at 49^ cents 102.96

248 gallons engine oil at 18 cents 44.64

250 lbs. waste at 5^4 cents 13.12

Repairs and supplies 21.00

Pay roll 492.00

. The preliminary jilans for the car
house and repair shop were given in our issue of Aug. i, 1903.
Exterior and interior views of the building are shown here-
with. It is designed to take care of both the city and inter-

Total $3,014,22

Cost per kw-hour ,00494

JANUARY, 1905

Total generated output kw-hours 586,504

Total cost of gas used (21,020,000 cu. ft.) $1,681.60

260 gals, cylinder oil, at 44 cents 114.40

118 gals, engine oil, at 18 cents 21.24

203 lbs. waste, at 5K cents 10.65

100 lbs. rags, at 3 cents 3.00

Repairs and supplies 53-98

ARRANGEMENT OF DESPATCHER'S TELEPHONE BOARD

urban cars. The wing at the right contains the sub-station,
stock room, lounging room, lockers and bath for employees and
offices of master mechanic and superintendent. The repair
shop is on the right and the car house on the left.

The repair shop is divided about the center with a brick wall
and fireproof doors, and the front portion has three pits for
pit work and a wash rack for car cleaning. In the repair shop

April 15, 1905.]

STREET RAILWAY JOURNAL.

699

section is a transfer table connecting three
tracks. In one of these tracks is a 75-ft. pit,
on either side of which are 2-ton Garry Iron &
Steel Company's pneumatic air lifts, so that the
end of the car can be raised and the trucks
transferred to another track for repair work.
Covering the other two tracks with a range of
about 50 ft. is a 2-ton hand crane, with an air
hoist, built by the Chicago Pneumatic Tool
Company. In one corner is a forge with cement
floor around it. Adjoining is a J. T. Sheafer
150-ton wheel press. A 20-in. American drill
press is next to this, and the two are driven by
a 5-hp motor. The drill press is used for small
shop work and saves interrupting the machine
shop men. A swinging crane serves the drill
press and wheel press. It was originally in-
tended to place all tools in this shop, but it was
found more desirable to partition of¥ a room
from the corner of the car house and do all
machine work here. A line shaft extends
through the center of the shop and is operated

AN INTERIOR VIEW OF THE MACIIINK SIKjI', SHOWING MODEL ARRANGE-
MENT OF TOOLS AND SYSTEM OF ELECTRICAL DRIVING

THE PLEASANT VALLEY SUB-STATION

THE PLEASANT VALLEY SUB-STATION OF THE COLUMBUS,

ELECTRIC RAILWAY

by a 30-hp Crocker-Wheeler motor, all machinery being
operated by this. The equipment includes a 36-in. x i6-in.
engine lathe built by the Springfield Machine Tool Works,
Springfield, Mass., used for wheel turning, armatures, axles
and all heavy work ; a 28-in. American Tool Works'
shaper; a i6-in. x 8-ft. American Tool Works' lathe fitted with
quick-change gears ; a 28-in. American drill press ; a hack
saw; a No. 10 Wells Brothers' nut and bolt machine for tap-
ping and threading pipe ; a grindstone ; a Yankee drill grinder,
and an emery wheel. On a shelf is a 4-ft. x i6-ftt. tank sup-
plied by a D-4 Christensen compresser outfit, the same as used
on the cars, which supplies air for the hoists and for blowing
out armatures and car seats. The machine shop is served by a
i^-ton chain hoist. There is a small paint shop outside, but
no woodwork is done, as the shop is but a short distance from
the plant of the Jewett Car Company, where it can have all
work of this character attended to without delay. The plan of
eliminating the woodworking and paint shops from the main
building, of course, reduces insurance.

The company uses a trolley wheel supplied by the Edna
Smelting & Refining Company, Cin-
cinnati, and gets from 3000 miles to
3500 miles on high-speed interurban
service. Oil and waste lubrication is
used for the armature bearings,
which average 160,000 miles. Solid
steel gears weighing 240 lbs. are used.
The company has been using steel-
tired wheels with tires 2j4 ins. thick,
which have been giving from 30,000
miles to 40,000 miles without requir-
ing returning, and which have a life
of about 140,000 miles. At present,
tires 35^ ins. thick are being put on
to allow five turnings. Diamond S
brake-shoes are used on steel tires,
giving a life of from 18,000 miles to
20,000 miles.

A rather novel line car has been
built recently by the Jewett Car
Company. It has a substantial body
35 ft. over all, and has a 3-ft. 6-in.
door on either side at a corner, and
a door at each end, so that poles and
line material can be carried. A
tower in the center is fitted with a

NEWARK & ZANESVILLE

700

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

MOTOK-lJRIVEN DERRICK LIFTING CAR TRUCK

sliding taljle and provided with a pivoted
searchlight of high power to locate wire tron-
bles at night.

DESPATCHING SYSTEM

The despatching system has recently been
improved. A 20-drop switchboard, built by
the North Electric Company, of Cleveland, has
been installed in a special room in the general
offices at Newark. The Columbus division
has one line, the Granville spur line another
and the Zanesville line a third. In addition
to the telephone boxes at sidings, the operator
has communication with all sub-stations,
freight stations, ticket offices, car house, repair
shop, superintendent's office, superintendent's
house and an emergency 'phone. The board is
equipped with a night bell, and when a drop
falls this bell rings until the drop is raised.
The standard despatcher's sheet is used. Cars
must have clearance orders at terminal points,
and if on time they do not call for orders unless
the block is against them or if it fails to light.
The United States block signal system is used
at all sidings. Sub-station attendants report all

cars as they pass, and have a block signal to stop cars. Orders
are written on a manifold blank, three copies being made, one
for each of the crew and the third is dropped in a box pro-
vided for the purpose. Orders are collected at regular inter-
vals and checked with train sheets.

GENERAL

The company is preparing to erect a seventy-five-room hotel
with all modern conveniences at Buckeye Lake at the park of
the same name near Hebron. This resort, which the company
is making immensely popular, was described and illustrated in
the previous article on this system.

The engineers for the power station were Sheaff & Jaastad.
of Boston. Acknowledgment is due to J. R. Harrigan, general
manager, and A. M. Frazee, superintendent of motive power
of the system, for the details of the improvements. The Zanes-
ville line, as well as the balance of the system, was built by the
Great Northern Construction Company, of which C. A. Alder-
man is chief engineer.

MOTOR-DRIVEN DERRICK IN DETROIT

Through the courtesy of John Kerwin, superintendent of
tracks, Detroit United Railway, the accompanying views of a

INTERIOR OF THE SUB-STATION ROOM AT THE NEV^ARK CAR HOUSE

THE MOTOR-DRIVEN DERRICK AT WORK IN THE YARDS OF THE DETROIT

UNITED RAILWAY

motor-driven derrick are shown. The derrick
is used at the yards of the Detroit Company
for hoisting heavy material, as trucks, etc., and
finds its particular application in unloading
material from steam railroad flat cars, in
which work it has made itself indispensable.

The derrick is operated by a 30-hp type "D"
steel motor, and is capable of hoisting 7 tons
at the rate of 60 ft. per minute. The hoisting
machinery is connected to the mast of the der-
rick and travels on a circular track. There is
a pinion underneath which meshes into a large
bull-wheel that is fastened to the foundation
and serves to swing the derrick. AH the levers
are on the platform above the drums. There
is one lever for hoisting the boom, one for
hoisting the load and one for handling the re-
versible gear for swinging the derrick. The
mast is 45 ft. high and the boom is 58 ft. long.

Al'RIL 15, 1905.]

STREET RAILWAY JOURNAL.

701

It will be noticed the mast is braced by means of two heavy
beams reinforced by truss cables, and there are no guy ropes,
as these would be in the way in yards of this nature.

♦♦♦

IS A UNIVERSAL TYPE OF RAILWAY MOTOR ADVISABLE?

BY A. H. ARMSTRONG

Electric railway engineering has been referred to as being a
case of following the fad or fashion in vogue at the time, and
many installations would seem to bear testimony to this accusa-
tion. Undoubtedly there are many cases of Jones purchasing
a given motor because Manager Smith has been having good
results with the same motor on his road, entirely ignoring the
fact that the operating conditions upon the two systems may
be totally dissimilar.

When the need was felt for a generating and distributing
system of wider scope than the d. c. 600-voIt system, thus giv-
ing rise to the development of the rotary converter, it was
thought the converter system was proposed and installed in
many instances because the tide of railway engineering fashion
was turning in that direction, rather than on account of its
superiority over the d. c. system. While some managements
have been slow to avail themselves of the advantages of a. c.
generation and transmission for this reason, it is a noteworthy
fact that d. c. systems continue to be replaced by the a. c, but
no instance has come to the writer's notice of the management
of a road abandoning the a. c. transmission system after trial
and readopting the d. c. system as being superior.

The introduction of high potential a. c. transmission to the
rotary converter made possible the suburban and interurban
electric roads of to-day, and greatly broadened the possibilities
of electric railroading. In the development of the single-phase
a. c. motor, now in successful commercial operation, we have 3
new influence at work of a far-reaching character. As the
field of the railway motor has expanded, so the requirements
of the motive power have become so varied as to make it diffi-
cult for any one motor system to meet successfully all the con-
ditions imposed. The d. c. series motor is a highly developed
and efficient piece of apparatus, and, moreover, very adaptable
to the diversified character of general railway conditions. The
large sums spent in developing the different types of alterna-
ting-current motors are not due to any dissatisfaction with the
direct-current motor as such, but because it has become neces-
sary to reduce the cost of the secondary distribution system,
which is still high with direct current, even with the advantage
of the rotary converter. The advantages of high potential
transmission are now evident to all, and it is proposed to carry
this advantage still further, reduce the cost of the secondary
distribution by raising the potential and dispense with the
rotary converter.

The case is not quite analogous to the introduction of the
rotary converter, as the adoption of the latter did not interfere
in any way with the motive power question itself. The change
from a direct-current to an alternating-current motor is more
radical, and is advocated only on account of the lesser first cost
of the trolley distributing system, and is not due in any way to
any superiority of the alternating-current motor itself.

The alternating-current single-phase motor with its attend-
ant step-down transformer constitutes a heavier, more expen-
sive and less efficient equipment than is offered by the direct-
current motor with the series parallel controller. The alter-
nating-current motor is also less flexible in its design, gives a
pulsating torque and is restricted to a commutator potential of
about 200 volts, but, nevertheless, its adoption for certain
classes of railway service may be well justified. The car equip-
ment constitutes but one link in the system of transmitting
power from engine to car axle, and while the limitations of the

alternating-current motor are regrettable, they do not in every
instance introduce objections sufficiently serious to outweigh
the considerable reduction in expense of the distribution sys-
tem which the adoption of the high potential trolley affords.
Limitations in design are reflected in the cost and bulk of the
apparatus employed, but the copper and sub-station economy
effected by the use of a 3000-volt trolley may outweigh the
extra expense of installing an alternating-current car equip-
ment for certain classes of service.

Perhaps it is too early in the history of the alternating-cur-
rent railway motor to attempt to define its precise field of use-
fulness, but some of its advantages as well as some of its limita-
tions stand out so prominently as to make possible some general
comparisons with its direct-current competitor.

Both the single-phase commutator and three-phase induction
types of motor have been proposed for city service. This class
of service demands frequent stops and high schedule speed,
thus calling for successive overloads on the motors in order to
obtain the high rates of acceleration required. The schedule
s]jeed of frequent stop service is always the result of a compro-
mise between the rate of acceleration permissible without dis-
comfort to the passengers and the frequency of stops required
to pick up and drop the passengers.

The chief requirement of the motive power is that it shall
be able to commutate heavy applications of current at very fre-
quent intervals without experiencing a rise in temperature
above the 65 degs. to 70 degs. C. permissible with reasonable
life of the insulation. The method of control must permit of a
high "efficiency of acceleration" — that is, all losses external to
the motor, such as starting resistance losses, must be eliminated
so far as possible. The requirements for frequent stop service
are most exacting upon the motive power and its control, and
the direct-current series motor and series parallel controller
may be looked upon as the survival of the fittest, having proved
superior to the horse, cable and steam locomotive for such
work.

, The three-phase induction motor has been proposed for rapid
transit frequent stop service, but has fortunately never had an
opportunity to demonstrate its unfitness for the work. Aside
from the complication of double-trolley construction in cities,
the induction motor system is inherently inefficient during ac-
celeration, even though concatenation of motors be resorted to.
Being a motor of synchronous characteristics, no motor curve
running is possible, and the external resistance losses during
acceleration or fractional speed running are necessarily large.
The absence of the commutator does not compensate for the
extra energy consumption required with induction motors oper-
ating on frequent stop service, due partly to the poorer effi-
ciency of acceleration compared with that possible with direct-
current motors, and partly due to the increased weight of the
induction-motor equipment itself. The induction motor is in-
herently a constant speed, constant duty motor, and does not
possess the qualifications of a successful motor for rapid transit
service.

The single-phase commutator motor possesses all the advan-
tages of variable speed characteristics enjoyed by the direct-
current series motor, which, together with the possibilities
opened up by potential control, led to many predictions being
made that the direct-current motor was destined to be super-
seded for frequent stop service. An examination of the effi-
ciency, curves published of the single-phase motor indicate a
curve rising rapidly at light loads, but drooping on overloads,
the qualification of a motor adapted to infrequent stop service.
In accelerating, the larger part of the motor duty is performed
on the drooping portion of the alternating motor efficiency
curve, thus giving rise to an internal motor loss considerably in
excess of that experienced by a direct-current motor with its
sustained high overload efficiency. In order that the single-
phase motor may dissipate this excess energy loss without an

702

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

injurious temperature rise, it is necessary to increase its
weight and bulk in proportion. As an example, a comparison
may show that the average efficiency during acceleration may
approximate 85 per cent with an a. c. motor and 90 per cent
with the d. c, thus calling for an alternating-current equip-
ment weighing fully 50 per cent in excess of the standard'
direct-current equipment, making the broad assumption that
each type of motor can dissipate equal losses per square inch
of radiating surface for the same temperature rise. While the
alternating single-phase motor can be built to commutate suc-
cessfully the heavy starting currents required in accelerating,
the extra weight and cost of the equipment is a serious handi-
cap in a class of service where the frequency of cars makes the
cost of the rolling stock a matter for earnest consideration.
The single-phase motor has thus far shown no indication of
being superior or even equal to the direct-current motor, and
when operated with an equal trolley potential seems to offer no
advantages warranting its adoption. The direct-current motor
is capable of being built for any potential considered safe for
city or urban operation, and provides the lightest, cheapest and
most efficient equipment yet developed for a class of service
requiring frequent and rapid acceleration of the moving units.
Continued development may bring the single-phase motor to a
degree of perfection where it will compare favorably with the
direct-current motor, but even so, the alternating-current motor
system is permanently handicapped by higher track resistance
and higher maximum trolley potential for the same average,
still retains the commutator, while our experts leave us in
doubt about its completely curing the electrolysis evil.

Where the use of a high potential trolley is permissible and
stops are infrequent, conditions obtaining upon our private
right of way suburban systems, the single-phase motor system
offers claims for recognition which cannot be ignored. The
success of our electric roads and the demand for better facili-
ties has led to the introduction of heavy cars operating at such
high schedule speeds that the cost of the trolley or third-rail
distributing system has l)ecome a serious item, even with the
advantage of the rotary converter fed from a high potential
transmission line. Just as our city railway systems exceeded
the economical limits of direct-current distribution, so are our
large long-distance electric roads demanding a higher potential
than can be furnished by direct-current generation and used
by the subdivided motive power on a car. A 1200-volt d. c.
system ofifers relief in this direction, and in some instances
may prove of considerable value in solving the problem of a
cheaper secondary distribution system. There is also the pos-
sibility open of using three-wire systems with 600 volts or
T200 volts on a side, so that we have not as yet reached the
limits of (1. c. distribution. Any considerable increase of poten-
tial over the 6oo-volt systems now in use necessitates abandon-
ment of the third rail and the adoption of some overhead third-
rail or trolley construction. Although it may be possible to
design certain constructions of protected third rail which can
be used for more than 600 volts, it is probable that high-voltage
systems of the future will be compelled to use overhead con-
struction.

The synchronous characteristics of the three-phase induc-
tion motor debarred this type of motor from the suburban field
with its broken profile. The single-phase commutator motor,
however, adapts its speed to the grade, and in this respect is
equal to the direct-current series motor, while the use of poten-
tial control gives the opportunity of continued operation at any
speed called for by the profile of the road without impairing
the efficiency of operation. With infrequent stops, the heating
due to accelerating losses is minimized, while the efficiency of
the motors during free running is excellent.

While the single-phase motor appears limited by the low-
voltage commutator and other considerations to a moderate
output, it has been developed in capacities large enough to meet

the requirement of single-car suburban service. Recognizing
the necessity of terminal operation over city tracks equipped
with direct-current trolley, the manufacturers have brought out
alternating-current railway equipments capable of both a. c.
and d. c. operation, thus providing a system of great flexibility
and one well adapted to avoid conflict with existing systems.
Thus, while the single-phase motor equipment offers no as-
surance of better or cheaper operation, it does permit of a con-
siderable reduction in the first cost of installing a suburban
system operating single cars on private right of way, where
the use of a high potential on the trolley is permissible.

The successful operation of high potential trolley roads has
made it possible to consider the equipping of certain sections
of our steam roads now using the steam locomotive under con-
ditions unfavorable to its economic operation. The conditions
imposed by the different problems presented again call for qual-
ifications not possessed by any one single electric system. The
steam road operator has found it necessary to divide his sys-
tem into sections, design his locomotives for local conditions
and proportion the tonnage of trains according to the profile.
So the system of electric operation well adapted to take care
of the needs of one section of the road may fail to respond to
the requirements of another section, thus emphasizing the
necessity of adapting the motive power to local conditions.

Electrical engineers are able to produce a successful system
of operation for even the heaviest character of railroad service,
but rather disagree upon which method of operation is most
economical and can be installed for least expense. Undoubt-
edly, this apparent lack of agreement is brought about by the
attempt to reconcile engineering recommendations made where
the operating conditions are widely different. Thus, the induc-
tion motor is well adapted for haulage work where the profile
is regular, either level or a continuous unbroken grade, but the
locomotive so equipped makes a poorer showing over a road
having a broken profile than would other types of motors hav-
ing good variable speed characteristics.

The economies of freight haulage tell us that the lowest cost
of carrying a ton i mile is secured by the operation of the
heaviest train which the design of the locomotive and strength
of the drawheads will permit. This means a much more infre-
quent service than that obtaining in the majority of electric
roads, and seems to exclude any system of operation that does
not employ a high potential trolley. The local demand for
power imposed by such heavy train units operating at infre-
quent intervals brings the first cost of any direct-current trol-
ley or third-rail system too high for serious consideration.

Perhaps the most vulnerable point in the operating sheet of
a steam locomotive system lies in the present high cost and
dangers of operating heavy mountain grade sections. Not only
does the steam locomotive give poor economy and small output
when working at nearly full stroke at speeds of 6 m.p.h. to 10
m.p.h., but its cost of maintenance is excessive and crew ex-
penses high, due to the small mileage obtainable. The energy
stored in lifting trains up grade is all wasted in braking com-
ing down. This loss of energy may be partially restored with
an electrical haulage system effecting an economy in the coal
consumption, but more especially relieving the brake-shoes and
preventing accidents from broken wheels due to overheating.

Whether the system adopted for a given installation be the
single-phase commutator motor, the three-phase induction mo-
tor, or motor-generator sets on the locomotives feeding direct-
current motors on the axles, will depend upon the requirements,
as no one of these systems is flexible enough to meet all the
conditions that may arise in an extended system. The advo-
cates of the single-phase commutator motor must contend with
the difficulties of a low-voltage commutator, pulsating torque,
not very high efficiency and a preference for high rotative
speeds, inherent in this type of motor. While these difficulties
have been overcome and a commercially-operative systertj

April 15, 1905.]

evolved for the smaller capacities of motors suitable for sub-
urban single-car high-speed service, considerable difficulties in
regard to commutation, ventilation and general mechanical de-
sign of the locomotive itself must be overcome before pro-
posing such a radical departure from the successful designs
possible with the greater latitude allowed in direct-current and
induction motor design. For high-speed service on level track
on the contrary, the single-phase motor may be developed for
considerable output. The commutator motor, the three-phase
induction motor and the various combinations of motor-genera-
tor sets may all receive power from a high potential trolley,
and a judicious selection of the proper system to meet the gen-
eral conditions involved seems better than a strict adherence to
any one system of operation when it shows its inferiority in
specific instances.

Uniformity in type of equipment is very desirable, but may
sometimes be purchased at too high a cost, and the best in-
terests of a large electric railroad system are conserved by
properly adapting the motive power to the requirements of the
different sections.

CAR VENTILATION

BY EDWARD TAYLOR

Inasmuch as there has been a considerable amount of agita-
tion recently as to whether the cars of certain electric railway
systems were properly and sufficiently ventilated, and in view
of an editorial in a recent issue of the Street Railway Jour-
nal, calling attention to the lack of literature on this im-
portant subject, the writer thought that perhaps it would be
advisable to make public certain information and data that he
has acquired while investigating the conditions on an impor-
tant city electric railway system. The observations should be
of interest to any one concerned with the proper ventilation of
rolling stock equipment. The method of testing hereafter de-
scribed, while readily understood and carried on by railway
men who have no knowledge of chemistry, is nevertheless
based on certain laws of that branch of science, and if care-
fully pursued can be depended upon to give reliable results.

Before entering into a discussion of the methods of testing
the efficiency of ventilation, it should be of interest to look into
the causes of the recent increase in complaints on the part of
the public and health officials, in so many of our cities, against
the poor ventilation of street railway cars. Until quite re-
cently the standard construction of such cars rendered the dis-
cussion of ventilation unnecessary, as the "monitor" construc-
tion of the roofs, with the liberal space provided for dome sash
windows, afiforded the most thorough renewal of the air within
the cars. But within the past year or two local conditions of
operation, on certain roads, have made it advisable to change
the construction of their cars, and as a result the managements
have had their attention called by the health departments of
their respective cities to the fact that insufficient ventilation
was provided for on their equipment. Upon this condition
arising, certain companies sprang into cxistance, having for
their object the manufacture of various devices which, it is
claimed, will afford a means for putting an end to this trouble.
The most common of such devices is based on the idea that the
velocity of a car when in motion will project a current of air
into its interior through an opening provided with a wing de-
flector, by which the amount and direction of tlie current may
be regulated. The wing is so located as to create a partial
vacuum on the side opposite to that which is deflecting air into
the car, thus affording an exhaust and consequent circulation
of the car's atmosphere.

Although the writer has tested a number of these devices,
and is familiar with the advantages and defects of the most

703

important makes, he will not speak of them in this article, as
he desires not to explain means for alleviating trouble with
ventilation, but to point out a metiiod of ascertaining if trouble
actually exists in any local case. A simple and practical test,
that involves no expert knowledge and no elaborate equipment
apparatus to carry about, should be of the greatest importance
to every road, as should poor ventilation exist it is far more ad-
visable to correct the condition at once than to wait for the
publicity and annoyance connected with an order from the
authorities. And, furthermore, in case, as often occurs, a com-
plaint is made without just grounds, a ready and reliable method
of demonstrating the efficiency of the car ventilation may prove
of considerable benefit.

On the principle, however, that "an ounce of prevention is
worth a pound of cure," it seems to the writer that a broader
scope of knowledge on this subject by those responsible for
the design of cars might cause more intelligent means of ven-
tilation being provided in the construction of the same. For
this reason we will briefly consider what is meant by "good
ventilatioiL" Fresh country air^ which is always considered
the standard for all comparisons, consists of practically 21 per
cent of oxygen, 79 per cent of nitrogen and a very minute
fraction of a per cent of ammonia and nitric acid gases, to-
gether with organic and inorganic matter held in suspension,
the exact amounts of each constituent depending upon the
local conditions ; a certain amount of water or aqueous vapor
is always present, varying with climatic conditions, and there
is, further, a fairly constant proportion of carbon dioxide, or
carbonic anhydride, of from 3 to 5 parts in 10,000 parts of air.
A very slight increase in the relative amounts of certain of
these constituents, particularly in the carbon dioxide, and in
the organic matter, protoplasm, bacteria (or germs, as it is
variously referred to), produces the condition of a vitiated at-
mosphere or impure air. As, however, it has been found that
the increase of any impurities in the atmosphere is almost in-
variably accompanied by a corresponding increase in the
amount of carbon dioxide, and as this gas is most easily de-
tected and its amount readily determined, the proportion of
carbon dioxide to the total body of air has been agreed upon
as an index to the degree of impurity of the air.

This does not necessarily mean to imply that carbon dioxide
is the most deleterious element in the atmosphere. On the
contrary, amounts of carbon dioxide far in excess of that con-
tained in what is considered very foul air can be introduced
into any body of air, without injurious results, if it is unaccom-
panied by the other elements commonly found with it. For in-
stance, air containing from 20 to 30 parts of carbon dioxide in
10,000 is considered, as a rule, to be very impure, and under
ordinary conditions would prove highly injurious, but as high
as 700 to 800 parts in 10,000 is often found in mines, an amount
sufficient to extinguish a flame, but in which the miners have
remained for a long period without injury. But. in general, in
buildings or vehicles where the fouling of the air is caused by
respiration or combustion (either of stoves, furnaces or lights),
the increase in the amount of carbon dioxide, taken as an index,
must be kept within narrow limits, or positive injury to the
inmates will result.

According to the most careful investigators, it may be said
that air containing above 10 parts of carbon dioxide in 10,000
ceases to be pure, and the degree of harm that any percentage
may produce will depend chiefly upon the time that any person
is compelled to endure it. As the effect of impure air is cumu-
lative rather than immediate, except in the most extreme cases,
a person of sound health could endure even as high as 40 parts
in 10,000 for some time without any serious or permanent ill
effects. But where, as in the tenement houses of large cities,
which are notoriously poorly ventilated, the foul air must be
endured for long periods by the inmates, their health invariably
suffers, and to this fact may be laid a part of the high rate of

STREET RAILWAY JOURNAL.

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

mortality of persons compelled to live and sleep therein. Cases
coming under the writer's own observation in such quarters
gave as high as 33 parts of carbon dioxide in 10,000, a condi-
tion that could be endured for short periods with impunity,
but for a living atmosphere is exceedingly dangerous.

But owing to this cumulative effect, ventilation is a relative
term, and "good ventilation" may have a number of meanings,
depending on what is being referred to. A sleeping room or
hospital should have facilities for introducing enough air to
keep the percentage of carbon dioxide below 10 parts in 10,000.
In schools, public halls or theaters it is quite permissible to
have the amount rise to 14 or 15 parts without injury to those
in their interior, as the time to which a person is exposed to the
impure air is comparatively short. On steam railway cars, and
those of interurban lines, where long runs are made and in-
dividual passengers may remain several hours in the car's at-
mosphere, about the same degree of ventilation would be re-
quired as in public buildings. But in ordinary street railway
traffic where from one-half hour to one hour is nearly the
longest ride of a passenger, a- higher amount of carbon dioxide
might be introduced into the atmosphere without any injury
to the passengers resulting, and it is the writer's opinion that
20 parts of carbon dioxide in 10,000 would not be excessive un-
der these circumstances; or in other words, that a ventilation
that will keep the carbon dioxide from rising above that pro-
portion may be considered entirely sufficient.

It may be asked why the Jiigher standard is not demanded
in spite of the time that passengers remain in the cars. Theo-
retically, all ventilation should reach the highest possible
standard, but it must be remembered that on railway cars the
lowness of the roof, and the small air space per passenger, as
compared with buildings, necessarily resulting from the design
of cars, which nuist have as little clearance and wind friction
as possible, renders it impracticable to very thoroughly venti-
late crowded cars without subjecting the passengers to dis-
agreeable drafts that would be more injurious than a slight
excess of impure air.

In order to keep from exceeding the proportion of carbon
dioxide previously mentioned (20 parts in 10,000), it will be
necessary to introduce a certain amount of fresh air per hour
or per minute into the car, the exact amount depending upon
the number of passengers, and if other than electric lights are
employed, upon their size and number. As, however, the
greater portion of modern street railway equipment is both
heated and lighted electrically, giving rise to no products of
combustion within the car, the effects of the respiration of the
passengers need alone be counteracted hy the ventilation.
Whenever a number of persons are gathered together in a
poorly ventilated apartment, the air soon becomes oppressive.
This is partly due to the excess of carbon dioxide, as a man
exhales about .62 of a cubic foot of carbon dioxide per hour,
but it is chiefly caused by the large amount of moisture or
aqueous vapor which is given off from their lungs, which,
suspended in the air, causes a heavy or oppressive feeling.
The micro-organisms or bacteria contained in such air are also
found to be unusually high. The presence of moisture in air,
causing a feeling of suffocation among the passengers, is
shown by the dull sensation usually felt in well-warmed cars
unless exceptionally well aired, and the non-observation of this
on comparatively cold cars. To keep these products of respira-
tion from accumulating to dangerous limits, a certain amount
of fresh air per person must be introduced. The exact amount
depends partly upon the cubic feet of air contained in the car.
but in general 353 cu. ft. of fresh air per hour, or 5.89 cu. ft.
per minute, should be introduced per passenger, in order that
the percentage of carbon dioxide may not rise above the point
specified.

We can now discuss, therefore, the first points that must be
considered in the making of a test to determine whether the

facilities for ventilation on any specified car will be sufficient.
As a rule, the first problem concerns the number of passengers
for whom ventilation shall be provided. It is obvious that the
maximum standing load cannot be used as a basis, as a car
well ventilated when crowded with passengers would neces-
sarily have currents of air sweeping through the car with un-
comfortable and dangerous velocity. Repeated tests on cars
upon various lines have shown that cars in all day service
carry less than their seating capacity on an average, and the
writer considers that if ventilation is provided for the number
of passengers that can be seated, the best results will be ob-
tained. Presuming that the car in question will seat fifty-eight
passengers, 341.6 cu. ft. of air per minute should be admitted,
either continuously or on an average.

In making a distinction between continuous or average air
supply, it must be remembered that car ventilation is, as a rule,
intermittent. The air coming ni through the ventilators or
dome sash windows, and through the cracks in the doors, etc.,
is what must be depended upon for ventilation during the time
the car is in rapid motion, and, as a rule, only during such time
does air in any appreciable quantity enter the car in this man-
ner. But immediately preceding a stop, and during the stop,
one or both end doors of the car are thrown open, admitting
a large volume of air, the exact amount being indeterminate,
in view of the fact that variable conditions, such as the tem-
peratures inside and outside the car, the direction and strength
of the wind, etc., are functions of the calculation. This item
can usually, by approximation and experiment, be closely esti-
mated, but all conditions must be considered if reliable results
are to be obtained.

Assuming, though, for illustration, that a door has an area
of 15 sq. ft. and that the inrush of air throughout the time it is
open has 3-ft. per second velocity, there will be a displacement
per second of 45 cu. ft. of fresh air. If the doors are open for
twenty seconds, which is not far from the average figure in
service, 900 cu. ft. of fresh air will have been introduced.
.A.gain assuming that during the running time there is intro-
duced but 200 cu. ft. of air per minute, and assuming that the
time between stops is five minutes, an unusually long run in
city service, there would have been brought into the car dur-
ing the five minutes and twenty seconds of one run and stop a
total of 1900 cu. ft. of fresh air. In other words, the replace-
ment of air would have proceeded at an average rate of 358
cu. ft. per minute, while, as before stated, only 341 cu. ft. were
required to maintain an efficient ventilation.

Having outlined the general idea of what should be sought
for, I will explain the details a little more fully. The exact
area of all openings, doors, windows, ventilators, etc., should
be carefully measured. An anemometer reading should be
taken of the velocity of the air entering or leaving each such
opening, both while car is at rest and while in motion. It is
evident that the area of any opening multiplied by the velocity
of the air current passing through the same will give the cubic
displacement of air through the orifice. In all calculations, the
local conditions must be kept in mind. The number of stops
and length of stops compared to the running time ; the point as
to whether one or both doors are thrown open at each stop ;
on elevated trains, the difference between the air admitted on
the front or rear car of the train, etc.. must all be considered
and the effect of each item approximated. For instance, on all
lines operating three or more cars in trains, such as is the
practice in elevated or subway service, it will be found that
the head car of the train will be much more thoroughly venti-
lated than the rear car or cars. This condition is produced by
the suction of air by the leading car, which reduces the flow
of air through the ventilators of the middle cars, the rear car
having a strong exhaust. Only the leading car receives the
full pressure of the atmosphere caused by the train's velocity,
consequently the following cars will have a slower rate of dis-

April 15, 1905.]

STREET RAILWAY JOURNAL.

placement through their front ventilators. On the other hand,
the middle cars of such trains at each stop have both front and
rear doors thrown open, and consequently receive a double
amount of air throughout the stop.

The method outlined above of actually measuring the amount
of air is open to a number of criticisms. It is difficult to carry
out the readings while in actual service, and quite impossible
on a crowded car. It will give a very accurate idea, if carried
out on a car or train run without passengers, of what can be
expected in service, but, of course, is subject to all the varia-
tions caused by local conditions.

For this reason I will explain a simple but reliable method
of directly testing the air in any car under any conditions.
The entire apparatus consists of five ordinary clear glass bot-
tles and a small amount of lime water. By means of this ap-
paratus the amount of carbon dioxide, which, as mentioned
before, is considered by hygienists to be a sufficient index to
the relative impurity of the air, can be determined very easily
and quickly, and with sufficient accuracy for all practical pur-
poses. One bottle should be the ordinary i-oz. size of the drug
stores, and is used for measuring the lime water. The other
four should be respectively 4-oz., 8-oz., i6-oz. and 32-oz.
bottles.

These four bottles are to be filled with samples of the air
under question, and should be clean and dry, and fitted with
dry, clean, tightly fitting rubber stoppers. Taking them into
the car whose air is to be examined, they are uncorked and
filled by means of a hand bulb syringe, repeatedly forcing air
into the bottle until it is certain that it is filled with the car air.
As each is filled it is carefully recorked and the four taken to
the testing room. Into each bottle is then poured from the
i-oz. bottle I oz. of fresh lime water and each immediately re-
corked. These should be thoroughly shaken for at least two
minutes and then turned upside down, allowing the liquid to run
into the necks. Holding them up against a dark background it
will probably be found that in one or more of the bottles the
liquid has changed in color, becoming cloudy or possibly of a
strong milky tinge. Should all four bottles show a color in the
liquid, it indicates that the air contained above 20 parts in
10,000 of carbon dioxide, and is therefore above the safe limit
of impurity. Should the three largest bottles show a milky
tinge in their contents, the 4-oz. bottle remaining clear, the air
contains approximately 14 parts in 10,000 of the carbon dioxide.
A color in the i6-oz. and 32-oz. bottles, the two smaller remain-
ing clear, indicates 10 parts in 10,000; and a milky liquid in
only the 32-oz. bottle, the others being clear, shows about 6
parts in 10,000, or very good air. Should no trace of color
appear in the'liquid in any bottle, it proves that the air is prac-
tically pure, and will demonstrate ideal ventilation.

The precautions to observe in conducting this test are few,
but important. The bottles should be all of very clear, white
glass, and should be clean and dry. The stoppers should be
tight fitting, and after the sample air is secured should not be
removed for longer than absolutely necessary. Before uncork-
ing the bottles to pour in the lime water be sure that the bot-
tles are of the same temperature as that of the room in which
they are opened; this is important, as if the bottles are warmer
than the surrounding air the air in their interior will expand
and a certain amount be lost when the stoppers are removed.
For men unfamiliar with the effects of carbon dioxide upon
lime water, it might be well to breathe a few times into a bottle
before conducting the test, and shaking up with lime water in
above indicated relative proportion. This will give a very
strong tinge or milky appearance that will convey an idea of
the effect of mixing lime water and impure air.

While this test would be considered by a chemist to be ratiier
crude, the results, if carried out with the degree of care neces-
sary, will prove to be sufficiently accurate for all practical
purposes.

The matter of properly ventilating the passenger cars of elec-
tric railways is one that commands attention, inasmuch as sani-
tary conditions generally are being brought to a higher stand-
ard. New and more stringent laws are being enacted or old
laws amended on the subject of public hygiene, and each suc-
ceeding head of a health department is more vigorous in their
enforcement. An order from their department and the facility
with which an injunction can be secured, provides an ever-
ready weapon whereby a disgruntled passenger can, at the least,
cause annoyance to the management of a road by the publicity
which a discussion in the press of an always popular subject
of this sort engenders. It is, of course, the wisest plan to antici-
pate such conditions by liberal provision for ventilation of the
cars, but when charges are falsely made, as often occurs, the
above method of testing will ahord a quick and convenient
method of ocularly demonstrating to the proper authorities the
actual facts as they exist, without subjecting the company to
the delay necessitated by an expert chemical analysis.

♦♦♦

DEVICE FOR TURNING TROLLEY POLES

G. B. McLean, chief draftsman in the electrical engineering
department of the Pacific Electric Railway Company at Los
Angeles, is the inventor of a device that has been installed in
the new Huntington Building in that city, by which the trolley
poles of the cars are automatically turned. The invention is
simple, and consists of nothing more than a "Y" formed by

the overhead trolley line, while the track
remains straight. After the cars have en-
tered the building the trolleys take the
switches overhead into a wooden trough
lined with sheet iron, and are completely turned around while
the cars proceed little more than their own length.

This will mean the saving of much time to the Pacific Elec-
tric Railway Company in operating its cars through the new
building, where they are to be switched around and started out
again on their respective lines at the rate of one each minute,
if necessary. With the use of McLean's invention, all the
motorman has to do is to take off the levers of his controller
and air brake and walk through the car to the other end. The
conductor steps from the rear platform, holding the rope at-
tached to the trolley pole, and boards the car on the other end
as it passes by.

Mr. McLean has not taken out any patent on his invention
and says it is not his intention to do so. When the switching
system inside of the Pacific Electric Railway Company's' build-
ings is completed it will be the most complete of its kind in
the world.

The Toledo & Western Railway Company is at work on a
systematic campaign for building up its freight business by
inducing industries to locate along its line. During the past
year it has secured two industries for Sylvania, one for Berkey,
three for Pioneer and one for Blissfield. The last mentioned is
an immense beet sugar plant which will give the company a
large amount of business from surrounding territory, as it will
have a capacity of 600 tons of beets per day. The company is
planning to increase its freight car equipment and may decide
to install a steam locomotive for hauling trains at night.

7o6

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

CENSUS REPORT ON STREET RAILWAYS— IV.

Chapter VIII. discusses the tendency during the past decade
toward the consolidation of street railway companies, and re-
fers to it as being one of the most important factors in street
railway progress during the last ten years. The advantages
are much more pronounced with electric traction than when
animal power is used, so that in almost every great city in the
United States the different properties have been brought to-
gether into one system. The increase in the importance of in-
dividual companies is brought out by the following table:

TABLE SHOWING DISTRIBUTION OF OPERATING COMPANIES ACCORD-
ING TO LENGTH OF LINE: 1Q02 AND 1890.

Length of Line (Miles).

1902

1890

Number
of Com-
panies.

Length of
Line,
Miles.

Number
of Com-
panies.

Length of
Line.
Miles.

10 but unflrr

20 but under 30

80 but under go

394
219
76
34
25
16
12

7
6

3
25

1,957.16
3,148.94
1,878.54
1,197.83
1,117.05
892.86
785.22
532-46

515-30
277.12
4,349-10

' 557
99
16

7

4
2
2
I
I

2,304-40
1,353-42
400.30
251-74
178 o_|
101.57

130-33
76.48
84.42

100 and over

Total

2

238.65

817

16,651.58

691

' 5,119-53

1 Exclusive of 663.94 miles, estimated, in 1890

The report then discusses the methods of comliination h}-
merger, lease and stock ownership, and gives exaniples of each.
FRANCHISE, PUBLIC REGULATION AND PUBLIC OWNERSHIP

This is the title of Chapter IX., which contains a resume, in
twenty-three pages, of the laws of the different States. Only
the main requirements are given, as the Census Office states
that the actual regulations differ widely among the different
companies in the same State, or even in the same city. The
regulations between the different States also differ widely ;
thus, all municipal ordinances in Colorado, South Dakota and
Utah are subject to the referendum and petition; in Nebraska
and Arizona all public franchises in cities luust be submitted
to popular vote, and in Montana and Colorado to the vote of
the tax-paying electors. In Iowa one-fifth of the voters in any
city may require any franchise to be submitted to popular vote;
in Detroit the local ordinance provides that proposed franchises
shall be submitted to popular vote, luit such vote is purely ad-
visory, not binding. In California, Nevada, Kentucky and
Virginia the general State laws require competitive bidding,
but contain no provision specifying the character of the bids,
which apparently might, at the discretion of the local authori-
ties, be either in the form of lump sums or of annual payments.
In New York and Louisiana the bids must be on the basis of a
percentage of the gross annual earnings. In Ohio the fran-
chise must be granted to the bidder offering the lowest rates of
fare. * A similar method is required by the individual charters
of certain cities, and in a few others it has been adopted volun-
tarily by local authorities. The city ordinarily reserves the
right to reject all bids. In Virginia the local authorities may.
if for any reason they deem it to be for the interests of the
people, grant the franchise to some other than the highest bid-
der, but they must give their reasons for the grant in the fran-
chise ordinance.

In rnost States there has been as yet comparatively little ex-
perience with the working of the method of competitive bid-
ding for public franchises. The method has, however, been
employed long enough in California. New York and Ohio to
afford a fair basis for a judgment as to its success. As a rule,
there is little or no competition for the franchise, so that the

result is not very satisfactory. The report discusses this con-
dition at some length, and states that the best results are se-
cured where the system of competitive bids is supplemented by
careful bargaining on the part of the local authorities. This
method is provided for in the charter of New York City.

There is an equally wide variation in regard to duration of
franchises. Most States, including those which limit the dura-
tion of corporate charters, provide in their constitutions that
the Legislature shall have the right to repeal or amend any
general or special incorporation law if passed subsequent to
the adoption of the constitution. This provision has been in-
serted in view of the judicial doctrine announced in the famous
Dartmouth College case that, in the absence of such provision,
an act conferring privileges upon a private corporation con-
stitutes a contract on the part of the State. It is probably safe
to say that nearly all important street railway companies in
the United States hold charters which are either limited in
duration or subject to amendment or repeal by the State Legis-
lature. In case of such amendment or repeal, however, the
courts are disposed to require that regard l)e given to vested
property rights, and the Legislature is subject to lirnitations in
those States whose constitutions prohibit special and local leg-
islation, and in which, accordingly, changes must apply to an
entire class.

Many street railway franchises, particularly those of early
date, are perpetual, and there is no State or local provision un-
der which they can be revoked or amended. Where, however,
a corporation whose charter is subjact to revocation or amend-
ment holds such an unlimited franchise, the State Legislature
can virtually annul it, or change the terms of the franchise,
through its control over corporate existence. Even if both the
charter and the franchise of a public service company are un-
limited in duration, the State may, subject perhaps to certain
self-imposed limitations, exercise, directly or through local gov-
ernments, its right of eminent domain to purchase the property
for public use. The payment in such a case would ordinarily
include not merely the tangible value- but the full franchise
value.

Franchises which arc perpetual, and not subject to modifica-
tion by the local authorities, are still permitted by the State
laws of New York (except as regards certain cities), New
Jersey, Pennsylvania, Missouri, Indiana, all of the New Eng-
land States and a few others. Many of the most important
franchises in the largest cities of the country are perpetual and
cannot be modified by the local governments. In a majority of
States the present policy is to limit the duration of street rail-
way franchises by State law. The limit of life is ninety-nine
\ears in Louisiana (the law applying only to parishes), fifty
years in Arizona, Idaho and second-class cities of New York,
and by special act (the constitutionality of which is in litiga-
tion) in Cincinnati, Ohio; thirty years in Michigan, Virginia,
Alabama and Florida; tv/enty-five years in Ohio, Iowa (in
cities under special charters), San Francisco, Cal., St. Paul,
Minn., and Portland, Ore.; twenty years in Illinois, Kentucky,
Nevada, South Dakota and Montana ; and ten years in Wyo-
ming. There is apparently a tendency to shorten the duration
of franchises, the more recent enactments usually prescribing
the shorter periods. In many cases cities have limited the life
of franchises where no State restriction existed, or have fixed
terms shorter than those prescribed by State law.

The statistics as regards the compensation for franchise
privileges is equally varied. License fees of one kind or an-
other are collected from street railway companies in a large
number of cities. They are particularly common in the South-
ern States, where licenses are commonly employed as a method
of taxing all kinds of occupations. In New York, Chicago and
Philadelphia the car licenses are $50 yearly, and in St. Louis,
$25. In most other important Northern cities the fees are
lower. In Cincinnati, at least formerly, and in one or two other

April 15, 1905.]

STREET RAILWAY JOURNAL.

places the license is based not on the number of cars, but on the
total length of the cars used, the idea being that a large car
should properly pay more than a small one. In some cases car
licenses are based on the total number of cars owned, in others
on the average number in use daily during the year. The latter
method would seem to be preferable, especially where a differ-
ent type of car is used for summer travel, since such cars lie
idle for a good portion of the year. An objection to car licenses
lies in the possibility that they may reduce the number of cars
operated, to the disadvantage of the patrons of the railway. In
a few States it is common for local governments to charge an
annual license fee on the poles of trolley railways. This prac-
tice exists, for example, in several cities of Pennsylvania.

The requirement to pave part of the street is very common.
The other most common form of special compensation is a per-
centage of the gross receipts. Thus, in New York City, by
State law, all surface railways built after 1884 must pay at
least 3 per cent of their gross receipts to the city during the
first five years of their franchises, and at least 5 per cent there-
after. The rate of 5 per cent is found also in Richmond, Va. ;
Providence, R. I. : Newark, N. J., and one or two other cities.
In Cincinnati, Ohio, the company pays 6 per cent of its gross
receipts into the city treasury, and in Baltimore, Md., no less
than 9 per cent, the rate in this city having been originally 20
per cent. In Buffalo the leading company pays 3 per cent. In

TABLE SHOWING STATISTICS OF

PLANS FOR REORGANIZATION OF THE AMERICAN STREET
RAILWAY ASSOCIATION

A meeting of the committee on reorganization of the Ameri-
can Street Railway Association was held at the Holland House,
New York, on April i. President Ely announced at the meet-
ing that, as authorized by the executive committee, he had re-
quested Prof. Henry H. Norris, of Ithaca, to make a prelim-
inary study of a plan for reorganization of the several street
railway associations along the lines which had been recom-
mended at the St. Louis convention and approved at the execu-
tive committee meeting held in New York, February 3 and 4.

The idea of this reorganization is to bind together more
closely the several affiliated associations in order to promote
efficiency. This preliminary study has now been completed by
Prof. Norris, and his report, which was presented at the meeting
on April i, is partly reproduced herewith. The constitutions
and proceedings of a number of steam and electric railway and
lighting associations were digested in making this report, which
in its complete form is voluminous. Certain recommendations
were made and a proposed constitution suggested, and these
are now under consideration by the members of the committee
for suggestion and criticism.

The committee decided to make the main features of this
report public, so as to secure a consensus of opinion of it, and

EUROPEAN STREET RAILWAYS

Length of

Number

Country.

Year.

Line

of

(Miles).'

Cars

Great Britain and Ireland

1902

' 1,848

7,752

igoi

1,316

Germany, excluding Prussia

1901

1,867

1901

1,173

IQOO

231

1900

156

1899

109

Holland ■'

1901

983

Gross
Earnings
(DoUar?).

Operating
Exp. and Tixes
(DoUars).

Number
of

Passengers.

Car Miles.

Capital
Investment
(DoUar.s).

32,504,770
■* 18,752,258
' 29,535,800

16,963,000
2,137,066

3,063,493
1,069,041
2,839,700

. 23,446,179
° 1 1,424,000
^-^ 17,850,000
* 13,812,000

"1,518,977
' 1,808,953

'811,383

1,394,452,983
799,950,000
1,191,457,000

74,268,082
77,860,372
43,151,680
65,932,000

145,127,423
^ 140,359,006
^ 217,171,429

1 1,180,384

13,646,182

115,045,154

16,451,181
4,669,789

1 First main track. ^ Additional trackage of double-tracked railways, exclusive
of lines not yet in operation. * On 1283 miles only. ^ Excluding taxes. ^ Based
they probably include taxes, and possibly interest on bonds. " Items included
railways.

St. Louis, Mo., varying percentages are required by different
franchises. Occasionally a provision is found for an annual
payment based on profits rather than on gross business. Thus,
in the State of Massachusetts and in the city of Philadelphia,
railway companies are required to pay a certain proportion of
the excess of their dividends if the latter exceed a fixed rate.
In Des Moines, Iowa, a percentage of net earnings is demanded,
and in Topeka, Kan., one-tenth of the excess of net earnings
over 10 per cent on the investment. In none of these cases is
any important revenue derived by the local governments.

Chapter IX. concludes with a condensed digest of the State
laws and local franchise regulations in the leading cities.

Chapter X. is devoted to street railways in European coun-
tries, from which the accompanying table has been prepared.
The statistics not only give figures from different countries, but
also from individual cities in a few cases.

Part II. of the Census Report has been prepared by Thomas
Commerford Martin, and is devoted to an exceedingly interest-
ing and valuable discussion of the mechanical and electrical
status of the industry, and it is also illustrated by typical en-
gravings of street railway apparatus and installations. This
portion of the report is followed by a series of tables giving
financial and other data of the different companies; bridges,
feeder conduit systems, water wheels, gas engines, sub-station
equipment, etc.

The system of electric traction installed in Manila by J. G.
White & Company, of New York, was formally opened to the
public on Monday, April lo. The general manager is Richard
T. Laffin, formerly of the Worcester Consolidated Street Rail-
way Company, under whose supervision the lines were built.

of sidings and switches, 852.7 miles. ^ Includes expenditure for construction
on 1479 miles. 'On 1815 miles only. ^ The reports do not define expenses;
not indicated. Not including mountain railways. " Includes light steam

will welcome any comments from members of the association
throughout the country. Any criticisms will be laid before the
committee at its full meeting to be held in Philadelphia during
the month of June, upon the return of the chairman from
Europe, and during this temporary absence of Chairman Ely,
they should be sent to Prof. Norris, Cornell University, Ithaca,
N. Y.

In analyzing the methods anrl practice of the various other
railroad and other associations whose methods were studied,
their work was divided into the following sections:

(a) Object.

(b) Means of attaining same.

(c) Members.

(d) Privileges of same.

(e) Officers.

(f) Meetings.

(g) Lines of work undertaken.

(h) Dues.

The study has resulted in the following suggestions as In im-
portant matters which should have consideration, and these
are incorporated in the ])roposed constitution:

GENIiRAL FEATURES

THE CENTRAL ORGANIZATION
The central body would lie known as the American l^leclric
Railway Association, which woidd concern itself with the gen-
eral management of electric railway properties by:

a. Considering those general questions which are connected
with the relation of electric railways to the public.

b. Receiving reports from the branch or affiliated organiza-

7o8

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

tions, which would contain digests of progress made during
each year in their particular fields, and which would recommend
for the consideration of the central organization those features
in which each special department requires the co-operation of
the others in order to more perfectly accomplish its work.

c. Exercising such control over the branch affiliated organi-
zations as would produce most efficient and economical progress
as a whole, while interfering to the minimum extent with the
autonomous government of the separate association.

In order to accomplish the desired compactness of the entire
organization, the following "binding" features are recom-
mended :

1. A "blanket" fee from company members paid to the cen-
tral organization, from the treasury of which annual grants
would be made to the several affiliated organizations.

The fee would be graduated upon a gross income basis so
that the large roads bear a proportionate share of the expense.*

The grants would be made by the executive committee, and
so proportioned as to meet the specific needs of each branch
or affiliated organization, which would have the option of
assessing its individual members in case its grants did not cover
their needs for the year.

2. The printing and substantial binding of one or more vol-
umes of proceedings, including the work of all branch or af-
filiated associations, at the expense of the central organization.
The proceedings would be edited by a committee representing
all of the organizations.

3. The granting of charters to and the approval of the con-
stitutions of all branch or affiliated associations, all of which
would be in harmony with those of the group of organizations.

4. The recommendation to the branch or affiliated associa-
tions of such topics for investigation and report as are within
their particular fields. The committee on subjects, which makes
these recommendations, contains representatives from all of the
associations.

The executive committee of the central organization would
consist of:

1. The president of the American Electric Railway Asso-
ciation.

2. Three vice-presidents of the American Electric Railway
Association.

3. A member, preferably the president, of each of the af-
filiated associations.

The secretary of the American Electric Railway Association
would devote his time to the work of the association and would
have duties and salary as arranged by the executive committee.

Membership in the American Electric Railway Association
should comprise the following:

Active members, consisting of railway companies or individ-
uals operating electric cars. Each company or individual
owner would be entitled to one vote regardless of the dues paid
and would be encouraged to send as many delegates to the con-
vention as possible.

Associate members, comprising persons who have been ac-
tively identified with electric railway affairs or whose work is
of such a nature as to make their connection with the asso-
ciation desirable. These members would pay, say, $5 per an-
num, and they would have all the privileges of active member-
ship in the association except those of voting and holding office.
It is suggested that this class of membership be made attractive,
as it spreads interest in the work of the association and at the
same time does not weaken the central active membership.
These members would receive copies of the proceedings, the

* From figures published in "American Street Railway Investments" for the
year 1904, the total gross receipts of 104 of the members of the American Street
Railway Association during the preceding year amounted to a total of ap-
proximately $178,800,000, which figure covers the incomes of all of the large
roads and many of the small ones. The range of gross receipts was from
$15,436,574 to $30,301. The assessment would be a certain percentage of the
receipts sufficient to cover the expenses of the association for the year.

cost of which would be more than covered by the fee men-
tioned.

BRANCH OR AFFILIATED ORGANIZATIONS
It is proposed that such branch or affiliated associations as
are deemed necessary for the proper covering of the field of
electric railway work be encouraged to organize, with the ap-
proval of the American Electric Railway Association.

These associations would prepare their own constitutions
and would submit the same for the approval of the parent asso-
ciation. The field of activity of each would be designated by
the executive committee of the parent association.

The names of the branch or affiliated associations would be
selected in harmony with a general system for which the fol-
lowing are suggested:

American Electric Railway Association,
American Electric Railway Accountants' Association,
American Electric Railway Claim Agents Association,
American Electric Railway Engineering and Maintenance
of Way Association, etc., or

American Association of Electric Railway Accountants,
American Association of Electric Railway Engineers,
American Association of Electric Railway Claim Agents, etc.
The branch or affiliated organizations would be free to work
out their own plans except for the limitations already pre-
scribed.

It is suggested that there be no company members in the
branch or affiliated associations, and that the terms of individ-
ual membership be prescribed by each affiliated organization.
They would make their rules as to the matter of dues if such
are found necessary to supplement the grants made by the cen-
tral organization.

In regard to the proceedings of the separate organizations,
arrangement could easily be made by which these could be
printed in separate pamphlets at a nominal price per copy, as
it is evident that the technical features of each association's
work would be most useful to its own members in this form.
At the same time the feature of a complete set of proceedings,
edited and published through the general secretary's office and
distributed to members to the parent association, is a most
valuable one.

CONVENTIONS

There are two possible plans for holding conventions, both
of which have many points in their favor. One of these, as
suggested by Richard McCulloch, consists in arranging all of
the conventions at one time and place in such a way that one
member can a>ttend more than one convention. This plan gives
concentration and efficiency of convention work, although it
does disturb to some extent the routine work o. the member
companies. It also restricts the time allotted to each associa-
tion to a small number of hours unless the conventions be ex-
tended over a week or more. It would be possible also to hold
these conventions in rapid succession, one following the other
immediately, or two or more at the same time where the lines
of work were absolutely diverse.

The other general plan dictates a separate convention for
each group of associations held at different times and places.
These vvould result in the following advantages : Minimum
disturbance of routine work of the member companies; relief
of congestion of convention work ; efficiency of convention
work through concentration upon particular topics and ab-
sence of distraction ; maintenance of continuity of work
throughout the year instead of concentration within a few days
at the general convention. The weakness of this plan consists
in the lack of social features which have been prominent at
previous conventions. However, it appears to be the conviction
that these social features should now be allowed to take second
place and that they should be turned over largely to the manu-
facturers' committee, which appears desirous of assuming the
responsibility.

April 15, 1905.]

STREET RAILWAY JOURNAL.

709

In order that the manufacturers' committee, which has taken
such, an interest in the material welfare of the members of the
association at the time of holding conventions, shall have offi-
cial recognition, it is suggested that a standing committee on
conventions and exhibits, containing a representative of the
manufacturers' committee, should control the question of ex-
hibits to be held in connection with conventions and to deter-
mine what should be the nature and extent of the entertain-
ment features. The manufacturers' committee would be con-
sulted as to these matters as at present, .but in addition, the
official representation on the standing committee would give
the manufacturers' conunittee official recognition by the asso-
ciation.

CONSTITUTION AND BY-LAV/S
OF THE AMERICAN ELECTRIC RAILWAY ASSOCIATION

CONSTITUTION
NAME

I. The name of the Association shall l)e "The American Elec-
tric Railway Association," and its office shall be in the city of New
York.

OBJECT

II. The objects of this association shall be as follows:

a. The discussion and recommendation of methods for the man-
agement and operation of electric railways.

b. The establishment and maintenance of a spirit of fraternity
among the members by social intercourse, and the encovn-agement
of friendly relations between the roads- and the public.

c. Through the medium of the branch or affiliated organiza-
tions, the acquisition of experimental, statistical and scientific
knowledge relating to the construction, equipment and operation
of electric railways and the diffusion of this knowledge among the
members with a view of increasing the accommodation of passen-
gers, improving the ser\'ice and reducing its cost.

MEMBERS

III. The membership of this Association shall consist of two
classes as follows :

The ACTIVE MEMBERS of the Association shall consist of
American Electric Railway Companies, or lessees, or indi\'idual
owners of electric railways ; and each member shall be entitled to
one vote. Said vote may be cast by tb.'e properly accredited
delegate.

The ASSOCIATE MEMBERS of the Association shall consist
of individuals who have at some time been actively identified with
electric railway interests and other persons who, in the opinion of
the Executive Committee, have had experience of such a nature as
to render desirable their connection with the Association. Asso-
ciate members shall enjoy all the privileges of active membership,
excepting those of voting and of holding office.

AMENDMENT

IV. This Constitution may be amended by a two-thirds vote
of the members present at a regular meeting, after the proposed
amendment shall have been submitted, in writing, at the preceding
regular meeting and a copy sent to each of the active members.

BY-LAWS
APPLICANTS

I. Every applicant for membership shall signify the same, in
writing, to the Secretary, enclosing the requisite fee, and shall sign
the Constitution and By-Laws.

OFFICERS AND EXECUTIVE COMMITTEE

II. The Officers shall consist of a President, three Vice-Presi-
dents and one member from each of the branch or affiliated asso-
ciations, who shall constitute the Executive Committee, and a Sec-
retary and a Treasurer. The representatives of the branch or
affiliated associations shall be appointed by their respective asso-
ciations.

The Executive Committee shall have the entire charge and man-
agement of the affairs of the Association. The officers and Execu-
tive Committee shall be elected by ballot, at each regular meeting of
the Association, and shall hold office until their successors shall be
elected. A two-thirds vote of the members present at any meeting
of the Executive Committee shall be necessary to a decision. The
duties of the Secretary and Treasurer may be performed by the
same person. The Secretary and the Treasurer shall not be mem-
bers of the Executive Committee and may or may not be identified
with active members of the association.

DUTIES OF OFFICERS

III. Tlie officers of the Association shall assume their duties
immediately after the close of the meeting at which they are

elected; they shall hold meetings at the call of the President, or,
in his absence, at the call of the Vice-Presidents in their order,
and make arrangements for carrying out the'objects of the Asso-
ciation.

PRESIDENT

IV. The President, if present, or in his absence, one of the
Vice-Presidents, in their order, if present, shall preside at all meet-
ings of the Association and of the Executive Committee.

TREASURER

V. The duties of the Treasurer shall be to receive and safely
keep all moneys of the Association ; to keep correct accounts of
the same, and pay all bills approved by the President ; and he shall
make an annual report to be submitted to the Association. He
shall give a bond to the President in such sum, and with such
sureties, as shall be approved by the Executive Committee.

SECRETARY

VI. The duties of the Secretary shall be to take minutes of all
proceedings of the Association and of the Executive Committee
and enter them in books proper for the purpose. He shall conduct
the correspondence of the Association, read minutes and notices
at all meetings, and also papers and communications, if the authors
wish it.

The Secretary shall maintain an office in the city of New York
at which shall be on file for the benefit of the members a collection
of information in regard to all matters affecting the operation of
electric railways.

The Secretary shall attend to the publication of the proceedings
of this Association as well as those of the branch or affiliated or-
ganizations. He shall perform whatever duties may be required
in the Constitution and By-Laws appertaining to organizations. He
shall perform whatever duties may be required in the Constitution
and By-Laws and appertaining to his department and such other
duties as shall be assigned him by the Executive Committee. He
shall be paid a salary to be fixed by the Executive Committee.
MEETINGS

VII. The regular meeting of the Association shall be held at
such time between the fifteenth day of September and the fifteenth
day of December, in each year, as the Executive Committee may
decide to be best suited to the locality in which the meeting is to
l^e held ; the time to be decided upon and each member of the As-
sociation notified of the selection by the first day of March in the
year in which the meeting is to be held. Special meetings may be
held upon the order of the Executive Committee. Notice of every
meeting shall be given by the Secretary, in a circular addressed to
ejch member, at least thirty days before the time of the meeting.
Fifteen members shall constitute a quorum of any meeting.

All sessions excepting those of an executive nature shall be open
to all members, who shall have the privilege of discussing all re-
ports and papers presented. Active members only shall attend ex-
ecutive sessions unless a special invitation is extended to others by
the presiding officer.

ORDER OF BUSINESS (1)

VIII. At the regular meeting of the Association the order of
business shall be :

1. The reading of the minutes of the last meeting.

2. The address of the President.

3. The report of the Executive Committee on the management
of the Association during the previous year.

4. The report of the Treasurer.

5. Reports of Special Committees.

6. The election of Officers.

7. Reports of Standing Committee.

8. The reading of reports from the affiliated Associations.

9. The reading and discussion of papers of which notice has
been given to the Secretary, at least thirty days prior to the
meeting.

10. General business.

ORDER OF BUSINESS (2)

IX. At other general meetings of the Association, the other
business shall be the same, except as to the 3d, 4th and 6th clauses.

NOTICES

X. The Secretary shall send notices to all members of the As-
sociation at least thirty days before each meeting, mentioning the
papers to be read and any special business to be brought before the
meeting.

EXECUTIVE COMMIT ! E12

XI. The Executive Committee shall meet one hour before each
meeting of the Association ; and on other occasions when the
President shall deem it necessary, upon such reasonalile notice as
the Committee shall, by vote, determine, specifying the business to
be attended to.

STANDING COMM ITTEES

XII. Tn order to ol)tain continuity of the work and uniformity

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

of general purpose the following Standing Committees shall be
appointed each 3-ear by the Executive Committee :

A COMMITTEE^N SUBJECTS to select topics for the work
of the American Electric Railway Association and the allied asso-
ciations for each year in advance. This committee shall be com-
posed of three members from the central organization and one
from each of the branch or affiliated associations. The commit-
tee shall present its plans for the coming year at each annual
meeting.

An EDITING COMMITTEE, the duty of^which it shall be to
prepare for publication all papers and reports. This committee
shall consist of one member from the American Electric Railway
Association and one from each of the branch or affiliated associa-
tions.

A COMMITTEE ON CONVENTIONS AND EXHIBITS,
consisting of two members of the parent association and one from
each of the branch or affiliated associations and one from the
Manufacturers' Committee. This committee shall have charge of
the plans for exhibit and entertainment features of conventions.

VOTING

XIII. All votes except as herein otherwise provided, shall be
viva voce; and in case of a tie, the presiding officer may vote.

NON-MEMBERS

XIV. Any member, with the concurrence of the presiding
officer, may admit a friend to each meeting of the Association;
but such person shall not take any part in the discussion, unless
permitted by the meeting.

READING OF PAPERS

XV. All papers read at the meetings of the Association must
relate to matters connected with the objects of the Association,
and must be approved by the Executive Committee before being
read, unless notice of the same shall have been previously given to
the Secretary, as hereinbefore provided.

BRANCH OR AFFILIATED ORGANIZATIONS

XVI. This Association shall do all in its power to promote the
welfare of other associations organized to investigate technical
matters connected with electric railway operation. To this end,
it will in the following ways and in others which may be determined
by the Executive Committee, assist in the work of such associa-
tions :

By granting of charters to and approving the constitution of such
associations.

By admitting to the Executive Committee a member from each
of such organizations.

By granting financial assistance for specific purposes.

By editing, printing and binding the reports of proceedings.

Through its Secretary and Committees it will assist in arranging
for conventions, suggesting suitable subjects for investigation; it
will file information for reference and in every way endeavor to
stimulate interest in all of the affiliated organizations.

PAPERS, DRAWINGS AND MODELS

XVII. All papers, drawings and models submitted to the meet-
ing of the Association shall remain the property of the owners,
subject, however, to retention by the Executive Committee for ex-
amination and use, ])ut at the owner's risk.

FEES

XVIII. Members shall pay an admission fee of twenty-five dol-
lars, and annual dues of ten dollars, payable in advance. In addi-
tion there shall be an annual assessment made by the Executive
Committee and based upon the gross annual receipts. The Execu-
tive Committee shall have no power to expend, for any purpose
whatever, an amount exceeding that received, as hereinbefore pro-
vided.

ARREARS

XIX. No member whose annual payment shall be in arrears
shall be entitled to vote.

WITHDRAWAL

XX. Any member may retire from membership by giving writ-
ten notice to that effect to the Secretary, and the payment of all
annual dues to that date, but shall remain a member, and liable to
the payment of annual dues until such payments are made, except
as hereinafter provided.

EXPULSION

XXI. A member may be expelled from the Association by
ballot of two-thirds of the members voting at any regular meeting
of the Association, upon the written recommendation of the Ex-
ecutive Committee.

RULES OF ORDER

XXII. All rules not provided for in these By-Laws shall be
those found in Roberts' Rules of Order.

AMENDMENTS

XXIII. All propositions for adding to or altering any of these
By-Laws shall be laid before the Executive Committee, which shall

bring them before the next regular meeting of the Association, if
it shall think fit ; and it shall be the duty of the Committee to do
so, on the request, in writing, of any five members of the Asso-
ciation.

COPIES OF CONSTITUTION AND BY-LAWS
XXIV. Each member of the Association shall be furnished by
the Secretary with a copy of the Constitution and By-Laws of the
Association, and also a list of the members.

MEETING OF THE COMMITTEE OF THE MANUFACTURERS'
ASSOCIATION

A meeting of the executive committee of the American Street
Railway Manufacturers' Association was held at Philadelphia
on Friday, April 7, on account of the coming street railway
convention in that city next September. The principal purpose
of the meeting was to consider the facilities for an exhibit hall.
Several halls, any one of which would be satisfactory, were
inspected, but no actual decision was reached.

FINANCIAL AND POWER DEVELOPMENTS OF THE UNITED
RAILROADS OF SAN FRANCISCO

Earnings of the United Railroads of San Francisco continue
to increase. For the year just ended they were $6,652,628, or
$404,411 more than in 1903. Indications for this year point to
a still larger increase. For February, 1905, the gross earnings
were $516,966, a gain of $34,563 over February, 1904. Changes
in equipment being gradually effected will also tend to increase
the earnings. Only a few days ago the electrified steam dummy
line between Central Avenue and California Street was placed
in operation.

The question of additional power facilities is being worked
out slowly. Officials of the California Gas & Electric Cor-
poration say that the gas engine reserve plant, which is being
installed on the Bay Shore, in San Mateo County, will be com-
pleted by Jan. i, 1906, when the contract to supply 16,000 hp
to the United Railroads goes into effect. The greater part of
this power will, of course, be transmitted for the corporation's
water-power plants, as noted in an article on this subject in
the Street Railway Journal at the time the contract was;
closed.

♦♦♦

The Toledo Railways & Light Company is planning to con-
vert a number of its long double-truck summer cars into semi-
convertible cars, following the plan adopted by the Cleveland
Electric Railway, whose scheme for converting cars was de-
scribed and illustrated in this paper some time ago. The cars
will be equipped with air brakes^ hot-water heaters, and De-
troit platforms will be built. The company has decided upon
the erection of a commodious office building adjoining its shops
on Central Avenue. It will contain the offices of division super-
intendent, despatchers, a clubroom and lounging room for em-
ployees, baths, lockers and other conveniences for the men.
♦♦♦

The Boston & Worcester Street Railway has aroused much
interest among its employees by an ofTer of prizes for the best
suggestions for improvement in handling traffic. A year ago
it was announced that prizes of $25, $15 and $10 would be
offered for the three best ideas suggested, and the winners have
just been announced. They are Motorman M. G. Hutchings, of
Wellesley; Conductor George J. Moran, of Marlboro, and Con-
ductor Frank E. Wall, of Wellesley, the awards being made in
the order named.

♦^-»

The management of the Detroit, Yysilanti, Ann Arbor &
Jackson Railway has announced that the rate on the west end
of the road from Ann Arbor to Jackson has been doubled. The
rate was formerly i cent per mile throughout the line, but be-
ginning April I the rate was made 2 cents.

April 15, 1905.]

THE QUESTION BOX

In this issue of the Question Box a number of general topics
are discussed. Questions and answers on the handHng of em-
ployees are continued and special attention is given to the sub-
ject of medical examinations. Under the heading of master
mechanic's department are described and illustrated several
forms of racks for holding freshly varnished window sashes
and doors.

A.— GENERAL

A 13. — In the electric railway business, is an accident liabil-
ity insurance company — mutual or otherwise — feasible ? Why ?

The writer does not think accident liability insurance feasible
for the reason that it would mean too much delay in the adjust-
ment of claims. It would be necessary also to employ agents to
look after this part of the business, and thereby take the matter of
claims entirely out of the hands of the company, but as so many
other things in regard to operating enter into and make up claims,
it would not be policy to place this department out of the control
of the operating officials. I am under the impression that all at-
tempts in this direction have proved a failure or very expensive
to the companies. Superintendent of Transportation.

No. Immunity from damages encourages laxity of discipline,
hence there will be more accidents. Premiums would be pro-
hibitive. L. M. Levinson. Mgr.,

Shreveport (La.) Tract. Co.

A 14. — Do you carry United States mail over your road? If
so, please describe how you do it.

We carry mail on city cars going by sub-stations and post-
office. Mail is delivered to car and placed on platform in charge
of conductor, who delivers it at destination. Mail is handled on
interurban line on express trips by messenger in same manner as
in practice on steam roads. R. P. Stevens, Supt.,

Everett (Wash.) Ry. & Elec. Co.

Mail is picked up and delivered from and to the postoffices
along our line by the motormen and conductors.

C. E. Palmer, Supt.,
Cincinnati, Dayton & Toledo Tract. Co.

We carry U. S. mail in regular mail pouches on front platforms
of our regular passenger cars from central postoffice to the va-
rious suburban postoffices, but not to any sub-stations.

S. W. Cantril, Supt.,
Denver City Tramway Co.

A 15. — Relative to carrying United States mail and mail
carriers, what are the salient points of the contract between
your company and the Government?

It is of great advantage to have city mail delivered to cars,
otherwise conductors would frequently forget it. Postoffice au-
thorities will try hard to place this work on the railway company,
but if the company insists the postal authorities will assume this
responsibility. R. P. Stevens, Supt.,

Everett (Wash.) Ry. & Elec. Co.

Our mail business is very light since we refused to carry mail
to the sub-jtations on account of the inadequate compensation
which the government desired to allow.

S. W. Cantril, Supt.,
Denver City Tramway Co.

A 16. — What would be a proper basis on which to formulate
contract with the Government for carrying United States mail
on electric railways?

Street railway companies have looked upon the carrying of
United States mails as a protection from the United States Gov-
ernment against interruption of service by lawless persons. This
belief is a fallacy. The fact that the company carried mails has
never worked out to the advantage of the company in times of
disorder. If the United States Government wants the electric
railway companies to transport mails, it should pay a fair and just
remuneration for the service. Anonymous.

The carrying of mail should be contracted for by the pouch
or bag. C. E. Palmer, Supt.,

Cincinnati, Dayton & Toledo Tract. Co.

I think the government should pay at least 25 cents per car-mile
for regular postal car, with guarantee of at least $15.00 per day
income from each car so furnished by the railway company.

S. W. Cantril, Supt.,
Denver City Tramway Co.

A 17. — At one time the use of trail cars was quite general on
electric railways throughout the country. Then came a period
when the running of trailers was looked upon with more or
less disfavor. There seems to be a decided tendency at the
present time to go back to trailers. Please give your ideas and
experience relative to trailers. Under what conditions do trail
cars properly find a place in the operation of a modern electric
railway? Do trail cars cause a greater number of accidents?
If they do, what can be done to make them safer? What is
the economy in running trailers?

Trailers are all right on straight lines. Economy in operating
them is great. W. T. Nary, Supt.,

Hoosac Valley St. Ry. Co., North Adams, Mass.

On an interurban road the same as ours, I do not think it
practical to run trailers. If business would warrant, it would be
practical to run cars in trains, with each car equipped with mo-
tors. On city properties, where the volume of business would
warrant, I think that it is preferable to run trailers rather than
cars on 5/2-minute headway, if trailers were properly equipped.
Trailers should be equipped with air, one motorman handling two
cars. If the collection of fares could be done by one conductor, use
only one conductor. H. C. Page, Gen. Mgr.,

Berkshire St. Ry. Co., Pittsfield, Mass.

Our standard interurban car is 62 ft. long. We consider
trailers impractical for operation through cities, partly on account
of the curves.

Theodore Stebbins, Gen. Mgr. for Receivers,

The Appleyard Lines in Ohio, Columbus, Ohio.

We have not made a practice of running trail cars on our road,
for the reason that we have such abrupt curves on our line, espe-
cially in the cities, that it is almost impossible to operate two 60-ft.
cars, one as a trailer and the other as a regular, around the
corners. There is a large advantage in running trail cars, and I
would recommend it if cars are equipped with multiple control,
which can be handled with one motorman and two conductors.
However, the cars should be vestibuled. I would recommend the
handling of a small trail car, but would say that the motor car
should be long enough and heavy enough to ensure that it will
hold the track and not derail. J. R. Harrigan, Gen. Mgr.,

Columbus, Buckeye Lake & Newark Tract. Co.

For city service the writer believes it better practice to increase
the number of motor cars for short haul traffic rather than to run
trailers. This also applies to all lines with heavy grades. Trailers
increase accident on short haul lines, time is lost in making stops,
and an additional conductor is required to handle each trailer in
order to properly perform necessary duties and - collect fares.
Trailer cars on suburban and interurban lines can be run to ad-
vantage without increasing cost in conducting transportation. Trail-
ers should be equipped with power brakes under control of the
motorman. Supt. of Transportation.

Trail cars are inexpensive as an investment, and as a rule will
accommodate as many and often more passengers than a motor car.
The wear and tear on track is trivial ; the public like them in sum-
mer, and they are easily handled on a belt line, where no switching
is necessary. They save two men, i. e., conductor and motorman,
and where the headway cannot be shortened are often necessary.
Accidents on account of trail cars are more numerous than with
motor cars, but as a rule they are due to carelessness of passengers,
•and not to fault of company or employees. The greatest danger
to trail car travel is derailments on special work, draw-bars pulling
out, and cars becoming grounded at night. These are causes of
damage suits. The excessive heating of motors pulling trailers
causes loss. If trailers are included in the equipment, motors should
])e of 20 per cent greater capacity.

L. M. Levinson, Mgr., Shreveport (La.) Tract. Co.

STREET RAILWAY JOURNAL.

ivl STREET RAILWAY JOURNAL.

We have fitted up a number of trailers which we employ during
"rush hours" on various lines where 4-motor cars are used. We
find them very satisfactory for the following reasons : It requires but
one conductor to take charge of both cars ; the current consump-
tion of the train is but 20 per cent to 35 per cent more than that
of a single car ; the investment in trailers is very light compared
with keeping extra motor cars at hand for "rush" hours and emer-
gency travel. All trail cars in use here run in one direction only,
and have a rail or strip on the outside. We have not experienced
an unusual number of accidents on account of running trailers ; in
fact actual number of accidents has decreased.

S. W. Cantril, Supt.,
Denver City Tramway Co.

A 18. — Give suggestions based upon your experience for
handling the extra traffic during the rush hours, and on special
occasions, as ball games, fairs, etc.

In handling traffic at rush hours, extra cars should be put in to
handle the crowd. On our system, which is a single track road,
cars are run in sections with markers on each car, which indi-
cate that there is a car following, the last car in the block carry-
ing no signals. In the daytime we use green flags to indicate that
there is another section following ; at night, lanerns with green
bull's-eyes.

H. C. Page, Gen. Mgr., Berkshire St. Ry. Co., Pittsfield, Mass.

Have the extra cars mai^ked so they can be easily mentioned, and
take no local passengers. Also run cars from some common point
when passengers are liable to congregate direct to amusement
resort. H. A. Tiemann, New York City.

Have plenty of cars, and have a surplus ready to start from the
fair, ball game or park as soon as the home rush starts.

Francis G. Daniell, New York City.

As soon as you have a big crowd to handle, all moving to a
common point of attraction, take off your big cars. It has been
our experience that long cars are in the way when there are
crowds to be handled at a park, circus, ball game or other attrac-
tion. Although one long car will carry 120 passengers to the
grounds, it will take from two to three minutes to unload the car,
and in the meantime there will be twelve small cars waiting to
move into the terminal and unload. Provide enough single-truck
cars, 24 ft. or 25 ft. in length, and you will handle your crowds in
shorter time with less confusion than you can with any number
of long cars. Moreover, it is impossible for one conductor to
collect and register all the fares on a heavily loaded long car.

Anonymous.

For rush hour traffic on city lines the writer thinks the best re-
sults are obtained by making a schedule with close headway, using
the leeway (or lay over) to run up some of the cars on the line,
and adding a sufficient number of extra cars to make up gaps
caused by changing headway. After the rush is over, take off the
extra cars and place the cars back on the regular schedule. This
changes the runs of the line somewhat, but gives a more uniform
schedule, unless the conditions require that double the number of
regular cars or more be run during the rush, and in that case
make a schedule of the extra cars to split the time of headway
with the basis cars. On suburban and interurban lines that are
run on is-minute, 20-minute, 30-minute, 40-minute and one-hour
headways, my experience is that it is better to run sufficient num-
ber of cars in trains to handle traffic, rather than extra cars be-
tween time-table trains, as this method saves time and expense.
Patrons soon become familiar vvith time-table and look for regular
trains, whereas it is difficult for the public to keep track of extras,
as it is sometimes necessary to change them on short notice, and
frequently the traffic does not justify running them daily. We
only run extras on special occasions on interurban and suburban
lines. When time-table trains cannot handle the traffic, the extras
then take care of the overflow. For special occasions, as
ball games, etc., we do not interfere with our regular
schedules, but run all extra cars required from the park
to central portion of the city, making up a schedule for these cars
and having them properly signed for destination. We find that by
this method the extra cars can be put on the lines and withdrawn
without inconvenience to the public, and we are enabled to get
double trips out of these cars, as against one trip if they were put
into regular line schedule. This also avoids running the extra cars
empty over portions of the route, and enables the extras to be
banked for the homeward rush at the close of entertainments,
which is a necessary procedure on some occasions, if the best
service at minimum cost is to be given.

Supt. of Transportation.

[Vol. XXV. No. 15.

We are fortunate in having a central loop, from which cars
going to summer resorts, baseball grounds, parks, etc., run. We
also have side tracks and car storage room at central loop. We
fill the side tracks with "extras," station a division superintendent
or inspector at the place where the rush of travel is expected, and,
having a despatching system with a telephone at each end of the
line, the superintendent is kept advised through the despatcher as
to the travel. Such extra, or loop cars are sent out as may be
needed. The official placed at the resort notifies the superin-
tendent as to the number of people at such resort, when they will
come away, etc. The superintendent then sends the number of
cars to "bank" on side track at this place, as may be required to
bring the people away. We have sufficient trackage at such places
to hold the required number of banking or side-tracked cars.

S. W. Cantril, Supt.,
Denver City Tramway Co.

A 19. — Has the running of so-called "sightseeing cars" been
a popular and profitable experiment?

The so-called "Seeing Denver" enterprise was started in Den-
ver a number of years ago by an enterprising real estate firm, and
has been worked up into a very profitable business, and is very
popular with the traveling public. S. W. Cantril, Supt.,

Denver City Tramway Co.

A 20. — When "sightseeing cars" are operated over an elec-
tric railway system by outside parties, what is the usual com-
pensation paid by the "sightseeing" company to the railway
for the use of the tracks ?

The "Seeing Denver" cars are operated by The American Sight-
Seeing Car & Coach Company; they paying us a flat rate of so
much per trip. S. W. Cantril, Supt.,

Denver City Tramway Co.

A 21. — Is there any reason why an electric railway company
should not operate its own "sightseeing cars"?

Depends largely upon local conditions and amount of sight-
seeing and tourist business obtainable, and whether or not the
local company can obtain more of this business than an outside
company which may have better facilities for keeping in touch
with the railroads and the excursion business throughout the
country. S. W. Cantril, Supt.,

Denver City Tramway Co.

A 22.- — Has the running of funeral cars been a popular and
profitable experiment?

Yes. Always give special car at regular rates from church to
cemetery. W. T. Nary, Supt.,

Hoosac Valley St. Ry. Co., North Adams, Mass.

Yes. We operate funeral cars occasionally on interurban serv-
ice, using baggage compartment for the casket.

Theodore Stebbins, Gen. Mgr., for Receivers,
The Appleyard Lines in Ohio, Columbus, Ohio.

We have no regular funeral cars, but we have an average of
from two to three funeral parties every month over our road. A
charge per car is made for each party.

J. R. Harrigan, Gen. Mgr.,
Columbus, Buckeye Lake & Newark Tract. Co.

Profitable and becoming more popular. We use a regular
combination car for funeral parties, and this has proven satisfac-
tory. C. E. Palmer, Supt.,
Cincinnati, Dayton & Toledo Tract. Co.

Funeral cars have been very popular and profitable on our road.
We work up this business and average one funeral car per day.

R. P. Stevens, Supt.,
Everett (Wash.) Ry. & Elec. Co.

We have fitted up a trailer into a casket car. This car is used
in connection with an ordinary motor car, or our special chartered
car. S. W. Cantril, Supt.,

Denver City Tramway Co.

April 15, 1905.]

STREET RAILWAY JOURNAL.

713

B,— EMPLOYEES

B 9. — What physical examination do you require of appH-
cants ?

In addition to meeting the requirements as to age, weight and
height, apphcants are subjected to a physical test made by our
examining surgeon. The test is conducted in a rigid manner, and
is similar to that used by many insurance companies. Upon the
recommendation of our examiner depends the applicant's posi-
tion, and also his election to membership in our mutual aid asso-
ciation. S. W. Cantril, Supt.,

Denver City Tramway Co.

Before the applicant is accepted he is sent to the company's
surgeon, who makes a thorough examination and reports his find-
ings on a blank (8 ins. x 13 ins.) sample of which is reproduced

SURGEON'S Certificate of Examination.

(c) Weight

1. Name (a), Age

2. Have you now or ever bad any of the following diseases?

(B) Height..

Bladder-..--

Rheumatism' ....

Habitual Cough

Chronic Diarrhcen

Tumors of any kind

Delirium Tremciis

Spinal Disease .-

e of disability in (a) Legs and Feel

.«,.«"rv^'^ (B> Armband hands....

■d»«orpr<,ioBBdi«bUiiy.) ' ' (c ). Urinary OTgans

4. Is applicant ruptured ? (a) Has he ever suffered from Hi

(c) Present condition?

J 5. Has applicant a varicocele? .

6, Has he ever had aay severe illness or injury, or undergone any surgical operation
(a) State when, where and give particulars

Disease of Brains

Heart

Lungs

Liver

Stomach

iBowels

Kidneys

Has he any present s

Fistulu —

Piles

Gravel ...
Syphilis .

? (BJ What form ?

(b) If so was recovery complete ? -.

Does he use intoxicating liquors? (a) Are there any indications that would lead you to believe

that the applicant leads, or has led, anything other than a sober and temperate life?..

Does he smoke Cigarettes?— (a) Heart Sound (b) Pulw---

^as be had Smallpox ? — (a) Has he beerf recently successfully vaccinated ?

VISION.

Distance Vision, R, E.

Near ■■ R. E.

Color

llearing
Does the applies
Should the appli

R. E. —

R. Ear

wear Glasses?..
3t wear Glasses?

Distance '
, Color

, L- R..-.
L, —
L. E.—
L Ear..

1 hereby certify that I have examined the applicant

named in the foregoing application, and find that he is physically and mentally competent to discharge the duties

Dated 190...

Examiniag Surgeon,

MEDICAL EXAMINATION BLANK USED BY UTICA &
MOHAWK VALLEY RAILWAY

herewith. On the reverse side of the form are diagrams of the
human skeleton and form, by means of which the surgeon indi-
cates any deformities. C. Loomis Allen, Gen. Mgr.,

Utica & Mohawk Valley Ry. Co.

An examination by the company's physician for defects of color,
perception, vision, hearing and physical defects that would dis-
qualify for the position of conductor or motorman.

E. J. Ryon, Supt., Schenectady Ry. Co.

None. We accept their statement and rely on our observations.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract. & Lgt. Co.

Weight and height taken and examination by a company sur-
geon for heart and lung action and physical deformities.

J. W. Brown, Supt. Trans.,
Pittsburg, McKeesport & Connellsville Ry. Co.

A thorough examination by a medical expert, and satisfactory
SURGEON'S CERTIFICATE OF EXAMINATION.

Right eye....- ""Green

Left eye '' Red . ,

Combined, Purpli

Letters recorded when rejected, | Numbers recorded .when rejected.

Right
Left e

Name

Date

What diseases has he suffered
■ irom >

Has he ever suffered from hernia? What form? hi present conditio

Has he ever suffered from injury? If so what and when? , .

, Is he the subject of any deformity, from injury or otherwise?

note here and locate on skeleton blank bercwith

[ Heart

i' Lungs
Joints

Has he any present source ot disability in , J Veins

(Applicants should be stripped for this exam- ] peet and L»gs
ination Note with care varicose veins, enlarged Hands and Arms.' ' .
joints and anythmg lending to produce or pro- I _ .
long disability.) i

.[ Urmary Organs

Does he use intoxicating liquors? Is his appearance that of a temperate man

he smoke cigarettes? Has he had small pox or been recently vacc

His height is feet inches; weight lbs. ; color of eyes ; of hai

( First-class

He is pliysically a < .^veraRe subject (or position as

(Signature).,

Signature o( applicant to betaken at Surgeon's office.

(Sign here) .

Remarks :

(Anything lacking in spaces above should be added hei

MEDICAL EXAMINATION BLANK USED BY SYRACUSE
RAPID TRANSIT RAILROAD

answers to the questions on the surgeon's certificate (reproduced
herewith). J. E. Duffy, Supt., Syracuse Rapid Transit Ry. Co.

B 10. — What is the method of testing for eye-sight and
hearing?

The eyes are tested by Hghts of various sizes and colors, and
also by small and large letters. The hearing is tested with a
tuning-fork. C. Loomis Allen, Gen. Mgr.,

Utica & Mohawk Valley Ry. Co.

The method used by our physician is similar to that ordinarily
used for testing eyesight and hearing. E. J. Ryon, Supt.,

Schenectady Ry. Co.

Rigid examination by our oculist and aurist, and a certificate
issued by him which is filed in the superintendent's office

J. R. Hareigan, Gen. Mgr.,
C. B. L. & N. and C. N. & Z., Columbus, Ohio.

Thorough examination by specialist.

Jno. J. Akin, Supt.,
Los Angeles Ry. Co.

The company's surgeon thoroughly examines every accepted ap-
plicant for eyesight, hearing and general physical condition.

Southern Superintendent.

None if the applicant is apparently sound.

J. R. Harrigan, Gen. Mgr.,
C. B. L. & N. and C. N. & Z., Columbus, Ohio.

Thorough physical examinations. Applicants pay $i to surgeon
for this examination.

Jno. J. Akin, Supt., Los Angeles Ry. Co.

Their eyesight and hearing must be good, and their general con-
dition healthy. C. E. Palmer, Supt.,
Cincinnati, Dayton & Toledo Tract. Co.

Eyesight is tested by the color test. Hearing is tested with a
watch. C. E. Palmer, Supt.,

Cincinnati, Dayton & Toledo Tract. Co.

Applicant is sent to company oculist who tests vision of each
eye by card method with distances based on the metric system.
Applicant must show 6-6 in each eye. Color vision in each eye is
tested by combination of red and green, varying in shades by the
use of an electric screen. Hearing is tested by laboratory standard
tuning-fork. The eye and ear records of each applicant are entered
on a card, 4 ins. x 9 ins. in size, which card is uniform with cards
covering accidents, complaints, fare registration and totalizer cards.
The cards are filed alphabetically under the men's names.

J. W. Brown, Supt. Trans.,
Pittsburg, McK^cesport & Connellsville Ry. Co.

714

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

B II. — What methods do you employ for training new mo-
tormen and conductors as to their duties?

After having passed the physical examination and filled out his
application blank the applicant is given a card, one side of which

reads : "To the Despatcher at . Please put the bearer

on as ■ , beginning with the above date," which is signed

by the superintendent of transportation. This he takes to the
despatcher. The despatcher then puts him on with some reliable
man for two or three days on each of the lines, first during the
day, and then the same time on these lines at night. This occu-
pies probably fifteen days. The last man with whom he runs signs
his name on the opposite side of the card, thereby certifying that
the beginner is capable of taking charge of a car. The learner is
then turned over to the master mechanic for two or three days,
who instructs him in regard to the machinery of the car. The
card is then signed by the master mechanic and the despatcher
and is taken by the beginner to the superintendent, from whom he
receives his rule book, badge and final instructions,

C. LooMis Allen, Gen. Mgr.,
Utica & Mohawk Valley Ry. Co,

Motormen entering the employ of this company are first sent
out with experienced motormen to learn how to handle a car.
After this has been accomplished they are required to report to
the master mechanic, who gives them a course of training in the
shops, requiring them to do whatever work they might be called
upon to do with a car on the road. After from three days to a
week in the shop they are given an examination by the master
mechanic, and if the examination is satisfactory are sent back to
the transportation department, where they are examined on the
rules. They are then sent to the claim department, where they
are thoroughly instructed in their duties pertaining to an acci-
dent, and if found satisfactory all around, are placed on the extra
board. Conductors are sent out on the lines to be broken in, and
when they have learned all of the lines and to properly call streets,
and are thoroughly posted on the duties of collecting and regis-
tering fares, making reports, etc, are given an examination by the
transportation department and by the claim department, and if
found satisfactory are placed on the extra board,

' E. J. Ryon, Supt., Schenectady Ry, Co.

Applicant for the position of conductor is placed on the car
under the instruction of an experienced employee and serves for
seven days, or more if necessary, until he becomes familiar with the
bell signals, collection of fares, issuing and accepting of trans-
fers, names of street and public places and transfer points. The
new man then serves one day on each of the other lines of the
company, making in all about fourteen days. He is then sent to
the starter for examination as to his knowledge of the rules and
transfer points, etc. The same routine is gone through with ap-
plicants for the position of motormen, and, after they have fin-
ished their time on the road, they are sent into the car houses
for instruction and examination as to their knowledge of the elec-
trical equipment. This examination is made by the master me-
chanic.

J, E, Duffy, Supt,, Syracuse Rapid Transit Ry, Co.

A term of two weeks in the car shops, and training under at
least two motormen, chosen for their experience and good judg-
ment, until pronounced competent to handle a car. Afterwards an
examination on the rules conducted by the superintendent.

J. R. Hareigan, Gen, Mgr,,
C, B. L, & N, and C, N, & Z., Columbus, Ohio.

After being interviewed by the superintendent they are supplied
with badge, rule books and are given special instructions by the
assistant superintendent. They are then turned over to the student
""^'■"'^tor, Jno. J. Akin, Supt.,

Los Angeles Ry, Co.

They are put on with a regular man and instructed by him.

C. E. Palmer, Supt.
Cincinnati, Dayton & Toledo Tract, Co.

Motormen and conductors are trained on cars in service by
regular motormen and conductors, and in addition are drilled by
an instructor, and they are finally examined and lectured by super-
.intendents. Southern Superintendent.

Put them on for instruction with an experienced man.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract. & Lgt. Co.

Before a man is permitted to go on the front end of a car for
instruction, he is sent to our repair shops to spend a few days in
the motor and truck department. In this department we have a
"student's car," which consists of a platform on a truck equipped
with two motors and raised from the rail, so that the wheels will
revolve when current is turned on. The car wiring, resistance,
lightning arrester, etc., are all shown in a convenient manner for
instruction, and the controller and brake-rigging are also exposed
for inspection. The studies of the new men are carried on under
the tutelage of a competent man. After the man has become fa-
miliar with the working of the motors, controller, brakes, etc, he
is sent to one of the car house foremen for special instruction, and
afterwards spends a night in the car house at which he is expected
to report. Here he learns the process of running cars in and out
of the house, and receives some further enlightenment in taking
care of the equipment. Then he is ready to "break in" as motor-
man. During the week or ten days that he spends on the car, he
is carefully instructed on the running time, and is required to be-
come familiar with all lines belonging to the division on which he
runs. We find that the best results are obtained by breaking
motormen in on the late cars. It seems to give them a familiarity
with the lines which they do not acquire on the day cars. After
being "turned in" by the motorman instructor, the student makes
a "trial trip," and if found satisfactory, is recommended for ex-
amination. He then writes answers on a list of printed questions
to test his knowledge of the company's rules. If he passes in this
he receives his badges and is ready for duty. After beginning
work, new motormen are required to put in their spare time learn-
ing the lines and running time of other divisions so that they may
be familiar with such lines in case it becomes necessary to send
them out on extra cars at busy times. Conductors are not re-
quired to enter the shops and car houses for instruction, but are
immediately placed on a car for the usual practice, afterward mak-
ing "trial trip" and passing written examination.

S, W, Cantril, Supt,,
Denver City Tramway Co.

E.— THE MASTER MECHANIC'S DEPARTMENT
E 82a. — What is the best remedy for preventing sleet and ice
from forming on car windows, particularly on the vestibule
windows ?

Glycerine is about the best preventative we have found, but it is
not entirely satisfactory.

Wm. F. Dement, Washington (D. C.) Ry. & Elec. Co,

E 83, — Do you know of an improved form of table or rest
for expediting the work of varnishing window sash? If so,
please give description, with photograph or drawings. (Rough
sketch will do.)

A revolving table with a top small enough to bear only on the
glass. A high revolving office stool makes a good table for this
purpose,

Francis G, Daniell, New York City.

In the foreground of the photograph reproduced under question
E 84 in this issue, showing the sash rack used in the paint room of
the Utica & Mohawk Valley Railway Company, will be seen the
revolving stands used at these shops for varnishing sash. The
top of the stand contains four small blocks tipped with rubber upon
which the glass in the sash rests, thus there is no slipping, and the
varnishing of the sash is very easily accomplished.

W. J. Harvie, Elec. Engr.,
Utica & Mohawk Valley Ry. Co.

E 84. — Please give description with photograph or sketch of
good form of rack for holding freshly varnished window sashes
and doors.

The rack used at the shops of the Detroit United Railway for
holding freshly varnished sash consists of a strong wooden frame
closed at the ends and top, but with front and back open. The par-
titions are movable, being clamped as shown in sketch, and have
cleats fastened to them which are beveled on top, thus allowing the
sash to rest only on the edges. Curtains are placed on front and
back to keep out the dust after the rack has been newly filled. For
stacking freshly varnished doors two low horses are used as a
foundation. On each of these, two wooden wedges are laid far
enough apart to allow only the edge of the door to rest on them.
Two bridges consisting of blocks of wood are then placed over
the door, one on each horse outside of the wedge. These act as
a new surface for more wedges and bridges, and by continuing the

April 15, 1905.]

STREET RAILWAY JOURNAL.

715

process the doors may be piled as high as desired, and a cover
placed over them. After the doors are dry they are placed stand-

4 ft. long and placed at an angle of 3 to 4. The top is ceiled with
matched stuff to prevent dust from settling on the newly varnished

( 1

- Portable Shelf

R.VCK FOR HOLDING FRESHLY VARNISHED SASH, DETROIT

SHOPS

ing on the floor with the back edge resting against an arm project-
ing from the wall.

Sylvester Potter, M. M., Detroit United Ry.

METHOD OF STACKING FRESHLY VARNISHED SASH AND
DOORS, DETROIT SHOPS

- — Wedges

Bridges

Sirp.'l Rv.J"iirii.il

METHOD OF STACKING FRESHLY VARNISHED DOORS, DETROIT

SHOPS

work, and across the front at the top is. a ^yi-'m. blackboard strip
for the numbers of the cars to which the sash belong.

W. J. Harvie, Elec. Engr.,
Utica & Mohawk Valley Ry. Co.

The Utica & Mohawk Valley Railway Company has in use in its
paint shop at Utica Park the rack for drying car window sash
shown in the illustration. The sash are supported on slides placed
at an angle, so that only the edge of the varnished surface can come
in contact with the rack. There are two sections of the rack, each
14 ft. 6 ins. long, 6 ft. 6 ins. high and 4 ft. deep, divided into five

NOVEL FORM OF SASH RACK

After trying various forms of racks for holding freshly varnished
window sash we hit upon the scheme illustrated in the photograph.
As shown, the sash rest upon adjustable wooden pegs having small
parts with 14 slides in each part, making accommodation in all for caps at one end, upon which the glass rests, so there is no chance

SASH RACK AND VARNISHING STANDS, UTICA & MOHAWK SHOP

T40 sash. The partitions are spaced to take the sash in use by the
company, but the slides project 4 ins. from the vertical supports, and
thus allow a range of 8 ins. in the width of sash that can be placed
in any division. The slides are of }i-in. planed maple 5% ins. wide,

of marring the varnished surfaces. The racks will take any size
sash and there is no danger of a rack full of sashes dropping in a
heap as sometimes occurs with racks in which the upright stand-
ards are made adjustable. Master Mechanic.

STfeEfiT RAILWAY JOUR^^AL.

[Vol. XXV. No. 15.

THE RAPID TRANSIT PROBLEM IN BOSTON

Recent legislative projects in regard to rapid transit in Bos-
ton and its vicinity are interesting in view of their relation to
the symmetrical development of the city's transportation facili-
ties as a whole. At a hearing held before the committee on
metropolitan affairs at the State House three bills were dis-
cussed providing for extensions of the present system, or new
routes, the sections of the city under consideration being South
Boston, the Back Bay and the western suburbs of Allston,
Watertown and the Newtons. The propositions in hand in-
cluded additional facilities other than the surface lines afford
between South Boston and the city proper, an extension of the
present Public Garden branch of the existing subway to Copley
Square, and as a third scheme the construction of a tunnel and
subway from Scollay Square under Beacon Hill and the pro-
posed Charles River embankment to Massachusetts Avenue.

The South Boston situation appears scarcely ripe for the ex-
tension of the elevated structure in that direction, according to
the facts brought out at the hearing. High-speed transporta-
tion is naturally desired by all sections of the city, but there is
every reason to believe that the short distance of South Boston
from the business district, and its comparatively limited popu-
lation as a suburb, do not at present justify the costly provision
of elevated or subway routes, particularly as the situation can
be adequately treated by due provision of surface cars. The
other two bills were designed largely to relieve the rush-hour
congestion on Boylston Street, which is the main artery of
traffic in the Back Bay. About 160 cars an hour are now pass-
ing over this street in rush hours, between the subway and
Copley Square, and although the traffic is handled with all pos-
sible skill and energy the conditions are greatly against any-
thing like rapid transit. The situation is complicated by the
presence of innumerable vehicles and pedestrians, which tend
to hold back the cars long after passengers have alighted or
come aboard.

President Bancroft, of the Boston Elevated Railway Com-
pany, pointed out that, although the number of cars on Boylston
Street is very great, the extension of the subway to Copley
Square would not diminish the number of cars seeking that
route. As for the Beacon Hill scheme, he stated that it was
in his mind more tentative than anything else, and that with
but one or two stations it was difficult to see how the residents
of Beacon Hill would be more than incidentally accommodated.
The principal advantages would be reaped by the communities
lying to the west. At the present time over 50 per cent of the
cars running on Boylston Street enter the city via the Massa-
chusetts Avenue or "Harvard" Bridge across the Charles
River. These cars pass through Cambridge in coming from
Somerville, Cambridge, Arlington, Belmont, Watertown, and
indirectly from Brighton and Newton. A large portion of these
cars go out of their way in traversing this route, which is an
indirect means of getting down town in comparison with the
projected elevated road to Cambridge. General Bancroft
stated that with a schedule time of eight minutes over this new
route between Harvard and Scollay Square, in comparison with
the present running time of twenty-six minutes or thereabouts
under favorable conditions, the relief experienced by Boylston
Street ought to be enormous, in view of the large number of
people whose objective point is Park Street or Scollay Square.

Furthermore, the operation of six or seven-car trains in the
new Washington Street Tunnel and the consequent removal of
the elevated trains from the existing subway will enable the
company to put certain surface cars back. Thus, some of the
crosstown cars originating in Roxbury or the extreme south end
and now passing through Massachusetts Avenue to Hunting-
ton Avenue and Boylston Street can be then diverted down
Columbus Avenue through Berkeley Street to lower Tremont
Street, and thence through the old subway. Boylston Street is

not a natural route for many of the cars now operating upon it.

The population of the Back Bay, Brookline, Brighton and
Newton is not relatively large, although the area of territory
included is large. The rapid transit scheme of the community
provides two trunk lines or axes at right angles, roughly speak-
ing. One of these is the north and south line from Forest Hills
to Sullivan Square, via the elevated structure and the Wash-
ington Street Tunnel, and the other is the east and west line
between East Boston and Harvard Square, Cambridge. It is
of doubtful expediency at this time, in view of the great devel-
opments now under way, to add another spoke reaching from
the Hub, as suggested in the proposed bill, toward the section
at the west of the city.

INVESTIGATING TROUBLES IN CAMDEN

A system of investigating troubles and delays to the schedule
has been in use for some time on the South Jersey Division of
the Public Service Corporation of New Jersey, and has been
found to give very satisfactory results. The system was in-
stituted several months ago by W. E. Harrington, who was
then general superintendent of the South Jersey Division. Its
object was to determine the cause and place the blame, if any,
of all delays and accidents, so that a remedy could be applied
by which similar troubles would be avoided in the future. To
do this properly, Mr. Harrington decided that all troubles of
this kind should be considered by a committee of the foremen
of the road so that each department should be represented. In
this way there can be no opportunity of any one department
laying the blame unjustly on another, as might occur if the
report was submitted by the head of one department only. For
instance, delays caused by trolley wheels leaving the wire might
be attributed by the master mechanic to defective overhead
construction, but by the lineman to the trolley wheels; bent
axles can be caused both by poor track or an imperfect over-
hauling, and so through the entire category of street railway
troubles.

In consequence of this condition, an investigation committee
was appointed consisting of the superintendent of transporta-
tion, the chief engineer, the inaster mechanic, the line foreman
and the superintendent of track. This committee was instructed
to meet every morning and go over the record of all car delays
for the preceding day. The record of car delays considered by
the committee is made up from the despatchers' reports. For
instance, if a car is held at a railroad crossing, or if there is
any trouble with the motors, the motorman reports the cause
of the delay to the despatcher at the end of the line, whose re-
port is handed in to the master mechanic's clerk, and is then
typewritten and manifolded for the heads of the departments
for consideration at the meeting. Another report which is also
before the committee at these meetings is that sent in of the
material used for quick repairs at the terminus of the line by
the general utility man kept at this point by the master me-
chanic. The form in which these reports are submitted is as
follows, which is an actual record of the delays on Jan. 17:

REPORT OF DELAYS

A. Car 174, block loi, 10:34 a. m. Late 10 minutes; received
car late at B. L. J. W. Garwood.

B. Cars on Market Street lines blocked 13 minutes by the
bridge being off. Time, 11:34 a. m.

C. Car 160, block 126, 6:54 p. m. Late 10 minutes; due to car
159, block 127, being off the track at Cooper Avenue, Woodlynne.
F. Urshin.

D. Cars of Broadway line blocked 20 minutes by a furniture
wagon being broken down on inbound track. Disp. Geary sent to
scene of trouble, 2 :s8 p. m.

E. Car 130, block 132, 8 :48 a. m. Bad brakes. W. H. Deets.

F. Car 126, block 132, 9:08 p. m. Broken seat; delayed 7 min-
utes trying to fix same; car 129 in place. C. S. Daily.

G. Car 133, block 135, 6 :40 a. m. Motor trouble. D. Marshall.

April 15, 1905. j

STREET RAILWAY JOURNAL.

H. Car 136, block 136, 8 :o8 a. m. Delayed 5 minutes at Ferry
with motor trouble. J. Kabinsky.

I. Car 108, block 153, 4:23 p. m. Very dirty car, also late 15
minutes, due to crippled cars lying in front of her. C. Wheat-
land, D. McClure.

J. Car 139, block 154, 12 143 p. m. Repairing motor leads ; de-
layed 5 minutes. W. T. Abbots.

K. Car 74, block 155, 9:00 a. m. Grounded. V/. W. Quar-
rington.

L. Car 74, block 155, 7:50 p. m. Stove loose; came to barn
from Third and Federal. Had no passengers. Thornton.

M. Car 123, block 162, 9:38 a. m. Bad brakes, and bolt out of
motor support. F. Cassidy.

N. Car 14s, block 162, 1 144 p. m. Air motor trouble. Car 147
in place. J. Ward.

0. Car 133, block 163, 4 132 p. m. Late 10 minutes ; left barn
late, due to crippled cars lying in front. C. Diehl.

P. Car 15s, block 212, 7:25 p. m. Trolley base trouble. Lost
one and one-half trips. R. B. Crawford.

Q. Line down Kaighn's Avenue Ferry. Sent wagon.

PERCENTAGE OF DELAYS AS TO LINES

Market Street line 12.5

Broadway line 12.5

Haddonfield line 25.0

South Second and Third Street line 25.0

North Cramer Hill line 18.7

Pensauken line 06.3

Total 100

As described, these troubles were taken up seriatim by the
investigation committee, after each foreman had been given a
copy so that he could confer about them with his subordinates.
The report of the entire committee on each trouble is type-
written in concise language. It is then manifolded and a copy
kept by each department and one is sent to the general man-
ager. The report on the troubles given above appeared as in
the form below :

report of investigating committee

January 17, 1905.
Committee present : Hewett, Johnson, Crawford, Cox, Wilson.
Investigated January 21, 1905.

A. Car 174. Unavoidable.

B. Car 174. Unavoidable.

C. Car 160. Bad track. Ferry Avenue and Parker Avenue,
Woodlynne.

D. Car 160. Wagon broken down.

E. Car 130. Night man censured.

F. Car 126. Seats defective, contract now placed with Heyv^'ood
Bros. Company. Gradually replacing this type of seat.

G. Car 133. Motor axle bearings. No stock. Mr. Johnson to
take up with Mr. J. R. Wilson ; stock ordered some time in De-
cember, 1904.

H. Car 136. Mr. Crawford has to report. Mr. Hewett to see
J. Kabinsky.

1. Car 108. Further investigation at next meeting.

J. Car 139. Referred to P. N. Wilson for prices etc., for dif-
ferent type of connector.

K. Car 74. Roasted fields. Shop to test new insulating varnish
as against that which is now being used and which is not water-
proof.

L. Car 74. Came to barn, finished run.

M. Car 123. Bolt in motor support broken. Brakes taken up.

N. Car 145. Open circuit in air armature. Break is caused by
wire making a sharp bend over mica (V) ring back of commuta-
tor. A remedy is being tried.

O. Car 133. Future investigation. (See L)

P. Car 155. Cannot locate.

0 Cox reports no interference to car movement.

(Signed) F. A. Hewett,

Chairman Inquiry Committee.

As a rule, the delays occurring on one day are investigated
the following morning, but in case of a large storm or some
other occurrence which prevents the committee from meeting
there is sometimes a delay of two or three days.

The result of this practice has been very satisfactory, even
in the case of delays at steam railroad crossings. Previously
nothing especial was done in regard to them, but all occur-
rences of this kind are now recorded, and if they happen too
frequently the matter is taken up with the steam railroad
authorities.

HARD-DRAWN COPPER COMMUTATOR SEGMENTS

The efficient operation of direct-current machinery depends
so largely on the quality of the commutator that, should the
original segments be replaced by inferior ones, more or less
trouble is bound to occur. This is often the case, because the
spirit of false economy tempts many purchasing agents to order
inferior renewal parts. While the
relative merits of drop-forged, cast
or hard-drawn copper for com-
mutator segments have never been
definitely decided, still it is in-
teresting to note that one of the
leading commutator builders, the
H. P. Cameron Electric Manufac-
turing Company, of Ansonia,
Conn., is a firm adherent of the
hard-drawn copper bar, although
it has had extensive experience
with and manufactures the other
types also. This company states complete COMMUTATOR
that it has found the hard-drawn

copper bar to be denser, uniform throughout, of unequaled
conductivity, and at least as hard as drop-forged or cast bars.

A valuable auxiliary which this company makes in connec-
tion with its commutator segments, when so ordered, is an in-
serted lug completely prepared for the armature lead connec-
tions. This lug needs no milling, which in itself saves a great
deal of labor. The lug is riveted in a narrow slot sawed in the
end of the segment where the connection is to be made; two
rivets with countersunk heads are used, which are machined
off flush with the side of the segment, thus leaving no obstruc-

COMMUTATOR SEGMENT, WITH LUG FOR ARMATURE LEADS

tion. To strengthen this connection mechanically and insure
a perfect electrical bond, the entire end of the segment, lug
and all, is thoroughly sweated in solder, which also results in
tinning the lug for facilitating the soldering of the armature
leads in it. The lug is built up of two copper straps, separated
at the top sufficiently to take on the armature lead, as shown.

The other illustration shows a complete commutator as built
by this company.

♦^-»

A motorman and a conductor in the employ of the Denver
City Tramway Company took into camp two highwaymen who
attempted to hold up a car at the east end of the line. The
conductor was reporting to the despatcher when he was sud-
denly requested to throw up his hands. Instead of complying,
he attacked his assailant. The motorman came to his aid at
once, armed with the controller. One of the robbers was
scared off at once, and the other, at the hands of the tramway
men, received such rough handling that an ambulance had to be
called to care for him. Both the employees are old and trusted
men. They have been substantially rewarded by the company
for their daring.

7i8

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

SECURITY DRILL CLAMP

A useful tool for track work* is the security drill clamp mar-
keted by the F. Bissell Company, of Toledo, Ohio. This clamp
is made to attach to the base of any rail and to remain there

firmly while in
use. The end
hooks over one
side of the flange
and the sliding

C.-,„^^,«,?™ ^ ^^^^^^H claw fits over the

" M ..-jJ ^^^^^^H other. There is no

bend nor spring
to it, and when
the drill is in use
the alignment is
preserved.

The vertical
arm holds two ad-
justing screws,
each I in. X 8 ins.,

which follow the drill forward. They are of ample size,
can stand heavy use and are cupped to receive a ratchet head.
Two screws are provided to save time for the workman, and
their centers, respectively, are set 2 ins. and 6 ins. above the
horizontal arm. In use, this arm comes tight against the rail
base, so these measurements apply to the rail itself. The com-
plete tool is very light, weighing only 34 lbs. when boxed.

SUMMER CARS FOR THE MONTGOMERY, (ALA.) STREET
RAILWAY COMPANY

THE SECURITY DRILL CLAMP

AUTOMATIC DOUBLE CAR TENONER

In bringing out the new tenoner No. 8, shown herewith, it
has been the aim of the builders, the J. A. Fay & Egan Com-
pany, of Cincinnati, Ohio, to make it as labor-saving as pos-
sible, and as it is entirely automatic, all responsibility is taken
off the operator as to marking his stock. The machine cuts to
exact lengths, and each piece comes from it accurately worked

AUTOMATIC DOUBLE CAR TENONER

and with great rapidity. Limited space permits only a brief
exposition of its many features and mechanical improvements
for performing the work desired to advantage, but special at-
tention is called to the following points:

It will cut off and tenon material from 10 ins. to 9 ft. long
between shoulders, and will cut off and tenon both ends of
timbers to 24 ins. wide and 8 ins. thick. By cutting off the
lengths on some other machine, dispensing with the saws on
this, timbers 12 ins. thick can be tenoned to advantage. Saws
22 ins. in diameter can be used, and, operating in advance of
the cutter heads, the bur raised by the saws is perfectly re-
moved by the cutters, thus saving much valuable time. A
special head is provided for making double tenons to 4 ins. deep.
There are eight tenoning heads, two on each spindle, and each
carrying two knives, cutting tenons 6 ins. long, so by using
two heads on each spindle a tenon 12 ins. long can be cut.

The machine is massive and strongly built to stand hard
work. The adjustments can be made quickly and accurately.

The Montgomery Street Railway Company has recently
added to its equipment four ten-bench open cars built by the
American Car Company. These cars will be operated in the
city and suburbs of Montgomery, where the railway company
has about 25 miles of trackage and thirty-five cars. The at-
tractive amusement resort, Electric Park, is reached by the
company's lines. Besides doing a flourishing business in cot-
ton, Montgomery has many manufactories.

The new cars measure 21 ft. over the end panels and 7 ft.
5-4 in. over the seat ends. The seats are reversible, with the

SINGLE-TRUCK OPEN CAR FOR THE MONTGOMERY STREET
RAILWAY

exception of the two seats at each end of the car. The sashes
in the bulkhead are arranged to drop into pockets between the
seats. Ash, with ceilings of decorated birch, constitutes the
interior finish of the cars.

The rhain dimensions of these cars are : Length over the
crown pieces, 28 ft. 8% ins. ; from the panel over the crown
])ieces, 3 ft. 103-16 ins.; width over the sills, including the
plates, 6 ft. 3 ins. ; sweep of the posts, 5 ins. ; distance between
the centers of the posts, 2 ft. 8 ins. ; side sill size, 3^ ins. x
7 ins. ; sill plates, y% in. x 7 ins. ; thickness of the corner posts,
3^ ins., and of the side posts, 2^ ins. ; height of the steps,
1854 ins., and of the risers, 17 ins. The cars are equipped with
Brill angle-iron bumpers, sand boxes and "Dedenda" gongs.

PROPOSED METHOD OF CAR SPRINKLING IN CLEVELAND

J. J. Stanley, general manager of the Cleveland Electric
Railway Company, has an idea that the exteriors of cars can
be cleaned economically in the summer by means of a shower
bath. He is having rigged up at the Windermere car house a
set of huge sprinklers which will throw water on the tops of
cars at high pressure. These will be placed over a cement
washing basin and a car run under them. After a liberal
shower the exteriors will be scrubbed with brushes and soap.
Then the water will be turned on again to rinse them off. The
scheme has not been worked out, but he believes it to be
practical.

The Roxbury Park Amusement Association, of Johnstown,
Pa., has officially named its new amusement resort "Luna
Park," and announces the formal opening for May 30. The
association is composed of citizens of Johnstown, and is capi-
talized at $25,000. Charles Young is president. The park em-
braces 35 acres and is readily reached by the local electric rail-
ways. It contains, among other things, a half-mile track, base-
ball field, 3-acre lake, picnic grove of 10 acres, grand stand
with 2000 seats, theater with a capacity of 700, boat house,
elaborate carousal, free dining hall, dance hall, cafe, roller
coaster, laughing gallery, Ferris wheel and a shooting gallery.

April 15, 1905.]

STREET RAILWAY JOURNAL.

719

A NEW TICKET-SELLING AND CHECKING DEVICE

The Macdonald Ticket Company, of Cleveland, is introducing
a new system of cash fare receipts for interurban roads which,
it is claimed, combines the good features of the fare register
and the duplex cash receipt used by many roads. The device is
attracting a great deal of favorable attention, and it is being
used by a number of prominent interurban roads in Ohio and
Michigan. It consists of a small metal box or holder, attached
to which is a pad containing 100 tickets, numbered in consecu-
tive order, with station names and classification of fares ar-
ranged in two parallel columns. The pad is doubled over a
plate and then placed in the holder and locked in such a way
that a cutter edge engages between and against the columns.
Along the top of the box are three movable notches arranged to
be set for any combination of stations and amount of fare de-
sired. When a receipt is torn from the pad, the notches leave
indentations opposite the stations to be indicated and the
amount of fare paid. The auditor's stub, which remains in the
box, contains the corresponding projections. Owing to the
peculiar construction of the box, the auditor's stub, by a slight
pressure of the thumb upon the pad, flies back into the drum
and cannot be seen until the holder is unlocked by the proper
official.

The box is light and strong, and its operation is simple. It
is claimed that it takes less time to work the device than a fare
register, and it can be operated anywhere on the car. The con-

9879

THE

PflSSEN

r

GLEVEUNO,

GER S RECEIPT for-

l-S

O. 1— ■

? - ae
S =• m

If s»»

£ 03

m C3
u

- C3

5 r<

VIEW OF TICKET HOLDER, SHOWING MOVABLE NOTCHES SET
FOR ANY DESIRED COMBINATION OF STATIONS AND FARE

ductor cannot see the stubs, as they are securely locked in the
box, and he settles upon amounts collected and not upon totals
as indicated by the stubs. The stubs enable a company to keep
a perfect traffic report of the distance covered by each passen-
ger, and it gives each cash fare passenger a receipt for his
money. It is claimed that 90 per cent of the conductors who
are dishonest arc made so through settling the shortages and

retaining the overages. The shortage or overage exists be-
tween the auditor's stub and the conductor's cash. It is said
that where a conductor is obliged to go into his own pocket to
make up a shortage he is pretty certain to attempt to get it
back the next day. Hence, it is argued that it is a much better
])lan to keep the auditor's slips from him and keep a daily
record of each conductor's business, charging him with short-

APPEARANCE OF NOTCHED TICKET, AUDITOR'S STUB
REMAINING IN BOX

ages and crediting him with overages. At the end of each
month, if there are too many shortages, a conductor should be
warned to do better, and if the shortages continue, he should be
discharged as dishonest or incompetent. The claim is made
that a road which is using the Macdonald box and following
this plan, has reduced the shortages to practically nothing and
the overages have been more than enough each month to pay
for the tickets used in the device. The scheme is well liked by
conductors, because it eliminates all bookkeeping from the car
and because it removes the inclination to be dishonest.

Murdock Macdonald, who is at the head of the company and
who designed the device, has been associated with passenger
business since the inception of electric railways, and he is
thoroughly familiar with the ticket conditions of such roads.

HIGH-TENSION ELECTRIC LOCOMOTIVE FOR SWEDISH
GOVERNMENT RAILWAYS

The Swedish Government, which is conducting a detailed in-
vestigation as to the feasibility of electricity for trunk lines,
has ordered from the Westinghouse Electric & Manufacturing
Company an electric locomotive of the type shown in the ac-
companying illustration. One of the interesting features is
the high-trolley voltage for which the equipment is designed,
18,000 volts, though connections are supplied for operating at
several voltages lower than this, the minimum being 3000 volts.
This high voltage necessitates the use of an oil-cooled main
auto-transformer and an oil-break circuit breaker. The inten-
tion is to operate at a moderate voltage in towns and thickly
populated districts, while a high-trolley voltage will be cm-
ployed, carried overhead, on the greater part of the line.

The control system is electro-pneumatic and consists of an
air compressor driven by a single-phase motor, an air motor
on the induction regulator, air cylinders on the circuit breaker

720

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

and reverser, and the necessary magnet valves. The air brakes
and air sanders are also to be supplied by the above compressor.
There are two connectors at each end of the locomotive, so that
two locomotives can be coupled and operated by one master
switch. The master switch is in the middle of the cab, and is
so situated that the operator has a clear view in all directions
without leaving his seat.

The weight of the locomotive and equipment is 25 tons, all of
which is on four 41-in. drive wheels. Two 150-hp, 25-cycle,

HIGli-TENSlUN £Ll-XTI<iC LUCO.M(jTlVE FUR SWEDEN

single-phase motors are geared, one to each axle, with a gear
reduction of 18 to 70, and have shown an ability to handle a
70-ton train at 40 m.p.h., without exceeding the rise of tem-
perature for which they were designed. The equipment has
been so installed on the locomotive as to permit ready access
to all parts. Only the small operating devices have been placed
in the cab, and the layout is such as to allow the greatest con-
venience in operation with maximum safety to the operator.

■

JET VS. SURFACE CONDENSERS

Realizing the desiraliility of providing for a choice in the
selection of either jet or surface condensers, the W. H. Blake
Steam Pump Company, of Hyde Park, Mass., has perfected a
very extensive line of both types running in capacity from
600 lbs. to 40,000 lbs. of steam condensed per hour with in-
jection water having a temperature of 70 degs. F. In the type
of small twin vertical air pump and jet condenser shown in"
the accompanying cut, the air pump is made with compound
steam cylinders when it is to be operated condensing, and with
twin vertical steam cylinders when operated non-condensing
and the exhaust steam utilized. Being vertical in construc-
tion, all pistons wear equally on all sides, and not downward as
in the horizontal type. The water cylinders are composition
lined, all water piston (or bucket) heads are of the same ma-
terial and fibrous packed. Easy access is afforded to heads,
packing and water valves through a hand hole on either side
of pump. The best composition is used in the construction of
the water valve seats and guards ; the studs are of Tobin bronze,
the valves being held in place by lock-nuts and operated with-
out the aid of springs. The water piston rods are of Tobin
bronze and the steam piston rods of steel.

The injection stem and cone are of composition, and access
to the same is provided through hand holes on either side of
the condenser. The amount of water passing through the con-

denser is regulated by the vertical adjustment of the injection
cone, which acts as a nozzle to form a thin spray, which is
thrown out at an angle of 45 degs. This falls upon a succession
of shelves, thus forming secondary sprays through which the
exhaust steam from the engine must pass. Instantaneous con-
densation results with great economy in the use of water. A
perforated copper plate is substituted for the shelves when the
force of the injection water is not sufficient to produce spray.
The combined volume of injection water and condensed steam
flows by gravity through the bottom of the condenser into the
pump. To prevent flooding of the engine, the condenser is
[)rovided with an independent vacuum breaker attachment se-
cured to the side of the condenser. This is so arranged that
when the water reaches the level of the float chamber the float
is raised, and by great leverage, forces the check valve from
its seat, allowing an inrush of air, which instantly breaks the
vacuum, thus preventing further suction of water into the con-

TWIN VERTICAL AIR PL'MP AND JET CONDENSER

denser and consequent flooding of tlie engine. The construc-
tion of this machine is exceedingly simple, and all parts are
readily accessible; it is very compact, requiring little floor
space, and is operated by the Blake automatic valve motion,
without complicated mechanical adjustments.

♦♦^

The Common Council of Trenton, N. J., after keeping out
of electric railway tangles for a couple of months, is now try-
ing to determine whether the local street railway or the sub-
urban companies should have the right of way where their lines
cross each other. At present there is no ordinance or rule in
the case, and as the Trenton Street Railway is crossed by the
Trenton, Lawrenceville & Princeton Railroad; Yardley, Mor-
risville & Trenton Street Railway; Camden & Trenton Railway,
and Trenton & New Brunswick" Railroad, it causes complica-
tions. Heretofore it has been largely a question of judgment
upon the part of the motormen, and several narrow escapes
from accident have shown the necessity for some definite rule
as to which company shall have the right of way at the cross-
ings. It is expected that the Council will give the Trenton
Street Railway the right of way over all the crossings.

April 15, 1905.]

STREET RAILWAY JOURNAL.

721

> FINANCIAL INTELLIGENCE

Wall Street, April 12, 1905.

The Money Market

There was no appreciable change in the local money market this
week. The demand for funds was, if anything, less active, despite
the increased volume of business in the securities market, and rates
for all maturities ruled practically the same as those heretofore
quoted. The inquiry for accommodation was confined largely to
the call loan department, and was readily supplied at rates rang-
ing from 2.yy per cent to 4 per cent, the bulk of the business being-
transacted at 3^ per cent. In the time loan department, business
was practically at a standstill. Early in the week a moderate de-
mand developed for four-month funds at 3,^ per cent, and for si.x:-
month maturities at 2iY\ per cent, practically all of which was satisfied
from abroad. Toward the close, however, the inquiry quieted down
considerably, borrowers being disposed to wait for concessions, in
view of the accumulation of funds here, resulting from the heavy
Government disbursements on account of pensions, transportation
of mails, etc., and the influx of money from the interior for va-
rious purposes. Local institutions, however, continued to hold the
market firm at the above rates, despite the disposition on the part
of some of the foreign houses to put out funds against exchange
transactions at a shade under the ruling quotation. The commer-
cial paper market was fairly active and firm. Merchants were dis-
posed to put out moderate amounts of paper, and all offerings of
choice material were readily absorbed. Rates remained unchnnged
at 4 per cent for prime indorsements, and 4 to 4^4 per cent for good
names. The bank statement issued by the associated bankers on
last Saturday made a favorable exhibit. Loans decreased $8,530,-
100, due in part to the continued shifting of loans to other banks
and trust companies. The decrease in cash of $2,622,200 was
larger than was generally expected. Deposits were $10,560,600 less
than in the preceding week, and the reserve required was $2,6|o,-
150 less than a week ago. The surplus reserve increases $17,950
to $8,682,150 as against $22,916,400 in the corresponding vveek in
1904; $3,741,300 in 1903; $4,571,750 in 1902; $7,938,200 in 1901, and
$10,950,275 in 1900.

The situation at the principal European center remained easy
throughout the week, except at Paris, where the discount rate dis-
played a hardening tendency. The open market discount rate at
London was 2 per cent; at Berlin the rate was per cent, and
at Paris 2^/2 per cent.
The Stock Market

Thete was a decided improvement in the stock market this week.
Trading in all departments developed much larger proportions, and
apart from slight reactions, due to realizing sales, the general
tendency of values was toward a higher level. In the early dealings
speculation was chilled by the announcement of the contemplated
issue of $100,000,000 new stock by the Union Pacific, and prices for
nearly all of the leading railway shares sustained substantial reac-
tion. In the later dealings, however, the upward movement was re-
sumed, and apart from the temporary reaction caused by profit-
taking sales, the market ruled decidedly strong practically up to
the close. A noteworthy feature of the trading was the increase
in value of business transacted by commission houses, indicat-
ing a keener public interest in the market. Sentiment was
decidedly cheerful, as a result of the favorable Government report
on the winter wheat crop, the comparative ease in money, further
improvement in gross railway traffic returns, and continued activity
in all the leading industries throughout the country. Exception-
ally strong features of the railroad list were Union Pacific, New
York Central, Canadian Pacific, Louisville & Nashville, Atlantic
Coast Line, Southern Pacific, and Atchison. Missouri Pacific and
others of the Southwestern group were also decidedly strong, St.
Paul advanced sharply on report that the stock -was being absorbed
by the Union Pacific-Standard Oil interests. In the industrial
department United States Rubber rose sharply on the restoration of
the stock to an 8 per cent dividend basis. United States Steel issue,
American Smelter, Natural Lead and Federal Smelting and Re-
fining displayed pronounced strength. The bond market was
moderately active and strong, in sympathy with the general im-
provement in other quarters of the market. At the close the
market displayed an easier tendency.

The local traction issues were extremely quiet but firm, especially
Brooklyn Rapid Transit, which advanced 2^/% per cent.

Philadelphia

There was a sharp falling cjff in the dealings in the local traction
issues this week. Fewer stocks were traded in, and the individual
transactions were considerable smaller than in the preceding week,
and although more or less irregularity developed in the speculative
issues, the general tone of the market was firm. Prominent fea-
tures of the trading were the advance of lYt, in Consolidated Trac-
tion, of New Jersey, to 85, the highest price on record, and the
strength in Union Traction, which rose to 60^, or ^ of a point
above the previous high record. American Railways stock made a
new high record on the present movement, the price touching 54^^,
but in the subsequent dealings all of the improvement was lost.
Philadelphia Traction held strong throughout, all of the transac-
actions taking place at 100. Philadelphia common opened firm at
47^8. but in the late dealings, a moderate selling movement de-
\eloped, which carried the price off to- 46, with a subsequent rally
to 46^/^, a net loss of Yx. About 8000 shares changed hands. The
preferred lost ^4 to 48 on limited transactions. United Gas
and Improvement displayed pronounced weakness throughout the
week; the price receding from 117% to 115%, with a final rally to
116^4, the latter figure representing a loss of lYz points. Philadel-
phia Electric sold to the extent of about 2500 shares at prices vary-
ing from 11^4 to iij'i- Philadelphia Rapid Transit was firm, up-
wards of 1800 shares changing hands at from 3I.)4 to 31' j. Other
transactions includes odd lots of LTnited Companies of New Jer-
sey at 270^, and Fairmont Park Transportation at prices ranging
from 21 to 22.><;.

Chicago

Despite the result nf the recent municipal election which de-
clared in favor of the municipal ownership of the street railway
system, all of the companies are going ahead with the improve-
ments decided upon some time ago, and according to the officials of
the different lines, the work will be continued whether or not the
city devises means for raising the necessary funds to take over the
various properties. It is said that John J, Mitchell, representing
the controlling interest in the City Railway Company, has already
informed Judge Dunne that the company was ready to turn the
property over to the city, providing satisfactory conditions could be
arranged, Mr, Mitchell also said that in the meantime the com-
pany is going ahead with the development of the system and the
rehabilitation. It is said that $6,000,000 has been authorized for
expenditures for new cars and equipments, exclusive of what will
be spent for additional motive power.

Trading in the street railway stocks was upon an extremely
small scale this week, there being no disposition on the part of
traders to trade actively, pending further development. Transac-
tions were, in most instances, confined to small amovmts, and apart
from Metropolitan Elevated preferred, which declined from 63 to
61, the price changes were insignificant. Metropolitan common
sold at 22Y and 23, Northwestern Elevated at 23. Chicago & Oak
Park common brought 6, and West Chicago sold at 50.

Other Traction Securities

The feature of the Baltimore market was the pronounced weak-
ness in United States Railway issues, especially the stock and the
income bonds, which declined sharply on comparatively light trans-
actions. The first named, after selling at 15 in the early dealings,
ran oft' a full point to 14, on the exchange of about 1000 shares.
The incomes were under pressure practically the entire week, the
price declining from 6434 to 62^, with a subsequent rally to 63,
a net loss for the week of 2 points. LTpwards of $75,006 changed
hands. The 4 per cent bonds were quiet, all transactions taking
place at 93 to 92^, Other transactions included Charleston Elec-
tric 5s at 95/^, Augusta Street Railway 5s at 10454. Virginia Elec-
tric Railway & Development 5s at ggJi to 99^, Norfolk Railway
& Light stock at 12^, and Baltimore City Passenger 5s at 108^.
Interest in the Boston market centered largely in Boston & Wor-
cester issues, both of which advanced sharply on buying by certain
interests, who believe that sooner or later the property will be
acquired liy one of the steam roads at prices much above the pres-
ent level. The common was dealt in to the e.xtent of 4000 shares,
at prices ranging from 33'/, to 34' j, while the preferred advanced
from 79 to 80, on comparatively light purchases. Towanl the clo^e
prices reacted, the common closing at 33 and the jirefcrrcd at
7914. Massachusetts Electric common and preferred displaced ex-
treme weakness, the first named selling from 23 to 20J4. while the

722

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

preferred dropped from 70 to 68. Near the close there was a frac-
tional rally in the common, and a recovery of a point in the pre-
ferred. Other sales included Boston Elevated, at 154^ to 155,
Boston & Suburban common at 27 to 26^, the preferred at 75, West
End common at from g7l4 to 98, and the preferred from 116% to
116. In the New York Curb market Interborough continued to
fluctuate widely on a smaller volume of business. In the early
dealings the stock was well absorbed, at from 212 to 213, but later
in the week all support appeared to have been withdrawn, and the
price drifted to 208. In the subsequent dealings there was a full
recovery to the high price of the week, but at the close there was
another reaction to 206, where it closed. About 7000 shares were
dealt in. American Light & Traction common was active and com-
paratively strong, the price rising 7 points to 95, on report that the
dividend on the stock was to be increased. It is said in well in-
formed quarters, however, that no increase will be made in the dis-
tribution at this time. The company's earnings are said to be
equivalent to 15 per cent on the common stock, but the policy of the
management is to build up a substantial surplus. New Orleans Rail-
way new stocks were also quite animated and strong, upward of
2500 shares of the common selling at from 28 to 2854, while about
1000 of the preferred brought prices ranging from 77 to 77M-
The bonds sold at 92. Washington Railway 4s sold at 89^^.

Tractions were comparatively quiet in Cincinnati. Toledo Rail-
ways & Light advanced to 35, on sales of about 900 shares. Cin-
cinnati Street Railway was practically stationary at 148^ to 149.
Cincinnati, Newport & Covington, preferred, sold at 92. Detroit
United sold at 85 and gsVz. Cincinnati, Dayton & Toledo Traction
at 20]^ and 21.

Northern Ohio Traction & Light was particularly active at
Cleveland, and advanced from 20 to 22]4, on sales of several hun-
dred shares. Aurora, Elgin & Chicago, preferred, had a few sales
at 70, while the common declined to I4;<3 and 15 on 30 days' future
delivery. Western Ohio receipts advanced to 16, on announce-
ment of the financing plan for building the new extension. Muncie,
Hartford & Ft. Wayne sold at 44^. Cleveland & Southwestern
Traction common, which has been inactive for many months, with
a mark of 28, sold this week for $7 per share, but holders are asking
15 for more. Northern Texas Traction advanced to 58^, while
the 5 per cent bonds of this company advanced to 97^. Cleveland
Electric Railway made a high mark of 85 the middle of the week,
but declined to 82 on talk of municipal ownership. Toledo Rail-
ways & Light sold at 32 early this week.

Security Quotations

The following table shows the present bid quotations for the
leading traction stocks, and the active bonds, as compared with
last week :

April 5 April 12

American Railways 54 o4

Boston Elevated 1541/2 1551/2

Brooklyn Rapid Transit 671/2 69%

Chicago City 199

Chicago Union Traction (common) 10 9V2

Chicago Union Traction (preferred) 42 37%

Cleveland Electric 82% 81

Consolidated Traction of New Jersey 81 84

Consolidated Traction of New Jersey 5s 110% 110%

Detroit United 85% 84

Interborough Rapid Transit 212% 206

International Traction of Buffalo 291/. 29

International Traction of Buffalo (preferred) 69 68

International Traction of Buffalo 4s 821/2 821/2

Manhattan Railway I661/2 I66I/2

Massachusetts Electric Cos. (common) 21% 21%

Massachusetts Electric Cos. (preferred) 69 68%

Metropolitan Elevated, Chicago (common) 23 22%

Metropolitan Elevated, Chicago (preferred) 63 61

Metropolitan Street 122% 122

Metropolitan Securities 87% 861/2

New Orleans Railways (common), W. 1 27% 28%

New Orleans Railways (preferred), W. 1 77 77%

New Orleans Railways, 4%s — • 91%

North American 102% IOI1/2

North Jersey Street Railway 23 25

Philadelphia Company (common) *47 46

Philadelphia Rapid Transit 31% 31%

Philadelphia Traction 100 100

Public Service Corporation 5 per cent notes 97% 97%

Public Service Corporation certificates 72% 72%

South Side Elevated (Chicago) — 93%

Third Avenue 130 131%

April 5 April X2 •

Twin City, Minneapolis (common) 120% 118

Union Traction (Philadelphia) 59Va 60

West End (common) 97% 97%

West End (preferred) 116 116

a Asked. * Ex-div. W. I., when issued.
Iron and Steel

The "Iron Age" says the consumption of pig iron in the month of
March was 2,000,000 tons. The enormous output, as contrasted
with former months, is due largely to the record breaking in some
of the great districts, like Pittsburg, with its 510,000 tons, the
Shenango Valley with 155,000 tons, and the Illinois-Northwest
group with its 253,000 tons. But while such records may not be
at once repeated, it is a general fact that we are now entering the
months when everything conspires to lead to high records. The
furnaces usually work best in April, May and June, and the
handling of raw material is not impeded.

The enormous consumption is another reminder of the extra-
ordinary industrial expansion of the country, with the iron indus-
try in the van, and justifies the unconquerable optimism of our
people. There is a steady flow of moderate rail orders. Some
very good tonnage has been placed in the structural shapes, and
scarcity for prompt delivery is a feature.

THE SPRINGFIELD SYSTEM SOLD

The deal for the purchase of the Springfield Street Railway
Company, of Springfield, Mass., by the New York, New- Haven &
Hartford Railroad Company was closed April 11, and the formal
transfer of securities will be made as soon as possible. The stock-
holders of the Springfield Company were offered $225 a share for
their stock, this option expiring on Saturday, April 15. The New
York, New Haven & Hartford Railroad Company, through its
underwriting agents, offered the stockholders the entire sum in
cash, or for each share held $75 in cash and $150 in the stock of
the holding company. The stock issue of the Springfield Street
Railway Company is 19,854 shares, and the underwriting agents on
April II announced that they had already placed 8000 shares upon
their books.

The directorate of the Springfield Railway Companies, the hold-
ing company, will comprise two stockholders of the Springfield
Railway Company, four representatives of the New York, New
Haven & Hartford Railroad Company and one representative of
the underwriting agents.

*^

SEEING CLEVELAND COMPANY ORGANIZED

J. W. Butler, who has had charge of the special excursions of
the Cleveland Electric Railway Company for several years, has
resigned from that company and is now passenger agent for the
Citizens' Transit Company, which has been organized to operate
a series of electric buses in Cleveland. The company proposes to
make two runs daily with its accumulator "Seeing Cleveland"
coaches, and charge a fare of 50 cents. Each coach will seat 30
passengers. Later more frequent trips may be made. It is also
the intention of the company to build several funeral cars, which
will have a seating capacity of about 20 people, and will also have
room for the casket. The company has been organized with a
capital stock of $100,000, with Charles S. Britton as president, H.
P. Coe, vice-president, R. J. Venning, secretary and treasurer.

♦♦♦

NEW EQUIPMENT FOR BRAZIL

The Rio de Janiero Tramway, Light & Power Company, of Rio
de Janiero, Brazil, is preparing specifications for an hydraulic
plant, transmission system, and the equipment of its tramway and
lighting system in the city of Rio de Janeiro. The company has
purchased the two principal street railway properties in the city,
which now employ mule power, and will operate them by current
taken from a water power 45 miles distant. A temporary plant of
1000 hp, consisting of G. E. generators and Pelton wheels, has al-
ready been purchased. The company is controlled by the F. S.
Pearson syndicate, and the purchasing agent is W. E, Plummer,
of 29 Broadway, New York.

Ai'Rii, 15, 1905.]

STREET RAILWAY JOURNAL.

723

ANNUAL MEETING OF THE METROPOLITAN ELEVATED,

CHICAGO

The annual meeting of the stockholders of the Metropolitan
West Side Elevated Railway Company was held in Chicago April
5. The following financial report was made :

EARNINGS

Feb. 28, '05 Feb. 29, '04

Passenger earnings $2,080,937 $2,065,701

Miscellaneous earnings 80,004 81,452

Total earnings $2,160,941 $2,147,153

OPERATING EXPENSES

Maintenance of way and structure $106,701 $64,329

Maintenance of equipment 163,372 149,021

Conducting transportation 700,809 726,790

General expenses 93,778 102,196

Net earnings from operation $1,096,281 $1,104,815

Other income 5,553 6,030

Net income $1,101,834 $1,110,846

CHARGES

Interest on bonds $490,069 $474,353

Rentals 243,095 239,509

Taxes 126,643 139,532

Special 41.350

Surplus for stock $241,425 $216,100

Add surplus from previous year 226,956 10,855

Total surplus February $468,382 $226,955

GENERAL BALANCE SHEET
Assets

Feb. 28, '05 Feb. 29, '04

Cost of road and equipment $30,462,522 $29,249,758

Metropolilaji West Side Elevated Railway preferred

capital stock in treasury (2919 shares) 291.900 291,900

Metropolitan West Side Elevated Railway first mort-
gage 4 per cent bonds in treasury 192,000 192,000

Metropolitan West Side Elevated Railway extension

mortgage (4 per cent) bonds in treasury 1,500,000

Material and supplies on hand 49,794 66,061

Accounts receivable 127,165 86,115

Trustee, extension (4 per cent) bonds 135,331 1,859

Cash 214,902 221,714

Totals $32,973,616 .$30,109,400

Liabilities

Capital stock, preferred $9,000,000 $9,000,000

Capital stock, common 7,500,000 7,500,000

First mortgage (4 per cent) bonds 10,000,000 10,000,000

Extension (4 per cent) bonds 4,500,000 3,000,000

Collateral loan. First Trust and Savings Bank 1,100,000

Interest accrued, not due 52,693 52,693

Taxes accrued, not due - 105,501 117,779

Accounts payable 189,808 205,332

Reserve fund for replacement of property 57,230 6,647

Balances 787

Balance, profit and loss 468,382 226,956

Totals $32,973,616 $30,109,400

The traiific record was:

Number of passengers carried this fiscal year 41,694,788

Number of passengers carried previous year 41,372,338

Total increase 322,450

Daily average this fiscal year 114,232

Daily average last fiscal year 115,039

Increase per day 1,193

Per cent of increase 1.06

President McAllister, in his address to the stockholders, first
reviewed the inileage of the system and the causes that led to its
increase. The question of motor equipment also was discussed.
He referred to the old system of operating with electric locomo-
tives, and how by careful inspection of equipment the company
was able to increase the length of trains, although the apparatus
was called upon to exceed its original rating. The perfection of
the multiple-unit system of control blazed the way for improve-
ments, and sixty-eight motor cars were purchased as an initial
order. To-day there is a total of 157 motor cars and 262 coaches.
The installation of a storage battery proved sufficient to care for
the demands made upon the power equipment. It seems advisable
here to quote the president as regards earnings and negotiations
with the Chicago, Elgin & Auror.T. fTe said :

While the gross earnings of tlie company have not shown much increase,
due largely to the general depression in business in the city of Chicago, the
operating expenses have been fairly satisfactory, particularly when you take
into consideration the following facts: The operating expenses show an in-
crease over the previous year of $22,322, or 2.14 per cent, divided as follows:

Maintenance of structure and eciuipment shows an increase of $56,951, or
26.72 per cent, while the conducting transportation and general expenses show
a decrease of $34,628, or 4.18 per cent.

There was charged to maintenance expenses during the year $50,582, which
was set aside as a reserve for maintaining the property. Had this reserve
fund not been charged operating expenses would have shown a decrease of
$38,260.

In addition to the above there was charged in the conducting transportation
expenses $5,250, due to the settlement of claims on account of the fog acci-
dent of Nov. 19, 1901. This amount, being comparatively small, was not
shown as other deductions from income, as was the case in previous fiscal
years.

For over a year we have had before the City Council an ordinance, and
have been carrying on careful negotiations with the Aurora, Elgin & Chicago
Railway Company, with a view to arranging to bring their trains down town
into your Fifth Avenue terminal. We are now able to report the successful
conclusion of these negotiations. On Feb. 23, 1905, the Council passed an
ordinance granting your company permission to run the trains of the Aurora,
Elgin & Chicago Railway into your Fifth Avenue terminal.

H. G. Hetzler, superintendent of the Chicago division of the
Burlington Railroad, in charge of freight and passenger traffic, has
been chosen to fill the vacancy caused by the resignation of Presi-
dent Dickinson MacAllister, but only four directors were elected :
C. C. Adsit, R. F. Clinch, F. A. Delano and Benjamin Allen. The
retiring directors are Dickinson, MacAllister and Clarence S. Day.
Other oiTp.cers v/ere re-elected as follows :

George Higginson, Jr., vice-president, secretary and treasurer;
P. D. Sexton, assistant secretary and treasurer; S. C. Matthews,
auditor; II. M. Brinckerhoff, general manager; W. W. Gurley,
general counsel.

SEASIDE IMPROVEMENT OF THE B. R. T.

Having successfully solved last year the problem of caring for
trafiic at its Coney Island terminals, the Brooklyn Rapid Transit
Company is this year engaged in a similar work at Brighton Beach,
and hopes to have all the changes worked out in detail before the
opening of the season at that resort, and at Manhattan Beach,
which adjoins it. These improvements are chiefly for the surface
lines, which now terminate at Brighton in a series of loops, at the
liack of the Brighton Beach Hotel. The elevated lines to the
resort are operated through to Coney Island, so that the present
facilities for these, which were considerably improved last year,
are considered adequate.

Access to the surface lines has been through two entrances, one
at either end of the hotel. Of these the one to the west leads di-
rectly to the music hall, while the one to the east leads to the piazza
of the hotel and the board walk facing the ocean. The trouble has
been that passengers would flock through these passageways and
onto the tracks before passengers arriving had been discharged.
This, of course, resulted in confusion and delay.

To obviate this difficulty in the handling of traffic, two stations
are to be built, at which all unloading and loading will be done.
One of these will be lo the east of the terminal grounds, and the
other to the west. Incoming cars will swing to the west, discharge
their passengers, take the loop and load at the platform on the
east. As at Coney Island, the terminal will be so laid out that con-
fusion between incoming and outgoing passengers will be im-
possible. The stations will, however, be connected by an over-
head bridge for general convenience.

In connection with these improvements it is interesting to note
that a change of ownership in Manhattan Beach will result in
the partial rearrangement of that resort, and the addition thereto
of features of amusement that will vie with anything Coney Island
has to offer. Heretofore, Manhattan has been for the so-called
elite. Now there are to be a Boer War and other similar at-
tractions. Perhaps the most important improvements will be those
of the Manhattan Beach Land Company. These include a scheme
to colonize the beach, which has for its object the building of up-
to-date dwellings on newly-made streets. Already, all the land
to the west of Pains' Fireworks building, up to the point where the
property of the Manhattan Beach Company joins that of the
Brighton Beach Company has teen secured. Leases for additional
property are being negotiated. These, with other changes in con-
templation, will lend greatly to the attractive power of the beach,
and should result in considerable additional traffic for the Brooklyn
Rapid Transit Company, as Manhattan will now be easily accessible
from Brighton, Then, too, additional amusement features pro-
posed for Brighton Beach will result in the carrying of more pas-
sengers direct to that resort.

724

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

MERELY A DIFFERENCE OF OPINION

Mayor-elect Dunne, of Chicago, was lionized at a meeting in
Cooper Union, New York, on Friday evening, April 7, at which
W. R. Hearst, Tom Watson, Professor Bemis and others were
present. Mr. Dunne made a speech telling what it is planned to do
in Chicago, and reviewed briefly the history of the municipal own-
ership movement. He said he has no fear for the success of the
movement. It is his purpose to carry out every letter of the
platform on which he was elected, which declared unequivocally
for immediate municipal ownership. He did not formally commit
himself to any course of action, but from what he did say the
conclusion is logical that it is proposed to negotiate for the ex-
isting properties. As to the matter of finances Mr. Dunne said :

"We in Chicago propose to raise all the money necessary to pur-
chase an up-to-date street car system upon street car certificates,
which are special or limited promises to pay out of the income
collected from the system. They are not general promises to pay,
which will entail taxation. They are secured under our law in
three ways : First, by the pledge of all of the income in per-
petuity of the municipal street railway plant. Second, by a mort-
gage, which conveys all of the tangible property in the transporta-
tion department of the city. Third, these certificates are secured
by twenty-year franchises, which become operative in the holder
on default by the city for one year."

In the afternoon of the day on which Mr. Dunne spoke in New
York, Judge Peter S. Grosscup, of Chicago, the guest of the
Traffic Club, of Pittsburg, gave an interview to the press, in which
he said :

"Mayor-elect Dunne cannot make good his promises for munici-
pal ownership of the street railways of Chicago. In the first place,
Chicago has not enough ready money to take on such a thing.
Chicago is hardly ready for this anyway. I am not in favor of
municipal ownership of railways from an economic standpoint. I
am not in favor of it in any city. These enterprises can flourish
better, giving better and more efficient service to the public if
conducted by private concerns as they are to-day.

"Municipal ownership is a species of socialism that leads to the
extinction of the individual. It has been a failure wherever it has
been tried."

♦♦♦

A CLAIM FOR PERPETUAL FRANCHISES IN CLEVELAND

A claim for perpetual franchises on certain of the most important
of the Cleveland City Railway lines has been made by Judge W.
B. Sanders, attorney for the company. The statement was made
in the course of a hearing before judge Taylor, of the United
States Circuit Court, in an argument for a temporary injunction
against the Forest City Railway Company to prohibit that com-
pany, which plans to charge a three-cent fare, from taking posses-
sion of the Central Avenue route, and to enjoin the city from pro-
tecting the company in its efforts to secure this route. On Jan. 11,
1904, the city gave the Forest City Company a franchise on Central
Avenue which was to take effect on March 22, 1904, when the city
claimed the franchise of the Cleveland Electric Railway expired.
A temporary restraining order prevented the three-cent fare com-
pany from taking possession at that time.

Judge Sanders based his assertion regarding the perpetual fran-
chise upon the claims that the Central Avenue line was a part of
the old East Cleveland Railway system which was granted the
right to operate a street railway system under a State law which
did not limit the life of the franchise. He claimed the same for
the Euclid Avenue route.

Mayor Tom L. Johnson is inclined to exaggerate the claims of
the company. He states that the company's position means that
any ordinance extending the life of any branch or extension has
the effect of extending the life of the grant of the entire system.
He will use this argument as ammunition in his municipal owner-
ship campaign. Since this announcement the franchise for the
Doan Street crosstown line has come up before the Council, and
the matter has been referred for further consideration.

Officials of the company decline to make any statement relative
to the claims of the company other than to point to the argument
set forth as outlined. Argi_iments in this case will be continued this
week.

Mayor Tom L. Johnson, of Cleveland, who will be a candidate at
the next municipal election to succeed himself, has announced that
he will conduct his campaign along the same lines that carried
Judge Dunne to victory in Chicago. Mr. Johnson's three-cent fare
schemes have all come to naught, but he insists that he will go into
the fall campaign with the municipal ownership of street railways
as the principal plank in his platform.

A RADICAL RAPID TRANSIT MEASURE

A radical rapid transit bill affecting New York City was intro-
duced in the Assembly on April 7. It requires the approval of the
Board of Estimate and Apportionment on the establishment,
abandonment or alteration of any rapid transit route in New York
City; establishes a five-cent fare for the first five years of opera-
tion, except between the hours of 5 and 9 a. m., and 4 and 8 p. m.,
on week days, when it shall be two rides for five cents ; makes a
two and one-half cent fare after five years, and provides for trans-
fers to all rapid transit systems to be constructed in the future.
A statement given out with the bill says that the bill in effect forbids
the Rapid Transit Commissioners from making any contracts
which shall deprive them or their successors of the right of pub-
lic supervision and making rules from time to time to determine
the speed and frequency of trains. A sufficient space must be left
on either side of the railroad for safe egress in case of danger, and
the subways hereafter built must be rendered safe against fire,
flood, leakage and inundations ; the cars also must be safe and
fireproof, and equipped with extra central doors for the rapid
despatch of traffic.

■ ^

TALK OF SUBWAY FOR BALTIMORE

Agitation continues for the construction of a subway for street
cars in the business section of Baltimore. At the request of B. N.
Baker, president of the Baltimore Trust & Guarantee Company,
Engineer Phelps has prepared tentative plans and an estimate of
the cost 01 building such a system. He estimates the cost of con-
structing the proposed 4.05 miles of line at $3,120,000, and says
that the work could easily be completed in two years. In general,
construction will be of concrete and steel, involving a single track
at some places, and a double track at others. Where the tunnel is
built for a single track, it is proposed to have a double-deck sys-
tem, to avoid collisions at turnouts. The route proposed is along
these streets : Baltimore, from Greene to Centre IVfarket Space ;
Charles, from Centre to Pratt; Fayette, from Liberty to Calvert;
Lexington, from Liberty to St. Paul ; Saratoga, from Charles to
Park Avenue ; German, from Charles to Light ; Eutaw, from Lex-
ington to German; Hanover, from Baltimore to German; Sharp,
from Baltimore to German ; Calvert, from Baltimore to Lexing-
ton ; North, from. Baltimore to Fayette ; Gay, from Baltimore to
Saratoga. Station points are provided as follows : On Baltimore
Street' at Gay, North, Calvert, Charles, Hanover, Sharp, Liberty,
Howard, Eutaw and Paca Streets ; on Charles Street at Lombard,
German, Fayette, Lexington, Saratoga and Mulberry Street.

•

INTERURBAN BARRED FROM TOLEDO

The city of Toledo has carried out its threat of preventing inter-
urban cars from crossing the Cherry Street bridge over the Mau-
mee River, which is said to be unsafe for heavy cars. Cars of the
Lake Shore Electric Railway and the Toledo, Port Clinton &
Lakeside Railway were prevented from crossing March 28, and
since then they have not operated into the city. The Maumee
Valley Railway & Light Company was enabled to keep its service
open by operating all cars by way of the line on the west side of
the river, its lines forming a loop extending up either sides of the
river. The Toledo, Bowling Green & Southern Traction Company
is not interfered with, as it recently completed its own bridge
over the river near Maumee. This, however, is too far south to
be available for the other lines. The Lake Shore Electric Railway
decided to operate cars only to the city limits and transfers passen-
gers to city cars which are appropriately marked. The Lakeside
Company operates cars almost up to the bridge. The interurban
companies were asked to pay part of the expense of strengthen-
ing the bridge, but they declined, claiming that the city company
was responsible for their cars while on city tracks. The city com-
pany is not especially concerned, because its cars are comparatively
small, and their operation has not been interfered with. In view
of the refusal of the interurbans to pay part of the cost, the city
has voted to expend about $15,000 in strengthening the bridge,
which it is claimed will give it sufficient strength to carry cars of
twenty-five tons weight for five years, or until another bridge can
be built. This of course does not provide for the interurbans, as
it is claimed it would take an outlay of about $10,000 additional
to make the bridge strong enough for them. Thus far it is claimed
that the embargo has not seriously effected the business of the in-
terurbans, as their cars are promptly met by city cars appropri-
ately marked, and tickets are sold as heretofore. The transferring
of baggage and freight is the most serious inconvenience. To-
ledo business men are stirred up over the situation, as they claim
it will lose them trade if it continues. It is believed that some
sort of an arrangement will be made to overcome the difficulty.

April 15, 1905.]

STREET RAILWAY JOURNAL.

725

IMPORTANT CHANGE IN THE MARINE ENGINE & MACHINE
COMPANY

The recent announcement that the Marine Engine & Machine
Company had purchased all of the drawings, patterns, etc., of the
later types of the well-known Armington & Sims high, medium and
slow-speed engines, is followed by that that the company will ac-
tively enter the steam field with this machine, as stated in this
paper for March 18.

Gardiner C. Sims, under whose personal direction and super-
vision Armington & Sims engines were designed and have been
built, has acquired an interest in the Marine Engine & Machine
Company, and will become its general manager. The company is
now engaged in building these engines under his personal direc-
tion and supervision, which affords ample guarantee that the al-
ways high-class character of materials and workmanship hereto-
fore entering into the construction of Armington & Sims engines
is carefully considered and fully maintained. From time to time
the company will make such changes and improvements in the
engines as may be found necessary to keep pace with the varying
demands of the grade.

The company will manufacture Armington & Sims engines as
heretofore, in sizes ranging from 10 to 3000 hp, and in types hori-
zontal and vertical, side and center crank, single and in pairs, simple
and non-condensing, high, medium and slow speeds, with single and
Corliss valves, and adapted to direct-connected, belted or other
power transmitting requirements. With its modern and roomy ma-
chine shops and foundries, both amply equipped with all neces-
sary special tools and appliances for doing large and accurate work
rapidly, the company is in a position to make prompt deliveries of
any of the sizes and types of engines.

The undoubted merit and popularity of Armington & Sims en-
gines seems /ully attested by the fact that upwards of 6600 of
them have been built and sold in all parts of the world.

♦♦♦

BROOKLYN RAPID TRANSIT COMPANY TO BID FOR
SUBWAYS

The Brooklyn Rapid Transit Company will bid for the construc-
tion of new subway lines in New York. It was first intimated that
this was the company's purpose by the request that it made of the
Rapid Transit Commissioners a few days ago for all maps pre-
pared by the engineer of the commission affecting in any way the
Brooklyn route. Following up this move the company, at the
meeting of the commission on Thursday, Aug. 6, submitted new
and elaborate plans, not only for routes in Brooklyn, but for lines
in Manhattan Borough calculated to serve most efficiently the im-
mense traffic to that borough from Brooklyn.

The plans of the company for lines in Brooklyn differ somewhat
from those suggested to the commission by the committee on plans
and contracts of that body. In behalf of the proposals of the
company. President Winter appeared before the committee
and submitted a map showing all the proposed lines and the
changes in the original plans. Mr. Winter thinks the lines so far
laid down for Brooklyn travel in Manhattan are not adequate, and
that under the river tunnels should extend as far north as Four-
teenth Street. Mr. Winter plans for his company a Lafayette
Avenue tunnel as a substitute for the line under Gates Avenue, in
Brooklyn. This line is proposed because it reaches the objective
point by a straighter route ; avoids two sharp curves, and better
divides the business with the company's Lexington Avenue line.
Ridgewood and Brownsville have received especial attention. Both
are growing rapidly, more especially Brownsville, which has ex-
perienced an unprecedented growth since the operation of cars from
there over the Williamsburg Bridge. An important line proposed
is that from Blackwell's Island Bridge through Jackson, Manhattan
and Driggs Avenues and Roebling Street, and its continuation be-
yond Gates and Bedford Avenues to a possible junction with the
proposed line on Eastern Parkway and the Brighton Beach line of
the company, making a cross town line connecting Flatbush dis-
trict, Greenpoint and Long Island City, and forms an important
and direct route via Blackwell's Island Bridge from the heart of
Brooklyn to the upper part of Manhattan Island.

In regard to lines in New York (Manhattan Borough) the com-
pany is of the opinion that those thus far proposed for Brooklyn
travel in Manhattan (viz., on Centre and William Streets, from
Delancey to Old Slip) are not adequate, nor would they carry
people of Brooklyn far enougli across nor far enough north in
Manhattan to bring them within easy walking distance of their
offices, stores, or shops. It is estimated that 20 or 25 per cent of
the people working south of Fourteenth Street, in Manhattan, live
in the borough of Brooklyn, and it would seem that any subway
plan made with reference to this business should afford a contin-

uous ride as far north in Manhattan as that street. To accomplish
this it is essential, so Mr. Winter says, that the lines of the oper-
ating company should extend north of Delancey Street, and west
of Broadway, and suggests University Place, Wooster, Canal,
Centre and William Streets on the east, and Eighth Avenue,
Hudson Street, Duane and West Streets on the west; with con-
necting loops at Fourteenth Street on the north and Cortlandt
Street and Maiden Lane on the south. With this plan, supplement-
ing or in substitution of others before the commission, continuous
transit would be established between a large part, and in connec-
tion with the lines of the Brooklyn Rapid Transit Company, every
part of Brooklyn and the entire district of Manhattan south of
Fourteenth Street.

After a long session of the committee on plans and contracts of
the Rapid Transit Commission on Monday, April 10, it was an-
nounced that the Brooklyn Rapid Transit Company will have an
opportunity to bid on future subways for Brooklyn and their Man-
hattan connections. Controller Grout is quoted as authority for
the statement that bids will probably be received ne.xt fall, though
as yet no definite announcement can be made.

THE SALES OF ELECTRICAL APPARATUS

A rumor was current on Wall Street this week that a working
agreement which is said to have existed between the General Elec-
tric and Westinghouse Companies in regard to patents had been
discontinued. Inquiry at the office of both companies, however, re-
sulted in the positive denial that there was any change in the re-
lations of the companies.

NEW PUBLICATIONS

R. Oldenbourg, of Miinchen, Germany, publisher of the trans-
portation periodical formerly called "Elektrische Bahnen," an-
nounces that since Jan. 1905, the title has been changed to "Elek-
trische Bahnen und Betriebe," devoted to all transportation in-
terests including electric railways, electric telpherage, electric canal
boat hauling, etc. The issues per year have been increased from
24, having 16 pages per issue, to 36, having 20 pages per issue, but
the subscription price, i6m ($4.00), remains unchanged.
Experimental Researches on the Flow of Steam Through Nozzles
and Orifices, by A. Rateau. Translated from the French by
H. Boyd Brydon. D. Van Nostrand Company; 76 pages.
Price, $1.50.

As pointed out by the translator, this is a report of the experi-
ments undertaken by Prof. Rateau for determining the fundamental
problem evolved in the designing of steam turbines, namely, the
proportioning of the nozzles or passages which shall permit the
steam to transform its pressure into vis viva. The book is one of
the steam turbine designer rather than the user. To the subject
matter is added a note on the flow of hot water.
The Testing of Continuous Current Machines, by Charles Kinz-

brunner, A. M. I. E. E. John Wiley & Sons ; 326 pages. Price,

$2.00.

This work is intended for students at technical colleges and
schools. Its purpose is to prepare the student for his laboratory
work, to explain the purpose of the various experiments, and to
give him exact instructions for carrying them out. The work is
further intended both for electrical and mechanical engineers who
are engaged in test-room work, or in installing, starting and super-
vising electrical machinery. The book is profusely illustrated, and
should prove of practical value to students and engineers as a
practical reference work on tests of continuous-current apparatus.
Gas Engine Design, by Charles Edward Lucke, Ph. D. D. Van
Nostrand Company; 254 pages. Price, $3.00.

The purpose of this book is to present in compact form those
principles which underly the design of gas engines, together with
such data as seem reliable for the use of those engaged in build-
ing this kind of machinery, and who are familiar with its charac-
teristics. The qualitative or inventive side of design is purposely
omitted, and the book is concerned entirely with the quantitative
side of design, and treats solely of the forces in, and the energy-
transforming power of, the standard mechanism of the exploding
gas engine. The work is divided into three parts. The first, treat-
ing of power, efficiency and economy, gives the material necessary
for deciding on the necessary piston displacement for any specified
output for any kind of gas, and enables the designer to approxi-
mately predict economy. The second part contains the data and
method for determining the stresses in the parts, and the number
and arrangement of cylinders necessary for balance or turning-
effort to meet the specifications. The last part is entirely con-
cerned with the dimensions of the parts to resist the stresses, both
by theoretic analysis and by empirical formulas, showing between
what limits every principal dimension should lie.

726

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 15.

STREET RAILWAY PATENTS

[This department is conducted by Rosenbaum & Stockbridge,
patent attorneys, 140 Nassau Street, New York.]

UNITED STATES PATENTS ISSUED APRIL 4, 1905
786,373. Brake Shoe ; James F. Morrison, Chicago, 111. App.
filed Jan. 9, 1905. Comprises a cast malleable-iron shell having
rounded and thickened corners, and a filling of frictional material.

786.378. Mechanical Power Brake ; Louis Pfingst, Boston, Mass.
App. filed Jan. 23, 1904. A brake spindle capable of being oper-
ated by power through actuating clutch mechanism, and bv hand-
power and spindle mechanism independent of any power
mechanism.

786.379. Power Brake ; Louis Pfingst, Boston, Mass. App. filed
July 13, 1904. A rotating hand-power brake spindle or shaft-motor
geared, and capable of being rotated by a revoluble electric motor
transmitting power through clutch and gear mechanism to apply
the car brakes, and hand-power and spindle mechanism independent
of the motor mechanism, the motor-shaft and spindle having inde-
pendent alinement centers.

786,393. Street Car Safety Guard ; Charles A. Willard, St. Louis,
Mo. App. filed June 20, 1904. Consists of a movable guard adapt-
ed to project from the rear of the car, a signal including a movable
target or shield disposed at the front of the car for notifying ap-
proaching cars of the position of the guard, and means for simul-
taneously supplying a fluid under pressure for actuating the guard
and target.

786,465. Brake Shoe ; William M. Simpson, Chicago, 111. App.
filed April 4, 1904. A brake shoe comprising a body, and a back
therefor provided with a transx ersely curved front face and having
a longitudinal rib on its back.

786,472. Insulator for the Conductors of Electric Railways ;
Frank D. Ward and Harry C. Furniss, Hanwell, England. App.
filed July II, 1904. The insulator is so constructed as to permit a
slight vertical movement of the conductor, while restraining
lateral movement.

786,489. Automatic Trolley Pole Controller; Martin O. Dolson,
Los Angeles, Cal. App. filed July 28, 1904. Pneumatic means for
controlling the trolley pole, and means when it reaches the limit
of its excursion in either direction whereby it automatically lifts
a slide-valve for controlling such automatic means.

786,564. Device for Operating the Switches of Street Railways ;
Elbridge G. Howe, Millbury, Mass. App. filed May, 24, 1902. De-
tails of a device adapted to be carried upon the platform of a street
railway car for the purpose of opening or closing the switch of the
street railways.

786,628. Electric Indicator for Railways; Pierre I. Chandeys-
son. North Judson, Ind. App. filed Feb. 13, 1904. By this system
the location and progress of trains is indicated by suitable indica-
tors in the various stations. Also indicates any break in the track
or obstruction thereon.

786,688. Automatic Street Railway Switch ; William S. Snyder
and William H. Barker, Pittburg, Pa. App. filed April 25, 1904.
Consists of a pair of magnets connected to the switch bar by suit-
able levers and operated by electric contact between the trolley pole
of the moving car and a swinging contact-arm in circuit with the
said magnets.

PERSONAL MENTION

MR. GEORGE B. LANGLEY, president of the Millville Trac-
tion Company, of Millville, N. J., has resigned, as has his son, Mr.
E. Lee Langley, the general manager cf the road.

MR. THOMAS LOWRY, president of the Twin City Rapid
Transit Company, of Minneapolis, Minn., has returned to the
United States from a three months' tour of Southern Europe.

MR. BION J. ARNOLD has just been appointed consulting
engineer of the Grand Trunk Railroad Company to report on the
equipment with electricity of the steam railroad tunnel of that
company between Windsor and Detroit.

MR. GEORGE BARSTOW SHEPLEY, president of the Shep-
iey & Field Contracting Company, of Worcester, Mass., and for-
merly superintendent of construction for the Worcester Consoli-
dated Street Railway Company, is dead.

GEN. W. A. BANCROFT, president of the Boston Elevated
Railway Company, was the speaker of the evening at a smoker
held by the Elysian Club, of Boston, on April 6. His subject was
street railway practice in Europe and America.

MR. JOHN OLMSTED, president of the Springfield Street
Railway Company, of Springfield, Mass., interested in many im-
portant industries in that and neighboring cities, died April 6,

after a long illness, following an attack of grip. Mr. Olmsted was
born in Enfield, Conn., June i, 1820, and entered business at the
age of twenty. He is survived by a daughter, Mrs. J. Beebe.

MR. JAMES DALRYMPLE, manager of the Glasgow munici-
pal tramways, has accepted an invitation from Mayor Dunne, of
Chicago, to visit Chicago and give the city authorities the benefit
of his advice on municipal street railways.

MR. MAURICE COSTER, who for a long time was head of the
sales department of the French Westinghouse Company in Paris,
has been appointed manager of the export office of the Westing-
house Electric & Manufacturing Company, with headquarters in
New York. Mr. Coster succeeds in this office Mr. F. B. H. Paine,
who recently entered the employ of the Ontario Power Company.

MR. C. F, POWELL, formerly manager of the Cleveland office
of the Westinghouse Company, and for the last two years assistant
manager of the British Westinghouse Company at London, has
been appointed general agent of the Westinghouse Company at
New York. Mr. Powell succeeds Mr. Calvert Townley, who re-
cently accepted an executive position with the New York & New
Haven Railroad Company at New Haven.

MR. E. A. RICHARDS, who resigned on April 9 as assistant
superintendent of the Boston & Worcester Street Railway Com-
pany, has accepted the position of superintendent of the Providence
& Taunton line of the Massachusetts Electric Companies. Mr. Rich-
ards will thus become associated with Mr. Arthur C. Ralph, for-
merly general superintendent of the Boston & Worcester Street
Railway, in the management of the three lines of the Massachu-
setts Company, constituting one division of that company.

MR. A. C. EMERICK, recently appointed auditor of the Inter-
national Railway Company, of Bufifalo, was born in Syracuse,
N. Y., in 1869, and was educated in the grammar and high schools

of that city. In 1892 he went to

Buffalo. Four years later he en-
tered the employ of the Bufifalo
Traction Company, then in its in-
fancy, and was put in charge of
the consent corps. In October,
1897, when the operation of cars
began, Mr. Emerick was made
auditor. He held that position
until the absorption of the com-
pany by the International Trac-
tion, and was retained by the latter
as chief clerk in the auditing de-
partment. In 1901 he was ap-
pointed assistant auditor of the
International Railway Company,
which position he held until the
change of management March i,

.'\. C. E.MERICK this year. Then he became acting

auditor and had full charge of the
department until his appointment was made permanent April 1.

MR. D. F. CARVER, formerly chief engineer of the railway
department of the Public Service Corporation of New Jersey, has
been appointed superintendent of the Rochester Railway Company,
of Rochester, N. Y. Mr. Carver began his railroad career with
the Pennsylvania Railroad Company, being in the employ of the
construction department. He rose -rapidly to the position of
assistant engineer under the third vice-president, and in 1894
resigned from the company to become connected with the engineer-
ing department of the Brooklyn Rapid Transit Company. In 1900
he resigned from the Brooklyn Company to become chief engineer
of the Cleveland Electric Railway, and in June, 1903, he ac-
cepted the position with the Public Service Corporation. Here he
was in charge of cars, car houses, track, roadway, buildings and
low-tension distribution.

MR. C. N. WILCOXSON, for the past four years general super-
intendent of the Western Ohio Railway, of Lima, Ohio, has been
appointed general superintendent of the Cleveland & Southwestern
Traction Company, of Cleveland, to succeed Mr. H. A. NichoU,
who recently resigned to become general manager of the Indiana
Union Traction Company, of Anderson, Ind. Mr. Wilcoxson is
an old steam road man, but has been identified with the electric
railway business for a number of years. Before going with the
Western Ohio he was general manager of the Decatur Traction &
Electric Company, of Decatur, III, and previous to that he was
with the Citizens' Street Railway, of Muncie, Ind. He has been
responsible for many of the innovations which made the Western
Ohio one of the best operated high-speed traction properties in the
Central West. In his new position he will be in charge of about
140 miles of road.

Street Railway Journal

Vol. XXV. NEW YORK, SATURDAY, APRIL 22, 1905. No. 16.

Published Every Saturday by the

McGraw Publishing Company

Main Office: If " 'I
NEW YORK, Engineering Building, 114 Libertyi' Street.

Branch Offices: |

Chicago: Monadnock Block. I ■ li".:

Philadelphia: 929 Chestnut Street. \\ O *
Cleveland: Cuyahoga Building.

London: Hastings House, Norfolk Street, Strand.

Cable Address, "Stryjourn, New York"; "Stryjourn, London" — Lieber's Code

used. ^
Copyright, 1905, McGraw Publishing Co. -

TERMS OF SUBSCRIPTION

In the United States, Hawaii, Puerto Rico, Philippines, Cuba, Canada,
Mexico and the Canal Zone.

Street Railway Journal (52 issues) $3.00 per annum

Combination Rate, with Electric Railway Directory and

Buyer's Manual (3 issues — February, August and November) $4.00 per annum
Both of the above, in connection with American Street Railway

Investments (The "Red Book"— Published annually in May;

regular price, $5.00 per copy) $6.50 per annum

Single copies. Street Railway Journal, first issue of each month, 20 cents;
other issues, 10 cents.

To All Countries Other Than Those Mentioned Above:

Street Railway Journal (52 issues), postage prepaid $6.00

25 shillings. 25 marks. 31 francs.
Single copies, first issue of each month, 40 cents; other issues, 15 cents.
R-mittances for foreign subscriptions may be made through our European
oflfics.

NOTICE TO SUBSCRIBERS

REMITTANCES.— Remittances should be made by check, New York draft
or money order in favor of Street Railway Journal.

CHANGE OF ADDRESS.— The old address should be given as well as
the new, and notice should be received a week in advance of the desired
change.

NOTICE TO ADVERTISERS
Changes of advertising copy should reach this office by 10 a. m. Monday
preceding the date of publication, except the first issue of the month, for
which changes of copy should be received two weeks prior to publication
date. New advertisements for any issue will be accepted up to noon of
Tuesday for the paper dated the following Saturday.

Of this issue of the Street Railway Journal 8ooo copies are
printed. Total circulation for 1905, to date, 131. SSO copies — an
average of 8222 copies per week.

Periodical Meetings of the Heads of Departments

In the last issue of this paper we published some particulars
of the daily meetings of an "investigating committee" com-
posed of the heads of the different departments connected with
the South Jersey Division of the Public Service Corporation,
and in this issue we describe the semi-monthly meetings of the
heads of departments, which were instituted on the same road
some time ago. The meetings first described are directly for
improving the service, while those mentioned in this issue have
indirectly the same object in view, as their purpose is the study
of street railway conditions and the methods of other com-
panies, especially their applicability to the Camden system. It
is by no means an uncommon thing for the management of a
street railway company to hold periodical meetings of the heads
of the departments. We believe, however, that one feature
adopted at Camden is unique, and that is that special attention

is given to articles and other information on street railway
practice which have recently appeared in the technical press.
The publishers of technical papers which appeal to a particular
line of industry, like ourselves, realize perhaps more than any-
one else that no paper of this kind can publish all of the in-
formation and news which the operating force of a progressive
company requires. We believe it to be equally true, however,
that the information contained weekly in our columns could
be of greater benefit than it now is to many railway companies.
No manager or corps of street railway operating men can af-
ford the time personally to look into the multifarious new
methods and apparatus which are used on other roads operating
in widely different sections of the country and even of the
world. Nevertheless, it is self-evident that with so many men
working upon largely the same problems, as in this country,
very valuable suggestions to be adopted directly or in part can
be obtained by a study of the practice followed elsewhere.

The method followed in the Camden association, several of
whose sessions are reported in this issue, is to discuss twice a
month the articles and announcements which have appeared
in the intervening two or three issues of the Street Railway
Journal, or any recent article which has attracted the atten-
tion of some member elsewhere, and to consider the bearing, if
any, which the practice described has upon the service of the
company with which the members are connected. To assist in
bringing out these points, the committees have been appointed
covering the principal branches in railway work. An especially
noteworthy feature is a committee on advertising, whose duty
it is to carefully scan the announcements of manufacturers,
and to report, at the next meeting, such features of new appa-
ratus as they think may prove of value to the company.

The subject is such an interesting one that we shall be glad
to learn whether the practice is followed on any other road.
We expect to publish other articles, in early issues of this paper,
of the meetings of the heads of departments elsewhere, and also
to offer certain suggestions as to fruitful methods of reading
and utilizing a technical paper.

Side Entrance Interurban Cars

In another colunm we publish an extended communication
advocating the adoption of a side entrance or, as it is some-
times called, a center entrance type of construction for inter-
urban cars. The author of this communication, although not
wishing his real name to appear, is' a gentleman whose position
in connection with the operation of a large city and interurban
railway system is sufficient to command respectful attention to
the arguments set forth in favor of the side entrance car. And
even were this not the case, electric railway men generally will
be forced to assent to the soundness of many of the arguments
presented. Summing up briefly, his line of argument is this:
Interurban roads must in some way provide for an increase
in the number of cars at certain times to take care of extra
heavy travel. Increasing the number of trains so as to divide
by two the regular schedule interval of sixty or thirty minutes

728

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

between cars is likely to cause too much delay at meeting points
and too much of a chance for demoralizing the schedule. The
running of two or more cars as different sections of the same
train invites rear-end collisions and causes delay at meeting
points at times of heaviest travel when delay is least permissi-
ble. Adding trailers to each motor car puts additional load on
the motors at the very time when, on account of the increase
of travel, it would be most difficult for the motor cars to main-
tain schedule even were they not loaded down with trailers.
The conclusion is therefore reached that the only satisfactory
way is to operate motor cars and trains by the multiple-unit
system. However, if two ordinary interurban cars are coupled
together when operating over city streets, the great overhang
of the platforms necessitates an unsatisfactory draft rigging
because of the short radius curves. Our correspondent there-
fore believes that a side entrance car should be adopted, first
to avoid this overhang, and also to secure several other advan-
tages going with center entrance cars. The argument appears
to have very strong points, and it would be interesting to hear
from other city and interurban railway operating men on the
subject.

Improvements in Elevated Cars

Elevated and underground cars represent the most refined
practice in the electric railway art, with the possible exception
of some of the higher speed interurban roads which have been
built lately. Although in many respects the conditions to be
met on elevated motor cars are not as severe as those encoun-
tered on surface lines, the weights of the trains, the compara-
tively high speeds attained between stations and the large num-
hav of passengers carried, call for the best skill of the electric
railway engineer in providing motors and rolling stock. For
this reason considerable space has been given in the columns
of this journal in the past few years to the rolling stock of the
various elevated roads of the country as well as to that of the
New York Subway. The car wiring of the new all-steel sub-
way cars was elaborately described in our issue of March 4 by
L. B. Stillwell, and in the present issue we are able to present
an article describing a number of important improvements in
the rolling stock of the first elevated electric railway of this
country, namely, the Metropolitan, of Chicago.

A great deal of attention has been given recently to the wir-
ing of elevated and subway cars. In the case of the latter the
question of safety to passengers demands the most fireproof car
construction possible and car wiring least liable to start a fire.
On elevated roads the danger to passengers from fire is noth-
ing like as great as in a subway, but the managements of the
majority of the elevated roads in this country have come to
consider that good car wiring is about the best insurance that
can be carried against fire as well as against accident claims
from badly scared passengers. Both the New York Subway
and the Metropolitan Elevated cars represent the latest devel-
opment in car wiring. In the case of the Metropolitan Ele-
vated there was not only the problem of installing new equip-
ments where continuous steel floors made fireproof wiring easy,
but there were numerous old equipments to be overhauled and
brought up to as nearly as possible the standard of the new.
Extensive use was made of sheet steel under the car floors
wherever electric wires existed. In this respect the practice
of the Metropolitan Elevated differs from that of other com-
panies where such overhauling of car wiring has recently been
done and Avhere fireproof materials on the order of asbestos
have been used.

Another notable thing about the Metropolitan Elevated
equipment is the use of an automatic system, of air brakes which
behave in response to the motorman's brake handle almost ex-
actly like a straight air-brake system, thus securing at once the
safety of the automatic air brake and the simplicity in handling
of the straight air brake.

Tickets vs. Cash Fares on Interurban Lines

A paper read by F. D. Norviel at the April meeting of the
Indiana Electric Railway Association, printed in abstract else-
where in this issue, advocates strongly the adoption by inter-
urban roads of the system of having all passengers, as far as
possible, purchase tickets of regular ticket agents rather than
pay cash fares to the conductor. In other words, he favors
practically the steam .road system of handling passenger busi-
ness. Mr. Norviel, being himself an ex-steam road man and
being connected with a large interurban system which is to a
large extent officered by ex-steam road men, is in a position
to realize the advantages of steam road ticket systems better
than some others. There are many interurban managers who
will disagree with him on several of the points at issue. We
know of some who take position that steam railroad methods
are too cumbersome and involve too much red tape to be
adopted by the electric interurban road. It has been one of the
strong points of the electric road, so far, that it has been able
to get along without a lot of red tape, which seems to be neces-
sary in steam railroad operation, and it is desirable to keep
away from it as long as possible. Nevertheless, Mr. Norviel
is right in pointing out the fact that the larger an interurban
system grows the greater the necessity for selling tickets rather
than taking cash fares on the cars.

All interurban roads seem to be drifting toward more com-
plicated ticket systems, whether they will or no, and it is fre-
quently hard for the interurban manager to tell where to draw
the line. On short interurban roads there is hardly a question
but that a ticket system involving a lot of agents and a great
stock of diiferent kinds of tickets is more of a nuisance than a
benefit. When it comes to a system of 50 miles to 150 miles,
with various ramifications and connections with other roads
over which it is desirable to sell interline coupon tickets, it
seems out of the question to throw the greater part of the work
of selling transportation on the conductors, unless provision is
made for the collection of fares by divisions, and that is a
nuisance from the passenger's standjjoint.

We are inclined to think that most interurban roads will
have to take a middle ground on the ticket question for the
present, bearing in mind always that the system should be kept
as simple as possible. To attempt to keep away from the ticket
system altogether on a large interurban road is likely to put
such burdens on the conductor that the simplicity sought for is
not obtained. On the other hand, the reduction of everything
to a ticket l)asis is likely to involve a more elaborate ticket sys-
tem than is necessary in many cases. Say what we will about
interurban railroading having got beyond the street car stage
of development, there are many elements of the street car busi-
ness in it yet, and these very elements are important factors in
its success.

The principal objection urged against Mr. Norviel's paper
at the Indiana convention was the hardship it would work on
the passengers from country way platforms, who would be
obliged to pay excess fare if they paid in cash, and would be
obliged to go to some agent to have their cash-fare receipts re-
deemed by the company. The twenty-ride commutation ticket

April 22, 1905.]

STREET RAILWAY JOURNAL.

for rural passengers, suggested by Mr. Norviel as the way out
of this difficulty, hardly overcomes the objection if the road
gets any large percentage of its travel from points where there
is no ticket agent. The necessity of buying a commutation
ticket or of paying excess fare for cash-fare receipts which
must be taken to a ticket office for a rebate is likely to be a
deterrent from travel. There is the other side to it, however,
that the possession of a commutation ticket induces travel, as a
passenger will frequently ride on a commutation ticket in
which he has already invested his money, where he would not
take a ride if he had to pay cash fare outright.

To sum up brie'fly, the steam road ticket system relieves the
conductors of much work and of many opportunities for mis-
takes or dishonesty. It introduces the complication and ex-
pense of maintaining a lot of ticket agents either on salary or
commission and considerable money invested in tickets and
forms, and also probably adds somewhat to the work of
auditing. From the standpoint of the through passenger, it is
a convenience, as it does away with the collection of fares by
divisions, which would otherwise almost be a necessity on a
large interurban system. From the standpoint of the short-
distance passenger, it is mainly a nuisance.

As to Manicipal Ownership

We do not desire to pose as prophets of evil, but it seems to
us that the city of Chicago is up against the real thing. We have
many times expressed ourselves feelingly as to the essential
foolishness of municipal ownership under the conditions exist-
ing in American cities, but this particular case calls for more
than usual fervor. We considered the general situation at
some length last week, and our readers are therefore acquainted
with the shuffling and indeterminate policy which has been
displayed by the city in its attempt to get hold of the properties.
Anyone who has ever followed the course of litigation in any
municipal ownership case has a vivid idea of the probabilities
in the Chicago rumpus. If the courts had any definite policy
in dealing with the valuation of such properties when municipal
ownership is under consideration, the outlook would be less
dubious, but nearly every case of the sort has ended in a be-
fogging compromise, leaving the fundamental issues obscured.
But the phase of the matter which we are here considering is
not its legal, but its physical and moral aspect. The grain of
municipal ownership has been threshed over and over, and the
raw material is still unchanged and unpalatable. We have
heard the old arguments laid on fruitlessly again and again.
It is perfectly true that certain municipal enterprises, particu-
larly municipal waterworks, generally succeed well, both physi-
cally and financially. It is equally true that here and there
other municipal enterprises have succeeded, Init many more
have failed dismally in economy. Municipal electric liglit plants
in particular have an unsavory record of indifferent service
and of disingenuous bookkeeping. There must be some general
cause operating against success, else the results would have
been better. What is it?

There are two things to be considered here, economy and
operative efficiency. The citizens who pay taxes have a right
to expect both in municipal service, however seldom they may
get either. In certain cases, notably street cleaning, some city
managements have been successful in one or the other, but
never, to our knowledge, in both. Looking over the field
broadly, it seems to us that the following principles explain
many of the facts. In works demanding a relatively small
working force a municipality can get efficiency, although not

always economy. Where the personal element is large, effi-
ciency can only be obtained at great cost, and sometimes not at
all. In the waterworks, for instance, the number of employees
is rather moderate, the permanent works constitute the chief
source of expense, and while many cities find the service costly,
it can be made effective. In the fire service, too, the force in
the nature of things has to be carefully picked, and the very
men themselves will not risk their lives by relying on incom-
petents. So on the whole, the department, while costly, is good.
But the street department, where employees are very numerous
and of low grade, is the natural home of graft, so that only by
desperate efforts at reform can it be made even half decent.
One might generalize a bit more and say that wherever there
is in city employ a large mass of usable voters, just there the
city sees the finish of both economy and efficiency. Strenuous
efforts may keep part of the force straight all tlie time, and
nearly all of it straight at rare and brief intervals, but that is
about the limit of human endeavor. In enterprises like munici-
pal lighting, success, when attained at all, has been in rather
small places, where the entire working force was small enough
to be easily watched. The moment one considers a large plant,
things go wrong and it takes a quick eye to follow the saltatory
double shuffles of items of expense through, under and over the
city accounts.

Now, when a city, even with the best of intentions, under-
takes to go into the street railway business, it meets disaster
from the cause just named. The operating force of a big street
railway system is of necessity large and composed entirely of
adult males with votes. Their activities are distributed over
a wide area, and Argus himself would have to be in about fifty
places at once to keep track of them. The annual expenditures
for material rise to enormous sums, and every item has an outer
coating of potential commissions which even acute private man7
agement cannot always strip off. We are well aware that
Chicago has recently been seized with an acute attack of mu-
nicipal meningitis, but making a jjrognosis in the light of history
there and elsewhere, we should hesitate to predict its becoming
chronic. Given a municipal street railway system with its
prodigious disbursements, thousands of employees and the so-
cialistic bee buzzing busily, one would take no long chances in
predicting an era better imagined than described. If we wished
good service under such a delightful regime we should nio\e
into a doubtful ward. Of course, the long-haired doctrinaire
points with complacency to the alleged results obtained in some
foreign cities, but as we have just pointed out, the difficulty of
working increases with the dimensions of the task, and even
granting, which we do not, that even the best of the foreign
municipal tramways is as cheaply and efficiently managed as it
would be under judicious private management, we do not see
the slightest hope of transferring that beatific condition of
things to the Windy City, or to any city approximating it in
size. The contracted area and meager requirements for rapid
transit in most foreign cities furnish no basis of comparison
with a city of skyscrapers flattening out into three counties of
suburbs. Chicago is fearless, but this time Chicago has under-
taken a job that rivals the labors of Hercules. In fact, we think
the only chance of success would be to re-embody that muscular
worthy and elect him general manager, with a brand new club
and power to act. With Solomon as second vice-president and
Aristides as general auditor there would be a fighting chance
of developing a system that wdiild not cause an exodus of
everyone with anything worth stealing. No lesser aggregation
of talent will make the thing go.

730

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

IMPROVEMENTS ON THE MOTOR CARS OF THE METRO-
POLITAN WEST SIDE ELEVATED RAILWAY
COMPANY, CHICAGO

During the past year the Metropohtan West Side Elevated
Railway Company, of Chicago, has made important improve-
ments and additions to its rolling stock. A number of new
motor cars have been purchased. The Westinghouse multiple-
unit system of control has been used on these new cars, and in
addition to this the same system of control has been put on all
the other motor cars of the company. Along with this change,
the new Westinghouse automatic air-brake system with grad-
uated release has been put on all cars in place of the straight
air-brake system formerly used. As all motor cars had to be
rewired for the train-control system, a great deal of attention
was given to making as perfect a job of wiring as possible.
The bottoms of all motor cars were made fireproof wherever
exposed to electric wires. New and heavier draw-bars have
been put in and the floors of all cars raised 3 ins. to give more
clearance between cars and trucks. The company has also had
built an all-steel car, which was described in the Street Rail-

Pump Motor Circuit
from 3rd Rail

Molorman's \'alve

Molortnan's Valve

Street'Ry Journal

FIG. 1,— DIAGRAM OF APPARATUS UNDER ONE MOTOR CAR FOR AUTOMATIC
BRAKE WITH GRADUATED RELEASE

WAY Journal of Nov. 26, 1904. This car has been built as a
sample, with the idea of making all future cars of the company
of a similar construction.

There are seventy of the new motor cars with steel under-
frames and bottoms. Each is equipped with two motors on one
truck, part of the motors being Westinghouse No. 109 and part
GE 55. The company formerly had a number of motor cars
equipped with four motors. In changing to the multiple-unit
system, one pair of motors from these four-motor cars has been
removed and placed on other cars, so that all motor cars now
have but two motors each. The rolling stock of the company
now comprises 166 motor cars, 186 trail coaches and 76 control
coaches, which are not equipped with motors, but have a col-
lapsible motorman's cab controller and air-brake apparatus, so
that they can be used at the head of a train. Of course, all cars
have been equipped with train control wires so that trains can
be made up in any order, provided only that there is a car with
the controller at the head of the train.

THE NEW AUTOMATIC AIR-BRAKE SYSTEM

Of the many interesting features in connection with this new
work, one of the most interesting is the installation of the new
Westinghouse automatic air-brake system with graduated re-
lease, this being the first use of this new system on a large com-
mercial scale. The objection to the automatic air-brake system
heretofore urged against its use on elevated trains has been the
difficulty of controlling the brake-shoe pressure as accurately

and quickly under all conditions as can be done with the straight
air brake. This has led to the use of the straight air brake for
elevated trains in some cases where an automatic air brake, on
account of its greater safety, would be more desirable were it
not for the greater ease with which the straight air brake can
be controlled. The greatest objection to the Westinghouse
automatic air brake as used on steam roads has been that, after
the brakes were once applied, there was no way of reducing
the brake-shoe pressure except by entirely releasing the brakes.
If a motorman found he was running into a station with the
brakes applied too hard so that he would stop short of the plat-
form, he could not ease up on the brakes a little, as he could
with the straight air brake, but had to release them fully and
apply them again as hard as was necessary to stop the train.
In doing this, he had to exercise considerable care, otherwise
it meant a rough, jerking, uncomfortable stop from the passen-
gers' standpoint, besides unnecessary wear and tear on the
rolling stock and unnecessary consumption of air. If he did
not apply the brakes very hard at first, he had to increase the
brake-shoe pressure toward the end of the stop. But this is not
a desirable method of making a stop, as brakes should be ap-
plied with the most pressure when the train is at the highest
speed and the coefficient of friction be-
tween brake-shoes and wheels is the least.
The brake-shoe pressure, to make the ideal
stop, should be diminished as the speed
falls ofif.

The new Westinghouse air-brake system
with graduated release, as applied to the
elevated cars of the Metropolitan West
Side road, will consequently be of consid-
erable interest to those acquainted with
these difficulties in the past. The operation
of the system is such that the manipulation
of the motorman's valve is almost identi-
cally the same as if it were a straight air-
brake system ; the motorman can apply the
brakes with any pressure from zero to
maximum, can partially release this pres-
sure, and can then either apply with
greater pressure or release the brakes.
Brake-shoe pressure can be increased and
decreased without entirely releasing the
brakes, and this can be continued an indefinite number of
times, just as on a straight air-brake system. The system has
all the advantages of the ordinary Westinghouse automatic
air-brake system, in that the application of brakes is secured
by a reduction of the air pressure in the train line pipe, so that,
in case of leaks in the train line or the pulling apart of trains,
the brakes will be automatically applied instead of leaving the
train helpless and without brake power.

Fig. I shows diagrammatically the air-brake apparatus and
piping on one motor car. There is a compressor driven by an
electric motor pumping air directly into the main reservoir,
which is 8 ft. 8 ins. long x 20 ins. in diameter. In this main
reservoir a pressure of 75 lbs. to 90 lbs. per square inch is auto-
matically maintained by a compressor governor connected
with the main reservoir and the motor circuit. This gov-
ernor is adjusted to start the compressor motor when-
ever the main reservoir pressure falls as low as 75 lbs.,
and to stop it whenever the pressure rises as high as
90 lbs. The main reservoir feeds into a %-in. reservoir
line running the length of the train. Between the main reser-
voir and this reservoir line is a kind of reducing valve, called a
feed valve, which acts to maintain 70 lbs. pressure in the reser-
voir line. This feed valve is so constructed as to act very
quickly when once opened, so that if the pressure in the reser-
voir line falls below 70 lbs., the feed valve opens wide foi* an
instant to restore the reservoir line pressure. In this way each

April 22, 1905.]

STREET RAILWAY JOURNAL.

731

is

J

compressor motor is made independent of the compressors on
the other cars, as its action is dependent simply on the com-
pressor governor controlled by its own main reservoir. The
feed valves between each main reservoir and the reservoir line
are relied upon to maintain a constant pressure in the reservoir
line. There is no electrical connection between the compressor
governors on the various cars.

Thus far we have considered only the supply of air to the
reservoir line. We will now take up the working of the brake
system proper. The reservoir line has pipes leading to the
motorman's valves at each end of the car. In addition to the
reservoir line, which is maintained at 70 lbs. pressure, there is
the usual train line of i-in. pipe running the entire length of the
train. When the motorman's valve is in release position, the
reservoir line is connected through the motorman's valve to the
train line, thus maintaining the train line also at 70 lbs. pres-
sure. Under each car is the usual brake cylinder and auxiliary
air reservoir. IMounted on the brake cylinder is an automatic
triple valve, which in many respects is similar to the ordinary
triple valve used on Westinghouse automatic air brakes, but
which has certain features which make it possible to secure a
graduated release of the brakes. As most of the readers of
this article are probably familiar in a general way with the
action of the ordinary Westinghouse triple valve, it will not
be necessary to go into full details as to the action of this valve,
but a general idea of the results it accomplishes will first be
given, in order that the graduated release explained later may
be better understood. In the Metropolitan Elevated equipment
there is a graduated release connection from the triple valve to
the reservoir line on all cars, but we will suppose at first that
this graduated release connection is omitted, in which case the
brakes would be like the Westinghouse ordinary air brakes.
With the ordinary brakes, when the ])rakes are released, the
motorman's valve is in a position which allows air to pass freely
from the reservoir line into the train line. From the train line,
connections are open so that air passes directly through the
triple valve into the auxiliary reservoir, thus maintaining the
auxiliary reservoir at train line pressure as long as the brakes
are released. To make a service application of the brakes, the
motorman's valve is turned so that the opening to the reservoir
line is closed and a small opening is established through which
a portion of the pressure in the train line is allowed to escape
gradually to the atmosphere. This reduction of train line pres-
sure operates the triple-valve piston and slide valve so as to
open a small passage from the auxiliary reservoir to the brake
cylinder, which passage is closed when the pressure reduction
in the auxiliary reservoir is greater than that in the train line.
To release the brakes, the motorman, in turning his valve to re-
lease position, opens the passage in his valve from the reservoir
line to the train line as before. The restoration of train line
pressure in the triple valve causes it to move to a position which
restores the opening from the train line into the auxiliary reser-
voir as before, and at the same time opens a passage from the
brake cylinder to the atmosphere so as to allow the air in the
brake cylinder to escape and release the brakes. A full service
application of the brakes is accomplished when the auxiliary
reservoir pressure is permitted to equalize with the brake cyl-
inder, this being caused by a train line reduction of about 20
lbs. A smaller reduction in train line pressure will give a cor-
respondingly smaller auxiliary reservoir reduction and a lower
brake-cylinder pressure, for the reason that as soon as the aux-
iliary reservoir pressure (which acts against one side of the
triple-valve piston) is reduced very slightly below the pressure
in the train line (which acts on the other side of the triple-
valve piston), the valve which controls the flow of air from the
auxiliary reservoir to the brake cylinder moves to the lap or
closed position. The application of brakes can therefore be
graduated to any point desired.

To make possible a graduated release, a connection is made

732

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

from the reservoir line to the triple valve, as indicated in Fig.
I, and a triple valve is employed which differs from the ordi-
nary triple valve. The cycle of operations for a hrake with
graduated release is as follows : With a motorman's valve at
release position there is a connection through the motorman's
valve between the reservoir line and train line as in the other
brake, and the train line, in turn, is open through the triple
valve to the auxiliary reservoir. There is also a passage open

FIG. 3.

-NEW MOTOR CARS OF METROPOLITAN ELEVATED, SHOWING NO PLATFORM
FEATURE AND AIR-COOLING COILS ON SIDE SILLS

from the reservoir line by way of the graduated release con-
nection, through the triple valve, to the auxiliary reservoir.
When the brakes are to be applied in a service application, the
motorman's valve, as in the other brake, closes the connection
between the reservoir line and train line and allows the train
line pressure to escape gradually until the desired reduction is
obtained. When the train line pressure is reduced below that
in the auxiliary reservoir, the triple-valve piston is moved to
the application position in the ordinary manner. The first move-
ment of the triple valve closes the graduated release connection
so that no air can flow into the auxiliary reservoir from that
source, closes the passage between the auxiliary reservoir and
the train line and opens a passage from the auxiliary reservoir
to the brake cylinder. This
movement of the triple
valve also opens a port,
which causes the train line
to vent into the empty
brake cylinder until such
time as the motorman
ceases to let air escape
from the train line. This
assists the motorman's
valve in quickly reducing
the train line pressure for
the full length of the
train, and so causes
the prompt application of
the brakes for the full
length of the train. It
also means that a greater
pressure can be obtained

in the brake cylinder with a given amount of air drawn
from the auxiliary reservoir because of the amount of
air that is drawn from the train pipe, which would other-
wise be discharged to the atmosphere and wasted. This
practically means that lo per cent higher brake pressure
is obtained with a full service application than with the ordi-
nary automatic air brake, and in lighter applications the saving
is considerably more than this, because the construction of the
valve is such that with light applications a large percentage of

the air required in the brake cylinder comes from the train pipe.

We come now to the graduated release action. To partially
release the brakes, the motorman moves his valve so as to par-
tially restore the normal pressure in the train line. The piston
which operates the slides in the triple valve, and which does the
mechanical work of opening and closing the various ports in
the triple valve, is arranged so that on one side of it there
exists the auxiliary reservoir pressure, whatever that may be,

and on the other side the train
line pressure. The restoration of
pressure in the train line so as to
exceed the auxiliary reservoir
pressure, as in the ordinary auto-
matic air brake, causes the piston
to move over so as to discharge
the pressure in the brake cylinder
to the atmosphere. In the grad-
uated release brake, however, the
movement of the triple-valve pis-
ton in the direction of release also
opens the graduated release con-
nection from the reservoir line
into the auxiliary reservoir. The
opening of this graduated release
connection immediately tends to
restore the auxiliary reservoir
pressure to normal. What actually
takes place is that the auxiliary
reservoir pressure is raised until it slightly overbalances'
the pressure in the train line, and the train line pres-
sure, it will be remembered, has been only partially re-
stored. As soon as the auxiliary reservoir pressure ex-
ceeds that in the train line, it moves the triple-valve piston
back a little so as to stop the escape of air from the brake cyl-
inder, and also stops the flow of air through the graduated re-
lease connection to the auxiliary reservoir. Should it be de-
sired to let more air out of the brake cylinder, so as to release
the brake still more, it is only necessary to repeat the operation
of raising the train line pressure. The triple valve then lets
more air escape from the brake cylinder, air flows momentarily
through the graduated release connection to the auxiliary reser-

of Estimated Weight
= 88^ ■• Actual
Slrt;el lly. Journal

FIG. 4.— DIAGRAM OF BRAKE RIGGING OF MOTOR CARS

voir, and the auxiliary reservoir pressure moves the triple valve
back again after having released a little more air from the
brake cylinder. The system has been so well worked out that
its action, as said before, is almost like that of a straight air
brake, as far as the motorman's valve and brake-cylinder pres-
sures are concerned.

The recharging of the auxiliary reservoir from the reservoir
line when the brakes are released is manifestly done both
through the graduated release connection and through the con-

t

April 22, 1905.]

STREET RAILWAY JOURNAL.

733

nection afforded by the motorman's valve by way of the train
line and triple valve to the auxiliary reservoir. Most of the
recharging of the auxiliary reservoir will evidently be done
through the graduated release connection, because that con-
nection is much more direct than the path offered through the
motorman's valve and the train line, the motorman's valve being

what applications may have been made immediately before, or
to what extent the brake-cylinder pressure has been discharged
during release.

In previous applications of the automatic air brake to multi-
ple-unit trains, it was necessary to run a high-pressure pipe
line through the train to equalize the pressure in the main

Strttl Ily. .Liui Jial

FIG. 5.-SECTOR-BAR AND HOSE CONNECTIONS

FIG. 6.-DIAGRAM SHOWING ELECTRICAL CONNECTIONS ON MOTOR CAR

located at one end of the train, while the graduated release con-
nection is under each car.

One of the strong points about this brake is the rapidity with
which the auxiliary reservoir can be recharged partly by virtue
of the graduated release connection. This insures a sufficient
capacity for making brake applications at all times, even when
such applications follow each other very rapidly. There is
always capacity for a full emergency application, no matter

reservoirs, and the motorman's valve had to have a high-pres-
sure release position in which the motorman could let full
reservoir pressure into the train line to secure a quick release.
If the motorman held the handle in this position too long,
it would charge the train line to more than normal pres-
sure, resulting in undesired applications of the brakes, drag-
ging brake-shoes, too great braking pressures and skidded flat
wheels. The new system just described does away entirely

^34

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

I

with all of these difficulties, as there is no high-pressure equaUzing line between
main reservoirs and no high-pressure connection with the motorman's brake valves.
AIR-BRAKE PIPING AND LEVERS

Fig. 2 shows the brake rigging and pipe lines as actually installed under a car in
plan and elevation. This gives the exact location and size of pipes, reservoirs and
other apparatus. It will be noticed that the feed valve is located under a seat inside
the car, for the double reason of placing it high where moisture will not interfere
with it and placing it where it is not likely to be frozen up, for, like all reducing valves
in use for handling compressed gasses, considerable heat is absorbed by the expan-
sion of the air at this point, which results in a low temperature at the valve and
some precipitation of moisture from the air. Another interesting feature of the air-
brake equipment is the cooling coils, one of which can be seen located on the side of
the girder which forms the side sill of the car shown in Fig. 3. The object of these
cooling coils is to reduce the air to atmospheric temperature before it reaches the
feed valve, and also while it is on its way from the pump to the main reservoir. And
here is an interesting bit of air-brake experience which is worth knowing. It would
be supposed that an elevated car would have sufficient air circulating underneath
when in operation so that there would be no difficulty about cooling the air down
into atmospheric temperature by pipes placed under the car. Both the old and the
new cars of the Metropolitan Elevated road, however, are peculiar in construction,
in that they have steel girders or I-beams for side sills. The new cars, one of which
is shown in Fig. 3, is especially noticeable in this respect, and it is found that the
protection afforded by these side sills made it impossible to secure ordinary atmos-
pheric temperature under the car, as it was invariably several degrees above atmos-
pheric temperature. No amount of cooling coils placed under the car would suffice
under such conditions. The only remedy was to place cooling coils out where they
could get a free circulation of air, and this was done by hanging them just outside
the steel side sills, as seen in Fig. 3. Fig. 4 shows in diagram the dimensions of the
brake levers and brake-shoe pressures. It will be noticed that on the trailer truck,
which has no motors, the brake-shoe pressure is 82 per cent' of the actual weight of
the car, while on the motor end it is 88 per cent of the actual weight of the car. In
the original calculations 10 per cent extra pressure was allowed on the motor truck
on account of the momentum of the armatures.

A neat arrangement of hose connections is shown in Fig. 5. Both the ^-in. reser-
\'oir line and the 1-
in. train line ter-
minate in fittings
which fasten to the
T-iron which sup-
ports the draw-bar.
The train line is at-
tached just above
the reservoir line.

TRAIN-CONTROL
SYSTEM

The Westinghouse
electro - pneumatic
system of train con-
trol has been in-
stalled on all the
motor cars. Besides
this, controllers have
been placed on sev-
enty-six control
coaches which do
not have motors, as
before noted.

When the original
Westinghouse elec-
tro - pneumatic sys-
tem of train control,
with group switches
under each motor
car and low-voltage
electric control cir-
cuits between the
cars, was first placed
on the market in
1903, it was termed

FIG. 8.-VIEW UNDER METROPOLITAN ELEVATED CAR

April 22, 1905.]

STREET RAILWAY JOURNAL.

735

the turret control, on account of the supposed resemblance of the
cover of the switch group to a turret. This system was described
in the Street Railway Journal for Sept. 26, 1903. A number
of important changes have been made in the system, however,
which, in its latest form, is now in use on the Metropolitan
West Side cars and in Brooklyn. Thus, the shaft on the master
controller is horizontal instead of vertical, as in the earlier
controller, and the plan of electrically interlocking the master
controller with the air brakes has not been retained. There
have also been modifications in the form of the unit switches.
As it is proposed to describe the Brooklyn system in the issue
of May 6, further details will be omitted in this connection,
except to present a diagram of the connections. This is done
in Fig. 6.

WIRING AND FIRErROOFING OF MOTOR CARS
. The Metropolitan Company has given much attention in the
last few years to precautions against fire, and the wiring of
its new motor cars, as well as the rewiring of the old motor
cars, constitute some of the finest pieces of car wiring to be
found in the country. The general plan of wiring has been to
run wires under the car in loricated iron-pipe conduit. The rule
has been to have no 500-volt current above the car floor, except
that used on the lighting circuit ; even the main circuit breaker
being underneath the car and set and tripped by a 14-volt bat-
tery circuit, as .previously noted. The lighting circuits are laid
in iron-pipe conduit up to the distributing board, where the
fusible cut-outs are located. The electric heating circuits are
also placed in iron pipe above the floor. All the wire used has
flameproof Simplex insulation.

Fig. 7 is a plan of the wiring under the car floor, indicating
the location of wires and conduits. Figs. 8 and 9 are views
taken underneath the car, showing the general character of the
work. In Fig. 9 the resistance grids are shown at the right
and the reverser at the left. The eight wires leading from the

FIG. 9.-VIEW UI'DER METROPOLITAN ELEVATED CAR

FIG. 10.— END VIEW OF NtW MOTOR CAR, SHOWING GUARD'S
NICHE AND DOOR

motors to the reverser are seen at the left-hand top in Fig. 9.
These wires also show another recently adopted practice of
the company, namely, that of using motor leads covered with
spiral brass wire for protection against abrasion. From the
third-rail shoes the main leads are carried under the truck
frame in a wooden molding. The truck frame can be seen at
the top of Fig. 9, with the main wire leading out from under
the frame and entering the reverser. In Fig. 8 the air-brake
storage cylinders are in the right and left foreground, and the
storage battery tray in the middle. In a few places it is neces-
sary to cleat wires against boards hung some distance below
the car floor. These wood cleats, boards and molding are
painted with fireproof paint.

The real fireproofing of the car consists, in the new cars, of
a continuous sheet of steel under the entire car floor, so that it
is practically impossible for fire starting in the wiring under
the car to set fire to the car floor. On the old cars, sheets of
steel }i in. in thickness have been placed over the wiring under
the car floor. Between the steel and the car floor is asbestos
board % in. thick.

The management believes strongly in steel as a fireproofing
material in places exposed to grease under the car as against
any fireproof materials that will absorb oil. It is believed that
the use of very absorbant fireproofing materials would give rise
to serious trouble in places exposed to oil, as the oil would burn
out of them just as out of an asbestos wick. Furthermore, it is
possible to scrape the grease off clean from steel sheeting, while
it would be impossible to do so with softer material.

CAR BODIES

Fig. 3 is an exterior view of one of the new motor cars. This
type of car, however, is to be regarded rather as a transitional
type than as the standard adopted by the road, because the idea
is to build steel cars something after the plans of the one which
is just being completed, which was described in the Street
Railway Journal of Nov. 26, 1904.

The special feature of the cars now used by this company is
the end door arrangement, which does away entirely with the

-36

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

FIG 11.— MOTORMAN'S CAB INTERIOR, WITH AIR BRAKE AND
CONTROL APPARATUS

usual platform. While the management realizes that side door
cars of the Illinois Central type have their advantages where
they can be used, it is not possible to use them on this road,
because only the front platform of the rear car of a train comes

up to a station platform when full length trains are run. The
end view of this type of car is shown in Fig. lo. It will be
seen that there is a niche for the guard in which he can stand
and open the doors without entering the car. The doors are
opened by compressed air, and the levers controlling the pneu-
matic door openers are just above the head of the guard. In
Fig. i6 is a side view of the end of the car with a guard in
the act of opening a door; in Fig. 17 the door is shown open.
It can easily be imagined that passengers load and unload from
this car more quickly than from the ordinary car, where they
must first go on to a platform. The route from the interior of
the car to the station platform is much more direct than on the
old-fashioned type of car. There is the further advantage that
on one of these cars the guard does not need to open a big door
in cold weather in calling the name of the station. The guard's

FIG. 12. -INTERIOR OF CAR END WHEN NOT A I IlliAD
OF TRAIN

FIG. 1:. -CAR END, WITH MOTORMAN'S CAB IN USE

door is narrow and equipped with an automatic door closer.
To simply call the name of a station, the guard does not even
have to enter a car, as he can open the window in the door.
Taken altogether, the new arrangement avoids a lot of opening
and closing of the car to the great discomfort of passengers in
extremely cold weather. The guard has instant control of both
doors from one point, and it is not necessary, as in the old-
fashioned car, for him to open first one large door and then the
other when running into a station and keep them open until
after he has closed the platform gates. The doors, which also
serve the purpose of platform gates, are kept closed until the
train has come to a full stop, when they are fully opened at
once and the passengers file out. The pneumatic door opener
consists of a long cylinder and piston concealed behind the ad-
vertising rack at the end of the car, as shown in Fig. 15. When
the door is near the end of its travel in closing, it encounters
a dash pot, which makes it travel the last few inches slowly to
avoid the danger of catching the fingers of passengers not ac-
quainted with the device. In Fig. 12 is sh^wn the interior of

April 22, 1905.]

STREET RAILWAY JOURNAL.

737

the end of one of these cars as it would be arranged when not
at the head of a train. The door at the right swings around so
as to protect the controlling apparatus. Passengers can be dis-
charged from either side of the car. In Fig. 13 is shown the
interior of the end of the car as it would be used if at the head
of a train. The door at the right has been swung around at an
angle so as to form a motorman's cab. It is also shown in the
plan of the motorman's cab in Fig. 14. Fig. 11 is from a photo-

X WhisUc
XCul-out-Coi

Valvc'Line,

i^i Gaugfe-Line

Reservuir-Line
LVnter Line ul' Rug- Erokf Vnlvc

■ . A"

\ '

i

m
•1

Cenlcr Lhif of Car

i Slrt-i't V^. Juumal

FIG. 14.— PLAN OF MOTORMAN'S CAB

graph of the interior of the motorman's cab showing the con-
trolling apparatus. In this it will be seen that the electric con-
troller is placed against the left wall of the cab so that the mo-
tion of the controller handle is forward and back, correspond-
ing with the direction of train movement.

FIG. 15.— PNEUMATIC DOOR OPENKU BEHIND "AD" RACK

As before mentioned, seventy-six trail coaches have been
equipped with motormen's cabs. These cabs are convertible,
and when not in use for the motornian are utilized for two
regular passenger seats. The coaches so equipped with cabs
are of the regular old style, with open platforms- at each end.
Fig. 19 shows the motorman's cab in use, and Fig. 18 shows
the door of the cab folded around against the controlling ap-
paratus at the end of the car and a seat let down which can
accommodate two passengers. The partition which forms the
back of the motorman's cab remains permanently in position.
To convert from a passenger compartment to a motorman's cab,
the seat is folded up against this partition and the door which
protects the controlling apparatus is swung back to form a side
door to the cab. The seat for the mptorman pulls out from the
bottom of the folded up passenger seat. A similar arrangement
has been used on some of the older motor cars of this company,
and originated on this road. Its advantages are that it leaves
an entirely open platform on both sides of the car and allows
the motorman's cab space to be used for passengers when not
at the head of a train. The past winter the company has had
on its Garfield Park line forty-five Peter Smith hot-water heat-
ers and twentv-three Franklin hot-water heaters with internal

FIG. 16.— END OF CAR, GUARD READY
TO OPEN DOOR WITH AIR VALVE

FIG. 17.— DOOR OPEN, A QUICK-
LOADING CAR

FIG. IS.

CONVERTIBLE COACH CAB ARRANGED
FOR PASSENGERS

738

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

coils and surrounded with a water-jacket. Some of these have
been located near one end of the car and others are shown in
Fig. 20. The results as regards keeping cars warm and com-
fortable have been very satisfactory, the large amount of hot
water in the pipes offering a large heat storage and radiating
capacity for use in quickly bringing up the temperature after
doors have been opened at stations. These heaters have all
been installed under guarantees to maintain the cars at a com-
fortable temperature with loo lbs. of hard coal per day.

A regular routine has been established for the care and main-
tenance of these heaters on the sixty-eight cars so equipped.

SNOW STATISTICS FROM BOSTON

FIG.

19.-CONVERTIBLE COACH CM!

MOTORMAN

ARRANGED FOR

Conductors and guards have nothing whatever to do with the
care of the heaters. When the cars are in operation they are
taken care of by a man who is kept on duty constantly at the
platform of the outer terminal station. His duty is simply to
keep the fires going and give the heaters what little attention
they may need between trips. The main work of taking out
ashes, putting in coal, building fires and the like is done by the
yard men, two on duty in the day time and four at night. The
fires are kept up constantly, as, of course, it would not do to let
the temperature get down to freezing point during the night,
and it would furthermore be difficult to get the cars to a com-
fortable temperature for the first trip in the morning, on which
of all trips they should be thoroughly warm. So comfortable
were the cars kept in extremely cold weather that it was the
opinion of the management that had all the cars of the company
been equipped with these heaters at that time, the road could
not have handled all the traffic that would have come to it dur-
ing that weather when it was practically impossible to keep
surface cars at a comfortable temperature with the ordinary
facilities provided.

In making all these changes in rolling stock, the shops of the
company, under the management of E. T. Munger, master me-
chanic, have shown themselves of remarkably high efficiency.
Just before making these changes, important improvements
were made in the shop equipment. This part of the subject will
therefore be taken up in a separate article.

The following detailed statistics show the comparative costs
of handling snow on the 445 miles of surface lines operated by
the Boston Elevated Railway Company for the winters of 1903-
04 and 1904-05. The termination of the winter permits a com-
parison with last year. As will be seen, there has been a de-
crease in all items, showing that in Boston, unlike New York,
the past winter was less severe than a year ago. The New
York figures and those for some other cities were published in
the Street Railway Journal for March 18 :

1903-4 1904-5 Decrease
Number of snow storms recorded.... 16 12 4

Number of plows used* 3,238 2,303 935

Mileage of plows 133437 104,627 28,810

Wages on plows $30,786 $23,075 $7,711

Wages on levelers 1,361 924 437

Wages extra snow labor 86,307 50,925 35,382

Wages road department, snow labor. . 36,742 18,873 17,869

Expense for hired teams 69,815 47,7i6 22,099

Miscellaneous expense 3,5ii 2,628 883

Total $228,521 $144,141 $84,380

Number of company's horses 3,102 1.953 I-I49

* Obtained by adding together the number of plows used during each storm.

FIG. 20.-GEA^ERAL car INTERIOR AND HOT-WATER HEATER

The following shows the cost for carting snow, excluding all
other expenses :

1903-4 1904-S Decrease

Number of loads carted 238,672 185,056 56,613

Expense of teams $70,072 $47,689 $22,383

Expense of men 75,020 37,888 37>I32

Total expense $I45,093 $85,578 $59,5 15

Cost per load $.61 $.46 $.15

^

The Toledo, Bowling Green & Southern Traction Company
has recently instituted a freight service on its Hne and it is
going after the business of fruit and produce farmers. Sidings
have been located at convenient points along the line and the
company is advertising special rates on carload lots of produce.

April 22, 1905.]

STREET RAILWAY JOURNAL.

739

MASTER MECHANICS' REPORTS AT SCHENECTADY

The mechanical department of the Schenectady Railway
Company uses two sets of report sheets which are believed to
be particularly worthy of study. The forms are reproduced in
Fig. I, A and B, and Fig. 2.

The Schenectady Railway Company has adopted (with some
modifications) the standard system of classification of accounts
recommended by the Street Railway Accountants' Association
of America, and the blanks are prepared to conform with this
system. For the purposes of the various departments, however,
it was considered desirable to subdivide the account numbers
as given in the Accountants' Association recommendations, in
order to facilitate the examination of the minute details that
go to make up the different accounts. Accordingly, the system
of designating accounts was enlarged so as to give a separate
number (known as the working order number) to the several
items listed under the various account numbers. The same
system of numbering was also made to include various special
items peculiar to the local conditions at Schenectady. The

scheme of notation as worked out for the master mechanic's
department will be understood from the schedule reproduced
herewith. For instance, various items under account 9 were
called 90, 91, 92, etc. ; if it was desired to add new items between
90 and 91, they were called 090, 091, etc., and if still more items
were to be added at this point, they were called 0090, 0091, etc.
Of course, the system affords means for subdividing indefinitely.
In the schedule, "R" indicates Railway department; "M," Main-
tenance; "T," Transportation; "P," Property, etc. One inci-
dental advantage of this system of numbering is that the num-
ber itself indicates the particular car house or division by which
the item was used.

The schedule for the mechanical department is set in type
and printed copies are pasted on heavy cardboard. (A coat of
light shellac is spread over the face of the schedule to preserve
the paper.) Copies of the schedule prepared in this way are
distributed throughout the department, where they can be con-
sulted readily by all who have to do with this particular set of
working numbers. Working order numbers, as shown in the
schedule, are used freely for reference purposes by the office

SCHEDULE OF REPAIR ACCOUNTS USED BY SCHENECTADY RAILWAY

• REPAIRS OF BUILDINGS
R 30 M — Account No. R-3-M. Labor and material for maintenance of Fuller
Street bam.

R 32 M — Account No. R-3-M. Labor and' material for maintenance of build-
ing No. 420 State Street.

R 33 M — Account No. R-3-M. Maintenance of Albany sub-station building.

R 34 M — Account No. R-3-M. Maintenance of Troy sub-station building.

R 35 M — Account No. R-3-M. Labor and material in maintenance of Mc-
Clellan Street barn.

R 36 M — Account No. R-3-M. Maintenance of Dock Street power house
[building only].

R 37 M — Account No. R-3-M. Labor and material maintaining building at
438 State Street.

REPAIRS OF AIR COMPRESSORS
R 098 M— Account No. R-9-M. Labor and material for maintenance of air

compressor, McClellan Street barn.
R 099 M— Account No. R-9-M. Labor and material for maintenance of air

compressor. Fuller Street barn.
R 0090 M— Account No. R-9-M. Labor and material for maintenance of air

compressor, Albany sub-station.
R 0091 M— Account No. R-9-M. Labor and material for maintenance of air

compressor, Troy sub-station.
R 0092 M— Account No. R. Labor and material operating and maintaining

air compressor at 420 State Street.

REPAIRS OF MECHANICAL EQUIPMENT
R 90 M— Account No. R-9-M. For labor and material in repairing fenders.
R 91 M— Account No. R-9-M. For labor and material in painting car bodies,

repairs and renewals.
R 92 M— Account No. R-9-M. For labor and material in repairing car bodies,

carpenter work.

For labor and material in repairing registers.
For labor and material in repairing air-brake

R 93 M-
R 94 M-

R 95 M

R 96 M—

R 97 M-

R 98 M-

R 99 M—
R 090 M-

R 091 M

R 092 M-

R 093 M

R 094 M

R 095 M

R 096 M

Account No. R-9-M.
■Account No. R-9-M.

equipment.
■Account No. R-9-M.
Account No. R-9-M

For labor and material in repairing car signs.
For labor and material in repairing trucks,
time of blacksmith and helper, also cost of coal.
-Account No. R-9-M. For labor and material in repairing snow
scrapers on cars.

-Account No. R-9-M. For labor and material in repairing emer-
gency brakes. ,
Account No. R-9-M. For labor inspecting trucks.
-Account No. R-9-M. For labor and material in repairing express
cars.

-Account No. R-9-M.

boxes.
-Account No. R-9-M.

heaters.
-Account No. R-9-M.

lights.
-Account No. R-9-M.

For labor and material in repairing sand
For labor and material in repair of electric
Labor and material in repair of electric head-

R 097 M
R 120 M

R 122 M
R 130 M

For labor and material required in shifting
trucks from winter to summer cars and vice versa.
—Account No. R-9-M. Labor and material repairing trucks which

have been damaged in accidents.
—Account No. R-9-M. Labor and material repairing car bodies
which have been damaged in accidents.
Account No. R-9-M. Labor and material turning down flat wheels.
'. — Account No. R-12-M. For labor and material in repairing snow
plows.

Account No. R-12-M. For labor and material in repairing sprinkler.
—Account No. R-13-M. For labor and material in repairing shop
tools and machinery.

R 924 P — Repairs to mechanical equipment, motor flats.
R 0093 M— Repairs to hot-water heaters.

REPAIRS OF ELECTRICAL EQUIPMENT
Account No. R-IO-M. For labor and material in repairing railway

For labor and material in repairing car
For labor and material in the repair of C-8
For labor and material in repairing Type-K

R 100 M

motors.

R 101 M— Account No. R-IO-M
wiring.

R 102 M— Account No. R-IO-M.

controllers.
R 103 M— Account No. R-IO-M.

controllers.

R 104 M— Account No. R-IO-M. For labor and material in repairing con-
tactors, reversing switches and cut-outs.

R 105 M— Account No. R-IO-M. For labor and material in the repair of
trolley poles.

R 106 M— Account No. R-IO-M. For labor and material in repair of railway
armatures.

R 109 M — Account No. R-IO-M. For labor and material in repair of electrical
equipment on express cars.

R 0102 M — Account No. R-IO-M. For labor and material in repairing arma-
ture lining.

R 0103 M — Account No. R-IO-M. For labor and material required in shifting
electric equipment from winter to summer cars, and vice versa.

R 0104 M— Account No. R-IO-M. Labor and material repairing electrical
equipment of cars damaged in accidents.

R 923 P — Repairs to electrical equipment, motor flats.

MAINTENANCE OF CARS
R 25 T — Labor, switchman's time.
R 27 T— All lubricants for cars.

R 260 T— Account No. R-26-T. Labor for cleaning lamps, lanterns and head-
lights.

R 261 T — Account No. R-26-T. For labor in getting crippled cars to shop and

shifting of cars for repairs and storage.
R 262 T— Account No. R-26-T. For labor in cleaning cars.

Wages of barn sweepers [Fuller Street].
Wages of barn foreman [Fuller Street].
For labor inspecting all electrical equipment

R 263 T— Account No. R-26-T.
R 264 T— Account No. R-26-T.
R 265 T— Account No. R-26-T.
of cars.

R 266 T— Account No. R-26-T.

Ian Street barn.
R 267 T— Account No. R-26-T.

Street barn.
R 270 T— Account No. R-27-T.
seriger cars.
-Account No. R-27-T.
-Account No. R-27-T.

To cover time of men oiling cars at McCIel-
To cover time of men oiling cars at Fuller
For furnishing incandescent lamps for pas-

R 271 T-
R 272 T-

Material for cleaning cars.

Sundry car service supplies, such as lanterns,
wicks, globes, oil, waste, headlight, carbons, etc.
R 280 T— Account No. R-28-T. For labor in getting derailed cars on track.
R 283 T— Account No. R-28-T. Heating McClellan Street car barn. Order
to include cost and delivery of coal, cost of handling cinders,
cost of cleaning boiler and wages of fireman.
R 284 T— Account No. R-2S-T. Heating Fuller Street car barn. Order to in-
clude cost and delivery of coal, cost of handling cinders, cost of
cleaning boiler, wages of firemen.
R 285 T — Account No. R-28-T. Sundry car barn supplies, such as toilet paper

and soap for Fuller Street barn.
R 286 T — Account No. R-28-T. For sundry car barn supplies, such as toilet

paper and soap at McClellan Street barn.
R 290 T — Account No. R-29-T. Cleaning and sanding track. City of Sche-
nectady. Order to cover cost of sand and handling of same.
R 1645 P — Repairs to cars damaged by outside parties, to be charged to them.
R 1398 P— Experimental work, G. E. Co.

740

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

and shop force and on all blank forms used throughout the
shops. For instance, on the daily time sheet the working order
number is all that is required in designating the job worked on.
Although the list of working order numbers appears long, the
men soon learn them by heart, and as a matter of fact, none of
the shop men is required to memorize all of the numbers, but
only those referring to the class of work on which they are
regularly engaged.

Referring again to Fig. i, A and B, it will be noticed that
the sheets give cost of labor and material for the various items,
but do not give quantities of material. In this connection em-
phasis is laid on the fact that the management is interested
primarily in cost rather than in quantities. Of course, records
of quantities are kept and reported, but it matters not so much
to the managing department to know how many brake-shoes,
for instance, were used in a given period, but it does want to

COST OF MAINTENANCE FOR THE WEEK ENDING-

-190

WORKING
ORDER NO.

Working Order nos. Covering

SUN.

MON.

TUE. _ "

WED.

THU.

FRL

SAT.

TOTAL
LABOR

TOTAL
MATERIAL

TOTAL
LA60RAND

Material

LABOR

MATER'L

LABOR

MATER'L

LABOR

MATER'L

LABOR

MATER'L

LABOR

MATER'L

LABOR

MATER'l

LABOR

MATER'L

R 30 M

LabAr^nd Material, Maintenance Fuller St. Barn

R J5 M

McClellan St. Barn

R 60 M

" •' " AlrCorap. McQellanSt. Bam

FIG. lA.— FORM FOR TABULATING DAILY COST OF LABOR AND MATERIAL USED IN MAINTAINING EQUIPMENT

MATERIAL DISTRIBUTION FOR THE MONTH OF

)3 in.Wlwels Keystor

B.iiEJoum.Bo«Lin

Anger

B, 17 E I

llrv Wheels
1 Wheels.

Black Oil

Head Ughx Globes

Cost of Labor
Cost of Material
Car Mileage Per Day

FIG. 2.— MATERIAL
DISTRIBUTION
SHEET, MADE UP
FROM STORE-
KEEPER'S REQUI-
SITION SHEETS

9 10 II 12 13 14 15 16 17 16 19 20 21 22 23 24 25 26 27 28 29 30 31 Total

COST OF MAINTENANCE FOR THE MONTH OF_

WORKING
ORDER NO.

Working Order nos. Covering

WEEK Ending

Week ending

WEEK ENDING

Week Ending

Week ending

WEEK ENDING

TOTAL

TOTAL
MATERIAL

LABORAM9

LABOR 1 MATER'L

LABOR

MATER'L

LABOR 1 MATER'L

LABOR

MATER'L

LABOR 1 MATER'L

LABOR

MATER'L

Labor and Material, MwilcnarKc Fuller St. Bam

McClcllan SL Bam

R 60 M

" " " AlrComp. Mcadlan SL Bam

" " " Fuller SL Bam

R go M
R oQO M

" " Repairing Fendm

" " " Ejtpros Cars

" " Punting Car Bodies

" *■ Repairing Sand Boxes

'" " " Car Bodies

•' " Electric Heaters

Registers

R OQ) M

" •• " Electric Head-lights

R M M

" " Air Brake Equipment

R 9J M

" Car Signs

■* " '" TniLks Djm. in accident

R g6 M

R 006 M

■■ " Trucks, Mrfintenancc

" " OiBodies.dam. inaccld't

R 07 M
R ofl? M

" " Snow Scrapers on Cars

■• Turning Down Flat Wheels

R <)& M_
R 09 M

~r"~ioo H~

" " Repairing Emergency Brakes

*' " Inspecting Trucks

*' " Repairing Motors

R toi M

~R~im"m~
RoTot M
R 10} M
R 104 M~
R 0104 M
R 10s M

■' " " Car Wiring

" *' '■ C-8 Controllers

" " " Armature Lirters

*■ " " K-Controtlers

" *■ " Contactors & Rev Switches

" •' " Elec. Equip. Dair.lnaccid'l

" " " Trolley Poles

R~ io6'm
R 109 M

" " " Elec. Equip. Express Cars

" " " Snow Plows

r 1

R 130 M

■' " " ShQp Tools. Etc.

R 2ta'T~
r'^36i't^

R 26i f~

" For Cleaning Lamps, Lanterns. Head-lishts, Etc.

" Getting Crippled Cars to Shop

" Cleaning Cars

Wages, Barn Sweepers

R 26s ~T~

Labor, Inspecting all Elec. Equip, of Cars

R ~i66 T~

" For Oiling Cars ut McOelUo Sl^ Barn

R ~i67
R J70 T

'■ ■ FuHeiSLBaVri

Fumishmg Incaodescent Lamps foi Passeneer Cars

R J71 T

Material for Cleaning Car?

R 172 T

Sundry Car Service Supplies, Lanterns, Etc

R »&> T
R 3«} T
R 3St~T~

Labor, Getting Derailed Car? on Track

Heating MLOellan St. Barn; also Cost of Coal

Fuller St Borrr.

R 3»^~T~

Sundry Car Bam SoppHesT'RjUer St. Bam

R 2S6 T

McClellan St Bam

R 287 T~

LatMr and Matertal, Maintenance, Air Conip. 420 State St

R 290

Handling Sand for Cars

R 27 T

All Lubricants for Cars

1

Cost o( Labor, Car Qeaning Only. Per Month,

Total Car Miles Per Month,

' " Per 18 Hour Car,

Total Car Hours Per Month,

and Materia], Including Car Cleaning, Per 18 Hour Car,

" " '* " " Not Including Car Cleaning, Per Car Mile,

Local Cars, Average Per Day,

FIG,

IB.-FORM FOR TABULATING WEEKLY COST OF LABOR AND MATERIAL USED IN MAINTAINING

EQUIPMENT

April 22, 1905.]

STREET RAILWAY JOURNAL.

741

know how much was spent for brake-shoes. Having determined
the cost of maintaining brake-shoes, the manager can, if he so
desires, look deeper into the kind and number of shoes used
and the conditions under which they ran.

From the sheets i, A and B, the management is enabled to
keep close watch of the all-important items of cost of labor and
material. If cost of labor is running high, inquiry is made to
see if competent labor is being used and if the working force is
being handled to give best results. If cost of material is run-
ning high, the "whyfore" can be determined and checked at
once.

The sheet given in Fig. 2 shows distribution of material and
serves as supplementary to the report of costs given in i, A and
B. These sheets are all 163/ ins. high x 15 ins. wide. They
are printed on thin paper so that blue print copies can be made
direct from the original. The sheets are bound in a loose-leaf
binder.

Sheets, Fig. i, A and B, are made up direct from the shop-
men's daily time tickets, these tickets, as before stated, being
made out to give the working order number of the job worked
on. The material distribution sheet, Fig. 2, is made up from the
storekeeper's requisition receipts.

♦♦♦

THE MEETINGS OF THE HEADS OF DEPARTMENTS AT

CAMDEN

In the April 15 issue of this paper particulars were published
of the investigation of all delays to the car service in Camden,
N. J., by a committee which meets daily, and which is made up
of the heads of the departments of the South Jersey Division
of the Public Service Corporation. In addition to the work of
this committee a meeting is held twice a month in the evening,
by the different foremen, of which there are about seventeen,
to study means for improving the service. The practice was
instituted by W. E. Harrington, formerly general superin-
tendent of the Public Service Corporation, and, for conven-
ience, the gathering is termed "The South Jersey Electrical
Society."

The scope of the work was described by the chairman at the
initial meeting, held Dec. 7, as follows :

"In all our discussion we are going to use the Street Rail-
way Journal to work on. I hardly think there is any necessity
of making rules and by-laws, but we are open to suggestion.
In the matter of procedure it is the purpose to designate certain
ones to open discussion on various subjects with the Street
Railway Journal as their guide. The speakers may go into
as much detail as they desire. In thinking this matter over it
has occurred to me to appoint certain standing committees to
look after certain features and make reports as things come up,
and with that thought in mind I give them here ad seriatim.

"If you will look over this paper you will find that some
attention is paid to the subject of latest patents. There is
to be a committee of two to look over the patents, and if there
is anything there of especial interest they are to make men-
tion of it, and if it is of sufficient importance in their judgment
they are to send to the Commissioner at Washington for it,
as the copy of any patent can be bought for 5 cents. It is then
to be brought here and filed with the secretary. With that end
in view, and with that definite understanding, I will appoint
on that committee Messrs. Crawford and Fisher. They are to
scan over the patents each week from the Nov. 12 issue on.

"I have also found in going over the Street Railway Jour-
nal and other papers that it pays to study the advertising
columns thoroughly, as every once in awhile something comes
u]) that is valuable to know, and as this is properly a matter
of detail, half a week would provide sufficient time to carefully
scan over the advertising columns in order to l)ring to the at-

tention of this body such new features as are advertised com-
mercially and might be of interest. The duty of this committee
will be to report each meeting night as outlined above. That
committee will consist of J. R. Wilson and H. A. Johnson, and
will be called the committee on technical advertising."

Committees were also appointed on alternating-current trans-
mission; on single-phase motors; on freight and express; on
track and roadbed ; block signals ; store room and accounts ;
transportation, amusement and business inducements ; standard
rules for the government of employees ; buildings and struc-
tures; car maintenance and improvement of railway equip-
ment ; overhead lines, and safety of passengers.

The chairman later announced that the discussions would not
be confined to articles in the Street Railway Journal, but
that an interesting article appearing in any paper, which at-
tracted the attention of some member, could be made the sub-
ject of discussion.

To illustrate how the association works, the meeting on Dec.
7 was devoted to a consideration of the Indianapolis Traction
Terminal Building, as described in this paper for Nov. 12, and
the discussion was opened by Mr. Hewitt. He pointed out
the features which seemed to him desirable, such as that the cars
enter at one end and pass out at the other, and that there is an
opportunity to inspect the cars as they pass over the pits ; that
the ofiices were located adjoining the building was very con-
venient. The principal criticism on the building was that there
was considerable unutilized space.

Mr. Rudderow then discussed the editorial on the recent re-
port of the Interstate Commerce Commission, as printed on
page 867 of the same issue.

The meeting on Jan. 12 was opened by J. R. Wilson, of the
committee on advertising, who read a short description of an
air sanding apparatus which had been advertised in the paper
and to the manufacturers of which he had written for printed
matter. On motion, the matter was referred to the committee
on car maintenance and improvement of railway equipment to
make a report at the next meeting, with instructions to obtain
prices on this and similar apparatus. Mr. Wilson then de-
scribed a patent cable joint and a time clock, both of which
had recently been advertised. After some discussion as to their
value, both subjects were referred to the committees most in-
terested for further information in regard to prices and de-
sirability.

Mr. Hewitt, the superintendent of transportation, then re-
ported that he had obtained some figures on a new amusement
used at Atlantic City, Coney Island and other places, and upon
vote the data collected by him were turned over to the commit-
tee on amusements. The subject of steel wheels was brought
up by Mr. Crawford, chairman of the committee on mainte-
nance and improvement of railway equipment, and the matter
was referred to Mr. Wilson to obtain prices and other data.

The next sul)ject brought up at the meeting was that of stock
room accounts, and the chairman of this committee requested
tliat all departments should bring copies of each of its forms at
the next meeting. In speaking on the subject of accounts and
forms, the chairman brought out several points which are often
overlooked. He said that all forms used for the same purpose
in the different departments should be of uniform size as far as
possible, and that the size should indicate something. There
should also be something distinctive which would catch the eye
so that each would be readily recognized. The arrangement
should be such as to leave a space in the lower right-hand cor-
ner where a figure of merit or percentage could be entered.
The power station form used in Camden illustrates this feature
very well. The advertising report employed in Camden is an-
other good example. It shows three figures, which summarize
the entire report. The first gives the total amount of money
that is being realized per annum for the spaces now sold or
contracted for. The next shows the value in dollars and cents

742

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

of the still unsold space. The last and most important figure
is the one which shows the percentage which the unsold space
bears to the total. From this report it is easy for anyone to tell
at a glance whether the sale of advertising space is increasing
or decreasing. The most essential feature, in the opinion of the
chairman, was that already mentioned, which is to allow a
space in the lower right-hand corner to show a figure of merit.
He also referred to the car house foreman's report on the
amount of money spent daily in repairs as one where such a
record would be very desirable.

The next question discussed was a consideration of the sys-
tem of the Portland Railway Company, of Portland, Ore., which
was described in the Street Railway Journal for Dec. 31,
1904. This company uses a special type of maximum traction
truck, and a discussion followed on the merits of this truck and
on the comparative value of center pivotal and maximum trac-
tion trucks for city service. The meeting closed with a talk
by the chairman on the expense of claims and the need of tak-
ing every precaution to avoid accidents.

The meeting on Feb. 2 was devoted largely to a discussion
of the advisability of the use of platform gates, similar to those
employed by the Twin Cities Rapid Transit Company. Mr.
Rudderow, who read a report which he had prepared on this
subject, stated that in Minneapolis the use of this gate had al-
most entirely eliminated the class of accidents caused by per-
sons attempting to board or alight from moving cars. He then
gave statistics showing the number and cost of accidents from
this cause on the Camden road. It appeared that the cost of
equipping cars with this gate was about $32 for the gate ; that
the cost of installation was about $18 additional per car, and
that the cost of maintenance would be about $10 per car per
year. A committee, consisting of Messrs. Crawford and Haag,
was instructed to prepare plans for the equipment with gates
of one of the company's latest double-truck semi-convertible
cars, the gates to be operated from each end of the car by the
motorman.

The meeting closed with a discussion of the relative merits
of stopping cars on the far and near side of the street, and the
possibility of using air whistles for notifying pedestrians and
vehicles to get off the track. The chairman of the committee
on accidents was requested to correspond with street railway
companies to find out their practice in this matter.

Rather an extended account has been given of the proceed-
ings of this society because its plan of work is somewhat unique
and should be followed with excellent results. It need only be
said that members have authority and are expected to look up
information, and to obtain it may visit roads out of Camden.

The discussion at the meetings is taken down by a stenogra-
pher, who separates the remarks of each member and assem-
bles them under the several names, and sends it to the dif¥erent
members to examine and correct. Upon receipt of the correc-
tions, the discussion is mimeographed for permanent record and
copies are sent to each member.

The "Clover Leaf" (steam) is figuring on working up a
heavy Sunday excursion business in connection with the elec-
tric lines in the vicinity of Toledo this summer. The Lake
Shore Electric ; Detroit, Monroe & Toledo, and Toledo & West-
ern will have special cars to connect with Clover Leaf trains
at Toledo. The Dayton & Troy; Western Ohio, and Fort
Wayne, Van Wert & Lima lines will connect at Delphos, and
the Indianapolis & Northwestern Traction Company at Frank-
fort. The steam road will have special trains out of Frankfort
and Toledo, and the electric lines will serve as feeders and
handle through tickets in either direction. The Lake Shore
Electric has made an arrangement with the Indianapolis &
Northwestern whereby through tickets are now being sold
from Cleveland to Indianapolis by way of the "Clover Leaf."

REBUILT TIRE-TURNING LATHE

BY JOHN MILLAR

Many interurban systems desirous of adopting rolled-steel or
steel-tired wheels are prevented from doing so by reason of
their inability to properly care for their wheels after the treads
and flanges have shown sufficient wear to warrant being
"turned up." With the use of steel or steel-tired wheels comes
the additional cost of a wheel-turning lathe, for if the road
using these wheels has no facilities for regrinding tires it is
severely handicapped, and in many cases the road will be com-
pelled to have its wheels "turned up" outside of its own shop.
Therefore, the economy of these wheels, with respect to the
first cost and the cost of maintenance, has been a much dis-
cussed subject, and for this reason the following description of
a tire-turning lathe lately rebuilt by the International Railway
Company, of Buffalo, at its Cold Spring shops, may be of in-
terest :

This lathe, when new, was a lo-in. swing-axle lathe with
single tool carriage. By means of intermediate castings, the
head and tail stocks were raised so that it now swings 36 ins.
An extra tool block and carriage was designed in order that
both wheels could be "turned up" simultaneously. Both tool
blocks are fitted up with compound rests, the feed mechanism
being controlled by an eccentric on main spindle connected by
chain to rocker shaft above and then to ratchet levers on the
tool rests.

The bed of lathe was securely bolted in cement foundation
12 ins. below the floor, keeping the center of head and tail
stocks 3 ft. 5 ins. from floor, thus greatly facilitating the hand-
ling of wheels. To get the required speed it was necessary to
make a reduction from 35 ft. to about 6 ft. per minute. This
was accomplished by double gearing, 9 to i, then 5 to i, and
using a three-step cone.

The wheels are driven by two powerful drivers, fitted with
an adjustable driving force plate which is 34 ins. center to
center of drivers. This locates the driving power as near the
outer edge of the wheel as possible.

The results obtained after the lathe was finished were in ex-
cess of the expectations, the present average work accomplished
being the "turning up" of four pairs of wheels per day of ten
hours.

The cost of remodeling this lathe, including patterns, cast-
ings, machine work and other incidental expenses, was less
than $350. Needless to say, the lathe, while in operation but
about six months, has practically paid for itself and is proving
a big saving to the company.

Another very useful and interesting feature is, that when
necessary, a cut or worn journal can be "trued up" without re-
moving the wheels from the axle. This is done by using an
auxiliary tool rest with an extension to carry tool, the speed
being accelerated by the shifting of an intermediate gear,
changing it to that formerly used for turning axles ; the feed
mechanism consisting of the original feed driven by a chain
belt from the elevated head — that is, when the head stock was
elevated, the driver and driven feed gears were separated about
16 ins. By replacing these two gears, the one on the spindle
and the one on the stud, with sprocket wheels and installing a
chain belt, the feed mechanism of lathe is brought back to its
original ratio when used as an axle lathe.

'

The statement is made that American interests identified with
the proposed plan for constructing some 240 miles of street
railways in St. Petersburg, Russia, at a cost of about $50,000,-
000, have declared negotiations at an end for the time being.
In the latter part of 1904 it was believed that the war between
Japan and Russia was nearing an end and that work would be
commenced on the construction of the system this year.

April 22, 1905.]

STREET RAILWAY JOURNAL.

743

APRIL MEETING OF THE INDIANA ELECTRIC RAILWAY
ASSOCIATION

The Indiana Electric Railway Association held its April
meeting at Indianapolis the 13th inst. President Charles L.
Henry was in the chair. The ticket committee presented a
report, which was read by W. R. McKown. He reviewed the
work of the committee in collecting data, which, previous to
the March meeting, had forced the committee to the conclusion
that because of the great variation in rates per mile charged
for passenger tariff by different Indiana interurban roads no
mileage ticket could be devised which could be used by all roads,
and that therefore a ticket book of 5-cent coupons sold at a
reduced rate would be the only solution of the difficulty. The
committee had thought that such a book containing 200 5-cent
coupons should be sold for $9, making it equivalent to a 10 per
cent reduction from regular rates. In accordance with the
instructions given the committee at the last convention, the
committee had met with the committee of the Ohio Interurban
Railway Association at Cincinnati, on March 23, tO' try to
"igure out some compromise which would be acceptable to both
Indiana and Ohio roads. The Ohio interchangeable ticket book
'Ives 16^ per cent reduction from the regular fare, while the
jommittee was sure that Indiana companies would not go into
an agreement to give a reduction of more than 10 per cent from
the regular fare. The committee from Ohio was not favorable
to reducing the discount from 162/, per cent to 10 per cent, be-
cause it felt that it would prevent the extensive use of the
ticket in Ohio, on account of the small reduction it afforded.
The regular passenger fare rates were higher in Ohio than in
Indiana, being about 1^2 cents per mile on roads centering at
Columbus, i3/^ cents on roads centering at Dayton and 2 cents
per mile on roads centering at Cleveland and Toledo. This
being the case, the Indiana committee, Mr. McKown reported,
felt that it had worked hard to solve the problem, had spent
much time and thought upon it, but had failed to secure a sat-
isfactory compromise. It could not recommend to the association
the adoption of its first plan of a coupon book sold at 10 per
cent reduction, because it was questionable whether a 10 per
cent reduction would be sufficient to cause extensive sale of the
book. It would Jie a mistake to issue two different kinds of
books, one in Ohio and another in Indiana. If the 16^ per
cent reduction given in Ohio was recommended but few In-
diana roads would adopt it. All the committee could do there-
fore would be to recommend that no interchangeable coupon
book be adopted at the present time. With regular rates of fare
varying all the way from lyi cents to 2% cents per mile, an
adjustment satisfactory to all is evidently impossible. The
only solution seem.s to be in a readjustment of the rates charged
by some of the roads. As the present committee's duty was
not to regulate rates, it felt that it had no authority to act in
the matter. The committee therefore asked to be discharged.

A motion to discharge the committee brought the matter be-
fore the meeting for discussion. An expression of opinion was
asked from the various members of the committee. C. A. Bald-
win said it did not look possible to come to a conclusion now.
Companies should make their passenger rates as near alike as
possible. Mr. McKown said all seemed to be in accord as to
the desirability of uniform rates. Mr. Norviel said he would
like to see a committee on rates appointed to determine whether
the roads could not get together on that basis. The question of
rates was at the root of the whole matter. Referring again to
the interchangeable coupon scheme, the round-trip rate on the
Indiana Union Traction lines is already 10 per cent less than
the one-way rate, so that a coupon book at 10 per cent discount
and costing $9 would not find much sale. Mr. McKown pointed
out that the Ohio ticket with its 16^ per cent reduction can
now be adopted by any Indiana road that will sign the Ohio
agreement.

President Henry suggested that a mileage ticket sold at a
certain rate per mile would equalize the differences in rates of
fare, which differences now stood in the way of a coupon book
giving a uniform percentage of reduction on all rates of fare.
Why not agree on a certain rate per mile for an interchangeable
mileage book? Mr. Norviel suggested as a way out of the diffi-
culty that a committee on rates consisting of the general man-
ager of each road take up the question of more uniform passen-
ger tariffs.

President Henry said that the question is one that nnist be
settled. It could not be dropped, and the association must not
take any action that would give such an impression to the gen-
eral public. Mr. McKown, in answer to a question, stated that
the average rate of fare on the roads that had reported to the
committee was 1.77 cents per mile.

It appears that all the Indiana roads objected to a 167^ per
cent reduction for an interchangeable coupon book, and that
the only ones that would be at all willing to enter such an
agreement would do so only for the sake of uniformity if all
the other roads favored it.

The ticket committee was then discharged, and a committee
consisting of one from each interurban railway in the State
was decided upon. This committee is to take up the rate ques-
tion, and being composed principally of the general managers
is in a position to act with some authority. The questions of
interline coupon tickets and checking of interline baggage were
also later left to this committee.

This committee, as far as appointed at the meeting, was com-
posed as follows : Indianapolis, Columbus & Southern Traction
Company, W. G. Irwin, general manager ; Indianapolis &
Northwestern Traction Company, C. C. Reynolds, general
m'anager ; Indianapolis & Eastern Railway Company, J. W.
Chipman, general manager; Angola Railway & Power Com-
pany, C. C. Wood, general manager ; Indiana Northern Trac-
tion Company, J. A. Barry, general manager ; Fort Wayne &
Wabash Valley Traction Company, C. D. Emmons, general
manager ; Terre Haute Traction & Light Company, Gardner F.
Wells, general manager ; Indiana Union Traction Company,
H. A. Nicholl, general manager (C. A. Baldwin, alternate) ;
Muncie, Hartford & Fort Wayne Railway Company, L. J.
Schlesinger, superintendent ; Richmond Street & Interurban
Railway Company, Willard Parry, auditor; Fort Wayne, Van
Wirt & Lima Traction Company, H. F. Dicke, auditor ; Koko-
mo, Marion & Western Traction Company, T. C. McReynolds,
manager ; Lebanon & Thornton Traction Company, Robert P.
Woods. Other interurban companies not having representa-
tives at the meeting are to appoint their own representatives to
meet with the committee.

F. D. Norviel, general agent of the Indianapolis & North-
western Traction Company, read a i)aper on "Tickets, Their
Use and Abuse," which is printed in abstract elsewhere. This
paper favored the adoption of the steam road plan of making
all passengers purchase tickets as far as possible. In addition
to his paper, Mr. Norviel gave some figures taken from actual
experience on various roads running out of Indianapolis.
These figures showed that on the way out from the city it takes
conductors from fifteen to thirty-five minutes to collect the fares
from a carload of passengers, on account of the large amount
of labor connected with the cash-fare system, in addition to
the conductor's other duties.

W. G. Irwin, general manager of the Indianapolis, Colum-
Inis & Southern, said that the principal question that would
come up if such a ticket system as Mr. Norviel advocated were
adopted on his road would be how to care for the passengers
who board the cars at the country cross-roads. Any system
which required an excess fare from passengers paying cash
fare would work a hardship on a large number of this class of
regular patrons, as they would have no place to purchase
tickets.

744

STREET RAILWAY JOURNAL.

[Vol. XXV No. i6.

In answer to this, Mr. Norviel said that his company sold a
twenty-ride ticket good going in either direction for the use
of just such passengers as these.

A vacancy in the executive (?&mmittee having been created
by the resignation of A. L. Drum, Mr. White moved that H. A.
Nicholl, Mr. Drum's successor as general manager of the In-
diana Union Traction Company, be elected to succeed Mr.
Drum on the executive committee. This was carried.

Secretary White then read the names of thirty-five appli-
cants for membership approved by the executive committee, all
of whom were elected members of the association. The con-
vention then adjourned.

In the afternoon the party was the guest of the Indianapolis
& Eastern Railway Company. A special car, called the Spring
Lake Special, took the party first to the company's power house
at Spring Lake Park, near Greenfield, and then on to Dublin,
the eastern terminus of the company's line. The road for its
entire distance runs alongside the old National Pike, and is
almost a continuous village from one end to the other, so thickly
are the farm houses scattered along this pike. The trip was
therefore a very interesting one. The road is now a part of the
route of the Interstate Limited, running from Indianapolis to
Dayton. The return run was made in fifteen minutes better
time than that of the Interstate Limited, Dublin being left at
3 42 and the car arriving at the Indianapolis terminal depot
at 5 :30.

The party was under the escort of J. W. Chipman, general
manager; C. E. Morgan, auditor and purchasing agent; D. H.
Robinson, superintendent, and W. R. McKown, general pas-
senger agent.

♦♦♦

"TICKETS. THEIR USE AND ABUSE"*

BY F. D. NORVIEL

That the use of tickets on steam roads has been a success
and the proper way to handle the traveling public is proven
by the great amount of money spent annually for them. The
same, should be true of the electric line after it passes the
point of a suburban and becomes the interurban. In other
words, when the electric line becomes a railroad reaching from
one city to another city, say 25 or more miles away, it seems
that the same conditions that make necessary a system of
tickets on a steam road would apply to the electric line of the
same length.

When a line decides to put in a ticket system, the question
of local ticket agent comes up. This means expense. Does it
pay? My answer to this is "Yes," because then your prospec-
tive passenger has some one to whom he can go to and get
such information as he may want to complete his journey, not
only over the one particular system that originates this travel,
but to others as well ; and the further the originating ofifice can
put that man on a through ticket the more sure we are that
each electric road affected will get that customer's business.
How can this condition be procured but by educating the agent,
circulating appropriate literature and adopting interline tickets.
You cannot do this and change your agents every month.
Make the inducement such that your agent is proud to be
called one, and will not only go out and hunt for business, but
get it, too. That all electric lines will eventually come to this,
I do not believe that any officer will deny. AVe know there will
be continually further consolidation of interests, which makes
all the greater need for permanent organization of the oassen-
ger department.

As to the kind of tickets and their use, it would seem that
inasmuch as the steam roads have paid for the best brains to
be had in the last fifty years to devise a system, we could at

* Abstract of a paper read before the Indiana Electric Railway Association
at Indianapolis, April 13, 1905.

least adopt that system as far as it will fit our case. We all
know the use of a local card ticket, both one way and round
trip. The custom of the steam road is to charge for a round-
trip fare double the one-way fare less lo per cent. Why this
reduction ? First, because the road has the use of a certain
amount of money before it is earned. Second, by the purchase
of a round-trip ticket the chances are one hundred to one that
the passenger will return as he went — over your own line.
These card tickets should be used to whatever point there is
any considerable travel, because of the ease in accounting and
the rapidity with which they can be handled. For those odd
points to which the sales are few, use a blank stub. If excess-
fare trains are run, a special ticket should also be provided
for them.

The coupon tickets good over other lines should be provided
with sufficient coupons to fit the conditions. A mileage book
is a good thing, and it's a pity we haven't an interchangeable
one, because a man holding a book of this kind will hardly con-
sider the rival steam road in his calculations. We have several
other ticket forms on the Northwestern to fit local conditions,
all of which when delivered to an agent mean so much money
for which he must account.

Another reason for the use of tickets is the comparative ease
with which a conductor can handle a train when tickets are
used, as against a train where a complicated system of cash-
fare registers are employed.

It would seem to the writer that the same reason in favor of
making a way-bill for freight or express would apply in the
case of tickets for passengers, and a well-regulated system
should reduce the cash fares to about 20 per cent of the busi-
ness. There is probably no system of fare or ticket collection
but can be manipulated for a time, but it is certainly a hard
proposition either to alter the tickets or do anything with them
after they have once been punched and used.

In conclusion, I would offer a suggestion that 5 cents extra
be charged on the train when a ticket is not presented, and the
cash-fare receipt, worth 5 cents, be returned to the passenger,
good at any regular ticket office of the company if presented
within ten days from date of issue. This would, I think, reduce
cash fares to a minimum.

♦-♦^»

THE INDIANA ELECTRIC RAILWAY GUffiE

The first issue of the Indiana Electric Railway Guide, pub-
lished by Paul Richey, has appeared. This guide was author-
ized at the Anderson meeting of the Indiana Electric Railway
Association. It is under the supervision of a committee of
that association, although it is a private enterprise carried on
by Mr. Richey. It contains a map of Indiana and Western
Ohio electric railways and the time-tables of fifteen interurban
roads, all of which are located in Indiana, except the Dayton
& Western Traction Company, which operates the Interstate
Limited cars between Dayton, Ohio, and Indianapolis, Ind.
The Guide will be published once a month.

»♦♦

Notwithstanding the heavy traffic of the World's Fair year,
the report of the United Railways Company for the quarter
ending April i, 1905, shows that fewer trips were made by the
company and more passengers were carried than in the corre-
sponding period last year. The report sets forth that 1,187,152
trips were made in the quarter just ended, as against 1,233,074
for the corresponding period in 1904. The number of passen-
gers carried in the first three months of 1905 is given as 37,-
007,639, as against 35,731,471 for the first quarter of last year.
According to these figures, the United Railways is carrying
1,276,168 more passengers in the first quarter of 1905, as against
the same period in 1904.

April 22, 1905.]

STREET RAILWAY JOURNAL.

745

CORRESPONDENCE

THE PROPER DESIGN OF CAR FOR INTERURBAN SERVICE

Chicago, 111., April 15, 1905.
Editors Street Rait.way Journal :

When wc lake into consideration the conditions and the
obstacles to overcome, wc fnlly realize that it is almost impos-
sible to design an ideal car. An interurban car, in addition to
operating at high speeds in the open connlry, must be operated
on city streets and upon short radius curves, which make it im-
possible to use successfully very long cars. Were they em-
ployed entirely upon private right of way it would be possible
to make them very much longer, but under present conditions
and limitations they cannot usually be made to exceed 50 ft.
over all. The ordinary schedule of most interurban roads calls
for a single car at hour or half-hour intervals. To provide for
extra heavy traffic, the question comes up as to how cars shall
be operated, whether in trains or in single cars? The opera-
tion of several separate cars as different sections of the same
train running on the time of one train introduces some very
objectionable features in operation. There is inevitably a de-
lay at each passing point because of the time required for the
second and third sections of the train to arrive at the turn-out
and to depart therefrom with a sufificient time interval between
them. Furthermore, such operation destroys many of the bene-
fits that might be obtained from any block-signal system that
may be installed, as it necessitates two cars in a block at the
same time and makes possible rear-end collisions, even if the
block-signal system is in use. If turn-outs are placed fre-
quently enough so that the number of cars can be increased by
shortening the headway between cars to, say, 15 minutes, there
is much chance for delay at turn-outs (because of the short
distance between meeting points) and for interference with
the schedule of the whole system by delays at one or two points.

It is evident to the writer, for the reasons just set forth, that
the best way to provide for extra travel which calls for more
cars than are run on the regular schedule is to add to each reg-
ular train. Some managers believe that the adding of more
cars to a train should be done by the use of trailers, but there
are serious objections to this method. With one car equipped
with large motors and used as a locomotive, the cutting out of
a disabled motor reduces the available horse-power so much as
to cause delay and unreliable service. During a great portion
of the time on most roads these motor cars would be operated
singly. If the motor cars are made heavy and equipped with
motors of sufificient capacity to be used as locomotives for
handling trains, the expense when operating singly would be
much greater than if they were constructed with motor of suf-
ficient capacity to operate but one car at a time. Another point
against the use of trailers is that it is sometimes nearly impos-
sible to get sufficient traction for quick acceleration or for
ascending grades. Perhaps the most serious objection of all
to their employment is that they put an added load on the motor
cars at the very time when, on account of the heavy traffic, it
is most difficult to maintain the schedule.

We are therefore forced to the conclusion that to o]:)erate
trains of two or more cars on an interurban road, all cars
should be equipped with motors with some system of multiple-
unit control so arranged that each car can be operated singly
or as a part of a train. There will then be no trouble from lack
of motive power at the very time when the most motive power
is needed. Furthermore, in case of disabled motors, since each
car is equipped with motors, the disabled motor can be cut out
so that the train can proceed with but slight delay.

When interurban cars arc operated in trains, whether by the
trailer or the multi])lc-unit systeiu, there are sericus difficulties
in operating such trains over city tracks or wherever there are

short radius curves. Interurban cars as now usually con-
structed have the trucks placed from 8 ft. to 14 ft. from the end
of the car. It is impossible to place them nearer the end be-
cause of the swing of the truck which would strike the steps.
On account of the length of this overhang, the construction of
such cars in the past has been made very heavy to overcome
the trouljle which would be caused by the ends dropping and
getting out of line. With cars of this kind it has been found
practically impossible to design draw-bars and couplings that
will operate successfully around short radius curves. Of
course, cars of this class are, as a matter of fact, sometimes
coupled together in practice, but the arrangement is anything
but a successful one. On account of the enormous overhang
there must be a great amount of swing to the draw-bars, and to
provide for this swing, cars must be held so far apart by the
couplers when on straight track that disastrous telescoping is
almost certain in case of a collision.

The writer believes that we are on the wrong track in in-
terurban car construction. The difficulties just enumerated and
a number of others would be overcome if cars were built with
side entrances, having the steps and vestibule at or near the
center of the car. This would make it possible to place the
trucks at the ends of the car, as in elevated railway practice.
The cars could be then coupled close together and there would
be no trouble in securing a satisfactory draft rigging. Crown
pieces or buffers at the ends of the cars should be not less than
8 ins. deep and of the same radius as the swing draw-bar, mak-
ing it possible to couple the cars close together and decreasing
the liability of telescoping in case of collision. Small doors
could be placed in each end so that trainmen could pass from
car to car in case of necessity. A car so designed would have
greater seating capacity than present cars with front and rear
platforms, because less of the total length of the car would be
taken up by platforms. Passengers would be more directly
under the eye of the conductor, since there would be but one
entrance, and so there would be less likelihood of injury to
passengers entering and leaving the car. The vestibule would
effectually separate the smoking compartment from the other
compartment, which is also desirable. Both compartments
would have the advantages of almost unobstructed end views
to the front or rear, as the case might be. The car would thus
be more attractive and more like an observation car. The mo-
torman's cab could be placed in each end of the car, with doors
arranged so that they would fold back to cover the controller
and braking apparatus after the manner of some elevated mo-
tor cars in use, thus utilizing the motorman's cab space for
passengers when it is not required by the motorman. By plac-
ing the trucks under the ends of the car and doing away with
the enormous overhang of the ordinary interurban car with
platforms, considerable weight should be saved, because it is
impossible to devise any plan of car construction whereby a
great amount of overhanging platform weight can be supported
without very heavy construction. The weight between trucks,
on the other hand, can be supported by the truss as used on
steam railroad cars, which is capable of supporting a great
amount of weight with little material. No economical support-
ing structure, like the ordinary truss, can be used for platform
supports, because there is no room for trusses, so that compara-
tively shallow I-beams, plates and timbers must be adopted.
These I-beams and plates being shallow, must be of corre-
spondingly greater cro.ss section to support the weight that
would be put upon them.

The center entrance car is not altogether a novelty, as it is
used by at least two important street railway companies for city
traffic. It is probably considered by most electric railway men
as a kind of freak construction, but it is well for us to stop
and inquire whether this freak construction is not nearer right
than the construction we are now generally following.

S. R. S.

746

THE QUESTION BOX

In this issue considerable space^ is devoted to parks and
pleasure resorts, as this is the time when railway managers
are making plans for creating or increasing pleasure traffic
during the coming summer. Questions and answers relating to
employees are continued, those in this issue referring to
methods of teaching, examining, ruling and paying car men.
In the master mechanic's department there is a discussion on
car types, car fireproofing and flooring, and on experience with
oil and grease lubrication.

C— PARKS AND PLEASURE RESORTS

C I. — A company is thinking of establishing a pleasure park.
Please give suggestions, ideas and pointers as to what should
be done and what should not be done.

Our business is strictly urban, and we do not own or manage any
parks or pleasure resorts. We have a number of city parks on
our lines, also a very fine and well managed "Chutes" park,
equipped with numerous pleasure features. We furnish a band of
music every Sunday afternoon at one of the most attractive parks,
and have found this to be a remunerative investment.

Jno. J. Akin, Supt., Los Angeles Ry. Co.

Hire a thoroughly competent park manager. He will solve the
rest. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z., Columbus, Ohio.

I would advise a company thinking of starting a pleasure park
to keep strictly within its means. Put in plenty of light and make
arrangements direct with a capable architect to build a theater and
an attractive entrance, a "Figure 8," and such other amusement de-
vices as cash in hand will allow.

Paul D. Howse, Gen. Mgr., The White City, Chicago.

In establishing a new park, local conditions should be well
studied and considered, and the company should not be governed
by the experience of railway companies in other localities, except
in a general way. J. E. Stephenson, Pass, and Freight. Agt.,

International Ry. Co., Buffalo.

In starting a park, be so strict at the beginning that none but
first-class people will take advantage of the attractions offered, and
very soon the other sort will learn they are not tolerated, and
will stay away. In a town the size of Augusta a profitable patron-
age cannot be attracted if loose characters are admitted. Flowers,
walks, shrubs, springs, barbecue pits, covered stands, dining hall,
bowling alley, boats, electric piano, birds of different kinds, ani-
mals, fountains, shade trees, dancing pavilions open and closed,
are all attractions that we have found the least expensive and
most serviceable. Geo. H. Conklin, Park Mgr.,

Augusta- Aiken (Ga.) Ry. & Elec. Co.

Purchase, lease or in some manner control not only all the land
n.eeded for park purposes, but as large an area as possible around
it. LTnless this is done, and if the park is a success, you will cer-
tainly be annoyed with a large number of clap-trap concerns who
will locate as near as possible, and not being under the control of
the park management, will almost certainly resort to questionable
methods to make profits. The presence of such concerns interferes
with the general reputation of the park. Buildings for use of the
public are invariably built too small, and then added to from year
to year, making a patchwork. If a dance hall is to be built, and it is
assumed that a hall to accommodate 300 couples is about the right
size, build it large enough for 500 couples. If a theater is to be
built, and it is calculated that a seating capacity of 600 is about
the right size, arrange to seat three times that number, and in the
course of a few years the wisdom of the plan will become apparent.
If you can possibly afford the space have all buildings well sepa-
rated. In case of fire this is a great aid and the general appear-
ance is much improved. Keep fakirs and liquor away.

I. W. Phelps, Mgr. Park Dept.,
Dartmouth & Westport St. Ry. Co., New Bedford, Mass.

In considering the establishment of a pleasure park, the question
will arise as to what sort of patronage you wish to cater to.
Under some circumstances it is better to simply have what might
be called an evening park. Such places depend, outside of the
theaters, etc., on the tasteful illumination of the grounds, the

[Vol. XXV. No. 16.

topographical features being of secondary importance. The topo-
graphical features of a day park are the important elements, as the
day patrons are generally picnicers, who are out for a day in the
woods, and if it is desired to attract picnics from a distance, it is
necessary to combine the essential features of the night and day
park in one pleasure ground. In either case, provide a reasonable
amount of shelter from sudden storms, otherwise your patronage
will suffer very considerably from unfavorable weather indications.
The car service must be adequate to handle the crowds quickly
when they accumulate. Many people want to go heme at the con-
clusion of the theatrical performance, and if they are kept waiting
too long for lack of cars their patronage will be lessened, if not lost
altogether. Gaylord Thompson, Gen. Mgr.,

Beaver Valley Tract. Co., Beaver Falls, Pa.

C 2. — Is it better for the railway company to operate a park
and its attractions or to induce outsiders to operate them on a
percentage basis?

We think it is better for the railway company to operate the
park. W. W. Sargent, Mgr. Whalem Park,

Supt. F. & L. St. Ry. Co., Fitchburg, Mass.

From our experience we should say it is better for the railway
company to operate the park and its attractions.

J. Chas. Ross, Gen. Mgr.,
. Steubcnville (Ohio) Tract. & Light Co.

By all means manage your own property. Operate some of the
main attractions, letting out on the cash basis, only the minor ones.
Never under any conditions place your company in a position to be
dictated to by lessees. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z., Columbus, Ohio.

Inasmuch as the attractions and amusements of the average park
must be of a nature entirely foreign to street railroading, it does
not seem that a railroad company could operate attractions with the
same skill as men schooled in that line of business.

J. E. Stephenson, Pass, and Freight Agt.,
International Ry. Co., Buffalo.

Our experience would tend to show it is better to give the at-
tractions to an outsider. Geo. H. Conklin, Park Mgr.,
Augusta-Aiken (Ga.) Ry. & Elec. Co.,

Our experience is that it is much more desirable for the railway
company to control the operation of a park. Where it is left
entirely in the hands of individuals, whose entire object is to get
as much as possible out of the crowd each day, questionable
methods are resorted to and complaints are numerous. We have
found it best to let out certain privileges for a fixed rental and
others for a percentage of receipts and to operate others ourselves,
reserving the right to oversee the operation of all privileges and
to have a prompt remedy applied to anything not meeting with
the approval of our park manager.

I. W. Phelps, Mgr. Park Dept.,
Dartmouth & Westport St. Ry. Co., New Bedford, Mass.

From our experience in the past in furnishing attractions at the
different parks, aside from band concerts, and in view of our
"Chutes" park being so well equipped, we have found it to our
interests not to furnish any attractions at the parks except music,
turning all applicants over to the "Chutes" people, and assisting
them some in the way of furnishing power and by a monthly con-
tribution. Jno. J. Akin, Supt., Los Angeles Ry. Co.

In my judgment, it is, absolutely necessary for the railway com-
pany to exercise full control of the park business. Refreshment
privileges are usually sub-let upon a basis of from 10 per cent to
20 per cent commission on the gross receipts. It has become the
general practice of amusement companies to install roller coasters,
merry-go-rounds and other mechanical contrivances upon a rental
basis of 20 per cent to 25 per cent of the gross receipts, a lease for a
term of from five to ten years usually being given such companies.
As to these privileges the traction company should be very exacting,
and insist that the concessionaires give full value to the park
patrons in exchange for their nickels. The dancing pavilion, the
music and the theatrical performances should be controlled abso-
lutely by the street car company. In general, grounds and build-
ings should be kept scrupulously clean, courteous attendants and
ample police protection provided, and when all this is done the
company can consider itself fortunate if the enterprise has been
managed so as to make the park receipts just meet the park ex-
penses. Anything short of this effort may result in making a little

STREET RAILWAY JOURNAL.

April 22, 1905.]

STREET RAILWAY JOURNAL.

747

money in the park for. a season or two, but the people will soon
notice the neglect and refuse to patronize the park.

Gaylord Thompson, Gen. Mgr.,
Beaver Valley Tract. Co., Beaver Falls, Pa.

In the writer's opinion a railway cdmpany should never operate
its own park, as it does not know the game ; the park business is
a trade in itself. On the other hand, the railway company should
be very careful to whom it leases its park and in whose hands it
places the management. C. A. Dunlap, Pres. and Gen. Mgr.,

Electric Park Amusement Co., Newark, N. J.

C 3. — On what basis do you determine the percentage to be
paid for lease of attraction privileges at your park?
Twenty-live per cent of the gross receipts.

W. W. Sargent, Mgr. Whalem Park,
Supt. F. & L. St. Ry. Co., Fitchburg, Mass.

Concessionaires pay us on an a\erage of 20 per cent of their
gross receipts. J. Chas. Ross, Gen. Mgr.,

Steubenville (Ohio) Tract. & Light Co.

On the amount of patronage to the resort.

J. R. Harrigan, Gen. Mgr.,
C. B. L. & N. and C. N. & Z., Columbus, Ohio.

We determine the percentage paid for lease of attraction privi-
leges at White City upon the basis of our knowledge of their
earnings and cost of operation. We. figure to divide the profits
evenly with the concessionaire. Paul D. Howse, Gen. Mgr.,

The White City, Chicago.

This would depend entirely upon patronage.

J. E. Stephenson, Pass, and Freight Agt.,
International Ry. Co., Bufifalo.

See the writer's answer to C 2.

Gaylord Thompson, Gen. Mgr.,
Beaver Valley Tract. Co., Beaver Falls, Pa.

First on the amount of space the attraction may require, and
second on the nature of the attraction. If the attraction is going to
take in a large amount of money the park owners should receive
a larger percentage, as this means less money spent in other at-
tractions or on the owners' stands, bars or whatever they may con-
trol. C. A. Dunlap, Pres. and Gen. Mgr.,
Electric Park Amusement Co., Newark, N. J.

C. 4. — What are some of the methods of maintaining in-
terest of the public in a pleasure park?

Diversified entertainments, good food, music, bathing and a com-
fortable grove for rest in hot weather.

W. W. Sargent, Mgr. Whalom Park,
Supt. F. & L. St. Ry. Co., Fitchburg, Mass.

Keep up with the times. Have some improvements each
season. Maintain good order. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z., Columbus, Ohio.

By constantly adding and improving attractions, a strong musical
organization and heavy advertising.

Paul D. Howse, Gen. Mgr.,
The White City, Chicago.

To maintain interest in pleasure parks new features should be
continually added and well exploited by judicious advertising.

J. E. Stephenson, Pass, and Freight Agt.,
International Ry. Co., Bufifalo.

At our park we have a hot house, where the year around a man
propagates plants, which he puts in the different parks to make
them more attractive. By means of paint, repairs, conveniences for
picnics and dancing parties, a small menagerie and aviary we try
to maintain interest. Moving pictures have long ceased to be a
profitable attraction. During the summer months, three times a
week, we give band concerts, with only fair results. At present
it is our plan to inaugurate a series of sensational outdoor acts,
which we will book in conjunction with the Charleston Consoli-
dated Railway, Gas & Electric Company, of Charleston, S. C.

Geo. H. Conklin, Park Mgr.,
Augusta-Aiken (Ga.) Ry. & Elec. Co.

Provide good music for concerts and dancing, and the theater,
as this is the chief magnet to draw patronage to the park ; use the
greatest care to obtain attractions free from all objectionable
matter, and thus make the best people of your community your
constant patrons. Gaylord Thompson, Gen. Mgr.,

Beaver Valley Tract. Co., Beaver Falls, Pa.

By being able to provide something new.

G. A. Dunlap, Pres. and Gen. Mgr.,
Electric Park Amusement Co., Newark, N. J.

C 5. — What are the relative merits as drawing attractions of
vaudeville and light opera?

Depends entirely on population to which the park caters. From
an experience of twelve years should say opera is much the better
attractions. W. W. Sargent, Mgr. Whalom Park,

Supt. F. & L. St. Ry. Co., Fitchburg, Mass.

Light opera has proved more attractive in this section.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract, & Light Co.

That is impossible to answer without a trial. It depends on
location and the class of patronage to whom you are catering.

J. R. Harrigan, Gen. Mgr.,
C. B. L. & N. and C. N, & Z,, Columbus, Ohio.

Light opera is an absolute failure in an amusement park as com-
pared with vaudeville. Paul D. Howse, Gen. Mgr.,

The White City, Chicago.

The vaudeville appears to predominate in popularity.

J. E. Stephenson, Pass, and Freight Agt.,
International Ry. Co., Buffalo.

The people of Augusta no longer care for vaudeville, and light
opera, such as we could furnish, will not attract them.

Geo. H. Conklin, Park Mgr.,
Augusta-Aiken (Ga.) Ry. & Elec. Co.

We have never attempted anything but vaudeville and can fur-
nish no data from which a comparison could be drawn.

I. W. Phelps, Mgr. Park Dept.,
Dartmouth & Wcstport St. Ry. Co., New Bedford, Mass.

In our locality the vaudeville shows, when properly selected, are
more favored than opera. Gaylord Thompson, Gen. Mgr.,

Beaver Valley Tract, Co., Beaver Falls, Pa.

Vaudeville and light opera have no relation to one another
whatever, and the drawing power of either depends entirely on the
neighborhood and park it is in. If the people are particularly high-
class and refined, light opera or comedy drama will probably be
more acceptable ; but to the working classes, especially, vaudeville
and horse-play comedy are more acceptable.

C. A. Dunlap, Pres. and GeiL Mgr.,
Electric Park Amusement Co., Newark, N, J,

C 6. — Give some suggestions on how to make a pleasure park
pay

By charging a small fee for admission to the park, and keeping
the park absolutely clean at all times.

W. W. Sargent, Mgr. Whalem Park,
Supt, F, & L, St, Ry, Co,, Fitchburg, Mass.

Locate it in the right place on the main line of your road, A
spur track causes extra expense, and is an abomination to the
handling of crowds and giving service. Choose a place with plenty
of shade always, and water when it is possible. Different localities
demand different amusements. Govern your expenditures and im-
provements by the surrounding patronage you have to draw from.
Keep out, under all circumstances, grafters, hold-up schemes and
objectionable characters. Establish order and maintain it. Light
up the grounds. Keep close guard on your privilege contracts.
Never let a foot of your park property out from under your own
control. If you are operating privileges yourself, be sure and have
a practical knowledge before you begin. If your park is isolated do
not, under any conditions, allow intoxicating liquors in the grounds,
and under no conditions let such a privilege out from under your
control. Attend well to the sanitary conditions of your grounds.

748

STkEET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

toilet, cess pools, etc. Keep the walks clean and the grounds clear
of all filth and rubbish. Provide plenty of house shelter and tables,
seats, etc., for your patrons. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z., Columbus, Ohio.

The largest money earner that has yet been brought out for
pleasure parks is the "Figure 8." I would advise any corporation
starting a park to own the largest money earners, and to let such
things as merry-go-rounds, Ferris wheels, minature railroads, etc.,
out on percentage, but by all means own the "Figure 8" and the
other big money earners. Paul D. Howse, Gen Mgr.,

The White City, Chicago.

This depends entirely upon the attendance. If sufficient patronage
can be had it is an easy matter to attract amusement features of
all sorts, all of which will contribute to the revenue of the park.

J. E. Stephenson, Pass, and Freight Agt.,
International Ry. Co., Buifalo.

This is a "stumper." We have never been able to make either
of our parks pay. We have tried vaudeville at lo cents at Monte
Sano, and high-class opera and comedy plays at 25, 35 and 50 cents ;
but never have been able to clear expenses. At our Lake View
Park, at irregular times, we have given outdoor attractions, such
as aerial acts, water spectacles, fireworks, etc., but none of these
has been so successful that a regular line of such attractions has
been justified. Geo. H. Conklin, Park Mgr.,

Augusta-Aiken (Ga.) Ry. & Elec. Co.

The primary purpose of a pleasure resort is to induce travel upon
the street cars, and except where the tributary population is very
large, parks are seldom paying enterprises of themselves. When
properly conducted, however, they become indirectly a source of
very considerable revenue to the traction company by virtue of the
travel they induce. Gaylord Thompson, Gen. Mgr.,

Beaver Valley Tract. Co., Beaver Falls, Pa.

Provide amusements and attractions suitable to the people of
your particular locality. Keep park and employees in order; allow
no gambling or questionable shows; cater to the middle classes.

C. A. DuNLAP, Pres. and Gen. Mgr.,
Electric Park Amusement Co., Newark, N. J.

C 7. — What is the best form of tiieater for an ordinary elec-
tric railway park? Please discuss seating arrangements,
methods of supporting roof, acoustic properties, arrangement of
stage, etc.

Enclosed stage, auditorium with open sides.

W. W. Sargent, Mgr. Whalom Park,
Supt. F. & L. St. Ry. Co., Fitchburg, Mass.

Here, again, locality governs one's opinion and decides architec-
tural arrangements. Never lose sight of the fact that you cannot
pack people into a small, illy-ventilated building and expect to hold
their patronage. Arrange your seating on one main floor with
plenty of exits. Allow for ample stage room, as you cannot give a
satisfactory performance without it. Prepare good sized, well
ventilated dressing rooms, and your performers will give you better
work. If the acoustics are bad put in a sounding-board.

J. R. Harkigan, Gen. Mgr.,
C. B. L. & N. and C. N. & Z., Columbus, Ohio.

A practically closed but well ventilated theater. Seats should
be arranged in sections of not more than eight each. The roof
should be supported by trusses and sealed underneath with 5/^-in.
beaded and center beaded yellow pine, the beads running per-
pendicular to the stage. This increases the acoustic properties
greatly and makes an inexpensive and very satisfactory finish. The
stage should be arranged with drop curtains and wings, with, per-
haps, two sets of flash scenery.

Paul D. Howse, Gen. Mgr.,
The White City, Chicago.

Next year we expect to make a very attractive theater on the side
of a hill, which has a grade of about 15 per cent. The stage will
be at the base of the declivity. We will make seating arrange-
ments for about 1500. Will use canvas side walls, which can be
lowered in case of storm, with both ends enclosed, and having a
shingled roof. Geo. H. Conklin, Park Mgr.,

Augusta- Aiken (Ga.) Ry. & Elec. Co.

The form of theater depends entirely upon the topography of
the pleasure grounds. The very best arrangement, where the

topography is adapted to it, is an open-air theater, without any
covering but the blue sky and the foliage of the overhanging trees.
In a flat country, where a building must be provided, it should be
of the open-type form of construction, and of dimensions suitable to
the seating capacity of the attendance to be expected. A population
of 30,000 should yield an average nightly attendance of 1200 people.
There is nothing unusual in the design of the roof trusses for such
buildings, and it is not at all difficult to take care of the acoustic
properties of the interior. Gaylord Thompson, Gen. Mgr.,

Beaver Valley Tract. Co., Beaver Falls, Pa.

A building having a roof but with all sides open, and with stage
sufficiently large to enable aerial acts to be used. One of the most
common faults with park theaters is the building of a small and
low stage, with the result that acts that would be a real novelty and
draw large crowds of patrons cannot be put on, or if put on must

THEATER AT LINCOLN PARK, NEW BEDFORD

be so cut that the novelty is lost. There should be no posts located
in auditorium, and the line of vision from the rear of auditorium,
looking toward top of the stage, should not be less than 26 ft.
from the floor of the stage. Roof can be supported by trusses so
that this result can easily be obtained.

I. W. Phelps, Mgr. Park. Dept.,
Dartmouth & Westport St. Ry. Co., N ew Bedford, Mass,

B.— EMPLOYEES
B 12. — If you have a regular school, please give full de-
scription of the apparatus used and the methods of teaching.

We have been holding a school for motormen and conductors
during the past winter, but it was optional with employees as to
whether they should attend. E. J. Ryon, Supt.,

Schenectady Ry. Co.

We have an instruction room with skeleton car equipped with all
apparatus with pit so that everything can be easily gotten at and
described. In this room are copies of all rules and regulations,
map of our lines and samples of electrical apparatus, all of which
are explained by the student instructor. The men are then as-
signed to motormen on the different lines and required to run
on each line under instructions of motorman in charge. Blank
cards are used for this purpose with space for car number and
motorman to whom assigned, motorman to state on this card time
student was on and any remarks. Jno. J. Akin, Supt.,

Los Angeles Ry. Co.

We have no regular school, unless the use of the student's car
mentioned by the writer under B 11 might be considered in that
light. S. W. Cantril, Supt.,

Denver City Tramway Co.

B 13. — Do you require accepted applicants to pass an oral or
written examination before they are put to work? If so, please
send list of questions asked.

Applicants are required to pass an oral examination.

E. J. Ryon, Supt., Schenectady Ry. Co.

Applicants must pass satisfactory examination as to their knowl-
edge of the rules in the rule book. J. R. Harrigan, Gen. Mgr.,
C. B. L. & N. and C. N. & Z., Columbus, Ohio.

Oral examination is required. We have a printed card with
a large number of questions covering phases of their work. If the
student instructor on the final examination concludes the new
men are not fully capable of taking charge of a car, he gives fur-

April 22, 1905.]

STREET RAILWAY JOURNAL.

749

ther instructions and requires further experience in charge of
other men, watching them himself in the performance of their
duties. We also have inspectors on the road whose duty it is to
watch all trainmen in regard to performance of duty and report
any incapacity or violation of rules. Jno. J. Akin, Supt.,

Los Angeles Ry. Co.

They are examined orally in questions pertaining to the time-
card and the operation of the road. C. E. Palmer, Supt.,
Cincinnati, Dayton & Toledo Tract. Co.

We require an oral examination from special list of questions.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract. & Lt. Co.

We require written examinations which arc kept on file. We
are now revising our list of questions.

S. W. Cantril, Supt.,
Denver City Tramway Co.

B 14. — Please send copies of any special rules for the gov-
ernment of conductors and motormen which you think par-
ticularly desirable.

This company is about to adopt the rules of the American
Street Railway Association subject to whatever changes may be
necessary to fit them to our lines. E. J. Ryon, Supt.,

Schenectady Ry. Co.

Our book of rules is an adaptation of the regulations approved
by the American Street Railway Association in September, 1903,
and so far we have found it quite satisfactory. We also found
that by having our transfer regulations printed in a separate book
in convenient form for carrying in the pocket we aided our con-
ductors in avoiding errors in issuing and receiving transfers.

S. W. Cantril, Supt.,
Denver City Tramway Co.

B 15. — What is your process for paying off motormen and
conductors ?

Motormen and conductors are paid off with a pay envelope and
required to sign a pay slip. E. J. Ryon, Supt.,

Schenectady Ry. Co.

Conductors and motormen are paid four times a month, two
days pay always being kept back. J. E. Duffy, Supt.,

Syracuse Rapid Transit Ry. Co.

By check, monthly. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z. Columbus, Ohio.

We pay off in envelopes from a regular pay car on the tenth
and twenty-fifth of each month. C. E. Palmer, Supt.,

Cincinnati, Dayton & Toledo Tract. Co.

Pay semi-monthly for hours actually on duty on car.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract. & Lt. Co.

Conductor pays himself and motorman out of the car receipts at
the end of each day's work. S. W. Cantril, Supt.

Denver City Tramway Co.

B 16. — Has the method of letting conductors and motormen
take their day's wages from each day's receipts proven satis-
factory ?

I would not consider it a good practice.

C. LooMis Allen, Gen. Mgr.,
Utica & Mohawk Valley Ry. Co.

We have never given this a trial and I do not approve of such
practice. E. J. Ryon, Supt.,

Schenectady Ry Co.

Has never been the practice with these companies. Do not think
it would be satisfactory. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z. Columbus, Ohio.

Yes. We have used the system for the past 13 years and woidd
not now willingly change it. It saves many disputes over wages,
is easily and cheaply handled by the company, and is popular with
the men. S. W. Cantril, Supt.,

Denver City Tramway Co.

E.— THE MASTER MECHANIC'S DEPARTMENT
E 3. — What is the best type of car for cities of less than
50,000 population ? Why ?

Longitudinal seats; wide single door; door to right of center;
large platform ; step on right-hand side. These arrangements give
ample standing room ; passengers can get in and out easily with
door at corner, and side seats enable passengers to signal conduc-
tor without turning around. This car is easy to keep clean and in
repair. J. Chas. Ross, Gen. Mgr.,

Steubenville (Ohio) Tract. & Lt. Co.

E 6. — What is the best type of car for a combined city and
suburban service?

Double-truck car with side seats at end and cross seats in middle
of car. J Chas. Ross, Gen. Mgr.,

Steubenville (Ohio) Tract. & Lt. Co.

E 7. — What is the best type of car for moderately high-speed
suburban service (suburban service as distinguished from in-
terurban service) ?

A car 40 ft. over all, with cross seats in center and longitudinal
scats 10 ft. long at each end giving room near doors for a standing
load in the cities. Francis G. Daniell, New York City.

E 8. — What is the best type of car for high-speed interurban
service ?

Double-truck car with cross seats and smoking compartment.
If cars have long runs, a small baggage compartment, water cooler
and flush closet should be provided. J. Chas. Ross, Gen. Mgr.

Steubenville (Ohio) Tract. & Lt. Co.

A car about 50 or 60 ft. over all, with baggage and smoking
compartment in front end ; baggage compartment to contain heater
and to be used as cab for motorman. In interurban cars running
on private right of way, a toilet should be provided either at rear
end or next to partition between smoking compartment and day
coach. On this type of car no front platform is necessary, and no
entrance for passengers at forward end of car. Rear platform
should be large and have sliding doors on each side; swinging
doors are continually breaking hinges and getting out of shape
as platform sags. A car 55 ft. over all is a good size for general
use. A longer longitudinal seat than is usually provided is an ad-
vantage as providing more room near the door. The space of two
cross seats is small enough.

Francis G. Daniell, New York City.

E 10. — What is the longest car that can be carried safely
and economically On a single truck?
A 20-ft. car. J. Chas. Ross, Gen. Mgr.,

Steubenville (Ohio) Tract. & Lt. Co.

An i8-ft. body is as long as should be carried on a single truck
with 7 ft. 6 in. wheelbase. Francis G. Daniell,

New York City.

E II. — What can the master mechanic of the average surface
r(3ad do to render his cars more nearly fireproof?

Pay careful attention to all places where wires go through plat-
forms and see that they are protected with rubber hose extending
well above the floor. Also see that underside of floor over all re-
sistances, lightning arresters, etc., is covered with asbestos board.

Francis G. Daniell, New York City.

Fires are often started in cars by the light wires coming in con-
tact with the electric bell wires. As a rule, in cars where the push
button for signalling conductor is used the light wires and electric
bell wires are just above the side windows, and very close to-
gether. In order to lead the bell wires down the window post to
the push button the light and bell wires generally cross each other,
giving good opportunity for a short circuit. To reduce the danger
place the bell wiring under molding below the window sill. Again,
where the motor cables are fastened to the bottom of the car there
is always chance of short circuits and grounds due to water from
the street being thrown up on the cables. To do away with this
put the cables inside the car in wooden boxes along the floor under
the seats. Where necessary to pass under platform to controller
rubber lined cotton hose is a good protection. I consider this
method the best outside of conduit wiring.

J. L. Sullivan, Foreman,
Motor & Truck Dept., Ihiitcd Rys. Co., St. Louis.

750

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

E 14. — What is the best form of flooring for the inside of
cars ?

For side seat cars, longitudinal strips screwed to floor; for cross
seat cars, smooth floors. J. Ciias. Ross, Gen. Mgr.,

Steubenville (Ohio) Tract. & Lt. Co.

Floors inside of cars should be covered with hardwood slats
screwed to floor. In wet weather this prevents the floor from get-
ting sloppy. It is also a very good plan to slat the platforms, as
the motorman standing in one place will wear hollows in the
floor, and in wet weather these will fill with water so that the
motorman will be standing in water all the time. Also, the strips
take all the wear and are much more cheaply replaced than the
floor itself. The platform strips should be maple, about %-in.
high by %-in. wide. Francis G. Daniell, New York City.

E 46. — State experience with use of oil instead of grease for
motor lubrication.

Experience shows oil to be a more satisfactory lubricant than
grease for armature bearings, because it can be applied to the bear-
ing with more certainty and regularity. The average life of the
bearing is longer with oil lubrication than with grease.

Master Mechanic.

E 47. — Give description, with sketch of journal box, suitable
for using oil for motor lubrication.

The accompanying drawings illustrate a form of journal-box that
has been developed for service on the electric railway lines con-
trolled by the Boston & Maine Railroad. The chief advantage is

covered with oil, but that the oil has been forced over the box and
out on to the side of the wheel. Another advantage is found in
the fact that inasmuch as the dust guard can be inserted from the
front end when the box is in actual service on the car or from the
back when setting the trucks up, we are not obliged to have a hole
either in the top or bottom of the oil box, and this I consider a
decided advantage for the reason that any opening either in the
top or the bottom of the oil box, no matter how well it may be
protected, always leaves a place for the entrance of dirt and dust,
which are always present at this point when the car is in motion.
There are one or two features in connection with tlie front end of
the box which we have found particularly advantageous. It will be
seen from the section A-B, and also from the drawing of the journal
box lid, that there is an inclined plane upon which the holding
spring rests, and as the bolt which holds the lid on is borne up
firmly on the shoulders of the lid, this spring is compressed more
on the lower side than it is on the upper, giving the box lid a de-
cided tendency to press harder against the lower part of the box.
The ribs on the inside of the lid are not decidedly new, as they
have been used in other types of boxes, both for steam and electric
railway service, but the writer considers that these ribs are very
necessary, as the oil from the outer ends of the journal is thrown
up against the lid, and by having this shelf or rib, as shown on the
inside of the lid, the oil runs down and is thrown off into the box,
instead of running out at the front end of the box, as it certainly
would do if the inside of the lid was a plane surface. With this
oil box, we are using standard makes of lubricating oil and packing
with decidedly good results on both city and interurban cars. We
have also put this type of box on to some of our snow plows, and
the results have been very satisfactory, so satisfactory, in fact, that
we have not had a single hot-box where this form of box and dust
guard was used. The drawings give details for journals, 3% ins.

in the use of a flexible dust guard which is made up of layers of
flexible material sewed firmly together, and the arrangement is
such that the dust guard can be inserted from the front end of
the box without removing the box from the journal, thus avoiding
unnecessary expense and delay attendant upon the use of many of
the various types of dust guards commonly used in electric railway
work, most of which require that the box shall be removed when
applying the guard. Another advantage of this dust guard is that,
as it is made of flexible material, it conforms itself to tlie back part
of the journal and acts to form an absorbent ring, which effectually
prevents any oil from going out through the back part of the box,
and is much more satisfactory than the harder substances commonly
used for dust guards. We have had cars running in our electric
railway service for over a year with' this type of dust guard, and
upon personal inspection the writer has found that the back end of
the box outside of this dust guard is alv/ays perfectly dry, while
with the use of various types of dust guards in the same service the
writer has frequently found not only the back part of the oil box

X 6 ins. It might be necessary in adapting this box to various forms
of trucks to modify the shape somewhat, but this is a simple matter
of detail that any master mechanic can arrange, but we have found
the flexible dust guard and the use of a lid or cover of this design
so advantageous that we are glad to present the idea as a suggestion
to others for what it may be worth.

E. T. Millar, Chief Draughtsman,
Electric lines controlled by Boston & Maine R. R.

ADDITIONAL QUESTION ON A-GENERAL

A 51.^ — What is the best method of destroying tickets? If
a machine is used for this purpose, what is the maintenance
expense and what would be the power required for a machine
capable of handling daily 300,000 tickets and transfers and
macerating unused transfer pads containing 100 transfers
bound with wire staples ?

April 22, 1905.]

STREET RAILWAY JOURNAL.

751

OVERHEAD TRAVELER SYSTEM IN NEW YORK

One of the most interesting features of the inspection shed
and repair shop recently completed for the New York Subway
at Seventh Avenue and 148th Street is the overhead conveying
system installed by the Northern Engineering Works, of De-
troit. This consists of an electric traveling hoist and an over-
head track which connects the different buildings. The space
covered is practically an entire block, the blacksmith and paint
shops at the north end being separated from the main building
by an electrically-operated transfer table.

This overhead electric system, sometimes called telpherage,
was installed for the rapid conveyance of machinery and tools
to any part of the shops without interference with the work
done on the floor.

The track is a 15-in. I-beam bolted to the under side of the
roof truss. It runs the entire length of the north and south
bays of the inspection shops, crossing the middle bay at either
end. Branch tsacks, supported by steel trusses, extend over
the transfer table and run the length of the blacksmith and
paint shops. Curves, track switches and turntables enable the
traveling hoist to reach the elevator in the storeroom, as well
as other parts of the building, where there are special tools.
The traveling electric hoist has a capacity of 4 tons. It has
been of great service, during the fitting up of the shop, in in-
stalling the machine tools, rotary transformers, motors antl
other machinery. Since the shops have been in operation the
hoist has been in constant use, mounting motors on the car
trucks, replacing car wheels, taking armatures or any other

FIG. 2.-HOIST CARRYING PAIR OF CAR WHEELS IN SHOP
parts of the cars to the machine tools for repair, etc. The
motors on every subway car fitted up in this shop have been
put in place by this machine.

Fig. I shows the hoist traversing a curve. The turntable is
also shown in this view. Fig. 2 gives another view of the
hoist, carrying a pair of car wheels along a straight section of
the track.

The length of the track and the variety of uses for which
the hoist is employed make this system of particular interest.
No passageways have to be kept open and no floor space is
usxl, consequently there are no delays in handling any of the

FIG. 1.— IHE HOIST TRAVERSING A CURVE

machinery or in transferring materials from one building to
another.

J. Van Vleck and W. C. Phelps, of the Interborough Com-
pany, assisted by R. A. Byrns, of the New York office of the
Northern Engineering Works, are responsible for the general
design and the layout. The entire system was manufactured
and installed by the Northern Engmeering Works.

♦♦♦

CLOSED CARS FOR WASHINGTON, D. C.

. The Capital Traction Company has recently placed in opera-
tion twenty-tliree closed cars built by the J. G. Brill Company.
This traction company operates about 625 cars, with 40 miles
of trackage, and owns the attractive amusement resort known
as Chevy Chase Park. The company's lines touch all the vari-
ous points of interest in and about Washington.

The new cars are 17 ft. 8 ins. over the corner posts and 7 ft.
8 ins. wide. Inlaid mahogany with floral designs and decorated

ONE OF THE LATEST CLOSED CARS FOR THE CAPITAL TKAC-
TKJN COMPANY

birch ceilings constitute the interior finish. The seats are 18
ins. wide and are upholstered in hair and covered with plush
of old gold. For summer use, seats are provided with slat
bottoms and backs. The furnishings include Brill angle-iron
l)umpers, "Dedenda" gongs, sand boxes and folding gates.

The general dimensions of the cars are: Length of the car
body over crown piece, 24 ft. 6 ins. ; widtii of tlie car body over

752

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

the sills, 6 ft. 2 ins. ; length of the platform, 3 ft. 5 ins. ; height
of the car body from the floor to the top of the roof, 8 ft. i in. ;
height of the door in clear, 6 ft. 3^ ins. ; side I'Tlls, 41^ ins. x
6}i ins. ; intermediate corners, 2^ ins. x 4^ ins. ; crown pieces,
3I/2 ins. X 10 ins.; corner posts, ins. thick, and thickness of
the side posts, ins.

NEW JOURNAL BEARING

ELECTRIC-DRIVEN AIR COMPRESSORS

It is pointed out by many practical railway men that the wick
or pad oilers now in common use for journal bearings soon be-
come gummy and develop a hard polished contacting surface
which the oil cannot penetrate. This is due to their being
pressed against the journal, whereby the fibres of the material
become so packed that the oil cannot get through. In a short
time the dry fibres are carbonized by the friction of tlie journal.

FIG. 1.— SEC'l JUNAL ViiiVV OF JOURNAL BOX, SFIOWING OILER
IN POSITION

forming a hard abrasive surface that is very severe on the life
of the journal and its bearings.

To overcome this defect, the Armstrong Journal Oiler Com-
pany, of Philadelphia, has brought out the radically different
type of oiler shown in the accompanying illustrations. The
material used is a combination of cotton and wool woven into
a plush pad, but only the buttons shown in Fig. 2 press against

Power-driven air compressors are usually provided with either
belting or gearing for the transmission of power to the com-
pressor shaft. However, belting requires a great deal of floor
space and is a source of constant expense, both on account of
lost power and the cost of maintenance. Gearing is more com-
pact and more sightly than belting, but is noisy and even more
subject to wear and friction.

The compressor shown in the accompanying illustration, re-
cently built by the Laidlaw-Dunn-Gordon Company, solves this
question of power transmission. It was built for the General
Electric Company to be driven by a 150-hp motor, the arma-
ture of which is mounted directly on the compressor shaft.
The air cylinders of this machine are 18 ins. and 11 ins. in
diameter, respectively, with a common stroke of 24 ins., the
entire outfit operating at a speed of 120 r. p. m. and giving a
displacement of about 850 cu. ft. per minute against 100 lbs.
air pressure. The frame construction is of the Laidlaw-Dunn-
Gordon standard rolling mill type, the motor being placed
directly between the frames. This compressor is fitted with
the Cincinnati valve gear, the essential feature of which is the
mechanical closing of the discharge, as well as the mechanical
control of both the opening and the closing of the suction.
This results in perfectly quiet action and good efficiency at
speeds impossible with the ordinary poppet or semi-mechanical
valve gears. The stumbling block in the way of high com-
pressor speeds heretofore has been the lack of a means for
controlling positively these three constant points in the com-
pression cycle without destroying the flexibility of the machine
by also fixing the point of opening of the discharge. Other
compressors control the opening and closing of the suction
mechanically, but this is not enough, since the closing of the
discharge by means of poppet valves involves, at high speeds,
not only rattle and noise, but also the choice of two other evils,
namely, a considerable loss through back blowing, caused by
sluggish closing of the discharge if light discharge-valve
springs are used, or a very considerable energy loss caused by
throttling through the valves if springs sufficiently heavy to
close the valves sharply are employed. The real importance of

FIG. 2.— SHOWING THREE OF THE BUTTONS
WHICH PRESS AGAINST THE JOURNAL

MOTOR-DRIVEN AIR COMPRESSOR

the journal, so that the "pile" of the plush is allowed to brush it
but lightly. It is the use of the buttons in this manner that forms
the main feature of the Armstrong oiler, as the pressure of the
revolving journal is taken up by the buttons and not by the plush
"pile." The oil is always fed freely and uniformly, because
the tips of the plush "pile" cannot be pressed down and solidly
massed until the buttons are worn down, and their life is longer
than that of a truck. It is stated that if this oiler be given an
annual bath in hot water, to dissolve and wash out the grease,
it will last for many years.

this point will be realized when it is considered that for good
efficiency the discharge valve must continue to give a fair open-
ing up to the very end of the stroke, and must then close before
the return stroke has progressed more than a small fraction of
its total length. The smaller the fraction the better, in fact.
Roughly speaking, to prevent serious'loss by back blowing, the
discharge valve should close in about one-fortieth of the time
occupied by a revolution, and as the poppet valve must have
some weight to stand the impact resulting from this sharp
action, it will be seen that considerable force is required to

April 22, 1905.]

STREET RAILWAY JOURNAL.

753

overcome the inertia due to this weight and accomplish the
necessary travel in the almost inconceivably short time avail-
able.

On the other hand, numerous ways have been designed for
accomplishing mechanically both the opening and closing of the
discharge valves, but these constructions either involve a fixed
point of opening of the discharge, allowing the machine to run
efficiently at only one pressure, or else they involve so much
complication in the way of automatic release gears as to pre-
vent high speeds, also making the cost of construction almost
prohibitive. It is claimed that the Cincinnati gear retains the
elasticity and simplicity of a poppet discharge opening, the
opening of the discharge being the only variable point in the
cycle, and at the same time controls mechanically the fixed
points of discharge closing and suction opening and closing.
This point is explained at some length, in order that it may be
understood just why Cincinnati machines can be directly con-
nected to motors having fairly high speeds, as described above,
without the sacrifice of efficiency which would accompany the
use of other commercial gears on the same service.

CHOKE COILS

Lightning arresters are employed to relieve the line of abnor-
n>al rises of potential due chiefly to static disturbances, while
it is the function of choke coils to prevent such disturbances
from entering the apparatus which they protect. The choke
coil operates on the principle that a coiled conductor presents
a greater resistance to the passage of an electric current of high
frequency than to one of relatively low frequency ; therefore,
though a coil may have a very slight resistance to direct cur-
rent or to alternating current of from 3000 to 7300 alternations,
its resistance to lightning discharges or other static disturb-
ances, which always occur very suddenly, may l)e very great.

In order that the choke coil may perform its duty success-
fully, very great care must be exercised both in its construc-
tion and in its installation. The Westinghouse Electric &

FIG. l.-CIIOKE
COIL FOR RAIL-
WAY CIRCUITS

FIG. 2.— DISC FORM OF CHOKE COIL
FOR ALTERNATING CURRENTS

Manufacturing Company, which was a pioneer in the use of
these devices as a means of protecting electrical apparatus,
has for the past twelve years been engaged in the manufacture
of choke coils and the development of protective appliances for
circuits of both high and low potential.

For low-voltage circuits, such as railway work, the form

illustrated in Fig. i has been developed. The conductor is
coiled in the form of a cylinder and is mounted on a wooden
spool, each turn being insulated from its neighbor and the com-
pleted coil skilfully protected from moisture and dampness.
The lightning arrester is connected to a terminal plate laid
across a few turns of the line end to provide a selective path
to earth.

In alternating-current work, the disc forms of coil, as shown
in Fig. 2, have been found to give the best protection. The insu-
lation of these disc form
choke coils, which are known
as the Westinghouse type 7,
has great dielectric strength
and extends beyond the sides
of the conductor, so that
there is little likelihood of
the discharge jumping from
terminal to terminal or from
layer to layer. The coils are
constructed with a large fac-
tor of safety. Very large
cooling surfaces are pro-
vided. As the coils are
wound with but one turn per
layer, every turn is exposed
on two sides and offers a
maximum radiating surface
to the cooling influences of
the surrounding air. As
these coils are connected in
the line, it is desirable to
mount them on insulators
capable of withstanding the
line voltage. The coils must
also be held securely against
the side pull due to magnetic
action. To meet these conditions the support illustrated in
Fig. 3 has been developed. It is very strong, and the insulator
which accompanies it has given excellent service at the voltages
for which choke coils of this type are designed.

Coils of this type vary in the size of the conductor and in the
number of turns, depending upon the current and voltage of
the apparatus which they are intended to protect. They are
manufactured in a great many different capacities, ranging
from 7 amps, to 200 amps., and from 2500 volts to 25,000 volts,
inclusive. Coils of the same type have been successfully used
for the protection of apparatus with a potential lower than
2500 volts, where the conditions are such as to require pro-
tective devices of this form.

For apparatus with p(jtentials higher than 25,000 volts, two
forms of choke coils have l^een developed, viz., the oil-immersed
choke coil and the static interrupter. Oil immersion improves
the insulation, while the addition ot a condenser such as is
used in the static interrupter makes it possible to reduce the
relative size of the coil, at the same time providing increased
protection. Either of these devices can be made to afford
effective protection against powerful disturbances. Both are
immersed in oil and can be either of the self-cooling or water-
cooled type. The oil-immersed choke coil is mounted on a
wooden frame and is ventilated in such a way as to maintain a
temperature uniform in every part. The ventilating ducts
when filled with oil add greatly to the insulation between
layers, and they are so arranged as to promote a nat-
ural circulation of oil around the coil. The cases in which
these coils are mounted, in general, resemble those standard for
Westinghouse transformers. They are constructed with the
greatest care and include fibre tubes designed to protect and
insulate the leads.

Many designers of electric plants sccni to believe that the

FIG. 3.— CHOKE COIL SUPPORT

754

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

number of lightning arresters determines the number of choke
coils which should be used, but such is not the case. As has
been said, lightning arresters relieve the outside lines of static
disturbances, while the choke coils protect the inside appa-
ratus from static disturbances, not only those which occur on
the line, but also those which are set up by switching. Conse-
quently, in general, there should be but one arrester connected
with each outside line and one choke coil or static interrupter
connected to each motor, generator or transformer switch-
board lead.

■

COMMUTATOR COMPOUNDS AND CARBON BRUSHES

Since the time the first commutators gave evidence by de-
structive sparking that they had lost their original smoothness,
an endless number of compounds have been devised to keep the
commutator from becoming roughened. Most of these are long
forgotten, but at least one has stood the test of time success-
fully and is used more widely than ever. This particular com-
pound is known as "Hiko," and is now made by the Atlantic
Manufacturing Company, of Allenhurst, N. J. When a ma-
chine is started with a smooth commutator, the latter will be
kept perfect by the application of this compound, which soon
produces the desired hard face and gloss, and thus increases the
life of the commutator and brushes many times. By using this
mixture no sandpapering of the commutator is necessary and

A COMPARISON IN BRUSH WEAR

the friction is reduced to a minimum. The compound contains
no acid, and as it is an excellent non-conductor there is no
danger of short-circuits between the commutator segments,
such as happen soon or later where oils or paraffine are con-
stituents of the compound.

The company also manufactures the "Hiko" carbon brushes,
which are especially adapted for street railway and other ser-
vice where it is difficult or inconvenient to apply a commutator
compound. It is claimed that these brushes give 300 per cent
more mileage than ordinary brushes in street railway work.
This is shown graphically by reference to the accompanying
illustration, where the first brush is new and of the same size
as the original sizes of the other two, the middle brush repre-
senting the "Hiko" after 9850 miles' travel, and the one on
the right an ordinary railway brush after 5300 miles' service.

With these brushes there is no scratching, both commutators
and brushes remaining as smooth as glass. Brushes of such
quality, of course, reduce friction, insure the better contact due
to a smooth commutator, and by avoiding excessive heating
effect a considerable saving in power cost.

■ *^

A new form of transfer is in use on the lines of the Roch-
ester Railway Company, of Rochester, N. Y. On this the name
of the line issuing the transfer, with the day and date, are
plainly printed. The conductor is required to make two punch
marks only, instead of four, as formerly. One object of the
new transfer is to eliminate the collection of transfers punched
with the wrong date, or the use of old transfers. The new
form contains also a printed paragraph calling attention to the
penalty prescribed by the State law for the misuse of a transfer.

LEXINGTON (KY.) RAILWAY STOPS TRAFFIC FOR FIVE
MINUTES ON GOOD FRIDAY

The Lexington Railway Company, at the solicitation of
Baker P. Lee, dean of Christ Church, of Lexington, Ky., will
cut off current for five minutes on Good Friday at 12 o'clock,
this being the hour that both Catholic and Protestant churches
observe as being the time of the crucifixion of Christ. Dean
Lee, pastor of the above-mentioned church, has been noted,
while in Lexington, for his progressiveness, and the first sum-
mer he was located in Lexington he endeavored to have all the
churches hold union services at Woodland Park on Sunday
nights during the warmest weather, this being the street rail-
way park. As he could not get the other church representatives
to agree to this, he inaugurated a series of Sunday night meet-
ings himself, the railway company furnishing the park and
auditorium properly illuminated for his benefit.

—

NOVEL TRANSFER TICKET ON BOSTON & NORTHERN

A new style of transfer has been adopted by the Boston &
Northern Street Railway. It is known as "route transfer."
The route name — that is, the name of the street — appears in
large red letters on the top of the check, and the rule governing
the handling of them admonishes the conductors that the checks
must not be accepted for passage on the route of issue except
in cases where it is absolutely necessary. The proper issue of
the new transfer will require but three punch marks — destina-
tion, time limit and one for "a. m." or "p. m." If presented on
routes other than the one indicated or after the expiration of
time limit, the conductor is instructed to call the passenger's
attention to the fact and request him to pay his fare. Trans-
fers to destinations reached from transfer points other than
Merrimack Square shall only be issued to passengers when
leaving the car at said transfer points.

*^

STANDARD TIME FOR INTERURBAN RAILWAYS RADIATING
FROM DETROIT

Standard time will go into effect on the local lines of the
Detroit United Railway and all suburban roads radiating from
Detroit, on May i. The Detroit United will arrange to have
printed upon its tickets information showing the hours they
are good under standard time. The company has in stock a
large quantity of tickets which designate the time within which
they are good by sun time. It is proposed to have these tickets
run through the press, and the equivalent time shown for stand-
ard time, which, as regards workingmen's tickets, is 5 a. m. to
6:30 a. m. and 4:45 p. m. to 5:45 p. m. Quite a good deal of
work, in addition to the time-table work referred to, is required
to revise these tickets.

•

PAINTING PARK BUILDINGS

The opening of the park season brings to mind the wisdom
of properly painting the park buildings, for the treatriient of
such structures with good paint not only enhances their at-
tractiveness but lengthens their life and decreases the painting
expenses for later seasons. The Sherwin-Williams Company,
which is so well known as a manufacturer of paints and var-
nishes for electric railway uses, has not failed to study this
question carefully, and hence is in position to recommend its
standard depot paint as an ideal brand for use on both the in-
terior and exterior of park buildings. It is made of pure ma-
terials, mostly of the company's own manufacture, which are
all given the most careful chemical tests to be sure that they
are up to the company's high standard.

April 22, 1905.]

STREET RAILWAY JOURNAL.

755

FINANCIAL INTELLIGENCE

Wall Street^ April 19, 1905.

The Money Market

The feature of the money market this week was the greater ease
displayed in all departments, resulting almost entirely from the
comparatively light demand, despite the activity and strength in the
local securities market, and from the further accumulation of funds
at this center. For the last two weeks the receipts of funds from
the interior, on account of subscriptions to the various bond issues,
and for other purposes, have been largely in excess of the ship-
ments by the local institutions. In addition the New York banks
continue to gain substantially on their operations with the
Sub-Treasury, thus materially increasing the supply of lendable
funds. The demand for accommodations was confined almost en-
tirely to the call loan department, which was fairly active through-
out. At the opening lenders offered only moderately, at 3 to 3^4
per cent, but near the close the rate yielded under liberal offer-
ings to per cent, the closing rate being 3>34. per cent. In the
time loan department business continued extremely quiet. Bor-
rowers generally continued to draw from the open market rather
than to make time contracts. The banks and other lenders
were more anxious than heretofore to place their funds, and
even a general reduction to 35^ per cent for all maturities up to
six months failed to stimulate any demand for time loans. The
commercial paper market was somewhat less active. Dealers re-
ported a good inquiry both from local and out-of-town sources, but
the supply of prime material was limited, indicating that mer-
chants have secured all necessary accommodations for the present.
Rates for the choicest names were quoted at 3^ to 4 per cent,
while good names were discounted at 4 to 4'4 per cent. At the
close all indications point to a continued easy market, at about the
present level of rates. It is true that the local banks will soon
be called upon to make heavy payments on account of the various
bond issues nov\» pending, besides the payment of upwards of
$29,000,000 of Government money between the present time and
July 3. It is expected, however, that these payments will be offset
by the influx of currency from the interior, and by the arrivals of
new gold from the Klondike. Government disbursements are also
in excess of the revenues, and the prospects are that they will con-
tinue so for the balance of the fiscal year. The bank statement,
published on last Saturday, was more favorable than was generally
expected. Loans increased $8,851,500. Cash increased $3,570,200,
being somewhat larger than was indicated by the preliminary
figures. Deposits increased $11,601,300. The reserve required was
$2,900,325 larger than in the preceding week. Surplus reserve in-
creased $669,875 to $9,852,400, as against $27,304,600 in 1904,
$6,007,650 in 1903, $6,578,650 in 1902, $14,922,100 in 1901, and $14,-
849,350 in I goo.

The European market continued easy, rates at all the principal
centers remaining practically unchanged, except at Paris, where a
decline of about H per cent to i 13-16 per cent was reported.

The Stock Market

There was a considerable increase in the volume of business on
the Stock E.xchange this week, and although prices displayed some
irregularity at times, as a result of profit-taking sales, the general
trend of values was toward a higher level. At the opening there
was some hesitation, there being some apprehension that the selling
by the Western element to provide funds to carry on the cam-
paign in wheat would be renewed, and practically all of the early
business was transacted by the local traders. The selling from
this source, however, failed to materialize.

This fact, together with the heavy purchases by commission
houses, and the encouraging reports regarding the industrial situa-
tion throughout the country, imparted a decidedly cheerful senti-
ment. The buying of the various issues assumed much larger
proportions, both for local and foreign account, and prices gen-
erally advanced sharply. In many instances new high records were
established, while in other quarters of the market values rose to
within small fractions of the previous high levels. In the early
dealings speculation centered largely in the industrial groups, and
especially in Amalgamated Copper, American Smelting & Refining,
United States Steel preferred, American Locomotive, Tennessee
Coal & Iron, and American Woolens. Toward the close of last

week prices reacted rather sharply, owing to the usual end of the
week profit taking. On Monday the upward movement was re-
sumed. There were no adverse developments over Sunday, and the
money market continued to show increasing ease in all its branches.
The railroad stocks displayed pronounced strength under the lead
of Northern Securities on the "curb," which advanced to 185, the
highest price at which the stock has ever sold. LInion Pacific ad-
vanced sharply on moderate transactions. St. Paul and New York
Central also rose sharply on rumor of a deal of some kind re-
sulting from the Northern Securities situation. Reading de-
veloped considerable activity and strength. Atlantic Coast Line,
Louisville & Nashville, Illinois Central and several of the less
important issues displayed pronounced strength. In the industrial
list LInited States Steel preferred made a new high record at
104-34, and Tennessee Coal & Iron reached 105. On Tuesday, how-
ever, there was a violent break in Nortliern Securities of 16 points,
which was followed by a rally of 6 points. The slump in this
stock was due to uncertainty regarding the position of the stock,
resulting from the filing of the United States Supreme Court man-
date, and the uncovering of stop loss orders. The break in this
stock, together with the heavy selling by Western houses which de-
veloped near the close, resulted in sharp reaction, many issues losing
from 2 to 5 points. The closing was unsettled.

The local traction issues were comparatively quiet throughout the
week. In the early trading Metropolitan Street Railway displayed
decided strength, the price rising to 123^, on reports of a new
alliance with the New York, New Haven & Hartford Railroad. In
the subsequent dealings, however, it lost more than the improve-
ment, in sympathy with the reaction in the general market.

Trading in Interborough Rapid Transit stock on the New York
"curb" was rather light, but the dealings were accoinpanied by er-
ratic price changes. From 2o8j<^ at the opening the price declined
3-}^ points, but later there was a sharp advance to 2125^. In the
subsequent dealings support was withdrawn, and the price drifted to
206, which was the closing figure. About 7000 shares were
dealt in.

Philadelphia

Increased activity developed in the local market for traction
issues this week, and although the trading was attended with more
or less irregularity in prices, the general tone was decidedly firm.
In the early dealings prices ran off fractionally, but toward the
close there were sharp upward movements, which carried prices
for some issues to the highest points yet recorded. Philadelphia
Rapid Transit was the overshadowing feature of the dealings, both
as to activity and strength. From 311^4 the price ran off fractionally,
but later on rumor of a "deal" and covering by shorts there was
an advance to 36;E-8, the closing transaction being made at 36.
Nearly 100,000 shares of the stock were traded in. It was rumored
tliat a New York syndicate had offered Mr. Widener 50 for his
entire holdings in the company, and that a representative of J. P.
Morgan & Co. would go into the board. There was no confirma-
tion of the rumor, however. Another conspicuous feature was-the
sharp rise in United Gas & Improvement on the extension of the
Philadelphia gas works lease. It is said that the new lease will
run for fifty years from December 31, 1907, the lessees being as at
present, the Equitable Illuminating Gas Light Company, which is
owned by the United Gas & Improvement Company. Initial trans-
actions in the 'stock were made at 116, from which the price re-
ceded to ii5-}x, l;)Ut near the close there was a sharp advance to
123^. Later there was a reaction to II7V'2, but in the subsequent
dealings the price advanced and closed at i22'<. The transactions
for the week aggregated nearly 45,000 shares. Philadelphia Com-
pany common and preferred were strong, the first named ad-
vancing to 4754 on the exchange of about 2000 shares, while the
preferred rose a point to 49 on the purchase of a comparatively^
small amount of stock. Lhiion Traction advanced to 6o7s, and
established a new high record. Philadelphia Electric rose from
II to ii5,s on the exchange of about 19.000 shares. Indiana Lhiion
Traction sold at from 26 to 27 for small amounts, and Indianapolis
Street Railway brought wo^A to iio^ for 200 sh.ires. American
Railways was steady, a small lot selling at 54^4. Philadelphia
Traction was steady, about 1000 shares selling at 100 and 997-^.
Consolidated Traction of New Jersey was reactionary, about 1000
shares being transferred at from 85 to 84. Fairmount Park Trans-
portation was quiet but strong, odd lots selling at prices ranging
from 22^/2 to 23 J'^.

756

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

Chicago

Trading in the local street railway issues continued upon an
extremely small scale this week, but apart from Chicago Union
Traction common, which declined 1Y2 points to ^lA on the ex-
change of small amounts, prices held generally firm. One of the
strongest features of the market was Union Traction preferred,
which, after selling as low as 34, rallied and closed at 37. North
Chicago sold from 70 up to 71, while transactions in West Chicago
brought 51. In the elevated railway issues trading was also light.
Metropolitan common changed hands at from 22>^ to 23, while the
preferred brought 61^ and 61 J^. Northwestern common sold at
23^ to 23, and the preferred at 60. Sales of Chicago & Oak Park
common were made between 6^ to 6, and transactions in the pre-
ferred were made at 31. South Side sold at 94. Transactions in
the bond market included $3,000 Lake Street Elevated ist 53 at
98^^, $7,000 Metropolitan 4s at go, and $2,000 North Chicago 4^3
at 93^ to 921^.

R. R. Covin, of the Union Traction Company, is quoted as say-
ing that not only municipal ownership, but municipal operation
of the two great traction systems of Chicago will be an estab-
lished fact within three months. Mr. Covin also said that the
traction interests were desirous of doing everything possible to
facilitate acquisition by the city.

Representatives of the various traction companies are to be in-
vited to be present at the next meeting of the transportation com-
mittee of the Council and give their views on the plans as out-
lined by Judge Dunne. Bird S. Coler, ex-Controller of New York
City, has offered his services to Mayor Dunne in organizing a
syndicate to take Mueller certificates for the purchase of the
various railways. These certificates were authorized under the
Mueller law, under which the city is authorized to purchase or
build street railways, and it is by the sale of these certificates that
the city expects to raise the necessary funds for municipal owner-
ship of the street railways.

Other Traction Securities

Interest in the Baltimore traction issues this week centered
almost entirely in the United Railway issues, and especially in the
income bonds, which displayed considerable activity and weak-
ness. In the early dealings there was rather heavy selling of the
income by tired holders, which carried the price down a point to
62, but later pronounced strength developed, the price reaching
64^, on buying by interests said to be identified with the protec-
tion committee. The strength, however, was only temporary, and
toward the close the price ran off sharply, the final transactions
being made at 60I2. which was the lowest. Upwards of $180,000
were dealt in. The 4 per cents were also fairly active, about
$70,000 changing hands at from 9234 to 92^4. The stock was
extremely dull, about 1000 shares selling at prices ranging from
I4>2 to 13J2. Other transactions included $9,000 Norfolk Railway
& Light 5s at 9454, Virginia Electric Railway & Development 5s
at 99, Lexington Street Railway 5s at 104 to 104^, City & Suburban
5s at iiA^A, Macon Railway & Light at 99 to 99I4, and Augusta
Railway & Electric 5s at I05?4. The feature of the Boston market
was the strength in Boston & Worcester issues on comparatively
light transactions. From ^i-Va at the opening the common ran off
1% points, but quickly rose to 34^2, and retained nearly all of the
gain, the closing transaction being made at 33^8. The preferred ad-
vanced from 7954 to 80, and after a reaction to 79 it advanced to
82j4, and closed a point under the highest. Massachusetts common
was steady, with transactions at prices ranging from 21 ^4 to 22.
The preferred, however, was weak, several hundred shares chang-
ing hands at from 69 to 68. Boston Elevated was decidedly strong,
the price advancing lYi points from the week's lowest to I56^'2-
The company has sold $7,500,000 4 per cent thirty-year bonds to a
syndicate. West End common rose from 97^4 to 98, and closed
at 97%, while the preferred advanced a point to 117. Other
transactions were about 4000 shares of New Orleans Railway
common, "when issued," at from 29^ to 28^, 600 preferred, when
issued, at from 77^ to 77, $40,000 4^ per cent bonds at 92 to 91^,
and $26,000 Washington Railway & Electric 4s at 8954 to 89M.

Tractions were active in Cincinnati. Toledo Railways & Light
Iratured in the trading, sales aggregating about 1700 shares, with
a range of 35^4 to 37. Cincinnati, Newport & Covington common
sold to extent of 750 shares, with range of from 30^4 to 31^4, and
the preferred to the extent of 350 shares at from gi-)^ to 92^. De-
troit United sold at 8454 to 85J4. Cincinnati Street Railway sold

at 148^4 to 149. Cincinnati, Dayton & Toledo was quite active at
20% to 2iJ4- Toledo, Bowling Green & Southern Traction made
its appearance with small sales at 35. Cincinnati, Dayton & To-
ledo 5 per cent bonds were in strong demand and $110,000 worth
changed hands at 90 to 92^4, an advance of three points over pre-
vious week. Indianapolis Street Railway 4s to the amount of
$31,000 sold at 88-)4 to 90. Southern Ohio Traction 5s, an underly-
ing issue of C. D. & T., sold at 98 to giyi for $1,000 worth.

Orders from Cincinnati caused heavy trading in Cincinnati, Day-
ton & Toledo issues in Cleveland. The new financing plan and im-
provements to be made to the property are attracting considerable
attention, and prices were about the same as Cincinnati. These
issues arc rapidly being disposed of by Cleveland holders since the
control of the property has left the city. Northern Ohio Traction
& Light opened the week at 21 and advanced to 23, but the majority
of holders are hanging out for higher prices. Aurora, Elgin &
Chicago again came into the trading at 15. Several lots were dis-
posed of at 18. The earnings of the property are improving rapidly,
and indicate that the stock is good for an advance. Cleveland Elec-
tric declined from 82 to 79, the result of the legal tangle over fran-
chises. The action of Muncie, Hartford & Ft. Wayne in failing to
increase dividend rate caused a slight decline in this issue to 50^,
but not much is being offered. Lake Shore Electric common came
into trading after six months of inactivity, and buyers paid 10, as
against the last sale at 4. The road is showing marked gains in
earnings and will have a good surplus for stock this year, whereas
last year it failed to earn its bond interest by $18,000. A block of
Lake Shore 5s sold at 70 on the exchange, but they were resold im-
mediately outside at 75.
Security Quotations

The following table*shows the present bid quotations for the
leading traction stocks, and the active bonds, as compared with
last week ;

April 12 April 19

American Railways 54 54

Boston Elevated 1551/2 156

Brooklyn Rapid Transit 69% 68^/2

Chicago City 199

Chicago Union Traction (common) 9% 6%

Chicago Union Traction (preferred) 37^/4 35

Cleveland Electric 81 81

Consolidated Traction of New Jersey 84 84

Consolidated Traction of New Jersey 5s IIO14, HO

Detroit United 84 85%

Interborough Rapid Transit 206 205

International Traction of Buffalo 29 29

International Traction of Buffalo (preferred) 68 68%

International Traction of Buffalo 4s 82% 85

Manhattan Railway 166% 1661/2

Massachusetts Electric Cos. (common) 21% 20%

Massachusetts Electric Cos. (preferred) 68% a68

Metropolitan Elevated, Chicago (common) 22% 22%

Metropolitan Elevated, Chicago (preferred) 61 61

Metropolitan Street ■ 122 121%

Metropolitan Securities 86% 85%

New Orleans Railways (common), W. 1 28% 27%

New Orleans Railways (preferred), W. 1 77% 761/4

New Orleans Railways, 4%s 91% 91

North American 101% 105%

North Jersey Street Railway 25 25

Philadelphia Company (common) 46 46%

Philadelphia Rapid Transit 31% 35%

Philadelphia Traction 100 99%

Public Service Corporation 5 per cent notes 97% 97%

Public Service Corporation certificates 72% 71%

South Side Elevated (Chicago) 93% 93%

Third Avenue 131% 129

Twin City, Minneapolis (common)..... 118 117%

Union Traction (Philadelphia) 60 61

West End (common) 97% 97%

West End (preferred) 116 116

a Asked. I., when issued.

Iron and Steel

The "Iron Age" says the latest official reports from the Mesaba
Range indicate pretty well that the labor situation is well in hand,
and there is little danger of a serious interruption in operation.
After the long spell of activity in buying in principal pig iron dis-
tributing markets, there has been a rather quiet time of it lately.
The heavy branches continue active and under full pressure. There
is further good booking of steel rail orders. The tonnage coming
to iM-idge shops is exceedingly heavy, both on structural material
and on plates. The United States Steel Corporation is forced to
pro-rate orders, being able to bid only on a part of the tonnage
presented.

April 22, 1905.]

STREET RAILWAY JOURNAL.

757

REPORT OF UNITED RAILWAYS OF BALTIMORE-RECOVER-
ING FROM THE FIRE

The report of the United Railways Company, of Baltimore, Md.,
has just been issued. It shows gross earnings of $5,440,942, with
net of $2,564,403. The gross earnings are given as $2,574,641.
After deducting fixed charges, taxes, interest on floating debt, etc.,
there was left as net income $330,062. The operating figures
follow :

1904 1903

Gross receipts $5,440,942 $5,480,629

Operating expenses 2,876,538 ='=2,978,554

Net earnings $2,564,403 $2,502,074

Other income 10,238

Gross income $2,574,641 $2,502,074

Fixed charges, taxes, interest on
floating debt, etc 132,244,578 32,708,029

Net income $330,062 def. $205,954

* Corrected to include $424,313 spent for reconstructing tracks, but hereto-
fore charged to profit and loss. Revision made by expert Stephen Little, and
concurred in by Haskins & Sells and Price, Waterhouse & Company. a-Xn-
cludes $560,000 interest paid on income bonds. b Does not include interest
on income bonds.

Comparing 1904 results with the revised figures for 1903, shows
the following: Decrease in earnings, $29,449.17; decrease in oper-
ating expenses and maintenance, $102,015.73 ; increase in fixed
charges, $96,549.36; decrea'se in net results of 1904, as compared
with 1903, $23,982.80. Upon this basis there was an increase of
twenty-two hundredths of a cent per car mile for 1904, although
the operating expenses and maintenance show a decrease. This
average increase per car-mile is, however, occasioned by a de-
crease in miles operated, as some important items of expense do
not vary with the amount of service performed. The percentage
of operating expenses and maintenance shows a decrease of 1.48
per cent, for 1904 as compared with 1903.

Interest attaches to the report because of the conditions with
which the company had to contend as a result of the disastrous
fire of Feb. 8, 1904. In the conflagration were destroyed the main
power house and all overhead work in the burned section. The
tracks in this section were all buried under tons of debris and
threatened with miles of tottering walls. The fire disaster came so
suddenly and was so overwhelming in its magnitude that the com-
pany's operations were for the time completely paralyzed. Be-
sides the losses to business and property directly chargeable to
the fire, there were heavy indirect losses, due to irregularities of
service caused by the unusual use of streets in connection with their
improvement, the removal of fire debris and the prosecution of
rebuilding operations. The company really passed through an or-
deal without a parallel in rapid transit experience.

The improvements to the property were all carried out with rare
judgment. The proceeds of the $4,634,000 bonds set aside for ex-
tensions, improvements, etc., were expended almost exclusively in
providing necessary shop and power house buildings and their
equipment. Many m.iles of track also were entirely reconstructed.
Upon a number of the streets the alignment or grade, or both, was
changed by the city in connection with widening and otherwise im-
proving thoroughfares in the burned district. A fifth 3000-hp en-
gine and generator was ordered for the new engine house at Pratt
Street May last, and was put in service in December. These five
units, together with the three 2Soo-hp direct-current machines
which were restored after the fire, comprise all the generating ma-
chinery now at Pratt Street, but, with the 7500-hp unit now being
built for that house, will raise the rated capacity to 30,000 hp, and,
with the overload that can be carried during the rush hours, will
furnish an available output of 40,000 hp, or as much thereof as can
be transformed and applied.

The Falls Road power house has been reinforced during the year
by the transfer of two 500-hp engines and three boilers, aggregat-
ing 1600 hp, from the South Charles Street house, also one 125-kw
booster from Druid Hill Avenue power house, an addition being
made to the building for the accommodation of this machinery.

Owing to the necessity for utilizing the maximum capacity of
the alternating high-voltage machinery at the Pratt Street power
house, in connection with supplying current for the operation of
lines in the eastern section of the city, and upon the Sparrows
Point-Middle River system, a sub-station, for transforming, convert-
ing and distributing current to be received through subway cables
from the Pratt Street house, is now being erected al the corner of
Kastern Avenue and Fifteenth Street, in Baltimore County.

For similar use, in connection with the northern lines of the sys-
tem (city and county), another sub-station will be established in
the' northern section. It will be necessary to rush work on this

station to prevent interruption of service upon some of the car
lines, while the removal of the two large direct-current machines,
necessitated by the widening of Pratt Street, is in progress. Be-
fore these removals can be made, however, the power house must
be rebuilt, and the 7500-hp unit, now under construction, must be
installed and put in operation.

As all of the cotnpany's direct-current machinery at its main
power plant was either destroyed by fire or put out of commission
for an indefinite time, it became necessary to substitute upon the
extensive feeder system centering at Pratt Street the requisite
amount of current from the alternating machiiiery in the new en-
gine house, which had withstood the fire. In order to do this,
however, it was necessary to provide and equip a sub-station in
close touch with the feeder system, which was done by utilizing
the walls of the old sugar refinery building upon the power house
property and stocking it with transformers and converters sup-
plied by the Westinghouse Company upon rush orders. It was
due to the serious damage to some, and to the total destruction of
other direct-current machinery which supplied power to the eastern
section of the city, that that section was deprived for a longer time
than others of car facilities.

A complete new equipment of winter cars was arranged for, upon
the car trust plan, for the Madison Avenue, North A^venue, Ed-
mondson Avenue and John Street lines, and was received before
the close of the year and assigned, respectively, as follows : 35, 40,
40, 35, making a total of 150 cars.

On December 8, 1904, a sale was made to Dominick & Dominick
and J. W. Middendorf & Company, of the $2,000,000 of bonds
of the Baltimore, Sparrows Point & Chesapeake Railway Company,
at 87^^ and interest, and the proceeds were applied to the liquida-
tion of its floating debt.

It is estimated that the company's present physical disabilities
can be overcome by the following expenditures, distributed over
five years :

For reconstruction of loi miles of track $1,500,000

For additional cars — 150 single-truck cars, 50 double-
truck cars with 2-motor equipments, and 40 with 4-
motor equipments and air brakes ; also 80 summer

bodies for double-truck cars 1,000,000

For car houses, including termmal station at Druid Hill

Avenue terminus 885,000

For additional facilities at Carroll Park shops 50,000

For rebuilding main power house, providing nev/ 7500-
hp engine and generator, with steam and exhaust
piping, cable connections, and moving two of the
tower engines and generators from the widened bed

of Pratt Street 383,000

.Additional boiler-house equipment 103,000

Eastern sub-station, with equipment, cable connections,

etc 142,000

Northern sub-station, equipped and connected 145,000

Total $4,208,000

With no special fund to draw upon for immediate wholesale bet-
terments, the company has been going along with such work in
a necessarily conservative way, feeling that it would be nothing
short of a calamity to be compelled suddenly to consign to the scrap
heap a hundred miles of track, and several hundred cars which
are still in condition to perform several years of good service.
The substitution of subway cables for 120 miles of overhead lines,
and the utilization of 100 miles of material taken down, for repairs
outside of the subway district, have placed most of the company's
overhead work in good condition; and when it has rebuilt the
power house fronting on Pratt Street, installed the new machinery
and established the Eastern and Northern sub-stations with cable
connections with the Pratt Street house, for all of which, except
the Northern sub-station, financial provision has been made, the
company's power plant and transmission lines will be in first-class
condition.

At the annual meeting of the company the following directors
were elected: E. L. Bartlett, H. C. Black, Alex. Brown, B. H.
Criswold, Jr., J. M. Hood, George C. Jenkins, Seymour Mandle-
l)aum, H. A. Parr, John B. Ramsey, Douglas FI. Thomas and Fran-
cis T. Waters.

*^

The advertising representatives of a large number of concerns
engaged in the manufacture of machinery and allied industries have
formed an organization to be known as the Technical Publicity As-
sociation. The first annual meeling, dinner and election of officers
will be licid in the ronms of the Hardware Club in the Postal Tele-
graph Building, New York City, on the evening of April 27, when
an address will be delivered by E. T. Flarris, well known as a
broker of trade and technical journals.

758

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i6.

CHICAGO TRACTION DEVELOPMENTS

No moves of importance in the direction of municipal ownership
were evident during the first week of Mayor Dunne's administra-
tion in Chicago. In regard to the invitation extended to Manager
Dalrymple, of Glasgow, to act as advisor to the city, the general
sentiment of the press seems to be that Glasgow conditions, both
physical and legal, are so different from those in Chicago that,
however able might be the talent imported from Glasgow, it could
not advise Mayor Dunne as well as traction experts of the United
States.

Bion J. Arnold and a corps of expert engineers employed by him
are at work preparing plans and specifications for a municipal
street railway on Adams and other streets occupied by the Chicago
Passenger Railway, the franchise of which is claimed to have ex-
pired.

John J. Cummings, president of the McGuire-Cummings Manu-
facturing Company, of Chicago, called on Mayor Dunne last week
and expressed the willingness of his company to accept Mueller
law certificates in payment for street railway equipment furnished
the city, or for a complete municipal railway. He is to submit a
proposition later.

THE WORCESTER & PROVIDENCE STREET RAILWAY
COMPANY

Horace A. Kimball, Fred L. Sayles, William H. Pendergrast,
Fayette E. Bartlett, Fred C. Hinds, Waldo R. Bartlett, John Mc-
Laughlin, John P. Meade, Delmont Smith and James McLaughlin
were incorporated last week by the Legislature of Rhode Island
under the name of the Worcester & Providence Street Railway
Company, with a capital stock not to exceed $1,000,000, to be di-
vided into shares of $100 each. Under this act it is contemplated
building an electric railway for the transportation of passengers
and freight, through the towns of North Providence, Smithfield,
North Smithfield and Burrillville, thus connecting Providence with
Worcester, Mass. The company is given the right to secure prop-
erty rights and acquire the stocks and bonds of other corporations,
and to make contracts with the Union Railroad Company, of
Providence, or other traction companies. The company is re-
quired to file an application for location with the several towns on
or before Jan. i, 1906, and then if it fail to complete its lines
within eighteen months after privilege is given by town Council,
the right of the company to construct such road shall cease.

SUBSIDIES TO INDIANA ELECTRIC LINES HELD ILLEGAL

Judge R. S. Artman of the Boone County Circuit Court, acting as
special judge at Frankfort in the Clinton County Circuit Court, in
an opinion handed down Monday, April 17, decided that under
existing statutes in Indiana no subsidy may be voted to interurban
railways. This decision was rendered upon an appeal from the
Board of County Commissioners of Clinton County, which had
ordered an election to be held May 18 in Perry and Chester Town-
ships to vote subsidies amounting to about $122,000. Objecting
taxpayers appealed to the Circuit Court. The suit is the first of
the kind, and the decision is one that, if sustained by the higher
court, will defeat plans for a number of promising projects.

Judge Artman holds that an interurban street railway is not in-
cluded, in the word railroad as set out in Sections 5340, 5376 of
Burnes' Revised Statutes, under which the proceedings were in-
stituted. In support, he reviews the statutes in reference to the use
of the words "railroad," "street railroad," "interurban street rail-
road" and "interurban railroad." He holds that the legislature has
invariably from the time the word "interurban" appears in the
statutes, in 1899, distinguished between railroad and interurban
street railroad. He cites in particular the Act of 1903, relating to
the fencing of interurban railroads, and says the legislature did
not consider the word "railroad" as including interurban railroads,
or this act would not have been passed, as there was an existing
statute in regard to the fencing of steam railroads.

Judge Artman decides that the Act of 1903 is invalid, because it
violates that section of the Constitution relative to amended or
supplemental acts. He holds that the original law in regard to the
voting of subsidies to railroad companies did not include interurban
street railway companies, and it does not now include them, unless
by virtue of the Act of 1903. It is further held by the court that it
is the province of the court, and not the legislature, to construe
legislative enactments. The conclusion is that the Act of 1903, in
which it is enacted that whenever the word "railroad" occurs in
any of the provisions of the statutes concerning the voting of sub-
sidies, it shall be held to include every kind of street railroad, in-

terurban street railroad or suburban street railroad, is invalid.
The case will be at once appealed to the Supreme Court.

TRANSIT MATTERS IN NEW YORK

There were any number of important traction developments in
New York last week. The three of primary import, however, were
tlie adoption by the Rapid Transit Company of the recommenda-
tions made by the Brooklyn Rapid Transit for tunnel routes, the
application of the Interborough Rapid Transit Company for two ad-
ditional tracks on the Second Avenue elevated line, and the an-
nouncement of an alliance between the New York City Railway
Company and the New York, New Haven & Hartford Railroad
concerning the transfer of passengers from the latter road at Willis
Avenue to the underground lines proposed to be built by the New
York City Railway as a supplement to the existing system.

The suggestions made to the Rapid Transit Company by the
Brooklyn Rapid Transit Company regarding routes for the Brook-
lyn extension were all adopted at a meeting of that body on Tues-
day, at which the new routes were incorporated into the proposed
system. A new map has been prepared which includes the routes
of the company with those previously mapped out. This action by
the commission insures a bid from the company.

The situation thus presented is an interesting one. Arrayed
against each other for the right to build in Brooklyn are the Brook-
lyn Rapid Transit and the Interborough Rapid Transit. The
former proposes to build in Brooklyn a system that will best con-
serve the interests of its present lines there, and to extend this sys-
tem into Manhattan as far as Fourteenth Street. Thus will it in-
vade New York. Figures quoted by President Winter, of the com-
pany, are to the effect that more than 25 per cent of the people of
Brooklyn doing business in New York would be served by the lines
that he proposes to build, there. With the system of interchange
of traffic that would be possible between the new lines and those
now operated, the plan is very attractive. On the other hand, the
Interborough Company in invading Brooklyn would furnish a ready
and attractive means of communication between its lines in New
York and those of the proposed system in Brooklyn. The offer of
the New York City Company to bid for new routes, it will be re-
membered, was only for lines in Manhattan and the Bronx.

On Thursday the Interborough Company submitted its proposal
regarding its Second Avenue line. If permission is granted to make
the desired change, the running time of express trains between the
upper Bronx and the City Hall will be reduced 12 minues. The
proposed' improvements in general terms consist of adding two
overhead tracks to the Manhattan Railway in the Bronx district,
from isoth Street to the Harlem River, adding two overhead tracks
to the bridge across the Harlem River, and continuing such over-
head tracks to I22d Street, where they will reach the present grade
of the elevated structure. From I22d Street, south to First Avenue
and Third Street, there will be four tracks at the present grade of
the Manhattan Railway, the center tracks rising at the points where
there will be express train stations. Only three stops will be made
— 125th Street, Eighty-si.xth and Forty-Second Street. At First
Avenue and Third Street it is proposed that the center tracks, to
be used for express purposes, shall descend and enter a tunnel,
which is to be placed in private property to terminate at West and
Chambers Streets in a loop. Action on this matter was postponed
by the board.

On Friday it was announced that an alliance had been arranged
between New York City Railway interests and the New York, New
Haven & Hartford Railroad concerning mutual use of the former's
proposed subways. The statement of the alliance was made by
John B. McDonald as the representative of the New York City
Railway Company before the transit commission. The plan in-
cludes the transfer of passengers from New Haven trains at Willis
Avenue so that they can take the New York City Company's sub-
way, if constructed, and thus run into the heart of the city with
the privilege of transferring to any of the surface lines of the
New York City Company.

For some time the New Haven road has been engaged in six-
tracking its road from New Rochelle to the Willis Avenue station.
The plans of the New York City Company for its proposed subway
have been so arranged that its proposed Third Avenue line, or the
proposed Lexington Avenue line, or both, would tap the Willis
Avenue station and take passengers from the railroad. This would
give the New Haven Railroad an inlet to the heart of the city
without running over the tracks of the New York Central Railroad
into the Grand Central Station as now.

A statement in no way official is to the effect that New York
City interests also have been negotiating with the New York Cen-
tral Railroad with a view of arranging possible subway connections
with the Central's King's Bridge station, so as to relieve that road
of some of its suburban traffic congestion.

I

April 22, 1905.] STREET RAILWAY JOURNAL. ' 759

FRANCHISE CONTROVERSY WAXES WARM IN CLEVELAND

The statement made in C(5urt last week by attorneys for the
Cleveland Electric Railway that the company claimed perpetual
franchises over certain routes created a tremendous furor in Cleve-
land, and the newspapers of that city have since been filled with
interviews and open letters made by leaders in the different fac-
tions to the controversy.

President Horace Andrews, of the company, stated that the
claims for perpetual franchises were a surprise to him, as he said
he had never read the early franchises. He stated that the com-
pany stood ready, no matter what the decision of the court might
be in the case in question, to surrender all its present rights,
whether perpetual or not, in return for a new limited contract
covering all the lines. He charged that the city administration was
doing everything possible to hamper and restrict the company from
developing its property, and stated that the administration sought
to grant to another company, headed by Charles P. Salen, Mayor
Johnson's right-hand man, the company's rights on certain routes.
He stated that the company desired to make many improvements
in the way of building subway terminals and cross-town lines, and
requested that the Chamber of Commerce, or some other non-
political body, take up the franchise question and propose an
equitable basis for settlement. Meanwhile the Chamber of Com-
merce appointed a committee of seven very prominent business
men to consider ways and means for building subways, and it has
been suggested that the duties of this committee be extended to
cover the entire franchise question.

The "Cleveland Leader," commenting editorially upon the situa-
tion, says that since the Johnson regime, the political question has
so entered into the franchise controversy as to color all discussion,
and in many instances to confuse the minds of the public as to its
rights and wrongs. It strongly commends Mr. Andrews' position
as being fair minded, and urges that the Chamber of Commerce
committee take up the problem and adjust it, adding that the com-
mittee should not accept the statements of Mayor Johnson and his
interested adherents at their face value.

Mayor Johnson has vetoed the Council's consent for city prop-
erty for the construction of a cross-town railway on Woodland
Hills Avenue, this consent being necessary to give the company a
majority of foot frontage. At the last Council meeting the City
Solicitor advised that the Council refrain from granting the cross-
town ordinance or any other street railway ordinance until the
present controversy over perpetual franchises had been settled.

Both Mayor Johnson and City Clerk Charles P. Salen denied that
the latter was in any way interested in the Citizens' Street Railway,
the so-called 3-cent fare company.

On Tuesday of this week President Andrews, over his signature,
charged that Charles P. Salen had borrowed $10,000 and given his
note for same, and had deposited that amount with a bid for the
construction of a 3-cent fare line on Denison Avenue, same being
tendered under the name of A. E. Green. He also charged that
Mayor Johnson knew this loan was made and that the proceeds
were used for the purpose stated.

♦♦♦

SCHENECTADY COMMON COUNCIL POSTPONES CONSIDERA-
TION OF PROPOSED INTERURBAN UNION TERMINAL

A few weeks ago the New York Central Railroad and the Schen-
ectady Railway Company submitted plans to the Schenectady
Common Council providing for the construction of a union station
for the interurban lines entering Schenectady, with the two fold
object of doing away with the present dangerous grade crossings
with the New York Central and the Delaware & Hudson tracks
and providing for better means of transporting passenger traffic be-
tween the steam and electric lines. The plans contemplated build-
ing the station on the block bounded by State, Wall, Union and
Center Streets, and the grade crossing with the steam tracks was
to be eliminated by lowering the grade of State Street sufificiently to
permit tlie interurban cars to pass under the steam tracks. Such
a station is imperatively needed in Schenectady, and as the railway
companies offered to pay their just share of the cost of changing
the grades, it was believed that the plans would go through with-
out a hitch. Unfortunately the Schenectady aldermen made a
party issue of the matter, with the result that both the Democrats
and Republicans prepared separate ordinances. These were
brought up for action on April 13, but neither of them was passed.
Even if one of these ordinances goes through, it is doubtful whether
the railway companies will accept it without some amendment,
owing to the burdensome conditions imposed upon them.

LOW-FARE PROPOSAL FOR DETROIT MISUNDERSTOOD

A proposal has been made to the City Council of Detroit by the
Detroit United Railway Company for a 3-cent fare on special lines.
It is proposed by the company to convert the lines on Brush and
Beaubien Streets into one line, and to consolidate the line on
Hastings Street with a new one to be built on Russell and Rivard
Streets, and to have both lines operate under the Detroit Railway
3-cent fare ordinance, which has 19 years yet to run.

This proposal, it seems, was generally misunderstood. The pub-
lic interpreted it to mean an offer from the company that presaged
a general reduction in fare for the entire system, and it even was
so construed by the daily press. As a result there was considerable
confusion when President Hutchins appeared before the Council
committee on franchises last Thursday. He then told how the
proposal had been made to meet the wishes of local interests, and
just how it was planned to operate the lines. Mr. Hutchins pro-
posed to the Council committee that a commission of patriotic, hon-
est and able men be appointed to investigate the local street railway
situation in a thorough and conscientious manner and make recom-
mendations to the city and the street railv/ay company of plans for
a fair settlement of the problems involved.

AN INCREASE IN FARE IS JUSTIFIED BY THE MASSACHU-
SETTS RAILROAD COMMISSIONERS

The Railroad Commissioners of Massachusetts have rendered
an intoresting decision in the complaint of the selectmen of North
Brookfield, that the 6-cent fare on the Warren, Brookfield &
Spencer Street Railway is excessive, and that the change from the
5-cent fare violates a condition of the location granted to the
company. The board made a thorough examination of the com-
pany, its burdens and obligations, and its ability to continue serv-
ing the public at the old rate. The conclusion is that, under ex-
isting conditions, the railway company has acted reasonably, and
that its charge is not excessive. It could not live and give the pub-
lic the accommodations it needs at the old rate of fare. Therefore,
the conclusion is reached that, "when fares prove to be too low to
make an enterprise fairly profitable, it is better for all concerned
that the company revise its rates and place them upon a footing
which will enable it to give the accommodation which the public
needs, and make a just return to stockholders upon their honest
investment. The decision follows in part :

For the past three years this company has paid no dividends, net earnings
having been applied toward the payment of floating indebtedness which the
company was imable to capitalize inasmuch as no one was willing to take
the stock at par. If these earnings had been devoted to the repairs and re-
newal of property, to which they might well have been devoted, there would
have been little or nothing left for payment of either floating indebtedness
or dividends. Among other things, the removal of a large industry from
North Brookfield has affected the business of the company. It is evident
that if the public is to be given suitable accommodation and at the sante
time operating expenses are to be met, the property maintained and even
a small return made to stockholders, the present fare is not excessive. Tne
chief contention of the complainants is that the change from a 5-cent to a
(j-cent fare violates a condition of the location. The Supreme Court has held
that such a condition has not the binding force of a contract, and that not-
withstanding the acceptance of the location a company is free to establish
what it deems to be proper charges, subject to the jurisdiction of this board
over the reasonableness of such charges.

The only question before the board is, then, whether the fare of which
complaint is made is reasonable. It would be plainly tinjust to declare a
fare reasonable which is so low as to lead to the bankruptcy of a company
through the gradual exhaustion of its assets. On the other hand, promoters
of an enterprise who have promised to maintain a stated fare, as an induce-
ment for a grant of location, are bound to make a thorough attempt to carry
out the promise, though this attempt may mean a sacrifice of dividends and
even some risk to capital. But a railway coinpany with such a promise upon
its hands is hardly in the attitude of a private debtor. It has undertaken to
be a public agent, and the paramount question is in what way it can effi-
ciently perform this service. No company which is held to a fare that will
bankrupt it can give the public the accommodation which it needs.

tender our statutes the boards which grant locations can revoke tliem, and
if a location has been secured upon false pretenses, it may be eminently
proper that it be revoked; but ordinarily there is little satisfaction to the
public in losing the railway, little justice in destroying the property of the
stockholders and no opportunity to restore parties to their original condition.
Usually, when fares prove to be too low to make an enterprise fairly profit-
able, it is better for all concerned that the company revise its rates and
place them upon a footing which will enable it to give the accommodation
which the public needs and make a just return to stockholders upon their
honest investment.

Upon a review of all the facts in tliis case, we find no ground upon which
we can hold that the fares now in force upon this railway are unreasonable.

760

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 16.

LANSING & JACKSON RAILWAY PLACES CONTRACTS

The Lansing & Jackson Railway Company, Michigan, repre-
sented by Myron W. Mills, Geo. G. Moore and Jas. R. Elliott, has
closed a contract with the L. E. Myers Company, of Chicago, to
build and equip a high-speed heavy duty interurban electric railway
connecting Jackson and Lansing, Michigan.

Lansing is the capital of Michigan, with a population of approxi-
mately 25,000, while Jackson has a population of 30,000. There are
several intermediate towns and villages, all active, growing munic-
ipalities. This line when completed will connect v/ith the Lansing,
St. Johns & St. Louis road at Lansing, giving a continuous line
in a northerly direction from Jackson to St. Johns of approxi-
mately 60 miles. The new hne will also connect with the Detroit,
Ypsilanti & Ann Arbor Railway at Jackson, giving a continuous
line from St. Johns to Detroit via Lansing. It will also connect
with the Jackson & Battle Creek Electric Railway.

The roadbed is to be constructed in conformity with the Penn-
sylvania Railroad practice, using 70-lb. regular T-rail, continu-
ous rail joints, white oak ties, following Pennsylvania standard,
and ballasting with 18 ins. of gravel. All water openings and cul-
verts will be cast-iron pipe or concrete construction. The bridges
will all be of steel, built to sustain a rolling load of 5000 pounds per
lineal foot. The overhead construction will be modern and of the
highest possible grade, employing 40-ft. 8-in. top cedar polls. For
the trolley, there will be employed 2 No. 0000 B. & S. wires, drawn
to conform to a special design of the L. E. Myers Company, with
necessary a. c. and d. c. feeders. The cars will be of the most
modern design, weighing equipped about 30 tons, making a maxi-
mum speed of 45 to 50 miles with a schedule speed of 35 miles per
hour.

There will be two sub-stations located at intermediate towns.
These sub-stations will be designed to meet all the requirements
for accoinmodation of the electrical machinery, and at the same
time serve as offices and depots. The railway company will be rep-
resented on the work by T. M. Keeley, its chief and consulting en-
gineer. Tlie work of the L. E. Myers Company will be under the
personal supervision and direction of C. E. Collins, its general
superintendent.

ORGANIZATION OF THE C. H. WHEELER CONDENSER &
PUMP COMPANY

The announcement is made that the Barr Pump Company, of
Philadelphia, has been taken over by a new company to be known
as the C. H. Wheeler Condenser & Pump Company. C. H.
Wheeler, the former president and general manager of the Wheeler
Condenser & Engineering Company, is now solely identified with
the new company. The personal services of Mr. Wheeler, ample
capital, modernly-equipped works and an up-to-date engineering
staff, place the company in a position of unusual strength on con-
densing apparatus and pumps of any size and description for all
purposes where such machinery is required. These will include
surface, jet and barometric condensers; electric, geared, or steam-
driven vacuum and circulating pumps ; water-cooling towers ;
pumping engines and all auxiliaries for complete plants for both
stationary and marine service, including the highest vacuum guar-
antees for turliine requirements. The company's principal office
is in Philadelphia, at Lehigh Avenue and Eighteenth Street, with
a New York branch at 26 Cortlandt Street. Additional branches in
Chicago and other large cities will soon be established. The officers
of the company are as follows: President, John Pitcairn, who is
also the president of the Pittsburg Plate Glass Company, Pitts-
burg, Pa. ; vice-president, George Burnham, Jr., of the Baldwin Lo-
comotive Works, of Philadelphia; secretary and general manager,
C. H. Wheeler ; works manager. Otto W. Schaum, of Schaum &
Uhlinger, Philadelphia ; treasurer, W. H. Rometsch, of the Fletcher
Works, Philadelphia.

REMOVAL OF AMERICAN STEEL FOUNDRIES

The executive offices of the American Steel Foundries until lately
were located at 74 Broadway, New York. With the object of con-
centrating all of the departments of this well-known concern it
was found necessary to lease the entire eleventh floor of the re-
cently completed building known as 42 Broadway. It is well known
that in the new movement towards consolidation of allied indus-
tries, one of the chief elements of success involves the systematiz-
ing and harmonizing of every branch of the business. With this
end in view the executive offices of the American Steel Foundries
are inaugurating, simultaneously with the removal, a new system
of accounting and distribution of orders, which will improve the

organization and simplify their work. This will assist them in tak-
ing care of the many large orders they are receiving, due to the
increased demand for new equipment by the railroads and other
large users. The output of their eight plants for all kinds of steel
castings is enormous, and they are always in a position to under-
take new work and make prompt deliveries. With the acquisition
of the Simplex Railway Appliance Company they are even better
equipped than ever to fill the requirements of railroad companies
and car builders.

NO CHANGE IN SAN FRANCISCO PROPERTY

Referring to the report that Brown Brothers & Company have
decided to relinciuish the control and management of the United
Railroads of San Francisco, that firm states that it has 110 in-
tention whatever of retiring from the management of the prop-
erty. Ladenburg, Thalman & Company, of New York, to whom it
was reported that control would pass, have long had a very large
interest in the United Railways Investment Company, of San Fran-
cesco, (the holding company) and have been and are in entire
accord witli tlie present management.

■

REPORT OF THE LIVERPOOL CORPORATION TRAMWAYS

The report of the Liverpool Corporation Tramways for the
year ending Dec. 31, 1904, has just been published. It is uniform
in size and completeness with the previous reports of the same sys-
tem, and contains 79 pages, five large diagrams showing graphi-
cally the development of the system and other statistics, and a
large map. The principal figures follow :

1904 1903 1902

Capital investment £1,910,257 ;ri,832,977 ;£1, 863,485

Gross receipts 557,888 517,9:35 531,483

Operating expenses 367,845 339.810 341,463

Operating ratio 05.9% 65% 64.247%

Gross profits £190,043 £178,124 £203,256

Interest and sinkine fund 108 117 102,627 107,014

Balance 81,326 75,497 90,242

Divided as follows:

Reserv, renewal and depreciation 54,217 50,331 64,161

Transferred to general rate account 27,108 25,165 32,080

Operating expenses per car mile 7.250d C.884d. 6.983d.

Gross earnings per car mile 10.67a. 10.34d. 10.733d.

Average fare per passenger 1.112d. l.lUd. 1.113d.

Average length cf penny stage ■. - 2 m., 671 yds. 2J miles 2J miles

Passengers carried 116,042,603 113,015,728 108,906,472

Cost of power £94,937 £80.956 £82,752

Price paid for power per kw hour 1.159d. 1.098d. 1.2d.

NEW YORK FRANCHISE CASE BEFORE SUPREME COURT

Argument is being heard this week Ijefore the United States Su-
preme Court in the special franchise ta.x cases from New York.
The hearing was begun on Monday, and the first to present argu-
ment was W. D. Guthrie, of New York, who appeared especially
for the New York City Railway Company. As the cases were not
called until a few moments before adjournment, Mr. Guthrie had
not time to do more than introduce his subject. Mr. Guthrie con-
cluded his argument on Tuesday. He dealt mainly with two con-
tentions : That the law impairs the obligation of contracts under
which the corporations acquired and own their franchises, and that
it operates to deny them due process of law. Speaking of the law
as an "experiment in legislation" in the way of taxing franchises
for what are comprehensively termed public utilities, such as trans-
portation, gas, electric lights, telephones, etc., he said :

"It is of great concern and interest to State governments and to
corporations similarly situated that this court shall indicate whether
existing contracts granting such franchises are protected against
impairment by this new form of subsequent legislation, and whether
such legislation must tax all ov,'ners of franchises engaged in sub-
stantially the same business, and under substantially the same con-
ditions, with equality as far as practicable.

"If the present statute is upheld, it undoubtedly will be followed
by similar legislation in every State, and if it impairs existing con-
tracts and embodies unjust and discriminating provisions, it ought
not to be permitted to become a precedent, when an amendment of
the statute can easily obviate the objections."

He dwelt upon the fact that the New York street car companies
had been paying regular taxes on their property, real and personal,
and contended for this method of taxation as opposed to a tax on
franchises. He quoted the message of Gov. Roosevelt, delivered at
the time the bill was before the Legislature, to show that the meas-
ure was in some particulars unsatisfactory to him.

Attorney-General Mayer, following Mr. Guthrie, spoke in sup-
port of the law. Taking up the contention that the charters of the
various corporations are in the nature of a contract relieving them
from taxation, he recited many details bearing upon the enactment
of the legislation.

April 22, 1905.]

STREET RAILWAY JOURNAL.

HARTFORD SYSTEM FORMALLY TRANSFERRED TO THE
NEW HAVEN

The control of the Hartford Street Railway Company was for-
mally transferred on Saturday, April 15, to the Consolidated Rail-
way Company, the holding corporation for the electric railway
properties of the New York, New Haven & Hartford Railroad. At
a meeting held in Hartford, directors were chosen as follows :
Charles S. Mellen and George J. Brush, of New Haven ; Charles

F. Brooker, of Ansonia ; F. W. Cheney, of South Manchester ; D.
Newton Barney, of Farmington, and Edwin Milner, of Moosup,
all directors of the Consolidated Railway Company and the New
York, New Haven & Hartford, and D. S. Goodrich, president of
the Hartford Street Railway Company; Daniel R. Howe and S.

G. Dunham, of Hartford, both directors of the Hartford Street
Railway. C. S. Mellen was elected president; Calvert Townley,
first vice-president ; H. M. Kochersperger, second vice-president ;
A. S. May, treasurer, and John G. Parker, secretary, all officers of
tlie New York, New Haven & Hartford Company.

♦♦^

LOW FARE BILLS IN MICHIGAN

Three bills were introduced in the Michigan Legislature on Wed-
nesday, April 12, aimed to give municipalities power over public
utility corporations. One is a bill to fix street car fares ; the second
to confer on boards of supervisors power to fix and prescribe
reasonable fares, rates and tolls to be charged by corporations, or
persons engaged in the street railway, gas, water supply, telephone
or electric lighting business, or public service within their several
counties ; and the third confers the same power on cities.

The first bill provides tliat in cities having a population of more
than 300,000, the highest rate of fare for a ride from one point in
the city to another, including the right to transfer, shall not ex-
ceed 3 cents, and on a payment of 5 cents the passenger shall be en-
titled to a return ticket, including transfer.

In cities having a population of more than 100,000 the maximum
fare for a ride from one point to another shall not exceed 3 cents ;
in cities having a population of more than 50,000, the maximum
fare shall not exceed 4 cents ; in cities having less than 50,000, and
in townships, including the incorporated villages therein, the maxi-
mum fare for a ride from one point of the township to another
over the same road shall not exceed 5 cents. On suburban lines
running into or through more than one city or township, the rate
of fare from one city or township into another for the first six
miles, or fraction thereof, shall not be more than 5 cents, and for
each additional mile or fraction, i cent, but the aggregate rate shall
not be more than i cent a mile. Any railroad violating the pro-
visions of the proposed law for 30 days or more shall forfeit its
franchise.

The act is to apply to all railway corporations heretofore organ-
ized, and it is intended to supplement any grants made by town-
ships, cities or villages.

THE RIGHT OF STEAM ROADS TO PURCHASE ELECTRICS
IN MASSACHUSETTS

There is pending before the Massachusetts Legislature a bill to
permit railroads incorporated under the State laws to buy street
railways. The measure is known as Senate bill 280. The first sec-
tion of it was reported unanimously by the railroad committee, after
consideration of the railroad commissioners' recommendations.
Later there was incorporated in the bill a second section, this upon
motion of Senator Peters. Considerable opposition to the measure
has developed. One of the bodies opposed to it is the Massachu-
setts State Board of Trade, which has formally protested through
its committee on transportation and legislation.

It is generally understood that the bill was introduced in the in-
terest of the Boston & Maine Railroad, which is organised under the
laws of Massachusetts and therefore is prevented from effecting the
purchase of street railway properties. The Boston & Maine does
not see the equity of the law, and so questions the right of foreign
corporations to buy Massachusetts street railway properties.
Others seem also to be of the same opinion. On Thursday, April
13, at the instance of Mr. Luce, of Somerville, an inquiry was begun
to determine the rights of foreign and domestic corporations.
This order requests of the attorney-general his opinion as to
whether railroad corporations incorporated in other States can
legally, under the statutes of Massachusetts, purchase Massachu-
setts street railway property. Representative Walker, of Brookline,
has served notice of his intention to offer an amendment to the bill

under which the amount of stock to be issued by the railroads in
payment for the stock of street railways shall be left to tlie rail-
road commissioners.

*^

GASOLINE CARS FOR ALTON'S SUBURBAN SERVICE

The Chicago & Alton Railroad Company has contracted for six
gasoline motor cars, to be used in the interurban service which was
established recently, of which mention was made in the Street
Railway Journal of April i, 1905. Small steam engines, hauling
ordinary passenger coaches, are now used. The Alton's interurban
service was designed to meet the competition of electric lines now
paralleling it and others under construction or projected. The
first interurban trains were put in service between Pontiac and
Bloomington, a distance of 35 miles, and between Springfield and
Girard, 25 miles. The Alton's trains are run as frequently and at
as low rates of fares as the electric lines. Stops are made not only
at all regular stations of the company, but at all highway crossings
and public institutions en route, either to take on or let off pas-
sengers.

.

NEW PUBLICATIONS

The Field Practice of Railway Location, by Willard Beahan ; En-
gineering News Publishing Company ; 270 pages. Price, $3.
This treatise, by a division engineer of the Chicago & North-
western Railway, records the methods commonly used in locating
the great trans-continental railways in this country. The experi-
ence thus derived was unique, and should be of great assistance to
those who have to do similar work, although on a much smaller
scale, in a sparsely settled country. The book includes chapters on
the locomotive, and on train resistance as well as discussing the
subject of location.

Steam Turbines, with an Appendix on Gas Turbines, and the Fu-
ture of Heat Engines, by Dr. A. Stodola ; translated from the
second German edition by Dr. L. C. Loewenstein ; D. Van
Nostrand & Company, New York ; 434 pages. Price, $4.50.
The popularity of Dr. Stodola's book is shown by the fact that in
spite of recent character of engineering interest in steam turbines
the German book has passed through two editions. The work is
divided into five parts. In the first the principles peculiar to the
turbines are discussed. In the second are found thermodynamic
investigations requiring more advanced mathematical preparation.
The third is devoted to a discussion of the most important turbine
parts, and here especial attention is given to the form of blade.
The fourth contains descriptions of the principal turbines now on
the market, while in the fifth the author considers several special
problems of steam turbine theory and construction. The future of
the heat engine is taken up in the appendix, where a short dis-
cussion is published of the theory and principles of the gas turbine.

State and Territorial General Statutes Relating to the Use of
Streets and Highways by Street Railway, Gas, Water and
Electric Light Companies, compiled by James S. Cummins ;
268 pages. Published by H. M. Byllesby & Company, Chicago.
This is a ready reference book giving the general statutes of the
various States and territories, governing the subject of franchise
rights, and includes as well such extracts from the State and ter-
ritorial constitutions as relate particularly to this subject. The
author is general counsel for the firm of engineers which publishes
the book, and has had a practice of some fifteen years in connec-
tion with the incorporation of public service corporations, and pass-
ing upon their franchise rights. Although no attempt is made to
summarize any municipal ordinances, which of course afifect public
franchise corporations quite as intimately as do State laws, the vol-
ume should prove most valuable in determining the validity of
State franchises, and convenient to those who wish to make a pre-
liminary investigation of an existing or proposed franchise in any
particular State. In fact, it is the only recent work of the kind
with which we are acquainted. The value of a book of this kind
depends, of course, largely upon the thoroughness with which it has
lieen brought up to date, and while no statement directly bearing
upon this subject is published we notice that in several cases stat-
utes appear wlnich were passed during the sessions of the legisla-
tures of different States during the season 1903-04. It would be
useful in any future edition of the book to record under the name
of each State the date up to which the laws have been corrected.
It is the intention of the author to follow the book by a subsequent
treatise covering the principal decisions in the franchise litigations
which have arisen in recent years, and to discuss their bearing on
the general subject.

762

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 16.

EXTENSION OF ALLIS-CHALMEFS PLANT

The Allis-Chalmers Company has decided to begin immediately
a three million-dollar extension to its Milwaukee works for the
manufacture of electrical machinery, and for the construction of
steam turbines, hydraulic turbines and gas engines. Three large
buildings will be erected, and two of the existing buildings ex-
tended. The electrical department at Milwaukee will be operated
in connection with the plant of the Bullock Electric Manufacturing
Company, of Cincinnati, which is owned by the Allis-Chalmers
Company. These unique facilities will provide in the West what
will undoubtedly be one of the largest engineering establishments
in the world, and the first to concentrate under one organization
the design and construction of steam electric units, turbine and re-
ciprocating, on a large scale, as well as hydraulic electric units.

STREET RAILWAY PATENTS

[This department is conducted by Rosenbaum & Stockbridge,
patent attorneys, 140 Nassau Street, New York.]

UNITED STATES PATENTS ISSUED APRIL 11, 1905

^ 786.795- Trolley Wheel; Edwin W. Clark, Columbus, Ga. App.
filed July 28, 1904. The tread of the wheel consists of a drum upon
which the flanges of the wheel are adapted to move toward and
away from each other under spring tension.

786,832. Trolley Wire Guide; Stewart P. McMullen, Sioux
City, Iowa. App. filed June 4, 1904. Details.

786,874. Elevated Railroad; John Cooper, Mount Vernon, Ohio.
App. filed Dec. 21, 1904. An elevated railway comprising single
supporting posts carrying upper and lower cross-beams, overhead
trucks and wheels supporting the car, and suspended from the
upper cross-beam, a safety track mounted upon the lower cross-
beam, and a safety wheel carried by the car in juxtaposition to the
safety rail.

786,887. Trolley Device; Anton F. Flierboom, Elizabeth, N. J.
App. filed Jan. 28, 1905, Details of construction.

786.988. Street Car Register Protector; Eflix Paduveri, San
Francisco, Cal. App. filed June 8, 1904. Provides auxiliary
mechanism for use in "combination" cars to indicate visibly and
audibly in all parts of the car to the recording of fares.

786.989. Compound Geared Brake Spindle and Ratchet Handle ;
Louis Pfingst, New Dorchester, Mass. App. filed Dec. 9, 1903.
Details of a brake spindle and ratchet brake lever.

787.033. Trolley Stand; Boniface A. Grasberger, Richmond, Va.
App. filed Jan. 23, 1904. Details.

787.034. Trolley Stand; Boniface A. Grasberger, Richmond, Va.
App. filed Feb. 9, 1905. Means v/hereby the pole is automatically
lov/ered when the wheel leaves the v/ire.

787.035. Trolley Stand; Julius A. Grasberger, Richmond, Va.
App. filed Sept. 10, 1904. A modification of the preceding inven-
tion.

787.036. Trolley Stand; Julius A. Grasberger, Richmond, Va.
App. filed Jan. 20, 1905. Details.

787,051. Wheel Fender; Thomas H. Quinn, Cleveland, Ohio.
App. filed Dec. 17, 1904. A supporting hanger for the fender and
means constructed to be actuated both by impact with an object on
the track, and by a person on the car, to release the hangers and
drop the fender.

787,079. Brake Shoe; Frank P. Collier, Wilmette, 111. App.
filed Feb. 6, 1905. A brake-shoe having an attaching-lug and plates
at the back of the shoe, between said lug and each end of the shoe.

787,092. Method of Making Brake Shoes ; Joseph D. Gallagher,
Glenridge, N. J. App. filed Feb. 24, 1903. A method of making
brake shoes consisting in providing a body portion consisting of a
brake shoe partly worn in service, with retaining devices, and cast-
ing thereon a separate wearing sole.

787,151. Brake; Francois Davignon. Schenectady, N. Y. App.
filed Dec. 30, 1904. A combined wheel and track brake consisting
of a brake shoe adapted to bear against the wheel of the vehicle, '
and a shoe adapted to bear against the rail of the track, pivoted
arms connecting with the operating inechanism, and turnbuckles
pivotally connecting the several brake shoes and pivotally connect-
ing with the pivoted arms.

787,169. Trolley Catcher and Retriever; Charles E. Gierding,
Newark, N. J. App. filed July 7, 1904. Details of a spring, drum
and pawl and ratchet.

787,343. Wire Replacer for Trolleys ; William Peck, Steuben-
ville, Ohio. App. filed Dec. 13, 1904. Details.

PERSONAL MENTION

MR. W. J. CLARK, of the railway department of the General
Electric Company, has been appointed by President Roosevelt an
official delegate to represent the Government at the coming Inter-
national Railway Congress in Washington next month.

MR. FRANK J. DUFFY has resigned as secretary and treasurer
of the Beaumont Traction Company, of Beaumont, Tex., to become
general manager of the Vicksburg Railway & Light Company, of
Vicksburg, Miss., which operates the street railway and lighting
systems of that city.

MR. CARL WILCOXSON, trainmaster of the Western Ohio
Railway, has been appointed general superintendent to succeed his
father, Mr. C. N. Wilcoxson, who recently resigned to become gen-
eral superintendent of the Cleveland & Southwestern Traction
Company, of Cleveland, Ohio.

MR. CLARENCE S. DARROW has been appointed by Mayor
E. F. Dunne, of Chicago, to have charge of traction litigation in
the city of Chicago, under the present administration. He suc-
ceeds Mr. Edwin Burritt Smith, who has heretofore been acting as
special counsel for the city law department and local transportation
committee.

MR. M. E. NASH, division superintendent at Marlboro, of the
Boston & Worcester Street Railway Company, has been appointed
to the position of assistant general superintendent. Mr. H. W.
McKay, formerly superintendent of the Haverhill division of the
Boston & Northern Street Railway Company, but for several
months past in the employ of the Boston & Worcester Street Rail-
way Company, has been appointed to succeed Mr. Nash as superin-
tendent of the Marlboro division.

MR. GEO. E. PRATT, long and favorably known in car building
lines in the street railway trade, has resigned from the Star Brass
Works, of Kalamazoo, and has accepted a position in the Hicks
Locomotive & Car Works, of Chicago. This company is a large
manufacturer of steam railroad cars and locomotives, and built
the body of the gasoline car for the St. Joseph Valley Railroad,
described in the issue of this paper for April 8. The association of
Mr. Pratt with the company gives credence to the report that the
company is abovit to engage in the manufacture of electric cars.

MR. P. A. B. WIDENER, of Philadelphia, who is heavily inter-
ested in traction properties in Ohio and Indiana, has resigned as a
director of the Cincinnati Traction Company ; this action being due,
it is said, to ill health and inability to attend meetings. He is suc-
ceeded on the board by Mr. Dana Stevens, second vice-president
of the company, who has also assumed the title of general manager.
Heretofore Mr. Stevens has been assistant general manager. Mr.
William McAllister's title has been changed from treasurer to
comptroller, and Mr. A. L. Kasemeier has been elected treasurer
of the company.

MR. M. H. BRONSDON has been appointed to the position of
chief engineer of the United Railroads of San Francisco, Cal., to
succeed Mr. A. Wolff, who recently resigned. Mr. Bronsdon was
connected with the Old Colony Street Railway Company of Boston.
His railway career- was begun in the West. He was a machinist
and blacksmith on the Los Angeles cable roads as a young man.
Subsequently, in 1889, he became superintendent and master me-
chanic of one of the Denver street railways, and later accepted a
smiilar position with the Providence, R. I., Cable Tramway. He
became connected with the Old Colony Company in May, of last
year.

MR. W. S. MURRAY has been appointed electrical engineer of
the New York, New Haven & Hartford Railroad, with head-
quarters at New Haven. Mr. Murray is a graduate of Lehigh Uni-
versity, and has had a wide experience in electric railroading and
long-distance power transmission work. For a number of years
he was connected with the Westinghouse interest, but for several
years past has been engaged in independent consulting engineer-
ing, with offices in the Exchange Building, Boston. A number of
important high-voltage power transmission installations for the In-
ternational Paper Company, S. D. Warren & Company, and other
prominent New England concerns, have been carried out under his
direction. The appointment is one of the most important that has
been made for some time. There will come under Mr. Murray's
supervision the lines of the New Haven already converted to elec-
tricity, and the electric railway properties taken over by the com-
pany, which now aggregate about 500 miles of line. There will
also be entrusted to him the solution of problems arising in con-
nection with the electrification of the lines of the company running
into the New York terminal. Mr. Murray's father is a prominent
officer of the U. S. Navy.

Street [Railway Journal

Vol. XXV.

NEW YORKr-^TURDAY, APRIL 20, 1905.

No. 17.

Published Every Saturday by tbs^I

McGraw Publishing 06 m pr^a n y^'

Main Office:

NEW YORK, Engineering Building, 114 Libert^ Street,
Branch Offices:

State conventions are coming to figure more and more in
electric railway progress of the country. They attract at-
idance from many small companies that never are repre-
;ed at American Street Railway Association meetings, and
must always be the case. While the national body may
should attempt to cater to the small companies as well as
large, it will doulitless alwavs be true that the national

Chicago: Monadnock Block.

Philadelphia: 929 Chestnut Street.

Cleveland: Cuyahoga Building. ^V>-' y ■ -it i i i • i i

London: Hastings House, Norfolk Street,'4;§tEao^^ conventions Will be attended mainly by representatives of the

larger corporations, which can alford to send men long
distances and which cannot get an exchange of experience
with other large companies without attending national con-
ventions. Discussions in State conventions are always more
informal than in national, and for that reason more likely to
1)ring out valuable points as to details of operation which are
not matters of common knowledge.

Rural Railways

The paper read by Mr. McDonald before the Iowa Street and
Interurban Railway Association at its recent meeting describes
conditions which exist generally throughout the States of Illi-
nois and Iowa and those adjacent to them. This is the first
time, we believe, that these conditions have been stated so
fully and so clearly. Iowa farm land is very productive, but
the population per square mile rs as yet so low that, according
to the standards that Eastern engineers have set up, the tribu-
tary population on few of the roads that have been built in
Iowa is sufificient to justify the building of a road. There is
every reason to believe, however, that in judging the merits
of interurban and rural projects in Iowa, different standards
must be adopted from those used in forming an opinion on
projects in States further east. As can be seen from the con-
ditions Mr. McDonald describes, it is necessary to figure on a
much larger proportion of the total business, including freight,
than in less productive States. As the farms are large and
the rural population small as compared to Ohio and Indiana,
the passenger business depends rather on the frequent riding
of a few than on the infrequent riding of many. Some of the
roads already built in Iowa give surprising figures in gross
earnings per capita of population, due partly ti.i freight traffic
and partly to the prosperity of Iowa farmers. Although there
are few farmers per square mile, they are better able to spend
money in travel than are the owners of smaller farms in East-
ern States. At the present time Iowa is crossed and recrossed

Cable Address, "Stryjourn, New York"; "Stryjourn, London" — Lieber's Code

used.

Copyright, 1905, McGraw Publishing Co.

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NOTICE TO ADVERTISERS
Changes of advertising copy should reach this office by 10 a. m. Monday
preceding the date of publication, except the first issue of the month, for
which changes of copy should be received two weeks prior to publication
date. New advertisements for any issue will be accepted up to noon of
Tuesday for the paper dated the following Saturday.

Of this issue of the Street Raihvay Journal 8ooo copies are
printed. Total circulation for 1905, to date, 139.550 copies — an
average of 8209 copies per week.

The Iowa Convention

The Iowa street and interurban railway men, while not
numerous, demonstrated last week their ability to hold an ac-
tive, pleasant and profitable convention. Iowa is essentially

an agricultural State, in fact the greatest agricultural State of
the Union, if we accept the census figures. It has few large *with networks of projected interurban roads, but few of them
centers, but a great many small ones. City railway systems have been built. Numerous promoters have been in the field

are not numerous and interurban building has only begun. The
interurban lines built in Iowa must depend more on freight
and less on passenger Iraffi'j than in Eastern States, a fact
which was well brought out in one of the papers at the con-
vention in connection with others bearing u])(iii Iowa local con-
ditions.

who know nothing about the business and have but little idea
as to the cost and necessary earnings of interurlian railways.
Leaving these aside, however, there are manv railway men
who understand the situation in Iowa and are (piietly at work
securing rights of way for roads which they do not expect to
build immediately, but which they feel confident can be financed

764

STREET RyVILWAY JOURNAL.

[Vol. XXV. No. 17.

in the course of a few years after the resources of the Iowa
farming country are better understood by investors. Mr. Mc-
Donald, in his paper, makes a distinction between an inter-
urban road connecting two large centers of population and a
rural railway. The centers of population in Iowa, however,
are so far apart that almost ever\- interurban road that has
been built really comes partially under the classification of a
rural railway.

Live Stock Shipments on Interurbans

The Iowa interurban roads, as can be noted from the dis-
cussion at the Iowa convention, derive a great deal of freight
traffic from live stock shipments. Iowa farmers have been
abandoning grain farming and going into live stock so ex-
tensively during the past fifteen years that grain shipments at
some of the most important trade centers now amount to but
little. The farmers have found that live stock is the more
profitable. Not only arc the cattle shipped away from Iowa to
the Chicago market, but there is considerable business done
in buying stock from the Western stock ranches and fattening
it for the Chicago market, as it is easier to fatten stock on an
Iowa farm where grain is cheap than on open ranches in
Nebraska and Colorado. The interurljan railway is naturally
preferred by farmers for the shipment of stock, because it
usually has stock yards at more frequent intervals than the
steam roads. A peculiar point regarding stock shipment in
Iowa, which was lirought out at the convention and which is
of considerable engineering importance in connection with in-
terurban railway undertakings in that State, is the custom of
shipping a large amount of stock on certain days and none on
other days. It has been the custom among Iowa stock shippers
during years past to ship stock with the idea of having it reach
the Chicago market on certain days of the week which were
considered better than other days. This practice, of course,
if adhered to, would make it difficult for an electric road to
handle this kind of traffic because of the large amount of power
house investment required to handle the heavy intermittent
stock shipment. It appears like an absurd practice intention-
ally to cause congestion of stock trains on all railroad lines
leading into Chicago, congestion at the stock yards and trouble
all along the line from the farmer to the Chicago packing-
house. There may have been reasons for the Chicago market
being better on certain days of the week in years past than on
other days of the week, but judging from circulars recently
sent out by Chicago commission houses, as well as from reports
of some of the interurban railway men at the Iowa convention,
efforts by the stock men themselves are being made to dis-
tribute stock shipments evenly over the entire week, which, of
course, makes it much better from the interurljan raihvav man's
standpoint.

Traffic Agreements with Steam Roads

The present state of affairs as regards joint traffic agree-
ments on freight and passenger business between steam and
electric roads is both amusing and exasperating. It appears
at the present time that the chances for an electric road secur-
mg a jomt traffic arrangement with a steam is in direct pro-
portion to the steam road's desire to get business away from
some competitor by means of its electric feeder. We have
known of numerous cases where a war between rival steam rail-
road companies has resulted in arrangements being made with
electric roads where before it had been impossible to obtain
them. At the recent Iowa convention, joint traffic arrange-

ments were a fruitful source of discussion, both on the con-
vention floor and off of it. Unquestionably, there are now
enough entering wedges in the shape of joint traffic agree-
ments between steam and electric roads so that before long the
rock will be split wide open, and any electric road fulfilling cer-
tain requirements can ol)tain traffic agreements with steam
roads. The present condition of affairs is an economic absurd-
ity in many ways.

The Street Railway and the Laboratory

The relation existing Ijctween the modern street railway and
the experimental laboratory does not at first sight appear to be
particularly close. In the daily course of business the station
instruments are generally adequate to meet the needs of the
clerical department as far as keeping records of the power con-
sumption, variations in voltage and current are concerned, and
if wattmeters are placed upon the various cars at frequent in-
tervals there would seem to be no special occasion for the mak-
ing of very refined tests in daily service. On large systems it
is important to make frequent tests, sometimes nightly, of the
insulation of the feeders, Init as this piece of work is a standard
and routine operation, it can better be performed by the em-
ployees of each particular company than by an outside corps
of specialists, both on the grounds of greater familiarity with
the conditions and lower expense.

Every little while, however, the demand for some form of
laboratory work makes itself felt on the most progressive sys-
tems. In mauy cases the engineering departments are amply
nualified to handle the questions at issue, and on very large
systems experimental laboratories are not uncommon for the
sole purpose of investigating new problems which arise in con-
nection with the physical plant of the roads. Smaller street
railwa}'s are often without these facilities, however, and im-
portant q.uestions are frequently left unanswered.

A few of the points which fall under the scope of laboratory
work are: Calibration of power and sub-station instruments;
caliliration of testing galvanometers and portable voltmeters
and ammeters; the analysis of materials; cement tests, tensile
and compressive experiments upon miscellaneous materials ;
determination of the calorific power of coal and other fuels.
Many of these tests and experiments require special apparatus
which onl}' the largest street railway companies can afford to
own, so that the laljoratory solves the problem with a minimum
of trouble and, often, of expense.

Commercial testing laboratories are becoming more common,
so that it is becoming more easy for those street railway com-
panies which do not have their own laboratories to utilize their
services. Where this is not practicable on account of distance,
recourse may often be had to the nearest engineering school,
and a variety of practical and interesting data secured through
the co-operation of the college equipment and its instructing
staff. The cost of having tests made at either the professional
laboratory or the engineering school should be within the means
of the great majority of roads, and the advantage of the prac-
tical character of the work to the school itself need not be en-
larged upon. At all events, it is poor practice to put off the
calibration of instruments and similar tests from year to year,
unless after looking into the local conditions it is found out of
the question to attempt such work. Where a road is advan-
tageously located with respect to the manufacturers, the use of
the laboratories of the latter is often the simplest solution of
the problem. The question is worth thinking about in all its
aspects.

April 29, 1905.]
Interurban Cars Within City Limits

Important as is the expeditious handling of traffic upon the
cross-country portions of an interurban route, it is equally
essential that operating conditions within city limits shall be
favorable to the unrestricted movement of foreign cars if rapid
transit is to be provided. In many cities this fact has long been
appreciated, and interurban cars are pushed through to the
terminals of the routes with every effort to avoid delays. There
are still a good many cases, however, where the conditions are
either unfavorable to the free movement of foreign cars or-
where the vital importance of giving preference to through
over local service in point of stops and speed is not recognized.
To operate a heavy car equipped with 200 hp in motors at
speeds of 45 m.p.h. or over on a private right of way extending
over perhaps 75 per cent of the distance between the urban
centers, and then to be obliged to cut in a switch and hold the
motors down to full four-in-series running as a maximum in
covering the remaining 25 per cent of urban operation at a
sacrifice of 20 per cent or 30 per cent in schedule time is an in-
congruous feature of electric railway practice, and one which
is exasperating to passengers. It may be unavoidable in many
cases, but is certainly preventable in others.

Without much question, the most valuable asset of steam
roads doing a heavy suburban business is the extension of their
private rights of way into the hearts of the cities served. It
tends to offset the inconvenience caused by the concentration
of passengers at a single terminal instead of distributing them
throughout the business district by liberal transfers to inter-
secting trolley routes. Few interurban roads can afford to pay
the enormous cost of even a single-track private right of way
inside the business district of a modern urban community, but
the advantages of such an entrance can sometimes be secured
in other practicable ways. One of these, which is avail-
able completely or in part, is by running the interurban
cars into the city down a thoroughfare of minor im-
portance, near enough to be within easy walking distance
of the busier streets and crowded lines of cars, and yet
far enough away to a-void the traffic congestion of the
main thoroughfares. It is a mistake to assume that an in-
terurban car must enter a city by the front door, so to speak;
the back way is often quicker, and hence more satisfactory all
around. The admission of interurban cars by a side street or
group of streets having but a moderate amount of travel upon
their precincts not only brings the through passenger into the
city with less delay — it leaves the other thoroughfares freer for
the local traffic already existing. Another plan is not to at-
tempt to bring all cars to a central distributing point, as in
most cities, but to have several termini. This may arouse
some popular opposition at first, as the patrons of each sub-
urban line will naturally prefer their cars to pass through the
main business street, but when the advantages which the new
plan possesses in point of time are recognized, the objections
should disappear.

The handling of foreign cars on an urban system introduces
a number of complications which are not easy to avoid. Some
system of express running with few stops seems to be the only
solution of the problem on lines which already do an important
local business, and even this is impossible if the city lines
traversed carry a dense traffic. It was a wise move from the
operating standpoint when one of the elevated roads in Chicago
consented to the movement of Aurora, Elgin & Chicago trains
express over its tracks instead of attempting to make local
stops on the structure with these interurban cars.

765

The Sociology of Rapid Transit

An interesting and most important phase of rapid transit is
its influence for the better upon the economic life of a great
city, with particular reference to the slum population. It has
long been recognized in many quarters that the trolley car has
been and still is a tremendous factor in the betterment of hous-
ing conditions, but the direct intluciice of the subway and ele-
vated line upon the welfare of the p(i()rer classes has yet to be
generally appreciated.

Social questions are largely conditioned hy surroundings.
Hence, if the rapid transit line alleviates the sutYerings of slum
life through the removal of thousands of poorly housed citizens
to localities UKjre aliundantly supplied with fresh air and sun-
shine, and through the transfer of child life from the crowded
streets to more wholesome playgrounds, great objects have been
secured in the way of improved health, morality, education and
even political honest}', quite apart from the fundamental supply
of quick transjiortation. That the rajiid transit line does this
caimot be doubted. "Improved housing conditions in the tene-
ment district," says the Boston "Transcript" in discussing this
point recently, "can do something, Imt not a great deal. The area
is limited, and, crowded as it is, the trade, industry anrl wealth
of the city are forever pounding against it. * * * Unless
there be a vent, the crowding becomes worse and worse, and the
only satisfactory vent is that furnished 1)y cheap rapiil transit."

It may be urged by some opponents of rapid transit exten-
sions that the poorest class of society is unreached by even
5-cent rapid transit. Since competition is keener as the scale
of labor descends, on account of the lower average of ability
required, hours of work are longer, and it becomes more and
more necessary for the laborer to live near his place of em-
ployment. Among the poorest class this requirement becomes
so insistent that in many cases no rapid transit system can
compete successfully with the cheapness and facility of a short
walk. Nevertheless, there are many different degrees of exist-
ence even in the tenement house district, and the sociological
value of rapid transit therefore "lies in the constant drawing
away of the upper strata which makes possible without in-
creased discomfort the admission of the steady influx at the
Ijottom. Even though the rapid transit line may not secure
the daily patronage of the upper stratum of slum population, it
does affect the stratum just above, leading it away from its
former cramped and unattracti\'e haliitations and making room
for the occupancy of the upper stratum of slum population."
A sort of moving up takes place all along the line.

Far-reaching also are the effects of a new rapid transit ser-
vice upon the conditions of life in less densely populated sec-
tions of a city, extending into even the outlying suburbs. The
saving of ten or fifteen minutes in transit at morning and night
means a total saving in a year made up of 300 working days of
from I2j/^ to i8-}4 days at 8 hours each. When such a saving
as this, representing the case of but a single individual, is mul-
tiplied into the lives of thousands, it requires little imagination
to see why the rapid transit line is the very backbone of sub-
urban life in its highest types. There is every reason lo believe
that in the writings of future sociologists the beneficent aspects
nf rapid transit will be appreciated as never before, and that
the effect on the average individual of pure air, healthy sur-
roundings and a broader environment will be a higher standard
of living, both morally and physically. The proper presentation
of those aspects before municipal authorities will do much to-
ward disarming opposition to the legitimate extension of high-
speed facilities.

STRERT RAILWAY JOURNAL.

766

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

OPENING OF THE ELECTRIC RAILWAY SYSTEM IN
MANILA, P. L

Almost immediately upon the accession of the Philippines, and
simultaneously with the process of pacification by the United
States, forces, both civil and private, entered into the work of
reorganizing the public institutions and utilities in the islands.
Announcement of the opening of the Manila Electric Railway

A TYPICAL SCENE ALONG THE MANILA WHARVES

government to maintain a large number of government cabs
for the use of public officials during business hours.

Conditions are such that nearly all business men and clerks
in Manila return to their homes for "tiffin" at noontime, and
this is largely responsible for the enormous midday traffic. It
is not unusual for passenger vehicles, carrying from one to four
persons each, to cross the bridge of Spain at the rate of 800
an hour. The curve on page 775 is plotted from notes made

THE NATIONA]. I'ASTIilE

system brings to a close a particularly interesting piece of re-
construction, and to-day the chief city of the island boasts of
an electric railway as thoroughly up-to-date as anything of its
size that can be found in the United States.

Three years ago the tramway facilities of Manila were lim-
ited to 13 miles of light track, upon which were operated half
a dozen diminutive horse cars, seating from eight to twelve pcr-

at the bridge of Spain, and may be considered fairly typical of
the distribution of traffic.

Before the American occupation, the tramways were owned
by "La Compania de las Tranvias de Filipinas," which also
owned and operated a steam line miles long, running from
the city limits to Malabon, a town of 12,000 population, located
north of Manila on the bay, and passing through the interven-

A BREAK IN THE OLD CITY WALL TO PERMIT THE PASSAGE OF THE TRAMWAY CARS

sons each. That this system was entirely inadequate is shown
by the fact that at that time nearly 10,000 vehicles (two-
wheeled "carromatas," "quilez" and "calesas") were licensed;
about half of these were used for public service, the others
being private. The fares charged were high, and it was almost
impossible to secure vehicles except by previously engaging
them. It was estimated that over $4,000,000, Mexican, were
collected per annum by the public passenger vehicles. Again,
the incapacity of the local utilities made it necessary for the

ing towns of Caloocan and Tondo. Ordinarily, on this steam
line, a single train of two cars sufficed, but on holidays and
fiestas four cars were required. The horse car line was divided
into seven different sections, over each of which a 2-cent fare
was charged. No attention was paid in the operation of cars
to requirements of traffic, and the operation was so irregular
that no dependence could be placed upon the service.

The tracks existing were of extremely light construction and
narrow gage. On the steam line to Malabon, T-rail weighing

708

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

35 lbs. was laid on molave ties 4 ft. 7 ins. long, 7 ins. wide and
4 ins. thick. The track was located along the side of the high-
way and ballasted with earth, sand and gravel. The rails on
the horse car lines weighed 56 lbs., and were ordinarily laid
directly on the earth and macadam, without sleepers, but with
tie rods every 6 ft.

Early in 1902 an investigation into the possibilities of com-
l)ining the electric lighting and power interests and the tram-

Tll !•: l;i<ID(.;E OF SPAIN

way system of Manila, and electrifying tlie latter, was made
by C. G. Young, general superintendent of construction for
J. G. White & Company. Mr. Young went to Manila and pre-
pared the details of and made application for a franchise cover-
ing an electric railway and electric lighting system, which
later was awarded after public bidding, and soon thereafter a
syndicate composed of this company and others purchased the
existing horse car system and the steam line nnniing to Mala-
l)on. The transformation of the horse car
line into an electric system very closely
followed the recommendations made in
tile preliminary report, and at the present
time the Manila Railway & Lighting Cor-
poration is beginning the operation of 30
miles of street railway and 10 miles of
what might he called suburban lines, and
is supplying, from the same power house,
liglit and power for both municipal and
])ri\ate use. The syndicate also purchased
the existing lighting plant from "La Elec-
tricista" of 1200 kw capacity. This plant
is now of such antiquated type that the
load will be gradually changed from it to
the new plant, and dismantlement will
follow.

The map of the city of Manila and vicin-
ity on page 767 indicates the location of

the Irarks, while that on page 774 shows the feeder and trolley
s)sleni. Lines radiate from "La Escolta" (the shopping dis-
trict) to the various suburbs, race tracks, cock pits, etc., the
longest line extending to Malal)on, approximately 6 miles out
along the bay.

TRACK CONSTRUCTION
A large portion of the streets of Manila are paved with
macadam, a few of the principal lousiness streets being laid
with block granite ; a considerable amount of hardwood block
pavement has also been used. In the macadam 70-lb. A. S. C. E.
section T-rail has been laid, while in the paved streets 94-lb.
girder rail is employed. Nearly all of the steel was purchased
in Belgium, owing to lower prices at the time of purchase, al-

though later some was bought in the United States on a re-
duction of price. The T-rail is laid on ties 24-in. centers, with
special angle-bar joints, Harvey grip track bolts and the lag
screw spike, instead of the standard railroad spike. This spike
is employed extensively in Europe, and necessitates boring the
tie before the spike can be screwed in by means of a socket
wrench. It has proved a great success.

The peculiar climatic conditions and the presence of the
"white ant" rendered the selection of struc-
tural material extremely difficult, and a great
deal of experimenting has been done during
the past two years, and will be conductejl in the
future, with a view to obtaining more definite
and complete information on this subject than
is now available.

The investigations made by the United
States Bureau of Forestry were carefully
studied and proved of great service. How-
ever, woods which were reported by the
bureau to be immune from the attacks of the
"white ant" were found to be destroyed in
certain localities, where other wood, presuma-
bly more to their liking, was scarce. An ex-
cellent tie was found in jarrah, a hard wood
from Australia, resembling, in its structure and
color, teak. Molave, a native wood, was also
extensively used, but the inability of the native
market to supply it in the quantities desired
made it necessary to look elsewhere. Cali-
fornia redwood was also tried in various ways, natural, treated
with carbolineum, treated with jodelite and soligumn, and again
when treated with creosote oil. It was found that the ants did
not attack it except in certain localities where more desirable
food seemed scarce. Disintegration of the steel rails is an-
other peculiarity of this climate, and it may be said that their
life, when unprotected, is only about one-half that of rails in
the United States, under similar conditions of service. This

CROWD LEAVING OLD SUBURBAN CARS FOR COCK PITS

made it necessary to paint the rails and joints thoroughly with
asphaltum, and all structural steel in the power plant construc-
tion was treated with a special carbon paint, with the same end
in view.

OVERHEAD CONSTRUCTION
Trolley and feed wires are supported on cross-arms treated
by carbolineum. Both wood and tubular steel poles are used ;
for the former, ipil, a native hard wood, dark and of dense
structure, was found the most serviceable. Both iron and wood
poles are set in concrete, and the former is reinforced by a
4-ft. section, shrunk on, and extending 2 ft. below the ground.
This reinforcement has been found exceedingly valuable and
practically doubles the life of the pole. On iron poles an orna-

April 29, 1905.]

STREET RAILWAY JOURNAL.

mental bracket is used. In the narrow streets all wires are
carried immediately over the streets on wood brackets attached
to iron tubing, this being supported at either end by 4-in. pipe
vertically erected at the house line with cross struts, raising
them well above the balconies of the houses, the whole being

substantially braced. This construction is

shown on this page, and is used only within
the Walled City, where the streets are
extremely narrow, from 20 ft. to 30 ft.
wide. The average streets of Manila are
comparatively wide, from 30 ft in some
sections to 100 ft. in some of the principal
streets.

Three hundred steel tubular poles were
shipped from the United States for use in
bracket construction on the principal thor-
oughfares. The cost of a wood pole is ap-
proximately three times that of a similar
pole in this country.

Two trolley wires are used over all sin-
gle track, these being placed abt)ut 6 ins.
apart, separating at turn-outs and switches.
Where double track is used, or on adjacent
parallel streets, one of the trolley wires is
carried over each track. No. 000 B. & S.
wire is used.

The lines have been sectioned by means
of trolley insulators introduced at suitable points in such a
manner as to reduce to a minimum possible interruption to
traffic occasioned bv trouble on anv one section. Switches are

also a factor in this problem. The feeder system contains the
ecjuivalent of 25 miles of No. 0000 cable. The rails taken from
the old horse car line have been utilized as return circuits by
bonding together and connecting the power house ground with
load centers.

TEARING UP OLD T RAIL

NATIVE LABOR
At the beginning of construction work considerable trouble
was experienced in dealing with the native workman. The
demoralized state of labor made it impossible to secure reason-
able results, and in order to bring about the best results, Mr.

TRACK-LAYING GANG AT WORK

Section Through Sleeve

WOOD J'.RACKET AND TUBING CONSTRUCTION EMTLOYED IN
NARROW STREETS

arranged to bridge these insulators, if desired, thus making
it possible to utilize the overhead copper to the greatest ad-
vantage.

In like manner the eight independent feeders supplying the
various districts are so designed as to reduce supply troubles
to a minimum, the peculiar indirect routing of the cars being

lielden, the engineer in charge, made a careful study of the
labor question. His success in dealing with the natives was
evidenced by the fact that the leading Manila paper commented
editorially on the high efficiency of his working forces, giving
his organization the credit for l)eing the first to operate suc-
cessfully with native laborers. Mr. Beldcn found that the

770

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

Filipinos are very adaptable and quickly acquire any of the
more common trades. They make excellent carpenters and
can be used to advantage as riveters and machinists on struc-
tural iron work. While small of stature and unable and unwill-
ing to attempt heavy work, they make up for this in their
mobility and cleverness. In this connection it is an interesting
fact that the entire crews, from captain down, employed on the
tugs used by J. G. White & Company in connection with their
harbor improvement work at Iloilo and Cebu, are natives, as
are also all of the machinists and repair men in the car shops.

POWER STATION
Power is generated in a steel and concrete structure, located
on a large island in the Pasig River, practically central in re-
gard to the territory which it will serve. The Pasig River
furnishes a waterway to the ocean, making it possible to deliver

vided with flat grates, although provision has also been made
for a possible future installation of stokers.

The coal is brought from Australia and transferred, in the
harbor of Manila, to barges having a capacity of from 200 tons

A VIEW OF THE POWER STATION DURING CONSTRUCTION

the coal, which is brought from Japan and Australia, directly
to the power house by lighters.

The main building consists of an engine room and a boiler
room. The former is 47 ft. x 170 ft. and 25 ft. high, with a base-
ment 12 ft. in height. The boiler room is the same length and
54 ft. wide, its floor being on the same level as the basement
floor of the engine room. The frame of the power house is of
structural steel, consisting of columns, roof trusses and purline.
The walls of the engine room are of poured concrete, while the
roof and floor are concrete slabs. The boiler room has cor-
rugated iron side and roofing. The siding, however, extends
only to within 12 ft. of the ground, the open construction being
necessary in order to gain ventilation in this climate. The
windows are set in steel frames, the sashes being made of
native hardwood.

(3wing to the low bearing value of the soil, the foundations
are laid on piles driven to an average depth of 20 ft. to a hard
sand stratum. The tops of the piles are covered with a 2^ -ft.
concrete mattress. The foundations for engines and all heavy
machinery are also set on piles.

The boiler equipment consists of eight Babcock & Wilcox
boilers, rated at 4po-hp each. The boilers are arranged in two
batteries, of four each, on either side of a self-supporting steel
stack 175 ft. high. The stack is lined its entire length with
fire-brick, and has two nozzles, to which the smoke flues are
connected. These latter are of steel and of the buggy-top type.
Steam is generated at 200 lbs. pressure, and is superheated to
600 degs. The arrangement of the boiler room, as well as of
the engine room, is such that future expansion can take place
symmetrically on either end. The boilers at present are pro-

TYPICAL CENTER-POLE CONSTRUCTION

to 300 tons. These barges being brought alongside of the power
house, the coal is unloaded by means of a radial gantry crane,
which has a capacity of 50 tons per hour. It is either deposited
in open air storage or delivered by the crane directly to the

BASE OF STACK IN POWER HOUSE

boiler room. The construction of this crane, and the ample
coal storage space provided by its use, are illustrated in the
diagram shown on page 773. Coal is delivered at the boiler
for approximately $5.75 per long ton, and is guaranteed to
contain 13,000 B. T. U.

April 29, 1905.]

STREET RAILWAY JOURNAL.

771

Water for the condensing plant is taken through a concrete
intake 3 ft. x 11 ft., extending to the Pasig River on one side
of the island, and is discharged through a tunnel built from the
power house to the opposite side of the island. Air blast ducts
have been provided for the boilers, as at some future time it

60 ft. high, which is located at one end of the boiler house.
Condensed steam is delivered by the hot-well pumps to a steel
hot well located in the boiler room immediately in front of the
stack; here it joins with the make-up water taken from the
standpipe, and is fed by gravity through feed-water heaters,

I

mm

CROSS-SECTION OF STATION

may become necessary or advisable to install a forced draft
system.

Three 15-in. double-suction centrifugal pumps, each con-
nected to an Syi-'m. x 8-in. Westinghouse engine, and having a

roNS'J KUCTING CONDENSER INTAKE AND DISCITARCE

capacity of 7000 gals, per minute, discharge the condensing
water into a main header, which distributes it to the condensers.
Each condenser has a hot-well pump automatically operated
by a float, the hot wells being located under the condensers.

Feed-water is obtained from driven wells and is raised by
means of compressed air into a standpipe 14 ft. in diameter x

which are of the closed type, to the feed-pump suction. Each
boiler is also provided with a Metropolitan double-tube injec-
tion. The feed-water heaters have a total capacity of 1500 hp.
From the boilers superheated steam is distributed through an
8-in. main header, mounted on substantial structural brackets
on the boiler room wall. From the header, connection is made
to the turbines through a steam line passing under the engine
room floor. All fittings on the high-pressure lines are of cast
steel, and the valves are provided with nickel bronze seats and
discs. All drains from the steam lines are returned to the boiler
by means of a Holly gravity system. The steam from the 750-
kw turl3ines is condensed in a 3000-sq. ft. Allaerger surface con-
denser, located on the engine room floor. The 1500-kw turliine
is connected to a 6ooo-sq. ft. condenser of the same type.

TURBINES, GENERATORS AND AUXILIARIES
In the engine room are located the following:
Three West!nghouse-Parsons looo-h]) turljines, direct con-
nected to three 750-kw turbo-generators. The turliines w.'ll be
operated at 200 lbs. pressure with a vacuum of 27 ins., at a
speed of 1800 r. p. m. The generators will be three-phase, 370
volts, 60 cycles.

One 2000-hp turbine, connected to one 1500-kw generator, as
aliove. This machine is now being installed.
Three 500-kw rotaries, 370-600 volts.
One 300-kw rotary, 370-600 volts.

One 125-kw booster, direct connected to one of the above
rotaries.

Four 250-kw oil-cooled transformers, 360-3400 volts, 60
cycles.

Two 500-kw transformers, 360-3400 volts, 60 cycles.

April 29, 1905.]

STREET RAILWAY JOURNAL.

773

One 50-kw motor-driven exciter.
Two 373/2-kw steam-driven exciters.

It will be remembered that this company also supplies cur-
rent for lighting and general power purposes throughout the
city, and the transformers and auxiliary apparatus enumerated

above are used in connection with the high-tension distribution
system. The switchboard contains forty-four panels and ex-
tends along one side of the engine room. It is 105 ft. in length.
ROLLING STOCK
The rolling stock at present provided consists of 100 cars.

PLAN ANI) SII)]': KLICVA'IMONS Ol' CANTRV ( RANK AND SToRACF. POCKET

774

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

As in the case of track construction, the question
of materials became an important factor, espe-
cially as regards the ravages of the "white ant."
On this account the cars are of steel and teak
wood construction. The majority are of the
standard cross bench, open type, largely used in
the United States during the summer months,
while to provide for the rainy season, when,
though not excessively cold, the weather is some-
what uncertain and severe drenching rains are of
frequent occurrence, a number of convertible and
semi-convertible cars will be used. One modifica-
tion consists of reducing the width of the cars to
7 ft., on account of the narrowness of many of
the streets, and five Filipinos find ample space on
one seat. For this same reason single-truck cars
must be used on many of the lines. The first
order for cars was placed with the Belgian firm,
"La Metallurgique," as follows:

Fifty-five single-truck, ten-bench, open.

Six double-truck, twelve-bench, open.

Four double-truck and combination.

The Electric Railway & Tramway Carriage
Works, of Preston, England, are building fifteen
semi-convertible double-truck cars, and an order
for fifteen full convertible cars has been placed
with the J. G. Brill Company, of this country.
The single-truck cars are equipped with two 40-
hp Westinghouse motors, the double-truck with
two 50-hp motors. Large capacity motors were
selected, not on account of the grades, but because
of the high temperature in which they are re-
quired to operate.

Peckham single trucks and Brill maximum
traction trucks are used. The steel-tired wheels
are supplied by the Hadfield Steel Foundry Com-
pany, Shefiield, England, and have detachable
steel tires. Portable screen partitions are used
for separating first and second-class passengers.

FARES

The Canadian system of fare collection by
means of fare boxes has been adopted. The pres-
ent fare will be 12 centavos, or 6 cents, for a first-
class ride within the city limits, extra fare of 3
cents and 5 cents per every 2 miles being charged
on the interurban sections of the line. A second-
class fare is 10 centavos, and will probably be the
more popular. The adoption of a gold basis, with
the ratio of 2 to i, has resulted in unquestionable
stability in the monetary system. The new sys-
tem of coins includes i-centavo, 2-centavo and 5-
centavo pieces in copper, worth, respectively,
I and 2i^ cents; 10, 20 and 50 centavos and i
peso, in silver, corresponding to 5, 10, 25 and 50
cents. The lo-centavo piece (value, 5 cents) is
the same as the United States dime. The 50-
centavo corresponds in size to our 50-cent piece,
with a 20-centavo intermediate, while the i-peso
contains approximately the same amount of silver
as the American dollar. This currency will ob-
viously necessitate the payment of two coins for
a first-class fare, a lo-centavo and a 2-centavo
piece. Tickets are also issued at reduced rates.

CAR HOUSES AND REPAIR SHOPS
On the main line near to the power house
are located the offices, car houses and car
shops. The former are of steel construction.

776

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

built in the form of a hollow square, corresponding in
this particular to the typical Philippine buildings. The first
floor is devoted to storage tracks and locker rooms ; the second
contains offices and quarters of various kinds. The repair
shops are unusually well equipped, as the distance from the base
of supplies rendered necessary the repair of all cars and equip-
ment on the grounds, and eventually it is proposed that the ad-
ditional cars will Ijc entirely built in these shops by native work-

S^f^ 6 7 B 9 fd // f-r I z 3 * j-« fa

CURVES .SIKJWINC; HOURLY TRAFFIC OVER THE BRIDGE OF
SPAIN FRO.M 5 A. M. TO S P. M. FOR AN'ERAGE DAY

men and from native woods. Reference to the plan and cross
section of these shops, as published on page 775, will indicate
the very complete equipment.

Another department necessitated by its isolated location is
the printing office, in which all necessary tickets, forms, time-
taliles, advertising posters, etc., will be printed. This latter
is probably an innovation for electric lines of this size, although
some of the largest systems in the United States have their own
printing offices.

♦-♦^

IMPROVEMENTS ON THE BROOKLYN RAPID TRANSIT

The engineers of the Brooklyn Rapid Transit Company are"
engaged on a number of plans for the development of its sys-
tem in the suburban sections. The company owns a number
of franchises in Flatbush, Flatlands and Gravesend. A good
part of the work of construction in these neighborhoods has
been held back because of the city's failure to open streets.
The extension of the railway company's line through Nostrand
Avenue to Avenue U is one of the developments which is
shortly to be undertaken. Another will be the building of the
railway through Utica Avenue, from its present terminal at
Church Avenue, so that it will connect with the Flatbush Ave-
nue, Bergen Beach extension. This will open up an entirely
new territory. At the present time it is chiefly farm land be-
yond Church Avenue, but it is property readily susceptible of
development into an attractive suburb. The work on the exten-
sion of this line of railway will be begun this summer, and
will proljably Ije finished soon, as there is only a little more
than a mile and a half of track to be laid in order to make this
connection with the Bergen Beach line, and to provide the
upper Fulton Street section of Brooklyn with direct transit to
this pleasant seaside resort. The cost of the work will be
about $55,000.

R I 0 F A S / Q

PLAN OF PROPERTY, SHOWING FIRE AND SERVICE WATER SYSTEM, FOR SHOPS, STOREHOUSE AND CAR HOUSE

Sl'Kl'A'Vr RAILWAY JUURNAL

777

EXTENSION TO THE BOSTON ELEVATED

Work on the Washington Street extension to the Boston
Elevated Railway is well under way. As may be remembered,
this new line is an extension of the elevated structure from
Dudley Street, the present southerly terminal, south over Wash-
ington Street to Forest Hills, a distance of 2^ miles. On this
new work the plans provide for a plate-girder structure instead
of the lattice-girder construction which was followed when the
Boston Elevated Railway built its first overhead lines. It is
believed the plate girder will make a more rigid and a less
noisy structure than the lattice-girder design. The new con-
struction will lie very similar to the plate-girder structure

BOSTON ELEVATED SYSTEM, SHOWING THE EXTENSION FROAt
DUDLEY STREET TO FOREST HILLS

which carries the elevated lines over the Charlestown Bridge,
and which has been described and illustrated in these colunuis.

The elevated line to Forest Hills provides for two tracks,
and the extension will lie operated as a fast express service,
the idea being to cut down materially the time now consumed
in getting into Boston by surface car from some of the southern
su])urbs. Forest Hills is a connnon center for a numl^cr of
surface lines serving West Roxl)ury, Hyde Park, Milton and
other adjacent suburlis, and when the elevated extension is
finished it will be possible for passengers to change at Forest
Hills from the surface cars and continue the trip into Boston
on the elevated, thereby saving from twenty minutes to half an
hour on the journey.

Although the plans are not as yet fully determined, the pres-

ent idea is to have but one station between Dudley Street and
Forest Hills. This will probably be located about midway be-
tween the two terminals, somewhere in the vicinity of Colum-
bus Avenue and Egleston Square. A number of suburban
surface lines also center at this point and, as in the situation at
Forest Hills, the surface car traffic will here be diverted to the
elevated, saving considerable time for the through passengers
and leaving the surface cars comparatively empty to pick up
the short-haul travel into Boston. At both points free transfer
will be given ])etwcen the surface and elevated.

As there will be but one stop in the miles between Dud-
ley Street and Forest Hills, it is believed the whole distance
can be co\'ercfl in about nine minutes by the regular trains.
The extension is in line with the avowed policy of the Boston
Elevated management to give the best possible service over all
the territory served by its lines, and thereby bring Metropolitan
Boston into closer touch with the heart of the city proper.

As can be imagined, the extension will involve material
changes at Dudley Street station, in order to convert it from a
terminal, as at present, into a comliined terminal and through
station. Various studies for the new layout at this point, and
also for the mid-station and the Forest Hills terminal, have
been made, ljut these have not as yet been fully perfected as to
details.

On the new line the same standards as to track and location
of third rail will Ije carried out as on the present elevated lines
so that for purposes of operation the extension will become an
integral part of the present Boston Elevated system. It is be-
lieved this extension will be ready for use by July i, 1906.
♦♦♦

PAPER ON ELECTRIC TRACTION

In a paper discussing the relative advantages of sleam and
electric traction, to be presented at the International Railway
Congress by Paul Du Bois, engineer of the Orleans Railway
Company of Paris, the author offers the following conclusions:

On the whole it seems to us that electric traction should at
present be looked upon as a useful auxiliary to steam traction, cap-
able of operating certain parts of railway traffic with advantage
and economy. The principal cases in which its adoption may at
present be feasible are: first, on lines which are chiefly under-
ground, then on metropolitan and on suburban lines, on interurban
lines of limited length and with much traffic, on railways with
steep grades, and on lines which are worked up to their full ca-
pacity.

It is impossible to indicate in a general report in any more defi-
nite way the cases in which the system of working may lend itself
to the application of electricity ; it is essentially a question of de-
gree, and each individual case requires special examination. In
this examination special consideration must be given to the cost of
the electric equipment, the principal factors of which are, in the
first place, the conditions of working, the number and weight of the
trains, and secondly, the conditions under which the line is built,
its length, profile and plan ; then the charges for interest and sink-
ing fund of the capital outlay required must be compared with the
economy which electric traction will give as compared with steam
traction.

If it is a question of a new line, the adoption of electric traction
may in certain cases result in a lower cost of construction, whereas
in the case of existing lines the value of the rolling stock which
will be rendered useless by the introduction of electricity has to be
taken into consideration and written off.

Among the conditions in favor of electric traction are naturally
the proximity of easily utilizable water power or of other cheap
s<iurces of energy, such as coal pits and blast furnaces.

In comparing the cost of traction, we must consider in the case of
electricity, in addition to the eventual economy realized in the pro-
duction of energy, the reduction of dead weight resulting from the
smaller weight of electric locomotives, the reduction in the cost
of driving and of maintenance, as well as the accessory economies
capable of being effected in switching operations at stations, in
lighting the "stations and trains, etc.

Finall\', if so happens, the increased receipts which may result
from the improved service ha\'e also to be taken into consideration.

In any case, the problem becomes in the end a financial and
economic one.

♦

778

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

THE QUESTION BOX

The discussion on parks is continued, this instahnent deahng
mainly with park layouts and means of handling pleasure traf -
fic. In the employees' department several managers explain
their methods of employing extras, keeping employees' records,
merit system used, etc. The live topics of franchises and mu-
nicipal ovi^nership are also treated, while bearing practice is the
main subject in the master mechanics' department.

C— PARKS AND PLEASURE RESORTS
C 8. — Please send description of general layout of your park
theater.

Whalom Park has a complete theater devoted to opera.
The seating capacity is 3000. The roof construction is such that
there are only two posts in the auditorium, and these are 82 ft.
from the stage. The sides of the theater are always open.

W. W. Sargent, Mgr. Whalom Park,
Supt. F. & L. St. Ry. Co., Fitchburg, Mass.

The features and dimensions of our casino at Idlewilde Park,
Newark, Ohio, are as follows : Stage, 56 ft. x 56 ft. ; fly scenery
and fly gallery on one side, 52 ft. to gridiron; stage opening, 32
ft. X 28 ft. ; eight dressing rooms on ground floor back of and
opening off stage ; casino proper, 90 ft. x 135 ft. ; main center aisle
and four side aisles; two exits each side; six pivoted swinging
windows on each side, each 4 ft. x 15 ft. ; main entrance, 8 ft. x 10
ft., directly in center of auditorium, opening into lobby ; at the
right and left of lobby are ladies' and gentlemen's retiring rooms
and toilets ; office is off lobby, with main entrance doors, 8 ft. x
15 ft., each side of office. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z., Columbus, Ohio.

We have no large central theater in White City, but there are
about half a dozen small ones, each seating about 400 people, in the
various attractions. Paul D. Howse, Gen. Mgr.,

The White City, Chicago.

Olcott Beach Theater has arrangements for seating audience
in open air, only the stage being covered, and that is entirely open
on its four sides, the roof being supported by four huge posts, the
whole being finished in rustic style.

J. E. Stephenson, Pass, and Freight Agt.,
International Ry. Co., Buffalo.

C 9. — What do you think of the "new idea" in pleasure
parks, i. e., having an enclosed area on the idea of "Dreamland"
at Coney Island, where a small fee is charged for admission to
the enclosure and where the attractions consist of a limited
number of free shows, and a number of side shows or attrac-
tions to which additional admittance fee is charged?

Good idea where there is a population of sufficient volume to
furnish the business.

W. W. Sargent, Mgr. Whalom Park,
Supt. F. & L. St. Ry. Co., Fitchburg, Mass.

If you are handling large crowds, and there are new faces every
day, yes. Otherwise your park cannot support such a venture.

J. R. Harrigan, Gen. Mgr.,
C. B. L. & N. and C. N. & Z., Columbus, Ohio.

I consider the enclosed area on the idea of Dreamland at Coney
Island to be the best. Paul D. Howse, Gen. Mgr.,

The White City, Chicago.

This plan does not seem feasible, except where patronage will
average 15,000 per day or over during the summer months. All the
attractions are expensive, and require a big patronage to make
them remunerative.

J. E. Stephenson, Pass, and Freight Agt.,
International Ry. Co., Buffalo.

Where there is a population of not less than 300,000 to draw
from, or where there is a large transient patronage, such an idea
appears to be practical and likely to produce good results.

I. W. Phelps, Mgr. Park Dept.,
Dartmouth & Westport St. Ry. Co., New Bedford, Mass.

The "new idea" in pleasure parks is an agglomeration of tinsel
that dazzles the eyes, while it tires the senses of the patrons, and
I believe will soon lose popular support.

Gaylord Thompson, Gen. Mgr.,
Beaver Valley Tract. Co., Beaver Falls, Pa.

This is the only way to run a park. The lo-ccnt admission fee
insures something toward paying the enormous expenses neces-
sary to give a show that will attract the people, and the writer
fails to see how a park can be made to pay on any other plan.

G. A. DuNLAP, Pres. and Gen. Mgr.,
Electric Park Amusement Co., Newark, N. J.

C 10. — Give suggestions, based on your experience, as to the
liest method of handling park travel.

Douljle truck, open or convertible cars run at the headway re-
quired. W. W. Sargent, Mgr. Whalom Park,
Supt. F. & L. St. Ry. Co., Fitchburg, Mass.

For interurban traffic, in the forenoon : Do not overcrowd your
cars. Do not keep passengers standing for long periods along the
line uncertain as to what times trains will pass stopping points.
Relieve long waits and allay dissatisfaction by running your trains
on time. Operate your cars on as short a schedule as practicable,
timing your service in accordance with your equipment and traf-
fic. In the afternoon : Get a line on the number of passengers you
will be expected to handle, send all cars that you think will be
needed, and can be spared from regular service, to the place of
congestion. Load as fast as demands call for and start out. Keep
the cars moving. Avoid crowding, pushing and all disorder at
loading and unloading. Guard every point and place along the line
against accidents. For city traffic : Keep your cars moving in
accordance with the traffic. Relieve all congestion immediately.
If you haven't a loop, make one. J. R. Harrigan, Gen. Mgr.,

■ C. B. L. & N. and C. N. & Z., Columbus, Ohio.

I believe it is a mistake to ever have a trolley line or any other
transportation line enter a park. In my opinion, cars should nm
to the entrance but not inside. Paul D. Howse, Gen. Mgr.,

The White City, Chicago.

Our Olcott Beach Park, on account of its location, does not at-
tract a big patronage such as the average street railway park
located within a short distance of a population center. For that
reason we do not consider that our experience in the operation
of a park or the handling of travel will be any guide to another
railway company where the conditions are much different. The
total attendance at Olcott Beach for the summer season is less
than 250,000. The park is maintained in its natural state as far as
possible, and the only amusement attractions are the rustic theater,
where vaudeville performances are given ; an electric riding gal-
lery and miniature railway, the two latter being operated by the
company. J, E. Stephenson, Pass, and Freight Agt.,

International Ry. Co., Buffalo.

If vaudeville or light opera is at the park we find it expedient
to have cars banked on side track in sufficient number to take the
crowd home at one time in two directions immediately after the
performance. For outdoor attractions, such as fireworks, the
people are not so anxious to leave the park all at one time, and a
regular string of cars, two or three minutes apart, can handle such
crowds very well. In this way we have handled as many as 8000
people without confusion or accident.

Geo. H. Conklin, Park Mgr.,
Augusta-Aiken (Ga.) Ry. & Elec. Co.

Lincoln Park, owned by the Dartmouth & Westport Street Rail-
way Company, is located midway between the cities of New Bed-
ford and Fall River, Mass., the railway company connecting the
two cities. The park receives its patronage from both cities.
Starters in both cities watch the travel, and as soon as it becomes
apparent that regular cars are not sufficient to handle the crowd,
extra cars are called for. During the evening travel, which is
always much in e.xceSs of day travel, the starter at the park keeps
account of all passengers who get off at the park by deducting the
number of passengers remaining on the car after car has unloaded
from the number recorded on fare register. He is able from this
to tell how many cars are necessary to have on hand when the
entertainments close in the evening, and as he is connected with
the car house by telephone, he is able to handle the crowd fairly
well on ordinary days. I. W. Phelps, Mgr. Park Dept.,

Dartmouth & Westport St. Ry. Co., New Bedford, Mass.

Aprfl 29, 1905.]

STREET RAILWAY JOURNAL.

779

Where it is possible to do so, a pleasure park should be located
about 3 miles from the center of population for small com-
munities of, say, from 30,000 to 40,000 people, and in a location
where heavy grades can be avoided. Under such circumstances the
line from the park to the center of the city should be double track,
with a loop at each end, so that it would be practicable to operate
trailer cars. Th.e converging point of the regular city line should
be the point of transfer to the pleasure park, and such point should
be fixed as the only place where transfers to and from the park-
shall be exchanged. Gaylord Thompson, Gen. Mgr.,
Beaver Valley Tract. Co., Beaver Falls, Pa.

Our experience shovvs it is best to unload cars after they have
come through chute, which is built so close to cars people cannot
stand inside it. Extend chute to platform, which only can be used
to load and leave park. These methods obviate the danger incident
to passengers jumping off before the car reaches the station, and
trying to board it while it is running..

Geo. H. Conklin, Park Mgr.,
Augusta-Aiken (Ga. ) Ry. & Elec. Co.

C II. — What is the best form of car terminal at a park, with
reference to preventing congestion of cars and crowds? Please
discuss the theoretical and practical questions involved.

The best form of car terminal at a park would be some type of
improved elevated terminal with turnstile and exit gates, but
under ordinary circumstances the practical solution is to run cars
enough to accommodate the people. We have a single loop at
Whalom Park. W. W. Sargent, Mgr. Whalom Park,

Supt. F. & L. St. Ry. Co., Fitchburg, Mass.

We have a loop at the principal race track, and find this to be
by far the most satisfactory way of handling a large number of cars
within a given time. Jno. J. Akin, Supt. Los Angeles Ry. Co.

Have a4loop with high fences and one platform for unloading

The car line should terminate in a loop, and there should be a
track for storing cars outside of the regular railway line. The
unloading platform should be entirely separate from the loading
platform. Where large crowds have to be handled, admission to
the loading platform should be regulated by the capacity of the
cars. Crowding should never be permitted on the loading platform
itself. The best device for controlling large numbers of people
that I know of is a high picket fence in the form of a rectangle,
projecting out into the grounds from the entrance to the loading
platform, from 15 ft. to 20 ft., with gates on the outside corners
of the rectangle thus enclosed. This fence should be very strong,
and heavy solid posts should form the gateway, with a stout chain
to control the opening and an attendant to each gate. Very large
crowds can be handled by this contrivance, with the least danger
and inconvenience to the crowds themselves. If the outside pres-
sure becomes too great upon the people standing at the gate, they
can squeeze out at the sides, as the pressure is, so to speak, exerted
against the point of a wedge. All funnel-shaped devices that tend
to converge the people toward a narrow entrance and confine them

Exit Gates

=3:

Street Ry. Journal,

ARRANGEMENT OF TERMINAL TRACKS AND BUILDINGS AT NEW CASTLE, PA.

and another for loading the cars. Have storage tracks for extra
cars to carry the crowd home.

Francis G. Daniell, New York City.

Have a loop by all means, if the situation is such that one can
be used. We are located on a main line, and cars pass and repass
our park in both directions, so there is no room for a loop.

C. A. DuNLAP, Pres. and Gen. Mgr.,
Electric Park Amusement Co., Newark, N. J.

Enclose your terminal with a high, strong fence (woven wire
presents a neat appearance, and the ef¥ect is good). Arrange your
exits and entrance gates in accordance with the lay of your track
and the entrance to the park proper. Run your trains inside of this
enclosure at all times and hold the people on the outside. A turn-
stile at the entrance will line up the passengers in a proper manner,
and a guard back of this will keep order and prevent crowding
and accidents. Announce by placards where the car runs (if you
are operating several divisions) and what it connects with. When
your car is loaded close the- gate and start it out. Be sure that
the car is unloaded at the entrance before it is brought around to
the exit. Arrange that these two openings be placed far enough
apart in order that the coming in and going out passengers will
not meet. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z., Columbus, Ohio.

The car terminal at Olcott Beach is operated as a loop with
storage tracks within the loop. This plan has been found very
successful. J. E. Stephenson, Pass, and Freight Agt.,

International Ry. Co., Buffalo.

there are extremely dangerous, and should be avoided. The sketch
herewith will illustrate this idea, and is substantially the layout of
the park terminal of Cascade Park, New Castle, Pa.

Gaylord Thompson, Gen. Mgr.,
Beaver Valley Tract. Co., Beaver Falls, Pa.

C 13. — Based on the results of the past three seasons, has
your park or attraction resort proved a profitable investment?
l^lease give itemized statement of receipts and expenses in this
connection.

Yes. W. W. Sargent, Mgr. Whalom Park,

Supt. F. & L. St. Ry. Co., Fitchburg, Mass.

Yes. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z., Columbus, Ohio.

As a separate investment, this company's park has not been
profitable, but it is a necessary adjunct to the railway in attract-
ing pleasure crowds for the trolley ride.

J. E. Stephenson, Pass, and Freight Agt.,
International Ry. Co., Buffalo.

We contemplate the abandonment of one of our parks and
placing all attractions at Lake View Park next season. So far
our parks have not proved a paying investment. So many factors
are to be considered in our experience that it is impossible to say
if our I-ake View Park has been a direct profit or loss. It is situ-
ated on a regular line of travel, about three miles from the heart

78o

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

of tlie city, and, unless we are to have special attractions, only the
ordinary schedule cars on the Lake View line pass it each trip.

Geo. H. Conklin, Park Mgr.,
Augusta-Aiken (Ga.) Ry. & Elec. Co.

The writer has had considerable experience with parks, where
the gross receipts for the three summer months have amounted to
$40,000, and where the expenses have been within two or three
thousand dollars of this amount, the profit being in the induced
railway travel, and enough has been earned in this way from such
travel to almost pay the entire bonded indebtedness of the com-
pany. Gaylord Thompson. Gen. Mgr.,
Beaver Valley Tract. Co., Beaver Falls, Pa.

Yes, our park has proved very profitable.

C. A. DuNLAP, Pres. and Gen. Mgr.,
Electric Park Amusement Co., Newark, N. J.

B.— EMPLOYEES
B 17. — Have you any system of special rewards or prizes to
conductors and motormen for meritorious service ? Please give
complete details of the system and the results secured.
We have no system of prizes for meritorious service.

E. J. Ryon, Supt, Schenectady Ry Co.

No. J. R. Harrigan, Gen. Mgr.,

C, B. L. & N. and C. N. & Z., Columbus, Ohio.

We pay our motormen and conductors a dividend of lo per
cent on January I and July I, on wages earned during the period
of six months previous, the only condition being that the employee
shall be on the list on the dates mentioned, not having been dis-
missed previously and not having resigned. The tendency of
this prospective dividend is noticeably toward good service.

A. H. Rogers, President,

Southwest Missouri Electric Railway Company, Webb City, Mo.

dismissal, post a bulletin notifying other employees the reason for
such dismissal. Suspending a man is not good for him, his family,
or the company. During the period of suspension he will ride
around with the trainmen, complaining that he did not get satis-
faction or fair treatment, and will try to create dissatisfaction
among them. The family is deprived of his wages, and the com-
pany will be the loser in the end, especially if the suspended man is
a conductor. Unless he is a hard-hearted, bullet-headed, ungrate-
ful specimen of humanity, he will be very thankful to his em-
ployer for being lenient, when offense does not justify discharg-
ing, and for good advice given him when called into the office. The
public soon hears of such a liberal and broad-minded policy in
treating the men, and the result will be beneficial to the company
in more ways than one. G. E. Miller^ Supt.,

Union Electric Co., Dubuque, Iowa.

We get the best results by calling them into the office, and hav-
ing a "heart to heart" talk with them. S. W. Cantril, Supt.,

Denver City Tramway Co.

B 19. — What do you think of requiring motormen to pay for
damages caused by their carelessness?

In the first place it is unlawful in this State, and I know of no
good results that this practice might bring.

C. LooMis Allen, Gen. Mgr.,
Utica & Mohawk Valley Ry. Co.

v

We have not yet required motormen to pay for damages caused
by their carelessness ; however, I believe that such a lesson touch-
ing their pocketbooks would be valuable.

E. J. Ryon, Supt., Schenectady Ry. Co.

We believe that in case where the damage is serious, .motor-
men would seek employment elsewhere rather than pay. If the
loss were trivial, other means of discipline would be more effectual.

J. R. Harrigan, Gen. Mgr.,
C. B. L. & N. and C. N. & Z., Columbus, Ohio.

We have recently adopted the Brown system of discipline, and
all meritorious acts demanding special recognition of the company
are suitably rewarded with credits. As the plan is largely in the
experimental stage with us at present, we hardly feel competent
as yet to express an opinion of its strong and weak points.

S. W. Cantril, Supt., Denver City Tramway Co.

B 18. — What is the best method of reprimanding and pun-
ishing employees ?

I think there might be a great difference of opinion about the
method of reprimanding and punishing employees. It is our prac-
tice to reprimand by bringing them to the office, and they are pun-
ished according to the nature of the charge. For violation of rules
it is our practice to send the men to the foot of the extra list for
a period of days, depending upon the nature of the charge.

E. J. Ryon, Supt., Schenectady Ry. Co.

Opinions differ as to the best methods of reprimanding and pun-
ishing employees. Only in extreme cases do we suspend em-
ployees for infraction of the rules, as it is our experience that a
man who will not observe the rules by kindly talk and instruction
will not do any better by suspension, and the company is better off
to be rid of his services. A record is kept in the superintendent's
office showing all reports as to violation of rules, accidents, register
shortages, etc., and when a man is sent to the superintendent's
office, his record is taken into consideration in the disposition of
his case. ' J. E. Duffy, Supt,

Syracuse Rapid Transit Ry. Co.

In these matters we are governed by the circumstances of each
case as to whether the punishment shall be suspension or dismissal.
We have not adopted the practice of discipline by record, although
we make use of some parts of the system.

J. R. Harrigan, Gen. Mgr.,
C. B. L. & N. and C. N. & Z., Columbus, Ohio.

We reprimand them verbally and suspend them from service for
a given time. ' C. E. Palmer, Supt.,

Cincinnati, Dayton & Toledo Tract. Co.

Bring employees into the office and have a good plain open-
hearted talk with them. Should the offense be grave enough for

I do not think it is a good plan. C. E. Palmer, Supt.,

Cincinnati, Dayton & Toledo Tract. Co.

We do not think well of the plan, and believe that other forms
of punishment are more suitable. Requiring a man to pay for
damage caused by him often makes him an enemy of the company,
with a desire to "get even." In a case like this the road would be
better oft' without such a man. S. W. Cantril, Supt.,

Denver City Tramway Co.

B 20. — Do you require conductors to make good shortages
in their accounts and do you pay back to them any overages ?

We require conductors to make good shortages, and overages
are returned to them. C. Loomis Allen, Gen. Mgr.,

Utica & Mohawk Valley Ry. Co.

We require conductors to make good all shortages, and we pay
them back all overages. E. J. Ryon, Supt., Schenectady Ry. Co.

Conductors are obliged to pay all register shortages, and all
overages are returned to them. J. E. Duffy, Supt.,

Syracuse Rapid Transit Ry. Co.

Yes. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z., Columbus, Ohio.

They are required to pay shorts, and the company pays back any
overage. C. E. Palmer, Supt.,

Cincinnati Dayton & Toledo Tract. Co.

In both instances, yes. S. W. Cantril, Supt,

Denver City Tramway Co.

B 21. — What are you doing to better the condition of electric
railway employees and create among them a spirit of greater
loyalty to the company's interest?

This company has provided rooms for the employees with amuse-
ments, together with a suitable library where good reading matter
may be had. We believe that our men, as a whole, appreciate this,
and it has a tendency to create a better feeling among the men and
between the men and the management. E. J. Ryon, Supt.,

Schenectady Ry. Co.

April 29, 1905.]

Interesting ourselves in their wcll-l^eing, hearing their sugges-
tions and grievances, and seeking to create a feeling that their po-
sition is secure as long as they are attentive to duty.

J. R. ITarrigan, Gen. Mgr.,
C. B. L. & N. and C. N. &: Z., Columbus, Ohio.

We try to treat them as men, and promotions are made from the
ranks. C. E. Palmer, Supt.,

Cincinnati, Dayton & Toledo Tract. Co.

We are trying to create a better feeling and more loyal spirit to
the company's interests by treating the employees as men. They
are not expected to do the impossible, but to do all they reasonably
can in the discharge of their duties. They are made to feel that
it is to their interest as well as to the interest of the company to
give the public a good service, to take care of company property
and to avoid all accidents. They are never discharged until they
have had a fair hearing. During sickness they are visited by the
management, and shown in different ways that their good work is
appreciated. The company has also built a trainmen's room with
all the latest modern improvements for the benefit and comfort of
employees. In a nutshell, respect for the workmen, fair treatment
and a willingness at all times to meet the men, with grievances, in-
dividually, are very important factors in maintaining harmony be-
tween employer and employee. G. E. Miller, Supt.,

Union Electric Co., Dubuque, Iowa.

We have assisted our men to equip attractive club rooms at each
division house. Gymnasium and baths are also provided. The
men often give literary, musical, athletic and other entertainments,
and we believe that our efforts in this particular have been ap-
preciated. Each trainman who is married, or who is the support
of his mother, is given a complimentary book containing 30 car
tickets each month, for the use of his wife or mother, as the case
may be. All trainmen who have been in the employ of the com-
pany for ten years or more, receive a new uniform and cap each
year, as a gift from the company. Some years ago we adopted
the method of placing a star on each side of the uniform collar of
our men, for each five years of service, and the plan seen « to be
well received. We believe that the ascending scale of wages has a
tendency to hold good men, and that men desire to retain their po-
sitions to a greater extent thrn they would under a flat schedule.
Our men are invited to be frank in stating their grievances, or in
offering suggestions for the betterment of the service, and to such
a courteous consideration is given. S. W. Cantril, Supt.,

Denver City Tramway Co.

A.— GENERAL

A 25. — What are the salient points that go to make up an
"ideal electric railway franchise" ; one that would be abso-
lutely fair to the public as well as to the company?

An ideal electric railway franchise should permit proper pro-
tection of the investment as the property grows, or as worn out
or superseded apparatus is to be replaced ; the company should be
taxed little or nothing, and any excess of earnings over a fair in-
terest on the actual investment should revert to the public in the
form of reduced fares, which in turn would stimulate traffic and
again reduce the fares.

Theodore Stebbins, Gen. Mgr., for Receivers,
The Appleyard Lines in Ohio, Columbus, Ohio.

One of them is a clause stipulating that cars shall be run is
often as necessary to take care of the public, and no oftcner, the
schedule to be determined jointly by the railway company and the
city officials. The most objectionable feature that can be inserted
in the franchises of a street railway company, in our judgment,
is a clause compelling the company to run a stated number of cars,
or a clause compelling it to run cars every so often. Another ob-
jectionable feature is compelling the company to sell six tickets or
more for a quarter, as the company may find after operating the
road that this does not pay, and it is a difficult matter to do away
with it. J. R. EIarrigan, Gen. Mgr.,

Columbus, Buckeye Lake & Newai'k Tract. Co.

A 26. — Is it not true that if the capital invested in electric
railways should be exempted from all special taxation, the pub-
lic would be benefited through increased electric railway fa-
cilities ?

It is true that all electric railways should be exempt from all
special taxation. Whatever extra burdens are put onto street
railroads the public has to pay for, cither in increased fares or
reduced service.

H. C. Page, Gen. Mgr., Berkshire St. Ry. Co., Pittsfield, Mass.

781

Yes ; if the street railway management is fair with the public.

Theodore Stebbins, Gen. Mgr. for Receivers,
The Appleyard Lines in Ohio, Columbus, Ohio.

Yes. Money could be put toward improvements.

H. A. TiEMANN, New York City.

A 27. — It is commonly held that electric railway companies
should make some return to the local municipality in exchange
for the right to use the streets. What is the fairest basis upon
which this compensation can be accomplished?

The same rule would apply to this as to A-26, that if com-
panies pay to local municipalities a tax, the extra expense put
onto the companies would have to be made up by increased fares
or poorer service. H. C. Page, Gen. Mgr.,

Berkshire St. Ry. Co., Pittsfield, Mass.

The advantages of street railway accommodations and trade
brought to a town are sufificient to pay for use of streets.

W. T. Nary, Supt.,
Hoosac Valley St. Ry. Co., North Adams, Mass.

We would simply say that the street railway company should
give good service and not be compelled to pay any per cent of its
gross earnings or net earnings to said municipality.

J. R. Harrigan, Gen. Mgr.,
Columbus, Buckeye Lake & Newark Tract. Co.

Sprinkling streets and maintaining pavement for 3 ft. outside of
tracks. H. A. Tiemann, New York City.

I believe that electric street railways should be taxed at no
greater or less rate than other property interests of a community.
Good service is of more importance to the public than poor ser-
vice with higher rate of taxation. When a street railway com-
pany pays for a certain portion of the paving of a street, it does
more than almost any other interests which use the streets. The
streets are public property and for the public good, and good
street car service i-. of as much importance to the public as any
other purpose for which the streets can be used.

S. W. Cantril, Supt.,
Denver City Tramway Co.

A 28. — Is a frau. hise tax a fair and just method of taxing
electric railways ? Give the reason for your opinion.

A small franchise tax is the fairest and most feasible way of
handling this tax question, as it puts a company on a business
basis with a community, and gives it something for an argument
to meet criticism that the street railway company is getting every-
thing for nothing. H. C. Page, Gen. Mgr.,

Berkshire St. Ry. Co., Pittsfield, Mass.

We do not believe a franchise tax is fair and just, because there
is no uniform way of determining the value of a franchise. The
franchise itself may have no value ; it is simply a special privilege
from the use of which may or may not accrue profit. It is used
by unscrupulous politicians to force excessive taxation upon cer-
tain companies for political or illegal purposes.

S. W. Cantril, Supt.,
Denver City Tramway Co.

A 29. — What, in concise form, are the best arguments that
can be brought to bear in favor of private ownership of electric
railways when a community is being agitated with the munici-
pal ownership theory?

Show them receipts and operating expenses after a blizzard.

W. T. Nary, Supt.,
Hoosac Valley St. Ry. Co., North Adams, Mass.

Municipal ownership of street railroads is not practical. A
street railroad cannot be operated as economically by cities and
towns, as the men who dictate the policy of the road would not
be practical men. It has taken years of experience and study for
the men that are in the business to bring the street railroads up
to the present high standard. Politics could not be kept out of the
management, and this, of necessity, would hamper the operator.
If the cities owned and controlled the road, each citizen would
feel that he had a certain amount of claim on the property and
would demand that his ideas should be considered.

H. C. Page, Gen. Mgr., Berkshire St. Ry. Co., Pittsfield, Mass,

STREET RAILWAY JOURNAL.

782

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

Incompetency of any municipality to manage a business re-
quiring so much specialized skill, and whose development is still
under such rapid evolution.

Theodore Stebbins, Gen. Mgr. for Receivers,
The Appleyard Lines in Ohio, Columbus, Ohio.

Our opinion of municipal ownership is that it is not a success,
for the reason that you cannot keep politics out of it. If this could
be done we might recommend it, but it is not possible. The records
of municipal ownership would bear us out in this argument.

J. R. Harrigan, Gen. Mgr.,
Columbus, Buckeye Lake & Newark Tract. Co.

The failure of most of the municipally-owned railways through-
out the Old World is enough to demonstrate to an impartial and
thorough investigator, that municipal ownership is a farce, not to
say an expensive luxury. I believe that a strong organization of
railway men should be perfected to gather data on the failures of
municipal street railways and public utilities throughout the world
and have same published from time to time in influential publica-
tions of the 'United States, as there is no subject upon which the
public is so largely misinformed as that of "municipal ownership."

S. W. Cantril, Supt.,
Denver City Tramway Co.

A 30. — Is it true that a properly regulated monopoly of street
railway interests in any community is conducive to the best
service of the public? Please give your reasons for your
answer.

It is true that if street railroads are consolidated and owned by
one interest in any community, the results will be conducive to
better service for the public. This is made possible by making
better connections at connecting points, and issuing transfers from
one line to another, and working in harmony at all times.

H. C. Page, Gen. Mgr., Berkshire St. R. Co. Pittsfield, Mass.

Yes ; a property regulated monopoly can undoubtedly furnish
the best service, becatise more universal transfers can be issued,
competitive extravagances avoided, duplication of management ex-
penses avoided, and business on a larger scale permits specialized
economies.

Theodore Stebbins, Gen. Mgr. for Receivers,
The Appleyard Lines in Ohio, Columbus, Ohio.

Yes. Because the roads, -if under one control, can be operated
cheaper; consequently better service is obtained.

J. R. Harrigan, Gen. Mgr.,
Columbus, Buckeye Lake & Newark Tract. Co.

Yes. Consolidation of various railway properties in a city causes
in many cases universal transfers, one line operating in harmony
with others, and reduction in operating expenses. For thi^ last
named reason better service can be given.

H. A. TiEMANN, New York City.

Certainly. Competition in the street railway business never re-
sulted in permanently lower fares in any community. On the
other hand, the placing of all lines under one company has always
resulted in lower fares in consequence of the extension of transfer
privileges and the enlarging of the S-cent zones.

Anonymous,

Yes, because it means vmivcrsal transfers, and routes of cars
can be arranged to better advantage.

Francis G. Daniell. New York City,

Since the consolidation of all the railway interests in Denver
the public has been benefited by a universal transfer system,
whereas, before, the system of transfer was confined between the
two companies. Some of our lines have been re-routed and the
entire city enjoys a better service than ever before. Not one citi-
zen in five hundred would willingly go back to the old days of
competition and independent companies, S, W. Cantril, Supt,,

Denver City Tramway Co,

E.— THE MASTER MECHANIC'S DEPARTMENT
E 16. — What is the best form of handle for trap-door lifts in
cars ?

Iron stirrup droppmg down throu.gh trap door, flush with
top surface. J. Chas. Ross, Gen. Mgr.,

Steuben ville (Ohio) Tract. & Lt. Co.

A good wrought-iron ring fastened with a staple clinched
through the floor. This should not project above the slats on the
floor. The usual cast-iron flush rings are continually breaking if
any extra strength is used to raise the trap.

Francis G. Daniell, New York City.

E 36. — For armature bearings, which form of lining do you
prefer, babbitt or brass? Please give your experience with
either.

The results of a little experience with brass armature bearings
ha^■e not shown as good mileage as babbitt metal.

Master Mechanic.

Have had good results with babl)itt.

Francis G. Daniell, New York City

E 37. — What has been your experience with casting babbitt
bearings in your own shops? Do you consider it profitable to
clo so? Please give statement of costs in this connection.

We cast our own bearings. It was our practice, formerly, to
sell old babbitt metal at half value. We found, however, that by
adding 5 per cent of tin to our old babbitt metal, melting it down,
and adding sal ammoniac, we could get a metal equal in color,
strength and hardness to the new metal we were buying. This has
reduced our babbitt metal bill considerably,

Schenectady Ry. Co.

It certainly is a money-saving operation to re-babbitt your own
bearings.

Francis G. Daniell, New York City.

E 38. — What formula for babbitt metal do you consider sat-
isfactory ?

A babbitt metal that has given excellent service is made by the .
following formula :

Per cent

Tin 63

Lead 25

Antimony 9

Copper 3

Total 100

Master Mechanic

The writer prefers the formula known as genuine babbitt, i. e.,
25 parts tin, 2 parts antimony, 5 parts copper.

Francis G. Daniell, New York City.

E 40. — Do you consider it necessary to bore babbitt bearings
after pouring? Why?

It is necessary for all bearings to be bored to fit shafts that ha\-e
been in use, as shafts wear unevenly and diff^erent shafts will not
fit castings from the same mandrel.

Master Mechanic.

No, if shafts are sufliciently uniform in diameter, so that a good
fit can be obtained without boring.

Francis G. Daniell, New York City.

E 41. — Please describe your method for boring babbitt bear-
ings.

We have a special jig for boring bearings. The jig is used in a
regular turning lathe and is adjustable so we can obtain an exact
radius to fit any size of axle.

Schenectady Ry. Co.

Bearings to be bored are held in a split chuck having the parts
hinged on one side and bolted on the other. The chuck is bolted
to the face plate of the lathe. With this chuck bearings can be
quickly clamped and no time is necessary for truing up, as the
chuck has been accurately fitted to the lathe.

Master Mechanic.

E 42. — After the armature shaft has become worn, how do
you insure good fit at the bearings ?

Bearings are bored to a snug fit on the shafts by caliper measure-
ments. If the shaft is wiDrn taper, it is turned straight before any
attempt is made to fit the bearing to it.

Master Mechanic.

April 29, 1905.]

STREET RAILWAY JOURNAL.

CONVENTION OF THE IOWA STREET AND INTERURBAN
RAILWAY ASSOCIATION

The Iowa Street and Interurban Railway Association held
its second annual convention at Dubuque, Iowa, April 20 and
21, 1905. The meetings were held at the Julien Hotel.

The first meeting was called to order on Thursday morning,
April 20, by President George B. Hippee, of Des Moines.
J. R. Lindsay, of Dubuque, secretary and treasurer of the
Union Electric Company, welcomed the association to the city.
The minutes of the first meeting held last year at Des Moines
were then read by Secretary L. D. Mathes, of Dubuque. This
was followed by the president's address.

President Hippee referred to the early history of electric
railroading in Iowa, as Dubuque, Davenport and Des Moines
were among the pioneer cities in which electric railway in-
stallations were made, and to the necessity for progress. "To
keep our place," he said, "we must not only keep abreast of the
times, we must lead. We must discard the old and adopt the
new, or else be ground under the wheels of progress." He re-
ferred to the value of an association such as was then in con-
vention, to progress and to the importance of all participating
in the meetings. They only occur once a year, and are of value
only as interest is taken in them. In closing, he extended his
thanks and those of the association to the members of the
executive committee, and especially to the very efficient sec-
retary.

Secretary Mathes made his report, which showed that only
a few of the companies of the State were not represented in
the association. He asked the present members to induce those
not already in the association to join, as they were sure to de-
rive much benefit from membership.

This report was followed by the reading of a paper entitled
"Handling of Freight by Interurban and Interchange of Busi-
ness With Steam Railroads," by H. H. Polk, president of the
Interurban Railway Company, of Des Moines. This paper is
published in abstract on page 784.

After reading the paper, and in answer to a question, Mr.
Polk said that his company had a regular freight warehouse in
Des Moines, which is now a room in a car house near the heart
of the city. But this warehouse is getting too small and the
company intends to build a regular freight house soon. Most
of the carload freight consists of cattle and grain. The com-
pany has joint traffic rates with some, but not with all railroads.
It gives the shipper a bill of lading all the way through to any
point to which the company has traffic arrangements. If a
farmer wishes to ship live stock to Chicago, he orders a car
from the Chicago Great Western. The Interurban Company
takes this car to one of its stock yards, where it is loaded, and
it is then hauled to Des Moines for shipment over the Great
Western. There are six stock yards in 26 miles, so that they
are handy for the farmer. Collections of freight charges are
made in advance and settlement is made with the connecting
road at the end of each month. The company also has a joint
rate on passenger ticket sales, so that tickets can be purchased
at the company's stations to any place in the United .States.
The company is doing the same business as a steam railroad,
only it is operating its cars by electricity.

The point was further brought out by Mr. McDonald, of
Waterloo, that in his locality nearly all shipments are made on
certain days of the week because of the idea of one of the
farmers and shippers that the market was best on certain days.
This made it difficult to handle stock shipments by electricity,
because of the long trains necessary. Mr. Polk, however,
stated that at Des Moines the stock business is fairly well dis-
tributed over all days of the week.

F. J. Hanlon, of Mason City, told of a Chicago commission
house which sent out circular letters to shippers guaranteeing
as good a market in Chicago on what used to be considered the

off days as on any day of the week. This will tend to relieve
all congestion of stock freight at both the farmer's and the
Chicago end of the line.

After further miscellaneous discussion of freight traffic and
interchange of business with the steam roads, the convention
adjourned to meet Thursday afternoon with the Iowa Elec-
trical Association, an electric light managers' organization,
and to hear a paper by W. E. Boileau, engineer of the Union
Electric Company, of Dubuque, on "Steam Turbines."

After listening to this paper, the street railway members left
the convention hall to visit the new power house of the Union
iilectric Company, where Curtis steam turl)incs are in use.

In the evening an orchestra concert was jjrovided for enter-
tainment in the Hotel Julien lobby liy the courtesy of the Na-
tional Electric Company.

Friday morning the first business transacted was the ap-
pointment of a nominating connnittee, consisting of Mr. Kirk,
of Sioux City ; Mr. Leussler, of Council Bluffs, and Mr. Han-
lon, of Mason City.

The secretary was instructed to puljlish the proceedings of
the association. It was announced that the Union Electric
Company would entertain the delegates at lunch at the Du-
buque Club at 12:30 that day. The motion was carried that a
legislative committee of five be appointed by the president. The
];;resident announced tb.at this committee would be appointed
later. R. A. Leussler, of Omaha and Council Bluffs, then read
his paper on "Accounting." This paper is i)ul3lishefl on page
785 of this issue.

L. D. Mathes, of Dubuque, asked if any member could sug-
gest a means of overcoming the trouble of having a great flood
of passengers from all walks of life riding on half-fare work-
ingmen's tickets during the rush hours where the company's
ordinance specified that half-fare tickets shall be good at those
hours for workingmen. These workingmen's tickets were used
l)y all classes, whether workingmen or not. Was there any re-"
course ?

J. F. Lardner, of Davenport, thought there was Init one re-
course, and that was to get the ordinance changed. There was
11(1 justice in adding to the company's rush-hour tral'tic by extra
cheap tickets at the very time when the crowd is greatest in
any event.

J. R. Lindsay, of Dubuque, said that the company at Dubuque
was the one referred to by Mr. Mathes, and explained that the
company accepted this ordinance because at the time the fran-
chise extension of the company was being considered a numlicr
of ordinances were proposed which had many very objection-
able features. They were able to compromise the matter by
offering these half-fare tickets during the rush hour, and he
thought it was a choice of the least of several evils. It made
many people ride who otherwise would not, and caused the cars
to be crowded with standing passengers where otherwise they
would be able probably to give everyone a seat, and in Dubuque
he did not consider this as such a great hardship on the com-
pany as some of the other provisions suggested when the fran-
chise ordinance was lieing considered.

The paper written 1)y John D. Fish, of the Tri-City Railway
Company, Davenport and Rock Island, was then read, in the
absence of its author, by J. B. Mendenhall. This paper ap-
[lears on page 786.

Mr. Plippee then asked as to why red gum wood was speci-
fied for floors. Would it not warp?

I. F. Lardner, of Davenport, answered that if well-seasotied
this wood would not warp, and wore well; it was a good imita-
tion of cherry. He explained that Mr. Fish's paper descrilicd
the construction used on forty cars which had been built by his
company in Rock Island. These cars were 42 ft. over all, with'
31-ft. bodies, and weighed about 40,000 lbs. The company had
started building its own cars because it had been difficult to get
deliveries of cars from car l)uilders at the time they were

STREET RAILWAY JOURNAL. ^ 'O [Vol. XXV. No. i;.

784

wanted when this work was done. He beHeved also it was
cheaper after once they were started. The future cars of the
company would probably be somewhat lighter in weight. They
bought as dry wood as possible and dried it in the kiln if neces-
sary. The cars are the type in which the windows are removed
m summer, so that the window pockets do not leave a place to
catch refuse, as the latter is very objectionable.

Mr. McDonald, of Waterloo, said that his company had also
found drop windows not satisfactory for the same reason.

The discussion drifted into one of semi-convertible cars
versus double equipment of closed and open cars. Davenport
and Des Moines men favored the semi-convertible equipment
that could be used the year round. Clinton and Omaha men
favored the double equipment. It was admitted that the open
car is more productive of damage claims than the closed car,
but was popular because of its carrying capacity and ventila-
tion in hot weather. Opinions differed as to which car was
the more easy to collect all the fares from when crowded.

The question was raised as to handling of crowds at parks
and the use of turnstiles.

President Hippee said that at the State Fair grounds his
company formerly used turnstiles to control the crowd at the
terminal. Now the crowd is controlled by gates. Tickets are
purchased immediately before entering cars. Tickets are good
only on date of sale. The crowd is let through the gates as fast
as seems best, and after passing through the gates they buy
tickets on the way to the cars.

Mr. Leussler said his company had four turnstiles at its Lake
Manawa terminal, but on days of largest crowd they had to
close the turnstiles and open the gates wide so as to prevent
passengers getting hurt by being pushed into tlie turnstiles by
the crowd behind.

F. McDonald, of Waterloo, read his paper on "Rural Rail-
ways." This paper is published on page 787.

In the discussion, Mr. Hippee, Mr. Polk and Mr. Hanlon all
agreed heartily with Mr. McDonald on the desirability of se-
curing at first a loo-ft. right of way. The cutting of grass and
weeds along the right of way will be done by farmers for the
sake of the hay. The first cost of a lOO-ft. right of way is but
little more than for a 6o-ft. right of way.

The president called on H. H. Clarke, of the Fairbanks-
Morse Company, to say something on gasoline motor cars. Mr.
Clarke said he had attended the convention to get the ideas of
the railway men as to what they wanted in the shape of a gaso-
line car. He spoke briefly of the Prouty-Peirce car; the car
operating on the Tabor & Northern Railway ; the Union Pa-
cific car ; the Chicago, Burlington & Quincy car ; the Hicks car,
and finally of the very light Fairbanks-Morse cars. One had
been built to seat nine people, and soon one would be out to seat
twenty-five passengers. President Hippee said it seemed as if
a gasoline car must come, but he thought it best to carry the
passengers in a separate trail car.

The convention adjourned to be the guests of the Union
Electric Company, of Dubuque, at an elegant luncheon served
at the Dubuque Club.

The executive session closing, the convention was held over
coffee and cigars at the lunch table. The nominating commit-
tee reported in favor of continuing the first year's officers an-
other year, and this was done. The officers are: George B.
Hippee, of Des Moines, president; J. F. Lardner, of Daven-
port, vice-president, and L. D. Mathes, of Dubuque, secretary
and treasurer.

The hospitality of the Union Electric Company as carried
out by J. R. Lindsay, secretary, and L. D. Mathes, general man-
ager of the company, left nothing to be desired and was the
subject of many complirhentary remarks, both formal and in-
formal. Hearty acknowledgement of it was made at the close
of this meeting. The next convention will be held at Des
Moines in April, 1906.

THE ELECTRIC RAILWAY FREIGHT SERVICE*

BY H. H. POLK.

President and General Manager Interurban Railway Company, Des Moines.

It is only within the last three or four years that electric
railway men have waked up to the fact that there might be
some money made at the freight business. Even to-day the
majority of them will not consider the idea at all. They are
contented with the passenger business alone. The one great
reason for this is the fact that electric railways when first built
were nothing more nor less than street railways extended into
the country. Within the last few years, however, the modern
electric railway is being built on steam railway standards.
This means low grades, minimum curvature, heavy rails and
bridges and the private right of way. The private right of
way enables the electric railway to run its cars at any rate of
speed it desires, to haul any kind of freight, and eliminates the
great majority of accidents caused by collisions with teams and
vehicles.

It seems to me that steam railways, with few exceptions, are
very short-sighted in refusing to recognize electric railways in
the interchange of freight. They cannot by this policy stop the
building of electric railways. The latter are here to stay, and
each year sees more of them in operation. The steam railways
that publish joint rates with electric railways and are willing
to grant a division of the rate will get all of the foreign ship-
ments which originate on the line of the electric road, and
there are many instances where the electric railway taps a
new territory, one to which the steam railroad has heretofore
never had access. The electric railway should have a trafific
arrangement with some connecting steam railway in order to
do a successful carload business, for if they do not have this
the rate from a point on their line to a point on the steam rail-
way would be the sum of the two locals, and therefore pro-
hibitive. A. B, Stickney, president of the Chicago Great West-
ern Railway Company, says that he does not care how freight
is brought to his road, whether in a wheelbarrow, stage coach,
horse car or by an electric car, he will take it and be willing to
pay a little something to get it. This is the broad-minded view
of this question. It is generally conceded that the electric road
is more popular with the farmer. It is more profitable to him
to ship over the electric railway than over steam railway, as
the electric railway gives him more rapid, frequent and fully
as reliable service, enabling him to receive and ship freight,
mail and express at almost any hour of the day. The farm
takes on a new aspect and becomes capable of being used in
many ways otherwise impossible, part of the benefit of which
will, of course, accrue to the railroad.

It should be the policy of electric roads to put in side tracks,
stock yards and loading chutes wherever it is shown that they
will be used. Stock can then be loaded on the farm without
driving them 7 miles, 8 miles or 10 miles to some steam rail-
road station. The shipper saves the resulting shrinkage and
has his choice of the steam railroads in the large terminal
cities, enabling him to obtain the lowest rate and the shortest
route. After deciding upon what road he desires to ship, he
has merely to notify the electric railway and he will be sup-
plied with a car from that road. He can also ship in tile, coal,
machinery, feed, etc., and have these cars set upon his siding,
eliminating the long haul from the railroad station. Is it not
true that these advantages to the farmer will give to the elec-
tric railway the majority of the business it can handle? Much
the same thing is true of the small cities and towns through
which these interurban lines run. The merchant can easily
order by telephone from the wholesale houses and within an
hour or two the goods so ordered are in his store. He is not
required to have so great an investment in his stock and is

* Abstract of paper read at the meeting of the Iowa Street and Inter-
urban Railway Association, at Dubuque, April 20-21.

April 29, 1905. J

STREET RAILWAY JOURNAL.

7«5

able to cut down liis insurance, so tliat he, too, is glad to make
use of the electric freight service.

Concerning rates, until 1887 nearly every large railroad had
a classification of its own, but now most business is handled by
one of three classifications. These are the ofiicial classifications
used in the Eastern, the Southern and the Western States. In
several States — Illinois, Iowa, Georgia and some others— there
are classifications prescribed by the State Board of Railroad
Commissioners applying to freight carried entirely within the
State. The electric railways should use the classification
which is used by the steam roads in their territory. In this
State the roads should govern business within the State ac-
cording to the Iowa classification. On interstate business the
Western classification should apply. It is my opinion that the
electric railways should adopt a rate which is possibly 5 per
cent lower than the Iowa classification. The rapidity and fre-
quency of the service does a great deal towards getting busi-
ness for the electric road, but if we can say to a shipper that
our rates are less than the Iowa classification, it is just that
much more attractive to him.

A well organized freight department is, of course, of primary
importance, and I will attempt to outline the methods used by
our company in this department.

We have a general freight agent and two clerks in the gen-
eral office. We also have a local agent at our freight house in
Des Moines and an agent at each of our stations on the line.
The great volume of freight business done by steam railroads
is conducted by the use of a few business papers, and the
records kept are complete and very simple. In the electric
railway freight business still fewer papers are required. We
use the regular shipping ticket that is used by all steam rail-
roads. This is filled out by the shipper in duplicate, the agent
receipting the original and retaining the duplicate from which
he makes up his way-bills. The way-bills show the station
from, the destination, the date, car number, car initials, con-
signor and consignee, number and description of articles,
weight, rate and charges. They are sent to the freight auditor
each day by the agent, and he enters them in his "freight for-
warded book." The agent also makes out an expense bill in
duplicate for each consignment on the way-bills for all freight
billed from his station. The expense bill gives the names of
the consignor and consignee, station from, destination, car num-
ber, car initials, number and description of articles, weight,
rate and charges. The conductor takes the expense bill in-
stead of the way-bill, as is customary on steam railways, and
delivers it to the agent at destination, who in turn checks the
freight delivered from them. The expense bills are then en-
tered in a book called the "freight delivery book," in which the
cojisignee receipts for the shipment delivered to him. When
the charges are paid, the agent signs the original and gives it
tc the consignee for his receipt, and the consignee signs the
duplicate, which is retained by the agent. The agent is re-
quired to remit to the treasurer daily all money, together with
all duplicate expense bills, whether dead-head, prepaid or with
charges, for freight which has been delivered. A duplicate of
these remittance sheets is retained by the agent. The original
remittance sheet, with all original expense bills and money, are
placed in a heavy manila envelope, which is sealed with wax,
and sent by "railway mail" to the treasurer so as to reach the
general office before 5 o'clock p. m. In this manner we can
tell at the end of each day how each agent stands in his ac-
counts. This system was adopted for two reasons — first, that
we wanted all accounts kept in the general office, and second,
that we could handle the freight and accounts at each station
much cheaper than we could by any other system, and we have
found this to be very satisfactory.

The greatest difficulty we experienced in developing our
freight department was in convincing the public that we could
handle any kind of freight, from a small package to a carload

of live stock, grain, lumber or any other commodity. How-
ever, this did not take very long, and to-day they know that we
can handle anything a steam railroad can.

In order to do a successful freight business it is necessary
to "get out" after the business or someone else will get it.
Solicit your business, not only from the farms through which
your road runs, but also from as far away as it is possible to
draw it. The amount of business obtained by a good solicitor
5 miles or 6 miles away will astonish you. Do not be content
to work up business in the country alone. Do so in your cities
and towns. See that your freight solicitor makes regular calls
upon the merchants of the smaller towns, the dairy concerns,
witolesale houses, etc., in the cities. Find a market for the
products of the farm, such as dairy products, poultry, fruit,
vegetables, etc. Encourage all of these lines and the freight
business will rapidly grow.

A report of the Department of Commerce and Labor for the
year 1902, in a general discussion of the characteristics and
significance of interurban service, says : "It is difficult to avoid
entrance into the domain of prophecy. Some of the electric
railways have already made such progress in methods that cer-
tain prophets look forward to the complete superseding of
steam traction by electric traction. However this may be, it
is evident that, even if the electric railways confine themselves
to the methods already widely prevalent, they are bound to be-
come a social and economic factor of enormous importance.
Remarkable benefits have already been realized from the exist-
ing interurban lines, and the extension of such railways to a
large proportion of our more prosperous communities seems
but a matter of a short time."

♦♦♦

ACCOUNTING AS AN AID TO THE OPERATING DEPARTMENT*

BY R. A. LEUSSLER,
Secretary O. & C. B. Street Railway Company

The science of accounting has many functions to perform;
but as this paper is addressed, not to a body of accountants,
interested in all the various phases of the subject, but rather to
a body of operating men interested in accounting only in so far
as it can be of assistance to them in operating their properties,
I shall endeavor to confine myself to such parts of it as are,
indeed, an aid to the operating department.

First of all, then, what does the operating man want to know
from the accounting department?

As the success of every railroad enterprise depends neces-
sarily upon the relation between the earnings on the one hand,
and the expenses and fixed charges on the other, every oper-
ating man is naturally interested in increasing the former and
keeping at their minimum the latter, and, therefore, what he
principally desires from the accounting department is detail in-
formation concerning earnings and expenses. Just how much
c'f this detail information he wants or needs, depends upon the
size and individual characteristics of the property, and also
upon the personal views and methods of the operating man ;
principally, however, upon the size of the property. If the sys-
tem is so small that the operating man can easily keep in close
personal touch with every part of it he can dispense with a
great deal of the detail accounting without which the operating-
man of a larger property would be absolutely lost. In fact, a
very small system would not be justified, from the standpoint
of economy, in going too much into detail in its accounting.

Beginning now with the passenger earnings, it is important
that the accounting should determine accurately — first, the
actual or true earnings of each separate line each day, and
second, the number of car-miles and the number of car-hours
made on each line. To arrive at the actual or true earnings,

* Paper read at mcetinp" of l!ie Towa .Sti-cct ami I iUfnMi.)an Railway Asso-
ciation, at Diibnqne, April 110-21.

786

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

only the fares actually earned, or collected by conductors,
should be treated as earnings ; when ticket sales are treated as
earnings, the showing is incorrect to begin with, and of no
value whatever for purposes of comparison, especially if ticket
sales are large and fluctuate greatly.

A record should also be kept showing the weather conditions,
unusual attractions, and any other causes or conditions which
affect passenger earnings, either beneficially or detrimentally.
With this information at hand, a daily comparative statement
of passenger earnings should be prepared showing the earn-
ings, car-miles, car-days and earnings per car-mile and per car-
day, of each line, together with a comparison of the same data
of the corresponding day of the previous year, and this state-
ment should also show the increase or decrease in the earnings
of each line, the percentage of such increase or decrease in the
earnings of each line, and the weather conditions, unusual at-
tractions, etc., for both days compared. By "corresponding
day of the previous year" is meant, not the same day of the
month, but the same day of the week which corresponds most
nearly with the day of the month. A like statement of passen-
ger earnings should be prepared weekly, monthly and annually.

From a careful study of these statements the operating man
should be enabled to draw certain deductions of great value to
him in running his road. For instance, the "increase" and "per
cent of increase" columns gage accurately for him the growth
of traffic on the different lines, and the "earnings per car-mile,"
and "earnings per car-day" indicate the relation between the
traffic and the service. This information puts him in a position
to judge intelligently the needs of the different lines in the
matter of service, particularly if these statements are supple-
mented by a further statement showing graphically the number
of passengers carried on individual cars of each line during the
rush hours. By observing the increase above the normal on
days of special attractions, such as conventions, excursions,
parades, etc., he can get a tolerably correct idea of the value of
such attractions, and can know how much effort or financial
encouragement he is warranted in giving towards securing
such attractions.

Of assistance to him also in detecting peculating conductors
is a "conductor's percentage sheet" showing the ratio of each
conductor's collections to the earnings of the line on which the
conductor is employed, and the ratio between his transfers and
cash collections. If this is faithfully followed up it helps very
materially in weeding out dishonest conductors, as it points
out all irregularities in collections, and leads to investigation
of the causes thereof.

Passing now to the operating expense accounts, we enter a
very broad field, in which there is no limit to the amount of
detail accounting that can be indulged in. The standard classi-
fication of operating expense accounts, as formulated by the
Street Railway Accountants' Association of America, embodies
thirty-nine accounts ; but these can be subdivided to one's
heart's content. One company with which the writer was con-
nected for some years has in use a classification embodying
something like one hundred and fifty accounts, and another
road of which he has knowledge uses a classification contain-
ing something over two hundred accounts. The number of
subdivisions of operating accounts must be decided with refer-
ence to the size and needs of the road; but as the greatest bene-
fits to be derived come from comparing notes with other roads,
the advantage of conforming to the standard system should not
be overlooked. However, whatever classification be used, a
monthly statement should be prepared showing a comparison
with the same month of the previous year, the increase or de-
crease in the different accounts, the per cent of such increase
or decrease, the amount of each account per car-mile and per
car-day, and the ratio each classified expense bears to the
receipts.

In addition to this the monthly statement should also contain

some data concerning the power station, as the cost of power
is a very important item of expense and one which is very sus-
ceptible to economies under proper handling. Assuming, of
course, that the power station is equipped with a wattmeter,
the monthly statement should show the number of kw-hours
produced, the cost per kw-hour, the number of pounds of coal
consumed per kw-hour, and also the number of kw-hours con-
sumed per car-mile traveled. With such a statement before
him, the operating man is enabled to make an analytical study
of the various items of operating expense, and to measure the
efficiency of his various departments, with a view to strength-
ening the weak places and attaining a higher degree of economy
in operating. ^

■/

CAR-SHOP METHODS* 0 -

BY JOHN D. FISH,
Master Meclianic, 'J'ri-City Railway Company, Davenport

The reason for going into the building of cars has been, first,
to cheapen the cost of cars; second, to build a car suited to the
different needs of lines operated, and third, to standardize all
of the parts so that the cost of repairs may be as low as pos-
sil)le. Where a variety of cars is used, a great deal of hand
work is required in their repairing, but if all the cars are built
on the same lines, much if not all this is done away with. The
same lines have been followed as far as possible; at the same
tin:e the mechanics employed are familiar with all of these
])arts and do better and quicker repairing, and this is worth
some consideration.

A number of all the parts which go into the cars is kept in
stock at all times, ready to repair with at once. Sash and doors
are oiled and varnished, and the small amount of fitting can be
done very quickly. Siding is painted all but the last coats to
go into broken sides or ends of the cars. The type of car being
built is a semi-convertible 31-ft. body, seating forty-four people,
with a maximum standing load of about 150. This type was
chosen to do away with the expense of changing in the spring
and fall. The windows come out entirely and are not used in
the summer.

In building these cars only the best of lumber was used, but
we find that timber cut locally will work in and save about one-
third the cost of the lumber. It will be used in greater amount
in the cars we build in the future.

The bottom framing is of long-leaf yellow pine, except the
end sills and bolsters, which are of hard white oak, to give bet-
ter support to the bolts used in them. If yellow pine is used
the heads draw down and leave the platform loose; and it is
hard to find any remedy for this trouble. The intermediate
sills are mortised into the cross sills to give a continuous sill
for tieing the side sills. No tie rods are used, but angle plates
are bolted to the ends of cross sills a little back from the end
to draw shoulder of tenon tight to side sill. These bolts may be
tightened from time to time and keep the tenon from starting.
The corners of side and end sills are treated in the same way,
with the addition of a tie plate bent edgewise at right angles
and bolted to the under side of sills.

The body bolsters are built up of two steel Ts with white
oak fillers. This is not as strong as the standard bolster, but
the car has to be kept as low as possible on account of low
headroom of bridges and viaducts.

The floor is double ; lower, yellow pine ; upper, red gum, with
a filling of building paper to keep the dust and noise out. The
floors are laid diagonal, which gives great strength to the lower

* Paper read at meeting of the Iowa Street & Interurban Railway Associa-
tion, at Dubuque, April 20-21. The Tri-City Railway Company has been build-
ing its own cars for several years. On account of unusual traffic conditions,
the company requires a car with low roof and abnormal carrying capacity, as
thousands of workmen are carried morning and evening to and from the
Government works at Rock Island. The car which the cornpany now uses is
the result of Mr. Fish's design, and has not only proven entirely satisfactory
at Davenport, but has attracted a great deal of attention in neighboring sec-
tions of the country.— [Eds.]

April 29, 1905.]

frame and prevents distortion in collisions. It is not as easy to
repair, but this is not very important, as the wear is taken up
by maple strips in the aisle space.

The upper frame work is of the best heavy white ash only ;
all light and brash wood is used for other work. All rails and
Ijlates are strap bolted to corner post to prevent tenons from
loosening. To keep the posts from loosening at the bottom, by
the pitching of the car body, a brace is gained and bolted to
the posts just below the arm rail and to sill. The upper rail or
top plate is double. As the inner is the thickness of the wood
carline smaller than the outer part, it gives a bearing for the
carline and keeps it up to place. Each half has its own mortise,
making a double tenon on the post. The belt piece is gained
for the post and rebated to set under top plate. All tenons in
the cars are pinned with white oak pins, after clamping up.
Draw pinning is not used, as it breaks the tenons out.

In getting out the rails long ash was used, but we found it
too expensive, and used short ash, making a long scarf, gluing
and screwing them together. No trouble has been fovmd with
these joints as yet. Steel carlines are let in between the wooden
ones at each post. A stiff, springy steel is used for this purpose.

A single thickness of lieaded siding is used, and scrim, well
glued, stands as well as two, with much saving of weight.

The upper and lower trusses each have two turn-buckles to
take up the slack. In this way about the same strain can he
put on each end of the truss.

The vestibules open only on one side. The doors were made
narrow to keep passengers from falling in getting off; it is in-
convenient in the rush hours, but seems to prevent accidents.
The platform knees are of white oak, trussed by two rods run-
ning each side of both outside knees, from lower corner to
center of support, and down to lower corner at the other end of
the knee. This gives a strong truss, and the whole platform
can be lifted back to place, when sprung down. A truss is also
used on the side which is closed, running from the platform end
sill up to corner post to car body, and down on inside to sill.
This is to help support the heater, which is on this side m the
winter. Hard maple flooring is used in the vestibules, as yellow
pine cuts out too quick.

In the interior of the car we have used cherry and mahogany,
with maple head linings, but now are using quartered white oak,
and it is giving better results as to wear and looks than the
mahogany, and only costs about one-half as much. The sash
are held in place by metal strips edged with rubber to keep the
weather out.

In painting, we are using the lead system in the following-
way :

First coat — Lead and oil.
Second coat — Lead and oil with tint.
Third coat — Clear lead with tint.
Fourth coat- — Ground, color of car.

Fifth coat — Color varnish. ■ '

Sixth and seventh coats — Finishing varnish.

No rubbing varnish is used, except in the color varnish.

Inside, the oak is finished dark with one coat of rubbing and
two coats of inside finishing varnish. The mahogany and
cherry are not stained, and are finished the same. The window
sash and all exposed parts where no paint is used are soaked
in hot oil before varnishing, and this is wearing as well as the
painted work. Several different makes of primers and fillers
have been used to hasten the painting, but all but one have failed
to wear, and that one takes as long as the lead, and therefore
no time is saved, but as the makers claim a longer life than
lead, it may pay to use it. In connection with painting, I will
mention that all matched work and tenons are filled with white
lead before jointing. All the underframe work is painted with
red lead and oil before any of the framing is put on.

No figures have been used in this paper, as it is intended to
be a description of the work only as done at the shop of the Tri-
City Railway Company.

7^7

RURAL RAILWAYS*

BY F. McDonald,

Assistant to the President, Waterloo, Cedar Falls & Northern Railway Co.

By "rural railways" I do not mean interurban railways be-
tween two or more cities whose population is sufficient to sup-
port a railway for the passenger business alone, or where the
population outside the city proper is made up of wage-earners
whose employment depends, to a great extent, on the city.
The railways to which I refer are the ones that have a fairly
large city for a terminal, and for the balance must depend on
towns of from 200 to 1500 population and the farmers living-
adjacent t(_i tile line for passenger and freight business enough
to keep at least one jump ahead of the sheriff. It is for such
railways that I have applied, for want of a better name, that of
"rural railways," and it is to this class that the majority of
so-called interurban railways in Iowa must belong for some
time to come, at least until we have greatly increased our popu-
lation in both the cities and the rural districts.

In looking over the proposed interurban lines for Iowa, I find
that nearly all the promoters are depending on the freight
lousiness from the country districts to furnish a large part of
thj revenue. We have at Waterloo about 45 miles of this class
of railway, the balance of our line (about 35 miles) being in the
cities of Waterloo and Cedar Falls and between the two cities.
We handle freight in carloads on all parts of our line, and have
portions which are operated exclusively by electricity, other
parts operated entirely by steam locomotives, and some on
which both steam and electric motive power are used.

I have been connected with this road (the Waterloo, Cedar
Falls & Northern) for the past nine years, during which time
we converted the Waterloo Street Railway from a horse car line
into an electric street railway, and built the interurban line be-
tween the cities of Waterloo and Cedar Falls. The contents
of this paper will necessarily be largely a history of that line.
'Jdie statements made herein will probably conflict with opin-
ions of many of those present to-day, and are simply opinions
which have been formed from actual experience during the
five years in which we have been engaged in the construction
and operation of the "rural" end of our line. In the first place,
I wish to say that, so far as I know, we were the first to at-
tempt to build such a line, at least we were unable at that time
to find another road operating under the same conditions. Our
president, Mr. Cass, and myself made several trips to different
points where electric railways were said to be doing a freight
and passenger business, only to find that their freight business
consisted of a package or express business. In only one in-
stance did we find a road handling freight in carloads in stand-
ard steam railway cars on joint through tariffs with trunk line
railways. This was the Mason City & Clear Lake Railway,
and it had "Clear Lake," a summer resort, which drew large
crowds of people during a greater part of the year, to help
them out on the passenger end of the business. We had noth-
ing of this sort in the territory which we expected to enter,
just the market towns populated by business men, retired farm-
ers and a few laborers and mechanics and the farmers living
along the line, each of whom had a stable full of horses. We
did, however, have a fairly large territory not tapped by any
other railway in one of the richest and best parts of Iowa,
also one or two inland towns which only lacked railway facili-
ties to make them flourishing market points for the adjacent
farming community. In addition to these we had a number of
creameries, whose coal and butter had to be hauled by team
from 5 miles to 12 miles. For a start we built 15 miles from
Waterloo to Denver, a small inland town of perhaps 150 people.

LOCATION

In locating a line nf this kind it is necessary that a territory

* Paper read at meeliiip; <i[ the Iowa Street and Interurban Railway Associa-
tion, at Diihuqne, Ajjril 'in-'Sl.

STREET RAILWAY JOURNAL.

788

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

be selected in which the competition will not be direct with
steam railways already established, the idea being to work in
connection with the steam roads as a feeder and not against
them, for the farming community alone will never support a
railway unless there is a reasonable chance to secure the freight
and passenger business in and out of their market towns.

FINANCING

In financing a road of this class one of the great difficulties
is to convince the investor of the amount of business which
can safely be counted on, and the universal question comes up,
"What is the population per mile?" Those who are acquainted
with Iowa know that the population per mile of an Iowa farm-
ing district, where every farmer owns a quarter section and
some of them two or three times that amount of land, doesn't
make a very good showing in a broker's office. The only way
to convince the financier is to get him on the ground and show
him the territory and the need of railway facilities. You can
do more to convince your man in one day's drive through Iowa
during June or July than you can in a week in his office with
a pencil and paper.

You must also be able to show that after you get your freight
you have a way to get rid of it by connection with one or more
trunk lines — the more the better — on a traffic arrangement
whereby your shippers can secure the same rates for an equal
distance that the shippers and merchants in, neighboring towns,
who are located on trunk lines, can get. This, in some cases,
is very difficult from the fact that since the time that electric
roads entered the field of modern transportation they have
been opposed by trunk line officials. Fortunately, some steam
railroad officials are broad-minded enough to take the position
that they do not care how the business comes to them — by elec-
tricity, by team or on foot — so long as they get it.

CONSTRUCTION

In constructing such a line there is a tendency to lessen the
original cost by not getting the maximum grades low enough,
the idea being that with light trains a 3 per cent or 4 per cent
grade can be surmounted without much difficulty, and the cost
of construction is lessened materially. Don't do it; for if you
do, every time you pull a train over that grade you will regret
it, and in time you will be compelled to cut it down, which will
cost two or three times as much after the road is in operation.
On the Waterloo line our maximum grade is i per cent, to ob-
tain which we had to make some deep cuts and some very
heavy fills. In locating a line of this kind we have found it of
great advantage to follow the half-section lines wherever it
is possible, in preference to running on or near the section line
or public highway, for several reasons, among which are that
it is much easier to secure right of way where in the majority
of cases you only take a strip of land o£f one side of a man's
farm, and where you avoid the farm yards and buildings,
which, as a rule, are located near the section lines. There is
also a decided advantage in securing passenger business
through the country from the fact that you have two main
roads to draw from, only ^ mile from your line, where in case
you are near the section line, you would have but that one, the
other being a mile distant in either direction.

Right of way should not be less than 100 ft. in width, in
order to get room for borrow pits for obtaining material for
heavy fills and avoid long overhauls, also to get width for cuts
and a chance to build snow fences far enough from the track
to give proper protection. We made the mistake of building
our first 13 miles on a 50- ft. right of way, and have never
ceased to regret it, for we soon found that it was much easier
to get land for right of way before a line is built than to
secure additional ground after a line is in operation, and dur-
ing the past winter this 15 miles on narrow right of way has
given us more trouble with snow than the other 30 miles on

the same division. In track and bridge construction we fol-
lowed, as near as possible, standard steam railway construc-
tion, and in cases of washouts, wrecks, etc., on the large lines,
we have often been called on to detour their trains over our
line, and, notwithstanding the fact that these trains are hauled
by the heaviest of locomotives, we have never had any trouble
or any damage. The bridges I consider the important point,
because a comparatively light rail (ours are, for the most part,
6o-lb.) will carry a very heavy train if run at a reasonably
slow speed. We limit the heavy engines of the steam roads to
30 miles per hour when running over our line, and always send
a pilot who is perfectly familiar with all parts of the road.

MOTIVE POWER

This is one of the hardest questions to decide for a road of
this class, and while I realize that this is a convention of elec-
tric railway men, I wish to say to any gentleman here who is
contemplating the building of a railway through a farming dis-
trict, consider well your location, prospective volume of busi-
ness and the frequency of the train service which you wish to
give before installing expensive electrical machinery and over-
head equipment to operate a line of this kind. I think, in dis-
cussing this question, we may leave out entirely the question
of draw-bar pull and speed, as we all concede that the manu-
facturers of electric motors have demonstrated, beyond a ques-
tion, their ability to supply all the speed or draw-bar pull re-
quired by the most modern trunk lines of to-day. The question
then comes down to one of economy and practicability of oper-
ation. On the line out of Waterloo, we have 18 miles equipped
with electricity, from Waterloo to Denver Junction, at vv^hich
point we connect with the (?maha Division of the Chicago
Great Western Railway. We use for this line 20,000 volts a. c.
stepped down through transformers, and the rotary converters
to 550 volts d. c. To avoid running two generators at our
power house, Mr. Dryer, who was then with the Westinghouse
Electric & Manufacturing Company, suggested that we install
a rotary converter, running it as a generator, taking d. c. off
one end to supply our city lines, and a. c. off the other end for
the longer lines. This was done by removing the starting mo-
tor from the end of the armature shaft and substituting a pul-
ley so that it might be driven by an engine. The plan has
worked successfully for the four years we have had it in oper-
ation. I do not know of any other place where this scheme is
ni use, and I mention it thinking it might be of service to some
of you. I do not know much about lighting plants, but it
seems to me that where the street railway and lighting plants
are consolidated, it might successfully be adopted, using the
a. c. end of the generator for lighting and the d. c. end for the
street railway. It is a great saving in power house floor space
over putting in two generators and a line shaft or separate
engine for each generator.

For the first six months we operated our line to Denver by
steam, both freight and passenger trains. Then, having com-
pleted the installing of electric machinery and overhead work,
we operated it entirely by electricity. This we continued to do
for about eight months, using in the freight service an electric
locomotive of 120 hp. This locomotive would handle five loads
over our heaviest grades, but we found, in operating a freight
Ime, as many of- you have found in the passenger business,
tiiat we could not take part and let the rest wait until we went
back after it. It all must go about the same time. Our busi-
ness is mainly a through business, and depends on connections
\v'ith the trunk lines at junction points. For example, stock,
butter and other time freight must connect with the time
freight trains on the connecting lines, and shippers object to
loading any earlier in the day than just time to make the run.
As a rule, also, there are one or two days in the week when all
stock men wish to ship in order to reach the market on certain
days. We soon found that in order to take care of the busi-

April 29, 1905.]

STREET RAILWAY JOURNAL.

789

t ess it would be necessary to put into service a mucli larger
locomotive, w^hich meant increasing the capacity of our power
station and overhead lines, the added investment to be used
only one or at most two days in the week. We studied the
matter carefully, making the comparison of operating electric
and steam locomotives, both for labor and fuel, and returned
to the use of the steam locomotive for the freight business, ex-
cept for switching at points where the use of a steam locomotive
was not practical.

The amount of coal burned on our steam locomotives aver-
ages about 1.4 tons per io,ooo-ton miles, while for electrical
service it is between 8 tons and 9 tons per io,ooo-ton miles.
It is true that this is hardly a fair comparison, as the coal used
in locomotives is Illinois lump, while that used at the power
house is the cheapest Iowa steam, and also for the reason that
the steam locomotives have longer runs without stopping,
thereby giving them the advantage of the momentum, while
the electric cars are operated largely on city lines, where they
have to start and stop every few hundred feet. About two
years ago we acquired control of 28 miles of steam railway
track between Denver Junction and Sumner. We have never
equipped this line for electricity, but have operated entirely by
steam, running two passenger and one freight train each way
per day. The passenger trains are operated the same as the
electrical service, stopping to receive and discharge passengers
at all highway crossings. We do not find it any more difficult
to do this ,with a light train, consisting of one combination
baggage and smoker and one straight day coach, equipped with
air brakes, than with an electrical train of the same size. This
number of trains takes care of all the regular passenger busi-
ness without difficulty, and for special occasions we run ex-
cursion trains of whatever size is necessary to care for the
business. The freight trains make the round trip from Sumner
to Waterloo each day, a distance of 45 miles, or 90 miles for
the round trip, with one engine and crew.

For passenger business on the rural railway, I have found
the advantage of electric motive power over steam is largely
a matter of convenience to the public, there being no question
but that it is pleasanter to ride in an electric train with no
smoke and no odor. On the other hand, the steam train has
the advantage of each train having its own motive power. On
the electric line, if anything happens to your power house or
overhead lines, every train on that section of the road is at a
standstill until the damage is repaired, and if it is line trouble
and far out, considerable time is lost in reaching the location of
trouble, especially if you have no steam locomotive or other
independent means of reaching the scene of trouble. In snow,
I think with locomotives of the same weight and with the power
behind them, the electric will do as good work as the steam, but
when it comes to lightning and sleet, the steam locomotives
have a decided advantage, and on one of these cross-country
lines, over Iowa prairies, the bad sleet storms are as much to
be dreaded, on an electric line, as the snow storm. If anyone
here has discovered a successful way to fight sleet on an inter-
urban trolley wire, I should like to know it.

Our morning train out of Waterloo must make connection at
Denver Junction with the Chicago Great Western train for
Fort Dodge, Omaha, and all point West to the coast. In win-
ter, when we were troubled with the snow, we could count on
the other road being delayed by the storm to about the same
extent we were, but during the early part of March we had a
few sleet storms, which, while not as bad as I have seen, were
sufficient to delay our electric train for an hour or more, while
the steam train never knew there was a storm, so far as its
running time was concerned. No sooner does the weather be-
come warm enough to do away with the trouble of snow and
sleet than the trouble of lightning begins. We are protected
by tank arresters, pole arresters and car arresters, but still we
lose more or less armatures, to say nothing of the loss of con-

trollers, light circuits, etc. We have, fortunately, never lost
any generators at our power station.

For switching purposes it is often possible to use an electric
locomotive in places where it would be impossible to use steam.
For example, on our line at Cedar Falls we switch all the coal
for the Iowa State Normal School from the steam railways, a
distance of about a mile. We do this over our regular city
line on the streets of Cedar Falls. During the fall and winter
months they use about 300 tons per week, and it would be im-
possible to perform this service with a steam locomotive, on
account of the objection of the city to running it on the streets.
As it is, some property owners claim that the value of their
property is decreased because a car or two of coal is hauled
past their residence each day in a coal car instead of in wagons,
which would have to be done if we did not switch it.

RATES

In making rates, both freight and passenger, we have adopted
the regular steam railway practice along our rural line, viz.,
Iowa distance tariff and classification for freight and 3 cents
per mile for passengers. I speak now of local business. On
interstate and all through business we have through tariffs
with our connecting lines and their connections of which we
draw our proportion, according to our trafiic agreeiuents with
them.

Some people seem to think the electric or small steam rail-
way should be able to handle passengers or freight for about
50 per cent of what the trunk lines charge. I cannot see it in
that way, nor do I see any reason for anyone supposing that it
can be done, and I wish to say that a company will find it much
harder to raise the rate, if it is too low at the start, than to
drop it if it is found too high. We have had some experience
along that line. The patrons of a rural railway are not of a
class that turn out en masse every day or do a great amount of
pleasiu'e riding, and for all special occasions where there is a
chance to draw large crowds by reduction of rate, you can put
in an excursion rate th^lt will in no way interfere with the reg-
ular business. We are members of the American Railway As-
sociation and the Western Passenger Association, and conform
to their rules, selling interchangeable mileage, etc. We have
a general passenger department and a general freight depart-
ment, each of which looks after the business of its own depart-
ment. In establishing freight terminals in Waterloo, we found
we could lease terminal rights from the railways already estab-
lislied near the business center of the city much cheaper than
we could secure and maintain our own in anywhere near as
good a location. We do, however, maintain a city ticket office
in connection with our city line waiting room, where we sell
tickets to all parts of the world, and often only haul the pas-
sengers from his or her home to the depot on our city cars.
Did space permit, I would lik^ to touch on many points in con-
nection with the operation of the rural railway, such as the
system of despatching trains, handling of business at the
smaller towns, making of schedules, etc., all of which are very
necessary to economic and successful operation of the rural
railway, but I have already overstepped the time limit and am
running on the time of other members on this morning's pro-
gramme.

— *^

The success which has attended the placing of limited cars
on the Appleyard lines between Dayton and Columbus, Ohio,
has led the officials of the Dayton, Springfield & Urbana Rail-
way to try another project by placing fast service cars on the
line between Urbana and Dayton. To this end, General Man-_
ager Stebbins is now at work on a schedule which will shorten
the time between the two cities about forty minutes and to
make the regular service between Urbana and Dayton exactly
one hour.

790 STREET RAILWAY JOURNAL. ^ [Vol. XXV. No. 17.

IOWA CONVENTION NOTES NEW STORAGE BATTERY

The W. R. Garton Company, of Chicago, occupied a parlor
off the lobby, in which were shown nearly all the numerous
railway specialties which this company manufactures and is
agent for. President W. R. Garton was in attendance during
the entire convention and was assisted by E. D. Hill.

Porter & Berg, manufacturers' agents, Chicago, made a large
exhibit in the south gallery off the main lobby. This exhibit
included nearly all the lines of electric railway appliances for
which Porter & Berg are agents. The Crouse-Hinds arc head-
light, which overcomes the difficulty experienced from shadows
due to the wandering of the arc, occupied a prominent place.
E. R. Mason was in attendance.

The National Electric Company was very much in evidence,
being represented by George Voigt, of the Chicago office ; A. P.
Peck, H. M. Klingenfeld and J. Frank Perry. The company
occupied a parlor where samples of some of its electrical appa-
ratus were shown and a large number of handsome photographs
of recent electrical installations, as well as bulletins giving in-
formation about both the electrical and air-brake apparatus
of the company. The National Electric Company entertained
tlie convention by an orchestra concert at the hotel Thursday
evening.

The Johns-Manville Company made an exhibit of the Sach's
"Noark" fuses, in charge of Frank E. Johnson.

Other companies making electric railway apparatus and sup-
lilies having representatives at the convention were as follows :

General Electric Company — F. W. Taylor, W. H. Coleman,
( A. Seabring.

Westinghouse Electric & Manufacturing Company — H. A.
Coughlin, A. M. Miller, W. R. Pinckard and Clarence A. Ross.

Westinghouse Traction & Brake Company — C. J. Olmstead.

Sterling-Meaker Company — F. D. Willis.

National Lead Company — J B. Mendenhall.

Viscosity Oil Company — E. R. Stubbs.

Raymond Lead Company — J. B. Hermann.

A. Sorge, Jr., & Company — E. Emory.

Allis-Chalmers Company — F. G. Whipple.

Electric Storage Battery Company — John A. White.

Fairbanks, Morse & Company — H. H. Clark.

Taylor Electric Company — C. H. Dodge.

Gould Storage Battery Company — P. B. Yates.

National Carbon Company — C. W. Wilkins.

CONSOLIDATION OF RAILWAY COMPANIES AT YORK, PA.-
IMPROVEMENTS PLANNED

Plans have just been completed for the reorganization and
expansion of the York Street Railway and the York Traction
Company, of York, Pa. The project will involve an invest-
'ment in excess of $5,000,000. The plans have been under con-
sideration for the past year, but were not matured until a few
days ago. All the rural lines and city lines will be incorporated
under one head, and a capital sufficient to permit a completion
of all the proposed extensions of the rural lines at an early date.
Many of these lines have been surveyed, but are uncompleted.
To do this, it will cost approximately $3,000,000. The present
electric system represents an investment of something over
$2,200,000, of which sum $1,500,000 is represented in bonds,
and $700,000 has been invested by the local people. When the
new corporation has been formed and the lines completed there
will be more than 100 miles of road.

A new type of lead storage battery has recently been placed
on the market by the General Storage Battery Company, of
New York, as the result of several years' study and work on
the part of Joseph Bijur and his associates. The feature of
the battery is the form of plate used, which, while retaining
the well-tried electrochemical combination of lead and sulphuric
acid, differs radically in design, construction and results from
forms hitherto known in the storage battery art.

With the collaboration of Dr. J. S. C. Wells, of Columbia
University, in the earlier stages of the work, Mr. Bijur set out
to produce a storage battery plate according to an ideal design
which should be both mechanically and chemically perfect.
Such a design, in their opinion, should combine a rigid struc-
ture, freedom from tendency to distortion, perfect acid dif-
fusion, active material incapable of being displaced, high spe-

The Cincinnati, Dayton & Toledo has installed a regular
half-hour service between Dayton and Cincinnati.

VIEW OF COMPLETE CELL

cific capacity, high rates of charge and discharge, high effi-
ciency, good regulation and freedom from "sulphation," buck-
ling, or any other destructive action, save ordinary and un-
avoidable wear and tear. These characteristics, they believed,
could only exist in a form of plate made up of small, finely sub-
divided structures, each free to expand unrestrainedly, and
firmly welded to a strong supporting and conducting grid.

By no method of metal working then existing was it possible
commercially to weld together two elements of which one was
a heavy, solid form and the other of very fine, thin parts. It
was therefore necessary to devise a new method of metal weld-
ing, which, after much patient work, in the face of seemingly
insuperable difficulties, was successfully accomplished, and for
the carrying out of which, on a commercial scale, an entire line
of machinery was constructed on original lines. ~

The requisite quality and uniformity of oxide next received
attention, with the result that, to secure the desired effects, a
new process of formation was devised by which great tough-
ness, porosity and other desirable qualities could be imparted
to the oxide layer, the whole process being perfectly reliable
and at all times under the control of the operator.

The Bijur plates, as illustrated herewith, are composed of

April 29, 1905.]

STREET RAILWAY JOURNAL.

791

' iiiultiples of pure lead structures in the shape of gratings or
"grills." These are welded to and in one piece with a stiff
frame made of lead and antimony only. The weld goes clear
through the plates, and is produced without the use of tin,
'solder flux or any extraneous material whatsoever. The frame
merges into the grill without joint. At each end of the grill
a space is provided for its elongation by expansion, and pro-
vision is also made for expansion sidewise. The result is a
plate having the stiffness, strength and inoxidizable support of
the alloy grid, rigidly held active parts, yet complete provision
for their expansion without the setting up of any strains that
could produce buckling.

The grills are composed of a multitude of minute openings,
or cells, open through from face to face. When in the un-
treated metallic state, these grills are very open structures,
having a large number of component ribbons running in the
vertical direction, supported by heavier cross members running
horizontally, which serve as conductors and give lateral stiff-
ness. During the formation process, part of the metallic lead

is converted into
oxide, which, liy

/' ._ , reason of the

1 large increase in

t_ ^ : b — volume, nearly

I fills the openings.

The ribbons on
the positive ele-
ments have a
large amount of
metal left as a re-
serve for the oxi-
dization which is
attendant on the
normal action of
every storage bat-
tery.

When the oxide
is formed in the
rectangular cells,
it assumes a
slightly elliptical
shape, which, ex-
panding into the
rectangular con-

taining-space, produces a locking-in that is so positive that
nothing short of destruction of the plate can dislodge it.
At the same time, even when the oxidization is carried to the
point of apparently completely filling the cells, the tendency of
the ellipse to grow larger along both its axes insures the pres-
ence of a minute slot through the center of the oxide mass,
which allows the flow of electrolyte to take place freely through
it. The resultant oxidized plate, therefore, is rigid. The grills
are firmly held ; they expand without producing strains ; each
particle of oxide is firmly pressed against the lead from which
it is grown, and the entire plate is open through and through
to circulation and diffusion of the electrolyte. Owing to the
character of the design and the structure of the oxide formed,
the plates possess several features hitherto unattained in b^t-
tery practice. "Buckling" cannot take place, and, so far, re-
peated attempts intentionally to produce distortion have failed.
Moreover, since the perfect diffusion througli the plate prevents
high acid concentration in the pores, deleterious sulphation
does not take place even when an effort is made to produce it.

One of the important advantages which the manufacturers
claim are gained by this form of design is that tn a plate of
given dimensions, 20 per cent greater capacity can be obtained
with about to per cent more reserve lead than in any form of
plate hitherto constructed. They also find that, owing to the
rapid acid diffusion, full charge may be given the batteries at

ONE OF THE BIJUR PLATES, SHOWING
METHOD OF HOLDING GRILLS
IN ALLOY FRAME

a voltage of 2.4 volts to 2.5 volts, instead of 2.7 volts per cell
as is usually required. This low-charging voltage results in
increase of efficiency and reduces the size of boosters required
to charge. The structure of the plate forms a conducting net-
work to all parts, insuring equality of action all over its surface,
and this, together with the facility for escape of gas without
dislodging active material, favors the ability to stand very high
rates of charge and overcharge without marked deterioration.

The General Storage Battery Company, which is now put-
ting elements of this type on the market under the name of the
Bijur "high duty" battery, has recently equipped a factory at
Boonton, N. J., with special automatic machinery for the cheap
and rapid production of storage batteries, where, by reason of
an abundant and cheap hydraulic power and the automatic ma-
chinery used, storage batteries of the highest grade can be pro-
duced, it is claimed, for a lower cost per kw-hour capacity than
is possible anywhere else in the country.

The company has also developed a new and complete line of
automatic regulating boosters, end-cell switches and other aux-
iliary apparatus for all classes of central station work and
]")ower plants, descriptions of which will appear later.

A MODERN FLOORER

Flooring madiines have long been a specialty of the J. A.
Fay & Egan Company, of Cincinnati, which has always been
on the alert to incorporate in later designs such features as its
knowledge of machine-tool building and the experience of its
customers made desirable. The company's latest effort in this
line is the floorer shown in the accompanying illustration. The
new machine has all the advantages and conveniences which
have made the older ones so useful and universally satisfactory
in the past, and over these an arrav of still newer ones that
enable the machine to lie one of the finest l>uilt. possessing to
the fullest possible extent the requisites that make it strictly

STYLE NO. 106 "LIGHTNING" FLOORER

first-class in economy of time, labor and attention in making
llie various adjustments and efficiency in the high class of
work turned out.

Its capacity for turning out much work will be better under-
stood by the word "lightning," which means that the output
depends more on the ability of the operators, and is only lim-
ited by their quickness. The No. 106 will work the four sides
of material 15 ins. wide and 6 ins. thick, matching as narrow
as lyi ins. Every working part of the machine is interchange-
able, and all so compactly and strongly built together as to make
it very powerful and substantial, and capable of standing up to
full pressure without strain or vibration. It will work twisted
or warped lumber with facility. The machine is also made
with the lower cylinder cutting first, being then called No. 107,
or with a third cylinder placed below the upper, and called No.
108. In this last, the upper cylinder is placed between the two
lower ones and the stock is worked face down, and is given an
extra fine finish at a very high speed. This is an advantage
readily appreciated by large makers of hardwood flooring.

792

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

SLOT MACHINES FOR PLEASURE RESORTS

Probably few realize the magnitude of the coin-in-the-slot
amusement machine business in this country. When one stops
to consider, however, how frequently these machines are seen
in public placets, it must be evident that they fill a public de-
mand for amusement that is not met in any other way, and
must be a source of profit to their owners. This branch of the
amusement business cannot fail to be of interest to all managers
of electric railway parks and pleasure resorts, because it offer;
a chance for the company operating the park to realize a good
profit on its operation as well as making the park more attrac-
tice. In this way these amusement machines are unlike many
other park attractions which have to be operated and main-
tained for the sake of the induced travel.

To those not acquainted with the immense number and va-
riety of coin-in-the-slot amusement machines that are being
turned out daily, a visit to the factory of the Mills Novelty

A MODERN BAG-rUNCHING
MACHINE

r II O N C) G R A P H S LO T
MACHINE

Company, in Chicago, will be a revelation. This company has
as its principal business the manufacture of slot machines of all
kinds, but also engages to a limited extent in the operation of
amusement arcades or parlors wdiich are seen in the largest
cities. It is able to furnish any electric railway company de-
siring to start an amusement parlor or automatic vaudeville in
its pleasure resort, every kind of machine necessary to equip
such an establishment. In case the railway company does not
wish to make the investment and go into the enterprise itself,
as many street railjvay companies do not themselves operate
their park concessions, the Mills Novelty Company is fre-
quently able to bring together companies and parties desiring
to rent the privileges of establishing an automatic vaudeville.
The company operated the Mills Edisonia on the Pike at the
Louisiana Purchase Exposition. With the phonograph and
the mutoscope the public is already familiar. There are, how-
ever, many other equally popular coin-in-the-slot machines,
which are even more popular and satisfactory from the owner's
standpoint. It would be out of the question here to mention all
of the different machines going into a complete automatic vau-

deville establishment, but a few of the latest and most popular
can be enumerated.

The bag punching machine in its latest form lowers a regular
punching bag into a striking position. When the bag is struck
the force with which it goes against the top of the machine is
recorded by a spring balance indicating by a pointer. This, of
course, is a machine that is very popular with the boys, as the
punching bag is too tempting to be resisted.

A very satisfactory substitute for moving pictures is the
autostereoscope, showing a succession of photographs which
either tell some story or illustrate scenes in distant countries.
While these lack the life of the moving picture, they offer a
better opportunity for close study. The same principle has
been applied to illustrating popular songs, a certain word or
verse being brought in view as the song progresses. The Mills
automatic piano is one of the highest priced machines the com-
pany makes, but is also a certain revenue earner, and one of
which the public never tires. An automatic violin, the first of
its kind, will soon be ready for the market.

The company builds an immense number of other machines,
including fortune tellers, postoffices, souvenir postal card ven-
ders, embossing machines, automatic photograph machines,
lung testers, weighing machines, lifting machines and grip test-
ers. But a moderate investment is required to equip a first-
class arcade.

LARGE CARS FOR THE INTERURBAN RAILWAY COMPANY
OF DES MOINES, lA.

The Interurban Railway Company, of Des Moines, Iowa,
has placed an order for the construction of eight new cars for
use on the Perry and Woodward lines, which will be com-
pleted by fall. Two of the cars are to be ready for delivery in
July, and will be put in operation at once on the part of the
lines completed at that time. The others are to be delivered
in the fall. The cars will be by far the largest of the kind ever
used in Iowa, and are being constructed according to plans
prepared by the officials of the Intenuban Company. They
will be 50 ft. in length, 8 ft. 7 ins. wide, will have rear and
front end vestibules, a smoking compartment, toilet rooms and
baggage rooms, and will be equipped with air brakes. The
floors will be of steel construction 10 make them less liable to
telescoping in case of wrecks. Hot-water heater.- will be used.
The finish will be in the same colors as used on the cars now
running on the Colfax line. The company is also having con-
structed at the local shops of the Des Moines City Railway
Company an observation car for the use of the officers of the
company in making tours over the lines. This car will be ar-
rangfed for buffet service.

OTTAWA ELECTRIC RAILWAY'S PARK BUSINESS

The Ottawa Electric Railway is arranging to open the sum-
mer concerts at Brittannia, Ottawa's summer resort, about 10
miles out of the city, about the middle of May. This year the
company will buy a moving-picture machine and arrange to
rent a different set of pictures every week; in addition
there will be illustrated songs. The company will also put
twelve new open cars on this line. The auditorium, which
was taken from Victoria Park, will be used for the entertain-
ment ; about 700 chairs will be placed in it, and for these a small
reserve fee will be charged, possibly 10 cents. The auditorium
will afford standing room for several hundred more, and as it
is open at th*e sides, people who cannot get in can see the per-
formance anyway. The experiment last year of giving half-
fare rates was so successful that the lower rates will be given
again this year, but they will not go into force until the busy
season, about the middle of the summer.

April 29, 1905.]

STREET RAILWAY JOURNAL.

793

FINANCIAL INTELLIGENCE

Wall Street, April 26. 1905.

The Money Market

There were no important changes in the monetary sitnation this
week. The demand for funds was, if anything, more active, but
borrowers experienced no difficulty in obtaining all necessary re-
quirements at comparatively low rates. At the beginning of the
week there was a sensational advance in the call loan rate to 7
per cent, the highest point attained since December, 1903, due in
part to the calling and shifting of loans incidental to the dissolution
of the Northern Securities Company, and to the fact that all loans
made on Thursday carried over for three days. Subsequently,
however, the rate declined rapidly under liberal offerings to 21/2
per cent, the closing quotation being 2.^4 per cent. The time loan
department was moderately active. Early in the week sixty and
ninety-day contracts were negotiated on the basis of 3^ per
cent, but later on the market strengthened, and all maturities were
held firm at 33/2 per cent. The firmness in the time contract de-
partment was due to the preparations for making payments on the
Japanese 4^/2 per cent bonds, and for the $25,000,000 New York
City 3^/2 per cent corporate stock. There was also a noticeable de-
crease in the offerings of funds by foreign banking houses. Com-
mercial paper was quiet and steady. The spring demand being
about over, merchants were not rec[uired to make much new paper,
consequently the supply of prime material was not large. There
was, however, a fair supply of middle class paper. Rates ranged
from 3% to 5 per cent, according to indorsements. The bank state-
ment was decidedly favorable and exceeded the expectations of the
"street" in general. Loans increased $7,683,800, due probably to
syndicate operation. The increase in cash was $5,162,300, and was
considerably larger than was indicated by the preliminary tigures
of the known movements of periods. Deposits were $12,266,600
larger than in the preceding week, and the reserve required re-
mains $3,066,650. The surplus reserve increased $2,095,650 to
$11,448,050, as against $34,203,700 in the corresponding week of last
year; $10,985,475 in 1903; $9,461,050 in 1902; $16,759,775 1901.
and $17,074,275 in 1900. At the close of the week there was notl:-
ing in the situation calculated to disturb the prevailing easy con-
dition in the immediate future. The local institutions continue
to gain cash in substantial amounts, both from the interior and
from the Sub-Treasury, which, together with the receipts from
other sources, will, it is expected, be more than sufficient to offset
all ordinary demands on the banks. The foreign markets have
experienced no decided change from the recent easy conditions.
Discounts at the principal European centers were as follows :
London, 2 per cent; Paris, 1% per cent; Berlin, 214 per cent;
Amsterdam, 2}i per cent.
The Stock Market

Trading in the local securities market continued upon a large
scale this week, but the dealings were accompanied by severe de-
cline in prices. The principal influences were the further break in
the price of Northern Securities stock on the "curb," which, in all,
amounted to about 20 points, and the heavy selling of stocks by
Western speculators to raise funds to protect the campaign in
May wheat. In the early dealings prices continued to show a de-
clining tendency, but during the last hour on Wednesday the
market strengthened, and prices throughout the entire list re-
covered sharply. The improvement, however, was of short dura-
tion, for on Thursday there was a further drop in the price of
Northern Securities to 155, and the whole market acted in sym-
pathy. Later in the day the declines were accelerated by a sharp
drop in the price of May wheat, which heralded the collapse of the
Gates campaign. The Stock Exchange was closed on Friday and
Saturday, but the wheat market remamed open on Saturday, and
a further slump took place. The total decline in the price of
May wheat was 22 cents per bushel. Confidence was not imme-
diately restored after the three days' holiday. On Monday the
market opened lower on heavy selling by the Western element.
The decline was accompanied by rumors of open war in the North-
ern Securities matter, but they were not borne out by subsequent
developments. The ruinous wheat speculation carried down with
it many small traders, among them the president of a Milwaukee
bank, who was forced to admit a defalcation of about $1,400,000.
The bank is one of the largest in the West outside of Chicago,
and is in nowise endangered in spite of the heavy withdrawal of

deposits. The news broke the market on Monday afternoon, when
prices touched the lowest levels of the week. On Tuesday there
was considerable buying by shorts and prices rose easily. The
improvement was continued on Wednesday. During the week
London bought about 20,000 shares of various stocks in balancv;,
while the week's sales by the Western element were estimated at
about 800,000 shares. A noteworthy feature of the week was the
pronounced strength in Atlantic Coast Line and Louisville &
Nashville, despite the practical demoralization in other Cjuarters
of the market. The closing was strong.

The local traction issues were comparatively quiet, and prices
suffered in sympathy with the general market.
Philadelphia

Transactions in the local market for street railway issues were
upon a much smaller scale this week, and although prices for all
of the leading issues displayed a declining tendency in sympathy
with the weakness in the New York market, the net changes for the
week were comparatively small. The market exhibited decided
strength at the opening, several new high records being established
on the present movement. United Gas & Improvment was the
early leader of the market, both as regards activity and strength.
From I22l4, at the close of last week, the price advanced further to
125^, the highest point attained this year, but in the subsequent
dealings the price declined gradually to 121 at the close, a net loss
of points. Nearly 4000 shares changed hands. Philadelphia
Rapid Transit opened unchanged at 36, and on transactions
amounting to about 13,000, the price ran off 2 points and closed at
34^4. Philadelphia Company common fluctuated between 47^ and
46^, closing at the lowest, but the preferred held firm at 49.
Union Traction advanced one-half in the early dealings to 61^,
a new high record, but subsequently it lost all of the improvement,
the closing transaction taking place at 607^8. Other transactions
included American Railways at 54, Fairmount Park Transportation
at 23 to 21%, Indiana LInion Traction at 26li, Philadelphia Trac-
tion at 99?8, Philadelphia Electric at 11^ down to 11^, and back
to 11^, United Companies of New Jersey at 270% to 270^-^, United
Railways & Investment preferred at 84 to 83, and Consolidated
Traction of New Jersey at 84^ to 84 to 84^-
Chicago

About the only important development in the local traction situa-
tion this week was the decree entered by Judge Grosscup declaring
the transfer ordinartces passed by the City Council in February
last unconstitutional, and enjoining the city authorities from en-
forcing it. The judge also declared that the acts of the State
Legislature, passed in 1859, 1861 and 1865, which, taken together,
create the ninety-nine-year claims of the Chicago City Railway
Company, are in full force and effect. The decree now places this
matter within the jurisdiction of the LTnited States Supreme Court.

Trading in the street railway issues was upon an extremely small
scale this week, the dealings for the most part being confined to
small lots. The weakness in Chicago Union Traction continued, the
price sustaining a further decline of i^-l points, 210 shares selling
at 7% and 7. North Chicago was unchanged, an odd lot selling at
70. Metropolitan Elevated sold at 21 J^.
Other Traction Securities

The Baltimore market was fairly active, but prices for all the
active issues declined sharply. United Railway incomes was the
most active issue as well as the weakest, the price declining from
60 at the opening to 55^ with a late rally to 56. About $300,000
of the bonds were traded in. The weakness in the issue was at-
tributed to selling by tired holders and the failure of interests
identified with the protective committee to lend support. The 4
per cent bonds were considerably less active and comparatively
steady, about $30,000 changing hands at prices ranging from 92.)^
to 9iM- The stock sold at 13 to 13^4 for a few hundred shares.
Other transactions included $25,000 Norfolk Railway & Light 5s
at 943/^ to 95, $12,000 Lexington Street Railway 5s at 105, Baltimore
Traction 5s at 118^-2, North Baltimore Traction 5s at 121 Vir-
ginia Railway & Development 5s at 99, Macon Railway & Light
5s at 99^, Norfolk Street Railway 5s at ii2-}4. Baltimore Passenger
5s at io8;4. Central Passenger 5s at iig to Ii8j4, and City & Su-
burban 5s at 114^4. The Boston market was heavy. Boston
Elevated declined a point from 157 to 156 on the exchange of
about 600 shares. Boston & Worcester common ran oft' from
34I2 to 33 in dealings of less than 1000 shares, while the preferred
declined from SiJ'j to 80JX. Massachusetts Electric conmion sold

794

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

at 21 to and the preferred from 68 to 67. West End com-

mon sold as high as 98 early in the week, but later ran off to
97%, and closed at 97M- The preferred sold at prices ranging
from 117 to 116. On the New York "cnrb" Interborough Rapid
Transit displayed pronounced weakness in sympathy with the gen-
ial market, the price declining from 207 to 203 on transactions
amounting to about 3500 shares. New Orleans Railway common
held about steady, 1000 shares selling at 28, but the preferred lost
one-half point, several hundred shares changing hands at 77 to
76K- The 4^ per cent bonds sold at giyi for $10,000.

A fluctuating market was the feature of the few days of trading
last week at Cincinnati. At first the advance was fair, with the
volume of sale only moderate. Then came increased activity. On
Tuesday there were recorded several small transactions. Cin-
cinnati Street advanced to 148^, at which figure a few sales were
made. One quite large transaction was, however, recorded at
148^. Cincinnati, Newport & Covington Light & Traction com-
mon sold at 32, a slight advance. The preferred of this company
also sold freely at 92^4 and 92^. On Wednesday the market was
quiet. Cincinnati Street was steady at 14854. There were several
small sales at this figure. Columbus Railway 4s, to the extent
of 10,000, were sold at 92^, and $40,000 Cincinnati, Dayton &
Toledo Traction 5s went at 92^ and 93. There was a fair inquiry
for securities on Monday, and advanced bids were made for some
properties, but the volume of business was only moderate. While
the market was firm in general, there were a few weak spots. Cin-
cinnati Street sold at 148^4, closing at this price bid and 149 asked.
Cincinnati Gas & Electric sold in several small lots at 107^4, and
at the close it was held at 107%, with I07!;4 bid. Cincinnati, New-
port & Covington Light & Traction preferred sold at 92^ to 92^,
closing with 92 bid. Transactions in bonds were few and of small
amounts.

Cleveland Electric declined 4 points as the result of the decision
favoring the 3-cent fare company, dropping from 80 to 76. Tues-
day of this week there was a recovery of composure and a few
lots sold at 7714, and later quotations rose to 7812. It is not gen-
erally believed that the company will accept the leasing plan
proposed by Mayor Johnson, of which extended mention is made
elsewhere in this issue. Aurora, Elgin & Chicago was quite
active, with sales at 15 to 15^. Northern Ohio Traction & Light
declined to 21%. Cleveland & Southwestern sold at 9^4, an ad-
vance of 2 points from last sale.
Security Quotations

The following table shows the present bid quotations for the
leading traction stocks, and the active bonds, as compared with

American Railways 54 53%

Boston Elevated 156 156

]5rooklyn Rapid Transit 68% l>(i%,

Chicago City 199 199

Cliicago Union Traction (common) 6% IVi

Chicago Union Traction fpreferred; 35 35

Cleveland Electric 81 —

Consolidated Traction of New Jersey 84 83%

Consolidated Traction of New Jersey 5s 110 110

Detroit United 85% 841/2

Interborough Rapid Transit 205 204

International Traction of Buffalo 29 29

International Traction of BufTalo (preferred) 68% 68

International Traction of Buffalo 4s 85 85

Manhattan Railway 166% 164%

Massachusetts Electric Cos. (common) 20% 19%

Massachusetts Electric Cos. (preferred) a68 67%

Metropolitan Elevated, Chicago (common) 22% 21

Metropolitan Elevated, Chicago (preferred) 61 61

Metropolitan Street 12iy8 119

Metropolitan Securities 85% S2%

New Orleans Railways (common), W. 1 27% 28%

New Orleans Railways (preferred), W. 1 76% 76%

New Orleans Railways, 4%s fll —

North American 105% 102%

North Jersey Street Railway 25 25

Philadelphia Company (common) 46% 46%

Philadelphia Rapid Transit 35% 33%

Philadelphia Traction •. 99% 99%

Public Service Corporation 5 per cent notes 97V2 97%

Public Service Corporation certificates 71% 71%

South Side Elevated (Chicago) 93% 93%

Third Avenue 129 128%

Twin Citj', Minneapolis (common) 117% 114%

Union Traction (Philadelphia) 61 60%

West End (common) 97% 97%

West End (preferred) 116 116

a Asked. W. I., when issued.

Iron and Steel

"The Iron Age" says, while the tonnage of orders on the books
of the United States Steel Corporation, 5,600,000 tons, greatly
exceeds the record, it must be taken into account that the capacity
is greater through the acquisition of the Union and Clairton. The
plants are running to their utmost now. Practically all of the
constituent companies are operating to 95 per cent of their capacity
and upward, and this is typical of nearly all of the great outside
works. So far as the United States Steel Corporation is con-
cerned the continuance of this condition of affairs for four months
is assured. A number of reports representing the pig iron market
as weakening are afloat, but specific instances cannot be traced. The
structural and bridge shops are getting a rush of new work. The
cast-iron pipe industry is being pushed to capacity. The only ad-
vance announced during the week is that of the National Tube
Company, making merchant pipe $1 per ton higher and boiler tube
$4 per ton higher.

EVERETT-MOORE ADJUSTMENT

Final adjustment has been made of the affairs of the Everett-
Moore syndicate, which became involved in financial difficulties
about three years ago through the promotion of street railway and
telephone systems in the West. The trustees of the syndicate. Col.
F. S. Dickson, Calvary Morris and H. R. Newcomb, were dis-
charged at Cleveland on Wednesday, April 19, the legal tangles
of the syndicate having been straightened out so the protection of
the bankers' committee and the assistance of the trustees are no
longer needed. At the time of the embarrassment the individual
members of the syndicate turned over to the bankers' committee
all their assets, leaving the handling of the immense interests large-
ly to the judgment of the bankers. This continued for eighteen
months, at which time the trustees were selected, and they in turn
took up the work that had been carried out by the bankers' com-
iTiittee. The individual members of the S5'ndicate gave a great deal
of their time to helping the bankers' committee and later the trus-
tees in their work, and have contributed valuable efforts to the
completion of the great task now happily at an end. The vast in-
terests have been handled in such a manner that the obligations
have been scaled down from $17,000,000 to less than $4,000,000.
More than half of the remaining ainounts are owing to corpora-
tions which the individuals control entirely.

^ •

NEW JERSEY & PENNSYLVANIA COMPANY'S
IMPROVEMENTS

The New Jersey & Pennsylvania Traction Company is planning
extensive improvements upon its Trenton, Lawrenceville &
Princeton road. It has just received two large open cars from the
Brill works. They are ol the Narragansett type, and will be used
principally for Saturday and Sunday traffic, which, it is expected,
will be largely increased through their introduction. The cars will
be mounted on Brill's 27 E-i or E-i]A trucks, with 6-ft. wheel
base, with 4 GE 57 motors, K-14 controllers and Christensen air
brakes. They will be geared for 45 miles per hour, and will make
the 13 miles from the center of Trenton to the center of Princeton,
two miles of which is through streets, in about 35 minutes. The
present schedule for the closed cars is 35 minutes. During the
summer the road will be rock ballasted, this being considered
much superior to the quality of gravel ballast which was originally
put under the ties.

The specially equipped freight car, although in use but a short
time, is already bringing much additional business to the road.
Carload freight is handled in considerable quantity. It is hauled
direct from the Reading Railway tracks in that company's cars,
thus avoiding the delay incident to a transfer of the goods to the
regular freight car, and eliminating the liability to accident from
such second handling.

The line will soon be fed from the new power house in Yardley,
Pa., instead of by the power house at Ingham Street, Trenton. Di-
rect current is now used. It is supplied to the line from the
southern end, giving a total length of nearly 12 miles to be served.
Under the new system alternating current will be supplied from
Yardley to a sub-station near the center of the Princeton line.
The company now has one 1,000,000 and one 500,000 circ. mil feed
cable, and 0000 trolley wire, giving a feed service unequalled in
the State, load considered, there seldom being more than two
cars (each with 4 GE 57 motors) out on the line at one time.

April 29, 1905.]

STREET RAILWAY JOURNAL.

795

NEW YORK AND LONG ISLAND COMPANIES ALLIED

It is publicly coiilirnicd that the Tnterborough Rapid Transit
Company, operating the ele\ ated and the subway lines in New York,
and the New York & Long Island Railroad, building a tunnel from
New York to Long Island City, are controlled by the same in-
terests. Arthur Turnbull, the president of the New York & Long
Island Company, is responsible for the announcements that have
been made. He gave out a statement on Wednesday, April 19, de-
claring that the so-called "Goodsell bills," now before the legisla-
ture, are to enable the New York & Long Island Company to com-
plete as soo'n as possible, probably within two years, its proposed
tunnel under the East River, connecting the surface railroads in
the borough of Queens with the subway at Forty-Second Street.
Mr. Turnbull says the company has the right to build the tunnel.
It was incorporated for that purpose in 1887. In Dec, i8go, the
Board of Aldermen of the city of New York, with the approval
of the Mayor, passed an ordinance consenting to the construction
of the railroad. Work was commenced but interrupted by a serious
accident. It is now desired to abandon a portion of the line west
of Forty-Second Street and Madison Avenue, New York, some of
which was not embraced in the resolution of the Board of Alder-
men giving the company the right to construct its line. There is
no advantage to the people of either Manhattan or Queens in the
construction of the portions of the line which it is proposed to
give up.

Mr. Turnbull also is president of the New York City Inter-
borough Company. This is an ally of the Interborough Rapid
Transit Company, and plans to build surface lines in upper New
York and the Bronx to supplement the subway and the elevated
lines of the Interborough Company. The New York & Queens
County Railway, operating the electric railway lines in Long Island
City and in Queens County, with which the New York & Long
Island Railroad will connect, also is controlled by Interborough in-
terests. Thus the subway and the elevated lines in New York, a
system of surface lines planned to traverse the upper part of the
city, the tunnel under the East River to Long Island City and the
surface lines in that place and throughout Queens County, which
is susceptible to rapid development, are all under practically one
control.

«^^» ■

THAT CLEVELAND SUBWAY

In connection with its plans for subway terminals in the down-
town section of the city, the Cleveland Electric Railway is con-
sidering the building of a four-track subway out Euclid Avenue to
Willson Avenue. Two tracks would be used for express trains,
and three or four of the lines taking this general direction would
come into the heart of the city over this route. At present the
schedule of Euclid Avenue cars from the Public Square to Will-
son Avenue is about twenty minutes, and it is figured that this
could be reduced to four minutes. The scheme would be of great
advantage to the interurban lines which enter the city over this
route. Engineer Parsons, who has been retained by the company
to report on the subway plan, is expected to report in the near
future.

NORTH AMERICAN TAKES OVER UNITED RAILWAYS OF
ST. LOUIS-JOHN L BEGGS, PRESIDENT

The transfer of the United Railways Company, of St. Louis, to
the North American Company was formerly effected at a meeting
held in St. Louis on Thursday, April 20. The board of directors
of tlie St. Louis Company was reorganized by the election of John
I. Reggs, James Campbell, Murray Carleton, Robert McCulloch,
Judge H. S. Priest, W. V. N. Powelson, Geo. R. Sheldon, William
H. Thompson, Festus J. Wade and C. W. Wetmore. A vacancy
remains in the board which will be filled later. The directors or-
ganized at once by electing John I. Beggs as president, and con-
tinuing Vice-President and General Manager Robert McCulloch
and the other officers in their old positions.

Mr. Beggs, the new president, says the North American Com-
pany will follow the same policy in the management of the
United Railways that it has used with the Union Electric Light &
Power Company and the Laclede Gaslight Company, of St. Louis.
Mr. Beggs will divide his time between St. Louis and Milwaukee,
and will devote himself assiduously to studying the needs and re-
quirements of the local St. Louis systems. One of the first things
the United Railways will do will be to erect a new woodworking

plant, near the main plant, and offices at Vandeventer and Park
Avenues. The company has a good machine shop, but the wood-
working plant is three or four miles distant, which makes it in-
convenient and unnecessarily expensive. A new paint shop will
probably be built in the neighborhood of the main shops in the
near future, and the next change to be made will be in furnishing
.if power for the running of cars from the new plant of the Union
Electric Company. This will enable the company to shut down at
least two of the United Railways' power plants. Mr. Beggs denies
emphatically the statement that the company has in contemplation
taking over the St. Louis & Suburban Railway.

In connection with this transfer of the property to new inferests
it seems fitting here to review briefly the capitalization of the
United Railways Company, and to present for comparison the earn-
ings for the years 1904, 1903 and igo2. The total capitalization is as

follows :
Stock

Preferred $12,983,200

Common 24,913,800

Total $37,897,000

Funded debt

Underlying liens $13,688,000

General first 4s 28,292,000

St. Louis Transit Company improvement 5s 10,000,000

Total $51,980,000

There are no indications of any change in capitalization. How-
ever, the company owns $7,000,000 par value of its own preferred
stock not shown in table of capitalization, as given, which may be
used for the benefit of the company. No more of the improvement
5s or general mortgage 4s can be issued.

The earnings for the fiscal year ended Dec. 31, 1904, and 1903.
1902, follow :

1904

iyo3

1902

Gross and other income

■ «9.977.S64 5

57,295,847

$6,452,219

Operating expense and tax

S> 75 1.067

4,513.514

3.967,721

Net

$4,226,407 '

*2,782, 333

$2,484,498

Interest on underlying liens and

mortgage 4s

r, 886,080

1,886,080

1,886,080

Balance

■52,340,417

$896,253

$598,418

Int . on improvement ^s . . .

500,000

500,000

500,000

$1,840,417

^396,253

$98,413

In the distribution of

net earnings of 1903

and 1904,

allowance

has been made for the full amount of outstanding funded debt as
it exists at present, and which cannot be further increased. In
comparing the annual earnings, account should be taken of the
abnormal earnings for 1904, due to the exposition.

The years 1903 and 1905 present a fairer comparison, since both
are normal. Comparing the first three months of these years,
there is an increase of slightly more than 25 per cent for 1905, in
spite of the extreme weather. At the same ratio, it is estimated
that the gross for 1905 should be $8,390,223. Figures for the first
three months of 1903, 1904 and 1905 follow:

Gross earnings for January, February and March,

1905 $1,840,920.00

Gross earnings for January, February and March,

1904 1,773,828.27

Gross earnings for January, February and March,

1903 1,579,263.46

Recently the board of directors of the North American Com-
pany was increased from 12 to 18 members, and these gentlemen
have been elected as the additional members : Adolphus Busch,
Breckenridge Jones and Charles H. Huttig, of St. Louis ; Fred
Vogel, Jr., of Milwaukee, and F. S. Smithers, of New York City.
There is still one vacancy in the board. Messrs. Busch, Jones and
Huttig are prominent in financial circles in St. Louis. They were
interested in the Union Electric Light & Power Company and the
Laclede Gas Light Company, and are now, through the exchange
of stock, large stockholders of the North American Company. Mr.
Vogel is prominently identified with Milwaukee interests, and Mr.
.Smithers is the head of the firm of F. S. Smithers & Company.
The financing in connection with the purchase of the United Rail-
ways by the North American Company was arranged for through
the recent issue of $12,700,000 of stock.

With the transfer of the traction companies of St. Louis, the
North American Company is in full possession of the public utility
concerns of that city, and is in a position there similar to the one
it occupies in Milwaukee.

7y6

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

CLEVELAND TRACTION AFFAIRS

Events in the Cleveland franchise fight have followed each other
so closely during the past ten days as to be almost kaleidoscopic
For a week the warring factions filled the columns of the daily
papers with interviews and signed letters, in which some surprising
charges were made. Incidentally some interesting points in the
history of Mayor Johnson's 3-cent fare campaign were cleared up.

President Horace E. Andrews, of the Cleveland Electric Railway,
charged that Charles P. Salen, Mayor Johnson's right-hand man,
furnished the money which was alleged to have been deposited by
the 3-cent fare company when it secured its franchises, and he
claimed the money had been returned to the promoters and was not
on deposit, as claimed by the city administration. His claims on
this point were not clearly refuted, although the opposing parties
made vigorous denials. In reply to a charge Mr. Andrews ad-
mitted that his company had backed the mysterious proposition
made by Will Christy, a year ago, to build and operate 2-cent fare
lines, which proposition served to knock out some of the 3-cent
fare company's plans. He also admitted that his company had
furnished backing for some of the numerous injunction suits
brought by citizens against the low-fare company. He charged that
the promoters of the 3-cent fare company had offered to sell out
at an unreasonable price after they obtained their first franchises.
The series of charges and counter charges grew so tiresome that
by mutual agreement the controversy was dropped, and at a public
hearing on Monday of this week the warring factions got together
and Mayor Johnson submitted an outline of plan for settling the
entire franchise dispute. His plan is a novel one. The laws of
Ohio do not at present permit of municipal ownership, so that the
Mayor could not propose to have the city buy the system, but the
plan comes about as near it as possible without actually being
municipal ownership. Briefly, it is as follows:

The company to surrender all its present franchises, receiving
in return a franchise for twenty-five years, covering all lines on a
5-cent basis. Simultaneously the company to make a lease of its
property to a trust or holding company, which is to be organized
and capitalized at a nominal sum, the members of the holding
company to be selected by the elected representatives of the people
and the company. Membership to be limited to from six to ten,
and to be only such men as the company and the public shall have
entire confidence in. Neither party to have the right to arbitarily
select a member to represent it — each member must be agreed to
by both parties. The lease given to the trust company to contain
a clause whereby the city shall have the right to terminate the trust
and buy the property, assuming that proper authority is given by
the State. In exchange for the lease the present owners of the
property to receive a guaranteed dividend, the amount to be agreed
upon in advance. The price at which the city may buy to be named
in the lease. The lease to provide that the trust company keep
the property in first-class condition and make needed improvements
and extensions. Should the trust company default in rental or let
the property run down, the stockholders would step over and take
possession of and operate the property until the expiration of the
franchise, on a 5-cent fare basis.

Mayor Johnson's idea is tliat the surplus earnings, after the
rentals were paid, should go to the reduction of fares or to any
other purpose that the public might designate. Extensions and im-
provements to be paid for by additional issues of stock. In ar-
riving at a basis for rental Mr. Johnson proposed that it should
be the amount that it would cost to reproduce the property as a
going concern, plus a liberal amount for unexpired franchises, plus
a further sum for good will, also a sum as the price of peace : in
other words, he thinks it would be worth something to the city to
have the franchise question finally settled.

Mr. Andrews inquired if the plan would take into consideration
the market value of the property as represented by the value of
the stock. The Mayor replied that he thought that the other basis
would be a fair and equitable one.

Later Mr. Andrews said that as an individual stockholder he
would be willing to try the scheme if a fair valuation of the
property could be arrived at.

Prof. Bemis, acting for Mayor Johnson, and one of the engi-
neers of the company will get together data for determining the
value of the property. The proposition will be discussed at a meet-
mg of the directors of the company to be held next week.

The City Council on Monday tabled the Felton cross-town street
railway ordinance. An ordinance was introduced providing for
5-cent cash fare, eight tickets for a quarter and universal transfers.

A bad blow was administered to the street railway company,
Monday, by the decision handed down by Judge R. W. Taylor in
the United States Circuit Court, in the injunction suit brought by
the company to restrain the city and the Forest City Street Railway
Company from taking possession of the Central Avenue route.

The court decided that the grant of the old company on Centra!
Avenue expired last March, and that the Forest City Company has
the right under its franchise to operate the line in dispute. Ac-
cording to Judge Taylor the franchise held by the Cleveland Elec-
tric Railway on Central Avenue expired by limitation March 22,
1905. Since that date the street has belonged to the city, to be
disposed of as the laws governing franchise grants dictate. The
main point in the decision supports the primary contention of the
city and opposes the main argument of the company, that no grant
may be extended by implication. The court held that the extension
of the franchises on a branch does not extend the franchise of the
main line.

The decision was on a motion for a temporary injunction against
the 3-cent fare company. Although legally it was upon a pre-
liminary point, yet the holding was in effect final, as the court will
not be of a different opinion unless new evidence is produced by
the company. The decision was a blow to the perpetual franchise
claims of the company. The court did not deny the right of the
Council to grant perpetual franchises prior to 1878, but held that
a franchise granted for a limited number of years was valid if
accepted by the company. The case will undoubtedly be carried to
th^ Supreme Court.

♦^^

NEW CAR-BUILDING WORKS IN CfflCAGO

The Hicks Locomotive & Car Works, manufacturers of steam
and gasoline passenger cars, have just purchased twenty acres of
ground on Chicago Heights, including the buildings, power, heat-
ing and lighting plants being used by L. A. Noyes, manufacturer of
steel tubing. The Hicks Company has also arranged with the Chi-
cago Heights Land Association for forty additional acres of land,
and will begin at once the erection of a number of other buildings,
constituting, is is claimed, one of the most modern and complete
car factories in the country. The works will be completed in the
fall, when it is said 1000 men will be employed.

LINKING BOSTON, WORCESTER, HARTFORD AND
SPRINGFIELD

Arrangements have been perfected by which it is expected that
the long projected through electric railway between Hartford and
Worcester will be built. Incidentally a new and shorter electric
railway route will be completed between Springfield and Worces-
ter. James F. Shaw & Company, of Boston, who built the Boston
& Worcester Street Railway and operate that line, have secured
control of the Hartford, Manchester & Rockville Tramway Com-
pany. This road with trackage rights into the center of Hart-
ford has its northeastern terminus at Rockville, Conn. From there
the projected Stafford Springs Street Railway Company has se-
cured rights of way to the Massachusetts State line; from there
the Hartford & Worcester, a Massachusetts corporation, has rights
to Cherry "Valley, a few miles this side of Worcester, from which
it has a contract with the Worcester Consolidated Street Railway
to take its cars to the center of that city.

The new road when built will run straight from Rockville to the
Massachusetts line: thence through the towns of Wales, Brimfield,
Sturbridge, Charlton and Leicester to Worcester. From East
Brimfield to a point just south of the Palmer line in Monson, rights
of way have been secured for a branch road, which would give a
much more direct route from Springfield into Worcester by electric
railway than has ever been afforded in the past. The main line
from Rockville to Cherry Valley is said to require 38 miles of new
track. Some 15 miles of this in Massachusetts, and two or three
in Connecticut, will be over private land.

By the projected route the distance from Hartford to Worcester
would be 60 miles : by the steam railroad passing through Spring-
field the distance is 85 miles. Fast time can be made over large
sections of the electric road, but it is not expected that the trip can
be made so fast as by the steam railroad. The cost of the full run
will be 85 cents, while the fare on the steam road is now $i.75-
The projected line from Springfied to Worcester would be about
the same distance as the steam railroad. The running time from
Hartford to Worcester would be three hours, making a five-ho'ir
trip by electric railway from Hartford to Boston over the tracks
of the new road and the Boston & Worcester road. The fare from
Hartford to Boston would be $1.30, as against $2.75 by the steam
road. The time required to run from Hartford to Worcester by
the steam road is about two hours and a quarter, and to Boston
three hours and a quarter. The trip from Springfield to Worcester
although less definitely figured out, should take about two and one-
half hours, with a fare of about 50 cents. If this should be the
case, the trip from Springfield to Boston by electric railway would
occupy four and one-half hours and cost go cents, as against two
and one-quarter hours by steam road and a fare of $2,23.

April 29, 1905.]

STREET RAILWAY JOURNAL.

797

MOVING PLATFORM OPPOSED IN NEW YORK-THE QUES-
TION OF FOUR TRACKS IN BROOKLYN SUBWAY

Pennsylvania Railroad, New York City Railway and New York,
New Haven & Hartford Railroad interests on the one side were
arranged against the Interborough Rapid Transit Company and a
moving platform company at the hearing before the Rapid Transit
Commission, of New York, last Thursday on the proposition to
build a moving platform subway through Thirty-Fourth Street,
with transfers to the elevated and the subway lines of the Inter-
borough Company. John E. McDonald, of the New York City
Company, came forward with a new proposition to add a four-track
cross-town subway under Thirty-Fourth Street to the plans of that
company. Also Paul D. Cravath, as attorney for the New York
City Company, frankly told the commission that that com-
pany would be a strong bidder for the Thirty-Fourth Street
route, regarding it as an important key to the local subway situ-
ation. Samuel Rea, vice-president of the Pennsylvania Railroad,
told the commissioners that his company wanted the best possible
outlet for the passengers which the Pennsylvania Railroad will
land in Manhattan when its station and tunnels are completed.
Both Mr. Cassatt and Mr. Rea declared that close subway connec-
tions should be made with the new station so that all passengers
might be carried promptly to their destinations in the city. Mr.
Rea appealed for the construction of a four-track trunk line sub-
way in Thirty-Fourth Street, on the Metropolitan plans, rather
than a moving platform subway. He explained that what the
Pennsylvania Railroad wanted was a subway which would run from
river to river and give transfers to all longitudinal subways, and
at the same time have express tracks for express trains to run
through the north and south subways on the Metropolitan lines.
President Cassatt said he was against an independent line such as
the moving platform subway, while Mr. Rea declared that the
plans proposed by John B. McDonald would be by far the best
suited to the requirements of the Pennsylvania Railroad and of the
city. The matter was laid over.

There was a lively session of the Rapid Transit Commission's
Plan and Contract Committee Tuesday afternoon, April 25, on the
subject of four-trackiyg the Fulton Street extension of the sub-
way in Brooklyn from Joralemon Street to the junction of Flat-
bush and Atlantic Avenues. The commissioners were told by the
representatives of the Interborough Company, which is building the
• extension to Brooklyn, that the four-tracking of the line would
cost $1,900,000, and they said the company e.xpected the city to pay
this cost, and that as additional rental the company would pay the
interest on the money in question. Finally, Commissioners Orr and
Smith advanced the suggestion of a compromise, by which half of
the expense of the additional tracks would be borne by the city and
half by the Interborough Company. Mr. Bryan, the representative
of the Interborough Company, was not pleased with the outcome.
He left the meeting with the understanding that he should com-
municate with August Belmont to see if he would accept the com-
promise. Mr. Orr said that if the committee received a favorable
reply from Mr. Belmont before the next meeting of the board,
that the committee then would report recommending the com-
promise.

The commission received a new proposition from the promoters
of the moving platform, who are seeking a franchise to build a sub-
way across Thirty-Fourth Street from the East River to Ninth
Avenue with their own money. Max E. Schmidt, the chief en-
gineer and general manager of the Continuous Transit Securities
Company, which controls the platform, laid before the board a sup-
plemental proposition. In it he agreed, if the city would grant the
desired franchise, not only to have the subway constructed with the
syndicate money, but also to stand the expense of changing the
subway from a moving platform affair to a cross-town subv/ay for
trains should the moving platform fail to carry the traffic which its
backers have guaranteed.

In connection with the stories of community of interest between
the New York City Company, the Pennsylvania Railroad and the
New York, New Haven & Hartford Railroad comes a statement
regarding a terminal station on the east side of the city that is of
interest. This station, to be used jointly by the three companies,
will be at Thirty-Third Street and Park Avenue, on the New York
City Railway's car house property, the block bounded by Thirty-
Second and Thirty-Third Streets, Lexington and Park Avenues.
The building of this structure is, of course, dependent upon the
New York City Company securing franchises to build East Side
subways from the Battery to Harlem. The use of the station by the
Pennsylvania will be confined to its local traffic.

THE NEW YORK TAX CASES BEFORE THE SUPREME COURT

Arguments in the New York franchise tax cases before the
United States Supreme Court were continued Wednesday after-
noon, April 19. Ex-Secretary of War Elihu Root concluding his
argument, begun the day before. Presenting the street railways
cases, he advanced the argument that the franchises under which
they operated prior to the enactment of the franchise tax law of
1899 were of such a character that neither State nor city had any
more right to increase the tax therein stipulated than the street
railroad companies had to decrease it. The legislature, he said,
has made franchises taxable as real estate, and they must, there-
fore, be taxed like all other real estate. "We concede the right of
the legislature to tax corporations," he said; "but we demand that
they apply to us no more onerous rule than is applied to others in
the same class, and we say that there has been gross and conspicu-
ous discrimination in this matter." He did not dispute the power
of the legislature to classify for purposes of classification, but he
contended that with the classification once made, all in a class must
be treated alike, which, he said, is not done under this law.

The last of the cases, that of the Brooklyn City Railroad Com-
pany, was then taken up. Charles A. Collin presented this case for
the company.

He based his argument almost entirely on the facts connected
with the terms on which the original franchise was granted to the
Brooklyn City Company. There were originally seven routes in
that city on which the right to construct car lines was granted by
the City Council on the most favorable bids, and these bids, he
he said, fixed the rates of from $10 to $50 in annual fees to be paid
to the city, and the fares at from 4 to 5 cents. The contracts, once
secured, were turned over to the city company on its giving a bond
of $200,000, which is still in effect. "This contract," he said, "fixed
the rates of fare and the annual tax to be paid on account of the
right created by the contract as specifically as a lease expressing
the amount of rent to be paid determines the rental during the
period of the lease, and any attempt to increase the annual tax on
account of the right created by the contract impairs the obligation
of the contract as seriously as an attempt to increase the rental
payable under a lease would impair the obligation of the lease."

Messrs. Mayer and Marshall replied, denying the existence of a
contract right, and thus closed the argument in the last of the series
of cases.

♦^^»

WESTINGHOUSE NEW YORK CHANGES

Westinghouse interests will occupy all but a small part of the
nineteenth and twentieth floors of the new Trinity Building at in
Broadway, New York, after May i. The executive offices of the
Westinghouse Electric & Manufacturing Company, which have for
nearly twenty years been at 120 Broadway, will be on the nine-
teenth floor of the new building, and the Eastern sales offices of
the Westinghouse Air Brake Company and the Westinghouse
Traction Brake Company will occupy a large part of the twentieth
floor. The law offices of Hunt, Hill & Betts, which have been for
several years in the Equitable Life Building, will be on the twen-
tieth floor of the new building, and the remaining part of the floor
has been sublet to an engineering company.

The United States Electric Light Company, which was absorbed
by the Westinghouse Electric Company shortly after the organiza-
tion of the latter company, opened offices in the Equitable Life
Building in 1878, and the old building has been more or less a
Westinghouse headquarters in New York for the past generation,
and the New York office of George Westinghouse. The new
offices in the Trinity Building will be more commodious to pro-
vide for the growth of the working stafif in the treasury and other
departments.

The New York sales offices of the Westinghouse Electric Com-
pany will remain in the Hanover Bank Building, at Pine and Nas-
sau Streets, without changes, and the New York office of the West-
inghouse Companies' publishing department, formerly at 10 Bridge
Street, will be connected with them. The export offices of the
Elect ric Company will continue at the same address, under the
management of Maurice Coster, recently appointed to succeed F.
B. H. Paine, and the office of Charles S. Powell, the new general
agent of the electric company, will be connected with the sales and
export offices. As announced in the Street Railway Journal of
April 18, Mr. Coster and Mr. Powell have arrived from Paris and
from London, respectively, to take up their new duties, after terms
of successful Westinghouse service abroad.

The Trinity Building, which is desirably located on the Broad-
way extension of the subway, with which it will have a direct con-
nection, will, judging from the leases already made, be largely oc-
cupied prcinu'nent engineering firms

798

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 17.

CAR ORDERS DURING THE FIRST QUARTER OF 1905

The present activity in the electric railway business is evinced in
no more significant way than by the large orders for cars which
have been placed during the last three months. Many of these
orders, and all the more important ones, have been mentioned in
the Street Railway Journal during the past ten weeks. The fol-
lowing table gives those which have been referred to in this paper,
together with a few others which are considered worthy of men-
tion, and make an aggregate of over 2000 cars. The list is in-
tended to be in no way complete, and if a record of the orders
could be taken from the books of the car-building companies it
would undoubtedly swell the total to considerably more than ap-
pears below. The reticence of most of the builders in making pub-
lic such a list prevents a complete record, but enough cars are
shown in the table herewith to demonstrate the great activity which
now exists in the industry. By Brill any one of the Brill interests
is understood.

City or Company

CITY COMPANIES
No. of Cars

Chicago companies 334

Brooklyn companies 350

Astoria

Westfield, Mass

Long Island Railway

Washington

Baltimore . . . .•

Philadelphia

Ford, Bacon & Davis roads

Boston

Schenectady

Cleveland

Cincinnati

Providence

Youngstown

Grand Rapids

Stone and Webster roads

New Haven

San Francisco

Omaha

Rochester

Montgomery, Ala

Manchester, N-. H

Milwaukee Electric Railway & Light.
Pennsylvania & Mahoning Valley . . . .
Chautauqua Traction Company

INTERURBAN

Syracuse & South Bay

Columbus & Cincinnati Traction Co.
Scioto Valley Traction Company . . . .

Ft. Wayne & Springlield

Toledo, Port Clinton & Lakeside. . . .

Toledo & Indiana

Chatauqua Traction Company

Toledo, Bowling Green & Southern..

Ft. Wayne & Wabash Valley

Northern Ohio Traction & Light Co.

Queens County Railway

Eastern Transit Company

Sandusky, Norwalk & Mansfield ....

Illinois Traction System

Ft. Wayne, Van Wert & Lima

Springfield, Troy & Piqua

Lansing & Suburban

Dayton, Covington & Piqua

Detroit, Monroe & Toledo

Augusta, Ga

Lorain Street Railway Company ....
Steubenville Traction & Light Co. . .
Jersey Shore & Antas Fort Railway .

Green Bay Traction Company

Pennsylvania & Mahoning Valley

Manufacturer

Brill & St. Louis Car Co.

Brill, American Car & Foun-
dry Co., Jewett, Cincin-
nati &' Laconia

2

Laconia

4

Laconia

200

American Car & Foundry

100

Brill

100

Brill

100

Brill

125

Brill

Brill

IS

Brill

50

Brill

50

Cincinnati

5°

Cincinnati

20

Niles

10

Brill

7.S

St. Louis

3°

Brill

75

St. Louis

10

Jones

20

Brill

4

Brill

25

Laconia

100

St. Louis

10

Niles

2

Niles

1,911

COMPANIES

10

Briil

10

Jewett

6

Atnerican Car & Foundry

4

Niles

5

Niles

4

Jewett

8

St. Louis and Niles

4

Cincinnati

4

Cincinnati

5

Niles

4

Brill

6

Brill

5
8

Niles

Brill

2

Cincinnati

4

Jewett

Niles

I

Barney & Smith

I

Niles

I

Laconia

5

Niles

I

Niles

I

Niles

4

Niles

10

Niles

115

CHICAGO, ROCK ISLAND & PACffIC AND ELECTRICITY

It is stated that the officials of the Chicago, Rock Island & Pa-
cific Railroad Company are seriously considering the use of elec-
tric power on portions of its lines out of Des Moines. The en-
gineers of the company have gone over these lines, and are now
engaged in drafting plans and preparing estimates for the work
of installing electric power. The plan is to use the trolley system
for passenger, baggage and mail and express service and for light
freight, and to use steam engines for heavy freight. The lines
probably affected will be the 42 miles between Des Moines and
Winterset, the 6 miles between Summerset Junction and Indianola,
about 18 miles of new road between Knoxville and Indianola, and

about 50 miles of road between Des Moines and Oskaloosa. The
plan also includes better service between all these points. Where
one or two trains are run each way a day, it is the intention to put
on a two or three-hour service. The adoption of the plan depends
on the cost and its feasibility. The officials believe, however, that
some such a plan will be needed in order to secure passenger traf-
fic between the points, as interurban lines will probably be con-
structed in the near future.

THE TROLLEY IN SUBURBAN PHILADELPHL/V

Electric railway projects are booming in the vicinity of Wayne,
and at the same time some of the property owners are sizzling
with indignation at the very thought of an invasion of this digni-
fied Philadelphia suburb by the electric railway. It is saitj that the
Philadelphia & Western Railroad Company has been running sur-
veys across the town, bisecting, first of all, the Wayne sewage
plant, then nipping a number of valuable properties and cutting
ofif a slice of the public school groimds. From the route chosen, it
is evident that cost of construction is not to be weighed against a
direct and feasible route. It is estimated that the value of the
property touched in Wayne alone will reach $1,250,000. George Q.
Horwitz, counsel for the Philadelphia & Western Railroad Com-
pany, refuses to deny or affinn that it is his company which is mak-
ing the surveys. The company has, however, spent a great deal of
money in purchasing rights of way in West Philadelphia and ir
Delaware County.

The Pennsylvania Railroad Company, also, is about to take a
hand in the fight, and it is announced that this company will lay
two additional tracks from Philadelphia to Paoli, 20 miles, giving
it six tracks in all. President Cassatt is quoted as saying that the
Pennsylvania Company will increase its suburban service — already
the finest on its great system — between Philadelphia and Paoli very
materially. About 100 trains per day are now operated, and as the
only towns in the 20 miles having a population of more than 2000
are Bryn Mawr, Ardmore and Wayne, not one of which has a
population of more than 4000, this service is especially noteworthy.
Accommodation trains leave Philadelphia for Paoli on the half
hour, from 5 145 a. m., until 10 :45 p. m., with more frequent ser-
vice from that hour until 12:40 midnight. Additional express
trains are operated frequently morning and evening, with a few
during the day. The half-hourly trains make all stops, but are
operated strictly on schedule. Eastbound, these trains leave Paoli
25 and 55 minutes after the hour, and arrive in Philadelphia 20
minutes later. Sunday trains also are operated every half hour.
This has tended to deter the electric railways from invading the
territory. The general opinion, however, has been that the Penn-
sylvania would reduce its service upon the advent of the electric
railway. This, it will be seen, has not proved to be the case. There
is no other suburban line running out of Philadelphia which af-
fords such frequent suburban service. The Philadelphia & Read-
ing makes some attempt at it on the Chestnut Hill and Frankford
lines, and upon the Glenside line ; but so many trains diverging at
Jenkintown to New York and Glenside to Willow Grove and New-
hope are run over the line that the systematic spacing of trains
is not carried out on anything like so complete a scale as the Penn-
sylvania's Philadelphia-Paoli service.

INTERNATIONAL STEAM PUMP COMPANY APPOINTS
GENERAL SALES MANAGER

At a conference last week of the branch office, sales managers
and the general officers of the International Steam Pump Com-
pany, the announcement was made that F. H. Jones, fonnerly man-
ager of the air compressor department, would assume the duties
of general sales manager and take up the organization of a com-
prehensive and thoroughly co-ordinated general sales department,
similar to those recently organized by several other large corpora-
tions. The International Steam Pump Company controls Henry R.
Worthington, Inc., having new and extensive works at Harrison,
N. J. ; the Geo. F. Blake Manufacturing Company and the Knowles
Steam Pump Works, located at East Cambridge, Mass. ; the Laid-
law-Dunn-Gordon Company, whose manufacturing plant is at Cin-
cinnati, Ohio ; the Snow Steam Pump Works and the Holly Manu-
facturing Company, both located in Buffalo, N. Y. ; the Deane
Steam Pump Company, of Holyoke, Mass., and the Clayton Air
Compressor Works, of Brooklyn, N. Y.

The appointment of Mr. Jones to the general managership of the
consolidated sales department follows his successful experience of
five years as manager of the air compressor and power pump de-
partments, and in charge of special government work for this com-
pany. Mr. Jones is a graduate of Cornell University, class of 1880,
and immediately after leaving school entered this branch of work,
engaging in the manufacturing, selling, and sales management of
pumping apparatus up to the present time.

April 29, 1905.]

STREET RAILWAY JOURNAL.

799

MOTOR-DRIVING FOR MACHINE TOOLS

At the convention of the National Machine Tool Builders' As-
sociation, held in Washington on April 11 and 12, a discussion of
the application of individual variable-speed motors for the driving
of machine tools was most thoroughly entered into under the fol-
lowing headings : "Advantage of the Motor Drive and Greater
Power Necessary in the Belt Drive for Machine Tools," "Relative
Cost of Power for Belt-driven and Motor-driven Machine Shops,"
"Standardization of Motor Drives."

G. Herbert Condict, vice-president of the Electro Dynamic Com-
pany, Bayonne, N. J., was invited to address the association on
the above subjects, and made the following interesting points:

It was pointed out that in the case of equipping a new shop a
saving could be made in the initial cost of the power plant, owing to
the fact that there will be less loss in the transmission of the power
from the engine shaft to the shaft of the tool, and therefore a
smaller power plant would be required. With the belt drive it had
been practically demonstrated that the average loss in the shafting
and belting amounted to at least 50 per cent of the total power
developed by the engine. This is especially owing to the fact that
when a belt is laced it is made as tight as possible, in order to pro-
vide for stretching, and this results in loss of power in the friction
in the bearings as well as in the running of the belt itself. After
the belts have run for some time they become loose, and there is a
loss of power from slipping. In the case of the line shafting itself,
no matter how carefully the line may be put up in the first place,
there will shortly be a certain amount of distortion, especially in a
long and heavy shaft, which in time will cause a great loss in the
shafting bearings even if they are well lubricated.

In electrical transmission, assuming that the shop is to be op-
erated at, say, 75 per cent of the generator capacity, so that a good
efficiency can be obtained from the generator itself, the loss be-
tween the engine shaft and the line will be about 6 per cent, the
line loss 2 per cent, and an average loss in the motor itself of about
17 per cent, a loss between the motor shaft and the shaft of the tool
itself, where a single pair of gears or a chain drive is used of 5 per
cent, or a total loss between the engine shaft and the tool shaft of
about 28 per cent. Attention was called to the fact that the loss
in the shafting and belting is practically a constant loss, no matter
whether the shop is operated at its full capacity or not, while the
loss in the case of the electrical transmission varies practically
with the power used. Instances were given of a plant which has
been entirely equipped with individual motor drive, in which only
one-half of the power capacity had been installed, which had been
calculated would be necessary in the case the shop had been de-
signed for belt drive, and that this power plant had been operated
on an average of only one-half of its capacity, thus showing that
in this particular case only 25 per cent of the power was required
for running the shop with electrical transmission that had been
estimated on for belt transmission. Another case was given in
which it was desired to operate only a few tools in a shop, for
which about 25 hp would be required, and a spare engine of about
35-hp capacity was started up to do the work. It was found that
this engine would not turn over the shafting, and upon a careful
investigation of the entire plant it was discovered that over 50 per
cent of the power was consumed in the shafting alone. One of the
members of the association had stated that he knew of a case of
power transmission which had been carefully tested, and in which
it was found that 83 per cent of the power produced had been con-
sumed in shafting and belting. It is therefore assumed that the
average loss in belt-driven shops of 50 per cent of the power is
not excessive, and that therefore a large saving in the initial cost
of the power plant would result if the electrical drive were adopted
in place of the belt drive. As to the relative cost of the equip-
ment of totals with individual motors and of their equipment with
shafting and belting, it is impossible to arrive at any exact figures,
but provided that the two-wire system should be adopted (as in
the case of the inter-pole motor) it is believed that the cost of the
electrical transmission would be much less than that of the belt
and shafting transmission.

As to the difference in cost of maintenance of the motor drive
and shaft-belt drive, there is no question that the former will show
a greater saving over the latter, as in the case of the electrical drive
the cost of maintenance is comparatively small, assuming that the
electrical apparatus is made according to the most advanced
methods of designs and skill which are in vogue at the present
time. This is particularly the case in electrical machines using ball
bearings, owing to the fact that a guarantee of ten years can be
obtained on these bearings from the manufacturer.

Statement was made by one of the members of the association
that he had been unable to secure from any of the electrical manu-
facturers a variable-speed motor which would operate on a 500-
volt circuit. Mr. Condict stated that the inter-pole motor would
operate on a 500-volt circuit as well as on a iio-volt circuit with

high efficiency and absolutely sparkless, even at a speed ratio of
4 to I.

Attention was called to the celerity with which speeds of the tool
can be changed, and also to the fact that the very much greater
variations of speed can be secured, so that the tool can be run at the
most advantageous rate for any given work. There is also less op-
portunity for accident to men and equipment, owing to the fact
that there are no belts to throw on and off. In this connection
the saving in time was referred to, as in the case of the electrical
change it is only necessary to turn a handwheel or lever instead of
throwing a belt from one pulley to another. Assuming that the
generating plant furnishing the power is built on up-to-date
methods, so that a spare unit is available, there is practically no
liability of a shut down on account of a hot bearing or breakage
in any part of the equipment. Reference was made to a case in
which a department of a machine shop was being examined, where
the bulk of the tools were driven from a line of shafting, but one
lathe was equipped with a variable-speed motor. A hot bearing
occurred on the line shaft and shut down all tools run by the shaft,
and for 20 minutes twenty-three machines were idle while the
machinist on the motor-driven tool continued his work. As these
shut downs are liable to occur in the best regulated shop from
various defects and troubles of shafting and belts, this item of
saving is quite an important one. Attention was called to the fact
that in the convention held by the electric power and railway in-
terests no reference is now made to the belt driving of electric gen-
erators, as no designer of a modern plant would consider anything
but a direct-connected unit. The statement was made that in all
probability the equipment of the shop by shafting and belting will
not be considered by future conventions of the Machine Tool
Builders' Association, as there seems to be a desire on the part of
both the machine shop men and the builders of machine tools to
equip all tools, no matter of what capacity, with the individual
motor drive. Incidentally, reference was made to the absence of
dirt and non-interference of the lighting which are features of the
motor-driven shop.

*^

PROGRAMME OF THE INTERNATIONAL RAILWAY CONGRESS

The seventh convention of the International Railway Congress,
which meets once every five years, will be held at Washington,
D. C, May 3-13, 1905. The membership includes steam railway
companies in all parts of the world, and the last session was held
in Paris in 1900. It is expected that the delegates from abroad
will reach New York City by May i. On that day a programme
has been arranged by which they will be enabled to visit the prin-
cipal points of interest in that city. May 2 will be spent in Phila-
delphia, and May 3-13 in Washington. After that date the foreign
delegates may take either a short tour, comprising Altoona, Pitts-
burg, Cleveland, Buffalo, Schenectady and Boston, or a longer tour,
combining as well Cincinnati, St. Louis, Chicago and Montreal.
The subjects to be discussed at Washington include the following:

Section i — Way and Works. — I. "Wooden Sleepers or Cross-
ties ; Selection of Species of Timber Used and Processes of
Preservation." II. "Rails for Lines with Fast Trains." III. "Im-
proved Rail Crossings" (frogs). IV. "Concrete and Imbedded
Metal."

Section 2 — Locomotives and Rolling Stock. — V. "Locomotives
of Great Power." VI. "Pooling Locomotives." VII. "Automatic
Couplers." VIII. "Electric Traction."

Section 3 — Working. — IX. "Lighting, Heating and Ventilation of
Trains." X. "Automatic Block System." XI. "Baggage and Ex-
press Parcels." XII. "Suburban Traffic."

Section 4 — General. — XIII. "Slow Freight Rates." XIV.
"Bookkeeping." XV. "Duration and Regulation of Work." XVI.
"Provident Institutions."

Section 5 — Light Railways. — XVII. "Influence of Light Railways
on the Main Lines." XVIII. "Direct Financial Co-operation by
Public Authorities." XIX. "Organization of a Cheap Service on
Branch Lines which Carry Little Traffic and on Light Railroads."
XX. "Traffic Conveyed by Automotor Cars."

TUCKER-ANTHONY TO BUILD BETWEEN INDIANAPOLIS
AND TERRE HAUTE

It is announced that the Tucker-Anthony syndicate of Boston
has just taken over the franchises and partly completed roadbed of
local companies, and will immediately begin the construction of a
traction system between Indianapolis and Terre Lfaute, Ind., a dis-
tance of 72 miles. The firm has bought the absolute rights to this
property, including 14 miles of completed roadbed between Indian-
apolis and Danville. This system will be an important extension
of the already large holdings of the firm in Indiana. The new road
will have its terminal in the large Union Station at Indianapolis.

8oo STREET RAILWAY JOURNAL. [Vol. XXV. No. 17.

MR. BEGGS ELECTED PRESIDENT OF THE NATIONAL
ELECTRIC COMPANY

A special despatch to the Street Railway Journal from Mil-
waukee, dated April 27, states that the First National Bank, of
Milwaukee, had had assigned to it about two-thirds of the capital
stock of the National Electric Company as security for loans. The
bank has now taken over the control of the latter company, and
John I. Beggs, Charles F. Pfister, Frederick Vogel, Jr., J. H. Van-
Dyke, Jr., all of whom are directors of the First National Bank,
have been elected directors of the National Electric Company, re-
placing S. W. Watkins, president; F. G. Bigelow, chairman of the
board of directors; F. C. Randall, director, vice-president and
general manager, and Gordon Bigelow. Former directors A. N.
McGeoch and B. T. Becker will remain on the board.

John I. Beggs, president of the Milwaukee Electric Railway &
Light Company, has been elected and has accepted the presidency
of the National Electric Company and will direct its afTairs. Mr.
Beggs announces that the business of the company will be actively
continued and all contracts promptly completed. The indebted-
ness is now being ascertained, and when it is known, a meeting of
the creditors will be called to consider the best plan for protecting
all creditors and promoting the future welfare and jrogress of
the company, which Mr. Beggs believes can be made successful
and profitable.

STREET RAILWAY PATENTS

[This department is conducted by Rosenbaum & Stockbridge,
patent attorneys, 140 Nassau Street, New York.]

UNITED STATES PATENTS ISSUED APRIL 18, 1905

7^7^3(>2- Car Brake ; Charles A. Fisher, Niagara Falls, N. Y.
App. filed May 14, 1904. Details of construction of an auxiliary
brake drum.

787,527. Trolley Retriever; Francis M. Miller, Arcadia, Ind.
App. filed Feb. 2, 1905. The trolley cord is wound upon a drum
mounted in a casing, in which is also mounted a continuously-
driven pinion, and means whereby an upward pull on the cord will
throw the drum into engagement with pinion and thereby wind
up the cord.

787,574. Safety Appliance for Street Cars ; Robert Hirsch, Tep-
litz-Schonau, Austria-Hungary. App. filed Dec. 28, 1903. Two
rollers mounted in advance of the car truck and at right angles to
the track rails, are adapted, when an obstruction is encountered, to
rotate in a direction opposite to the direction of rotation of the
car wheels and at the same time to swing around to a position
parallel to the track rails to thereby brush aside any obstruction.

787,603. Car Seat; Hubert Witte, St. Louis, Mo. App. filed
April 29, 1904. Details of a "walkover" seat.

787,643. Car Brake ; Jacob Roediger, St. Louis, Mo. App. filed
July 15, 1904. Relates more particularly to means for uniting the
hand-operated brake with the air-brake in order that said brakes
may be used independently and yet utilizing but the single set of
brake rods that are ordinarily made use of underneath the car
body.

787,682. Car Construction ; Frederick W. Langehennig, St.
Louis, Mo. App. filed Nov. 21, 1904. The combination of side sills,
insert tie-plates positioned between said sills and extending up-
wardly therefrom, and posts secured to said tie-plates.

^>

PERSONAL MENTION

MR. CHARLES DAVIS has been elected auditor of the Olean
Electric Railroad, of Olean, N. Y.

MR. J. VAN VLECK, mechanical engineer of the Interborough
Rapid Transit Company, of New York, sailed for Europe Thurs-
day, April 27.

MR. H. J. LAKE, master mechanic of the Muncie, Hartford &
Ft. Wayne Railway Company since the road was opened, has re-
signed to accept the position of master mechanic of the Indian-
apolis, Columbus & Southern Traction Company. Mr. Lake will
assume his new duties May i. His heaquarters will be at Green-
wood, Ind.

PRESIDENT EDWARD C. SPRING, of the Ohio Interurban
Railway Association, is making a trip through Ohio and Michigan
to induce companies, not already members of the association, to
join the organization, and particularly to increase the number of
roads in the arrangement r-n interchangeable coupon books. The
books are in use on 21 road, and the association is very desirous of
making them universal thru ighout the district.

MR. NEWCOMB CARLTON, fourth vice-president of the
Westinghouse Electric & Manufacturing Company, has been elected
a member of the executive committee of the American Street Rail-
way Manufacturers' Association to succeed Mr. Calvert Townley,
resigned. Mr. Charles C. Pierce, Boston representative of the
General Electric Company, has also been elected to the executive
committee of the American Street Railway Manufacturers' Asso-
ciation, to succeed Mr. J. R. Lovejoy, resigned.

MR. THOMAS COMMERFORD MARTIN, editor of the
"Electrical World and Engineer," of New York, was tendered a
complimentary dinner at the Cafe Royal, London, on April 8, by
representative members of the British Institution of Electrical En-
gineers, as a mark of appreciation of that gentleman's many efforts
in the entertainment of British visitors to the United States last
year. Mr. Robert Kay Gray, past president of the British Institu-
tion of Electrical Engineers, presided at the banquet, at which some
forty gentlemen were present.

MR. F. L. MATSON, master mechanic of the Indiana Union
Traction Company, at Anderson, Ind., on May i, leaves that com-
pany to become superintendent of motive power for the Chicago &
Milwaukee Electric Railroad Company, at Highwood, 111. Mr.
Matson received his early mechanical training in steam railroad
shops. He went to the Indiana Union Traction Company in 1901
as assistant master mechanic, and the following year was appointed
master mechanic. Previous to that he was with the South Side
Elevated Railroad Company, of Chicago.

MR. DAVID YOUNG, expert advisor to Brown Brothers, of
New York, in traction matters, is engaged in making a thorough
examination of the property of the United Railways & Electric
Company, of Baltimore, with a view to making suggestions for the
further rehabilitation of the system. Mr. Young, who formerly
was general manager of the North Jersey Street Railway Com-
pany, now a part of the system of the Public Service Corporation,
has advised similarly in regard to the interests of Brown Brothers
in St. Louis, San Francisco and other cities.

MR. J. N. DODD, recently with the English Electric Manufac-
turing Company, Preston, England, arrived in Boston April 17,
after a residence of about five years in England. Mr. Dodd's work
in this country is best known in connection with the Walker Com-
pany, of Cleveland, Ohio, with which he was associated for about
three years, designing railway generators and motors. On the ab-
sorption of that company by the Westinghouse interests in 1899,
Mr. Dodd went to England with Mr. Sidney H. Short, to assist him
in the engineering work in connection with the formation of the
English Electric Manufacturing Company, and the development for
it of a line of American types of railway generators and motors.
Since Mr. Short's death, in 1902, Mr. Dodd has carried on his work,
having entire charge of the standardization of the Electric Com-
pany's direct-current machinery. That work being now completed,
he resigned his connection with the English company this spring
and returns to this country to take up engineering work here. He
will spend a few weeks in reviewing the American railway engi-
neering field before taking up active work. Mr. Dodd is a graduate
of Princeton University, class of '93, and previous to his practical
e-xperience in electrical designing work was Fellow in Mathematics
in Princeton University, and Professor of Mathematics and Physics
in Bethany College, West Virginia.

MR. C. D. EMMONS has been appointed general manager of
the Fort Wayne & Wabash Valley Traction Company, of Fort
Wayne, Ind., in charge of all the company's property in Northern
Indiana. The system embraces the following properties : Fort
Wayne city traction lines. Fort Wayne electric lighting plant. Fort
Wayne & Southwestern Traction Company's line frorri Fort Wayne
to Wabash, Wabash River Traction Company, and Wabash-
Logansport Traction Company from Wabash to Logansport, the
Logansport Street Railway, and the Logansport, Rochester &
Northern Traction Company, and the Lafayette Street Railway
Company. The other interurban lines to be built out of Fort
Wayne north and south will also be under his management. Mr.
Emmons was born in Lafayette, Ind., in 1871. He was taken in his
boyhood to Pittsburg, where he lived for eighteen years. He was
educated at the Western University of Pennsylvania, graduating
with the C. E. degree. He then entered the service of the Penn-
sylvania Railroad, beginning as a rod man, and advancing to the
position of supervisor of signals for the territory around Philadel-
phia. In 1900 he accepted an ofifer to become general superintendent
of the Lafayette City Railway system. In July, 1903, he came to
Fort Wayne as general superintendent of the lines enumerated
above, beside acting as superintendent of construction of the Ohio
& Indiana Construction Company, which is building the Fort
Wayne, Van Wert & Lima Railway, which will be completed into
Fort Wayne next summer.

Street [Railway Journal

Vol. XXV.

NEW YORK, SATURDAY, MAY G, 1905.

No. 18

Published Every Saturday by the^\^v''_^ ' ^

McGraw Publishing Cbmpafi^

Main Office:

NEW YORK, Engineering Building, 114 Liberty Street.
Branch Offices:

Chicago: Monadnock Block.

Philadelphia: 929 Chestnut Street.

Cleveland: Cuyahoga Building.

London: Hastings House, Norfolk Street, Strand.

Cable Address, "Stryjourn, New York"; "Stryjourn, London" — Lieber's Code

used.

Copyright, 1905, McGraw Publishing Co.

TERMS OF SUBSCRIPTION

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NOTICE TO ADVERTISERS
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Of this issue of flic SfrccI Riilzvay Journal 9300 cofics arc
printed. Total circulation for 1905, to date. 148,830 copies — an
average of 8270 copies per zveck.

The International Railway Congress

The nifctings of the J lUernational Railway Congress at
Washington this week promise to lie very largely attended and
should be of great value in adding to the general knowledge as
to electric operation. At the last meeting of the Congress,
held in Paris in 1900, little could be reported on the application
of electricity to steam line conditions. There were presented
at that meeting, it is true, several papers descriptive of storage-
battery motor cars in Europe and of the third-rail ex])erinients
l)cing conducted at that time in this country liy the New ^'()rk,
New Haven & Hartford Railroad. But little had been accom-

]i]i,shed up to that time, and there was not much which could
be sai(!l either in favor of or against the new motive power,
, based Ipn actual practice.

At/present, matters are different, although the progress dur-
ing^e last five years has not been so rapid as it might have
been. In the direct application of ele:tric power to steam rail-
road work, America has lagged behind Europe, and outside of
the uncompleted installation of the New York Central and Penn-
sylvania Railroad companies, this country has little to show, of
any magnitude, bearing directly on this subject. But on our
snljway, elevated and high-speed interurljan railways, we have
in service the same principles of construction and character of
equipment which will be used in heavier work. It will be im-
possible, for instance, to see the Long Island Railroad Com-
pany's electric cars in operation ; but the New York Subway
steel cars, which are just like them, can be studied at length in
New York City. The multiple-unit system to be employed on
the New York Central Railroad is in operation on over half a
hundred different electric roads in this country at present, the
third rail on twenty-five or thirty roads and steam turbines of
large size in equally as large a number of stations. Single-
phase motors can also be seen, working on tramway lines it is
true, but on 3000 volts, and perfectly applicable, so far as their
principle is concerned, to as much heavier work as may be
desired.

While America has practically no example, outside of ele-
vated railways, of electrified steam lines, it must not be as-
sumed that no evidence on this subject will be presented at the
Congress. At least one of the great steam railway companies
of England, which has gone extensively into electricity, will
be well represented at Washington, and papers on European
]3rogress in this direction will be presented by French, Italian
and Belgian engineers, all of whom will speak from actual ex-
perience. It is also reported that one of the German Govern-
n:ent engineers present will present a report of the Zossen
trials. Altogether it is very fortunate that the 1905 Congress
should be held in this country, partly so that our foreign vis-
itors can inspect American electrical installations, but still
more so that American managers can learn through them the
possibilities of heavy electrical traction.

The Relation Between Electric and Steam Roads

Almost from the beginning of electric tra:tion the competi-
tive importance of the new motive power became evident, al-
though the early electric roads were tramways in the ordinary
sense of the term. Their ability to make good time and to
land their passengers somewhere nearly at their destinations
told in their favor, and will of necessity continue so to do.
The street railway utilizing tlie public roads and giving in re-
turn for thai \'alual)k- privilege the advantages of low fares,
lre(juent service and convenient stopping places, occupies a

802

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

place quite by itself in public transportation. The steam rail-
way, merely because of its location, cannot enter into direct
competition with the street railway, pure and simple, although
it feels that competition very keenly within a certain district.
It is hardly necessary therefore to consider ihis ])hase of the
matter. In the recent development of electric traction, how-
ever, a totally different condition of things has arisen. Sub-
urban and interurban electric roads have outgrown tramway
conditions, and the more important of them have become ordi-
nary railroads, specialized in service and using a new motive
power, but operating under conditions similar to their older
rivals. That this new type of railroad has met a public want
its success amply shows, but we think it a mistake to suppose
that the difference of motive power implies a necessary atti
tude of hostility, or that there is anything essentially irrecon-
ci]al)Ie in the ])ositions of the two types of road. They meet
respectively two phases of public demand w'..ich actually exist,
and so long as they meet them, Loth will prosper. Within
moderate distances and within certain limits of traffic density,
the road that takes advantage of electrical power distribution
to operate quick and frequent trains gets, and will continue to
get, the lion's share of the traffic.

It seems, therefore, almost amusing to see the efforts made
by some of the ultra-conservative steam roads to dodge the
issue and to attenijjt to avoid the dilcnmia (if dperating elec-
trically on the line hand, or, on the other hand, of confining
their activities to a class of tralhc in which ;il jirescnt they
have the advantage. Every few weeks we hear that the X, Y
& Z R. R. is going to ])Ut into service a new line of light and
fast locomotives, or has contracted for gasoline motor cars for
its sulnirban lines. Now, we believe that there is a field, and
a good one, for gasoline motors. But in suburban service the
thing whi;h counts is ability to get to high speed quickly and
to maintain that speed in trains rnmiing u])on short headway.
No motive power unable to meet such requirements amounts
to much in this sort of service, and it has now been amply
demonstrated that the many driving whe-^ls and enormous
power supply of an electric train giv^s it altogether unique
powers of this very particular sort. There is very little use
in theorizing about this matter — the steam railroad that most
promptly realizes the facts and acts accordingly is the one that
will lose the least money.

On the other hand, electric traction in the ])resent stage of its
development has also its limitations. It cannot help much in
running fast through trains both from the limitations of elec-
trical supply and from the inqn-acticability of running very
high-speed trains over the same tracks which are in use for a
radically different sort of service. In heavy freight haulage,
too, electric traction has as yet made very little headway.
What it will finally do in these particulars is quite another
matter, but we are speaking merely of the present. The prob-
lem of cheap, fast and convenient local traffic has been ad-
mirably worked out on electric lines, and for this service, as
well as for some special applications, as described by Mr.
Armstrong in this issue, electricity seems especially adapted.

There is not the slightest reason why both motive powers
should not be freely used on the same system, as will presently
be the case on the New York Central, and then the distribution
of method best suited to the conditions can readily be worked
out. The oidy objectionable feature of the operation of elec-
tric and steam service on the same system arises when a steam,
road attempts the benevolent assimilation of electric roads for
the purpose of throttling competition. The public necessity is

always for more and better transportation, no matter by whoni'
it is furnished, and no sort of combination of interests that
cuts down existing facilities should be tolerated for a moment.
In many instances, however, electric roads can become val-
uable feeders for the trunk lines, and by whomsoever oper-
ated act to improve the general business of transportation.
There is many a district which can profitably be exploited by
an ordinary trolley line, while it would be but indifferently
served by an ordinary branch railroad. In such case a steam
road does well to build the trolley line or to IimkI a hand in
liuilding it, if itself unwilling to assume the whole burden.
As a rule, active competition between an interurban electric
line and an existing railroad takes place oidy where the ordi-
nary railroad service has been outgrown by the needs of the
community, for nowhere else can the electric road hope to
prosper in competition. We believe that a good many railway
managers are fully alive to the necessities of the situation,
and year by year more of them will take to' electric traction
wherever it will pay. The paying field bids fair to increase year
Ijy year, but even the most enthusiastic advocates of electric
traction hardly look for a wholesale change from present
methods in the very near future. The suburlian work on the
New York Central will prove a very valuable object lesson
which other roads will do well to study. One cannot success-
fully resist the a])i)lication of improved machinery, whether of
n'anufacture or of transportation, and the wise man will not
lie the last to move in the line of general advance.

A Weak Point in Repair Work

J he princijial work of any electric railway repair shop is the
renewing of worn or defective parts in trucks and motors and
the maintenance of car bodies. Car bodies in ordinary daily
operation recjuire little Ijeyond cleaning. Trucks and motors
require more frequent attention. The overhauling and thorough
cleaning of motors aud the renewing of bearings is a matter of
regular routine. No small part of the total labor and cost of
making motor and truck repairs is in the getting ready to make
these repairs. Motors and brake rigging must be disconnected,
car bodies raised and motors hoisted out of the trucks ; or, if the
work is to be done from the pit, motors and armatures must be
disconnected and lowered into the pit and then taken out to
some other part of the shop for cleaning and repairs. A large
])art of the shop labor goes into simply taking apart and getting
logether trucks and motors.

It is recognized in all classes of small manufacturing estab-
lishments that it is the make-ready cost which is most to be
feared, and it is the same in the electric railway business. It
is not uncommon to find electric railway repair shops finely
equipped for turning out rei)air ])arts just as a regular factory
would turn them out, Init with exceedingly poor facilities for
getting these repair parts in and out of trucks and motors. In
other words, the cost of handling is too high. In large modern
factories the cost of handling material is very carefully con-
sidered and everything possible is done to reduce this cost of
handling.

In electric railway repair work where the cost of handling is
such an important jiroportion, attention certainly ought to be
given to keeping this cost down. There has been considerable
improvement in the past few years ,in electric railway shop
practice in this respect. Rapid disconnection of motor leads
has been possible by mechanical connectors which replace the
former soldered joints. Hand-operated jacks for hoisting car
f'odies and motors, as well as the slow hand-operated chain

May 6, 1905.]

STREET RAILWAY JOURNAL.

803

block, are giving place to hydraulic, pneumatic and motor-
driven hoists, and overhead cranes and carriers with which
one man can do the work which formerly required three or
four. All facilities of this kind for qui;kly handling motors,
car bodies and trucks mean more than the direct saving of men
required to do a certain operat'un. Tliey usually mean the
saving of the time of several other men who arc waiting for
those actually doing the work to get various parts clear to
work on. If some of the smaller companies would kjok more
carefully into the cost of getting repair parts into and out of
car equipments rather than attempting to split hairs on the
cost of manufactured repair parts, their energies would Ije liet-
ter directed. Many repair parts can be bought very cheaply in
the open market because of competition and the perfection of
manufacturing processes, but there is no competition in the
cost of handling motors and trucks in the repair shop, and for
that reason there is apt to be greater laxity.

Another Single-Phase Road

It gives us much pleasure to record some details of the new
Bloomington, Pontiac & Joliet electri: road started a few
weeks since. The ])rojcct is notalile as including in its final
form a road long enough to l;r'ng out the real advantages of
an alternating-current distriliution, although only the first sec-
tion of a little over ro n:iles is already in operation. When
the full 90-miIe line is working, the value of the high-voltage
trolley wire will l:)e conspicuously brouglit out." A feature of
interest is the collection of current from the 3300-volt trolley
wire by means of an ordinary trolley wheel. All the experi-
ence yet acquired with high-voltage working conductors seems,
in fact, to point to an ease of operation very gratifying to the
engineer. It has certainly been proved that at any voltage
that one would care to use on an overhead trolley wire current
can be successfully taken without any of the difficulties which
were at first feared. Just how far the trolley voltage should
be pushed without passing to the Zossen device of side contact
cannot yet be determined, but the limitation probably lies in
the speed of the car rather than in anything else, since it would
not be difficult to make such provision for safety that the trol-
ley wire could not come down far enough to hit the car with-
out cutting itself out. The catenary form of construction is
especially well fitted for this high-voltage work and greatly
facilitates high car speeds, such as should be attained on this
line after a greater length has been completed.

The motor equipment of four 75-hp motors is certainly ample
for putting the cars over the track in a very lively fashion, and
the road, with its probable final connections to Chicago and
St. Louis, may prove to be favorable for trying high-speed ex-
periments later on. We doubt not, too, that later means will
be found for working these single-phase motors at a consider-
ably higher voltage than 200 per motor, so as to avoid the
steady operation in series which is now employed. We have
been slow in this country in getting single-phase roads into
actual operation, but now that they are fairly going, we shall
expect to get the engineering details of operation that will give
a clearer idea of the applicability of the system to larger work.
If a 75-hp motor can be counted on for regular, effic'ent an 1
sparkless o]jcration, it will not be a long step to the ()]K'ration
of a 150-hp or 200-hp motor, and with four of these latter per
car the way will be made clear for railway operations on a
large scale. Steam radroad men will watch the working of

these initial single-phase plants with the keenest interest, for,
as we have many times intimated, the key to the larger railway*
work is in high voltage on the working conductors so as to
permit the operation of a road in long sections. High-voltage
distribution is relatively fruitless if the road must still be fed
by a large number of sub-stations upon which it is well nigh
impossible to keep up a decent load factor, save in the case
of very dense traffic. With the possiliility of feeding 50 miles
or more of track from a single transformer station will come
different conditions, permitting the electrical equipment of
many roads which arc not now practicable for electric
traction.

The general equii)ment of the line here considered seems to
have been very carefully worked out, and it is interesting to
note the comparatively small additions needed to fit the system
for operation on direct as well as upon alternating current.
We cannot help feeling, however, that the importance of this
feature has been somewhat overestimated, for the larger work
in which alternating motors can be of most value is very largely
on long lines working somewhat independently. Unquestion-
ably there will arise cases where direct current working at
the termini will lie useful, but a motor which can be success-
fully fed from a high-pressure trolley wire is of the first order
of importance, quite outside of the additional feature consid-
ered. The thing most needed now is more knowledge of tlie
real operative qualities of alternating traction motors, and with
the roads now running, this should lie rather quickly acquired,
for in the present state of electrical engineeririg inconsequential
difficulties can be readily distinguished from real ones. One
feature of the motors in this new road is their very moderate
weight for the output, not at all extraordinary, of course, for
traction motors of modern design, but very encouraging for a
radically new type laboring under some inherent disadvantages
in the matter of weight efficiency. Of course, in rapid accelera-
tion single-phase motors are at present rather at a disadvan-
tage, but after all, for the class of work on which they are most
likely to be used extreme acceleration is usually not a vital mat-
ter, and electric motors are in this respect so far ahead of
ordinary locomotives that one need not worry on this score.
Altogether the outlook for single-phase commutating motors
seems more promising than it did a short time since, and we
hope that engineers will be encouraged to give them a thorough
trying out instead of fighting a bit shy of them, as they have
rather been disposed to do. In everything of this sort it should
not be forgotten that electrical engineering has reached a poinr
where results can be predicted with more certainty than a few
years ago, and there is far less likelihood of serious mistakes.
We wish the new road a long life and a happy one.

Coal Mine Ownership by Electric Railways

There has been a nolicealjle mox ement lately among electric
railway, light and ]30wer conqianies, wdiich are large con-
sumers of coal, to procure their own coal mines so as to con-
trol as far as possible the supply of coal needed to keep their
properties in operat'on. Not a few interurlian roads are now
m a position where they can haul consideralile coal for their
(jvvn use and for retailing along the line. As coal prices seem
to have a steadily u]_)ward tendency, there would seem to be
considerable wisdom in getting hold of good mining properties
at this time rather than to wait until later, when prices on coal
and coal mining in"operties have aflvanced.

8o4

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

NEW SEMI-CONVERTIBLE CARS WITH STEEL UNDER-
FRAMES, FOR THE BROOKLYN RAPID
TRANSIT COMPANY

One of the most important of the many recent improvements
u])on the Brooklyn Rapid Transit Company lias been the recent

INTERIOR OF THE NEW BROOKLYN SEMI-CONVERTIBLE CAR

year that, with the present rate of development of traffic in
Brooklyn, a considerable additional equipment would soon be
required to handle the rapidly increasing business. During the
past few years the records show that the traffic in Brooklyn has
grown far more rapidly than provisions could be made for
handling it.

To provide in advance for the inevitable development in this
department, and also to provide a suitable amount of reserve
equipment, an order was placed, in 1903, by the company for
100 elevated cars to supplement those already in use by the
company. These cars were delivered last fall and are now
largely equipped and in service. They involve many radical
departures in car construction, both as to framing methods and
as to provisions for catering for the very heavy sununer traffic
with which the Brooklyn elevated lines leading to the ocean
summer resorts are favored. For the latter purpose, the cars
were designed upon the semi-convertible plan, whereby the at-
tractions and comforts of summer riding might be obtained in
lull. As to construction, the use of steel has been made an
important factor in accordance with the latest ideas of car
design. A novel design of self-supporting underframing has
also been adopted, by means of which a perfect alignment of
body is secured without the usual type of under truss rods.

These cars do nut differ in general appearance from those
now in use upon the system ; they are of the end-door type with
open platforms, and the seating arrangement is of the well-
known "Manhattan"' type. The motormen's ca1)S are located
within the body of the car, occupying the space of one window
each, as indicatetl in one of the plan drawings of the car. These
cabs embody the convertible arrangement by which, when not
in use, the seat is available for the use of passengers, in accord-
ance with the standard design illustrated in the article upon the
reconstructed cars of this company above referred to. As will
also be noted from the exterior view of the car, the platforms
are provided with steps and lifting trap doors by which the

extension of the use of the electric
motive power to the few remaining
elevated lines which had been up to
last fall operated by the original
steam locomotives. This was made
possible by the final completion of
the large central power plant of the
company last sunnner. It made
necessary, liowever, a large increase
in the elevated rolling stock equip-
ment to replace the steam trains.
Not even the extensive work of re-
construction and re-equipping of the
old steam coaches and iniscellaneous
elevated passenger car equipment, as
inaugurated last year at the large
Thirty-Ninth Street repair shops of
the company, could supply the needed
equipment fast enough to satisfy the
demand.

As was noted in the articles upon
the reconstruction work in the Aug.
13 and 20, 1904, issues of this jour-
nal, the elevated cars have been
practically rebuilt in those shops,
being heavily strengthened in all
parts and, in addition, equip])ed ac-
cording to the newly-adopted stand-
ards of under rigging, brake and

draft rigging, platform standards, electric wiring, inside detail,
etc. The relniilt cars have been turned out very rapidly, and
up to the present time fully 400 cars have been passed through
this heavy overhauling process. But it was foreseen early last

THE NEW SEMI-C(iX\ EKTIBLE

C.\R W ITH STEEL UXDERERAMING EUR THE BROOKLYN
ELEVATED LINES

cars may be made available for either elevated or surface oper-
ation. This is necessary, as the elevated lines leading to Coney
Island and the other ocean resorts cover more than half of
their mileage upon railways upon the surface, using the former

May 6, 1905.]

STREET RATEW.W JOURNAL

805

steam-operated lines. As to dimensions, also, the cars rcsemlile
those at present in use upon the elevated lines of this company.
The total length of the cars over all is 49 ft., while that over
the closed portion of the body is 40 ft. From this may be noted
the generous widths of platforms that have been provided, this
being an important feature when operating under conditions of
heavy city traffic. The extreme width of the 1iody is 8 ft. 7 ins.,
while the height over all is 12 ft. 6 ins.

CAK I'^RAMXNG

Accompan}ing drawings illustrate the interesting features
of construction of the steel underframing and the body fram-
ing. As may he noted, the underframing proper is constructed
entirely of steel, although the platform members are rein-
forced with wooden fillers, as shown in the platform section.
The center sills consist of 5-in. I-beams running continuously
throughout the underframing from one buffer beam to the

with its electrical apparatus. The objection thai might be
offered to the inwardly projecting lip upon the side sill mem-
ber is rendered of little value by virtue of the fact that the
side seating arrangement is used in these cars. In this way
this projection does not interfere in the least with the seating
arrangement in the interior of the car. Where this projecting
lip comes to view between the center cross seats, it is in each
case covered with a special ribbed malleable-iron casting, which
gives it a neat and finished appearance.

In the side and roof framing a novel construction is used
by the combination of wood and steel. The side framing is
primarily of wooden construction, although ihe window posts
are made comparatively light, and are thence reinforced by
Vj-in. steel rods passing from lieneath the heavy side-sill girder
member up to and through the forged foot of the steel carline
aliove the plate. This novel construction is made possible by
tlie use of steel carlines, which are of special steel forgings,

Longitudinal Section "Ihrough Center.

DETAILS OF THE STEEL UNDERFRAJIE, SH;)W1N(;, CONSTRUCTION OF THE PLATE GIRDER SIDE SILL

other and spaced 28 ins. between centers ; at the platforms,
however, two additional 4-in. I-beams are carried out to assist
in supporting overhanging weight. The side sills embrace a
peculiar girder construction, as illustrated in the cross section.
Each is in reality a Z-bar of varying width, the width starting
in at the ends _at 12 ins. and increasing near the middle to 20
ins., as shown. The Z-bar is built up of a specially shaped
angle, with an inwardly projecting lip 4 ins. in width on the
upper edge, while at the lower outside edge is riveted a heavy
4-in. angle so as to form an adequate stitTening against side
bending as well. It will be noticed that the increase in width
of the girder side sill takes place at a point about opposite the
body bolster and becomes maximum at a point about 12 ft. to-
ward the center of the car. Inasmuch as the formed portion
of this side sill is of ^-in. plate steel and the lower angle a
4-in. X 4-in. X ^-in. angle, it is evident that a very stiff, ser-
viceable girder construction is the result.

The strength of the underframe was found to be such that
the usual style of under-truss rods, as ordinarily used for pre-
serving the alignment of the car Ijody, are not found neces-
sary. The resulting appearance of the car is, as may be no-
ticed from the photograplis, very pleasing. In addition, the
amount of space economized by the elimination of the truss
rods was found very favorable in the equipment of the car

with feet having a bearing surface of 3 ins. x 4 ins. upon the
plate. The post fiolts pass up through these, and thus serve to
very effectually stiffen the side frame construction, as well as
also the roofing.

The roof framing is of light composite construction built up
upon the steel carlines. The wooden carline members are
liolted to each side of the steel carlines at six points by ;^8-in.
liolts, thus forming a very strong and yet light construction.
The further details of construction of the plate and side deck
sills, also of the hoods, do not differ materially from that used
in tlie other cars of the company, the novelty introduced being
in the introduction of steel reinforcing members, by which the
car frame is rendered very stiff' and rigid with much less
weight than would be required in equivalent wooden con-
struction.

A novel design of window post construction is used at three
points on each side of the car toward the center, which are op-
posite the backs of the cross seats; at these points ii-lb. 8-in.
steel channels are inserted vertically for frame stiffening,
being heavily riveted, as indicated in the underframing plan,
to ihe large side sills and extending upward to the plate. These
channels arc forged L-shape at the top beneath the plate for
bolting through that member to the feet of the carlines above.
This construction is perhaps more effective than double the

8o6

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

DETAIL UNDERFRAMING PLAN OF THE NEW BROOKLYN ELEVATED CAR, SHOWING ARRANGEMENT OF ELECTRICAL AND

AIR-BRAKE APPARATUS

amount of diagonal bracing as used would have been if these
channels were omitted. The result of this interesting arrange-
ment of combined steel and wooden construction has in fact
been to produce one of the stif¥est and most rigid types of con-
struction that has up to this time been designed for a car of the
light weights used in this class of service.

PLATFORM DETAILS
The design of platform details follows very closely those
enumerated in' the article upon the reconstruction of the old
equipment in the Aug. 13, 1904, issue of this journal. In the
rebuilding of the old rolling stock of the company a standard
car end arrangement was worked out and adopted for all of the
rolling stock of the system, and to this design the new cars are
made to strictly conform. The accompanying engraving of
platform details shows the application of this standard ar-
rangement to the steel underframing construction of the new
cars.

As above noted, the platforms are carried partly by the 5-in.
I-beam center sills of the car which extend through past the
body bolsters to the end buffer beams, and partly by two outside
4-in. I-beams which project from the body bolster also out to
the end buffer beam. For additional stiffening, these I-beams
are in all cases reinforced with wooden fillers machined to fit
into the contour of the I-beams at the sides, as shown. This
provides also the means for fastening the platform floor work,
besides stiffening the general platform construction.

The arrangement of draft rigging, air-brake pipe, safety
chain connections, jumpers, steps, etc., conform to the newly
adopted standards. The safety chains are connected to the
car underframing by means of pull rods extending back under
the platform and through the body bolster. Upon the opposite
side of the body bolster a special spring block is arranged to

cushion the shock of a sudden jerk on the chain. The arrange-
ment of chains is in accordance with the standard platform de-
sign, the hook being hung with two links upon the left-hand
side of each car end, and the longer portion of the chain, of
eleven links, upon the right-hand side.- The air-brake hose are
arranged one above the other below the sector bar, which is
found serviceable in supporting the pipes. Four and seven-
point jumper couplers are carried to the extreme outsides of
the platform, as indicated. As referred to in the above-men-
tioned article in the Aug. 13, 1904, issue, the Van Dorn auto-
matic couplers are standard upon the Brooklyn Elevated lines,
the type 4-A being used at the motor ends of cars, as here
shown, and the type 18 at the trailer ends. The new Pitt "plat-
form balance" gate, which has proved so successful in use upon
the Brooklyn Elevated cars, is used upon these new cars, having
been adopted as standard for all new work.

One of the novelties of the platform construction lies in the
introduction of a special design of metal step, which, in addi-
tion to being stronger and more serviceable, will be much more
safe for the use of passengers. This step, as shown in the
drawings, is built up of %-in. sheet steel, being carried upon
forged supporting straps. The end supports are of similar
steel plates, with the edges rolled over to present a smooth and
pleasing appearance. As may be noted at the lower corner
which faces toward the wheels, the entire corner section is
beveled off to permit of the free swiveling of the truck in tak-
ing curves. The treads are, of course, of wood, as this is the
safer material in slippery weather. Trap doors are provided
to drop down over the steps when the cars are in service upon
the elevated structure ; when lifted they are retained in folded
position by an ingenious spring catch, which is simple and
effective.

May 6, 1905.]

STREET RAILWAY JOURNAL

807

JJlCTMLS lU'- I'LATFOKM CONSTRUCTION, SHOWING ALSO METAL KEINFORCING USED AT THE HODY END SILLS

8o8

INTERIOR FINISH
Features of novelty have been introduced into the interior
finish of the car, as are illustrated by both a part cross section
of the car and a photograph. The most noticeable are, first,
the extremely plain finish of the woodwork and tendency to
avoid all unnecessary moldings, brackets or other form of dust
catchers, and second, the use of a headlining finish of pure
white, which, with the lamps arranged on the single outlet

I ^. .-j'gl.

k

HALF CROSS-SECTION OF CAR. SHOWING STRUCTURAL
FEATURES AND DETAILS OF INTERIOR FINISH

system, greatly facilitates the lighting and gives the cars a very
bright and attractive appearance. The cars are beautifully fin-
ished in cherry, in very attractive designs of woodwork de-
tail. This is also tastily set off by the half-empire finish of
deck interior.

A feature noticeable in the interior view is the low level of
the window sills, this being one of the important factors in
the semi-convertible construction. The window sills were kept
as low as possible without rendering the seat backs incon-
venient, so as to increase the possible window opening to the
maximum for summer operation. As may be noted from the

[Vol. XXV. No. i8.

part cross section through the car, both sashes of the window
are arranged to drop down into the window pockets beneath
the sills. The sills in all cases consist of covers which close
over the pockets, being held normally shut by a convenient
spring catch, but easily opened. The process of dropping the
windows into the pockets is simple and easy for the passengers ;
after opening the pocket cover the two sashes are merely
lifted out of their sockets and lowered into the two grooves, as
shown. The large lower sash cannot be dropped into the wrong
pocket, owing to the peculiar shape of the guiding strips.
Furthermore, the windows cannot be harmed by dropping too
hard, owing to rubber lining at bottoms of the pockets.

The doors are of ample width to give the freer access to and
from the car necessary in handling the New York crowds.
They are hung on an overrunning track, so as to roll freely,
and the door lock is of the new "subway" type of spring catch,
the mere pulling the handle of which, in opening the door,
serves to unlock the catch. This detail is now a standard for
the company, the locks being manufactured by James L. How-
ard & Company, Hartford, Conn. The seats for the cars are of
the rattan-covered type, as formerly used by this system, the
equipments for seventy-five of the cars having been supplied
by Heywood Brothers & Wakefield, and those for the remain-
ing twenty-five cars by the Hale & Kilburn Manufacturing
Company. The curtains are the standard Acme cable fixture
of the Curtain Supply Company, in which J color 74 morocco
Pantasote is used. The electric heaters were supplied by the
Consolidated Car Heating Company throughout. Each motor
car is also equipped with one of the portable chemical fire ex-
tinguishers of the Fire Underwriters' type for emergency use
in case of fire.

UNDERRIGGING

The arrangement of apparatus underneath the car is inter-
esting and novel on account of the use of the latest design of
multiple-unit train control of the Westinghouse Electric &
Manufacturing Company, known as the "unit switch group"
control. The type of control apparatus formerly used in
Brooklyn involved the earlier form of Westinghouse pneu-
matic control, which was located in a closet above the floor, in
one corner of the motor car ; the improved "unit switch group"
form of controller, however, brings all the apparatus beneath
the under framing, as indicated in the accompanying under-
frame detail view. This not only frees all available space above
the car floor for passenger carrying, but also places the control
apparatus together beneath the floor, where it can be most
easily and effectively inspected and cared for, and moreover,
can be properly fireproofed. The arrangement adopted has
proven very convenient and well adapted to the requirements
of the service, and merits careful study.

It will be noted that, in general, the electrical equipment is
located at the motor truck end of the car and the air-brake ap-
paratus at the opposite end, this arrangement bringing the con-
troller as close as possible to the motors, which results in keep-
ing the motor leads, as well as those also to the resistance
grids, to the shortest possible lengths, an important feature
in saving of wiring and maintenance. The eleven resistance
grids and the air compressor are located upon one side, and
the "unit switch group" controller, its battery box for the oper-
ating storage batteries, the line switch, air-compressor gov-
ernor, the motor reverser and the control relay are on the oppo-
site side of the car. They are thus well spaced so as to facili-
tate installation and attendance. The details of the control
equipment and many interesting improvements' that have re-
cently been made in it will be referred to in another part of
this article.

An interesting design of brake-lever system is to be noted
in the underframe plan. The brake cylinder is located very
close to the center of the car so that the brake rods extend
directly to the brake-system sectors upon the trucks, the ar-

STREET RAILWAY JOURNAL.

May 6, 1905.]

STREET RAILWAY JOURNAL.

809

rangement being most simple and effective. The hand-brake
system operates through a long cross beam pivoted at the cen-
ter of the car, with a chain connection to the air-leverage sys-
tem at the brake-cylinder piston and to the platform brake
staffs through pull rods at the sides of the car. This latter
arrangement is of great convenience in connection with the
electrical equipment, as it removes all rods and levers entirely
from that portion of the car. The remaining details of auxil-
iary apparatus are clearly apparent in the drawing.

Of these new cars, which are known as the "1200 series" of
the company, the total number received is 100, all of which are
now completed, and sixty of which are now in operation. The
remaining forty are now being equipped with their electrical
apparatus and will be ready for operation by the time the heavy
summer business opens up in full. These cars were l)uilt in
three lots by different builders, as follows: Forty by the
Lacouia Car Works Company, Laconia, N. PL ; thirty-five by
the Osgood Bradley Car Company, Worcester, Mass., and
twenty-five by the J. G. Brill Company, Philadelphia. The
trucks for the entire 100 cars were furnished l)y the Peckham
Manufacturing Company, Kingston, N. Y., and are of the
type-40 M. C. B. "Brooklyn Heights special" of this company.
The wheels used are the Taylor steel-tired wheels with 2yi~\n.
tires, with exception of three cars under which the Schoen
rolled steel wheels will be tried.

TR.\IN-CONTROL SYSTEM

As above stated, the Westinghouse system of multiple-unit
control is Ijeing applied to these new cars in its latest improved
form. This system was described in detail
in the Sept. 26, 1903, issue of the Street
Railway Journal, but since then it has lieen
largely remodeled and many important im-
provements added. The system as applied in
Brooklyn, and recently also to the cars of the
Metropolitan West Side Elevated Railway,
of Chicago, involves important changes in the
master controller, the unit switches operating
the contacts in the motor circuits, the re-
verser, etc. Reference was made to the
Metropolitan West Side installation in the
April 22, 1905, issue of this journal. Before
referring in detail to the features of improve-
ment that have been made upon the system,
a brief review of its salient points may be
of interest.

The main controller for each motor car consists of a series
of "unit switches," or electro-pneumatically-operated contac-
tors, grouped in a circular case beneath the car underframe,
each individual switch or contactor being operated by com-
pressed air which is controlled by an electro-pneumatic valve
and interlock of construction similar to that used in electro-
pneumatic signaling. Extreme compactness and simplicity was
secured by the adoption of the "bridging system" arrangement
of motor circuits for the control, in contradistinction to the
older series-parallel arrangement of circuits, whereby only
thirteen of the unit switches are necessary for the same re-
sults as are possible with the bulkier and more uncertain (ilder
type of series-parallel control. The unit switches are thence
closed in various comliinations, for the control of the motors,
l)y a T4-volt battery current through the master controller;
for this only seven wires are required for tlic control line lead-
ing throughout the train, and furthermore, as this control cur-
rent is a low-voltage battery current, it is easily insulated and
is available at all times, even when the power current supply
may be shut of(, due to blowing a fuse, etc.

In detail of construction, the imil switch group (formerly
known as tlie "turret") consists of tlie lliirtccn electro-pneu-
matic or unit switches arranged radially on a cast-iron frame

around an air reservoir from which the operating supply is
taken. Each switch is operated by an air cylinder against a
70-lb. spring, which is effective in quickly forcing the piston
back, when opening the switch, in order to give a rapid break.
The circular arrangement of the switches permits one magnetic
blow-out coil to cover them all, and as the magnetic field is
horizontal, the arc is blown out radially. Its operation is very
simple : the first position of the master controller throws the
reverser and closes the circuit breaker, the second places all
motors in series with resistances in, the third starts the cutting
out of the resistances one by one, while the fourth throws the
motors in multiple with all resistances in, which then, however,
begin to cut out one by one automatically.

The rate of acceleration, nr the rapidity with which the
resistance is cut out of the motor circuits, is dependent upon
the amount of current flow-
ing in the circuit of one of
the motors. A limit switch
is provided, which permits
the control apparatus to ad-
^'ance one point whenever
the current falls below a
predetermined value for
which the limit switch is
set. The practice on the
Metropolitan Elevated is to
set this limit switch on cars
equipped with GE 2000 mo-
tors so as to permit the cut-

ARRANGEMENT OF CONTROL AND BRAKE APPARATUS IN MOTORMAN'S CAB

ting out of more resistance whenever, during acceleration, the
current falls below 215 amps. On the GE 55 and Westinghouse
109 motors this limit switch is set for 250 amps. The practice
upon the Brooklyn Elevated lines, where type 50-L Westing-
house motors are used, is to set the limit switch for 260 amps.

The automatic acceleration by the limit switch, just referred
to, is obtained in a very ingenious manner. Each electro-
pneumatic valve has two magnet coils, one of which is an oper-
ating coil, the other a holding coil. When current first flows
through a circuit to one of the electro-pneumatic valves, it
flows through the operating coil and operates the valve to close
the corresponding switch or switches of the main circuit by
turning air into the air cylinders in the turret. As soon as the
main switch is closed it cuts into circuit the holding coil of its
corresponding electro-pneumatic vah'c, and tliis coil wiW hold,
the switch closed without regard to the action of the limit
switch. This prevents the switches from openirTg after they
are once closed, otherwise they would open when the limit
switch acted, and as the limit switch acts after each step the
controller ad\'ances, there could he no acceleration if a holding
cciil were not pnivi(lc(I. These contacts, Icrnied intei-Iocks,
w hi 'li aulomatically cnl in llic b(]|iling coils, are show n in the
uplier portions of the svvitcii-oi>erating cylinders.

8io

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

The controller circuits are supplied from two 7-cell storage
batteries hung under the car, one of which is in use while the
other is being charged. Two double-throw switches are pro-
vided for changing the batteries from control circuit to charg-
ing circuit; each switch controls one battery. The motormen
are instructed to throw these switches every day, with handles
pointing upward on even days of the month and down on odd
days, so that each battery is charged every other day. The
charging is done by placing the battery in series with a lamp
circuit or the compressor motor. Compressed air for operating
the main switches is supplied from the reservoir line of the air-

new electrobestos shield is used in lining the unit switch
pockets.

The reverser is now entirely enclosed in a protecting case
and several details of a minor character in its construction
have been introduced. The most important is the use of the
protecting casing, which now encloses the air valves as well
as the reverser contacts. The master switch is of a new pat-
tern, with a horizontal shaft, as illustrated in the accompanying
views; in this form it is much easier to care for. as all parts
are readily accessible. Moreover, this form does not introduce
insulation difficulties, as the potential used in the control cir-

THE NEW WE.STINGHOUSE
MASTER CONTROLLER

INTERIOR VIEW OF THE MASTER
CONTROLLER

THE LIMIT SWITCH USED IN
THE CONTROL SYSTEM

brake system, but a separate controller reservoir is provided
and connected to the reservoir line through a check valve,
which would prevent the air from escaping from the controlling
reservoir if the air pressure in the reservoir line were lost.

The main line switch, which is also an automatic circuit
breaker, is located under the car, and has a reset coil by which
the motorman in any controlling cab can reset the circuit break-
ers on his entire train by momentarily closing a single-pole
switch. He can also trip the circuit breaker by opening a similar
switch located beside the resetting switch in the cab. For the
use of the shop men testing the equipment, the circuit breaker
is also arranged so that it can be set and tripped from under
the car.

The recent improvements to the control system involve many
of the more important details of the apparatus. The construc-
tion of the switches, or contactors, has been very materially
changed, as has also that of the switch-operating cylinders and
interlock mechanism. The reverser and master controller are
also of considerably different construction from that illustrated
in the article already referred to as having appeared in the
issue of Sept 26, 1903. The details of the present forms of the
apparatus are shown in the accompanying drawings and half-
tones. A diagram of the new "bridge system" of connections
for the unit switch group control is also presented, and from
it the operation of the system will be evident.

Referring first to the unit switch group, or main car con-
troller, it will be noticed at once that the construction of the
switch-operating pneumatic cylinders have been so changed
as to include the "interlock" contacts within their cylinder
spaces. This does away with the extension chambers formerly
used for this purpose. The contact arms are hinged in a new
way, with a long, easy spring, which is compressed in closing
the switch ; the action of the hinged arm under spring tension
is to cause the wiping contact effect, which is so desirable in
keeping the contacts clean. An important alteration has also
been made in the arc deflectors by the use of a heavy soap-
stone cell for cooling the arc and contact arm, and also a heavy

THE NEW TYPE OF REVERSER USED WITH THE UNIT-SWITCH-
GROUP CONTROL

cuits is only 14 volts. The limit switch is also illustrated in its

... *

latest form ; the contacts in this switch are of solid platinum
discs and tips, so as to make the device not only sensitive, but
most reliable in service.

The method of operation of the motor circuits as carried out
by the unit switches is made clear by the accompanying
schematic wiring diagram of the motor circuits as established
upon each car. The actual details of arrangement of all the
connections, for both the low-voltage control circuits and
higher-voltage motor circuits, and also the line switch, re-
verser, line relay, limit switch, etc., for his control system, a^e
shown in the diagram of connections presented in the April 22,
1905, issue (page 733), which, owing to the similarity of those
applied to the Brooklyn cars, will not be here reproduced.
There are some very slight differences in the detail of applica-
tion to the Brooklyn car, although the general features of the
system are identical.

May 6, 1905.]

STREET RAILWAY JOURNAL.

811

As may be noted from the accompanying diagram, the motor
connections are very simply arranged; the unit switches con-
trol all parts of the system, and by them the various steps in

RESOLUTIONS TO EX-SECRETARY BROCKWAY

Unit Switch
.6.

Motor No. I

J r„ Unit
^ J> Switch

Unit Switches

^^AAA^O«-v\AAAAAAAAAAAM^^'S

Unit Switch
J3.

l^ 4

Unit Switches

' Switch

Motor No.'S

'c Unit
^ Switch

10 3 . I

Unit Switches

SCHEMATIC DIAGRAM OF THE MOTOR CIRCUITS AS ARRANGED
UPON THE BRIDGING SYSTEM

acceleration are taken without once opening the main circuit.
In starting a car or train, the control system first closes the
line switch and then unit switches 6 and 7; this throws the
motors in series with all re-
sistance in, after which the
procedure in accelerating is
that of cutting out the re-
sistances in turn by closing
switches 8, 9, 10, 11, 3, 2 and
I when the motors are in full
series. In proceeding to the
multiple position, switch No.
5 is closed and all other
switches except 6 and 5 re-
leased; this action causes the
closing of switches 4, 12 and
13, and the subsequent open-
ing of switch No. 5, placing
the motors in multiple with
resistance all in. The fur-
ther steps to full multiple are
effected by closing switches
9, 10, II. 3, 2 and I to short-
circuit the resistance as in
the series steps. The action
is very simple, the various
acceleration steps in both
series and parallel being
made automatically b y
means of the limit switch.

The new unit switch group
system is now in use upon

over 150 cars of the Brooklyn Elevated lines, and will be placed
upon the 100 new cars that were recently ordered for next
year's delivery. The system has been found well adapted to
the service requirements, the simplicity introduced in the new-
design being an important advantage in its operation and main-
tenance.

NEW CHAIR CAR FOR DAYTON AND TROY

On April 21 ex-Secretary Brockway, of the Street Railway
Accountants' Association of America, was presented, at his
residence in Yonkers, N. Y., with a handsomely engrossed set
of resolutions, recently adopted by the executive committee of
the association, in recognition of his services to that body.
The resolutions were handsomely enclosed in a mahogany
frame, and were delivered personally to the recipient by the
present secretary, Elmer M. White. They read as follows:

Whereas. W. B. Brockway has held the office of secretary and treasurer of
the Street Railway Accountants' Association of America since its organiza-
tion in 1897, and

Whereas, The formation of this association was due in large part to the
suggestion and initiative efforts of Mr. Brockway, and

Whereas, The present highly satisfactory condition of this association is
due in a very large degree to his zeal, undivided interest and discriminating
judgment, uniformly exhibited in the discharge of his duties as secretary
and treasurer of this association, to his activity and success in securing and
retaining the interest and support of the street railway fraternity of this
country in the work of this association, and to his valuable aid and ener-
getic and capable handling of the work, and

Whereas, He has found it necessary, owing to the pressure of his business,
to resign from the office of secretary and treasurer of this association; there-
fore, be it

Resolved, That the executive committee of the Street Railway Association
of America, on behalf of the association, express to W. B. Brockway its
appreciation of his skill and knowledge so freely placed at the disposal of

DETAIL CROSS SECTION OF THE WESTINGHOUSE UNIT-SWITCH- GROUP CONTROLLER

IN ITS IMPROVED FORM

the association, and its thanks for his time and energy so unbegrudgingly
offered during the years he has acted as its secretary and treasurer.

W. G. Ross, President.

Elmer M. White, Secretary.

The Dayton & Troy Electric Railway has completed, the
equipping of another fine chair car having three compartmcntb
and has placed it in the limited service between Lima and Day-
ton. One of the old cars heretofore operated in this service
has been removed, and a slight excess fare is now charged on
all limited cars. It is the intention to equip several more chair
cars, so that when the Western Ohio extension from Lima t<>
Eindlay is coinpleted next September a limited service will lie
instituted between Dayton and Toledo, 165 miles.

The recent purchase of the Hartford, Manchester & Rock-
ville Tramway Company of Connecticut by the Boston & Wor-
cester interests, in connection with the Worcester & Hartford
line, points the way toward the ultimate establishment of a
high-speed service between Boston and New York. The ac-
quisition of this link is an important addition to the intcrurban
system of the .Shaw syndicate, as it constitutes anotlicr step in
the through connnunication promised between Boston and
Hartford, with but a single change of cars at the outside. The
Boston & Worcester interests have only to complete the route
fo T-fartford and acquire or make contracts with the line be-
tween Hartford, New Haven and Portchestcr to be able to run
cars from Boston into New York without change.

8l2

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

THE BLOOMINGTON, PONTIAC & JOLIET SINGLE-PHASE
ELECTRIC RAILWAY

BY JOHN R. HEWETT

In the Street Railway Journal of March 25 an account
was pubHshed of the opening of the Bloomington, Pontiac &
JoHet Railway, and it is now proposed to enter into a more de-
tailed description of this system. The railway is of special
interest, being the first in this country to be opened for public
service operated by single-phase current alone.

Fig. I shows how this line will ultimately extend from
Joliet to Bloomington, a distance of 90 miles. It bids fair to be
an important link in a chain of electric railways which, it is
anticipated, will connect Chicago with St. Louis. At the pres-
ent time electric cars are running from Chicago to Joliet. At
the other end of the svstem, St. Louis and Edwardsville are al-

new and up-to-date power station will be built. The generator
for supplying current to the line is a General Electric three-
phase, 25-cycle machine, generating 53 amps, at a pressure of
3300 volts when running at 500 r. p. m. For the excitation of
the fields a I2j;-j-kw direct-current machine is belted to the
shaft of the main generator, the smaller unit running at 1360
r. p. m. These machines, together with the switchboard, etc.,
are located in the power plant of the Pontiac Light & Water
Company, which is situated on the banks of the Vermilion
River.

Current is supplied to the trolley at a pressure of 3300 volts
and transformed to lower volta^^es on the car. The current is
collected by a 5jX-in. trolley wheel, which, it is interesting to
note, has been giving perfect satisfaction at this high voltage.

MOTORS

The cars are furnished with four GEA 605 75-hp motors,
designed to work at a pressure of 200 volts. Each motor weighs
approximately 4900 lbs. The GEA 604 motor used on the Ball-
ston line, and described in the Journal of Aug. 27, 1904, and
the GEA 605 are identical so far as their electrical design is
concerned : but there are certain mechanical improvements em-
bodied in the latter type well worthy of note. In this later de-

ETG. L— MAP SHOWING SYSTEM AND CONNECTIONS OF THE
BLOOMINGTON, PONTIAC & JOLIET RAILWAY

FIG. 2.-

-TYPE T-33 CYLINDER CONTROLLER WITH CASING
REMOVED

ready connected by electric lines, and so are Decalur and Car-
linville. With the completion of the Bloomington, Pontiac &
Joliet Railway, nearly half the distance between these two
great commercial centers will be covered, and but two links
will be wanting, viz., those from Bloomington to Decatur, and
from Carlinville to Edwardsville. Both these propositions are
now under consideration. At the present time the line is com-
pleted from Pontiac to Odell, a distance of 10.4 miles, this por-
tion having been opened to public traffic on March 15. The
construction is now in progress from Odell to Dwight.

The General Electric Company is responsible for the entire
electrical equipment of the line, the system emplo}'ed being in
general similar to that used on the Ballston division of the
Schenectady Railway Company's lines, and described in the
Street Railway Journal for Aug. 27, 1904. At the present
time only one car is in operation, but in the near future others
will be put into service.

ELECTRICAL EQUIPMENT

The arrangements at the power station are only of a tem-
porary nature at present, but with the extension of the line a

sign the field laminations and windings are self-contamed and
entirely independent of the motor housing. The housing is
split and bolted together, so, should the fields become damaged
in any way, it is an easy and inexpensive operation to renew
them. Duplicates of these parts can be kept in stock, and as
they, together with the armature, represent the only parts of
the motor that there is any likelihood of becoming damaged,
this facility for renewal is likely to prove a great factor in re-
ducing the cost of m.aintenance. Figs. 3, 4 and 5 are outline
drawings of the 605 motor, and it will he noted from these that
easily detached end plates are provided. The assemliled field
laminations are held rigidly in the housing castings, which is a
point of great moment in a railway motor subject to heavy
strains and severe vibration. The motors are nose suspended
and have a gear ratio of 4.3.

CONTROL APPARATUS
The car is equipped with two T-33 cylinder controllers, one
of which is illustrated in Fig. 2. The four motors are con-
nected permanently in' series with all the fields on the ground
side and energized from the low-pressure taps of the com-

May 6, 1905.]

STREET RAILWAY JOURNAL.

813

8i4

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

pensator. This compensator has a capacity of no kw, is oil-
cooled with natural circulation, and provided with five voltage
taps, giving pressure of 400 volts, 500 volts, 600 volts, 700 volts
and 800 volts. These five taps correspond with the five notches

I'lC. 7.-COMPLETELY-EOUIPPED CAR FOR SINGLE-PHASE SERVICE ON
THE BLOOMINGTON\ PONTIAC & JOLIET ELECTRIC RAILWAY

on the controller dial plate, so that each notch constitutes a
running point. To avoid the possibility of the motorman leav-
ing the handle between points and burning the fingers by short-
circuiting two sections of the compensator, a small section of
resistance is interposed during the moment of transition from
point to point. Each finger of the controller is provided with
a separate blow-out, the coils of which are all in series. These
coils are also connected in series with the "transition" resist-
ance just mentioned, so that current flows through them only
when the control fingers are passing from point to point, and
from, the first point to the "off" position. Each pair of motors
is provided with a cylindrical cut-out switch operated by the
reverse handle of the controller, hy means of which any one
motor can be cut out. Eig. 6 will give a clearer conception of
the wiring and connections than a written description.

It is of considerable interest to note that the headlight is a
25-cycle arc lamp, which is connected in series with the incan-
descent lamps for illuminating the interior of the car. This
headlight .is causing no trouble whatever.

Reference to Figs. 7 and 8 will show that there is no crowd-
ing of apparatus under the car. The car illustrated is equipped
for single-phase operation only, but it is interesting to note
that the only additions required for a. c.-d. c.
operation are :

One d. c. switch.

One commutating switch,

Five rheostats, each measuring 11 -j-^ ins. x
18^ ins. X 13^ ins.

SAFETY DEVICES

The main oil switch, illustrated in Fig. 9,
is closed by hand and held in this position by a
retaining coil energized from the 400-volt tap of
the compensator. A retaining coil switch is
situated in each cab and is in series with this
circuit, with tlie result that the main oil switch
is thrown by opening either retaining switch.
The retaining coil is designed to automatically
release and open the oil switch should the volt-
age drop to half its normal value.

The high-tension circuit is protected by a fuse
of the expulsion type, which is mounted on the
roof, while the low-voltage circuit is protected by a copper
ril)bon fuse placed in a magnetic blnw-out fuse box. All of the
auxiliarv circuits are protected by cartridge fuses.

AIR BRAKE EQUIPMENT

The air-brake equipment is of special interest, as only one

motor is employed, which is of the compensated type, to enable
the compressor being operated from both a. c. and d. c. trolleys.
The two main parts — e. g., the compressor and motor — are con-
structed separately, and afterward bolted together to form one
unit. Both motor and compressor are self-en-
closed and as dust-proof as possible.

The motor frame is rectangular in shape. The
magnetic circuit is composed of laminated iron,
is provided with slots for the retention of the field
or stator windings and is bolted to the end cast-
ings by four through bolts. The armature is easily
removed when these end castings are taken off.
The commutator is 6 ins. in diameter. The com-
pressor cylinders are cast side by side in a hori-
zontal position, and with the frame form one cast-
ing. The motor and compressor are geared to-
gether by means of herring-bone toothed wheels ;
the gear ratio is 7.17. The pistons are slightly
over 6 ins., in diameter, with a stroke of y/2 ins.
When the motor is working from a pressure of
320 volts a. c, the pump speed is 164, and with
550 volts d. c, 159, giving an average piston dis-
placement for both a. c. and d. c. operation of over
20 cu. ft. per minute. The weight of the compressor and motor
complete is approximately 950 lbs.

THE CAR

The car now in operation, and the one exhibited at the St.
Louis Exhibitibn, which will soon be put into service on the

FIG. 9.— 300-AMP.,

ToOO-VOLT OIL SWITCH,
RELEASE

WITH LOW-VOLTAGE

FIG.

-MOTOR CAR HAULING A FLAT TRAILER

line, were both manufactured by the American Car Company,
of St. Louis. The former is illustrated in Figs. 7 and 8. Its
principal dimensions are: Length over all, 41 ft. 8 ins., and
with over all, 8 ft. 7>^ ins. The car is mounted on two No. 27
E-i^ Brill trucks, furnished with 34-in. wheels with M. C. B.

May 6, 1905.]

STREET RAILWAY JOURNAL.

815

standard treads and flanges. The wheel base is 6 ft. The axles
are 53^ ins. in diameter and 5^ ins. at the gear seat.

The interior of the car is handsomely finished in cherry.
The seats have high backs and are upholstered with green
leather; there are sixteen in the main compartment, while the
smoking compartment is provided with seats of the longitudinal
type. A hot-water heating apparatus is installed in the smok-
ing compartment, but this can be removed in summer and
make room for another seat. The weight of the car complete
is approximately 29 tons, and that of the ntire electrical equip-
ment is 5137 lbs.

THE OVERHEAD CONSTRUCTION

The overhead construction is of the simplest possible nature
and is of special interest, being in the main similar to the de-
sign used by B. J- Arnold in his Lansing experiments. The
trolley wire is supported by a catenary construction, both trol-
ley and catenary carrying current. There are two trolley wires
running parallel with each other, separated by a distance of
7 ins. ; but extra holes are drilled in all the wooden brackets to
permit this distance bemg varied if desired. Both trolleys are
of No. 00 grooved copper wire, and the steel catenary consists
of a stranded steel cable ^ in. in diameter, there being seven
strands of No. 11 steel wire. This arrangement of duplicate
trolleys not only eliminates all the switching complications, but
also obviates the use of extra feeders. At the present time the
trolley is supported from the catenary at intervals of every 100
ft. by mechanical clips of malleable iron, made in two parts and
provided with hooks which slip over the catenary cable ; these
hooks are hammered down to prevent the possibility of their
becoming loose. It has not yet been decided whether the trolley
will ultimately be supported from the catenary at intervals of
100 ft. or 10 ft. There are arguments both for and against

FIG. 10.— ALONG THE LINE OF THE i; r.OOMINGTON, PONTIAC &
JOLIET SINGLE-PHASE RAILWAY

each arrangement. Although the construction is such that little
trouble is anticipated from a broken trolley, such contingencies
have to be considered. Should a break occur in a trolley sup-
ported only at every 100 ft., the broken ends in falling to the

ground would be likely to cause a short-circuit sufficient to
throw the overload switch in the power house, and the line
would then remain dead until the fault was remedied. But, on

FIG. ll.-VIEW SHOV^ING CATENARY LINE CONSTRUCTION

FIG. 12.— DETAILS OF POLE AND BRACKET CONSTRUCTION

the other hand, were the broken trolley supported every 10 ft.,
the free ends will be more likely to he dangerous to life and
property, due to the fact that no short-circuit would occur, and
the possibility of anyone on the line forming a short-circui'.

8i6

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

through their bodies by coming in contact with the hanging
wire would be increased. Figs. lo and ii give an excellent idea
of the pole and bracket construction ; in both views the catenary
is well illustrated, and Fig. 12 gives further details. The poles
are 35 ft. in length, are buried in the ground to a depth of 6 ft.
and are 7 ins. in diameter at the top. They are spaced at a dis-
tance of ICQ ft. apart. The trolley is supported 19 ft. from the
ground. For supporting the catenary, 5-W-Thomas high-
tension insulators are used, which were subjected to a severe
test before shipment. Details of these insulators are given in
Fig. 13. They are supported on malleable-iron pins and at-
tached to the same by means of Portland cement. The poles

the construction of single-phase railways. The high-tension
transmission lines will be a single-phase system at a pressure
of 33,000 volts.

THE TRACK
The track is remark-
ably level, the maximum
grade amounting to only i
per cent, and this only oc-
curs at one point. The
line is constructed for only
a single track, turn-outs
and crossings being pro-

t(I.jn A-A ulTin

FIG. 14.-V1E\V OF OVERHEAD CONSTRUCTION IN PONTIAC

FIG. 13.-PLAN, HALF ELEVA-
TION AND HALF SECTION
OF INSULATOR

are placed at a distance of 7 ft. from the center of the track.
The brackets are of Washington fir, 7 ft. 9 ins. in length,- and
have a cross section of 3 ins. x 5 ins. They are supported by
wooden knee braces with a section of 3 ins. x 3 ins. The
brackets and braces are held together, and both are attached to
the pole by means of malleable-iron castings of the same pat-
tern as those used by B. J. Arnold on the Lansing Railway.
The trolley is anchored every 2000 ft. All strain and guy wires
are insulated by means of strain insulators,
consisting of impregnated hickory, furnished
with malleable-iron heads and eyes. These
are 24 ins. in length, and were manufactured
by the General Electric Company ; they are
similar to those, in use on the Schenectady-
Ballston line.

Fig. 14 is of considerable interest, showing
the overhead construction in Pontiac. The
hickory strain insulators just referred to are
clearly seen, and the still further precautions
taken to insure perfect insulation will be no-
ticed at A. The poles in Pontiac are of iron.

The present section in operation is, as
previously stated, 10.4 miles in length, where
no transformer stations are used ; but. of
course, as a greater length of line is put into operation, these
will be imperative. It will be a matter of considerable interest
to watch developments in this direction, as the manner of pro-
viding for safety devices, switches and attendants at the sub-
stations on this type of line will be an important item, and their
successful operation may be one of the determining factors in

vided where necessary. The roadbed is not as yet com-
plete, but when finished is likely to compare well with
steam road practice. Fig. 15 shows the cross section of the
roadbed for both embankments and excavations. The soil is of
a light nature, and the fro£t only just having gone out of the
ground, there are a few bad places at certain points, but these
are being repaired as quickly as possible. The ballast consists
largely on burnt shale, the company owning a worked-out coal

1^

Embtinkment

Sloin- IX lo \-^ir

FIG. 15.-I)ETAIL CROSS-SECTION OF ROADBED

Strett Kj . Journal

mine from which this is obtained. The rails are of the A. S.
C. E. standard cross section and weigh 70 lbs. per yard. They
are 33 ft. in length and are bonded with General Electric 8-in.
ril)lion bonds, which have a capacity equal to No. 0000 copper
wire. Cross bonds are used every 1500 ft. There are approxi-
mately 2600 -ties per mile. These are 6 ins. x 8 ins. x 8 ft. in

May 6, 1905.]

STREET RAILWAY JOURNAL.

8r7

length. But tlie specifications stipulated that 65 per cent should
hold up to 7 ins. Half the road is laid with continuous-joint
fish-plates, and the other half is provided with Weber joints.

The foundations for ■ all bridges are constructed of cement
and the girder work is of steel. All culverts under 24 ins. are
constructed of tile work; those ranging from this figure up to
20 ft. are built of concrete and steel; Fig. 16 illustrates typical
bridge on the line.

It is interesting to note that the new electric line is running-
parallel with the Chicago & Alton Railroad, and that there is
a considerable amount of rivalry between the competing com-
panies. The Bloomington, Pontiac & Joliet lines cross the
Wabash and Illinois Central tracks about a mile from Pontiac,
and, due to the litigation at present proceeding concerning the
right of the new company to cross the steam companies' lines,
the electric cars are unable to run into Pontiac itself, but since
writing the present article the writer has learned that these
difTerences have been settled by the Illinois State Railway and
Warehouse Commission. The Wabash tracks are to be raised
4 ft. and the electric line to cross underneath. The executive
of the new road has shown considerable enterprise in not let-
ting these hindrances deter the opening of the line, and free
'buses are being run from Pontiac to the present terminus.

FIG. 16.— VIEW OF CONCRETE CULVERT ALONG THE LINE
OF THE BLOOMINGTON, PONTIAC & JOLIET SINGLE-
PHASE RAILWAY

Already an active business is being carried on, and the first
day that the line was opened — Wednesday, March 15 — over
100 passengers were carried, and the average number for the
next ten days amounted to over 200 passengers per day. On
March 25, 323 passengers, and the 26th, 551 were carried. The
railway company has no car house at present, and it certainly
speaks well for the one equipment running that it has been in
continuous operation and done the entire work of the line since
the opening.

The acceleration is remarkably good for single-phase opera-
tion and compares most favorably with other similar equip-
ment. Of course, as good results in this direction cannot be
expected as with the d. c. motor, but the results at Pontiac have
certainly astonished many.

The Arnold Company acted as consulting engineers for the
system, and the writer wishes to acknowledge his thanks to
Mr. Damon, of that company, for his courtesy in giving in-
formation, and also to Fred L. Lucas, the general manager of
the Bloomington, Pontiac & Joliet Railway, for affording him
every assistance in preparing the present article.

NEW POWER STATION AT MANCHESTER, ENGLAND

In the issue of this paper for Sept. 6, 1902, a preliminary
plan was published of the new power station which the Man-
chester Corporation of Manchester, England, had recently com-
menced to erect adjoining its Stuart Street plant. This station
is designed for an ultimate capacity of 70,000 hp, and the work
has been carried on under the supervision of G. F. Metzger,
chief engineer of the city. Two units of 3750-kw each are now
in place and the current is used for both traction and lighting

RING OF 3750-KW GENERATOR, MANCHESTER

imrposes. In the accompanying plan the outlines of the pro-
posed station are shown, as are also those of the early adjoin-
ing station.

The engines were supplied by the Wallsend Slipway & Engi-
neering Company, Ltd., and are of the vertical triple-expansion

SURFACE CONDENSER

type, having one 39-in. high-pressure, one 68-in. intermediate-
pressure and two 72-in. low-pressure cylinders, 60-in. stroke,
and four cranks. They are designed to run at 75 r. p. m. with
190 lbs. per square inch steam pressure at the stop valve, super-
heated up to 500 degs. F. On emergency load they indicate
6500 hp, and when running non-condensing a maximum of 5000
hp is guaranteed. An efficiency of 91 per cent, and a steam con-
sumption of not more than 11 lbs. per ihp-hour, with a 27-in.
vacuum and superheated steam of 500 degs. F. when working
condensing, or t8 lbs. per ihp-hour when working non-con-
densing, were specified, and also an oil consumption, after

8i8

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

either engine had been running on the load for six months, of
not more than 2 gals, of cylinder oil, or the same quantity of
other lubricating oils, per 10,000 kw-hours.

Two surface condensers, one for each engine, are used, and
with the hot-well and exhaust-oil separator, were supplied by
Mather & Piatt, Ltd. The condensers are of the horizontal
square pattern, the body being constructed of cast iron, strongly
ribbed, and in two halves, bolted together vertically. The
length of each condenser is 18 ft. ; height, 11 ft., and width, 6 ft.
9 ins., and it is capable of dealing with 72,000 lbs. of exhaust

pattern, and each is capable of dealing with the whole of the
feed-water required for 13,000 hp. The heating surface of
each apparatus is 606 sq. ft., the 132 ly^-in. tubes being of
brass, 12 ft. long, seamless drawn, and tinned inside and outside.

The current is generated by two three-phase alternators
which were manufactured by the Allgemeine Elektricitats
Gesellschaft, of Berlin, and were supplied by the Electrical
Company, of London. They are each capable of delivering, at
any voltage, between 6300 volts and 6600 volts, 3750 kw to the
external circuit, when working at 50 cycles per second on an

PLAN OF STUART STREET POWER STATION

steam per hour. The cooling surface is 11,000 sq. ft., and is
effected by 3750 ^-in. outside diameter brass tubes, tinned in-
side and out. The exhaust steam passes, before entering the
condenser, through an oil separator. The outside dimensions
of each separator are 9 ft. x 12 ft., and each is capable of dealing
with 95,000 lbs. of exhaust steam and extracting 95 per cent of
the oil. In addition, there are two feed-water filters in the
pump house, which are intended to remove the remaining small
percentage of oil in the feed-water.
Two feed-water heaters are used. They are of the vertical

inductive load, with a power factor of .87 ; or 4250 kw when
working on a non-inductive load with a unity power factor as
an ordinary continuous load, and 4900 kw for half an hour as
an emergency load. As shown in the illustration, the frames
are bolted up instead of being cast solid, a somewhat novel
type of construction, and designed largely to facilitate trans-
portation. The generators have efficiencies as follows :

Efficiency excl. friction Full load % ^ J4

Power factor i 96% 95% 94% 89%

Power factor .8 95% 94% 92%

May 6, 1905.]

STREET RAILWAY JOURNAL.

819

The alternators are excited either from Willans Electrical
Company's sets erected in the first portion of the Stuart Street
works, or from separate motor-generator sets as 200-225
volts.

Current is distributed directly from the power statiop to the
mains of the Manchester Corporation, but in connection with
the new station, ten sub-stations have been installed, supplied
with thirty-six 150-kw motor-generator sets. These motor-
generator sets supply current for lighting purposes at from 400
volts to 450 volts on the five-wire system, and for traction pur-
poses at 500 volts to 550 volts.

The boiler room is equipped with twelve boilers of the Bab-
cock & Wilcox make. Each has 5730 sq. ft. of heating sur-
face, and contains twenty sections of straight 4-in. tubes, each
section containing thirteen tubes 18 ft. long. These tubes
are connected to wrought-
iron headers attached to two
4-ft. 6-in. steam water
drums, 23 ft. 7^/^ ins. long,
and built up with ii-i6-in.
steel plates. Each boiler is
also fitted with a Babcock &
Wilcox superheater of 509
sq. ft. heating surface, and
consisting of V/z-'m. solid
drawn steel tubes, through
which a temperature of 650
degs. F. is attained. Each
boiler also has a Babcock &
Wilcox chain grate mechan-
ical stoker. Two coal con-
veyors are used, one on each
side of the boiler house, and
each is capable of handling
40 tons of coal per hour.
They are of the Babcock &
Wilcox manufacture, and of
the bucket type, the buckets
being suspended from an
endless chain and arranged
so that they can discharge
the coal automatically into
the bunkers at any point re-
quired.

Green economizers are
used, containing 2880 tubes
with a total heating surface
of 36,000 sq. ft. They are
erected in pairs, directly be-
hind each range of boilers,

and are constructed for a working pressure of 200 lbs.
per square inch. Blake & Knowles feed-pumps are used, to-
gether with six cooling towers, three of which were supplied
by the Wheeler Condenser Company and three by Messrs.
Balcke, of Germany.

The high and low-tension feeder installation, as well as the
supply of telephone and potential wires and arc light cables,
which are carried in the conduits, was entrusted to W. T.
Glover & Company. The 65oo-vp]t feeders are clipped on to
brackets, spaced every 6 ft. apart, while the other cables rest
on porcelain insulators, fitting loosely on the brackets. In the
majority of cases each sub-station has two feeders direct from
the Stuart Street works, one being intended as a spare, or to
allow the current for lighting and traction to be supplied by
separate cables. In some cases of the outlying districts, how-
ever, the same feeders are looped into a sub-station and out
again to the next one.

The cost of the entire equipment described, exclusive of the
buildings, was as follows :

Contract Per electrical

price horse-power

Engines, alternators and motor genera-
tors £112,740 $56.37

Boilers 24,750 12.37

Economizers 5.5 14 2.75

Eeed pumps I.SS7 -76

Surface condensers 6,300 3.15

Switch gear 29,086 14.54

Cooling towers 9>442 4-72

Eeed-water heaters 701 -35

Fifty-ton cranes 4455 2.23

Piping 10,057 5.03

Coal conveyors 5.562 2.78

Cables 130,800 65.40

Feeder and section pillars 10,382 5.19

Total £351,346 $175-67

3750-K\V UNIT, MANCHESTER

Eighty miles of extra high-tension feeders have been laid,
each feeder being three-core, each core consisting of 37/15
stranded copper conductor and paper insulated. Each core
has a radial thickness of 175 mm of paper, and after the three
cores were laid up together they were insulated with a further
175 mm of paper, making a total of 350 mm between conductor
and conductor and lead. The lead sheathing over .the paper is
in. thick, and over this there is an armoring of 100 mm
galvanized steel wires, making the total over all diameter of
each cable 2^ ins. The low-tension cables are 70 miles in
length and are also paper insulated.

The physical standard of the employees of the Columbus
London & Springfield Railway Company is high. The twelve
motormen are large, good looking, active, competent men, who
weigh as follows: 300, 260, 250, 240, 240, 215, 204, 20[, 200,
197, 195, 180 lbs. , The superintendent weighs 245 lbs. This
makes the average more than 225 lbs. which would appear to
be the record.

•820

STREET RAILWAY JOURNAL

[Voj.. XXY. No. t8.

ELECTRICITY VS. STEAM FOR HEAVY HAULAGE

BY A. H. ARMSTRONG

It is interesting to look back fifty years and note the progress
that has been made in the development of the steam locomo-
tive. The motive power departments of our large railroads
and the locomotive manufacturers have responded to the de-'
mand for increasing transportation facilities and have brought
the steam locomotive to a degree of perfection which is mar-
velous, considering the restrictions of weight and space. The
improvements made in roadbed, stronger bridges and heavier
rails have rendered it possible to operate locomotives weighing
over 200,000 lbs. on the drivers and capable of indicating up-
ward of 2000 hp for short periods. The operating conditions,
however, seem to call for greater outputs than attained thus
far, and it is pertinent to inquire into some of the limitations
of steam locomotive construction in order to find out how far
we can expect future designs to fulfil the constantly increasing
requirements. The restrictions imposed by 4-ft. 8j<2-in. gage
and the limitations in weight per axle placed by rails and
bridges make it possible to roughly outline the dimensions of
any locomotive and approximate the power developed with our
present method of burning coal for steam generation.

The inquiry into the limitations of the steam locomotive are
especially timely, owing to the entrance of the electric locomo-
tive into the field of heavy traction. The opinion has existed
that the field of the electric motor properly lies in the propul-
sion of the single cars or small trains of our city streets, or
our suburban lines. Electric motors for railway work, how-
ever, have been built of several hundred horse-power and have
been eminently successful, which, together with the fact that
an electric locomotive is made of an aggregation of such mo-
tors distributed over the several axles, opens up possibilities
which may call for a readjustment of preconceived ideas of
heavy freight haulage.

Whenever the electrical engineer is afforded the opportunity
of investigating the possibility of replacing steam locomotives
by electric locomotives upon a given section of line, he is gen-
erally confronted with some general figures of operating ex-
penses drawn up along the following approximate lines:

AVERAGE Ol'ERATlNG EXl'EN.SES. STEAM L(JC0MOTIVES

Per Cent
of Total

Maintenance of way and structures 20.0

Maintenance of locomotives lo.o

Maintenance of passenger and freight cars, shops, etc 20.0

Engineer and roundhouse men 10. o

Fuel for locomotive 10. o

Oil, waste and locomotive supplies 1.5

Taxes and general expenses 10. o

Incidental expenses 18.5

Total 100.0

The engineer is further informed that the total cost of oper-
ation per train-mile may be, say, $1.10, the several detailed ex-
penses being proportioned as per above table. Aft-er vainly
struggling to make a favorable showing for electricity for the
section of road it is proposed to equip, this section being in-
variably the most expensive section of the road to operate, it
dawns upon the engineer that he has been given general ex-
penses for the whole division, which do not apply in any degree
to the actual expense of operating the section given him for
his consideration. It is very seldom that the steam road oper-
ator is acquainted vith the details of operating expenses upon
every single section of his road, and the only data he has avail-
able are culled from the general operating expenses, which
seem to be made up with the end in view of mystifying the
electrical engineer who is called upoii to inquire into their
method of compilation. As illustrating this point, the data for

a certain section of 'one of our Western roads containing an
average grade of nearly 2 per cent for 20 miles were offered
to the writer for his consideration of the possibility of in-
stalling electric locomotives in place of the present steam loco-
motives, which were known to be very expensive to operate.
The usual general expenses for the entire division were sub-
mitted with the engineering details, but a careful investigation
of the actual operating costs showed the following to hold true
for the grade section itself:

AVERAGE AND ACTUAL COST PER LOCOMOTIVE-MIEE

From Division
Actual Cost Expenses

Fuel 65.7 Cents. ii.o Cents.

Labor 10.53 " n o

Oil and waste 31 " 1.6 "

Maintenance and repairs. 11. 8 " 11. 0 "

Total 88.34 " "

The above expenses include no general expenses, no main-
tenance of way, or conducting expenses beyond the engine and
round-house crews. It is noted that the fuel expenses formed
nearly 75 per cent of the total expense of operation, and con-
stitutes an item worthy of much more careful consideration
than is' the case for the average of the entire division. The
locomotives were of the heavy consolidated type, weighing
178,000 lbs. on the drivers, and with tender having total weight
of 318,000 lbs. The expenses given above are for helper ser-
vice only, and from the size of locomotive used it is evident
that the service was of the severest character.

The service upon this particular grade required the operation
of two locomotives, whose duty consisted in acting as helpers
to the four or five trains per day operating over this section.
During the greater part of the twenty-four hours, the locomo-
tive was standing idle, or drifting down grade; in either case,
doing no useful work, but at all times under steam, ready for
instant commission. The effect upon the coal consumption is
shown above in the operating expenses, and is further illus-
trated by a series of tests, lasting over several weeks, from
which it was possible to determine the useful work done by
each locomotive during the month. Instead of the 5 lbs. or
6 lbs. of coal per hp-hour, we might be led to expect there was
actually consumed 10.8 lbs. of coal per hp-hour of useful work
done. By "useful work" is meant the pro rata share of the
locomotives when acting as helpers up grade. Indicator cards
taken showed that locomotives were working from 0.6 stroke
to full stroke, so that while the locomotives were performing
useful work they were burning coal at the maximum rate and
using the steam very inefficiently. This example is cited as an
instance where electric locomotives could reduce the excessive
fuel consumption, costing, by the way, $4 per ton, and effect a
saving sufficiently great to pay a handsome return on the in-
vestment.

The designers of steam locomotives seem to be at variance
as regards the proportion of grate and heating surface to be
employed, whether the increased economy, if any, of the com-
pound locomotive justifies its increased cost of repairs, and
lack agreement upon a number of details of construction of
minor importance. There are, however, certain limiting values
of coal consumption, water evaporation and haulage capacity
upon which authorities agree in general and which may be
taken as roughly outlining the capacity of the steam locomotive
of to-day, with little promise of considerable increase in the
future, so long as present methods of burning fuel are adhered
to. It is in the direction of defining the capacity of the steam
locomotive that we must pay tribute to the excellent series of
articles being published by G. R. Henderson, and many of his
results will be used in the present article as offering in read-
able form the various relations of steam and fuel consumption
to haulage capacity.

May 6, 1905.]

STREET RAILWAY JOURNAL.

821

The following constants have lieen chosen as being typical
of a steam locomotive designed for heavy freight haulage :

Diameter of cylinders 21 ins.

Stroke of pistons 32 ins.

Diameter of drivers 56 ins.

Boiler pressure 200 lbs.

Grate area 40 sq. ft.

Heating surface 3200 sq. ft.

Ratio heating surface to grate surface 80

Weight on drivers 180,000 lbs.

Total weight with tender 300,000 lbs.

Ratio weight on drivers to total weight 60 per cent.

Tractive effort 40,000 lbs.

Coefficient of traction 22.2 per cent

With such a locomotive it is possible to evaporate 40,000
lbs. of water from 70 degs. F. to a boiler pressure of 200 lbs.
This represents the maximum water than can be evaporated
for a short time, and this rate could not be sustained for the
several hours required to climb the extended grades of our
Western mountain roads. Compared with the electric locomo-
tive, this boiler capacity is very similar- to the commutator ca-
pacity of the electric motors, for instance, a given locomotive
could commutate 4800 amps, in four motors without injurious
results, and this current capacity of the locomotive may be
looked upon as limiting its maximum capacity to do work very
much in the same light as the boiler capacity limits the avail-
able output of the steam locomotive.

Referring again to our typical steam locomotive, we find it
possible with full stroke to reach a speed of 10 m.p.h., or 60
r. p. m., without exceeding the 40,000 lbs. of water which the
boiler can evaporate. This speed of 10 m.p.h., therefore, is
the maximum speed at which the typical locomotive can de-
liver the tractive effort corresponding to the slipping point of
the wheels. Any increase in speed beyond this point, must be
accompanied by a shorter cut-off, giving a reduced mean ef-
fective pressure and reduced tractive effort. As bringing ouf
this point more clearly, the typical locomotive would be able
to haul a trailing load of 1390 tons on a i per cent grade with'
5 lbs. per ton friction at a speed of 10 m.p.h., but would be
able to haul but 850 tons trailing load at 20 m.p.h. up the same
grade. In other words, the steaming capacity of the boiler
limits the locomotive output at the rim of its drivers to about
1400 hp as a maximum. Furthermore, this output is obtained
only by burning 8000 lbs. of coal per hour, and with the further
assumption that coal can be consumed indefinitely at the rate
of 200 lbs. per square foot of grate surface. These assump-
tions might be reached in a laboratory test of short duration
with the boiler in first-class condition and all conditions favor-
able, but cannot be considered as fairly representing operating
conditions upon our railroads. For the purpose of this article,
however — that is, illustrating the maximum output that can be
expected from a steam locomotive of the above dimensions — it
may be assumed possible to reach the theoretical figures in
practical operation.

The interesting series of tests being made upon the electric
locomotive designed for the New York Central terminal work
throws some light on what can be expected of electric locomo-
tives when handling heavy trains. It is reasonable to expect
that an electric locomotive containing no steam generating ap-
paratus, but limited to a suitable support for the motive power
only, can greatly exceed the possible output of a steam locomo-
tive containing a complete water evaporating plant in addition
to its motive power. Furthermore, the electric locomotive
being connected by a sliding contact with practically an unlim-
ited source of power, the designer is concerned only with so
constructing its motive power that it shall sustain the strains
imposed when performing its function of converting electric
into mechanical power. Although designed for a specific pur-
pose, consisting of the rapid handling of passenger trains over
a 40-mile section of track with several possible intermediate

stops, the New York Central electric locomotive indicates a
capacity for doing work far in excess of the heavy freight loco-
motive cited above as typical of the heavy steam locomotive
class. In order to bring out the comparison of these two types
of motive power, their relation has been expressed in terms of
miles per hour and horse-power output in the accompanying
diagram. Both curves show the limits imposed by slippage of
the wheels at low speeds, the output of the steam locomotive
being somewhat greater up to 12 m.p.h., as it has i3o,ooo lbs.
on the drivers as compared with 136,000 lbs. for the electric
locomotive. While the steam locomotive is compelled to re-
duce this 40,000-lb. tractive effort beyond a speed of 10 m.p.h.,
owing to lioiler limitations, with consequent flattening out of
the horse-power curve, the electric locomotive can maintain

-tooo

3C()0

f: -"3J0
P

I GOO

1200

;.W0

100

I

/

/

' El

set

■ic.

tea

ra

32 40 iS
Speed M. P. H.

50

Gt 73

t'lnel nil. Jour

FIG. 1.— COMPARATIVE HP OUTPUT OF STEAM AND ELECTRIC
LOCOMOTIVES

its maximum tractive effort of 36,000 lbs. up to 35 m.p.h., be-
yond which speed the tractive effort falls off rapidly, due to
decrease in current, giving rise to the peculiar wedge-shaped
curve shown. The steam locomotive up to 10 m.p.h. is work-
ing at a coefiicient of traction of 22.2 per cent, while the elec-
tric locomotive output is based upon 27 per cent coefficient, an
increase of 21 J 2 per cent, which is a conservative estimate of
the benefits secured by a perfectly uniform turning motion as
compared with the pulsating torque imparted by the cylinders
of the steam locomotive.

The diagram is worthy of very careful study as indicating-
possibilities in heavy haulage work not open to the steam loco-
motive with its restricted output. As an example of the com-
parative ability of the steam and electric locomotives to do
work, the following data has been compiled:

HAULAGE CAPACITY AT VARIOUS SPEEDS

Miles Per Hour Steam Tons Electric Tons

10 1,450 1,380

15 1,140 1,380

20 850 1,380

25 650 1,380

30 530 1,380

35 430 1,380

40 360 620

The steam locomotive capable of hauling a 1450-ton trailing
load on a i per cent grade up to a speed of 10 m.p.h. is forced
by its limited boiler capacity to continually reduce the trailing
load with increase in speed until at 33 m.]).h. it is cajiable of
hauling Init 430 tons behind the tender. Contrast this with the
ability of the electric .locomotive to haul 1380 tons trailing up

822

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

to a speed of 35 m.p.li., beyond wliich speed the permissible
load falls off sharply. What possibilities are thus opened for
an increase in the tonnage capacity on heavy grades, which are
generally single track and where the congestion of traffic is
often severe, owing to the limitations of the steam locomotive.
The above table is constructed with trailing loads in each case,
the weight of the locomotive and tender, if used, being de-
ducted, the electric locomotive being but two-thirds the weight
of the combined steam locomotive and tender. The New York
Central locomotive is, of course, not designed for heavy freight
haulage and could not deliver the outputs given in the curve in
Fig. I for any great length of time without overheating. It is
cited merely as showing the possibility which the electric loco-
motive offers of concentrating a great horse-power capacity
without the necessity of increasing the weight on drivers, as
would be the case in steam locomotive construction.

Too much stress has been laid by many electrical engineers
upon the economies which can possibly lie effected in the coal
pile, or in the maintenance of apparatus by replacing the steam
locomotive by an electric locomotive. Such economies will
vmdoubtedly be effected in many cases of sufficient amount to
afford a handsome return upon the cost of eli ctrically equip-
ping, figuring upon the same methods of operation as are in
vogue with the steam locomotives. The el 'ctric locomotive,
however, offers a means of effecting economies of a much
more comprehensive nature than a mere reduction in the ex-
penses for fuel and the possible doing away with the firemen.
It becomes possible to concentrate upon an electric locomotive
an amount of power out of reach of the steam locomotive de-
signer, and this, too, without exceeding any of the limitations
imposed by wheel base, or weights per axle found obligatory in
any locomotive design. Instead of limiting speeds of freight
trains to 10 uLj^.h., and often less, upon the heavy grade sec-
tions of our main trunk lines, the electric locomotive offers
the possibility of operating trains at speeds limited only by the
alignment of the road and the necessitv of the time-table. In-
stead of taking ten hours to climb an 80-mile grade, the elec-
tric locomotive can be designed to haul the same train in half
the time, thus vastly increasing the tonnage capacity of such a
single-track section.

Many millions of dollars have been spent on our steam roads
and many millions more are contemplated for the purpose of
reducing the ruling grades on mountain sections. The electric
locomotive offers the possibility of making the ruling gradient
of secondary importance. Inasmuch as its motive power con-
sists of subdivided units distributed over the several axles, it is
possible to construct an electric locomotive which shall consist
of as many driving axles as the requirements demand. A
locomotive consisting of six or eight driving axles, each of
which may be equipped with a motor of 400-hp or 500-hp, per-
mits the adoption of a capacity of locomotive capable of de-
veloping any torque at any speed called for by service condi-
tions. The capacity of the electric locomotive to do work is
limited only by the ability of the draw-heads to withstand the
draw-bar pull developed, and inasmuch as the draw-bar pull is
practically independent of the speed on the grade, a congested
section will be greatly benefited by the higher speed of the
electric locomotive on heavy grades.

The steam locomotive when used as a helper on long, severe
grades is a very inefficient and costly piece of apparatus to
operate and maintain. Under favorable conditions and with
very intelligent handling, it can give good economy when oper-
ating up grade at a reasonable percentage of its maximum
output, but its consumption of fuel and expense in operating
does not cease with the completion of the useful work which it
has performed in pushing its pro rata share of the train up
grade. During the long coast down grade and during the time
which the locomotive is standing idle waiting for active com-
mission, there is a constant consumption of coal and waste of

steam going on, which contrasts unfavorably with the possible
economies of the electric system. The electric locomotive con-
sumes no power going down grade or standing idle, and may
even be constructed to return energy to the line when bringing
the train down grade, a benefit worth securing not so much
on account of the resulting economy in power as of the safety
which it insures in bringing the train safely to the foot of a
long grade without excessive wear of the brake-shoes and
liability to accident resulting from breakage thereof.

The question of water supply for steam locomotives, in itself
a small item, may lead to serious complications, as nature does
not always place the heaviest grades within easy distance of a
pure water supply. The cost of the water itself is small com-
pared with the deterioration it may effect on the boiler tubes,
with resulting decreased steaming capacity. It is also im-
possible to train a large number of locomotive firemen to the
degree of perfection attained by automatic stokers in a sta-
tionary steam generating station, and the lavish use of coal
for our steam roads will in the near future assume an im-
portance which will call for the use of drastic methods, or
preferably, the adoption of a more efficient method of liberating
and transmitting the energy contained in the coal.

While the wholesale retirement of the steam locomotive in
favor of its electric competitor is a dream of the far distant
future, there are many isolated sections of steam roads in the
operation of which the electric locomotive could effect econo-
mies which would well pay for its adoption. These economies
may be in the direction of a reduced fuel, labor and mainte-
nance account, but may be much more far-reaching and war-
rant changes in the present method of operating by steam loco-
motives. The millions of dollars contemplated for reducing the
ruling gradients and double tracking certain sections of single-
track roads, in order to increase their capacity with steam loco-
motive, might be spent with promise of greater return if used
for installing electrical equipment.

The different improvements being effected in steam engines
are more or less of a detailed nature, this holding true equally
of the motive power and the boiler. The use of oil as a fuel
instead of coal is perhaps the greatest improvement tending to
increase the capacity of the locomotive, and certain roads
traversing the oil fields are able to avail themselves of this
cheaper fuel. The coal-burning locomotive is, however, the
type of apparatus with which the electric locomotive has to
compete, and the ability of the latter to concentrate over double
the horse-power with same weight upon drivers gives it funda-
mental advantages of greater import than the detailed improve-
ments of the present steam locomotive.

There is no doubt that if our railroarl operators could be
made to appreciate the possibilities opened up with the develop-
ment of the heavy electric locomotive there would be a much
more searching inquiry into the actual cost of operating cer-
tain sections of our roads with steam locomotives and the ques-
tion raised as to the economy of their retention for the work
they are now doing.

On Sunday, April 23, the Brooklyn Rapid Transit Company
carried 1,500,000 passengers. Between 65,000 and 70,000 of
these went to Coney Island. On Saturday the company trans-
ported over its different routes, including all the pleasure re-
sorts, 1,500,000 people. Both of these were the largest April
days in the history of the company.

To accommodate its growing patronage, the Boston & Wor-
cester Street Railway Company will run cars daily between
Boston and Worcester, beginning May 15, on a fifteen-minute
schedule. That is the schedule now used on Sundays and
holidays.

May 6, 1905.]

AUTOMATIC SIGNAL AND SAFETY SYSTEMS AS APPLIED
TO ELECTRIC RAILWAYS

BY EDWARD TAYLOR

It IS with some diffidence that the writer of this article takes
up the subject of signal and safety appliances at this time,
when all technical literature on this subject is lauding the re-
cent achievements of large manufacturing companies in this
line. So much is being said in praise of recent undertakings
that a slight criticism or question as to the general practical
utility of certain features seems to strike a discordant note.
But nevertheless, having had special facilities for investigating
the particular advantages and disadvantages of several sys-
tems, the writer has formed strong opinions in regard to cer-
tain features of this line of work, and feels that the subject can
be discussed to advantage from the point of view of an electric
railway man. By far the greater part of the literature in this
regard has been written by the manufacturing companies, or by
their engineers who have achieved success on a project of this
character. Being entirely absorbed by the local conditions and
requirements, they have treated the subject from a compara-
tively narrow view point, and its discussion on a broader and
more general plane should be of interest to the readers of the
Journal.

Having never been connected with any signal company, and
being under no obligations to any such firms, makes it possible
for the writer to speak from an entirely disinterested stand-
point, and though this article will^deal chiefly with the weak
points of the signal systems, any strictures or derogatory refer-
ences that may be made are not brought out by a spirit of dis-
paragement or caviling. Indeed, the radical departure from
the old methods and the rapid development and advance of the
art are most commendable, while the skill and ingenuity with
which the several results are obtained is worthy of the highest
praise. But, nevertheless, there is still room for improvement
in many ways on the present protective systems, and it can do
no harm to occasionally bring out these points for the benefit
of all concerned.

For two reasons, the old method of spacing trains by means
of a time interval is gradually being done away with. In the
first place it has been found that this system does not permit
of the maximum number of trains being operated over a given
line; and in the second, that no particular protection is afforded,
as a fast moving train leaving the specified length of time be-
hind a slow one is constantly narrowing the gap between them
and must sooner or later overtake it. Block signaling, on the
other hand, besides offering protection from collision, af?ords
an excellent means for properly spacing trains, preventing any
particular part of the road from becoming congested, and it is
still an open question whether trains on a block signal line,
even when spaced at considerable distances, will not get over
a given section of line faster than would be possible when oper-
ating on a time interval. For this reason the matter of spacing
blocks, and especially of overlapping, is an important phase of
the question when considering the details of installing a signal
and safety system, and overlapping should always be regarded
as a necessity. Theoretically, the spacing of blocks and the
length of the overlap should depend upon the traffic, the profile
of the road, etc., but in reality it will be found in most cases
that the matter resolves itself into a financial question, or that
the number of blocks per mile is limited by the cost of the in-
dividual sets of apparatus. It is indeed difficult to reconcile the
needs of the most efficient protection on electric railways with
a low initial cost. Up to the present time, on the majority of
electric railways on which the traffic is so heavy that safety
and signal devices are necessary, the headway is so short as to
make lengthy overlapping prohibitive, while on the other hand,
short !)locking and overlapping necessitates a greater number

823

of sets of apparatus being installed, which, of course adds
greatly to the expense. In one point, however, the electric
road is at an advantage. Owing to the frequent stops and the
necessarily limited speed of its trains, the making of the dis-
tance signal a caution in connection with overlapping is hardly
necessitated. This feature, while productive of splendid results
on steam and high-speed railways, tends to complicate and
render more expensive the signal system of the ordinary elec-
tric railway without a corresponding gain in effectiveness.

To an impartial observer the point of view on the subject
of signal and safety devices of the average street railway man-
agement appears rather peculiar. Roads that have been oper-
ating many years with practically no safety devices whatever
are interviewed in regard to signaling, and invariably bring
forward the point that no system will be considered whereby
protection is not absolute. It is, of course, desirable that all
protection of this character be made absolute, as a motorman
or engineman who has passed a clear signal properly assumes
that the block which is protected by said signal is clear and
that he has the right of way. He, consequently, will not ob-
serve the same precautions that he would otherwise on a sys-
tem unprotected by blocks. But it must be remembered that
no system of automatic protection yet placed in service has
proved infallible, and the problem at once resolves itself into a
question of degree — which system is most nearly perfect?
When, then, the management of a road that has existed for
years without any form of automatic safety appliances decides
that only the best developed type can be employed on their line,
it appears that the leap forward is excessive and that their posi-
tion is at the least inconsistent. From no protection to the most
nearly absolute is a wide step, and one that on many lines could
be made gradually with better results.

Naturally the financial aspect of any measure brought before
them receives the first consideration at the hands of a corpora-
tion, so that a proposition that will appeal to an operating com-
pany must show itself to be an economical measure. But of
necessity, the better the system of protection the more compli-
cated it is, and the greater is the initial cost of installation.
Furthermore, owing to its complexity and the multiplicity of its
parts, various details are constantly needing repair and adjust-
ment, entailing a large expense for maintenance. On nearly all
electric railways, with the exception of two or three, the antici-
pation of these facts has settled the argument, and it has been
decided that the cost was prohibitive. It, therefore, has ap-
peared to the writer that if more moderate means were pro-
vided, devices of this character would be in more general use.

The point just considered, namely, the limitation of the use
of signal systems by the perfection demanded by possible pur-
chasers, is chargeable to the operating companies, but on the
other hand, the manufacturers are themselves putting a more
serious bar in the way of rapid development, for to a street
railway man one of the greatest weaknesses in the present
status of signaling appears to be the lack of adaptability shown
by even the most advanced systems.

The fact that a certain system of safety devices is applicable
to and of great benefit under some particular set of conditions
does not make it necessarily follow that it could be adapted to
any and all electric railways. The variety of local conditions
met with on different roads or on different lines of the same
road are so great that no system yet install'ed could be success-
fully applied to every other railway. In other words, each road
must apparently have an entirely new system designed to meet
its particular requirements, and there is therefore no standard
equipment in this line of industry. This renders it an extremely
difficult matter to judge of or decide upon the merits of the
various systems offered, and nine out of ten managements,
when confronted with the problem, solve it by tabling the en-
tire matter indefinitely, or until some disaster, such as occurred
in the I'aris tunnel a short time ago, stirs the public to the point

STREET RAILWAY JOURNAL.

824

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

of securing from the Legislature enactments that compel the
installation of apparatus that will make a repetition of the ac-
cident impossible.

As an illustration of how conditions affect the selection of a
signal system may be mentioned the recent employment of the
old "staff system" by a large electric double-track road while
making repairs on one of its lines. The "staff system," which
has been in the past used extensively on steam roads, and is
still being used to a considerable extent in England and on the
Continent, has been to a great degree displaced by other sys-
tems in this country, but in this particular case it was em-
ployed with entire satisfaction to meet an unusual set of con-
ditions.

A simple signaling system, with no automatic means of pre-
venting collisions, can be made to cover almost all ordinary
circumstances or conditions, but no system of signaling with-
Dut an automatic stoi)ping device is worthy of consideration,
inasmucli as several of the most serious accidents of recent
years have occurred notwithstanding the fact that signals were
set at danger.

It is usually shown in these cases that the <iigineman or mo-
torman was physically disabled, that his attention was de-
manded elsewhere or that for some reason the signal was either
not seen or was misinterpreted. The fallibility of the human
factor has been so strongly emphasized by certain recent hap-
penings that this consideration must be given full weight in the
design and construction of the safety system, and it is impera-
tive that the stopping of the train in case of danger be effected
by automatic means. Modern equipment with its power brakes
and automatic control would seem to lend itself with particular
facility to this form of protection, and it seems reasonable that
less elaborate means than those now employed by all automatic
stopping systems could be utilized to obtain the same ends.
The stopping apparatus now in vogue is almost without excep-
tion mechanical in its construction and must be made the object
of the most unceasing care and attention to insure its proper
action, as it is particularly subject to wear, derangement, lack
of adjustment, etc.

The same is true of entirely mechanical automatic signals for
protecting curves, etc., and with such systems the cost of in-
stallation must necessarily be very high, where for long dis-
tances the energy for operating them must be transmitted me-
chanically. This class of signals is notoriously unreliable,
as the wear upon their parts causes fretjuent break-downs, and
constant attention is necessary for an\- success in their use.
This is doul_)ly disadvantageous, as not only does their lack of
certain protection react upon the installation of protective de-
vices, but the excessive cost of maintenance produces the same
effect. On the other hand, the success of the mechanical sys-
tems of interlocking, used in connection with blo:k signaling,
switching, etc., has rendered their use almost a necessity on all
large roads. The ready and easy manner in which these are
worked together has proved a mutual advantage, as either fea-
ture by itself would lose much of its value.

But in spite of the success of mechanical systems in certain
local uses, it appears to the writer that the proper solution of
the problem must be sought in another direction. Electricity
through its well-known character of flexibility seems to lend
itself admirably to signaling purposes. Indeed, the representa-
tive steam roads of the country have all adopted systems where
it is used entirely or with modifications. It would appear that
an electric road, having at all times a supply of current in the
immediate vicinity, should be a particularly inviting field for
this style of device. Indeed, a number of electric systems have
been presented, but in each some vital weakness is apparent,
and it may be well to touch upon the more important of these.
It appears evident that any safety or signal system which neces-
sitated the use of storage cells as a source of energy is at a
disadvantage, inasmuch as the special attention required, the

apparatus for charging them and the general disadvantages
common to battery work make them a constant source of an-
noyance, especially in the colder Northern sections of the
country.

Again, the idea on an electric road of giving up one or both
of the running rails for signaling purposes is a question of no
small moment, as the cost of copper for a return circuit is a
very large item, and in view of the recent litigation instituted
by certain cities against operating companies for damages due
to electrolysis. The fact is that the track and line departments
of all roads are about at their wit's end, with both rails at their
disposal for the return current, to accomplish this purpose with
small drop of potential and with little leakage to water mains
and other piping, which must obviously offer low resistance to
an electric current. A step forward was gained in this con-
nection when an application was made of the fact that an alter-
nating current has such characteristic differences from direct
that the two could be used over the same circuit selectively.
But the use of alternating current over a direct-current circuit
for signaling necessitated the division of the track circuit into
blocks, and the separation of the alternating-current circuits
is attended with considerable difficulty, even with a low-voltage
current of this character, when the rails must also be used for
the passage of heavy return direct currents. The inductive
characteristics and properties of alternating currents, in con-
.nection with the use of choke coils, make this possible, but the
construction of a choke coil which will be wound of sufficient
capacity to pass,, without interruption or excessive resistance,
the heavy direct currents, and still offer an inductive resistance
to the alternating current, is extremely difficult of accomplish-
ment, and in city service or in thickly-settled districts where
headway is short and cross-overs, switches and special work
frequent, the problem becomes well nigh unsurmountable.

Still another point which militates against the success of
electric systems and one which has scarcely been given the
proper consideration by the manufacturers, is that their differ-
ent systems are not sufficiently protected against electrical dis-
charges during storms. Annoyances due to this cause are par-
ticularly exasperating when it is remembered that during severe
electrical storms, where other systems of despatching are at
their worst, owing to excitement, a signal system should be
particularly relied upon. Heretofore a suitable lightning ar-
rester which was efficient and of extremely low cost so that it
could be used at frequent intervals has not been on the market.
But the recent advent of a lightning arrester of an entirely
non-inductive circuit, small, compact, with no moving or ad-
justable parts, and which can handle repeated lightning dis-
charges without losing its adjustment or efficiency, should offer
a solution of the difficulty, as it appears to be the ideal arrester
for the protection of signal apparatus.

These are perhaps the most striking faults apparent in pres-
ent electrical systems from a railroad man's viewpoint, but
notwithstanding these difficulties attendant upon the use of
electricity for signaling purposes, the writer believes that in
this line will the most satisfactory results be obtained, after
experience has weeded out weaknesses such as the ones
touched upon above.

Leaving the subject of mechanical or electrical systems, it
may be well to discuss a point that applies to all forms of auto-
matic signaling. In considering any system, an important point
is whether it is a normal danger, i. e., whether any abnormal
condition along the line, disconnection of wires or any other
circumstance out of the ordinary causes the signals to go to
danger. From a protective point of view this system is de-
cidedly superior to any other, but from the operating view-
point it has its disadvantages, as the slightest derangements of
the apparatus, even if of no consequence, are continually caus-
ing tie-ups and blockades. On the other hand, the normal clear
is a less expensive system, and certain details in connection

May 6, 1905.]

STREET RAILWAY JOURNAL.

825

witli it are especially suited for high-class protection. While
avoiding the chief fault of the normal danger, it combines the
advantage of being much cheaper, with nearly as efficient pro-
tection, if certain details are carefully worked out and looked
after. Practice has shown that cases where automatic signals
have shown false indications do not exceed one per 100,000
operations. Such a remote possibility does not need to be
guarded against by the additional apparatus required for "nor-
mal danger," which augments the danger of break-down and
introduces faults difficult of detection.

Having called attention to the more obvious weaknesses of
present systems of protection, it should be interesting to sum-
marize the details of a system that would answer all the re-
quirements of street railway service, and toward the working
out of which the manufacturers must strive, if the advance of
signaling is to keep pace with other railway progress. What
seems desirable is a system which must, primarily, be compara-
tively inexpensive to install and maintain, consequently having
as few mechanical parts as possible, and which will, neverthe-
less, be as nearly absolute in its operation as is consistent with
simplicity and economy. It must have an automatic stopping
device and should lend itself with facility to interlocking or
switching systems. Its construction should 1)c such that the
frequent spacing of blocks in
congested districts will not
offer prohibitive financial ob-
jections. It should not neces-
sarily depend upon a large
number of auxiliary parts,
storage batteries, alterna-
tors, compressors, pipe line,
etc., but should preferably
derive its energy directly
from the trolley, and should
be arranged in such manner
that when trolley is dead the
signals would be at safety.
The use of one or both of the
running rails should not be a
prerequisite, to the disadvan-
tage of the return car cur-
rents. It should be so con-
structed that in case of de-
rangement, non - operation
will be indicated and still permit the running of equip-
ment in defiance of signal, without long delays or ex-
tensive changes being entailed. It should be a system that
will set a signal on the entrance of any class of equip-
ment into the block, thereby deviating the possibility of signals
being clear when block is occupied by a car or train not carry-
ino- the actuating- device. It should be possible, in case of emer-
gency, that track men or others can quickly set signals at
danger, or in other words, that any signal can be Feadily set at
danger by other means than a train entering the block. It
should not require the use of oil lamps at night, as they neces-
sitate constant attention and heavy maintenance expense. It
should be sensitive to its regular means of operation, but not
easily affected by extraneous causes. Last, but not least, it
should be a system that does not necessarily require the con-
stant attention of expert signal engineers, but which can be
maintained by the regular road electricians. To include each
and every one of the above details in one system may be diffi-
cult, but the system that will include the greatest number of
such advantages will undoubtedly secure the electric railway
business.

The next ten years will see rapid developments along the
line of automatic signal and safety systems, and radical de-
partures will be made from the methods now in vogue. Along
the interurban roads the population is rapidly increasing, neces-

sitating corresponding increase in the roads' service, and the
riding public in general is demanding "real rapid transit." The
consequence of these two developments is that it is becoming
imperative that passengers be protected against accident, and
progressive railway managements will realize that short head-
way, high speeds and heavy, valuable equipment cannot be
operated successfully in the uncertain manner that is generally
the practice at present. As soon, then, as the requirements of
the average road are established and a general demand created
for an apparatus, the manufacturing companies will bend every
energy to produce that which their customers desire.

In this enlightened age the word "impossible" should be used
very sparingly, and, in the writer's opinion, all that has been
enumerated, and possibly even more, will have been accom-
plished before the close of the next decade.

HANDSOME NEW FREIGHT DEPOT OF LOS ANGELES-
PACIFIC RAILROAD COMPANY

The new freight depot of the Los Angeles-Pacific Railroad
Company, which has just been opened for use, is both hand-
some and conmiodious, as shown in the accompanying illustra-

NEW FRETCHT DEPOT OF THE LOS .VNGELES-PACIFIC RAILWAY COMPANY

tion. It is situated on the northwest corner of Bellevue Ave-
nue and Buena Vista Street. The building is a one-story struc-
ture, in the Mission style of architecture, with a frontage of
400 ft. on Buena Vista Street and 100 ft. on Bellevue Avenue.
Its long series of arched doorways gives a peculiarly picturesque
effect, which is quite unusual in a building of this sort. The
company is using the structure for both freight and express,
and in it are also the freight offices. In one section of the long-
building has been fitted up handsome cpiarters for passengers.

Ten sets of trackage run into the new depot, and several
more will be placed on the adjoining grounds. On this corner
the company owns a plot 200 ft. x 400 ft., and the present
building is only the first of a group to be erected on this site.

The Los-Angeles-Pacific Railroad Company has just com-
pleted a pretty Mission style depot at the popular seaside re-
sort, Playa del Rey, and plans are ready for a similar depot at
Sawtelle. The company's new depot at Santa Monica is to be
large and combines many uni(|uc and attractive featin-es.

The Dayton & Troy Electric Railway is preparing to issue
a complete list of names and addresses of parties adjacent to
its line who desire summer boarders. Information will be given
as to the number of petsons that can l)c taken care of and rates
[)cr week.

826

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

RATES OF FARE ON INTERURBAN ELECTRIC RAILWAYS
IN OHIO, MICHIGAN AND INDIANA

The subject of passenger rates on interurban roads is one
wliich is of intense interest in these days when new roads are
springing up all over the country. Not only are comparisons
of figures of value to those who are promoting new lines, but
they are of interest to those who find that while they are car-
rying a great many people their net earnings are not as large
as those of some other electric railways doing a smaller
business. The connecting up of many links and the build-
ing of through lines with a view to going after long-dis-
tance lousiness are rapidly bringing the situation to a point
where there must be something like uniformity of rates for a
certain district. While, of course, local conditions are bound
to influence rates in certain quarters, there seems to be no good
reason why managers should not work together toward a uni-
formity of rates, particularly on through business. Steam
roads have done this to a large extent, and in certain districts,
rates per mile are nearly always uniform.

With a view of securing some light on this subject, the
Street R.mlway Journal recently corresponded with man-
agers of nearly all the most important interurban roads in the
district embracing Ohio, Michigan and Indiana, where the lines
are becoming so interlinked as to form a great network of
railways. The appended tables show the average rates per mile
for various classes of business on thirty-six interurban roads
in this district, viz., twenty-three in Ohio, eight in Indiana and
five in Michigan, operating almost 3000 miles.

The figures show a wide range of rates, not only in the re-
ceipts per mile for single and round-trip tickets, but the rates
and methods of handling commuters" tickets, mileage books,
school tickets, etc. The highest rate per mile in this district
is that of the Eastern Ohio Traction Company, which receives
on an average of 2.21 cents for single-trip cash-fare passen-
gers, while the lowest is that of the Michigan Traction Com-
pany, which receives but 1.4 cents per mile for the same ser-
vice. The average round-trip rate on the Eastern Ohio is 2. 11
cents, while the average passenger on the Detroit United sys-
tem pays but L15 cents.- Family commuters' books average
only 0.88 cent on the Detroit United, while commuters on the
Cleveland, Painesville & Eastern — owned by the same syndi-
cate— pay 1.8 cents. Individual coupon books range from the
extremely low rate of 0.56 cent on the Dayton & Xenia to L43
cents on the Pennsylvania & Ohio Railway. These last, how-
ever, are not exactly fair comparisons, as the limitations are
different. The Fort Wayne & Wabash Valley has a mileage
giying a rate of 1.2 cents per mile, while several roads have
mileage at i ^/S cents. School tickets range from 0.74 cent on
the Interurban Railway & Terminal Company to 1.5 cents on
the Pennsylvania & Ohio, with practically the same limitations'.

While the rule does not hold good in every case, it is notice-
able that rates vary according to the location of the roads
around certain centers, and this can usually be attributed to
the fact that the pioneer roads established the rates and the
others followed the precedent laid down by them. Thus, in
Ohio, the roads around Cleveland and Toledo approach very
close to the 2 cents per mile rate. Roads centering at Dayton
average about 1.75 cents per mile, although one of them is con-
siderably lower than this. The original roads out of Colum-
bus started with 1.5 cents per mile. One of them has since
raised this rate, while another has abolished certain classes of
low fares, bringing its average up somewhat. The Scioto Val-
ley, the newcomer in that field, started with straight 2 cents
per mile, with no reductions to any class of commuters' busi-
ness, and in the face of strong steam competition, it appears
to be making good by reason of superior service.

The Detroit United, the parent system in Michigan, has a
number of local rates, but it states that its average per mile is

L41 cents. Other roads in this State have followed this ex-
ample, and except for the Detroit, Ypsilanti, Ann Arbor &
Jackson, which has recently raised its cash-fare rate, though
not its ticket rate, those mentioned are all considerably below
the average for both Indiana and Ohio roads. In Indiana the
pioneer interurbans immediately met with strong steam com-
petition, and for a long time some of them attempted to do
business at the suicidal rate of i cent a mile for cash fares
and lower than that on commuter and mileage business. The
great Indiana Union Traction system gradually increased its
rates until they now average 1.5 cents per mile for single
trip and 1.25 cents for round trip, and the other roads radiating
from that city followed this example quite closely. When the
Muncie, Hartford & Fort Wayne was built, the line connect-
ing with it was selling tickets at i cent per mile, and it was
thought by some that it would have to follow this example.
Some of the owners, however, made a bold stand for better
rates and adopted 1.8 cents as standard. The fact that this is
one of the most prosperous properties in the country indicates
that this stand was right. The Fort Wayne, Van Wert &
Lima, building into Fort Wayne, has a 2-cent rate, and the
Western Ohio, which connects with it at Lima, has recently
adopted this rate. The Indianapolis & Martinsville has an-
nounced an increase to this rate, although its round-trip rate
will be 1.5 cents.

Owing to the fact that a number of Ohio roads have re-
cently increased their rates, the average cash fare on the
twenty-three roads reporting is considerably higher than the
average for either Michigan or Indiana. Only two roads still
hold to the 1.5-cent rate, and these are planning to increase.

The tables show interesting facts as to the'practice of selling
tickets, and the indications are that it is becoming popular.
Twenty-seven out of thirty-six roads sell single-trip tickets,
and six offer lower rates to those who buy these tickets at sta-
tions. All but seven sell round-trip tickets, and all but five of
these give reductions from double the single-trip fare. Six-
teen roads have family commuters' books, while twenty-five
liave individual commuters' books. The plan of selling mile-
age books seems to be declining in favor; only nine out of the
thirty-six still sell these books. A year or two ago quite a number
of roads issued such books for 1.25 cents a mile, good for any-
one and with no limit as to time, but at present but four roads
have such books. The Toledo & Western has mileage at ^.5
cents, no time limit, while the Dayton & Western has the same
rate with a limit of six months. Three roads give reduced
rates on Sundays and three have "week end" rates, good for
three days.

Much interest will be attached to the rates given by roads
parties to the agreement of the Ohio Interurban Railway Asso-
ciation. As is commonly known, this plan embodies a book of
5-cent coupons good on a number of roads, and giving a re-
duction of 16^ per cent from the local cash-fare rate of the
individual road on which the coupons are collected. It will
be seen that on the ten Ohio roads referred to herewith using
this book, the average rate is 1.48 cents, as compared with
1.37 cents, the average rate on the old form of local mileage
books, which on the the majority of roads are unlimited as to
time or user, whereas the Ohio coupon book is good only for
signer for one year. The one Indiana road using the book
gives a rate of 1.67 cents, while the Michigan road which has
adopted it receives L3 cents. The majority of the Indiana
roads have declined to adojlt the Ohio scheme, as they claim
their rates are too low to admit of so great a discount. This
is undoubtedly correct in the case of those roads which re-
ceive only 1.5 cents for local cash fares, but, as indicated here-
v.'ith, several are getting considerably more than that and
could af¥ord to enter into the arrangement as well as one of the
Ohio roads which receives only 1.52 cents for local fares. The
plan proposed by the Indiana roads of issuing a book giving

May (1, 1005/i

STRETtT RAILWAY JOURNAL.

827

[0 per cent discount would hardly meet with popular favor, be-
cause the average round-trip rate on the Indiana roads is al-
ready 13J/2 per cent less than the single-trip rate.

Discussions before the associations in these States are hav-

haul business, and if the electrics cannot make money at 1.5
cents per mile, it must be ruinous for the steam roads. Once
the competition is withdrawn, the steam road almost invariably
increases the rate to equal that of the electric, and even where

Table I. — Rates of Fare in Cents Per Mile on Electric Interurban Railways in Ohio.

Name'

Lake Shore Electric

Cleveland & Southwestern

Cleveland, Painesville & Eastern

Cleveland, Painesville & Ashtabula ....
Northern Ohio Traction & Light Co..

Pennsylvania & Ohio

Eastern Ohio Traction Company

Columbus, Delaware & Marion

Columbus, Buckeye Lake & Newark . .

Scioto Valley

Appleyard Lines

Toledo & Western

Toledo & Indiana

Dayton & Western

Dayton & Troy

Western Ohio

Dayton & Xenia

Dayton & Northern

Dayton, Covington & Piqua

Cincinnati, Dayton & Toledo

Cincinnati, Lawrenceburg & Aurora....

Interurban Railway & Terminal Co

Stark Electric Railway

Average .

Single
Cash Fare.

.82
.82
.00

.90
.87
.21
•50

•75
.00

•5°
.00

•75

,61

■52
.80

•75
■83
•75
•95
.01

Single
Ticket
Fare.

1.84

1 .62

I .82

1 .90

1.50

1^75
2 .00
1.50
2 .00
2 .00

1^75
i.6r
2 .00
1.52
I. So

i'.s's

i.'Ss
1 .76

•77

Round
Trip.

1^53
1. 61
1. 81

I-S5
1.66
2 . II

1-50
1.80
1.50

1-75
1.80

I •50
1.27
1.80
1.36
1.50

x'.e's
1.58
1 .64
1 . 76

1.63

Family
Commuter

'I

55
-1.44
"1.80
1^1. so

'1^43
"1.83
■I 1 .2 5

I -5°

'1.50

■'i .00
.25

'^■39

Individual
Commuter.

Mileage.

O. I. R. A.
Coupon
Books.

'1.25
'1.27

■*! -5°

^i.43

'l . ID
■'l . 25
•'l .00

1-25
^I .00

' .56
^I .00

'1-25
I .00

■* .90
3 .82

I .50

I .09

■37

1.51
1 .51

1 .67
1 .40

1-35
1 .67
1. 16
1-5°

1-47

1.52

School
Tickets.

"I .00
'r .00

I •50
■I . 10

I .00
I .00
1 .00
I .00

T .00

•74

I .03

Sunday
Rates.

"1-33
*r .25

Week End
Rates.

■■'1-33

*I .07
^33

1 . 29

1 .24

Other
Rates.

S8"l.22

''I-33
"1.25

'50 rides, good 30 days. ^44 rides, good 30 days, school days only.
'Party of 30 to 100 "Party .300 or more. "52 rides, good 30 days,
day limit. "Limit of (1 months. "Party of twenty, one day limit,
no time limit.

'5 cents less than double single trip rate. ''No hmitations. ''Limit of 3 days. "Party of twenty.
"'40 rides, good 30 days, school days only. "500 miles, good six months. ■'■^OO days limit. ' 30-
'"One cent per mile, not less than 5 cents collected, good 30 days. "00 day limit. "*F r tamily,

Table II. — Rates or Fare in Cents Per Mile on Electric Interurban Railways in Michigan.

Name.

Single
Cash Fare.

Single
Ticket
Fare.

Round
Trip.

Family
Commuter.

Individual
Commuter.

Mileage.

0. I. R. A.

Inter-
change-
able Book.

School
Ticket.

Sunday
Rates.

W6ek End
Rates.

Other
Rates.

Detroit United Railway

Detroit, Ypsilanti, .'\nn Arbor & Jackson. .

Detroit, Monroe & Toledo

Michigan Traction Company

Saginaw Valley Traction Company

1. 41

2 .GO
I .60
I .40

1^53

I .41

I .60
I .40

1^15
1.50
I .50
1 .20

• .88
'i-33

' •87

1^25

1.30

' -75

4

I .00

....

'1-33

1.58

1.48

1^34

1 . 10

1 .00

I-2S

1 . 30

.87

1^33

'Good for season or ve;ir between certain stations. '-^Limited to 30 days for individual. 'Good in township on school days '2t-cent ticket good any distance in

one township. ^No limitations. 'Round trip, ono day only.

Table III. — Rates of Fare in Cents Per Mile on Interurban Electric Railways in Indiana.

Name

Single
Trip Cash
Fare.

Single
Ticket.

Round
Trip
Ticket.

Family
Commuter.

Individual
Commuter.

Mileage.

0. T. R. A-
Inter-
change-
able Book.

School
Tickets.

Sunday
Rates.

Week End.

Other
Rates

I . 50

1 -5°

I .25

'1.25

' -75

Indianapolis & Cincinnati Traction Co. . .

I . 50

■'1 -31

' -75

' .94

Indianapolis, Columbus & Southern

1 .60

1 .60

1.30

. 10

Indianapolis & Martinsville Rapid T. Co. .

2 .00

2 .00

1.50

'1.25

"i .00

^•25

Indianapolis & Eastern ;

1.50

1.50

I .50

I-3S'

Fort Wayne, Van Wert & Lima Tr. Co . .

2 .00

2 .00

1.80

I .67

Fort Wayne & Wabash Valley

1.50

1 . 50

1^35

"i .00

''l'.20

t . 00

"i^'45

Muncie, Hartford & Fort Wayne

I .80

"'i-3S

"'^•3S

1.68

1.68

1^45

1.23

1 . 20

I .22

1 .67

• 94

1. 19

'Good until used. '■'Good onlv on school davs to scholars attending free public schools onlv. ^ 160 five cent rides for $7, good for one year. '100 five-cent rides for $2.50,
school days only. ^Park excursion tickets. "50 trips in 30 days. 'Good six months. "Good 30 days. "$10 book for $S, good one year. '"Books of 25 rides between
stations, no limitations. "150 live cent coupons fr)r $(>, no limitations.

ing a tendency to create a uniformity of ideas, and the senti-
ment is growing. Where rates are governed by franchise con-
ditions, as they are in many cases, the problem is a difficult
one, but it has been overcome in a number of cases. Roads
which have increased their rates in the face of railroad com-
petition have almost invariably won out. The steam lines were
driven to reduce their rates to hold even a portion of the short-

the steam road continues to give lower rates, numerous cases
can be cited where the electrics are getting the business at
higher rates, due to more frequent service and superior accom-
modations. There is at least one road that added $40,000 to its
earnings in one year by increasing from 1.5 cents to 1.75 cents
])er mile, and this road is now seriously considcrim^ increasing
il mileage rale lo J cents.

828

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

THE ATTITUDE OF THE STEAM ROADS

BY LOUIS BELL, PH. D.

The larger growth of electric traction depends in no small
measure upon the relations which may be established between
the new motive power and the old, between the electric line
struggling for expansion and the steam road bending its energy
toward the repression of competition. And yet it is a mistake
to assume, as is so often done, that there is any inherent an-
tagonism between the motive powers as such or between those
employing them.

The struggle which has arisen is far older in its origin than
the electric motor or the steam engine. It springs from ele-
mental forces in human nature. The real question is not
whether the train-mile can be made more cheaply by one
method of traction than by another, but whether certain vested
interests that have come to regard the traffic of the country as
their private and sole property are to be disturbed in their
peaceful enjoyment of monopoly or not. There are never want-
ing Jesuitical economists who spring to the defense of monop-
oly on account of real or supposed savings in operation, but
the broad fact remains that, in spite of these savings, no
monopoly likes to take the chances of even small competition,
and never fails to throttle it if possible.

Therefore, just as soon as the electric road passed out of
the petty tramway stage and began to do a larger work, exist-
ing railroads at once looked upon it as an active rival engaged
in grand larceny of the traffic which they themselves had by
usage regarded as a permanent asset. Hence every kind of
obstacle has been put in the way of electric roads, beginning
with active work in the lobby and ending with stalling a freight
train across the site of a legally authorized crossing, together
with all the legal and illegal varieties of obstruction that lie be-
tween. But that adverse attitude had nothing to do intrinsi-
cally with the motive power question, except as this proved a
dangerous element in competition — it was and is purely an ex-
pression of that compound of open war and secret assassina-
tion that forms the substantial basis of modern business
methods. The vested interest merely extended to the new-
comer the customary cheerful greeting couched in the pleasant
phrase of the late Tom Corwin: "We welcome you with bloody
hands to an inhospitable grave." Doubtless the locomotive
v/ould have met a similar reception had electric traction first
gained possession of the field.

One should not therefore attach too much importance to
these preliminary business amenities. Really the steam roads
are watching the later development of electric traction with
very keen and genuine interest. Railway men, like all others,
may be divided into conservatives and radicals. The former in-
stinctively oppose innovations, the latter foster them. It is
not so many years ago that the railroad itself was denounced
as unnecessary, unsafe and impracticable. But now the rail-
road is the most important adjunct of civilization, as electric
traction may one day become the most important adjunct of
general railroad working. Putting aside all prejudice, the real
questions which touch the railway manager with respect to
electric traction are these: Is it thoroughly practicable? Will
it pay? Can I afford to adopt it? As to the first count there
is little doubt that electric traction is as an engineering feat
entirely practicable on either a small or a large scale. The re-
cent work on interurban systems has made this entirely clear.
The work at Zossen has shown the feasibility of working at
higher speeds than any yet attempted with ordinary locomo-
tives, and the one point as yet undemonstrated is the feasibility
of operating electrically very long lines like the great "trunk
systems" of our country. Even as respects these it is very
doubtful whether any railway man who has looked into the
matter seriously is really skeptical as regards physically suc-

cessful operation. There may be doubts about the financial
wisdom of the policy, and indeed even electrical engineers are
disposed to go slowly and conservatively in this matter. No
man who knows the locomotive fails to realize that it is won-
derfully well adapted for its work and will not be replaced ex-
cept for ample cause.

On the financial side the railway man regards the status of
the electric road as less certain. There is, of course, no doubt,
merely as a matter of experience, that for purely urlian and
suburban work the modern methods of electric traction are
singularly successful, and that surely as a matter of business
they do pay. Wherever electricity has been substituted for
steam in such work the improvement in service has produced
so great a gain in traffic as would justify even a considerable
increase in purely operative expense, and as a matter of fact
this operative expense has lieen rather in favor of electric
traction.

When, however, one comes to trunk line operation a very
different set of conditions is encountered. Electric traction by
the methods now customarily followed requires a large ex-
penditive factor proportional to the length of the road. This
falls heavily upon lines with light traffic, and many electrical
engineers, including Mr. Sprague, who may fairly be called the
father of electric traction, have expressed serious doubts as to
the applicability of present electric methods to much of the
larger work of transportation. Beyond a certain density of
traffic, not yet definitely determined, but certainly not greater
than is found on most suburban lines, electric traction pays.
What it can do with lines having lighter traffic remains to be
seen, and there is nothing unreasonable in the waiting policy
followed in this particular matter by most steam railway men.
It is not a policy of unfriendliness, but merely an exhibition of
reasonable caution.

Recent innovations in electric traction, enabling longer sec-
tions of road to be operated from a single power station, tend
to reduce the factor of cost, which depends on the length of
the road, and in so far tend to make electric traction economical
on longer and longer lines ; but these innovations are still sub
judice, and a conservative business man is not justified in
jumping at conclusions regarding them. Railway men very
naturally look askance at the multiplicity of generating or sub-
stations necessary on the ordinary direct-current system, and
also object to the third-rail supply as dangerous and unreliable
on long lines. These exceptions are, upon the whole, well
taken, and it is now pretty clear that the success of electrical
working on long lines hinges upon the practicability of a dis-
tribution carried clear up to the car at high voltage witliout
sul3-stations, requiring either large investment or the attend-
ance now necessary. The experimental single-phase systems
now in operation are going to give much valual^le information,
but they have made thus far much less rapid headway than was
to be expected when the first announcements were made, so that
no useful data are either now at hand or likely to be quickly
available. This side of the matter is strictly up to the elec-
trical engineers, and until they have something to report, which
is both definite and favorable, they should be neither surprised
nor annoyed at an attitude of good-natured incredulity on the
part of railway managers.

To be really successful any electric system for trunk lines
must be workable in connection with steam locomotives upon
the same tracks for many years to come, save in the single pos-
sible case of special trunk lines for very high-speed traffic, a
class of work not yet seriously undertaken. And what is more,
it is not likely to be undertaken at present unless some one of
the existing railroads takes up the task on its own account.
The truth is that a road operating at loo m.p.h. or so could
hardly be constructed in this country as an independent enter-
prise. Its operation would so tend to demoralize tr'^ffic condi-
tions on existing lines that such a road would be fought from

May 6, 1905.]

STREET RAILWAY JOURNAL.

829

its very inception and, if tried, would probably cost for fran-
cbiscs alone a sum so great as to absolutely forbid further
progress. Some day two great trunk lines may fall out and
tlien one of them may use the high-speed electric road as a
club upon the other, but for the present electric traction must
n''ake its way upon merits other than those dependent upon
high speeds. The writer has little doubt that within a few
years the difficulties of long-distance electric traction will be
so far solved that at least the passenger traffic can be handled
very economically, and perhaps the freight service as well, but
even then there will be left the third fundamental question of
ability to pay for the change.

On its face it would seem that a system of demonstrated
economy must be worth adopting, but the solemn fact remains
that not all railroads are prosperous enough to enjoy increas-
ing the funded debt for a change of motive power. The thing
which belongs to the insiders is the stock, and hence the in-
siders, if the road is doing well, have little interest in increas-
ing the funded debt unless the change will considerably more
than pay for itself. If the road is not prospering, the added
burden of fixed charges cannot be comfortably carried, so that
electric traction must not only show a certain saving, but a
large one as well before railway managers will really be en-
thusiastic about it. And the fact is that a change which must
necessarily much increase the present capital charge per mile
is one that must be for very good cause.' Most railroads are
far from rolling in wealth, as their stockholders know to their
sorrow, and must go slow in making expensive, even if profit-
able, changes.

A very interesting phase of the present situation is the grow-
ing tendency of steam roads toward picking up competing and
branch electric roads and running them in conjunction with
the main system. From a business standpoint it is probably
often good policy, but it is not always likely to give the pur-
chasers a sound notion of the economics of electric traction.
In the first place, the gentle promoter has now and again, by
shrewd bluffing, unloaded upon the railway man a property in
physically bad condition, and has thereby given him as well
some very melancholy notions of depreciation. In the next
place, an electric road which can really be made to pay well in
competition may not make a good showing when it gets into
the hands of the railway and is made to share traffic therewith
upon some arbitrary basis. In other words, it may make a
rather shabby showing, merely because it has been used so as
to stop loss on the steam line. The two facts just noted prob-
ably account for most of the instances in which electric lines
thus acquired have not made a good showing. The electric
branch line worked as a feeder stands upon a very different
basis. Railway men are beginning to learn its advantages and
to use it intelligently, and in many cases it is likely to prove
of great advantage to the community. As time goes on it may
prove a stepping stone to larger electric work. The modern
railroad manager is thoroughly wide awake to what electric
traction is doing. He dislikes it as a competitor for obvious
and sufficient reasons, and he is perhaps ultra-conservative in
his views of the motor as a substitute for the locomotive, but
in the long run he is thoroughly open to conviction and is likely
to take an active hand in future electric operations. What is
more, the experience of the expert steam railway man is going
to be very valuable to the larger work of electric traction.

The famous sink hole on the Urbana, Bellefontaine &
Northern Traction Company's line south of Bellefontaine, in
which the company has dumped thousands of yards of gravel,
stone, timlier and brush, has again become unruly. Time and
again the track at that point has gone down all the way from
5 ft. to TO ft., and every effort to secure a firm foundation for
the roa(l])ed has been baffled.

CORRESPONDENCE

DUPLICATE DAY CARDS

Philadelphia, Pa., April 25, 1905.
Editors Street Railway Journal:

Street railway companies should require conductors to make
out their regular day cards in duplicate. This can be accom-
plished by means of a sheet of carbon paper between the two
cards. An exact duplicate of the day cards in the hands of the
depot superintendent would have obvious advantages. With
these duplicates before him, he could figure out the riding for
the previous day and make recommendations to the main office
regarding changes in time-tables, etc.

Such duplicates kept in the office could also be produced on
the days when the conductors are settling their shortages, and
these would prevent any feeling of dissatisfaction or chance
for dispute about shortages. Peter Robinson.
♦♦♦

CAR VENTILATION

New York, April 26, 1905.
Editors Street Railway Journal:

An article on "Car Ventilation" appeared in the April 15
issue of the Street Railway Journal. It is safe to take ex-
ception to the principal propositions stated therein. These are,
the quantity of air required per passenger; the proper manner
of procuring that supply ; the extent of vitiation of air, par-
ticularly by the presence of carbon dioxide, within the safety
limit; and the method of determining the latter.

First — the quantity of air required per passenger. The arti-
cle referred to proposes, "in general 353 cu. ft. of fresh air per
hour, or 5.89 cu. ft. per minute, should be introduced per pas-
senger, in order that the percentage of carbon dioxide may not
rise above the point specified." Dr. Dudley, chemist for the
Pennsylvania Railroad Company, considers Dr. Parke the lead-
ing authority on ventilation, and Dr. Parke says, "30,000 cu.
ft. per hour is the average" for an adult — eight and a half
times more than your writer would provide. Many other au-
thorities could be cited, their estimates ranging from 20,000
cu. ft. to 30,000 cu. ft. per hour per person.

Second — the writer would have us beHeve that the proper
method of introducing fresh air into a car (he makes no sug-
gestion as to a method for the removal of the vitiated air from
the car) is through the deck sashes and the occasional open-
ing of the doors. Will the traveling pul)lic believe it? The
general experience was recently concisely stated by Dr. Hurty.
secretary of the Indiana State Board of Health: "I never
think of riding in the inside of the cars, but always stand out
on the platform in cold weather, because the air inside is al-
ways so extremely foul. * * * ]\fQ passenger will permit
a window to be lowered, and if doors are held open for even a
moment someone will rise and close them. The same is true
in regard to the ventilators in the roof. I have repeatedly
opened these ventilators, only to see them closed again by pas-
sengers." In an article that appeared in "The Railway Sur-
geon," Dr. Flurty says: "Transom ventilation in the deck
fitfully and insufficiently changes the air, and is altogether a
method which is contrary to physics. Such method does not
and cannot ventilate a car properly, and sometimes, as when
cold air falls upon the heads and necks of passengers through
the transoms, is almost worse than no ventilation." Many
other authorities could be quoted, but this will suffice for a
fact so patent.

Third — In his article he says: "It is the writer's opinion
that 20 parts of carbon dioxide in 10,000 would not be exces-
sive under these circumstances." Dr. Parke states: "Fifty have
proved fatal and 15 dangerous." Among the most interesting

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

experiments recently made by many Boards of Health is that
of Detroit, Mich. The standard adopted by the Detroit Board
jf Health for the city schools is 9 parts of carbon dioxide in
10,000 parts of air. Chemical tests made of the air taken from
ninteen city and suburban cars demonstrated that only five
samples analyzed below 20 parts carbon dioxide, five between
20 parts and 30 parts, and nine exceeded 30 parts.

This dangerous condition is wholly unnecessary. The proper
application of the old principle of the exterior deflector, sup-
plemented by interior deflectors, not only supplies the required
amount of fresh air, without flraft, but at the same moment
expels the vitiated air from the car. Ross Taylor.

♦'♦^»

EFFICIENCY OF BRAKES ON TRUCKS HAVING A ONE-
MOTOR EQUIPMENT

STANDARD STEEL CAR COMPANY

Butler, Pa., April 17, 1905.
Editors Street Railway Journal:

The Street Railway Journal has contained several articles
recently as to whether it is more desirable to use one or two
motors per truck on a double-truck car. In these articles noth-
ing has been said in regard to the difficulty of properly braking
a short wheel base truck with a one-motor equipment. Except
for the maximum traction truck, I believe no inside hung brake
rigging has been produced for trucks with one-motor equip-
ment which, without too mtich complication, successfully re-
duces the pressure of the brake-shoes on the idle wheels, so as
to prevent skidding and flattening them when a maximum al-
lowable pressure is given to the shoes on the wheels which
carry the motors. For this reason, when a one-motor equip-
ment is used, the maximum air-brake pressure has to be re-
duced below tlie pressure which would skid the idle wheels.
This reduces the emergency efficiency of the brake, and thus
increases the chance of accidents. Several designs of brake
rigging which overcome this defect have been used, but I be-
lieve that all of them have been abandoned as too complicated
and as requiring too much care to maintain them.

When the short wheel base truck having an outside hung
motor and an inside hung brake rigging (and no other brake
rigging should be used), it is the usual practice to have the live
and dead levers of the same length, and this makes the pressure
of the shoes on all of the wheels equal in amount. It is impos-
sible to so change the lengths of the live and dead levers as to
make much diff^erence in the brake-shoe pressure, and to make
the brake-shoes wear evenly, it is necessary to have the bottom
brake rod horizontal so that no variation in the length of the
live and dead levers below the brake beam can be made. In a
short wheel base truck having all wheels the same size, the
only successful way of reducing the brake-shoe pressure on
the idle wheels is by using two dead levers, the second lever
being linked to the first lever, and being supported at the top
end by a bar which is riveted at one end to the transom and
at the other end to the end frame of the truck. While this
form of brake rigging has been used on many trucks, it has
been discarded as not satisfactory.

With a pair of swing bolster trucks weighing 5100 lbs. each,
having all wheels the same size, a wheel base of 4 ft. 6 ins., one
Westinghouse No. 93 motor, outside hung on each truck, live
and dead levers the same length, a car body weighing 18,000
lbs., and no passenger load, the maximum brake efficiency at-
tainable before skidding the idle wheels will be about 75 per
cent of what it would be if the shoes on the wheels which carry
the motor could be given the required additional pressure.
With a heavier car and a lighter motor, this percentage will be
slightly greater.

With the long wheel base truck having one motor hung in-
side, the loss in brake efficiency is much less than 25 per cent.

as a larger proportion of the load is carried on the idle wheels.
It would be interesting to know how much this loss of brake
efficiency on a large street railway system will increase the
accident expense. The writer believes this should be consid-
ered before deciding in favor of a one-motor equipment.

W. G. Price.

THE IMPORTANCE OF FORESIGHT

Newark, N. J., April 22, 1905.
Editors Street Railway Journal:

The ability to "look ahead" is one of the necessary qualifica-
tions for the successful electric railway man. Especially should
the foreman or superintendent in charge of operation at the
car house be able to "look ahead" and not leave everything
until the last minute.

For instance, in the matter of assigning men to their various
runs, the runs should be assigned and posted two days ahead
instead of one. It is good practice to keep a large blank book
at the depot in which the men can write their names for the
particular days on which they wish to be excused from work.
There should also be a rule to the effect that any man who is
taken sick suddenly, or for other reasons cannot take out his
car, should send written notice to his depot at least ten minutes
before the time for his run to go out. By having these regula-
tions the starter will always be prepared for emergencies. If
there are thirteen extra motormen at the depot, for instance,
and if ten of theni have asked to be excused for a certain day,
the starter will only excuse about seven, so there will always
be enough extra men on hand to use in case some other men
send in work they are sick, the rule being that such word must
be in the hands of the starter ten minutes before the run goes
out. If the person in charge made it a rule to mark up the
runs two days ahead these matters could be arranged much
more smoothly.

Another matter in this connection is watching the weather
on Sundays and holidays. The general manager of a large
system should make it a rule that the official weather forecast
for Sundays and holidays should be sent to all the depots as
early as possible in the morning. With this official forecast in
hand the starter is in a better position to decide whether to
keep the extra crews at the depot or order them home. The
writer knows of an instance when it looked like rain on a cer-
tain holiday and several extra crews were ordered home. The
weather later in the day turned out fine and the riding became
heavy, but extra cars could not be run out because there were
no crews, and the company lost considerable traffic.

The same thing is true in snow storms. If everybody waits
until the snow is heavy on the ground before thinking of snow-
plow crews, it frequently becomes "necessary to put on the plows
motormen who may have just been working half the night, or
it may be all day, and who are then compelled to do twelve or
thirteen hours continuous work on the plows, whereas by the
exercise of a little foresight, extra men could have been as-
signed in advance to snow duty, and it would not be necessary
to put plows in charge of men who are half asleep and half
frozen. Joseph Anderson.

REBUILT TIRE-TURNING LATHE

The accompanying engravings illustrate the novel lathe for
truing up tires of steel wheels which was described by John
Millar, master mechanic of the International Railway Com-
pany, of Buffalo, in the Street Railway Journal for April
22, 1905, page 742. As stated in the article, this lathe when
new was a lo-in. swing-axle lathe with single tool carriage.
The lathe was rebuilt to enable the tire-turning work to be

May 6, 1905.]

STREET RAILWAY JOUrKtaL.

done upon it, and the company thereby was saved the expense
of a special wheel-turning machine.

By means of intermediate castings, the head and tail stocks
were raised so that the lathe now swings 36 ins. An extra
tool l)Iock and carriage were designed in order that both wheels
could be turned up simultaneously. The engravings show the
compound rests for holding the cutting tools and also the feed
mechanism, which is controlled by an eccentric on the main
spindle connected by chain to rocker shaft above and then to
ratchet levers on the tool rests. To obtain the required speed
it was necessary to make a reduction from 35 ft. to about 6 ft.
])er minute. This was accomplished by double gearing 9:1,
then 5:1, and using a three-step cone. The driving mechanism
is clearly shown in the engravings.

mental trip on suburban divisions and to a place where track work
is being carried on.

Sixth Day. — Repetition of instruction and questioning; trip to
the instruction school, and study of the parts of the overhead
construction there exhibited.

THE INSTRUCTION OF EMPLOYEES IN BERLIN

In the April number of the "Zeitschrift fiir Kleinbahnen,"
Operating Engineer Kindler gives an extended account of the
methods employed in engaging and teaching applicants for car
service on the Grosse Berliner Strassenbahn. At the time the
lines were electrified, most of the motormen and conductors
were chosen from the old horse car lines, but in more recent
years they have been taken from many professions. The in-
struction course covers four weeks of ten hours daily instruc-
tion. Successful applicants must be between twenty-one and
thirty-five years of age, of good character and physical con-
dition. Preference is given to men who have already been em-
ployed as track men or car cleaners. Instruction in the duties
of motorman or conductor is given under the supervision of a
traffic inspector and engineer, and directly by one of the older
employees, who possesses the ability of conveying his knowl-
edge in simple language.

The conductors and motormen receive exactlv the same in-

STEEL TIRE-TURNING LATHE, BUFFALO

struction, which consists of two parts — the theoretical, com-
prising lectures and questions and answers, and the practical
part, comprising the carrying out of all the work of a motor-
man. The second portion takes up the greater part of the in-
struction period. The following is a record of the twenty-
nine days work as carried out by a corps of recruits, who are
divided into groups of about ten men each :

First Day. — Description of the overhead work; making connec-
tions on a car without current.

Second Day. — Origin, characteristics, effect and course of tlie
electric-current; handling circuits as on first day.

Third Day. — Description of the separate parts of the car; lifting
a car in accidents ; handling circuits as on first day.

Fourth Day. — Description of the electrical fittings of the car ;
switching cars; experimental trip with instructions for going over
temporary tracks.

Fifth Day. — Description of magnetic and air brakes; experi-

DKIVING MECHANISM ON TIRE-TURNING LATHE

Seventh Day (Sunday). — Employment as conductor on trailers
or in miscellaneous service.

Eighth Day. — Description and examination of the car motors in
the shops ; experimental trip on suburban lines with right-of-way
instructions at crossings and switches.

Ninth Day. — Practice in emergency braking ; practice trip.
Tenth Day. — Instruction regarding air brakes and their use.

Eleventh Day. — Repetition of sixth
day ; practice trip with double-deck car.

Twelfth Day. — Lecture on the du-
ties of conductors and motormen when
taking a car from the car house ; prac-
tice trip through streets having dense
traffic.

Thirteenth Day.— Instructions re-
garding conduit operation ; handling of
apparatus in connection with conduit
system ; riding over and examination of
conduit division.

Fourteenth Day.— Same as seventh
day.

Fifteenth Day.— Study ot the conduit
system; practice trips with single and
double-truck cars, with one or two
trailers ; practice in ordinary and emer-
gency braking.

Sixteenth Day.— Instruction regard-
mg cars for conduit service and trou-
bles in the conduit system ; riding over
divisions having heavy grades ; throw-
, , , of the wheels, sliding on flat rails

with brake-shoes applied to the wheels. (The wheels are observed
tlirough an openmg m the floor of the car.)

Seventeenth Day.— Practice in operating the car; studyino- car
repairs and cuttmg out defective motors; failure of apparatus at
startmg; practice in placing controller handle in running and
braking positions.

Eighteenth Day.— Instructions regarding lighting, and coupliuo
of other cars ; riding along certain lines with fire department want-
ing signs; riding over switch points, conduit divisions (particularlv
(iver parts without current and electrically-operated switches)"-
practice in locking switches.

Nineteenth Day.— Repetition of the sixth day; instructions as to
methods to be pursued in case of accidents ; handling of the teie-
plione ; the preparation of written and telephonic reports of acci-
dents, collisions and disturbances in service; practice trips.

Twentieth Day.— Repetition of sixth day; riding on certain lines
with difi'erent types of cars.

Twenly-first Day. — Same as .seventh day.

832

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

Twenty-second Day. — Same as sixth day : practice trips with
cars equipped with air brakes.

Twenty-third Day. — Reading of the general rules ; running of
cars on regular lines.

Twenty-fourth Day. — Reading of the rules for conductors ;
operation of cars on regular lines with wattmeters and per cent
of power used by different motormen.

Twenty-fifth Day. — Reading of the rules for motormen ; opera-
tion of cars on regular lines with wattmeters.

Twenty-sixth Day. — Practice in operating cars.

Twenty-seventh Day. — Reading of police rules; practice in
operating lines.

Twenty-eighth Day. — Same as the twenty-seventh day.

Twenty-ninth Day. — Examination.

It frequently happens that the new men are sent out to report
damages caused in accidents. Such opportunities offer a great
deal of practical instruction for the new men, as they learn
how to get out of difficulties with a few simple tools. They
are also sent to observe the methods adopted to break up block-
ades on the lines and to space the cars so that no one feeder
division will be carrying too high a load.

The greatest stress is laid on the use of a minimum power.
By means of a wattmeter the teacher shows the influence ot
the weight of a car, of up-grades and down-grades, of dry and
clean or slippery rails, of unnecessary moving of the controller
handle, and how to save power during coasting. The work of
the motors and brakes is observed by the students from the
interior of the car, through the open floor, and in this way they
learn the causes of the difficulty in starting on slippery rails.
The examination which follows covers questions regarding
the work and rules to which they h.ave been giving their at-
tention. If this is satisfactorily passed, a certificate of effi-
ciency is made out, which is signed by both the engineer and
the traffic inspector. Upon this each student is placed in the
care of an experienced motorman for ten or twelve days to
operate over the lines on which he is to be permanently em-
ployed.

To keep the car men informed regarding all changes in
equipment and operation, and to become acquainted with their
wants, the company has arranged for weekly meetings at each
car house, at which every employee must be present at least
once a month. Besides this, all regulations are published in an
official paper that appears every two weeks.

*^

APRIL MEETING OF NEW ENGLAND STREET RAILWAY CLUB

The monthly meeting of the New England Street Railway
Club was held at the American House, Boston, on Thursday
evening, April 27, there being about 150 members in attend-
ance, President E. E. Potter presiding. Dinner was in order
from 7 to 8 o'clock, and after a short business meeting, H. F. A.
Kleinschmidt, superintendent track welding department of the
Lorain Steel Company, Johnstown, Pa., presented a paper on
"Electric Welding of Street Railway Tracks." Many views
were shown by the aid of a stereopticon. Mr. Kleinschmidt
opened his remarks by stating that the first application of elec-
tricity to the welding of street railway joints was made in
Boston in 1893 by the Johnson Company.

Continuing, he said in part:

During the next two years welding was done in Boston,
Cleveland, Detroit and St. Louis. Some of the track welded
at that time is still in use to-day. But on account of breaks
which developed, the company withdrew from the field in 1895.
The attention of street railway men everywhere had been at-
tracted by the novel idea of doing away with joints altogether,
as well as by the method employed. When operations were sus-
pended the idea that electric welding was a failure was widely
advertised. During the next two years the company experi-
mented almost continually. In the summer of 1897 the speaker
was given charge of the experimenting. He was to prove

electric welding a failure, so that the company would stop
spending money on it, or make it a success. Having an er-
roneous idea that the electric current deteriorated the steel, he
was confident that he could make a failure of it. It developed
into a success.

In the early welding by electricity the fact that steel must
be worked after having been raised to a welding temperature
was lost sight of, and this is undoubtedly the reason why the
first welding in Boston and other cities was not successful.
The resulting brittleness and coarse crystallization of rails
electrically welded was attributed to some mysterious action of
the electric current on the molecules of the steel. Soon after
taking up the experiments an endeavor was made to overcome
this by abstracting the heat from the weld as quickly as possi-
ble after the weld was made. The readiest means at hand for
doing this was to allow the contacts to remain in place after
the weld was made. The result of this test was surprising.
The joint showed a tensile strength of 342,900 lbs., and the bars
broke instead of the rail.

To determine whether the good result was due to the rapid
cooling or the pressure under which the welds were cooled, a
series of three sets of tests was next made. In the first set
the joints were welded in the ordinary way, the pressure being
released immediately after the welds were made. The second
set was made with the contacts remaining in place against the
welds, but without pressure. In the third set the pressure was
held against the welds until the metal was cooled below a
glowing heat.

The results proved that the proper way to make a weld is to
work the metal while it is cooling, either under pressure or by
hammering. In bringing out this principle in electric welding
there was, of course, nothing new. It has always been well
known that to make a strong weld the metal must be ham-
mered after it is stuck together. When steel is raised to a
welding temperature it is impossible to prevent the molecules
from arranging themselves in a coarse crystalline structure
unless the metal is worked while it is cooling. This applies
whether the heating agent is electricity, the ordinary forge fire
or molten metal poured around the rail. By no other process
of welding can so perfect a weld be obtained, and one which
can be so thoroughly depended on, as by the electric welding
process. The great advantage of electricity over all other forms
of heating is that it begins to heat in the center, and by the
time the visible portions of the parts to be welded arrive at
the proper heat there is no doubt that the center is in the
proper state for welding. It is often seen from welds made in
the forge fire that what appears to be a perfect weld breaks
and shows no sign of having welded within. By applying and
continuing a heavy pressure immediately after the metal has
reached a welding heat, the molecules are compressed and the
coarse grain prevented, resulting in a weld of extreme tough-
ness and strength. To realize what the strength of an elec-
trically-welded joint amounts to one may imagine a heavy loco-
motive suspended in the air from an electrically-welded joint,
and then remember that the weight of the locomotive is not
equal to the ultimate tensile strength of the joint, and all this
weight is concentrated on the comparatively small area of the
web of the rail surrounding the end welds.

f--

The personnel of the West India Electric Company was
changed at a meeting of the stockholders held in Montreal last
month. F. L. Wanklyn, the president, and his associates in
the management of the company all retired. To succeed them
were elected the following directors: Messrs. James Hutchison,
C. J. Fleet, W. G. Brown, R. McKeen, A. R. Oughtred, J. Mc-
Duff. The former directors were: F. L. Wanklyn, president;
J. R. L. Ross, vice-president; W. B. Chapman, J. Hutchison,
J. Reid Wilson, C. E. L. Porteous, Fayette Brown.

May 6, 1905.]

THE QUESTION BOX

Among the general topics discussed in this instahnent are
grade crossings with steam railroads, fare making and fare
collection, city tracks for interurban cars and street sprinkling.
The value of benefit associations and clubs, the preparation of
extra lists and employees' records are treated in the employees'
department. The removal of wheels and axles is discussed in
the master mechanics' department.

A.— GENERAL

A 31. — On a high-speed interurban electric railway, what
precautions should be taken to protect crossings where the line
cuts a public highway ? Please describe the precautions you
take at such points.

All highway crossings at grade on the private right of way of
the Boston & Worcester Electric Railway are protected by signs
reading, "Electric Railroad Crossing. Stop, Look, Listen."
These are illuminated at night by incandescent lights. Also, mo-
tormen are required to blow the whistle when approaching these
crossings. Street crossings on the highway location are protected
by signs reading, "Lookout for Electric," and motormen blow
the whistle and slow down at such of them as are so situated that
a carriage could not see an approaching car.

K. P. Armstrong.

One of the greatest dangers on roads where the conductor is
supposed to go ahead and flag the car over crossings arises from
the fact that the employees are apt to become careless and the
motorman will either fail to bring his car to a full stop or the con-
ductor will neglect to go ahead and make sure that the crossing
is safe. As a precautionary measure, the writer suggests the
placing of a time stamp in a box near the crossing. Instructions
should be issued that when the car approaches a crossing the
motorman, if it be a closed car, or the conductor, if it be an open
car, should go to the stamp and stamp on the back of a regttlar
transfer ticket bearing the current date, the exact time, and then
deposit same in a box at the crossing. It will be obvious that
this will require the car to come to a full stop, and if the em-
ployees are shirking their duties the system will quickly reveal
the delinquencies. Wm. J. Kelly,

Jersey City, N. J.

Grade crossings should be abolished wherever possible on all
important crossings. Where absolutely necessary, too many real
precautions cannot be taken. S. W. Cantril, Supt.,

Denver City Tramway Co.

A 32. — Where an electric railway crosses a steam road, what
is the usual arrangement between the electric road and the
steam road for the maintaining of a flagman at such points ?

We have two steam railroad crossings on our line. Both steam
road crossings are double track, and both are located right at the
foot of steep hills, one a 10 per cent grade and the other 11 per
cent. The 11 per cent grade is 500 ft. long and the 10 per cent
grade is 800 ft. long. There is a curve at the top of each of these
hills, so that cars have to go around this curve and start a little
way down the hill before the motorman can see the steam railroad
crossing at the foot. Our arrangement for getting over the 11
per cent grade crossing when going down the hill is as follows:
The car on arriving at the top of the hill makes a full stop. It
then goes down around the curve a distance of about 200 ft., at a
point where the motorman can see the steam road crossing, and
makes another full stop. We have this arrangement with the
steam railroad people. They keep a gateman at this crossing, and
the steam road has installed what is termed "a staff and ball,"
used in the operation of the crossing for the steam and electric
cars. The stafT is about 20 ft. high, and there is a large red ball
hung on an endless chain so it can be run up and down as needed.
When this red ball is at the masthead it gives the electric cars
the right of way. and if a steam train should approach the cross-
ing when the ball is in this position it would have to stop. When
the ball is lowered the steam road has the right of way and the
electric cars must stop. At night a red lantern is used in place of
the red ball. The method of getting down this hill is as follows:
When our car arrives at this particular place, where it can see the
railroad crossing and the ball signal, the car is brought to a full
stop, and the motorman by ringing his gong attracts the attention
of the gateman. If it is safe for the car to proceed, the gateman
runs the ball to masthead, which gives the electric car the right

833

of way over the crossing. After the motorman gets the proper
signal, which is the ball at masthead, he goes down the hill and
makes another full stop about 20 ft. before reaching the track,
the conductor of the car then gets off and goes forward onto the
steam road tracks, looks both ways for trains, and if none is
approaching, he signals motorman to come ahead. We have one
other safety appliance which is used in connection with the mast
and ball on this hill. We have a circuit of lights, five in number,
which are operated by the crossing gateman. Three of these are
red lamps put on a high pole at the top of the 11 per cent grade.
The other two are white lamps and are located on the post at the
crossing. By turning a switch located near the crossing gates,
the gateman, of course, can close the circuit, thus lighting his two
white lamps, and also the three red ones on top of the hill. When
these three red lamps, located at the top of the hill, are burning,
they can be seen by the motorman of the approaching car at a
distance of about 1000 ft. Any time when the crossing is blocked
by a steam train or a train is approaching, the gateman turns on
these lights, and the electric car, on approaching the top of the
hill, does not come on down around the curve at the top as long
as these lights are burning. When the crossing is clear, the gate-
man turns off the lights and the motorman proceeds. In addition
to the foregoing, we have a sand house built half way up the hill,
and for six months in the year we keep a man on this hill all of
the time while the cars are running to keep the tracks properly
sanded. L. F. Taylor, Supt.,

Augusta (Maine), Winthrop & Gardiner Ry.

As in most cases the steam road is in before the electric railway
desires to cross it, the flagman has to be maintained at the ex-
pense of the electric railway. S. W. Cantril, Supt.,

Denver City Tramway Co.

A 35. — What precautions do you take to avoid accident to
persons getting on or off at points where it is necessary for
conductors to go ahead to flag over crossings or other dan-
gerous points ?

The motorman should look back to see that no passengers are
getting on or off. ' C. E. Palmer, Supt.,

Cincinnati, Dayton & Toledo Tract. Co.

Motorman is required to look back to see that no one is getting
on or off before starting. Conductor is required to remain on right-
hand side when flagging, so that he may also see whether or not
anyone is getting on or off before giving signal to motorman to go
ahead. S. W. Cantril, Supt.,

Denver City Tramway Co.

A 36. — In making up a schedule of fares for an interurban
road, is it better to base rate on mileage or with reference to
municipal boundaries? What is your practice?

Where possible, we make five cents the minimum fare collected
between any two stations. We are governed by franchise pro-
vision within city limits. All one-trip and round-trip tickets,
through and local, are based on mileage, and commutation tickets
are made upon rates to meet steam line competition.

Supt. of Transportation.

It should be based on a mileage rate where it is possible.

C. E. Palmer, Supt.,
Cincinnati, Dayton & Toledo Tract. Co.

Rates should be based on mileage, but road should be divided
into five-cent zones for local passengers.

Francis G. Daniell, New York City.

Our fares are based on mileage. S. W. Cantril, Supt.,

Denver City Tramway Co.

A 37. — What is the best method of collecting and checking
fares on interurban roads ?

We collect the total amount of the fare at the time the passen-
ger pays ; that is, if a passenger pays a 20-cent fare, we collect
20 cents and register at the time one fare. The conductor gives
the passenger three 5-cent receipt coupons, which the conductor
collects at each fare limit. H. C. Page, Gen. Mgr.,

Berkshire St. Ry. Co., Pittsfield, Mass.

Have motorman look through car and rin.g bell before starting.

W! T. Nary. Supt.,
Hoosac Valley St. Ry. Co., North Adams, Mass.

STREET RAILWAY JOURNAL.

834

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

A very grave question. We use tickets, round-trip, single-trip,
lialf-fare and interline tickets. Have just abolished mileage (may
substitute interchangeable coupons of the Ohio Interurban Rail-

II U 01

e 8 2

1 lit

99 8

■Z9'ZV

9s,eci

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60906T oN

CASH FARE RECEIPTS, APPLEYARD LINES

way Association). For cash fares paid on cars we use cash fare
receipts like sample herewith (size, 2i/g. ins. x 7% ins.).

Theodore Stebbins, Gen. Mgr. for Receivers,
The Appleyard Lines in Ohio, Columbus, Ohio.

On our long interurban cars it is not possible for one man to
check number of fares collected, for the reason that we have three
different compartments and passengers frequently change from
one compartment to another. Under these conditions checking
should be done by two men, one in the front end of the car, and
one in the rear. J. R. Harrigan, Gen. Mgr.,

Columbus, Buckeye Lake & Newark Tract. Co.

For outline of discussion on interurban tickets and form of ticket
adopted by Ohio Interurban Railway Association, see Street
Railway Journal, Dec. 3, 1904, page 1005, and Jan. 14, 1905,
page 92. Editors.

• Collect fares of any amount and register same on a register
showing how many fares of each amount are collected. Give each
passenger a hat check with points punched between which fares
have been collected.

Francis G. Daniell. New York City.

We offer inducements to passengers to purchase tickets from
agents. By this method conductors do not handle more than 25
per cent of the cash receipts. We also use registers that record
and classify fares received. Supt. of Transportation.

As our interurban business is mostly regular round-trip busi-
ness, we sell a round-trip ticket from any one point to any other
at 5 cents less than single fare each way, except when one-way
fare is 5 cents. These tickets are all obtained from one form, the
conductor punching proper fare and destination. A "duplicate"
ticket is used. One-way cash fares are checked by cash-fare re-
ceipts. Conductors ring up once for every passenger, and must
have some form of transportation representing the exact number
of people designated by register. Passengers riding on passes are
required to sign a receipt for each ride, these receipts being rung
up as tickets. Tickets are sold only at the terminal stations of
the line and by conductors. Smce the reduced round-trip ticket
was put on sale, the use of cash-fare receipts has been reduced to
only about 5 per cent of the total number of passengers, and this
greatly simplifies the matter of collecting and checking fares.

R. P. Stevens, Supt.,
Everett (Wash.) Ry. & Elec. Co.

A 38. — What are the underlying principles upon which a
traffic agreement between a city road and an interurban road
for joint use of city tracks should be made?

Each company keeps fares collected in its own district.

W. T. Nary, Supt.,
Hoosac Valley St. Ry. Co., North Adams, Mass.

City rates should be guaranteed at minimum to cover power
used and maintenance of track and overhead construction. We
have a number of contracts, both where we give entrance rights
and receive entrance rights, nearly all based on 2^ cents per pas-
senger. If I represented a city company, and were making a new-
contract, I would be disposed to require a fixed price per trip,
plus all city fares collected if it were a long city haul, say more
than 2 miles and a half, or 2% cents per passenger if it were a
short city haul. The latter figure is profitable on a mile and a
half haul, such as we have in one instance, and unprofitable on a
4-mile haul, with interurban cars weighing 425-^ tons each. We are
operating under some ten contracts, giving trackage rights, and
these give a decided variety of experience.

Theodore Stebbins, Gen. Mgr., for Receivers,
The Appleyard Lines in Ohio, Columbus, Ohio.

The interurban company should pay 50 per cent of the gross
receipts collected in the city. That is, if the city fare is 5 cents,
the city company should receive 2]/2 cents for each passenger
riding over city tracks in interurban cars. In addition, on account
of the excessive weight of its cars, the interurban company should
pay a proportion of cost of track maintenance on the city lines
over which it runs. On this basis the interurban company should
not pay anything additional for power. The interurban com-
pany should furnish and pay for its own car crews, but these men
should be under the jurisdiction of the city company's officials
within the city limits. The interurban company is, of course, re-
sponsible for all damages arising from accidents caused by its cars.

Anonymous.

If possible, the interurban company should own an interest in
the city tracks. C. E. Palmer, Supt.,

Cincinnati, Dayton & Toledo Tract. Co.

A 39. — Where an interurban company seeks the right to run
cars over a city company's tracks, what compensation should
be paid by the interurban company for this privilege, and what
should be the basis upon which the compensation should be de-
termined ?

Interurban company should pay city company not to exceed 2''2
cents per passenger for each passenger carried over city tracks ;
and the whole 5-cent fare should be turned over to the city com-
pany, when any passenger boards the interurban car inside the
corporate limits. City company should keep up repairs to the
track and overhead work. J. R. Harrigan, Gen. Mgr.,

Columbus, Buckeye Lake & Newark Tract. Co.

This question and A 40 are intimately related. In some cases
the city line pays the wages of crew, furnishes power and tracks
and collects a city fare from each passenger, which entitles him to
a city transfer. In other cases the interurban company pays a
fixed amount per passenger to the city company and pays its
own crew. The company paying the crew should assume all risk
of accidents. The wheels of the interurban cars must be made
to conform to any special form of rail the city lines may have.

Francis G. Daniell, New York City.

A 40. — When an interurban company uses city tracks jointly
with a city company, what is the best agreement as to the hand-
ling of crews; as to the responsibility in cases of accident; as to
collection of fares within city limits; as to the various mechan-
ical questions involved, including weight and type of cars,
dimensions of wheels, power, etc. ?

Our practice as an interurban company is to allow our own
crews to handle our cars over the city tracks. We find less fric-
tion by adhering to this practice.

J. R. Harrigan, Gen. Mgr.,
Columbus, Buckeye Lake & Newark Tract. Co.

In our contracts the interurban company always furnishes car
and crew, and the city company track, overhead construction and
power. The interurban company is responsible for accidents and
registers passengers within city limits on separate registers. As
to mechanical questions, of course, the track construction must be
heavy enough for the interurban cars. We have had operated over
our tracks, cars weighing as much as 55 tons. We have grooved
rails, and wheel flanges must not be more than ins. deep and
]i in. thick, depending on the type of the rail.

Theodore Stebbins, Gen. Mgr., for Receivers,
The Appleyard Lines in Ohio, Columbus, Ohio.

A 48. — Information is requested regarding the sprinkling of
streets by street railway companies, and particularly the pro-
portion of street usually sprinkled and the amount paid by the
cities and municipalities for this service. Does your company
sprinkle streets? If so, on what terms?

We are under contract with the city of Providence for sprinkling
not to exceed 60 miles of street at the rate of 15 cents per mile.
However, up to the present time we have not been able to cover
the full 60 miles of street, but we increased considerably during the
last year the mileage sprinkled. Under our arrangement the city
furnishes us with water free of cost, providing hydrants at con-
venient points for filling the sprinklers, and pays us, as mentioned,
at the rate of 15 cents per mile. Our standard sprinkler at the
present time is of the independent air compressor type, the
tanks having 4000-gallon capacity. Robert I. Todd, Gen. Mgr.,

The Rhode Island Co., Providence.

May 6, 1905.]

We sprinkle the streets upon which our tracks are located and
collect what we can in the form of voluntary subscriptions from
the abutting property owners. Last season was the first we at-
tempted anything of this kind, but we received sufficient revenue
from residents to more than pay the expense of sprinkling. We
expect to extend this service the coming season.

A. E. DeMange, Pres.,
Bloomington (111.) & Normal Ry. Elec. & Htg. Co.

We havt an arrangement with the city of Norfolk whereby we
sprinkle a portion of the streets. As a matter of fact our sprinkler
will water practically the whole width of any one of the streets in
Norfolk, as they are very narrow. When we first began this ar-
rangement the company purchased a small sprinkler mounted on a
single truck, the city paying half the cost of the machine, and
furnishing water free for sprinkling those streets inside the city
limits. The company pays for all water used outside the city
limits. After one or two years we found this sprinkler was too
small and we purchased a double-truck pneumatic sprink-
ler having a capacity of about 400D gallons. With the aid of the
air pressure a width of 60 ft. can be sprinkled easily with this
sprinkler. We have considered the practicability of using the
sprinkling equipment for fire purposes, but nothing definite has
been done in this direction as yet. We do, however, use this
sprinkler for carrying water down to our ferry boat which runs
from Willoughby Pier to Old Point Comfort, it often being the
case that water cannot be procured at Old Point; this saves us
the trouble of bringing the boat to Norfolk for fresh water supply.

R. T. GuNNj Gen. Supt.,
Norfolk Ry. & Lt. Co.

B.— EMPLOYEES

B 22. — Do you have a benefit association for the men ? How
is this association handled and what advantages does it offer?
The editor will appreciate receiving copies of the constitution,
by-laws and reports of associations of this kind.

This company has a benefit association, and it is only the mem-
bers of this association who have the privilege of using the rooms
provided by the company. The association pays the men $1 per
day and gives them a free doctor when sick, and pays $150 in case
of death. E. J. Ryon, Supt., Schenectady Ry. Co.

We have a mutual benefit association among our employees, and
90 per cent of the men are members of the organization. The
officers are elected at the annual meeting, all of the officers being
from the ranks of the employees, each department being entitled to
representation upon the board of trustees, 'fhe members of the
board of trustees are allowed one-half day each month with pay to
transact the business of the association. The secretary is allowed
one day each week with pay for the purpose of finding out the con-
dition of sick members, making out his reports, etc. The associa-
tion is provided with club rooms over the company's office in the
center of the city. These club rooms are provided with billiard and
pool tables, cards, checkers and other games, daily papers, weekly
and monthly magazines and the technical journals, relating to the
street railway industry. J. E. Duffy, Supt.,

Syracuse Rapid Transit Ry. Co.

Yes, we have an association known as the Tramway Mutual Aid
Association. It is run with no expense for officers or clerk hire,
as the work of conducting the same has been undertaken by the
company's officials and the employee members. The company do-
nates one-fourth of the money paid in by members each month ; so
that employees receive insurance for less than actual cost. The
plan provides for death and sick benefits. The details of its work-
ing will be found in the Street Railway Journal for June 13,
1903, page 879. S. W. Cantril, Supt., Denver City Tramway Co.

B 23. — What are the advantages in providing club rooms
for the use employees? What is your practice in this regard?

The advantages of the club rooms for employees have a tendency
to keep the men away from saloons and to create a friendly feeling
among the men. E. J. Ryon, Supt., Schenectady Ry. Co.

We have never made the experiment and think it undesirable to
cultivate intimacy among the men. We prefer tlnat they seek their
social associates elsewhere, rather than among their fellow em-
ployees. J. R. Harrigan, Gen. Mgr.,
C. B. L. &. N. and C. N. & Z., Columbus, Ohio.

P) 24. — What do you think of organizing employees' bands,
ball clubs, bowling clubs, etc.? What is your practice in this
regard, and what advantages have been gained?

835

The organization of employees' bands, ball clubs, etc., we believe
to be all right. While we have no band, we have bowling clubs,
and have organized ball clubs, and it is our practice to encourage
all employees in friendly sports, making it just as pleasant as pos-
sible for the men in every possible way. E. J. Ryon, Supt.,

Schenectady Ry. Co.

We would not encourage organization of any character among
our employees, in the belief that it would ultimately lead up to
the formation of a labor union. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z.,Columbus, Ohio.

It does not meet with our approval, as such organizations take
the time of a number of men when we most need their services.

S. W. Cantril, Supt., Denver City Tramway Co.

B 25. — How do you handle your extra list?
Extra men are in order for runs according to the time they have
been in the service of the company. Extra work is divided as
evenly as possible among all the extra men.

C. LooMis Allen, Gen. Mgr.,
Utica & Mohawk Valley Ry. Co.

Our extra list is handled by rotation, equalizing as much as pos-
sible the extra work so that all men are able at least to make a
living while on the extra board. E. J. Ryon, Supt.,

Schenectady Ry. Co.

Our extra list is a revolving list. We find this works very satis-
factorily, as all men then have a chance for their share of th_ work,
and the different classes of runs are divided better in this way.
This list is posted at 4 o'clock every afternoon, giving the names
of the regular men who are off, and the extra men who are to take
their runs the following day; also the time that the men assigned
for morning trippers shall report. Those not needed for the morn-
ing report are required to be at the car houses at 10 o'clock. Those
that are left report again at the car house at 4 o'clock, for the even-
ing trippers. On this road nothing less than seven hours counts for
a day's work so far as a man's position on the list is concerned.

J. E. Duffy, Supt., Syracuse Rapid Transit Ry^ Co.

All extra men stand in the same relation to a run that is tem-
porarily open. The first man in is first to be out. In the event of
a vacancy in a regular run, the extra man longest in our service is
given the place if qualified. J. R. Harrigan, Gen. Mgr.,

C. B. L. & N. and C. N. & Z„ Columbus, Ohio.

When a man is employed he is placed at the foot of the con-
ductors' or motormen's extra list, as the case may be. Extra men
are marked up for runs in regular order, so that all men have the
same opportunity for work. As vacancies occur in the regular
runs, the first extra man on the system is given first opening.

S. W. Cantril, Supt., Denver City Tramway Co.

B 26. — Should each company keep records of employees and
answer all questions about a man who has left its employment?

By all means keep a record of the employees. This record should
not be given to anyone except to street railway managements, for
mutual protection, and must be treated as confidential.

G. E. Miller, Supt.,
Union Elec. Co., Dubuque, Iowa.

For our own benefit as well as that of our friends we think it
good practice to keep such records.

A. L. Neereamer, Traffic Mgr.,
Columbus (Ohio) Delaware & Marion Ry, Co.

The value of keeping such records is now generally recognized.
The courtesy of supplying to other companies information con-
cerning former employees is usually appreciated, and exchange of
information of this kind is mutually advantageous. Editors.

B 27. — What do you consider the best system for keeping
records of conductors and motormen ?

The card system makes the best means of keeping records of
trainmen. A. L. Neereamer, Traffic Mgr.,

Columbus (Ohio) Delaware & Marion Ry. Co.

E,— MASTER MECHANICS' DEPARTMENT
E 141. — Plans and descriptions of a "home-made" sand drier
are requested. How do you dry sand on your road? ■

We have a large stove with sheet-iron hopper on outside, having
perforations in the bottom. J. Chas. Ross, Gen. Mgr.,

Steuben ville (Ohio) Tract. & Lt, Co.

STREET RAILWAY JOURNAL.

836

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 18.

E 148. — What apparatus do you use for removing and re-
placing wheels and axles under cars ?

We recently had occasion to ascertain the shortest length of time
in which a pair of wheels could be replaced under a car. An ele-
vated car came into the shops with a pair of disabled wheels in
the trailer truck, and the car was wanted immediately for ser-
vice. The erecting foreman was allowed to pick five selected men
for the work in order that a record time for this work might be
determined. The car was placed upon one of the pit tracks, and
everything was prepared for the work in the way of getting jacks,
tools, etc., ready. The first operation consisted of jacking the car
up off of the truck; this was done with ordinary screw jacks.
While this was being carried out by two men, two others were en-
gaged in loosening the journal-box fastenings for the pair of wheels
to be taken out, while a third got the new pair of wheels in readi-
ness. By the time the car was lifted high enough to clear the
truck the journal-box holding bolts had been removed so that the
truck could be lifted off of the axle, which was done by means of
one of the air lifts provided for the purpose. After this the jour-
nal boxes were transferred to the new axle and the latter put into
place. Then the truck was lowered upon the new axle and run
under the car, when the journal-box fastenings were replaced, and
at the same time the car body was lowered upon the truck. The
entire operation from start to finish took exactly 30 mimUes, which

the earliest possible moment the work was done in 35 minutes,
this being the time elapsing between the running of the car into
the car house and running it out again with a change of wheels.
Two men are required to do the work. He further states that if
the usual scheme of jacking up cars by hand were followed in his
car house, the required time would be four or five hours, with two
men at work. H. S. Knowlton, 218 Church St., Newton, Mass.

Have removable section of rails over pit. Wheels are lowered by
chain blocks suspended from cross timber put through open car
windows and supported by struts outside of car.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract. & Lt. Co.

A satisfactory arrangement for removing wheels from cars is
to attach screw jacks to the rails, by which the frame of the truck
may be lifted off the wheels; an adjustable section of the rail can
be then removed and the wheels dropped into the pit.

Master Mechanic.

Distance between pins 1
I "mo re ffiam truck m'd^t? \

E 153. — What is the best method of cutting circular hole in
car dashers for headlights ?

A satisfactory way to cut circular hole in a car dash for head-

7j! ^

III I)
2^8x/0 Iron

Thickness of this board // j

depends onhe/grht of h ^
motor from rait I „ 1

D

3xt Oal^ Board

Cha'/n fenqtt7 to
fit truck.

ARRANGEMENT FOR BRINGING IN CAR WITH BROKEN AXLE USED BY THE COLUMBUS, DELAWARE & MARION ELECTRIC

RAILWAY

is a new record for this work, and shows what can be done in an
emergency with the proper arrangements.

James Williams, Gen. Foreman,
Thirty-Sixth Street Elevated Shops, Brooklyn Rapid Tran. Co.

An effective scheme for removing axles with the wheels is in
use at the Warehouse Pt., Ct., car house of the Hartford & Spring-
field Street Railway. It was designed by W. F. McCoy, master me-
chanic of the road, and consists mainly of a hydraulic jack with an
i8-in. table, and a 4-ft. lift set in the ground at the bottom of the
pit below a removable section of track. The company's cars are
all of the double-truck type, and the closed cars are equipped with
four GE 67 motors each, the total weight being about 25 tons.
Suitable wooden blocking is also a part of the equipment, together
with a cradle of 4-ft. 8^-in. gage, which travels on wheels upon a
small track running in a pit at right angles to the pit, over which
the car is run to be dismounted. In removing the wheels the bolts
holding the lower transom of the truck are first loosened, together
with the axle bearing caps. The transom having been removed, the
car wheels and axle which are to be taken off are run upon the re-
movable section of track just over the hydraulic jack. A water press-
ure of about 60 lbs. per square inch is then turned on, the jack table
rises and lifts up the entire end of the car and truck through the
medium of wooden blocking placed between the table and the axle.
The motors are then fastened to cross pieces of timber placed in-
side the car over the trap doors, and the car body and truck are
blocked in position. The rails of the movable section of track are
now taken out and the jack lowered. The axle and its pair of
wheels follow the jack table, and as it descends, the wheels lodge in
the cradle which is waiting to receive them on the track at right
angles to the pit over which the car is standing. The cradle is run
out into its own pit and the wheels are taken up to the floor level
by means of an ordinary block and tackle hoist. New wheels and
axles are placed under the car by a reverse process. Mr. McCoy
states that the time required to remove a set of wheels and re-
place them by a new set is considerably less than an hour, and
in a recent instance when it was desired to place a car in service at

light is as follows : Drill a hole in the center large enough to take
a ^-in. bolt ; then fix a cutter in the end of a bar, which also has a
hole in the center for ^^-in. bolt; draw the bar up to the dash by
means of the bolt and turn it about the bolt as an axis ; the cutting
tool will then describe a circle, and after a few turns will cut en-
tirely through the dash. There should be a plate on the back of
the dash with circle groove the size of the cut.

Master Mechanic

E 156a. — What is a good method of getting a car disabled
by broken axle or other causes to the car house?

The accompanying sketch shows a wrecking plank which has
been used with good results on this road for bringing in cars
crippled by reason of broken axle, bolts in gear, and other causes.
The outfit consists of an oak plank (A), 3 ins. x 14 ins. x 7 ft. 3
ins. To this are bolted two pieces of old steel tires (C), taken
from wornout wheels. These pieces of tires have recesses to re-
ceive the oak plank. The flanges of the tires, or shoes as we call
them, should be good, and the points of the flanges should be
ground "V-shaped," so they will take switches readily. The top
blocks (B) should vary in thickness, depending on the height of
truck frame from the rail, but we make them about 3 ins. thick.
The pins (F) drop into holes in the plank and block and are i in.
wider apart than the truck frame. There are chains and hooks on
both sides of the plank so that the disabled truck is held in posi-
tion on the plank. It will be understood that when in use with a
disabled single-truck car, we do not use the side blocks (B) or the
center board (D), but simply set the disabled wheels on the plank,
fasten the hooks to the side of the truck frame, couple on a good
strong car, cut in good motor on the cripple and go to the car house.
With double-truck cars we find the best place to set the plank is
just inside the broken axle, so the wheels just clear the plank,
fasten the hooks, and the car is ready to go to the car house. We
found it necessary to sheathe the plank (A) with ^-in. sheet steel,
as the plank only clears the rail 2^ ins., and the crossings cut it out
very fast. J. C. Gillette, Master Mechanic,

Columbus, Delaware (Ohio) & Marion Elec. Ry. Co.

May 6, 1905.]

STREET RAILWAY JOURNAL.

837

NEW MOTOR-DRIVEN TOOLS FOR THE RAILWAY SHOP

With the increasing amount of study tliat is being devoted
by railway officials to the equipment of shops for the main-
tenance of railway rolling stock, many developments have ap-
peared, not only in the form of new styles of tools for all kinds
of machining work, but also of new methods of shop arrange-
ment and also of driving for the best results and maximum pro-

ELECTRIC MOTOR DRIVING A eVa-FT. RADIAL DRILL

duction. The latter consideration has proven much more im-
portant than it was formerly thought to be, and it is found that
changes in driving methods have had almost incredible effects
upon the production factors of the machines driven ; in fact, it
is now evident that, with the recent use of the new high-speed
tool steels for cutting tools, the productive capacity of any
given machine is practically a function of the
driving capacity and the possibility of changing
the driving speeds in order to always keep the
cutting speed up to the limit of the capacity of
the tool. The Nilcs-Bcment-Pond Company,
recognizing this important feature of the oper-
ative considerations, has made a special study
of problems of driving for the best results,
and accordingly has developed the electrical
method of driving each tool individually to
great advantage. The accompanying examples
illustrate what has been accomplished in this
line and will be of interest to those having new
or increasing shop problems on their hands.

The three tools illustrated herewith are ex-
amples of standard types of tools built at the
Pond works of the company, at Plainficld,
N. J., which have Ijccn interestingly modi-
fied in design to accommodate the electric-
motor equipments for variable-speed driv-
ing. In many of the earlier designs of motor-driving ap-
plications, the methods of mounting the motor upon the
tool were indicative of inadaptibility, and were even bulky
and unsightly, to say the least. These tools are interesting for
the remarkably convenient arrangements that have been
worked out and the utter inofTensiveness of the motor applica-
tions as compared with the earlier designs, or even with the
older style of belt driving. In these instances not only have the
motors been locatcfl in the most convenient and out-of-the-way

places, but also the variable-speed controllers have been lo-
cated so that they are most convenient to the operator when
watching the work; the desire has, in fact' been to so locate
the controller that the workman may have conveniently at hand
a wide range of easily changeable speeds so that the cutting
tool may be driven at the most effective and economical speeds,
and moreover, the adjustments of speed made without detract-
ing the attention of the operator from the work.

The large drilling machine illustrated herewith is an inter-
esting example of a most convenient and effective application
of motor driving to a 6j^-ft. Pond radial drill. The use of belts
in connection with the drive is entirely eliminated, so that the
drive is not only not unsightly, but is, moreover, positive and not
rendered inefficient by deleterious slippages of belts. As may
be noted, the motor is conveniently located upon a neat bracket
at the rear of the top of the column, from which connection to
the drive of the tool is made through a Morse silent chain ; the
silent chain gives all the advantages of silent operation, etc.,
inherent in the belt drive, but in addition is a positive drive in
that it obviates the possibility of slipping. The application of
the motor drive has, however, required very little change in
the design of the tool ; the bracket at the top of the cohunn
which carries the reduction gearing is changed only so as to
carry a silent chain sprocket instead of two belt pulleys as was
formerly the case. The result is that the former belt-driving
arrangement appears offensively clumsy in comparison to the
new arrangement as here illustrated. The controller is here
located upon the rear side of the drilling arm with the oper-
ating handle projecting downward, so that while out of the
way the operating handle is most conveniently located for the
operator. The motor used here is the variable-speed motor of
the Northern Electrical Manufacturing Company, Madison,
Wis., which operates upon the two-wire system by field control.

In another view is shown a similarly convenient arrangement
of motor driving for a Pond steel-tired car-wheel lathe of the
type which is so generally used for the truing of the rolled-
steel and steel-tired wheels in railway service. The motor is
here located at one end of the tool and in the position formerly
occupied by the cone pulley. Owing to the fact that this tool
is usually so mounted as to set below the level of the floor, the

KLIiCTRIC MOTOR DRIVING .\ STEEL-TIRED CAR WHEEL LATHE

motor comes below the general floor level, and is in practice
covered up entirely by a false flooring, so that the source of
driving is not only not obtrusive, but is not even in evidence,
being entirely out of sight; this results in one of the most con-
venient and sightly driving arrangements that have ever been
devised. The control of the motor is here, as in the case of
the radial drill, vested in the controller, which is handily lo-
cated for (he workman at the middle point of ilie operating
side of the tool, so that in almost no |)ositiun u|)(ni the o]ier-

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 18.

ating is he unable to reach the control handle ; in this way it is
really easy for the workman to closely watch the cutting tool,
while stepping up the speed of cutting, and thus keep from dam-
aging the tool.

Another interesting driving arrangement is illustrated in the
remaining view, which illustrates a 30-in. Pond friction-clutch
lathe, with a special type of headstock to accommodate the sys-
tem of motor driving. According to the latest and best prac-
tice in motor driving for lathes, a proportionate part of the
variable speeds is obtained in the motor itself, while the range
thus obtained is greatly extended by the use of gearing changes
between the motor and the spindle of the tool. This has been
attempted in many instances, l)ut never to so successful a de-
gree as in the case of the tool herewith illustrated. The motor
is here partially enclosed within the headstock frame work, all
the driving connections being made inside, so that in addition
to an excellent protection from dirt and other mechanical inter-
ferences from outside, the combination is both sightly and
compact. Not only is the spindle driven through a friction-
clutch connection, but also two changes of speed are available
in Ihc iTcadstock gearing, which, nudtiplicd by those to he liail
from the motor, make a total ])Ossible speed range of sixty dif-
ferent face-plate speeds. Those in the motor are, as in the
other cases illustrated, readily secured by means of the rheo-
static controller at the right-hand end of the l)ed, which is
operated through the handle upon the right-hand end of the

trolley line current, is ready for operation ; the advantages that
the provision of such a full range of driving speeds, without
the trouble of arranging line shafting or belting, will impose,
are evident. The ease with which the tool may be moved to
new and more convenient locations, also without necessity of
expensive changes of line and countershafting, will also be
readily apparent to all who have had this troublesome experi-
ence in shop practice.

♦♦♦

A NEW OIL CUP

The Standard Automatic Lubricator Company, of Philadel-
phia, is putting upon the market with great success the new oil
cuj) illustrated, which is radically different from its other oiler.
This cup is a light rectangular casting of suitable shape to be
conveniently fitted into the regular grease cup. No change or
alteration whatever is required in the grease cup. There are
no complicated parts, nor anything to get out of order, so that
no adjusting is required. The cup is threaded at the bottom,
into w liich a threaded plug is inserted, and in the upper end of
this plug is secured a tight coiled spring, forming a series of
valves. At the top of the spring is a weight which serves to
increase the vibration when the car is in motion, opening the

MOTOK-DRIVEN SO-IN. FRICTION-CLUTCH LATKE

INTERIOR \'1E\V OF OIL CUP

carriage; this is accomplished liy means nf the usual splined
shaft construction, which permits the mechanism to operate at
any position of the carriage upon the bed, and even while the
carriage is in the act of traversing. By another and ingeniously
arranged mechanism the two gear changes in the headstock
are made from the carriage ; here the control is also through a
splined shaft so that a handle upon the apron operates the gear-
change levers by means of a cam mechanism, as shown on the
front of the headstock casing. Thus, as thirty-two feeds from
34 in. to 1-64 in. are available through an improved type of
feed-change mechanism, the tool is provided with a most flex-
ible and convenient quota of speeds of driving and feeds, so
that it is in itself adapted to all classes of machining work. It
is, indeed, one of the most completely equipped tools for gen-
eral work that has been produced. This lathe is driven by one
of the new Westinghouse type-S machine-tool motors, which
is designed for variable speeds by field control ; the motor is
especially arranged for bolting directly to the headstock frame,
effecting thus a very material saving of both complication and
expense iy the mounting.

The types of tools equipped as here illustrated are especially
adapted for use in electric railway repair shops where electric
current supply is always available. By the improvements here
introduced a tool equipped as above shown may be set in any
part of a shop, either temporarily or permanently, and by
merely connecting the motor, through the proper fuses, to the

coils of the sjjrings, thus enabling the oil to flow through the
wick which is in the spring and extends down through the
plug, the wick being held in place by a wire pin through the
upper part of the plug. The oil is carried by the wick directly
to the bearings, and when the car is at rest the sprihg assumes
its normal condition, entirely shutting off the feed. There is
no dripping, and the inconvenience of adjusting and attaching,
as required by other oilers, is entirely avoided in this new de-
vice. The only attention the oilers require is to see that they
are filled at stated times. The oiler is made in different sizes to
fit any style of standard motors.

OUTDOOR TYPE OIL SWITCH

The demand for a serviceable outdoor type of oil switch
adapted for use with alternating-current series arc lighting
systems for cutting out banks of transformers, isolating under-
ground or overhead feeders and mains from main systems and
operating inductive leads of all kinds, led the Westinghouse
Electric & Manufacturing Company to design and place upon
the market a switch that meets all these requirements. It is a
double-pole, single-throw switch, mounted in a weatherproof
case, which may be easily attached to poles or cross-arms in the
case of overhead systems, or may be hung in manholes where
imderground systems are used.

May 6, 1905.]

STREET RAILWAY JOURNAL.

839

The essential features consist of knife-blade contacts sub-
merged in oil and high insulation between poles and between
frame and live parts. Knife-blade contacts are used, as they
insure the best contact for low temperature rise. Each jaw
has a detachable arcing piece which takes the final break, thus
preventing any possibility of arcing between the jaws and
blades. These arcing pieces may be removed very easily when
worn out or burnt away. Suitable barriers are placed between

To produce such a bar in hard-drawn copper either the head
must be riveted to each segment, with the always present pos-
sibility of an imperfect electrical connection, or, to be equiva-
lent in effectiveness to a drop-forged bar, a segment must be
drawn, often nearly twice the width of the segment proper.
Then time and labor must be expended to cut these bars to
shape, resulting in a loss of material also, which makes this
process prohibitive, since, being no better, if as good as the
drop-forged commutator, it must compete in price.

In contradistinction, the majority of the motors turned out
by the General Electric Company have conmiutators of the
headless type. In these comnuitators, if there is any virtue in"

OUTDOOR OIL SWITCH

DROP-FORGED COMMUTATOR SEGMENT

the poles, which prevent the arc from communicating. The
switch is compact and light, weighing but 40 lbs.

When so ordered, a special oil may be furnished with this
switch which is particularly suitable for use in cold weather, as
it has a very much lower congealing point than any oil now on
the market which is otherwise suitable for oil switch work.
One and one-half gallons are required to fill the tank. The
switch has a maximum capacity of 200 amps, at 3300 volts.

MERITS OF DIFFERENT TYPES OF COMMUTATOR SEGMENTS

Anent the discussion concerning the merits of drop-forged,
hard-drawn and cast-copper commutator segments, it is very
interesting to note the opinions on this vital subject of the
Homer Commutator Company, of Cleveland, which claims the
proud distinction of being the largest exclusively commutator
builders in the world.

The company's experience has covered a period of fourteen

years, and its deduc-
tions are conse-
quently the cumula-
tive results of the
most careful observ-
ations during this
entire period. The
company feels that
the style of conunu-
tator should deter-
mine the kind of
segment. In renew-
ing commutators
with a head, such as
are most widely
made by the VVest-

inghouse Electric & Manufacturing Company, the proper liar
is drop-forged, since, without the slightest waste of time or
material, a solid segment with head is formed, having the
maximum conductivity.

COMPLETE COMMUTATOR

the hard-drawn copper, it should be used here, and the Homer
Commutator Company reconunends and uses it upon such com-
mutators.

Then there often comes an order for one special commuta-
tor. Manifestly, dies for so few segments to be drop-forged
would be out of the question from the standpoint of expense,
and it is equally true that the delay to have such a small quan-
tity hard-drawn would also be impractical ; consequently the
only proper solution for prompt delivery and economy is to use
the cast bar — not the ordinary commercial cast segment, but a
correctly made and treated bar. The result will be a very
effective commutator, and, in fact, commutators are made pos-
sible which would never be undertaken otherwise. There is,
therefore, in the company's opinion a distinct and proper use
for each of the three classes of commutator segments.

But if materials were the only prolilem, every maker could
make the highest grade commutators, but a commutator is only
begun when the correct materials are selected. It is the niceties
of workmanship that make or mar the life and effectiveness of
the product. E.xperts may never agree upon materials, because
the difference is so slight and probably never actually meas-
ured, but the difference in workmanship is soon demonstrable
in tlie increased life.

The immense number of comnuitators turned out by this
companv enables it to specialize its workmen, each man to pro-
duce a part or perform an operation which shall be as nearly
uniform and mechanically perfect as human skill and ma-
cliiner\- can ni.ake it.

The winner of the West Pennsylvania Railways Company's
mileage guessing contest has been announced. He is H. F.
Van Horn, a resident of Scottdale. His estimate was 196.4T2,
while the actual number of miles was 198,176. The contest
was confined to patrons nf the company, and guesses had to be
made on coupons cut from "Trolley Talk," the company's offi-
cial publication. The prize was a book of tickets good for 100
rides on any line of the system.

840

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 18.

MOTOR OMNIBUSES FOR RAILWAY FEEDERS

Motor omnibuses having during the last year or two proved
of usefulness, it is now almost a necessity on the part of the
practical railway manager to take these into consideration in
various ways. Though it is not expected that they will ever
run the electric railways off the streets, yet they have already
proved themselves as valuable auxiliaries to tramways in col-

DOUBLE-DECK (JASOLINE OMNIBUS

lecting traffic from various outlying districts where it is not
so dense as to warrant the great expense of laying permanent
way. The big railroad companies also are finding them of use
in various ways in collecting and distributing traffic from their
stations. It may therefore prove interesting to describe two
types of motor omnibuses operated by petrol engines, which
are now being manufactured by John I. Thornycroft & Com-
pany, Ltd., at their new and extensive works at Basingstoke,
England. The company's head office continues to be at Chis-
wick, London, where they have been known for so many years
as engineers and shipbuilders.

The engine is of the usual internal combustion type, having
four cylinders, the bore and stroke of which are 4^ ins. and
5 ins. The cylinders are cast separately and have large alumi-
nimi covers on either side, thus enabling the water-jacket to be
easily cleaned out if neces-
sary. Both the inlet and ex-
haust valves are mechanical-
ly operated and are on oppo-
site sides of the cylinders.

The ignition is of the mag-
neto "make and break" type ;
a horizontal spindle having a
reciprocating motion makes
and breaks the connection on
a nickel steel plug by means
of a tappet. The spindle is
actuated by means of an ec-
centric on the half-speed
shaft. The magneto itself is

gear driven from the cam shaft, this third shaft also acting as
a pump spindle. The lubrication is forced to all moving parts
by means of a pump in the base of the crank chamber.

The clutch, which is of the multiple-friction disc type, takes
up very gradually without the slightest jar or jump; it is wholly
encased and runs in a mixture of oil and paraffine. The car-
bureter is of the usual float-feed type, and has an arrangement
whereby the mixture of air is automatically regulated.

The gearing, which provides four different speeds and a re-
verse, is entirely encased and runs in oil. The power is finally

transmitted to the differential on the back axle by means of a
Rcnold chain.

The Thornycroft spring drive is also employed, by means of
which the drive is transmitted through springs to brackets
bolted directly on the felloes, thus entirely obviating any strain
ori the nave or spokes. Solid rubber tires are used, twin tires
being fitted to the driving wheels. The normal speed of this
vehicle is 12 m.p.h. ; it is capable of being accelerated up to 14
m.p.h., and on the bottom speed can throttle
down to 3 m.p.h.

The usual type of body is a double-decker,
carrying eighteen outside and sixteen in-
side, as shown in the illustration; it is
suitable for towns and congested districts.
The single-decker, which is capable of
taking twenty-two passengers, is suitable
for small towns and iiotels, and, in cases
where it is necessary, to carry passengers'
luggage.

The cost of running a double-decked om-
nibus of the type specified herewith is
about 22 cents per vehicle-mile ; this charge
is absolutely inclusive of all items (and is
not merely the actual cost of running,
such as gasoline, oil, grease and repairs) —
depreciation, maintenance, wages, insur-
ance and establishment charges are in-
cluded in this figure, which has been found
to be correct in cases where the vehicles
are of sound construction and are properly looked after.
■ ♦♦♦

NARRAGANSETT CARS FOR NEW JERSEY & PENNSYLVANIA
TRACTION COMPANY

The New Jersey & Pennsylvania Traction Company is about
to place on its lines two 13-bench open cars of the Narragan-
sett type built by the J. G. Brill Company. The builders lately
furnished this company five of the semi-convertible cars which
were described in the Street Railway Journal of Jan. 28.
The present order has some interesting features. The plat-
forms are without the outside seats and passengers will be
allowed to stand upon them. Portable vestibules are included,
which, by protecting the motormen, increase their efficiency,

NARRAGANSETT TYPE CAR, WITHOUT PLATFORM SEATS, FOR THE NEW JERSEY &
PENNSYLVANIA TRACTION COMPANY

and also are for the protection of passengers standing on the
platforms. At present the cars will be run in one direction;
therefore, the running board is only placed on one side ; the
other side, however, is arranged so that the running board
may be attached to it at any time. The net-guard, which may
be seen in the illustration, is screwed to the posts and will be
used as long as the cars are run in one direction, and when re-
moved, guard rails will take its place. The advantages of this
type of car, providing a double step within the limits of width
of a single-step car by means of Z-bar sills, with the upper step

May 6, 1905.]

STREET RAILWAY JOURNAL

841

on the outwardly extending lower flange of the sills, are well
known, and therefore need not be enlarged upon. The seating
capacity is forty-five, and loading and unloading is rapidly and
safely accomplished by the type of steps. The car being nar-
row in width , is capable of operation upon the street of
Trenton.

The cars are 40 ft. 4}i ins. over the crown pieces and 8 ft.
wide over the sills ; center of corner posts over crown piece,
4 ft. ; width over the posts at belt, 8 ft. 10 ins. ; sweep of the
posts, 5 ins.; side sill size (Z-bars), 8 ins. x 3 ins. x Vj in.;
thickness of the corner post, 3-^/8 ins., and of the side post, 2.)4
ins. The cars are mounted u]ion No. 27-G trucks, for fast and
heavy city and suburlian service.

includes Brill angle-iron bumpers, "Dedenda" gongs, channel-
iron draw-bars, signal bells and steps, and the American Car
Company's sand boxes and vertical lirake wheels.

COMBINED CORN-POPPING AND PEANUT-ROASTING
MACHINE FOR PARK SERVICE

Although a machine for popping corn or roasting peanuts
can hardly be classed as an amusement device, there is no good

OPEN INTERURBAN CARS FOR GRAND RAPIDS

The American Car Company has lately delivered to the
Grand Rapids, Holland & Chicago Railway six motor cars of
an interesting design. The cars will be operated on an inter-
urban line at a high speed, which necessitates the low panels at
the sides, while wooden guards prevent the passengers from
leaning out. No sash are used, but curtains reach from the
ceilings to the paneled portion, and the edges extend into deep
grooves in the posts, so that when down, the passengers are
assured of complete protection. The seats, with the exception
of two at each end of car, have reversible backs and are 33 ins.
long, leaving an aisle width of 21 ins. The seating capacity is
sixty. The interior finish is of ash and the ceilings are of
varnished carline finish.

The railway company now operates about forty-six cars on
its 40 miles of track. The large amount of summer traffic oc-
casioned by the popularity of several amusement resorts in-
cluded in the system has made it necessary to order extra
equipment suited to this service. The large seating and stand-
ing capacity of the cars, and the safety wi<:h which they may
be operated at a high speed, adapts the type admirably to the
purpose. The illustration shows the car mounted on M. C. B.
trucks, upon which it was placed temporarily. All of the cars
are to be mounted on Brill No. 27-E trucks.

The general dimensions of the cars are as follows: Length

AN INTERKiR VJJ-:\V OF THE CRAND RAPIDS CAR

reason why a park manager should not insist upon having the
most attractive machines procurable, since their use will cer-
tainly increase the profits from such popular park standbys as
popcorn and peanuts. Along these lines the Kingery Manu-
facturing Company, of Cincinnati, Ohio, has designed its No.
60 machine, a very neat and interesting hand-power combina-
tion for popping corn and roasting peanuts. Its capacity for
popping corn is 4 bushels an hour. With each revolution of
the cylinder the popped corn is separated from the unpopped
corn and ejected. No breaking occurs during ejection, as the

corn is rolled out, not

HIGH-SPEED INTERURBAN CAR USED ON THE GRAND RAPIDS, IFOLLAND & CHICAGO RAILWAY

over the corner posts, 37 ft. 4 ins., and over the bumpers, 46 ft. ;
from the panel over the crown piece, 3 ft. 6 ins. ; width over the
sills, 7 ft. 8 ins. ; width over the posts at the belt, 8 ft. ; sweep
of the posts, 2 ins. ; distance between the centers of the posts,
2 ft. 6 ins. ; side sill size, 4^ ins. x 6^4 ins. ; end sill size,
4}i ins. X 6j4 ins. ; sill plates, % in. x 7 ins. ; thickness of the
corner posts, 3)4 ins., and of the side posts, 2^ ins. ; length of
Ihe scats, 33 ins.; width of the aisles, 21 ins. The equipment

shaken. The screening is
very thorough, leaving no
hard grains in the fritters,
bricks or balls. When in-
tended to use the machine
for peanut roasting, the
popping cylinder can be
quickly removed and re-
placed by the peanut roast-
ing cylinder. The latter
has a capacity of half a
bushel. The case has a
shelf for the display of the
stacked peanuts, and the
heat from the popper is
amply sufficient to keep
them warm.

This device is portable,
being attached to a wagon which is mounted on steel springs,
steel axles and steel-tired wheels, 24 ins. in diameter. The
other dimensions are: Length, 63 ins.; width, 34^/2 ins.; height
to the top of the case, G^Yj ins. The shipping weight of the
case is 225 lbs., and of the wagon alone, 62 lbs.

This company also makes a large variety of other devices,
such as ice-cream freezers, milk shakers, ice-cream tubs, cabi-
nets, ice breakers, ice shavers, etc.

842

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

CUBICAL TYPE CONCRETE MIXER

Considering the amount of concrete work that is done by
street railway companies throughout the world, it is a sur-
prising fact that very few machine mixers are seen upon street
railway work. Nearly all the concrete is mixed by hand by
gangs of men under the supervision of some foreman who very
often knows very little about concrete. Machines have been
noticed in very few places, but where they were used the cost
of mixing the concrete was brought down to about one-fourth

charge of the work that the average time of turning out a batch
is about one minute and twenty seconds. This covers the
operations of loading, mixing and discharging.

This form of concrete mixer is rapidly coming to the front,
for it adds to the well-known advantages of the cube those ob-
tained by rapid methods of loading, revolving and discharging
the finished concrete. It has no insides and is a self-cleansing
mixer in every sense of the word. It never has to be pounded
and the inside of the cube never has to be scraped. There are
no deflectors or paddles or any form of interior mechanism to
clog and become coated with mortar.

^♦-»

NEW WHEEL LATHE

CUBICAL TYPE CONCRETE MIXER

or one-fifth the cost of mixing by hand, and concrete was made
better in every way. Ordinary concrete will very seldom stand
a compressive strain of over 800 lbs to 1000 lbs. to the square
inch, but machine-mixed concrete, provided it is mixed in the
right kind of a machine, will stand a compressive strain of
from 4000 lbs. to 5000 lbs. per square inch.

It makes very little difference what ]3roportions are used in
mixing concrete so long as the mix-
ing is thordugli and all the materials
are ])roportionately d i s t r i b u t e d
through the mass, so that every par-
ticle of sand and gravel is coated
with wet cement mortar, and in this
way cemented together. A mixture
wherein a large proportion of cement
is used as compared with the other
aggregates, is liable to be a trifle
more water tight than where the pro-
portion of cement is lower.

A very neat outfit for street rail-
way work consists of a mixer
mounted on trucks, with engine and
lioiler complete, or with gasoline en-
gine. There are many forms of ma-
chines in the market as concrete
mixers, but the preference expressed
by a large number of engineers and
architects and scientific men is for
the cubical mixer revolving on a
diagonal axis. Since it has been on
the market in the form shown in the
accompanying illustration its popu-
larity has greatly increased among all classes of concrete users.
The United States Government uses a number of these mixers,
which are made by the Municipal Engineering & Contracting
Company, of Chicago, and it is claimed by the engineers in

nying illustration shows a type of car wheel
turning, grinding and boring lathe which has
been designed by Pollock & Macnab, Ltd., of
Bredbury, Manchester, for the special use of
railways. The machine is made in three sizes
and will grind the rims of two wheels at the
same time. It will also bore the wheel bosses,
do ordinary lathe work and will turn the rim
of two wheels, with shrunk tires, both at the
same time. The bed of the machine is of rigid
design, and has a headstock with a four-
speed cone, the gears being cut from solid
blanks. The carriage and slide rest, with a
special reversing and self-acting feed motion,
can be used for general purposes or for bor-
ing and truing wheel bosses. It will grind*
tramway wheels from 18 ins. to 34 ins. in
diameter, 4 ft. 8j/ ins. in gage or in
other ordinary tramway gage.

A crane is supplied with this machine, and is arranged to
give enough' head room to lift the axle shaft and to clear the
head rests, a pair of pulley blocks being also supplied with the
crane. For any of the operations, either turning or grinding,
no movement or change of parts is required, so that the ma-
chine is already coupled up for any of the operations, which

LATHE FOR TURNING, GRINDING AND BORING CAR WHEELS

is a great advantage, as frequent changes from turning to
grinding are required. The machine has the advantage that it
cannot readily become obsolete, as it is entirely suitable for
either grinding chilled-iron wheels or shrunk-steel tires, and

May 6, 1905.]

STREET RAILWAY JOURNAL.

843

thus fulfils the wants of the tramway manager for the present,
whether he is an advocate of the chilled wheel or the steel-
tired wheel.

GASOLINE MOTOR-OMNIBUS

COMBINATION STEEL AND WOOD GEAR CASE

During the past few years many electric railways have ex-
perienced such exasperating delays in getting malleable-iron
gear cases, and often had such unsatisfactory results from them
when received, that they will doubtless be in-
terested to learn that the E. W. Bliss Com-
pany, Brooklyn, N. Y., designs and builds a
very effective and satisfactory substitute,
known as the "Bliss combination steel and wood
gear case." The accompanying views give a
very good idea of this case. Fig. i showing
the gear case assembled, and Fig. 2 the two
halves prior to assembling.

This style of gear case has many advantages
over others heretofore placed on the market.
The supporting lugs on the mallealjle-iron case
are very easily broken, thereby making the
case useless ; in the combination case this diffi-
culty is overcome, as the lugs are of wrought
steel. Experience has shown that when the
combination gear case comes in contact witli a
heavier substance, the sides, being made of
wood, give way on the lower half without de-
laying the car, instead of becondng wedged
under the car, as frequently happens with mal-
leable-iron cases, often necessitating the jacking up of the car
before the case can be removed and the car allowed to proceed.
The arrangement of this case is such that it is least liable to

The Great Western Railway Company of England has re-
cently purchased the single-deck motor omnibus shown in the
accompanying illustration from the Wolseley Tool & Motor Car
Company, Ltd., of Birmingham. 7\s will be observed, the body
is of the single-deck type and has double seats in front to ac-
conuuodatc passengers who prefer traveling outside. It seats
altogether twenty-two passengers, sixteen inside and six in
front, two being beside tlie driver. The top is extended right

(;.\.SOL[NE MOTOR OMNIBUS FOR THE GREAT WESTERN R.MLW'AY

over the driver and provided with a luggage rail. The chassis
is the standard lo-ft. or 12-ft. wheel base for omnibuses, and is
16 ft. 6 ins. long, and the track is 6 ft. 2 ins., the over all width
being 7 ft. 2 ins. The frame is of pressed steel, the height from
the ground to the top of the frame being 31 ins. The wheels
are of the artillery pattern, having the front pair 34 ins. in
diameter and the Ijack 42 ins.

The engine is of the horizontal two-cylinder type, the cylin-
ders -being 6 ins. in diameter by 7-in. stroke, developing 20
l)hp at 600 r. p. m., and fitted with half-compression cams to
ease the starting. No governor is fitted, the engine being con-
trolled by a hand throttle on the steering colunui and a foot

FIGS. 1 AND 2.— ASSEMBLY AND PARTS OF COMBINATION STEEL AND WOOD GEAR CASE

damage or break the gear or pinion. Its weight is about one-
third as much as a malleable-iron case, and it is nuich cheaper.

Beginning May 10 the Aurora, Elgin & Chicago Railway
Company announces that it will start a parlor and buffet car
service on the train leaving its Fifth Avenue terminal in Chi-
cago every day at i p. m. This service will be for the lienefit
of members of the various golf chilis at Wheaton and such
travelers as may wish to patronize a jiarlor and buffet car on
the way to Atu'ora.

throttle in connection with the lirakc pedal. The carbureter
is of the "Wolseley" compensated lype and electric high-tension
igniticin is used by means of accumulators and induction coil.
A "Kenold" silent chain is used for the drive to the gear box,
which is suspended from three points, and contains all the
gearing in one grease-tight box. The gears are of the sliding
type, anrl give normally four forward speeds of 2'_> m.p.h.,
5 m.p.h., iS m.p.h. and 13 m.p.h., rcs])ecti vely, and one reverse
speed of 5; m.p.h.

The omnibus is fitted with three indepemlnit sets of lirakes,

844

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

all being of the metal to metal type, which act equally well in
both directions. The rear axle is formed of a weldless steel
tube, and the front axle is forged in one piece. The steering
is irreversible, being operated through a worm and sector, the
worm being on the lower end of the inclined pillar. The gaso-
line tank has a capacity of 12 gals., and the gasoline consump-
tion of the omnibus averages about gals, per hour under
ordinary conditions. •

The foregoing illustration shows one of the omnibuses re-
cently tested on a trial run at Lichfield. The route selected
was about 60 miles long, and gave ample opportunity for test-
ing the 'bus, both for speed on the level and for hill climbing.
Though the weather was very wet and windy, the whole trial
was carried out exactly at the schedule times which had been
arranged for at the various stopping places. It is interesting
to note that the Wolseley Company has in course of erection
at the present time, in its large shops recently put in operation,
a very large number of public service vehicles for the London
General Omnibus Company, the Birmingham Motor Express
Company, Ltd., and other leading companies requiring motor
omnilniscs, in addition to various corporations which are giv-
ing them a trial in conjunction with their already existing
tramways.

CALIFORNIA TYPE OF CAR FOR FREMANTLE, AUSTRALIA

The J. G. Brill Company is shipping fourteen of its Califor-
nia cars to the Fremantle Municipal Tramways, Australia.
The California car is an ideal type for service at Fremantle,
where, for a large part of the year, the temperature varies
greatly during the day. Thus, in the heat of midday, the pas-
sengers may sit in the open sections of the cars and enjoy the
refreshing sea breezes, having the bulkheads as a protection
from the strong drafts, while later in the afternoon, when it

NEW SCOTCH TRAMWAY

The power to construct and work the Dundee Broughty Ferry
& District Tramways was obtained by the Dundee Broughty
Ferry & District Tramways Company under the private Legis-
lature procedure (Scotland), act 1899, receiving royal assent
in August, 1904. J. VV. Speight is consulting engineer. The
contract, which was obtained by J. G. White & Company, Ltd.,
of London, includes the complete construction and equipment
of the permanent way, overhead line, power house, car sheds,
cables, etc. The contract price is £88,250. There are sVs
miles of route, equivalent to gyi miles single track. The gage
is standard. The rails are British standard No. i, 45 ft. long,
fitted with continuous rail-joint and intermediate anchors. The
switches are 10 ft. 6 ins., having a radius of 100 ft. The cross-
ings are iron bound. One mile of the track
will run on a new road through the Craigie
and Home estates. This portion of the track
will be laid with the usual 6-in. bed of con-
crete, and paved with tar macadam and granite
edging. The bridge over the Dighty will be
widened. The overhead construction will con-
sist mostly of bracket arms. There will be
double trolley wire, No. 00 B. & S. ; height
from the ground, 21 ft. The cables are to be
laid on the solid system. The power house
will be a brick building with a chimney shaft
of 110 ft. The plant will consist of two 200-kw
railway generators with high-speed engines.
There will be three Lancashire boilers, super-
heaters and the usual condensing plant. The
car shed will be a brick building 176 ft. long and 45 ft. wide.
The tracks in the car shed will consist of vignole rails laid on
sleepers. There will be twelve single-truck, double-decked cars
fitted with two 37-hp motors.

VIEW OF INTERIOR OF COMBINED OPEN AND CLOSED CAR
FOR FREMANTLE TRAMWAYS

becomes cooler, or in the evening, the closed compartment af-
fords shelter for those who prefer more complete protection.

Fremantle, of about 15,000 inhabitants, with its wonder-
fully arranged artificial harbor, capable of receiving all steam-
ers that pass through the Suez Canal, and being touched regu-
larly by several of the large mail lines ; its large and substantial
prison buildings, formerly convict barracks; its smelting fac-
tory, where gold from Coolgardie, Kalgoorlie and Boulder is
worked into bullion ; its great warehouses, comfortable and
ornamental hotels, and numerous churches and schools, is one
of the most interesting in all Australia. Holding, as it does,

R. H. Derrah, general passenger agent of the Boston &
Northern and the Old Colony Street Railway companies, has
extended an invitation to the members of the Newspaper Club
of Boston to join a trolley party to be given to the club on
Sunday, May 14. The start will be made from North Station,
Boston, at 9 a. m., and the trip will include Gloucester and
other Cape Ann points. A well-stocked buffet goes with the trip.

C ALIFORNIA TYPE OF CAR F(JK 1 IIL J-RK.\L\.\TLE MUNICIPAL 1 K A .\1 \\ A YS

the key to Western Australia, and commanding an extensive
floating as well as settled population, Fremantle is steadily and
consistently growing.

The closed compartment of the cars to be used in this city is
II ft. 6 ins. over the end panels, and is attractively finished in
cherry, stained mahogany and highly polished. The ceilings
are of decorated bird's-eye maple. The cars are 28 ft. 4 ins.
over the crown pieces and 8 ft. 5 ins. from end panels of closed
compartment over crown pieces. The width over the sills is
7 ft. 93/2 ins. in the closed compartment and 6 ft. 11^ ins. in the
open compartment. The width over the posts is 8 ft. 4 ins.
in the closed and 7 ft. 10 ins. in the open sections. The sweep
of the posts is 3^ ins. in the closed and 5 ins. in the open com-

May 6, 1905.]

STREET RAILWAY JOURNAL.

845

partmcnts. The side sills are 4^4 ins. x 5 ins., and the end sills,
5^ ins. X 5 ins. The corner posts are 3^ ins. thick, and the
side posts, ins. thick. Thirty-four passengers may be com-
fortably seated.

The long dropped platforms are supported without strain to
the body by a pair of angle irons, with the upper flange under
the sills of the body, and offset and prolonged to carry the plat-
form, a cantilever arrangement, which adds greatly to the
strength of the car. This is a special feature of this builder
which has had much to do with the success of this type of car,
making it very strong and capable of carrying large loads with-
out strain to the upper structure. It will be noticed that the
seating arrangement provides for considerably more passen-
gers than a standard closed car with longitudinal seats of same
length over the crown pieces. Curtains are provided for the
open compartments. The spring cane seats in the closed com-
partment are placed transversely, and two of the slat seats in
the open sections have reversible backs. The cars are mounted
on No. 21-E trucks with 6-ft. 6-in. wheel bases and 33-in,
wheels. Among the Brill specialties included in the furnish-
ings are angle-iron bumpers, radial draw-bars, "Dedenda"
gongs, ratchet brake handles and sand boxes.

"THE BUMPS"

The amusing novelty for pleasure parks, designed by Ed-
ward C. Boyce, of New York, and known as "The Bumps,"
originally consisted of a smooth slide about 50 ft. in length,
with polished maple bumps of different sizes, placed at regular
intervals on its surface. These bumps serve to change the
direction of the slider and to give him a series of quick bumps
which would land him at the bottom on a soft pad or cushion
in a more or less reckless and excited condition. This year,
in constructing a number of "Bumps," the originator of this
amusement has added, in addition to the main slide, three
others, as shown in the accompanying illustration ; one, a
straight and narrow chute constructed of slippery basket work

A VIEW OF "THE BUMPS"

material, which gives the slider an excellent speed; another,
producing a sensation of alternate falling and rising until the
bottom is reached by a succession of general inclines ; and a
third, which is perhaps Ihe most exciting of all, consists of a

narrow chute with sharp and narrow turns occurring at tlic
most unexpected places.

The success attained by the original "Bumps" as an attrac-
tion should be largely increased by the addition of these im-
provements. It strongly recommends itself to the amusement
manager, not only for its money-making qualities, but also on
account of the low cost of construction and attendance, only
one person, acting in the capacity of cashier, being required
to look after it.

SHOP KINKS FROM DUBUQUE, IOWA

Delegates to the Iowa Street and Interurban Railway Asso-
ciation convention at Duljuque had an opportunity to inspect
the new shop and car house of the Union Electric Company.
The principal repair track of the shop is equipped with appa-
ratus for hoisting car bodies, made by the Pittsburg Machine
Tool Company. This apparatus is similar in its operation to
that used in the large shops of the St. Louis Transit Company.
A motor is geared to four jack screws, two of which are lo-
cated on each side of the track. These raise and lower a pair
of I-beams running parallel with the tracks, and by placing
cross-beams under the car resting on the I-beams, any length
of car can be raised and lowered. The apparatus is simple and
is absolutely safe, besides being very quick in operation.

The machine shop contains motor-driven tools, and these
machine tools are located handy to the re])air tracks, with no
partition between, so that the machine work is all done in the
main repair room. The blacksmith work is done in the boiler
room in the rear of the repair house. The armature winding
is also done in a separate room, and a simple form of oven is
in use for baking armatures. This oven is heated with fifteen
common i6-cp incandescent lamps, which, while possibly not as
efficient as heaters as they might be, are more convenient to
install and renew, and the total amount of current required is
not enough to make it necessary tediously to figure the efliciency.
The box is lined with asbestos and covered with sheet steel.

The shops are heated with steam coils located overhead,
and, contrary to some experiences elsewhere, there has been no
difficulty in keeping the main shops comfortalde in cold weather.
In the paint shop, however, which is a smaller room, the re-
sults were not satisfactory until a small motor was put in, driv-
ing a fan blower, which draws in air near the floor and forces
it up through a wooden flue to a point near the steam coils
overhead. This forced circulation makes it possible to heat
the room easily.

7\fter his daughter, a fourteen-year-old girl, and a Sunday-
school pupil, had been awarded judgment for $6,500 against
the Louisville Railway Company, John R. Owens filed an affi-
davit that his daughter was not entitled to a cent; that so far
as he knows she is only suffering from sciatic rheumatism, and
that he had not heard of the street car accident until after she
became ill, when the accident was suggested as a possible cause
of the rheumatism. The matter has so preyed upon Mr.
Owens' mind that he felt it his duty to go to some one con-
nected with the company and tell the facts set out in the
affidavit. The accident is said to have occurred in Fel>ruary,
1904, though the affidavit alleges that the girl went to school
every day and Sunday-school from Jan. i, 1904, until about
April 13 last. Then she suffered from sciatic rheumatism for
four months. Mr. Owens says that as father of the child he
refused to bring the suit because he knows exactly what is the
matter with his daughter. The suit was brought in the name
of Fannie Owens, the elder sister of the girl, and the original
demand was for $15,000 damages. From the first the Louis-
ville Jvailway Company maintained that the Owens girl had
never been injured in an accident on its lines. The girl ap-
peared on crutches in court.

846

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 18.

THE EXHIBIT OF RAILWAY APPLIANCES AT WASHINGTON

The exhibit of railway apphances now being held in Wash-
ington in connection with the International Railway Congress,
now in session, is the most elaborate of the kind ever held in
this country. Through a special act of Congress the right was
secured to use for this purpose a portion of the Washington
Monument grounds on Fourteenth. Fifteenth and Sixteenth
Streets near B Street. This is within three blocks of the head-
quarters of the Congress, at the New Willard Hotel. In addi-
tion to the main exhibit building on Sixteenth Street, which is
160 ft. X 200 ft., and which accommodates about 200 exhibitors,
a number of manufacturers have erected individual booths.
Particulars of some of the more important exhibits follow:

Tlie Westinghouse Building at Washington is the largest struc-
ture on the grounds, apart from the headquarters building devoted
to the grouped displays of the smaller exhibitions, and presents in
an attractive and orderly arrangement the most remarkable com-
bination of Westinghouse products ever brought together under a
single roof. The brake and coupler appliances of the Westing-
liouse Air Brake Company and its associated interests are shown
under conditions approximating those of actual practice ; the
Union Switch & Signal Company has installed full-size safety ap-
paratus of all standard types ; the Westinghouse Electric & Manu-
facturing Company exhibits for the first time complete operative
equipments of its latest form of multiple control systems for alter-
nating current and direct-curren traction, with important auxiliary
sub-station apparatus, and displays also an interesting collection of
heavy railroad shop tools driven with Westinghouse motors ; the
Westinghouse Machine Company has set up, open for inspection, a
6oo-hp steam turbine identical in size and type with the Westing-
house turbine that ran continuously for 3962 hours at the St. Louis
Fair ; and Nernst lamps and Cooper Hewitt lamps peculiarly
adaptable, respectively, for decorative passenger station and train
illumination, or for economical terminal shed and tool shop light-
ing, are used liberally throughout. The dome of the building is
lighted with four big electric signs which flash the name Westing-
house to a great distance, and large banners at the entrances carry
the names of the twenty-six Westinghouse companies of the United
States and Europe represented in the joint display. Frank S.
Smith, one of the resident Westinghouse commissioners at the
Eouisiana Purchase Exposition, is the managing director, and C.
W. Townsend is in immediate charge of the installations of the
Air Brake Company. A detailed description of the more impor-
tant exhibits will be published in the next issue.

'idle Robins Conveying Belt Company, of New York, has an
exhibit of its coal-handling machinery, which is very similar to that
shown at the St. Louis Fair last summer. Three conveyors are
shown. \ iz. : One i6-in. wide x 27-ft. centers, one i6-in. wide x
j6-ft. centers, and one i6-in. x 45-ft. centers. All run at a speed
of a1)out 200 ft. per minute and require 3 hp to drive them. The
first conveyor is equipped with one of tlie company's automatic
self-reversing trippers. The conveyors are in operation, and th.^
material is automatically distributed into the hopper by means of
the tripper just mentioned. From this hopper it is discharged upon
conveyor No. 2, which elevates, conveys and discharges it into the
cluUe which delivers to conveyor No. 3. Conveyor No. 3 carries
the material to a chute which takes the place of the weighing de-
vice, and which in turn discharges on to the tripper line. Tho
principal points of interest in this installation are as follows : The
automatic self-reversing tripper for the purpose of distributing the.
raaterial in a long line of bins situated along the horizontal run
of a conveyor. The ability of the conveyors to carr_\- material
at a considerable upward inclination, and the very light structures
needed to support the machinery. Conveyors Nos. 2 and 3 run at
an upward inclination of about 205/2 degs.

The Sherwin-Williams Company has a booth in Section C, Nos.
28 and 29, which it offers more as a resting place for the delegates
than for any advertising purpose. The company has an electric
sign, which will be shown from the top of the Johnson ITouse,
which is some 40 ft. long by 20 ft. high, using over 600 lamps in
the lighting of the same. Other than a few pyramids of paint cans
and an enlarged picture of its plant the company shows nothing
whatever.

The Standard Paint Company's exhibit at the American Railway
Appliance Exhibition at Washington consists principally of a repro-
duction of the Pennsylvania Railroad round-houses at Chicago,
which are covered with Ruberoid roofing. This building is com-
plete in every particular, 14 ft. long by 7 ft. deep. It is intended
by this exhibit to demonstrate the utility of Ruberoid roofing as a
covering for railroad round-houses. In addition the company has

at Washington exhibit models of refrigerator cars, showing the
application of Ruberoid car roofing and of Giant insulating papers.
There are also models of steel dump-cars, showing the application
of Flexite, the company's paint for these cars, and a model bridge
to suggest the use of Standard Paint Company's colored paints for
bridge work and general structural iron work. The Standard Paint
Company has gone extensively into the field of colored preservative
paints and is making a striking demonstration at Washington.

The Peerless Rubber Manufacturing Company's exhibit consists
of a full line of high-grade mechanical rublDer goods for railway
l)urpo^es, including air brakes, steam, suction and hot-water tank
and washout hose, rubber belting ; a full line of packings, including
"Rainbow" sheet and flange packing and "Peerless" piston and
valve rod packing ; tubing for pneumatic tools, mats, matting, sheet
tiling, etc.

The exhibit of the Standard Steel Works, of Philadelphia, con-
sists of steel-tired wheels, forged and rolled steel wheels, steel
tires, railway springs and various test specimens and sections
showing the superior character of the company's manufacture.
This company enjoys an enviable reputation for advanced methods
of manufacture. At the Columbian Exposition it received an
award for "A novel and excellent process of manufacture from the
ingot to the finished tire," referring to the use of billets cut from
long ingots after the upper and segregated part has been rejected,
thus insuring absolutely solid material. This process has now
also been adopted in the preparation of blanks from which the
forged and rolled steel wheels are made. These wheels, by the
way, are a new and most interesting feature in railway equipment,
and will justify close examination and trial. Made as they are,
from solid steel blanks of the hardness of tire steel, and exhibiting
lugh physical qualities, they should be found adaptable to many
kinds of railway service, both steam and electric, where the steel-
tired wheels are possibly too expensive. This company has for
many years been prominent in the manufacture and sale of steel-
tired wheels, which are made with centers of either cast steel, cast
iron or wrought iron, and with any method of fastening desired.
It has also a new and thoroughly equipped department for making
railway springs, and its forge for making steel and iron locomotive
forgings is one of the largest in the country. Besides the varied
products briefly mentioned, it produces about 3000 tons of iron
castings and 1000 tons of steel castings per month.

The Pantasote Company, of New York, is exhibiting a section of
a palace car, -demonstrating in a particular way the different uses
of Pantasote fabrics as they are used in railroad coaches. The
car is equipped with Pantasote curtains, and the seats are uphol-
stered with Pantasote leather. Outside of this car the company is
exhibiting other seats and curtain frames.

The American Locomotive Company's exhibit consists of one
class 38-16-25/2 steam shovel, and one New York Central consolida-
tion locomotive with Walschaert valve gear, cylinders 23 ins. x
32 ins., total weight of locomotive 223,000 lbs., total weight of loco-
motive and tender 366,000 lbs. in working order, tractive power
45,685 lbs.

The Carnegie Steel Company has on exhibition a steel cross tie
and steel rail-joint. The company is having a pamphlet prepared
illustrating the tie and joint.

The National Battery Company, of Buffalo, N. Y., has no ex-
hibit of its own, but supplied batteries to the Chicago Pneumatic
Tool Company and the General Railway Signal Company for ser-
vice in connection with their exhibits.

The Lorain Steel Company occupies Section W in the Main
Building, and its exhibit includes sample sections of some hun-
dred different types of rails which have been rolled and furnished
for the many roads in various foreign countries as well as those
in use by all the prominent roads in this country. Among the
several frogs, switches, mates and crossings shown, for both
foreign and domestic use, of the well-known guarantee hard-center
type of construction, two deserve special mention. One is a newly
designed 9-in. guarantee frog with the quick release hard-center
plate. In this the arms are of rolled steel rail fitted into a cast-
steel box of unique design, and after being inserted and securely
held by rivets, cast iron is poured, filling all the space between the
rolled rail and the casting, thus embodying the maximum strength
and durability with the minimum area of metal exposed in the
street. This type of construction is also being used in the manu-
facture of switches and mates. The other is a quarter section of
the company's special type of hard-center steam railroad crossing,
which shows striking advances in the manufacture of this class of
work. The track welding department also exhibits samples of
electric track welding.

The Rand Drill Company, of New York, has a booth on Plot 5
containing a complete air plant, consisting of air compressors, rock
drills. Imperial pneumatic riveters, chippers, piston air drills, hoists,
air motors, plug and feather drills, carving tools, core drills, etc.

May 6, 1905.]

STREET RAILWAY JOURNAL.

847

The Duff Manufacturing Company, of Allegheny, Pa., has a large
exhibit in Section F, Space Nos. 7 and 10. The company shows a
complete line of Barrett track and car jacks, Barrett geared ratchet
lever jacks, and the new Dufif roller-bearing ratchet screw jacks.
This is the first time these Duff roller-l:)earing jacks have been
exhibited, as they are just being placed on the market, and there
are a large number of sizes, with capacities from 15 tons to 70
tons. These roller-bearing jacks are said to be far superior to any
other kind of anti-friction jack, inasmuch as the bearing will stand
much heavier loads, Vv'ill wear better and last longer, and is much
more economical. The company has three jacks designed for all
kinds of service, and has gone to a great deal of expense and time
to have them properly designed and proportioned. The company
also shows a section of track, which will be properly ballasted, and
upon which will operate several Barrett track jachs in order to
demonstrate how the track jacks are used in track construction and
repair work.

The Wheel-Truing Brake-Shoe Company, of Detroit, Mich.,
e.xhibits samples of a few of the many different styles of brake-
shoes which it manufactures, such as shoes for dressing down
tread-worn wheels, for truing up flat wheels, for operating upon
long flanges, and for use upon chilled iron as well as steel wheels.
The samples are all fully nickeled, but are regular sized shoes taken
from stock. The company is represented by J. M. Griffin, president
and general manager, and O. P. Allen, superintendent.

Heywood Brothers & Wakefield Company, of Wakefield, Mass..
lias on exhibition eight sets, four being of types used for regular
steam railroad equipment and four being such as are used for
electric, intern rban or narrow-gage cars. In the first class there
will be : A. Slideover-back car seat, Wheeler patent, 41 ins. long
over all, upholstered in brown star frieze plush, mahogany arm
rest. This seat is standard upon the lines of the Pennsylvania
system. B. Slideover-back car seat. Wheeler patent, 41 ins. long
over all, upholstered in maroon leather, mahogany arm rest, high
three-part back, pedestal base and adjustable foot rest. C. Turnover
back car seat, Pottier & Stymus patent, 41 ins. over all, upholstered
in rattan, iron end with nickeled arm cap. D. Turnover-back car
seat, Pottier & Stymus patent, 41 ins. long over all, upholstered
in royal blue star frieze plush, cherry arm rest. The seats for
the electric railway and narrow-gage equipment include : A.
Slideover-back car seat. Wheeler patent, 38 ins. long over all,
upholstered in green frieze plush, high three-part back, bronze
back band, quartered oak arm rest, pedestal base and adjustable
foot rest. B. Slideover-back car seat. Wheeler patent, 35 ins. long
over all, upholstered in dark green leather, high headroll back,
Wakefield grip handle, pedestal base and adjustable foot rest. C.
Slideover-back car seat. Wheeler patent, 34 ins. long over all, up-
holstered in rattan, Wakefield grip handle. D. Slideover back-car
seat, Wheeler patent, 34 ins. long over all, cherry slat cushion and
back.

The Consolidated Car Heating Company, of Albany, N. Y., has
on exhibition a complete line of couplers, traps, valves, drums,
fittings, etc., for direct-steam and hot-water heating systems for
steam railroad service. For interurban, elevated and surface elec-
tric cars various types of electric heaters are shown, in all of
which the heating element is made up with the McElroy spiral
coil construction. Electric heaters of this type have been in con-
stant and successful operation during the past twelve years. A
full line of regulating switches is shown in connection with the
electric heaters. The McElroy automatic axle lighting system,
manufactured by the Consolidated Car Heating Company, is shown
in operation. This system has been in successful operation during
tlie past three years.

Althougli the Crocker-Wheeler Company has no elaborate ex-
hibit of its own, it is well represented as liuilder of motors for
driving machine tools, conveyors, etc., in the e.xhibits of machine
tool builders in the building on the exhibition grounds. The com-
pany is also represented by a number of men who will be on hand
during the Congress. Its most effective exhibit really is the multi-
ple voltage plant at the Washington Navy Yard, which is highly
efficient, and to which the company is directing the attention of
the various delegates.

The exhibit of William Wharton. Jr., & Company, Inc., of Phila-
delphia, is located on Plot No. 8 on the exhibition grounds, and
consists of switches, frogs, crossings, etc., for street railways as
well as steam railroads, showing particularly the application of
manganese steel to steam railroad track work, comprising man-
ganese steel frogs, which are now in use on a great many of the
largest railroads in the country, and are giving most phenomenal
results in regard to wearing qualities ; manganese steel crossings,
some of which will be the actual crossings manufactured for use
on some large railroads, and which are shown by the kind permis-
sion of the railroad companies before shipment to destination. The
articles also include manganese steel guard rails, a manganese steel

split switch and manganese steel rails. The company also shows
the improved Wharton unbroken main line switch, Wharton guard
rail clamps and some styles of spring rail frogs. In the street
railway part there a 9-in. girder rail layout, to which are applied
\arious methods of fastening manganese steel centers into the
frogs, crossings, etc., various types of tongue switches; also the
Wharton unbroken main line switch for street railways and samples
of track work for electric railways with underground conduit. Be-
sides the main exhibit the company has in the track of the Penn-
sylvania Railroad, at Ninth Street and Maryland Avenue, where the
exhibition track branches out of the Pennsylvania Railroad main
track, an unbnikcn main line switch and a manganese steel frog in
actual service.

The Electro-Dynamic Company, of Bayonne, N. J., is in spaces
Nos. I and 2 in Section O in the main exhibition building, and
exhibits in these spaces one of its type "5-S" four to one inter-
pole \ ariable-speed motors, belted to a generator. With this motor
the company alile to show the perfect operation (if its inter-
pole motor under \-arying conditions of speed from 275 r. p. m. to
1 100 r. p. m., and all loads from no load to 100 per cent overload.
This motor is also reversed under all of the above conditions of
load and speed. The company also has on exhibition frames of
different sizes of its motors running from I hp at a speed ratio of
4 to I up to 10 hp, at a speed ratio of 4 to i : also constant-speed
motors from i hp to 30 hp. The motors on e.xhibit cover 123 dis-
tinct varieties, which will enable a- user of motors an opportunity
for choice which has never heretofore been equaled. The Electro-
Dynamic Company is rapidly enlarging its scope of operation for
the inter-pole motor, and will within the next ninety days be pre-
pared to sell at least 200 varieties of constant and variable-speed
motors running up as high as 150 hp. In addition to the above
exhibit one of the company's "5-S" variable-speed motors, having a
speed ratio of 4 to i, operates the electric car lighting equipment
of the Consolidated Railway Electric Lighting & Equipment Com-
pany, whose exhibit is located in Spaces 9, 10, 11 and 12 in Section
O. Another motor, with a capacity of 10 hp at a speed ratio of
2 to I, will dri\'e a vertical turret lathe in the exhibit of the Bullard
Machine Tool Company. The exhibit of the Electro-Dynamic
Company is indicated by the large electric sign reading "Inter-
pole."

The main exhibit of the Baldwin Locomotive Works consists of
one of the motor trucks built for Westinghouse, Church, Kerr &
Company, and soon to be placed in service on the electrical lines
of the Long Island Railroad. In design this truck resembles
closely that of the equipment of the New York subway, and aside
from certain features of pedestal details and end-frame arrange-
ment conforms to the regular Baldwin type of the double-bar
equalized, swing-bolster M. C. B. truck. The departures from the
type to which reference is made above, were designed by George
Gibbs, consulting engineer for the Long Island Railroad and first
vice-president of Westinghouse, Church, Kerr & Company. Some
of the details of this truck are \ery interesting. In weight it
probably exceeds any electric truck that has been built up to this
time, the total, e.xclusive of the motors, being 13,860 lbs. The
outside pedestals and frame ends are formed of a single hammered-
iron forging machined all over.

W. T. Van Dorn, of Chicago, is exhibiting the Manhattan ele-
vated motor and trailer draw bars, also the Boston style, the
Brooklyn ele\ ated motor and trailer, and the Metropolitan West
Side Elevated Railroad, of Chicago, motor and trailer draw bars
and No. 11, the World's Fair type that was on the Intramural Rail-
road at St. Louis. He is also showing two of his large heavy type
No. 19, and also models showing all the working of the different
styles.

The Crane Company, of Chicago, is exhibiting locomotive safety
valves, high class globe and angle valves, new renewable seat and
disc globe angle and gate valves, hydraulic valves, new Crane Com-
pany's "Chicago" union check valves for high-duty service.

The exhibit of the Curtain Supply Company occupies 400 sq. ft.
in section G of the main exhibition building. A raised platform
will cover this space, which w,ill lie surrounded on the four sides
liy fluted colunnis, with Ionic capitals and Attic bases, all finished
in ivory white. The columns will be 10 ins. in dia. by 8 ft. in
height, with two similar columns of smaller design to mark the en-
trance. Globes of frosted glass 10 ins. in dia. and supported by
lacquered brass bases, will be placed upon the tops of the columns,
which will afford an effective illumination. On the two sides bor-
dering upon the lights, heavy drapery cords will be strung between
the columns, and the sides next to the adjoining e.xhibits will be
finished with partitions of burlap, surmoimted by an ornamental
frieze. The interior space, which will l:)e effectively furnished with
rugs, chairs, etc., will be devoted to frames and models of the
various styles of curtains and curtain fixtures which the company
manufactures and which are in use at tlie present time.

848

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 18.

The Merrill-Stevens Manufacturing Company, of Kalamazoo,
Mich., occupies plot No. 14, with a complete line of its various types
of cattle guards. These guards are regularly installed, ballast
used, ties, rail and wing fences, the same as though they were
lying in the roadway. The company also exhibits its "patent hog
attachment" in connection with out guards. The guards referred
to are the Cook's steel and "special" wood-steel guard. They
are displayed in various lengths. The company also has at
its exhibit a complete line of standard track or trip and car and
automatic lowering jacks. It will also demonstrate its new patent,
No. 787,43s, which has recently been issued, and which will be one
of the leading features of the company's jacks. It is now using
this application on some of its jacks, creating a demand wherever
used.

The Continuous Rail-Joint Company of America's exhibit shows
joint splices for nine distinct purposes, as follows: (i) Regular
rolled sections of joints for American Society standard rails (view

30) ; (2) regular rolled sections of joints for special T-rail sections;
(3) regular rolled sections of joints for high T-sections of rail; (4)
regular rolled sections of joints for girder sections of rail (view

31) . It recjuires two different processes of rolling to produce a
continuous joint splice for girder rails; (5) all of the above de-
scribed rail joints showing the application of various designed rail
bonds manufactured and in use, where the bonds are applied direct-
ly to the rail; (6) exhibit showing how, by the insertion of a copper
strip in the body of the continuous rail joint, a bonding rail joint
can be produced — depending upon the contact of the joint with the
rail — without the addition of extra pieces or special application of
the rail bond, as ordinarily in use. It is obvious that this same
class of copper strip bond can be used in connection with an ordi-
nary angle-bar or fish-plate. Furthermore, by the use of the copper
strip the area of copper exposed for contact with the rail is in-
creased twenty times. The copper strips in the bonding joint are
securely soldered into place in the joint, thus making them a com-
ponent part; (7) the insulating continuous rail joints exhibited
comprise rolled modified sections of continuous rail joints, per-
mitting the introduction between the joint and the rail of insulating
material, also for the covering of the bolts used in this joint with
insulating material sufficient to prevent contact. A modification of
the quantity of insulation can be obtained by machining in the regu-
lar continuous rail-joint recesses for admitting insulating material
arranged to envelop the end of one rail, leaving the adjoining rail
for direct support of the rail joint, without any insulating material.
By this means the quantity of insulating material is reduced one-
third, thus enabling one rail to have full joint support and the en-
veloped rail the support outside of the insulating material. A
further modification of this plan is to have the insulating material
take a zigzag course on the right of one rail and left of the adjoin-
ing rail. Then it will be obvious that the opposite sides of the rail
in question will have direct support of the rail joint. Butt plates
between the rail ends are necessary on all of the above described
insulating rail joints, as well as plates made of fiber; (8) an in-
sulating rail joint composed of two wooden blocks, with base and
butt plate, and two specially rolled steel angles, so designed that by
tightening the bolts the angles will be drawn upward and give a
base support to the rail joint. Quite frequently, on the question of
rail joints, the idea has been to provide for the insulating properties,
and the supporting efficiency of the joint to hold the rails up has
been overlooked. Hence the rails have become loose, destroying
the insulating qualities of the joint as well as the rails themselves.
The method employed by the use of wooden blocks has not afforded
sufficient strength to hold the rails in place; (9) step or com-
promise joints; these are manufactured of cast steel, designed to
connect different sections of the rail, so that the rails are brought
to the gage line of the track, the joint possessing all the requisite
features of the regular rolled continuous design.

The Municipal Engineering & Contracting Company, of Chicago,
111., has for exhibition a No. 5 Chicago improved cube concrete
mixer, mounted on trucks. This machine has a capacity of from
50 to 80 cu. yds. per day, and is portable. It is intended for side-
walk work and for setting line posts, for making concrete ties, con-
crete foundations for buildings, station platforms, and in all places
where a portable outfit is wanted. These machines are made in
seven sizes, ranging from 20 to 800 cu. yds. per day — either portable
or stationary.

The Franklin Railway Supply Company, of Franklin, Pa., has
no exhibit, but the car heating department is represented at the
convention by S. G. Allen and K. D. Hequembourg, with headquar-
ters at the New Willard Hotel.

Among the companies represented at the congress, the Russell,
Burdsall & Ward Bolt & Nut Company, of Port Chester, N. Y.,
is among the largest manufacturers in the world of all kinds of
bolts and nuts. It makes a specialty of the manufacture of the
higher grades of nuts for railroad work, and has finally succeeded
in producing what has been sought for many years, viz., steel nuts,

which are stronger, tougher and better in every way than nuts
made of iron. These nuts are furnished cold punched, also semi-
finished and finished and case hardened. For general locomotive
work, the semi-finished nut is usually furnished, while the finished
casa hardened nuts are employed on crank-pins, knuckle-pins, etc.

The F. E. Reed Company, of Worcester, Mass., has on exhibit
in Washington an i8-in. high-speed engine lathe and a i6-in. motor-
driven engine lathe.

The Niles-Bement-Pond Company, of New York, is exhibiting
at the American Railway Appliance Exhibition the following list of
fine tools, in Section S of the main exhibition building, the entire
section being required to contain them : 42-in. Pond planing machine,
motor driven; 42-in. Pond standard lathe, motor driven; 37-in.
Niles boring mill, motor driven ; 400-ton Niles hydraulic wheel
press; iioo-lb. single frame steam hammer and an i8-in. slotting
machine. The Pratt & Whitney tools include a 2 in. x 26 in. new
model turret lathe, with locomotive outfit; 14-in. engine lathe; 6 in.
-x 14 in. thread milling machine ; 24-in. standard measuring machine,
and a large variety of standard gages for couplers, knuckles, flange
thickness, locomotive and car wheel, etc. The company also shows
the large case which was exhibited at St. Louis with a full line
of Pratt & Whitney small tools, including taps, dies, reamers,
ratchet drills, milling cutters, lathe tools and other tools presented
in its small tool catalogue. In addition to the above the company
has installed in the Westinghouse exhibit the following tools, which
are to be operated by electricity: Niles new extra heavy 90 in.
driving-wheel lathe, and Niles No. 3 double axle lathe. It is some-
what unusual to place as heavy a machine as the driving-wheel
lathe in an exhibit of this sort, as there were no facilities for erect-
ing the same other than the temporary structures, and the com-
pany had no little difficulty in assembling the machine. This, how-
ever, is a very important machine in the railway field, and is the
newest design and highest power machine on the market.

The O. M. Edwards Company, of Syracuse, N. Y., exhibit con-
sists of eight or ten designs of windows and four or five designs
of extension platform trap doors, all suitable for steam and electric
railway coaches. The company is distributing two sheets illus-
trative and descriptive of two of its most successful designs of
window fi.xtures, and one slieet illustrative and descriptive of one
of its most successful designs of extension platform trap door fix-
tures. The window designs are known as No. i-Bi drawing No.
112, and No. 7-B1 drawing No. 205, and its trap door design "G"
to drawing No. 500. The company also had reprinted an article
from the Street Railway Journal of July 16, 1904, which illus-
trates and describes one of the window fixture signs referred to,
namely, No. 7-B1 ; also one design of its extension platform trap
door fixtures, design "S," as applied to electric cars built for the
Schenectady Railway Company.

Williams, Brown & Earle, of Philadelphia, have an interesting
exhibit of the very latest and best type of continuous electrical
blue printing machine, and also the latest type of blue print washing
and drying machine. These can be operated separately or geared
together so as to wash and dry a continuous blue print of any
length.

The Southern Exchange Company, of New York, has its ex-
hibit in plot No. 3, in the center aisle of the grounds, ne.xt to the
Westinghouse Electric & Manufacturing Company. It consists of
long leaf yellow pine octagonal and scjuare poles. Southern white
cedar poles and Georgia long leaf yellow pine cross-arms, insulator
pins and glass insulators. The company represents also E. P.
Morris & Company, of New York, in iron brackets and pole hard-
ware. Walter E. Mitchell, manager sales department ; E. G. Cham-
berlin. New York manager, as well as A. J. McKinnon, vice-presi-
dent and treasurer, are in attendance.

The Elliot Frog & Switch Company, of East St. Louis, 111., has
an exhibit of the latest improved designs of frogs, switches and
switch stands. Its Eureka spring frog embodies the latest im-
provement in this type of frog for main line use. The company's
sliding frog is a yard frog for heavy service. The company also
has several designs of split switches, with adjustable rods and re-
inforced points. In the line of switch stands are shown several
types of high semaphore main line stand, stand with target of the
semaphore pattern, and automatic yard stand.

The Beaver Dam Malleable Iron Company, of Wisconsin, shows
its tie-plates and rail braces.

The Buda Foundry & Manufacturing Company, of Chica.go,
which has its exhibit in Section K, shows a full line of its special-
ties for the construction and maintenance of way. This company
makes a very extended list of supplies of this nature, an3 naturally
its exhibit is interesting from a standpoint of variety as well as
from the individual features of the separate devices themselves.
An excellent specimen of the Buda ball-bearing handcar attracts
more than usual attention. The journals carrying ball bearings
were the rocker shaft bearings, crank-shaft bearings, center bear-
ings and journal bearing.s — a ball-bearing car throughout, with the

May 6, 1905.^

STREET RAILWAY JOURNAL.

849

exception of the connecting rod bearings. The wheels were in-
sulated to illustrate the manner in which this work is done when
the car is to be used on block signal roads having track circuit. A
number of Buda pressed steel wheels are also exhibited, together
with sectional views, showing the manner of construction and
method of insulation. A variety of track drills is a prominent part
of the exhibit. The Buda Company makes the Paulus, Buda and
Harvey track styles for different weights of rail, also the Wilson
drill, which is so largely in demand by electric roads for drilling
holes for bond wires. All of these drills are arranged so that the
top may be thrown to clear passing trains without removing the
drill from the work, and they will each drill a hole in one-lifth the
time required by the old ratchet style, besides having many other
features to recommend them. Several designs in the way of switch
stands form a noteworthy part of the exhibit. The semaphore blade
with revolving lamp, also semaphore blade with stationary lamp
and spectacles, both in connection with the Ramapo automatic
safety base — this latter shown with improvements — is the subject of
favorable comment. The semaphore stands of this company arc
coming into more demand every year, not only by railroads, but by
interurban lines, owing to the more positive indication of the switch
point which this form of signal indicates over the color and shape
target. Several styles and sizes of rail benders give a good idea
of the range which this company manufactures. Other things to be
seen in the Buda e.xhibit are : Track gages, levels, car replacers of
a new and improved type, ratchet and friction jacks for track and
general work, ball-bearing car, engine and journal jacks, all-iron
track signs of standard and new designs, brake-shoes of several
types, anti-friction metals and bronzes of numerous grades for
various purposes. The Paige Iron Works Department of the Buda
Foundry & Manufacturing Company adds to the exhibit. This
department is well known in the street railway field for its frogs,
switches and crossings, a number pf wdiich are shown, all of stand-
ard size and a good example of the high-grade work which it fur-
nishes in this line. A set of crossing gates, arranged to show in-
terior mechanism, completes this exhibit.

The Weber Railway Joint Manufacturing Company is housed in
a handsome white building of Colonial type, 30 ft. x 40 ft., located
opposite the exhibit of the Pennsylvania Steel Company. A num-
ber of full-size Weber joints applied to the rail ends, as well as a
number of typical cross sections, constitute the main exhibits. The
company is ably represented by the following gentlemen, who have
made the New Willard Hotel their headquarters : Percy Hol-
brook, general manager ; James C. Barr, general sales agent ; F. P.
Thompson, New York salesman ; F. A. Porr, Western representa-
tive, Chicago, and W. T..Smetteni, engineer, Chicago.

A feature of the International Railway Congress is the hand-
some private coach "Alabama," designed and built by the St. Louis
Car Company for President H. E. Huntington, of the Pacific Elec-
tric Railway Company, Los Angeles, Cal. This car embodies some
decided innovations which bid fair to mark a new era in passenger
car construction for high-speed service. The framing is all steel
and the construction has created a great deal of interest in railway
circles. All of the work has been done at the shops of the St.
Louis Car Company by the regular force of employees. The length
over the bumpers of this car is 63 ft. i in., its total width 9 ft. 6 ins.,
and its height from the underside of the bottom framing to the top
of the roof 9 ft. 11 ins. The coach is mounted on the St. Louis
Car Company's No. 32 Hedley motor trucks and will be equipped
nishes in this line. A set of crossing gates, arranged to show the
interior mechanism, completes this exhibit.

The Home Rubber Company, of Trenton, N. J., has a case on
exhibition at this Congress, displaying part of its general line of
manufacture, and a special exhibit of its N. B. O. and O. I. M. line
of goods, the N. B. O. being a high-grade sheet packing known
throughout the country as Home Rubber Company's N. B. O., or
Never Burn Out or Blow Out, and the O. I. M. is a rod packing
for high or low steam pressure.

The Dressel Railway Lamp Works, of New York, show only a
few patterns of signal lamps and locomotive headlights, but they also
manufacture all styles of electric railway headlights. Their markers
and tail lamps can also be used in connection with street railways.

The Acme White Lead & Color Works, of Detroit, Mich., occu-
pies a space 10 ft. x 15 ft., which is enclosed with nine frames, 4 ft.
high and 5 ft. long. Each frame is filled with panels finished with
the different lines of railway goods whch they manufacture, each
panel being properly labeled for identification. Perhaps the most
interesting feature of the exhibit is the frame in which is demon-
strated their new product. Pandect. This is a perfect rust preventive
for steel cars and structural iron, and has been used with perfect
results upon a majority of the steel car equipments in the United
States. It is entirely different from anything put upon the market
heretofore, and is absolutely acid proof, alcohol proof, gas proof,
and is not affected by extremes of temperature or moisture. Ben-
son E. Brown, mau;igcr of the railway department, is in charge of
the exhibit. .

Hill, Clarke & Company, of Boston, New York and Chicago, are
showing two machines for use in the repair shops of electric rail-
ways. These are not the machines that the company originally
intended to exhibit, but the car containing its exhibit was wrecked
on the way to Washington, so that it has substituted the machines
specified.

The Locomotive Appliance Company, of Chicago, exhibits its
Smyth derailing switch, Newton wrecking frog and Twentieth Cen-
tury derailer, all of which are in use on quite a number of electric
railways throughout the country. The exhiliit is in Space P 11,
main exhibit building.

R. D. Wood & Comjiany, of Philadelphia, arc distributing at the
congress a very handsome brochure, showing some of their hy-
draulic tools and machinery.

The Ashton Valve Company, of Boston, Mass., has on exhiliition
the following railroad appliances : Muiffler and open pop safety
valves having special outside regulation for the pop; blow-off
valves, improved double-spring steam gages, duplex air brake
gages, both regular and high-speed style; air brake inspectors' test
gages, recording pressure gages, gage test pumps and weight gage
testors and heavy chime whistles.

The Philip Carey Manufacturing Company, of Cincinnati, Ohio.,
has an extensive exhibit at the International Railway Congress lo-
cated on Plot 13, immediately in front of the main entrance of the
exhibition building. The display consists of 85 per cent carbonate
of magnesia pipe and boiler covering in its various forms, standard
asbestos pipe and boiler covering, train pipe covering and other
special insulation for various purposes, together with a full line of
asbestos materials including cloth, board, paper, rope, twine, thread,
etc. The exhibit also includes a model house 8-ft. square, showing
the application of Carey's flexible cement roofing. It is also having
prepared a model car to properly display the car roofing. The
company's representatives are S. J. Bowding, of Detroit, the man-
ager of the Baltimore office ; N. S. Kenney, and the company's gen-
traffic manager, J. A. Weigel. After the International Railway
Convention, the company will probably move the entire outfit to
Manhattan Beach, N. Y., for the Master Mechanics' and Master
Car Builders' Convention.

The John Davis Company, of Chicago, 111., has on exhibition a
number of its well-known Eclipse steam specialties, including steam
traps, back-pressure valves, blow-off valves, reducing valves, low-
pressure and vacuum-pressure regulating valves, automatic, water
and air regulator, automatic stop and check valves, low-water in-
dicator, the "Climax" joint, etc.

The American Car & Foundry Company has placed several com-
plete cars on the exhibition track. They include the following:
Steel passenger car for the Long Island Railroad; box car with
pressed steel underframe ; box car with structural steel under-
frame ; 50-ton all steel coal car ; 50-ton gondola car, and an 8000
gallon all steel tank car for oil.

The Johns-Manville Company, of New York, is distributing at
the congress a new publication on asbestos and magnesia railroad
supplies. This booklet is divided into sections describing respec-
tively material for the motive power department, the train service
department, shops, buildings, round houses and maintenance of
way, refrigeration. The company also announces that it has re-
cently completed a large plant for the manufacture of carbonate of
magnesia, and is prepared to furnish a complete line of steam pipe
and boiler coverings, etc., composed of carbonate of magnesia
combined with asbestos fiber.

The exhibit of Harold P. Brown is located in Plot 4, near the
main entrance of the grounds. Various types of electric rail bonds
are shown, especially those suitable for steam roads which may
equip for electrical operation, as well as a new method of obtain-
ing high temperatures for brazing or soldering heavy pieces of
metal together for applying electric bonds to rails within ten sec-
onds instead of resorting to the ordinary methods of slowly heat-
ing the rail by gasoline torches or fires. This result is obtained
by firing briquettes of a new heating compound which in-
stantly gives off a high temperature, but without injuring or de-
carbonizing the metal which it touches. Mr. Brown is also operat-
ing a complete electrical testing plant with a capacity of 3000 amps,
for testing various types of rail bonds, fuses or electrical apparatus.
This testing plant is at the disposal of any visiting engineers.

The Standard Steel Car Company, of Pittsburg, Pa., is exhibit-
ing a mail car made entirely of steel, with the exception of the
inside trim, which is made of fire-proof wood. In addition, the
company is distributing a finely printed booklet on the evolution
of the steer car, showing a few of the types developed by the com-
pany.

The Pitt Car Gate Company, of New York, has on ex-
hibit the "Double-Acting 'Pitt' Gate." This gate is novel in its
construction and movements, and is held in place in ils three
posilinus by an ingenious latcli. When used to protect the side
of the car which is toward the middle of the street, the gate is

850

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

held firmly and safely in position. But when the platform is
crowded and it is desirable to discharge the passengers, the latch
is lifted and the gate swung to the left away from the outgoing
passengers, permitting them to pass out. When the car arrives at
a terminal, and the passengers crowd on to the platform, the latch
is lifted and the gate swings to the right. By this it will be seen
that the double-acting gate is so designed that it always swings
away from the passengers, no matter whether they are crowding
on or of¥ the car. The elevated railroad gate shown is a
complete departure from present methods of opening and clos-
ing. While the present gates make it necessary for passengers
to move back from the space which the gate swings into, the
"Pitt" gate permits them to remain in their position on the car
platform, no matter how dense the crowd, and the gateman may
open the gate without any disturbance or discomfort to the pas-
sengers, and allow them to step out. When the flow of the
crowd is into the car, this gate permits as many as the platform
will hold to get on, when the gate may be closed behind
the last passenger, cutting off those who are on the station plat-
form and closing safely and comfortably behind the last who
board the car. Another type on exhibit is the "Pitt" balance door
for stores, hotels, etc.

The West Disinfecting Company, of New York, has an exhibit
consisting of an ornate exhibition booth which was used at the
St. Louis World's Fair, and shows various disinfecting appliances
and disinfectants of peculiar interest in matters of railway sani-
tation. Among the exhibits are the sanitary formaldehyde gas
regenerators, now used by some of the street railway systems and
many of the steam railroads throughout the country for fumigating
their cars by means of formaldehyde gas, the strongest fumigating
agent know to science. Then, there are the Taussig automatic
disinfectors and Protectus disinfectors for toilet rooms. Finally,
there is a line of liquid disinfectants, for general disinfecting and
cleaning purposes, the principal among which is chloro-naptholeum.

The American Brake Shoe & Foundry Company shows the
progress which has been made in railway brake shoes from the
time the wooden shoe was replaced by metal. Examples of the va-
rious types of brake shoes are shown illustrating the evolution of
the modern brake shoe. Of course, the company only illustrates
the shoes which have made a commercial success. The exhibit is
an educational one largely, leading up to the steel-back brake shoes
of the present day, which are rapidly becoming standard on all
railroads in the United States and Canada. To the company's
knowledge, so far nothing has proved more suitable for the pur-
pose than cast iron. It has been necessary, however, to reinforce
the wearing parts of the cast-iron shoe by inserts or chilled sec-
tions to delay the rapid wear, but always leaving a large portion
of the wearing face of cast iron which will grind against the wheel
and produce the required friction. Shoes of steel or wrought iron
are generally unsuitable for the brake shoe on 'account of the bunch-
ing up and flowing properties of the ductile metal when highly
heated, causing irregular contact with the wheel tread and intense
heat on the high spots. The inserts weaken the brake shoe, as do
also hard areas in the chilled brake shoe, and the steel back is
applied to all types of shoes for the express purpose of holding the
parts of the shoe together in event of cracks occurring, so that
the shoe will not be disabled before it gives a reasonable service.
The company also exhibits some samples of miscellaneous steel
castings made by the Tropenas process. The exhibit is practi-
cally the same as that shown at St. Louis, where the company ob-
tained a gold medal.

The Lodge & Shipley Machine Tool Company, of Cincinnati,
Ohio, is exhibiting a 24-in. .x 12-ft. patent head engine lathe, direct-
driven by an 8 hp, 220-volt Bullock motor, with a speed variation of
475 to 850 r. p. m. The motor is mounted on an extended cabinet
leg at the head of the lathe and connected to the spindle through
gearing at the back of the headstock.

The Lord Electric Company has a display of a number of loose
Thomas soldered rail bonds in the exhibit space of the Universal
Railway Supply Company, of Baltiinore. The Lord Electric Com-
pany is also distributing a special bulletin prepared for the Inter-
national Railway Congress.

The American Steam Gage & Valve Manufacturing Company, of
Boston, Mass., is not exhibiting any articles in connection with
electric railways, with the exception of its duplex air brake gage,
which is now used to a considerable extent by the street railways
of the country.

The exhibit of the Jas. G. Wilson Manufacturing Company, of
New York, consists of rolling doors in steel and in wood for closing
freight sheds, car houses and power houses.

The Chicago Pneumatic Tool Company is making an exhibit of
its electric drills, which are adaptable to general use in connection
with street railway construction and repairs. The exhibit is lo-
cated in Space 4 and 5.

The Booth Water Softening Company, of New York, shows a

model of its railway type of water-softening machines something-
over 12 ft. high. Although the front third of the machine is cut
away to make the working parts visible, the company will run
water through a portion of it to illustrate the operation of its
chemical devices.

The American Steel Foundries, owning the Simplex Railway
Appliance Company, exhibit a general line of steel castings with
their specialties, consisting of bolsters, a coupler, a cast-steel car
wheel, brake beams, Susemihl side bearings and car springs. The
product of the American Steel Foundries is very general in its na-
ture, the largest pieces being heavy castings for battleships, and
running down to the small miscellaneous castings used in railway
equipment and machine work. A cast-steel bolster which is coming
prominently into notice forms a large percentage of this railway
product, and to meet the preferences for built-up designs there is
shown the Simplex types of body and truck bolsters. The R. E.
Janney coupler, produced by this company, contains all the fea-
tures recognized as being essential in a perfect automatic coupler
of the M. C. B. type, and is rapidly winning its way on its absolute
merit of simplicity and strength. The "Davis" cast-steel wheel,
possessing a manganese steel tread, provides a cast-steel wheel
with unusual tread-wearing qualities, and is a practical insurance
against wheel breakage.

The Miller Anchor Company, of Norwalk, Ohio, is showing its
well-known anchor for wrecking purposes.

The Aurora Automatic Machinery Company, of .'\urora. 111, ex-
hibits a full line of its "Thor" pncmnatic tools and appliances, such
as drills, turbines and hammers.

In the exhiljit of the New York Air Brake Company may be
found an extended array of special devices in the way of brake
valves, triple valves and automatic train pipe couplers for elevated
and street railway electric. cars. The most prominent feature of the
e.xhibit, is the rack containing t^ie complete apparatus, piping and
connections for a locomotive and tender, and a 70-car freight train.
This installation follows ordinary practice as closely as possible,
the correct length of pipe for each car, with the customary bends,
valves and connections being used.

The National Lock Washer Company, of Newark, N. J., shows
the National lock washer, sash lock and sash balance which are
being used extensively on steam and electric cars.

The Kinsman Block System Company, of New York, exhiliits a
working model of the Kinsman system of train control. While the
model shows the system as adapted to steam railroad service, the
action is th'e same as on electric roads, except the trip device.

The Gold Car Heating & Lighting Company is making a very ex-
tensive display of modern equipment for heating steam railway
passenger cars. A complete system of hot water circulation and a
complete system of direct steam heat is in full operation. .A.bout
thirty different styles of electric heaters will be shown; among
others, a model of the electric heater recently adopted by the
underground railways of London. Locomotive reducing valves,
gages, improved steam couplers, automatic traps and train line
valves are also exhibited. One of the most prominent and novel
features is a new and improved heating regulating system. This
company believes it has succeeded in producing an accurate and
ingenious arrangement that will reduce the pressure in every car,
always affording the passengers a mild and mellow heat, and which
delightful condition will prevail regardless of change in weather.
It is a very simple, compact and durable expedient which completely
solves the problem of temperature regulation. Its presence will in-
sure a constant, agreeable and sufficient radiation in every car. No
excessive or intense heat will be possible. It has been tried very ex-
tensively during the past winter, and has fulfilled every require-
ment. The company is represented at Washington by Edward E.
(jold, president ; John E. Ward, general manager ; William E.
Banks, treasurer: W. H. Stocks, B. H. Hawkins, A. E. Robbins and
Richard Voges.

Cooper Hewitt Electric Company's exhibit is in the Westing-
house Companies' Building, and consists of the chief types of
Cooper Hewitt mercury \ apor lamps ; a skylight outfit for making
photographs, and a complete blue printing outfit equipped with
Cooper Hewitt lamps. In addition, the company shows two Cooper
Hewitt vapor converters for charging storage batteries from alter-
nating current supply. One of these converters will supply direct
current for four type "K" lamps. In addition to the lamps in its
own exhibit, the company has sixteen type "H" lamps, and four type
"K" lamps installed in the Westinghouse building for general illu-
mination.

The Hall Signal Company, of New York, is exhibiting at Plot
No. II, a considerable variety of signals and signalling material,
some of which are available for electric as well as steam roads.
Its new electric motor, style "F," is much the simplest and most
substantial signal of this type that it has yet developed, and the
company considers it entirely fitted for electric railway use. The
minature train staff instrument is also of interest to electric rail-
way men.

May 6, 1905.]

STREET RAILWAY JOURNAL.

851

LONDON LETTER

[From Our Regular Correspondent.]

The Dundee, Broughty Ferry & District Tramways Company,
Ltd., has been registered in Edinburgh, the purpose of this com-
pany being to install an electric tramway service between Dundee,
which is already equipped with municipal tramways, and the out-
lying town of Broughty Ferry where many of the Dundee business
people have their residences. The scheme is a direct natural de-
velopment of the extensive system of electric trams already oper-
ated by the Dundee Corporation, and when completed will un-
doubtedly be of great service and successful. The route is about
$14 miles long, and chiefly consists of double track, although there
are one or two places where single track will have to be laid down.
An excellent arrangement has been made with the Corporation cf
Dundee, so that the cars will be able to run right into the city, while
the Dundee Corporation cars will also have the right to run over
the company's track in numbers proportional to the length of route
belonging to each party under the agreement. The overhead sys-
tem will be adopted, and contracts have already been made with
Messrs. J. G. White & Company, Ltd., of London, for the whole
work, lioth for the overhead construction and the permanent way.
The scheme has been promoted by Mr. George Balfour, who is well
known in Dundee, and Ex-Provost Brownlee, convener of. the
Tramways Committee of the Dundee Town Council, will act as
chairman, and Mr. Balfour will act' as managing director. (The
details of the equipment to be furnished through J. G. White &
Company will be found on page 844 of this issue.)

Sir John Ure Primrose, Lord Provost of the city of Glasgow,
has received a cablegram from the mayor of the city of Chicago,
announcing that the city had declared for the municipalization of
their tramways system, and asking him if he would allow Mr. J.
Dalrymple, the general manager of the Glasgow Corporation Tram-
ways, a vacation of thirty days, so that he might visit Chicago to
confer with him. The necessary leave of absence has been unani-
mously granted to Mr. Dalrymple, who will proceed to Chicago at
an early date, and is prepared to advise the municipality of Chi-
cago on anything that they want to know about the running of
municipal tramways.

As stated last month, the fight which was just commencing when
I wrote my last London letter, on account of the Administrative
County of London and District Electric Power bill before a special
committee of the House of Lords, has developed into the most im-
portant electrical fight in London, since perhaps the fight of the ad-
vocates of high tension electricity against the advocates of direct-
current electricity in the great arbitration case of the Metropolitan
District Railway, some years ago. For the promoters, Mr. Merz
has naturally been the most important witness, and they have made
out a very good case for themselves, their chief claims being based
upon the large size of the power stations which they propose to
erect, and the large size of the units which they would use in these
power houses. As already stated, they propose to erect three sta-
tions in the county of London, and are basing their promotion on
the use of io,ooo-kw steam turbine sets. Many witnesses have been
called, among them the Hon. C. A. Parsons, the inventor of the
Parsons turbine, Mr. C. E. L. Brown, of Brown, Boveri & Com-
pany, of Switzerland, and Mr. S. Z. de Ferranti. A large number of
manufacturers in the east of London were also called so that they
might state how valuable the supply of low-priced current would
be to them, as well as some of the managers of the various rail-
ways. The opposition, of course, was naturally represented by the
various municipal bodies already owning powers in London, and
supplying current to the best of their ability, as well as by the va-
rious companies who also own rights in the London area. Many
of the figures supplied by Mr. Merz were vigorously attacked, and
considerable doubt was thrown upon their value. Proof was also
offered that some of the companies were already supplying cur-
rent for power purposes at even lower figures than Mr. Merz pro-
posed. The hearing has now been completed, and has been ad-
journed without any final decision being reached. As there are
other power bills to be heard it will likely be some little time be-
fore the decision is reached. Tt is generally believed, however, that
with the \igorous opposition of the companies and municipalities,
that the bill has little chance to get through, and even if it should
pass the House of Lords, it is thought that it will be killed in the
House of Commons, as there is too much money already invested
in electrical supply in London which might be seriously impaired
were this bill allowed to go through.

At the moment of writing, it is exactly a year since the opening
to the public of the electric railway from Liverpool to Soutliport,
which it will be remembered was so successfully converted from
steam by Messrs. Dick, Kerr & Company. It will be also remem-
bered that this was the first main line in the country to be con-
verted from steam to clcclricity, and the results have been watched

with a good deal of interest by the other railways and by electrical
engineers, the enterprise of the Lancashire & Yorkshire Railway
Company naturally having been favorably commented upon. The
system has now been working in its entirety for many months, and
it seemed only proper, in view of the fact that it has been in suc-
cessful operation for a year, that a personal inspection of it would
prove of interest. It is almost unnecessary to say that the service is
now generally conceded by the people in the district to be abso-
lutely perfect, and the traffic has been increased over this line by
considerably over 100,000 passengers per month, a result which is
really astonishing. The increased traffic and the saving of large
expense at the termini of this railway company in Liverpool, has
undoubtedly amply repaid the Lancashire & Yorkshire Railway
Company for the whole of its expenditure already, and Mr. J. A
F'. Aspinall is to be heartily congratulated on the success of this
magnificent installation. Trains run on this line about every ten
minutes, express trains from Liverpool to Southport being freely
interspersed, which do the journey at a speed of about sixty miles
an hour. An arrangement has been entered into between the Lan-
cashire & Yorkshire Railway Company and the Overhead Railway
Company, of Liverpool, by which passengers may book from any
station on the overhead railway to Southport. It may interest
some of our readers to know that Mr. Aspinall, accompanied by
several of his engineers, is sailing immediately for the United
States, and will attend the International Railway Congress to be
held in Washington in the month of May.

The city of Exeter is now in full possession of its municipally-
owned electrically-equipped tram-car service, the system having
been formally opened this month by the mayor and Corporation
officials. As is usual on these occasions, a' number of specially deco-
rated cars were taken over the route, the first one being driven by
the mayor himself. The route at present consists of about four
and a quarter miles, though the entire mileage will be considerably
more than this when completed. As will be remembered the Coun-
cil of Exeter promoted a bill in Parliament to install the tramway
service at an estimated cost of about £ 120,000, but afterwards, as
there was considerable opposition, it was resolved to construct about
one-half of the system at a cost of about £60,000, and a contract
was duly entered into with Messers. Dick, Kerr & Company, of
London, who have efficiently carried it out, and given Exeter a
service as good as that of any other municipality operating tram-
ways. The opening ceremony passed off with entire success, and
later the cars were open to the public, and extremely well patron-
ized.

Active preparations are again being entered into by the Tram-
ways Committee of the London County Council for a considerable
extension of its existing system of electric tramways in the south
of London. It is proposed that the terminus of the system at
Tooting should be joined up with the existing lines in York Road,
Wandsworth, and it is also proposed to electrify the tramways from
North Street, Wandsworth, along York Road, Battersea Park
Road, Albert Embankment and Lambeth Palace Road to
Westminister Bridge, and also along the Lambeth Road to
St. George's Circus. Other interconnecting small branches are
also intended to be electrified, approximating altogether about
seventeen and one-half miles ot single line, and involving an ex-
penditure of about half a million pounds. The conduit system of
electrification will be adopted similar to that already in existence.

The London County Council is also now seriously engaged in ne-
gotiating for the purchase of the North Metropolitan Tramway
Company's lines, with a view to electrifying them in the immediate
future, the total sum involved being about £436,000. Although the
London County Council has owned these lines for several years
they have been leased to the North Metropolitan Tramways Com-
pany, with whom there has been a long outstanding dispute which
now appears to be approaching settlement. L^p to the present it will
be remembered that the London County Council has no electrified
tramways in the north of London, and the experience of the tram-
ways in the southern parts of London has amply proved how
serious is the need for electric tramways also in the northern por-
tion of the metropolitan area. The first victory for the construc-
tion of tramways along the Thames Embankment took place last
month when the London County Council's Tramway bill came up
for discussion, when a hostile instruction to that portion of the bill
dealing with the construction of tramways along the Embankment
was proposed. The Plouse divided itself equally, 171 voting on each
side, whereupon the speaker decided that his duty was to facili-
tate a further discussion in the House, and turned the scale of his
vote against the restrictive motion.

The Glasgow Corporation tramway cars began running to Paisley
on Monday last. The cars run from Barrachine and Tollcross ter-
minus right through to Paisley Cross, the full fares being 5^d.
from the former and 5d. from the latter. The route is divided into
stages similar to those of the other parts of the tramway system.
Cars run at pretty long intervals up till .ibout half-past eight

852

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

o'clock each morning, but throughout the day there is a six-minute
service. On Saturdays there is to be a four-minute service after
one o'clock, and in the summer this service may be doubled.

The Poole & District Electric Traction Company's undertaking is
to be taken over by the Corporation of Bournemouth under the
Act of 1903, and the umpire has awarded the company £112,000,
exclusive of various agreed-on sums. The directors estimate that
the purchase price will permit of a distribution of £17 per share.

The London United Tramway Company has begun the great
scheme of electric tramways in Surrey. The scheme embraces
about thirty miles of track, and contracts have been given out to
the value of about -three-quarters of a million pounds. Ewell and
Esher will then be accessible to Londoners, the new system almost
touching the L. C. C.'s system at Tooting.

A portion of the contracts have been let by the Tramways Com-
mittee in connection with the construction of the South Shields
electric tramways. At a meeting on March 28, the committee
considered twenty-one tenders which had been received for part 3
of the work, namely, (a) conduits, (b) cables, and (c) overhead
electric equipment. They recommend the Council to accept that
of Messrs. Dick, Kerr & Company, Ltd., London, for the sum of
£12,321 IIS. The committee also considered six tenders which had
been received for part 4 of the work, namely, electric tramcars with
Brill trucks, and recommend the acceptance of that of Messrs.
Hurst, Nelson & Company, Ltd., to supply ten cars for the sum of
£■ 5,307-

Some time ago the Chester Corporation decided to extend its
electric tramway system at a cost of about £17,000. The matter,
however, was deferred in order that the advantages of motor 'buses
might be considered. At a recent meeting of the Tramways Com-
mittee reports on the subject were presented, and it was decided to
recommend the Corporation to proceed with the scheme for electric
cars.

The delay in issuing the report of the Royal Commission on
London Traffic is creating surprise in engineering circles. A mem-
ber of the commission is recentlj' reported to have said : "Few
people know the difficulties connected with the framing of a report
by thirteen men on a subject so vast. Each member has his own
views as to what should be done. Then it is useless to recommend
legislation that will meet the requirements of a few years, and have
to be reconsidered at the end of that time. Our object is to make
suggestions which will pro\ide the basis of a permanent solution.
We are nevertheless making good progress. I believe it may
be taken for granted that the report will be out before
Whitsuntide."

The arbitrator, Mr. L. L. Macassey, has decided that the total
amount to be paid by the Belfast Corporation to the company pre-
viously operating the tramways is £296,949 14s. 6d., in addition to
the Corporation assuming the liability for the company's deben-
tures, which amount to £60,000. This is equivalent to an award
of £356,948 14s. 6d. The directors estimate that this will enable
them, after paying off the preference shares at par, to make a dis-
tribution of about £10 15s. per ordinary share.

The Dartford Urban District Council purposes to extend the
electric tramway from London to Bexley Fleath by putting down a
connecting line from that place to the other side of Dartford,
namely, to Horn's Cross (between Stone and Greenhithe) — eight
and a quarter miles single track. The Council has, however, re-
solved to lease the line to Messrs. J. G. White & Company for five
years, and, at the Council's option, for two further periods of five
years — fifteen years in all. A. C. S.

♦^♦^»

PARIS LETTER

[From Our Regular Correspondent.]

The "Journal Officiel" for April 11 contained a declaration of
"Public Utility" of a deep level underground railway or "tube"
crossing Paris from north to south, with lateral branches to be
eventually constructed. The declaration above referred to is really
an official authorization for the construction of this line. The
originator of the scheme, M. Berlier, has been endeavoring to get
the matter entertained for some three years and has at last ob-
tained the necessary financial and engineering support. The line
first to be constructed will run from Montmartre to Montparnasse,
running beneath the Seine about the center of the city. A period
of six years is granted for the construction, and during this time
the tunnel beneath the Seine will of course be constructed. Inas-
much as the last mentioned engineering achievement cannot be done
by the aid of the usual Greathead shield method of piercing, by
reason of the nature of the subsoil, it has been proposed in this
case to artificially freeze the immediate surrounding earth through
which the tunnel will be driven. The capital of the construction

companj^ which is to be formed within the next six months, will be
27,000, ooofr. ($5,400,000).

The line, which is essentially a deep level railway, will only
occasionally approach to within 12 meters of the surface. Wher-
ever this distance is exceeded it is stipulated that elevators shall
be constructed for passenger service. An admirable suggestion,
and which has been confirmed in the official authorization, con-
sists in the fact that the stations on the new line shall, wherever
possible, be constructed in proximity with stations forming part
of the Paris-Metropolitan Railway, several lines of which are
under construction.

The fares to be charged are to be the same as those on the Paris-
Metropolitan Railway, that is, 15 centimes second-class single, 20
centimes return, and 25 centimes first-class single ticket. On the
amount of these fares, i centime per ticket is payable to the
Municipality of Paris, as payment for the concession.

Although this line will to a certain extent be a competitor of the
Paris-Metropolitan Railway, it is estimated that such is the move-
ment of Parisians in the direction which this railway will take,
that the existence of both means of conveyance is fully justified.
At present the only means of conveyance is by two and three-horse
omnibuses, the tramway systems only serving a very limited por-
tion of the route.

After many months' negotiation, the Municipality of Paris have
at last agreed to replace, at its own charge, the Diatto system be-
longing to the Est Parisian Tramways, and running along the
Rue du Quatre Septembre, to the Opera. It will be remembered
that the Est Parisian is at present running its trams along this
street by means of a temporary overhead trolley line, the company
having obtained authorization to erect this by reason of alleged
disturbance of the Diatto system caused by the construction of
Metropolitan line No. 3, which has since been placed in service.
As all obstruction and possible settling of the ground has now been
eliminated, the city will renew the roadway, and the next
budget of the city will contain a credit of 520,ooofr. for the pur-
pose of replacing the Diatto system in the street. That this item
should pass without any heated discussion is an indication of the
feeling expressed here against the erection of the trolley line within
the principal city streets.

Meanwhile, the Municipality is very seriously discussing the
omnibus and tramway system of Paris in its entirety. Several re-
ports have been issued relative to the affair, and it has been pro-
posed that the city undertake the whole of the omnibus enterprise
and turn the present wasteful system of long stages into a large
number of short journeys, established as feeders for the Metropoli-
tan system, which will in a few years constitute a complete local
railway system within the city walls. If this view is taken, it will
mean the entire suppression of the present omnibus organization
and service, which consists, for the main part, of journeys 6, 8
and lokm in length, occupying 50 minutes to 80 minutes time.
As regards tramways, it is suggested that the present mi.xed sys-
tem be organized with the view of forming three complete systems,
one to be controlled by the Municipality and including, for the
most part, steam lines which have been in service a number of
years, and the compressed air and horse tramways, some of which
are the property of the General Omnibus Company. The second
system, called "Northern," will include the majority of electric
tramways on the north of the Seine, and now owned by several
companies, exploiting the interior of Paris, and also belonging to
the companies owning "lignes de penetration," or tramways com-
ing into Paris from the environs. The third tramway system,
called "Southern," will include on the southern side of the Seine
companies corresponding to those working the concessions on the
northern side. Monsieur Hetier is the author of the present re-
port, which is imder consideration by the Municipality, and although
the question of tramway communication is the one which will re-
ceive immediate solution, the scheme will not lose sight of the
omnibus services, which are deemed essential here, notwithstanding
the near completion of the Metropolitan Railway and the various
tramway services to be organized.

The General Omnibus Company, which has for some time been
experimenting with the Gardner-Serpollet type of motor omnibuses,
has finally placed a substantial order for a number of these vehi-
cles, and the first buses will be running at the beginning of June.
They will comprise the well-known Gardner-Serpollet steam gen-
erator and engine, and the fuel used is crude petroleum. No visible
smoke or vapor is emitted from the omnibuses.

Quite a strong contingent of delegates has just left France to
attend the coming Railway Congress in the United States. The
meeting is arousing quite a deal of attention here this year, in view
of the development of electric traction, and the number of engi-
neers and others is greater than usual. The French Government,
as usual, is bearing a considerable part of the total expenditure of
the delegates.

A syndicate recently formed in Genoa has applied to the munici-

May 6, 1905.]

STREET RAILWAY JOURNAL

853

pality of tliat town for a concession for motor omnibuses to serve
the district. If the concession is obtained, it is proposed to pro-
vide some 300 omnibuses for the service.

Although in Paris and London, as well as in other large centers,
the omnibus companies have been financially affected by the various
electric tramways, and particularly the railways, it is an interesting
fact that Berlin shows the opposite result. The General Omnibus
Company, of Berlin, has recently declared a dividend of 15 per
cent for 1904, against a dividend of 14 per cent for the year 1903.
This good result has been obtained in face of strenuous competition
on the part of overhead and underground railways and electric
tramways. The Omnibus Company operates twenty-five distinct
lines (twenty-two in 1903) and has an average of 443 cars in ser-
vice (383 in 1903). The total number of cars or omnibuses be-
longing to this company is 653, and the stables contain 3244 horses.
Over 400 of the omnibuses are one-horse cars, of which eighty-five
were added during 1904. As indication of the success of these
small cars, it is stated that 200 more of the same kind will be placed
in service during the present year. Some 85,000,000 passengers
were transported during 1904, against 60,000,000 in 1903. The
ratio of expenses to the receipts is 74 per cent, against 84 per cent
in 1902. One-cent fares are charged for a distance of about a
kilometer, and the routes are laid out to serve the stations of the
various Metropolitan lines.

The company ascribes its prosperous condition to the fact that
it has carefully studied the new conditions arising with the advent
of electric traction. The result of the year's exploitation has made
a great impression in traction circles affected liy this class of ser-
vice in Paris.

♦♦^

TRAMWAYS IN COPENHAGEN DURING 1904

The reports for 1904 of the two companies operating within the
metropolitan district of Copenhagen are now available, and ab-
stracts are presented herewith. The Copenhagen Tramways Com-
pany has added 4.6 miles of electric track, and now has 51.0 miles
electric and 5.2 miles horse. The Fredericksberg Company has the
same trackage as last year, viz., 12.2 miles. In view of the fact
that the Copenhagen tramways are obliged to purchase current
from the municipality at the enormous rate of 4 cents per kw-hour,
the mileage, which is at the ratio of one mile to every 722}, inhabi-
tants, is by no means unsatisfactory.

The following are the main operating statistics :

Copenhagen Fredricksberg

Gross receipts

. ... $1,435,925

$282,750

Operating expenses

950,000

195,000

Dividends

138,890

65,800

Passengers carried

. ... 55,688,87-

10,836,793

The items of the working expenses per car-mile for the electric

lines only will be seen from the following table. In this table two

trail car-miles are counted as equal

to one

motor-car mil

,e :

Suburban

Copenhagen

Frederiksberg

Line

Motor car miles

7,011,146

1,185,496

312,035

6,313,388

1,033.994

256,049

Kw-hours per car-mile

.926

.877

.651

Watt-hours per ton-mile

98.5

68.1

Cents

Cents

Cents

1. Electrical energy per car-mile

3.52

3.36

1.38

2. Transportation wages, per car-mile..

4.14

4.28

3.48

3. Expended on property per car-mile.

.16

.28

.28

4. Maintenance of rolling stock per car-

1.26

1.16

1.26

5. Cleaning of rolling stock per car-mile

.36

.50

.36

6. Cleaning of track per car-mile

.36

.32

.36

7. Maintenance of track per car-mile...

.74

.76

1.12

8. Maintenance of overhead construc-

.16

.20

.16

9. Miscellaneous per car-mile

10. Adm. and general expenses*

1.08

.84

1.20

11.79

11.90

8.60

17.98

18.82

17.05

* To this account is charged; Office rent, claims, compensations, pensions,
etc., and the total amount is divided over the mileage of each motive power.

The total working expenses per car-mile, including general ex-
penses, were for horses : Omnibuses, with two horses, 18.34 cents ;
tramways, with one horse, 13.56 cents.

The suburban line, mentioned in the accompanying table, owns
its own power station. It was originally (from 1887-1892) oper-
ated by Rowan steam cars, but the company had to abandon the
service, owing to lack of patronage. Some years after, a horse car
service was established, until a new company took charge of the
property in 1903, and operated the line as an electric one. The
business done is mostly excursions.

During this year an attempt has been made to consolidate the
two tramway companies in Copenhagen. The Frederiksberg com-
pany has agreed to this plan, but it is very doubtful whether it will
be consummated, as the consolidation is dependent of a twenty
years' extension of the Copenhagen concession, i. e., an extension
of that period before which the municipality can take over the
system. According to the present franchises this option can be
exercised in 1907.

The last horse car line in Copenhagen (2 miles) will be con-
verted to electric traction during this year, and motor omnibuses
substituted for the present horse busses.

♦-♦^

ANNUAL REPORT OF THE GENERAL ELECTRIC COMPANY

The report of the General Electric Company for the year ending
Jan. 31, 1905, was made public April 25. The profits of the com-
pany for the past year, after deducting general and miscellaneous
expenses and allowances for depreciation and losses, and writing
off $593,624.08 from patent account, and $1,778,491.87 from factory
plants and machinery, were $6,719,545.78. From this amount $759,-
654 were deducted as a result of revealing the assets of the Stanley
Electric Manufacturing Company and other acquired interests, and
$3,684,384 were paid in dividends, leaving a surplus for the year
of $2,275,507. The amount of surplus at the end of the last fiscal
year was $7,293,688, giving a total surplus Jan. 31, 1905, of $9,569,-
196.48.

The sales of the company for the past year were about $2,500,000
less than for the previous year, showing a shrinkage in business
done of about 6 per cent. The total sales (amount billed to cus-
tomers) during the year were $39,231,328. The total orders re-
ceived were $35,094,807.

Among the important contracts, the report mentions the fol-
lowing: The New York Central Railroad, for thirty 90-ton
electric locomotives, for 40,000-kw capacity steam turbines, for en-
tire switchboard plants for the Mount Morris and Yonkers power
stations ; the Public Service Corporation of New Jersey, for steam
turbines, rotary converters, etc. ; the Interborough Rapid Transit
Company, of New York City, for additional control equipments
and motors; and car equipments for the New York City Railway
Company, the Philadelphia Rapid Transit Company, the Chicago
Union Traction Company, the Boston & Northern Street Railway
Company, the Old Colony Street Railway Company, the United
Railroads of San Francisco, etc.

Turbines — Under this heading the report states that the company
has contracts for 154 steam turbines with eighty-six corporations
and individuals, and that up to Feb. I, 1905, it has sold a total of
289 Curtis turbines capable of generating in daily operation from
450,000 to soo,ooo-kw.

On Jan. 31, 1905, the company had equipped 2997 cars with the
Sprague-General Electric control.

Referring to steam railroad work, the report says : "The electri-
cal work of the New York Central Railroad has excited much
interest among the officials of other railroads, and from the numer-
ous inquiries and requests for plans and estimates which we receive,
it is evident that we are entering upon a most interesting phase of
electrical development in connection with steam railroads, and that
it will not be many years before all suburban trains in the vicinity
of our large cities will be operated by electric power."

The third vice-president's report shows that the three factories
of the company possess 4,100,000 sq. ft. of floor space and 18,000
employees.

The first of the locomotives built for the New York Central
Railroad under official tests attained a speed of 52 miles per hour
with a 550-ton train and 69?-^ miles per hour with a 265-ton train
on a 4-mile track. After the track was extended to 6 miles, un-
official tests showed a speed of 75 miles per hour. The new alter-
nating-current railway motor has been successfully employed on
two tramways, and a number of additional orders have been re-
ceived. This novel form of motor is referred to as being, under
certain conditions, cheaper and more economical than the standard
direct-current motor, and that the field of electric traction will be
extended by its use. The new "Magnetite" arc lamp is also men-
tioned as giving a light equal to the present carbon arc with about
one-half the consumption of energy.

♦-♦^»

KANSAS SYSTEM PURCHASED

Guy Morrison Walker, of New York, has purchased for himself
and F. H. Fitch, president of the Electrical Installation Company,
Chicago, all the stock of the Pittsburg (Kan.) Railroad Company and
of the Pittsburg Light & Power Company, from the former holders,
John J. Tyler and Charles S. Hinchman, of Philadelphia. Mr.
Fitch and Mr. Walker have no associates in this purchase and are
the sole owners of the property. The deal is completed, and Mr.

854 STREET RAILWAY JOURNAL. [Vol. XXV. No. i8.

Fitch has moved from Chicago to Pittsburg to take charge of and
operate the property. The purchase was made for the purpose of
extending the property, and it is expected, if local opposition does
not develop, to double the mileage of the system during this year.
In addition to this, Mr. Walker and Mr. Fitch expect to organize a
separate company for the purpose of building a connecting link be-
tween the Pittsburg system and the Southwestern Missouri Elec-
tric Railway Company, running from Carthage, through Joplin,
Mo., to Galena, Kan.

A CONSOLIDATION IN IOWA

One of the most important electric railway transactions in the his-
tory of the State of Iowa will be consummated in a few days. The
aeal contemplates the consolidation of two interurban and street
railway systems, the construction of a fifty-one mile line con-
necting the two S3'stems, and the building of a twenty-mile ex-
tension, all to be completed this year. The two companies inter-
ested are the Waterloo, Cedar Falls & Northern Railway Company,
formerly the Waterloo & Cedar Falls Rapid Transit Company,
with about 60 miles of street and interurban lines, and the Mason
City & Clear Lake Traction Company, with eleven miles of in-
terurban track and four miles of street lines. The plan to con-
solidate also includes the project to construct a connecting link
fifty-one miles in length from Mason City in a southeasterly di-
rection to Waverly, the county seat of Bremer County, and a point
on the Waterloo, Cedar 'Falls & Northern Interurban line; the con-
struction of an extension 20 miles in length from Summer, the pres-
ent northeastern terminus of the Waterloo, Cedar Falls & Northern
Company, in a northeasterly direction to West Union, Iowa, the
county seat of Fayette County, and the coustruction of a loop through
Westfield, near Waterloo, and the double-tracking of the Cedar
Falls line from Broadway Junction in Waterloo to a point where
the Westfield line connects with the interurban line west of Sans
Souci Park.

The two companies, in anticipation of the proposed consolida-
tion, have had a corps of surveyors in the field running the line
between Mason City and Waverly, mention of which was made
in the Street Railway Journal recently, and as soon as the plats
for the line are completed the surveyors will commence the sur-
vey of the route of the proposed extension from Summer to West
Union. The construction of these two lines, 71 miles in all, will
be contingent on the aid which the company will receive from the
people in the country through which the lines will run. The com-
panies will not ask for the voting of taxes in aid of the enterprise,
as more stock would have to be issued in this case, and they do
not desire to increase the stock issue. They do expect, however,
to receive assistance in the way of donations of right of way, ter-
minals, facilities, station grounds and promises of future business.
In fact, they have already been pledged much of this kind of sup-
port.

The Waterloo, Cedar Falls & Northern Company was incorpo-
rated Dec. II, 189s, under the name of Waterloo & Cedar Falls
Rapid Transit Company. The authorized capital stock was $600,-
000, and the object was the construction of a street railway system
in Waterloo, and of an interurban line from Waterloo to Cedar
Falls. In 1896 the company had constructed 2^ miles of line in
Waterloo. The line between Waterloo and Cedar Falls was com-
pleted in 1898. Between 1898 and 1902 the city lines in Waterloo
were extended and improved. In 1903, the e.xtension from Water-
loo to Denver was constructed. The capital stock had been in-
creased to $1,200,000 in Oct., 1902, with the intention of using the
increased capital to construct several extensions. The company
also acquired in the fall of 1903 or spring of 190.1 the abandoned
tracks of the Great Western between Waverly and Sumner, Iowa,
and by constructing a connecting link north from Denver to
a point on this line, connections were secured with Waverly, Sum-
ner and other points. In May, 1904, the name of the company was
changed to the Waterloo, Cedar Falls & Northern Railway Com-
pany. It now controls and operates about 60 miles of track. The
gross earnings of the interurban lines of the company run from
$100,000 to $115,000, and the net earnings from $35,000 to $50,000
a year. The company has never given out any figures on the earn-
ings of its street railway system.

The Mason City & Clear Lake Traction Company was incorpo-
rated Dec. 19, 1896, with an authorized capital stock of $200,000.
The company constructed a street railway system in Mason City
and an interurban line west to Clear Lake. The cost of construc-
tion of the lines was about $300,000. The gross earnings of the
company run from $40,000 to $50,000 a year, and the net earnings
from $5,000 to $15,000 per year.

The consolidated companies will have, with the new lines, 146
miles of track; 126 miles of interurban tracks, and 20 miles of
street railway tracks. The only people back of the project are
the owners of the two interested companies.

BROOKLYN RAPID TRANSIT INCREASES TURBINE ORDER

The Brooklyn Rapid Transit Company, which is building a large
extension to its Kent Avenue power plant, has changed its plans
somewhat as to the initial equipment of the new building. It was at
first contemplated to include in the equipment two 5000-kw turbo-
generators, and with this end in view contracts were placed about
a year ago with the Westinghouse Company and the Allis-Chal-
mers Company for these machines. Now the company has arranged
with the Westinghouse Company to deliver to it two 7500-kw
machines, instead of the one 5000-kw unit ordered of that com-
pany.

The Kent Avenue plant of the company was until recently the
largest of the company's power stations. It serves what is known
as the Eastern district and carries the load of the cars crossing the
Williamsburg Bridge. The extension being built will in reality be
a separate building, and is of such liberal proportions as to permit
of the installation of machinery with a capacity of about 50,000-hp.
The steel framework has just been completed, and now the finish-
ing touches are being given to the structure.

TWIN CITY SHOP BUILDINGS

The Twin City Rapid Transit Company, of Minneapolis, Minn.,
contemplates erecting the following shop buildings during the pres-
ent season: Car house, 120 ft. x 520 ft. ; machine shop, 150 ft. x 200
ft. ; storehouse, 100 ft. x 200 ft. ; wheel, axle and gear shop, 50 ft.
.X 200 ft. ; smith and bolt shop, 50 ft. x 200 ft, ; foundry, 60 ft. x 200
ft. ; track special work building, 60 ft. x 200 ft. ; paint shop, 126 ft.
X 300 ft. ; mill, 75 ft. -X 200 ft. ; dry kiln, 40 ft. x 50 ft. ; office build-
ing, 50 ft. X 75 ft., and a power house 50 ft. x 100 ft. All the
buildings are to be of reinforced concrete construction.

^

THE PITTSBURG REDUCTION COMPANY'S TROLLEY PARTY

A very pleasant excursion was given to a number of electric
railway and lighting men and consulting engineers of Chicagfe by
the Pittsburg Reduction Company on April 25. Upon the invita-
tion of E. H. Noyes, manager of this company's Chicago office, the
party assembled at the Fifth Avenue terminal of the Aurora, Elgin
& Chicago Railway Company in Chicago at noon, where the parlor
and dining car of the Aurora, Elgin & Chicago Railway was in
waiting. A fine luncheon was served on the run from Chicago to
the Batavia power house of the Aurora, Elgin & Chicago Railway
Company. From the Batavia power house the party was taken to
Aurora, where a change was made to the fine new parlor car of
the Joliet, Plainfield & Aurora Railroad, and the run was made to
Joliet over that company's line. The return to Chicago was made
over the Chicago & Joliet Electric Railway. A, large amount of
aluminum is in use for high-tension lines along the route taken by
the party. Those doing the honors for the Pittsburg Reduction
Company were : Alvah K. Lawrie, general sales agent ; William
Hoopes, electrical engineer; J. H. Finney, manager St. Louis office;
E. H. Noyes, manager of Chicago office, and F. N. Baylies,
salesman of Chicago. The other members of the party were R. N.
Baylies, president Rockford & Interurban Electric Railway; W. A.
Blanck, electrical engineer, Chicago & Milwaukee Electric Railway;
E. B. Ellicott,. city electrician and electrical engineer. Drainage
Canal ; E. C. Faber, secretary and general manager, Charles Jones,
chief engineer, and Joseph O'Hara, superintendent of transporta-
tion, Aurora, Elgin & Chicago Railway ; John T. Huntington, gen-
eral manager, Elgin, Aurora & Southern Traction Company; F. E.
Fisher, president, and F. E. Stoddard, secretary, Joliet, Plainfield
& Aurora Railroad; J. R. Blackball, general manager, Chicago &
Joliet Electric Railway; J. C. McMynn, chief engineer, Robert W.
Hunt Company; George W. Knox, president, Knox Construction
Company; P. J. Mitten, superintendent of overhead construction,
Milwaukee Electric Railway & Light Company; W. G. Carlton,
engineer, Chicago Edison Company ; Peter Junkersfeld, engi-
neer, Chicago Edison Company; C. H. Wilmerding, consulting
engineer; H. M. Sloan, general manager, Calumet Electric Street
Railway Company; W. D. Ball, consulting engineer; J. Brett, rail-
way department, Westinghouse Electric & Manufacturing Com-
pany; D. Royse, editor "Street Railway Review"; J. R. Cravath,
Western editor Street Railway Journal ; F. A. Poor, Western
representative Weber Rail Joint Company.

The biennial conference of Railway Young Men's Christian As-
sociations is to be held in Detroit, Sep. 28 to Oct. i. These con-
ferences have attracted great attention, foreign governments, in
fact, having sent skilled railroad officials and careful observers to
study these large gatherings, and the movement they represent.
It is too early to give a complete outline of programme.

May 6, 1905.]

STREET RAILWAY JOURNAL.

855

YARDVILLE CROSSING CASE

The Yardville crossing case, which has been reviewed at length
in the Street Railway Journal in the past, has again been ar-
gued before the Court of Errors and Appeals at Trenton, N. J.
The Pennsylvania Railroad Company, which seeks to prevent the
crossing of its single-track Camden & Amboy Railroad at Yard-
ville, 5 miles out of Trenton, alleges that the present franchises
lield by the Mercer County Traction Company are invalid, in that
they were passed by the Hamilton Township Committee without
a public hearing, and that they were accepted, not by all the di-
rectors, but only by a majority of them. The crossing was origi-
nally sought in 1899 by the Trenton Street Railway Company for
its extension from Broad Street Park just across the Trenton
city line to Yardville and Crosswicks, but one technicality after
another was raised, resulting in the defeat of the street railway.
The line was then turned over to the Mercer County Traction
Company, an allied corporation. It was then claimed that the
latter company could not take the line because it covered a route
already used by the Trenton Street Railway Company's line.
Counsel for the street railway called attention to the former plea
of the Pennsylvania Company that the extension had no legal ex-
istence because of the company's failure some years before prop-
erly to accept a franchise for a small piece of track in Broad Street
Park, of which the Yardville section purported to be an exten-
sion, therefore a grant to a new company could not be a violation
of the law. On this point the street railway won its case in the
Court of Chancery, but the Pennsylvania took an appeal to the
Court of Errors, where it has introduced the new points. There
was no opposition to the franchise from the Hamilton Township
people, and the measure was rushed through to protect the elec-
tric railway, which has the support and sympathy of the public in
its fight. The New Jersey & Pennsylvania Traction Company and
the Camden & Trenton Railway both have grade crossings of the
Pennsylvania Railroad in the city of Trenton, and over far more
important lines than that running through Yardville, but in each
instance the electric companies forced the hand of the railroad.
The New Jersey & Pennsylvania Traction tore up the Pennsyl-
vania's track near the canal bridge on North Willow Street after
notict failed to work, and blocked the rails with heaps of paving
stones, flagging the line. The Pennsylvania sent an engine and
coal cars into the obstruction and completely blocked the street.
Mayor Katzenbach then took a hand. He ordered the railroad
company to remove the coal cars immediately. After that there
was no further trouble in placing the crossing. The Camden &
Trenton, after the crossing at Cass Street had been guarded for
weeks by the Pennsylvania Company, served notice upon that
company that it would, upon a certain day, lay the crossing by
force, if necessary, and it did, but the Pennsylvania backed down
at the last moment. At Croydon, Pa., the Pennsylvania Railroad
Company kept up its fight against the Philadelphia, Bristol &
Trenton Road for seven years, but finally was beaten.

♦♦^

AN IMPORTANT PROJECT IN MASSACHUSETTS

Announcement has been made of a proposition on the part of the
interests controlling the Fitchburg & Leominster and the Leomin-
ster, Shirley & Ayer Street Railway Companies, with .some outside
capital, to construct an electric railway over private right of way
from the terminus of the present line at Ayer to Cambridge, there
to connect with the tracks of the Boston Elevated Railway, over
which the cars will be taken into Boston. The ultimate purpose
is, according to the announcement just made, to build a double-
track line of the most thorough construction over which cars may
be operated at high speed. It is announced that the run from Fitch-
burg to Boston, a distance of about 42 miles, will be made in an
hour and a quarter, but this is on the supposition that the transit
conditions in Boston are so improved that it will be possible to run
express trains over elevated tracks or through a subway from Cam-
bridge to Boston. The proposed point of juncture is at Huron
Avenue, Cambridge.

It is announced that there is available all the money necessary
to build the road, which will cost in the vicinity of $2,000,000. The
line from Leominster to Shirley was built with a view to an exten-
sion to Boston, and the construction is of such a character as to
permit the operation of heavy cars at high speed. Plans for the
road, as made by G. M. Tomson, a Boston engineer, provide for a
separation of all grade crossings. There will be no grades of more
than 3 per cent, and curves will all be reduced to i deg. or less.

Articles of incorporation will be filed at once, and the promoters
will ask for franchises in the various towns and cities through
which their route lies. The towns to be passed through are Ayer,
Littleton, Acton, Concord, Lincoln, Lexington and Belmont and

the city of Cambridge. The Boston & Maine Railroad has a line
running from Fitchburg to Boston which touches at Ayer and Con-
cord Junction, points at which it will come in contact with the pro-
posed electric line. In places the two lines will be from 3 to 6
miles apart, so that they will draw from a somewhat different field.

THE INTERSTATE ELECTRIC RAILWAY ASSOCIATION

Representatives of ten interurban electric railway companies of
the States of Illinois and Wisconsin met at Rockford, III, April 18,
and formed an organization to be known as the Interstate Electric
Railway Association. The meeting convened rather by chance
than by any formal attempt to form an organization. Several com-
panies operating near Chicago have recently adopted an inter-
changeable coupon ticket book similar to the one used by the Ohio
Interurban Railway Association. Other companies operating in
Illinois communicated with General Manager E. C. Faber, of the
Aurora, Elgin & Chicago Railway Company, as to the possibility
of joining in the interchangeable ticket book contract. Mr. Faber
notified these companies that he would meet representatives of the
roads running out of Rockford at that city on April 18, and as a
result the representatives of ten companies made it a point to be
in Rockford on that day. It was decided to form an association,
and the name "Interstate Electric Association" was selected be-
cause the Wisconsin companies wished to join. The officers elected
were : President, E. C. Faber, general manager of the Aurora,
Elgin & Chicago Railway Company, Wheaton, 111. ; secretary, John
T. Huntington, general manager of the Elgin, Aurora & Southern
Traction Company, Aurora, 111. Eleven companies have joined the
association at present writing, as follows : Aurora, Elgin & Chicago
Railway Company; Elgin, Aurora & Southern Traction Company;
Joliet, Plainfield & Aurora Railroad Company ; Chicago & Joliet
Electric Railway Company; Chicago & Milwaukee Electric Rail-
road Company ; Rockford & Interurban Railway Company ; Rock-
ford & Freeport Electric Railway Company ; Rockford, Beloit &
Janesville Railroad Company; Bloomington, Pontiac & Joliet Elec-
tric Railway Company ; DeKalb-Sycamore Electric Company ;
Green Bay Traction Company. The president will probably call a
meeting of the association soon, when a constitution and by-laws
will be adopted and further details of organization perfected. The
mterchangeable coupon ticket book referred to, which has been
adopted by the roads operating west of Chicago, contains $6 worth
of S-cent coupons and is sold for $5. The book is therefore half
the size of the Ohio book, but is similar in everv other respect.
♦♦^

NEW YORK SUBWAY AND "L" WAGE INCREASE-TRAFFIC
IN THE SUBWAY FOR SIX MONTHS

E. P. Bryan, vice-president of the Interborough Rapid Transit
Company, has announced an increase in the wages of guards and
gatemen of the elevated roads and subway. All the first year
gatemen are to receive $1.50, instead of $1.40 a day, and the second
year rate of $1.70 will be given to first year guards on the rolls now,
while employees promoted to be guards after May i will receive
$1.55 a day. In making public the higher scale of wages, the vice-
president has issued a statement to the effect that "prior to the
strike the Interborough Company was prepared to grant increases
of pay to several thousand employees, but the labor trouble pre-
vented this plan from being carried out."

In an interview General Manager Hedley, of the Interborough
Campany, said: "We are increasing the number of cars and the
speed on both the elevated lines and in the subway. A year ago
you could not squeeze on the platforms of the "L" cars in the rush
hours half the time. Through changes we have made compara-
tively comfortable riding is possible. We hope to increase the
speed on all our lines. We are now running "L" trains at the rate
of fifteen miles an hour, where before the rate was thirteen and a
half. That is for locals on all lines. The express trains are moved
at the rate of twenty-five miles an hour. These figures include the
stops. We now have 500 operating and can put 300 more on the
tracks. The local trains are composed of five cars and the express
of seven and eight. On the elevated lines the locals and the ex-
press trains are both made up of seven cars. We cannot increase
the size of the trains in the subway much, as the stations are only
made for eight cars. We will ultimately increase the speed of the
trains. South of Ninety-Sixth Street, in the subway, both the
local and express trains run on a minute headway. The "L" trains
run about the same distance apart. We now run subway express
trains from the City Hall to the Grand Central Station in seven
and eight minutes. They go to Ninety-Sixth Street in sixteen
minutes. On the elevated the express trains run to Ninety-Third
Street on the Sixth Avenue line in twenty-three minutes from Park
Place. On the Third Avenue line the cars go from City Hall to
the Grand Central Station in seventeen minutes."

856

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

SL PAUL RAILROAD AND NORTHWESTERN "L "AGREE-
MENT—ELECTRIFICATION OF THE ST. PAUL

After negotiations, protracted for several years, the Chicago,
Milwaukee & St. Paul Railroad Company and the Northwestern
Elevated Company, of Chicago, have entered into an "operating
agreement" for a term of fifty years regarding the St. Paul's line
running north from Wilson Avenue, Chicago, through Edgewater,
Rogers Park and Evanston, to Llewellyn Park.

The Northwestern Elevated will operate all passenger and freight
trains north of Wilson Avenue, using electricity as motive power.
The work of electrifying the St. Paul line will be begun imme-
diately by the Northwestern Company. The cost of this work is
estimated at about $1,000,000. The net profits of the line north of
Wilson Avenue will be divided equally between the Northwestern
and St. Paul companies.

The agreement of the companies provides that the ma.ximum fare
between any two points on their lines within the city limits shall
be 5 cents, and 10 cents shall be the maximum fare from any point
within the city limits and any point outside of it reached by the St.
Paul line. In other words, 10 cents will be the fare from any
point on the "loop" to Llewellyn Park, or from Llewellyn Park to
any station on the "loop."

The Chicago Council will be asked to pass an ordinance granting
the St. Paul Company ten years in which to complete the eleva-
tion of its tracks from Wilson Avenue north to the city limits. It
will be necessary for the companies to secure an ordinance per-
mitting the Northwestern Elevated to operate trains over the St.
Paul's line. Officials of the companies express confidence that the
Council will pass sucli an ordinance with practically no opposition.
-M!-*

EMPLOYEES OF THE PITTSBURG RAILWAYS COMPANY
ACCEPT COMPANY'S PROPOSAL

The employees of the Pittsburg Railways Company have ac-
cepted the terms of the company for an extension of the present
working agreement between the company and the men for one
year. The new agreement is in the main identical with the one
that recently expired. There is, however, a concession as to the
hours of service, and the request of the men that bulletin boards
be placed in each of the car houses has been granted. The clause
governing the hours per day to be worked places the minimum at
eight and the maximum at eleven hours, with 10 per cent of lee-
way. The men do not get either the clause asking for more money
or the establishment of a board of arbitration. In place of the
board of arbitration the company has agreed that when an em-
ployee is discharged for any cause other than that of incompetence
an official of the organization can appear with the discharged man
before either Mr. Murphy or Mr. Callery. of the company, and
secure a hearing.

PLANS FOR SOUTHERN LINE

Plans are being considered for the Carolina Traction Company's
proposed line, to be 66 miles long, with terminals at Clinton,
Laurens, Union and Spartanburg, all in South Carolina. At Clin-
ton, railroad connection would be made with the Seaboard Air
Line and Atlantic Coast Line ; at Laurens with the Atlantic Coast
Line and the Charleston & Western Carolina road ; at Spartan-
burg with two divisions of the Southern Railway, and also with the
Charleston & Western Carolina Railroad ; at Glenn Springs with
the Glenn Springs Railway, and at Union with the Southern Rail-
way.

The territory to be traversed is well developed agriculturally, and
contains several valuable water powers. There are four rapidly
growing towns, and the total population within two miles of the
line is estimated at 72,000. The road will reach two leading summer
resorts of the State. An engineer has not yet been employed, and
the promoters are looking to finance the project. Probably $300,-
000 will be supplied by persons along the road, but the remainder of
$1,500,000 will be sought for elsewhere.

A map of the proposed road shows that a short line would ex-
tend from Clinton to Laurens. From a point midway on this road
a much longer line would run north to Glenn Springs, intersecting
there with another division extending from Lhiion to Spartanburg.

The Battery loop of the Brooklyn extension of the New York
underground road is completed. This excavation of more than
two and a half acres, with a depth of from 22 to 24 ft., is now ready
for the laying of the two tracks. In two weeks the Brooklyn sec-
tion of the tunnel, which is now operated from the City Hall to
Fulton Street, will be operated to Rector Street, and by July i the
Degnon Company, excavating on Broadway, will have its work
completed to the Battery, and that section of the Brooklyn division
will soon thereafter be in operation.

LANSING & JACKSON ELECTRIC RAILWAY PROPERTIES
NEARING CONSOLIDATION

A syndicate com.posed of Myron W. Mills, George G. Moore and
James R. Elliott, of Port Huron, Mich., has just purchased through
W. A. Poland, 31 Nassau Street, New York, the holdings of
Spitzer & Company in the stock of the Jackson & Battle Creek
Traction Company. Mr. Boland will still retain his interest in the
company and also his interest in the Jackson Consolidated Trac-
tion Company. As he is connected with the Mills syndicate in the
Lansing & Jackson Traction Company, which is now constructing
a line between Lansing and Jackson, and as the Mills syndicate now
owns the Lansing Traction Company, the recent purchase clearly
indicates the coming consolidation of the various electric railway
properties in and about Lansing and Jackson.

IMPORTANT RULING REGARDING CHICAGO TRANSFERS

Judge Grosscup has made permanent a temporary injunction re-
straining the city of Chicago from enforcing the so-called inter-
changeable transfer ordinance. The decision is expected to ma-
terially enhance the value of railway property, in negotiations look-
ing toward municipal ownership. Judge Grosscup held that the
ordinance is illegal as affecting contract rights, and that enforce-
ment of the ordinance would practically result in reducing the rate
of fare to 2^ cents. Notice was immediately given that the city
would appeal to the LTnited States Circuit Court of Appeals.

♦♦♦

THE NEW OFFICES AND DRAUGHTING ROOM OF THE
E. W. BLISS COMPANY

The tendency of the most progressive industrial organizations to-
make their employees' surroundings as cheerful as possible is well
illustrated by the new offices and draughting room installed by the
E. W. Bliss Company in its new brick and steel building at Adams
and Plymouth Streets, Brooklyn, which has taken the place of the
building that was destroyed by fire on Jan. 22, 1904. The office
department is on the sixth floor, and is divided in the center by a
broad aisle, which, like the rest of this floor, is covered with noise-
less rubber tiling. The bookkeeping department is partitioned off
on one side of this aisle, while the rest of the office force is di-
vided among a number of well-lighted, handsomely-furnished
rooms, all of which face some one of the three streets on the sides
of this building. The steel girders supporting the ceiling are cov-
ered with fluted hardwood columns, which lend a very imposing
effect to the general appearance of this floor. At the elevator en-
trance, there is a beautiful colored glass dome in the ceiling above
one end of the aisle, between the director's and president's rooms.
This dome greatly enhances the effect of the artificial lighting. A
splendid marble lavatory is located at one end of this floor, but
in addition there are separate wash basins in every room, some of
which are exposed and others in closets.

The draughting room, which is on the floor above, is also a
model of neatness and quiet, and, as it is located on the top floor,
is exceptionally well lighted. The company has here a complete
equipment for photographic work and for blue printing by elec-
tricity. On this floor there is also a vault for storing all drawings.

The five other floors of this building are used for general ma-
chine work. To insure adequate protection from fire, the com-
pany has an elaborate installation of Grinnell wet and dry valve au-
tomatic sprinkler apparatus, made by the General Fire Extinguisher
Company, of Providence, R. I. Besides the city water supply, the
company can draw salt water from the near-by East River, through
i2-in. mains. The storage tanks, each of which has a total ca-
pacity of 25,000 gallons, are on the roof. In Connection with the fire-
protection system, there are also used two i8-in. x lo-in. x 12-in.
Fire Underwriters' pumps, each capable of pumping 1000 gallons
of water per minute, which is equivalent to four i%-in. smooth-
nozzle fire streams.

*^

WESTINGHOUSE PATENT NOTICE

Following closely upon the expiration of some of the Tesla
polyphase patents on May i, the Westinghouse Electric & Manu-
facturing Company has issued a notice calling the attention of the
public to numerous other patents relative to polyphase induction
and synchronous motors, dating from Dec. 3, 1889, to May 4,, 1904,
which it proposes to protect from infringement in the future as in
the past. Twenty-four patents in all are enumerated, among them
many of the most important of the Tesla patents, and patents to
Stanley, Hutin and Leblanc, Lamme, Nolan and Dusinberre, cov-
ering various features of alternating-current systems.

May 6, 1905.]

STREET RAILWAY JOURNAL.

^57

STREET RAILWAY PATENTS

The receipt of important news by telegraph last week when the
Street Railway Journal was in press necessitated a change in the
make-up of the paper at the last minute that precluded the publica-
tion of all the street railway patents for the week ending April i8.
Therefore is appended the list of those grants which it was found
necessary to hold in order that the news might be published
promptly.

787,684. Trolley ; Louis Leuenberger, Van Ness, N. Y. App.
filed Jan. 28, 1905. Two parts of a frame are hinged together, the
forward part carrying a roller for engagement with the wire and
the rear part carrying two rollers for engagement with opposite
sides of the wire, to thereby retain the wheel on the wire.

787,801. Method of Fastening Wheel Tires to the Wheel Bodies
in Wheels for Railway Vehicles ; Thomas Stapf, Fernitz, Austria-
Hungary. App. filed Sept. 28, 1904. A method of fastening wheel
tires to wheel bodies which consists in bringing a mass of metal in
the angle formed by the wheel body and the wheel tire and weld-
ing the mass of metal to the wheel body and the wheel tire.

787,810. Trolley Pole Catcher; John H. Walker, Lexington, Ky.
App. filed June 6, 1904. Details.

787,827. Electrically-Controlled Railway Switch ; Robert V.
Cheatham, Louisville, Ky. App. filed Aug. 9, 1904. An elec-
trically-controlled railway switch, comprising means for automatic-
ally closing a main switch-tongue-throwing circuit when power is
shut off from the car and for breaking said circuit when the trolley
carried by the car has its travel momentarily arrested in the trolley
bracket, and means for automatically closing an auxiliary switch-
tongue-throwing circuit when power is supplied to the car.

787,841. Curtain Fixture for Open Cars; George E. Gilman,
West Newbury, Mass. App. filed Feb. 13, 1905. Details of con-
struction of an improved curtain and curtain fixture adapted for
"open" cars, comprising simple and practical means for effectively
protecting the passengers from the elements.

787,856. Switch for Suspended Electric Railways; Rudolph
Pfaffenbach, Leipsic, and Hermann Muller, Leipsic-Gohlis, Ger-
many. App. filed Oct. 29, 1904. Details.

NEW PUBLICATIONS

Railway Right of Way Surveying, by Albert L Frye ; Engineering
News Publishing Company, New York; 45 pages. Price. $1.
This is a brief but extremely practical treatise on a method used
by the author for railroad right of way surveying, leveling and
mapping. Hints are also added as to field work and apparatus.

Electric Railways, Theoretically and Practically Treated. By S. W.

Ashe and J. D. Keiley. D. Van Nostrand Company ; 280 pages,

illustrated. Price $2.50.
The authors state in the preface that realizing the immensity
of the traction field and the great demand for information concern-
ing rolling stock the volume has been restricted to this part of the
subject. Actually it is devoted almost entirely to the electrical ap-
paratus on the car, trucks, brakes and methods of plotting and
analyzing speed-time and distance curves and other graphical rep-
sentations of motor and train performance. Viewed in this light
the book is an excellent treatise and well worthy of careful study.
There is far too much rule-of-thumb method in the ordinary elec-
tric railway construction and operation, and too little of the
scientific analysis of train performance of which this manual treats,
and the authors are to be congratulated for having laid stress upon
this fact.

Stirling — y\ book on Steam for Engineers; cloth; 248 pages; 8
ins. X 10^ ins. ; published for limited distribution by the Stir-
ling Company, New York.
The steam engineering field is sn wiile that one man can hardly
be expected to possess an intimate knowledge of all of its im-
portant ramifications; consequently a book on this subject if pre-
pared by an individual necessarily must be largely a compilation of
the recorded experiences of others. It is fortunate, therefore, that
an excellent work on this subject has been prepared by the en-
gineering staff of one of the leading boiler companies, thus mak-
ing available the combined experience of a large number of steam
specialists. The book treats practically every phase of the subject,
including the selection of boilers, boiler-feed water, properties of
different kinds of steam, the flow of steam through pipes and ori-
fices, draft, piping, boiler cleaning, masonry specifications, etc.
Some idea of the scope of this work may be gained from the fact
that it contains the calorific values and analyses of over 200 Ameri-
can coals,- each variety being identified by the exact geographical

and bed location. There are also extended tables and descriptions
of other fuels. The illustrations are numerous and excellent ;
the colored plates on pages 8 and 9 which show the sectional side
and front elevation of a Stirling boiler being particularly good. In
general, the make-up of this book is very creditable to its authors,
and without doubt it will find an honored place among the best en-
gineering reference works.

Modern Advertising, by E. E. Calkins and Ralph Holden. D. Ap-
pleton & Company, New York; 353 pages. Price, $1.50.
Although devoted principally to daily newspaper and magazine
advertising, this book contains a great deal to interest the reader
and advertising patron of the technical journal. The art of ad-
vertising has developed so rapidly during the past ten years that
it may now almost be considered a science, and so closely it is in-
terwoven with the daily life of the majority of people that a greater
part of their necessities, luxuries and habits are influenced by it.
The book under consideration also explains how advertising has
also exercised a most beneficial influence on the quality of all goods
which can be advertised. It would obviously be useless to make
large investments in giving publicity to an article which was so
inferior that it could nut hold the market secured at large expense,
and general experience has shown that this conclusion is borne out
in practice. The book contains many pertinent suggestions on how
to advertise, and is profusely illustrated.

♦♦♦

PERSONAL MENTION

DR. J. E. LOWES, of Dayton, president of the Dayton & Mun-
cie Traction Company and the Dayton & Northern Traction Com-
pany, has been obliged to give up active business and go to Cali-
fornia for the benefit of his health.

MR. D. ATWOOD, at one time general manager of a constituent
company of the Twin City Rapid Transit Company, is dead. Mr.
Atwood was seventy years of age, and at the time of his death was
in the employ of the Twin City Company.

MR. WARREN S. HALL, general manager of the Lehigh
Traction Company, of Allentown, Pa., was married to Miss Jessie
Scanlon, of Paterson, N. J., on April 26. Mr. and Mrs. Hall are
spending their honeymoon at Old Point Comfort.

MR. H. P. BRADFORD, formerly general manager of the
Mexican Tramways Company, of the City of Mexico, and lately of
the Geneva Street Railway Company, of Geneva, Switzerland, and
the Underground Electric Railways Company, Ltd., of London, is
making a short visit to this country.

MR. WILLIS M. STREET has resigned as superintendent of
the Tri-City Railway Company, of Davenport, la., to become super-
intendent of the Lansing & Suburban Traction Company, of Lan-
sing, Mich. Fie has been succeeded at Davenport by Mr. W. E.
Smith, assistant superintendent. Mr. Lee Hammond has been ap-
pointed assistant superintendent.

MR. WILLIAM H. COLE, who has been connected with the
Goldschmidt-Thermit Company in the capacity of chief engineer
for the past nine months, has resigned his position and leaves for
Europe in order to pursue professional work in connection with
electric tramways. Mr. Cole has been identified with a number of
prominent tramway enterprises abroad, and had charge of the in-
stallation of the electric railway system at Singapore.

MR. CHARLES F. BANCROFT, of Boston, has recently be-
come engaged to Miss Cornelia Herriman Dow, second daughter
of Mr. Abbott Low Dow, of Brooklyn, New York. Mr. Bancroft
is electrical engineer of the Massachusetts Electric Companies, and
the Hyde Park Electric Light Company. He is also superintendent
of motive power and machinery of the Boston & Northern Street
Railway Company and the Old Colony Street Railway Company,
which are controlled by the Massachusetts Electric Companies.
The wedding is to take place at 92 Remsen Street, Brooklyn, on
June 7.

MR. R. F. KELKER, JR., formerly of the International Rail-
way Company, of Buffalo, and lately assistant engineer of the
Brooklyn Rapid Transit Comp;uiy, rif Brooklyn, has resigned from
the latter position ,-uid has accepted that of engineer of the Gold-
schmidt Thermit Company, of New York. Mr. Kelker's street rail-
way experience, as well as his previous connection with the Penn-
sylvania Steel Company, and as division engineer of the Baltimore
& Ohio Railroad Company, has made him an authority on track
construction, particularly for street railway companies, and his
knowledge of this branch of railway work will prove of great
value to him in his present capacity.

858

STREET RAILWAY JOURNAL.

[Vol. XXV. No. i8.

TABLE OF OPERATING STATISTICS

Notice. — The.se statistics will be carefully revised from month to month, upon information receiTed from the companies direct, or from official sources.
The table should be used in connection with our Financial Supplement " American Street Railway Investments," which contains the annual operating
reports to the ends of the various financial years. Similar statistics in regard to roads not reporting are solicited by the editors. * Including taxes,
t Deficit.

COMPANV

Period

AKBON, O.
Northern Oblo Tr. &
Light Co

AURORA, ILI..
Elgin, Aurora & South-
ernjTr. Co^

BINGHAMTON, N. Y.
Blnghamton Ry. Co..

n.. Mar. '05

'• '04

n " " '05

() " " -04

BOSTON, MASS.

Massacliusetts Elec-
tric Co .-.

BUFFALO, N. Y.
International Tr. Co.

CHICAGO, ILL. 1 m.,

Aurora, Elgin & Clii- 1 '|
cago Ry. Co--. 8 "

1 m., Mar. '05

1 ■' " '04

3 " " '05

3 " " '04

1 m.

] "

Feb.

3 m.. Mar. '05

" '04

" '05

" '04

m., Mar. '05
" '04

05

" '04
" '05
" '04

Feb.

Chicago & Milwaukee
Elec. B. B. Co

CLEVELAND, O.
Cleveland, Painesville
& Eastern, B. B. Co.

Cleveland & Southwest-
ern Traction Co

DETROIT, MICH.
Detroit United Ry.

DULUTH, MINN.
Duluth St. By. Co .

1 "
3 "
3 "

1 m.
1 "

3 "
3 "

1 m., Mar.
1 " "
3 "
3

FOBT WOBTH, TEX.
Northern Texas Trac-
tion Co

HAMILTON, OHIO.
Cincinnati, Dayton &
Toledo Trac. Co

HANCOCK, MICH.
Houghton County St.
By. Co

HOUSTON, TEX.
Houston Electric Co.

LONDON, ONT.
London St. By. Co.

MILWAUKEE, WIS.
Milwaukee El. By. &
Lt. Co

1 m., M.ir. '05
I " '04
■i •' " '05

07,113

6a, no

lfl3,8!W
178,601

31 .390
.33,132
305..387
310,087

18,989
17,031
191,989
177,846

O. X

Mar. '05
" '04
" '05
" '04

Mar. '05

" '04

" '05

" '04

Mar.

1 m.
1 "

3 "
3 "

1 m.
1 "
9 "
9 "

1 m.,
1 '•
12"
12"

Im.

1 m,

1 "

2 "
2 "

1 m.
1 "
3 "
3 "

Mar. '05

" '04

" '05

" '04

Feb. '05

" '04

" '05

" '04

Feb. '05

" '04

" '05

" '04

Feb. '05

" '04

" '05

" '04

Mar. '05

" '04

" '05

" '04

1 ,'271 ,245
1,156.29
2,730,31::
3,606,310

.S35,a25
315,022
94(1,3.33
89(),340
3,198,963
3,071,106

23,099
20,321
316,899

30,290
22,839
78,716
59,873

14,134
14,9.
38,089
38,383

37,219
33,860
103,385
89,168

382,722
334,206
1,060.095
933,993

50,864
48,036
141,908
135,462

,53,689
44,2.51
1.34.331
117,215

30,090
31,064
384.901
390,067

12,144

11,16'
201,735
188,613

30,919
26,468
243,523
230,034

11,669
9,316
25,053
20,735

254,131
256,589
746,614
756,727

.i8,166
36,6r
110,720
107,869

30.825
31.999
173,889

184 ,3r

10,686
10,610
102,591
96,595

1,103,.538
1,321,627
■-',140,197
2,247,179

28,948
25,493
82,171
70,731

10,566
11,132
131,498
125 748

8,.303
6,431
89.398
81 ,251

167,707
t65,330
.590,015
359,131

193,689 141,536
215,265 99,7.57
.'■;K9,74K 356 4M5
616,314 380,036
1,739,033 1 459 93y
],781,093| 1,290,014

c £

o o

o c

18.898
1751224

15,144
10,093
44,686
31,489

*9,135
*9,393
■*27,«43
*37,333

24 635
24,471
70.335
69,537

*3.36 178
324,396
*67K,453
*656,438

39,218
31,381
82,460
87,929

30,221
25,309
81 ,016
73,576

20,794
21,383
231,854
317,276

12,233
13,092
137.478
134,725

20,204
20,277
1.56,097
162,.327

10,893
9,855
31,681
20,114

131,385
142,283
389,890
417,399

4,201
14i"674

15,146
12,746
34,039
28,384

4,999
5,,5H(;
10,846
11,059,

I3,.585
9,389
32,0.50
19,640

146,544

109,810
383,642
277,565

21,646
16,6.55
59,44K
47,,533

23,468
18,951
53,305
43,639

9,296
9,681
163,047
172,791

t79
t93(!
64,357
63,888

10,715
6,191
87,436
67,75'

1.>i9
3,371
611

122,847
114,307
356,724
339,328

22,91
22,467
68,751
07,601

9,133
9,133
74,306
73,507

63,915
57,366

389 ,.34,
350,581
767,613
699,364

139,523
137,633
402,828
400 8i
1,236, If
1,197,37

90,285
90,315
276,693
267,670

16,747
16,505
50,188
49,325

10,938
9,908
30,643
28,575

16,445
16,289
152,040
145,088

3,402
3,187
40,988
35,342

8,496
7,751
58,349
53,047

1,925
1,736
4,048
3,78

74,101
74,050
219,644
220,504

^1

o c

'5

6,031
3 026
13,421
3,132

1,4,33
1,999
57.192
52,240

26.484

23,885

t321 ,638
•Ml. 5.9 11
1 177 .598
34 0 233

2,013
•I.37.876
t46,343
tl20,,'-0l
323.761
92,742

56,259
19,495
106,949
9,895

4,899
150
9,260
tl,792

12,531
9,043
22,562
15,064

+7,149

+6,608
11,007
27,704

+3,482
t4,]]3
23,270
28,547

2,218
+1,.560
29,077
14,709

1,148
+3,365
t-677
+3,176

48,745
40,2.56
137,079
118,824

Company

Milwaukee Lt., Ht. &
Tr. Co

MONTREAL, QUE.
Montreal St. Ky. Co.

MUNCIE, IND.
Munrie, Hartford & 1

Fl. Wayne By. Co ..

OAKLAND, CAL.
Oakland Traction Con
solidated

Period

1 m.. Mar. '05
1 " " '04
3 " " '05
3 " " '04

1 m.
1 "
6 "

Mar

San Francisco, Oaltlaiid
«& .San Jose By, Co .

OLEAN, N. ¥.
Glean St. By .

PEEKSKIl.L, N. Y.
Feekskill Lighting &
B. II. Co

PHILADELPHIA, PA.
American Bys. Co

BOCHESTEB, N. Y.
Bochester By. Co.

Mar.

1 m.. Mar. '05
I " " '04
3 " " '0.-:
3 " " '04

1 m., Feb. '05

1 " " '04

8 05
8 04

1 m.. Mar.

Mar. '05
" '04
" '05
" '04

1 m,. Mar. '05
" '04
" '05
3 " " '04

SAN FBANCISCO, CAL.
United Raiiroadg of
San Francisco

il m., Mar. '05

SAVANNAH, GA.
Savannah Electric Co.

SEATTLE, WASH.
Seattle Electric Co.

SYRACUSE, N. Y.
Syracuse R. T. Co.

TEBBE HAUTE, IND.
Terre Haute Tr. & Lt,

Co

TOLEDO, O.
Toledo Bys. & Lt. Co.

YOUNGSTOWN, O.
Youngstown-Sharon
By. & Lt, Co

04 1,543,35:

1 m., Feb. '05
1 " " '04

13 05

12" •' '04

1 m.,
1 "
13"
12"

1 in.
1 "
8 "

1 m.,
1 "
12"
12"

1 m.,
1 "
3 "
3 "

1 m.
1 "

3 "
3 "

Feb.

Feb.

Mar. '05

" '04

" '05

" '04

Feb. '05

" '04

" '05

" '04

O.S

39,310
29,365
111,689
87,019

209,231
184,858
1,3.36,445
1,122,680

13,531
12,6.54
37,523
35.501

115,726
96,496
320,7-53
376,553

41,703
30,078
88,196
133,355

6,615
6,400
75,781
68,665

8,726
7,794
88,296
84,850

109,970
103,090
1,091,525
1 047,607

]36,.66
117,640
395,669
.340,845

580,734
534,044
1,641,072

39,491
38,607
546,634
524,296

179,925
171,744
2,341,383
2,129,053

68,577
63,937
.583.392
556,033

40,746
40.308
574,927
490,591

146,.565
1.38,665
430,915
400,230

40,995
36,065
82,051
73,012

OW

19.786
18,307
58,854
53,511

159,004
148,076
860,883
766,334

*7,108
*6 797
*20,087
*20,640

61,106
.52,998
179,203
154,925

16,178
14,096
41,621
48,012

3,908
3,826
37,41
32,773

*5,.507
*5,301
*51,018
*50,178

76,126
66,744
228,1.59
206,418

23,677
23,393
,317,738
307,279

121, .573
120,746
1,615 222
1,500,15:

41,246
40,161
333,9.53
322,148

30,698
30,39'
369,628
323,317

*75,673
*r7,858
*220,994
*223,767

*23,207
*22,310
*48,027
*46,156

19,524
10,957
52,835
33,508

50,227
36,782
375,563
356,346

6,413
5,85'
17,430
14,861

.54,619
43,4s.8
141,549
121,629

25,525
15,982
46,574
75,243

2.707
2,574
38,364
35,893

3,219
2,493
37,278
34,672

eO,140
50,896
167,510
134,42'

15,814
15,214

228,906
217,016

58,352
.50,997
726,141
632,896

27,.33I
23,766
249,439
233,885

10,048
9 911
2051300
168,275

70,893
60,807
209,921
176,453

17,788
13,755
34,024
26,855

19,051
15,441
56,36'
44,934

23,646
19,809
118.451
105,.598

4,167
3,000
]2,.->01
11,000

31 ,.318
26,567
92,62]
79,701

13,<125
7,81
22,125
39,013

2,693
2,452
21,206
19,6i:

27,270
26,240
81.033
78,585

10,554
10,187
126,479
120,910

24,880
33,488
298,813
279,935

20,312
20,249
162,370
162,098

9,401
113,002
93,304

42,863
41.971
128,383
124,874

28,030
18,836
81,538
51,579

Street Railway Journal

Vol. XXV.

NEW YORK, SATURDAY, MAY 13, 1905.

No. 19.

Published Every Saturday by the

McGraw Publishing Company

Main Office: \ !
NEW YORK, Engineering Building, 114 > Liberty^^Bjieet,

f'

Branch Offices:
Chicago: Monadnock Block. Xy'-^***.
Philadelphia: 929 Chestnut Street.

Cleveland: Cuyahoga Building.

London: Hastings House, Norfolk, Street, Strand.

Cable Address, "Stryjourn, New York"; "Stryjourn, London"

used.

Copyright, 1905, McGraw Publishing Co.

TERMS OF SUBSCRIPTION

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Single copies, Street Railway Journal, first issue of each month, 20 cents;
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To All Countries Other Than Those Mentioned Above:

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NOTICE TO ADVERTISERS
Changes of advertising copy should reach this office by 10 a. m. Monday
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Of this issue of the Street Raihvay Journal 8ooo copies arc
printed. Total circulation for 1905, to date, 156,850 copies — an
average of 8255 copies per week.

The Railway Congress in Washington

The International Railway Congress of 1905, which is con-
cluding its sessions as this paper goes to press, will go clown in
history as the first one at which electric traction iook a promi-
nent position. This was not particularly the case with the
official programme. The subject of electric traction was only
one of twenty topics considered by the Congress, and of the
four papers presented upon it three were by foreign engineers.
Nevertheless, there is no doubt that the subject of electricity

was uppermost in the minds of many of the delegates, both
those from this* country and from abroad. In fact, several
from Europe stated that a desire to study the progress made in
electric traction in America was one of the principal objects of
^l^ieir visit to this country,
{'.l^^he interest taken in this mode of traction was particularly
^ri^vidence at the exhibition of railway appliances on the Gov-
"'eri^nent reservation. The president of the Exposition was a
^ pi'yminent electrical manufacturer, and the exhibits of elec-
^ical apparatus were visited and studied by the most important
traction managers in the country. Many of these railroad men
stated that they considered electricity the coming motive power
on sections, at least, of their systems, and that they wished to
investigate for themselves its advantages as a motive power.
Altogether the situation reminded the few old-timers in the
electrical business who were present, of the Minneapolis street
railway convention in 1888, at which electricity was first seri-
ously considered as a motive power on street railways. That
convention was speedily followed by the practical abdication
of the horse from street railway traction. Our readers are
acquainted with our views on the future of the locomotive,
and that while we are enthusiastic supporters and advocates of
electricit}' for trunk line conditions, we do not look to so imme-
diate or complete a change to ele;tricity as in the street rail-
way field. But when some of those steam railroad advocates
whom we have always looked upon as being among the most
conservative in the country speak so entliusiastically of elec-
tricity as in their published utterances last week, we may be
pardoned for expressing satisfaction at the outlook.

Abstracts of three of the four announced papers at the Con-
gress on electric traction are published in this issue, and the
fourth will appear in that of next week. The authors of all
four are operating engineers, and their views of the subject
are worthy of the most careful consideration.

Interchangeable Ticket Book in Illinois

We have discussed interurlian interchangeable ticket matters
in Ohio and Indiana at length recently. The organization of
an association in Illinois and Wisconsin and tlie adoption Ijv
some of the Illinois roads of a book very similar to that arlopted
by the Ohio roads adds another factor to the general problem
of securing an interchangeable ticket which will be good on
any of the interurban lines of the Middle West. We think
every interurljan manager realizes that it is extremely important
that the same form of interchangeable transportation be adopted
liv tlic interurban roads in all the Central Western .Stales. The
more roads upon which an interchangeable ticket is good, the
greater will be its srde and the greater the chances for the in-
terurban roads getting the business of regular commercial
travelers. The desired end will be partially defeated if the
commercial traveler must buy a lot of different books. We are

86o

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

inclined to think that the action of the Northern lUinois roads
has helped to clear the situation rather than to cloud it. It re-
mains yet to be seen what the Southern Illinois and many of
the Wisconsin roads will have to say about the matter. Part
of the Illinois roads having already practically adopted the
Ohio scheme, it is not unlikely that the others will fall in line.
Ohio and Illinois would therefore have a uniform interchange-
able book, with Indiana still undecided as to what it will do.
The great difficulty iu Indiana, as we have before pointed out,
is the unwillingness of Indiana roads to accept a 16^ per cent
reduction from the regular rates of fare, which are already
very low on some roads. The Indiana stuation is in somewhat
the same state of evolution as the Ohio situation was for the
five months during which the .Ohio ticket was being discussed.
There are two possible ways out of the difficulty in Indiana.
One is for the roads to get together and agree on a uniform
rate per mile, which was talked of at the last Indiana conven-
tion, but which, nevertheless, is perhaps too radical a method to
accept at once, and the other is for the roads having the lowest
rates of fare in Indiana to raise their rates (as was done m
Ohio) enough so that they can afford to accept the 16^ per
cent reduction from the regular fare which the Ohio and Illinois
books call for. Although the last alternative may not be easy,
it looks as if under the circumstances it were going to be,
everything considered, the least difficult solution of the problem.

Lightness in Car Construction

There is just now such a strong tendency to condenm the
ideas of anyone who dares advocate anything like lightness in
car construction that it takes courage indeed for anyone to
suggest that the present clamor for weight in cars is in the
nature of a fad from which there is likely to be a reaction. The
general sentiment in favor of heavy cars can best be illus-
trated by the experience of a prominent superintendent of roll-
ing stock who was inspecting some cars which were being built
for his company by a large car building concern. Our friend
objected to a certain part on the ground that it was too heavy.
The car builders, at a loss to understand his unusual objection,
showed him, by way of argument, what a nice lot of material
he was getting for his money. He assured them, however, that
it was not material, but strength that he was after, and that it
costs good money to haul dead weight around year after year.
The builders readily consented to lighten the part, but said it
was tlie first time a customer had complained of too much ma-
terial in a car. Our friend happens to be one of those who
realize that proper design and workmanship can take the place
of considerable weight in car construction.

There can only be two reasons for making any car of a given
length heavy. One is to preserve it in case of wrecks in high-
speed service, and the other is to insure long life and freedom
from great cost of maintenance. The first reason evidently
does not apply to city cars, and there is room for much thought
as to ways to reduce weight without sacrificing strength and
durability.

The Electrician and the Draughtsman on Car Bodies

If the designers of car bodies would always work hand in
hand with a practical car shop electrician a car body would
often result which, instead of offering every inconvenience
possible to the electrical repair man, would give him facilities
for doing his work in a satisfactory manner. Too often- the
draughtsman ignores the fact that wires are to be strung
under the car and makes no provision for them. In like man-

ner there is often no provision made for placing the miscel-
laneous switches of the lighting or heating circuits.

After the car is well under construction the wireman is set
to work and told to place wires and switches wherever pos-
sible. The result of such an arrangement is too often seen in
the loose and sagging cables under the car and the scattered
positions occupied by switches and fuses over the motorman's
cab and in the interior of the car.

It involves, of course, a little extra trouble to provide for
the proper wiring of a car. The bottom framing is constructed
with the idea of strength uppermost, and the draughtsman is
loath to cut or bore the end sills or bridging for the passage
of cables. The result is that the cables are often hung to the
bottoms of the bridgings by such fastenings as leather straps,
which are none too strong, and in such a case the car is not
long on the road before some of the straps are broken and the
cable is sagging. Often the cable when once down remains so
until a portion of it coming in contact with the wheels or the
brake rigging is worn through and trouble results. It would
certainly be an economical departure in many cases to bore
through the bridgings or use some other expedient to support
the motor and resistance cables properly. If necessary, the
width or the number of the bridgings could be doubled at those
sills between which the cable is to be run, and then they would
stand some weakening.

The habit of making no provision for the light, pump and
other switches and fuses gives as. much trouble to the elec-
trician as other neglected points. There are several places in
the vestibules of the average interurban or city car where a
neat switchboard could be placed for the accommodation of all
the small switches. These could then be set in some sys-
tematic order and in proper position with respect to their fuse
blocks. The board could be sunk in a panel and provided
with doors for better protection of the switches.

Another place where the troubles of the electrician are for-
gotten in the design of car bodies is in the matter of trap doors.
In the car with longitudinal seats there is no difficulty what-
ever in providing for these, and they are often made to take
up half the floor space. But in a car containing cross seats
and a narrow aisle, the construction of a trap door is more
difficult. The electrician uses the trap door both to obtain
access to the motor and to observe the behavior of the com-
mutator and the brushes. When necessary, he can get at the
motor from the outside with considerable difficulty, but without
some sort of a trap door it is impossible to observe the behavior
of the brushes. A trap door large enough to view the brushes
can always be placed in the car floor irrespective of the ar-
rangement of the seats, and this concession at least, we think,
should usually be made to the much-abused shop electrician.
With every facility for observation, there is too much mystery
connected with faulty motors without making the location of
faults wholly a matter of conjecture, by depriving the trouble
man of the privilege of viewing, while under load, the appa-
ratus at fault. To be sure, there are some companies which
purposely construct car floors very heavy and allow no open-
ings in them, with the idea that such cars can be kept more
comfortable in extremely cold weather, and that car washing
with solid car floors is accompanied with less danger to the
electrical equipment than if there were openings in the car
floor. Of course, there are arguments on both sides of this
question, but on the whole, accessibility of motors seems to be
important enough to require trap doors in most cases.

Much more complete provision is being made for electric

May 13, 1905.]

STREET RAILWAY JOURNAL.

wires and other apphances on cars these days than a few years
ago, and the practice of a few companies in this respect leaves
little to be desired.

Wiring Under the Car

The new rules for car wiring adopted as part of the National
Electrical code would, if followed on many of the old car
equipments that are now running, produce a revolution in their
underneath appearance. We do not pretend that the following
description applies to the more recent work done in car wiring,
but there are plenty of old equipments of which it is true.
Often the under side of the floor and sills are covered with a
network of loosely-cleated dirt-covered wires hanging so that
they are ready to be torn off by the first thing that rubs against
them. On such equipments, the motor cables, as well as light,
feeder and pump wires, have the appearance of having been
"thrown at" the car. The motor cables are probably encased
in a loose, unpainted and far from water-proof hose, and as
likely as not are run immediately above a wheel, where mud
and dirt soon cover them. It is only a question of time until
the constant dampness inside the cable will rot the insulation
and result in short-circuits, if not in a serious fire. The picture is
not overdrawn in regard to some equipments running to-day.
Fortunately, most of such wiring is confined to smaller equip-
ments, where short-circuits do not cause the concentration of
so much energy at one point as would be the case on large,
four-motor equipments with circuit breakers set for from 300
amps, to 400 amps, or more.

A Loan of a Conscience

As our readers probably remember, the city of Chicago, hav-
ing taken the bear by the tail, has fervently besought the aid
of Glasgow for information as to how to manage the brute.
Glasgow, to be sure, has escaped with few claw marks from a
similar adventure, but Glasgow's bear was a cub, to be kept in
reverse order with one hand while the other worked a club.
Chicago has no such luck, for Chicago's bear is of extra large
size, with a long-whetted appetite and teeth and claws to
match. James Dalrymple is a careful and experienced tram-
way manager, and a canny Scot to boot, whose advice will be
valuable to those with strength of mind enough to take it, but
we grievously fear that his aid will be the most strenuous in
its conception of anything that has been handed out to an
American municipality since the Declaration of Independence.
It will virtually be to close in with that bear and bite off his
claws. Glasgow has been the pattern from which many a
municipal enterprise has been cut out, and it enjoys the well-
nigh unique distinction of being a city that has made at least
a measurable success of municipal tramways.

James Dalrymple, however, will both shock and be shocked
when he gets down to business in Chicago. Puissant politics
are not indigenous to the Scottish soil as they are to our own,
and we fear that they will grate upon Mr. Dalrymple's nerves
at times. And no less will his cautions break rudely in upon
Chicago precedents. Glasgow, for instance, actually keeps up
from the earnings of its system a sinking fund for the redemp-
tion of its bonds. Now, a sinking fund will look to Chicago
socialistic eyes much like a device for robbing the poor-boxes.
The Chicago form of trades union, too, armed with cobble
stones and the virtuous consciousness of a sympathetic public,
will come as a rude shock to his sensibilities. These are not
theories to be discussed, but conditions to be met by whomso-
ever undertakes to straighten out the devious path for Chicago
municipal ownership.

We credit the present government with a sincere desire to
make municipal ownership go if it can possibly be made to go.
It stands committed to that policy for better, for worse, and
must do the best it can. It has done wisely in striving to profit
by Glasgow's experience, but will it profit by that experience
with the rigorous management thereby implied, supposing that
the courts allow it to proceed and that it can find some means
of raising the needful funds. Its first problem is a financial one
of dangerous magnitude. If it can take up the necessary
amount of income bonds from its own resources, the money
may be forthcoming, but the amount of help it can get from
outside is very questionable. That difficulty overcome, there
still remains the colossal task of operating as a municipal de-
I)artment the huge complexity of a modern rapid transit sys-
tem. Glasgow has succeeded within limits and upon a small
scale. Can Chicago follow its example? As to the exact
methods followed in the Scottish city, Mr. Dalrymple can and
will give full information, but that is no sign that they can be
successfully followed in Chicago. On the face of affairs, it
might be possible to turn over the personnel of the existing
system, along with its physical assets, and to continue the
operation as if nothing had happened. Changes will have to
be made, but the city has retained first-class engineering advice,
and this part of the problem can be solved. But back of every-
thing else lies the broad question as to whether Chicago can
retain the Glasgow conscience and keep its tramway system
free of fraud and graft. We want to see no such grade of al-
leged success as Chicago shows in its municipal lighting sys-
tem, but results that Mr. Dalrymple can pass upon five years
hence and call uncompromisngly honest from the Glasgow
standpoint. He can start Chicago in the paths of virtue and
rectitude, but will Chicago cling to them after his train pulls
out for New York? Here is the vital question on which de-
pends first, last and always the possible success of mu-
nicipal ownership. It is all very well to borrow a con-
science temporarily, but what is to fill its place when it has
departed ?

An amusing situation has already arisen in Chicago as the
result of Mayor Dunne's municipal policy. There are likely to
be several more such before the game is finished, but this is
one of the first. A road projected through a sparsely settled
suburban district in the southern part of the city wants a fran-
chise. The matter was brought before the local transportation
committee, and the committee pointed out that Mayor Dunne
had pledged himself to grant no franchises to street railway
companies during his term of office. To be sure, the franchise
asked for was through a territory from which the promoters
expected to realize but little for many years, and in fact it was
partly for the purpose of developing suburban real estate that
they asked the franchise. When the city fathers brought up
Mayor Dunne's policy as an insurmountable objection in the
way of granting any franchises, the promoters offered to build
the road for the city and operate it. Then immediately the
question was raised by members of the committee as to whether
tbe city would be justified in building roads to assist in the
development of suburban real estate. This incident brings up
a number of pertinent questions, the most prominent among
which is, What is the development of local transportation in
Chicago going to be in such a state of affairs ? The incident
is typical of conditions which have existed in Chicago for a
number of years past. The city has not been in a position to
do anything itself, and it has resisted nearly all the efforts of
electric railway companies to accomplish anything.

862

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

NEW WRECKING TOOL CARS FOR ELEVATED RAILWAY

SERVICE

Elevated railways operating under the stress of heavy city
and suburban traffic have to contend with the strenuous re-
quirements of uninterrupted operation more closely than per-
haps any other class of railroad service, and it is with this re-
quirement in mind that the Brooklyn Rapid Transit has built
and equipped two new wrecking tool cars, as herewith illus-
trated, which will be at all times in absolute readiness for emer-
gency service. The elevated lines of this company, while not
more subject to accidents than other roads operating under
similar service, are called upon to handle an enormously heavy
traffic, and therefore the company has appreciated the advan-
tages to be gained from the provision of special equipment for
taking care of and rapidly removing the effects of accidents
such as derailments, collisions or others which occasionally
come in railroad operation. With so great a density of traffic
as that handled, even slight delays are productive of great
losses to the company, not only in the form of monetary loss

The closed body portions of the cars were taken from two 38-ft.
freight cars, formerly engaged in a special service upon the
elevated lines, which were originally built along the general
lines of freight or baggage car construction. The under fram-
ing, however, has been practically reconstructed to provide the
13-ft. open extension at one end for carrying the spare truck.
Very heavy sill construction is used in the under framing, and
in addition a special diagonal brace is added, as is shown in
dotted lines in the open portion of the plan of the car. The
general details of the body are indicated in the longitudinal
and cross sections, which are also illustrated herewith; it will
be noted that the arrangement of the bin partitions in the
closed body portion are such as to considerably strengthen and
stii¥en it.

As is indicated in the drawing, and also in the interior view
of the car, the closed portion is fitted out inside with ten
bins, which are partitioned off, as indicated, to carry the me-
chanical tools, wooden blocking, rope and tackle and other ap-
pliances provided in the car's equipment. The bin construc-
tion is simple but strong, and this feature also, as above noted.

THE NEW WRECKING TOOL CAR FOR THE BROOKLYN ELEVATED SYSTEMS

due to tying up of the system, but also to the public disfavor
that is incurred, and the provision of facilities for reducing the
time lost in such delays is in itself a valuable source of revenue.

Two cars of this type have been built and equipped for the
Brooklyn elevated lines, one to be stationed at the storage yard
of the southern division at Fifth Avenue and Thirty-Sixth
Street, and the other at the eastern division shops at East New
York, corner of Fulton Street and Broadway. The details of
construction of the cars are illustrated in the accompanying
drawings, while the photographs present an excellent idea of
the interior and exterior appearance. In details of construc-
tion, both cars are exactly similar, and the same equipment is
provided in duplicate upon either car. As may be noted, their
exteriors also conform very closely with the elevated railway
standards of platforms, hoods, markers, jumper cables, etc.,
these provisions being made so that the car may be operated at
any time in connection with the regular elevated trains.

The construction of the car bodies is special, to adapt them to
the peculiar requirements of the service for which they are in-
tended. As may be noted, each car has a housing 38 ft. long,
the remainder of its length (13 ft.) being left open for the ac-
commodation of a spare truck for emergency use. All features
of construction are very heavy, to enable them to withstand all^
extremes of emergency service which they are liable to incur.

is made use of to add considerably to the strength of the car
body. The car is provided with wide side doors, in addition to
the end doors, to facihtate the handling of tools and emer-
gency equipment into and out of the car, and ample lighting is
provided by windows in the sides as well as in the end and side
doors. On account of the value of the extensive tool equip-
ment provided in each car, the protection" of the cars against
theft is an important precaution ; the side doors are provided
with heavy gratings over the windows and with very strong
inside locks, which will not be easily broken through; the side
windows are also heavily barred, while the two windows in
each motorman's cab, and also those in the end doors, are pro-
vided with heavy shutters, which are closed and bolted from
within. The end doors, which therefore serve as the only
means of entrance to the cars, are provided with heavy locks,
the keys for which are carried only by the foreman of the ter-
minal shop and his assistant, so that general access is not
available to the employees of the system. This is an important
feature in the operation of these cars, as otherwise they might
be found a very convenient source of supply for extra tools by
the workmen, and important tools would be liable to be missing
when most needed on emergency runs.

This car is not equipped with motors, being intended for use
entirely as a trail car; it is, however, fitted with a motorman's

May 13, 1905.]

STREET RAILWAY JOURNAL.

863

INTERIOR OF CAR, SHOWING COMPLETE EQUIPMENT OF TOOLS

cab at either end of the closed body
portion, in which is mounted a motor-
man's air-brake valve and the West-
inghouse multiple-unit master-control
switch, by which the movements of a
train to which the car may be con-
nected can be controlled. This is an
important arrangement of the car, as in
making emergency runs, where it is
desired to have this car at the front of
the train, the train control system may
be connected up by means of the usual
jumpers and operated from the one of
these cabs which faces forward. Also,
it will be noted that the car is equipped
with electric lights both inside and out,
an arc headlight and electric heaters,
the current supply for which being-
taken from the adjacent cars of the
train by heat and light jumpers of the
usual construction ; at the open end of
the car, heat and light jumpers of extra
length are, of course, provided to span
across the space above the emergency
truck to an adjacent car. Another in-
teresting feature of the car equipment
is to be noted in the application of the
Eames vacuum brakes, in addition to
the standard New York automatic air-
brake equipment, so that the wrecking
car may be operated by either a motor
car or one of the former steam locomo-
tives, if necessary, a few of the latter
being still retained for switching; it
will be remembered that the old steam
locomotives were operated with the
vacuum brakes, so that this provision
makes the wrecking car universal in
its application.

The handling of accidents to rolling
stock upon a city elevated system re-
quires a very different treatment from
that which is possible upon surface
roads, which fact consequently has
had a marked influence upon the
equipment of the tool car. A great

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

deal of study was given, with this in mind, not only to the
design of the car, but also to the probable methods of handling
it, and the result will unquestionably be productive of the best
possible results in clearing the lines of blockades in emergency
cases. Every facility known in the form of mechanical appli-
ances for dismantling and handling equipment has been pro-
vided for removal as well as also for patching up, when possi-
ble, to permit of the line being cleared. The extent to which
the detail of this equipment has been carried out may be best
appreciated by reference to the accompanying list of tools
which must be kept in each bin. A copy of this list is posted
conspicuously in each car and is used as the guide in checking
up the equipment, it being rigidly required that all tools called
for in the list shall at all times be in their place. An interesting
feature of the equipments is to be noted in the provision of

. 3}Z >) M-^e'-A

tyoooErv BiocM/f^o -5rn£ A. {/^ade opJ

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THIItn If/IIL INSULATIA/a COfEl!.

SOME OF THE SPECIAL TOOLS FORMING THE EQUIPMENT OF THE CARS

stretchers and medicine chests, by which "first aid to the in
jured" is made possible.

LIST OF TOOLS AND MATERIAL TO BE KEPT IN ONE
BROOKLYN RAPID TRANSIT COMPANY'S WRECKING CAR

First Bill —

1 Railroad claw bar with heel — 6 ft.

2 Sheldon compound bars — 6 ft.
2 Pinch bars — 5 ft.
2 Railroad claw bars — 4 ft.
I Chisel bar, ij^ ins. — 5 ft.
I Shackle bar- — 5 ft.
I Chisel bar — 3 ft.
I Lining bar — 5 ft.

Second Bin —
I King pin- — i%-in. diam.

1 Feeling king pin — ij4 ins.
6 White globes. No. 39 F. H.

2 Green globes, No. 39 F. H.

4 Red globes. No. 39 F. H. Lovell Company's signal lamp.
6 Dietz inspectors' lanterns.

2 Set of low center plates (male and female).
Third Bin—

3 lengths %-in. man rope, each 250 ft.
2 Double blocks with beckets, J^-in. rope.

Lovell Company's signal lamp.
Lovell Company's signal lamp.

5 lengths I -in. man rope, each 250 ft.
2 Heavy double blocks with beckets, i-in. rope.
Fourth Bin —
2 Hand saws — 30 ins.

5 Lip and spur auger bits, yi-in., }i-'m., i-in., i%-m. and i^-in.
4 Solid cast steel screw drivers, 5-in., 6-in., 8-in. and lo-in.

2 Octagon ball pene hammers — 25^2 lbs. each.
I Ratchet bit brace — 12-in. sweep.

1 Half-head railroad adze, with handle.

4 Socket paring chisels — i-in., iJ4-in., i^-in. and 2-in.

2 Star hack saw frames — 12-in.
2 Dozen 12-in. hack saw blades.

2 Broad hatchets — 4 lbs. — with "handles.
4 Stillson wrenches — 12-in., i8-in., 24-in. and 36-in.
10 Screw wrenches, engineers' black — two 6-in., lo-in. and 12-in.;

one 8-in., iS-in,, i8-in. and 21-in.
2 Car replacers (as per drawing).
4 All steel side-cutting pliers — 8-in.

3 Gas pliers — 14-in., lo-in. and 8-in.

1 Medicine chest, containing I lb.
pure rolled bandages — i bottle
tincture arnica, flos, etc.

2 Pearson pulling jacks — 10 tons ca-
pacity.

2 Car replacing jacks — 24 ins.
2 Norton ball-bearing car jacks — 33
ins., 15 tons, style Z.

4 Norton ball-bearing car jacks, 24
^^1*^1 ins., style F.

6 Blacksmith's sledges — One 8-in.,
lO-in., 14-in. and i6-in. ; two 12-in.
2 Railroad spike mauls (old style)

Verona — 8-in. and 12-in.
I Rack with assorted drifts and cold

chisels.
I Jack handle rack.
I Signal flag rack.

1 Wire nail railroad spike and screw
and bolt rack.

4 Nail hammers.
Fifth Bin—
4 Wrecking tool boxes (as per draw-
ing), containing two 8-in. screw
wrenches, i drift pin, i ball pene
hammer — 2J/2 lbs.

2 Third-rail insulating covers — 4 ft.
(as per drawing) .

2 Third-rail insulating socket
wrenches.

Sixth Bin —

3 Iron lock snatch blocks — i-in. rope.
12 Style "A" blocks, 33 ins. (made up).
12 Style "B" blocks, 24 ins. (solid).

Seventh Bin —

Small blocks, shims and wedges.
12 Style "C" blocks (made up).
Eighth Bin —

24 Style "D" blocks (made up).
Assorted blocks.

Ninth Bin—

4 Rail tongues.
40 ft. BBB ^-in. chain.
80 ft. BBB ^-in. chain.
40 ft. BBB i-^-in. chain.
60 ft. BBB ^-in. chain.
Tenth Bin—

I coil ^-in. Manila rope — 100 ft.

1 coil ^-in. Manila rope — 75 ft.

2 coils 3-in. Manila rope— 50 ft.
2 7-in. 8-ton cone-bearing journal jacks — Q.
2 ii-in. lo-ton cone-bearing journal jacks — D.
2 I I-in. is-ton cone-bearing journal jacks.
2 27-in. 30-ton hydraulic wrecking jacks.

Miscellaneous —
2 Tuttle tooth cross-cut saws^ — 5-ft., with
2 Pairs No. 12 extra heavy Climax handles.
2 Stretchers.

2 3S-ft. extension ladders.

6 Fire extinguishers.

3 Fire axes.
2 Spike pullers.

Bin post No. i %-in. chain 5-ft. i-in. square grab hook.
" " 2 " " 10 " "

May 13, 1905.]

STREET RAILWAY JOURNAL.

865

Bin post No. 3 %-in. chain 10 ft. Vulcan hook and 5-in.

ring.

" 4 y& '

" 5 "

" 5 H'

" 10 " I

" (} 34 '

" 5 "

" 7 V2 •

" 5 " Va

" 8 ^ '

" 5 " V4

" 9 Vs '

" S " I

" 10 H '

" 5 " I

(Square grab hook

as per drawing.)

The character of the majority of the tools enumerated in the
above list will be evident from a reference to the titles. Some
of the special tools were, however, designed especially for this
work and built at the shops of the company; the more impor-
tant of these are illustrated in the accompanying detail draw-
ings.

Special attention should be given to the interesting type of
blocking used. The provision of a large variety of sizes of
blocking is an important item in the equipment of a wrecking
car and as so frequently used in steam road practice, the supply
runs up into considerable weight, as the blocks are usually
made solid. As may be noted from the drawing, however, the
blocks are here, in nearly all cases, built up of smaller sized
pieces, which results not only in materially reducing the weight
per block and thus facilitating handling in inconvenient places,
but also in greatly cheapening the cost of the blocking, as the
"made-up" blocks are in all cases built up of scrap pieces of
lumber from the wood shop.

The advantages of the wrecking tool boxes, as well as also
the third-rail insulating covers, will be apparent from refer-
ence to the drawings. The tool boxes are always provided with
two 8-in. screw wrenches, a drift pin and a 2V'j-lb. pene ham-
mer, and can thus be picked up in a hurry and carried out to
work with in case of emergency, serving as an excellent re-
pository for additional tools that are brought out from the car
to work with. The third-rail cover is used to cover the live con-
ductor rail alongside the track when workmen must work in
close proximity to it; this is an absolutely necessary safeguard
unless the power be shut off from third rail.

The car replacer embraces interesting features of principle
and construction, in that it involves a method fastening rigidly
to the running rail, so that a derailed wheel may be run upon
it without fear of its tipping or jarring loose ; upon an elevated
structure the handling of a derailed car is of much more im-
portance than on the surface, as there must be no mistakes on
the part of the tools. This replacer furnishes the desired se-
curity in the provision for keying it very firmly to the rail by
means of the wedge and clamp; its operation thence will be
evident from the drawing, the runner being laid over a tie in
front of the derailed wheel. The grab hooks used upon the
various chains hung on bin posts Nos. i to 10 are of an inter-
esting and important design ; ready reference to the size of the
chain is given by the label stamped on one edge of the hook,
as shown in the drawing, this indicating the size and length of
the chain.

An important innovation is also introduced in the equipment
of the wrecking tool cars in the form of a special method of
marking for each tool upon either one of the cars so that it will
be evident at a glance as to which of the two cars it belongs.
The importance of this provision will be realized to the fullest
extent when both cars are sent to work at the same point. This
is accomplished by the painting of each tool with a distinguish-
ing body color and also a narrow color stripe around the mid-
dle portion or handle of each tool. Green is the distinguishing
body color for all tools in the southern division car, while
black is the body color for the tools in the eastern division car.
All tools in both cars have a narrow stripe of yellow painted
around the middle of the body or handle, as is convenient; this
latter provision is of convenience also in distinguishing these
tools from others that may be brought from the shops or other
departments of the company.

As above stated, these cars were designed by the mechanical
department of the company, while the details of construction
were carried out entirely at the eastern division repair shops.
The provision of equipment of this type not only gives the
Brooklyn Rapid Transit Company the distinction of being the
first electric railway system to make adequate provisions against
wreck delays, but also places it in a foremost position amongst
the railway companies of this country in the matter of im-
provement of its rolling stock equipment and mechanical fa-
cilities.

COMPARATIVE SPEED TESTS OF STEAM AND ELECTRIC
LOCOMOTIVES

Under the auspices of the New York Central & Hudson
River Railroad and the General Electric Company, a series of
tests were made on April 29 last over the experimental track
at Schenectady, N. Y., in order to secure data on the relative
acceleration and speed characteristics of electric and steam
locomotion. The tests were made with New York Central
type electric locomotive 6000 (described in the Street Rail-
way Journal for Nov. 19, 1904), and Pacific type passenger
steam locomotive 2797, and were carried out in the presence
of W. J. Wilgus, vice-president, and E. B. Katte, electrical
engineer, for the New York Central, and E. W. Rice, Jr., third
vice-president; W. B. Potter, engineer railway department, and
A. F. Batchelder, engineering department, for the General
Electric Company. The data secured were intended for private

PROFILE OF ROAD ON WHICH THE TESTS WERE MADE

information, but the results achieved were considered so re-
markable that it was decided to make public the following
resurtie of the runs : '

TIME OF TEST AND WEATHER CONDITIONS

The test started about 8 a. m. and continued until about i
p. m. of April 29, 1905 ; temperature averaging about 50 degs.
F. ; weather, cloudy. During the time of the test no rain fell,
so that the rails were perfectly dry.

DESCRIPTION OF EXPERIMENTAL TRACK

The experimental track, 6 miles in length, is the portion of
old track No. 4 of the New York Central main line, formerly
used for eastbound freight movements between mile-posts 162
and 168, west of Schenectady.

The track materials are 8o-lb. standard N. Y. C. section steel
rail, with 6-bolt 36-in. splices, sixteen yellow pine ties to the
30-ft. rad, gravel ballast, well surfaced, curves elevated for a
speed of about 70 m.p.h.

The working conductor consists of top-contact 70-Ih. steel
rail reinforced with copper and covered in part with a board
protection. At four crossings, overhead construction is used
to cover gaps where the use of the third rail is inadmissible.
Experiments arc aliout to be started with a new type of under-
contact rail which, it is believed, will cure many of the evils
of the ordinar)- l(jp-contact third rail.

866

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

The alignment and grades are illustrated upon the accom-
panying condensed profile. It will be noted that from the
easterly end of the track at mile-post 162, going westerly, the
rising gradients vary from 5 ft. to 17 ft. per mile to a summit
between mile-posts 166 and 167, and thence the track descends
on gradients varying from 6 ft. to 19 ft. per mile to the end of
the track at mile-post 168. It will also be noted that in the 6

VIEW OF RUN "D," TAKEN 1500 FT. FROM THE STARTING
POINT, SHOWING ELECTRIC LOCOMOTIVE ABOUT
ONE TRAIN LENGTH AHEAD

miles there are seven curves, varying from o deg. 48 min. to
2 degs. 17 min., the maximum length of tangent being 7565 ft.

SOURCE OF POWER, TRANSMISSION LINE AND SUB-STATION

The power for testing purposes is furnished by the General
Electric Company, and for this purpose there has been in-

CO

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Street Ry.Journal

DISTANCE-TIME AND SPEED-TIME CURVES FROM RUN "D"

sub-station that has been erected by the railroad company near
mile-post 165. This sub-station contains a 1500-kw, 650-volt
rotary converter, with static transformers for reducing the
potential from 11,000 volts to 475 volts.

DIMENSIONS AND WEIGHTS OF THE TEST TRAINS
The accompanying diagram illustrates the governing dimen-
sions and weights of both locomotives. The weights of the
cars were as follows:

No.

Train
I

Locomotive .

Total

6-Car Train

Electric Train

3

4

S

6

Locomotive

Total....

1,060
1,070
1,092
1,097

1-55°
1,558

1,060

lOIjQOO

1,070

100,400

1,082

106,200

1,092

100,100

1,097

104,650

1,55°

102,800

1,552

106,000

1,558

104,750

200,500

513.6 tons

101,900
100.400
100,100
104,650
102,800

104,750

200,500

407.5 tons

No.

I

2

3

4

5

6

7

8

Locomotive

Total...

I

2

3

4

5

6

Locomotive

Total . .

Steam Train

Car No.

2,527
1,547
1,534
1,521
1,069
1,099
1,563
1,513

Weight, Lbs.
(No Load).

79,900
86,100
87,800
84,500
86,300
87,400
86,400
86,700
342,000

513 tons

2,527

70,900

1,547

86,100

1,534

87,800

1,521

84,500

1,069

86,300

1,099

87,400

342,000

427 tons

AVERAGE VOLTAGE DURING ACCELERATION

Runs

Series

Series-Mult'ple ■

Multiple

A

520
620
600
680
650
600

540
520
540
680
600
620

235
275
330
515
420

455

B

C

D

E

F

-7-'0^M<4-l-l%^

-Total Weight, Locomotive Only, 'Jlfi.fKK) Iba

-Grand Total,Locoinotive Complete 342,000 Ibs-

Street Ry. Journal

DIAGRAM OF COMPARATIVE WEIGHT DISTRIBUTION,
ELECTRIC AND STEAM LOCOMOTIVES

stalled at its Schenectady plant a 2000-kw, three-phase, 25-
cycle Curtis turbo-generator, delivering 11,000 volts to the
line. A special high-tension transmission line has been con-
structed for the intervening distance of about 5 miles to a

It will be noted that, due to the restricted cross section of
conductors, the voltage dropped during acceleration consider-
ably lower than will obtain in actual practice within the elec-
tric zone in the neighborhood of New York. Therefore the

May 13, 1905.]

STREET RAILWAY JOURNAL.

867

results obtained in this comparative test are much less favor-
able for tiie electric locomotive than will be secured in actual
practice.

SCHEDULE OF RUNS
Run "A." — The "Pacific" type steam locomotive had an
eight-car train with a total weight, including the locomotive,
of 513 tons, as compared with the eight-car train behind the
electric locomotive weighing 513.6 tons. Both trains started
together, with the steam locomotive accelerating faster than
the electric locomotive, due to the abnormal drop in voltage
from the pressure at the station of 700 volts, to a track volt-
age as low as 325 volts. At 3000 ft. from the starting point
the electric locomotive gained the same speed as the steam loco-
motive, and from that point accelerated more rapidly, so that
at a distance of 2 miles from the starting point the electric loco-
motive passed the steam locomotive, and at the shutting-off
point was two train lengths ahead.

" The maximum speed of the steam locomotive was 50 m.p.h.

The maximum speed of the electric locomotive was 57 m.p.h.

Run "B." — This run was made under the same conditions at
Run "A," with results practically the same, except that the
speeds were higher, as follows :

Maximum speed of steam locomotive, 53.6 m.p.h.

Maximum speed of electric locomotive, 60 m.p.h.

Run "C." — This run was made with six-car train for botli
locomotives, with total train weights as follows :

Electric locomotive 407-5 tons

Steam locomotive 427 tons

Owing to extreme low voltage under the conditions above
stated, which during acceleration fell as low as 330 volts, at
first the steam locomotive accelerated more rapidly, but at the
end of about a mile the electric locomotive overtook the steam
train and continued to forge ahead until the power was shut off.

Maximum speed of electric locomotive, 61.6 m.p.h.

Maximum speed of steam locomotive, 58 m.p.h.

Run "D." — In order to secure as nearly as possible results
comparable with the conditions of voltage that will obtain in
the actual operating zone, this run with six-car trains, similar
to those used in Run "C," was started at a point nearer the
sub-station, near mile-post 164. For this run the electric loco-
motive from the first turn of the wheels accelerated faster than
the steam locomotive, as plainly evident in the photograph re-
produced herewith, where, at a distance of 1500 ft. from the
starting point, the electric locomotive led by a train length.
The diagram shows the acceleration and speed-time curves for
this run.

Run "E." — This run was made with the electric locomotive
and one coach, a maxinumi speed of 79 m.p.h. having been
attained.

Run "F." — This run was made with the electric locomotive
running light and with the power shut off on curves, a maxi-
mum speed having been attained of 80.2 m.p.h. Had it not
been necessary to shut off the current on curves it is believed
that the locomotive would have attained a speed of over 90
m.p.h. in this comparatively short run. (A speed test on May
I reached 85 m.p.h., with a limitation on the 2-deg. 17-min.
curve of 78 m.p.h.)

RIDING QUALITIES
At all speeds the smooth riding qualities of the electric loco-
motive were very noticeable, especially the lack of "nosing"
effects. After the runs the track was carefully examined and
no tendency to spread rails was discovered. However, on the
sharper curves the high speeds caused the track to shift bodily
in the ballast, due to insufficient superelevation of the outer rail.
SUMMARY

The most important test is Run "D," as the voltage during
that test more nearly approached the conditions that will be
obtained in the electric zone. Therefore the following compari-

son of the steam and electric locomotives, based upon the re-
sults of Run "D," are very interesting as illustrating the
marked superiority in acceleration of the electric locomotive
over the steam locomotive, considering the fact that the "Pa-
cific" type of steam locomotive has practically the same weight
upon the drivers.

Steam

Electric

Difference in
F;ivor of Electric

Length over all

67 ft. 7 J ins.

36 ft. 1 1 } ins.

30 ft. 8i ins

Total weight (including tender

200,500 lbs.

141,500 lbs

for steam locomotive)

342,000 lbs.

Concentrated weight on each

11,500 lbs.

47,000 lbs.

35,500 lbs.

Revenue bearing load back of

256 tons

307.25 tons

51.25 tons

Acceleration M. P. H. P. S.

.148

averaging up to 50 M.P.H.

.246

■304

Time rec|uired to reach speed

76 sec.

of 50 M. P. H

203 sec.

127 sec.

♦-♦^»

GEN. BANCROFT ON ROLLING STOCK IMPROVEMENTS IN

BOSTON

In speaking to a representative of the Street Railway
Journal concerning some of the plans for improving the ser-
vice on the surface and elevated lines of the Boston Elevated
Railway Company, Gen. Bancroft pointed out that there are
practically but three ways by which a street railway company
can increase the carrying capacity over its Hues. It can in-
crease the size of its cars, it can adopt some modification of
the English double-deck car, or it can run cars in trains. The
first suggestion offers little in the way of relief, inasmuch as
most large cities in this country have already adopted as long
a car as is practicable to run through city streets. In fact,
many managers are coming to the opinion that in some in-
stances our city cars are already too long. As to the sugges-
tion of a double-deck car there is much to be said. It is well
known that in England and on the Continent the double-deck
car has been accepted as a permanent standard type and seems
to fill all the requirements, both from the standpoint of the
public and of the company. Up to the present time, however,
the public of our American cities have not espoused the idea
of a second deck with any degree of enthusiasm. It is not
unreasonable to assume, however, that after the advantages
of this type of car are more fully understood by the American
people they may regard it with more favor. Experiments in
this line are now being made in this country, notably on the
Alinneapolis system, and these will be watched with interest.
It may be said that the officials of the Boston Elevated Railway
Company have in mind some modification of the foreign
double-deck car as one of the possibilities, although perhaps a
remote possibility, in affecting a solution of the problems aris-
ing from the need for increased seating and carrying capacity
on the congested city lines.

The third solution suggested, namely, the running of surface
cars in two and three-car trains, is now receiving a thorough
trial in Boston. The Boston Elevated Railway Company has
recently purchased forty Brill semi-convertible cars fitted witli
a new system of multiple-unit control that has been worked
out by the General Electric Company. The system provides
for automatic acceleration, but is somewhat simpler than the
multiple-unit control in general use for elevated and subway
work. The cars are equipped with a new Westinghouse auto-
matic braking system which embodies several new features,
particularly with reference to adapting the brake for ordinary
surface cars.

In considering the possibilities of running surface cars in

868

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

two and even three-car trains, the Boston company made a
careful study of the possible combinations. These resolve
themselves down to three practical arrangements. It is possi-
ble to place the four motors on one car with the master con-
troller on one or both ends of the motor car and running the
second car as a trailer, pure and simple. ■ This, of course, would
involve building loop or Y terminals for all lines, in order to
avoid shifting the trailer at the ends of the runs.

Another possibility was to put the four motors on one car,
but have master controllers on the trail car as well as on the
motor, so that the train could be controlled from either end.

A third solution, and the one that was ultimately adopted,
is to put two motors on each car of the train and have master
controllers on the front and rear end of the train, so that it
may be run in either direction without more trouble than is
involved in changing controller handles. It is probably true
that the cost of maintaining motors when they are distributed
two to a car will be somewhat greater than if the four motors
were placed on one car, but it is believed that this slight dis-
advantage is more than offset by the advantages gained in the
arrangement as finally adopted.

Concerning the latest type of car for elevated service which
has been described in these columns, it can be stated authori-

TEST OF A 5000-KW. ALTERNATOR*

BY L. L. GAILLARD,

Formerly Electrical Superintendent with the Interborough Rapid Trajisit
Company, New York

The following paper is intended to give a general description
of the series of tests made on each of the alternators installed
in the Seventy-Fourth Street (Manhattan) power station of
the Interborough Rapid Transit Company, of New York City.
The object of the tests was to obtain characteristic curves of
the machines and to determine how nearly they conformed to
the contract requirements and the manufacturer's guarantee.

Each machine is a 5000-kw, 11,000-volt, 25-cycle, 75-r. p. m.
Westinghouse alternator, direct connected to a double hori-
zontal-vertical Allis compound engine.

It may be well to preface the account of the tests with the
following extracts from the contract specifications giving cer-
tain data obtained from the calculations of the manufacturer,
and certain guarantees upon which was based the acceptance
or rejection of the machine by the purchaser:

A guaranteed full-load efficiency of 96.5 per cent, to meet which
guarantee the total permissible losses in the alternator are therefore
181,300 watts.

Truck Saac £S'~o

PLAN OF THE EXPERIMENTAL CAR FOR THE EAST BOSTON TUNNEL

tatively that the company is entirely satisfied with the results,
and the work of changing over the older elevated cars to the
new design is now under way. This will include the vesti-
buling of all the old elevated cars, taking out the inside doors,
adding sliding and side doors and operating all doors by a
pneumatic device.

An experimental car is being built for the East Boston tun-
nel with folding end compartments for the motorman, and will
be out of the shops within a few weeks, at which time a com-
plete description of the details will appear in the Street Rail-
way Journal. The car is designed for service on the surface
lines as well as in the tunnel, and as soon as the various minor
details have been thoroughly tried out similar cars will be built
for regular service on certain of the lines. It is not claimed
that the new East Boston tunnel type of car is absolutely fire-
proof, but it is believed it possesses sufficient fire-resisting
qualities to insure a high degree of safety in operation.

The New Orleans Railway Company has issued a neatly
printed booklet containing views of the special electrical illu-
mination of New Orleans during the Mardi Gras Carnival on
March 7, made under the direction of the company. The half-
tones show principally the exteriors of the various social clubs ;
Canal, St. Charles and Royal Streets, which were illuminated
with electric streamers through the co-operation of various
committees appointed by the Mayor, and of the City Hall, the
St. Charles Hotel and the establishments of several enterpris-
ing firms. This beautiful display was the subject of much
favorable comment from the visitors to the city, and strikingly
illustrated to everyone the magnificent effects which may be
produced by artistically designed electrical exhibitions.

The full-load field current equals 202. amps.

The full-load armature current equals 263. amps.

The armature copper loss equals :

263- X 0.4 equals 27667. watts.

The field resistance equals 0.85 ohms

The resistance of the armature equals 0.4 ohms

The field copper loss equals :

202' X 0.85 equals 34683. watts.

Total copper losses equal 62350. watts.

Total allowable iron losses, based on 96.5 per cent full-
load efficiency, equals 118950 watts.

The efficiency on non-inductive load will be :

At one-quarter load equals not less than 90.00 per cent.

At one-half load equals not less than 94-So "

At three-quarters load equals not less than 95-50 "

At full-load equals not less than 96.50 "

At 25 per cent overload equals not less than. . . 97.00 "

The efficiencies are based on I"R loss in the armature and field
coils and on the armature iron loss. Friction is not included.

The current in the armature when short-circuited with normal
no-load field current, will equal three times full-load current.

The regulation at 100 per cent power factor will equal 6 per
cent.

After running for twenty-four hours at full-load at 100 per cent
power factor, the rise in temperature in no part will exceed 35° C. ;
and at 25 per cent greater load, with the same power factor, for
twenty-four hours, the rise in temperature will not exceed 45° C.

The following measurements and tests were made on the
alternator :

Measurement of armature iron loss.
Resistance of armature winding.
Resistance of field winding.
TR loss in armature.
TR loss in field.
Efficiency at various loads.
No-load saturation curve.

* Abstract of a paper presented before the Electric Club, of Pittsburg, and
appearing in the Electric Club "Journal" for May, 1905.

May 13, 1905.] ' STREET RAILWAY JOURNAL.

869

Short-circuit characteristic.
Regulation (calculated).
Insulation puncture test.
Temperature rise under load.

Armature Iron Loss. — It being entirely impracticable to
measure this loss in the usual manner, the iron losses were
determined from a measurement of the losses in sample rings
made from the material of which the armature was built up.
These samples were annealed in the ovens with the armature
laminations, were painted the same as these laminations, and
then built up into test rings and compressed until their volume
contained 90 per cent solid metal. The rings were then wound
for test purposes and the losses at the different inductions were
measured with a sensitive wattmeter.

From tests on these samples the total watt loss in the arma-
ture was calculated to be 38,693 watts.

The impracticability of making an accurate determination
of the iron losses after the machine had been assembled is to
be regretted, as the method adopted and just described con-
. tains probabilities of error which cannot be pre-determined or
eliminated. The armature casting is rnade in six sections and

100

90

80

— 70
-3 — 60
50

s

U — 40
b
Qu

— 30

20

JO

4

0

JOOO

1

2000
1

3000
1 Kil

4000
owatt Out

5000
put 1

6000
1

17000

J

EFFICIENCY CURVE OF 5000-KW ALTERNATOR FOR
VARIOUS LOADS

the sheet steel laminations are each no greater than 6 ft. in
length, thus making in the magnetic circuit six butt and nu-
merous lap joints. The losses due to these breaks in the mag-
netic circuit are, of course, neglected when the determination
of the iron losses is made in the manner just described, but it
is probable that they are of so small a value when compared
with the total losses as to be negligible.

Resistance Measurements of Armature and Field. — These
measurements were made by the usual drop-of-potential
method, the temperature of the winding and of the room being
observed. The resistance as measured were then calculated for
a room temperature of 25 degs. C. and the FR losses calculated
on this basis.

Resistance of armature:

Phase I — 2 R = 0.2325 ohms at 25° C.

" 2—3 R = 0.2332

" I — 3 R = 0.2329 "
2 times combined resistance of three phases =

0.2325 4" 0.2332 -f 0.2329 =: 0.6986.
Total armature resistance therefore equals
0.6986

= 0.3493 ohms.

2

Resistance of field at 25° C. = 0.8206 ohms.

Efficiency. — As noted above, the efficiency is based on the
armature iron losses and the field and armature TR losses. The
iron losses were determined as described above, and from the
resistance values as obtained by measurement, the FR losses
in field and armature have been calculated for various loads
from 25 per cent to 125 per cent of full rated load. These ap-

pear in tabulated form below, and the accompanying curve was
plotted from the calculated efficiencies.

In calculating the field I'R loss, 208.1 amps, was used as full-
load field current, this value being obtained in the following
manner :

Field current corresponding to terminal voltage on open

circuit plus armature resistance drop, equals iqS-S amps.

Field current necessary to give full-load armature current

or short-circuit, equals 62.5 "

Full-load field current is the vector sum of above, or 208.1 "

i Load

i Load

f Load

Full Load

\\ Load

Iron loss, kw

38.69

38.69

38.69

38.69

38.69

Armature FR Ioss,kw

6.04

13-59

24.16

37-75

Field I-'R loss, kw...

35-54

35-54

35-54

35-54

35-54

Total losses, kw

75-74

80.27

87.82

98-39

III. 98

Output, kw

1250.

2500.

3750-

5000.00

6250.

Input, kw

1325-74

2580.27

3837.82

5098-39

6361.98

Efficiency, per cent..

94.29

96.50

97.71

98.06

98.24

Insulation Test. — The contract specifications required that
after the machine had been assembled the insulation of the
field winding from the frame should be subjected to a puncture
test of 2500 volts alternating electromotive force for a period
of one minute, and that the insulation of the armature winding
from the frame should be tested at a potential of 25,000 volts
for thirty minutes.

As the armature coils had been exposed to moisture for some
time before being assembled, it was thought advisable to give
them a drying out before subjecting them to the puncture test.
For this purpose the armature was short-circuited and the ma-
chine run at about two-thirds full speed, with sufficient field
current to give about 500 amps, in the armature. This heat
run was kept on for about sixty hours, then the machine was
shut down and the windings carefully wiped off and allowed
to cool to the temperature of the room before the insulation
test was made.

The insulation tests were made by using a 250-kw, 40,000:
360-volt, 25-cycle, oil-cooled transformer, the low-tension wind-
ing of which was connected in series with a water rheostat, to
the 400-volt, 25-cycle station bus-bars. The potential on the
high-tension side of the transformer was measured with a
50,000-volt electrostatic voltmeter which had been previously
calibrated.

It may be of interest to note that when the test potential was
first raised to 25,000 volts, and for some minutes thereafter, a
considerable static discharge was noticed taking place over the
surface of the windings. As the test was prolonged, this static
discharge gradually decreased in intensity until after the lapse
of about twenty minutes it almost entirely disappeared.

Regulation. — The specifications for this machine provide that
"a load of 263 amps, per terminal at 11,000 volts electromotive
force and at 100 per cent power factor may be thrown off, and
the electromotive force will rise 6 per cent with constant speed
and constant excitation."

It has not been found convenient to make an actual measure-
ment of the regulation of the machine, but from the data and
characteristic curves it has been calculated. This calculation
was made by the usual magnetomotive force method and the
regulation was found to be 4.5 per cent. This figure is un-
doubtedly too small, as this method of calculation invariably
gives results more favorable to the machine than those obtained
from actual test.

Temperature Measurements. — A number of determinations
of the temperature rise in field and armature conductors and in
armature laminations were made after the machine had been
running under load for a sufficient length of time to have
reached a constant temperature.

The following results represent the average rise in tempera-
ture above the surrounding air of the various parts of the ma-

S70

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

chine after a run of seventeen hours at an average load of
5000 kw :

Temperature rise above air:

Field winding 22.5° C.

Armature winding 22.6° C.

Armature laminations 25.5° C.

The performance of the eight alternators, of which this one
is representative, has been so excellent and the temperature so
greatly below the guarantee, that their rating has been in-
creasing from 5000 kw to 6000 kw.

Testing Synchronizing Connections. — After the first machine
had been installed it became necessary to make sure of the
correctness of the synchronizing connections of each of the
others as it became ready for operation. For synchronizing,
dark lamps and a dial synchronizer are used.

To make an absolutely certam test of the synchronizing con-
nections, the following interesting method was adopted : When
the second machine was ready for service, the main switches
of both Nos. I and 2 were closed, tying the machines to the
bus. Full-load field current was put on each alternator and
lioth engines were started simultaneously and slowly brought
to full speed together. If the lamps remained dark and the
synchronizer indicated exact synchronism, no better check
could be had on all connections. Had there been any wrong
connections in the armature circuit of one machine, making a
short-circuit when the two machines were tied together, this
would have been indicated on the ammeter in the armature cir-
cuit immediately after the machines started. The relay would
also have operated immediately to open the armature switch.

After the two machines had been brought to full speed (tied
together) they were then cut apart and synchronized in the
usual manner. This method was used with great success on
all the machines, a separate bus-bar being used for the purpose.

♦<>

FOR RECORDING REGISTER READINGS

As a means for obtaining accurate daily records of register
readings in all its cars, the Public Service Corporation of New
Jersey is using a "Daily Car Record," herewith reproduced.
The record blank is a card 8}i ins. x 5^ ins., and one of these
is placed in each car every morning in a small metal rack pro-
vided for the purpose. Before the cars leave on their first
runs the depot starter takes the reading of the register in each
car and enters the figures on the top line of the card, under the
headfng "Register commencing." This card remains with this
particular car for the entire day, irrespective of changes in
crews, routes or schedules. Each conductor who may happen
to run with the car during the day is required to enter the
totalizer register reading when he takes the car and when he
leaves it. It will be evident that this system insures accuracy
in keeping the total registrations for the day, inasmuch as each
condtactor, for his own protection, must see that the reading-
entered by the previous conductor tallies with the reading as
entered for the beginning of his own run. The system also
obviates the necessity for having inspectors or starters take the
register readings at every change of crews, as the conductors do
their own entering, and under conditions which give an abso-
lute check. Of course, the conductors also enter the register
readings on their day cards, and in the auditor's office the daily
car records are checked very carefully with the conductor's
day cards,, thus giving a double checking. Moreover, the depot
starter enters in a book the totalizer reading in the morning
before the car starts out and again at night when it is turned
in, and the total registrations must, of course, tally with the
entries on the daily car records, thus giving an additional
safeguard.

The system of register cards is extended to include every
car owned by the company in which there is a register, whether

the car be in service or in the shop or in storage. The repair
shop men are required to make the entries on the correspond-
ing card for all registrations they may make when testing or
repairing registers.

It will be understood that by assembling all the register cards
from the entire system for each day it is possible to determine
the aggregate number of registrations made for the day on all
the registers owned by the company. For these aggregate read-
ings there must be some corresponding check or explanation,
either in the way of cash fares or tickets, or a record of non-
revenue registrations made by shop men. This facility for
accurate verification gives the auditing department a very val-
uable check on the operation of registers for the entire system.

At the bottom of the register card, under the column rulings,
are printed the following instructions:

INSTRUCTIONS TO CONDUCTORS
Indicate by filling in the above blank the time and register reading when
you take this car, and the time and register reading when you leave this car,
also your badge number. If there is any difference in your reading of the
register and the previous reading, call the attention of the officer in charge.
In the absence of any officer, please call the attention of witnesses, giving
their names and addresses, and note the same on your report.

INSTRUCTIONS TO CAR HOUSE MEN
Stamp in route. Record the register reading on this blank when the cars
come in the car house at night, and record same reading on the blank for the
ne.xt day. Next morning send all car records for cars in use and those not
in use, in the bag to the general auditor. On sending or receiving a car,
note the route from which it was received or to which it goes, and note the

DAILY CAR RECORD.

Date. Car No.

Pegister No. Route .

TIME.

Conimencin,(j-.

TIME.

Reg-. Ending.

Badg:e No.

A. M.

P. M.

A. M.

P. M.

*

REGISTER RECORD BLANK, PUBLIC SERVICE CORPORATION

register reading, and in the same way note any change in the register by
recording the number of the register.

In making entries on car record, use the blank line nearest the top of the
page, giving the route and register reading, and sign your name at the end
of the line.

INSTRUCTIONS TO SHOP MEN
You are instructed to record on this blank the register reading when you
receive this car, and also the register reading when you dispose of it, and
sign your name.

GENERAL INSTRUCTIONS
Any defect in the register must be reported by any employee at once in
writing to the division superintendent. Note the same on this blank and
sign.

^

The Illinois Central Railroad has announced a reduction of
nearly 100 per cent in passenger fares between Chicago and
Kankakee, Decatur and Bloomington. The object is to meet
the competition of the electric railways. The trains are to
consist of an engine and passenger coach, no baggage to be
carried and stops are to be made not only at regular stations
but at cross roads.

May 13, 1905.]

STREET RAILWAY JOURNAL.

871

ELECTRIC TRACTION*

BY VICTOR TREMONTANI,
Chief Superintendent and Manager, Electric Department Italian-
Mediterranean Railway

The author was assigned to discuss the development of elec-
tric traction on railroads in countries other than America,
France, Great Britain and Belgium.

The most typical installations of electric railways made since
1900 are those of the Milan-Varese-Porto Ceresio line built by
the Italian Mediterranean Railway Company, and of the Lecco-
Sondrio-Chiavenna by the Italian Adriatic Railway Company.
Apart from these two experiments, which, both from their im-
portance and their boldness, will always form a landmark in the
technical history of railways, very little, in fact hardly any-
thing, has been done in the countries with which this report
deals.

ADVANTAGES AND DISADVANTAGES OF STEAM AND ELECTRIC
TRACTION

In order to carry passengers at a speed of 62 m.p.h., about
half the power of the steam locomotive is used to drive itself,
and only the other half is used to haul the train. In the case
of steam traction there is thus at present the double difficulty
of increasing the speed of the locomotive, while at the same
time increasing the weight of the trains ; this difficulty steam
locomotives do not seem able to overcome, although many im-
provements have of late been made in them.

The great speed which a locomotive (owing to the great
vibration caused by the reciprocating movements) could not
give in practice without an enormous expenditure of power
can easily be obtained by a system of electric traction, and this
is proved by the results obtained, not only in the Marienfelde-
Zossen trials, but also on the other electric railways. A speed
of 62 m.p.h. may now be looked upon as practicable with elec-
tric traction. On the Milan-Varese line, in a trial, a speed of
77 m.p.h. has been attained, running smoothly on a weak track,
which would not have stood a speed of 49.7 m.p.h. in the case
of trains hauled by steam locomotives. Thus the electrifica-
tion of a line makes it possible to increase the speed without
altering or strengthening the track, and the latter operation
would involve a heavy expense on nearly all the railways hav-
ing ra'ls of medium weight supported on a small number of
sleepers.

A steam locomotive to haul fast trains must have a very
great weight, which has many disadvantages; in the case of
electric traction, however, the weight of the motors is much
less and can in no way be compared with that of its rival.
Moreover, the electric locomotives, and still more the electric
motor cars, which are of a much simpler construction than the
steam locomotives, require no tender or special installations in
the stations or along the lines, for the supply of water ; more-
over, they can easily run in either direction, so that turntables
are not required.

The average distance run by a steam locomotive is only 56
miles per day, whereas electric cars can run 298 miles per tlay ;
a steam locomotive requires at least three-quarters of an hour's
attention before it starts and after it has completed its run,
whereas electric locomotives and electric cars only require a
few minutes for this purpose. All this shows that electric trac-
tion makes it possible to operate a line with a smaller number
of locomotives, and hence results in economy, not only in the
f.rst cost, but also in the working expenses ; maintenance and
renewals cost less than with steam traction. In connection
with the working expenses it must not be forgotten that elec-
tric traction makes the paint and the upholstering of the car-
riages last longer, reduces the cost of the staff (maintenance

•Abstract of paper read at International Railway Congress, Washington,
May 11, 1905.

and train staff), the cost of maintenance of the rolling stock
and of the permanent way, and facilitates the lighting of the
stations and of the trains.

Electric traction entirely does away with smoke, and this is
a very valuable quality in the case of long tunnels, because the
signals will always be visible and it will be possible to divide
a tunnel into several block sections in order to increase the
carrying capacity of a line which, in certain cases, has reached
its limit with steam traction.

As regards the acceleration, it may be said that a steam loco-
motive cannot keep up a uniform acceleration for more than a
few moments, whereas an electric motor satisfies to a remark-
able extent all the desiderata of a tractive motor, and these
may be summed up in the following words : Absence of noise,
smoke, smell, sparks and cinders ; great torque, rotary move-
ment, small weight, power variable within very wide limits,
possibility of obtaining the acceleration desired.

It has been proved that the superiority of the electric motor
lies chieify in the fact that the tractive effort is more contin-
uous than in the case of a steam locomotive, that the adhesion
is utilized better in the case of electricity and that electric
trains always give a higher mean speed for lower maximum
speed, and consequently less energy is consumed than in the
case of steam-driven trains.

The adoption of electric traction also makes it possiljle to
replace the existing fast and express trains, which are of con-
siderable weight, by a larger number of quicker and lighter
trains, consisting of one or two auto-motor cars and some
trailers. Now this increase in the number of trains will cer-
tainly result in increased traffic, owing to the greater facilities
it will give the public and to the time it will save. The sub-
division of heavy trains into light trains, which would be im-
possible with the existing system of traction, as a numerous
staff would be required, would cost but little in the case of
electric traction, where a train would require two men only —
a driver and a conductor — who also know how to operate the
apparatus.

COST OF FUEL, OR COST OF ENERGY
Concerning data on the consumption of coal on the Milan-
Varese-Porto Ceresio line after the introduction of electric
traction, the author is able to state that experience shows that
on an electric railway operated under similar conditions (as
regards gradients and working), the energy consumed by a
train having a useful weight of 197 English tons running on
the flat at a speed of 56 m.p.h. amounts to 49 watt-hours per
English ton-mile — that is, 9.66 kw-hours per train-mile. Now,
in order to obtain this on the electric train, it is necessary to
luirn at the central generating station, on the average, ^ v 6 —
12 kg of best quality coal per train-kilometer (42.58 lbs. per
train-mile), losses in the mains, transformers and motors being
allowed for.

In the case of steam traction, such a train, having a useful
weight of 197 English tons, must necessarily have a total
weight of 276 English tons, and various statistics consulted
enable the writer to state that the steam locomotive of this
train, running at a speed of 56 m.p.h. on the level, would burn
63.86 lbs. per mile.

Thus, in the case of electric traction, there is a great saving
not only in the consumption of energy, owing to the better
utilization of the weight, but also in the amount of coal re-
quired for driving the train.

COST OF MAINTENANCE OF ROLLING STOCK AND APPARATUS
In this connection, the observations made on the lines of
Milan-Varese-Porto Ceresio, Lccco-Colico-Sondrio, Bergdorf-
Thun, etc., lead to the conclusion that the cost of maintenance
of rolling stock is less than on similar steam lines, and as this
maintenance costs less, it may be added that it is simpler, more
quickly carried out and consequently less costly, and that less
extensive repairing shops will be required.

8/2

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

COST OF LUBRICATION, OF CLEANING AND OF STAFF
The observations made enable the author to affirm that the
cost of lubrication is less with electric traction than with
steam traction, and that the absence of smoke results in an im-
portant reduction in the cost of cleaning. Finally, the staff
required on the train can be reduced in the case of electric
traction to two employees — one for driving and the other for
the train, as it is possible to replace the driver and the fireman
by one wattman, or motorman, who does not need to go
through a long and complicated apprenticeship (as required in
the case of steam traction), and who consequently can be paid
at a much lower rate.

COST OF MAINTENANCE, RENEWAL AND SUPERVISION OF
TRACK

Experience has proved the truth of what was theoretically
expected in this connection,, namely, that electric traction is
cheaper than steam traction as regards track expenses. In
fact, if there be taken into account in the case of electric trac-
tion, the maintenance and renewal of the appliances at the
transformer sub-stations and of the third rail or other con-
ductor, there are per contra no expenditure for constructing
and maintaining installations for supplying water to the boilers,
and what is more important, the maintenance of the track is
reduced. There is no doubt that with electric traction the
track is subjected to less wear and tear than with steam trac-
tion, because there is no jumping, pitching or sideway oscilla-
tion, and hence the weight can be more evenly distributed over
the wheels ; also because the tangential force on the rails is
smaller and more regular with electric locomotives and cars ;
all these advantages evidently result in a material reduction in
the cost of maintenance of the track.

The technical and financial advantages mentioned, which re-
sult from the application of electric traction on railways, are
worth the attention of those operating lines, and the observa-
tions made by the author lead him to believe that at present a
large number of steam lines would profit by being electrified.
Certainly in making the choice and in the economic considera-
tion of the question, it is necessary to take into account the
cost of transformation, and the additional charges for amortisa-
tion must not be neglected; but if the fact that the electrifica-
tion of an existing line may result in a large increase of the
gross receipts is taken into consideration, we shall often be
surprised to find that electrification can be effected with great
advantage.

The example of certain electrified railways — e. g., that of
the Milan-Varese line, which is a typical case — proves that in
spite of the heavy cost of electrification, and in spite of the
generation of the electric current by means of steam engines,
a very considerable net profit is obtained in comparison with
the old system of traction, a profit which will be increased still
more if it becomes possible, as it is hoped, to use water power.

The author then briefly compares the three different methods
of utilizing electric traction, namely, continuous current, poly-
phase alternating current and monophase alternating current,
and describes the advantages and limitations of each.

In closing, the following conclusions are presented:

I.— GENERAL FEATURES

Electric traction offers a number of advantages of a technical
nature, in workinsr and in economy, over the existing methods of
steam traction, and, although — to judge by the limited number of
practical trials made up to the present — the problem does not ap-
pear to have been solved completely and finally (except in certain
special cases — metropolitan, suburban and mountain railways), the
question of this new and seductive method of traction to large rail-
ways is worthy of serious investigation, not only in the case of
companies working metropolitan lines and those working the sub-
urban traffic of some of the large provincial towns, but also of the
others, and more particularly those which have to meet the fierce
competition of electric tramways.

The application of electricity to the traction of railway trains is

now a necessity and requires to be seriously investigated and ap-
plied, particularly in the case of those countries — like Italy and
Switzerland — where coal is dear, and where, on the other hand,
there are abundant natural sources of supply of energy.

II.— THE ELECTRIC SUPPLY SYSTEM TO BE ADOPTED
In the present state of science it appears probaljle that electric
traction on railways proper will only be possible practically by the
use of current generated by stationary plant at central stations,
transmitted to the locomotives by insulated conductors laid along
the permanent way and utilized in the motors on the train. This
is now rendered more easy by the advance which has been made in
high tension generation, distribution and conversion, currents at
60,000 volts being now generated in several stations, enabling any
amount of electric energy to be conveyed with certainty, ease and
economy to sub-stations up to a distance of 400 kilometers (249
miles), so that it would now be possible to supply a line of railway
400 km in length from a single generating station.

The continuous-current system has been thoroughly tried, and its
use in traction on railways has demonstrated its excellent qualities
of large range of load (great acceleration) and elasticity; it is to
be preferred where it is a question of a railway with heavy pas-
senger and goods traffic, and where a frequent and quick service is
required.

The three-phase current system is complicated, and has the dis-
advantage of loss of a considerable amount of energy in the re-
sistances when starting.

A great movement in favor of the single-phase system has taken
place during the last few years in Italy and in Germany, and is
spreading little by little also in America. This last system is theo-
retically better than the preceding, and, although the applications of
the single-phase moto'r to railway traction are but in their infancy,
it may be definitely stated that in them will be found the solution
of the problem for light railways and for those lines which run
into towns where this motor can also utilize the continuous-cur-
rent supply.

III.— FROM THE SERVICE POINT OF VIEW
In the first place, it must be borne in mind that the ideal traffic
for passengers is that obtained by a service similar to that on tram-
ways, but at high speed — that is to say, that the existing trains
which start at intervals of several hours should be replaced by
light trains running at short intervals. Now, in order to obtain
greater speed for the existing trains, the steam locomotive 'cannot
be used, as it has nearly reached its limits of economy and power,
and we must turn to the electric motor, which can easily give the
extreme speeds at present in demand for express trains. To ob-
tain the frequent service desired by the public, steam trains cannot
be multiplied without largely increasing the working expenses,
whereas with electric traction the increase in number of the trains
entails but small additional expenditure.

With the adoption of electric traction on railways a new service
should be commenced with frequent fast trains of smaller size.
The ideal with electric traction is the automotor vehicle itself
forming the whole train.

The reporter is of opinion that the following conclusion may be
drawn : That in the future trains of great length will no longer be
run (except for long distances), and that numerous short trains
will be run instead. This result will in a great measure depend on
the advances made in electric technology, but even now the possi-
bilities of electricity and of its mode of transmission are realized
as affording several good solutions, none of which can be regarded
as final, but all of which have their advantages according to the
mode of application and to local conditions.

ELECTRIC TRACTION IN GREAT BRITAIN AND BELGIUM

The paper on this subject at the International Railway Con-
gress at Washington was presented by Ernest Gerard, Inspec-
tor General of the Ministry of Railroads, Posts and Tele-
graphs of Belgium. The report is divided into two sections,
one dealing with the electrification of steam railways in the
countries named and the second to the use of electric automo-
bile cars on sections of steam roads where there is little traffic,
and where it is more economical to use lighter rolling stock,
consisting of individual units, which can stand idle in the in-
terval between two successive trains without costing anything
except for the time of the crews.

Taking up the question of electrification of steam railroads

May 13, 1905.]

STREET RAILWAY JOURNAL.

873

in Great Britain, the author at the outset gives considerable
space to a paper presented by Prof. Carus Wilson at the Engi-
neering Congress held at Glasgow in 1901, in which were dis-
cussed in great detail the comparative costs of working rail-
roads by steam and by electricity. From that paper the present
author quotes the following as the comparative cost under as-
sumed typical conditions of operating as follows : Total oper-
ating expense per train-mile for steam, ii.85d. (23.70 cents) ;
for electricity, 4.89d. (9.78 cents).

The conclusion is reached that where there is sufficient traffic
for a number of short trains, electric traction is relatively
profitable. This truth is now generally agreed to. But the
agreement was not arrived at without trouble and much ex-
perimenting. The author then proceeds to describe the various
installations of electric traction on English railways. The
lines treated with the length of track electrified are as follows :

The Lancashire & Yorkshire Railway (Liverpool-South-
port), 47.3 miles.

Mersey Railway, 12 miles.

Metropolitan Railway of London, 59.7 miles.

Metropolitan District Railway, 68.4 miles.

North-Eastern Railway (suburban lines north of the Tyne),
82 miles.

All of the systems have been fully described in the Street
Railway Journal, as follows: Lancashire & Yorkshire, issues
of Jan. 30, 1904, and April 2, 1904; Mersey Railway, issue of
April 4, 1903 ; Metropolitan of London and Metropolitan Dis-
trict, issue of March 4, 1905 ; North-Eastern Railway, issue of
June 20, 1903.

All these lines are of standard gage and their profile does
not show any peculiarities which would distinguish them from
any other suburban lines with moderate grades and curves of
medium radii.

All of the lines take current from a third rail alongside the
track rails, but on four of the systems there is also a fourth
rail which is used either with or without the track rails for
carrying the return current. There is one common feature
which applies to all these companies, and that is the relative
position of the surface of the positive rail from which the
shoes take the current, and of the rolling surface of the track
rail. An agreement has been reached between all the English
railways that in view of the possible extension of electric trac-
tion to lines over which the rolling stock of several companies
runs, the upper surface of the third rail should be placed ex-
actly 3 ins. higher than the rolling surface of the nearest track
rail, and that its center should be 3 ft. 11^ ins. from the axis
of the track.

On the Liverpool-Southport line the third and fourth rails
are of T-section, 60 ft. in length, and weighing 70 lbs. per yard.
The positive rail is generally laid in the 6-ft. way and sup-
ported on insulators of artificial stone. The fourth rail, or
negative rail, is supported on wooden blocks placed between the
track rails. The top of the fourth rail is ?4 in. lower than the
rolling surface of the track rails. One advantage of the fourth
rail is that it avoids the necessity of electrically bonding the
track rails. Another advantage is that it is possible to repair
the track and to replace any track rail without breaking the
return circuit. In order to prevent anybody from accidentally
touching the conductor rail at stations, at level crossings, on
bridges, etc., it is protected by longitudinal pieces shaped to
fit the cross section of the rail. At crossings, where the posi-
tive rail is broken, the ends are sloped gently downward so as
to facilitate the passage of the shoes, and are painted red in
order to warn passers of danger. The public is also warned
by notice boards placed near the rails.

The same third and fourth rail system has been adopted by
the Mersey Railway as well as by the Metropolitan Railway
and the Metropolitan District Railway, but with the essential
diflcrcnce tliat the fourth rail, or return rail, is also laid on in-

sulators and not on wooden blocks, and is not bonded to the
track rails which are independent of the circuit on the line;
however, the track rails as well as the negative insulated rail
are connected to the negative bar of the main switchboard of
the generating station, so that the track rail is practically at
the same potential as the earth, and no one by touching it can
receive a shock.

By adopting an insulated return central to the tracks the
companies have complied with a demand of the Board of Trade
in order to avoid the action of any stray currents on observa-
tories, telephones, electric signals and the danger of any elec-
trolytic action. The companies would have had to take meas-
ures necessary to provide for the due observance of the rule
the suburban tramways have to obey, namely, that there must
not be a greater difference of potential than 7 volts between
any point of the line and the nearest point of the central sta-
tion. It was found that it was cheaper to satisfy this condition
by means of an insulated return rail with heavy copper bonds
at the joints and insuring continuity of the circuit while avoid-
ing the inconveniences and precautions of bonds between the
track rails, the metal of which is weakened by frequent bend-
ing stresses, and which have to be temporarily replaced by
cables when, in the course of repairs, any track rails are
taken out.

POWER STATIONS AND SUB-STATIONS
The use of primary alternating current makes it possible to
locate the power station at a non-central point favorably situ-
ated as regards cost of land, water supply and the handling of
the fuel. Several of the companies have dealt with the ques-
tion in this way, and their stations are not located near the cen-
ters of distribution. Two of the companies, however, the Lanca-
shire & Yorkshire and the Mersey Railway, were able in each
case to install their power stations sui^iciently near the center
of the electrified lines to justify calling them by the old name of
"central stations." These two companies also use ordinary
reciprocating steam engines with large fiy-wheels, whereas
the others have preferred steam turbines.

ROLLING STOCK

The five companies under consideration have adopted some
similar principles in the construction of cars and in the way the
trains are made up. (For comparisons of these and other
English cars see article by John P. Fox, in the Street Rail-
way Journal for April i, 1905.)

All the roads run trains equipped with multiple-unit control,
and trains can be operated from either end. Except on the
Lancashire & Yorkshire Railway, the seating is arranged in a
way which is an innovation in Europe — that is, a very wide
space is left between the longitudinal seats, affording standing
room for a large number of passengers. On all the roads
trains are fitted with automatic air brakes with electrically-
operated compressors, the only exception being the trains of
the Mersey Railway, on which the air brakes are operated
•from storage tanks carried on the cars, and which are charged
at convenient points.

The number of cars to a train and the method of electrical
control differs on all the roads.

FINANCIAL DATA

Only two of the electrified lines were in working order at
the time the report was made — that is, the Liverpool-South-
port line and the Mersey line. The work on the North-Eastern
was being organized while the two London lines were still in
the constructional stage, and therefore comparisons as to in-
crease in traffic due to electrification and operating costs are
rather unsatisfactory, although the report contains numerous
tables giving traffic and financial statistics for varying periods.

The report next reviews at great length the results of the
many experiments carried out by the different lines before they

874

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

selected the particular types of construction and methods of
operating which each considered best suited for its own con-
ditions.

The use of auto-motor cars on' light trafific lines by steam
roads in Great Britain and Belgium is briefly referred to and
descriptions of the principal types of propulsion are included.

In finishing his report, the author makes the following ''on-
clusions :

ELECTRIFICATION OF STEAM ROADS
In England, on the lines where electric working is now in
operation, the electrification is attended with an increase in the
number of trains and, consequently, in the facilities offered to
passengers. The results obtained show that this is followed
by an immediate increase in the number of passengers and in
the receipts, with a material decrease in the cost per train-mile,
with an increase in speed, a considerable increase in comfort,
particularly in tunnels, and that this forms an attraction which
has a serious influence on the number of passengers carried.
The danger to people who have to move about in the neighbor-
hood of the third rail, and the dangers which result from short-
circuits, can easily be avoided.

AUTOMOBILE CARS
In so far as it is a question of trains at rare intervals, on
sections where there is no advantage in increasing the num-
ber of trains, automobile cars make it possible to realize some
economy as compared with trains hauled by steam locomotives ;
electric automobile cars have the advantage that the speed can
easily and readily be controlled with great simplicity and cer-
tainty from either end of the car without any necessity for
turning the car around. Experience will show whether accu-
nuilators or dynamos driven by petrol motors give the better
results.

ELECTRIC TRACTION IN AMERICA

A paper summarizing the results secured on the electrical
divisions of steam railroad companies in America was pre-
sented at the International Railway Congress in Washington,
May II, by W. D. Young, the electrical engineer of the Balti-
more & Ohio Railroad.

To obtain the information desired, the author prepared
a set of 209 questions, which were forwarded to 222 railroads,
from which 171 replies were received. Of the 171 replies, eight
were from steam railroads that were using electricity, and the
author's paper is based on the information contained in these
eight answers.

The eight replies concerned the following lines:

The belt line of the Baltimore & Ohio Railroad Company.

The trolley lines at Concord, N. H. : the interurban line from
Concord to Manchester, N. H., and the city and sulnirban lines
at Portsmouth, N. H., all of which are owned by the Boston &
Maine Railroad.

A short trolley line owned by the Chicago, Burlington &
Quincy Railroad.

The Wellston & Jackson Belt Railway, operated by the
Hocking Valley Railroad.

The trolley lines on Long Island controlled by the Long
Island Railroad.

The trolley lines and third-rail divisions operated by the
New York, New Haven & Hartford Railroad.

The suburban lines of the North Shore Railroad of Cali-
fornia.

The West Jersey & East Shore division of the Pennsylvania
Railroad.

The questions and replies are tabulated in an appendix, prac-
tically all of the information contained in which has been pub-
lished in the Street Railway Journal, to which reference
may be made as follows : Baltimore & Ohio Railroad, issue of
March 14, 1903; Boston & Maine Railroad, issue of Dec. 6,

1902 ; the New York, New Haven & Hartford Railroad, various
issues; North Shore Railroad, issues of Jan. 2, 1904, and Jan.
9, 1904.

The author compares the information received from this
canvass with a report read by N. H. Heft before the Inter-
national Railway Congress in 1900, and states that the follow-
ing facts are to be observed :

Firstly, that the larger roads that have interested themselves
in the use and development of electric traction have increased
in number from three to eight.

Secondly, the miles of track operated has correspondingly
increased from 81.2 miles to about 172 miles.

Thirdly, there are special cases noted where the speed has
increased from a maximum on the level to 40 m.p.h. to 48
m.p.h.

Fourthly, the load has not increased materially in the special
case considered, namely, the belt line of the Baltimore & Ohio,
although there is a tendency toward increasing the train load,
and to meet this condition the railroad company has purchased
larger and heavier locomotives since the report of 1900 was
made.

The writer states that unfortunately his report had to go
forward at a time when there are very important developments
in the application of electricity to steam roads about to trans-
pire in America, and about which at the time little could be
written. These developments refer particularly to the electri-
fication of the New York Central terminal and suburban lines
in and about New York as well as those of the Pennsylvania
Railroad.

The balance of the report is devoted entirely to a description
of the single-phase alternating-current motor as developed by
the General Electric Company on the Ballston extension of the
Schenectady Railway Company. The details of these develop-
ments as set forth in the report have been published widely in
the columns of the technical press of this country, and are
familiar to the readers of the Street Railway Journal.
*^

REPORTED CONSOLIDATION OF OHIO AND PENNSYLVANIA
PROPERTIES

It is reported that steps are pending for the consolidation of
the various traction and lighting properties centering at
Youngstown, Ohio, and Sharon and New Castle, Pa. These
include the Pennsylvania & Mahoning Valley system, owned
by Cleveland and Pittsburg interests, and the Youngstown &'
Sharon, Youngstown & New Castle, Sharon Street Railway,
and the lighting plants in Youngstown, New Castle and
Sharon, owned by New York interests. It is also reported that
the Beaver Valley Traction Company and the Youngstown,
Park & Fall Railway, of Youngstown, are being considered in
the deal. The consolidation would embrace over 200 miles of*
traction lines, which, with proposed extensions, would give a
continuous line from Leavitssburg, Ohio, to Pittsburg, Pa., in-
cluding also the city lines in Warren, Niles, Youngstown, New
Castle, Sharon and Wheatland, the electric lighting plants in
these and neighboring smaller towns, together with the gas
plants at Youngstown and New Castle. The fact that the two
interests have parallel lines between Youngstown and New
Castle is believed to have been largely instrumental in the talk
of consolidation. At a meeting held in Youngstown a few days
ago, the following were present: James Pardee, B. F. Miles,
of Cleveland; M. E. McCaskey, j'. M. Walker, J. E. McVey,
J. T. Harrington and C. H. Aikens, of New Castle, represent-
ing the Pennsylvania & Mahoning Valley Railway; John B.
Dennis, of Blair & Company, New York; O. B. Barnard, of
the New York Trust Company; H. H. Porter and E. N. San-
derson, who constructed the Youngstown & Sharon Railway;
W. W. Miller, Leighton Clakins, of New York; R. Mon-
tomery, W. H. Park, John P. Hazlett and others, of Youngs-
town.

May 13, 1905.]

STREET RAILWAY JOURNAL.

875

INTERNATIONAL RAILWAY CONGRESS

The seventh convention of the International Railway Con-
gress was begun at the New Willard Hotel, in Washington,
May 3, by the registration of delegates. No official sessions
were held on May 3, but the American Railway Appliance Ex-
hibition on the Monument grounds was opened at 12 o'clock
noon. The opening address was made by George A. Post,
president of the committee of arrangements, who introduced
Hon. H. B. F. Macfarland, president of the Board of District
Commissioners, who welcomed the delegates to Washington.
Mr. Post then introduced George Westinghouse, to whom had
been assigned the honor of president of the Exposition. Mr.
Westinghouse made a happy address, in which he referred to
electric traction in the following way:

The new era of railway operations has dawned, with its many
new problems. I refer to the growing use of electricity for the
movement of trains. There have already been such demonstrations
of the benefits to be derived from the substitution of the electric
motor for the steam locomotive that it requires no great prophet to
predict the extensive growth of electric traction upon the great
railways of the world and the eventual replacement of the steam
locomotive. Fortunately, the time element, which is such a con-
troller of events, and the financial problems involved, will insure
gradual development and extension of the use of electricity. With
these changes have come vastly dififerent engineering problems and
new sources of danger, which should, and will, command and re-
ceive that attention which is essential to the surmounting of every
difficulty as it arises.

Mr. Westinghouse, as president of the Exposition, then in-
troduced Secretaries Morton and Taft, of the Navy and the
War Departments, respectively; Hon. C. M. Lawrence, vice-
president of the London & North- Western Railway, and Stuy-
vesant Fish, president of the American Railway Association,
each of whom made an address. In 1?he evening a dinner was
tendered the executive committee of the International Railway
Congress and other distinguished guests, at the Hotel Raleigh,
by the American Railway Guild, at which Vice-president T.
N. Ely, of the Pennsylvania Railroad, presided. At 11:30 in
the evening a time signal was transmitted around the world
from the exhibition grounds through the naval observatory.
The speed of the message was indicated on a large diagram, at
which the different telegraphic stations through which the
message passed were indicated by incandescent lamps, and as
the message was received the lamps were illuminated.

The opening session of the Railway Congress was held at the
Hotel Willard, Thursday morning, May 4, at 11 o'clock. At
the request of the Government, the Vice-President of the
United States, Hon. Charles W. Fairbanks, welcomed the dele-
gates. At his right sat Ernest Gerard, temporary chairman of
the Congress, and at his left Mr. Weissenbruch, its secretary.
Mr. Fairbanks' address of welcome was followed by an ad-
dress in French by Mr. Gerard, after which Mr. Fish, as presi-
dent of the American Railway Association, delivered a speech
in which he gave statistics of the growth of the railways on
this continent. He then announced the provisional presidents
of the four sections, as follows:

Stuyvesant Fish, of Section I., Way and Works;

Theodore N. Ely, of Section II., Locomotives and Rolling
Stock ;

Sir George Armytage, of Section HI., Working;

M. Perouse, of Section IV., General ;

Ernest Gerard, of Section V., Light Railways.

The meeting adjourned at 12:45 P-
■ At the meetings of the sections permanent organizations
were efifected by the election of the following gentlemen for
presidents :

Section I., Track, Julius Kruttchnitt, fourth vice-president
of the Southern Pacific Railway;

Section- II., Traction, Mr. Sauvage, chief engineer of the
Western Railway of France;

Section III., Operation, PI. T. Hodgson, vice-president of
the Midland Railway of England;

Section IV., General, Mr. Heurteau, manager of the Orleans
Railway of France;

Section V., Light Railways, Mr. de Leber, chief of the De-
partment of Railways, of Austria.

In the afternoon, at the invitation of the American Railway
Association, a trip was made to Mt. Vernon, by special steam-
boat. Music was rendered by a section of the Marine Band.
In the evening a reception was tendered the delegates by the
trustees of the Corcoran Art Gallery, assisted by the Commis-
sioners of the District of Columbia.

At its- meetings on May 5 and 6, Section I. discussed the
subject of wood ties. Opinion varied as to whether it is desir-
able in warm countries to cover the ties with a layer of ballast.
The general opinion appeared to he that while in warm and
dry climates it might be advantageous to do this, in warm and
humid climates the ties should be exposed to air and light. The
conclusions adopted were as follows :

1. It is possible to use both hard woods and soft woods. The
selection depends on individual conditions adopted.

2. It is advisable to have reasonably strict specifications and to
exercise great care in accepting ties. The timber yards where the
ties are prepared must be kept clean and free from decaying mat-
ter ; ties after cutting up must be stacked above the ground so as
to allow free access of air, light and heat.

3. The pickling of ties in order to increase their life is to be
generally recommended. The selection of the antiseptic and the
method of carrying out the pickling operations depend on in-
dividual conditions.

4. Not covering up the ties does not reduce their life. If they
are not covered up, it is possible to see any defect at once, and if
necessary remedy it immediately.

5. It is important to comljine great strictness when accepting
ties with great care in selecting the ballast ; the latter must be
permeable, must be capable of being well packed and the packing
well maintained, and give good adhesion between the tie and its
seat. As far as this is concerned, the measures which are best for
the preservation of the wood are also best for the stiffness of the
track.

6. In order to prevent any contamination of the ballast, and
at the same time help to preserve the tie, one cannot recommend
too highly the careful drainage of the roadbed, in order to insure
that any water runs off properly.

The question of the preservation of ties by the use of creosote
was then considered. By "creosote" is understood an oil of tar
containing from 10 per cent to 25 per cent of naphthaline and
about 67 per cent of phenol. These proportions were approved
as being the most desirable.

Section III. on May 5 discussed the handling of baggage,
and there was a lively debate between the European and
American delegates as to the relative merits of the American
system of checking the baggage as compared with the Euro-
pean system of not checking. The section finally concluded
that ",the arrangements adopted in the different countries best
meet their varied requirements, and that there are no grounds
for recommending any particular system."

On May 6 the section discussed the subject of suburban
traffic, and a paper was read on this subject by A. W. Sullivan,
general manager of the Missouri Pacific Railway and designer
of the Illinois side-entrance cars. His conclusions were as
follows :

To be in the highest degree remunerative the traffic must be
handled rapidly, by simple and inexpensive methods, and with the
minimum working organization necessary for the purpose ; the
type of car is the essential factor; new lines to be constructed
should be adapted to the best types of cars. On old lines, in order
to utilize to the utmost the space between tracks; the curves
should then be compensated to provide the same clearances as
upon tangents; the locomotives should be sufficiently powerful to
haul trains of maximum size at the speeds required; the train
schedtd.es should provide for the movement of all trains at a
uniform speed and stopping at all stations upon the same tracks;
separate tracks should be provided upon lines of heavy traffic for
trains which are run at high speed and do not stop at all stations;

876

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

all necessary measures should be taken to accelerate the movement
of passengers and start the trains promptly. In this way the ex-
penditure of energy required to regain time lost is conserved, and
the promptness with which the service is conducted communicates
itself to the passengers, who quickly learn to move more rapidly;
the frequency of train movements should be proportioned to the
volume of traffic, to avoid prolonged waiting of passengers and
congestion at stations.

Alexander Wilson, assistant general manager of the North-
Eastern Railway, England, stated that the North-Eastern Rail-
way has been operating for the past year an electric suburban
service in the Newcastle district, with the object of regaining
the traffic from the competing tramways and to increase its
amount. All the traffic has not been regained from the tram-
ways, but the amount handled has beert considerably increased.
The reduction in expenses has resulted in a net revenue which
more than covers the interest on the extra cost of installation
necessitated by the introduction of the electric power. The
current is being furnished at a reasonable price by power sta-
tions which do not belong to the railroad.

A. Mange, secretary to the management of the Paris-Orleans
Railroad, stated that the Paris-Orleans road operates electri-
cally 12.4 miles (20 km) on the Paris-Juvisy line. 100 trains
daily instead of seventy-five as before the use of electric power.
Four tracks are used, two for express trains and two for locals.
The trains operated are reversible. There are two types of
trains: heavy trains, 286 tons (260 tonnes) and 1000 seats;
and light trains, 73 tons (66 tonnes) and 650 seats. The labor
of one man was saved, the motor men alone fulfilling the duties
of the fireman and engineer on the steam road.

Mr. Brisse, assistant chief of operation of the Compagnie
de I'Est (France), explained why the majority of the French
railroad companies are still in a waiting state as to the elec-
trification of their lines. He stated that the operation of ex-
press and local trains on the same line does not necessarily re-
duce the capacity of this line, compared with lines where local
trains only are operated.

Mr. Sullivan stated that installations have been made at the
terminal station at Boston, underground, for a continuous cir-
cular service. Reversible motor trains like those of the Paris-
Orleans road reduce considerably the time required at the
terminal between the arrival and the departure of the trains.
But the arrangement of the tracks in loops insures a still closer
continuity and avoids the inconveniences due to switching from
one track to another.

The discussion finally turned to the various types of cars
best suited to a rapid service. Mr. Jenny, superintendent of
the Southern road of Austria, said that experiments conducted
on Vienna suburban traffic showed that cars provided with
doors at both ends for the incoming and outgoing passengers
give better results than side-door cars. The end-door cars
were emptied and filled in thirty to forty seconds.

Mr. Sullivan, on the contrary, spoke strongly in favor of the
side-door car. A train made up of Illinois Central cars, of
which he is the designer, and carrying 1000 passengers, can dis-
charge its load in ten seconds. Trains of this character can
be despatched on the same track at intervals of fifty seconds
apart. These cars in summer are completely open and accessi-
ble to the public at all points at once. In the winter a mechani-
cal arrangement has been adopted enabling the conductor to
open by one movement twelve doors, or a fraction thereof.
In addition the closing motion sets up an electric current
which notifies the motorman at the head of the train and per-
mits the immediate starting of the train, with the assurance
that all passengers are safely on board. These cars have aisles
extending through the train so that passengers can hunt for
seats after boarding the train.

At the conclusion of its proceedings on May 8, Section III.
adopted the following conclusions:

The section approves the conclusion of the reporter as to the

working of suburban traffic. It has listened with interest to the
description given of the use of electric traction in England and
France, but it is not in a position to express its preference for one
or the other method of traction, steam or electricity.

On May 5 Section V. considered the effect of light railways
on main lines following the presentation of a paper on this sub-
ject prepared by C. de Burlet, of the Belgium National Light
Railways. The discussion was almost entirely upon conditions
in Europe, and the resolutions adopted as a result of the de-
liberation were in their favor. They were as follows:

It may be said in general that light railways, when they are
really tributary to main lines, are unquestionably useful auxiliaries
to the latter, consequently the friendly co-operation of the main
lines and concessions by the latter of desirable facilities are fully
justified ; and it is to be desired that all railway management should
be inspired by the same liberal ideas held on the subject in Austro-
Hungary and adopt as broad and simple conditions as possible to
facilitate junctions and the operation of interchange of traffic with
light railways.

It was decided by Section II. to discuss the subject of elec-
tric traction concurrently with Section V. on Thursday, May
II. In this connection the president announced the receipt of
a telegram from Charles Ferraris, Minister of Public Works
of Italy, regretting that the inauguration of the new regime
in the State railway of Italy prevented the attendance of the
officials at the Congress. He stated, however, that while these
commissioners planned to transmit to the Permanent Commis-
sion at Brussels a detailed report on the application of electric
power to the steam railroad system of Italy, it might be of in-
terest to acquaint the delegates while in session that the re-
cently completed electrical equipment of the Valtellina Rail-
way has proved very satisfactory. ■

It was also announced that through the courtesy of the
Census Department copies of the late exhaustive report by that
department on electric railways could be secured through writ-
ten application by the delegates.

A report of the subsequent meetings of the sections, from
May 9-13, so far as they relate to the field covered by this
paper, will be published in the issue of next week.

The social events on May 5-6 included an afternoon reception
to the delegates at the White House by Vice-President Fair-
•banks and visits to the Capitol and National Library. On
Monday there was a reception to the foreign delegates by the
German Embassy, and on Tuesday a visit was paid to the new
Union Station, followed by a banquet in the evening at the
New Willard Hotel.

AN OLD LANDMARK EXPLOITED FOR TRAFFIC PURPOSES
BY THE LOS ANGELES INTERURBAN RAILWAY
COMPANY

One of the oldest homesteads in all the Southland has been
acquired by the Los Angeles Interurban Railway, of Los An-
geles, Cal., and made a unique attraction of its Glendale scenic
line. It -is the old Verdugo ranch house that has stood for
more than a hundred years and is one of the historical land-
marks of Southern California. The land upon which it stands
was granted by the Mexican Government in 1784 to Jose Maria
Verdugo, with the understanding that he must follow the gen-
eral rule for such grants, "that every ranchero should build on
his grant a substantial house and keep at least 2000 head of
cattle."

Abandoned for decades and all but fallen into complete ruin,
the old adobe house has been restored by the railway company
to its former condition of rude strength and comfort, and is
now a terminal resort that has proved very popular with winter
tourists for its genuine old-time Spanish dinners, as prepared
under the direction of Senora Piedad Yorba. The credit of
rehabilitating this old landmark belongs to Joseph McMillan,
traffic manager of the Huntingtotj. interurban railway com-
panies.

May 13, 1905.]

STREET RAILWAY JOURNAL.

877

THE EXHIBITS AT WASHINGTON

An extended account of the principal exhibits of interest to
electric railway companies, made at the Railway Congress at
Washington, was printed in the last issue of this paper, so
that no attempt will be made to publish here a general review
of the exhibition. Several views are presented, however, of
the large exhibit of the Westinghouse Electric & Manufactur-
ing Company, and two engravings are shown of the General
Electric booth during the day and at night. There were a
number of new appliances and apparatus exhibited at Wash-
ington, and it is also the intention to pulilish descriptions and
illustrations of them. Several appear in this issue and others
will follow.

It was a very significant fact that the two most prominent
exhibits at this steam railroad convention were those of the
General Ele;:tric Company and of the Westinghouse com-
panies. The latter was the largest of any at the convention,
and was devoted to all of the different industries with which
Mr. Westinghouse is prominently identified. At the right of
the main entrance was the exhibit of the Westinghouse Air
Brake Company, whose brake and coupler display included
many operative exhibits. Thus, the Westinghouse automatic
air and steam coupler was demonstrated by an arrangement
of two short car platforms modeled to represent the ends of
passenger and freight cars, together with a locomotive pilot,
one car platform being so mounted as to permit a variation of
4 ins. in its height and a propulsion at a considerable mo-
mentum toward either the pilot on one end or the other car
platform on the, other. Provision was also made for the illus-
tration of successful hose coupling at extreme curves. The
model was operated with compressed air and the hose lines
were supplied with both air and steam pressure. A miniature
model of two complete car trucks and frames fitted with air
and steam and signal hose coupling and air cylinders supple-
mented the heavy exhibit, and both were in more or less con-

BALDWIN TRUCK EQUIPPED WITH WESTINGHOUSE D. C.
MOTOR AND MULTIPLE-UNIT CONTROL AS USED ON
LONG ISLAND RAILROAD

stant operation. The Westinghouse magnetic brake was also
shown in operation by an arrangement of a moving truck ; the
Westinghouse friction draft gear was displayed on a testing
rack on which it was compressed with an air force of approxi-
mately 150,000 lbs., a slow and serial release without recoil
demonstrating a feature of prime importance in its operation ;
and the locomotive driver brakes and the automatic slack ad-
justers of the American Brake Company, racks hung with
valves of various forms shown in sections, and several types

of motor-driven and steam air compressors completed the dis-
play. The operation of Westinghouse air brakes was com-
pletely illustrated in the "instruction car" of the Brake Com-
pany on the special track at B and Fourteenth Streets, in
charge of the company's regular instruction corps.

To the left of the entrance was the exhibit of the Union

600-HP WESTINGHOUSE-PARSONS STEAM TURBINE OPEN FOR
INSPECTION

Switch & Signal Company, where were shown the electric,
pneumatic and staff' signals of the company, switches, sema-
phores, etc. In this space also was shown, set up and open for
inspection, a 6oo-hp Westinghouse-Parsons steam turbine,
which attracted wide attention; a blue printing frame with

THE EXHIBIT OF THE UNION SWITCH & SIGNAL COMPANY,
SHOWING ELECTRICALLY-OPERATED TRACK SWITCH,
STAFF SYSTEM, SEMAPHORES, ETC.

Cooper Hewitt lamps, and other apparatus. At the right of the
south entrance was a space devoted to heavy machine tools,
suitable to steam railroad repair shops. A detailed description
and illustrations of two of the more interesting of these tools
appear elsewhere.

At the rear of the exhibit was a So-ft. dummy car platform
completely equipped with single-phase motors and "straight-
air" brakes, and with the Westingliouse unit system of multiple
control as designed for aUcrnating-current practice, with in-

878

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

duction regulators, by means of which a variable operating
voltage is secured to provide a wide range of speed without re-
sistance losses. The motors were of type No. 106, lOO-hp ca-
pacity, two on each truck, and the master controller and brake
operating valve was mounted at each end of the platform as
in the motorman's cab, the entire car frame being so raised
above elevated tracks as to permit the revolution of the wheels
under slight frictional pressure on greased rails to keep the
motors under load. The tracks were raised several feet above

mechanism, which is electric, is placed in a mechanical case
at the top of the pole or mast, where it is easy of inspection
and provided with protection in all kinds of weather. The
company is prepared to supply bottom post mechanism, how-
ever, of the same design, when desired. The connections of a
three-position automatic block signal for double-track lines is
illustrated herewith. As yet the company has developed the
system for use with the usual track blocks for steam lines only.

THE GENERAL ELECTRIC COMPANY EXHIBIT BOOTH

the floor to permit thorough inspection of the underhanging
parts, and a side platform reached by a stairway afforded a
close view of the motor mounts. The entire equipment is simi-
lar to that of the Westinghouse single-phase cars built for the
Vallejo, Benicia & Napa Valley road in California, the Blairs-
ville and Derry line near Pittsburg, and other alternating-cur-
rent suburban systems not requiring combination rheostatic
control for direct-current service over tracks within city limits
previously equipped. The straight alternating-current system
was exhibited as more desirable than the combination equip-
ment. Alternating current for the operation of the motors was
obtained from a 400-kw rotary converter, running inverted,
which received direct current at 500
volts from outside the exhibition
grounds. The latest form of West-
inghouse multiple control for direct-
current practice was also demon-
strated in a complete car equipment
for the operation of a truck driven
by two No. 113 motors, each of 200-
hp capacity, a type embodying slight
modifications of motor No. 86 for
heavy train service on the Long
Island Railroad. The unit-switch
group, which was fully described in
the last issue of this paper, was open
for inspection. The exhiliit was
lighted by Cooper Hewitt and Nernst
lamps.

THE GENERAL ELECTRIC EXHIBIT

The General Electric Company
made no attempt to exhibit a very
large variety of its products and ap-
pliances. Instead a handsome booth
the right of the main entrance and

DIAGRAM OF CONNECTIONS OF GENERAL ELECTRIC BLOCK
SIGNAL SYSTEM

It is Stated, however, that the company's engineers are at work
upon such modifications of the system as will adapt it to elec-
tric railway service.

In addition to its signal system, the company exhibited the
latest form of Sprague-General Electric multiple-unit control,
such as used in Boston ; a small Curtis turbine directly con-
nected to a direct-current generator ; moving pictures of the
works at Schenectady and of the new New York Central loco-
motives ; magnetite lamps, mercury arc rectifiers, etc. The
company also had adjoining its space a short track on which a
mining locomotive was run. This locomotive was equipped
with a reel on which the double conductor for receiving the

A NIGHT VIEW OF THE GENERAL ELECTRIC COMPANY'S EXHIBIT BOOTH

was erected just to
contained a few of
the latest appliances of the company. Of these, one which
attracted the greatest interest was the new automatic
block-signal system of the company. Signal engineers will
be interested in the announcement that the company has
acquired all the patents, rights and special tools of R.
Herman, covering his automatic, electrically-operated block
signals and other devices relating thereto. This signal
will hereafter be known as the General Electric signal.
An important feature of this signal is that the operating

current is received. Previously, the company has used a
single conductor with a rail return, but with this locomotive
the complete metallic circuit was employed.

West End, on Lake Pontchartrain, the popular summer re-
sort which has recently been re-leased by the New Orleans
Railways Company, will be formally opened on May 14. The
attractions promise to be of unusual interest and merit this
season, as the Railways Company has arranged with Manager
Bray, of the Orpheum Circuit, to furnish vaudeville attrac-
tions, and with the Orpheum orchestra to furnish music.

May 13, 1905.]

STREET RAILWAY JOURNAL.

879

MEETING OF THE OHIO INTERURBAN RAILWAY
ASSOCIATION

The April meeting of the Ohio Interurban Railway Associa-
tion was held at Springfield, April 27. The principal topic for
discussion at the morning session was "Summer Resorts; Spe-
cial Attractions and How to Handle Summer Business." The
question of whether it was advisable for roads to own and
operate parks brought out a wide diversity of opinions. Some
managers thought the parks ought to be owned and operated
by outside parties, others favored owning the parks and leasing
them, while others believed best results were obtainable by the
railways not only owning but operating such resorts. All
agreed that they were great traffic inducers. On the point of
handling crowds, it was the general opinion that more money
could be made if park traffic could be gaged so that it could be
handled in regular cars. Where extra service was necessary
it was deemed more advisable to use trailers or run double-
headers during times of heavy traffic than to run special cars
or numerous extras. On the subject of excursion rates it was
brought out by several managers that it was foolish to reduce
rates, especially where extra cars were required to handle the
traffic, as it was shown that extra cars cost more to operate
than regulars, and that frequently rates were unwittingly
brought down below actual cost of operation. The opinion was
expressed that the interurbans could not profitably compete
with steam roads on Sunday excursion business where large
crowds were handled on special trains.

A. L. Neareamer, of the Columbus, Delaware & Marion Rail-
way, said that it was not necessary to equip parks with what
are known as modern attractions to draw crowds. He thought
that a place selected for its natural beauty and fitted up as a
picnic ground with a few amusements, was better for an in-
terurban road park than resorts modeled after the Coney Island
plan. Baseball games, band concerts and fireworks on holidays
served as good attractions at comparatively small expense.
Judicious advertising and personal solicitation were necessary
to make a resort a success. They organize picnics for churches,
secret organizations and societies, and pay particular attention
to family reunions. He thought that one of the chief essen-
tials was to give good service. Watch the crowds and have
plenty of ca»s to take them home. No-thing detracts from an
outing so much as having to stand on the return trip. His
company operates two parks and they draw business from all
points on their system.

Harrie P. Clegg, of the Dayton & Troy Electric Railway,
said;that for two years his company had operated Midway Park
between Tippecanoe and Troy. They fitted up a theater and
engaged a stock company for regular performances. They
were not satisfied with their experiences and decided to lease
the park this year. They found that the operation of the park
distracted their attention from the more essential business of
operating the road. The theater drew large crowds, but the
people all wanted to go at once and return at once. It was
necessary to operate special cars, upon which they lost money
on account of long layovers for the men, besides interrupting
the regular schedules. They did not have cars enough to take
care of much of this extra business and did not think it war-
ranted buying additional cars. They have decided to cater
more particularly to the picnic business and will aim to handle
it on regular cars, running double-headers where necessary.

C. N. Wilcoxon, formerly with the Western Ohio Railway,
said that this company paid considerable attention to park
business. Its resort, McBeth Park, was located near Lima,
which was undesirable from one standpoint — that it was near
the terminus of the system. The resort is owned and operated
jointly by the Lima City Company and tha Western Ohio. Two
years ago they spent about $20,000 in improvements, including
the erection of a theater and dance hall. The location is about

4 miles from Lima, and during the season the city cars operate
on half-hourly headway, with fifteen-minute service evenings.
The interurban cars operate on hourly headway. Park tickets
are sold at 15 cents for the round trip, including admission to
the park. Where no tickets are bought the fare is 10 cents
each way and 10 cents admission to the park. The two com-
panies divide on the park ticket business and tickets are good
on either kind of cars. From points on the Western Ohio lines
round-trip tickets are sold at half the regular rate, including
admission to the park. These rates do not apply on holidays,
as the company prefers to haul the people into Lima, giving
them a longer haul. Few special cars are operated by the in-
terurban company, and it is the aim to handle the business on
regular cars. Nearly all the park privileges are let out by the
season. The resort has usually been self-sustaining and the in-
creased business to the road has been a great help.

J. R. Harrigan, of the Columbus, Buckeye Lake & Newark
Traction Company, said that he operated Buckeye Lake Park,
near Hebron, and Idlewild Park, near Newark. Formerly
these parks were operated by outside parties, but for two years
the company conducted affairs, and Mr. Harrigan believes this
is the only satisfactory plan. He has a manager who devotes
his entire time to the operation and advertising of the two re-
sorts. Buckeye Lake is the largest body of water in Central Ohio.
The company spent about $35,000 in improvements to its termi-
nus and park. It is building a fifty-room hotel and has a theater
and other attractions. The resort is on a spur line and a 60-ft.
excursion car meets cars on the main line in both directions. In
summer there is half-hourly headway between Columbus and
Newark and the lake. On July 4 last year they handled nearly
1200 people between Columbus and the lake at 80 cents each,
no reduced rates being made except to parties of over thirty
persons. The company has laid out a large tract on the banks
of the lake and sites are leased to cottagers. This gives con-
siderable commuter business and helps the freight business.
Last year the park showed a small profit. Idlewild Park, near
Newark, is also self-sustaining. This year the company will
try free admission to the grounds. Vaudeville performances
are given during the season and scheduled baseball games are
played.

F. W. Coen, of the Lake Shore Electric, said that his com-
pany was blessed with fifteen parks and picnic grounds, nearly
all of them on the lake shore between Sandusky and Cleveland.
Two are owned by the company and both are leased, as the
company does not believe in operating parks. Avon Park,
owned by the company, has been equipped with a pavilion and
dance hall, which is heated and lighted from the power station
600 ft. distant. The company makes special rates from Cleve-
land to this resort on account of competition of other parks,
but these are the only special rates except in the case of parties
of thirty or more. Cedar Point, near Sandusky, gives the
company an immense amount of business, last year about 12,000
tickets being sold from points along its line. It also handles
considerable excursion business in connection with one of the
steam roads. The company has a passenger solicitor who de-
votes his entire time to arranging excursion picnics and out-
ings. On the east end of the road the company operates half-
hourly headway during the summer months, in addition to
which there are five limiteds each way, so that there is prac-
tically a twenty-minute headway between Ceylon Junction and
Cleveland, so that special cars are operated only on occasions of
unusually heavy traffic, and then they are handled as second
sections of regular cars.

F. T. I. Sloat, of the Cincinnati, Dayton & Toledo Traction
Company, said he did not favor interurban railway companies
operating parks. Near Hamilton they have a park where open-
air performances are given and it is well patronized by Hamil-
ton people, the business being taken care of by the city cars.
They have found it advantageous to handle the crowds with

88o

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

trail cars, hauling five or six in a train at times, light summer
cars being used for this purpose. For eighteen days during
the summer they have a Chautauqua meeting near Franklin,
and have handled as high as 30,000 people on a single day.
Two years ago they ran numerous special cars for this event,
but found that it demoralized their regular schedules, losing as
high as three and a half hours from regular schedules on a
smgle day. Last year they increased their regular schedules,
giving thirty-minute headway between Cincinnati and Dayton,
fifteen-minute headway between Hamilton and Dayton and ad-
ditional cars between Franklin and Dayton. By watching the
traffic and placing trailers on cars at heavy periods, the busi-
ness was handled without interfering with regular traffic.

Mr. Sloat thought that many roads were ambitious to handle
excursion traffic, and did so to the detriment of their regular
service and to their net earnings. He recalled an incident when
he was connected with another road in the early days of inter-
urban lines. In competition with the steam roads, the com-
pany took a contract to handle an excursion of 1500 people to
connect with a boat line. The road had sixteen cars and it
took every one of them to handle the people. The regular
service was practically disrupted and, owing to the low rate,
the road lost considerable by the transaction. Owing to long
layovers, strain on power stations and interruption to regular
traffic, it costs considerably more per car-mile to operate spe-
cial cars than cars in regular service. On the basis of passen-
gers handled last year, he figured that it cost something over
7-10 cent per passenger-mile for actual operating expenses.
Assuming that it costs in excess of this for special cars, he
thought it foolhardy for roads to attempt to handle this class
of business for i cent per mile, or less, as some of them are
doing. His company has a sliding scale for parties from ten
to one hundred or more, the minimum being 1.4 cents for sin-
gle-trip and 1.3 cents for round-trip rate, and when it is neces-
sary to go below these rates he preferred that the steam roads
handle the business. On the ton-mile basis of calculation, the
electrics cannot hope to compete with steam roads at the pres-
ent stage of the game. His company handles people with sin-
gle cars, or perhaps one trailer, and each car requires two men.
The steam road takes an old locomotive, hitches to it a string
of antiquated cars, fit for nothing else, and can haul a thousand
with greater ease than the electric can haul 200. Some of the
rates the steam roads are making are astonishing. They will
take a person from Cleveland to Columbus and return, 340
miles, for $1.50, about 0.4 cent per mile. Between Cincinnati
and Hamilton, the Cincinnati, Hamilton & Dayton (steam)
formerly ran fifty-two trains per day. Now they have only
twenty trains a day, and they are handling commuters at
cent a mile and less. They can have all they want of it ; we
want I 3-10 cents for that class of business.

Mr. Neareamer said his road was paralleled by three steam
roads and they make a rate of i cent per mile between all com-
peting stations on Sundays. On week days they sell "twin
tickets" good on the trains of any of the three roads, giving
rates less than the electric. The interurban has not deviated
from its rates and does not go after the Sunday excursion
business.

George S. Davis, of the Street Railway Journal, de-
scribed the method of the Stark Electric Railway for handling
excursion business. As outlined in a recent issue of this paper,
this road bought a number of old elevated trail cars at a very
low cost, and operates excursion trains of five or six cars. It
discourages the use of its regular cars by the crowds which at-
tend baseball games and other attractions at its park.

During the afternoon session E. C. Meade, of the Westing-
house Company, was to have addressed the meeting on the
subject of the single-phase system, but it was announced that
the evening previous Mr. Meade had been taken seriously ill at
Dayton and had to be operated on for appendicitis. He is re-

ported to be recovering. W. I. Slichter, of the General Elec-
tric Company, agreed to give a short talk on this subject and
spoke extemporaneously. He reviewed the early history of
the a. c. motor and described B. J. Arnold's work with the sin-
gle-phase induction motor on the Lansing & St. Johns Rail-
way. He also described the polyphase motor as used in Europe,
stating that its principal faults were heavy starting and heat-
ing losses and a tendency to climb grades at a maximum power
consumption. The single-phase motor as developed by Ameri-
can engineers has the varying speed characteristics of the d. c.
motor. The adoption of the single-phase system showed a
saving of 40 per cent to 60 per cent in cost of copper and ro-
taries, and a saving of 20 per cent to 30 per cent on whole in-
vestment. The motors, operated through transformers with
several voltages and without rheostats, gave a saving of 10 per
cent to 25 per cent in power in acceleration. The great diffi-
culty at present is in arranging for city terminals and in pass-
ing through towns where 500-volt d. c. current was necessary,
but this difficulty was being overcome. He described the
methods of wiring and insulating the car, the methods of con-
necting for a. c. and d. c, and the interlocking switch mechan-
ism for changing from a. c. to d. c. As an example of the
abilty of a car of this type to climb grades and pull heavy
loads, he said that on the Pontiac road a 30-ton car equipped
with four 75-hp a. c. motors had been for a number of months
used in construction work, hauling ballast cars aggregating 55
tons where it was frequently necessary to start on i per cent
grades, and it easily kept up the schedules of the other cars.
While the a. c. motors will not start with the same "spirit" as
the d. c, yet this difficulty is not as great as conmionly reported,
as the acceleration may easily be made i34 m.p.h. per second.
He believed that the system was most desirable for roads
where few stops are necessary. There is no difficulty in hand-
ling the motors on d. c. current, and the compensating wiring
seems to improve the power factor and the commutation.

G. H. Kelsey, electrical engineer of the Western Ohio, asked
if the present three-phase power-house machinery was as sat-
isfactory for the operation of single-phase motors as single-
phase machinery would be. And he inquired if it would un-
balance the load to operate part of a system with the a. c.
scheme and part of the d. c.

Mr. Slichter said that the Indianapolis & Cincinnati Traction
Company had three-phase machinery in the power house,
transformed the current to two-phase and divided the line into
two sections, and said that the scheme of splitting the circuit
was practical even if the load was not perfectly balanced. He
thought there would be no difficulty in operating three-phase or
d. c. circuits from the same machinery, as close regulation was
not necessary on railway work, but he thought there might be
difficulties where there were lighting circuits.

Mr. Gillette, master mechanic of the Columbus, Delaware &
Marion, asked if the present d. c. motors could be adapted for
a. c. by the addition of the compensating winding.

Mr. Slichter thought it might be possible, but impractical, as
the proportioning of the parts on the a. c. motor was different.

Mr. Gillette asked what would happen if a car ran over from
the 500-volt d. c. wire to the 3000-volt a. c. trolley wire without
operating the switching mechanism.

Mr. Slichter said the motors were tested to 3000 volts in the
factory, but were not expected to stand that current for any
length of time. He said there would be no difficulties if it was
not repeated too often. On the Ballston line, cars equipped
with d. c. motors have frequently got connected with the a. c.
trolley, and it simply opened the circuit breakers in the station.

Mr. Sloat, of the Cincinnati, Dayton & Toledo, asked if, on a
line 10 miles long and fifty stops, and allowing ten to fifteen
seconds per stop, the a. c. motors would operate as successfully
and make the time as well as the d. c.

Mr. Slichter thought that up to about four stops per mile the

May 13, 1905.]

STREET RAILWAY JOURNAL.

a. c. motors would give better and more economical service,
but in the case suggested, it would probably be necessary to
install heavier motors. He said the line of demarcation where
the a. c. would be more economical was difficult to draw, and
that the length of line, territory, number of stops, grades, sav-
ing in copper and other things must be taken into consideration
in each case.

Mr. Sloat said that the single-phase system had been con-
sidered in the reconstruction plans for the Cincinnati, Dayton
& Toledo. On 37 miles they have 168 stops, and on 18 miles, 68
stops, and there are towns every mile or two where it would
be necessary to change from a. c. to d. c. He asked if the loss
in time for numerous changes and the increased size of motors
necessary to provide for such frequent acceleration would not
make the a. c. system more expensive.

Mr. Slichter declined to commit himself without considering
other features, but he said the loss of time in changing from
a. c. to d. c. and back amounted to very little ; on some of their
roads it can be made while the car is in motion.

When asked if it was necessary to have sub-station attend-
ants, he said this matter was still being discussed pro and con.
But he said that usually sub-stations could be placed so that
they would come in towns where there were ticket agents.
About the only attention which was required was that of re-
placing automatics.

He was asked if the carrying capacity of the track bonds
could be reduced in proportion to the carrying capacity of the
feeders ; for exampfe, with a line employing 500 volts and four
0000 feeders, including trolley, and using four 0000 bonds on
the return circuit, would it be sufficient to use one 0000 bond
on one rail if the line used 2000 volts with one 0000 trolley ?
He replied that he thought the return might be cut to about
the same carrying capacity as the feeder, but that the rails
had an inductive drop, which had no relation to the bonding.

President E. C. Spring stated that he had recently made a
trip through Michigan and Northern Ohio, endeavoring to
interest other roads in the association, and particularly in the
scheme of interchangeable transportation. He said that he
had met with a pleasing reception wherever he went, and
thought four or five additional roads would soon join the agree-
ment. He asked that the various managers make it a point to
send each other all possible literature, time-tables, rate sheets,
etc., so that agents on various roads could be informed as to
possible r^outes and connections.

The Pierce Publishing Company, of Lima, Ohio, announced
that it was preparing to publish a guide and maps of electric
railroads in Ohio, Michigan, Indiana and Illinois, and the ex-
ecutive committee votecj to recommend the plan to the members.

The transportation committee reported that it had been un-
able to make arrangements with the Indiana Street Railway
Association in the matter of an interchangeable transportation
good in both States, due to the low rates on the majority of
Indiana roads, but it was stated that the Indiana roads had de-
cided not to get out a book of their own for the present, and
as many of them as possible will join in the Ohio agreement.
Two roads are now using the Ohio book. The committee re-
ported twenty-one roads in the agreement, the latest being the
Grand Rapids, Grand Haven & Muskegon Railway, of Mich-
igan.

During the afternoon, through the courtesy of General Man-
ager Green, of the Springfield, Troy & Piqua Traction Com-
pany, the members visited the power station, car shops and
park of that company.

The Augusta Railway & Electric Company Benefit Associa-
tion, of Augusta, Ga., has re-elected officers as follows for the
ensuing year : R. E. Hunt, president ; C. L. Furbay, vice-presi-
dent; A. J. McKnight, treasurer, and C. E. Moring, secretary.
The quarters of the association are to be improved materially.

CORRESPONDENCE

THE SYSTEM OF FARE COLLECTION AND TICKETS EM-
PLOYED ON THE LINES OF THE ROCHESTER &
EASTERN RAILWAY COMPANY

Canandaigua, N. Y., May i, 1905.

Editors Street Railway Journal:

The paper, "Tickets, Their Use and Abuse," by Mr. Norviel,
printed in the Journal of April 22, 1905, and your editorial
comments are very interesting to the writer, as the system of
collection of fares on the Rochester & Eastern Rapid Railway
was designed after steam road practice and is decidedly suc-
cessful in its operation. The line at present is 44 miles from
Rochester to Geneva, and all ticket fares are based on mileage
at the rate of 1.5 cents per mile for one-way tickets, with a re-
duction for round trip. Mileage books are sold in three de-
nominations: 100 miles at 1.5 cents per mile, 500 miles at 1.3
cents per mile and 1000 miles at 1.2 cents per mile. School
forty-six-trip and regular fifty-four-trip monthly coupon books
are based on a mileage rate 5 per cent lower than the rate of
the direct competing steam road. Excursion coupon tickets
over connecting lines and steamboats are issued at regular rates
for regular business, and at slightly reduced rates for special
events. All tickets and mileage books, except special excur-
sion tickets and commutation tickets, are good in the hands of
any person until used. Cash fares are based on 2 cents per
mile, which is the steam road rate, duplex is issued and no re-
demption made. Conductors sell no tickets except loo-mile
books.

Sub-stations are erected with ticket office, waiting room and
express room, and at only two points is it necessary to have
stations and agents in addition to employees necessary to oper-
ate if ticket system were not in effect, and operating expenses
are not increased i per cent thereby.

The fare-zone system has proven inadequate and unsatis-
factory on an interurban line of any length, and the mileage
basis is the most convenient, equitable and satisfactory to the
public as well as to the company. The labor of fare collecting
and accounting is much simplified instead of increased, and
loss from non-collection of fares on account of crowds is re-
duced to a minimum. On many of our trains it would be a
physical impossibility for a conductor to collect cash fares
from passengers and attend to his other duties.

If a cash-fare system is followed, based on mileage, some
form of a fare receipt must be issued, and any such fare re-
ceipt will cost at least 50 per cent more than a ticket. The
higher rate for cash fares, with no redemption of fare receipts,
teaches the traveling public very rapidly to purchase tickets,
with the result that our cash fares are only about 14 per cent
of the total.

There appear to be only two apparently valid objections to a
complete ticket system: First, injustice to patrons taking trains
at flag stops; second, increased expenses of maintaining a few
ticket offices.

Sale by the conductors of loo-mile books and no limitation
on regular tickets obviate the first objection, for we find that
such patrons provide themselves with a mileage book or with
a supply of tickets, and within a few months all complaints
stop. As to the second objection, it must be admitted that
operating expenses are increased, but from an advertising
standpoint such additional expenses are a good investment.
The public is better informed and better served, and increased
patronage much more than balances the increased expenses.

We have studied results of our ticket system very carefully
and we would not abandon it under any consideration.

J. H. Pardee, General Manager.

882

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

THE QUESTION BOX

Among the topics discussed this week in the master me-
chanic's department are methods of cleaning and washing cars,
and methods of testing armatures and fields without removing
the motors from the car. Two questions pertaining to the
engine room are answered, and a suggestion for expediting
the work of stringing trolley wire is given.

E.— THE MASTER MECHANIC'S DEPARTMENT
E 79. — Should the matter of cleaning and washing cars come
under the transportation department or the master mechanic's
department? What are the advantages and disadvantages of
either system ?

The writer was interested in reading the answers to questions on
washing cars given in your Question Box Department for Feb. 28,
page 368. The washing of cars should come under the jurisdiction
of the master mechanic, and should certainly be turned over by him
to the personal attention of the master car painter. Especially
should this be done if the painting on the cars to be washed was
done under the master painter's supervision, for the reason that he
is the man who should know how the painting was done, and con-
sequently should be in a position to understand best how to wash
the cars. The master painter is the man who is quickly brought to
book should the general appearance of the cars be unsatisfactory
as regards the painting. Therefore, it seems to the writer a simple
matter of justice to give the painter entire control of the matter of
car washing. It is very easy to lay the foundation of ruin to the
whole painting if this work is left in the hands of careless and irre-
sponsible car washers. To illustrate this point, the following inci-
dent might be related. Not long ago the writer was engaged in
painting by contract a large number of winter cars for a road in
Brooklyn. The first cars run out of the paint shop were wanted im-
mediately for service, and the writer suggested to the depot master
the advisability of washing the cars to harden the varnish, and the
work was turned over to the regular car washers. Two hours later,
happening to be passing the place where the washers were working,
I discovered they were using a heavy solution of soap, and even
allowing this to become dry in places on the new varnish. It is
true that clean cold water applied to a newly painted car will
harden the varnish, but soap will destroy any freshly varnished
surface. This was a case of ignorance, and could not have hap-
pened if the washing had been in charge of a practical painter.
The master painter should be . given an opportunity of inspecting
cars regularly, and he is the man to select such cars from time to
time as in his judgment appear most in need of thorough washing,
and he should decide the best way to wash cars.

John C. Weaver, Bound Brook, N. J.

Cleaning and washing should come under master mechanic's de-
partment on account of cleaning newly varnished cars, etc.

Francis G. Daniell, New York City.

ment for supplying water is shown in the illustration. The water
valve should be conveniently located and the hose should be long
enough to reach any part of the car. The hose is supported on an
overhead traveler, made by attaching half of an iron pipe, bent into
a curve, to an ordinary form of sliding-door hanger which runs
upon an overhead I-beam. It is preferable to have a separate
I-beam runway for each side of the car. With this arrangement
it is virtually impossible to kink the hose. The valve on the water
supply can be arranged to be opened and closed with a rod from
the floor. Francis G. Daniell,

New York City.

E 85. — What are good ways of heating the paint room?
A satisfactory way of heating a paint shop is to put the heater
coils between the track, under the cars. Master Mechanic.

E 87. — What is a good form of scafTolding for use when
painting cars ?

A good form of adjustable horse is shown in the sketch, and

0

0

0

fe^=

re

ADJUSTABLE HORSE FOR PAINT ROOMS

needs no further explanation. Two of these horses with a plank
between make a very good staging for painting cars.

Francis G. Daniell, New York City.

E 91. — Please describe in detail your method of painting cars
from start to finish.

A moderately short and satisfactory method of painting cars is
given herewith. Cars painted by this method have stood for three
years with comparatively no change in the paint, though they have
been varnished over each year. One priming coat of lead mixed
with two-thirds oil and one-third turpentine; after 48 hours putty,
and when dry, sand paper; apply second coat of primer with very
little oil; after not less than 12 hours put on rough stuff, using
four coats of rough stuff, allowing not less than eight hours be-
tween each coat ; put on guide coat, and after a day rub down with
pumice stone ; next apply two coats of color, allowing a day be-
tween each coat ; stripe and letter ; then put on one coat of rub-
bing varnish, rub down and put on two coats of finishing varnish,

X Ifafer

M Supply

CONVENIENT ARRANGEMENT FOR WASHING CARS

E 80. — Please describe a good arrangement of stand and allowing at least twenty-four hours between coats of varnish,

room for washing cars. Master Mechanic.

The washstand should be well drained and have a good dry

floor, either of concrete or wood or metal slats. A good arrange- E 98.— What have you done in the direction of eliminating

May 13, 1905.]

STREET RAILWAY JOURNAL.

883

beading, superfluous decoration and fancy work from your
cars ?

Ornamental designs have been reduced to a corner piece in each
of the four corners of the outside convex panel, and of the head
Hnings with a broad Hue and parallel fine line along edges of out-
side panels and the head hnings. The broad line is aluminum
except in the lower concave panel outside where it is painted.

Master Mechanic.

E 100. — The suggestion is made that the regular daily in-
spection of cars should be made at the terminals of the lines,
between regular trips. Is this feasible, and what are the ad-
vantages to be gained ?

Where cars have from eight to twelve minutes layover at the
terminals at dinner hour, it is found practical to inspect the cars
and adjust the brakes at this time. Master Mechanic.

E loi. — Please describe in detail your system for inspecting
cars.

Cars are run over pit each day, when brakes are adjusted, any
bolts tightened, sand boxes examined, and any
repairs made that are noted on motorman's report
blank of defects.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract. & Lt. Co.

The arrangement at the shops of the Louisville Railway Com-
pany for testing out motors, controllers, car wiring, etc., is indi-
cated in the drawing herewith. The letter "b" represents the pit
tracks, and "a" represents a copper wire stretching across the pits
at a height of 16 ft. above the floor. A tap from this wire leads to
an elevated platform or gallery, where the testing instruments and
switches are located. The gallery is so situated that the man sta-
tioned at the instruments can overlook all the pits. In order to
test field coils for resistances, the truck is run out from under the
car body, and by means of a wooden pole having a hook on one
end made of No. 6 rubber-covered wire, and a sleeve with thumb
screw on the other end, connection is made between the cross wire
"a" and the field leads. The method of procedure will be under-
stood by consulting the diagram. One lead wire is left grounded,
and by closing the main switch, bringing the controller handle in
the elevated gallery to the second or third notch, and moving the
switch handle "c" underneath the voltmeter, to the right, the cir-
cuit is completed from trolley through ammeter and through volt-
meter "c". This voltmeter has a double scale, and when the switch
handle "c" is thrown to right, the millivolt scale is thrown in cir-
cuit. It will be evident that by taking the reading of the millivolt
scale and the ammeter simultaneously, the resistance of the field
coil can be accurately determined. As for example, if the milli-

In addition to the daily inspection, cars are
thoroughly gone over every four or six days, at
which time shoes are renewed. About every six
weeks the oil wells are taken down and cleaned
out, and the journal bearings oiled. When arma-
ture bearings are renewed, say every three to five
months, the entire motor is cleaned up and in-
spected. Master Mechanic.

E 102. — What is your system for inspect-
ing trolley bases, poles, harps and wheels?

Trolleys are oiled and inspected during the lay-
over at the terminals. Master Mechanic.

E 103. — Please state in detail the extent and
exact nature of the nightly inspection of cars
as practiced on your road.
We do no inspecting at night.

J. Chas. Ross, Gen. Mgr.,
Steubenville (Ohio) Tract. & Lt. Co.

The nightly inspection is confined to the care of
commutators and brushes, and oiling armature
and motor bearings. Master Mechanic.

E III. — When doing repair work on double-
truck cars, which method is preferable — lift-
ing the bodies from trucks and doing the work
from the top, or doing the work from the pit ?
Please state what you consider the advantages and disadvan-
tages of each method.

Experience shows that work done from above is more thor-
oughly and comfortably done, but work done from the pit can be
done more quickly, and avoids the troubles incident to cutting
electrical connections to the motors. In a general way it might be
said that work from above is preferable for large motors, "while
work from the pit is better for small motors.

Master Mechanic.

tKy.Jo

MOTOR TESTING ARRANGEMENT, LOUISVILLE SHOPS

the field coil will be

E 113. — As a general proposition, is it cheaper for a road to
make its own armature and field coils than it is to buy them ?

As a general proposition it is cheaper for a road to make its
own coils than to buy them, providing there are not more than one
or two kinds of coils used on the road, and providing there are
enough of them to keep a low-priced employee busy continuously

Master Mechanic.

on coils.

E 126. — What is a good way of testing armatures and fields
without removing the motors from the car during regular in-
spections, particularly on small and medium size roads?

volt reading is 35, and the ammeter reading is 10, the resistance of
V 35

= 3.5 ohms,
c 10

To locate leakage in the fields, detach the ground wire from the
truck, and, using the voltmeter "d" by throwing the switch "d" to
the right, faults can be detected by touching the lower end of the
fish-pole connection to the field lead wires, the commutator, brush
holder, etc. This arrangement is also used for testing controllers
and car wiring. For testing wiring, disconnect the motor leads,
except the ground wire, leaving the car body on the truck. Then
with the hook of the fish pole over the cross wire, touch the other
end of the pole connection to the armature, field and . resistance
wires leading from the controller board, then controller and re-
versing switch. Any faults will at once be indicated by the volt-
meter. The fish-pole connection is also used for moving trucks
back and forth over the pit tracks. To accomplish this, connect up
one motor with the fish-pole connection, and the man in the gallery
then closes the main switch and brings the gallery controller to
the first or second point, so that the truck is moved by its own
motors. In the same manner we run each motor before it goes
under the car, as a final test; this is done by jacking up the truck
on each side high enough for the wheels to clear the rail. The

884

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

arrangement is also used for testing-out rheostats and resistance
coils. John Zoll, Master Mechanic,

Louisville (Ky.) Ry. Co.

E 129. — Have you found any scheme for securing better con-
tact betw^een motor commutators and carbon brushes ?

Under no circumstances use sand paper on the commutators.
When the car is in for overhauling, or before armature is taken
out of lathe, polish the commutator by using a strip of canvas and
a very small amount of machine oil. The use of sand paper means
a rough surface; a rough surface means the wearing away of the
carbons, and the wearing away of the carbons is responsible for a
great amount of dust in the modern motor. Dust in the motors
leads to numerous troubles, not the least of which are flat spots on
commutators. J. L. Sullivan, St. Louis, Mo.

G.— THE ENGINE ROOM

G 3. — Is it possible to run a commercial lighting or power
load from generating units that are supplying current for rail-
way purposes? How can it be done? What is the best method
of regulation in such case to prevent fluctuations in the light-
ing or power circuit?

It is possible and very practicable to run commercial lighting
loads from the same generating units that are supplying current
for railway purposes. We have six water power stations and one
steam station all operating in parallel, giving a general supply for
incandescent and arc lighting, power for various purposes, such as
smelters, mines, cement works, brick works, mills, factories, etc.,
also for the entire electric railway system of Salt Lake City. The
entire generating system is run at 6o cycles. The supply for the
railway is transformed by means of rotary converters and syn-
chronous motor generators. In our case particularly, a great ad-
vantage is gained by running all power stations in parallel, thus
giving a "momentum" to the system which no considerable amount
of load variation on the railway system can affect. Two impor-
tant points are necessary, that of speed regulation and voltage
regulation, the former being in fact the most important in the
operation of a large system. There need not be any sudden
fluctuation in the speed or voltage with proper governors, and
particularly with careful watching on the part of the operators.
The power factor meter properly watched in each station gives
each operator a method of studying the voltage regulation, cross-
current between stations, etc. Transmission lines need not be
overloaded with idle current, or anything but effective kilowatt
power. To care for any voltage variations, 3-phase voltage regu-
lators, say of the indicated revolution type, motors actuated auto-
matically by a compensator regulator, will draw a perfectly steady
voltage line on the lighting load.

O. A. HoNNOLD, Opr. Engr.,
Utah Light & Ry. Co., Salt Lake City.

It is possible to run commercial lighting from power-generating
machinery. Feeders must be run independently from the switch-
board. Fluctations in voltage can be taken care of by means of a
Tirril automatic voltage regulator. If frequency is not suitable a
motor-generating set must be installed with a voltage regulator on
the generator. The Cleveland & Southwestern Tract. Co.

We operate a power load from a 500-kw generator direct con-
nected to a Corliss engine. We have a specially built fly-wheel on
this engine to which is belted a 200-k\v generator to operate our
cars. Without any regulating device our voltage on the power-
circuit lines is maintained from 545 volts to 550 volts.

L. M. Levinson, Mgr. Shreveport (La.) Tract. Co.

It probably can be done in some cases, but it is not good prac-
tice, and the writer would suggest that the railway and lighting
loads be kept on separate generators.

H. A. Tiemann, New York City.

G 8. — A young engineer, who has yet to win his spurs, has
been given charge of the power house on a 20-car road. He
has been asked by the manager to carry out a general efficiency

test of the entire station. He wants suggestions from some of
the older heads as to some of the things he should and should
not do in carrying out these tests. He wants to know how to
dispose his available forces so as to obtain the data without
taking on additional help. If your manager should ask you to
make tests and report on just what each department of the
power house was doing and could do, how would you go about
it to get the information? This is a matter especially worthy
of discussion. Suggestions are particularly requested.

Would base more on weekly or monthly average results than
from special efficiency tests covering a day's run. Each member
of the operating staff should be given to understand definitely his
part of the responsibility for the total economy of operation. Care-
ful records should be kept of kw-hours measured, not by amperes
times volts, but by recording kw-hour meters; pounds of coal
burned per day; oil and waste used; miscellaneous supplies and
labor item, all being figured per kw-hour. The results should be
kept in tabulated form and in such shape that comparisons can be
made from week to week or from month to month. Comparative
curves kept up from the tabulated data, will show clearly the re-
sults obtained, whether decreasing or increasing, and the per cent.
In this way all of the station operators can be interested in work-
ing for results and will be aided in keeping down costs per kw-hour
for fuel, oil, waste, etc.

O. A. Honnold, Opr. Engr.,
Utah Light & Ry. Co., Salt Lake City.

Test depends upon circumstances and facilities at hand. If there
is a water meter in the boiler-feed circuit and a wattmeter on the
switchboard output, he can get fairly good results with his regular
force of help. He can weigh his coal supply on small scales as it
is being passed to the firemen. If he has no water meter he might
be able to rent one. Water meter should be calibrated after use. If
he uses measuring tanks he will require an extra man to run
them. He can put a thermometer in boiler-feed pipe to get boiler-
feed temperature. He should take readings of water consumed,
power given out and temperature of boiler-feed every two hours.
Run test ten or twenty-four hours and note weight of coal and
ashes. Start with fires clean and water level near middle of gage
glass, and close with same conditions. He can with above data
calculate efficiency of boilers, and from load output and water input
approximate efficiency in the engine room sufficient for commercial
purposes. The Cleveland & Southwestern Tract. Co.

H.— THE LINE DEPARTMENT

H 21. — What means, machines, devices, special rigged cars,
etc., do you know of for expediting or cheapening the work of
stringing trolley wire?

The work of stringing trolley wires can be cheapened and sim-
plified by using some such rigging as shown herewith. The reel
of trolley wire is placed on a flat-car resting on A supports, which
are grounded. The flat-car containing the reel is pushed by some

SUGGESTION FOR STRINGING WIRE

form of tower-car equipped with motors. The trolley wire is
strung out alive, the wire passing from the reel up over a standard
on the flat-car, as shown. The method of procedure is of course
simple. The motor car takes current from the live wire which it is
stringing. The car is pushed to a trolley pole, and the upright
standard on the flat-car brings the wire to the proper level for
fastening to the pole brackets. The men on the tower car then
make the necessary connections and the outfit proceeds to the next
pole. Some form of brake is required to govern the movements of
the reel of wire, and a brake that will fill all needs cart be made of
a plank pivoted so that one end, which is provided with leather
facings, will bear against the under side of the reel, while the other
end is weighted with scrap iron. Editors.

May 13, 1905.]

STREET RAILWAY JOURNAL.

885

SIGNALS FOR INDICATING CONTROLLER POSITIONS

It would frequently be of considerable assistance to a motor-
man in the performance of his duties if, when following an-
other car, he had some means of telling whether the motorman
on the car ahead was applying or shutting off power, or
whether he was running with controller on series or multiple
position. This knowledge would enable the operator of the
second car to govern his own actions to better advantage, tend-
ing to give better economy in car operation, less liability to rear
end collisions, better spacing of cars and, in general, relieving
motormen of considerable mental strain. A system of rear
and front signal lamps on each car, in connection with the con-
troller contacts, has been devised by William Lintern, of West
Park, Ohio, to accomplish just these results. The arrange-
ment is of particular advantage on congested city lines, and also
on high-speed lines, as it provides means whereby the position
of the controller on any car can be determined from a distance
by means of the signal lamps on the car. An incidental ad-
vantage of this is obtained in that inspectors or superintendents
in the street are enabled to check up the proper or improper

Assuming that controller is at off position, there are approxi-
mately 500 volts at a. The circuit through red lamps from a
is completed through the green lamps and (by means of a

Roil Lamps

Gi-fcn Lamps

Ai

■w-

H

As

O

Red Lamps

"WW

H

Oreen Lamps

-o — w-

O WV^

Sln.,.l I!y..Io,„„:.l

FIG. 1.— DIAGRAMMATIC PLAN OF CONNECTIONS FOR SIGNAL

SYSTEM

simple contact switch actuated by the controller handle)
through motor No. 2, but as the resistance of the green lamps
is relatively very high as compared with the motor circuit, a
short-circuit is made through motor No. 2. The result is red
lamps receive full power and burn brightly. The green lamps

Red<!

Green Q~

Green ©(=-
Ked

Use 135 vull liimps %vlieu four in serii
Locate lainjis in conspicuous places.

Canopy Switcll

* Running
O Resistance

+ Transition Controller*'!

^ Red

P+OGr

L,Ry. Journal

FIG. 2.— CONNECTIONS FOR SIGNAL SYSTEMS, AS APPLIED TO K-TYPE OF CONTROLLERS

handling of controllers by individual motormen, and the rules
regarding the too rapid application of power, and the use of
power on grades and at approaches to dangerous points, such
as crossings, swing bridges, etc., can be enforced more ef-
fectually.

On double-track lines the signals are also of value in pre-
venting accidents to passengers who may be alighting from
cars, as the motormen are always able to tell from a distance
whether a car coming in the opposite direction has stopped or
is about to stop.

In Fig. I is shown a diagrammatic plan of connections on a
car equipped with the Lintern signal system. In the diagram,
a indicates trolley or line contact; b is positive wire of arma-
ture No. I ; c is negative wire of armature No. i, and positive
wire of field No. i ; d, when controller is on series position, in-
dicates negative wire of field No. i, and positive wire of arma-
ture No. 2, and on multiple positions, d is positive wire of
armature No. 2, and has direct connection with a; e is positive
wire of field No. 2 ; ^ is negative wire of field No. 2 and ground
wire; h is lamp connection to controllers.

are now out. When power is applied, the difference of poten-
tial between a and d decreases until the last series position is
reached, when approximately a difference equal to one-half the
line voltage exists between a and d and d and g, and both
circuits of lamps will burn at about one-half the candle-power
capacity. This clearly indicates starting.

When multiple positions are reached, a and d are at the
same potential. Then h being connected to d, no difference of
potential exists between the terminals of the red lamp circuit,
and the red lamps are out. But as the potential at d is approxi-
mately 500 volts, the green lamp circuit is at full candle-power.
This indicates car is moving at full speed.

Fig. 2 shows the connections as applied to the K-type of
controllers for a double-end car. It will be understood that
connections for single-end cars are much simplified. It will
also be noted that the connections are applied to the contact
plate of reversing switch, thus making the system automatic
in adjusting itself for use from either end of the car.

The system is also applicable to controllers used with multi-
ple-unit control.

886

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

A QUICKLY-APPLIED SOLDERED RAIL-BOND

ML

r

lb '

L«». . .1 1 "jjl .{« ,« ....«tj -

- '■ *

SoldtTca Contacts.
Am mated Sliiln^ Contacts.

Harold P. Brown, of New York, has just placed on the
market the self-soldering rail-bond which is illustrated in the
accompanying engraving, and which was publicly shown for
the first time at the International Railway Congress in Wash-
ington.

This bond is composed of two copper strips with a section of
13/2 ins. X 34 in. or more, and 3 ins. or more long. The surfaces
are protected from corrosion by a heavy coating of non-rust-
ing alloy. One of these copper strips is soldered to the web of

one of the rails at its end,
so that one-third of its
length laps onto the web
of the second rail. On the
latter rail the second bond-
ing strip is firmly soldered,
and it is provided with an
-off-set, so that 1* laps over
the first strip and carries
current across the joint,
leaving opportunity for
in. of end play without
breaking contact. The
rubbing surfaces are pro-
vided with an adhering
layer of plastic alloy of
high conductivity, which
prevents rust and serves
as a conductor and as a
lubricant of the moving
parts. The bond is then
covered with a wide strip
of packing, which ex-
cludes dust and dirt from
the contact surfaces and
holds in position a heavy
steel spring bearing upon
the angle plate and keep-
ing the bonding strips in
firm contact with each
other. The feature of the
bonds is the method of soldering. This is accomplished
by the use of a heating material called "Calorium," which
is ignited with a match. This material gives a double
chemical reaction, the result of which is to bring the
rail ends to a dull red temperature of about 1000 degs.
to 1 100 degs. F. This melts the solder on the bond ter-
minals and unites them permanently to the steel. Calorium
can, of course, be used with any type of soldered bond, and
Mr. Brown will supply it for that purpose. The method of ap-
plying it to the bond already described is first to prepare the
contact surface of the rail with a hand-power grinder, cover-
ing the bond with a special flux and solder and clamping it
into position on the rail. The clamp that holds the bond also
holds the cast-iron crucible against the web of the rail. The
crucible is held against the rail on the side opposite to that on
which the bonds are to be soldered. Mr. Brown has tried vari-
ous materials, such as fire clay, etc., for protecting the inside
of this small crucible, but has found that ordinary paper an-
swers as well as anything else.

To solder the bond to the rail the briquettes of calorium are
dropped into the cruciljle and ignited and the rail is heated up
to the requiste temperature in about ten seconds. The calorium
does not give any residuum of metallic alloy, but a slag which
does not adhere to the rail or decarbonize it, and can easily be
broken off. Mr. Brown has also applied the same material to
soldering his well-known plug lionds. This is accomplished
by dipping the plug in solder and inserting it into the hole, and

RAIL SECTIONS AND ELEVA-
TION, SHOWING SOLDERED
BOND IN PLACE

then placing some of the material on top and igniting it. The
advantages claimed over the ordinary soldered bond are that
the method insures a hot rail, which is necessary to a good
soldering job, the rapidity of the process, and the fact that
there is no deposit on the soldered surface as the result of
heating.

The cross section of the knife blade bond, illustrated in the
diagram, is two and one-half times that of a 0000 wire, and if
any increase in resistance at the contact surface should occur
after use, the initial conductivity can be almost instantly re-
stored by rubbing the upper edge of the copper strips with a
piece of Edison solid alloy and pouring on a little water.

The following is the result of a test of a steam railroad sig-
nal bond applied to a suspended rail-joint. The bond was ap-
plied through two ^-in. holes and through one angle plate
only :

, Volts Drop 1

Amperes 10" of Joint 10" of Rail

20 0.0007 0.00053

100 0.00372 0.00169

500 0.0173 0.00719

1000 0.0331 0.01402

After twenty-five minutes and under 1000 amps, there was no
change in temperature noticeable to the touch, and the readings
were :

1000 0.0335 0.01432

NARRAGANSETT CARS FOR PORT CHESTER, N. Y.

The Greenwich Tramways Company, of Port Chester, N. Y.,
recently received from the J. G. Brill Company five Narragan-
sett cars which will be operated on lines traversing one of the
finest suburban districts in the vicinity of New York and con-
nect with trolley systems from other points in West Chester
County. The town of Port Chester has a number of large
manufacturing interests, and the Byram River, which is the
boundary between New York and Connecticut, is navigable up
to the town, which is about 2 miles from the coast of Long
Island Sound. Several fine bathing beaches are reached by the
lines, and the new cars will be much appreciated by the crowds
which go to the beaches every fine day through the summer.

ONE OF THE NEW OPEN CARS USED BY THE GREENWICH
TRAMWAY COMPANY

The cars measure 34 ft. ^ in. over the crown pieces and 8 ft.
3 ins. over the posts at belt. The eight seats in the central part
of the car have reversible backs and the four bulkhead seats
have stationary backs. Spring roller curtains are furnished for
the side openings. The seats and backs are of ash strips and the
ceilings are of decorated birch. What is practically a double
step, without the disadvantages of that form of construction, is
provided by substituting Z-irons for the usual thick timber sills,
the upper step being formed by the middle web which keeps it
within the line of the posts and the width over all within the
restricted limits. A great amount of vertical strength is pro-
duced by the manner of fastening the side posts. A peculiarly
formed pocket is bolted to the side of the sill and holds the end
of the post, while on top of this is placed the ordinary round-
corner seat-end panel. A J^-in. bolt holds the post into the
pocket, which is equivalent to a 7-in. tenon, while the fasten-

May 13, 1905.]

STREET RAILWAY JOURNAL.

887

ing of the post into the round-end seat-panel box still further
increases the stiffness and strength of the connection. This
makes the Narragansett car the strongest and most rigid form
of open car yet constructed.

The general dimensions of the cars are as follows: Length
over the crown pieces, 34 ft. % in. ; distance from center of the
corner posts over the crown pieces, 4 ft. ; width over sills, 7 ft.
5 ins., and over the posts at the belt, 8 ft. 3 ins. ; sweep of the
posts, 5 ins. ; side sill size, 5 ins. x 3 ins. x in., Z-bars ; thick-
ness of the corner posts, 3^ ins.; thickness of the side posts,
2^ ins. The cars are mounted on No. 27-G trucks, with a 4-ft.
wheel base and 33-in. wheels. The furnishings include Brill
radial draw-bars, "Dedenda" gongs, "Dumpit" sand boxes and
ratchet brake handles.

A NEW A. C. AND D. C. CIRCUIT BREAKER

To meet the demand for a compact and inexpensive circuit
breaker for both alternating and direct-current circuits the
Westinghouse Electric & Manufacturing Company has pro-
duced the type-F breaker, which is made in I2i/-amp., 25-amp.,
50-amp. and 75-amp. sizes for 250 volts direct and 440 volts
alternating. They are made in the overload type only. Two
views are shown. The tripping point is adjusted by turning
the thumb screw shown in the illustration, the range being
from 80 per cent to 180 per cent rated capacity. The small
insulating knob at the right of the contacts controls a tripping
device by raising which the breaker may be opened by hand.
By installing a lircaker for each wire of the circuit, two for
two-wire and three for three-wire circuits, the switch may be

TWO VIEWS OF A C. AND D. C. CIRCUIT BREAKER

dispensed with and the circuits operated by means of the break-
ers alone. In this case the breakers are non-closable on over-
loads, the breaker on one side of the circuit opening when the
breaker on the other side of the circuit is closed. An insulating
knob is provided for closing. The only depth required in the
containing box is that required for the opening of the breaker.
Current carrying contacts are of copper, arcing contacts are
carbon and are readily renewable. The lever arm is opened by
a spring. The operating solenoid is inside of a fibre tube in the
lever arm, which also conduces to a small and compact design.
The parts of the breaker are mounted on a neat porcelain

block, which is fastened to its support by three screws with
countersunk heads.

Every effort has been made toward reducing the size and
cost of this breaker, and the manufacturers expect to supply a
great number of them because of the very small space required
for installation, their low cost and their excellent operating
characteristics.

—

AXLE AND DRIVING-WHEEL LATHE

The accompanying illustrations show two tools exhibited in
the space of the Westinghouse Companies at Washington this
week, which attracted wide attention, and which are excellent
examples of the possibilities of the electric 'drive as applied to
machine tools. The larger tool is a locomotive driving-wheel
lathe of gigantic proportions, weighing over 100,000 lbs. and
requiring a 40-hp motor to drive it. This is the loo-in. Niles
driving-wheel lathe built by the Niles-Bement-Pond Company,
New York. It will turn all sizes of wheels from 48 ins. to 90
ins. in diameter, and has an improved special type of mortised
face plates for receiving the driving-wheel crank-pins, and thus
permitting the wheels to be "chucked" close to them. The re-
sult of this improvement in chucking is that tires are held ab-
solutely rigid under the heaviest cuts and chattering is en-
tirely eliminated. The capacity of this machine is unusually
large, six pairs of driving wheels turned per ten-hour day being
a fair average, while if crowded this rate may be considerably
increased. The great weight and strength of this tool and the
high powered drive which it requires is an excellent example
of the remarkable improvements that have of late been made in
railway shop machinery, particularly as a result of the increas-
ing use of the high-speed tool steels.

The motor used for driving the wheel lathe is a 40-hp type-S
Westinghouse motor, arranged for variable-speed operation
upon the field-control system, and is mounted upon the sta-
tionary headstock of the tool. It has a speed range of from
490 r. p. m. to 980 r. p. m., advancing through numerous incre-

LOCoMdl IXIC I)KI\'IN(i-\\ IIKIOL LAI [IK i 1 1' I', KA I IC I ) \\\ Inlll'
MOTOR AND AN AUXILIARY 5-IIP MOTOR FOR TRAVERSING
THE MOVABLE HEADSTOCK

ments by means of a hand controller conveniently located for
the tool operator. The motor drives the machine through a
gear mechanism which has changes providing a total range of
cutting speeds at the wheel of from lo ft to 23 ft. per minute.
This permits tire truing to the best advantage upon all tires
from 48 ins. to 90 ins. in diameter. This tool is also equipped
with a 5-hp type-S motor, operating at constant speed for
traversing the movable headstock for convenience in putting
in pairs of wheels.

The second machine illustrated is the heavy Niles double-
axle lathe of the center-drive type, which will take in axles and

888

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

forgings up to 123/^ ins. in diameter, and is designed to operate
two cutting tools at heavy duty upon opposite ends for turning
wheel seats and journals. This tool is driven by a 20-hp type-S
Westinghouse variable-speed motor, so that heavy cutting ser-
vice is provided for. The motor has a speed range of 340
r. p. m. to 1200 r. p. m., also operated by a hand controller. The
motor is mounted upon an extension of the bed plate and
drives the mechanism through gearing. Other tools on exhibit

; o 5 i J

DOUBLE-AXLE LATHE OF THE CENTER-DRIVE TYPE

were a Putnam roughing lathe, driven by a 50-hp motor with
a speed range of from 500 r. p. m. to 1000 r. p. m. ; and a Sellers
universal tool grinder, driven by a 7y2-hp motor, mounted on a
bed-plate extension and belt-connected to the driving shaft.

HIGHWAY CROSSING SIGNALS ON THE AURORA, ELGIN &
CHICAGO RAU-WAY

The Aurora, Elgin & Chicago Railway Company has a num-
ber of alarm bell highway crossing danger signals at street
crossings in the suburban towns through which it passes. Two
types of signal are in use. One of these is the Sedwick signal,

ALARM GONG UN TOST AT CROSSING

which was perfected on this road and is soon to be manufac-
tured by the Ohio Brass Company. The principle of this sig-
nal is very simple. A section of third rail is laid on the side
of the track opposite to that of the regular third rail which

supplies the current, as shown in the accompanying illustra-
tion. When a car passes this point, the contact shoes of the
car, being all four in multiple, make contact between the regu-
lar third rail and the insulated section on the other side of the
track. There is a circuit from the insulated section through a

SECTIONAL VIEW, SHOWING HOW CAR WHEEL DEPRESSES
PLUNGER, WHICH IN TURN CAUSES OPERATION
OF A SOLENOID

relay and thence to ground. The relay has two sets of coils.
When a car is approaching the crossing it passes over the
section of rail which makes the contact so as to energize one
pair of coils in the relay. The armature of the relay is then
pulled over so as to make contact and establish a circuit from
the regular third rail through a bank of five lamps to ground.
An alarm bell is connected in shunt with one of these lamps.
The lamps are lighted and the bell is rung until the car passes
a second section of third rail which is beyond the crossing. In
passing this section a circuit is established through the other
pair of coils on the relay, which results in opening the alarm
bell circuit and putting the signal out of operation until again
energized by a car approaching the crossmg.

AUXILIARY RAIL LAID FOR ALARM CIRCUIT

A more recent signal is that invented by Joseph Sauer and
S. E. Johnson, both employees of the company. In this signal,
the car wheels, in passing, depress the plunger of a track in-
strument, located close beside the rail, as indicated in the ac-

May 13, 1905.]

STREET RAILWAY JOURNAL.

889

companying drawing and half-tone view. This plunger is held
up by a powerful spring and can only be depressed by the car
wheels. The car wheels, in depressing this plunger, operate a
lever which pushes an armature up in a solenoid. This arma-
ture, when at the upper limit of its travel, makes contact be-
tween two fingers, thus completing the circuit from the trolley

VIEW SHOWING LOCATION OF PLUNGER ALONGSIDE
OF RAIL

or third rail through the solenoid coil. The coil thus being en-
ergized, holds the plunger up of itself. The same circuit passes
through the alarm bell and bank of lamps. The alarm bell cir-
cuit is broken by the passing of the car wheels over a similar
track instrument on the other side of the crossing, which mo-
mentarily breaks the circuit and causes the solenoid of the
track instrument on the other side of the crossing to let go.
The same scheme can be used with batterv current.

MAIL AND EXPRESS CAR FOR INDIAN TERRITORY

The mail and express car illustrated has lately been placed
on the lines of the Indian Territory Traction Company. It
was built by the American Car Company, and measures 45 ft.

tudinal bars are placed on the inside. The car is lighted by
incandescent lamps at intervals along the strip extending from
end to end of car at center under the roof. The interior is
finished in ash, natural, and the ceiling is of varnished carline
finish.

The construction is unusually substantial and includes heavy
letter-panel, and with the continuous arched rafters unbroken
by a monitor deck, constitutes a very strong roof. The under
trusses strengthen the center of the car for heavy loads, while
inside trusses, centered over the body bolsters, also support the

INTERIOR OF BAGGAGE CAR, SHOWING LONGITUDINAL
FOLDING SEATS

sills near the center and counteract any tendency to sag at the
sill ends. Besides this, outside sill plates are used, forming
altogether a very powerful construction entirely suitable to the
carrying of heavy loads. The outer platform knees are rein-
forced with angle irons. M. C. B. couplers are at each end.
Angle-iron bumpers, "Dedenda" gongs, folding gates, brake
rigging and steps of Brill manufacture, and American Car
Company's sand boxes are among the specialties. The car is
mounted on the American Car Company's No. 23-A truck, with
6-ft. wheel base and 33-in. wheels. The length over the end
panels is 37 ft., and from the panel over the crown piece, 4 ft.
The width over the sills is 8 ft. 4 ins. ; distance between the
centers of posts, 29J2 ins. The side sill size is 4J/2 ins. x 7.)4
ins., and the end sill size, 5 ins. x 7-)4 ins. ; sill plates, ^ in. x
8 ins. The thickness of the corner posts is t,^ ins., and of the
side posts, 2^ ins. ; height of steps, 18;^ ins.,
and of risers, 143.^ ins.

AN IMPROVED LIGHTNING ARRESTER

MAIL AND EXPRESS CAR FOR THE INDIAN TERRITORY TRACTION COMPANY

over the crown pieces and 8 ft. 4 ins. over the posts at the belt.
Portable vestibules are at each end of car. The interior com-
prises one large room, along the sides of which are longitudinal
seats arranged to fold. This arrangement is a very practical
one, and the space and seats can be utilized in such a way as
to meet almost any emergency. At the center of the car on
either side are 40-in. sliding baggage doors, and single sliding
doors are at each end.

The windows are arranged to drop into wall pockets, and as
a protection from breakage by contact with baggage, longi-

The well-known Wurts non-arcing arrester,
developed by the Westinghouse Electric &
Manufacturing Company, has been in service
now for over twelve years, and it is nntalile in
this connection that the first changes in its
mechanical mounting have only recently been
found desirable. The old type of this ar-
rester is used extensively, both here and abroad, for all condi-
tions of service, ranging through power, lightning, telephone
service on high-tension transmission systems and wherever
protection was desired within its range. The new type has the
same dimensions as the old type-C arrester, style No. 1383,
and the arrester unit itself may be used as a repair part wher-
ever this device has been employed. One improvement is the
method of securing the non-arcing cylinders to the porcelain
supports. These are firmly held in place by machine screws
passing through holes in the porcelain supports and screwed

890

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

in the line and ground contacts. Porcelain supports are molded
to shape with the cylinder centers exactly spaced, thus secur-
ing a perfect air-gap adjustment. All the cylinders can be
easily turned through any angle to present new surfaces for
action. Line and ground leads are made in a very secure
manner.

The assembled porcelain supports and cylinders are separated
from the iron box by rubber-covered wire. This makes an
effective packing, which insures the porcelain from breakage

LINE ARRESTER FUR OVERHEAD FEEDERS AND CIRCUITS

if the arrester be shaken or jarred, and the wire holds the pack-
ing in place. The cover is screwed to the box, rubber gaskets
keeping out all rain. The arrester is of the line type, designed
for connection to overhead feeders and circuits, the normal
rating being from 500 volts to 1250 volts double pole and up
to 2500 volts single pole. All the best electrical operating char-
acteristics of the old type-C arrester are retained, the improve-
ments consisting of improved mechanical construction, and
consequently longer life and ease of inspection and repair.

♦♦♦

THIRD-RAIL GUARD PATENTS

Patents have recently been issued to L. B. Stillwell and
F. R. Slater, of the electrical department of the Interborough
Company, New York, for the invention of the type of third-rail
guard which is used in the New York Subway. The patents
are two in number, one referring to the arrangement of pro-
tecting covering which is supported from the cross-tie, and the
other that in which the covering plank is supported by a
bracket clamped to the third rail itself, the latter being the type
that was adopted for the subway conditions. The details of
the guard as applied to the New York Subway were illustrated
in the Oct. 8, 1904, issue of this journal, although it is to be
noted that no side guards were used, as are indicated in the
accompanying drawing, this having been considered unneces-
sary for the subway conditions.

In the case of supporting the guard from the third rail itself,
wooden struts are clamped to one side of the rail at intervals

by means of special iron castings fitting over the flange of the
rail and held there by hook bolts; upon the top of the wooden
struts further special iron brackets are bolted to support the
overhanging longitudinal guard plank which is thus effective
in keeping the rail free from obstructions. In the other case
the guard plank is carried by means of an all metal or part
wooden bracket construction which rests upon the cross-tie
and forms a part of the rail insulator base, as illustrated in one
of the accompanying engravings. In both cases the guard
plank is thoroughly insulated from the rail so that it may be
stepped on with safety by workmen in crossing the track, and
in confined spaces, as in the tunnel, it serves as a very con-
venient walkway.

The method of supporting the guard plank from the rail itself
has appeared to be the preferable arrangement, in that the
clearance between rail and guard is always necessarily con-
stant, and inequalities in level of the insulator support blocks
can have no effect on the alignment of the plank ; in the other
case it is evident that a settling of the cross-tie and insulator
away from the rail, as sometimes happens, would bring the
plank down with it and endanger an obstruction to the collect-
ing shoes upon the trains. This type of third-rail protection
was first introduced upon the Wilkesbarre & Hazleton Rail-
road, which was opened for traffic in the spring of 1903, as was

%

Slrctt Ry.Jouroal

DETAILS OF PROTECTED THIRD RAIL

noted in these columns ; here the innovation operated very suc-
cessfully through all classes of weather, including snow and
sleet. It is also interesting to note that this improved form of
protection, as applied in the subway, has been adopted and is
being installed upon the suburban lines of the Long Island
Railroad, which are now being equipped for electrical operation.

The Cleveland, Painesville & Ashtabula Railway has insti-
tuted a limited train service by which a fast car will leave Ash-
tabula at an early hour each morning and connect at Painesville
with a limited on the Cleveland, Painesville & Eastern Railway.
The 30 miles on the first-mentioned road will be made in one
hour and two minutes, while the 60 miles to Cleveland will be
made in two hours and twenty minutes.

May 13, T905.]

STREET RAILWAY JOURNAL.

891

FINANCIAL INTELLIGENCE

Wall Street, May 10, 1905.

The Money Market

There were no important changes in the money market this
week. The tone was somewhat easier in consequence of tlic
further accumulation of funds by the city institutions, but rates
for both call and time loans have ruled practically unchanged from
those recently quoted. Money on call was in abundant supply
throughout the week, at rates ranging from 2^ to 3 per cent, with
the bulk of the business transacted at 2^ per cent. In the time loan
department the volume of business was extremely small, owing in
part to the continued liquidation in the stock market. Early in the
week lenders reported a fairly good demand for three and four
months money, which was satisfied at y/2 per cent. Six and seven
month maturities were in moderate request at ^Vi per cent, but the
banks and trust companies were not inclined to press their funds at
that figure. As a result, borrowers continued to draw their im-
mediate wants from the call loan department, the belief being
general on their part that lower rates for time money will be ob-
tained in the near future. This belief is probably based upon the
fact that the banks have materially strengthened their position
during the past month, and all indications point to a continued
movement of funds in this direction, which will more than offset the
demands to be made upon the banks between now and the crop
moving season. On May 15 the national banks will be required to
pay over to the Government about $15,000,000, being about 25 per
cent of the Government's deposits. Of this amount the local in-
stitutions will pay about $8,000,000 on their own account, and
several millions more for the account of correspondents. The bank
statement issued last Saturday made a decidedly favorable exhibit.
Loans decreased $5,780,200, as a result of liquidation of stocks.
Deposits decreased $2,630,700. There was a gain in cash of $1,406,-
50D, which, together with a reduction in the reserve required of
$657,675, resulted in a gain of $2,064,175 in the surplus reserve.
The surplus is now $18,729,425, as against $22,724,200 in 1904,
$10,029,825 in 1903, $3,461,000 in 1902, $8,127,475 in 1901, and $15,-
336,725 in 1900. The foreign markets have experienced no material
change. The conditions remain easy at all the principal centers.

The Stock Market

Trading in the local securities market was upon a comparatively
small scale this week, although prices displayed considerable irregu-
larity: the general tone of the market was decidedly better. At the
opening the market was inclined to recover from the depression
which characterized the dealings in the previous week, but shortly
afterwards the upward tendency was checked. London and the
Continent were liberal sellers of stocks, which, together with heavy
selling by local interests, carried prices off J/ to 4 per cent. During
the last half of the week, however, the market developed increased
strength, and apart from temporary reactions, the general ten-
dency of prices was toward a higher level. A prominent feature of
the week was the violent fluctuations in Consolidated Gas. In
the early dealings pressure was brought to bear, and the price ran
off sVi points, but later, on the defeat of the 8o-cent gas bill at
Albany, it rallied i8j4 per cent. In the railway list Union Pacific
showed early weakness, but subsequently the price was bid up
sharply. Other strong issues were Northern Pacific, New York
Central, Reading and St. Paul, and in the industrials. Rubber
Goods Manufacturing, Amalgamated Copper, Colorado Fuel &
Iron and Tennessee Coal were conspicuously firm features. The
bond market was firm, prices generally reflecting an increased de-
mand. The market closed steady. The local traction issues were
quiet and heavy.

A quiet week on tractions in Cincinnati. Cincinnati, Dayton &
Toledo stock was active, and advanced from 22^ to 23^4- The 5s
of this company were active at 92 and 92^. Several large lots of
Northern Ohio Traction consolidated Ss sold at 100^, Cincinnati,
Newport & Covington common sold at 31 !4- Detroit LTnited lost
3^4 points to 82]/2.

At Cleveland, Aurora, Elgin & Chicago was most active, ad-
vancing to 17^, and then declining to isH at the end of the week.
Cleveland Electric was weak early in the week, but strengthened to
7854 on news of a favorable court decision. Northern Ohio Trac-
tion was stronger, and sold at 22j4 at the close. On Tuesday of
this week Aurora, Elgin & Chicago strengthened, and several lots

sold at 17, buyers thirty days. Aurora, Elgin & Chicago 5 per cent
bonds have been active, and advanced from 89^4 to 90j4 a lew
days. Muncie, Hartford & Fort Wayne sold at 49, and Northern
Texas Traction at 5754-

Philadelphia

MiKlerate activity, accompanied by sharp price fluctuations, char-
acterized the trading in the local street railway issues this week.
At the opening the market displayed a rallying tendency in sym-
pathy with the improvement in the New York market, but in the
later dealings renewed pressure was brought to bear on the specu-
lative issues, which carried prices generally to a much lower level.
Toward the close, however, a decidedly firmer tone developed, and
prices for some issues ruled substantially above those prevailing
at the close of the preceding week. United Gas & Improvement
was by far the over-shadowing feature of the trading, both as re-
gards activity and price movements. In the early trading there
was a recovery of ij4 points to II3!4, but the heavy selling, said
to be for the account of certain politicians, dropped the price to
1 10, the lowest point attained in many weeks. The buying, how-
ever, was particularly good, and resulted in a sharp advance to
ii6j4, the final transaction being within Ys of the highest, a net
gain for the week of 4li points. Transactions aggregated 30,000
shares. Philadelphia Rapid Transit was under pressure, the price
declining from 33.54 to 31%, from which it recovered only Ys.
About 10,000 shares were traded in. Philadelphia Traction held
firm throughout, upwards of 1500 shares changing hands at 99^3
to 99^4- Union Traction sold to the extent of about 1000 shares,
at prices ranging from 6o.>8 to 61, a net gain of J4- United Com-
panies of New Jersey advanced nearly a point to 271^4, on the
purchase of odd lots. Philadelphia Company common, on dealings
amounting to 6500 shares, declined from 44^4 to 43^4, and closed at
the lowest. The preferred stock fluctuated between 48 and 4854, on
light trading. Other transactions included American Railways at
52, Consolidated Traction of New Jersey at 84 to 83^4, Fairmount
Park Transportation at 20 to 20^, Railways General at 3^, and
United Traction of Pittsburg preferred at 51.

Chicago

The local traction stocks were practically neglected during the
past week. Dealings included a very small number of issues, and
transactions were confined almost entirely to odd lots. The sales
reported included Chicago & Oak Park Elevated common at 6^ to
6, the preferred at 20,14 to 20, Metropolitan preferred at 61, West
Chicago Street Railway at 45, Chicago LTnion Traction at 7%, and
South Side Ele\ ated at 93.

Other Traction Securities

In the Baltimore market interest centered largely in United Rail-
way issues, bonds which fluctuated sharply on rather heavy deal-
ings. From 59;4 at the opening the price ran off to 5844. from
which there was an advance to 61. In the final dealings rather
free selling developed, which carried the price off to 60, a net
gain of a point. About $95,000 were traded in. The 4 per cents
were considerable less animated but steady, upwards of $44,000
changing hands at 9254 to 921^. Several hundred shares of free
stock at from 1454 to 15, while the certificates sold at 15. Other
sales included $3,000 Norfolk Railway & Light 5s at 9254, $2,000
Virginia Railway & Development 5s at 99, $4,000 Norfolk Street
Railway 5s at iii^, $4,000 Lexington Street Railway 5s at io8;4,
and $9,000 Richmond Traction 5s at io6j4- The feature of the
Boston market was the strength displayed by Boston Elevated,
several hundred shares of which changed hands at from 156 to
158, a net advance of a point. Boston & Worcester stocks were
([uiet but firm, about 500 of the common selling at from 31 to 32^^,
a gain of while the preferred brought 80 and 7954 for small
amounts. Massachusetts Electric common declined 1% points in
the early dealings to 17^, but subsequently recovered to 18. The
preferred broke from 65-j4 to 64, and closed at 65, a loss of a point.
West End common sold at 96^2 to 96, and the preferred at Ii6'4.
In the New York curb market Interborough Rapid Transit con-
tinued its erratic movement on comparatively light dealings. Initial
transactions were made at an advance of 2 points to 206, and on the
exchange of iioo shares the price yielded to 201, and closed at
202',4. In all about 3500 shares were traded in. The company has
sold during the week_$io,ooo,ooo 4 per cent notes to a syndicate of
bankers, the proceeds of which will be used to acquire new prop-

892

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

erties, additional equipment, improvements and various other re-
quirements. The notes will mature on May i, 1908. New Orleans
Railway common ruled strong, 700 shares selling at prices ranging
from 29 to 295/2

Security Quotations

The following table shows the present bid quotations for the
leading traction stocks, and the active bonds, as compared with

last week :

May 3 May 10

American Railways 52 51%

Boston Elevated 156 1561/2

Brooklyn Rapid Transit 61 M; GOVi

Chicago City — —

Chicago Union Traction (common) 7% 7

Chicago Union Traction (preferred) 35 —

Cleveland Electric — —

Consolidated Traction of New Jersey 83 82

Consolidated Traction of New Jersey 5s 110 109

Detroit United 821/2 82%

Interborough Rapid Transit '. 202 202

International Traction o£ Buffalo — 25

International Traction of Buffalo (preferred) — 62

International Traction of Buffalo 4s — 82

Manhattan Railway 163% 164%

Massachusetts Electric Cos. (common) 18 17

Massachusetts Electric Cos. (preferred) 65 64

Metropolitan Elevated, Chicago (common) 21 21

Metropolitan Elevated, Chicago (preferred) 60 60

Metropolitan Street 118% 116

Metropolitan Securities 781/2 77

New Orleans Railways (common), W. 1 2878 29

New Orleans Railways (preferred), W. 1 76 75

New Orleans Railways, 41/2S 9O1/2 901/.

North American 101% 100%

North Jersey Street Railway 25 —

Philadelphia Company (common) 44% 43%

Philadelphia Rapid Transit 331/2 32

Philadelphia Traction — 99%

Public Service Corporation 5 per cent notes 97% 97

Public Service Corporation certificates 71% 70

South Side Elevated (Chicago) 93 a93

Third Avenue 126 125

Twin City, Minneapolis (common) 110% 110%

Union Traction (Philadelphia) 60% 6O1/2

West End (common) a97 96

West End (preferred) 117 116%

a Asked. W. I., wlien issued.

Iron and Steel

Ihe "Iron Age" says the returns of anthracite and coke pig iron
show that during April, a short month, the output was 1,922,041
tons, an increase over March, when the product was 1.936,264 tons
in thirty-one days. May promises to have an even higher record,
since we entered the month with furnaces producing at the rate
of 451.331 tons a week, compared with 439,564 tons on April i. A
study of the situation at the works proves that this will be the
maximum for some time to come, since few new furnaces are due
in the next few months, and since many producers are running at
a rate which they cannot hope to maintain. Thus, the United
States is operating 98 per cent of its theoretical capacity. The most
significant feature of our furnace report is the fact that for the
first time since last August the stock in hand of merchants shows
an increase. The increase is small, only 17,000 tons, but it will be
widely interpreted as an indication that the tide has turned.
Southern makers of pig iron say the market has declined to the
basis of 13.25 at Birmingham.

MIAMI & ERIE CANAL TO BE SCRAPPED

It is probable that the affairs of the Miami & Erie Canal Trans-
portation Company will be wound up and the physical assets sold
t(;) satisfy the creditors. It is reported that the Cincinnati Trust
Company, trustee for the bond mortgage, has given notice that it
desires to proceed with the foreclosure suit, providing that there
is no chance of reorganization, and W. Kesley Schoepf, who is
at the head of the bondholders committee, is quoted as saying that
he has been unable to satisfy all interests among the bondholders.
He denies the report that he will purchase the tracks and other
material for the Cincinnati, Dayton & Toledo line, which is to be
rebuilt.

The Miami & Erie Canal Transportation Company had an in-
teresting history. Five years ago T. N. Fordyce obtained a fran-
chise from the State for hauling canal boats by "electric mules."
He interested Cleveland capitalists, and the company was formed
with a capital stock of $3,000,000, of which $2,000,000 was sold.

It is generally understood, and not denied, that the promoters hoped
to obtain additional concessions from the State to enable them to
use the canal banks for electric or steam railroad purposes. This
would have made the franchise very valuable, but additional con-
cessions could not be obtained. The company spent large sums in
improving the canal, building concrete retaining walls, raising
bridges, besides practically completing track and overhead between
Cincinnati and Dayton. The system was designed for alternating-
current towing locomotives, and these were used for a short time.
Two years ago Cincinnati traction interests became interested in the
proposition, and the control passed to Cincinnati, although the
majority of the bonds are held in Cleveland. Financial difficulties
overtook the company and it went into the hands of a receiver, who
operated it for a short time. Since then the property has been
standing idle, and has become badly disrupted, much of the over-
head wire having been stolen. Opponents of the canal proposition
now claim that the franchise is worthless by limitation, and it is
stated that the extension which the company is supposed to have
secured was never signed. The physical property was appraised
at $190,000 about a year ago. There are claims for some $100,000
which antedate the bonds.

♦♦♦

A CHANCE FOR CONTRACTORS

riie Conestoga Traction Company, of Lancaster, Pa., is to build
35 miles of electric railway in Lancaster County this summer, worl<
to start within two weeks. Fourteen miles of this road will be from
Lancaster to Mt. Joy, and 17 miles from Lancaster to Christiana.
The company contemplates doing the grading itself, but wants to
contract for bridges, all masonry work and ballasting, for which
it will be glad to receive bids.

♦♦♦

REPORT OF CAR-BUILDING PLANT^^NEAR PITTSBURG

The report was current in New York last week that B. F. Jones,
of the Jones & Laughliij Steel Company, and J. Dawson Callery,
president of the Pittsburg Railways Company, were interested in a
plan to erect a large street and steam railroad car building plant at
Ambridge, Pa. It was said that a company would be organized
with a capital of $10,000,000, and that the plans for the new enter-
prise had matured so far that all would soon be in readiness to
begin actual construction work on the plant. The local office in
New York of Jones & Loughlin referred all inquiries to Mr. Jones
at Pittsburg. ■ Mr. Callery, in a letter to the Street Railway
Journal, under date of May 8, says he has "no interest whatever in
the car-building plant to be erected near Pittsburg," and that he
is at a loss to understand how his name became associated with the
imdertaking.

A TUNNEL FOR THIRTY-FOURTH STREET, NEW YORK

In executive session as a committee of the whole the Rapid
Transit Commission, on Thursday, April 4, decided to reject the
sclieme for a moving platform under Thirty-Fourth Street, and
map out a four-track railroad under Thirty-Fourth Street from
Third Avenue to Seventh Avenue, where it will tap the new Penn-
sylvania terminal. The successful bidders for the route will be
allowed to continue it to the North River and on the East Side to-
the Thirty-Fourth Street ferry. This action is really in favor of
the Metropolitan interests. Only one member voted for the plat-
form subway, and that was, it is thought, John Claflin, who has
shown himself to be favorably inclined to the project. The board
will give the Schmidt & Gallatin syndicate, the owners of the mov-
ing platform patents, leave to apply for a franchise in some other
street, but the feeling on the part of a majority of the board seems
to be strong against the scheme.

CHICAGO A. L E. E. TO DISCUSS SINGLE-PHASE TRACTION

The meeting of the Chicago branch of the American Institute of
Electrical Engineers will be held at the rooms of the Western
Society of Engineers in the Monadnock Building, Tuesday evening.
May 23. At this meeting several subjects pertaining to single-phase
electric railways will be discussed. The paper read in New York
March 24 on "Line Construction for High-Pressure Electric Rail-
roads," by George A. Damon, of Chicago, and the paper by Theo-
dore Varney, of Pittsburg, on the same subject, will be presented
for discussion, and in addition another paper, by James R. Cravath,
entitled "Light Electric Railways," will be presented for the first
time. The latter paper is intended to bring out a discussion on the
possibility of building a cheap form of rural railway especially for
use in some of the prosperous farming districts of the Middle
•West.

May 13, 1905.]

STREET RAILWAY JOURNAL.

893

REPORT OF THE UNITED RAILROADS OF SAN FRANCISCO

The report of the United Railroads of San Francisco for the year
ended Dec. 31, 1904, has just been issued. It shows an increase in
gross receipts of $409,421 for the year, and an increase in net of
$332,223. The increase in surplus was $84,156. A comparison of
the reports for 1904, 1903, 1902 and 1901 follows :

Gross receipts
Expenses, taxes, etc.

1904
$6,652,630
■ 3,988,123

1903
$6,243,219
3,910,835

1902
$=;, 5^^,904
3,274,129

1901
$5,125,883
3,059,958

Other income

$2,664,507
30,670

$2,332,384
24,754

$2,259,775
28,906

$2,065,925
17,230

Total income

Charges, etc

. $2,695,177
■ 1,533,415

$2,357,138
1,536,438

$2,288,681
1,324,050

$2,083,155
723,200

Balance

Sinking funds

$1,161,762
257,052

$820,700
123,999

$964,631
114,000

$1,359,955
84,000

Balance

Dividends

. $904,710
600,000

$696,701
480,000

$850,631

$1,275,955

Surplus

■ $304,710
161,353

$216,701
157,500

Set aside*

• $143,357

$59,201

* Set aside for depreciation of equipment, etc.

The general balance sheet as of Dec. 31, 1904, compares as fol-
lows ;

Assets 1904 1903 1902

Property and franchises $71,281,621 $71,479,665 $71,610,660

Additions and betterments... 3,079,078 2,556,741 1,125,516

Market St. Ry. bonds in trust. 1,500,000 2,500,000 1,500,000

Mortgage sinking fund invest. 1.034,610 878,666 653,543

Improvements and betterm'ts. 40,020 930,314

Gold bond reserve 5,409,000 5,409,000 5,409,000

For underlying liens 9,866,000 9,866,000 9,866,000

Dep. for outstanding stock... 32,528 42,540 53,898
Stock pro rata interest assets

constituent companies 23,155,551 23,145,539 66,970

Material and supplies 472,915 352,881 357,362

So. S. F. R. R. & P. stock. .. . 1,350 1,350

Cash 315,762 542,991 667,958

Bills and accounts receivable. . 79,870 .44,8S3 57,237

Unadjusted accounts 100,997 1,230 6,024

Taxes, etc., paid in advance. . 21,135 56,571 35,552

Miscellaneous 8,255

Total $116,358,674 $115,918,049 $92,340,143

Liabilities

Common stock $20,000,000 $20,000,000 $20,000,000

Preferred stock 20,000,000 20,000,000 20,000,000

Four per cent gold bonds 35,275,000 35,275,000 35,275,000

Underlying bonds assumed. . . 14,591,000 14,591,000 14,591,000

Liab. to outstanding stocks. . . 23,188,080 23,188,080 53,893

Accounts payable 333,824 372,462 334,613

Wages and pay rolls 111,200 143,928 135.257

Miscellaneous 12,037 30,793 49,822

Bond interest 130,635 132,667 130,025

Interest accrued 335,090 351,816 351,722

Sinking funds 1,231,737 932,838 771,450

Sinking funds accrued 60,000 60,000 60,000

Insurance 200,000 200,000 176,238

Dividends 41,846

Depreciation and renewals ... . 232,498 152,363

Profit and loss, surplus 637,572 488,348 369,272

Total $t 16,358,674 $r 15,918,049 $92,340,143

In presenting the report President H(jlland said in part:

"The gross earnings of the road show a satisfactory increase, a
period of moderate growth being now apparently followed by more
favorable conditif)ns.

"While an increase is also iiolrd in Ibc npcraliiig expenses .iiiil
(axi's, dui' to extensive repairs and renew.ils nf rolhng stuck .'ind
power plants, track and overhead lines, as .nKo In increased pay
of car and house men, etc., for the full year in line with the arbi-

tration award, yet on the basis of gross earnings a reduction is

shown as compared with the preceding year :
For year 1904 :

Total revenue passengers carried 132,434,771

Total transfer passengers carried 64,527,294

Increase over previous year 5,563,946

Or 9-44%

Percentage of transfer to revenue passengers.. 48.72%

"Provision has been made for the first time for the sinking
fund of 4 per cent gold bonds of this corporation, in accordance
with the terms of the first general deed of trust, amounting for
the year to $133,052.

"Additions to the company's properties have been continued
during the year, the balance sheet showing the increase in addi-
tions and betterments of over $520,000 for that period, composed
mainly of rolling stock, though other additions have been made to
track, structures and fixtures, as also to power plant equipments.

"Buildings. — Various improvements have been made to the com-
pany's buildings.

"Since the preceding report a great improvement can be reported
in the rolling stock equipment.

"The cost of fuel has been reduced the past year by the contract
entered into with the Associated Oil Company for fuel oil. The
present contract will expire on Dec. 31, 1905, and a new one has
already been made with the same company for such fuel oil as the
company will thereafter require, on favorable terms.

"It is incumbent upon this company to provide sub-station equip-
ment at the present Bryant Avenue House, which will involve an
outlay of about $105,000 within the present year.

"The arrangement is one of material benefit to this company, as
the price for electric current is satisfactory, and outlays for future
additional power station equipments will l.ic reduced to a mini-
mum."

THE CLEVELAND SITUATION

Events continue to develop in the Cleveland franchise fight.
Last week the warring factions held a series of public discussions,
in which Mayor Johnson further outlined his municipal leasing
plan, heretofore referred to in these colunms, and endeavored to
induce the representati\^es of the company to commit themselves
to a scheme for leasing the property or for lower fares. Mr.
Andrews finally offered to submit a proposition before a representa-
tive body to be composed of members of the Council, the Chamber
of Commerce and other representative organizations.

Going into the details of the leasing scheme, Mayor Johnson said
that from data furnished by the company, his experts figured the
physical value of the property to be about $55,000 per mile, in-
cluding power stations, real estate, etc., or about $12,000,000 for
the 217 miles of track. He claimed the average franchise life was
six and one-half years, assuming that the outlying districts were
worth less than the down-town districts. The gross receipts of the
company have increased about 7 per cent per year for about nine
years past. Taking out maintenance expenses he figured the net
increase at 4 per cent, and on this basis he estimated the present
worth of the franchises at $9,450,000. The two together would
represent the actual value of the property were there no bonds, but
deducting the value of the bonds there would be left about $12,-
450,000, which he claimed was the value of the stock. As the
capital stock of the company is $23,400,000, the stock is, upon this
basis, worth about $53 per share. He said he thought something
should be allowed for good will, but did not venture to say what
would be the monetary value.

Mr. Andrews called attention to the fact that when Mr. Johnson
was at the head of the Detroit system he offered to sell the prop-
erty to the city for $16,500,000, when it was earning less than
half what the Cleveland Electric is to-day, and when its physical
value was considerably less than half that of the Cleveland Com-
pany. This the Mayor did not deny. It was business with him
then as it is now, only in the present instance he has to conserve the
interests of the municipality.

Mr. Andrews said his directors were opposed to the leasing
plan, as they desired to develop and operate the property, and lie
asked Mr. Johnson if he would recede from his stand of demanding
straight 3-cent fares with universal transfers. The Mayor replied
that he would favor any proposition which seemed to be satis-
f;icl(iry lo the majority of the people, but added that he would
\c1(i aii\ I n-(lin,iiii-c th.il hi- did wiA (-(insider satisfiicliiry to all. .\s
llic silnalion stands. th(- leasing pri qxisil i( in seems tn he de.-id, .ind

It IS

fern
tidiK

nil li e than likel x
■il tn the s]ieei.d
■d pre\iiinsly.

estmn will ni lis rntn-el\- lie I'e-
il ( "1 unu ilineii and dtliers iiien-

894

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

The Cleveland Electric Railway scored an important victory
against the 3-cent fare company in a decision by Judge Lawrence
in a suit brought by a property owner to restrain the low-fare com-
pany from building on Central Avenue. Two weeks ago Judge
Taylor decided that the franchise of the Cleveland Electric Rail-
way on this route had expired. The decision by Judge Lawrence,
however, holds that the franchise of the 3-cent fare company is
invalid, because the city had granted it on a basis of a renewal of
franchises where, as a matter of fact, the 3-cent fare company
never had any rights on the street. In other words, the route
should have been advertised, bids called for and consents of prop-
erty owners obtained, as though for an original grant. By this
decision both companies are without rights on the street.

♦♦♦

ELECTRICITY ON LONG ISLAND IN JUNE

Tunnel No. i of the Atlantic Avenue, Brooklyn, improvement is
now completed, and the Long Island Railroad track is laid in it
from the eastern portal at Bedford Avenue down as far as Carlton
Avenue. The third rail is laid from Vanderbilt Avenue in the
tunnel to Belmont Park, in Queens County, a distance of 14 miles.
The tracks are ballasted in the tunnel as far as Vanderbilt Avenue.
It is expected that by June 15 all will be ready for the electrical
operation of the line. Under the summer time-table, to go into
effect about June 25, the entire Atlantic Avenue line will be ope-
rated by electricity through both tunnels, and there will be only two
grade crossings on Atlantic Avenue, one at Fifth Avenue, the other
at Sixth Avenue. These will remain only until the completion of
the big underground station at Flatbush Avenue and Atlantic
Avenue next year.

The work of excavating the two blocks between Vanderbilt
Avenue and Sixth Avenue and Atlantic Avenue and Pacific Street,
Brooklyn, for the new depressed Long Island Railroad freight yard,
will be undertaken soon. The block between Vanderbilt Avenue
and Carlton Avenue will be excavated to a depth of about 17 ft.
The block between Carlton Avenue and Sixth Avenue will be ex-
cavated to the full depth at its eastern end, but will gradually rise
to the street surface at its western end by a gradient of about i per
cent. A concrete retaining wall will be built all along the Pacific
Street front of the structure. A temporary plank retaining wall
will be built alongside the Carlton Avenue front, to be taken away
when the excavation of both blocks is completed, and Carlton Ave-
nue will be carried over the depressed tunnel by means of a steel
bridge. A retaining wall 20 ft. in depth is being built under the
rear wall of the beef houses on Fort Greene Place, forming a
foundation for those structures.

REPORT OF THE PITTSBURG RAILWAYS COMPANY.

I'he report of the Pittsburg Railways Company for the fiscal
year ending March 31, 1905, was presented to the stockholders at
the annual meeting held a few days ago in Pittsburg. James D.
Callery, the president of the company, in reviewing the operations
for the year, discussed the new extensions, the work accomplished
during the year, and briefly referred to some of the plans for the
future. During the year the company built 18.73 miles of new
track, making the total mileage 464.29 miles. This new trackage
is of greater significance than is indicated by the figures. The
completion of the Mt. Washington tunnel afforded the Charleroi
line a terminal in the city The company has practically completed
the Brunot Island power house, which was put in commission
on Oct. 18, 1904. The operation of this plant has enabled the
management to close down the West End and Birmingham power
stations, and the Coraopolis and Carnegie sub-stations, and the
suburban power station during the hours of light travel. The
Brunot Island power plant is also furnishing a large supply of
alternating current for the Allegheny County Light Company.

The power plants, tracks, cars, buildings and equipment have all
been maintained in thorough repair. The account of maintenance
of ways and structures shows a marked increase, owing to the
extraordinary outlay for repaving streets to meet the requirements
of city ordinances, also to the repairs to bridges, buildings and
structures on various parts of the system. A considerable portion
of these expenditures were in the nature of permanent better-
ments.

The gross receipts from the operations of the company show a
decrease, caused by the general depression in business during the
year 1904. Since Jan. i, 1905, the receipts show an increase, and it
is anticipated that with a better feeling in the business community
and the general employment of labor, the receipts for the year 1905
will be more satisfactorv.

The company has purchased no cars during the past year, but
recommends the purchase of at least 100 large double-truck closed
cars to meet the requirements of the increased business, and to
handle its biisiness on certain lines more economically and satis-
factorily.

To provide additional storage and operating car houses the com-
pany has under construction a large storage car house and yards
at Homewood, and will construct during the year car houses at
Avalon, Mt. Washington and Wilmerding.

The statement of earnings for the year follows :

PITTSBURG RAILWAYS COMPANY
Income Account for Year Ended March 31, 1905

Gross earnings from operations $8,569,476

Operating Expenses:

General e.xpenses $724,915

Conducting transportation $2,767,707

Maintenance of way and structures 561,967

Maintenance of equipment 592,561

Park expenses 37,101

Total operating expenses $4,684,252

Bridge tolls 113,904

Taxes : 352,487

Total operating expenses and taxes $5,150,644

Net earnings $3,418,832

Other Income :

Rent of buildings and real estate $69,194

Dividends on stocks owned 50

Interest and discount 8,075

Miscellaneous 18,400

Total other income $95,719

Total income $3,514,551

Deductions from Income:
Rentals of leased properties:
United , Traction Company, of Pittsburg... $520,784

Consolidated Traction Company 1,495,848

Brunot Island power station 20,056

■ $2,036,688

Miscellaneous interest and discount 168,549

Tenement expenses 8,031

Total deductions from income $2,213,269

Net income $1,301,281

Fixed Charges:

Interest on funded debt of Pittsburg Railways Company and

leased companies $1,582,833

Deficit for year $281,551

Passengers carried 172,562,625

Car mileage, miles 32,655,426

Earnings per car-mile $.2624

Expenses per car-mile (including taxes) .1577

Net earnings per car-mile .1047

MIDDENDORF- WILLIAMS RESUME

In 1903 John L. Williams & Sons, of Richmond, Va., and J. W.
Middendorf & Company, associated in the promotion of railroad,
electric railway, lighting and public service enterprises, were com-
pelled to ask an extension of credit. Their debts reached the sum
of $12,000,000. Immediately there was formed an advisory com-
mittee, and under its direction the two firms proceeded to manage
the liquidation of their assets, which has been successfully accom-
plished. This advisory committee was composed of Robert C.
Davidson, chairman ; John B. Ramsay, president of the National
Mechanics' Bank; Douglas H. Gordon, president of the Interna-
tional Trust Company : Eugene Levering, president of the Na-
tional-Bank of Commerce, and Douglas H. Thomas, president of
the Merchants' National Bank, all of Baltimore ; Eppa Hunton,
Jr., of Richmond, Va., and Frank O. Briggs, Jr., Trenton, N. J.

Among the assets of the two firms, says the "Philadelphia News
Bureau," were 140,000 shares of stock of the Seaboard Air Line
Railway, which were bought by the Ryan-Blair syndicate at $15
a share for the common stock and $25 a share for the preferred
stock. There were large blocks of stocks and bonds of street
railway, electric light, coal and iron properties, banks and trust
companies, and the process of liquidation was carried on with
marked success. The two firms agreed, when they suspended, that
any surplus from the assets of one should go to make up the de-
ficiency, if any, in the assets of the other. As it worked out both
have a surplus.

4

May 13, 1905.]

STREET RAILWAY JOURNAL.

895

ANNUAL MEETING OF THE TECHNICAL PUBLICITY
ASSOCIATION

The annual meeting of this association, which is composed of the
members of the pubhcity and advei'tising departments of a large
number of prominent manufacturing companies, was held in New
York on April 27, and was attended by some thirty-five gentlemen,
representing about the same number of different manufacturing
corporations. The address of the evening was delivered by E. P.
Harris, who described the three great departments of human efTort
in making the crude treasures of the earth available to the service
of man as mining, manufacturing and marketing. The work of
marketing may, in turn, be classed under the heads of the mer-
chandise, the message and the medium. The officers of the pub-
licity departments are the engineers of marketing, and upon them
depends the responsibility of properly selecting the medium and
framing the message. The keynote of the ideal technical or trade
paper, or the medium to the consumers, is helpfulness to its readers,
and this in turn depends upon the editor's knowledge of the wants
of the reader and the reader's confidence in the accuracy, re-
liability and truthfulness of the contents of the paper. The mood
which the editor inspires in the pages of which he has direct charge
is carried over by the reader to the advertising pages, and it is of
great importance whether the reader is inspired with confidence,
optimism and enterprise. The editor has practically canceled the
work of the advertiser if the reader has been placed on the de-
fensive. It costs little to get a few subscribers in any field, and to
do business on these and a few sample copies. Such papers can
make low rates, but the space is likely to be dear at any price. The
advertiser should know the exact circulation of the paper in which
he advertises and the classes of people who read it. Great progress
has been made in the past ten years in the development of a higher
type of technical journal, and it is even proper to refer to it as the
modern selling machine.

^♦^

D. R. FRANCIS, OF ST. LOUIS, IN IMPORTANT IOWA
PROJECT

D. R. Francis, the director-general of the Louisiana Purchase
Exposition, and his associates are interested in an important pro-
ject in Iowa. They have outlined a plan for taking over the
Oskaloosa Traction o: Light Company and the Ottumwa Traction
& Light Company, for which they say they have options of pur-
chase, and building an interurban line from Oskaloosa to Buxton
and the coal regions in Mahaska, Marion and Monroe Counties.
To carry out this plan it is proposed to organize a company with
a capital stock of $4,500,000, of which $3,000,000 shall be issued
at once. Bonds to the amount of $3,000,000 will also be authorized.
These will be drawn for twenty years, to bear interest at 5 per
cent, and of the total amount $2,000,000 will be issued at once. In-
cluded in the purchases to be made by the new company will be the
rights of an interuban company which owns grants for a line from
Ottumwa by way of Eddyville to Givin.

The proposition as above outlined was discussed at a meeting
of business men in Oskaloosa on Friday afternoon, April 28. At
this session it was decided to call a mass meeting of the citizens,
to be held the same evening in the court house, to settle the ques-
tion of subscribing the $100,000 worth of stock and guaranteeing
the right of way for the line between Oskaloosa and Buxton. At
the mass meeting, which was unanimous in favoring the acceptance
of the proposition offered, the $100,000 subscription of stock was
pledged, and it was decided to guarantee the right of way, as it was
known that the farmers along the proposed route would donate
the land necessary in order to secure the road. Mr. Francis and
his associates have been notified, and it is now expected that the
new company will l)e organized at once. It is understood that the
company will have a directorate of seven members, one of whom
will be a resident of Oskaloosa. The $1,500,000 of capital stock, and
the $1,000,000 of bonds, which are not to be issued at this time, will
be held in reserve, for the future betterment of the property, ex-
tensions, acquisitions, etc. The options on the traction and light
companies of the two cities expire May 22, lyos.

IMPORTANT COURT DECISION IN CHICAGO

Judge Peter S. Grosscup, on Monday, May 8, denied the right cjf
the Union Traction Com|)any to an injunction restraining tlie city
from interfering with the tracks of the Chicago I'assenger R;iil\va\
Company, holding that the ordinance of 1884, nndrr which ihc
franchises for the company were granted, was intended ()nl\ In
nni for Iwenly years. Later, on motion of .'Xttorney John S. Miller.

for the traction company, and on agreement of Corporation Coun-
sel Tolman, Judge Grosscup said he would enter an order dismiss-
ing the bill for injunction for the want of equity. Judge Grosscup
said he had not taken this case under consideration until recently,
because he believed a settlement of the traction question would
preclude the necessity of a decision in the case. When he received
official notification from Corporation Counsel Tolman that there
was no immediate likelihood of a settlement in the matter he took
the case up. The court holds that the franchise of the company
expired last year, and that the issuance of the same dates back to
1884 instead of 1887. If he had held for the company the fran-
chise would then have remained until 1907, it being the claim of
the traction people that the franchise dated from 1887.
In concluding the decision Judge Grosscup said :
"The question presented is not without its difficulties. I am not
sure that the conclusion to which I have come is the right one. The
only ground upon which I have to act is that, looking at the ordi-
nances before me as the mirror of what was in the mind and pur-
poses of the Council and the Passenger Railway Company twenty
years ago, I am inclined more to the belief that the ordinance of
1887 was intended to run only for the remainder of the periods
which the preceding ordinances had, by their terms, yet to run ;
than to the belief that it was intended to run for twenty years from
the latter date; and upon that state of my views the motion for an
injunction must be denied."

This decision is of considerable importance. It makes the com-
pany a trespasser, and opens the way for the city to municipal own-
ership of a short stretch of line on Adams, Clark, Desplaines,
Harrison, Western and Twelfth Streets to the city limits. If the
company is disposed to sell the property the city can acquire and
operate it', or it can build a new line over the route as soon as the
company shall have removed its property. No policy has as yet
been formulated by the city regarding the decision.

STREET RAILWAY PATENTS

[This department is conducted by Rosenbaum & Stockbridge,
patent attorneys, 140 Nassau Street, New York.]

UNITED STATES PATENTS ISSUED APRIL 25, 1905

787,944. Motor Suspension for Trucks, etc; William G. Price,
Kingston, N. Y. App. filed Oct. 17, 1903. Consists of a plurality of
motor casings, each supported upon an axle, a truck-frame and a
bracket, extending from said motor casings and resiliently sup-
ported upon the truck frame, resting in contact one with another
and free from positive connection.

787,888. Fulcrum Block for Brake Beams ; Carl E. Bauer, Ham-
mond, Ind. App. filed Sept. 2, 1903. A brake beam fulcrum com-
prising a member embracing the base and one side of tlie flange of
the beam, and a locking member attached to the other member by 1
tongue-and-grove joint.

787.938. Roller Side Bearing for Railway Cars ; John F. O'Con-
nor, Chicago, 111. App. filed Jan. 28, 1905. A device for regulating
or positioning the bearing roller, consisting of a bent lever extend-
ing axially through the roller and having an arm provided with a
pivot member fitting in and extending through a closed slot in
the lower bearing-plate, and its other or upright arm furnished
with a pivot member fitting in an open slot in the upper bearing-
plate.

788,125. Car Structure and Bolster; Henry H, Vaughan, Cleve-
land, Ohio. App. filed Dec. 9, 1903. A bolster provided with rigid
lugs integral with the central portion of the bolster, and which
project from the opposite sides of the bolster in a direction longi-
tudinally of the car for the attachment of draft and abutting
beams, said lugs having lateral abutments for parts of the draft
and abutting beams.

788,166. Electrical System of Heating; Arthur D. Newton,
Hartford, Conn. App. filed July 9, 1904. The heating circuit is
controlled by a thermostat.

788.186. Automatic Railway Switch Adjuster; Llo}d C. Brown,
Wichita, Kan. App. filed July 27, 1904. Relates to details of appa-
ratus for throwing a switch from a moving car.

788,280. Electric Railway ; Leon W. Pullen, Philadelphia, Pa.
App. filed July 18, 1904. Contact mechanism in which a magnet on
the ear operates a tuljular armature to close the supiily circuit.
UNITED STATES PATENTS ISSUED MAY 2, 190.5

788,526. Electric Trolley Wheel; Theophile Euphrat, Norwalk,
Conn. A])]), filed Aug. 25, T904. Two cutter-carrying discs
mounted on (i|)|)<)site sides of (lie Irnlley wheel, the wheel liaving
perfiir.itiDUs there f<ir llie cutters, whereliy (lu'v engage the wire
Id reniii\e ice therefrom, and means for Ibrnwing tin- discs into
.111(1 nut 111' engagement.

788,556, l!r;d<(- Bi-.-nn ; iMlw.inl i'nssnn, ,\uslin. III. lilrd

896

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 19.

Jan. 7, 1905. Consists of an I-shaped portion, having its web
intersected longitudinally by a central tubular portion integral
therewith and extending the entire length of the beam.

788,559. Brake-Shoe ; William M. Simpson, Chicago, 111. App.
filed March 18, 1904. A composite brake-shoe consisting of soft-
metal inserts embedded in a comparatively hard metal body, the
inserts being secured together and the body of the shoe strength-
ened by metal strips located at the back of the shoe.

788,687. Transom or Body Bolster for Railway Cars ; John C.
Wands, St. Louis, Mo. App. filed Feb. 27, 1905. Roller bearings
upon the bolster, having pedestals arranged thereupon carrying
hangers upon which is hung a sectional body bolster.

788,690. Brake-Shoe ; Harry H. Wright, Chicago, 111. App.
filed Oct. 19. 1904. Comprises a cast-metal body having metal bars
extending along the back of the shoe, and a reinforce staple or
strip embedded in the lug and having its ends bent outwardly and
extending under the longitudinal bars at the back of the shoe.

788,699. Railway Switch ; Chauncey A. Bisbee, Seattle, Wash.
App. filed Aug. 11. 1904. Details.

788,850. Brake Head; Fitz W. Sargent, Mahwah, N. J. App.
filed April 6, 1904. Comprises a generally U-shaped wrought
metal plate, bent to conform to the shoe back and having wings for
attaching to the brake beam.

788.948. Vestibule ; Thomas A. Ryan, Yonkers, N. Y. App. filed
Aug. 17, 1904. Folding wing sections, adapted to form a V-shaped
partition behind the motorman, thereby forming a shelter for the
motorman and at the same time permitting ingress and egress to
and from the car independent of said shelter or vestibule.

788.949. Brake-Shoe; Fitz W. Sargent, Mahwah, N. J. App.
filed Feb. 8, 1904. A brake-shoe having a resilient-compressible
attaching lug thereon.

788,990. System of Electric Car Lighting; Richard D. Apperson
and Albert J. Koliler, Lynchburg, Va. App. filed March 24, 1904.
Suitable switches mounted on top of the car, whereby when the
trolley is swung around the proper circuits will he closed to
illuminate the various signal lights of the car.

788,993. Railway Switch; Thomas K. Bell, Camden, N. J. App.
filed Dec. i, 1904. Provides an overhanging protector for the heel
portion of the tongue and means for the ready removal of the
tongue from the switch structure ; also means .for supporting the
heel portion of the tongue and for taking up any wear at the heel.

789,014. Trolley ; Charles M. Feist, Sioux City, la. App. filed
Aug. 24, 1904. Details of a self-lubricated wheel.

789.056. Brake-Operating Mechanism for Vehicles ; John L.
Peacock, Buffalo, N. Y. App. filed July 28, 1904. Relates more
particularly to the construction of the brake drum.

789.057. Brake-Operating Mechanism for Vehicles; John L.
Peacock, Buffalo, N. Y. App. filed July 28, 1904. See preceding
patent.

789,072. Truck Bearing ; William H. Scott, Maplewood, Mo.
App. filed Dec. 19, 1904. One of the objects of the invention is to
provide means whereby the body-bolster, or transom, may have a
transverse swinging movement independent of any movement of
the truck bolster.

^♦^»

PERSONAL MENTION

MR. JOHN C. FETZER has resigned as managing receiver of
the Union Traction, of Chicago.

MR. J. T. DARLING has resigned as secretary of the Mont-
gomery Street Railway Company, of Montgomery, Ala.

MR. GEORGE PARRY has been appointed superintendent of
the Pennsylvania & Mahoning Valley Railway lines west of Girard,
with headquarters at Niles, Ohio.

MR. A. L. C. FELL, chief officer of the London County Council
Tramways, is making a visit to this country, and spent a portion
of last week in attendance at the International Railway Congress
at Washington. Mr. Fell is making a tour of inspection of the
principal tramway systems in this country.

MR. A. M. STEWART, formerly division superintendent of the
Montclair line of the Public Service Corporation, has been ap-
pointed to the position of superintendent of District No. 2 of that
company, including all Newark lines, in place of Mr. A. W. Pratt,
who has been assigned to other duties.

MR. J. BUNTZEN. resident manager in Vancouver, B. C, of
the British Columbia Electric Railway Company, has been elected
managing director of the company, with offices in London, England.
His successor in Briti.sh Columbia will be Mr. R. H. Sperling, who
has been general superintendent of the company.

MR. DOW S. SMITH, superintendent of the Brooklyn Rapid
Transit Company, was surprised at his home, in Bay Ridge,
Brooklyn, one evening last week by the employees of the company.

The occasion was the thirty-eighth anniversary of Mr. Smith's
birthday. The serenaders were accompanied by the employees'
band, the members of which are engaged mostly in train and car
service.

MR. I. N. REED, who has resigned as assistant to Mr. William
Pestell, of J. G. White & Company, of New York, has become con-
nected with Sanderson & Porter, of New York, for whom he will
travel extensively on large engineering undertakings. Mr. Reed
was assistant to Mr. Pestell in Worcester, Mass., when the latter
had charge of the reconstruction of the Worcester Consolidated
Railway Company's plant. Prior to his going with Mr. Pestell, Mr.
Reed held for some time the position of mechanical engineer with
the Baltimore Copper Company.

MR. ALBERT S. CRANE has been appointed chief hydraulic
engineer of J. G. White & Company, of New York. Mr. Crane
was born in 1867, and graduated from Cornell University in 1891.
Since graduation he has been actively engaged in hydraulic work.
From 1898 to 1901 he was engaged on the developments of the
Michigan & Lake Superior Power Company at Sault Ste. Marie,
in the capacity of chief assistant engineer ; and, supplementing this
connection, was chief engineer of the Lake Superior Power Com-
pany of the same place until 1902. Since 1902 he has been en-
gaged, under the general direction of Mr. Isham Randolph, as
principal assistant engineer of the sanitary district of Chicago, in
charge of the design and construction of the 30,000-hp water-power
plant on the Chicago Drainage Canal. Mr. Crane has also been
engineer for the 6ooo-hp water-power development at Marseilles,
111., and has acted in the capacity of consulting engineer on various
smaller hydraulic undertakings. During the earlier portion of his
engineering career Mr. Crane, as chief liydraulic engineer of J. G.
White & Company, will be in responsible charge of the hydraulic
department.

MR. C. W. RICKER, who for the past year has been connected
with the electric traction department of the New York Central &
Hudson Ri\er Railroad Company, has just accepted the position
of electrical superintendent of power stations of the Interborough
Rapid Transit Company. Mr. Richer will make his headquarters
at the Fifty-Ninth Street station of the company. His appointment

to this important position follows
an experience of some fifteen
years in electrical engineering,
during which he has had charge
of many important installations.
Mr. Richer is a graduate in elec-
trical engineering of the class of

1891 of the Massachusetts Insti-
tute of Technology, and after
graduation entered the employ of
the American Telephone & Tele-
graph Company, in New York. In

1892 he took the student's course
with the General Electric Com-
pany, at its Lynn works, and the
following year opened an office as
a consulting engineer in Buffalo,
where he remained six years.
During this time he was engaged

on a number of important installations, among them that of the
mechanical engineering of the Husted Milling & Elevator Com-
pany, and of the electrical engineering of the Buffalo Traction
Company, and of the Niagara Gorge Railway. In 1899 he accepted
the position of electrical engineer of the United Electric Securities
Company, of Boston, and the following year became assistant to
Mr. Theodore Stebbins, engineer of the Local Companies' De-
partment of the General Electric Company. While engaged on
this work he was appointed engineer in charge of the Lima Elec-
tric Railway & Light Company, of Lima, Ohio, and upon com-
pletion of the work with which he was entrusted there, entered
the employ of the Cleveland Construction Company, of Akron,
Ohio. His work with this company included reports on exten-
sions of several other railways in which that company was in-
terested, such as the Aurora, Elgin & Chicago, and the Elgin,
Aurora & Southern Railways, and acting as supervising engineer
of the Springfield & Xenia Traction Company and of the Miami &
Erie Canal Transportation Company. This latter work included
the installation of the complete alternating-current plant of that
compan^^ including 33,000-volt transmission and alternating-current
locomotives for towing canal boats. This installation was described
by Mr. Ricker in the Street R.mlw.w Journ.\l of Nov. 7, 1903.
LTpon the completion of the construction of this line he accepted
the position of electrical engineer of the companx-. In 1904 he re-
signed from that company to enter the electrical engineering de-
partment of the New York Central Railroad, as already mentioned.

C. W. RICKER

Street Railway Journal

Vol. XXV. NEW YORK, SATURDAY, MAY 20, 1905. No. 20.

Published Every Saturday by the

McGraw Publishing Company

Main Office:

NEW YORK, Engineering Building, 114 Liberty Street.
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Cable Address, "Stryjoum, New York"; "Stryjoum, London" — Lieber'. Code

used.

Copyright, 1905, McGraw Publishing Co.

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NOTICE TO ADVERTISERS

Changes of advertising copy should reach this office by 10 a. m. Monday
preceding the date of publication, except the first issue of the month, for
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date. New advertisements for any issue will be accepted up to noon of
Tuesday for the paper dated the following Saturday.

Of this issue of the Street Railway Journal 8ooo copies arc
j^rintcd. Total circulation for 1905, to date, 164,850 copies — an
average of 8242 copies per week.

Legible Destination Signs

If there is any one little thing that can cause more annoy-
ance and delay in the operation of a street railway system than
another it is an illegible type of destination sign. A few years
ago there was a general waking up lo the necessity of destina-
tion signs which would he readable both by day and night. The
great majority of roads have adopted illuminated signs, but un-
fortunately many of these signs were not well designed or.

while very satisfactory at first, did not stand up well in tiie
long run. A sign to be legible at a distance must have a very
clean cut lettering. Each letter must stand out distinctly from
other letters, and the style of lettering must be such that dif-
ferent parts of a letter do not run into each other so as to make
the letter illegible at a distance. The illumination of a sign is
a study in itself, as it is quite possible to have a sign which
reads well from one angle and is illegible from another. Per-
haps, however, the greatest trouble with destination signs is
lack of care in their maintenance. It is quite frequently neces-
sary to overhaul and repaint signs more frequently than the
cars which carry them, because dinginess in a sign makes it
illegible. Dinginess of a car simply makes it less presentable.
Illegible signs are a source of exasperation to woidd-be pas-
sengers and cause many cars to be stopped unnecessarily be-
cause the passengers cannot read the signs. One certainly
cannot blame a passenger for stopping every car that conies
along until he gets the right one if he is not able to read the
signs before the car reaches him. The cost of power alone to
make these unnecessary stops would pay for considerable at-
tention to signs, to say nothing of the increased respect which
the company will have in the eyes of the traveling public.

Paying Trainmen Every Day

Our Question Box has served to bring out some decided dif-
ferences of opinion among managers as to certain operating
points. When the reasons for these differences of opinion are
given in answering questions, the Question Box serves as an
admirable presentation of the points for and against these dis-
puted practices. One of the points upon which a most decided
(lifYerence of opinion has been shown is in regard to paying the
conductors and motormen daily as they turn in their receipts.
This is a practice which has been followed for a number of
years by several companies in the Western half of the United
States. Its condemnation by Eastern managers is probably
due to the fact that many of them are not familiar with the
practice and do not know how successfully it has been used.
Without taking sides in the controversy, it may be well for us
to present here the principal arguments used by the managers
of these Western companies in defending their practice. The
plan is for the conductor to figure up his time and that of the
motorman on his trip sheet before he turns it in and to deduct
his pay and that of the motorman from the money he has taken
in before he turns it in to the receiver. Details of the plan
differ, but if our memory serves us right, the trip sheet is
usually made so that it appears as a receipt for the wages and
is signed by the motorman and conductor. The plan is very
simple and does away with considerable of the woivk of making
out a pay-roll once or twice a month. It distributes this work
evenly over the entire month, and it can easily he seen how it
may save some clerical labor. The chief advantages, however,
are that it does away with all disputes and complaints by the

898

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

men as to mistakes, and that it removes temptation from that
class of employees whose money burns their pockets when they
get paid monthly or semi-monthly. A man is much less likely
to be extravagant, to run into debt, or indulge in dissipation if
he is paid daily than if money comes in larger sums, monthly or
semi-monthly. It is also believed by some managers that, other
things being equal, a good man will prefer to work for the
company which pays daily rather than one which pays monthly.
In a town where there are strong inducements to go into other
work, this is a consideration. Anything that tends to attract
the best men and to keep them good, steady, desirable employees
is worth thinking about.

The Half-Fare Problem

The recent decision of the Supreme Court of Massachusetts
that the statute is constitutional which requires street railway
companies to carry school children at rates not exceeding half
the regular fare charged other passengers, furnishes an exam-
ple of the tendency of legislative and judicial bodies to assume
wide responsibilities in dealing with complex questions which
cannot be solved without expert knowledge. The court as-
sumes that the fixing of relative rates by law is naturally
proper, but that a company is not to be required to conduct its
business at a loss, since if such conditions were imposed, the
result would be a taking of property without due process of
law. It is this wise provision in our National Constitu-
tion which gives staljility to our property values, and
makes them largely inde]jendent of socialistic attempts at
confiscation l.]y erratic legislative action. In the case in
point the court gave its opinion that the Legislature in
framing the law believed that no loss would be entailed
upon the companies by its passage, as pupils would be
going and coming from schools at hours when other passengers
would be few ; that since the statute places no limitation upon
the rates that may be charged generally there is nothing in it
to prevent the street railways from making their fares within
the limits of a town 6 cents or 7 cents; and finally, that the law
may even go to the extent of requiring children to be carried
free by street railways, in the interest of popular education,
but that in such cases the taxpayers of the community, and not
the street railway companies or their passengers, should be
compelled to meet the expense.

The determination of rates by legislative bodies is a very
serious matter in any industry, and it is particularly so in the
case of street railways. Reasonable returns upon invested
capital are rightly demanded by all those who share in the own-
ership of property, and it is certainly a task for the specialist
to determine how far rates may equitably be raised or lowered
in a business as intricate as the street railway conducted under
present-day conditions. In fact, we have only to look at the
many days of debate and investigation which occupied the
Congress just ended to discover that opinion in the highest
law-making body of the land is singularly variable as to the
expediency of enacting specific legislation upon the business
of interstate transportation. Furthermore, the operating con-
ditions under which different street railways conduct their
business vary so widely, even in the same country, that a
sweeping decision affecting all the companies in a given State
runs the gravest risk of perpetrating gross injustice some-
where. An examination of the annual reports of even the
largest companies, operating in territory where the traffic is
exceedingly heavy, shows that the mere operating cost of carry-
ing a passenger rarely falls below 2^ cents or 3 cents, leaving

fixed charges out of the question. According to the figures of
the United States Census Bureau for 1902, covering practically
every mile of operating street railway track in the country, it
cost 2.88 cents (operating expenses) to carry each passenger.
Fixed charges, excluding depreciation, amounted to over a cent
and a half in addition, leaving less than a third of a cent for
dividends.

The fact that street railways have in some cases voluntarily
agreed with towns to give half-fares to school children in order
to secure franchises in the street is no evidence that companies
can do this without resulting financial loss. It practically means
in such cases that the franchise carries a pretty substantial
fixed charge. In some of these cases it is by no means certain
that the franchises have not cost too dearly, and that the school
rate has been borne at a loss, while the regular 5-cent fare
barely sufficed to pay operating expenses and fixed charges.

In most cities it is at the present time out of the question to
increase fares generally, to make up the loss which the half-
fare for school children carries. Under the pressure of mu-
nicipal ownership cranks and political demagogues, it is often
a matter of some difficulty to maintain the exceedingly low
rates of urlian fare now in force. Six-cent or 7-cent fares ap-
plied generally for the benefit of any special class, worthy as
that class may be, are certainly inexpedient under the condi-
tions of to-day. As a matter of fact, many thousands of chil-
dren below the age limit are to-day being carried free by the
street railways, although, as a general rule, paying passengers
have the privilege of a seat in crowded cars as compared with
those carried free. Theoretically, there is no reason why
a child can be carried at less expense than a 200-lb. adult.
The difference in weight is more than made up by the
greater care required on the part of the conductor to pre-
vent accidents, as children are notoriously heedless in board-
ing and leaving cars. Moreover, if class distinctions of any
sort are to be set up, it is hard to know where, in justice,
to draw the line. Innumerable opportunities for deception
await the unscrupulous in connection with reduced fares for a
special class; the blind man in straitened circumstances may
as reasonably claim a fare reduction because he is obliged to
ride daily, as the school boy, and so the list may be enlarged.
Certainly, the street railway must offer the same reasonable
terms to all classes of people if it is to do justice. Personal
sympathy for the unfortunates of every condition is an ad-
mirable thing in its place, but it is hard to see how a street
railway company operating under the trying conditions of
American life can discriminate fairly lietween its patrons.

If the State believes that it has the right to enforce the at-
tendance of children upon its schools — and most enlightened
Connnonwealths so believe — it logically may provide money
for the transportation of children between their homes and the
schools on the same grounds that it provides books and other
necessary equipment free of cost. It is difficult to see why
either the street railway or its passengers as a whole should
bear the burden of this extra expense, which so plainly de-
volves upon the State — that is, the taxpaying body as a whole.
And that this extra expense exists is not to be doubted if the
financial results of present-day street railway operation are
carefully analyzed. It is often forgotten that a reduction of
I cent or 2 cents from a 5-cent fare cuts down the correspond-
ing receipts from 20 per cent to 40 per cent — a loss in earnings
that few modern businesses can bear without a severe stiffening
of the rates as a whole. Finally, if more detailed information
were possessed by legislators in regard to the conduct of the

May 20, 1905.]

STREET RAILWAY JOURNAL.

street railway business, there is every reason to believe that
the passage of laws liable to operate unfairly upon specific
companies would be notably decreased in volume.

Papers on Electric Traction at the Railroad Convention

Abstracts of three of the aimounced papers dealing with this
topic were published in our last issue and the fourth is printed
in this number, togetlier with the address of Dr. Schulz, of
the Imperial German Railways, on the Zossen tests and
an abstract of the discussion. To judge the four regular papers
properly, two facts should be borne in mind. The first is that
the abstracts printed are very small portions of the original
papers. Thus, the paper of F. Paul-Dubois, which we have
reproduced in 6500 words, contains in the original about 58,000
words, accompanied by some seventy illustrations and diagrams
of the installations described. Mr. Gerard's paper, which the
limits of our columns required to be published in an
abstract of 2000 words, appears in the original clothed in 35,000
words, including descriptions of the multiple-unit systems used,
statistics of the power stations, etc. The papers by Messrs.
Tremontani and Young were reduced in almost the same pro-
portions. The second fact which should be remembered
is that the authors were not expected to outline the future de-
velopment of the subject discussed by them. The papers are
termed "reports," and were designed to be what their name
implies, i. e., progress reports, or descriptions of what had
been accomplished during the past five years in the respective
countries considered. For this reason the papers do not de-
scribe apparatus or methods which are new to anyone who
has followed the progress of electric traction carefully during
the past five years, although Mr. Dubois' paper presents some
very interesting and hitherto unpublished figures on the cost
of operation of the lines described by him. The debate was
also of the same character, in that little or no attempt was
made to delve into the future and determine the possibilities of
electric traction.

We consider that this in a sense was unfortunate, although
we realize that it is not within the avowed scope of the Con-
gress, whose object is more to standardize practice than to de-
termine the future possibilities in any particular direction.
Nevertheless, the figures presented in the papers at the Con-
gress, especially by Messrs. Dubois and Tremontani, are of
great interest, especially on account of the fact that each of
these gentlemen has had an extended experience in this branch
of the work, and so far as he discusses the future, speaks most
encouragingly. We notice a slight difference of testimony be-
tween these two papers as regards the economy of electricity
over the use of steam. On Mr. Dubois' own road, the Paris-
Orleans, the cost of electric traction was appreciably higher
per train-mile than the average steam figures for the rest of
the line, although this was readily explained by the fact that
the electric locomotives were engaged largely in switching,
where the economy of any motive power is low compared to
straight runs. On the other hand, Mr. Tremontani found from
carefully collected flata on coal consumption that at speeds be-
tween 50 m.p.h. and 60 ni.p.h. the fuel required per train-mile
with electric traction was almost exactly two-thirds of that re-
quired for the same train service with locomotives. This is in
close accordance with the estimates which have been made for
this saving by various engineers. Of greater interest, how-
ever, is both authors' confirmation of the lessened cost of main-
tenance, both of rolling stock and of track, due to electric trac-
tion. This advantage has been often enough brought forward,
but has been met by all sorts of doiibts, bnscd upon the hard

experience of the early electric tramways. The early advo-
cates of electric locomotives denounced the hammering of the
reciprocating steam locomotive as deadly to track, and the rail-
way man retorted by pointing the finger of scorn at the low
joints so much in evidence on early electric roads. The Italian
and French experience, however, has been that the change to
electric traction materially reduces the cost of maintenance
of way. Another point worth noting is the saving due to
the absence of smoke, which greatly reduces the labor of
cleaning.

As regards the future, particularly in connection with the
distribution system, the authors seem to be somewhat at sea —
like all the rest of us. It is obvious that serious railroading
with 500-700 volts on the working conductor is out of the
question, save in the case of enormously dense traffic, although
the way out of the difficulty is by no means clear. One of the
interesting side lights upon this question is to be found in the
paper of Mr. Dubois, who fliscusses at some length the French
attempts at a high-voltage three-wire system with continuous
currents. His judgment is upon the whole decidedly adverse,
as might indeed have been predicted from the various trials of
three-wire traction in this country. It has uniformly proved
good enough to be encouraging at the start and in the long run
disappointing. For other methods of distribution all hands
regard polyphase working as useful, but greatly limited in its
applicaljility, and all look forward somewhat hopefully to the
single-phase traction, now in its experimental stage. It is
granted that this method will give a simple and business-like
solution of the distribution difficulty, provided that the motors
prove to be what they claim to be. This is a vital question
which is now being tried out on both sides of the Atlantic.

Mr. Gerard's description of the English and Belgian work
in the larger electric traction covers a good bit of detail as to
equipment, but shows no radical departure from American
heavy interurban service by so-called standard methods. The
fourth rail, however, deserves mention, as a possible forerun-
ner of five and six rails when somebody imagines a use for
them. Mr. Young's paper, taking up the American practice of
electric traction by steam railroad systems, was of necessity
reminiscent of the famtius chapter "On Snakes in Ireland,"
but he had at least the comfort of knowing that work on a
large scale is under way, although not yet ready to be reported.
Electric traction by steam roads has only in a very few in-
stances in this country risen above the benevolent assimilation
of competing trolley lines. Out of all this description and dis-
cussion rises the conspicuous fact that as yet very little has been
done, either here or abroad, to the solution of the larger prob-
lems of electric railroading. The work on the New York Cen-
tral will be the first really considerable break from tradition,
even if it docs not bring any radical innovations in method. It
will give, however, an o]3portunity at last for a study of the prob-
lems of traffic handling on a large scale by methods exclusively
electric, and this study will be productive of results. It is
singular, however, to note how little real headway toward the
larger electric traction has actually been made in fifteen years
of intense activity in electric railway building. The tramway
work of the world has been absolutely revolutionized, suburlian
and intcrurfian work has been organized, the locomotive has
been driven from use on elevated roads, but still the greater
work lags. The high-speed electric train has been in view
over and over, only to vanish like a mirare. And the work of
the International Railway Congress conveys the impression of
interested attentiveness rather tlian any definite promise' of
hopeful activity,

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

A DEPARTURE IN REPAIR SHOP ACCOUNTING

An interesting method of caring for repairs, and one which
incidentally throws some light on the much debated subject of
depreciation, has heen conducted for several years on the South
Jersey Division of the Public Service Corporation and on the
system of its predecessor, the Camden & Suburban Railway
Company. The plan was instituted by W. E. Harrington, for
a long time general manager of the system, and differentiates
l)ctween the shop cost in labor and material for repairs on roll-
ing stock which are entailed directly by the operation of the
line and that required for complete overhauling. Besides sim-
plifying the work, the plan permits the overhauling of trucks,
cars and their equipment by contract, so that the cost is known
in advance. It also allows the company to expand or retrench
easily in those repairs which are not immediately essential to
the operation of the cars, or even to cut them off temporarily
altogether. While not directly solving the question as to the
difference between operating repairs, depreciation and better-
ments, the plan furnishes a clue to it and provides such an
exact system for estimating repairs that a satisfactory bvidget
can be prepared at the beginning of the year of charges of this
character. Incidentally, the plan has proved very satisfactory
to the repair shop force, as well as economical to the company
in time and money.

To understand the system, it should lie stated that all repair
work, except that required for the bare operation of cars, is
done by estimate. By operation of cars is understood such
work as the substitution of a new pair of wheels, change of
brushes, repair of bell rope, trolley pole or fender, touching up
of scratches, etc., that is to say, those repairs which are abso-
lutely required to keep the car in operating condition on the
road. The work done by estimate includes all overhauling of
trucks, electrical equipment of car body, painting, etc. Some
particulars of the accounting methods followed in the repair
shop were published on page 1080 of the Street Railway
Journal for Dec. 26, 1903, but they will briefly be referred to
here. The company some time ago made a so-called "contract"
with its master mechanic for the repair of its cars. This con-
tract is really an agreement, fixing a certain price for all the
different essential operations in car repair, which price the
master mechanic endeavors to live up to. The arrangement
was made in May, 1903, when the master mechanic agreed to
effect a saving of 15 per cent on the net cost of repairs, which
-up to that time had amounted to 1.66 cents per car-mile. It
also includes the proviso that the average number of times in
which a car shall be in the repair shop will not exceed i.ii
.times per 1000 miles run.
. To facilitate matters, the overhauling work and the ordinary
repair shop work are done in different shops. No work is un-
dertaken in the overhauling shops, known popularly as the
"K. A." shops, until a statement of the estimated cost has been
.submitted to the general manager by the master mechanic and
chief engineer and approved by him. A typical form employed
for estimating upon this work is shown in form No. 146, on
which the items for labor and material are given separately.
' As soon as an order of this kind is authorized it is given an
order number. In this case the order number given is 20,781.
■ .\s the work progresses and as the material sheets are
, sent in to the main office from the stock room, the cost of the
stock required for this particular order is transferred on to
small cards, which are kept together and totalized daily until
the order is completed. The cost for labor is kept by the mas-
,ter mechanic's clerk on another sheet, which is also carried
forward from day to day until the order is completed, when the
cost of material is added from the card shown on the next
'page and the final cost obtained. A record of the completed
job, as shown by the second blank on the next page, is then

prepared. The method of tabulating the labor cost, bonus, etc.,
is shown by the third card reproduced.

Copies of these reports showing the progress of the work are
laid on the general manager's desk daily, together with a state-
ment of the entire work when completed. This statement is
attached to the original estimate, so that the manager can dic-
tate to the chief engineer any comment which he sees fit, either
critical or commendatory. A carbon copy of this typewritten
statement of cost is also sent to the chief engineer. The object
of handing the daily report to the general manager is so that

W 33
Gamden and Suburban Railway Qo.

'^t:,\^0 7F/ ^'pt- y^A-

Subject IHp. ^ / ^

AMorily i, asked for the expenditure off 130-^^5 for the ^ork herein specified.^nd

i recommend a to be granted upon the following terms md conditions. ~

ESTIMATED COST,

Mil. lo b, purthiitd /{'C.i/J~ Llbor

M^,Hdmh>ni M^triil^C - C S' MaltHil

Differ

''''''' ToiilQ,/Jd.^3 TMQal

ApprtrD,

Above <work

cfuirsed to

Via Prts. anl Ctn. Mgr.

FORM NO. 146, USED AS AUTHORITY FOR REPAIR WORK

he can know what leeway the repair shops have and what
orders can be closed down if necessary.

Daily reports of the operation of the power station are sub-
mitted in the same manner by the chief engineer on the form
of power station log, reproduced on page 902. The informa-
tion given on this log is self-explanatory.

As stated in the previous article, the repair men are paid a
bonus, amounting to 20 per cent of the saving, in case the labor
cost is less than the estimate, and stand a loss up to 20 per cent
of the estimated labor cost in case the job costs more than that
specified. ,

In 1904 the construction carried on at the "K. A." shops was
estimated originally at $16,007 ; the cost of completing this
work was $15,200. Of this amount, $55 was over the estimate
and $861 was under the estimate. The repairs planned for
1904 were estimated at $16,766. On Nov. i it was considered
desirable to make retrenchments, and all work of this character
was closed out at that time, making the amount of finished work
completed during the year $10,322. The total excesses of the
cost of the completed work over the estimates was $88g, and

May 20, 1905.]

STREET RAILWAY JOURNAL.

901

that under the estimates $4,099, leaving $3,244 of the total
amount uncompleted.

The amount of work done at the "K. A." shops during 1904
amounted to about 20 per cent of the total repair shop work
done, and its cost was 0.31 cent per car-mile. The cost of gen-
eral repairs at the main repair shops of the company was 1.24
cents per car-mile, making a total of 1.55 cents per car-mile.

THE PREPARATION OF THE BUDGET
• This method of conducting repair shop accounts greatly sim-
plifies the work of preparing the budgets for the coming year,
a matter to which the company has given a great deal of
attention. The practice in Camden has been to take this work
up during the last two months of the previous year and to

The annual estimate of receipts and expenses is prepared in
the same form and with the same detail as the construction
budget. The first step is to determine by months the car mile-
age for the coming year. To do this the service and passengers
carried on the different divisions during corresponding months
are studied from a series of charts for typical and special days,
which is maintained for the purpose of regulating the schedules
by the superintendent. Charts of this kind are prepared for
each division as often as once a month, and sometimes more
frequently, and are made up from the conductors' day cards.
They show graphically in black ink the number of passengers
on regular cars, and in red ink those carried on tripper cars.
Where two fares are collected, the fares in each case are indi-

EST NO. MlV-

j Authorization No. •

0,0.. .0.

J

• II

an

i4-

J-

^]

1

'I

1 .. - ..

«-

CARD FOR TABULATING DAILY COST OF
MATERIAL

REPORT OF FINISHED OPERATION

^ ^ sp" PUBLIC SERVICE CORPORATION OF N- J- ^ ^ ^ ^^'y^y

. N..^-/'a/^

^^^^^ -A^zu^dS:- " ^

.90 j 1.08 I i.a6

TTiTirr
<3a I 's- I

..So I

.6. i ,.,6

7~3

■6'-

REPORT OF COST OF FINISHED OPERATION

TABULATION OF LABOR COST

divide the estimate into two divisions, that relating to earnings
and operating expenses and that covering the construction
which is required, upon which, of course, the figures in the
estimate of earnings and expenses are to some degree de-
pendent. The budget is prepared from the estimates of the
heads of the departments as to the improvements in track or
equipment required to secure a given ratio of expenses to re-
ceipts, say, 60 per cent. After being approved by the general
manager and the finance committee, the budget, with the rea-
sons for the expenditure, is mimeographed on typewriter sheets.
The sheets are then indexed and bound together, and one com-
plete copy is given to each head of a department. A typical
entry appears as follows :

The joints on State Street from Cooper's Creek to River Road
are loose and require attention. If these are repaired in the im-
mediate future, it will mean a considerable saving, as it would stop
the hammering on receiving rail and thus prolong the life of the
rail. .

14s joints at $1.00 each.

Req. No $i4S oo

Account Charge Number

Closed into account.

To be distributed

Date of completion of work

Date of report of work filed with auditor

Cost as per report

Total cost of operation, auditor's final cost

Each page is devoted to a separate job and each page con-
tains the spaces indicated above, in which the requisition num-
ber and other data can he entered when the work is ordered.
The other figures are inserted as soon as possible ; thus the lines
"Closed into account" and "To be distributed" (indi-

cating the way the job was financed) are filled in when the
work is completed, together with the "Cost as per report" and
the "Total cost of operation," according to the auditor's final
, estimate.

cated in different colored inks. A memorandum also shows the
headway, car mileage per division and other features. From
these charts and a knowledge of the local conditions, a rough
approximation of the number of car-miles and car-hours neces-
sary for the service on each division during the coming year
can be obtained. An effort is made to secure average earnings
of at least $2 a car-hour from each division.

The next step is for the head of each department to report
whether any economies are possible in his department with this
car mileage. This cost of operation is, of course, very care-
fully studied in connection with the construction account au-
thorized, because if the head of a department knows that he is
getting new equipment he can cut down repair charges. The
power station estimate as regards details is taken up in the same
way, the station expenses being divided into labor, fuel, water
and oil and waste of each month, and station maintenance into
eight different accounts. Before closing the estimate of each
department a detail report for each item of the standard sys-
tem of accounting is required.

Mimeograph copies of each of these estimates of operating
expenses are placed in the hands of each head of department,
as in the case of the construction budgets. This practice has
proved invaluable as an incentive to the high maintenance of
efficiency of the different departments; for instance, if the
master mechanic sees that he is going ahead of his estimate
during any month, he will be apt to economize and turn back
into the stock room material which had been charged against
him, so as to get credit for it, or hunt up scrap for sale. If the
superintendent sees that a man can be cut out he goes to the
general manager and recommends that the force be reduced in
this way. As a rule, it is often difficult to get the foremen in
the different departments to take an interest in petty economies,
but with this incentive constantly before them and with the
knowledge that each item of expense is being watched and

go2

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

POWER-STATJON LOG USED IN CAMDEN

May 20, 1905.]

STREET RAILWAY JOURNAL.

903

charged up to his department, each foreman not only takes an
interest in looking out for small details, but prepares the plans
for reducing expenses.

One objection often raised against a budget is that it is too
slavishly followed — that is, that if the cost of operation in any
department proves to be less than the original estimate, the
head of the department will make no great attempt to reduce
them, and that he is more interested in proving that his calcula-
tions as recorded in the budget are correct than in giving good
service. Another objection often raised against too elaborate
a budget is that if the final figures do prove materially different
from those estimated, the head of the department feels called
upon to spend a considerable time explaining the reasons there-
for. These objections might be raised in case too great ad-
herence was given to the correctness of the estimates, but there
can be no doubt that the practice in Camden has shown that if
a broad view is taken of the situation there is no trouble of the
kind mentioned, but the plan acts as an incentive to create in-
terest in the economical operation of the road.

On the Camden system there is still a third budget sheet pre-
pared, entitled "repairs." Under this name are placed such
proposed repairs as are not absolutely necessary, but which can
be carried out in case the directors of the company consider the
situation warrants them. These items are indexed and given in

PuBuc Service Oqrporation of /V. J. ; Public Service Corporation of n. J.

INTERCOM MUNI OATH
926 REPLY

Mr

»■ Harrington,

EatlmatB #136

EBtimated material prloed and
eubmltted to Mr. Johnaon.

J. R, VUfion

: MR J.R.TJlloon

Herewith attached Ifi Estimate
135 together with list of material
InTolved. Vlah you would make up
eetlmate of the cost of the material
ae Bhown and place In Ur. Johnson's
hande promptly.

W.S.Haa-rlneton

FORM 100, USED FOR DEPARTMENTAL COMMUNICATIONS

detail in the same way as that of the approved items described
before — that is, the spaces for requisition number, account and
final figures are left on each sheet, to be filled in only if the
construction is approved. This book forms a leeway for addi-
tional expenditure in case there should be an unexpected econ-
omy in any department, and affords an opportunity of over-
coming a too strict adherence to the original estimates already
mentioned, because each head of department would take pride
in contributing his proportion to the amount required to carry
out any of these special repairs.

REPORTS FROM FOREMEN
It will be of interest in this connection to refer to the method
employed in Camden of issuing instructions to the heads of the
different departments and in communications between depart-
ments. All communications of this kind from the general
manager are typewritten on the form illustrated herewith,
which is a sheet perforated vertically through the center. The
portion to the left is used for the letter and that to the right
for the answer. A carbon copy i-s made of the original letter
and is filed in an "unanswered" file, under the name of the
foreman,

When the letter is received by the foreman, he detaches the
original for preservation and replies on the half intended for
the answer. When his answer is received at the general man-
ager's ofiice, the stenographer pins the reply to the carbon of
the original letter on the general manager's desk. If unsatis-
factory, the papers are filed together for such further action as
may be necessary; if the reply is satisfactory, the papers are

filed under the subject to which they pertain. The company has
found that this system is much more desirable than the occa-
sional use of notes and occasional verbal inquiries or instruc-
tions. It takes no longer to dictate a note of this kind than it
does to mention the subject; even during a conversation with
the head of any department, the manager often turns to the
stenographer and dictates a note of this kind when the subject
demands it. As the unanswered inquiries are always in a sep-
arate file, the manager can at any time look over them and send
a follow-up letter, referring to the original inquiry by its proper
serial number. There are so many subjects that it would be
impossible to remember them all, as would be necessary with
verbal instructions. The method also settles matters promptly,
and in actual practice it is even more simple to carry out than
describe. In fact, the office work of the general manager in
looking over the reports, forms, etc., which are described in this
and previous articles on the Camden system, does not take
three-quarters of an hour a day.

♦♦♦

CHANGE IN THE PERSONNEL OF THE MEXICO CITY
ELECTRIC RAILWAY

Several changes in the operation of the Mexico City Electric
Railway, of Mexico City, Mex., have already been made by
General Superintendent J. A. Peirce, with the approval of
General Manager W. W. Wheatly. Among the most important
of these changes is the consolidation of the first and
second divisions into one division, which is known as Division
No. I, under the management of William H. Bellamy, the for-
mer superintendent of the first division. The headquarters of
Division No. i are at the kiosko, in the Zocalo, from which
point the two former divisions, Nos. i and 2, were directed.
John H. Gaffney, former superintendent of the second division,
has been transferred to the management of Division No. 3,
formerly Division No. 4, taking the place of Charles H. Nel-
son, who resigned a few days ago and returned to his home in'
the United States. Former Division No. 3, in charge of Charles
E. Howard, will in the future be known as Division No. 2, and
Mr. Howard will continue to act as its superintendent. In
addition to these changes, the positions of supervisor of motor-
men and supervisor of conductors have been consolidated into
one office and placed in charge of the chief despatcher's depart-
ment, which appoints a supervisor for the motormen and con-
ductors. Albert Curtis, who formerly occupied the position of
supervisor of motormen, has been appointed assistant to Mr.
Bellamy, the superintendent of the first division.

CONNECTICUT-MASSACHUSETTS EXCURSION TRIPS

The Hartford & Springfield Street Railway Company, oper-
ating between Hartford, Conn., and Springfield, Mass., has per-
fected plans for running cars with reserved seats to numerous
points of interest in and about Springfield and Hartford, each
of which will be a starting point. It is the intention of the
company to sell reserved seats on special cars which will leave
Springfield on Saturdays and Sundays for half-day and all-day
tours. Delightful Saturday afternoon excursions are contem-
plated to the historical old Elm Tree Inn in Farmington, Conn.,
where a remnant of the old-time hospitality of the colonial
period still remains and a dinner to suit the epicurean can be
had. Fishing tours to beautiful Crystal Lake in the Comers
Mountains, where the real fish still exist and can be caught,
are also contemplated. The latter is the most picturesque of
the trips to be offered, either from Hartford or Springfield, and
will embrace, besides the trolley ride, a tour by stage through
the chain of mountains of which lUild and Soapstone are the
principal peaks, antl a sojourn at Bowler's Hotel at Crys-
tal Lake. Lake Compounce and Laurel Park are other places
to which special excursions will be run.

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

NEW DESTINATION SIGNS AT ST. LOUIS

The United Railways Company, of St. Louis, having had con-
siderahle trouhle from the illegibihty of some of its older des-
tination signs on cars, is equipping with a new sign, which, it
is lielieved, will be plainly legible both by night and day under

i-k;. 1.— front view of car, showing

OF NEW destination SIGN

L( (CATK IN

FIG. 4.— PERFORATED LETTER B(JARD, SI. EOL'iS CAR SIGNS

signs became old they were almost illegible at some angles, both
by night and day, and passengers would be obliged in many
cases to stop cars which they did not want, because they could
not read the sign on an approaching car until the car was
very close.

The new sign is installed in the top of the right-hand ves-
tibule window, as shown in Fig. i, being fastened directly to
the window sash, so that taking out the sash also takes out the

FIG.

-SIGN FROM REAR, CLOSED

entire sign. Fig. 2 is a rear view of the sign, showing it fast-
ened to the sash as it would appear from the inside of the car.
Vig. 3 is a view from the rear as in Fig. 2, but in Fig. 3 the
sign is opened so that the letter board' can be removed. Fig. 3
shows the arrangement of the sign. The letter board, which is

FJG.

-ST LOLUS DESTINATION SIGN, FROM REAR

FIG. 5.-ENAA1ELED IRON DESTINATION SIGN OVER REAR
PLATFORM, ST. LOUIS

all conditions. The old sign was of a type employed by many
companies, consisting of a board through which the letters are
cut. They are then backed with white celluloid or other trans-
lucent material, and the sign is mounted so that the light in the
front of the deck will shine through it at night. When these

shown removed in Fig. 4, is of sheet iron with perforations
through which the light shines at night to bring out the letters.
There is but one incandescent lamp in the sign. Back of the
lamp the box is lined with bright tin, which acts as a reflector.
A screen of perforated metal is placed immediately in front of

May 20, 1905.]

STREET RAILWAY JOURNAL.

905

the lamp so that the center of the sign will not be too light in
proportion to the ends, and thus detract from the general legi-
bility and appearance of the sign. The receptacle for the in-
candescent lamp is mounted on the hinged back of the sign,
as seen in Fig. 3, and therefore is connected to the car lighting
circuit by a short piece of flexible cord.

Another decided improvement in the way of signs which
has been adopted by this company is to hang a second destina-
tion sign directly over the rear entrance, as seen in Fig. 5.
The cars are long, and it frequently happens in the downtown
district that people come up to a car after it has stopped with-
out having seen the destination sign at the front end, and are
obliged to stop and ask the conductor the destination of the
car before boarding, all of which is likely to cause delay. This
sign over the rear platform does away with this trouble.

■ *^

PROCEEDINGS OF THE INTERNATIONAL RAILWAY
CONGRESS-U

In the last issue of the Street Railway Journal a report
was published of the early meetings of the different sections of
the International Railway Congress. From figures compiled
by the general secretary of the Congress, L. Weissenbruch, it
developed that the number of countries represented by delegates
was 46 ; the number of railroads represented was 404, and that
the total number of delegates was 568, of whom 286 were for-
eign and 282 American. The length of railways represented
was. 310,940 miles, or 500,400 km.

TRACK CONSTRUCTION

Following the meeting on May 8 of Section I., mentioned in
the last issue, the subject of cross-ties was taken up and the
relative merits of karri and jarrah, both Australian woods,
were first considered. These woods are used not only exten-
sively in Australasia, but also in Europe.

Mr. Lum (Southern Railway, United States) stated that in
his section of country white oak is used in preference to any
other wood. Some experiments have also been made on a lim-
ited scale with cross-ties of red oak or black oak, and others of
long leaf yellow pine. Mr. Lum also gave some information
regarding the life of ties of each of these varieties ; under some
climatic conditions yellow pine last only two years.

The conclusions adopted by the section as a result of this
discussion were as follows :

1. The pickling of sleepers in order to lengthen their lives is to
be generally recommended ; the selection of the antiseptic and the
method of performing the pickling operations depend on indi-
vidual conditions.

2. Creosote seems to be the best preservative of sleepers ; it has
been successfully tried for a longer time than any other antiseptic,
and the results have proved that a creosoted cross-tie v/ill last in
main line service many times as long as an untreated cross-tie.

3. Either hard or soft woods may be used, the selection depend-
ing on local conditions.

4. Specifications must be exact, and great care should be exer-
cised by the inspector before accepting cross-ties for treatment.
When accepted the sleepers should be piled at least 6 ins. above the
ground in open stacks in such a manner as to allow free access of
air and light. The grounds surrounding the piles of sleepers
should be kept clean and free from decaying matter.

5. The uncovering of the ties by removing the ballast from the
.top surface does not appear to diminish the life of the wood even
for untreated timber, and it has the advantage of enabling the
track inspector to discover at once any defects in the track fasten-
ings, etc., and to apply a remedy. In some special cases, and es-
pecially in warmer countries, it may he useful to cover the timber
with ballast.

6. It is of importance to combine rigid inspection in accepting
ties with great care in the selection of ballast ; the latter must be
permeable, must be capable of being well packed, and the packing
well maintained, and give good adhesion between the ties and its
seat. As far as this is concerned the measures which are best for
the preservation of the wood are also best for the stiffness of the
track.

7. In order to prevent deterioration of the ballast, and at tiie

same time help to preserve the sleepers, the careful drainage of the
roadbed cannot be too carefully insisted upon in order to insure
that water may run off properly.

8. To prevent mechanical wear of the rails upon the ties, it is
of the greatest importance to fasten the rail to the tie in such a
manner as to prevent as much as possible all vertical, lateral and
horizontal movement between the two. The old American method
of using only spikes will not accomplish this. Lag screws seem to
be necessary to attain satisfactory results.

9. It is only by keeping careful and accurate record of the number
of ties treated, the manner in which they were treated, and where
and when they were placed in the track, together with a record of
when they were taken out of the track, that it is possible to de-
termine whether any one particular treatment is giving satisfac-
tion and is a good investment. Every railroad management using
treated ties is urged to have them all marked, preferably with
dating nails, and that a careful system of records should be in-
stituted at the earliest possible time.

The subject of track construction for heavy traffic was then
considered and resulted in some discussion on the relative
merits of opposite vs. broken joints. The American practice
seems to be in favor of the latter method, while the European
roads prefer the former. Mr. Cartault, of the Paris-Lyons-
Mediterranean Railroad, explained that European roads are
laid on fewer ties than American roads, that the ties are
placed closer together near the joints to insure even riding, and
that the use of broken joints interferes with this practice. The
section decided not to adopt any general recommendation in
regard to this point.

The next subject discussed was the use of extra long rails,
and it developed that the Paris-Lyons-Mediterranean Railroad
has 300 km (188 miles) of track equipped with" i8-m (59-ft.)
rails, and a certain amount of track with 24-m (79-ft.) rails.
These rails cost no more and their transportation and handling
do not present any difficulties. There was also no more ten-
dency in these rails to break than shorter rails. A number of
the English roads have also experimented with 45-ft. and even
with 60-ft. rails. On American roads the 33-ft. rail remains
the standard.

At the general meeting on May 11, when the conclusions of
Section I. on preservation of ties (reported above) were sub-
mitted, they were adopted.

Following this action, the association took up the subject of
the deterioration of ties in tropical countries and means for
preventing such deterioration. Upon proposal by Mr. Vianna
(Portuguese State Railways), and after some remarks by
Messrs. Heurteau and Von Leber (members of the permanent
commission), the association decided that the data on this sub-
ject were too meager to give precise conclusions, and that it
was desirable that this subject remain on the programme of
the next meeting.

SUBURBAN TRAFFIC

A general meeting of the association was also held with
Section III. to consider Question XII., "arrangements for sub-
urban traffic," on which papers were presented by A. W. Sulli-
van, general manager of the Missouri Pacific Railway, and
H. G. Drury, superintendent of the Great Eastern Railroad,
London. The meeting discussed the conclusions published in
the last issue, and after some remarks from Messrs. Cartault
(Paris-Lyons-Mediterranean Railway), Mange (Orleans Rail-
way, France) and Von Leber (Austrian Government Rail-
way), suggesting the omission after the words "the space be-
tween tracks," the following words: "The curves should then
be compensated to provide the same clearances as upon tan-
gents." Mr. Cartault remarked particularly that these words
are unnecessary, because the radii of the curves depend on
the length and style of construction of the cars.

With this omission, the conclusions published last week were
adopted.

HOURS FOR EMPLOYEES
In Section IV., the following conclusions were adoijted re-
garding the lengll) of time on duty and working regulations
for railway enipldyees and laborers.

9o6

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

CONCLUSIONS

The congress considers :

That it is impossible to establish uniform rules which are appli-
cable to different special cases because of the many peculiarities of
railroad service.

That the rules to be applied should vary not only with the va-
rious classes of employees, but also for each class with the greater
or less exacting character of work done, which render it necessary
tc give them sufficient elasticity to make them adaptable to all
possible cases.

That, due to these conditions, it is impossible to reconcile the
rigidity of the law with the elasticity necessitated by the various
arrangements required to meet the needs of the public, the em-
ployees and the employing management.

It is held that it is desirable that the employer should have the
greatest latitude to fix, under the control of competent authorities,
the regulations of work.

1. To fully take into account the importance of the work to be
done, the continuity and intensity of the labor required in order
to fix the number of working hours to be required from the em-
ployees of any class.

2. To compute the number of hours according to an average,
established through a sufficiently long period, which has been di-
vided into periods of work, separated by suitable rest.

3. To proportion the average duration of work to the nature of
the labor and to the degree of responsibility required.

INDEPENDENT MOTOR CARS
On May 11 Sections III. and V., meeting conjointly, con-
sidered the question of motor cars, in regard to which some
interesting particulars of some foreign motor cars were pre-
sented by Joseph Rocca, chief inspector of the Mediterranean
Railway of Italy. He stated, for instance, that on the Wurtem-
berg State Railways there were in operation in 1903 five petrol-
eum cars of the Daimler system, seven steam cars of the Ser-
pollet system and one electric accumulator car. The average
run of these cars was 31,717 km. The expense per 100 km was
given in centimes as :

FOR THE DAIMLER CAR FOR THE SERPOLLET CAR

Fuel 12.06 centimes Fuel 5.90 centimes

Lubrication 0.60 centimes Lubrication... 0.56 centimes

Maintenance 4.64 centimes Maintenance. . 8.91 centimes

Total 17.30 centimes Total 15.37 centimes

These results, and those obtained on different Hungarian
railways, lead to the hope that auto-motor cars will be the
means of increasing the number of passenger trains without
any considerable increase in cost. Still, the technical solution
of the problem of' these cars does not seem as yet to have been
sufficiently perfected.

Mr. de Tolnay, general superintendent of the Hungarian
State Railways, held that the question is not one that can be
precisely answered. He therefore felt that no absolute con-
clusions should be proposed.

Joseph Rostern, assistant general manager of the Great Cen-
tral Railway, London, said that his company has in operation
two motor cars similar to those on the Great Western, with
accommodations for sixty first-class and third-class passengers
and a small amount of baggage. He inquired whether there
are any other companies, either in England or in other coun-
tries, which are using auto-motor cars on lines with heavy
grades.

The president observed that the question of grades is of com-
paratively minor importance, and that this difficulty may be
overcome by increasing the power of cars. He stated that in
Austria electric traction provides for climbing grades of as
high as II per cent and 11^ per cent; that in California there
are grades reaching 14 per cent, and at Montreux, on Lake
Geneva, a tramway ascends, without gearing, but with special
safety appliances, a 15 per cent grade.

Alexander Sopkez (Hungary) remarked that the question of
grades differs greatly, according to whether it relates to elec-
tric traction by trolley or third rail or self-propelled automo-
biles ; with electric cars almost the limit of adhesive power can
be obtained.

Mr. Jenny (Austria) stated that it was not merely a question
of the adhesion of vehicles, but that the coefficient of adhesion
itself, according to experiments made in Austria, is much
higher with electric traction, owing to the magnetizing of the
tracks by the return current.

The president fully agreed with Mr. Sopkez regarding the
greater adhesion of electric vehicles, which is due in a measure
to the elaborate driving motors with which they are equipped.
He reported experiments recently made in Vienna, with the
object of better utilizing the entire adhesion. As for the ques-
tion of the magnetization of the rail, he thought that the ex-
periments made up to now have not been sufficiently conclusive.

Mr. Jenny explained that he had been present at experiments
demonstrating this point.

The discussion then turned to the question of the steepest
grades which can be overcome by ordinary trains.

Some instances were cited by Mr. Ramsey (Chicago, Peoria
& St. Louis Railroad) among the mountains of the West, and
by Robert Trimble (Pennsylvania Railroad) among Colorado
lines, where ordinary trains run on 2.7 per cent, 4 per cent and
even 5 per cent grades. Grades of 23^^ per cent to 3 per cent
are generally admissible for ordinary trains.

Mr. Wilson (assistant general manager Northeastern Rail-
way) stated that the greatest difficulties encountered in Eng-
land by light railways have been the higher cost of construc-
tion and the requirements imposed on the operating companies,
especially as to signal systems. The traffic has in several cases
proved insufficient to pay fixed charges and cost of operation,
and it has become necessary to replace the railroads with an
automobile service on highways. As to the question of re-
ducing the station service, excellent results have been obtained
by utilizing lower salaried employees, doing without individual
station accounts and entrusting the central accounting depart-
ment with the work of the whole line. Finally, the English
companies have suffered because of the requirements of the
public in matter's of safety. A plan for electrifying a line by
means of a third rail had to be abandoned because of com-
plaints of the public, who claimed that grade crossings were
too dangerous for the passage of cattle and the general traffic
of the highway. The difficulty was met by arranging a car
with a motor so that it was capable of running in cither direc-
tion without turning.

Mr. de Tolnay (general manager of the Tramway Construc-
tion Company of Liege) expressed the opinion that the public
authorities should favor as much as possible simplifications
conducive to the operation of light railways, and that this
question, because of its great importance, should be placed on
the programme of the next meeting of the Congress. The fol-
lowing draft of conclusions was adopted by the joint sections:
CONCLUSIONS

The smiplification of the service on lines which carry little
traffic has a general interest for all railways operating such lines.
The congress expresses the wish that the present tendency of a
legislation to establish more liberal regulations for line with little
traffic and light trains may become more general, and that the ef-
forts of the managements to equip their light traffic lines with a
more economical organization, which promise to give remarkable
results, be continued. The simplifications introduced in main-
tenance of way, stations and trains, as well as the introduction of
automotor cars on different lines, merit commendation.

While recognizing that the technical side of the question of
automotors, as applied up to the present time, are capable of im-
provement, the congress expresses the opinion that experiments
with this method of transportation should be continued.

It is desirable that this important question should not be lost
sight of, and that the international commission should incorporate
il in their programme for the next meeting.

Sections IV. and V., meeting together on May 9, also dis-
cussed the question of motor cars, and a report on the organiza-
tion of such a service was presented by F. Sartiaux, of the
Northern Railway of France. In this report Mr. Sartiaux
compared the leading three systems of motor cars as follows :

May 20, 1905.]

STREET RAILWAY JOURNAL.

907

Steam cars are generally more powerful and more economical
than the others ; but they do not start as quickly as petroleum
cars and they are heavier. Petroleum cars have the disadvan-
tage of containing delicate mechanism and gearing, causing a
serious loss of power; they also have a disagreeable vibration
when starting ; but it is easier to drive them and the cost of
maintenance appears to be lower than that of steam cars. As
for storage battery cars, the objection to them is the great
amount of dead weight and their limited power.

Mr. Laurent (Paris-Orleans) gave an account of the ex-
perience of the Orleans Company with auto-motor cars since
1903, when the first one was put in operation as an experiment.
This car was designed with the following object: To replace
an existing light train on a light railway with an auto-motor
train consisting of one auto-motor car and one or two trailers,
capable of developing a speed of 20 km per hour on a 2 per
cent grade, and 60 km per hour on level sections. The object
of the test was also to ascertain the net cost of such a train,
with a view to more extensive application. To make this test
it was necessary to have a motor car with a capacity of about
130 hp. It was realized that for this power it would not be
advantageous to employ a boiler of the locomotive type, and
that to solve the problem a water tube boiler shbuld be used.
The preference was given to the Purrey type of boiler, which
had been used successfully for some time on street railway
lines in Paris. The auto-motor car built and put in operation
in 1903 was a car with two axles, weighing about 20 metric
tons, which in addition to the boiler located in front, and the
motor hung under the floor, included a baggage car with 10
sq. m of floor surface space, a compartment for mails, seats for
twenty-six passengers and a platform. This car can draw two
third-class trailers with four compartments. It lias been running"
about a year and a half, and although it is not yet possible to
give exact figures on the cost per km-train, owing to the many
readjustments that have been necessary, the results have been
sufficiently satisfactory to induce the Orleans Company to con-
tinue the trial on a larger scale.

The company has at present under construction ten auto-
motor cars of a similar type, of about 200 hp. These cars will
consist of a motor truck carrying the boiler and motor, and a
carriage supported in front by the motor truck and by an axle
in the rear. The car includes a baggage car of 10 sq. m, two
and one-half compartments of the first-class and four of the
third; sixty-five seats in all. It can draw at a speed of 60 km
per hour on the level run and 40 km on a grade of 2 per cent
a passenger car containing ninety seats. It can run alone at a
speed of 80 km per hour on a level.

The company has decided to use these ten cars, either to re-
place existing light traffic trains by auto-motor trains, to fur-
nish new service on the same line, or to establish, on lines with
heavy traffic, service which would enable certain stops of local
trains to be omitted and thus increase their speed. The auto-
motor trains would then be used in some places as collecting
trains. These cars will be in operation at the end of the pres-
ent year.

As interesting technical information, Mr. Laurent reported
that the wheels are driven in these cars not by driving rods, but
by chains. At the beginning the engineers of the company
were somewhat afraid of the working of the chains, but during
the whole period of the experiment no difficulties were noticed.
The use of chain driving as well as a good balancing of the
motor, which is placed mider the car between the frames, af-
fords reason for the expectation that there will be no trouble
in these cars from vibrations which have sometimes made trav-
eling in auto-motor cars disagreeable to passengers.

It is difficult, he stated, to give as yet the precise results of
the experiments of the Orleans Company, but that the latter
expects that after the experiments which are being conducted
it will be able to estimate the value of this new method.

Mr. Delannoy (Western Railroad of France) reported
trials made on his system for ten years past with auto-motor
cars with boilers of the locomotive type. The trials have not
given satisfactory results because of the numerous repairs re-
quired by this kind of machines. The economies realized in the
number of employees and in fuel consumption have been more
than offset by the extra expenses of maintenance.

Mr. Davis (North-Eastern I^ailway) supplied interesting in-
formation concerning trials with auto-motor cars made on his
road. The gross receipts per train-mile were 14.59 pence. The
cost of traction was 5.299 pence, and the net receipts 9.20 pence.

Mr. Hoy (Central South Africa Government) said that some
experiments there of this kind during the last eighteen years
have led to good results. The auto-motor cars arc used under
the same conditions as those previously described. In South
Africa especially there are light railways serving mining dis-
tricts on which a regular train service would not pay, but where
the use of auto-motor cars for passengers has given full satis-
faction. It is his opinion that this success can be obtained as
well on narrow gage as on standard gage lines.

In reply to a question put by Mr. Kinoshita (Japanese State) •
regarding the number of seats and the cost of auto-motor cars,
Messrs. Davis, Hoy and Laurent gave the following informa-
tion : On their lines the number of seats to a car is respectively
52, 65 and 65 ; cost of the cars is approximately £3,500, £3,000
and 35,000 francs.

Mr. Hyde (Great Eastern Railway) and Mr. Clear (Great
Central Railway) broached the subject of the use of motor
cars on highways, which may aid in increasing passenger traf-
fic. The president, Mr. von Leber, remarked that this method
of transportation did not come within the province of Ques-
tion XX.

Finally, Mr. Pickering (South Australian Government Rail-
ways) expressed the opinion that certain sections of the main
line of his system, with a length of 1200 miles to 360,000 in-
habitants, which passes through a new and sparsely populated
country, could not be operated at a profit except with auto-
motor cars.

The president, Mr. von Leber, referring to the practically
identical views expressed by the speakers in regard to the use
of auto-motor cars of carefully selected types as used in spe-
cial kinds of service, submitted to the sections the following
proposed conclusions, the wording of which was taken from
the reporter's paper and was unanimously adopted :

PROPOSED CONCLUSIONS

1. Experiments with automobile cars and with automotors haul-
ing trailers have been numerous during the last few years to an
important extent, both for use on lines with little traffic and for
use on busy lines, and it may be expected that from now on these
cars will constitute a valuable means of transportation, which, on
some lines, will have a great future.

It does not appear doubtful that, owing to the saving of an em-
I loyee in the driving, to the material reduction in the cost of trac-
tion, to the probable reduction in the cost of maintenance, to a
better utilization of the rolling stock, to the smaller extent of sta-
tion installations required, perhaps also owing to less wear of the
rails, automobile and automotor cars will make it possible ma-
terially to reduce the cost of working lines with little traffic, and
will in the cases of other lines result in a material improvement in
the working of some classes of service. Their use will certainly
efi'ect a change in the system of operation in the case of a great
number of lines, and appears to have a real future before it.

The period of actual operation has, however, only just begun,
and definite economic results cannot yet be clearly discerned in
favor of a given type of motor, or of a given system of working.

2. It is desirable that railway managements should continue their
experiments in this direction, and more especially investigate the
classes of service to which this new motor is suitable, and the ad-
vantages it offers the public and the railway managements, particu-
larly in the matter of cost.

3. Finally, it is important that any changes recognized, or wliich
may be hereafter recognized, as likely to facilitate the advan-
tageous use of automobile and automotor cars sliould be intro-
duced into the regulations in force.

9o8

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

ELECTRIC TRACTION

The four papers on electric traction were discussed by Sec-
tions II. and V. on the mornings of Thursday and Friday, May
II and 12. The chairman was Mr. Sauvage. The papers of
Messrs. Young, Gerard and Tremontani, published in the last
issue, were presented in abstract, as was that of F. Paul-Du-
bois, which appears on page 911 of this issue. Dr. Schulz, of
the Imperial German Government Department, then presented
a paper on the results of the Berlin-Zossen tests of 1901, 1902
and 1903. This paper will be found on page 915 of this issue.

J. A. F. Aspinall (Lancashire & Yorkshire Railway) then
_gave some details on the electric line from Liverpool to South-
port. Electric traction was not adopted on this line for the
sake of economy, but to increase the receipts. Since the twelve
months during which the line has been operated electrically
the results are most satisfactory as to increase in traffic, but
the operation is more expensive than with steam. The cost of
coal per ton-mile especially is greater; the running expenses,
however, are less, because of the greater mileage run by the
crews. Mr. Aspinall stated that the train staff of express
•trains (made up of four and sometimes five cars) consists of
a motorman and a conductor, who stays during the run in the
motorman's compartment ; that of local trains consists of a
motorman and two conductors. The service is complicated
owing to the fact that it has three classes and considerable bag-
gage to transport. The run from Liverpool to Southport takes
thirty-seven minutes, including fourteen stops of fifteen seconds
each ; passengers open and close the doors themselves ; the
boarding and leaving is done very rapidly owing to the special
arrangement of the entrance and exit doors.

One of the reasons for introducing electric traction on the
line was the necessity of decreasing the crowding of the Liver-
pool terminus during the busy hours ; the handling of an in-
bound steam train and its redespatching requires four distinct
switching operations and eight signal operations, while for an
electric train two switching and four signal operations are
sufficient. It has therefore just doubled their terminal capacity.
Further, as their terminal facilities for handling traffic on four
tracks has increased, they are enabled to do all their passenger
work on two tracks, leaving the other two for freight. Since
electrification, however, the traffic has increased so much that
they are preparing all four tracks for using electricity.

The cost of the electric installations on the Liverpool &
Southport line was as high as £20,000 per mile, or about three
and one-half times the installation of a steam locomotive ser-
vice. If the interest and sinking fund charges of this sum arc
added to the cost of operation, it is not surprising that electric
traction costs more than steam. Mr. Aspinall added that the
weight of electric equipment of the trains on the Liverpool-
Southport line is not less than the weight of corresponding
locomotives, and that the same will hold true for trains on
main lines.

A discussion then developed between Dr. Schulz and Mr.
(jerard on the usefulness of a guard rail with which the road
l)uilt for the high-speed experiments was provided. Mr. Schulz
held that this guard rail is especially important because of the
strengthening of the track which it affords, but it did not ap-
pear to him necessary for the prevention of derailments. The
o])inions on this subject were, however, divided, and experience
only will enable a decision whether the guard rail is useful
or not.

T. H. Laurent, of the Paris-Orleans Railroad, stated that he
was in full accord with the conclusions of Mr. Paul-Dubois"
report as to the fact that electric traction at the present state
offers a successful solution of problems presenting themselves
in some particular cases. The Orleans Company has used
electric traction in one of these particular cases, as has been
described in the above-mentioned report. This was in the case
of a line through a tunnel into Paris — that is, a suburban traf-

fic line. This line gives full satisfaction to the company. On
the other hand, Mr. Laurent held, with Mr. Gerard, that the
very interesting communication by Dr. Schulz touches a com-
pletely new and different question, that of high-speed traction
on main lines. It can be said that the whole world has fol-
lowed with the greatest interest the experiments made in Ger-
many, and Mr. Laurent felt obliged to Dr. Schulz for the de-
tails furnished on the subject. But, while listening to these
details, he was struck by the fact that if the experiments made
in Germany are of the highest interest from the technical point
of view, the results from them show that the use of very high
speeds on railroads will cause enormous expense. It requires,
in fact, a special track construction to permit speeds of 200 km
per hour ; moreover, under this speed new questions of braking
and signaling arise. It therefore appears that entirely new
and specialized tracks will have to be built for high-speed
trains. On the other hand, one is struck by the enormous in-
crease in the consumption of energy required for high speed;
thus, not less than 1340 hp are required to maintain a speed of
200 km per hour, on a level stretch, for a single motor car
weighing 30 tons and containing fifty seats. The cost of this
consumption is enormous if it is remembered that in the high-
speed trains of the Orleans Company 1200-hp to 1300-hp en-
gines are sufficient to pull trains containing about 400 first-class
passengers at a speed of 100 km to 120 km per hour. The ques-
tion may then I)e asked whether, after the technical problem
has been solved, the economic problem can also be considered
as admitting of solution. Is it possible to conceive that the
desire to establish a train service with very high speed should
some day justify the enormous expenses of installation which
will be required for this purpose ? In some publications men-
tion has been made of the intention to establish such a line be-
tween Brussels and Antwerp and between Liverpool and Man-
chester. Mr. Laurent asked whether this was so and whether
the question was studied from the economic point of view, in-
cluding interest on capital. He would be pleased if some of
the members present would inform him on this subject.

Mr. Gerard replied, as to the projected electric line between
Brussels and Antwerp, the length of which is 44 km, that there
is no intention to obtain on this line very high speeds; the ob-
ject is rather to create an interurl)an service with very fre-
quent trains and with low fares.

Dr. Schulz stated that, as far as Germany is concerned, the
question is Ijeing discussed of establishing high-speed electric
lines between Berlin and Hamburg. He agreed with Mr.
Laurent in thinking that an enterprise of this kind would be
very costly, as it would require a completely new line because
of the dangers which would result from tlie difference in
speeds of trains running on the same track ; it would also be
necessary to suppress all grade crossings. But a proof, how-
ever, that projects of this kind are practical is that two great
German electrical construction companies are after the con-
cession of the Berlin and Hamburg line. The distance between
these two cities, which is 286 km, and which is at the present
time run in three and a half hours, will be covered in an hour
and a half. It is probable that considerable increase in traffic
will result. Dr. Schulz stated, however, that he could not at
the present moment furnish precise information on the financial
question, and he asked whether the establishing of a line of
this kind between Washington, Baltimore, Philadelphia and
New York would not be profitable.

Mr. Sabouret (French Western Railway) contributed details
on the electric installation of the line from the Invalides to
Versailles, similar to those on the line from Paris to Juvisy.
The main reason which has induced the French Western Rail-
way Company to introduce electric traction on this line is the
existence of a terminal station at Paris which is partially un-
derground and of a tunnel 3}^ km long on a continuous grade
of 0.8, where it was necessary to avoid smoke.

May 20, 1905.]

STREET RAILWAY JOURNAL.

Ten electric locomotives and two auto-motor trains are in
service on this line, with different types of motors, some
geared and some not geared. At the great speeds (82 km to
100 km per hour) which the trains acquire while descending,
the gearless motors, whose armatures are mounted on a hollow
shaft, and are connected to the wheels through springs, offer
important advantages over the geared motors. It has also been
stated that the "mazout" lubrication is better than the Ameri-
can way of lubricating by grease. The service consists of four
to five trains per hour in either direction, and while the kw-
hour does not cost more than 5 centimes to 6 centimes at the
power station, the cost of operation of electric traction is no-
ticeably higher than that of steam traction.

Mr. Auvert (Paris-Lyons-Mediterranean Railway Com-
pany) stated that his company has been for a long time con-
sidering the question of electric traction. It has introduced, in
1901, this system on its line from Fayette to Chamonix, using
motor-car trains. This line operates under special conditions,
because of very steep grades, and the solution adopted for it,
while giving full satisfaction, cannot be considered to be of
universal application.

A. Wilson (North-Eastern Railway, England) gave some
information on the use of electric traction on the suburban
lines of that company near Newcastle-on-Tyne. He also fur-
nished some data on the cost of operation of these lines, stat-
ing, however, that there was considerable dif^^culty in making
a satisfactory comparison with steam traction. Electricity per-
mits a better utilization of the existing lines, and experience
shows that the improved service which follows generally leads
to increased receipts.

The cost of electric traction for the month of February, 1905,
was as follows :

Mileage of trains 92,541

Mileage of cars 254,938

Average number of cars per train 2.75

Total energy consumed (kw-hours) 647,140

Energy consumed per train mile (kw-hours) 6.993

Energy consumed per car mile (kw-hours) 2.538

Average cost of power per car mile (pence) 1.601

Engineer's pay per car mile (pence) .297

Conductor's pay per car mile (pence) .217

Total cost of traction per car mile (pence) . 2. 115
Total cost of traction per train mile (pence) 5.7

Replying to an inquiry from Mr. Moffre (French Southern
Railway), who wished to know whether single-phase motors
have been applied to traction in the United States or else-
where, K. Steinbiss (Royal Prussian Railways) said that in
addition to the trials made in Germany with electric traction
by direct-current motors (for instance, on the Wannsee Rail-
way), some single-phase motors have been in operation since
T903 on the Niederschoeneweide-SpindlersfeW line near Ber-
lin. The motors employed are of the Winter-Eichberg system;
the speed is from 40 km to 60 km per hour; trains are made up
of one or two auto-motor cars, with or without trailers ; the
heaviest train contains five cars and weighs 150 metric tons.

Encouraged by the results given by this trial, German engi-
neers are applying the same system to a line connecting Ham-
burg, Altona and Blankenese, which is 26 km long. The trains
in ordinary service will, consist of two cars, with three axles
each (one two-axle truck and one independent axle), with a
total of TOO seats ; these trains will be run at a speed of 60 km
per hour, with three minutes' headway between trains. The
work of equipping the line has been begun; it is to be opened
to traffic Oct. T of next year.

Mr. Gerard (Pielgian .State Railway) called attention tO' the
importance of the question of the net cost of electric traction,
and asked that this question be placed on the programme of the
next session of the Congress. He then considered the question
of the mechanical connection between the motor and the axle,

and expressed the opinion that motors without gearing are
better than geared motors where few stops are made. He
finally inquired whether any of the members could furnish in-
formation as to the utility of protecting the third rail, either at
parts of stations accessible to passengers or at places where
railway employees have to walk the tracks or over the entire
length of lines operated by electric traction.

Th. Laurent (Paris-Orleans Railway) replied that on the
Orleans Railway the third rail is protected for its whole length
only within the city limits of Paris, on account of the tunnels.
Outside the city the protection of the third rail is limited to
stations, not only at places accessible to passengers, but also at
places where employees may pass. It was his opinion, however,
that the precautions taken were somewhat exaggerated; no
serious accident due to the third rail has occurred since the
line was opened to traffic.

W. D. Young (Baltimore & Ohio Railroad) said, in the first
place, that he could give more complete data on the subject of
single-phase motors than were contained in his report. Since
this report was written two lines equipped with this type of
motor have gone into operation in the United States — one near
Indianapolis and the other between Bloomington and Pontiac,
111. As for the third rail, he did not believe it was as dangerous
as people said. Ten years ago there was installed in Baltimore,
to avoid the third rail, a system of overhead wiring, which
proved very expensive and gave a great deal of trouble, par-
ticularly in the tunnels, which extend over half the length of
the line; the corrosion caused by the sulphurous smoke and
vapors from the locomotives finally made it necessary to renew
this line throughout. As all the changes and repairs had to be
made without interrupting the service, and working with live
wires, the expense was very great. Consequently his company
decided three years ago to replace this overhead wiring with a
third rail. This third rail is protected between stations by
guard boards; at stations the third rail is entirely enclosed, ex-
cept at the top, where a slot is left for the contact shoe. As
an additional measure of safety, a system of automatic switches
has been installed at the stations and at points where the work-
men most frequently cross the tracks, but this system works
irregularly, and therefore is not very reliable. Last year the
line v^^as extended across the North Baltimore station, where,
passing this station, the third rail has merelv been omitted for
a distance of 700 ft., over which the trains are carried by mo-
mentum. In a new station all danger could be avoided by using
elevated platforms. In reply to a question put by Mr. Laurent,
Mr. Young explained the means employed in America to pre-
vent trouble from sleet on the third rail. The Manhattan Ele-
vated-Railway Company uses for this purpose, and apparently
with success, scrapers held against the rail by compressed air.
Mr. Young prefers using a solution of chloride of lime, regu-
lating the density to the temperature. This method is very
cheap and entirely efiScient. Finally, Mr. Young pointed out
the importance of the different railroad companies arriving at
a definite agreement on the question of the location of the third
rail. On the Baltimore & Ohio Railroad the horizontal dis-
tance between the axis of the third rail and the axis of the
track rail nearest to it is ^iV, ins.; the height of the third rail
above the track rail is ^V. ins. This height is almost the same
everywhere, but the horizontal distance varies greatly with the
difYerent companies, and it would be very desirable to make
these dimensions uniform.

Mr. von Leber (Austrian Government) found the reasons
which have led the Baltimore & Ohio Railroad to replace the
overhead trolley by the third rail very interesting. At
Vienna the question is at present discussed, in view of the
electrification of the Metropolitan. As to the protection of the
third rail, he agreed with the opinion of Mr. Laurent that it is
useful at stations only. He preferred the complete protection
used on the Orleans Railroad to that afforded by two side

9IO

planks, which do not prevent a person placing his foot on the
conducting rail, and which also make the removal of snow more
difficult. The method of passing by momentum the distances
between the ends of the third rails did not appear to him en-
tirely desirable. He finally stated that experiments had been
made in Vienna to compare the relative desirability of geared
and gearless motors ; he preferred the latter.

F. Paul-Dubois (Paris-Orleans Railway) desired to supple-
ment the information given by him in his report on the subject
of electric traction on the line Paris to Juvisy. Since the ex-
tension of electric traction to suburban traffic, the annual kilo-
metric run of electric trains has increased from 225,000 km to
more than 500,000 km, and the cost of the traction per train-
kilometer has decreased to about 60 centimes.

After an exchange of opinions, in which took part Messrs.
Gerard, Auvert, Thonet and von Leber, the president put to
vote the following conclusions, which were adopted by the
sections :

CONCLUSIONS

The section recognizes that electric traction should be considered
at present as an important auxiliary of steam traction, being capable
of handling certain portions of railway traffic with advantage and
economy.

It is impossible in a general exposition to point out the exact
service to which electricity can be most readily applied, the applica-
tion being essentially a question of local conditions, each par-
ticular case requiring special study. In this study there must be
taken into account the expense of electrification, and the following
points : First, condition of service — that is, the frequency and
weight of trains ; second, the physical conditions of the line, such
as length, profile and plan. In comparing the expenses of opera-
tion by electricity and by steam, the interest and depreciation on
the electrical installation must be considered.

The increase in revenue which the improvements in service will
generally produce should also be given consideration. An im-
portant point in the use of electricity is the increase in the present
station facilities resulting from the reduced number of movements
in the stations by the use of electric traction.

From the information furnished to the congress it would seem
that with the third rail, as now used, security can be assured under
favorable conditions without it being necessary to cover or protect
the third rail for its entire length.

The congress has heard with much interest the results ex-
perienced with high-speed electric traction between Marienfeld and
Zossen, and also of the tests and first application for traction pur-
poses of the alteruating-monophase motors in several countries.

Finally, the congress recommends that on account of their future
usefulness, exact data on the cost of electric traction be olitained.

TIIE NEXT CONVENTION
The permanent commission has considered the place of meet-
ing for 1910, but has not yet made any definite decision. The
suggestion has been made that the meeting be held in Switzer-
land, and the commission has received assurances from that
country that a cordial welcome will be given to it if it approves
this proposition. A definite announcement will be made later.
*^^^

STREET RAILWAY JOURNAL. [Vol. XXV. No. 20

NEW TRANSFER TICKET FOR BROOKLYN

Two masked men held u]) a car on the Tamaqua & Lansford
Street Railway at a turn-out west of Mauch Chunk on Tuesday
night. May 16, shot one of the passengers, stole all of their
valuables, and escaped. The eastbound car from Tamaqua at
9:30 o'clock ran into a switch that had been set by the bandits.
The motorman threw on the l.irake, and as he did so the two
masked men jumped out from the woods and boarded the car,
one at the front end and the other at the rear. As the man in
the rear entered the door he drew a revolver and fired a shot
which penetrated the foot of a passenger who sat near the door.
All complacently complied with the command of hands up, and
each in turn was rifled by one of the men, while the other held
the rest of the passengers in subjection by flourishing a re-
volver. The car was run to Mauch Chunk without stop after
the robbers had left, and soon a posse was in pursuit. At mid-
night two persons were captured who are believed to have been
the perpetrators.

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The Brooklyn Rapid Transit Company has recently adopted
a new form of transfer ticket which is an improvement over
those previously used, and has features of interest. The former
transfer used involved important features, including the daily
issue plan in which each transfer has printed upon it the date
for which it was valid, but even with this, trouble was ex-
perienced in the distinction between the A. M. and P. M. issues,
many afternoon rides being obtained by passengers on fore-
noon transfers. This the new
S O 6 I ticket avoids by the use of sep-

arate tickets for A. M. and P.
M., which are identical in form
and size, differing only in color
of printing, black ink being
used on the A. M. form and
red on the P. M. form.

The novel feature of the
ticket lies in the method of
padding them for the conduc-
tors to handle. The A. M. and
P. M. tickets, each of which are
about 2 ins. x 3 ins. in size, are
printed upon the same sheet, a
sheet about 6>4 ins. long, which
has the perforations and pad-
ding stub at the middle. The
tickets are thus padded at the
middle so that a conductor is
merely required to tear off
from one end for the black or
A. M. tickets, and from the op-
posite end for red or P. M.
This feature renders the ticket
fully as convenient as the for-
mer style in handling, but the
day is now successfully divided
therel)y, and moreover, the
ticket cannot be tampered with.

Another interesting feature
lies in the departure from the
former practice of this com-
pany in requiring transfer time
limits to be punched in frac-
tions of hours. It will be noted
from the new ticket that the
hours are not divided, it being
required merely that the time be punched at the nearest hour in
advance. Thus, if a conductor gives out transfers unpunched,
as often happens under the stress of "rush-hour" conditions,
there is no danger of advantage being taken by the passenger
of the opportunity to ride upon the ticket later in the day. This
company incoming to find the punching of time limits to frac-
tional parts of the hour as a precaution of little importance,
and is seriously questioning its advisability, especially under
heavy traffic conditions. The new ticket form will, it is thought,
furnish valuable information regarding this practice.

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diJi ao AV aoiijinBii ! (Ay oijaBUV

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IB) iv moBAsg ;(ni3H j£)!0 1b) aan AV
P-nnx iiV qsnqiBiji 'jg ninin^ 'ay niBa
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TRANSrER TO

Mrn' -' A^. RnlplvMrnlc, flatee At, Put'
nam J-v, Vulton .St, JTatbush Av; Tbird
Av L'ne iat City U«ll>; SeTenth Av (at
SevPQth Av and Fifteenth St); Cross-
town and Oreenpoint Line (at Court and
Atlantic Av; , Hamilton At; on trip
from New York or Tulton Ferry lo the
Montasrue 8t lane.

B. H. R, R. CO.

Jim

tbe time

limit
runchei '
Hot tr&uft
Ivrable. ,

COURT ST LIME
< 2 3 4 5 b
7 8 9 iO II 12

PM

MAY A

i 9 05 «■

NEW TRANSFER TICKET

The Massachusetts House has passed to be engrossed the
bill relative to the construction and operation of street railways
upon private lands. Under the present law, such taking is al-
lowed only for the avoidance of curves or grades. This bill
allows street railways to take any land by lease or purchase.
Tt does not, however, allow the taking of land by eminent do-
main, but if the street railway can purchase or lease land it
could build a road across country in the same manner as under
the eminent domain bill. The bill has already passed the Senate.

r

May 20, 1905.]

STREET RAILWAY JOURNAL.

911

ELECTRIC TRACTION IN FRANCE

BY F. PAUL-DUBOIS,
Engineer of Bridges and Highways, Engineer of Rolling Stock and Motive
I'ower, Orleans Railway of France

Reviewing the status of electric traction in France, the
author points out that the system of continuous-current trac-
tion with third rail can now be considered as well established
and leaves but little to be desired from the technical point of
view, although further improvement is always possible and
desirable. Continuous-current motors are economical, conven-
ient and reliable. The system of electric traction by direct
current, however, has one very grave defect for railroad opera-
tion, as it is not suited to the use of high-voltage currents. Up
to the present, hardly anything beyond 700 volts has been used
in practice for operating continvious-current motors for trac-
tion, and the transmission of energy at such a moderate voltage
results in a prohibitive cost for the mains as soon as the amount
of energy or the distance over which it is to be transmitted
become at all large. From this point of view there is a radical
difference between tramways and railways. The method
usually adopted for railways has been the use of transformer
sub-stations receiving a supply of high-voltage current from
a central station and feeding the different sections of line with
continuous current. This system has been applied more par-
ticularly on the line from Les Invalides to Versailles (a de-
scription of which will be found in the Street Railway Jour-
nal for Nov. 15, 1904), on the line from the Quai d'Orsay to
Juvisa (described in the Street Railway Journal for Feb.
28, 1903) and on the Paris Metropolitan (which has been de-
scribed in the Street Railway Journal at various times),
and is to be applied on the extension of the Fayet-Chamonix
line to the Swiss frontier. (A description of this line will be
found in the Street Railway Journal for Feb. 7, 1903.)
This arrangement, which at present is in general favor, makes
it possible to extend the field of action of continuous current
very largely. It would evidently be a great advantage from the
economic point of view to increase the voltage at which the
energy is transmitted and at the same time reduce the number
of connecting links between the central station and the motors
on the trains.

Numerous attempts in this direction have been made. Some
of them are also based on the use of continuous-current motors.
As belonging to the latter class, may be mentioned the "three-
wire" system applied in France on the Grenoble-Chapareillan
Tramway, and on a section of the St. Georges de Commiers-
LaMure. (This line was described in the Street Railway
Journal for Oct. 31, 1903.) This system, which makes it pos-
sible to double or even quadruple the voltage of distribution
while retaining the same voltage at the motor terminals, can
be installed in several ways, either with a single wire divided
into sections of alternate polarity, which makes it necessary
to distribute the trains so that the load on all sections is prac-
tically the same, a condition which is impracticable on rail-
ways, or with two wires, one positive and one negative. In
both cases the track performs the office of a neutral wire.

In the two a])]jlications made in France, the motors on the
same vehicle are connected on opposite sides of the three-wire
system, so as to balance the demand for energy. The lines in
question, which arc single-track line's, have two insulated con-
ductors, showing a difference of potential of 1200 volts in the
first case and 2400 volts in the second ; the motor cars of the
Chapareillan line have two 600-volt motors in series, and the
La Mure locomotives have four motors of the same voltage
also connected in series.

The use of 2400 volts in the distril)ution has the result of

* Abstract of iia|)i'r read at the meeting of the International Railway Con-
gress, May 11, 11)05.

reducing the loss in the mains to one-quarter of what it is with
the ordinary voltage. Thus there is already a considerable
economy in the first cost of the conductors.

However, this solution has its defects. In the first place,
there is the complication of having two conductors at different
voltage, particularly at switches and at crossirgs; then the
motors have to be coupled up permanently in series, and con-
sequently the "series-parallel" control has to be abandoned;
finally, as there may be a difference of potential of as much as
1200 volts between the different parts of the locomotive and
the ground, there is greater difficulty in maintaining the insu-
lation, particularly that of the motors.

Polyphase Current Motors. — Up till lately the only alterna-
ting-current motors capable of being utilized for traction were
asynchronous polyphase motors.

These motors have received in Europe, principally in Italy
and Switzerland, a certain number of applications, some of
them being important ones. The type generally used is the
three-phase. On the Valtellina line the current is supplied at
3000 volts, and on the experimental Marienfelde-Zossen line
even at 10,000 volts.

Although these motors give an interesting and advantageous
solution in certain cases, they do not appear capable of general
application.

Against them, in the first place, is the fact that each track
requires at least two working conductors at different voltages,
and even three if the track rails are not used as a conductor;
the resulting complication becomes very inconvenient at
switches and crossings ; moreover, the maintenance of the in-
sulation becomes more difficult.

Then the polyphase induction motor is essentially a constant-
speed motor ; any other speeds than those near synchronism
can only be obtained at the cost of rheostatic losses, or by
means of more or less complicated devices, the usual one being
that known as "concatenation." This latter arrangement makes
it possible to obtain a good efficiency at two different speeds,
but its realization is not without practical difficulties.

With motors of this type the power stations and the lines
carrying the current must have a greater capacity for an equal
service than with continuous-current motors, owing to the
greater power required, both in order to haul trains up
gradients without reduction of speed and also for starting, and
again owing to the comparatively low power factor of three-
phase traction systems. This increased capacity results in a
corresponding reduction in efficiency, which is all the greater
because it is not possible in this case to reduce the variations
of load by using accumulators, so that the amount of energy
consumed, other things being equal, is about the same as in the
ordinary system with continuous current and transformer sub-
stations.

Hence the cases in which the system of three-phase motors
is distinctly superior are comparatively rare. It may be stated
in a general way that the conditions most favorable to its use
are when the lines are long, when there are long intervals be-
tween the trains and they have few stops, or when the lines
have long and regular gradients, particularly if there is plenty
of motive power and it is cheap ; under such conditions it is
cheaper both to install and to maintain than the preceding
system. In the case of mountain railways, three-phase motors
have another valuable advantage, which is the automatic limita-
tion of the speed and the return of the energy to the line while
running down hill, when the motors act as generators.

The existing applications of polyphase motors to traction
mostly belong to one or other of these classes.

Single-Phase Current Motors. — A much more extended field
seems to l)e available for angle-phase alternating-current mo-
tors, long forgotten in this connection, but which recent im-
provements have once more lirought into notice.

The only mono])hase alternating-currenl motors at present

912

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

existing which have the speed and torque properties suitable
for application to traction are the "commutator" motors.

The question of applying motors of this kind to traction pur-
poses has lately been taken up in several different countries
smiultaneously — thus in America by Mr. Lamme, in Italy by
Mr. Finzi, in Germany by Messrs. Winter and Eichberg, in
France by Mr. Latour. The motors tried are either of the
series type with laminated poles, or of the repulsion type, or are
a combination of both these types.

The results already obtained raise the hope that it will not
be long before there will be a monophase motor which will
work satisfactorily, give a good torque at starting, a high
power factor under normal conditions and an efficiency similar
to that of tlie best continuous-current motors. Under these
conditions the simple alternating-current motor is of very great
interest, but it is necessary to wait for further results before
any definite conclusions as to this system can be reached.

SUMMARY

In summarizing the situation, the author believes that the
use of electric traction on railways is already practicable in
all cases where its use would be considered advisable from the
economic point of view.

Short-distance passenger traffic seems to offer the most
favorable field for electric traction. Moreover, it is almost
exclusively to this class that the applications already made on
railways belong. Electric traction for freight trains exists only
as an exception justified by peculiar local conditions. It may be
said in a general way that in services of this kind the economy
of the system increases with the reduction in the weight of the
trains and with the increase in their number. Leaving out of
consideration metropolitan railways, which form a special class
for which electric traction is now a necessity, the suburban
lines of some large towns may offer conditions favorable to the
use of electricity. The latter, in the case of service with many
stops, has the great advantage that it makes it possible to in-
crease the average speed materially, owing to the rapidity of
starting electric motors. The absence of smoke, the better
lighting of carriages and stations are other advantages, which
although only of a secondary character, yet also contribute
considerably to the general improvement of the service.

Similar conditions will be found to occur on sundry busy
lines connecting large centers, not very far apart, in industrial
districts, where the service must assume as nearly as possible
the character of a tramway service. On lines of this kind and
even on certain secondary railways, the increased facilities of
transport made possible by electric traction may lead to im-
portant increases in the traffic and in the receipts. Another
case where the adoption of electric traction is worthy of con-
sideration is that of lines which are worked up to their full
capacity. For electric traction indeed makes it possible, under
certain conditions, to increase the capacity for traffic, while
avoiding more costly measures such as quadrupling the track
or enlarging the terminal stations. This possibility is due in
the first place to the greater speed of the trains, resulting from
quicker starting and less loss of speed up gradients, and sec-
ondly to the reduced blocking up of the terminus stations owing
to the smaller number of operations necessary to receive a train
and then clear the siding for the next train.

The great capacity of electric motors is especially advan-
tageous on mountain railways, whether adhesion or rack rail-
ways. An electric locomotive need not weigh more than 40 kg
to 50 kg per horse-power (89 lbs. to 112 lbs. per British horse-
power), and the equipment of a motor car not weigh more
than 20 kg to 25 kg per horse-power (45 lbs. to 56 lbs. per
British horse-power). Electric traction, moreover, makes it
possible to obtain the maximum adhesion, by making all the
car wheels driving wheels. It therefore makes it possible to
locate lines with sharper curves and steeper grades (for in-

stance, the Fayet-Chamonix line, Paris-Lyons-Mediterranean
Railway), which are cheaper to build. The saving effected
may in some cases be so large as to cover, or even more than
cover, all the additional expenditure for the installation of
power stations and transmission lines.

The relative lightness of electric vehicles also makes them
suitable for obtaining very high speeds. The large amount of
power required to run a train at from 150 km to 200 km (93
miles to 124 miles) per 'hour can more easily be furnished by
electric motors fed from outside than by a steam locomotive,
the weight of which increases rapidly with the speed to be at-
tained. The recent experiments made in Germany have proved
(if indeed it was necessary) the superiority of electricity from
this point of view.

The most serious objection to such a great increase in speed
is the expense. In the first place, on very busy lines, which
alone could serve as a motive for the use of high speeds, it
would be impossible to run trains at 200 km (124 miles) per
hour, between ordinary trains, without disturbing the whole
time-table and making the ordinary traffic impossible. It
would therefore be necessary to build new lines, either by add-
ing new tracks to the existing ones, or, better, by building en-
tirely new lines with curves of large radii and a wider roadbed
so as to have a greater distance between trains. The track itself
would have to be strengthened materially. In the interests of
safety it would also be necessary to absolutely prohibit level
crossings, junctions and other dangerous features. Taking it
altogether, such a road would cost much more than the existing
lines, quite apart from the electric equipment. Moreover, as a
high-speed line would also be of considerable length, for it
would scarcely be worth while to incur such a large expendi-
ture merely in order to save one-quarter or half an hour on a
journey, the capital required for construction would be enor-
mous.

To earn dividends on such a capital and to meet the working
expenses, which also would be very high, were it only on ac-
count of the great increase in tractive effort at higher speeds,
one could only depend upon passenger traffic, and perhaps on
some additional receipts from parcels traffic. No doubt cases
will occur, sooner or later, where the development of the com-
munication between two large centers may justify, from the
economical point of view, the building of such a line. But in
France, at least, this case does not seem to be likely in the im-
mediate future.

The author's final conclusions were printed in the Street
Railway Journal for April 29, 1905, but are here repeated.
They are as follows :

CONCLUSIONS

On the whole, it seems to us that electric traction should at
present be looked upon as a useful auxiliary to steam traction,
capable of operating certain parts of railway traffic with advantage
and economy. The principal cases in which its adoption may at
present be feasible are ; Firstly, on lines which are chiefly under-
ground, then on metropolitan and on suburban lines, on interurban
lines of limited length and with much traffic, on railways with
steep gradients, and on lines which are worked up to their full
capacity.

It is impossible to indicate in a general report in any more
definite a way the cases in which the system of working may lend
itself to the application of electricity: it is essentially a question
of degree, and each individual case requires special examination.
In this examination special consideration must be given to the cost
of the electric equipment, the principal factors of which are in the
first place the conditions of working, the number and weight of the
trains, and, secondly, the conditions under which the line is built;
its length, profile and plan ; then the charges for interest and sink-
ing fund of the capital outlay required must be compared with the
economy which electric traction will give as compared with steam
traction.

If it is a question of a new line, the adoption of electric traction
may in certain cases result in a lower cost of construction, whereas
in the' case of existing lines the value of the rolling stock which will

May 20, 1905.]

STREET RAILWAY JOURNAL.

913

be rendered useless by the introduction of electricity has to be
taken into consideration and written off.

Among the conditions in favor of electric traction are naturally
the proximity of easily utilizable water power or of other cheap
sources of energy, such as coal pits and blast furnaces.

In comparing the cost of traction, we must allow in the case
of electricity, in addition to the eventual economy realized in the
production of energy, for the reduction of dead weight resulting
from the smaller weight of electric locomotives, the reduction in
the cost of driving and of maintenance, as well as for the accessory
economies capable of being effected in shunting operations at sta-
tions, in lighting the stations and trains, etc.

Finally, if so happens, the increased receipts which may result
from the improved service have also to be taken into consideration.

In any case, the problem becomes in the end a financial and
economic one.

APPENDIX

In an appendix Mr. Paul Dubois adds to his paper an extended
account of the electrified steam roads in Europe to which he had
already referred. Descriptions of these installations have already
appeared in this paper (see list of references above), but some
additional facts and recent figures on cost of construction and
operation are presented herewith.

EXTENSION OF THE ORLEANS RAILWAY FROM PARIS TO
JUVISY

The company has one main power station at Ivry, and generates
5500-volt three-phase 2S-cycle current, and three rotary sub-stations,
including one at the power station. Part of the current is used as
three-phase for lighting and stationary motors. The output in
1903 (that is to say, before the extension of electric traction to
Juvisy and the addition of the third generating set) amounted to
4,871,317 kw-hours of three-phase high-tension current; of which
4739.343 were transmitted to the sub-stations, to be there trans-
formed into direct current, and 131,969 were utilized direct as three-
phase current, after reduction of voltage.

The mean consumption of fuel per kw-hour of three-phase high-
tension current supplied was 1.585 kg (3.494 lbs.) per kw-hour;
the fuel consists of a mixture of Anzin or Lievin pitcoal, and of
cinders from locomotive smoke-boxes, mixed in the proportion of
about 2 to I.

The construction cost of the installations can as yet only be given
approximately, as some of the accounts have not yet been made up.
It may, however, be stated that it will amount, as far as the trac-
tion alone is concerned (i. c, deducting the expenditure in con-
nection with lighting or with other motive power), to about 7,450,-
000 francs ($1,490,000), made up as follows:

Power stations (2000 kw) fr.2,065,000 $413,000

Transmission system (22.18 miles) 515,000 103,000

Transformer sub-stations (three) 1,075,000 215,000

Working conductors (37.29 miles) 2,315,000 463,000

Rolling stock (11 locomotives and 5 motor cars) 1,400,000 280,000

Miscellaneous 80,000 16,000

fr.7,450,000 $1,490,000

The results of electric operation on the extension from Auster-
litz to Quai d'Orsay (the original section) during 1903 have been
as follows :

The average number of trains running on the extension was 150
per day.

The distance of 4 km (2.5 miles) is covered, in either direction, in
7 minutes by the express trains, and in 9 minutes by the local
trains, which stop at Pont-Saint-Michel station ; that is, the average
inclusive speeds are 34.3 km and 26.6 km (21.3 miles and 16.5 miles)
per hour respectively. The maximum authorized speed, owing to
the sharp curves, is only 50 km (31 miles) per hour.

The mileage of the electric locomotives was 225,072 km (139,856
miles) when hauling trains, and 48,808 km (30,328 miles) when
not hauling trains or when engaged in switching, which makes
a total of 273,880 km (170,184 miles, or an average per loco-
motive of 34,325 km (15,115 miles).

The work done amounted to 34,329,524 tonne-km (23,(301,505 ton-
miles), locomotives not included. The average weight of the
trains hauled thus amounts to 152.5 tonnes (167 tons), the ton
being in all these statistics 2000 lbs.

The electrical energy consumed for traction amounted to 1,367,-
080 kw-hours of direct current, measured at the switchboards of the
sub-stations, so that the average energy consumed amounted to
3.982 kw-hours per 100 tonne-km (5.81 kw-hours per 100 ton-miles)
hauled, and to 6.073 kw-hours per train-km (9.773 kw-hours per
train mile), switching and other operations included.

The average cost of operation per kilometer of train hauled
electrically amounted in 1903 to 0.82687 francs ($0.2555 per mile),
not including the octroi taxes. This figure is made up per train-
kilometer as follows :

Depot charges fr.0.01656 $0.003312

Train staff 0.31152 0.062304

Electrical energy 0.40905 0.081810

Lubrication O.O0972 0.001944

Various expenses 0.00502 0.001004

Maintenance and repairs 0.07500 0.015000

fr.0.82687 $0.165374
The cost for power, which is the largest item, is as follows:
COST PER KW-HOUR AT POWER STATION

Staff fr.0.012914 $0.0025828

Fuel 0.022192 0.0044384

Lubrication 0.001688 0.0003376

Miscellaneous 0.002761 0.0005522

Maintenance and repairs 0.0007.34 0.0001468

Totals fr.0.040289 $0.0080.578

COST PER K\V-H(iLR AT SUB-STAilON TERMINALS

Energy, 0.040289 ~ 00.782 = fr.0.051520 $0.0103040

Staff 0.007373 0.0014746

Lubrication and miscellaneous 0.000145 0.0000290

Maintenance and repairs, transmission system included. 0.0(M[999 0.0009998
General expenses 0.003.316 0.0006632

Totals fr.0.067353 $0.0134706

The cost per train-km of staff, as shown in the first table, is
rather high, on account of the special character of the service
carried out, which is really a switching service, and as such gives a
low utilization of the rolling stock and of the staff ; thus the average
yearly mileage of a locomotive crew is only 18,258 km (11,345
miles). The crews have up to the present each consisted of two
men, an electrician and an assistant, at a total cost for wages of
about 4,500 francs ($900) per annum, premiums included; but the
Orleans Railway has just been authorized to dispense with the
assistant. The small utilization of the locomotives also has an
influence on the figures for the average cost of maintenance and
of repairs per train-kilometer (per train mile). The maintenance
of the electric plant is really very small, and is limited, in addition
to the daily inspection, to a detailed weekly examination of the
whole equipment.

The motors act well. The controller requires no maintenance
except the renewals of the ends of the contact segments, which
become burnt out ; these renewals are very easily carried out. The
third-rail shoes have an average of 30,000 km to 35,000 km (18,640
miles to 21,750 miles). Exceptional expenditure was, however, in-
curred in the year 1903 by turning up all the wheel tires and by
repairing and making equal to new four of the electric locomotives.

On the whole, owing to the circumstances just mentioned, the
average cost of traction by electric locomotive is appreciably higher
per train kilometer (per train-mile) than the average cost of
traction by steam locomotive on the whole of the Orleans Railway
system. But if we compare the practical results obtained by means
of electricity in the special case of the extension from Austerlitz to
Quai d'Orsay (where it was necessary to work the service with-
out producing smoke or gases), with those which could have been
obtained by any other system of smokeless traction, we find a
marked advantage in favor of the system adopted, if we take into
consideration the interest and sinking fund of the capital outlay in
both cases. For if we add to the cost of traction as calculated
above, the charges for interest and sinking fund, taken at 5 per
cent of the capital outlay on the installation of electric traction on
the Austerlitz-Quai d'Orsay section, we find that the total cost per
train-km is 1.32 franc ($0,264 per train-mile), whereas, according
to the most economical estimates, the net cost of any alternative
method of traction, such as locomotives condensing their own
steam, and, a fortiori, hot water and compressed air locomotives,
could not, under the conditions, have been less than 1.40 franc to
1.35 franc per train-km ($0.28 to $0.27 per train-mile), charges for
interest and sinking fund included.

The Orleans Railway reckons on materially reducing its cost of
electric traction per train-kilometer by applying this system of trac-
tion to the suburban trains between Paris and Juvisy; this will have
as result that the average annual mileage of the electric locomo-
tives and of their crews will be increased about 60 per cent, and
the utilization of the power station will be improved even more,
proportionally reducing the cost of generation of energy.

LES INVALIDES-VERSAILLES ELECTRIC LINE OF THE
QUEST RAILWAY, PARIS
This line is 17.6 km (10.94 miles) in length, with ten local
stopping stations between the Les Invalides station in Paris and
Versailles. There are ten electric locomotives and two multiple-
unit trains. The total mileage of the electrically-operated trains
amounted in 1903 to 367,170 km (228,153 miles), 302,922 km (188,-
230 miles) for trains hauled by electric locomotives; 64,248 (39,923
miles) for motor trains, corresponding to 28,194,900 tonne-km (19,-

914

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

301,192 ton-miles), of which 23,455,800 tonne-km (16,066,176 ton-
miles) were done by the former class of trains, weight of locomo-
tives not included, and 4,739,100 tonne-km (3,246,096 ton-miles), in-
cluding the motor cars, by the latter.

The average weight hauled per locomotive thus amounts to 77.4
tonnes (85.2 tons), weight of locomotive not included; that of the
motor trains was 73.7 tonnes (81.0 tons), weight of motors in-
cluded.

The energy consumed for hauling these trains was 2,360,000 kw-
hours of high-tension current, measured at the terminals of the
power station. The average power consumed per train-kilometer
thus amounted to 6427 kw-hours (10,343 kw-hours per train-mile)
at the power station ; the corresponding amount as measured at the
sub-stations was about 4500 kw-hours (7242 kw-hours per train-
mile). Thus the general efficiency of the transmission and trans-
formation of energy from the switchboard of the power station to
the terminals of the sub-stations is 70 per cent. The corresponding
average consumptions of power per tonne-km of train were about
64 watt-hours and 45 watt-hours (93 watt-hours and 66 watt-hours
per ton-mile of train) respectively.

The net cost per kilowatt-hour of direct current supplied by the
sub-stations amounted for the same year to 0.12 franc ($0,024),
interest on capital and sinking fund for the installation not in-
cluded, but including the maintenance of the high-tension con-
ductors. The cost is made up as follows :

NET COST PER KW-HOUR AT STATION, MAINTENANCE OF
HIGH-VOLTAGE CABLES INCLUDED

Staff fi-.0. 01426 $0.002852

Coal 0.03720 0.007440

Lubrication, water, maintenance, repairs 0.00372 0.000744

General expenses 0.00682 0.001364

Totals fr. 0.06200 $0.001240

NET COST PER KW-HOUR AT TERMINALS OF SUB-STATIONS

Energy, 0.06200 0.7 = fr.0.0886 $0.01772

Staff 0.0133 0.00266

Lubrication and Miscellaneous 0.0013 0.00026

General expenses 0.0168 0.00336

Totals fr.0.1200 $0.02400

The fuel burnt at the station in Dourges pit coal, mixed with
25 per cent of best coal and 12 per cent of cinders, cost about 20
francs ($4) per tonne, delivered at station. The mean consumption
is about 1.700 kg (3.748 lb.) per kw-hour of output at the power
station.

The cost of traction per train-kilometer

(per

train-mile )

is as

follows :

$0.03244
0.16686
0.00588
0.05006

, , 0.540

, , 0.019

Maintenance and repairs of locomotives and motor

cars.,

, . 0.162

Maintenance and repairs of working conductors*

0.078

0.02410

$0.27934

* This amounts on the average to fr.700 per year, and per kilometer ($140
per year and per mile) of working conductor.

The Staff at the station and sub-stations include sixty-six em-
ployees (twelve of whom attend to the management, the book-
keeping, the store room, the handling, the watch service, etc. ; seven-
teen engineers and greasers, six electricians, twelve stokers, four-
teen men attending to the maintenance and five acting as reserve) .
The locomotive and motor car crews each consist of one driver,
whose pay averages 2,200 francs ($440) per annum, premiums in-
cluded.

The ordinary maintenance of the electric rolling stock is attended
to at the Champ-de-Mars depot. Main repairs are carried out at
the general shops of the company.

The average annual mileage is 31,000 km (19,260 miles) per
locomotive, and 52,000 km (32,310 miles) per motor car, including
switching operations when running empty.

THE FAYET-CHAMOUNIX ELECTRIC DIVISION OF THE
P. L. & M. RAILWAY
This line is run from April to December only. During 1903 eight
passenger trains were run daily each way, at other times three.
The ascending speed is 20.3 km (12.6 miles) per hour, and the de-
scending 18.4 km (11.4 miles). In 1902 the train mileage was
58,000 km (36,040 miles), and the ton-mileage 6,000,000 tonne-km
(4,109,728 ton-miles). The energy consumption was 580,000 kw-
hours, corresponding to 100 watt-hours per ton km (146 watt-
hours per ton-mile). The cost per kw-hour in 1902 was 0.04 franc
($0,008), or a total of 1.95 francs per train km ($0.6026 per train-
mile). The employees are paid 1,800 francs to 2,400 francs ($360
to $480) per year, and during the winter are employed in rolling
stock repairs.

THREE-WIRE ROAD FROM ST. GEORGES-DE-COMMIERS TO
LA MURE

This line is 31 km (19.3 miles) in length, of which 25 km (iS-5
miles) have a nearly continuous grade of 2.75 per cent. Current is
transmitted on the three-wire .system, with 2400 volts between the
outer wires and the track as a neutral. There is one locomotive,
with four 125-hp motors connected permanently in two groups of
two motors in series, and rheostatic control is used. The road is
used mainly for hauling coal cars.

As regards the economy, the measured consumption for hauling
up an empty coal train of trucks, weighing no tonnes, from La
Motte-d'Aveillans to La Motte-les-Bains, up an average grade of
2.75 per cent, does not exceed 115 kw-hours, that is, 150 watt-
hours per tonne-kilometer (219 watt-hours per ton-mile). If we
add the consumption during shunting operations and during the
descent of the same train loaded, we obtain a total of about 125
kw-hours for hauling up a train of twenty empty trucks and run-
ning it down loaded.

At the rate of 5 centimes (i cent) per kilowatt-hour, this repre-
sents an expenditure of 6.25 francs ($1.25), whereas the same
operation used to cost about 9.40 francs ($1.88), using coal at 32
francs per tonne ($5.60 per ton). It may, therefore, at present be
stated that taking fuel only into consideration there is an economy
of from 35 per cent to 40 per cent.

THE GRENOBLE-CHAPALEILLAN ELECTRIC TRAMWAY

This line is 43 km (26.72 miles) in length, and is interesting be-
cause it is also a three-wire road. The steepest grade is 4 per cent.
The voltage between the two outer wires is 1200, and the rail is
neutral. The trolley line is divided into three sections, each about
9 miles in length. To keep the voltage practically uniform on the
three sections, notwithstanding the considerable variations in the
current, owing to the inequalities of the irregular profile and to
the very unequal intensity of traffic on the different sections, the
current of the two, feeders supplying each section passes through a
booster consisting of two series dynarnos, driven by a compound-
wound motor, and consequently running at a practically uniform
speed, which are connected to the two outer bus-bars. These gen-
erators raise the voltage of the current passing through them ac-
cording to the output, so as to preserve sufficiently uniform voltage
on the line.

PARIS METROPOLITAN RAILWAY

Some interesting statistics of this line are given. The cost of the
electric equipment for the 24 km (14.9 miles) of line now in
operation amounted at the end of 1902 to about 25,500,000 francs
($5,250,000), namely, 1,084,000 francs ($218,800) for the electric
equipment of the track, 12,029,000 francs ($2,405,800) for the Bercy
power station, 2,529,000 francs ($505,800) for the four sub-stations,
1,380,000 francs ($276,000) for the cables and conductors (high and
low tension), and 8,476,000 francs ($1,695,200) for the rolling stock.

During 1903 the length open to traffic was 17.335 km (10.772
miles) up to Jan. 30, 22.912 km (14.237 miles) from Jan. 31 to
April I, 24.077 km (14.961 miles) from April 2 to Nov. 4, and
24.818 km (15.421 miles) after that date; the total car mileage
during this year was 29,049,560 car-km (18,050,886 car-miles). The
motor cars each run per year about 35,000 km (21,750 miles) on
the average.

The power required for traction for the 29,049,560 car-km (18,-
050,886 car-miles) mentioned above amounted to 24,098,308 kw-
hours of direct current, or about 860 watt-hours per car-km (1384
watt-hours per car-mile) on the average, the car weighing 12
tonnes to 13 tonnes. In addition to this, 2,863,778 kw-hours were
required for lighting the stations and the tunnel, and 98,183 kw-
hours for various accessory operations, making altogether 27,960,-
269 kw-hours of direct current. Of this amount 4,579,978 kw-hours
were generated as direct current at Bercy power station. The
rest was obtained by the transformation of 26,512,699 kw-hours
of three-phase high-voltage current; of which 12,731,863 kw-hours
were supplied by Bercy power station, 7,083,885 kw-hours by
Le Triphase of Ansieres, and 6,696,951 kw-hours by the Moulineaux
power station. The mean efficiency of the transformation of the
three-phase current into direct current was thus 88 per cent.

The corresponding consumption of fuel at Bercy power station
per kilowatt-hour amounted, on the average, to 1.339 kg (2.952
lbs.), of a mixture of pit coal and washed smalls, costing 29.49
francs per metric ton ($5.13 per short ton).

The average cost of operation amounted in 1903 to 26.08 centirhes
per car-kilometer (8.058 cents per car-mile), made up as follows:

Centimes Cents

Electric power 7.67 2.370

Cost of transmission 0.97 0.300

Maintenance of rolling stock 3.74 1.156

Train staff , 3.32 1.026

Working staff 3.47 1.072

May 20, 1905.]

Maintenance of tracks, stations and roadbed, signals,

telephone, electric conductors 1.87 0.578

General expenses 5.04 1.556

Totals 26.08 8.058

•The total expenses were 7,577,060.82 francs ($1,515,412), and
the total receipts, for transport, 17,290,839.35 francs ($3,458,168),
and the number of passengers carried was 100,107,631.

THE BERLIN-ZOSSEN TESTS AND THEIR RESULTS

An interesting paper on this subject was presented by His
Excellency Dr. Schulz, president of the Imperial German Rail-
way Department, also chairman of the German investigation
committee ( Studiengesellschaft) on high-speed electric rail-
ways. It was in this second quality that Dr. Schulz presented
the report upon the experiments on the Berlin-Zossen road.

The investigation committee on high-speed electric railways
was organized at Berlin in 1899, and in the trial runs speeds
of 200-210 km (124-130I/J miles) per hour were reached, veloci-
ties far exceeding any other speeds before attained. The per-
manent way, consisting of steel rails, 12 m long, each carried
on eighteen wooden ties, had a total weight of 224 kg per meter
(454.5 lbs. per yard), including the guard rails. There were
no curves of a radius smaller than 2000 m, and the super-
elevation of the outer rail was 80 mm.. The grades were few
and inconsiderable. The experiments proved that the standard
type of permanent way, when sufficiently strengthened, is am-
ply sufficient for speeds of 200 km per hour and more.

The two motor cars were of similar design to the latest types
of European express train cars. Each car had accommodation
for fifty passengers, with a length of 22 m, two trucks of three
axles each and of a wheel base of 5 m ; the total weight was
90 tons, uniformly distributed over the axles. Even at a speed
of 210 km per hour the cars ran quite smoothly. This experi-
ence proves, in the words of Dr. Schulz, "that the general de-
sign of our express train cars can be applied to extra high
speeds, if the wheel base is increased accordingly. It will be
possible in future construction to reduce the dead weight of
the cars."

Dr. Schulz then described the collecting devices, which are
familiar to the readers of this paper, and which he said gave
excellent success, and' which "safely supplied the cars running
at a speed of nearly 60 m, or 200 ft. per second, with as much
energy as 2000 kw, and this even in unfavorable weather."

The motors were designed for a normal output of 230 hp
each, and overload capacity of 750 hp, and were coupled di-
rectly, or by means of a spring coupling, to the driving axles.
The trials showed that motors for a three-phase current are
well suited for the operation of high-speed trains on main
lines. To determine whether the motors could be run directly
by the high-tension current, Siemens & Halske built an electric
locomotive fitted with two motors for a tension of 10,000 volts.
This locomotive with a dead weight of 40 tons, coupled to a
train of 70 tons, reached a speed of 100 km per hour; when
coupled to a train of 100 tons, 50 km per hour were made as a
regular run. The current had an electromotive force of 8000-
11,000 volts and 40-48 cycles. These motors gave satisfactory
results on the trials.

TRAIN RESISTANCE
The total resistance in the car, consisting of the different
kinds of mechanical friction and of the air resistance, was
measured, and the following results were obtained :

(a) The friction resistance was found to be not more than
I'.S per ton of weight of the car at a speed of 5 km per hour.
It slowly 'increased as the speed increased, and reached 300 kg
with a speed of 200 km per hour.

(b) The air resistance increased nuich more and at a much
higher rate with the increase in speed. The numerous observa-

915

tions gave the uniform result that the air pressure on i sq. m
of front surface, or that measured at right angles to the direc-
tion of travel, is equal to the square of the velocity in kilometers
per hour multiplied by the constant 0.0052. Assuming 7.5 sq. m
to be the front area of a car, the air pressure on this surface
with different speeds was as follows:

At 50 km (31 miles) per hour 98 kg

100 " (62 " ) " 390 "

150 " (93 " ) " 878 "

200 " (124 " ) " 1560 "

The air pressure on the sides of the car is relatively small
and depends a great deal on the direction and strength of the
wind.

The air suction on the rear of the car has no importance and
does not increase nuich with increasing velocity.

The air resistance on the car might be reduced by giving the
car a parabolic liead ; if, however, the train speed should be
increased considerably above 200 km per hour, the air resist-
ance would increase at least to such an amount that the motors
in the car would no longer be able to supply the necessary
power to overcome it. Dr. Schulz states, therefore, that it is
the air resistance which determines the limit of the attainable
speed.

The resistance of a trailer is considerably less than that of
a motor car, for the greater part of the front area of the second
car is covered by the first, and it was observed that the air re-
sistance on the trailer was but one-seventh of that of the mo-
tor car.

The amount of energy, the current and the voltage applied
were observed at the feeding point of the experimental line,
and also in the car itself. On the level and with no wind, the
following average values were obtained for a motor car weigh-

ing 80 tons :

f Speed \ Energy Supplied Output

Km Miles Kw Hp

100 62 193 218

ISO 93 546 613

200 124 1190 1340

With trailers weighing 40 tons, and with an accommodation
for fifty persons, the output for the same speed was only 49 hp,
116 hp and 233 hp. Hence it follows that it is considerably
more economical to care for a crowded traffic by means of
trains consisting each of several cars than by many single
motor cars of the same capacity running in short intervals, al-
though the latter would be much more desirable for the con-
ditions of general traffic.

BRAKES

Westinghouse air-brake equipment and hand brakes were
used. The brake-shoes were hollow and were cooled with
water to prevent the rims and the brake-blocks from becoming
overheated. At speeds of 170 km and 180 km, the brakes
stopped the car within a distance of 1300 m and 1400 m, which
corresponds to an average retardation of nearly i m per second'.
The admissible retardation can be increased to 1.5 m per sec-
ond', without danger to the passengers, by raising the brake
]ircssure, whereby trains running at speeds of 160 km and 200
km per hour can be stopped within 660 m or 1000 m.

For speeds of more than 120 km per hour the signals in
cloudy weather could not be seen sufficiently soon. This was
remedied by an electro-magnetic device arranged in the car,
which, bv means of contacts along the line, presented a red disc
before the eyes of the driver when the signal was at danger.
This device has never failed, even at the highest speeds.

CONCLUSION

In conclusion, Dr. Schulz makes the following remarks on
the subject of safety : "As at the introduction of the steam loco-
motive, danger to the health of travelers was feared froiu very
high speeds before these electric tests were conducted. I can
state, however, from niy own experience, that the passengers

STREET RAILWAY JOURNAL.

gi6

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

were in no way affected by the speed of 200 km per hour or
more, which we often reached. Each engineer was at his
place, occupied in making his observations, and the silence in
the car was only interrupted every ten seconds by a bell signal
to take readings on the instruments. The duty of the engineer,
however, was more arduous, as he had uninterruptedly to ob-
serve with the greatest accuracy the run of the car, the line and
the signals. Surrounded as we were by apparatus and wires
which carried a current of 14,000 volts, we nevertheless felt
perfectly safe ; no personal injuries were ever sustained in spite
of the short-circuits which occasionally occurred. It was pos-
sible during the run to observe the scenery comfortably, but
persons standing on the platforms of the stations we passed
could hardly be recognized. No injurious effects due to air
pressure were ever felt when trains passed on the neighboring
line, and spectators standing near the line had no uncomfort-
able sensations. More than 300 runs were made, and all with-
out a single accident. Nobody was killed or injured, and no
damage to property occurred. Bloody remains, however, of
small birds who were killed were observed on the front of the
car. These birds, doubtless, thought they could avoid the ap-
proaching train, but the electric car moved faster than any
bird can fly, and killed them. These were the only accidents
that happened.

"The investigation committee on electric high-speed railways
has thus accomplished its work ; the conditions have been de-
termined under which electric main railways can be operated
with high speeds, and it has been proved that such operation
is not more dangerous than the present railway practice. Here
is a vast field for work open to railway men associated with
electrical engineers, and may the time not be far off when a
real high-speed electric railway will be an accomplished fact !"

IMPROVEMENTS AT NORUMBEGA PARK

Under the management of M. C. Brush, general manager of
the Boston Suburban Electric Companies, a number of changes
are being made at Norumbega Park, Auburndale, Mass., the
chief features of which have been described in previous issues
of the Street Railway Journal. Mr. Brush is of the opinion
that a park of this nature, in order to hold the patronage from
year to year, must have new attractions and improvements
every season, for if the place is allowed to keep about the same
appearance, with nothing new or interesting, people are apt to
go elsewhere for their amusement. In line with these ideas,
considerable work is being done at Norumbega in order to
freshen it up and present new features for the enjoyment and
convenience of the patrons.

One improvement that will undoubtedly be appreciated by
the park patrons is a new toilet located near the theater. It
was desired to make the toilet building as unobtrusive as pos-
sible, so it was built in the side of a hill, and the roof will be
entirely covered with sod. As the line of the roof conforms
closely to the slope of the hill, the building itself will be en-
tirely hidden from view. The rooms will be ventilated by
means of a flue running up the side of an adjoining building,
where it will not be noticed. The entrance will be screened
with bushes and shrubbery.

A new walk has been laid out on the side hill overlooking the
Charles River, and as benches are to be placed at frequent in-
tervals, this will afford another good vantage point from which
to enjoy the view over the river and islands.

The chalet which contains the various coin-in-the-slot at-
tractions proved so popular last year that an addition is now
being built which will practically double the size of the build-
ing. The interior will be handsomely decorated, and a fountain
15 ft. in diameter built of rough stone will be laid out in the

center of the building. The lighting will be accomplished by
thirty-five Meridian lamps placed in the ceiling.

The zoo at Norumbega contains the finest collection of animals
in New England, and several valuable specimens will be added
this season. Four new cages are being built for the accommo-
dation of some of the new animals. These cages will be of
novel design and will have solid concrete floors, which can be
readily flushed and cleaned.

^♦^ « ^

LAMP TRUCK ON BOSTON & WORCESTER

At the shops of the Boston & Worcester Street Railway
Company some confusion and inconvenience were formerly ex-
perienced in handling the headlights, tail lights and hand
lanterns used on the cars. The outfit of lamps required by each
crew consists of a headlight, two tail lights and two hand
lanterns, and the task of carrying these back and forth between
the shops and the tracks and having them ready for the cars
on the early evening runs was quite an item.

To facilitate this work the lamp truck or wagon shown hero^

LAMP TRUCK, BOSTON & WORCESTER

with was devised. As will be seen, it consists of a frame
mounted on a low hand truck having flat-tired wheels. On the
floor of the truck is room for twelve headlights, arranged in
two rows of six each. Above these is a tier for twenty-two tail
lights, and above this a third tier from which are hung eleven
pairs of hand lanterns.

The truck is ft. long, 22 ins. wide at the floor, and stands
6 ft. high from the ground to the top piece. The uprights are
made of i^-in. x 3-in. stuff; the top cross piece is ins. x
7J/2 ins., and the middle cross piece is i^i ins. x 4 ins. The
frame is reinforced near the base with strips of }i'in. x ij^-in.
strap iron. The wagon was built at the company's shops at a
cost of about $25.

When the cars come in from the last trips at night the crews
hang their various lamps on the truck. Some time during
the day the truck is drawn to a convenient corner of the yards,
where the lamps are cleaned and filled, and the wagon is then
moved to a point in front of the shops near the tracks, where
the crews of passing cars can readily take such lamps as they
may require.

*^

The Fairmont & Clarksburg Traction Company, of Fairmont,
W. Va., is prepared to accept bids for the construction of 17
miles of track. Arthur L. Linn, Jr., is general manager.

May 20, 1905.]

STREET RAILWAY JOURNAL.

917

THE MAY MEETING OF THE INDIANA ELECTRIC RAILWAY
ASSOCIATION

The May meeting of the Indiana Electric Railway Associa-
tion was held on May 11 in Terminal Station Hall, Indianapolis,
President C. L. Henry presiding. About fifty members were
present. The chief topic for discussion was "Repairs of Car
Equipments," and was introduced by a very able and interesting
paper by M. M. Nash, master mechanic of the Terre Haute
Traction & Light Company. This was a live subject and Mr.
Nash was complimented very highly for the able manner in
which he presented the matter. Among other things, he said
the subject is one of great interest and importance to the wel-
fare of electric lines, inasmuch as the successfvil operation de-
pends, to a very large extent, upon the repair department. At
the head of this department should be a man who thoroughly
understands his business, practicing economy in every possible
way, but not neglecting or slighting any part of the work, as it
is poor economy to slight the repairs to electrical equipment.
The master mechani: should be allowed to employ thoroughly
competent men and to lay out the work, that individuals can be
held responsil)le for special classes of work which they are set
to do. He should be allowed to pay sufficient wages to com-
mand skilled mechanics, and under no circumstances be forced
to take men into his department simply liecause they are friends
or relatives of some official. As a rule, such men are ineffi-
cient and do not give proper attention to their work, or to
handling it economically.

"Some managers are prone to criticise the expense of the
repair department," said he. But regarding results to be ob-
tained rather than first cost, he believes the very best labor
and material obtainable proves, cheapest in the long run, and
the expense justified by the knowledge that on heavy days,
when a company is obliged to put all of its cars into service, the
schedule will be uninterrupted by break-downs, and the man-
ager who is prone to criticise the expense account of the de-
partment is the first to congratulate himself and boast over the
good condition of his equipment.

Mr. Nash related his experience with the first shop of which
he was master mechanic. The company had for equipment of
its cars the old type-F 30 and WP 30 motors, which the man-
agement was on the point of throwing out and replacing with a
later design when he took hold of the repairs. At that time the
shop force consisted of thirty-nine men, all of whom were
necessary to look after the repairs on thirty-four cars, and
while these men worked hard day and night, there were always
from five to ten cars lying idle in the shop. This condition was
due to the fact that the material used was the cheapest that
could be bought and the work in the shop had not been sys-
temized. Mr. Nash said he decided at once to secure better
material and better assistance, and proceeded to do so. While
the repair account consequently increased, in three months
time, with the repair work systemized and with good material,
the cars were always ready for service when wanted, and in-
stead of thirty-nine men, fourteen efficient men did the work.
It followed that after the cars were in good condition, the re-
pair force organized and good material in the supply room, the
expenses of the shop were reduced fully 50 per cent, and this
emphasizes the adage that "What is worth doing at all is worth
doing well," and that good material and an organized force
systematically employed is productive of the best results with
the least outlay.

The periodical inspection of cars, he said, is a great factor
in economical maintenance, and this, he thought, should be
done at least once a month. Such an inspection should include
the controller circuit breakers, and the electric equipment as
well as the mechanical. He advised that a complete record be
kept of all work done upon a car and its equipment, and the
cause of the trouI)lc making such work necessary, so the oper-

ating officials can know at all times the condition of the equip-
ment as a whole, the reasons for the repairs and the manner in
which same are handled, thus enabling them to keep in touch
with the operation of the repair shop and show at a glance
what cars could with safety be put in service on call.

In order that these inspections may result beneficially, Mr.
Nash believed it essential that special men be detailed to ex-
amine special parts, and that these men should be held respon-
sible for the condition of these special parts. The man who
looks after the trucks should not be the man to examine the air
brakes, and the air-brake man should not be the one to examine
the controllers and resistances. He also believed it economical
to purchase armature coils of manufacturers, rather than at-
tempting to make them in the company's own shops, as they are
better formed, more carefully made and tested, easier to put
in place and last longer.

Mr. Nash said that the method of lubricating the bearings
had considerable relation to the cost of repairs to equipments.
The life of the bearings depends largely upon the method of
lubrication and the kind of lubricants used. He said oil which
is fed into the bearings through a piece of felt, from an oil cup,
gives satisfaction in increased life of liearings and consequent
reduction in cost. Mr. Nash gave a brief but interesting de-
scription of the repair shop of the company with which he is
connected, and concluded by saying that in order to secure the
best results, not only constant attention, good material, proper
equipment are required, but the services of a good master me-
chanic with skilful assistants are essential for the resulting
economy and satisfactory condition of the equipment, and these
will certainly justify the means.

Mr. Nash's paper provoked a discussion among the master
mechanics and managers present in the nature of an "experience
meeting," the members relating incidents in their work and
putting questions to each other. Mr. Nash was asked if he had
had much trouble because of the breaking of axles, and if so,
what steps were taken in the way of inspection. Some com-
panies are reported to be experiencing great trouble from
broken axles. Mr. Nash replied that a year ago his company
had had three axles break, but since adopting a careful method
of inspection, whereby all worn axles were thrown out, less
trouble had been experienced. The present plan is to discard
the axle if a crack of any nature is found in it.

Mr. White asked about the plan of oiling journals, and said
it had been their experience to some extent, in summer time,
that the grease melts out in a short time, leaving the bearings in
a dry condition, and thus liable to melt the metal. In winter
time it is so hard the bearings have to heat in order to soften
the grease. Mr. White said he had recently observed an auto-
matic lubricator on a large type of locomotive. The oil is put
into a reservoir, and when the locomotive is in motion the force
feed-pump supplied the oil, a drop at a time, exactly when it was
needed, and he was advised that a pint of oil served a larger
mileage than by the old method of applying it. Mr. White in-
sisted that this was an important question, and a little advice as
to the best method of preserving high-speed bearings will go a
long way.

Mr. Nash said in order to obtain good results the consistency
of the oil should be changed from summer to winter, and also
the kind of waste or felt used in the reservoir. When asked by
President Henry how long he had been using the feed method,
Mr. Nash replied that his company had been experimenting
with different kinds of oils for about six months. C. A. Benn,
of the Indianapolis & Eastern, explaiued the method of lubri-
cating bearings on that line, and told how they had overcome
some of the troubles named, and were now getting excellent re-
sults from the oil in use and the method of feeding. H. A.
Nichol said he would like to ask Mr. Nash which he thinks the
better policy, to keep cars outside or under roof in car houses.
Mr. Nash replied that there was nothing gained by keeping cars

9i8

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

outside except a little insurance, and he would advocate keep-
ing cars under roof. It is a difficult matter to get work done
properly on cars outside. Electric cars should always be under
roof when not in service, and kept as warm in winter as possi-
ble. President Henry said he had been greatly impressed by
Mr. Nash's paper and his ready answers to the questions asked
him. On the question of repairs it seems that the way to have
everything all right is to make absolutely sure of it.

The committee previously appointed to wrestle with the in-
terchangeable mileage question made a preliminary report
through Mr. White, the secretary. In effect, the report showed
that the managers of the roads had been communicated with,
and while a few expressed a willingness to adopt the plan, no
line appeared to urge it, while a few opposed it. Therefore the
committee had adopted a resolution to the effect that the matter
be left to individual action for the present. Further considera-
tion of the matter was deferred until the June meeting.

By the reading of a letter by Mr. Chipman, the question of
steam road competition was raised. From many parts of the
Middle West information comes that the steam lines are cut-
ting rates where trolley lines parallel them, and in some in-
stances the steam lines have inaugurated hourly service with
lower rates than those of the interurban.

A. A. Anderson, general manager of the Indianapolis & Cin-
cinnati line, said he would like to know what becomes of the
valuable and interesting papers read at the regular meetings.
He said Mr. Nash's paper siiould be in the hands of every em-
ployee of the mechanical departments. Secretary White re-
plied that he had preserved copies of these papers, and had al-
ready collected quite a compendium of cogent figures and data
relating to the construction, operating, electrical and mechani-
cal departments of electric railways — the labor of the brightest
electrical engineers, mechanics and managers in the State. He
also stated that the papers were published in the Street Rail-
way Journal, a publication deserving of large support by the
Indiana lines and employees.

In the afternoon the members of the association were the
guests of the Indianapolis, Columbus & Southern Traction Com-
pany. The "Flat Rock Special" carried the party to Edinburg,
where the power plant was visited. To find a large starch plant
operated in connection with the power plant by employing the
exhaust steam was an interesting revelation. The trip from
Edinburg to Columbus, the southern terminus of the line, was
made over 9 miles of track as straight as a line and level as a
floor. This stretch of superior road construction is Mr. Irwin's
pride, and he is now offering a prize of $25 to the neighbor-
hood that will decorate its shelter station and grounds with
vines and blooming flowers the handsomest. This line parallels
the J., M. & I. division of the Pennsylvania Railroad almost
the entire distance of 42 miles. Seven substantial towns and
cities, including two county seats, are on this line, and are
about 6 miles apart. The farms are largely devoted to garden-
ing and the production of peas, sweet corn and tomatoes to
supply three or four large canning establishments on the line.
Sugar Creek and Flat Rock River, the mecca for fishermen, are
crossed at convenient points. This line is destined to become
an important link in the connecting of Indianapolis and Louis-
ville by trolley. Tlie party was under the escort of Superin-
tendent George A. Saylor and Special Agent Robert O. Boyer.
On the return trip the party was joined by General Manager
William G. Irwin. Mr. Irwin had just returned from a trip
to Mexico, and he entertained the party by relating interesting
observations and telling stories as only an interurban man can
tell them.

The subject for the June meeting will be "Train Despatch-
ing," and will be presented in separate papers by representa-
tives of two companies which use different methods. A very
interesting meeting is anticipated and one which will throw
considerable light upon this important question.

INSPECTORS' AND SUPERINTENDENTS' MEETINGS IN
BOSTON

One of the effective aids used by the transportation depart-
ment of the Boston Elevated Railway Company for bringing
its men and the management into closer contact is the practice
of having regular meetings with the chief inspectors and with
the division superintendents. It is thought that on smaller sys-
tems the superintendent may be able to keep in personal touch
with the rank and file of the men, but on the large systems the
management has to issue its orders to the men through an in-
termediary, and sometimes through two or three, and this calls
for something akin to army regulations and discipline.

On the Boston Elevated Railway the meetings with division
superintendents are held twice every month, on Thursday eve-
nings from 7 to 9 o'clock, in the office of the superintendent of
transportation. There are usually present, beside the superin-
tendent of transportation, nine division superintendents, the
superintendent of inspection, the superintendent of employment
and the superintendent of time-tables. Not infrequently the
vice-president and his assistant are present, and sometimes the
president attends the meetings. The superintendent of trans-
portation usually takes up the first hour with a general talk on
some pertinent subject relative to the superintendents' duties,
methods of handling conductors and motormen, or conditions of
traffic. The second hour is given over to general discussion by
those present, when questions are asked and answered and in-
formation given relative to the service and methods of im-
proving it. On occasions one superintendent is designated to
read a paper, and this paper forms the subject for discussion
during the evening.

In addition to the superintendents' meetings the superintend-
ent of transportation holds monthly meetings, at which all the
inspectors on the system are expected to be present. These
are held on the first Tuesday evening in each month and are
usually attended by from fifteen to twenty-five of the company's
inspectors. As at the division superintendents' meetings, the
superintendent of transportation occupies the first hour in a
general talk, and then follows an hour of discussion. At botn
these meetings a stenographer is present and a verbatim report
of the discussions is typewritten and sent to all interested for
filing.

The division superintendents in turn liold regular meetings
with the men under them, and thus the instructions and discus-
sions are passed to the rank and file of the men.

♦♦♦

BOSTON & NORTHERN STREET RAILWAY ENTERTAINS
NEWSPAPER MEN

With General Passenger Agent Robert H. Derrah and Super-
intendent Thomas Lees, of Division 2 of the Boston & North-
ern Street Railway Company, as the hosts, a party of news-
paper men, representing the publications of Nashau, Lowell,
Lawrence and Haverhill, enjoyed a trip through the beautiful
Merrimac Valley from Lowell to Newburyport on Sunday,
May 7. The trip was made in an elaborately appointed ob-
servation parlor car, which took the Lowell and Nashua con-
tingents on board in Lowell at 9 130 o'clock. In all about 80
miles were covered by the trip, and of this distance only 9 miles,
the distance between Lawrence and Lowell, was covered over
the same rail. The return trip was made by way of Amesbury
and Merrimac to Haverhill and Bradford, North Andover and
Andover to Lawrence. The car finally reached Lowell at ex-
actly 8 o'clock. En route the comfort of the guests was looked
after by Mr. Derrah and Superintendent Lees. A light lunch
was served on the car. At Newburyport an elaborate dinner
was partaken of by the party.

May 20, 1905.]

STREET RAILWAY JOURNAL.

919

THE QUESTION BOX

Under the heading line department are described this week
a novel wire cradle for catching broken high-tension wires ;
and also an interesting method of setting trolley poles. In the
track department is described an ingenious tool box used by
the Detroit United Railway for carrying track tools, lamps, etc.

H.— LINE DEPARTMENT

H 4. — What is the best form of cradle or other device for
catching broken high-tension lines at highway crossings, or
where the lines cross over or under other wires?

Ordinary stock fence wire about 6 ft. wide grounded on both
sides makes a very efficient cradle.

Columbus, Buckeye Lake & Newark Tract. Co. and Columbus,

Newark & Zanesville Elec. Ry. Co.

A guard-wire cradle for use under high-tension wires where they
cross other wires or highways may be constructed of galvanized
steel strand in the manner shown in the accompanying' sketch.
If, in case of breakage of one of the high-tension wires, it is not
desired to ground the same, cross wires may be omitted and hard
wood strips substituted therefor. Hard-drawn copper should be
used for the cradle at crossings over steam railroads, owing to

I This, distance to
taiit

3K s 4;^

Length variable not over 10 feet

Note:— Cr.Klle must clear teleplione-
wires -at least 4 feet. All iron fittings
must be galvanized. Poles must be set
6 feet in ground, using concrete if soil is
soft. Gronntl wire must be of sufficient
cross-section to carry entire current of
electric line without fusing. M.ake cr.a-
ille span as short .as possible. "^Vheil used
over R.R. must clear rails at least 22 ft.

"-Thimble and guj elaiup
PLAN

Street Rv.Jouniul

GUARD WIRE CRADLE FOR HIGH-TENSION WIRES

the corrosive action of the locomotive fuel gases upon the steel
strand. However, copper wire is not advised for other or general
use on account of its susceptibility to fracture at the ties. A good
ground can be made by running a steel strand from the cradle to
the ground and soldering it to a sheet of copper at least 2 ft.
square, buried in the ground several feet. About a bushel of char-
coal should be placed around the copper plate to insure a retention
of moisture in the surrounding soil. This copper ground should be
located some distance away from the base of the pole so as to keep
the excess of moisture from the pole butt.

Bert H. Shepard, Constr. Engr., Black River, N. Y.

H 9. — What is the best way to raise and set trolley poles?
Give sketch or photographs and description of method ; also
detailed cost of doing the work.

For city work, where there is a lot of pole work, use a wagon
with a derrick on it.

Columbus, Buckeye Lake & ffewark Tract. Co. and Columbus,

Newark & Zanesville Elec. Ry. Co.

With trolley poles of less than 40 ft. in length use ordinary pike
poles with dead man. The cost of setting 25-ft. to 40-ft. poles
varies from 75 cents to $2 per pole in sand, and from $3 to $6 per
pole in rock or hard pan, when blasting is required.

H. a. Tiemann, New York City.

To set poles properly and expeditiously it is essential that ex-
perienced men be employed. The poles most generally used in
electric railway work vary in length from 28 ft. to 40 ft., and for
such poles the raising gang should consist of eight men. The hole
should first be trenched about 2 ft. in the direction from which
the pole is to be raised, and from 6 ins to 12 ins., the exact distance
depending upon the nature of the ground. The pole should be
placed with the butt over the hole. Crooked poles should be placed
with the bulge uppermost, so they will not turn after being raised
from the ground. One man should be stationed at the hole with a
long bar, against which the butt of the pole will rest, and on which
it will slide smoothly into the hole when the pole is raised from the
ground. The men then take their places alongside the pole, near the
top, and raise it to their shoulders, the pikers arranging them-
selves, one on each side and one in the center. The center piker
and the ground men following up the pole do most of the lifting,
the side pikers serving to steady the pole. With very heavy poles
a dead man of the mule pattern should be used to relieve the ground
men of some of the weight. When the pole slides into the hole the
pikers spread out so as to divide their distance, evenly around the
pole. The pole is now turned with a cant hook to face in the right
direction, and is aligned both parallel and at right angles to the
direction of the line. The ground men shovel in dirt and stones,
tamping the filling solidly until the pole is "stuck," that is, is held
so that it will stand without the aid of the pikes. Usually at this
time the majority of the gang stand around while a few fill up the
hole, as not more than one shoveler and two tampers can work
around the pole without crowding. A great saving can be made
by having three additional men to follow along and fill up the
holes after the poles are "stuck," enabling the raising gang to
proceed without so much delay. Cobble stones, crowded solidly be-
tween the base of the pole and the side of the hole and the spaces
between them filled with earth, solidly tamped, make an e.xcellent
setting. Green sod, soft and brittle rocks, as well as large quantities
of stone without an earth filling, should be avoided, as all of these
work loose in a short time, allowing the pole to swing out of place
when any strain is brought upon it. It is better to use only earth
near the top of the hole, as generally the soil is more or less yield-
ing at that point, causing stones to work loose.

The tools required for the foregoing work are as follows : One
8-ft. digging bar, one cant hook, one pair carrying hooks, one 12-ft.
pike, two 14-ft. pikes, one long-handled spoon, two long-handled
shovels, three iron shod wood tamping bars, and one iron tamping
bar. A carpenter's level with a plumb attachment and having a
small block attached to one edge is sometimes used to determine
the proper rake of the poles ; but generally the eye can be depended
upon to align poles after the first one has been set.

It is advisable to have a separate gang large enough to dig as
many holes in one day as there will be poles set. By starting the
digging gang out one day ahead of the pole-raising gang they will
always be ahead of the latter by one day's work. The holes will
not have as much opportunity to fill with loose dirt and surface
water as if dug for a longer time, and at the same time if particu-
larly hard, stony holes are encountered there will not be the chance
for delay or skipping which might occur if the holes were dug the
same day and only as fast as the poles were set.

The cost of setting poles by the foregoing method may be taken
as follows : A gang to consist of four linemen at $2.25, four ground-
men at $1.50, and one foreman at $3.00 per day, making the expense
for labor $18.00 per daj^ This force will set on an average forty
poles per day, making the average cost for labor 45 cents per pole.
With the three additional groundmen the labor cost would be in-
creased to $22.50 per day, but such a gang can set sixty poles per
day, bringing the average cost down to 37^ cents per pole. The
cost of digging the holes will vary from 15 cents per hole in sandy
soil to $1.50 in stony soil. In rock where blasting is necessary the
cost is very uncertain, depending upon the nature of the rock and
local conditions, but generally it will be from $2,00 to $4.00 per
hole. It is generally cheaper to blast stony and frozen ground than
to dig. To do this a hole about 3 ft. deep should be made with a
digging bar, and a stick of dynamite inserted. Both the fuse and
electric exploder are extensively used for discharging the dynamite.
The writer prefers to use an electric exploder with about 200 ft.
of lamp cord attached and two cells of ordinary dry battery. Con-
necting the lamp cord to the exploder and the positive of one cell
and the negative of the other to the lamp cord, and then touching
the other two terminals of the cells to each other, will explode the
cap and discharge the dynamite. Lamp cord is used in place of bell
wire because it has better insulation, does not kink so readily, and
is more convenient to handle. The dry cells, aside from being
cheaper than a magneto machine, are more convenient to carry
around, and if damaged may be replaced at a small expense.

Poles can be delivered on the ground for about 10 cents each,
where the haul is not more than 5 miles.

920

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

The total cost per pole for hauling, digging and setting will vary
from 60 cents to $1.20, anything less than $1.00 being a good
average for an entire line.

Bert H. Shepard, Constr. Engr., Black River, N. Y.

The accompanying engraving shows an inexpensive boom der-
rick, which was constructed for use on a small road where there

DERRICK FOR SETTING POLES

was less than 100 iron poles to set and a like number of wooden
poles to remove. The iron poles weighed from 750 lbs. to 1300 lbs.
each. The wooden poles removed were mostly 60-ft. poles.

C. H. Robinson, Master Mechanic,
Bloomington (111.) Normal Ry., Elec, & Heating Co.

H 10. — What are the relative costs of various kinds of
woods available for trolley poles? What is their relative
length of life?

The relative lite of a cedar pole is fifteen years and that of a
chestnut pole is ten 3'ears.

Columbus, Buckeye Lake & Newark Tract, Co. and Columbus,

Newark & Zanesville Elec. Ry. Co.

Chestnut, $3.00 per pole for 30-ft. pole, jyi-in. top, delivered ;
chestnut, $4.00 per pole for 35-ft. pole, 8-in. top, delivered ; chestnut,
$5.00 per pole for 40-ft. pole, 7^-in. top, delivered; cedar, $3.00 per
pole for 30-ft. pole, 8-in. top, delivered ; cedar, $3.50 per pole for
35-ft. pole, 8-in. top, delivered.

H. A. TiEMANN, New York City.

H 13. — What is the most efficient method of preventing
short-circuits by reason of low-tension feeders coming in con-
tact with trees ?

Cover low-tension feeders with wooden moulding where they
pass through trees. Mech. & Elec. Engr.

Where trees cannot be trimmed put rubber hose around feeders.
Columbus, Buckeye Lake & Newark Tract. Co. and Columbus,

Newark & Zanesville Elec. Ry. Co.

Tree insulators. H. A. Tiemann, New York City.

Use hard wood chafing gear fastened securely to cable, so that
there can be no wear on insulation of fastening, wood to be boiled
in parafiSne and made waterproof.

Francis G. Daniell, New York City.

H 17. — When you receive a report from the car crew that a
trolley wheel has jumped the wire, what action is taken?

Investigate the cause. If the overhead wire is defective repair it.
If the line is in proper condition report it to the shop foreman, so
that he can examine trolley pole and base.

Columbus, Buckeye Lake & Newark Tract. Co. and Columbus,

Newark & Zanesville Elec. Ry. Co.

Examine trolley wire to see if it is out of line or bent ; look for
improperly placed ear, etc. H. A. TiemanNj New York City.

If the car first reporting trolley wheel jumping is not followed
with like report by next car, we have extra trolley pole, or wheel
and fork, ready for car on its return ; if second or third car report
same trouble, lineman is at once sent to point of trouble.

L. M. LevinsoNj Mgr., Shreveport (La.) Tract. Co.

H 19. — What are the relative advantages and disadvantages
of the tower wagon and the tower car for making repairs in
overhead construction? Do you prefer the wagon or the car?

Eor ordinary city work it does not seem practical to use a car
in making repairs to overhead construction, but for suburban lines
the car has great advantage in speed, provided that the trouble can
be cleared sufficiently to allow the car on the line. The car also
has advantage in that the men have more room to work than on
the tower wagon. There are some troubles, such as the grounded
feeder that make it impossible to use the car.

Mech. & Elec. Engr.

A tower wagon has the advantage over a car in the city that ii
can get to poles or to any part of the work without interfering
with the car service.

Columbus, Buckeye Lake & Newark Tract. Co. and Columbus,

Newark & Zanesville Elec. Ry. Co.

Tower wagon, because it does not interfere with traffic. In case
of a new line a car is preferable, as reels of wire can be mounted
on it and trolley wire can be fed out as the car moves along.

H. A. TiemanNj New York City.

A wagon can get off track and let cars by, but cannot travel long
distances as rapidly as a car, and on a private right of way there
are often drains, etc., which horses cannot cross.

Francis G. Daniell, New York City.

The advantage of the wagon is in quicker service in the city,
while with the car we are able to reach overhead work on ele-
vations and trestles, and on situations where a wagon is not avail-
able. For a long-distance run the tower car is best suited.

L. M. LevinsoNj Mgr., Shreveport (La.) Tract. Co.

A.— GENERAL

A I. — What various methods do you employ for advertising
your road and its attractions?

We reserve the end spaces in cars for advertising our own special
rides or attractions, and also employ cloth banners, about 16 ft. x
3 ft., on sides of cars to advertise special attractions, etc. We find
that with these two methods the best results are obtained, as we
reach the public through the street car itself better than through
any other channel, and our expenses for advertising are very light.

Denver City Tramway Co.

A 3. — How much money can be spent profitably by an elec-
tric railway company for advertising?

Depends entirely upon local conditions. We find it much easier
to spend money in advertising in the newspapers than to recover it.

Denver City Tramway Co.

A 4. — What are some of the ways by which an electric rail-
way company can kindle and foster a more kindly feeling and
a fairer treatment on the part of the public press of its com-
munity ?

The best way to foster the good feeling of the public is to en-
courage the employees to be uniformly polite and courteous. We
use the "merit system" of discipline, and all inspectors, secret and
T'therwise, are constantly on the alert, and all cases of politeness
and courtesy on the part of employees are reported at the superin-
tendent's office. At the end of the month the men are notified of
certain merit marks placed to their credit, as well as the demerits
placed against their record for violation of the company's rules.
We also believe that clean, well-lighted cars and as good a service
as is possible to maintain, in accordance with the amount of traffic
on the line, is one of the best ways to promote good feeling De-
tween company and public. Denver City Tramway Co.

May 20, 1905.]

STREET RAILWAY JOURNAL.

921

A 35a. — Can a fifteen-minute service be successfully given
upon a single-track interurban road? What conditions are
necessary to make this possible ?

I think not. The headway is entirely too short for a successful
service, as the least delay to any one car will immediately throw the
rest of the cars late, and unless you have very easy running time
your cars are bound to run late for the rest of the day and continue
to get later. Despatciier.

A 36a. — Based upon experience, what is a proper rate per
mile for interurban passenger business, and' to what extent
should these rates be reduced by the sale of commutation tickets,
monthly tickets, coupon books, etc. ?

We believe the proper rate per mile for interurban passenger
business should be two-thirds of steam railroad rates ; mileage
tickets one-half of steam railroad rates ; no other concessions made.

A. L. Neere.'Vmer, Traffic Mgr.,
Columl)us (Ohio), Delaware & Marion Ry. Co.

A 49. — Informaiion is requested relative to best despatching
systems for interurban roads.

(a) What is the proper method of numbering trains ?

Trains should be numbered consecutively, commencing with No.
I as the first train leaving the car house in tlic morning to and in-

A 50. — Please describe a simple board for despatcher's use,
showing location of all trains at all times.

We use the regulation steam railroad despatcher's train sheet,
which is considered the simplest form.

A. L. Neere.xmer, Traffic Mgr.,
Columbus (Ohio), Delaware & Marion Ry. Co.

I.— TRACK DEPARTMENT

I ga. — What means or devices are you using for expediting
or cheapening the work of the track department ?

For expediting the work of the track department, the Detroit
United Railway is using a novel form of portable bo.x or wagon,
designed for carrying a full complement of track tools. On the
Detroit system all the track work is done with the aid of con-
struction cars and no horse-drawn vehicles are employed by the
track department. For this reason it was found advisable to have

TOOL BOX, SHOWING LAMP C( IMPART.MENT

TOOL BOX— DETIiOIT UNITED RAILWAY

eluding the last train leaving the car house in the evening. South
and westbound trains should bear odd numbers; north and east-
bound trains the e\'en numbers.

A. L. Neereamer, Traffic Mgr.,
Columbus (Ohio), Delaware & Marion Ry. Co.

We assign odd numbers to northbound trains, the first train out
in the morning being No. I, the second No. 3, and so on. The first
southbound train is No. 2, the
second No. 4, and so on.

Despatcher.

tdol bo.xes that could be coupled behind the construction cars or
behind a regular car when the track gangs were moving from one
job to another. To fill this need the form of box shown in the
engravings has been devised. The body is carried on two wheels,
which are made to fit the gage of the tracks, and it is fitted with a
coupling bar, so that when there is considerable distance to be cov-
ered the wagon can be coupled to a car, or it can be hauled over
short distances by the track men. At one end there is a compart-

(b) Should od(b and even
numbers be used for op-
posing trains ?

Yes, the train number signi-
fies immediately the direction
in which the car is going.

Despatcher.

(c) How are train num-
bers changed at the end of
the run ?

A train turning at a terminal
point takes the next number,
odd or even, according to the
munbers given to specify Iea\'ing time
of the car.

TOOL BOX COUPLED TO CONSTRUCTION CAR

regardless of the uuniljer

A. L. Neereamer, Traffic Mgr.,
Columbus (Ohio), Delaware & Marion Ry. Co.

On our road when a train pulls into its terminal station the train
is through for that day, and so the train number corresponding is
also finished. Despatcher.

nient ha\ing room for six hand lanterns. At the other end is a
small comiiartment for carrying track jacks. The main body of
the box has racks and shelves on which shovels, picks and other
(rack tools can be placed so they will not rattle around when the
box is being moved. The company has had twelve of these tool
boxes in use for about a year on the city lines in Detroit, and they
lia\'e made a considerable saving in moving from one job to an-
other. John Kerwin, Supt. of Tracks,

Detroit United Ry.

922

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

THE NEW DIVIDED PLATFORM AND DOUBLE-DOOR CAR
ON THE MONTREAL STREET RAILWAY

A new type of car, which it is hoped will greatly simplify the
collection of fares and the handling of passengers, has just been
placed in service on one of the important lines of the Montreal
Street Railway. It was originated by W. G. Ross, the man-
aging director, and Duncan McDonald, the manager of the
Montreal Street Railway Company, who believe that it will
prove especially valuable during periods of heavy traffic.

The new car. No. 890, is of the same general type as the last

Ijoth hands free, and at the same time not miss the fares. As
these cars are all provided with electric buttons as well as the
usual signal cord, the passenger can easily and at all times
make his desires known without having the conductor at his
elbow.

Another improvement in the new design is the exit from
the front platform. This portion of the car being more spacious
than usual, not only gives the motorman ample room, but
divides him from the rear portion of his platform by a brass
railing. At the .motorman's foot is a catch which when re-
leased by pressure throws open the door automatically, thus
making it unnecessary for the man in charge of the motors to
even raise his hand or turn his head.

In view of the fact that the majority of serious accidents on
street cars happens at the back platform when the conductor is
busy collecting fares inside the car and unable properly to gage
stops and starts, the new design is considered most important.
Again, the Montreal Street Railway, like many other surface
roads, is now losing a large percentage of fares through the
inability of conductors to tell who has paid and who has not.
Another feature is that, in order to operate the system properly,
large crowds cannot be taken on without tedious waits on the
platform or at the foot of the steps before the platform is
reached. In fact, the success of the idea lies primarily in the
ability of the conductor to gage his crowds properly and handle
iheni quickly.

♦♦♦

MENAGERIE ATTRACTIONS FOR RAILWAY PARKS

A VIEW OF THE INTERIOR, ILLUSTRATING THE ARRANGE-
MENT OF THE ENTRANCE AND EXIT DOORS

group constructed by the company, which have been in opera-
tion on the different lines for some time past. It is of the semi-
convertible type, with seats as in the ordinary steam railway
car. In place of a 5-ft. platform, the new car has one of 7-ft.,
and instead of the ordinary door placed in the center of the end,
there are two doors, the
brass railing leading up
from the steps dividing the
platform into two aisles.

One of these doors is to
be utilized entirely Iw per-
sons entering the car and the
other solely by those who
desire to leave. This is ar-
ranged and made arliitrary
by the fact that while one of
these doors opens inward
only, the other opens only
outward. When a passenger
steps on the platform, which
is amply large for a dozen
or fifteen adults, he is met
by the conductor, who de-
mands a fare before allow-
ing the passenger to pro-
ceed. The passenger then
passes on through the en-
trance door into the car, from which he may make his exit at
any time, either by the front entrance or by the rear door de-'
signed for the purpose.

The conductor, having no fares to collect from passengers
in the car, can remain at his post on the platform, giving such
attention as is necessary to the passengers getting on or off the
car. The conductor is also provided with a receptacle into
which the fare box fits so that he may, when necessary, have

That a good collection of rare birds and beasts can be made
an excellent attraction for sunnner parks goes without saying,
but very few park managements can afford to purchase out-
right a lot of expensive animals. Besides, the care of such an
attraction requires the attention of a good naturalist who can
give the park employees the proper instructions to be followed
in looking after the inhabitants of the menagerie.

To enable the average railway park to add to its attractions
a feature of this character at minimum expense. Dr. Cecil

THE NEW

CAR USED BY THE MONTREAL STREET RAILWAY COMPANY,
GATE DIVIDING THE REAR PLATFORM INTO SECTIONS

SHOWING THE

French, the well-known Washington naturalist, is prepared to
rent almost any desired animals, or, as he expresses it, "Any-
thing from a white mouse to a white elephant." In his capacity
as American agent for the zoological parks of Berlin, Ham-
burg and Antwerp, Dr. French has acquired an intimate knowl-
edge of the offerings in this market. Among the animals that
he is prepared to loan or sell are swans, geese, ducks, cranes,
elk, beavers, deer, rabbits, seals and sea lions.

May 20, 1905.]

STREET RAILWAY JOURNAL.

923

I500-H. P. SINGLE-PHASE LOCOMOTIVE

ELECTRIC MACHINE-TOOL DRIVING AT WASHINGTON

During the visit of the delegates to the International Railway
Congress at the WestingJiouse works at Pittsburg, May 16, a
great deal of interest was attracted to the new 1500-hp Bald-
win-Westinghouse single-phase alternating-current electric lo-
comotive in use on the Westinghouse Interworks Railway.
This locomotive has just been completed by the Westinghouse
Company and Baldwin Locomotive Works, and is in two parts,
connected and controlled by the unit-switch system. The

SINGLE-PHASE LOCOMOTIVE ON THE WESTINGHOUSE INTERWORKS RAILWAY

weight of the locomotive complete (both halves) is 135 tons,
and the total length over bumpers is 45 ft. The maximum
height with trolley down is 17 ft. The drivers are 60 ins. in
diameter, and the distance between centers of drivers is 6 ft.
4 ins. The extreme width of the locomotive is 9 ft. 8 ins.

The locomotive is equipped with six single-phase, single-
reduction motors, having a normal capacity of 225 hp each,
with gear reduction of 18:95. Induction regulator control is
used with a pneumatically-operated trolley. The air-brake
-equipment is combined automatic and straight' air, with pneu-
matic Sanders to sand tracks in both directions.

The locomotive is designed to operate on 6600 volts trolley
voltage, with a voltage of 140 to 320 on the motors. The loco-
motive has a draw-bar pull of 50,000 lbs., at a speed of ap-
proximately 10 m.p.h. The maximum speed for which the loco-
motive is designed is approximately 25 m.p.h. to 30 m.p.h.
Further particulars will be published in an early issue.

One of the features of the exhibit of railway appliances at
the International Railway Congress, at Washington, D. C, was
the space and attention given to exhibits of electric drive for
machine tools. While the steam railroads of this country have
been slow about adopting electricity for traction purposes, a
great many of them have employed this power for their repair
shop work, and instances of electrically-driven shops are very
common among steam railroad companies. Two interesting

applications of electric motor to
machine drive, made in the
Westinghouse exhibit, were il-
lustrated last week, and the ac-
companying engraving shows
another tool which attracted a
great deal of attention at Wash-
ington. It consists of an inter-
pole motor, manufactured by
the Electro-Dynamic Company,
of Bayonne, N. J., applied to
driving a 36-in. Bullard vertical
turret lathe. The motor is of
10 hp and is operated at from
630 r. p. m. to 1260 r. p. m., giv-
ing a speed ratio of 2 : i. In ad-
dition, the lathe itself had
twenty variations in speed between these limits, giving any
speed desired.

Besides the lathe described, the Electro-Dynamic Company
had a variety of other motors both in operation in other ex-
hibits and under test in the company's own space. The motors
on exhibit covered 123 varieties, and the fact that the speed
could be set at almost any point between very wide limits and

POWER STATION IN AN EARTHQUAKE

The new power station of the Manila Railway & Lighting
Company, which has just been completed by J. G. White &
Company, and which was described in a recent issue, has
passed through its first earthquake. The shock was distinctly
felt throughout the city of Manila, but no damage was done to
the power station, although considerable anxiety was felt re-
garding its action on the 175-ft. stack. On the completion of
the brick lining of the stack it was found that there was a
longitudinal crack not over 1-32 in. in the curtain wall imme-
diately back of the stack, due probably to a slight settlement
of -the stack. The earthquake did not appreciably change this
crack.

The Philadelphia & Willow G rove Street Railway has issued
a neat descriptive folder, including a bird's-eye view of Willow
Grove Park, telling of the excellent attractions to be presented
during the park season. Six high-class musical organizations
will succeed each other at this beautiful park in drawing vis-
itors, in addition to which there will be such attractions as a
scenic railway, mirror maze, flying machine, Ye Olde Mill, coal
mine, merry-go-rounds, etc.

INTER.POLE MOTOR DRIVING 36-IN. VERTICAL TURRET LATHE

that a practically constant speed would be maintained under
varying loads at this point attracted very wide attention. In
the case of two motors, which were under test in the space of
the company, the motors were made to reverse under load, and
their non-sparking running evinced under these conditions and
under all loads was remarkable.

In the month of April last the earnings of the Metropolitan
Divis ion of the Toronto & York Radial Railway for the carry-
ing of express and freight were 123 per cent in excess of the
amount earned in April, 1904.

924

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

ROLLING STOCK FOR THE WASHINGTON, ALEXANDRIA &
MT, VERNON RAILWAY

Four handsome interurban cars built by the J. G. Brill Com-
pany have recently been delivered to the Washington, Alexan-
dria & Mt. Vernon Railway Company, Washington, D. C. They
will be placed in operation on the company's lines commencing
at Thirteenth Street and Pennsylvania Avenue, which is the
center of the hotel and the traffic districts of the city, and
crossing the Potomac River by what is known as the long
bridge of the Pennsylvania Railroad. The lines pass the main
entrance to Arlington Cemetery, go through Alexandria and
continue along the shore of the Potomac to Mt. Vernon. The

with steel sheathing to extend all the way round on one side
without doors or gate, while on the other side is a small door
and a step. The rear platform has a railing. On the forward
trucks are removable ice diggers.

The general dimensions of the cars are as follows : Length
over the crown pieces, 41 ft. 9 ins. ; panel over the crown piece
at the front, 3 ft. 9 ins., and at the rear, 5 ft. ; width over the
sills and the sheathing, 8 ft. 3 ins. ; centers of the posts, 2 ft.
5 ins. ; cross joists, 4J/^ ins. x 5^,^ ins. ; side sill size, 4 ins. x
7^ ins. ; end sill size, 534 i"s. x 6% ins. ; sill plates, ^ in. x
15 ins.; thickness of the corner posts, 3^ ins., and of the side
posts, 2^ ins. The cars are mounted on No. 27-E trucks for
high-speed service, with a wheel base of 6 ft. and 33-in. wheels.

SCHOOL TEEM ENDS AT SCHENECTADY

INTERIOR OF INTERURBAN CAR FOR THE WASHINGTON,
ALEXANDRIA & MT. VERNON RAILWAY

traffic between Alexandria and Washington has largely in-
creased of late years and crowds of sightseers are carried daily
to Arlington.

The cars are 33 ft. over the end panels and 8 ft. 3 ins. wide
over the sheathing. The roof and straight sides follow steam^
car construction. The window arrangement provides for the
lower sash to be raised clear of the upper, where it is held by
a balance mechanism and protected by weather strips set in
felt, while the upper sash is stationary. The
cars are seated for fifty-two passengers, the
seats being transversely placed. The interior
finish of cherry, stained mahogany, and the
tastefully decorated light green ceilings, to-
gether with the rich dark green leather, in
which the seats are upholstered, present a lux-
urious appearance that will be a source of
pleasure to the passengers. At the forward
end of cars are single swing doors, while at
the rear the doors are arranged to slide. Tt
will be noticed t'.iat the motornian's compart-
ment is unusually small. While giving him
ample space to work in. this arrangement
prevents any interference with the motornfan and gives more
room inside the car.

The illuslrat'on of the interior shows an unusual feature in
the construction of the forward end of the car. Instead of the
usual, large sashes, the ends are paneled to a height of 4 ft.
from the floor, and above these panels sashes 10 ins. high are
inserted; the single swing door at this end has a plate mirror
on the inside. The reason for this arrangement is that the
light from the car at night is excluded in a large part from
the platform. It will be noticed also that the backs of the seats
at these ends are against the paneling; therefore, the small
windows may be opened without the draft from them blowing
directly upon the passenger occupying these seats. The plat-
form is enclosed with round end vestibule sheathing on outside.

A notable example of the interest of the officials of the
Schenectady Railway Company in the welfare of the men is
the support which they give the Schenectady Railway Benefit
Association, an organization to which nearly all the men be-
long. During the past winter a night school has been con-
ducted under the auspices of the association, and Tuesday eve-
ning, May 9, the closing exercises of the classes for the season
were held in the rooms in the Fuller Street car houses. A most
entertaining" programme was rendered and nearly all the offi-
cials of the company and employees were present, as well as
many prominent citizens as guests.

Early last fall it was suggested by certain members of the
Schenectady Railway Benefit Association that a night school
would be a great advantage to the members of the organiza-
tion. At a meeting of the board of trustees a committee of
three, composed of C. C. Lewis, J. F. Hamilton and E. F.
Peck, were appointed to carry on the work. It was decided to
divide the work into two courses — one treating on electricity,
as applied to a trolley car, and the other to mathematics. J. G.
Baukat, engineer and master mechanic of the Schenectady
Railway Company, very kindly offered his services as instructor
of the electrical course, and R. H. Read, of the General Elec-
tric Company, was employed as instructor in mathematics.
Sixteen joined the electrical course and 11 the mathematical.

At the close of the term competitive examinations were held.

INTERURBAN TYPE OF CAR FOR SERVICE IN AND ABOUT WASHINGTON, D. C.

based on the subject studied during the school year. The two
prizes which were ofifered for good scholarship were won by
Ernest Huston and O. A. La Point, who stood first and secoijd.
respectively. So successful was the school that General Man-
ager Peck says the work will be continued next winter.

NEW YORK STATE CONVENTION NEXT MONTH

At a meeting of the executive committee of the New York
State Street Railway Association, held May 17, in Elmira, it
was decided to hold the convention on June 27 and 28 at Lake
George, the headquarters to be at the Fort William Henry
Hotel. Messrs. Colvin and Peck were appointed as the enter-
tainment committee.

May 20, 1905.]

STREET RAILWAY JOURNAL.

925

FINANCIAL INTELLIGENCE

Wall Street, May 17, 1905.

The Money Market

Greater ease developed in all branches of the money market this
week, rates for some maturities declining rather sharply, despite
the loss of over $2,000,000 in the surplus reserve of the banks, and
the return of about $6,000,000 Government funds by the local in-
stitutions, being the balance of the 25 per cent of deposits due
under the recent call of the Secretary of the Treasury. A feature
of the week was the decided ease in the call money department.
The inquiries for demand money were unusually active throughout,
borrowers in many instances being inclined to pay off maturing
short-time contracts and take their chances in the call loan de-
partment at the prevailing low rates. The supply was abundant, at
rates ranging from 2^4 per cent to 2 per cent, as against 3 to 2!^
per cent in the preceding week. In the time loan department a very
moderate volume of business was reported. Sixty and ninety day
maturities were offered with freedom at 3 per cent, a decline of 1/4
per cent, while four months funds were obtainable at 3% P^r cent
as against 3^ per cent, the ruling rate at the close of last week.
For six months contracts, however, lenders positively declined to
make the slightest concession. Some bids were in the market at
3^ per cent, but the banks refused to put out their funds at less
than 3J/2 per cent. There was a good demand for over the yeaf
money, but borrowers and lenders were unable to agree on terms.
Commercial paper was quiet and practically unchanged as to
rates. Some exceptionally good paper was discounted as low as
3J/2 per cent. The bank statement was disappointing. Loans in-
creased $7,595,000, despite the inactivity in the securities market.
There was a decrease in cash of $436,400. Deposits increased
$6,321,800. The reserve required was $1,580,450 larger than in the
previous week, which, together with the loss in cash, resulted in a
decrease in the surplus reserve of $2,016,800. The surplus now is
$16,712,575, as against $12,827,250 in 1904, $8,992,625 in 1903, $8,346,-
525 in 1902, $13,299,925 in 1901, and $16,555,225 in 1900. There was
nothing in the situation at the close to indicate any material change
in the market in the immediate future. Sterling Exchange rules
firm at 48654 for demand, or a full cent below the point at which
gold can be exported at a profit. On May 25 the final payment on
account of the new Japanese bonds becomes due, but this trans-
action will tend to increase the supply of cash rather than to
diminish it. In addition, the movement of currency is likely to con-
tinue in this direction up to the middle of July, when the interior
banks will begin to prepare for the crop-moving requirements.
The foreign markets continued easy, rates at all the principal
European centers ruling practically unchanged. At London the
discount rate closed at 2% per cent, at Paris per cent, and at
Berlin 2^ per cent.

The Stock Market

There was a further shrinkage in the volume of business on
the Stock Exchange this week, and although prices developed some
irregularity, the general tone of the market was decidedly better.
In the early dealings there was a lack of outside interest, and
trading was largely of a professional character. At the opening,
prices ruled fractionally lower, being influenced to some extent by
selling for London account. In the later dealings, however, the
market became decidedly firmer. Reports of railway gross earn-
ings were generally favorable, and the increasing ease in the local
money market, despite the heavy payments by the banks, imparted
a more cheerful sentiment. Under the lead of Northern Securi-
ties on the curb, prices advanced sharply. Heavy gains were re-
corded in Northern Pacific and Great Nortb.ern preferred, and
Union Pacific also rose sharply in sympathy. Later in the week
the strength in these issues was communicated to St. Paul, which
developed increased activity on the advance. At the close of last
week, however, there was considerable realizing, which carried
prices to ^ to 2 per cent. At the beginning of the present week,
the upward movement was resumed, but the advancing tendency
failed to stimulate public interest. Commission house business
was quite small. There was no great pressure to sell stocks,
however, which made it easy for the pools to take up their re-
spective issues. The feature of the late trading was the further
rise in Northern Pacific and Great Northern preferred, both of
which established new high records for the movement. St. Paul

and Union Pacific were also conspicuously strong. In the indus-
trial list Consolidated Gas and People's Gas were exceptionally
strong. The Steel stock recovered all of the early losses, and
Tennessee coal made a substantial net gain. At the close the
market developed heavier. Sentiment being influenced some-
what by the report that Germany had seized a Chinese port, which
might result in further complication in the Far Eastern question.
The losses, however, were generally insignificant. The bond
market was more active than in the preceding week, and prices
for nearly all of the standard issues showed decided strength.
The local traction issue displayed marked weakness in the early
dealings, in anticipation of an adverse ruling in the franchise tax
decision. The delay in handing down the decision, however, re-
sulted in su'bstantial recoveries, Brooklyn Rapid Transit scoring
an extreme gain of 3].^ and retaining nearly all of it.

Philadelpliia

There was a further sharp falling off in the dealings in street
railway issues this week, and although prices continued to show
an irregular tendency, the final prices were, in most instances, sub-
stantially higher than those prevailing at the close of the previous
week. Interest again centered largely in United Gas & Improve-
ment, which fluctuated sharply on a moderate volume of business.
At the opening the stock displayed some firmness, being influenced
largely by continued good buying. In the later dealings, however,
the price ran off from 116^ to ii2'j, on the announcement that
a local banking firm had made a bid for the lease of the city gas
works now operated by the company. In the subsequent dealings
there was heavy buying, on the belief that the bid would be de-
clined by the City Council, and which resulted in a sharp advance
to II7M- At the close, profit-taking sales caused a reaction to
116'/^, a net loss for the week of Upwards of 23,000 shares
were traded in. Philadelphia Rapid Transit was a conspicuously
strong feature, the price advancing 2]4, points to 34% on the ex-
change of about 10,000 shares. Philadelphia Company common
was strong also, about 3000 shares selling at from 4334 up to
44%, the closing being at 44%, a net gain of Js. Other transac-
tions were: American Railways from 52 to 5i54i Indianapolis
Street Railway at no. United Companies of New Jersey at 271 !4 to
272, Union Traction at 6o-)4 to 61^, Railways General at 3, Con-
solidated Traction of New Jersey at 82 to 83^/2, and United Trac-
tion of Pittsburg preferred at 51.

Chicago

Dealings in the local street railway stocks continued upon an
extremely small scale, but prices generally held strong. Metro-
politan Elevated issues were especially strong, both the common
and preferred advancing a point each to 23 and 63, respectively, on
purchases of odd lots. Chicago & Oak Park preferred sold at
20, and 150 South Side Elevated brought 93. Union Traction sold
at 7% to 7^ for 200 shares. North Chicago sold at 76, and West
Chicago at 46.

Other Traction Securities

In the Baltimore market trading was considerably less animated.
The United Railway issues, which have been tlie market leaders
for weeks past, were extremely dull, while in other quarters of
the market business was practically at a standstill. Prices, how-
ever, held generally firm. About $50,000 United Railway 4s
changed hands, at from 92^3 to 92.}4, the final transaction taking
place at 923/^, while $35,000 of the incomes brought prices ranging
from 60 to SQV^- Other transactions included $4,000 Washington
City & Suburban 5s at io6'/4, $9,000 Knoxville Traction 5s at 104,
$2,000 City Passenger Railway 5s at 1045^, $1,000 Lexington Street
Railway 5s at 105, $2,000 Macon Railway & Light 5s at 99j4 to
99^, $2,000 City & Suburban 5s at 114M. and $1,000 Norfolk Rail-
way & Light 5s at 92^.

Little interest was manifested in the Boston market. Trading-
was light and price changes were confined to the small fractions.
Boston Elevated sold to the extent of a few hundred shares at
rS7 to 157^. Boston & Worcester coinmon sold at 32^ and 32 for
odd lots, while the preferred changed hands at yglA to 79. Massa-
chusetts Electric common sold at 1754. and the preferred at 65.
West End common declined from 96->8 to gsH^ ''•"t subsequently
recovered to 96. The preferred sold at ii6i j to n6, and one $1,000
4'/^ per cent bond brought 105%.

The feature of the New York curb market has been the pro-

926

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

nounced strength in New Orleans Railway stocks, due to the con-
tinued absorbtion by strong interests. Of the common about 4000
shares changed hands at from 29I4 to 35, a net gain of syi points.
The preferred, on transactions aggregating about 2000 shares,
advanced from 77 to 78-)-^. Interborough Rapid Transit was com-
paratively quiet. Opening at 202;;-j it dropped to 201, and subse-
quently advanced to 206, the final transaction taking place at 205,
an advance of 2^ points. About 3000 shares were traded in.
Brooklyn City Railroad sold at 239 for icq shares. In the bond
department transactions included $3,000 Washington Railway 4s
at go]4, $30,000 North Jersey Street Railway 4s at 78 and interest,
$45,000 Jersey City, Hoboken & Paterson 4s at 77^ to 77}i, $50,000
Public Service Corporation 5 per cent notes at 975^ and interest,
and $30,000 Public Service certificates at 7o54-

Toledo Railway & Light stock was especially active at Cin-
ciimati last week, showing an advance from 32^/^ to 33%. Cincin-
nati, Dayton & Toledo was practically stationary at 23^, but was in
good demand. Cincinnati Street Railway was inactive at 148, a
fractional decline from recent prices. Detroit United had a range
of 82^8 to 87, and closed the week at the latter figure, the increase
being in sympathy with New York, on a report of a prospective
increase in dividends. Cincinnati, Dayton & Toledo 5s sold strong
at 92^.

Aurora, Elgin & Chicago issues have enjoyed much attention at
Cleveland during the past few days. The preferred stock has made
a gain of 30 points in the last few weeks, and now stands yiyi.
The common was very active, and has moved up during the past
few days from 15 to 18, and there has been much speculation in
this issue on future deliveries. The 5 per cent bonds were active
around giyi- Northern Ohio Traction & Light has been very
active, and reached a high mark on this movement of 22^. Cleve-
land & Southwestern preferred sold at 55, Northern Texas Traction
at 57, Muncie, Hartford & Fort Wayne at 48, Cleveland Electric
at 78H> and Western Ohio receipts at 14. In sympathy with New
York, Detroit United moved up to 89^, a gain of 5^ points in three
days.

Security Quotations

The following table shows the present bid quotations for the
leading traction stocks, and the active bonds, as compared with
last week :

May 10 May 17

American Railways 51% 51

Boston Elevated I56V2 ISTVa

Brooklyn Rapid Transit 601^ 61%

Chicago City — al95

Chicago Union Traction (common) 7 6%

Chicago Union Traction (preferred) — —

Cleveland Electric — 83

Consolidated Traction of New Jersey 82 —

Consolidated Traction of New Jersey 5s 109 109

Detroit United 82% 88

Interborough Rapid Transit 202 204%

International Traction of Buffalo 25 25

International Traction of Buffalo (preferred) 62 3641/2

International Traction of Buffalo 4s 82 821/2

Manhattan Railway 164% 1641/2

Massachusetts Electric Cos. (common) 17 16%

Massachusetts Electric Cos. (preferred) 64 65

Metropolitan Elevated, Chicago (common) 21 21

Metropolitan Elevated, Chicago (preferred) 60 60

Metropolitan Street 116 116

Metropolitan Securities 77 76%

New Orleans Railways (common), W. 1 29 35%

New Orleans Railways (preferred), W. 1 75 79%

New Orleans Railways, 4%s 90% 91

North American 100% 100%

North Jersey Street Railway — 25

Philadelphia Company (common) 43% 43%

Philadelphia Rapid Transit 32 33%

Philadelphia Traction 99% 100

Public Service Corporation 5 per cent notes 97 97

Public Service Corporation certificates 70 70%

South Side Elevated (Chicago) a93 92

Third Avenue 125 126

Twin City, Minneapolis (common) IIO14 112%

Union Traction (Philadelphia) 6OV2 6I14

West End (common) 96 96

West End (preferred) 116% 116

a Asked. W. I., when issued.

Iron and Steel

The 'Tron Age" says that from all the principal distributing
markets come the reports that in the raw material, pig iron, the
buying movement is almost arrested. Many producing interests

take the ground that a time like this is not the one to force sales
and are withdrawing, and on the other hand, buyers are not being
tempted by such concessions as are being made, like, for instance,
the recent lowering of Southern iron to the $13 basis. The de-
mand for steel billets continues fair, and there is still some
scarcity. The volume of business in the heavier lines of finished
iron and steel is heavy, and the amount of tonnage in sight is
large. It is in the lighter lines of iron and steel that the situa-
tion is less satisfactory. It almost looks as though the jobbing
trade had overbought early in the year.

*^

STONE & WEBSTER GET GALVESTON SYSTEM

The Galveston Electric Company, recently incorporated, of which
Stone & Webster, of Boston, are the managers, will take over the
Galveston City Railway Company, of which Sanderson & Porter,
of New York, are now in control. All reports to the contrary
notwithstanding, Stone & Webster do not contemplate any changes
in the local management at Galveston, nor do they contemplate at
the present time the building of any interurban extensions. The
Galveston Company operates 35 miles of line in the city, and fur-
nishes power for lighting. The general manager and purchasing
agent is H. S. Cooper.

NATIONAL ELECTRIC IN HANDS OF RECEIVER

John I. Beggs, a director of the North American Company, vice-
president and general manager of the Milwaukee Electric Railway
& Light Company, and president of the St. Louis United Railways,
has been appointed receiver of the National Electric Company,
of Milwaukee, of which he was recently elected president, in
voluntary bankruptcy proceedings. The receivership is due to
the defalcation of Frank G. Bigelow, of the First National Bank,
of Milwaukee, who was chairman of the board of directors of the
National Company. Two-thirds of the stock of the latter company
was recently assigned to the First National Bank, of Milwaukee,
as security for loans, and the bank is in control of the company.

*^

INDIANAPOLIS TO TERRE HAUTE-BIDS WANTED

In connection with the recent purchase by Tucker, Anthony &
Company, of Boston, and their associates of the Indianapolis &
Western Railway, it is proposed to build from Indianapolis to Terre
Haute. Already the grade from Indianapolis to Danville is about
completed, and the work will be pushed as rapidly as possible so
as to have the entire line running early in the spring of 1906. The
National Railway Construction Company, of 53 State Street, Bos-
ton, has the contract for building and equipping the line. Randal
Morgan, vice-president of the United Gas Improvement Company,
is largely interested with Tucker, Anthony & Company in financing,
constructing and equipping the line. The road will be built on the
highest standards, and similar in general construction and design to
the Indianapolis & Northwestern Traction Company. The National
Railway Construction Company is preparing specifications and ask-
ing for bids for the apparatus to be used. R. P. V/oods, Traction
Terminal Building, Indianapolis, Ind., is the engineer who has
these various matters in charge.

MAYOR JOHNSON MAKES AN OFFER FOR CLEVELAND

LINES

Following the series of public meetings referred to in the last
issues of the Street Railway Journal, at which Mayor Johnson
endeavored to induce the Cleveland Electric Railway to name a
price at which it would give an option on its lines in connection with
his proposed leasing scheme, the city executive sent a communica-
tion to the company asking that it submit the leasing proposition to
the stockholders, and stated that in the proposition he would name
a price at which the city would agree to take the property. If given
this option it could be closed at any time within twenty-five years,
providing the State gave the city the right of municipal ownership.
Mayor Johnson stated the figure he would propose would be the
rjcent selling price of the stock. This is a decided change from
his attitude a short time ago, when he estimated the value of the
stock at $53 per share, but it is not exactly explicit, as the stock
has had a range of from 83 to 78 within the past three weeks.

On Tuesday, at a meeting of the factions, the Mayor formally
offered 85 as an option on the stock of the company.

May 20, 1905.]

STREET RAILWAY JOURNAL.

927

EARNINGS OF THE "L" AND THE SUBWAY IN NEW YORK

SUBWAY ROUTES FIXED IN NEW YORK

Earnings of the Interborough Rapid Transit Company, elevated
and subway divisions, have just been made public. They cover
the quarter and the nine months ending March 31 for the elevated;
the quarter ending March 31 and the period from Oct. 27, 1904,
when the subway was opened, until March 31, and the elevated and
subway divisions for the quarter. The reports are generally con-
sidered excellent, and presage great things for the future, yet the
strike of the employees early this year precludes fair comparisons.
The elevated division showed quite a falling off as compared with
last year, but gross and net earnings came almost up to the level
of 1903, and exceeded those of any previous year. The subway did
not begin operations until Oct., 1904, so that there is no corres-
ponding period with which the quarter's result can be compared,
but by reducing to daily averages the business for the quarter is
largely in excess of the volume attained in the period ended Dec.
31. The earnings of both lines, elevated and subway, are largely in
excess of those of the elevated road a year ago, and the surplus
after all charges for the quarter is $729,097, an increase over 1904
of $527,085. These are the only comparative figures of real signifi-
cance. The several statements follow :

INTERBOROUGH RAPID TRANSIT SYSTEM

(MANHATTAN AND SUBWAY DIVISIONS)

Quarter ended March 31, 1905 —

1905 1904

Gross receipts $4,582,722 $3,845,121

Operating expenses 2,059,317 1,609,823

Net earnings $2,523,405 $2,235,298

Other income 159,475 93.850

Total income $2,682,880 $2,329,148

Fixed charges 1.953.783 2,127,136

Surplus $729,097 $202,0X2

(MANHATTAN DIVISION)

1905 1904

Gross receipts $3,105,605 $3,845,121

Operating expenses 1,369,549 $1,609,823

Net earnings $1,736,056 $2,235,298

Other income 75, 500 93,850

Total income $1,811,556 $2,329,148

Charges 1,717,584 2,127,136

Surplus $93,972 $202,012

Nine months ended March 31 —

Gross receipts $10,811,409 $10,441,584

Operating expenses 4,626,730 4,313,840

Net earnings $6,184,679 $6,127,744

Other income 250,513 259,736

Total income $6,435,192 $6,387,480

Charges, etc 5,352,340 5,220,190

Surplus $1,082,852 $1,167,290

(subway division)
Quarter ended March 31, 1905 —

Gross receipts $1,477,116

Operating expenses 689,767

Net earnings $787,349

Other income 83,975

Total income $871,324

Fixed charges 236,198

Surplus $635,126

From Oct. 27, 1904, to March 31, 1905 —

Gross receipts ,$2,289,116

Operating expenses 1,148,931

Net earnings ' $1,140,185

Other income 98,488

'i'otal income $1,238,673

Charges 411, 353

Surplus $827,320

The New York Rapid Transit Commission, at its meeting on May
12, adopted all the tunnel routes informally chosen a week ago with
the exception of that for a four-track subway in Thirty-Fourth
Street. The commission decided to run the new Lexington Avenue
route through Thirty-Fifth and Thirty-Sixth Streets, as originally
proposed, and leave Thirty-Fourth Street as a route for an in-
dependent crosstown line or moving platform. This modification
was brought about by a letter signed by Max E. Schmidt, Stuyve-
sant Fish and Cornelius Vanderbilt, representing the Continuous
Transit Securities Company. The letter said that, subject to pos-
sible damages to abutting property owners, the Interborough Rapid
Transit Company would be glad to have a moving platform on the
Forty-Second Street spur of the Third Avenue Elevated road.

The engineers for the New York City Railway Company said
they did not longer desire a four-track route through Thirty-Fourth
Street, but preferred the route as originally laid down, with two
tracks in Thirty-Fifth and two in Thirty-Sixth Street, between
Lexington and Fifth Avenues. The Thirty-Fourth Street cross-
town line will be built in two sections, one section being from the
East River to Ninth Avenue, and the other from Ninth Avenue to
the North River.

The commission authorized the extension of the Interborough
system from the present northern terminus on the west side to Van
Cortlandt Park, Mr. Bryan saying the cars would be running there
within a year. Acting Engineer Rice said that trains would be run-
ning down Broadway from Fulton Street to the Battery within six
weeks. Mr. Rice also said that as soon as leaks were stopped in the
tunnel under the Harlem, that section would be put in operation.
Ihe Interborough Company's proposition to four-track the Second
Avenue Elevated track was rejected.

On the four-tracking of the Fulton Street, Brooklyn, subway, a
letter was read from August Belmont saying that the Interborough
was willing to pay half the cost if the city would pay the cost of
the connection. This offer was accepted. The city will pay $1,500,-
000 and the company $500,000.

TWIN CITY RAPID TRANSIT STOCK INCREASE-
ITS PURPOSE

On May 5 the directors of the Twin City Rapid Transit Com-
pany decided to submit to the stockholders of the company a plan
for increasing thj capital stock $5,000,000. To carry out the plan
a meeting of stockholders will be held in Elizabeth, N. J., on May
31. Last week there was issued by the directors a circular descrip-
tive of the plan. It is proposed that the additional $5,000,000 be
common stock. In connection with the increase the directors recom-
mend an amendment to the certificate of incorporation providing
that with the new stock there should be 30,000 shares of preferred
stock and 220,000 shares of common stock, each of a par value of
$100. The preferred stock shall entitle the holders thereof to
receive out of the surplus, or net profits of the company, an annual
dividend of 7 per cent, payable quarterly, before any funds shall be
set aside for dividends on common stock. The fifth section of the
certificate of incorporation will be so amended as to read as fol-
lows : "The period at which said company shall commence is the
fourth day of June, in the year 1891, and shall continue perpetually."

It is explained in the circular to the stockholders that the current
period of the company's existence will expire on June I, 194:.

It is proposed to add a paragraph to the certificate of incorpora-
tion providing for a division of the board of directors into three
classes. The term of office to be three years, and one class to
be re-elected annually.

It is explained further in the circular that in order to amend the
certificate of incorporation, as already outlined, it is necessary that
two-thirds of each class of stockholders should assent to the pro-
posed amendment, and for the purpose of voting on them a special
meeting of the stockholders will be held at the company's office
on May 31, as previously noted.

If the increase of the capital stock as proposed shall be author-
ized, $1,000,000 will be offered to the present stockholders of the
company pro rata at par during the current fiscal year, the proceeds
to be used in paying for extensions of the system recently
authorized by the cities of St. Paul and Minneapolis. The balance
of the new stock will be offered to stockholders for subscription
hereafter at a price to be fixed by the board of directors.

President Lowry says that the $1,000,000 of new stock which it is
proposed to offer to the stockholders soon will provide for the
present needs of the company. He says that the proposed exten-
sions will give the company about 50 miles of new track in sections
about Minneapolis and St. Paul highly productive of traffic.

928

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

INSPECTION OF VANDERBILT TROLLEY PROPERTIES -
W. J. VANDERBILT, JR., TO ENTER MANAGEMENT

Although it is almost a year since the Vanderbilts acquired
control of electric traction lines in Central New York, it was not
until last week that any member of the family inspected the prop-
erties. On May 11, William K. Vanderbilt, Jr., accompanied by
officers of the Syracuse Rapid Transit Railway Company and the
Utica & Mohawk Valley Railroad Company, made a trip over both
these lines and the portion of the West Shore Railroad between
Syracuse and Utica which is soon to be electriiied. In conversa-
tion with the representative of the Street Railway Journal at
Syracuse, Mr. Vanderbilt intimated that the electrification plans
are well advanced. C. Loomis Allen, general manager of the
Utica & Mohawk Valley Railroad, gave more definite information.
He said that it is probable that as soon as the electrification of the
short portion of the West Shore near Ilion is completed the Syra-
cuse-Utica link will be begun. E. G. Connette, general manager of
the Syracuse Rapid Transit Railway, was host while the visitors
were in Syracuse.

It is understood that the plans for bringing electric power from
Niagara Falls to Central New York by the West Shore Raijroad
right of way are progressing satisfactorily. The Ontario Power
Company, which is said to have an agreement with the Vanderbilt-
Andrews syndicate, has just awarded to the Archbold-Brady Com-
pany, of Syracuse, the first contract for steel towers for the double
transmission line from its plant on the Canadian side of the falls
to the point on the American side at which the main transmission
line is to begin. The Pittsburg Reduction Company has teen given
a large order for aluminum wire by the Canadian company.

Of interest in connection with the inspection of the New York
Central's electric railway properties by Mr. Vanderbilt is the an-
nouncement made in New York, on Wednesday, May 17, to the
effect that Mr. Vanderbilt will enter into the active management
of these properties. Mr. Vanderbilt, so the announcement says,
will be elected a director and vice-president of the Utica & Mo-
hawk Vallev Railway and of the Syracuse Rapid Transit Companv.

ELECTRIC RAILWAY PROJECT FOR CUBA

Interests identified with the Havana Electric Railway Company
have in contemplation the construction of 120 miles of electric rail-
way in Cuba, having Havana as a center. To carry out the pro-
ject there has been organized, under the laws of New Jersey, with
a capital stock of $5,000,000, the Havana Central Railroad. It is
proposed to take over the rights already secured by the Insular
Railway Company, covering the only practical railroad entrance
into the harbor and the business section of the city, and to carry
out in their entirety the plans of this company. To do this there
will be created a mortgage of $10,000,000, of v/hich $5,000,000
will lie issued at once, the remaining $5,000,000 to be retained in
the treasury. These bonds will be drawn for fifty years, of the
denomination of $1,000 each, and will bear interest at 5 per cent.
A sinking fund will be begun in 1908 sufficient to retire the issue at
maturity. In addition to the entrance to the city that the company
will secure by the grant to the Insular Company, it will have
access to Havana over the Havana Electric Railway, with which it
has already entered into an operating agreement. The rights of the
company are perpetual.

The railroad it is proposed to construct and operate is a line of
general service, carrying all kinds of freight, and will also provide
a frequent passenger service. Standard coaches, each seating fifty
passengers, will be operated at intervals of one hour, and the
freight service will be accomplished by using standard box, gon-
dola and flat cars of the usual modern type, hauled by electric
locomotives. In addition to this the road will have a number of
freight cars equipped to operate independenth', so as to provide a
fast freight and express service. It is also proposed to provide all
rolling stock by constructing a modern and up-to-date car works,
and to use the company's power plant for furnishing light and
power. The approximate cost of construction of tracks, lines,
stations, rolling stock, etc., is $30,000 per mile. The office of the
company in New York is at 52 Broadway.

•

MICHIGAN ROAD IN OHIO ASSOCIATION

In the report of the Ohio Interurban Railway Association meet-
in- last week it was stated that the Grand Rapids, Grand Haven &
Muskegon Railway had become a party to the interchangeable
transporting agreement. This is incorrect. It should have been
stated that the Grand Rapids, Holland & Chicago Railway has
adopted the Ohio interchangeable transportation.

SAN FRANCISCO PLEDGED TO MUNICIPAL OWNERSHIP
OF A SHORT LINE

The Board of Supervisors of San Francisco has finally passed the
declaratory ordinance which pledges the city to reconstruct the
Geary Street Railway as an electric line, to be operated by the
municipality. There was no division of sentiment on the subject,
and the vote for the ordinance was unanimous. The board further
adopted a resolution appropriating $300 for the cost of making an
estimate and plans for the road by a competent engineer.

*^

CONDITIONS IN CHICAGO

The city of Chicago, on May 12, through Mayor Dunne, received
a definite offer for purchase or lease of the street car tracks
and franchises in the streets which Judge Grosscup recently de-
cided had passed from the control of the Union Traction Company.
John J. Cummings, of the McGuire-Cummings Manufacturing Com-
pany, of Chicago, made a definite bid for a contract with the city,
either to buy the rails and wires or to lay new ones, and operate
street cars till there shall be a court decision as to the legality of
the certificates issued under the so-called "Mueller" municipal
ownership law. Mr. Cummings' idea is merely to build and operate
the road till the city wishes to purchase it from him with "Mueller"
law certificates.

PHILADELPHIA SUBWAY AND "L" EQUIPMENT CONTRACT

The first contract for equipment for the subway and elevated
lines being built in Philadelphia by the Philadelphia Rapid Transit
Company has just been awarded. It is a contract for 'motors, and
was given to the General Electric Company, of New York. In all
thirty double-motor GE 66 (125 hp) equipments are involved. They
are to be of the General Electric relay automatic control type.
An option is pending on seventy more equipments of the same
style.

The total length of the subway and elevated system will be
about 8 miles, two of which will be subway and the other six ele-
vated. The rolling stock will all be of steel, the type of car to be
used being fashioned after the standard car in use on the Boston
system. All cars of trains are to be motor cars. Each car will
be equipped with. two motors, and will weigh gross about 40 tons.
At the east end of the line there will be a grade of 5 per cent for
800 ft. going from the subway to the elevated on Delaware Avenue.
On the west end of the subway, at about Twenty-Second Street,
there will be a 5 per cent grade, of approximately 1200 ft. to the
elevated structure. From the Schuylkill River to the end of the
line is approximately 6 miles. The number of stops one way, in-
cluding terminals, will be 16, and it is expected to make a schedule,
including these stops, of 15 m.p.li.

*^

ELECTRICITY ON THE SOUTHERN PACMC

The San Francisco News Bureau says that the object of the
recent trip of A. H. Babcock, electrical engineer of the Southern
Pacific Railroad, to the East was to present plans for the changing
of the motive power of the Southern Pacific Company's line from
Sacramento to Reno to electricity. Under this plan, the company
proposes to generate its own power in the mountains and do away
with the present expensive and unv/ieldly method of transporting
heavy freight trains over the mountains. If this plan is finally
adopted, it will make the construction of the big Sierra tunnel a
less urgent matter, and at the same time provide a greatly improved
method for handling the mountain traffic during the construction of
the tunnel. The matter of making a similar change in the motive
power between Bakersfield and Los Angeles is also under con-
sideration, says the News Bureau, but this change is not likely to be
made until after the Sacramento-Reno section has been electrified.
It is practically settled that the local ferry lines will never be
changed into an electric system. The company feels that the bene-
fits to be derived would be greatly outweighed by the monetary ex-
penditure involved, especially in view of the fact that it may not be
long before a motor car suitable for this traffic is perfected.

*^

STEEL CARS FOR CENTRAL RAILROAD

It is reported in New York that the New York Central Railroad
Company has placed an order with the American Car & Foundry
Company for 150 all-steel passenger cars for use on its suburban
lines out of New York, which are now being electrified.

May 20, 1505.]

STREET RAltWAY JOURNAL.

THE STORAGE BATTERY EQUIPMENT FOR THE ELECTRI-
FIED DIVISIONS OF THE NEW YORK CENTRAL
AND LONG ISLAND RAILROADS

Details have just come to hand of the contract which the Electric
Storage Battery Company, of Philadelphia, secured recently, cov-
ering the installation of chloride accumulators in the eight sub-
stations of the electrified portion of the New York Central Railroad
for some 55 miles. The batteries and boosters will be distributed
and made up as follows :

I Batteries n

Number Discharge Rate Number of

Location of Cells for One Hour Boosters

G. C. Station 318 4020 2

Mott Haven 318 3750 2

King's Bridge 318 30GO 2

Yonkers 318 2250 I

Irvington 318 2250 I

Ossining 318 2250 i

Bronx Park 318 2250 i

Scarsdale 318 2250 i

The elements in these battery installations will be made up of
plates of the Electric Storage Battery Company's type R, which has
been especially developed for heavy railroad work and high dis-
charge rates. The plants are designed to take full advantage of
such rates, and in cases of emergency it is expected that momentary
discharges up to three times the one-hour rate may be called for.
The eleven boosters (two operating in parallel at each of the
three larger plants and one at each of the others) will
be identical, and of capacity corresponding to the maximum
discharge rates of the batteries. Each booster will consist
of a direct-current generator direct-connected to a three-phase
induction motor, wound for the same alternating-current
voltage as the rotaries, but connected to a special set of static
transformers. The booster field will be separately excited by a
direct-current motor-driven exciter. Two such exciter sets are to
be installed in each sub-station, each having sufficient capacity to
control the fields of two boosters operating in parallel. The fields
of the exciter will be controlled by a company's recently perfected
carbon regulator, which thus controls the booster voltage, causing
the battery to charge or discharge in response to changes in load
on the sub-stations.

Power will be generated at two distinct generating stations, one
located at Yonkers and one at Port Morris, and transmitted at
11,000 volts, three-phase, over high-tension lines, so arranged that
any sub-station may be supplied from either power station.

The various advantages derived from the operation of these bat-
teries are, therefore, secured with practically no increase in in-
vestment or operating expenses. Among these advantages, the
features of reserve capacity and insurance against interruption of
service was one of the most important considerations that led the
management of the New York Central & Hudson River Railroad
and the commission of consulting engineers to instal these batteries.
It is estimated that the total battery capacity is sufficient to carry
the entire load on the system for a period of about an hour during
average conditions of traffic or for half an hour at the time of
maximum schedule. Provision has been made for future increase
of capacity by providing tanks somewhat larger than required for
the number of plates first installed.

The company has also installed at the Hammel sub-station of the
electrified division of the Long Island Railroad, a battery of 300
cells, type R-SS, chloride accumulators, having a capacity of 3200
amps, for one hour. In connection with this battery there are two
boosters, operated in parallel, and each having a capacity cor-
responding to half the maximum output of the battery. These
boosters are controlled by a newly-devised carbon regulator, which
automatically causes the battery to charge and discharge in re-
sponse to load fluctuations, and permits the convenient adjustment
for any desired division of load between the battery and the
rotaries.

♦^.»

OHIO AND MICHIGAN TROLLEY TRIP

Last week the Lake Shore Electric Railway, of Cleveland, and
the Detroit, Monroe & Toledo Short Line, of Detroit, tendered a
complimentary excursion from Cleveland to Detroit, to news-
paper men of the towns between these cities. It was intended to
demonstrate the possibilities for through traffic between Ohio and
Michigan, and was a return trip to one made a short time ago from
Detroit to Cleveland. A special car left Cleveland at 7 130 a. m.,
as first section of the morning limited, and it ran on limited time,

picking up guests at various points along the line. Dinner was
served at the Boody House, and the party arrived at Detroit at
4:30 p. m. At 6 p. m. supper was served at the Russell House,
and the return trip was started at 8:45 p. m., the run being made
in six hours. Addresses were made by several prominent news-
paper men. President Mathew Slush, of the Short Line, announced
that his company had ordered special equipment, which would be
used for through limited service between Cleveland and Detroit,
eliminating the change at Toledo.

Editors of thirty-six Ohio papers made the trip beside the
following railroad men : Mathew Slush, president ; W. B. Tarking-
ton, general manager ; Judge Riley, director, Detroit, Monroe &
Toledo Short Line ; F. J. Stout, general superintendent ; F. W.
Coen, secretary ; H. K. Surbeck, passenger agent, Lake Shore
Electric Railway ; George Radliff, superintendent, Cleveland Elec-
tric Railway ; C. F. Franklin, general manager ; C. E. French,
auditor, Toledo & Western Railway ; D. H. Lavenburg, general
manager, Toledo & Indiana Railway ; H. C. Warren, general man-
ager ; L. E. Flory, vice-president, Toledo, Port Clinton & Lakeside
Railway ; J. F. Collins, superintendent ; E. H. Eckert, claim agent,
Toledo Railway & Light Company; Charles Currie, general man-
ager, Northern Ohio Traction Company ; J. Jordan, general super-
intendent, Cleveland & Painesville & Eastern Railway ; C. A. Ken-
worthy, general manager. Electric Package Company, and George
S. Davis, of the Street Railway Journal.

The Lake Shore and the Short Line are two of the best ex-
amples of high-speed interurban lines in the country, and many
favorable comments were made relative to the speed, construction
and equipment of the roads.

•

PUBLICITY AS AN AID TO MANUFACTURES

At the annual dinner of the Manufacturers' Advertising Club of
Cleveland, held on May 9 at the Hollenden Hotel, Arthur Warren,
publicity manager of the Allis-Chalmers Company, delivered an ad-
dress on "Publicity as an Aid to Manufactures." Mr. Warren laid
great stress upon the importance of publishers of technical papers
making public the extent of their circulation. "Many publishers,"
he said, "are afraid to disclose these figures, fearing that if the ad-
vertisers knew the facts they would withdraw their advertising.
Happily, those publishers who scorn publicity do not represent the
most progressive element in the trade journal world. Happily,
there are exceptions to the rule of mystery and dread. We know
them, the men who have the courage to stand upon the merits of
their journals. They are the men with whom we should do busi-
ness ; theirs are the papers we should seek. The stronger they are,
the better for our work. With such publishers a publicity depart-
ment co-operates. We can help the live publishers and they can
help us. They know it and we know it."

Mr. Warren's long experience shows that publicity brings busi-
ness. Manufacturers who do not buy publicity as liberally as they
buy other selling facilities will some day have to take their places
at the rear of the procession. The manufacturer who does not pro-
viae a publicity department of his own, small or large, and push it
and develop it as he does any other branch of his business, is neg-
lecting a great and profitable opportunity.

The speaker also urged his hearers not to take a narrow view of
the subject. Advertising, whether direct or indirect, must be done
generously if it is to bring results. The chief thing is to let the
world know who you are, where you are, and what you are doing;
and you cannot do this on a large scale by stopping to take a census
every time you fire a volley.

DAILY REPORT OF THE RAILWAY CONGRESS PROCEEDINGS

A conspicuous and valuable feature of the sessions of the Inter-
national Railway Congress, at Washington, was the elaborate daily
published by the "Railway Age," of Chicago. This paper was pub-
lished for eleven days, commencing with May 3, when an informal
issue appeared, and concluding with May 14. No issue appeared on
May 8, as there were no sessions on Sunday, May 7. Two editions
were published, one in English and the other in French, and a
large corps of editors, reporters, translators and compositors was
required in Washington. The paper not only contained a report
of the proceedings but the programmes, notices, accounts of the
exhibits, and other interesting information. Altogether the pub-
lication was one of which the publishers and aU concerned can well
feel proud.

930

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 20

FRANCHISE RIGHTS IN NEW : YORK -COMPANIES
CAN'T POSTPONE INDEFINITELY THE
CONSTRUCTION OF LINES

The right of railway companies to postpone indefinitely the con-
struction and operation of a road, and still maintain unimpaired
original franchise privileges, is generally denied by Attorney-
General Mayer, of New York, who writes an interesting opinion in
granting the application of the city of Rochester to bring an action
for the forfeiture of certain grants made some time ago to the street
railways of that city. A railway company, he says, is bound to
build and operate its road within a reasonable time after receiving
the city's consent to the use of its streets.

The application of the city of Rochester afifects several fran-
chises granted to three different companies, some of them as far
back as 1862, and all now owned by the Rochester Railway Com-
pany. The company maintained that the conditions imposed by
the Common Council requiring operation under the franchise
within a definite time were invalid. To this the Attorney-General
replies :

"The right of a municipality to assent to the use of its streets
by a railway company involves the right to impose any and all
reasonable conditions."

Regarding the older franchises, granted without condition, the
Attorney-General says :

"The railway company having accepted the consent of the city
was bound to act under it; it could not accept franchises given to
it, and then leave them in abeyance indefinitely, for those franchises
were granted not exclusively for the benefit of the railway com-
pany, but also in the interest of the public. It cannot be that the
city meant to confer these franchises upon the railway company,
leaving it optional with the company whether it would build its
road in one, or twenty or fifty years.

"There is a reciprocal obligation. On the one hand, the railway
company was seeking rights which bade fair to become highly
valuable, and on the other hand, the city v/as granting these rights
in the expectation of increased transportation facility for its in-
habitants. I think, therefore, that there has been an undoubted
abandonment of the franchises granted, and that an action will lie
tc have such abandonment judicially declared."

. ■

OFFICERS OF THE A. L E. E.

At the annual meeting of the American Institute of Electrical
Lngineers, held at New York, May 17, Dr. Schuyler Skaats
Wheeler, of the Crocker- Wheeler Electric Company, was elected
president for the ensuing year. Dr. Wheeler received 1031 votes,
the largest ever cast in an Institute election. The other officers
elected were : Vice-presidents, Charles A. Terry, Townsend Wol-
cott, Gano S. Dunn ; managers, Cummings S. Chesney, Calvert
Townley,' Bancroft Gherardi, Charles L. Edgar ; treasurer, Geo. A.
Hamilton ; secretary, Ralph W. Pope.

«-^^»

STREET RAILWAY PATENTS

[This department is conducted by Rosenbaum & Stockbridge,
patent attorneys, 140 Nassau Street, New York.]

UNITED STATES PATENTS ISSUED MAY 9, 1905

789,201. Street Car Fender; George H. Bolduc, Detroit, Mich.
App. filed Aug. 22, 1904. Means whereby the fender will be auto-
matically dropped upon the track in case an obstruction is en-
countered.

789,216. Switch Operating and Locking Device ; James Hart,
Johnstown, Pa. App. filed Dec. 26, 1903. Consists of a movable
switch-tongue, a spring-bo.x, springs secured to opposite sides of the
box, and links or toggles connected to the tongue and to the
springs.

789,225. Underground Conduit for Electric Railways ; John H.
Munson, Chicago, 111. App. filed July 10, 1896. Arranged along
the side walls of the conduit are laterally movable plungers, which
are pressed into contact with the electrical conductor by the plow of
the car. Relates also to special water-tight features.

789,248. Car Seat ; Hiram E. Ackerly, Brooklyn, N. Y. App.
filed Jan. 20, 1905. Details of a walk-over seat.

789,270. Steel Casting ; George M. Ervin, Johnstown, Pa. App.
filed Jan. 2, 1904. A crossing-plate consisting of a central portion
and diverging rail members, the webs of the latter, at said central
portion, being united by a connecting web of substantially uniform
thickness therewith.

789,289. Steel Casting ; Frank Nather, Johnstown, Pa. App.
filed Jan. 2, 1904. A cross-plate consisting of a central connecting
portion and diverging rail-member portions, the rail-member por-
tions being connected in pairs by webs extending continuously
through the central portion.

789,292. Roller Side Bearing for Cars ; John F. O'Connor,
Chicago, 111. App. filed Jan. 19, 1905. Details of construction.

789,383. Electric Trolley ; Charles L. Rogers, Uxbridge, Mass.
App. filed Nov. 30, 1903. Details of a readily detachable trolley
wheel.

789,402. Electrical Collector; Peter Ackermann, Chicago, 111.
App. filed Sept. 4, 1902. The third-rail is supported by links ex-
tending through counter-sunk apertures in the bracket hanger.

789,511. Car Truck; William Voss, Wilmington, Del. App.
filed Feb. 20, 1905. The springs are located to one side of the
journal-boxes, thereby providing a minimum height of frame.

789,551. Brake Operating Means; Louis C. Kohler, Milwaukee,
Wis. App. filed Sept. 6, 1904. Consists of a wheel, a brake there-
for, a roller adapted to be brought into engagement with the wheel
to receive rotary motion therefrom, and a movable part in connec-
tion with the brake and bearing on the roller, and on which the
roller rides when turned by the wheel to wedge itself between the
wheel-surface and the movable part, and force said part to move
and thereby apply the brake.

789,582. Switch Operator; Reison C. Wright, Colorado Springs,
Col. App. filed Feb. 4, 1905. Details.

789,613. Trolley Wire Splicer ; William L, Kerlin, Wyoming,
Ohio. App. filed Jan. 4, 1905. The ends- of the broken wire are
inserted in a sleeve, screw-threaded at each end, for the reception
of threaded collars, portions of the sleeve being cut away at the
ends, whereby the collars will directly engage the wire through
the cut-away portions.

789,649. Electrofluid-Pressure Switching Mechanism; Walter J
Bell, Los Angeles, Cal. App. filed Jan. 18,1904. A track switch,
having pendent conductors adjacent to the roof of the car, which
are electrically charged by the trolley wire. Push buttons upon
the car are operated to close a circuit to a rail magnet, which in
turn closes a local circuit magnet, which operates pneumatic valves
for the switch.

789,666. Trolley : James W. Patterson, Cutley, Ohio. App. filed
Jan. 5, 1905. Details of construction.

PERSONAL MENTION

MR. D. PERCY HARTZELL, of Frostburg, Md., has been ap-
pointed secretary and treasurer of the Cumberland & Western-
port Electric Railway, of Cumberland, Md., to succeed Mr. W. H.
Roberts, resigned.

MR. M. C. LUDLAM has resigned as superintendent of the
Little Rock Railway & Electric Company, of Little Rock, Ark., and
will be succeeded temporarily by Mr. C. J. Griffith, who has been
with the company about nine years.

MR. LLOYD LYON has resigned the position of auditor of the
Montgomery Traction Company, of Montgomery, Ala., to accept
the position of auditor and assistant treasurer of the San Juan
Light & Transit Company, of San Juan, Porto Rico.

MR. JOHN DAVEY, for the past eight years with the Winne-
bago Traction Company, of Winnebago, Wis., has accepted the po-
sition of superintendent of the power house, gas department and
rolling stock of the Eastern Wisconsin Electric Railway & Light
Company.

MR. M. J. LOFTUS has been appointed general superintendent
of the Dayton, Springfield & Urbana Railway and its subsidary
roads, the Urbana, Bellefontaine & Northern and the Springfield
& Western. He was formerly with the Central Market Street
Railway, of Columbus, and before that was with the Indianapolis &
Maxtinsville Traction Company and the City & Suburban Railway,
of Baltimore. Mr. M. M. Reed, who has been acting superin-
tendent of these roads, will return to his duties as master mechanic
of the Appleyard system.

MR. FRANK C. RANDALL, who recently resigned as vice-
president and general manager of the National Electric Companj^
of Milwaukee, has just accepted the position of manager of the
New York office of the Allis-Chalmers Company. Mr. Randall has
long been prominent in electrical and street railway circles, both as
representative of the J. G. Brill Company and of the National
Electric Company, with which lie has been associated for the past
ten years. Under his management the sales of the National Com-
pany rapidly increased, and his knowledge of street railway con-
ditions and ability as a salesman will be of great value to him in
his new capacity.

Street [Railway Journal

Vol. XXV.

NEW YORK, SATURDAY, MAY 27, 1905.

No. 21.

McGraw Publishing (company

Published Every Satuuday by

Main Office:
NEW YORK, Engineering Building, 114 Lib
Branch Offices:

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Philadelphia: 929 Chestnut Street.

Cleveland: Cuyahoga Building.

London: Hastings House, Norfolk Streety-^-^trajid-

Cable Address, "Stryjourn, New York"; "Stryjourn, London" — Lieber's Code

used.

Copyright, 1905, McGraw Publishing Co.

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NOTICE TO ADVERTISERS
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which changes of copy should be received two weeks prior to publication
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Tuesday for the paper dated the following Saturday.

Of this issue of the Street Railway Journal 8ooo copies are
printed. Total circulation for 1905, to date, 172,850 copies — an
average of 8231 copies per week.

Interurban Competition from Steam Roads

Notice appears elsewhere in this issue of the inauguration of
a so-called interurban service by the Illinois Central in Illinois
over tv^^o portions of its line. The Chicago & Alton Railway
began this movement with the inauguration of a similar ser-
vice in two places early in April.

Although we have commented on the situation before, we
cannot refrain from quieting the fears of some who seem to
think that this kind of war on electric interurban business is
likely to prove a serious obstacle in the way of interurban elec-
tric railway construction. Those who have been watching the

game for the past seven years know that these attempts to
make a steam service compete with electric service or prevent
the establishment of an electric service are by no means new,
klthough they break out afresh in dif¥erent parts of the country
■ fTom time to time. A few years ago it was the steam roads in
, t|ie vicinity of Indianapolis that were attempting the under-
taking; now it is tiie Illinois steam roads. The plain and here-
tofore' unpublished truth of the matter is that a review of past
failures of attempts to make steam locomotives do the work of
electric motors in this work forces the conclusion that this
steam interurban service in Illinois is only intended by steam
railroad companies either to temporarily scare ca])ital out of
the building of parallel electric roads or to hold and develop
the territory until the steam road itself shall equip in some
way for electric interurban service.

In the case of the recently started Illinois Central service
between Kankakee and the terminus of its present suburban
service south of Chicago, it would seem likely that the man-
agement of the railroad had wisely decided to hold this terri-
tory by means of frequent steam service until such time in the
near future as electric traction may be installed for its entire
suburban service, at which time it would be extended as far as
Kankakee. If these steam railroads are merely starting this
steam service in the hope that gasoline motor cars can be de-
veloped to handle the same business, we fear that they are on
the wrong track. We believe there is a field for the gasoline
motor car, but it is not in locations where money is likely to be
invested in regular interurban roads. It is rather in more
sparsely settled districts. There is but little reason to expect
that developments will prove otherwise. The cost of gasoline
for operation of a large gasoline motor car is in itself an im-
posing item of operating expenses, and we cannot help thinking
that its use is a mistake in heavy service and that its proper
place is on light cars approaching automobile 'buses in weight.

It has been suggested that the electrical operation by steam
railroads of suburban trains on the present rights of way would
seriously cripple the finances of parallel interurban electric
roads. That there would be some effect in many cases is un-
doubtedly true. The complications which would result if the
same tracks employed for steam trains are used are consider-
able, however, and the cost of laying an extra track or set of
tracks on the right of way would usually be almost as much as
if it was built elsewhere. Moreover, the location of the inter-
urban electric road is usually such as to be favorable for local
traffic, while the steam road location is more suitable for
through traffic. We think, therefore, that once a parallel in-
terurban electric road has been built, the competing steam road
is not any more likely to put on an interurban electric service
than is some other interurban company likely to build a parallel
line. Danger of foolish competition by the paralleling of one
road by another exists in all railroad work. The financial dis-
asters that usually accompany such attempts, except where
traffic is very dense, "have taught investors and promoters a
sufficient lesson, so that it is only occasionally that a company
has to learn the lesson over again.

932

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

The High-Speed Question at the Congress

We cannot refrain from some further comment on the im-
portant paper by Dr. Schulz on the Zossen experiments, and
the subsequent discussion. As chairman of the body under
whose direction the experiments were carried out, he was able
to speak with the authority of personal knowledge. We have
so often discussed the Zossen results in their various phases
that much of Dr. Schulz's admirable paper would be old to
our readers, but he brought out some points which are un-
familiar and worth more than a passing comment. In the first
place, with respect to brakes and braking, the outlook seems
to be better than the first reports indicated. Even at the ex-
treme speed of 125 m.p.h. or so, the brakes stopped the car in
less than a mile, while this distance could be greatly reduced
without passing the limit of safe retardation. The difficulty
in seeing the signals easily at high speeds, of which much has
been made by those who hold an ultraconservative point of
view, seems from Dr. Schulz's statements to have been a real
difficulty, but yet one that was in fact successfully overcome
by electrically-operated signals within the car itself. There is
no doubt that a system of signaling with marks quite big
enough and distinct enough for low-speed railroading might
yet be quite inadequate for speeds of 100 m.jj.h. or so. and
yet, putting aside for the moment the device used at Zossen for
signaling within the cars, increased visibility is the only thing
needed at the higher speeds, and this can certainly be attained
whenever there is real need of it.

Very interesting were Dr. Schulz's comments on the general
question of safety. Surely pioneering work like that at Zossen
would hardly seem tame or restful to the nerves, and yet there
seems to be a general consensus of opinion that the trips were
not in the least scary, that there was no special sense of danger,
and that traveling at such speeds was upon the whole very
comfortable. This is certainly in line with general experience at
more moderate speeds, assuming a good track, which, after all,
is the key to high speeds. As between 50 m.p.h. and 70 m.p.h. or
75 m.p.h. there is little difference that is apparent to the passen-
ger, and unless the cars were forced into swaying, much
greater speed should be feasible without discomfort. The
earlier conceptions of slender cigar-shaped steel cars hurtling
through space seem to have vanished, leaving in sight the
familiar parlor car, with all the comforts thereunto appertain-
ing. A bit of the discussion bore upon the guard rails used
during this high-speed work. That such a guard rail is of ser-
vice in preventing derailments we doubt, but Dr. Schulz's
opinion that it was valuable in stilTening the track suggests to
us that an equal expense put into heavier track construction
of the ordinary sort would probably have yielded better results.
Given well-balanced trucks with long wheel base and a really
solid track, high speeds should be comfortable enough to
suit anybody. In response to some criticisms of Mr. Laurent
on the enormous expense of high speeds, Dr. Schulz agreed
that special high-speed roads would be expensive, but inti-
mated that, since two great electrical construction companies
were maneuvering to get hold of the Berlin-Hamburg conces-
sion, the project might well be regarded as commercially prac-
tical.

This suggestion of activity on the Berlin-Hamburg line is
really the most hopeful thing looking toward high-speed rail-
roading that has come to our notice. Our readers are probably
all more or less familiar with this projected line through our
various comments upon it. The distance, 177.6 miles, is quite

long enough to give a clear run to good advantage, although
hardly long enough to exploit the speed for its full commercial
value. The running time proposed was stated by Dr. Schulz
to be an hour and a half, instead of the three and a half hours
of the present express trains. The objections as to cost raised
by Mr. Laurent were hardly fair as regards motive pQwer,
since he compared the power taken by the Zossen motor cjLfs
with the power required for trains on the Paris-Orleans line.
Had the Zossen work been credited, as it should have been,
with the less work demanded by trailerSj it would have made a
much more favorable, showing. The trailers were not used
for the extreme speeds because their trucks were not properly
balanced, and not from lack of power. Everybody realizes that
single motor cars at high speed are altogether inadvisable.
That special tracks are required for these high-speed projects is
undeniable, but on the other hand, the tracks need be no more
expensive than those actually in use on first-class trunk lines.
Success is a question of earnings rather than of economics in
cases of this kind. Dr. Schulz's bland inquiry as to whether a
high-speed road from Washington to Baltimore, Philadelphia
and New York would not be likely to pay, is one which some-
body should be able to answer, although, as we have many
times pointed out, the real difficulty in such a case is the prac-
tical impossibility of breaking through the opposition of exist-
ing roads to the franchises. In Germany the situation is en-
tirely different, and it really looks as if high-speed electric
traction had a fighting chance for its life there. Certainly the
question is frankly up for discussion upon its merits, and that
before a government that has full power to act.

Traffic Follows the Transportation

We wish to emphasize a point brought out by Clement F.
Street in his recent paper before the Western Railway Club at
Chicago, an abstract of which is published elsewhere, which
point was further emphasized in the discussion of the paper by
some experiences cited by H. M. Brinkerhoff, general manager
of the Metropolitan Elevated in Chicago. The principle laid
down by Mr. Street was that all suburban traffic is competitive
in one way or another. Even if a territory is served by only
one road that territory comes into competition with some other
territory. The one having the best service builds up most
rapidly. This is illustrated in the growth of every city large
enough to have street railway facilities, and is especially no-
ticeable in large cities which have both steam and electric rail-
way suburban service. This does not mean that it is wisdom
to build magnificent transportation facilities into a territory
where nobody lives, because the company must wait too long
before it will get sufficient gross receipts to pay operating ex-
penses. However, where a road already has some traffic, it is
the policy of the best and broadest suburban traffic managers
always to keep the transportation' facilities a little ahead of
those which the traffic absolutely demands. Steam road sub-
urban service has too frequently been considered a necessary
evil and an unprofitable part of its business by steam railroad
companies. There is no reason why it cannot be made profit-
able if proper equipment is used. The track facilities must be
such, however, that the suburban portion does not seriously in-
terfere with the through business of the railroad. A number of
steam railroad companies are attempting to do too many things
over a single pair of tracks. It is usually the case that there
are a number of through trains leaving a large city about the
time of the rush-hour traffic in the evening, and likewise a
number arriving early in the morning. Suburban service does

May 27, 1905.]

STREET RAILWAY JOURNAL.

933

not mix v/ell with througli train service. Of course, some
steam railroads are so situated that they camiot get sufficient
track facilities, but frequently they have rights of way over
which it would be easily possible to carry on more business
than is now being conducted.

The Men Who Will Electrify Steam Roads

The same meeting of the Western Railway Club of Chi-
cago, where the electrical equipment of steam railroads came
up for discussion, brought forcibly to the minds of some of the
street railway men present the fact that when such electrical
equipment takes place it will be the electrical engineers who
have gained their education and training on street railways,
rather than steam railroad engineers, who will take the most
active part in the change. This is perhaps what might be ex-
pected in view of the fact that street railway men have been
studying practically the problem for so many years, while all
the training and tradition of the steam railroad men are in
another direction. At the meeting referred to of the Western
Railway Club, which is an organization composed entirely of
steam railroad men, the discussion was almost entirely by elec-
tric railway men, who through a general interest in the subject
had attended the meeting. This lack of discussion of the sub-
ject by the steam railroad men was a disappointment to some
of the electrical engineers, who had hoped that the ideas of
some of the steam railroad men on this subject would be
brought out at this meeting. The fact of its existence indicates
that the rank and file of the men at present engaged in the
operation of steam railroads have given the matter of electric
traction very little thought. Some of the higher officers are
considering the matter, as all who are acquainted with the in-
side affairs of some of our largest steam railroad companies are
aware, but in all cases where any real ch.ange to electricity is
contemplated, these officers are looking for advice from out-
side electrical engineers rather than from men whose training
has been entirely along steam railroad lines. In spite of this
fact we know there is among many steam railroad operating
men a desire to learn everything possible about electrical mat-
ters. In fact, wc learned the other day of a large railroad
company which has quietly established evening classes in elec-
tricity among some of its locomotive engineers and shop men,
with the expectation of having them prepare to take charge
of electrical apparatus when it shall be installed on the road
in the course of two or three years.

Hardening to Complaints

An electric railway manager at one of our State conventions
recently remarked, in discussing some change which his com-
pany had made, that, of course, it resulted in some kicks, but
that anyone who operated an interurban road long would get
so used to that kind of thing that it would not bother him.
This casual remark brings to mind very forcibly some of the
trying features of the electric railway manager's position. It
is inevitable, in the operation of any railway, that there should
be complaints, and it is one of the necessary qualifications of a
railway manager that he be able to receive complaints in the
proper menial attitude. It does not do for him to become so
thick-skinned that none of the kicks which reach him have any
effect. On the other hand, he must not allow trivial matters
and unfair criticisms to weigh on his mind too heavily. If he
acquires too much a habit of indifference to complaints he is
likely some day to be shelved along with the former generation
of steam railroad managers who believed in the "public be

damned" policy. If, however, he takes the opposite attitude, he
is likely to be a candidate for the insane asylum before he has
held his job many years. It is undoubtedly true that the aver-
age man in a position where he has to listen to many com-
plaints drifts naturally into a habit of indifference toward them,
and it is necessary to guard against it, as it will lead to the
ignoring of just complaints. When charges are made about
public service of any kind, whether street railway, telephone,
electric lighting or water service, there is on the part of the
complainer an irresistible tendency to exaggerate which can
be likened only to the customs of certain Oriental nations.
Seconds become minutes in the mind of the kicker, and other
trouble grows in proportion. This fact in itself makes it neces-
sary for the manager, or whoever receives the complaints of
the public, to use a great deal of discrimination and good judg-
ment. He must listen to all charges with a perfectly balanced
mind, remembering that there may or may not be grounds for
them, and that everything should be given its due and fair con-
sideration. It is not safe to drift into a habit either of indif-
ference or of undue worry.

Routeing Cars by Color

The painting of cars is a subject of importance on every
street railway, and the practice adopted in different localities
varies widely in its influence upon operating conditions. Among
the many questions which now and then spring up in regard to
painting, the problem of routeing cars by color easily takes a
prominent place.

In the earlier days of street railway work it was almost uni-
versally the custom, in cities of both large and small population,
to paint the cars in different colors corresponding to the routes
to be traversed. This plan prevented the interchange of equip-
ment and decreased the flexibility of the service, although it
had the advantage of enabling would-be passengers to distin-
guish cars at a greater distance than was possible by the simple
use of signs. Hence, there has grown up a feeling in some
quarters that one standard color for the rolling stock is the
best practice, and of late the adoption of a single color has
been a prominent feature of street railway practice in many of
the small and medium-sized cities, where the routes are few in
number and not greatly complicated.

Very large cities, characterized by scores of routes of more
or less intricacy, are in much greater need of separate colors
upon their rolling stock. In the daytime it is certainly a note-
worthy advantage to both passengers and employees to be able
to distinguish cars several hundred feet away. Then, too, on
a large system the percentage of cars out of service for repairs,
cleaning, etc., is likely to be of smaller consequence than on a
small road. Thus, a road operating a thousand cars may have
at any one time a hundred cars in the hospital, but with these
units of rolling stock distributed over perhaps an equal number
of routes, the service is not seriously crippled on any one route
because of the scheme of colors adopted.

Finally, the simplicity and lessened cost of uniform coloring
conunends itself to the medium-sized and smaller roads, while
for interurban service there seems to be practically no need of
any diversity in coloring on the lines of the same company.
When a road develops to the point, however, where the with-
drawal of from 5 per cent to 15 per cent of its cars from ser-
vice causes no very serious gaps in the service of any particular
line, to speak in the rough, it may then in some special cases
be an advantage to adopt route colors on the rolling stock.
Wherever uniform coloring is adopted, only adjustalilc or re-
niovable signs should be eniplovcd upon the cars,

934

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

THE SYSTEM OF THE BLOOMINGTON & NORMAL RAIL-
WAY, ELECTRIC & HEATING COMPANY

BY C. H. ROBINSON

A characteristic example of expansion along other lines by
a public service corporation originally organized for railway
operation only is afforded by the Bloomington & Normal Rail-

FULL CONVERTIBLE CAR BODY MOUNTED ON AN 8-FT.
WHEEL-BASE TRUCK

the Chicago & Alton Railroad at Normal to a Hour mill at
Bloomington. This freight business was soon discontinued,
but the passenger service has been carried on continuously
through all the changes in motive power. The steam dummy
engines were operated a few years, but then were displaced by
animal traction, which was in use up to 1890. In that year
the Daft system was installed, but was abandoned two years
later in favor of Westinghouse and Short apparatus. The sub-
stituted equipment gave good service up to 1902, in which year
the belted units in the power house were replaced by the direct-

HOME-MADE TOWER CAR ON THE BLOOMINGTON & NORMAL

RAILWAY

way, Electric & Heating Company, which, as its name indi-
cates, not only furnishes the transportation facilities of Bloom-
ington and Normal, 111., but also carries on a general lighting
and heating business. Bloomington is a flourishing industrial

connected type, new car material purchased and additional
lines constructed.

The present system comprises approximately 16 miles of
standard gage single track, located in and between the towns

GENERAL VIEW OF THE ENGINE ROOM OF THE BLOOMINGTON & NORMAL RAILWAY, ELECTRIC & HEATING COMPANY

city with a population of some 31,700, and is 3 miles from the
town of Normal, which numbers 4700 and is the seat of the
State Normal School.

THE RAILWAY SYSTEM
As early as 1867 a steam dummy passenger and freight
line was installed for service between Bloomington and Nor-
mal, the principal traffic being the haulage of freight cars from

of Bloomington and Normal. T-rail is used on all lines, but
varies in weight and length as follows: Length, 30 ft. and 60
ft. ; weight, 45 lbs., 60 lbs. and 70 lbs. per yard. The rails are
laid on white oak or cedar ties, are bonded with lo-in. 0000
Crown bonds and cross-bonded every 300 ft. with 0000 Crown
solid copper bonds. The track is ballasted with cinders.

The poles used for the overhead work are of 7-in. white

May 27, 1905.]

STREET RAILWAY JOURNAL.

935

cedar or cheslnut, 30 ft. high, or where of iron, consist
of three sections making the same total heiglit. .Vil hne
material is of the Ohio Brass Company's manufacture. The
trolley wire is either of the No. 0 round type or No. 00
grooved tyjje.

This railway regularly operates fourteen cars during the
summer months, hut has eleven extra motor
cars to handle additional traffic. The com-
plete rolling stock equipment now includes two
30-ton double-truck closed cars equipped with
GE 57 motors, two 15-bench open cars' fur-
nished with Westinghouse No. 56 motors, four
convertibles using Westinghouse No. 49 mo-
tors, seventeen miscellaneous cars, one line
work car, one 3000-gal. pneumatic street
sprinkler and a rotary snow sweeper.

An interesting feature in connection with
the company's line work is the home-made
tower car illustrated, which was constructed at
a cost of less than $100 for labor and new ma-
terial. The car body, trucks and motors were
worked over out of discarded equipment. The
body once belonged to an old horse car. The
20-hp motors used are of the Short type and are
regulated by the old Westinghouse type-D con-
trollers. The tower is raised and lowered by
means of a windlass conveniently arranged on
the inside of the car. When the tower is low-
ered and the top railing folded down, it sets
close enough to the car roof not to interfere
with the trolley under 12-ft. headroom. The work bench, which
extends the entire length of one side of the car, has under it
an ample number of drawers and pigeon-holes for tools and
emergency material for quick repairs to either the overhead
line or damaged car'=.

I HI-: Li(;ii ri.\(; sv.stem

The lighting system is of the alternating-current type
throughout. .Although the transnn'ssion voltage is 2200, only a
small portion of the wiring is nm in conduits, the greater part

THE HEATING SYSTEM
In connection with its power station, the company supplies
to business houses, flats and private residences at 18 cents to
20 cents per cubic foot a total of 83,000 sq. ft. of radiating
surface by employing the \'aryan system of transmitting water
which has been heated l)y exhaust steam. The same water is

THE NEW POWER HOUSE AT BLOOMINGTON

1" Hemlock Lumljfi'
3-Ply Dead Air Space

, Miner.il Wool
Pead Air Space ( ^l"Hemlock

3" Hemlock Lumber
2-riy Felt Packed
/Oil Sliavinffs
Felt I 3"HomIo.'k

OLD CONSTRUCTION NEW CONSTRUCTION

Slrtel Rv..Ifiuriiul

Si:( ITONS OF r>LD AND NEW HEATING CONDUITS

A CORNER OF THE ENGINE R(jOM

jjeing strung on wooden poles, which also carry the step-down
lighting transformers. In Bloomington, current is supplied to
some 300 multiple arcs and 10,000 incandescent lamps, while
in Normal a Western Electric 70-light series-alternating sys-
tem is used to furnish arc lights for both the streets and State
Normal School.

used over and over again, the leakage being
supplied ])y a small automatic pump. The
e(piipment includes eight heaters (one of
5000 sq. ft. of radiating surface) and two
duplex pumps for forcing the hot water
through the pipes at 60 lbs. pressure, re-
turning at 30 ll)s.

The plant has a capacity of 100,000 sq.
ft. of radiation. The main pipes from
the heaters are 10 ins. in diameter, and
the side mains ta]:)cr down to 8 ins. and
7 ins. They are laid in hemlock conduits,
whose liottom consists of three i-in. boards
separateil from each other by side pieces i in.
thick. On this base the pipes are laid with
similar side pic:es placed on each side of
them. The upper part of the conduit dupli-
cates the construction of the lower. The
present style of conduit, with mineral wool
or oil shavings, has not pro\'en entirely sat-
isfactory, and in future construction the
two-ply felt-packed casing, shown in the
accompanying sketch, will be used, 'i'hc
average transmission distance is abdul ihrec-quartcrs of a
mile.

POWER STATION
In 1902 the company abandoned its old power station and
belted generating sets for the direct-connected apparatus now
in service at the new power house located in South West .Street,

936

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

which is in touch with two steam railroads. The extreme length
of the building through its center is about 123 ft. ; the width of
the boiler room, 43 ft. 11 ins., and of the engine room, 52 ft.
2 ins. The brick stack, which is octagonal in shape, is 135 ft.
high, 6 ft. 6 ins. internal diameter. The general layout of the
machinery and piping is shown in the accompanying plan view
of the engines and boilers, the connections to the heating sys-
tem being also shown. Steam at 125 lbs. pressure is generated
in four hand-fired Heine boilers, two of 400-hp and two of 300-
hp each. There are two Excelsior feed-water heaters, one of
400-hp and the other of 600-hp capacity.

The 550-volt railway units are of 300-kw and 400-kw, re-
spectively, of the Westinghouse type, and are direct connected

a. c. system from tlie railway end of the plant; otherwise a
small engine-driven exciter would have been necessary. The
150-kw 500-volt rotary converter previously mentioned is also
used to furnish 2^0 volts direct current for commercial pur-
poses.

The switchboard, which is built up of white Italian marble
panels, is 22 ft. long, 7 ft. 6 ins. high and 2 ins. thick. The
marble of all panels is composed of two sections each, the lower
section 25 ins. high and the upper one 65 ins. The panels are
supported by a 2^2-111. angle-iron framework, securely bolted
with Ij4-in. wall braces and instrument transformer racks,
and ij^-in. x 22-ft. angle iron rigidly supported on the rear
wall, to which are bolted the nine switchboard braces.

^12-2^-

V////////:>/^.'

'/////y/////////w///////y//////^^^^^^^

y/v///////////////////////////////////////^^^^

Two Old Heine Boilers
_ , u"stpim Header E.H.^

—58-0-

Two New Heine Boilers
lj"GaU< Valve E.H. with By-Pass

Street Ry.JoiiiT.al

PLAN OF PUWER STATION, SHOWING LAY-OUT OF BOILERS, GENERATING SETS AND ITITNG

to St. Louis Iron & Machine Works' Corliss engines. The
300-kw generator is driven by a 28-in. x 48-in. engine running
at 125 r. p. m., while the larger one is connected to a 26-in. x
48-in. engine running at 90 r. p. m. A 150-kw rotary converter
is used to furnish additional direct current in emergencies.

For the lighting and power work the company has two re-
volving-field, 2200-volt, 6o-cycle, two-phase Westinghouse gen-
erators, one of 300-kw and the other of 400-kw rating. The
first unit is driven by a 20-in. x 42-in. St. Louis Iron & Machine
Works engine running at 100 r. p. m., and the second by a
20-in. X 32-in. X 42-in. cross-compound engine of the same
speed and manufacture. Current for the excitation of the
fields of these alternators is furnished by a 45-kw exciter set,
the generator of which is direct connected to a two-phase in-
duction motor. In addition there is a 45-kw generator direct
connected to a 500-volt motor, which is used only to start the

Panel No. i, for the d. c. side of the 150-kw rotary, is
equipped with two Weston round-type ammeters and one volt-
meter, a Cutler-Hammer starting rheostat and the usual single-
pole, single-throw switch, voltmeter plug and receptacle, pilot
lamps, etc. The second panel is used for the control of two
50-amp. 2200-volt feeders, and is equipped with two Bo-amp.
ammeters, two 150-volt voltmeters, two Westinghouse O.D.
series and two shunt transformers, two single-phase record-
ing wattmeters, two double-pole, oil-type switches, two 50-
amp. Stillwell regulators giving a voltage regulation of 10 per
cent, and brackets, lamps, shades, etc. The third panel is em-
ployed for the control of two lOO-amp. 2200-volt feeder cir-
cuits, and is equipped like panel No. 2, except that the instru-
ments are of larger capacity. The fourth panel, which serves
for the control of the total load, is furnished with a 150-volt
voltmeter, a two-phase recording and a two-phase indicating

May 27, 1905.]

STREET RAILWAY JOURNAL.

937

wattmeter, shunt and series transformers, ground detectors,
etc. The alternating-current side of the 150-kw rotary is con-
trolled by the fifth panel, on which are mounted two 200-amp.
ammeters, a two-phase wattmeter, starting motor, series trans-
formers, etc. Panel No. 6, for the 400-kw arc generator, has
two 200-amp. ammeters, one
synchronizing and one power-
factor switch, one generator
oil switch of circuit-breaker
type, one exciter switch, two
series and two shunt trans-
formers, etc. The 300-kw al-
ternator is controlled by the
seventh panel, which is prac-
tically a duplicate of panel
No. 6. On the exciter panel,
which is eighth and last, there
are two double-pole, single-
throw, 400-amp. switches, one
single-pole switch of the same
capacity, Weston round-type
ammeters and voltmeter, one
synchronizer, one power-fac-
tor meter and other details.
The entire switchboard was

furnished ai.id installed by R. Haas Electric & Manufacturing
Company, of Springfield, 111., and all of the instruments, trans-

ORGANIZATION

which is responsible for the excellent

The administration
public service offered by this company is composed of the fol-
lowing: A. E. DeMange, president; Hon. John Eddy, vice-
president and general manager ; J. F. Evans, secretary and

RKAR END-ON VIEW OF SWITCHBOARD

formers and switches are of Westinghouse manufacture, ex-
cept where otherwise mentioned.

CAR HOUSE AND REPAIR SHOP
The present car house is located on North Park Street,
while the adjacent building, which was formerly used for a
power station, is used for storage. Although this structure is
a substantial brick, tile-covered building, no ft. x 50 ft., no
special shop tools have yet been installed, but it will probably
be used as a repair shop ultimately.

FRONT VIEW OF SWITCHBOARD

treasurer ; F. M. DeMange, manager of the heating and light-
ing department; C. F. Snyder, superintendent of the heating
and lighting department; W. A. Irwin, superintendent of the
railway department; C. H. Robinson, master mechanic of the
railway department, and John Gray, chief steam engineer, who
prepared the specifications for the concrete engine foundations,
laid out part of the steam piping, and designed and supervised
the construction of the large power house smokestack.

APPLE-BLOSSOM PARTES ON THE ROCHESTER & SODUS
BAY RAILWAY

The Rochester & Sodus Bay Railway, which is part of the
Rochester Railway Company's system, is an interurban line
operating between Rochester and Sodus Point, a distance of 41
miles. It runs through one of the richest fruit and garden
sections in the State, and during the early part of May, when
the apple blossoms are out, the line is advertised as the "Apple
Blossom Route — 40 miles of Apple Blossoms," etc. A regular
car, holding from forty to fifty persons, can be chartered for
this trip for $40, or single daily excursion tickets for 75 cents.

In the case of private parties, souvenir cards, decorated with
apple blossoms and containing an eloquent invitation to see the
real apple blossoms in all their glory, have been issued in one
or more instances.

♦♦♦

MORE PRIZES IN DETROIT

The Detroit "United Weekly," ever on the alert for oppor-
tunities to interest the public in the Detroit United Railways
Company's interurban lines, has offered a prize of $25 to the
boy or girl regularly attending school in any county traversed
by the Detroit United Railway, for the best catalogue list of
wild flowers to be found in these five counties. It is not neces-
sary to designate the flowers by their scientific names. The
list will be submitted to some well-known botanist who is to act
as judge, and the prize will be given to the compiler of the list
which is the most complete and accurate. Only the wild flowers
native in the counties surrounding Detroit will be accepted on
the list.

938

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

THE CAMERA IN ELECTRIC RAILWAY WORK

The possibilities of the camera as a valuable adjunct, not
only to the claim department, but to the engineering depart-
ments as well, have been emphasized in these columns. Per-
haps the photographic department of the Boston Elevated
Railway Company presents as good an illustration as can be
found of the value of systematically keeping photographic
records.

On the Boston Elevated the photographic work is organized
into a distinct department in charge of P. W. Rowell, who is

J-iG. 1.- \ JK\V (It- l)\:i)\.E\ STKKET TKRMIN AL, fSED IX AD-
JUSTING A TIME-LIMIT CONTRACT

an expert photographer, and who has also had an engineering
training. He is therefore not only qualified to take good photo-
graphs, but is also able to tell what kind of pictures are wanted
from an engineering standpoint.

The photographic department has well-equipped rooms on
the top floor of the company's office l)uilding, and is supplied
with all modern facilities for taking, developing, printing and
enlarging work. Two sizes of photographs are taken as stand-
ard— i. e., 8 ins. x 10 ins., and 11 ins. x 14 ins. For the refer-
ence albums, blue i>rints are made from the negatives, as it is

FIG. 2.— VIEW SHOWING SHANTY ON SETT. 2S, 1930

found blue prints stand the constant handling better than solio
prints, and they are easier and cheaper to make. Each print
bears a title, a number and the date it was taken. The prints
are bound in stiff-cover albums on the loose-leaf system, and
are classified and indexed by number and by subject. For in-
stance, one album contains pictures of stations ; another tracks ;
another rolling stock; another car houses and repair shops, and
so on. The work of this department also includes reducing by
photographic process tracings, maps, drawings, etc., to small
sizes for convenient reference purposes. These reduced maps
and drawings are printed on blue-print paper and are bound
in albums similar to the photographs.

The systematic taking of record photographs was com-
menced before the present elevated or subway structures were

started, and since that time about 4000 negatives have been
made. The records include views of practically all the build-
ings along the line of the elevated just as they stood before
work on the structure was commenced. These views have been
of the utmost value in settling damage claims brought by
abutting property holders. The photographs were also used
by the architects in estimating the value of buildings that were
torn down to make room for the elevated structure.

I'lG. a.— \ IEW UF SAilE LOCALITY AS Fit;. 2, SHOWING SHANTY
HAD BEEN REMOVED PRIOR TO OCT. 20, 1900

Starting with the time that the first ground was broken, the
department has taken progress photographs of every detail of
the work carried on by the engineering force, not only of new
work, but also in connection with the regular routine work of
the engineering department. The policy has been to take too
many rather than too few pictures, and oftentimes photographs
that were taken tn show some particular detail have been used

FIG. 4.-VIE\V USED IN SUIT INVOLVING CONDITION OF
A FENCE

to excellent advantage in one way or another, as determining
some entirely different matter, which perhaps was not thought
of at the time the view was taken.

The albums of photographs arc in almost constant use by the
entire engineering staff, and are looked upon as one of the in-
dispensable "tools" of the office. The views are, of course, in
frequent demand by the claim department, and it has now be-
come the common thing for the claim department, when notice
of a new accident or damage suit is received, to send to the
photographic department with the query, "Have you any
pictures covering this?" In this connection the placing of the
date when the picture was taken on each negative so that it
will print through on each print made has been found to be an
important part of the record. ■ ■ , ^. . ■ „ . . . .

May 27, 1905.]

STREET RAILWAY JOURNAL.

939

So much has been said concerning the value of photographic
records that more than ordinary interest attaches to the ac-
companying views, which were picked from the collection in
the files of the Boston Elevated Railway Company as pre-
senting concrete examples of instances where considerable
money was saved to the company on the evidence alone con-
tained in the photographs.

For instance, the view of the Dudley Street terminal, re-
produced in Fig. I, was the means of settling a contract that
saved to the company several thousand dollars — nearly enough
to pay the expenses of the photographing department for an
entire year. In this case the contractors were under a time
limit to complete the steel work at this terminal and endeav-
ored to set up the claim that their work had been completed
within the specified time. By means of this and a series of
similar progress views taken before and after the date in ques-
tion, the Elevated Company was able to establish beyond dis-
pute that not only was the work not completed on the date
specified, but that it was still unfinished several weeks after the
date.

Figs. 2 and 3 were the means of winning a suit in which a
property owner claimed that the company Iiad obstructed his
property by maintaining in front of his store a wooden shanty
for the use of the construction gang. The photograph repro-
duced in Fig. 2 showed the shanty in place on Sept. 28, 1900.
The company then put in evidence the photograph shown in
Fig. 3, which was taken on Oct. 20, 1900, at the same place,
and proved Ijeyond question that the shanty had been removed
prior to the latter date. Inasmuch as the property owner
claimed that the shanty had been maintained long after this
date, the case was immediately decided in favor of the Ele-
vated Company. In this instance both photographs had been

FIG. 5.— PHOTOGRAPH USED TO PROVE .STATION STAIRWAYS
WERE AMPLY GUARDED BY RAILINGS

taken for an entirely different purpose, but after notice of the
suit had been received a search of the photographic records
revealed the fact that their evidence on the point involved was
conclusive as establishing that the company had not been neg-
ligent about removing the obstruction.

In another case a small boy climbed through a high l)oard
fence and fell to some steam railroad tracks below. Suit for

damages was brought against the Elevated Company on the
grounds that the company had not properly maintained the
fence. The company was relieved from the necessity of de-
fending the suit upon presentation _of the photograph, ^Fig. 4,
and similar views, showing tliat the company had left the fence

FIG. PICTURE EXPLAINING SITUATION INVOLVED IN
ASSAULT AND BATTERY SUIT

intact. Fig. 4 proved that there was no hole in the fence at
the time it was responsible for its maintenance, and even
siiowed the workmen completing the job.

Fig. 5 was employed in defending a damage suit brought by
a woman who fell down a flight of stairs in one of the subway
stations. The plaintiff claimed the stairs were not protected
and that the station was dark. The court immediately decided
that the railings shown in the photograph were ample protec-
tion for the stairs, and that if there was sufficient light to take
a photograph there must have been light enough to enable a
person using reasonable care to see the steps.

Fig. 6 was involved in rather an amusing case. The Ele-
vated Company was granted by legal process the right to make
excavations adjoining the brick wall shown in the photograph.
It seems the occupant of this building did not like the decision
of the court and made every effort to ol3struct the progress of
the work. One day a laborer placed a long ladder (similar to
the one shown in the picture) immediately beneath the small
window visible high up in the wall. The workman had mounted
to the top of the ladder to do some work when the occupant ap-
peared at the window and threatened to push the ladder out
into the excavation. The workman naturally did not relish
the idea of the long fall, and in a spirit of self-defense struck
the knuckles of the obstreperous householder a smart blow with
a hanmier. The householder then brought suit on the grounds
that he had been assaulted in the window of his own house.
The photograph made the whole situation so clear that the case
was thrown out of court.

The steam roads out of Columbus have taken concerted action
to compete with the electric roads out of that city. All but the
Pennsylvania Company have agreed to meet the rates of the
ititerurbans to competing points. The Pennsylvania officials
decided that it would not be profitable to fight the interurbans.

940

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

THE ELECTRIC RAILWAYS OF RHODE ISLAND

The year 1904 was a favorable one for the electric railways
of Rhode Island, and the reports from the several companies
show a marked improvement in nearly every particular. There
was an increase of about 20 miles of road and a corresponding
increase in single-track mileage. Many new cars were added
to the rolling stock. Nearly every road shows an increase in

pany ; Old Colony Street Railway Company of Massachusetts,
which leases and operated the Newport & Fall River Street
Railway Company ; Sea View Railroad Company ; Newport &
Providence Railway Company; Rhode Island Suburban Rail-
way Company ; Providence & Danielson Railway Company ;
Columbian Street Railway Company, and the Western Rhode
Island Railway Company.

These corporations report 341 miles of road in this State,

TABLE SHOWING DATE OF ORGANIZATION, MILES ROAD, NUMBER OF MOTOR AND OTHER CARS, WITH TOTAL NUMBER OF PASSENGERS CARRIED
FOR THE YEAR ENDING JUNE 30, 1904, AND INCREASE OR DECREASE OVER PREVIOUS YEAR.

NAME OF CORPORATION.

Date
of

Organization.

Union Railroad Co., Providence*

Pawtucket Street Railway Co.*

Woonsocket Street Railway Co

Providence Cable Tramway Co.*

Westerly & Hopkinton Railway Co.f

Pawcatuck Valley Street Railway Co

Newport & Fall River Street Railway Co. J. ..
Old Colony Street Railway Co., in this State..

Sea View Railroad Co

Newport & Providence Railway Co.f

Rhode Island Suburban Railway Co

Providence & Danielson Railway Co

Columbian Street Railway Co.§

The Rhode Island Co

Western Rhode Island Railway Co

Feb. 2, 1865
July 18, 1885
June 4, 1886
July 24, 1884
May I, 1902
May 25, IQ93
Jan. 1898
Dec. 28, 1880
July 28, 1887
Dec. 12, 1902
June 2, 1899
July 7, 1893
May 23, 189s
June 24, 1902
May 7, 1903

Miles
Road
in R. I.

134.89
28.81
18.766
2 .92

6. IS
18 .492

Total,

18 .04
1 1 .981
68.12
24 . 1 1
9.256

341-535

Miles
Single
Track
in R. I.

147 .26

30-77
19.526

3-29

6.23
20. 125

Open
Cars.

247
18
19

18.72
1 2 . 646
76.32
25-203
9-456

369-546

437

Vesti-
bule
Cars.

113
14

Closed
Cars.

130
26

5'
3|
44'

27

208

191

Total
Pas-
senger
Cars.

Other
Cars.

490;
44

35i

44

55

13
9

241

836

56

Freight
Cars.

15

19

45

Number of
Passengers
Carried.

2,523.546

394,354

2,868,413
946,356
46,327
6,494,803
1,256,869
642,329
54,484,754

69,657,751

Increase
Over
Last Year.

446,364

6,556

—6,723
93,660

46,327
452,509
390,058
139,180
3,370,903

4,938,834

* Leased to the Rhode Island Co.
Railway Co. — Decrease.

t Road not completed. t Leased to and operated by Old Colony Street Railroad Co. § RoUing stock furnished by Woonsocket Street

net earnings, and every road but one shows an increase in the
number of passengers carried. The freight and express busi-
ness has had a constantly increasing growth. Starting with a
single car, this service has so grown that forty-five cars are
now used in the business, and the receipts from this source last

with 369 miles of single track; this is an increase of 19 miles
of road and of 18 miles of single track. The paid-up capital
stock of all the roads is $21,607,100, an increase over last year
of $1,971,200. They own 836 motor cars, 45 freight cars and
56 other cars; this shows an increase in motor cars of 128 and

TABLE SHOWING NAMES OF CORPORATIONS, CAPITAL STOCK PAID IN, FUNDED DEBT, FLOATING DEBT, TOTAL INDEBTEDNESS, TOTAL RE
CEIPTS, EXPENDITURES AND NET EARNINGS FOR THE YEAR ENDING JUNE 30, 1904.

NAME OF CORPORATION.

Capital Stock
Paid in.

Union Railroad Co., Providence*

Pawtucket Street Railway Co.,*

Woonsocket Street Railway Co

Providence Cable Tramway Co.*

Westerly & Hopkinton Railway Co

Pawcatuck Valley Street Railway Co ....
Newport & Fall River Street Railway

Co.t

Old Colony Street Railway Co., in this

State

Sea View Railroad Co

Newport & Providence Railway Co. J....

Rhode Island Suburban Railway Co

Providence Danielson Railway Co

The Rhode Island Co

Columbian Street Railway Co

Western Rhode Island Railway Co.§

Total

,000,000 .
500,000 ,
300,000
300,000
100,700
75,000

Funded
Debt.

Floating
Debt.

Total
Indebtedness.

Receipts.

Expenses.

Net
Earnings.

25,000 .00

00

00]

00 1 170,000.00

00:

00

138,807.49:

$25,000 .00
308,807.49;

5720,100.00
30,100.00
102,619 -02

750,000.00

100,000.00

543,500.00

700,000 .
10,200 ,
5,000,000 .
1,000,000,
3,770,000,
100,000
1,200

550,000 .00

00

00 4,933,200.00
00 600,000.00

00

00

00

23,211.671 123,211.67

427,686. 79

64,908.55

62,554.92
45,866.76
463,822 . 70

57,331-23
3,474-64

971,186.79

614,908.55

4,995,754-92
645,866.76
463,822 . 70
57,331-23
3,474-64

20,676.54

250,504 . 70
56,051 .68
2,731 . 10

359.699-54
80,809 . 10

2.754,655-39
32,474.62

104.713-49

$720,100.00
30,100.00
—2,094.47

$21,607,100.00 $6,921,700.00! $1,287,664.75

,209,364.75! $4,411,421.69

17,302.941

173.483-44
31.934-24
1,697 .80
537,762.24
96,223.56
2.585.362-33
27,631-54
4,674.62

3,373-60

3,581,786.20

77,021 .26
24,117.44
1,033-30
— 178,062.70
—15,414.46
169,293 .06
4,843-08
— 4,674.62

$829,635.49

* Leased to the Rhode Island Co.
not in operation.

t Leased to and operated by the Old Colony Street Railway Co. J Road commenced operation June 14, 1904. — Deficit. § Road

year aggregated nearly $100,000. There are several roads that
do not have the right under their charters to carry freight, but
they will probably have their charters so amended as to give
them that privilege.

There are fifteen street railway corporations holding charters
or doing business in the State ; of these there are but ten that
are operated under their charters, viz.: the Rhode Island Com-
pany, which owns, leases or controls the Union Railroad Com-
pany, the Pawtucket Street Railway Company and the Provi-
dence Cable Tramway Company ; the Westerly & Hopkinton
Railway Company ; the Pawcatuck Valley Street Railway Com-

an increase in freight cars of 12, and a decrease in other cars
of 21.

The total property and assets of these corporations are re-
ported as $31,803,086.43, an increase over last year of $3,895,-
182.02.

Dividends were paid by four of these corporations, as fol-
lows : Union Railroad Company, 8 per cent, $720,000 ; Paw-
tucket Street Railway Company, 6 per cent, $30,000 ; Newport
& Fall River Street Railway Company (6 per cent on $750,000,
paid directly to stockholders by Old Colony Street Railway
Company, lessee), $45,000; Rhode Island Suburban Railway

May 27, 1905.]

STREET RAILWAY JOURNAL.

941

Company, 2 per cent, $100,000; the total amount paid in divi-
dends was $895,000.

The whole number of passengers carried was 69,657,751, an
increase over last year of 4,938,834. One road reports a de-
crease in the number of passengers carried. The funded debt
of all the corporations is $6,921,700; floating debt, $1,287,-
664.75; total indebtedness, $8,209,364.75. There is a decrease
of $5,000 in the funded debt; an increase in the floating debt of
$185,869.78; an increase in total indebtedness of $180,869.78.

GENERAL TROLLEY PASSENGER AGENT IN BOSTON

The Old Colony Street Railway Company and the Boston &
Northern Street Railway Company, both of which are con-

has had wide experience in the electric railway business and
who is well known throughout New England as the publisher
of "Derrah's Trolley Guide."

In announcing the opening of this office, the statement is
made that in starting a passenger and advertising department
in the downtown district of Boston, the management of the
Boston & Northern and the Old Colony Street Railway com-
panies believe that they have filled a long felt want. There has
been for some time a constant demand on the part of the riding
public, especially by those who are desirous of taking trolley
trips, to know where one can go, how to go and how much it
costs. It is to assist those who want to know about these
pleasure trips that the office of passenger and advertising agent
has been created.

The office has been well equipped with everything that could

Swampscott

Westwood Park

Westwood I'ark

S.ilein Willows

Highland Park Entrance to Highland Park

TYPICAL VIEWS USED IN ADVERTISING LITERATURE, MASSACHUSETTS ELECTRIC COMPANIES

trolled by the Massachusetts Electric Companies, have estab-
lished general passenger agent's headquarters at 309 Washing-
ton Street, directly opposite the historic Old South Meeting
House. It is believed this is the first instance in the East of
electric railway companies maintaining a city agency devoted
exclusively to the furthering of the passenger business on
trolley roads, although the idea has been followed out in Buf-
falo, Detroit, Cleveland and other cities in the Middle West.
The Boston office will be in charge of Robert H. Derrah, who

possibly be suggested to facilitate the knowledge of trans-
portation by trolley. There are maps of all lines, time-tables
for every car that leaves one of the company's car houses,
many framed and unframed photographs of seashore resorts,
parks, groves and picnic grounds, etc.

In outlining to a representative of the Street Railway
Journal the plans for summer, Mr. Derrah explained that the
Massachusetts Electric Companies now comprise two great
systems extending from Nashua, N. PL, through the entire

942

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

State of Massachusetts to Newport and Providence, R. I. In
other words, the Hnes extend 45 miles north of Boston and 75

Sl'liCIAL OBSERVATION CAR. MASSACHUSE'l

miles south, so it is evident that the new office will have a wide
field to cover. One of the first moves will be the publication
of six folders, which will be ready
for distribution about May 30, to-
gether with other literature. The
first of these folders is devoted to the
parks, groves, seashore resorts and
other places of recreation along the
lines of the Boston & Northern and
Old Colony Street Railways that are
especially adapted for picnic parties
and outings. This circular is pre-
pared for placing before all sorts of
organizations, as churches, public
schools, Sunday-schools, social and
political societies, athletic associa-
tions, etc., full information pertain-
ing to the seashore resorts, pleasure
groves, lakes and other places of in-
terest along the lines of these two
systems. A short description of each
resort is included, together with a
suggestion as to the sort of an outuig
for which it is best adapted. The various folders, as issued, will
be distributed widely in Boston and over the territory covered.
There are now being built 150 folder cases similar to the time-
table racks of steam railroads, and these will be located in
various prominent places. By means of these racks the litera-
ture will be distributed in hotels, drug stories, cigar stands, etc.

An important branch of the work will be the spreading of in-
formation concerning the letting of special cars for private
parties, and it is believed this special car business will amount

TS ELECTRIC COMPANIES

MAP; O^. TERRITORY COVERED BY GENERAL PASSENGER
. ■ |AGEMT'S department,' MASSACHUSETTS ELECTRIC
' ' "' • '■■ COMPANIES

IMERKjR Oh .SL'KCIAL t,AR ' ,
. . , , ,

to very large proportions. There has ■ been, placped at the dis-
posal of the passenger agent a handsome new observation car,
which is illustrated herewith, and which it is. ^Hev;^.'v\fiII be
exceedingly popular during the coming ■so'aspn.r, f I - 1

One of the methods by which public;,inte!;egt! v^ill-}3e.,af0used
will be the giving by Mr. Derrah of , leq'ti;ir,es,'irll,i|S]tya;ted with
stereopticon views before business men's; associa,tipn.s and other
organizations in the cities and towns ^e-ryed' 'l^y^ -the; trolley
lines. This lecture will bring forcibly tp the .attention of the
public the historic places and beauty, ^pots; th,ajt , can. be seen
from the trolley cars. Several of these illustratedj talks have

May 27, 1905.]

STREET RAILWAY JOURNAL.

943

been given and have proven exceedingly popular. Mr. Der-
rah also makes it a point to have frequent talks with the con-
ductors and motormen at their various social and business
meetings, and he explains to them how they can help the busi-
ness by pointing out to visitors the various features of interest
on their divisions. At these talks to employees, Mr. Derrah
brings to their attention all the old houses, landmarks, historic
trees and other features associated with the history or literature
of the country and the lives of famous people, and as a result
it is found the conductors and motormen frequently take con-
siderable trouble to inform the passengers as to the best things
to see and the best ways to reach them.

In order to attract general attention and awaken pubHc in-
terest in the beauty spots in the territory served by the trolley
lines, the companies announce a unique photographic contest,
open to amateurs only. Through Mr. Derrah's office, the man-
agement offers liberal prizes in cash and goods to those sending
m photographs having real artistic merit and which show the
most attractive spots reached by the lines. The only condi-
tions are that the photographs must not be less than 4 ins. x 5
ins., nor larger than 8 ins. x 10 ins., and they must be printed
on matte surface paper and mounted, and on the back of each
must be plainly marked the location of the view and the name
and address of the sender. Three photographic experts, well
known in photographic circles in Boston, have consented to act
as judges. The contest will close on Sept. i, 1905. The prizes
for the best photographs are as follows :

First prize, $50 in cash.

Second prize, a Lovell diamond bicycle, for lady, gentleman,
boy or girl.

Third prize, leather-cushioned arm chair.

Fourth prize, an Eastman folding pocket kodak.

Fifth prize, tennis racket and case and one dozen tennis balls.

A feature of the general passenger agent's office will be the
collection of photographs in frames and in albums. These
views have been carefully selected to show scenes and objects
01 especial historic interest in Eastern Massachusetts. The
teachers of the public schools in Boston are teaching the chil-
dren about these places, and Mr. Derrah has extended an in-
vitation to all the schools to bring the children to the office and
let fhem study the photographs. It is believed this privilege
will be appreciated and it will undoubtedly lead to the teachers
taking the scholars to see the places represented by the pictures.

REMARKABLE ACCIDENTS IN CLEVELAND

Two remarkable accidents occurred in Cleveland recently.
On Saturday morning, May 13, a limited car on the Lake Shore
Electric Railway was derailed on the Rocky River viaduct, west
of the city, and crashed through the rail. Here it hung sus-
pended over the side of the bridge, miraculously escaping a
drop of 100 ft. to the river bank. The height of the bridge and
the dangerous position of the car are best explained by the
accompanying illustration. The car was tilted at an angle of
60 degs., and the fact that one corner struck a trolley pole was
all that saved it. Sixteen passengers were removed, none of
whom was injured. So precarious was the position of the
car that President Warren Bicknell, of the company, who was
at the scene of the accident, refused to allow the crew to board
the car to remove the passengers' baggage. Considerable diffi-
culty was experienced in saving the car, and the track was
cleared only after thirty-six hours of work.

Within twenty-four hours of this accident, a car on the
Akron, Bedford & Cleveland line jumped the track on the Hum-
boldt Street viaduct. The rear trucks left the track and that
end of the car swerved around and crashed through the. railing.
Like the Lake Shore car, it hung suspended at great height.
The sixty passengers had to emerge through the motorman's
cab. No one was injured.

Careful investigation has failed to reveal the cause of either
of the accidents, so the officials of the roads claim. In the case
of the Lake Shore accident, the track was laid at the side of the
bridge, l^he car having less than 2 ft. of clearance from the
bridge rail. This construction was in compliance with a loca-
tion assigned by the County Commissioners, and against which
the railroad protested. The track was laid with a Boston sec-
tion grooved rail, and there was no guard rail except a 4-in. x
6-in. oak guard rail for the bridge. The cars are fitted with

AKRON, BEDFORD & CLEVELAND CAR ON VIADUCT

steel tires, with a iy&-in. flange, and the indications are that
the wheels ride on the flange on this track, and it is thought
that a pebble in the groove was the cause of the derailsnent.
The car was moving not to exceed 5 m.p.h.

The other accident was even more mysterious. There are
double tracks in the center of the roadway. The space at the
side of the track is 12 ft., and there is a 5-ft. sidewalk 6 ins.
above the roadway. An 8-in. 80-lb. T-rail is used on the
bridge, which is paved with block, and there is a guard rail
adjoining the track rail. On the approach to the bridge a
grooved rail is used. It was on these rails that the rear

\'li:\V (IF LAKE SIKiRF CAR FK()^r RIVER

trucks of the car left the track. It then jumped over the
sidewalk and carried away 10 ft. of the railing. The
front trucks remained on the track. The only explanation
oft'ered is that a bolt . or some hard substance dropped in the
groove of the rail and then bounded out again after the
car had been derailed, for no clue could be found after the ac-
cident. In neither instance was the track found to be out of

A touring car service has been started by the Birmingham
Railway & Light Company. These tours are made at 9 a. m.
and 3 p. m. each Tuesday and Wednesday. They last three
hours, and enable everyone who makes the trip to see a great
deal, if not all, that is interesting in the Birmingham district.

944

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

ELECTRICITY ON STEAM RAILROADS*

BY CLEMENT F. STREET

At the present time the demands of heavy suburban service
are beyond the capacity of the steam locomotives, and the in-
dications are that within a few years a large proportion of this
service will be handled by electric equipment. The next class
of service in which it will be introduced is for the operation of
pushers on heavy grades, and from this and suburban service,
extensions will undoubtedly be made to entire divisions and
trunk lines. The extensions to trunk lines will not be made in
the near future, as the heavy expenditures and the engineering
problems involved will retard this development, but when traf-
fic conditions demand the change it will be made.

ELECTRICITY FOR SUBURBAN SERVICE
The proper handling of suburban service of steam railroads
is probably receiving more attention than ever before. In the
past there has been a tendency to look upon this service as a
necessary evil and any solution of the problem of making it
pay a hopeless task. There have been good arguments in favor
of assuming this attitude, but the conditions have changed, and
it is believed at the present time suburban traffic is attractive
as a possible source of revenue. One of the changes which has
taken place is the elimination of a large portion of purely local
traffic which has been mixed with it, and which is undesirable
if it must be handled on the same tracks and with the same cars
as the suburban. The electric street railways have taken over
practically all of this local traffic, and as they are built primarily
for the purpose of handling it, it is their legitimate field. With
this eliminated, the suburban lines can introduce schedules and
equipments designed for purely suburban traffic and handle it
efficiently.

Some of the benefits which are derived from this change are
as follows :

Increase in gross receipts.
Better application of power to trains.
Increased capacity of terminals.
Reduction in operating expenses.
Reduction in terminal costs.

Reduction in cost of maintenance of equipment.
Increased reliability of service.

INCREASE IN GROSS RECEIPTS

When the steam locomotive is abandoned in a suburban ser-
vice it will be for the reason that it cannot meet the demands
of that service. The conditions which exist in our large cities
are constantly increasing these demands, and even the best is
never quite good enough. It needs no argument to prove that
a better suburban service can be given with electric than with
steam equipment, and all records show that the introduction of
electricity is followed by a large increase in gross receipts.

All suburban traffic is competitive in one way or another.
If a territory is served by only one road, that territory comes
into competition with some other territory, and the one having
the best service will build up more rapidly. The road giving
the best service will therefore receive not only a greater pro-
portion of the existing traffic, but will also secure an increased
revenue owing to traffic arising from the building up of the
territory through which it runs.

APPLICATION OF POWER TO TRAINS
A system of traction having power units attached to the
trucks of the cars is desirable for suburban service for the fol-
lowing reasons :

(1) A high rate of acceleration can be obtained.

(2) A change in the weight of a train does not cause a cor-
responding change in the rate of acceleration.

* Abstract of a paper re.^d at the May (1905) meeting of the Western Rail-
way Club.

(3) The rate of acceleration can be changed to suit different
conditions.

(4) Switch engines are not required.

(5) Draw-bar strains are distributed.

These are all important in the operation of suburban service,
and therefore it is not believed that any system of locomotives
or other single power units will ever again be extensively in-
troduced into this class of traffic. Diagrams Figs, i and 2 illus-
trate the relative accelerating power and flexibility of the two
systems. Diagram No. i represents approximately the change
which was made in the equipment used on the Manhattan Ele-
vated when electricity was introduced. The steam lotomotive
formerly used on this road weighed about 24 tons and the cars
about 20 tons. The electric equipment weighs about 7 tons,
the motor cars about 27 tons, and the trailers 20 tons. The
draw-bar pull of each system is computed as 25 per cent of the
weight of the locomotive and motor cars. This rating shows a
draw-bar pull of 12,000 lbs. for the locomotive, which, of
course, remains constant regardless of the weight of the train.
The draw-bar pull of one motor car is 13,500 lbs., which gives
27,000 lbs. for a three-car train having two motor cars, and
54,000 11)s. for five-car, six-car and seven-car trains, each of
which is run with four motor cars.

The lower curve of Diagram No. i shows a comparison of
the draw-bar pull per ton of train, with steam and electric
equipment. From this diagram it will be seen that this figure
for a three-car train with steam equipment is 142.8 lbs. per ton,
while with the seven-car train it falls to 73.1 lbs. per ton.
With electric equipment, a three-car train has a draw-bar pull
of 364.8 lbs. per ton, and seven-car train, 329.2 lbs. per ton.

The cars in use on the Manhattan Elevated are much lighter
than those in general use for the suburban service of steam
railroads, and an indication of what can probably be done in
the equipment of these heavy cars is given in the adjoining
diagram (Fig. 2), where a comparison is given between loco-
motives weighing 100 tons, hauling cars weighing 35 tons, and
motor cars weighing 51 tons with trailers weighing 35 tons.
Under these conditions it will be seen that with a nine-car
train the draw-bar pull is 50,000 lbs. with a steam locomotive
and 127,500 lbs. with electric motors. With electric equipment
it is assumed that five motor cars will be operated with a nine-
car train, but it may be found better practice to use six motor
cars with a train of this weight, and under this condition the
electric equipment will have a still greater advantage.

The total weight of train as shown in Diagram i is very
nearly the same for both systems, but when heavier equip-
ments are used, as shown in Diagram 2, the electric equip-
ment has a considerable advantage. With three-car and four-
car trains the difference is 68 tons, with five-car trains, 52
tons, and with six-car trains, 36 tons. A large proportion of
suburban service is handled in trains of from five to seven cars,
and a considerable number of three-car and four-car trains are
operated in this class of service. In view of this fact, this
saving in dead weight is important.

INCREASED CAPACITY OF PRESENT TERMINALS
The introduction of electricity is followed by an increase in
the capacity of existing terminals for handling trains. During
the rush hours of the day these terminals are generally very
much overcrowded. There is unavoidably a considerable
amount of confusion, dirt and noise, owing to the presence of
locomotives, each of which will, in spite of all precautions
against it, discharge some smoke and cinders.

When a train enters a terminal the usual procedure is — after
the passengers leave the cars — for the locomotive to be dis-
connected, a switch engine attached to the train, the train
hauled to the yard and the locomotive switched to the round-
house. This requires from five to seven switching operations.
When a train is made up, it is, as a rule, hauled to the depot

May 27, 1905.]

STREET RAILWAY JOURNAL.

945

by a switch engine and the locomotive afterward attached. In
some places, where terminals are very much congested, the
road locomotives haul their own trains to and from the depot,
and where this is done the train must be made up in the yards,
where a corresponding number of switching movements take
place.

Trains handled by electricity require only one or two switch-
ing movements for accomplishing the results
outlined. On these trains the motormart " '

merely carries his operating lever from one
end of the train to the other, and the throw-
ing of one or two switches is the only opera-
tion required for fitting the train for a run in
the opposite direction. The making up of
trains and hauling of them to the depot can
be performed entirely by the motor cars them-
selves, and switch engines for this work can
be dispensed with.

The rapid acceleration of electric trains is
another feature which increases the capacity
of terminals, as it enables a more rapid move-
ment of trains than that obtained by the use
of switch engines.

subject. The cost of operation, however, is easily obtained,
but there is a wide variation which is governed by the condi-
tions. At one roundhouse where 3900 locomotives are handled
per month, the cost is $1.35 per locomotive; at another point
where 1134 locomotives are handled per month, the cost is
$1.97 per locomotive; at another point where 2750 locomotives
are handled per month, the cost is $1.38 per locomotive; at

^ Cenfs per car milg Cenh ptr cur rrn/r Cenh per car mile

REDUCTION IN OPERATING EXPENSES
All records show that a reduction can be
made in the cost of conducting transportation
by the introduction of electricity, but it is dif-
ficult to secure figures which will enable an
exact analysis of each of the items which go to make up this
saving. The reduction in the cost of the train crew, however,
can be obtained by making a very few figures in connection

6 86
3 7 O

54&
Til
.133
34}

Fiainfenance of Cc,

!!

U

-i

-i

n

1,

0 -A

S 1

00 1

?5 t

'o 1

75 2*

Weigh f of ^rain fons.

Wr.ghf 0/ frain tons

FIG. 1.— DIAGRAMS FROM MANHATTAN
ELEVATED

0

S

L-

0

SI

S

^,

0

8-

S~

>

0

X

10 —

i

St

n

'J

IX 1.

•0 2

30 2

To I

00 3

7°

00

with any specified service. Figures regarding the cost of car-
ing for equipments at terminals show interesting comparisons,
and therefore some of them will be given.

For the care of locomotives at terminal points, roundhouses
must be installed and maintained, and as these structures must
be of a permanent character, their first cost is high.

There is such a variation in the first cost of these plants that
it is impossible to give even an approximate estimate on this

FIG. 3.— OPERATING COSTS OF TWENTY-TWO ELECTRIC RAILWAYS

another point where 3100 locomotives are handled per month,
the cost is $1.20 per locomotive; at another point where 1500
locomotives are handled per month, the cost is $1.75 per loco-
motive. The average being 2476 lo-
comotives per month at $1.53 per lo-
comotive.

'The above figures do not in any
case include the cost of removing
ashes from the cinder pits, cost of
handling coal, or the cost of supply-
ing sand and operation of the sand-
house, or the cost of steam heat and
water. These figures refer in all
cases to the cost during compara-
tively warm weather, and also at
point where fairly good water is ob-
tainable and only a small number of
boilers are washed. At points where
bad water must be used, and at these
same points during winter months,
when snow and ice must be removed,
these costs are higher.

With electric cars the terminal
costs are reduced by about 60 per
cent and the investment in buildings
and equipment reduced by 80 per
cent or 90 per cent. The following
table gives a general outline of about
what is accomplished in this direc-
tion :

Roundhouse — Eliminated.
Cinder Pit — Eliminated.
Washing Boilers — Eliminated.
Cleaning Flues and Grates — Eliminated.

V^eighf of ham tons
Weight of motor cars

SI Tor, s
35 -

locomotives, 10 0 ■■

Weight of tram fons

FIG. 2.— DIAGRAMS OF HEAVY TRAINS

Packing Cellars — Eliminated.
Firing Up Engines — Eliminated.
Turntable Expenses — Eliminated.
Wiping — Practically eliminated.
.Sandhousc Expenses — About equal.
Water Supply — Practically eliminated.
Coal Trestles — Eliminated.

946

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

The arrang-ements made for handling of coal and ashes trans-
ferred to the central power house, but owing to the better facili-
ties installed, the cost of doing the work can be reduced.

On two elevated roads the practice is to make an inspection
of each car before it enters the service in the morning. After
it has run about half a mile an inspector boards the car and
questions the motorman regarding the operation of each por-
tion of its equipment. Motor cars in constant service make an
average of 220 miles per day, and after they have run about
50,000 miles are taken into the shop and thoroughly over-
hauled.

The cost of labor for making inspection under each system
as above outlined, and also light running repairs, is from 20
cents to 25 cents per motor car per day. Assuming that six-
car trains can be operated by one locomotive or by three motor
cars, this gives a terminal cost of about 65 cents for electric
.equipment and $1.53 for locomotives. Where heavy service is

maintenance of steam plant, electric plant, cars, electric equip-
ment of cars and shop expenses. In the majority of cases the
two largest items which go to make up this cost are the main-
tenance of the cars and the maintenance of the electric equip-
ment of cars. The cost of maintenance of the steam plant and
the electric plant is so low 3s to be of very little importance.
The general manager of one of the roads states that the total
cost of repairs to three generators of 1500-kw and three of 800-
kw capacity during the year 1904 was less than $700.

All railroad men know that there is such a great variation
in the conditions on dif¥erent lines that it is impossible to draw
conclusions from a comparison of the records of costs of the
same operation on two different systems, and this variation
extends to different points on the same system. The variation
between the conditions of operation and character and weight
of equipment on electric street railways and on steam railroads
is greater than between any two steam railroads, and there is

TABLE NO. 1.— COST OF REPAIRS AND RENEWALS OF CARS AND LOCOMOTIVES ON STEAM RAILROADS

I

2

3

4

5

6

7

8

0

10

r I

12

13

Total...
Average

Parlor

and
Sleeping
Cars.

143

9
2
12
3
45
10

224

Private

and
Hotel
Cars.

40

Dining
Cars.

First -Class
Passengers.

21

5

14
II
6

976
1,249

953
496
214
239
474
80

25
69

41

59
41

Second-Class
Passengers.

267

II

45
II

62

4,916

15
22

Combination

Baggage
and
Passenger.

206

257
240
112
20
70

85
24

IS
5
I

13

401

1,056

Baggage,
Mail
and

Express.

Total.

Av. Cost
Rep. &Ren.

per Car
per Year.

628
277

357
262

145
162
60
32
57
25
19

2,103
1.935
1.574
9°5
456
491
668
161
120
103

73
72

$794.65
480 . 00
507.07
773-46

1,051 .62
780.91
273.02
600 . 12
865.52
92S.45
634-63
235-45
608.87

2,042

8,741

8729.57

Number

Locomotives.

1.763
983
989

1,072
601

765
186

149
162
146
166

15
231

7*228

Av. Cost
Rep. &pen.
per Loco,
per Year.

$2,066.65
I.53S-42
1,164.18
2,372 . 14

3.392.87
2.673-57
1.346.37
1,920.54
1.737.62

2,920.84
2,767 .64

2,378.11

1,790.21

$2,212 .i

being operated, this difference amounts to from $30,000 to $40,-
000 per year which is saved by the adoption of electricity.

MAINTENANCE OF EQUIPMENT

It is practically impossible to secure any figures which will
give an absolute comparison between the cost of maintaining a
steam and electrical equipment, as there is such a wide varia-
tion in the manner in which records are kept. As a rule, the
records of the cost of maintenance of electrical equipment are
much more complete than those of steam, and as this is a mat-
ter in which steam railroad men are vitally interested, some
figures taken from these records will be given. The accom-
panying diagram (Fig. 3) gives figures which have been com-
piled from the reports of twenty-two electric roads, four of
which are elevated and tlie remainder surface lines.

It will be noted that tlie average cost of maintenance for
electric equipment of cars per car-mile is only .580 cent, which
is only 4.33 per cent of the total cost of operation. This cost
includes the maintenance of electric heaters and electric lights,
which are used on nearly all of the roads from which these
records have been taken.

There is a wide variation in the cost of operation of power
plants per car-mile, which, it will be seen, varies from 1.173
cents up to 3.830 cents, with an average of 2.277 cents. This
variation is due largely to the conditions under which the dif-
ferent power houses are operated. The lowest costs are for
plants having a number of separate units, and when these
units are in use they are usually worked to their full capacity.
One of the roads for which this item is high purchases all of
its power, but another one showing a low cost is following the
same practice. Nearly all of the roads purchase a portion of
the power used.

The costs given for maintenance of equipment include the

also a wide variation in the systems of keeping accounts. It
is therefore impossible to find any basis upon which to make a
comparison between the cost of maintaining the two classes of
equipment, but merely as a matter of general interest Table
No. I is presented. It will be noted that it includes the average
cost of maintaining 224 sleeping and parlor cars, 40 private
and hotel cars and 62 dining cars. The cost of maintaining
this class of equipment is necessarily high, and therefore brings
up the average to figures considerably above that of maintain-
ing passenger cars alone. On the other hand, it includes 2042
baggage, mail and express cars, which would have a tendency
to reduce the average figure.

Even after all of the variable features are taken into con-
sideration, it is still interesting to note that the average cost
of repairs and renewals per year for these cars is nearly three
times as great per car as the average cost for maintaining steam
plant, electric plant and cars on electric lines. In considering
these figures it must also be borne in mind that in the costs
given for repairs and renewals of cars and locomotives on
steam railroads, a portion of the expenditure is for the building
of new equipment, which should not justly be charged to re-
pairs. This is owing to the peculiar system of bookkeeping
which is known to exist on some steam railroads.

The figures given for the cost of repairs and renewals to
locomotives per year are believed to be a fair average. It is
generally understood that the introduction of heavy locomo-
tives which has taken place during the past few years has in-
creased this cost to figures which are somewhat startling. The
records of some roads for the year 1904 give the cost of repairs
and renewals per locomotive per year at from $3,500 to $3,700.

An item of considerable consequence in connection with the
maintenance of steam locomotives is the fact that each one of
them must receive heavy repairs on an average of about every

May 27, 1905.]

STREET RAILWAY JOURNAL.

947

twelve months, and as the making of these repairs requires a
period of from thirty to forty days' time, a locomotive is only
available for service about nine-tenths of the period of its ex-
istence. This results in the tying up of large sums of money
without earning power.

Electrically-operated cars have a material advantage over

service under another body. The trucks are all interchange-
able, so that in case one of them needs repairs it can be re-
placed by another and the car retained in service. The time
required in well-equipped shops for removing a truck and put-
ting another one in its place is from thirty to forty-five minutes.
This makes an extremely flexible system and one under which

TABLE NO. 2.-ANALYSIS OF OPERATING EXPENSES IN PER CENT— ELECTRIC RAILWAYS

Column 1.

Way and
Structures.

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

■P

Q

R

S

T

U

V

Average

7.09

2.363
6.480
6.984
13.030
7.871
1 1. 164
10. 117
6.408
6.967
10 . 207
10 . 14.6
10.127
5-674
5-895
7-
5-
4-
4.869
6. 146

Column 2.

Maintenance
Equipment.

•500
.720

?2

7-457

9-46

1 2 . 400
8.500
10.154
13.258
10.159
9 . 162

12.433
14.176

8-393
12.996
12.655
14. 117

13-447
11.245
14.651
II .418
14.416
12 .967
8.067

Column 3.

Cost of
Power.

Column 4.

Operation
Cars.

1 1 . 704

7 .690
15.247
18.844
17.030
15 . 160
23-914
15-364

8.805
19.163
19.301
14.123
15 .966
18.732
19.218
13.284
18.251
18.783
12.310
22 .632
15.441

34-336

56.990

48.450
51 .700
39.990
43-874
53-613
40.975
42 .071

50.736
52.299
47.278

47-457
47-587
43-380
42.523
32 .906
40.705
45-845

43-326

Column 5.

General
Expense.

Column 6.
Operating

Cost
Per Cent,
of Earnings.

18.770

19.740
18.160
18.962
14.474
19 .802

19-536
16.078

14-552

16-375
10.787
10.514
14.885
14.284
21-554
32-633

19-525
19 .916

'81^25

17-314

45-879

17.298

53-13
69 .07

63-74
75.06
60 . 12
67-36
68.55
71.94
86.39
73-79
55-35
61 .03
76.99
78.00
68.70
58.00
65.07
55-20
62.13
59.86
59.80
55 -80

Column 7.
Maintenance

Electric
Equipment

of Cars.

3-370

3- 427
4.819

5-730
3 - 100

4- 173

5- 130
4-950
3-446
4.887
5.667
3 . 1 16

3- 585

4- 593
4.528

5- 573
2-745

Column 8

Maintenance
Electric
Line.

3- 521

4- 950

65.72

4-332

2.839
1 .920
1.803
1.249
1-495

1- 337
3-057
1 .829
2.564

2- 715
2 .012
1.584

2-374
2.168
2 .311
2.451
2 . 280

2 .201
1-576

2.093

Column 1 includes: Maintenance of track and roadway, electric line, and buildings and fixtures.

Column 2 includes: Maintenance of steam plant, electric plant, cars, electric equipment of cars, miscellaneous equipment and shop expenses.
Column 3 includes: Power plant wages, fuelffor power, water for power, lubricants and waste, miscellaneous suppUes and hired power.

Column 4 includes: Superintendence of transportation, wages of conductors and motormen, wages miscellaneous car service employees, wages of car house employees, car ser-
vice supplies and miscellaneous expenses, hired equipment, cleaning and sanding of track and removal of snow and ice.

Column 5 includes: Salaries of general oUicers and clerks, printing and advertising, damages, legal expenses, rent, insurance and miscellaneous expenses.

TABLE NO. 3.— ANALYSIS OF OPERATING EXPENSES IN PER CENT— STEAM RAILROADS

Column 1.
Maintenance
Way
and
Structures.

Column 2.

Maintenance
Equipment.

Column 3.

Conducting
Transportation.

Colunm 4.

General
Expenses.

Column 5.
Operating

Cost
Per Cent,
of Earnings.

Column 6.
Repairs
and
Renewing
Locomotives

Column 7.
Repairs
and
Renewing
Cars.

Column 8.

Fuel for
Locomotives.

19.636

20

350

56

755

3

-259

75

.84

6

.821

.121

9

-529

17.870

1 1

980

67

470

2

.680

78

•95

4

.310

I

•657

16

.690

15-133

13

109

68

431

3

■327

76

•43

4

•750

3

. 292

19

-558

12.876

19

438

64

259

3

427

*i36

00

9

.804

2

698

10

.898

29-532

17

775

50

883

I

810

77

006

8

•354

I

964

9

•553

21 .627

24

713

50

405

3

255

73

38

10

775

020

1 1

820

15-369

12

377

68

738

3

516

78

83

5

228

3

800

13

729

2 1 . 000

18

868

56

566

3

566

73

78

6

476

2

186

12

595

25 .611

20

375

50

783

3

231

58

21

5

897

2

176

1 1

467

28.224

23

685

46

065

2

026

lOI

27

8

389

I

88 1

9

948

19 . 722

15

886

62

553

839

80

46

7

450

751

13

180

15.680

14

220

64

743

5

357

65

66

9

065

4

326

10

287

12 . 704

23

573

60

075

3

648

59

33

9

861

I

i6t

7

608

20 .850

II

790

50

720

7

640

65

67

3

747

I

666

10

986

19-230

16

980

55

940

7

850

85

05

7

267

2

317

9

395

24 . 200

15

390

54

100

6

310

81

22

6

215

I

277

10

251

IQ .710

13

850

58

180

8

260

74

93

5

864

2

112

10

630

21.730

18

120

53

600

6

550

77

47

7

434

I

839

8

118

20.539

17

355

57

791

4.308

75

50

7.

094

2

29 1

1 1

457

I

2

3

4

5

6

7

8

9

10

II

12

13

14

15

16

^7

18

Average

*Not included in average.

Column 1 includes: Maintenance of roadway, rails, ties, bridges, fences, buildings, docks ancj telegraph lines
Column 2 imludcs: Repairs and renewals of locomotives, cars, marine equipment, .shop machinery and took.

Column 3 includes: Su|3erintendence, engine and round-house men, fuel, water, oil and waste, train service and suppUes, switchmen, flagmen and watchmen, telegraph and
telephone, station .service and supplies, car mileage, damages, wrecks, operating marine equipment, advertising, agencies, elevators and stockyards, rents and stationery.
Column 4 includes: Salaries of general officers and clerks, general office expenses, insurance and law expenses.

the steam locomotive in this regard. The records show that
only 2'/> per cent to 3 per cent of the trucks are out of service
for heavy repairs, but this is not the controlling feature of the
availability of the equipment for service, as from 5 per cent to
6 per cent of the car bodies are usually out of service for paint-
ing and varnishing. The practice is, therefore, to have 2 ])er
cent or 3 jjer cent more car bodies than trucks, and when a
body is taken to the shop for painting and varnishing, tin-
trucks — if they are not in need of heavy repairs — are kept in

a large percentage of the equipment can Ik- kept in coiUmual
service. The parts of electric equipment which wear out and
rc(|uirc renewal are so few in compariscm with llinse on a bico-
niotivc that neglect in keeping up re]);iirs (bics iKit result in a
corresponding deterioration in its condition.

The records of maintenance of electric line i>er mile per year
sliovvs an average of $149.11 foi' eighteen different roads. Some
i)f these are operating a portion of their cars tlirough siilnir])an
districts, and all of them operate through large cities where

948

STREET RAILWAY JOURNAL.

[Vol. XX No. 21.

they must contend with a complication of telephone and tele-
graph wires, also crossings and curves which necessitate a
complication of guy wires. The cost of maintaining an elec-
tric line on a private right of way is lower than the average
figure here given. For lieavy service catenary cables are
used for suspending the trolley wire, which further decreases
this cost. It will be noted from the table that the cost of main-
taining an underground conductor is $960.39 per mile per year,
and owing to this high figure it is not included in the cost of
maintaining overhead conductors.

The fact that the percentage of earnings required for oper-
ating electric lines is lower than that required for steam rail-
roads is frequently commented on, and therefore comparisons
shown in Tables 2 and 3 will be of interest.

Table No. 2 shows the percentage of earnings required for
operation, and the percentage of total operating costs required
for the maintenance of equipment, cost of power plant, cost of
cars, maintenance of way and structures, general expenses,
maintenance of electric equipment and maintenance electric
line on twenty-two different street railway lines.

Table No. 3 gives the percentage of earnings required for
operation on eighteen of our largest steam railroads. This
table gives the percentage of operating expenses required for
maintenance of way and structures, maintenance of equipment,
conducting transportation, general expenses, repairs and re-
newals of locomotives, repairs and renewals of cars, and fuel
for locomotives. On the steam railroads the maintenance of
equipment represents 17.355 P^r cent of the total cost of opera-
tion, while on the electric lines this represents 11.704 per cent.
On the steam railroads the repairs and renewals of locomotives
represent 7.094 per cent of the total cost of operation, while
on the electric lines maintenance of electrical equipment of
cars represents 4.332 per cent of the cost of operation. These
items are not comparalile and are presented only for the pur-
pose of giving a very general indication of the comparative cost
of maintaining electric and steam equipment.

RELIABILITY OF SERVICE

The records of a large elevated railway show only one-third
as many delays to service owing to failure of equipment since
electricity was adopted as there were when operating with
steam. These records refer to actual number of delays and
do not take into consideration an increase of more than 20 per
cent in the number of trains operated. Some of the officials of
this road state that this is the most important benefit which
that company has derived from the adoption of electricity.
This reliability of service is of even more importance to steam
railroads than to the elevated, where suburban service is oper-
ated on the same tracks as through trunk line trains, as any
delay to the suburban service is not only a cause of annoyance
and expense in itself, but is also the cause of annoyance and
expense in connection with the through service.

It has been said as an argument against electric equipment
that a failure at the power house will tie up the entire service,
while if a locomotive fails it does not have any effect on other
locomotives operating on other sections of the line. This is
true, but the above re:ord is conclusive evidence of the fact
that a central power house gives a more reliable service than
can be obtained by the use of steam locomotives. In consider-
ing this feature of the quest'on it should be borne in mind that
the conditions under which steam locomotives were operated
on the elevated railways were unusually favorable, and the
punishment to which they were subjected was not as great as
that which locomotives receive in a heavy suburban service on
surface lines.

One of the causes for this reduction in the number of fail-
ures of equipment is undoubtedly ow'ng to the even distrilni-
tion of drnw-bar strains. With electrical equipment these are
distributed throughout the train in a manner which compels

each car to do its share of the work, and it is only reasonable
to expect that with such a distribution there will be fewer
failures.

COAL CONSUMPTION

L. B. Stillwell, in a discussion before the International En-
gineering Congress at the World's Fair in St. Louis, made the
following statement:

"The saving in coal with a central station electric power
plant over steam locomotives is greater than is often assumed.
The plant of the Manhattan Elevated delivers power to the
switchboard at the rate of 2.6 lbs. of coal per kw-hour under
conditions of full load, and the power is delivered to the motors
through the third rail with about 60 per cent efficiency, giving
a consumption of 4.3 lbs. per kilowatt, or 3 lbs. per horse-power
at the draw-bar. A road with heavy traffic and a large and
efficient central power station should use only about half as
much coal as when using steam locomotives, and this may even
be reduced under favorable conditions to one-third."

The cost of electric power per kw-hour is well established by
records from large numbers of power stations which have been
in operation for many years. This figure, of course, varies
with the price of coal. On a basis of coal at $2.75 to $3 per
ton, .0050 per kw-hour at the switchboard is a very fair figure,
but tests have been made which were as low as $.0036. All
records which have been made show very clearly that with a
heavy traffic the cost of coal is very much less with electric
than with steam equipment.

This is a very important item in the question of the cost of
operation, but is insignificant in comparison with the large
question of furnishing a railroad service which will meet de-
mands and develop the earning capacity of a road to its fullest
extent.

LIGHTING AND HEATING

The cost of lighting cars by electricity on the elevated rail-
ways is only about 12 per cent of the cost of doing this work
under the systems which were in use before the introduction of
electricity. This is, however, one of the smallest features for
consideration, as there is no other one thing which adds more
to the attractiveness of any service than well-lighted cars. The
fact that this is recognized by railway officials is borne out by
the large expenditures which are being made for the purpose
of equipping cars with electric light, as this is recognized to be
the ideal light for all purposes. Where cars are propelled by
electricity it is a matter of very small expense to introduce a
complete system of electric lights ; the cost of power for fur-
nishing them and the cost of their maintenance are insignificant.

The ideal method of heating cars, from an operating stand-
point, is by electricity, but the cost of fuel with this system is
much higher than by the use of steam. The existing systems
can be used for heating at terminals and electric heaters used
where the cars are in service. Under either this plan, or elec-
tric heaters alone, the cost is a very small item in relation to
the total cost of operation.

SYSTEMS OF ELECTRIC TRACTION
Two systems of electric traction are in use in this country.
They are designated as the direct-current or d. c. system, and
the alternating-current or a. c. system.

The d. c. system cannot meet all the demands of heavy trunk
line railway service. It should not therefore be installed on
suburban lines, as any system introduced for this service should
be one which can be extended to meet the requirements of all
classes of service. It would be just about as reasonable to un-
dertake to operate all of our steam locomotives with a uniform
boiler pressure of 50 lbs. per square inch as to undertake to
operate a heavy freight service with an electric current of 600
volts. If our through passenger and freight service is ever
handled by electricity, it will be at much higher voltages than
those which can be obtained with the d, c. system, This sys-

May 27, 1905.]

STREET RAILWAY JOURNAL.

949

tern, in addition to placing a limit on the voltage, requires the
use of a third-rail conductor for heavy service. This type of
conductor has its place. It is giving excellent satisfaction on
elevated railways, and on some lines conditions exist which will
not permit of the use of any other type. Where conditions will
permit of the use of either the third rail or an overhead con-
ductor, due consideration should be given to the following ob-
jections which have been brought to the third rail:

(a) It cannot be used in terminals or yards where switching
is done, and therefore this work must be performed by steam
locomotives, or an overhead conductor installed, which involves
two systems of collectors.

(b) Liability of fire in case of wrecks. A number of fires
have resulted from cars coming in contact with the third rail
and causing a short-circuit to the track rail.

(c) Danger to track walkers, section gangs, train men and
trespassers. A large number of such persons have been maimed
or killed by coming in contact with third-rail conductors.

(d) The rail must; be broken at grade crossings and the
power cut off the trains at such points, or an overhead conduc-
tor installed.

(e) The liability of the third rail to become displaced by a
derailment.

(f) The necessity of accurate adjustment in height. A varia-
tion in the height of the rail may interfere with the service.

(g) Difiiculty of keeping it free from snow and ice. With
a protected rail a heavy sleet storm will fill the space above the
rail solid with ice and tie up the road.

(h) Danger to section gangs employed in tamping ties and
renewing rails. It would be practically impossilile to renew a
long section of track rail under the system commonly employed
without cutting the current out of the third rail.

(i) Difficulty regarding clearances. Where the third rail
has been installed there has been trouble in fixing a location in
which it would clear locomotive cylinders, trucks of cars and
other parts of the rolling stock. Also in clearing station plat-
forms and building along the right of way.

(j) The cost of installation is subject to small variation and
must be almost as great for light traffic and easy conditions as
for heavy traffic and severe conditions.

Each one of these objections should be given consideration
only as it relates to a particular installation which is being
considered. There are places where the advantages to be
gained by its use will more than of¥set all of these objections,
and it is the best form of conductor to use.

With the single-phase a. c. system, the overhead conductor
is used. It has objectionable features, some of which are as
follows :

(1) Difficulty of securing head room through tunnels, under
bridges and existing structures. These have lieen so serious as
to compel the use of a third rail at some places.

(2) Snow and ice will collect on the trolley wire.

'(3) Poles and guy wires break and allow the trolley wire
to fall.

(4) Trolley wire break.

Both of these lists could be increased and others given setting
forth the advantages of both types, but such a procedure would
prove nothing. The strongest argument which can be brought
to bear on this large subject is in favor of the overhead con-
ductor, viz. : It is in successful operation on thousands of
miles of railway. The structure for supporting this type of
conductor can be varied to suit conditions.

DISCUSSION

A discussion which followed the reading of the paper on
■ electricity on steam railroads by Clement F. Street at the West-
ern Railroad Club, May 16, 1905, was mainly participated in
by electric railway engineers, who had been especially invited
to attend the meeting. The steam railroad men who com-
])osc this organization did not lake much part.

Prof. Goss, of Purdue University, referred to the author's
statement that with electric traction it was possible to deliver
I hp-hour at the car axle for 3 lbs. of coal. He presumed this
figure represented the most favorable performance of electric
traction that could be expected. In this connection it is inter-
esting to note that tests which he had looked over, and which
would be published in time, showed that the modern simple
steam locomotive, under favorable conditions on the road,
wotdd at all times deliver a hp-hour at the axle for less than 4
lbs. of coal. A modern compound locomotive would deliver a
hp-hour at the axle for less than 3 lbs. of coal, and sometimes
as low as 2.2 lbs. The coal in both cases would be of good
quality. While this was only one of the points to be considered
in a discussion of this kind, the comparison was interesting.

George A. Damon, when called upon by the chairman, re-
ferred briefly to a number of computations on the electrical
equipment of steam roads which the Arnold Company had
made. He also briefly reviewed the progress in electric railway
engineering and told what the electric engineer has to offer to
the steam railroad man to-day. One of the reports referred to
was on the electrical equipment of 180 miles of a Western rail-
road which it was proposed to supply from a water-power plant.
In this case the electrical equipment would have cost $15,000
per mile, and the possibility of making the increased earnings
resulting from the change pay the interest of the investment
was doubtful. Recently his company had figured on the elec-
trical equipment of 100 miles of steam road in Canada. With
the mqjrovements in the art, due to the introduction of single-
phase motors, they were now able to figure that the cost on
this Canadian road would be $10,000 per mile for electrical
equipment, which showed that electrical engineers were getting
nearer to a solution of the question. In figuring on such an
electrical equipment, a curve was plotted, showing the interest
on investment, plus operating expenses per ton-mile with vari-
ous total ton-mileages. This was done both for steam and elec-
tric operation. With electrical equipment, the curve of cost per
ton-mile started at a high point and declined very rapidly be-
cause of the large investment per ton-mile carried when the
ton-mileage was small. The curve for steam haulage is much
nearer straight. At the point where steam and electric curves
crossed, it would pa_v to begin the electrification of the road.
He also referred to the electrical equipment of the Grand Trunk
Railway tunnel between Port Huron and Sarnia, under the St.
Clair River. In this case, one of the first objects was to do
away with the gases from the steam locomotive, which had
proved fatal in several cases. Incidentally, the company would
gain other advantages, one of which was that the capacity of
the tunnel would be increased from three trains per hour to
four trains. There would also be a better load factor on the
locomotives in operation, as pushing locomotives were obliged
to lie idle a large amount of time each day. In connection with
this plant, they were figuring on thermal storage in the boiler
room, so as to provide the steam for periods of heavy load
when trains are going through the tunnel.

Fred L. Lucas, manager of the Blooniington, Pontiac &
Joliet Electric Railway, was then called upon and reported a
very satisfactory experience with the General Electric single-
|)linse railway motor in operation on his road. One car was in
operation which had run about 9000 miles. He was pleased to
re])ort that tlfcre was no trouble whatever with the comnuita-
(ion. The car consumption, as closely as they could arrive at
it, was about 2 kw-hours per car-mile, which, with this equip-
ment, was about 53 watts per ton-mile. Some had objected to
the single-phase motor liecausc of its slow acceleration. He
found (hat passengers on his road remarked favor.ably on this
point, and commented on the absence of jerking in starting,
which occurs on many direct-current roads.

11. M. T irincl.crhoff illustrated the advance in heavy electric
railro.'id work, l)v s])eaking of the time when on tlu' 1 nt rannu'al

950

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

Railway at the World's Columbian Exposition. He said that he
and other employees of the road would station themselves at
certain points to the leeward of the track on days of heavy
traffic and judge by the sense of smell whether any given motor
car was able to make another round trip without burning out.
Heavy electric railroad work liad got beyond that stage long-
ago. One point he wished to bring out in connection with
suburban service was that in these days people follow trans-
portation facilities instead of transportation facilities following
the people, as in former years. The steam road that would put
on frequent electric service would find suburban traffic coming
its way. About ten years ago the Garfield Park line of the
Metropolitan Elevated ran for long distances through territory
where there was scarcely a house within two blocks of the line.
To-day this was the best line his company had. He asked why
it was not possible for steam railroads to inaugurate electric ser-
vice on their present rights of wa_v and so prevent the building
of parallel interurhan lines. If a parallel interurban line could
he made to pay, why could not such electric service on the
steam rnad right of wa}' ?

J. R. Cravath, being called upon, spoke especially on the lim-
itations of the locomotive in maintaining a fast schedule during
the rush hours. He l^elieved that the multiple-unit system, with
electric motors irnder a large number of cars on a train was the
only solution for present loss of time during the rush-hour
period. The locomotive at such times finds itself loaded heav-
iest of any period of the day, when, in order to make up for
other delays, it should really be loaded the lightest.

CORRESPONDENCE

RELATIONS WITH THE DAILY PRESS

GALVE.STON CITY RAILWAY COMPANY

Galveston, Tex., May 17, 1905.
Editors Street Rail\v.\y Journal:

Replying to your request for a further discussion on the rela-
tions between a railway company and the daily press, the
writer's opinion on the subject of free passes and the reasons
for his opposition to them were published in tlie Question Box
in your issue of Eeb. 25. While disguised and euphemised as
a "courtes)-," the giving of free transportation b}' a railway
company to anyone in a puljlic capacity from whom it expects
the slightest favor or influence is nothing but a petty bribe, and
no amount of casuistry can make anything else of it, and the
consequences of Ijribery will always follow in a greater or
less degree.

The free transportation equitalily al)olishcd, the railway com-
pany is on a ])usiness plane with every other advertiser, and,
as regards advertising, it should conduct itself and its business
with the paper as such. Eor any public mention that adds or
will add to its convenience, receipts or value, or that lessens its
exi)enses or risks, it should lie willing to pay, and should pay,
the same as any similar advertiser. Furtlier, in case its con-
ditions or facilities are such that it thinks it needs no adver-
tising or that it can do its own advertising itself in its cars,
parks or publications, it should forego some of tliese and
patronize the advertising columns of the papers to an extent
as least commensurate with the traffic patronage it receives
from them. The newspapers, especially "local" ones in the
small cities and towns, depend upon their "news" for their cir-
culation and on their "ads." for their profit, and the local rail-
way company can — and should — aid the papers in both items.

Local news, especially in the smaller cities and towns, is
always welcome to the average newspaper of such localities,
and if the railway company will furnish from its property or
happenings "news" — without trying to run in an "ad." in dis-

guise— it will generally find a willing and grateful recipient in
the press of the locality. In doing all this there are, however,
several things to do and to remember; first, "square yourself"
with the paper or papers, make a friendly call on the proprietor,
manager or editor at a preappointed time, and make that time
at their convenience. Come down to business at once, explain
the policy of your company, its aims and intentions as far as
you are free to do so, learn how the paper is disposed toward
your company, correct any misapprehensions and don't be
drawn into an argument. Have an understanding as to what
is to be allowed as "news" and what is to be charged for as
advertisements, and settle on a — to the paper — liberal rate for
the latter.

Then assure the editor and show him that you will voluntarily,
promptly and truthfully give him everything important in the
way of news in regard to your company that you can give with-
out violating the confidence or contravening the policy of the
owners or injuring the prospect or value of the company. As-
sure him that the inquiries by himself or other of the paper's
representatives in regard to company matters will always re-
ceive courteous attention. In return for this, ask that no com-
munication or article of news adversely affecting the interest
of the company be published without notifying you in regard
to it, obtaining your opinion as to the necessity of its publica-
tion and giving you an opportunity to correct it or reply to it.
Ask also that no communication from, conversation or expres-
sion of opinion of any sub-employee of the company in regard
to company matters or things affecting it be ever published
without being submitted to you for your approval and consent
to its publication. Ask also that any interview with you or re-
marks or conversation attributed to you be submitted to you'
for correction, as written for publication and before it is pub-
lished. Ask that all cases of "hearsay and they say" be veri-
fied through you as managerial head. Ask these as favors,
and in ninety-nine cases out of a hundred your request will be
granted.

If there is more than one paper locally, ])ursue this policy
with all, with the additional understanding with each that all
are to be treated with strict impartiality as to both advertise-
ments and news, others things — such as locality of circulation,
day or hour of issue — being equal. This is important — give no
"scoops" on your company's business or doings; it makes press
partisans and press enemies, and you do not desire the one,
nor can you afford the other, except on a matter of grave
principle.

Now keep to your part of the agreement, give them all the
"news" you possibly can, and give it to them freely, fully and
correctly; if you cannot do so, in regard to any special matter,
tell them so and, if possible, your reason for your inability to do
so. If necessary, tell them what they desire to know, but state
specifically that it is not for publication. Very few papers will
violate a confidence thus given or will feel hurt at one with-
held for good or prudent business reasons. It is second nature
in an editor or reporter to scent news and run it down to pub-
lication if it is withheld without a good reason, but an ex-
planation of the reason and a request for non-publication will,
in almost all cases, be sufficient, unless there are cogent public
reasons why it must be published.

Never run amuck the editorial rooms if, by any chance,
something does slip into publication that ought not to; cub re-
porters, overworked editors, the "devil" or a sudden paramount
necessity may have been the cause. Even editors and reporters
are human and err in judgment or execution. Your company
IS seldom the "whole thing" in your locality, and it may have,
at the last moment, seemed necessary to the welfare of the
paper or of the community to publish the offending item. Try —
amiably and quietly — to have the powers-that-be see to it that
the occurrence is not repeated ; if it has done you a wrong or an
injustice ask — also amiably and quietly — that it be corrected,

May 27, 1905.]

STREET RAILWAY JOURNAL.

I

and you will generally find that they are perfectly willing to do
so and will stick the correction in an obscure portion of the
paper where no one will notice it; that is human nature.

Be nice to the newspaper men. If you meet them on the
street don't always be too busy to greet them, to tell them some-
thing that will interest them or to chat with them on subjects
of general interest. If they call at your office don't pretend to
be too busy to see them ; if you are really busy on an important
matter inform them so courteously and regretfully and make
an early appointment, and keep it. If you do see them don't
act as if you were proud or bored ; open up the box of cigars
you keep in a locked drawer on your desk, open the lid wide to
them, push back your chair and chat.

Do not show that you feel aggrieved if the papers do not
publish everything you give them as news or do not publish it
exactly as you gave it or wrote it; they are generally the best
judges of what constitutes news to their readers, and if they
give the facts as you gave them, they have the right to put
them in the form best suited to their idea of publication. If
you desire a communication published strictly "verbatim et
literatum," say so, and if it is refused in that form the advertis-
ing columns are always open to you at either regular or display
rates, provided you don't want to cuss, quarrel or be indecent.
In "news" the paper must be the judge; the afYairs of your
company should be of paramount importance to you, but you
must not figure that they are the same to everyone else. Never
rush or be led into a dispute with a paper in its own columns;
settle such disputes personally and amicably in the office ; there
you have a chance for the last word ; in the colmuns of the
paper you have less than if you were arguing with a woman.

Never — if it can be in any way avoided — reply to one local
paper in the columns of another ; allow each one to correct its
own errors; you'd much rather be treated that way yourself.
If, how^ever, different dates or times of publication between
the papers necessitates such a course, so inform the one to
whom or to whose article or item you wish to reply; that is
only a business courtesy.

Also, if there is any real "courtesy" that you can of¥er the
papers or their representatives, do not neglect it. If your
"owners" or any important men come on a visit;. if \oi\ give a
dance or dinner or outing to your employees; if you open up
your road or an extension of it or a new power station or car
house or park, in any "blow-out" appertaining to the compan\-,
see that the press has a cordial invitation, a prominent position
and a good time. It is a courtesy due them ; it is always appre-
ciated; it results in good feeling and, sometimes, in a write-up
that you could have got in no other way.

Finally, never refuse information in regard to your company
that is legally and jilainly due the public or for publication, or
that can be obtained from other sources or in other ways.

Of course, there are newspapers and newspapers, just as
there are railways and railways. As long as human nature is
fallible and venal, so long will some newspapers, and some rail-
ways, be the same. You will find venal editors, managers and
proprietors of papers, but you will not find many more than in
any other business — not as many in fact, especially in the
smaller cities and towns. A "local" paper is too open and pub-
lic a proposition to remain crooked for long without the public
finding out that fact, and when the public does "catch on" the
influence of the paper is gone, for the people will evidence that
fact by laughing at its demonstrations. If your cause is just
and your intentions and acts truthful and honest, you need not
long fear the "roasting" of any paper, especially if it is directed
by spite or as a "strike." Where any paper attempts such a
course, straighten it personally and straightly if you can ; if not,
and you have good and sufficient grounds for a reply, write it
out carefully and ask for its insertion as a communication ; if
this is refused and the matter is of sufficient importance to
warrant it, put it in the advertising columns in a display loca-

tion and pay full rates for it. As a last resort, if there is a
rival pajjer, get into its columns and "carry the war into
Egypt."

iVU the above, if your acts, intentions and policy are honest,
will bear full public inspection. If they are otherwise and you
yourself are trying a hold-up or strike, keep away from the
newspapers. Vou may bribe or scare or buy a newspaper into
backing you up for a time in such proceeding, but it cannot last
long. Few papers of any respectability or influence can afford
such a course, for the public is not by any means such a fool
as it seems sometimes to be; it will "catch on" sooner or later,
and then "the last state of that paper and that company shall
be worse than the first."

Just remember that a newspaper is a business organization
for legitimate profit ; that the ordinary business rules of honesty
and courtesy apply to it equally as to your own company; that
its proprietors and employees are merely the average human
being as to personal attributes, but a little above the average as
regards education and experience in people and human nature ;
treat them accordingly ; be candid and ingenuous with them and
you will have no better friends and auxiliaries if your course
is a straight one.

H. S. Cooper, General Manager.

ECONOMY OF STEAM AND ELECTRIC LOCOMOTIVES

Brooklyn, May 17, 1905.

Editors Street Railway Journal;

In a notable article contributed to your issue of May 6 by
A. H. Armstrong, the low economy of the steam locomotive is
strikingly indicated. Mr. Armstrong cites the case of a typical
steam locomotive designed for heavy freight haulage which,
when working at its maximum rate, would develop 1400 hp by
the use of 40,000 lbs. of steam evaporated per hour by the com-
bustion of 8000 lbs, of coal, worth $4 per ton. This makes the
coal consumption equal 5.7 lbs. per ihp-hour, and is equivalent
to 7.65 lbs. of coal per kw-hour developed in the engine cylin- *
ders using kw-hour as a unit of energy, as convenient for me-
chanical as for electrical work. Contrasted with this, Mr.
.Stillwell, before the International Engineering Congress, gave
figures showing the economy of transmission from the alter-
nators in the Manhattan station to the third rail to be 85 per
cent. He also stated the coal economy of that station to be
2.6 lbs. of coal per kw-hour at the switchboard, the coal being
worth $3.50 per ton. I think few engineers will question the
statement that the efficieiicy between the draw-bar of the com-
l)ination of tender and steam locomotive and the cylinders of
the locomotive is no higher than the efficiency between the
mechanical energy available at the draw-bar of an electric loco-
motive and the electrical energy supplied from the third rail,
in such work where the energy used in acceleration is small in
comparison witli thai used in haulage at normal speeds. The
ordinary mechanical efficiency of steam engines of the type
used for the propulsion of steam locomotives is not over 92 per
cent, which fact, when coupled with the considerable losses due
to the great vibration characteristic of a locomotive working
at fairly high speed, will substantiate the statement I have
made. On this basis the electric locomotive would use 3.06
lbs. of coal per kw-hour supplied from the third rail, and the
steam locomotive would use 7.65 lbs. of coal per kw-hour de-
veloped in the locomotive cylinders. The former value is just
40 per cent of the latter. The difference in cost of the coals
used by the two systems makes the cost of coal per kw-hour
for the electric locomotive equal 0.48 cent per kw-hour deliv-
ered from the third rail, and the cost of coal for the steam
locomotive equal 1.37 cents per kw-hour developed in the loco-
motive cylinders. The former value is 35 per cent of the latter.

Hartley LeHuray Smith.

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

LIGHT ELECTRIC RAILWAYS

The possibilities of narrow gage electric railways for rural
communities were discussed by J. R. Cravath at a meeting of
the Chicago branch of the American Institute of Electrical En-
neers, May 23. Mr. Cravath stated that in many parts of
the country, particularly in the States west of Indiana, there
was opportunity for the construction of a cheap interurban
electric railway where the standard form of construction could
not be made a financial success. In other words, there are
scores of places that would not yield an interurban road a
gross revenue of $3,000 per track-mile, and there is little pros-
pect that they ever will ; yet half or two-thirds that income
would be certain and continuous.

The first thing to be done in planning such a road is to dis-
miss the idea of using cars of the weight and operated at the
speed required in interurban service, and this naturally sug-
gests narrow gage. Narrow gage railways have fallen into
disrepute among railway engineers, Mr. Cravath believes, prin-
cipally because they do not differ sufficiently in cost from
standard gage roads to make the saving in first cost worth
while in most cases. For this reason the writer recommends
a 28-in. gage. On such a road maximum speeds of from 15
m.p.h. to 20 m.p.h. could be made with light double-truck cars
of from 8 tons to 10 tons weight. Such cars would be equipped
with from 30-in. to 33-in. wheels, and the car floor would be
made higher at the ends over the motor trucks than in the
middle, so as to accommodate the motors. If a motor truck
were placed only under one end of the car the trail truck could
have small wheels and be arranged in the common manner.
By the arrangement suggested, the center of gravity will be
low, and a compartment is left at one or both ends of the car
above the motor trucks, in which can he installed the various
electrical appliances that are usually under the car, but which
cannot be so placed when the car body is hung a-s low as it is
in this case. These compartments can also be occupied by the
motorman and used for baggage. The car body can Ijc sup-
ported by I-beams or channels in the sides of the car just below
the windows, and these beams can also support the side sills of
the passenger compartment by means of tie-rods and struts.
The length of the car may vary considerably, but for very light
traffic a car 18 ft. long is suggested. This will seat comfort-
ably twelve passengers. Equipped with a motor-truck at one
end only, it will probably weigh not more than 10 tons, and
with a motor truck on both ends, 12 tons.

It is assumed that single-phase motors are to be used, which
would cause the electrical equipment to weigh more than a
direct-current equipment. No such narrow-gage, single-phase
motors have been produced yet, as far as the writer knows, but
undoubtedly could be produced were there need for them. Mo-
tor cars, such as suggested, could haul one or two light freight
cars on roads without heavy grades. For a road of this kind
trailers would probably best serve to carry freight, and they
should be designed so as to allow the freight to be readily
transferred to grain elevators or steam road freight cars.
Standard T-rails of about 30 lbs. per yard could be used.

The cost of grading could be reduced, first, on account of the
narrower cross section of the cuts and fills, and second, because
on this style of road it would be good engineering to avoid cuts
and fills and pick a location which would go around hills in-
stead of through them.

The following estimates are on the cost per mile of a railway

built according to the foregoing ideas:

TRACK AND GRADING

Right of way donated.

Grading averaging 7000 cu. yds. per mile, at 18 cents per cubic yard $1,260

30-lb. T-rail, at $33 per ton, 52.8 tons, 30-ft. lengths 1,742

176 rail-joints, at 75 cents each 132

2640 ties, 4 ins. x 6 ins. .x 4 ins., at 20 cents each 528

30 kegs spikes, at $3 90

360 bonds, at 30 cents each, in place 108

Labor, laying track 300

Highway crossings 25

Fencing (2u miles) 150

Track total $4,333

GENERAL ROADWAY ITEMS FOR 15-MILE ROAD

Culverts, etc $1,500

Bridges 1,000

Special work 2,000

$4,500

Per mile 300

OVERHEAD LINE PER MIL]?

48 poles (25-ft.), at $4 $192

Wood brackets (cross-arm size) 3.5 ins. x 4.5 ins. ,x 60 ins., at 50 cents. 24

48 high-pressure insulators, at 15 cents 8

5280 ft. No. 0 trolley wire, at 15 cents per lb 253

5280 ft. 0.25-in. steel-stranded catenary, at 0.65 cents per foot 34

528 clips and catenary attachments, at 20 cents 106

Miscellaneous overhead supplies 50

Labor on trolley and catenary 150

4S cross-arm tie-supports, at 15 cents 7

Telephone wire, 2 miles. No. 8 30

Telephone insulators and brackets 10

Labor on telephone line 25

$889

ROLLING STOCK, BUILDINGS, ETC., FOR 15-MILE LINE

3 passenger motor cars, at $2,500 $7,500

2 passenger trailers, at $750 1,500

1 freight motor car 2,200

15 miscellaneous freight cars, at $300 4,500

Car house and repair shop 2,000

100-kw generator capacity in lighting station 2,000

Miscellaneous engineering and superintendence 15,000

Total for 15 miles $34,700

Per track-mile 2,313

RECAPITULATION, COST PER TRACK-MILE

Track and roadbed $4,335

(leneral roadway items 300

Overhead work 889

Rolling stock, buildings and miscellaneous 2,313

lotal per mile of track $7,837

The operating expenses are estimated as follows :

Power per train-mile, 1 kw-hour, at 3 cents (purchased) $0.03

Motornen's wages 0.025

Repairs and maintenance on rolling stock 0.005

Repairs and maintenance on track and overhead line 0.01

General expenses 0.015

$0,085

135,000 train-miles per year, at $0.085 $11,475

Cost of operation per track-mile ($11,475 15 miles) 763

Interest at 6 per cent on $7,900 per mile cost construction 474

Interest and operating expenses per track-mile $1,239

The writer then estimates the receipts, and figures the purely
agricultural freight business per square mile and per annum,
as follows :

94 tons live stock, at 50 cents a ton $47

8.1 tons coal, at 50 cents a ton 4

3000 bushels of grain, at 1 cent a bushel 30

Total freight revenue per square mile $81

A line 15 miles long- could be considered to have a tributary
area of 106 sq. miles, which would give a freight revenue of,
say, $70 per sq. mile, or $494 per track-mile.

The rural passenger traffic could be taken as $10 per capita
per year, and population as 10 per sq. mile. Assuming one
village of 1000 inhabitants on the line of the road, the average
revenue therefrom should be about $5 per capita per annum.
This would give as gross receipts per mile of track:

Passenger earnings (rural) $706

Village passenger earnings 333

Freight earnings, lowest estimate 494

Mail and light express 100

Total gross earnings $1,633

Operating expenses 765

Net $868

Interest on investment 474

Surplus $39f

May _7, 1905.]

STREET RAILWAY JOURNAL.

953

THE QUESTION BOX

The Question Box as conducted in the Street Railway
Journal for the past three months has proven so popular that
it lias been decided to extend this department by the publica-
tion of additional questions. These are printed below, together
with two or three questions in the original list, for which addi-
tional replies have been requested by a number of subscribers.
The readers of this paper are urgently invited and requested
to send in answers to as many of the queries as possible. Most
of the following queries have been received from corre-
spondents since this department was started :

A.-GENERAL

Claims

A 13a. — How can the claim department best co-operate with
the operating department in the prevention of accidents?

A 13b. — Have you ever used the camera to good advantage
in adjusting damage claims? Please give details.

Trailers

A 17. — At one time the use of trail cars was quite general on
electric railways throughout the country. Then came a period
when the running of trailers was looked upon with more or less
disfavor. There seems to be a decided tendency at the present
time to go back to trailers. Please give your ideas and ex-
perience relative to trailers. Under what conditions do trail
cars properly find a place in the operation of a modern electric
railway? Do trail cars cause a greater number of accidents?
If they do, what can be done to make them safer? What is the
economy in running trailers?

A 17a. — If trail cars are used, should cars be equipped with
some form of multiple-unit control? If so, would you favor
'putting four motors on* the first car and none on the second, or
two motors on each car, or four motors on each car? What
are the factors entering into the question ?

Schedules

A 35a. — Can a fifteen-minute service be given successfully
upon a single-track interurban road? If so, under what con-
ditions ?
Fares

A 36a. — Based upon experience, what is a proper rate per
mile for interurban ])assenger business, and to what extent
should these rates he reduced by the sale of commutation
tickets, monthly tickets, coupon books, etc.?

A 36b. — How do you handle your half-fares ?

A 37. — What is the liest method of collecting and checking
fares on interurban roads ?

Manager's Records

A 47. — Have you worked out any special form of hand book
or note book by which the manager can keep in convenient
shape for quick reference the various data and statistics rela-
tive to his property, such as comparative receipts, car mileage,
station output, etc. ? How do you keep this information ? Sam-
ple pages or sheets from your book, with description, will be
appreciated.

Sprinkling Streets

A 48. — Information is requested regarding the sprinkling of
streets by street railway companies, and particularly the pro-
portion of street usuallv sprinkled, and the amount paid by the
city and municipalities for this service. Does your company
sprinkle streets? If so, on what terms?

Despatching

A 49. — Information is requested relative to good despatch-
ing systems on interurban roads.

(a) What is the proper method of numljering trains?

(b) What is the best method of keeping records of orders
given in order to insure accuracy?

(c) What special precautions do you take to insure that em-
ployees understand the orders and carry them out properly ?

(d) Please describe a simple board for despatcher's use,
showing location of all trains at all times.

Uestroyiug Tickets

A 51. — What is the best method of destroying tickets and
transfers? If a machine is used for this purpose, what is its
maintenance expense, and what would be the power required
for a machine capable of handling, say, 300,000 tickets and
transfers per day and macerating unused transfer pads con-
taining 100 transfers liound with wire staples?

Automobiles

A 52. — Is your company using any form of automobile
wagons for cheapening or expediting the work of any of the
departments? If so, please give description of wagon and
statement as to the results secured.

B. -EMPLOYEES

B 17. — Have you any system of special rewards or prizes to
conductors and motormen for meritorious service? Please give
complete details of the system and the results secured.

B 17a. — What arrangements have you whereby employees
can secure life insurance or pensions? Please give details and
the results secured.

B 27. — What do you consider the best system for keeping
records of individual conductors and motormen ? Please de-
scribe the system you use.

B 30. — What has been your experience with the Brown
merit system ?

E.-MASTER MECHANIC'S DEPARTMENT

Fireproofliig Cars

E II. — What can the master mechanic of the average sur-
face road do to render his cars more nearly firei)roof ?

Bearintf L,ul)ricati<)n

E 46a. — State experience with use of oil instead of grease
for lubricating armature and motor liearings.

E 47. — Give description, with sketch of journal Ijox, suitable
for using oil for motor lubrication.

E 48. — How can the ordinary journal box designed for use
with grease be changed to use with oil as a lubricant?

Wheels

E 55. — The question of cast-iron versus steel wheel is re-
ceiving considerable attention. Please give your ideas and ex-
perience with respect to the following:

(a) Life and cost (per 1000 wheel-miles) of cast-iron
wheels.

(b) Life and cost (per 1000 wheel-miles) of steel-tired
wheels.

(c) Life and cost (per 1000 wheel-miles) of rolled-steel
wheels.

(d) What are the determining factors in deciding the wheel
problem, and under what conditions will the steel wheel sup
plant cast iron ?

Brake Shoes

E 66a. — What has been your experience with different types
of brake-shoes ?

E 66b. — What effect has the type of shoe on the life of the
wheel ?

E 66c. — How thin is it safe to wear a shoe?
E 66d. — What is the cost of your shoes per 1000 car-miles?
E 66e. — Have you had any trouble with shoes breaking?
E 66f. — What adjustment do you allow between the shoe
and the wheel, (i) With air brakes? (2) With hand l)rakes?

Shop Devices

E 156a. — There is always a demand for information relative
to labor-saving devices and schemes for the shops. If you are
using any novel device or labor-saving scheme not recently de-
scribed in the Street Railway Journal, please send descrij)
tion and photographs or drawings. Progress is made by <i
mutual exchange of ideas and suggestions.

954

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

Car Houses and Shops

E 184. — Suggestions are requested as to tlie best layout for
car houses and shops. What do you consider the "ideal" ar-
rangement for car house and shops? Please give your ideas,
suggestions, sketches, etc.

E 184a. — What are the relative merits of slow-burning mill
construction and other available types of construction for car
houses ?

E 184b. — What is the best form of roof for car houses ?
E 184c. — What is the best layout for entrance tracks to car
houses ?

E i84d. — What is the best material for car house floors?
How should floors be laid ?

E i84e. — What is the best form of pit for car houses ?

E i84f. — What are good ways of lighting pits?

E i84g. — What are good ways of heating pits ?

E i84h. — What form of hoist or jack do you use for lifting
car bodies? If the hoist was made from your own plans, pleas^-
give details and drawings.

E 1841. — For the average repair shop, what is the best
m?thod of driving the tools?

E i84j. — What specific acts or precautions instituted by your
company have resulted in reducing fire risks at your car houses
and shops ?

F.—STEAM ENGINEERING

Mensuring Feed-Water

F 20. — What is a cheap and simple method of determining
amount of feed-water used in boilers at a small or medium-'
size plant ?

Treating Feed- Water

F 28. — How can the engineer of a small power station, with-
out consulting a chemist, determine the scale-formino- in-

o

gredients of the feed-water he is using, with a view of injecting
neutralizing chemicals?

F 29. — Is it practicable to use soda ash for purifying boiler
feed-water? What are the objections? Under what conditions
should soda ash be used, and in what quantities ?

F 30. — Under what conditions can kerosene be used to ad-
vantage in boilers? What are the objections to the use of
kerosene ?

F 31. — Will zinc placed in a steam boiler prevent scale or
corrosion? Under what conditions of feed-water impurity
sliould zinc lie used?

l-eaks

F 38. — How do you test vacuum enclosing pipes and vessels
for leakage ?

Condensing Water

F 40. — What is the best method of guarding against possible
shortage of condensing water supply ?

Fuel

F 47.— What is a quick and sufficiently accurate method of
determining the comparative values of different grades and
kinds of coal for boiler firing purposes?

F 48. — In a small or medium-size station, what is the best
method of determining amount of coal consumed? Give de-
tails.

F 50.— An engineer of a small power station requests sug-
gestions on reducing cost of handling coal from cars to boilers.
He does not believe size of plant warrants chain bucket con-
veyors. Can you give him any pointers or "wrinkles" on re-
ducing this cost?

F 51— On your road, what is the cost of boiler room labor
per ton coal fired, including handling ashes ? ( State whether
hand firing or automatic stoking is used.)

Bonus to Firemen

F 54a.— What schemes are there for encouraging boiler

room employees to take greater interest in their work? Please
give details and results secured.

Coking Arch

F 57. — Can the efiliciency of an ordinary hand-fired boiler be
increased by the use of a fire-brick coking arch over the grates?
Give results of experience.

F 58. — Have you ever used a fire-brick wall at the back of
the furnace? Into what form did you build the brick and what
were the results secured ? Please send sketches.

Compressed Air

F 59. — For what uses, if any, do you employ compressed air
in the boiler room? What has been your experience with the
air lift for raising water from wells?

Flue Gases

F 60. — What is a cheap and simple method of testing flue
gases in a small or medium-size plant?

Carrying the Peak

F 65. — Have you ever tried injecting a jet of steam under
boilers to raise steam pressure at times of heavy demands?
Give details of arrangement and result secured.

F 66. — In a small or medium-size plant, what is the best
method of increasing boiler capacity during heavy peak loads?
Give details and results obtained.

Draft

F 70. — What is a simple method of determining roughly the
draft nf a chimney, where absolute accuracy is not required?

G.-THE ENGINE ROOM

Generating Uiiit.s

G 2. — What are your ideas, based on experience, regarding
the use of several small'gencrating units in place of one or two
large units? Give details, cost and results secured.

Lighting

G 3. — Is it possible to run a conunercial lighting or power
load from generating units that are supplying current for rail-
way purposes? How can it be done? What is the best method
of regulation in such case to prevent fluctuations in the light-
ing or power circuit?

Compressed Air

G 4. — To what various uses do you employ compressed air
in the engine room?

G 5. — How do you obtain compressed air for the various
uses about the power house ? At what pressure do you use
the air ?

Lightning

G 6. — Please state in detail what trouble you have had with
lightning at your power house. Then please state in full what
steps you have taken to prevent damage from lightning.

ISonuses

G 7. — Do you know of any satisfactory schemes whereby all
employees of a power plant can participate in a bonus when
station is operated at especially good economy? Give details
and results obtained,
station Testing

G 8. — A young engineer, who has yet to win his spurs, has
been given charge of the power house on a twenty-car road.
He has been asked by the manager to carry out a general efiS-
ciency test of the entire station. He wants suggestions from
some of the older heads as to some of the things he should and
should not do in carrying out these tests. He wants to know
how to dispose his available forces so as to obtain the data
without taking on additional help. If your manager should
ask you to make tests and report on just what each department
of the power house was doing and could do, how would you go
about it to get the information? This is a matter especially
worthy of discussion. Suggestions are particularly requested.

May 27, 1905.]

STREET RAILWAY JOURNAL.

955

H.— THE LINE DEPARTMENT

Ijightniiig

H I. — Please state in detail what trotible you have had with
lightning on any part of the transmission or distribution sys-
tem. Then, please state in full, what steps you have taken to
prevent damage from lightning.

Safeg^uards

H 3. — What is the most efficient method of protecting high-
tension lines from contact with trees ?

H 4. — What is the best form of cradle or other device for
catching broken high-tension lines at highway crossings, or
where the lines cross over or under other wires ?
Painting Poles

H 8. — What is the best way to paint trolley poles ? Give
sketch or photograph and description of apparatus used ; also
detailed cost of doing the work.

Balsin;; Pules

H 9. — What is the best way to raise and set trolley poles?
Give sketch or photographs and description of method ; also
detailed cost of doing the work.

Overhead Work

H 12a. — What is the best method for attaching span wires to
iron and wooden poles ?

H 12b. — What is the best form of bracket suspension?

H I2c. — What is your practice in guying?

H 12. — What is the most efficient method of tapping trolley
wire to feeders ?

Wrinkles

H 2ia. — What means, machines, devices or special rigged
cars are you using for expediting or cheapening the work of
the line department ? Please send descriptions, with photo-
graphs or drawings, and statement of results secured.

L— THE TRACK DEPARTMENT

T-rails in Paved Streets

I 4a. — Have you any T-rails in paved streets? If so, what
has been the experience with this track? Has it proved to be
a serious obstacle to vehicle travel?

Wrinkles

I 9a. — What means or devices are you using for expediting
or cheapening the work of the track department ? Please send
description, with photographs or drawings, and statement of
results secured.

Concrete Foundations

I 22. — What has been the experience with concrete founda-
tions under rails or roadbed? Please give details as to how-
concrete was laid, cost of construction and results secured.

I 22a. — Where concrete foundations have been used under
track rails, has there been any disintegration of the concrete
and subsequent development of defects in the concrete cover-
ing, such as asphalt? If so, how was the troulile remedied?

Bondinfj

I 28. — What is a good method of testing rail-bonds?

I 29. — What is the best method of keeping records of in-
dividual rail-bond tests ?

I 30. — What has been the experience with soldered bonds?

I 31. — In vising bond tester on special work in which each
joint is bonded in addition to long bonding, what is the method
of procedure in case the tie-rods span two or more joints?

I 32. — What is the best form of portable rheostat to use in
connection with bond-testing instrument?

I 33. — Has the conductivity of the zinc joint held up?

Switches

I 34. — What is the best method of preventing switches from
"kicking" ?
Special Work

I 35. — How many renewals of hard centers can be made on
modern sjjecial work before the abutting rails are worn out?

SEAT FOR MOTORMAN

The Boston & Worcester Street Railway Company has
equipped all of its interurban cars with an adjustable seat in
the front vestibule for the use of the motorman when the car
is running through the country districts on private right of
way. As will be understood by referring to the illustrations,
the seat consists of an iron pipe standard resting on a mal-
leable-iron base plate. The seat is attached by means of a
hinge joint to a pipe support which is arranged to slide up and

VERTICAL AND IKJRIZONTAL POSITIONS OF ADJUSTABLE

SEAT

down in the standard. The seat can be adjusted to four dif-
ferent heights by means of a pin which engages in one of four
sockets on the standard, as will be evident from the illustra-
tions.

When the seat is not in use, the saddle, or seat proper, can
be thrown forward out of the way. In its lowest position the
saddle is 27J2 ins. above the platform, and it can he raised to
a maximum adjustment of 313^ ins. The device was made for
the Boston & Worcester Street Railway Company by the Hey-
wood Brothers & Wakefield Company, of Wakefield, Mass.,
which is now placing it on the market.

^♦^ •

QUICK WORK WITH THE BROOKLYN WRECKING CAR

-\n. interesting time record in the handling of a spare wreck-
ing truck was recently made with the new wrecking tool car
for the elevated lines of the Brooklyn Rapid Transit Company.
As will be remembered from the descriptive article in the
Street Railway Journal for May 13, this tool car is equipped
with a spare truck for emergency work in case of a wreck, de-
railment or other accident, and which is carried upon a plat-
form at one end of the car. As no crane is provided for lifting
the truck down onto the rails, the truck is lowered by means
of skids which are used to form an inclined runway off the
end. 'I1ie brake staff is removable and a block and tackle is
employed both for hoisting back and for steadying in lowering.
To determine the relative advantages of this method as com-
pared with others, James R. Williams, general foreman of the
Southern Division shops, where one of the tool cars is sta-
tioned, made an informal test of the time required for unload-
ing the truck and reloading it again. The time required for
lowering after getting the skids into position for the runway,
was only about sixty seconds, while that for hoisting back
onto the platform was about one and one-half minutes. For
the latter operation, the entire wrecking gang of ten men was
required.

95G

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

MECHANICAL ENGINEERS TO MEET IN JUNE AT SCRAN-
TON, PA.

Arrangements have been made to hold the fifty-first meeting
o*f the American Society of Mechanical Engineers at Scranton,
Pa., from June 6 to June 9, inclusive. All sessions are to be
held in the auditorium of the local Y. M. C. A. building except
on the evening of June 9, when a reception will be tendered to
the society in the rooms of the Scranton Bicycle Club by the
local members, together with the Scranton Engineers' Club,
Board of Trade and other citizens. There will also be a num-
ber of outings for the members and the ladies of the society.

Among the papers to be read are the following: Tuesday
evening, June 6, "The Transfer of Heat at High Tempera-
tures," by F. C. Wagner; "Some Types of Centrifugal Pumps,"
by W. O. Webber. Wednesday morning, June 7, "Micro-
structure and Frictional Characteristics of Bearing Metals,"
by Melvin Price; "Cast Iron Crushing Loads and Micro-
structure," by W. J. Keep; "Smoke and Its Abatement," by
Charles A. Benjamin. Wednesday evening, June 7, "Can a
Steam Turbine be Started in an Emergency Quicker than a
Reciprocating Engine of the Same Power?" "Note on Effi-
ciency of Steam Generating Apparatus and Performance of a
Superheater," by A. Bement. Thursday morning, June 8, "Con-
tinuous Measuring and Mixing Machines," by E. N. Trump.

MOTOR TRUCK FOR THE DETROIT UNITED RAILWAY

For the conveying of railway supplies from its car houses
and yards to various parts of its system, the Detroit United
Railway has recently ordered a gasoline motor truck from the
Packard Motor Car Company, of Detroit. This truck is not
designed to run over the company's tracks, but should prove

a side chain drive. The front axle is made of extra heavy weld-
less steel tubing with drop-forged steering knuckles. The front
wheels run on roller bearings and the steering knuckles turn
on ball bearings. Solid 2-in. square forged steel is used for the
rear axle, and the wheels of the latter run on roller bearings.
The front springs, which are two in number, are of the semi-
elliptical type, as are also the three rear springs. The front
wheels are 32 ins. in diameter and the rear wheels 34 ins. ; all
have 3^-in. solid rubber tires.

Ordinary braking is accomplished through the medium of a
foot pedal which is clamped on the outside of the rear wheel
drums. The emergency brake, which is operated by a hand
lever, expands against the inner surface of the same drums.
The emergency brake lever is provided with a notched quad-
rant to lock the brakes whenever necessary.

While the truck described represents one of the standard
types made by the company, it is prepared to incorporate in
new trucks such changes as may be needed to satisfy special
requirements.

AUTOMATIC LIQUID-VENDING MACHINE

The profitable uses to which automatic vending devices may
be put seems to be without limit, judging by some of the latest
inventions in this field, among which is the drink-serving de-
vice made by the Liquid Vending Machine Company, of New
York. As may be seen by reference to the accompanying illus-
tration, a carboy having a total capacity of 200 drinks is placed
neck down over an ice tank, which- is so arranged that there

THE DETROIT UNITED RAILWAY'S MOTOR TRUCK FOR SUPPLIES

A NOVEL LIQUID-VEND-
ING MACHINE

especially valuable when blockades or other accidents prevent
the ordinary supply car from reaching its destination promptly.
It can also be made available for use as a wrecking or repair
wagon.

This truck, which has a normal capacity of tons, has a
sliding gear transmission giving three forward speeds of 3
m.p.h., 8 m.p.h. and 12 m.p.h. and one reverse speed of 3 m.p.h.
The speed usually averages 10 m.p.h., and as about i gal. of
gasoline is required for every 10 miles run, the truck, when
carrying the regular 8-gal. tank, can operate continuously for
eight hours, covering a distance of 80 miles.

The motor is of the double-cylinder type, each cylinder 4}i
ins. x 5^ ins., cast together, with integral water-jacket and
valv? chambers. The vaporizer, which is known as the "1000-
mile" type, has a float feed, with automatic auxiliary air valve,
and is jacketed with warm water. For the control are used a
spark lever on the steering wheel column and an accelerator
pedal at the base of the steering column. Double and triple
ball bearings are employed throughout. The rear wheels have

are sixteen ice-cold drinks ready at all times. One glass of
liquid is obtained by inserting the proper coin in the slot and
turning the faucet.

This machine proved a good investment at the St. Louis
Exposition, paying a profit of some 70 per cent. It has met
with similar success in ferry houses, railway stations and other
public places, so there is no good reason why it should not turn
out a profitable attraction in summer parks, provided the ma-
chine is kept in good condition.

The new cars of the Fort Wayne & Wabash Valley Traction
Company, which on June i are to be put on the Fort Wayne &
Indianapolis limited runs, are to be christened with the names
of Scott's novels. The three cars first out will be known as
the Ivanhoe, Woodstock and Talisman. The new and elegant
private car being built for President Jones, of the company,
will be named the Lawton, in honor of the soldier hero, long
a resident of Indiana, who was killed in the Philippines.

May 27, 1905.]

STREET RAILWAY JOURNAL.

9S7

SINGLE-PHASE LOCOMOTIVE AND CONSTRUCTION CARj

The American Car Company is shipping to the Vallejo,
Benecia & Napa Valley Railway Company, California, an in-
teresting construction car, intended fOr use with Wcstinghouse
single-phase motors. This locomotive, or car, is powerfully con-
structed, is capable of draw-
ing heavy loads, and also has
a large carrying capacity.
The road is now in process
of construction, antl the new
car will be found exceed-
ingly useful at this time.

The sill plates extend the
full length of the sills, and
four undertrusses have
queen posts set under heavy
needle beams. The motor-
man's cab in the center is
4 ft. 4 ins. X 3 ft. 10 ins.,
and has a single swing-
door. Channel-iron draw-
bars, pilot on each end of
car and "Dedenda" gong,
eluded in the equipment,
sills, and the width over si

and ends is counteracted by undertrusses and low inside trusses.
The trucks are of the Brill No. 27-E style, with a 4-ft. wheel
base and 33-in. wheels. The equipment includes Brill angle-
iron bumpers, "Dedenda" gongs, channel-iron draw-bars, ver-
tical bronze brake wheels, track scrapers and steps, and the
American Car Company's sand boxes and "Minneapolis" signs.

SINGLE-PHASE LOCOMOTIVE AND CONSTRUCTION CAR TO BE USED BY THE VALLEJO,
BENECIA & NAPA VALLEY RAILWAY COMPANY

of Brill manufacture, are in-
Thc car is ,40 ft. over the end
Is, including plates, is 8 ft. 10 ins.
The side sills are 5^/2 ins. x 7-^4 ins., and the end sills are 53^
ins. X ins. The sill plates are 8 ins. x ^ in. The trucks
are the company's No. 23-B type of M. C. B. truck, having a
wheel base of 6 ft. 4 ins. and 33-in. wheels.

The length over the end panels is 30 ft. 8 ins., and over the
crown pieces, 40 ft. i in.; from the panel o\'it the crown, 4 ft.

SEMI-CONVERTIBLE CARS FOR SPOKANE, WASH.

The Spokane Traction Company, Washington, has quite re-
cently received eight semi-convertible cars built by the Ameri-
can Car Company. The regular winter equipment of the
Spokane Traction Company is about thirty cars, but a number
of extras are placed on the lines in summer. The falls of the
Spokane River furnish the power for the cars as well as for
the industries of the city. Spokane is the center of a wheat
producing section and of the mineral district of Eastern Wash-
ington, and there is not another large town within 300 miles
of it.

As the illustrations show, the new cars have the semi-con-
vertible window system, permitting the windows to be held at
any height or raised entirely into the roof pockets. Cars of this
type, as well as of the full convertible type, have been in use
in and about Spokane for some time, and have given the high-
est satisfaction. Reversible back seats of spring rattan, having

SEATING ARRANGEMENT (JF SPOKANE CAR

832 ins.; width over the sills, including facing, 7 ft. ii'S ins.,
and over the posts at the belt, 8 ft. 2 ins. The sweep of the
posts is i^ ins.; distance between the centers of the posts,
2 ft. 8 ins. ; side sill size, 4 ins. x 7*4 ins., and
end sill size, ins. x 6% ins.; sill plates,
in. X 12 ins. The thickness of the corner
posts is 3.>4 ins., and of the side posts, 3^4 ins.
The seats are 36 ins. long and the width of the
aisles is 22 ins.

DELEGATES TO INTERNATIONAL CONGRESS
VISIT LEXINGTON, KY.

DOUIiLE-VESTIBULE

SEMI-CONVERTICLE CAR
TRACTION COMPANY

FOR THE SPOKANE

corner grab handles, are used, and forty passengers may be
comfortably seated. The interiors are pleasingly finished in
ash, with ceilings of decorated birch. Besides the regular
l2-in. X ^-in. steel sill plates, the vertical strain at the center

On May 17 a party of delegates to the In-
ternational Congress was given a side trip into
Kentucky from Cincinnati, Ohio, to Lexing-
ton, through the courtesy of the Queen & Cres-
cent Route, the Lexington Railway Company and the Blue
Grass Traction Company. About 200 delegates made up the
party. They stopped at Elmendorf, the famous Blud Grass
farm of J. B. Haggin, which, is about 9 miles out of Lexington,

958

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

on the Lexington & Paris division of the Blue Grass Traction
Company. Here a typical Kentucky reception was given to the
delegates by Charles Berryman, manager for Mr. Haggin.
After the lunch the delegates were shown over the ranch,
which consists of some 3000 acres of blue grass land, in car-
riages and automobiles. As there are more than 2000 horses
on the farm, a horse show was furnished of ample dimensions.
One hundred yearling colts were shown together. In the after-
noon the return trip was made to Lexington and to Cincinnati.
On arriving at the Southern Railway station in Lexington, the
party was transferred to trolley cars of the Lexington Railway
and the Blue Grass Company, and transferred over these lines
to Elmendorf.

DELEGATES OF THE INTERNATIONAL RAILWAY CONGRESS
AT SCHENECTADY

The special Pullman train bearing the members of the first
party of foreign delegates who have been in attendance at the
International Railway Congress at Washington, arrived in
Schenectady at 8 o'clock Saturday morning, May 20. There
were sixty in the party. The train was taken to the works of
the General Electric Company, where the delegates were met
by a reception committee of officials and interpreters, who
escorted them through the General Electric Company's works.

A GROUP OF DELEG.ATES INSPECTING THE ELECTRIC
LOCOMOTIVE AT SCHENECTADY

The delegates were specially interested in the new large ma-
chine shop devoted entirely to the construction of Curtis steam
turbines. At 10 o'clock the delegates re-entered their train
and were taken to the works of the American Locomotive Com-
pany, where representatives of that company escorted them
about. The striking feature at this place was the sight of four-
teen modern steam locomotives, representing part of one week's
shipment from these works.

Luncheon was served at 11 145 in one of the locomotive com-
pany's new buildings. At the close of the luncheon, the party
was joined by the ladies, who had meantime been for a drive
through the city and out to the Mohawk Golf Club, where
luncheon was served. The entire party re-embarked in their
train, which was then taken out on the New York Central
tracks, where the electric locomotive built by the General Elec-
tric Company and the American Locomotive Company was ex-
hibited. The first view of the electric locomotive was had
when it passed the visiting party of delegates at a speed of
nearly 70 m.p.h. It so happened that the Lake Shore Limited

passed at a high rate of speed on another track, going in the
opposite direction, before the electric locomotive with its train,
and the comparison between the noisy operation of the steam
locomotive and the quiet, smooth running of the electric loco-
motive was generally commented upon.

After a brief inspection of the locomotive, the delegates got
aboard the cars comprising the train, and the train was run
several times up and down the 5^-mile stretch which is
equipped with a third rail. This gave all the delegates an op-
portunity of riding on the locomotive when in operation. A
speed of more than 65 m.p.h. was reached, and the marked con-
trast between its smooth running and that of a steam engine
at a corresponding speed was again commented upon by the
railroad men. At 3 o'clock the special train bearing the dele-
gates left for Boston.

Among the General Electric officials present were: E. W.
Rice, J. R. Lovejoy, J. R. McKee, A. W. Burchard, Wm. J.
Clark, W. 5- Potter, G. E. Emmons, A. L. Rohrer and F. H.
Gale. The officials of the American Locomotive Company
present were : A. J. Pitkin, J. E. Sague, R. J. Gross, James
McXaughton, J. D. .Sawyer, F. J. Cole, William Dalton and
others. Representing the New York Central were : F. A. Har-
rington, superintendent of the Mohawk Division ; F. A. Currie
and F. F. Kingsbury.

MEETING OF NEW YORK STATE ASSOCIATION

As announced in the last issue of the Street Railway
Journal, the ne.xt meeting of the Street Railway Association
of the State of New York will be held at the Fort William
Henry Hotel, Lake George, on June 27 and 28. The holding
of the convention in the spring instead of the fall is, of course,
a new departure, but it is believed the earlier date will suit the
pleasure and convenience of the street railway men as well as
the supply men even better than the usual time in the fall. The
Fort William Henry Hotel has recently passed under new man-
agement, and those in charge promise everything in the way of
liotel accommodations and conveniences that can possibly be
desired. The executive committee of the New York State As-
sociation is arranging an excellent programme, which will in-
clude a number of delightful excursions for the ladies, and it is
confidently predicted that the meeting will even surpass the
high standard set for the New York State conventions in the
past. There will be four papers on practical subjects, and one
session will be given to a discussion of a Question Box. Spe-
cial arrangements are being made for the convenience of sup-
])ly men desiring to make exhibits, and it is hoped that many
of the supply houses will endeavor to send representatives and
displays. The ])rogranuue in detail will be published in an
earlv issue of the Stki;et Railway Journal.

Newspaper men along the line of the Detroit, Ypsilanti, Ann
Arbor & Jackson Railway were taken over the line from Battle
Creek to Detroit on May 12, and a banquet was served in their
honor at the Russell House in Detroit. After dinner the party
was taken to the Detroit Opera House. Superintendent of
Transportation James L. Millspaugh and Elmer C. Allen, audi-
tor for the road, entertained.

The Wabash System is following the example of the Clover
Leaf, and is increasing its business by making alliances with
electric roads. The Wheeling & Lake Erie, a Wabash road, is
interlining with the Lake Shore Electric, and tickets are sold
to Pittsburg and Chicago and intermediate points from stations
on the Lake Shore Electric. The steam road has also made
an arrangement with the Canton-New Philadelphia Railway
Company whereby tickets are sold from Canal Dover and New
Philadelphia to Cleveland, transfer to the steam road being
made at Navarre.

May 27, 1905.]

STREET RAILWAY JOURNAL.

959

FINANCIAL INTELLIGENCE

Wall Street, May 24, 1905.

The Money Market

There was no appreciable change in the local money market this
week. The tone of the market throughout was decidedly easy,
despite the further heavy losses sustained by the banks, and bor-
rowers experienced no difficulty in securing all necessary accommo-
dations at the recently quoted rates. Money on call was in abundant
supply, at rates ranging from to 2 per cent, with the bulk of the
business transacted at 2^ per cent. In the time loan department the
volume of business was quite small, borrowers generally being dis-
posed to take advantage of the extremely low rates prevailing in
the call loan department. The banks and other lenders, however,
were not inclined to press these funds upon the market, and all
transactions reported were upon the basis of 3J4 per cent for
three and four months, and per cent for six months. A feature
of the market was the heavy inquiry for prime mercantile paper.
Dealers reported an active demand from banks and other insti-
tutions, but the supply was very moderate, owing to the prompt
collections throughout the country, which make it unnecessary for
merchants to enter the market to any great extent. Some ex-
ceptionally good names were discounted as low as 3^ per cent, but
the general market quotations remained unchanged at from 3^ to
5 per cent, according to endorsement. The bank statement pub-
lished at the close of last week made an extremely poor showing.
The increase of $20,759,900 in the loan item was probably due to
the operation of underwriting syndicates. There was a decrease in
cash of $4,759,600. Deposits increased $14,932,000. The reserve
required was $3,733,000 more than in the previous week, which,
added to the loss in cash, resulted in a decrease in the surplus re-
serve of $8,492,600. The surplus now is $8,219,975, as against
$13,004,275 in the corresponding week of 1904, $9,222,725 in 1903,
$14,301,450 in 1902, $21,253,050 in igoi, and $18,812,325 in 1900.

At the close there was nothing in the situation calculated to ma-
terially change the present easy condition. Sterling exchange ruled
firm around 4.8715 for prime demand bills, but the rate is yet
considerably below the gold export point. Arrangements for mak-
ing the final payment on account of the £15,000,000 Japanese 4^'^
per cent bonds have practically been completed, so that the banks
will not be called upon to meet any further heavy demands until
early in July, when the remaining 25 per cent of Government de-
posits become due under the recent call of the Secretary of the
Treasury. On the other hand, the supply of funds is likely to be
materially increased by the influx of currency from the interior, and
by the arrival of gold from the Klondike, which should soon begin
on a fairly large scale. The foreign markets continue easy. At
London the open market discount rate rules at 2% per cent. At
Berlin the rate is 2V4 per cent, and at Paris i^^ per cent.

The Stock Market

Extreme weakness characterized the stock market this week,
values declining sharply under heavy selling pressure. In the early
dealings the market showed some irregularity, strength being ex-
hibited in some issues, while in other quarters of the market de-
cided heaviness prevailed. In the subsequent dealings, however,
there was heavy liquidation, chiefly by the professional element,
which was continued practically tliroughout the entire week, and
which carried prices in many instances to the lowest points attained
thus far this year. Early in the week prices were influenced to
some extent by the less favorable reports concerning the iron and
steel industry, and by exaggerated reports of damage to the winter
wheat crop, the latter resulting in a sharp advance in the price of
that cereal. Otherwise the new developments were in the main
favorable. The foreign situation was greatly improved. Money
iiere ruled extremely easy, despite the heavy decrease in the sur-
plus reserve, and the re]jorts from the Western traffic managers
were extremely encouraging. These factors, however, were entirely
ignored. At the opening of the present week the market was under
renewed pressure, selling being accelerated by reports that a local
institution was in financial difficulties. A noteworthy feature of the
week was the heavy selling of the steel stock by commission houses
and by London, which carried the common down to 25 and the pre-
ferred go}i. In the railway list there were sensational declines in
Northern Pacific and Great Northern preferred. Union Pacific
touched 115 and St. Paul sold at 168%. At the close the liquida-
tion was less urgent, and on the announcement that the Merchants'
Trust Company had been closed by the State Banking Department,

prices rallied rather sharply, but in the final dealings some of the
improvements were lost. The bond market was less active, and
prices generally reflected the weakness in the stock market.

The local traction issues displayed considerable strength early in
the week, but later prices ran off in sympathy with the decline in
other quarters of the market.

Philadelphia

Moderate activity, accompanied by sharp price fluctuations,
characterized the local market for street railway issues this week.
In the early trading the market displayed some degree of firmness,
but in the subsequent dealings prices for practically all of the
speculative issues yielded to rather heavy pressure. United Gas
& Improvement was by far the over-shadowing feature of the
trading, both as regards activity and price movements. Opening at
116J/2 the price ran off to 113M, but later advanced sharply to 119,
on what was called good buying. Later there was a further rise to
121, on the announcement that the Council had decided to extend
the company's lease of the city gas works. In the subsequent deal-
ings, however, heavy selling developed, which carried the price to
no, from which there was a feeble rally to iioyi, which was the
closing figure. Upwards of 50,000 shares were dealt in. Philadel-
phia Rapid Transit was active and weak, the price declining from
34^^ to 32 on the exchange of about 11,000 shares. The selling was
said to be for the account of New York interests. Philadelphia
Company common declined from 44% to 42^, on the sale of about
2500 shares, while small lots of the preferred brought 48H and 48.
Philadelphia Traction was quiet but steady, at 100% to 100; 4. A
conspicuous feature of the trading was the strength in Union Trac-
tion, which established a new high record at 63, and closing within
^4 point of the highest. About 5000 shares of the stock changed
hands. Other transactions included Union Traction of Pittsburg
preferred at 56, Consolidated Traction of New Jersey at 82% to
83^. Railways General at 2}s. American Railways at 52 to 51%,
United Companies of New Jersey at 271, United Railways of San
Francisco preferred at 82, and Fairmount Park Transportation
at 20.

Chicago

It is stated that a basis for the terms on which the traction com-
panies will sell control of the properties to the city is now being
worked out, and it is possible that the railway companies will be
able to give their terms to Mayor Dunne and other representatives
of the municipal government of Chicago in about three weeks.

Little interest was manifest in the local street railway issues this
week. Trading continued upon an extremely small scale, and was
confined almost exclusively to the stocks of the elevated roads.
Metropolitan common and preferred opened firm at 23 and 62
respectively, but toward the close prices ran off, the first-named
to 22 and the preferred to 6i'<. Chicago & Oak Park preferred
lield steady at 21 yi, and Northwestern, on purchases of about 400
.shares, rose from 2154 to 22^. South Side Elevated jumped up
from gol4. to 92, on the exchange of less than 300 shares. West
Chicago sold at 45 for a small lot.

Other Traction Securities

Extreme dullness prevailed in the Baltimore market, but prices,
with few exceptions, held steady. Dealings in the United Railway
issues were unusually small, about $21,000 of the 4 per cent bonds
selling at 92H to 92^4, while only about $13,000 of the incomes
were traded in at 59 to 58^. Norfolk Railway & Light 5s sold from
92>< to giyi, and 500 shares of the stock brought 13. Other trans-
actions included City & Suburban 5s at 114^4, and Baltimore Trac-
tion 5s at 1004. The Boston market reflected to a great extent the
conditions prevailing in the New York market. Trading was com-
paratively quiet, and was attended with a generally lower range
of values. Boston Elevated opened at 158' s, and on rather light
pressure the price declined and closed at 157. Massachusetts
Electric declined from 17 at the opening to i6;4, but later recovered
all of the early loss. The preferred dropped from 62 to 59^, on the
exchange of about 700 shares. Boston & Worcester issues were
very quiet, the common selling from 31 to 30, and back to 3o!4,
white the preferred declined from 78 to 77. West End common
was strong, with transactions at prices ranging from 96 to 96^.
Tlie preferred was unchanged at ti6. In the New Ynvk Curli
market. New Orleans Railwa\-, new common and preferred, both
made new high records, the first-named selling as high as 37 and
the preferred at 80?^. In the subsequent dealings, however, prices
ran off rather sharply, in sympathy with the weakness in the general

960

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

market, but at the close there were substantial rallies, the common
selling at 36^4 and the preferred at "8^. About 4000 of the com-
mon and about 2000 preferred were dealt in. The 4'^ per cent
bonds were fairly active, $44,000 changing hands at from 92 to 91.
Interborough Rapid Transit continued to show irregularity, about
5000 shares changing hands, at prices ranging from 205 to 198^4,
the final transaction taking place at 1995/2. Public Service Corpora-
tion certificates sold to the e.xtent of $30,000, at 71, and $50,000 of
the 5 per cent notes brought 97^ and interest.

Tractions are very quiet in Cincinnati. One explanation is that
investors are holding back for the issue of the preferred stock of
the new Ohio Union Traction Company, which will take over all
the Widener-Elkins interests in this district, and a large 1)lock of
whose stock will be disposed of in this market. Toledo Railway &
Light continued in demand and moved up to 34^. Cincinnati,
Dayton & Toledo also braced up to 23^, a new high point. Cin-
cinnati Street Railway made a slight gain to 1481/2. Northern
Ohio Traction & Light 4s sold at 69^, an advance of 2 points. De-
troit United advanced from 87^ to 89.

At Cleveland, Northern Ohio Traction & Light featured again
and about a thousand shares changed hands at 22'/, strengthen-
ing a fraction of a point on strong demand the early part of this
week. The 4 per cent bonds of this company advanced to 70 on
sales of $35,000 worth, and the 5s sold at 83, high marks for both.
Aurora, Elgin & Chicago strengthened to 18 for the common, but
declined to I5?<^ on Tuesday of this week, indicating a veer of
sentiment in regard to the stock. The 5 per cent bonds of this
company were in strong demand ; about $60,000 worth selling at
90 to 915^. Cleveland Electric was erratic as usual owing to the
franchise controversy. It sold as high at 8o]/2, but on Tuesday of
this week, owing to the fact that all deals were of¥, it had dropped
to 78. A sale of Cleveland & Southwestern common was made at
9^, a gain of 2 points from last sale. Detroit United was active
at 89 to 89K'-
Security Quotations

The following table shows the present bid quotations for the
leading traction stocks, and the active bonds, as compared with

last week :

May 17 May 24

American Railways 51 51

Boston Elevated 1571/2 156

Brooklyn Rapid Transit 61% 571/2

Chicago City al95 190

Chicago Union Traction (common) 6% 6Vz

Chicago Union Traction (preferred) — 30

Cleveland Electric 83 —

Consolidated Traction of New Jersey — S3

Consolidated Traction of New Jersey 5s 109 109

Detroit United 88 88

Interborough Rapid Transit 204^4 1991/2

International Traction of Buffalo 25 25

International Traction of Buffalo (preferred) a64% a64i4

International Traction of Buffalo 4s 82% 82%

Manhattan Railway I641/2 161%

Massachusetts Electric Cos. (common) I614 15

Massachusetts Electric Cos. (preferred) 65 58

Metropolitan Elevated, Chicago (common) 21 22%

Metropolitan Elevated, Chicago (preferred) 60 60%

Metropolitan Street 116 114%

Metropolitan Securities 76% 75^

New Clrleans Railways (common), W. 1 35% 35%

New Orleans Railways (preferred), W. 1 79% 77

New Orleans Railways, 4%s 91 90%

North American 100% 98%

North Jersey Street Railway 25 25

Philadelphia Company (common) 43% i2%

Philadelphia Rapid Transit 333^ gi'^

Philadelphia Traction 100 100

Public Service Corporation 5 per cent notes 97 97

Public Service Corporation certificates 70% 70i/>

South Side Elevated (Chicago) 92 91

Third Avenue 126 125

Twin City, Minneapolis (common) 112% 108%

Union Traction (Philadelphia) 61% 62

West End (common) 96 951^

West End (preferred) 116 ng

a Asked. W. I., when issued.

Iron and Steel

The "Iron Age" says that at all leading distributing centers the
pig-iron market is very quiet. No sales of any consequence for
forward delivery have taken place, but there is a fair volume of
orders for early delivery, and consumers are taking their iron on
old contracts steadily. Production has been very slightly in excess

of requirements, but that does not mean that consumption is not
going on at an unprecedented rate. Sentiment has changed, how-
ever. Prices are weaker, and buyers are holding off, convinced
that a somewhat lower level in pig iron will be reached. Steel
billets are somewhat easier, and it is worthy of notice that the
leading interest is again offering more freely abroad.

♦♦♦

YOUNGSTOWN & SOUTHERN SOLD

The controlling interest in the Youngstown & Southern Railway
Company has been sold by A. W. Jones, J. R. Long, W. S. Ander-
son, J. H. Ruhlman and W. H. Ruhlman, the original promotors, to
a syndicate composed of John Stambaugh, Warner Arms, H. H.
Stambaugh, R. C. Steese, C. H. Boothe, A. M. Clark, Richard Gar-
lick, David Tod, R. P. Hartshorn and others of Youngstown. With
them in the syndicate are C. P. Phelps & Company, and Baker,
Ayling & Company, of Boston, who represent Eastern stockholders.
Officers have been elected as follows: John Stambaugh, president;
C. P. Phelps, first vice-president; S. J. Dill, second vice-president
and general manager; F. D. Wilkerson, secretary-treasurer; E. L.
Lincoln, assistant treasurer. F. D. Wilkerson is chairman of the
executive committee. The road is now in operation from Youngs-
town to Columbiana as a steam road, and it will be extended to
Salem, Lisbon and East Liverpool, and equipped for third-rail oper-
ation as originally contemplated. J. H. Ruhlman, who has been in
charge of the work, will continue with the company.

CONSOLIDATION OF PUBLIC SERVICE COMPANIES AT
COLUMBIA, S. C.

Preliminary agreements have been made for the consolidation
of the Columbia Water Power Company and the Columbia Elec-
tric Street Railway, Light & Power Company, of Columbia, S. C,
and meetings of the shareholders of the two companies have been
called for June 15 to ratify the terms of merger. The plan pro-
vides for the acquisition of the property and franchises of the
Water Power Company by the Street Railway Company, which
will then be capitalized at $600,000 of preferred stock, and $1,000,-
000 of common stock, and (with the retirement of its present
bonded debt of $700,000) an issue of $2,000,000, 5 per cent, 30-year
gold bonds secured by mortgage of the combined properties to fhe
Mercantile Trust & Deposit Company, Baltimore, trustee. Of the
new bonds $1,600,000 are to be sold and $400,000 reserved for im-
provements and for redemption at maturity of the $200,000 bonded
debt of the Water Power Company. The Columbia Water Power
Company was organized in 1891, and has developed 10,000 hp at
Columbia, its power station being located on the river at the foot
of Gervais Street. It is capitalized with $600,000 stock, and has
a floating debt of about $500,000, and no bonded debt except $200,-
000 of 6 per cent bonds maturing in 1918 and 1919, assumed in the
purchase of the Columbia Canal. E. W. Robertson, of Columbia,
S. C, will be president of the consolidated company, which will
retain the name of the Columbia Electric Street Railway, Light
& Power Company.

»♦«

IMPORTANT CONSOLIDATION IN GERMANY

On May 4 the stockholders of Felten & Guilleaume Carlswerk
Aktien-Gesellschaft, of Mulheini-on-Rhine, ratified the purchase
by the managers of that company of the manufacturing portion of
the Elektricitats-Aktien-Gesellschaft, vorm. Lahmeyer & Company,
of Frankfurt-on-Main. The title of the new firm is Felten &
Guilleaume-Lahmeyer-Werke Aktien-Gesellschaft, and the capi-
tal has been increased from Marks 36.000,000 to Marks 55,000,000.
The new stock is issued at no. The Elektricitats-Aktien-Gesell-
schaft, vorm. Lahmeyer & Company, will continue its existence,
but as a financial concern, and will operate in harmony with the
new consolidated manufacturing company.

The Felten & Guilleaume Company is one of the largest manu-
facturers of wire products in the world, and was incorporated in
1900 as successor to the firm of Felten & Guilleaume, which had
been in existence for more than seventy-five years. During this
time the control of the property has been in the hands of the
Guilleaume family, and it is understood that this will still be the
case. During the five years since its incorporation the company has
paid dividends at the rates of 10, o, 5, 5 and 8 per cent. The com-
pany has 5000 employees. The Lahmeyer Company has been en-
gaged in the past principally in the manufacture of dynamos and
other electrical machinery, and its machines have been extensively
used. By the consolidation of these two companies the new cor-
poration is in a very prominent position and bids fair to be an im-
portant factor in the electrical manufacturing industry of Germany.

May 27, 1905.]

STATEMENT TO MASSACHUSETTS LEGISLATURE OF NEW
HAVEN'S ELECTRIC RAILWAY HOLDINGS

A conimuiiication from the Railroad Commissioners was filed
in the Massachnsctts House this week in response to the order re-
questing information as to the amount of stock in Massachusetts
street railways owned or controlled by the New York, New Haven
& Hartford Railroad Company.

In this statement are included communications from the officers
of the various street railways showing the stockholders of record.
Of the 7000 shares of capital stock of the Worcester & South-
bridge Street Railway Company, 6982 shares are owned by Charles
S. Mellen, of New Haven, Conn., president of the New York, New
Haven & Hartford Railroad ; of the 10,000 shares of capital stock
of the Berkshire Street Railway Company, 940 shares each are
owned by the following persons : D. Newton Barney, of Farming-
ton, Conn. ; Charles F. Brooker, of Ansonia, Conn. ; James S.
Hemingway, of New Haven, Conn. ; H. M. Kochensperger, of New
Haven, Conn. ; E. H. McHenry, of New Haven, Conn. ; C. S. Mel-
len, Arthur D. Osborne and Calvert Townley, of New Haven, and
William Skinner, of Holyoke, 798 shares being held by the Con-
solidated Railway Company. Of the 19,584 shares of the Spring-
field Street Railway Company, 17,852 are held in Massachusetts,
being distributed in small blocks : 565 shares are held in Connecti-
cut, the balance Ijeing generally distributed throughout the
country.

The statement also includes a further communication from
President Mellen of the New York, New Haven & Hartford Rail-
road as to its holdings, this saying:

"On May I, 1905, the New York, New Haven & Hartford Rail-
road Company owned 100,000 shares, being all of the capital
stock of the Consolidated Railway Company. These shares were
acquired as follows :

June 3, 1903, Worcester & Connecticut Eastern Rail-
way Company 2501 shares

May 27, 1904, Worcester & Connecticut Eastern Rail-
way Company 2499 "

5000 "

On June 30, 1904, the above shares of the Worcester & Con-
necticut. Eastern Railway Company were exchanged for an equal
number of shares of the Consolidated Railway Company, owing
to the change in name of the company to the latter.

June 30, 1904, the Consolidated Railway Company issued an ex-
change for the capital stock of the Fairhaven & Westville and
Winchester Avenue Electric lines, of New Haven, and the Meri-
den electric system, of Meriden, 92,000 shares.

October i, 1904, the Consolidated Company issued an exchange
for capital stock of the Stamford Electric Company, 3000 shares,
making a total of 100,000 shares.

The foregoing covers all of the stock owned by the New York,
New Haven & Hartford Railroad Company in any and all electric
or street railway companies.

April I, 1905, the New York, New Haven & Hartford Railroad
Company acquired by purchase $3,500,000 par value of the deben-
tures of the Consolidated Railway Company. These debentures
were purchased of the company to put it in funds for the purpose
of enabling it to purchase the securities of the Hartford Street
Railway Company and the East Hartford & Glastonbury Horse
Railway Company.

The above comprises all the debentures, bonds, or evidences of
indebtedness nvmed by the New York, New Haven & Hartford
Railroad Company of any and all electric or ^street railway cor-
porations.

The increases in the capital stock of the New York, New Haven
& Hartford Railroad Company since Jan. i, 1900, have been as

follows :

Number of shares outstanding A'lay i, 1905 800,000

Number fif shares outstanding Dec. 31, 1899 546,853

Number of shares issued since Jan. i, 1900 253,147

THE CHICAGO & ALTON RAILWAY'S GASOLINE CAR

Much ado has Ijcen made in the daily press about the large
order for gasoline-electric motor cars said to have been placed by
the Chicago & Alton Railway Company with the intention of put-
ting the cars on its lines in competition for traffic with the va-
rious electric railways paralleling portions of its line between Chi-
cago and St. Louis. These reports have been run to earth, and
are found to be greatly exaggerated. The company has under con-
struction in its own shops at Bloomington, Til., one gasoline-
electric motor car, which is considered entirely as an experiment.

961

CLEVELAND ELECTRIC MAKES A PROPOSITION

At a meeting this week the directors of the Cleveland Electric
Railway Company formally declined to present to the stockholders
Mayor Johnson's scheme for leasing the property to an operating
company representing the city. The directors stated that they could
not recommend giving over control of the property to a "paper
company;" that is, a company without financial responsibility and
backing and managed by a committee whose powers would be au-
tocratic, and in no way subject to the suggestions or petitions of
the city or the stockholders. In return the company ofi^ered two
propositions. One provided for five-cent fare, six tickets for a
cjuarter, free transfers and the payment to the city of one-half of
the net income over and above fixed charges, and the payment of
a 5 per cent dividend on the capital stock, including such new capi-
tal as may be invested from time to time, at periods of five years,
the other half of the amount to be applied to a sinking fund for
betterment to the property. As an alternative to the dividend prop-
osition, the company agreed to give eight tickets for a quarter and
free transfers during one hour of densest traffic morning and even-
ing. In either case the company asked to be relieved of special
taxes, including bridge, paving and license fees.

The propositions were presented to the City Council Monday
evening and were bitterly opposed by Mayor Johnson. On a vote
of 17 to 16 the proposals were tabled.

NO MOVING PLATFORM IN NEW YORK-TUNNEL TO
LONG ISLAND CITY

At a meeting of the New York Rapid Transit Commission held
last Thursday, action was taken which complicates still further the
tunnel situation in that city. First it was decided finally to reject
the proposition to construct a moving platform in Thirty-Fourth
Street as advocated by interests identified with the Interborough
Rapid Transit Company, which operates the elevated and the
subway lines in New York. Then came the move that has cre-
ated so much talk. The commission adopted elaborate plans pro-
posed by New York City Railway interests to extend the original
routes of the Thirty-Fourth Street line to include a line under the
East River to Long Island City. This crosstown subway and tun-
nel, as approved by the commission, will extend from Eleventh
Avenue, in Manhattan, to Jackson Avenue and Fifth Street, in
Long Island City, a point beside Newtown Creek, which divides
Long Island City from Brooklyn. The road will have four tracks
across Manhattan and two tracks under the river and in Queens.

As laid down formally by the commission, the crosstown sub-
way with its Queens connection will be offered to bidders in three
sections. One will be from Eleventh Avenue in Manhattan to
Ninth Avenue, the second from Ninth Avenue east to East River,
and the third section will be the tunnel under the river. It is pro-
posed to have the East River tunnel section descend from the
grade of the crosstown section at a point between Second and
Third Avenue. The river section will run under private property
to the East River at Thirty-Fifth Street, and in the borough of
Queens will run under Borden Avenue to the yards of the Long
Island Railroad, two blocks away from the passenger station. The
tracks will be brought to the surface beside Newtown Creek at
Jackson Avenue and Fifth Street, and may be extended at any
time throughout Queens Borough. By taking the tracks across
Newtown Creek an entrance would be effected to Brooklyn
Borough.

♦♦♦

AFFAIRS IN CHICAGO

John J. Cummings, the president of the McGuire-Cummings
Manufacturing Company, of Chicago, who has made an ofTer to
the city to equip and operate the so-called Adam Street line of the
Old Chicago Passenger Railway Company, is reticent about di-
vulging the names of those who are to enter the syndicate with
him that will carry out his proposal. He has, however, said they
;:re all manufacturers of street railway material, and that among
tlieni are some of the largest in the business. He emphatically de-
nies that any street railway officials of Chicago or any other city are
interested in the proposals. Mr. Cummings says that $500,000 has
already been subscribed, and that certified checks totaling that
amount are in escrow, subject to return should the city not ac-
cept the proposal. The proposal, it will be remembered, is to take
over and operate the line on a license, as provided by the Mueller
law, for a certain compensation to the city, until such time as the
\ :ilidity of the Mueller certificates is assured by the decision of the
court. Then the properties will be turned over to the city in re-
turn for thesp certificates,

STREET RAILWAY JOURNAL.

962

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

INTERURBAN SERVICE ON THE ILLINOIS CENTRAL

Notice has previously appeared in these cohimns of the so-called
interurban service started by the Chicago & Alton Railway be-
tween certain points in Illinois, The Illinois Central Railroad has
started a similar service between Flossmoor and Kankakee and
between Decatur and Bloomington. The service between Floss-
moor and Kankakee is really a kind of an extension of the Chi-
cago suburban service which terminates at Flosismoor. This in-
terurban service is given with light trains and locomotives. Four
trains each way are run per day. Stops are made at all the prin-
cipal highway crossings upon signal. Interurban rates are based
on two cents per mile one way, and one and a half cents per mile
round trip. The method of carrying on the ticket bu'siness is al-
most identical with that most commonly used by interurban elec-
tric roads. Round trip tickets are sold by conductors from sta-
tions where there are no ticket agents. No baggage is carried or
checked on these trains. It is expected that later the company will
experiment with gasoline motor cars, one of the officers of the
company having reported favorably upon such an experiment after
visiting the car recently built by the Union Pacific Railroad.

THE PHILADELPHIA & WESTERN RAILWAY

Ciinstruction work upon tlie Philadelphia & Western Railroad
is actually under way. The line will, it is said, be constructed be-
tween the Philadelphia city line and Wayne during the summer, so
that cars may be run by Oct. i. The road will be double-tracked,
and laid with 85-lb. T-rails. There will be twenty-nine over and
under crossings of highways, but none at grade. The Southeastern
Construction Company is in charge of the work, and after the sec-
tion from Philadelphia to Wayne is completed, construction upon a
further extension to Parkesburg will begin. It is said that both
steam and electric cars will be run upon the road, although the
former will be run only in sufficient number to make the charter,
which is for a steam railroad, legal. The St. Louis Car Com-
pany is understood to have secured the contract for furnishing the
cars. Connections will be made at Sixty-Third and Market Streets,
Philadelphia, with the new Philadelphia Rapid Transit subway
and elevated line, to the Philadelphia City Hall. Cars may, per-
haps, be run all the way in to the center of the city, under a traf-
fic arrangement.

— ♦^♦^

NEW YORK RAILROAD & DEVELOPMENT ASSESSMENT

At a meeting of the directors of the New York Railroad & De-
velopment Company, which is the financing and construction com-
pany of the New York & Port Chester Railroad, held last week,
an immediate call of $1,000,000 was made, to be applied to the
payment of real estate for right of way, etc., already purchased
and contracted for, and other real estate immediately required to
start the work. The executive committee, composed of J. H.
Harding, John W. Gates, Charles W. Morse, D. H. Morris and
Geo. R. Sheldon, was authorized to call such additional future as-
sessments as may be required to push the work. The officers of
this company are Charles W. Morse, president; J. H. Harding,
vice-president, and David H. Morris, secretary and treasurer. W.
C. Gotshall, the president of the New York & Port Chester Rail-
road, is the active executive of the enterprise. The sub-contractors
for the earthwork and maisonry will be sent into the field so soon
as all of the right of way real estate is secured, so as to thereby
avoid interruption when the work is started. Oakleigh Thorne,
representing the Trust Company of America, will enter the board
in the near future, as will also a representative of Harvey Fisk &
Sons. The plan is to build a four-track third-rail electric railway
from a connection with the subway in Harlem, New York, to
Port Chester, a distance of 27 miles.

FIRST SINGLE-PHASE LINE ON COAST

The Vallejo, Benecia & Napa Valley Railway Company's electric
system is completed from Vallejo to Napa, and will be ready for
operation in a few days. A successful test of the Napa sub-station
equipment was recently made under the supervision of manager
H. H. Smith and electrician H. W. Crozier. An electric loco-
motive has been shipped from St. Louis, to be followed by the
electric cars. A line of fast steamers will connect at Vallejo, so
that six round-trips can be made daily between Napa and San
Francisco, The opening of this road will excite especial interest,
because it is the first railway on the Coast to be equipped with the
single-phase system, R, S, Masson is consulting engineer of the
company.

TOLEDO BRffiGE OPENED

The Cherry Street bridge, at Toledo, which for a month has been
closed to interurban cars, thereby keeping three of the roads out of
Toledo, has been opened to them again. The city made the necessary
repairs. The Mayor demanded that the companies post $5,000 each
to indemnify against damage to the bridge. The companies de-
clined, and before the matter was threshed out the City Council
passed a resolution granting the companies permission to use the
bridge. The Mayor attempted to stop the proceedings, but was
unable to carry his point.

The Lake Shore Electric has arranged several trade excursions
from points along its line to make up for the trade lost by Toledo
merchants. The Council was practically forced to action by the
complaints of the Chamber of Commerce and representatives of
the city merchants, who found that the trade brought in by the
interurbans was a very important factor in their business.

MASSACHUSETTS PRIVATE LAND BILL KILLED

The Massachusetts Senate has killed the bill "relative to the con-
struction and operation of street railways on private lands," after
having once enacted it. The bill so amended the street railway
law as to permit street railway companies to purchase or lease
private land for the purposes other than the avoidance of curves
and grades, which are the only purposes for which they can now
buy or lease. It was reported unanimously by the street railway
committee, and met with little or no opposition in its various stages
through the Legislature until it had been enacted. Then the steam
railroad interests, which had seen other measures to which they
were hostile defeated, evidently decided that this bill, too, was
inimical to them, and exerted their influence to kill it. The de-
feated bills included both the so-called general eminent domain bill
and the special bill to incorporate the Boston & Providence Street
Railway Company, and the interests back of the latter, while it is
claimed that they might have obtained desired privileges under the
bill that was rejected, were said to have joined in the effort to de-
feat it on the ground that the Stone & Webster interests, because
their road is already partly built, might be able to secure better
advantages.

*^

BOSTON & NORTHERN AND OLD COLONY STREET RAIL-
WAY COMPANIES ENTERTAIN

A party of newspaper men, railroad officials and the mayors of
Lynn, Salem and Beverly, on invitation of Robert H, Derrah, gen-
eral passenger and advertising agent of the Boston & Northern Street
Railway and Old Colony Street Railway, made a trip to Gloucester
on Sunday, May 14, enjoying a fish dinner at Long Beach and a
ride around the Cape, One of the company's parlor cars was used
for the occasion, and under Mr, Derrah's supervision the party left
Boston at 9 o'clock. At Lynn, Salem and Beverly, short stops were
made to take on other members of the party. At Gloucester mem-
bers of the local press joined the party, and after a few moments
delay the car started for Long Beach. After dinner a short stroll
around the beach was enjoyed until 3 o'clock, when the trip was
resumed for a trip around the cape. On reaching Rockport, a
brief halt was made, the party enjoying the hospitality of the Com-
monwealth Club at their quarters. The visiting delegation included
Mayor Joseph N. Peterson, of Salem ; Mayor Henry W. Eastham,
of Lynn; Mayor Joseph A. Wallis, of Beverly; M. B, Curran, pri-
vate secretary of Mayor Collins, of Boston; Robert H. Derrah, gen-
eral passenger agent ; Frank C. Wilkinson, general superintendent ;
Thomas Lees, superintendent Lowell division ; Thomas B. Roberts,
superintendent Gloucester division ; Robert B. Chalmers, superin-
tendent Salem division ; G. J. Anderson, assistant to President Sul-
livan, and A. A. Richards, of the Boston & Northern, and the
newspaper men.

♦♦^

APPLICATION MADE TO WIND UP AFFAIRS OF MIAMI &
ERIE CANAL TRANSPORTATION COMPANY

As intimated in the la.st issue of the Street Railway Journal,
certain creditors of the Miami & Erie Canal Transportation Com-
pany have applied to the courts to have the af¥airs of the company
wound up and the property sold. The Cleveland bondholders' com-
mittee, representing about $1,000,000 of bonds, are objecting .strenu-
ously to the foreclosure proceedings. They state that they are
working out a plan to reorganize the company and claim it can be
r)pcrated successfully. They also have hopes of still obtaining ad-
ditional concessions from the State Legislature.

May 27, 1905.]

STREET RAILWAY JOURNAL.

BROOKLYN EMPLOYEES* LUNA PARK FESTIVAL

The Brooklyn Rapid Transit Benefit Association, composed of
employees of the Brooklyn Rapid Transit Company, is holding
its spring festival at Luna Park, Coney Island. This year the
festival extends from May 15 to June 17, about five weeks, as
against three last spring and two last fall. Through the courtesy
of Thompson & Dundy, the managers, the freedom of the park is
virtually extended to the association, and a special line of attrac-
tions is offered at a reduced rate to association members and those
who wish to avail themselves of the reduced rate through the as-
sociation. As an attraction this year, A Trip to the Moon, Shoot
the Shutes, Whirl the Whirl, Fire and Flames, Scenic Railway,
Babbling Brook, Minature Railway, Laughing Mirrors, and en-
trance to the park, totaling $1.00 worth of amusement, are offered
for 50 cents.

The festival is advertised extensively by the association in the
cars, the elevated stations, elevated platforms and other points of
vantage, and all employees are permitted to carry tickets while
on duty for sale to the public. A commission is paid by Messrs.
Thompson & Dundy on all tickets sold, and the income from the
festival, which is considerable, is expended by the association dur-
ing the winter for the educational work and in defraying the ex-
penses of the many entertainments provided for the members, to
which admission is free. Besides the efforts made by the mem-
bers individually to further the interests of the association by
selling tickets, a corps of able canvassers is selected by the trus-
tees of the association from the regular men. These men, paid a
regular wage by the association, are stationed at the entrance to
the park to sell tickets.

On Saturday, May 27, the association band, under the direction
of W. S. Mygrant, bandmaster of the 13th Regiment, will visit the
park. This band was organized last fall, and meets regularly once
a week. The instruments and uniforms are all furnished free by
the association, as is also the instruction. Mr. Mygrant, who is
one of the ablest conductors in the country, is unstinted in his
praise of the organization.

On April 28, Newton W. Bolen, superintendent of districts num-
be.r one and three of the Public Service Corporation, was the guest
of the association at its East New York club house. Mr. Bolen
has extended an invitation to the association to visit the employees
of the Public Service Corporation at their club house in Jersey
City, and ori Thursday, May 25, officers of the company and of the
association, together with the baud, will go to Jersey as the guest
of Mr. Bolen.

The regular election of the association for the selection of
officers was held recently, and resulted as follows : Geo. F. Wol-
fram, vice-president ; John Stall, Wm. F. Duncan, Sanfred Dyer,
trustees.

In this connection it is interesting to note the methods of nomi-
nating officers and of voting. Heretofore a caucus has been held
and names placed in nomination. Before the last election, how-
ever, announcement was made that the endorsement of any one
man by fifty members would insure the insertion of his name on
the regular ballot. Each member of the association was furnished
with a numbered ballot, and when voting his number was checked
off against his name. The evening of the election special cars were
run from each of the depots to the polling place, which was in the
club room of the East New York building. More than 2000 votes
were cast.

*^

HOLDING COMPANY FOR WIDENER-ELKINS OHIO
PROPERTIES

Announcement is made by Irwin, Ballman & Company, Cincin-
nati bankers, of the formation of the Union Traction Company, of
Ohio, as the holding company of the various interests of the
Widener-Elkins syndicate in Ohio. The announcement states that
the company has a capital of $20,000,000 and owns all the stock of
the Cincinnati Traction Company, the Cincinnati Interurban Com-
pany, the Cincinnati Zoological Company, the Traction Building
Company, of Cincinnati, the Cincinnati Car Company, one-half the
capital stock of the Traction Terminal Company and a large in-
terest in the common and preferred stocks of the Cincinnati, Day-
ton &' Toledo Traction Company. The directors agreed upon for
the new company are : Thomas Dolan, Randall Morgan, P. A. B.
Widener and George Elkins, of Philadelphia; Hugh J. McGowan,
W. Kesley Schoepf, B. S. Cunningham, John Kilgour, Chas. P.
Taft, W. S. Roe, Louis J. Hauck, Wm. Cooper Procter, H. M.
Levy and W, T. Irwin.

It is stated that the original plan announced several days ago
called for a company to have a capital stock of $16,000,000, but
that this had been increased to $20,000,000 to provide for the pur-

chase and building of an elevated line from Norwood into Cincin-
nati under franchises secured by J. G. Schmidlapp. This elevated
line will provide the much desired entrance into Cincinnati for the
standard gage interurban roads.

It is evident that the Widener-Elkins interests are at work on
the formation of a huge system of interurban roads in Ohio and
Indiana. As is well known, the syndicate controls the Indiana
Union Traction system and the Cincinnati, Dayton & Toledo, and
is generally understood to be back of the Ft. Wayne, Van Wert &
Lima Traction Company. Several meetings held recently at Lima
indicate that W, Kesley Schoepf has allied himself with Joseph
Mayer, of Buffalo, in the project of building from Lima to Toledo
over the route now under construction by the latter. It is known
that offers have been made to the Indianapolis & Eastern and the
Dayton & Western for the lines between Indianapalis and Dayton,
and to the Dayton & Troy and the Western Ohio Company for the
lines between Dayton and Lima, giving a through line from Cin-
cinnati to Toledo. The Pomeroy-Mandelbaum syndicate, which
owns the Western Ohio, is not particularly anxious to dispose of
its property, because it is building a line from Lima to Findlay
with a view to operating through from Dayton to Toledo. Wid-
ener-Elkins interests are also said to be planning to build a line
from Lima to Columbus by way of Bellefontaine, and it is well
known that they are keeping an eye on the outcome of the Apple-
yard muddle, and it would not be surprising to see these roads pass
into their hands. If all these plans are carried out, the Philadel-
phia syndicate will control the cream of the interurban business of
the Central West. Its lines would extend from Cincinnati to To-
ledo, from Columbus to Indianapolis, from Columbus to Ft. Wayne;
a system of more than a thousand miles, not including city lines.

REPORT OF THE LIVERPOOL CORPORATION TRAMWAYS

The Liverpool Corporation Tramways have issued an erratum
sheet to their annual report, stating that owing to an error of their
printers, certain statistics of traffic for 1902 and 1903, as shown in
the report, became transposed. These figures were reproduced on
page 760 in the April 22 issue of this paper, so that to read cor-
rectly, the first thirteen lines printed under 1902 should be con-
sidered as applying to 1903, and vice versa. The final three lines
are correctly given under their respective years, and there is no
change in the 1904 figures.

^♦^»

STREET RAILWAY PATENTS

[This department is conducted by Rosenbaum & Stockbridge,
patent attorneys, i-|.o Nassau Street, New York.]

UNITED STATES PATENTS ISSUED MAY 16, 1905
789,715. Pneumatic Trolley Check; Andrew G. Cassidy, Wal-
tham, Mass. App. filed Nov. 5, 1904. Pneumatic means whereby
when the trolley slips off the wire, the pole will be checked in its
upward movement and then drawn down below the wire.

789,754. Governor for Non- Automatic Electric Motor Con-
trollers ; William J. Napier, Leighhardt, Sydney, N. S. W. App.
filed Jan, 6, 1904. Provides a locking-pawl suitably mounted in re-
lation to a cam on the controller-spindle and pneumatic-electrical
mechanism for operating this pawl, so as to advance it to engage
with and lock said cam during the time that the motor is accelerat-
ing, and to retire it, so as to leave the controller spindle free to be
rotated to the next notch.

789,804. Trolley Catcher and Retriever ; Walter W. Geiser, Al-
toona, Pa. App. filed Dec. 19, 1903. Details of a spring drum and
ratchet.

789,879. Brake Gear for Railroad Cars ; Edward Posson, Aus-
tin, 111. App. filed Jan. 7, 1905. A brake lever coupled between its
ends to a brake-beam, and at its lower end to the lower lever con-
necting-rod, a link parallel to the lever and coupled to the beam
and rod at points equal in distance apart to that between the con-
nections of the lever thereto.

789,998. Brake-beam ; John F. O'Coimor, Chicago, 111. App.
filed Jan. 9, 1905. A brake-head for brake-beams having a re-
cessed portion through which the brake-beam is designed to pass,
and friction shoes on each side of the recess.

790,024. Fender ; Summers F. Beckwith, Charleston, W. Va.
App. filed Sept. 20, 1904. Details of construction.

790,058. Brake-beam; James M. Hopkins, Chicago,' 111. App.
filed Feb. 20, 1905. A rolled brake-beam of I form having its
flanges wider at its middle portion than at its ends.

790,096. Sand Can ; August L. Ackerman, Hoboken, N. J.
App. filed March 9, 1905. A can for manually applying sand to
the track rails, having a guide wheel adjacent the spout and
adapted to travel on a rail to be sanded.

964

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 21.

NEW HAVEN ELECTRIFICATION

The directors of the New York, New Haven & Hartford Railroad
have authorized the president to arrange to estabhsh electric motive
power for its trains in running into the Grand Central Depot, New
York. The directors have been looking forward to this step for
some time, since the New York Central decided to make this change
for its trains. The new arrangement will require not onh' the pur-
chase of electric locomotives and the establishment of a power
house, but there will be necessary a big round house for the steam
locomotives, where the}' can be housed so as to play their part in
the new system.

•

PERSONAL MENTION

MR. E. A. CROSBY, assistant treasurer of the Twin City
Rapid Transit Company, has been appointed to the position of
treasurer, and Mr. Edward S. Pattee, auditor of the company, has
been made secretary.

MR. P. M'CRORY, president of the Toledo, Port Clinton &
Lakeside Railway Company, has sold his interests in the company to
Captain D. H. James, and has resigned from the management. Mr.
McCrory was actively in charge of the building of the road. He
will go to Arizona to recuperate.

MR. THOMAS L. HACKETT, general passenger agent for the
Grand Rapids, Grand Haven & Muskegon Railway, with head-
quarters at Grand Rapids, has severed his connection with the
road and accepted a position in Montgomery, Ala. R. J. Kelley
becomes freight agent for the road. General Manager Morley will
look after the passenger business.

MR. G. A. RICHARDSON, of Lynn, Mass., has been made as-
sistant superintendent of the Houghton County Street Railway
Company, of Hancock, Mich., and will have charge of the Calumet
division of the road. Transportation across Portage Lake will be
provided to passengers of the company's lines by one of the es-
tablished ferry lines, without e.xtra cost.

MR. WILLIAM R. MILLER, superintendent of the Cumber-
land & Westernport Electric Railway, with headquarters at Frost-
burg, has tendered his resignation to take effect May 31. Mr.
Miller will go to Danville, Pa., to take charge of the Danville &
Bloomsburg Electric Railway as general manager. Mr. Miller be-
came connected with the Cumberland & Westernport Electric
Railway on March 23, 1903.

MR. R. P. STEVENS has been appointed to the position of
general superintendent of the Auburn & Syracuse Electric Rail-
way, of Auburn, N. Y. Mr. Stevens formerly was general super-
intendent of the Everett Railway & Electric Company, of Everett,
Wash., where he served five years. On May 9 the employees of
the Everett Company presented him with a handsome diamond
ring as a token of esteem. Mr. J. Reardon has been appointed to
succeed Mr. Stevens at Everett. Mr. Reardon formerly was
master mechanic of the company.

MR. CHARLES H. COX, manager of the Lincoln Traction
Company, delivered an excellent address on May 10 about "The
Art of Handling Men," before the engineering society of the Ne-
braska State University. Mr. Cox gave considerable attention to
the proper attitude of the college graduate who enters into the em-
ploy of a large company embracing all sorts and conditions of men,
and also defined some of the methods the manager of a public
service corporation must use in conciliating the people and incul-
cating the spirit of courtesy among his employees. 1

SOME CHANGES have been made in the personnel of the
Albany & Hudson Railroad Company. Mr. J. P. Maloney has been
appointed trainmaster in charge of all trainmen and operation of
all cars on the road. Mr. Chas. Eastman, as roadmaster, will have
charge of repair and construction of tracks. Mr. R. P. Leavitt, as
general mechanical superintendent, will have charge of car shops
and mechanical work in that connection, in addition to the duties of
his former position as electrical superintendent, in which he had
charge of all electrical matters in connection with both the railway
and lighting departments.

MR. H. J. SLIFER, recently general superintendent of the Chi-
cago, Rock Island & Pacific Railroad, in charge of operation, mo-
tive power and maintenance between Chicago and Denver, has
joined the forces of J. G. White & Company, as steam railway ex-
pert. Mr. Slifer has had a long experience in railroad work, hav-
ing been connected with the Mexican National Railway, Pennsyl-
vania Railway and Chicago & Northwestern. With the latter road
he was superintendent of the Iowa division of the company. In
his new connection he will have charge of matters relating to the
steam railway undertakings of the White Company.

MR. SAMUEL S. HOFF, general manager of the Wilmington
City Railway Company and the Wilmington City Electric Com-
pany, of Wilmington, Del., has also been appointed general man-
ager of the Chester Traction Company. All three of these com-
panies are controlled by the Interstate Railways Company, which
also controls railway systems in Reading, Scranton and other
places in Pennsylvania and also in New Jersey. Mr. Hoff is an
experienced civil engineer in addition to being an experienced
railway man. For eight years he was city engineer of Reading.
Subsequently he entered railroading.

MR. A. B. NELSON, formerly chief engineer of the Trenton,
Newhope & Lambertville Street Railway, with headquarters in
Morrisville, Pa., has been appointed chief engineer of the Lancas-
ter & Eastern Railway, with headquarters in Lancaster, Pa. The
Trenton, Newhope & Lambertville Railway possesses the distinc-
tion of being the heaviest constructed electric railway in Pennsyl-
vania, the Wilkesbarre-Hazleton, and Wilkesbarre-Scranton lines
excepted. Mr. Nelson laid out the line last year, and personally
supervised a part of the construction. He was also chief engineer
of the Trenton Terminal Railway, and did a great deal of en-
gineering work for the Camden & Trenton Railway.

MR. JOHN G. HONECKER has been appointed general super-
intendent of the New Jersey & Pennsylvania Traction Company's
Trenton, Lawrenceville & Princeton Railroad, Yardly, Morrisville
& Trenton, Newtown & Yardley, and Trenton, Newhope & Lam-
bertville Street Railways, with headquarters at Trenton, N. J.
He succeeds Mr. G. F. Mitchell, who goes to Allentown, Pa., with
the Lehigh Valley Traction Company. Mr. Honecker was super-
intendent of the Trenton, Lawrenceville & Princeton Railroad
during its final construction period, as well as of the Yardley,
Morrisville & Trenton Railway during 1901, when the late Mr.
Albert L. Johnson was living. Then he became associated with the
Lehigh Valley Traction interests, in the Lehigh Valley, and re-
mained with this company until the building of the Trenton, New-
hope & Lambertville Street Railway, when he was sent to Yardly
as superintendent of construction.

MR. WILLARD H. GREENE, superintendent of the Lexing-
ton & Boston Railway, met with an untimely death by drowning in
the Concord River on Friday, May 12. Mr. Greene and a friend
•were on a fishing expedition in a canoe, when suddenly it cap-
sized, as these things are wont to do, and both were thrown out.
The accident is supposed to have happened at 3 o'clock. At 7
o'clock the canoe was found floating upside down in the river. A
search was began at once for the bodies, and they were recovered
at I o'clock the following morning. Mr. Greene was born in Mil-
ford, N. H., about 44 years ago. Early in life he entered the pro-
vision business in Lowell, later entering the employ of the Lowell
Street Railway Company. From Lowell he went to Boston, where
he worked for the West End Street Railway Company, leaving to
accept a position at the bottom of the ladder as conductor for the
Newton Street Railway Company. He rapidly made his way up-
ward, and soon was assistant purchasing agent. Nine years later,
in 1900, when the Lexington & Boston system was projected, he
was sent as superintendent to oversee the construction of that
road, and when the line was completed he was appointed to the po-
sition of superintendent. Assistant Superintendent Benjamin
Rosson has been appointed acting superitendent of the system.

MR. W. OWEN THOMAS has opened an office as consulting
electrical and mechanical engineer in Chicago. For a year past
Mr. Thomas has been assistant mechanical engineer of the Chi-
cago & Northwestern Railway. Previous to that he was electrical
engineer of the great water power plant of the Michigan Lake
Superior Power Company at Sault Ste. Marie, Mich. After con-
struction work ceased, Mr. Thomas for a time had charge of all
the company's electrical work, including electric light and street
railway service, on the American side, and the Canadian plant
supplying the pulp and steel mills with power. Early in 1904, hav-
ing been at Sault Ste. Marie three years, he came to Chicago and
took the position of assistant mechanical engineer with the Chicago
& Northwestern Railway. He will still be connected in a con-
sulting capacity with both companies which he has previously
served. Mr. Thomas is 32 years old, and an Englishman by birth.
He was educated at the Central London Foundation School and at
Cambridge. His engineering experience began in England with
A. Eustace Haversham, and was continued with Gurdon L. Steven-
son. Eight years ago he came to this country and entered the em-
ploy of D. H. Burdham. Later he was one of Bion J. Arnold's
staff, from which he went to the Soo plant. His work at the Soo
especially fits him for large hydro-electric propositions, and his
combined steam and electric railway experience puts him in a po-
sition to demand recognition in the electrical equipment of steam
railroad suburban service.

Street R^ailway Journal

Vol. XXV.

NEW YORK, SATURDAY, JUNE 3, 1905.

No. 22.

Published Every Saturday by the

McGraw Publishing Company

Main Office:

NEW YORK, Engineering Building, 114 Liberty Street.
Branch Offices:

Chicago: Monadnock Block.

Philadelphia: 929 Chestnut Street.

Cleveland: Cuyahoga Building.

London: Hastings House, Norfolk Street, Strand.

Cable Address, "Stryjourn, New York"; "Stryjourn, London" — Lieber's Code

used.

Copyright, 1905, McGraw Publishing Co.

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NOTICE TO ADVERTISERS
Changes of advertising copy should reach this office by 10 a. m. Monday
preceding the date of publication, except the first issue of the month, for
which changes of copy should be received two weeks prior to publication
date. New advertisements for any issue will be accepted up to noon of
Tuesday for the paper dated the following Saturday.

Of this issue of the Street Railway Journal 8250 copies are
printed. Total circulation for 1905, to date, 181,100 copies — an
average of 8232 copies per week.

Grooved Rails Dangerous for Interurbans

The persistency with which city engineers in certain mu-
ni'''';ialities cling to the idea tliat the grooved rail is tjie only
suit, jle rail for paved streets, and insist upon street railway
companies using this type, forms one of the most embarrassing
problems with which interurban managers have to contend.
Many large city systems, particularly in the Central West, are
laid with rails of this type, and the interurban roads desiring
entrance to such cities must either adopt flanges to conform to
the grooved rail in the city or take the chances of derailments
while on (he city tracks. In cither case accidents are lialjle to
haf)pen.

Two glaring examples of the fact that grooved rails are dan-
gerous for large interurban cars were furnished in Cleveland
recently, when within a space of twenty-four hours two inter-
urban cars were derailed on bridges and passengers escaped
almost by miracles from being dashed to death. In both cases
the cars were derailed on grooved rails which were not deep
enough to admit the flanges used by the interurban companies.
This type of rail was used because required by city ordinance,
despite the obvious fact that a bolt from a car, or any small
piece of iron or hard stone, was sufficient to derail a car, even
when going at slow speed. Such rails are particularly danger-
ous in winter, as they are liable to fill up with ice, causing a
car wheel to ride on the flange instead of on the tread, and
making it almost impossible to stop quickly, as the flange will
slide in the groove. We know of at least two instances where
interurban managers, after suffering numerous derailments on
grooved rails, reluctantly cut down their flanges in order to
make it possible to operate over a short piece of track into
large cities, thereby laying themselves open to accidents to
cars operating at high speed on curves. In another case a
manager of our acquaintance, who had suffered numerous de-
railments on a piece of grooved rail track laid according to the
specifications of an overwise city engineer, armed a force of
men with cold-chisels and hammers one dark night and cut the
lip or flange from a mile or more of grooved rail, and then
'^^enly defied the city to enforce its ordinance.

M?ii^* Strength and Awkwardness in the Repair Shop

Iij ';the equipment of many street railway shops provisions
for,,h2indling the heavier parts of the motors and trucks by ma-
chinery are not provided. It is possible to repair the cars
without the additional expense for conveying and lifting appa-
ratus, and those in charge feel, when building the shops, that
these can be installed at a later time. Often, however, they
are never installed. The heavy parts are either handled by
sheer strength or probably by the employment of crude lever
arrangements. In any event, the cost of doing the repair work
is usually so far beyond what it would be were proper facilities
provided that interest on the investment of a few cranes would
be a small item compared to it.

The writer has seen all the men ftom one section of a shop
called to assist in lifting a motor shell or heavy truck part from
the floor to a push car. While the actual process of lifting
would not occupy much time, the period the men were away
from their work was considerable. As the piece could not be
lifted until the last man had arrived, there was always time
lost in waiting for him. After the work was completed, the
men, being of a sociable nature, were rather loath to separate,
and felt it necessary to discuss the incident. On the whole,
])robably from five to ten minutes would be lost. This amount
from each of the ten or fifteen men makes the total time lost
considerable and the cost of simply lifting the casting out of
all proportion to what it would be if proper means had been
provided for handling hcavv parts.

But the expense is not the only item to be considered; the

966

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

ability to rush a job of repairing is often more important than
the cost of doing the work. It is certain that where main
strength is used throughout, one cannot be certain of speedy
work.

Aside from the convenience and cost to the railway com-
pany, there is a humanitarian phase to the subject and the
moral effect on the men of such crude methods. Strains of
one kind and another may result from the heavy lifting. Even
where no real injury occurs, the body is often so strained that
the man becomes sore all over and moves for the rest of the
day, or possibly for two or more days, with half his accustomed
alacrity, and this indirectly increases the cost of moving the
heavy part. Besides this, the use of such crude time-wasting
methods has a demoralizing effect on the work of the whole
shop and drives away the best men. It is a well-known fact
that work requiring great brute strength to a certain extent
unfits men for work requiring skill and alertness. If skilled
laborers stay in a shop where main strength and awkwardness
are required to any great extent, it is usually under a protest,
silent or otherwise, and with silent contempt for the company
that will cling to such methods when better are available.

The Light Railway Problem

We have from time to time called attention to the need in
this country of developing some form of light, cheap railway
for use in certain districts where neither the ordinary electric
road nor the steam road answers all the requirements. That in-
terest in this subject is gradually awakening is shown by the
present activity in gasoline motor car development as well as
by the discussion which was aroused by the paper on "Light
Electric Railways" read by J. R. Cravath before the American
Institute of Electrical Engineers in Chicago on May 23. The
paper was published in abstract last week, and a digest of
the discussion on it appears elsewhere in this issue. As would
naturally be expected, the paper brought out a variety of opin-
ions. An analysis of the situation and the propositions ad-
vanced in this discussion will therefore not be out of place.
Stated briefly, the construction proposed by the paper was for
a road of 28-in. gage, with 30-lb. rails, laid on a grade which
would follow the contour of the country so closely that but
little expense for grading would be necessary. The motors
would be single-phase, alternating current, supplied with
power from existing electric light stations. To prevent cars
from being top heavy on such a narrow base, a peculiar form
of car body was suggested in which the center of gravity was
low, while the trucks were large enough to support motors.
The whole cost figured up about $8,000 a mile for the complete
road.

In the discussion several alternative propositions were ad-
vanced as follows: d) the use of standard gage, with light
rails and steam or electric power, and (2) the use of the light
narrow gage track proposed in the paper, and the substitution
of gasoline for electric motors. Besides these propositions,
there may also in this analysis be considered properly two
others which did not come up in the discussion, but which are
receiving some consideration, namely: (3) the use of a stand-
ard steam railroad track and gasoline motors, and (4) the use
of very light standard gage track and gasoline motors.

In regard to the first proposition, it is probably true that
by adding $2,000 per mile to the cost of construction, the 28-in.
gage could be made standard if the same location of the road
was used and if the rails were no heavier than for the narrow
gage road proposed in the paper. The chief advantage claimed

is the ability to exchange rolling stock with standard roads.
There are several things to be considered, however, before this
claim is accepted broadly. In the first place, such a cheap
road, to save grading, would probably have so many curves
that It would be almost as undesirable for future conversion to
a standard steam or electric line as if it were narrow gage.
Moreover, if very light rails are used, there would be danger
of derailment to standard cars, and the bridges must be made
strong enough to take steam railroad rolling stock. By the
time we have added extra expense for rails, grading and
bridges enough to make the operation of steam road freight
cars safe, the cost of construction gets uncomfortably near
that of the present cheaper class of interurban roads. In other
words, we have got away from our original plan of a substitute
for wagon traffic and have the heavier and more expensive
construction which we wish to avoid.

The second proposition, to use a light 28-in. gage and gaso-
line motor cars, may be feasible where minimum first cost is of
first importance. The cost of the overhead line, which is about
10 per cent, would then be wiped out as well as some of the
power house investment. It would seem that of all places
where a gasoline motor might be applicable, this would come
the nearest to being suited to its present known capabilities.
The gasoline motor and transmission gears necessary to oper-
ate cars of 5 tons or 6 tons on steam rails have already been
developed and well tried in automobile work. As far as the
engineering features are concerned, therefore, there would be
less uncertainty about building gasoline motors for this kind of
service than for any other railroad work for which they have
been proposed.

The third proposition is one which is attracting con-
siderable attention at the present time for the reason that
many steam railroad companies are now looking in the
direction of gasoline motors for a method of economically oper-
ating their small branch lines. As, however, the cost of the
roadway is the principal item in the investment, and that of
the motor power is of minor consideration, such a road can
hardly be classified as a light railway. There is no hope of
making it profitable unless there is enough traffic in sight to
pay interest on the heavy roadway investment in addition to
operating expenses. As regards the motive power, we must
confess, as we have said before, that the outlook for the gaso-
line motor car in the heavy railroad business is still problemati-
cal. It is one thing to build a gasoline motor and transmission
gear for an automobile of 3 tons or 4 tons and quite another
thing to build one for a standard passenger car of 80 tons, haul-
ing a trailer or two. As soon as the power of the engine is in-
creased, difficulties with the transmission gear begin to crop
up. Adding electric motors and storage batteries and trans-
mitting the power from the engine to the power axle by elec-
tricity may improve mechanical conditions somewhat, but cer-
tainly involves enormous weight and complications. Then,
too, as said before, the cost of fuel for a large gasoline motor
car is formidable. With gasoline suited to engine use some-
where between 10 cents and 17 cents a gallon and with engines
showing a factory test performance of i pint of gasoline per
hp-hour, it does not take any very elaborate mathematics to
unearth the fact that an interurban car taking from .o6-hp-
hour to .125 hp-hour per ton-mile is going to make a good
sized drain on the gasoline tank in the course of a round trip.
The field for the gasoline motor is in lighter work unless there
are wonderful developments during the next few years.

The fourth proposition, to use a light standard gage track
for light gasoline motors, is a compromise which has many

June 3, 1905.]

STREET RAILWAY JOURNAL.

967

points in its favor. It would be within the range of work
easily performed by existing gasoline motors, and if rightly
located could be relaid as a standard steam or electric road in a
few years. Of course, it would involve more grading invest-
ment than a light narrow gage road.

It will be seen that we have in these various propositions
various compromises between the lightest and cheapest con-
struction on the one hand and standard interurban and steam
road construction on the other hand. Other compromises will
suggest themselves. Just which is to be selected is a matter
which should be governed by the probable future of the road.
One thing is evident, however, and that is, to get the lowest
cost of construction by narrowing the gage and avoiding cuts
arid fills as far as possible, all idea must be abandoned of mak-
ing the road worth much for conversion into a heavy standard
gage road, except in a very level country. We may adopt
some compromise which will make it of some value in the
construction of a heavy standard gage road ultimately, but in
doing so, the cost of construction is increased, and it may
easily be so increased as to make it a losing proposition from
the start.

Although it is well to look to the future in the building of
any road, it is certainly a mistake to assume that all roads
built are ultimately to become a part of some trunk line system.
The sooner this is realized, the better. The place for the
cheapest class of construction is evidently where there is no
likelihood that the road will ever become part of a through
system and that it will always be a feeder. There are thou-
sands of such places. There are other places where heavy
standard gage construction would some day be desirable. In
such places, one of the compromises should be selected. A
careful study of this whole subject brings to mind forcibly the
necessity of keeping the investment at the lowest possible point
and the great difficulty of steering a course which will avoid
too great investment and at the same time result in a railway
which will operate economically and do what is required of it.

Sunday Work in the Repair Shop

There is, of course, at times a certain amount of work in
every repair shop that must be done on Sunday, or special oc-
casions, when special orders must be rushed through to keep the
road in operation. But in many shops the line between neces-
sary and unnecessary labor on this day is very loosely drawn,
with the result that much work is done on Sunday that could
just as well as not be performed on any of the other six days
of the week. Leaving out any moral phase of the question, it
is certainly advisable to have as few men as possible at work
around the shop on Sundays. There seems to be something in
the mental atmosphere on Sunday that prevents a man doing
a full day's work. He usually feels that the company is en-
titled to only six of his days a week, and that when an addi-
tional one is required, the company is imposing on his per-
sonal rights, even if he is paid full wages or a time and one-
half.

But the loss is not confined to Sunday. It is impossible for
a man to work day after day at the same task and in the same
surroundings and retain the normal amount of vigor of mind
and body. He soon becomes sluggish and never works at his
highest efficiency. The custom of having men at their regular
employment Sunday after Sunday tends to drive tlie more self-
respecting and, therefore, tlic more vahia])le men away, and
this fact alone is sufficient to cause serious consideration to lie
given to the subject.

To avoid much Sunday work in many shops, it would be
necessary simply to employ a few more regular men during the
week. Those men who do the work that it is impossible to do
any other day would certainly give more returns for their pay
if given and compelled to take for recreation one of the other
days each week.

Every Eighth Day Off

A plan which has been in force in Denver for a number of
years, and is also in force in a modified form in other cities,
has been previously spoken of in these columns, but it is of
sufficient importance to warrant our calling attention to it
again. This is the plan of arranging the runs of conductors
and motormen so as to give each man every eighth day off.
The reason, of course, for not making the interval seven days
is that it would always give certain men Sundays off. The
eighth day plan rotates each man's day off so that all get the
same number of Sundays off during any long period. S. W.
Cantril, superintendent of the Denver City Tramway Com-
pany, who inaugurated this scheme some five years ago, is one
of those who does not believe that man can do his best work if
he works steadily every day, week in and week out. In fact, it
is even claimed that the men average more working days per
year now in Denver than they did under the old arrangement,
when men got time off as they requested it, provided the com-
pany was able to grant the request. Of course, the present
eighth day arrangement is modified so that on all special days
all crews are subject to call for duty. On the majority of
roads in this country we believe the usual arrangement is for
men to be allowed days off whenever they ask it, providing it
does not interfere with days of especially heavy traffic. We
are strongly inclined to think, however, that the plan of having
it understood that every man is to have a day off at intervals
approximating once a week is beneficial both to the company
and to the men. Some of the very best employees, with a desire
to earn more money, will frequently go for long periods with-
out taking a day off. Many managers consider that if a man
wishes to work this way and needs the money, the company
ought not to deny him the right to work every day of the year
if he desires to. It may be well for the superintendent to make
exceptions in favor of men who for some special reason, such
as sickness in the family, may be in need of all the money they
can earn, but we think that the general principle will never-
theless hold that if a regular day aff is the established rule and
precedent of a road, it is conducive to a steadier and higher
class of service tlian is the older and more common plan. It
will tend to get the plodder out of a rut and it will tend to
steady those employees who, under present rules, take several
days off at a time. Besides all these things, there is another
very strong point in favor of the plan, namely, that it tends
to give more work to tlie trippers and extra men, and partly
solves the constant problem of how to provide these extra men
and trippers with enough work so that good men will stay in
tlie business. With the men on the regular runs working seven
days each week, it is frequently hard for the superintendent to
arrange enough work to give the extras and trippers the wages
that any man in (lie business should get, and to provide for
this some companies liavc even been obliged to pay some of the
extras fcir time not actually put in, in order to In-ing tlieir
wages uji to ;\ living liasis. Anytliing whicli tends to relieve
this condition of aflairs is welcome, and the eighth day scheme
is one of llie licst helps in the solution of this proldem that we
know of.

968

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

THE CALCUTTA TRAMWAYS SYSTEM

On account of the more immediate interests nearer home
which attracted capitaHsts, it was not until a few years ago
that attention was directed to the possibilities of lucrative tram-
way undertakings in the East. Electric traction has infused
new life into systems which formerly employed steam and
animal traction, and the success of such conversions has been
followed by numerous concessions for electric tramways in
places such as Hong Kong, Singapore, Manila, Rangoon, Man-
dalay, Tokio, Batavia, Penang, Colombo and others. The
largest and most important of the tramway systems in the
East is that of Calcutta, and is of more than usual interest on
account of the conditions under which it operates.

It is hardly necessary to say that Calcutta, the metropolis of
India and the seat of government, is one of the largest and
most important cities of the East. It is a very large port and
is the center of the extensive Indian trade in tea, jute and gen-
eral produce and merchandise.

On account of its low-lying position, an extensive system of
artificial drainage has been adopted. This system, though
fairly well carried out, is not nearly sufficient to cope with the
extraordinary downpours during the rainy season, which flood
the streets in certain sections of the city for the greater part
of the day, sometimes to a depth of about 2 ft. and upward.
Another climatic condition which causes great damage and
difficulty from a traffic point of view is the number of severe
wind storms, approximating to cyclones, which sweep over the
city at the beginning and the close of the rainy season (which
lasts from the middle of June to the end of September), often
with destructive effects, uprooting trees, unroofing houses and
causing general damage.

Calcutta is divided into three natviral parts, viz.:

The European business district, practically confined to an
area of 250 acres, located in the west central portion of the
city, bordering on the eastern bank of the River Hooghly.

DALHOUSIE SQUARE, WEST— POSTOFFICE ON RIGHT

In the native town the streets, as in all Oriental cities, are
narrow, and lined for the most part with unprepossessing
houses and huts, which are very densely peopled, one ward
having a density of 281 per acre, or 180,000 per square mile.
Broad roads are, however, now being cut through the native
quarters, and the congested districts, which have up till lately'
been the hotbed of epidemics and plague, are being opened out,
and this work is the beginning of a large improvement scheme
upon which the government has entered.

street Ry.Journ.il

MAP OF THE CALCUTTA TRAMWAYS SYSTEM

The native residential and business district, located in the
northern part, and

The European residential district, located in the southern
portion of the city.

The total population with certain adjoining suburbs is about
1,000,000, which does not include the municipality of Howrah,
located on the opposite side of the Hooghly River, having a
population of 137,594, nor two other suburbs which will soon
come within the tramway zone, and which have an additional
population of 51,806. The total population can thus be put
dowji at 1,250,000.

The southern European residential portion is traversed by
wide and well-paved roads, which are lined with very com-
modious and roomy houses, inhabited for the most part by
Europeans. The European community does not differ essen-
tially in composition from that of other large cities of the East
(where there is an almost entire absence of the European
artisan). The official element is very strong, and the profes-
sions in general are well represented, while there is a larger
number of European merchants. The total number of Euro-
peans and allied races resident in Calcutta during the cold
weather is approximately 14,000.

June 3, 1905.]

STREET RAILWAY JOURNAL.

969

The company was registered in England on Dec. 23, 1880,
and operated its system by steam trains on the Kidderpore sec-
tion, and horse cars on the remaining section, until 1901, when
the original concession expired. In 1899 an agreement was
entered into with the city authorities of Calcutta whereby the
company was granted a new concession for thirty years from
Jan. I, 1901, in consideration of the company converting the
system from horse to electric traction within three years.

The capital authorized is £700,000 in £5 ordinary shares, all
of which have been issued, in addition to which there is a 4^2
per cent debenture issue of £350,000.

The company's head office is i Queen Victoria Street, Lon-
don, and in Calcutta its representative is Martyn Wells, man-
aging agent, A. J. J. Pfeiffer being assistant manager and
chief engineer.

THE EQUIPMENT OF THE SYSTEM

The electrification of the system was carried out according
to the most modern plans in everything as regards central
station equipment, overhead and undergroimd conducting sys-
tem, rolling stock, etc., and especial attention in design was
given, to adapt the plant to the peculiarities of tropical and
local conditions. The engineers and contractors were Dick,
Kerr & Company, Ltd., of London and Preston, for all work
except the buildings and the reconstruction of the track, which
was carried out by the company itself. All the rails, iron work,
bonds, etc., for the permanent way work were, however, fur-
nished by Dick, Kerr & Company. The entire conversion was
creditably carried through in a comparatively short time, and
the various parts of the plant have since then worked well
under the most trying conditions.

It is very gratifying to note that throughout the whole period
of conversion from horse to electric traction both the com-
pany's officials and the contractors received the greatest help
and encouragement from the various government and local
authorities.

ROUTES

As in all Oriental cities, the streets are narrow, especially
in the native quarter, and as the bulk of the riding public are
natives, the authorities very wisely sanctioned the laying of

see how well and efficiently the tram service is kept up. Some
idea may be gathered of the conditions by the view on page 970,
which was taken in the morning in one of the restricted por-
tions of this road. The tracks in all narrow streets are laid as
much to the side as is possible, and the distance in many cases

VIEW AT THE INTERSECTION OF THE HONRAH BRIDGE APPROACH

lines in the main native thoroughfares, although these are
much narrower than ordinarily found in large cities of the
West, but hardly more so than in some of the smaller old
towns of Europe, especially the Continent. The Chitpore Road,
which forms one of two main arteries of the native section, is
probably unique as regards density of traffic, including foot
passengers, carriages and carts, besides the electric cars; but
even with this dense traffic the Western visitor is astonished to

A VIEW ALONG CHOWRINGHEE ROAD

from the nearest rail to the curb does not exceed 2 ft. This is
necessary in order to give sufficient clearance on the other side
of the tracks to accommodate at least one vehicle.

As remarked above in the description of Calcutta, the entire
area of the city is flat. There are no grades to speak of, except
when crossing three bridges, the approaches to which do not
exceed 150 yds. to 200 yds., the grades being not more than
4 per cent.

The present tramway routes, covering a total length of 23
route-miles, double track throughout, all radiate
from one small section of the city, where the
majority of the government^ offices and Euro-
pean business houses are located, in the west
central portion bordering on the river. This
small district is the objective point of thou-
sands of natives from all directions in and
about Calcutta, who have business in the courts
and numerous offices. The cars on the various
lines are run to either one of two termini, one
being at the loop near the Hight Court (see
plan ) ; the second, the Esplanade Junction, at
the intersection of Dhurrumtollah Street with
Chowringee Road, the latter forming the junc-
tion between the northern and southern lines.
The number of cars at these two points is, dur-
ing the rush hours, very large, trains following
one another in close proximity. The number
of trains arriving at these points, per day,
amounts on an average to :

High Court 750

Esplanade Junction 1150

The northern section of the city is served l;)y three routes;
the central portion by three, and the southern portion ( includ-
ing suburbs) by three, all double tracked.

A few years ago a fine large road (the Harrison Road), run-
ning east and west, was cut through from Sealdah Railway
Station to the hank of the river at the Floating Bridge, which
now forms the main artery of cross city traffic in the native
district. A double line of track has just been laid down the

970

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

center of the road and will shortly be opened for traffic.

There are eight main routes, and these, with two exceptions,
can be considered city lines. The Chowringhee line runs south-
ward to a densely populated suburb, Bhowanipore, touching

A DAILY SCENE ALONG THE CHITPORE ROAD

upon the way the western extremity of the European residen-
tial zone. On this route is also located a famous Hindoo tem-
ple, which attracts constant native traffic throughout the year,
and during certain holy festivals the service
has to be doubled to cope with the rush.

The line to Kidderpore feeds the populated
suburb which lies to the south near the river,
caters to the large traffic between the exten-
sive docks and Calcutta, and derives a large
traffic from the race-meets which are held on
the race course on the Maidan.

The total route mileage (all double track)
at present is 24.75, with Harrison Road in-
cluded. On the basis of a tributary population
of approximately 800,000, the route mileage
per 1000 population would be .031, as against
about .08 found in England, and an average of
about .25 to .30 found in the United States in
cities of about one-third the population of Cal-
cutta.

The low mileage per capita is due to the
congested condition of the native quarters,
which cover a much smaller area than in an
equally populated Western city-

TRAFFIC

All tramways in India, which likewise holds
good for the East in general, have, of course,
mainly to depend upon the natives for their
earnings, since Europeans form but a very
small part of the population. Therefore, in in-
vestigating the possible establishment of a sys-
tem, due weight must be given to their char-
acteristics, habits, average income and occupa-
tions. In Calcutta the average income of the
native workingman and laborer is not suffi-
cient to permit him to ride freely, and in con-
sequence he is but a small factor in the earning powers of a
tramway, the main fundamental revenue being derived from
the business and professional classes and government em-
ployees.

The native is a great litigant, and will spend any amount of
money and time over the smallest case, and in consequence of
this characteristic, the courts located in various parts of the
city employ a great many clerks and other officers, and daily
attract a large number of people, the major part of whom use
the tramway.

Another class of rider is the clerk in the European business
houses and government offices which are located in the well-
defined districts already mentioned above.

Native traders do considerable business among themselves in
distinct parts of the city, in what are called bazars, which af-
ford constant interchange of traffic.

All the above constitute the steady riding factor, or regular
traffic, with two "rush" points per day, on which the tramways
may depend. The "floating" traffic, which is by no means
small, is created mainly by the temples of the Hindoos or
mosques of the Mohammedans, which constantly attract exten-
sive crowds for worship, but which on many days, especially
on those which are holy or sacred, form the objective points of
many thousands of devotees from the city as well as the sur-
rounding districts. This religious feature is a valuable asset
in the earnings of all Eastern tramways, provided always that
these objective points are sufficiently far removed from the
center of the native population to induce them to ride rather
than walk.

The first line under electric traction in Calcutta was open
for regular service on March 27, 1902, and the entire system
was operated electrically on Nov. 20, 1902. An exceptionally
large increase of traffic immediately followed the opening of
each section. This, however, was to be expected, since, under
the steam and horse traction, there was only one class for

JUNCTION AND LOOPS ON CHOWRINGHEE ROAD, NEAR THE

HOUSE

GOVERNMENT

passengers, and due to the severe climatic conditions of ex-
cessive heat and humidity prevalent in Calcutta during the
summer months, and the consequent exhaustion of the horses,
even this second-class service was not nearly sufficient to cater

June 3, 1905.]

STREET RAILWAY JOURNAL.

971

efficiently to the riding public. The total traffic revenue in-
crease with electric traction over that of horse traction, after
two years of operation, is about 75 per cent. This increase is
due not only to more accommodation furnished in the shape of
extra car mileage for the second-class passengers, but because
the motor cars which serve the first-class developed an alto-
gether new source of revenue, since people are now riding who
in past years never made use of the tramway. This is espe-
cially the case with Europeans and the better class of natives.

CAR SERVICE AND SPEEDS

The car service, or rather train service, regulated carefully
according to requirements, begins at 5 a. m. and ends at 10:30
p. m. The native being an early riser, traffic begins quite
briskly in the morning, takes a sudden rise at 9:30 to 11 a. m.
during the office traffic, falls off during the afternoon, increases
rapidly again at 4:30 for the return office traffic, and is prac-
tically finished at 9:30 in the evening, since the native travels
about but very little at night.

The maximum number of trains operated at one time during
an ordinary week day, on the present 46 miles of single track,
is 132. This is increased to 145 on race days, and during the
recent Pujah festival of the Hindus (corresponding to our
Christmas in importance), the then full equipment of 151 trains
was required. During this time the traffic to the temple at
Kalighat, from all parts of the city, was very large.

Although there are well recognized fixed stopping places on
the system, it has not been found practicable to make use of
them exclusively, on account of the very severe conditions of
heat and rain, which make it necessary for the comfort of pas-
sengers to set them down and pick them up wherever they may
require.

STAFF

The employees are all native with the exception of the super-
intendent and his two first assistants, who are Europeans. A
considerable number of the employees were inherited from the
old horse car days, and in consequence had the experience
which made their initiation into electrical traction compara-
tively easy. Drivers of old horse cars were taken on to act as

STATISTICS

A few traffic results are herewith given which might be of
interest to show how they compare with those found in the
West:

Total number of passengers carried per year 21,000,000

Total yearly train miles run 3,300,000

Passengers per train-mile 6.4

CONSTRUCTING THE ROADBED FOR THE LATEST EXTENSION

Average distance traveled, per passenger (miles) 2 to 2^

Average fare per passenger (cents) 2.92

Traffic operating expense per train-mile (cents) 2.5

The traffic operating expenses per train-mile, given above as
2.5 cents, includes salaries and expenses for the superintendent,
assistants, motormen and conductors, inspectors, starters, cash-
iers, etc.

TRACK CONSTRUCTION
A considerable portion of the track in the early days of the

VIEW OF THE INTERIOR OF THE NORRAPUKUR CAR HOUSE

motormen, and right from the start acquitted themselves ad-
mirably. It is really astonishing to note with what skill and
coolness they handle a heavy train in the narrow streets full of
people and vehicular traffic and native conveyances. Conduc-
tors are checked and supervised very carefully by a compara-
tively large staff of checkers and inspectors, who are pro-
moted from the ranks of conductors.

company was single, with turn-outs. This was found to be very
unsatisfactory, especially in an Eastern city where an accurate
schedule timing, such as is required to give a satisfactory ser-
vice with single track and turn-outs, was practically impossible.
The track was gradually doubled throughout, the last line being
the Kidderpur section, just before the introduction of electric
traction.

972

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

Some of the reconstruction was started as far back as 1892,
but the bulk of it was completed three or four years ago. The
gage of the track is the standard 4 ft. 8>4 ins. Girder rail was
substituted for the old box rail throughout, the rail on some of
the sections which were first reconstructed being 95 lbs. per
yard, with ^-in. and %-in. groove, but all the later types, and
those which are now being used on extension work, consist of
a loi-lb. rail, with a 15^-in. groove.

In spite of the heavy traffic to which some of the lines are
subject, the track has stood up well, and where it has given way
it has probably been due to the sinking of the sub-soil. The
usual tie-rod construction is employed, five rods being pro-
vided on an average per rail length of 30 ft., each rod weigh-
ing' 15/4 I'^s., including check-nuts and bolts.

The rail is embedded on a lime concrete stringer having a

keep the roadway in proper repair to within 18 ins. on the out-
side of the extreme rails.

Two No. 0000 B. & S. Neptune bonds are used for every
joint, the bonds spanning the fish-plate and having a length of
2 ft. 6 ins. The track is adequately cross-bonded.

OVERHEAD LINES AND FEEDERS

The system is worked throughout by means of the overhead
trolley, and on account of the peculiar conditions existing, a
part of the lines had to be equipped for the side-running type.
Of the 23 miles of route,

20 per cent is center pole construction.
30 per cent is side bracket construction.
50 per cent is span wire construction.

The poles used are made up of steel tubes varying in thick-

1

THE NORRAPUKUR POWER STATION OF THE CALCUTTA TRAMWAYS

width of 16 ins. and a depth of 9 ins. This concrete is made
up of 10 parts broken brick, 3 parts of ground brick and 2 parts
of slaked lime. The above method of making up concrete is
prevalent in Calcutta, since broken stone is expensive, as is
likewise good sharp sand, and the high price of Portland
cement prohibits its use in this connection. The lime concrete
with the above composition and material makes a very good
substitute for the ordinary cement concrete, though more care
is required to consolidate it and a greater time is necessary to
enable it to set properly.

The edges of the rails on all lines in the city are paved to a
width of 18 ins. on the outside of the double-track rails and
9 ins. on the inside, Indian granite blocks being used. In some
streets and parts of streets where the track is especially heavy,
paving is carried straight across the double track to a width of
18 ins. on the outside of the extreme rails. The setts are em-
bedded in sand and grouted with 4 parts of river sand and i
part of Portland cement.

In its agreement with the city, the company undertakes to

ness and weight according" to the requirements of their loca-
tion. Each is built up of three sections, socketed into each
other, giving the general appearance of a gradual taper. The
average distance between the poles varies from 100 ft. to 120
ft. on the straight. The weights are as follows :

Weight Dimensions

Light poles 673 lbs. 27 ft. 6 ins.

Heavy poles 1032 " 27 " 6 "

The brackets used on the side-running portions vary in
length from 3 ft. for a center pole to 15 ft. for side-pole con-
struction, the internal diameter of the tubes being 2 ins.

The trolley wire is of hard-drawn copper of No. 000 S. W. G.
gage, and is generally supported by double insulating hangers
of the rigid suspension type, but flexible suspension has been
substituted for these on that section of the Chowringhee lines
where the speed attained is greater than the average, so as to
lessen the effect of the blow on the ears. A similar improve-
ment will be made on the Kidderpur line.

The angle of the trolley pole varies considerably on the dif-

June 3, 1905.]

STREET RAILWAY JOURNAL.

973

ferent side-running sections, the maximum outreacli, wliich is
on the Chowringhee line, being 4 ft.

The arrangement of the feeders, both positive and negative,
is shown in the map on page 968, from which it can be seen
that the majority of the feeding cables are led to the central
point of the city, where all lines converge. There are nine
positive feeder cables, varying in cross section from .19 sq. in.
to .6215 sq. in., which emanate from the power house and are
connected to forty-three feeder and section pillars distributed
over the various routes. The return or negative cables are
three in number, one of them having a cross section of .7942
sq. in., and the other two .3 sq. in. each.

All cables are paper-insulated and protected by heavy lead
sheaths, and were laid miderground in cast-iron troughs on

extensions, are embedded on a concrete stringer 6 ins. thick.
The cables used for connecting from the feeder pillars to the
trolley wires are 61/17 S. W. G. rubber insulated, heavily
braided and lead covered. The feeder pillars themselves are
made up of a cast-iron box which is raised 2 ft. from the
ground in those places where there is danger of the pillar being
flooded, due to the rains. Each pillar contains the usual stand-
ard switches and connections mounted on a marlde or slate
switchboard.

ROLLING STOCK
When converting from horse to electric traction, it was de-
cided to adopt the train system, consisting of one motor and
one trailer car, the former serving first-class passengers, repre-
sented by Europeans and well-to-do natives, who previously

A VIEW OF THE CExNERATlNG UNITS AND SWITCHBOARD IN THE NORRATUKUR ROWER STATION

the solid system, the troughs as a rule being located along the
outside margin of the tramway right of way. The cables are
supported in the troughs by wooden bridges, and the wliole
trough is filled in with a special pitch compound. The troughs
themselves are laid in a trench varying from 16 ins. to 24 ins.
in depth, according to the nature of the ground. This system
of laying has given rise to difficulties due to the cast-iron covers
of the troughs being too thin and easily pierced by the picks
of excavators. Several burn-outs of cables have been traced to
this cause, and to obviate and eliminate this danger as much
as possible in all future cable laying, earthenware troughs are
now being used. This trough has a cover 1^4 ins. thick, and it
has been found that this thickness will withstand ordinary neg-
ligence in the digging up of the roadway. In order to forestall
any difficulties which might arise, due to the sinking of the in-
firm soil, these earthenware troughs, especially in cases when
they will carry high-tension cables in connection with the plant

never made use of the tramways, and the latter providing ac-
commodation for the old patrons. This system made it neces-
sary to construct loops or triangles at various points of the
lines for the turning of the trains.

At present there are 171 single-deck motor cars, of which 96
are of the open type and 75 of the closed type. The motor
equipments were made at the Preston works of Dick, Kerr &
Company, Ltd. The car bodies were supplied by the Electric
Tramway & Railway Carriage Works, Preston, and the trucks
were furnished by J. G. Brill & Company.

The car bodies are of plain, strong construction, made to
suit the climatic conditions. Teak wood is used throughout, as
being impervious to the ravages of white ants. The closed cars
have a total seating capacity of twenty-seven.

The open type cars, which have a seating capacity of forty
passengers, are single-ended, with the entrance from one side
only, this being dictated by the loop system that was adopted.

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

The electrical equipment for each car, as manufactured by
Dick, Kerr & Company, consists of two motors, with one con-
troller and all accessories. Each motor has a normal output of
25 hp under the standard rating. It might be pointed out that
the motors have had to stand very severe operating conditions,
due to the heavy rains, which, during the rainy season, flood
certain parts of the city to a depth of several feet, as already
mentioned above. Heavy showers come on so rapidly that the
drainage system is incapable of satisfactorily coping with ex-
cess of water, which makes it difficult at times to get the cars
out of the low-lying districts, which flood in remarkable short
space of time.

POWER STATION
The situation of the power station with respect to the tram-
way system can be seen from the map. The building is a brick
structure, covered on the outside and inside with sand plaster,
the usual form of building construction prevalent in India.
The chimney is of brick, and has a height of 150 ft.; inside

PART OF THE NORRAPUKUR MACHINE SHOP OF THE CAL-
CUTTA TRAMWAYS

diameter at top, 7 ft. 6 ins., and the base of the chimney is 36
ft. square.

ENGINE ROOM

The equipment of the engine room at present consists of
three units of the same design, in addition to which there is a
supplementary unit of smaller capacity, suitable for supplying
current during the hours when the traffic is light, and likewise
in working in conjunction with two of the large units to carry
the maximum load in the station, thus leaving one large unit
in reserve.

The three large engines are of the horizontal cross-com-
pound condensing type, with generator and fly-wheel located
between the high and low-pressure sides of the engine. They
are of the Yates & Thom type, and run at 90 r. p. m., with a
working pressure of 120 lbs. per square inch, and under these
conditions the engines develop at their most economical oper-
ating point about 675 ihp. They are, however, capable of work-
ing satisfactory up to 950 ihp, representing 25 per cent over-
load. The cylinders are 21 ins. and 40 ins. in diameter, with a
stroke of 3 ft. 6 ins. The valve gear for working the admission
valves is a well-tried release or trip gear of the improved
"Dobson" type, consisting of hardened steel catch plates at-
tached to blocks which are connected by links to the steam
valve levers, and has also spindles or rams coupled to the dash-
pot pistons.

The governor is of the quick-speed type, with center weight
and cross-arms, designed so as to give the necessary sensitive-
ness, combined with ample power to overcome the resistance
of the tripper gear. A sensitive knock-off appliance is fitted to
the governor, arranged to disconnect the trippers and hold them
in such a position as to prevent steam being admitted to the
cylinders, in case the engine should attain an excessive speed
or an accident happen to the governing gear.

The fly-wheel is about 163^^ ft. in diameter, constructed in
sections, and has a weight of about 29 tons.

The smaller engine is of the Robb-Armstrong automatic cut-
off manufacture, tandem-compound side-crank type. The in-
dicated horse-power is 250, with 135 lbs. initial pressure when
cutting off at about one-third stroke in the high-pressure cyl-
inder at 200 r. p. m.

Each of the generators constituting part of the main
unit is a 500-kw Dick-Kerr d. c. railway generator, with
an efficiency for each generator of about 95 per cent full load
and about 93% per cent half load. The generator which is
coupled to the smaller engine unit has a capacity of 150 kw,
and is direct coupled to the engine, the general arrangement
and mechanical and electrical features of this machine being
practically the same as those for the larger units already de-
scribed.

The switchboard is of the panel type, constructed of enam-
eled slate and supported by an iron framework, the whole
placed on a gallery at one end of the engine room and over-
looking it. The board consists of four generator panels, one
main output panel, ten feeder panels, one lighting panel, one
motor panel, three negative booster panels and one Board of
Trade panel. For assisting the rail-return distribution so as to
comply with the regulations, which are that no part of the track
return should show a greater drop than 7 volts, three boosters
have been installed, connected to the track by insulated return
cables. These boosters have a respective capacity of 800 amps,
at 80 volts, 300 amps, at 120 volts and 300 amps, at 70 volts.

The engine room is spanned with the usual overhead crane,
designed to lift 15 tons, the manipulation being accomplished
by hand.

BOILER ROOM

There are at present in the boiler room six boilers, all of
which are of the Galloway (Lancashire) type, 30 ft. x 8 ft.
in diameter, the interior consisting of two furnaces joined into
one Galloway flue. The furnaces are 3 ft. 3 ins. in diameter,
solid welded longitudinally and flanged transversely. To the
present plant has just been added one B. & W. boiler, which
will not only help out the present installation, but will form
part of the large extensions to the entire plant, which will be
touched upon below.

The boiler feed-pumps consist of three Weir's patent direct-
acting feed-pumps, each having ample capacity to supply water
for four of the boilers, thus leaving one in reserve for the
present nominal output of the power house. The pumps are
7 ins. in diameter by 93^-in. steam cylinder, and have a stroke
of 18 ins. Each pump is capable of delivering 30,000 lbs. of
water per hour.

Ample coal storage is provided by bunkers immediately op-
posite the boiler fronts, it being possible to store sufficient coal
to operate the plant for four weeks.

In connection with the boiler plant, a Green's economizer,
consisting of 480 tubes, is provided.

CONDENSER

The condensing plant is located in the basement of the engine
room, and consists of a surface condenser of sufficient capacity
to deal with the exhaust from all three main engines, together
with two steam-driven air pumps (each having a capacity of
two units), and two electrically-driven centrifugal circulating
pumps, each pump being capable of discharging 72,000 gals, of

June 3, 1905.]

STREET RAILWAY JOURNAL.

975

water per hour through the condensers and up to the water
inlet on the cooHng towers. The pumps are mounted on a self-
contained bed-plate with a 35-hp motor coupled direct. This
plant, in conjunction with the cooling towers specified below,
is calculated for condensing 36,000 lbs. of exhaust steam per
hour. When this amount of steam is being condensed, and
the pumps are working at full speed, a vacuum of about 21 ins.
to 22 ins. is obtained in the condenser during the cold season,
when the atmosphere is dry. During the rains, however, the
humidity in the atmosphere is large, and in consequence the
efficiency of the cooling towers is very much reduced, making
it possible to attain a vacuum of only 18 ins. to 19 ins. with
maximum load in the station.

At present there are two towers with fan draft installed for
the purpose of cooling the water from the condensers, one
being of Klein's patent type, the other, which was recently in-
stalled, being of the Zschocke type. Both are rectangular tow-
ers, 23 ft. X 20 ft. X 40 ft. high, divided into two sections.

CAR HOUSES AND REPAIR SHOPS
Four car houses, located at various extremities of the sys-

tem_, have been provided to house the present rolling stock.

The principal shed is that at

Nonapookur, located on the

same premises as the power

station. Adjoining the sheds

are the work shops, smithy,

foundry, paint and wood-

working shops, armature

winding department, etc., and

it is here that all extensive

repairs to car bodies, trucks

and equipments are carried

out. The other three sheds

attend to small repairs to con-
trollers, lights and miscel-
laneous equipments.

PROPOSED EXTENSIONS
To provide sufficient power

for additional trains which

will have to be run to cope

with the steadily increasing

traffic demands on the exist-
ing lines, and also for the

service on Harrison Road and

several new suburban lines

which will be opened in the near future, the power station is
being considerably increased. Three-phase alternating-current
generators are being installed, generating 6600 volts direct, and
the current will be transmitted to several rotary converter sub-
stations in outlying parts of the city by means of duplicate
three-core cables laid separately on the solid system in earthen-
ware troughing. These extensions to the plant will form the
subject of a future article.

SPRINKLER TEST IN CLEVELAND

An interesting test on the value of automatic sprinklers was
conducted April 24 at the Miles Avenue car house of the Cleve-
land Electric Railway Company, under the auspices of the
Cleveland Electric Railway Company and the National Fire
Protection Association. The car house is 96 ft. x 456 ft., and
is constructed of 12-in. brick walls between brick pilasters,
which are spaced 16 ft. center to center. There are large win-
dows between the pilasters and one large door at the north end,
while the south end is entirely open. The roof is of gravel and
composition, on wood sheathing, and about half of it is sup-
ported by wooden trestles. The rest of the roof is supported
by wooden posts spaced 16 ft. center to center in three rows.
The car house has a capacity for eighty cars.

The car house was equipped throughout with the Grinnell
dry-pipe system and automatic sprinkling heads. In addition
to a regular ceiling equipment there was one line of sprinklers
over each aisle between tracks and between tracks and side
walls. The height of these aisle line sprinklers averaged 8 ft.
10 ins., or about 4 ins. below the top of glass in car windows.

The summer schedules of the Brooklyn Rapid Transit Com-
pany went into effect Saturday, May 6. All of "he lines that
run to the beaches were put into operation on the date men-
tioned, and the schedule on the lines that run to the shore the
year around was increased. The following surface lines run to
Coney Island: Third Avenue, Court Street, Vanderbilt Ave-
nue, Fifteenth Street, Reid Avenue, Tompkins-Lorinier and
Union Street. The motor trains to Coney Island are the West
End, the Sea Beach and the Brighton Beach lines. The ser-
vice on the latter has been increased so that trains run on a
headway of fifteen minutes. The Sea Beach expresses run from
Park Row to Coney Islantl every twenty minutes a greater
part of the day and evening. Special schedules are arranged
for Saturdays and holidays.

IXTERIUR OF CAR HOUSE FROM SOUTH END, SHOWING SIDE AND ROOF SPRINKLER.S

except the lines on either side of car used in test No. 4. The
aisle sprinklers were spaced 6 ft. apart, not counting the repair
shop, offices and club rooms. There are 484 ceiling and 704
aisle sprinklers exposed to one fire. There are eight 6-in. dry-
pipe systems with Grinnell air and alarm valves. The greatest
number of sprinklers on any one system was 201.

The water supply was from both city mains and gravity
tanks. The latter consisted of two 35,000-gal. tanks on steel
towers, on which the bottoms of the tanks were 78 ft. above
the ground. The tanks themselves measured 18 ft. x 20 ft.

Five tests were conducted, as follows :

Test No. I, on Car 193. — Ceiling sprinklers only operated.
Test No. 2, on Car 194. — Ceiling sprinklers only operated.
Test No. 3, on Car 112. — Ceiling sprinklers only operated.
Test No. 4, on Car 222. — Aisle sprinklers at transom level only
were operated.

Test No. 5, on Car 189. — Aisle sprinklers at window level only
were operative ; metal hoods and board shields were used.

The following is a sunnnary of the tests:

In fire No. i, which was conducted to determine the value of
under-ceiling sprinkler protection only, the car burned (No.
193) was located about 55 ft. from the south entrance of the
building, with four others exposing it as follows: One adjoining
on the same track, two to the west, 12 ins. and 19 ins. from

976

Street railway journal.

[Vol. XXV. No. 2i.

the side of the car, and one to the east, 6 ft. distant. One row
of aisle sprinklers was between the second named exposure,
and two rows of aisle sprinklers between the last named ex-
posure. Light combustibles and kerosene were used as fuel
within the car. All openings, except the front and rear, were
closed. The fire soon gained great headway and opened the

cars exposing, their arrangement about identical with that of
fire No. 2. Light combustibles were used as fuel. The fire was
severe and flames poured out of all sides and rear openings,
opening twenty-nine ceiling sprinklers, which checked the fire
and confined it to one car, with slight damage to the exposed
post and cars No. 222 and No. 189. The ceiling sprinklers to

DURING FIRST FIRE, FLAMES BREAKING OUT OF CAR SIDES STARTING OF SECOND FIRE, SHOWING WINDOW BROKEN TO
AND REAR END CREATE DRAFT

ceiling sprinklers, but before any quenching effect was deter-
mined, the aisle lines were turned on. The effect of the latter
was almost instantaneous in controlling the fire. The ceiling
sprinklers were not given a severe test in this fire, although
fourteen heads opened just prior to the turning into service of
the aisle sprinklers. The fire did not communicate to other
cars or to the building. The aisle sprinklers, when turned on,
performed excellent and effective service and reached the
heart of the fire. About 25 per cent of the combustible material
of the car body was consumed.

Fire No. 2, like fire No. i, was conducted to determine un-
der-ceiling sprinkler protection only. The car burned (No.
194) was located about 25 ft. from the south entrance of the
building, with three other cars exposing it as follows : One
adjoining on the same track, one to the west, 18 ins. from car
side, and one to east, 6 ft. from car side. The arrangement of
aisle sprinklers was the same as in fire No. i, and light com-
bustibles were used as fuel. The end windows and doors were
open. The fire gained great headway, opening the ceiling
sprinklers, which held the fire in check, but did little toward
extinguishing the fire inside of the car. The fire burned itself
out, with about 85 per cent of the combustible material of the
car body consumed. The car on the westerly exposure was
damaged to a serious extent by scorching of the interior veneer-
ing and the outer exposed surface. Two windows in this ex-
posed car were knocked out by hand during the early progress
of the fire. A wood post 14 ins. east of the car was slightly
blistered, and the roof boards and rafters also were slightly
scorched. Forty ceiling sprinklers opened and held the fire in
check to one car, with damage to other features as described.

Fire No. 3 was also to determine under-ceiling sprinkler pro-
tection only. The car burned (No. 192) was located about 112
ft. from the south entrance of the building, with three other

DURING FIFTH AND LAST FIRE, TAKEN AFTER REKINDLING
OF FIRE AFTER IT HAD BEEN CONTROLLED BY ONE
AISLE SPRINKLER

Open were confined comparatively to a more compact area than
in any other test. This demonstration was successful under
the favorable conditions offered. About 80 per cent of the
combustible material of the car was consumed.

Fire No. 4 was conducted to determine the value of under-
aisle sprinkler protection only, at the transom level. The car

June 3, 1905.]

Street railway journal.

977

burned (No. 222) was located about 55 ft. from the south en-
trance of the building and at the southwest corner of the build-
ing, with three of the cars exposed, arranged similar to those of
fires No. 2 and 3, except that the distance on either side to the

adjacent cars averaged 20 ins. to 21 ins. There was one line
of sprinklers only in each aisle, placed at a level with the tran-
soms and 32 ins. from them. Light combustildes and kerosene
were used as fuel ; the end windows and doors were left open.
Five aisle sprinklers opened and controlled the fire, without

west side of the cars, at a height of 10 ins. above the sprinkler
line. The regular sprinklers in the aisle lines, on the east side
of the car, were replaced by sprinklers having a metal hood 4
ins. in diameter, placed 2 ins. above the regular deflector. The

function of these hoods and board was to liank the heat, and
thus act as heat accumulators, and thus to make the aisle
sprinklers respond more quickly. The fire was started under
the same conditions used in the other tests. One sprinkler
opened promptly near the southwest corner of the car, and so

SUMMARY OF SPRINKLER TESTS, APRIL 24, AT MILLS AVENUE CAR HOUSE, CLEVELAND

OPERATING DETAILS.

Fire
No. 1.

Fire
No. 2.

Fire
No. 3.

Fire
No. 4.

Fire
No. 5.

REMARKS.

Water supplies on systems

City pressure at base of risers, (static)

Tank pressure at base of risers, (static)

Rurming pressure at highest line of sprinklers .

Air pressure on systems

Time lire was started

City and(City and

Time first valve tripped

Time water turned on aisle systems.

Time water turned on ceiling systems.
Time water shut off

tanks.

18 lbs

40 lbs

28 lbs

20 lbs

10:12 a.m..

10:21 a.m..
10;22ia.ra

In use

10:23ia.m.

tanks.

18 lbs

40 lbs

28 lbs

16 lbs

11:12 a.m..

11:10 a.m..
X

Time sprinklers were operating.
Number of systems involved . . .

2 min.

2.

In use.. . .
11:27 a.m.

City and

tanks

18 lbs

39— lbs.. .

27 lbs

18 lbs

1:10p.m..

1:134 p.m.
l:20ip.m.

In use.. .
1:22 p.m.

City and

tanks

18 lbs

City and

tanks

18 lbs

39 lbs '38— lbs.

2(ilbs...

Wet

3:11 p.m.

27 lbs

14 lbs

2:19ip.m..

2:214 p.m..
In use

X

2:30 p.m...

11 min.

Number of heads opened and delivered water . .
Number of heads opened without water supply.

Total number of heads opened

Number of gallons of water delivered during tests

Systems to open first

Horizontal distance from fire to remotest sprinklers to
open .

Number of cars exposed from 1 to 6 ft. distance.
Number of cars damaged

Slight damage to building

Draughts: Day very calm, no breeze .

14 ceil .
5 aisle .
5 aisle .

19. . , ,

X

Aisle . .

40 ceiling .
8 aisle ....

29 ceiling .
7 aisle ....

48...
IX....

j Aisle .

30. . .
X....

Aisle.

5 aisle

21 ceihng.

20...
X....

Aisle .

28 ft. ceil...
4

i ft. ceil.

36 ft. ceil..

3

34 ft. ceil..
3

3(Nos. 194,
1 (No. 193), 222, 192).. ,

None.
None.

Rf. &Psts.
'None

3(Nos. 192,
189, 222).. .

Rf. &Psts.
None

1 (No. 222)

None.
None.

Dimensions over all of cars fired, (height 1 1 ft. 5 in.),. . . 8x30 ft .

8x30 ft .

8x30 ft .

8x28 ft .

3:13 p.m.f.
In use

X

3:18 p.m.

5 min..
1

1 aisle

10 ceiling . .

11. . .
X....

Aisle .

21 ft. ceil..

3

1 (No. 189)

None.
None.

8x30 ft . .

Tank service only used.
Average city pressure, 18 lbs.
Average tank pressure, 39 — lbs.

Average running pressure at highest line of sprinklers, 27.2 lbs.
Fifth fire given under wet systems.

All fires started under similar conditions inside of cars; kindhng,

paper and kerosene used.

Air and alarm systems worked promptly.

In first fire aisle sprinklers were turned into service, otherwise

more ceihng sprinklers would have opened.
Not turned into use, not required.

In fifth fire water could have been shut off four minutes earlier

with fire under control.
An approximate average of seven minutes per fire.
In No. 3 fire, car was near dividing fine of four systems.

Average under ceihng service 28; under aisle 3.

Water turned on aisle systems in first fire one and one-half min-
utes after valve tripped and almost instantly controlled tire.
Total number of heads opened in all fires 140.
Total 13,500 gallons, a drop of 30 inches in tanks.
Showing that aisle sprinklers were promptly reached by heat.

Heat tendency directed toward highest center of roof.
Arrangements very similar in each fire.

In fire No. 1 aisle fines prevented damage to cars No. 192 and
No. 222.

Slight scorching of posts and roof in Fires Nos. 2 and 3 only.
Draught was not obtainable but was necessary to render test of

an extreme order.
All box cars with front vestibule and open rear flat top roof

platform.

t Heads opened.

Note — Data obtained by eight men detailed to take readings and time. Watches all set to one time.

communication or damage to any of the adjoining cars, roof
or building parts. Prompt and effective interior service from
aisle sprinklers was illustrated in this fire, although the aisle
sprinklers were at a disadvantageous location from a point of
quantity distribution into the car. This experiment was suc-
cessful, in that the fire did not communicate to ether property,
and was controlled with about 20 per cent or less of combus-
tible material of the car body consumed.

Fire No. 5 was held to determine the value of under-aisle
sprinkler protection only, opposite the car windows. The car
burned (No. 189) was located about 80 ft. from the south en-
trance of the building. The arrangement of cars was about
the same as in fires No. 2 and 3. Several transom lights were
broken and the end doors and windows open. A metal-clad
board 9 ins. wide was placed over the aisle sprinkler line on the

effectually quenched the fire that it was decided to replace the
sprinkler and rekindle the fire. After doing this the water was
again turned on, and the sprinkler just put in was opened and
again held the fire in check. Two heads on the line on the east
side of the car were opened by hand, in order to determine to
what extent, if any, the hood might interfere or assist in the
water distribution, also to what extent they might act as an
individual shield to the fuse, from other sprinkler sprays. The
fire experiment was successful in that the fire did not com-
municate to the ceiling or adjoining cars, and illustrated the
e.Kcellent and effective interior distribution from aisle sprink-
lers when placed opposite the windows. About 25 per cent of
the combustible material of the car was consumed, but had not
the fire been rekindled the comliustible material burned would
have been less than 10 per cent.

978

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

A NEW

STORAGE YARD AND SHOP PLANT FOR
BROOKLYN RAPID TRANSIT COMPANY

THE

The installation of a storage yard with a combined capacity
of 318 elevated cars and 327 surface cars is something of an
anomaly for an electric railway system, few, if any, of so great
a size having been built for this class of service. Problems of
great magnitude are involved, not only in the construction, but
also in the equipment for operation and maintenance after-
ward of such a plant, all of which are of particular interest in
view of future development. Such a yard is under construc-
tion by the Brooklyn Rapid Transit Company, upon the site of
its present eastern division shops, for the accommodation of
the elevated and surface lines of the eastern district of the city.
The design of this yard and shops has presented to the com-
pany one of the most serious problems that it has yet had to
deal with, and the selection of the arrangement shown is signifi-
cant of an important achievement in electric railway operation
in many ways.

The site to be occupied by the new yard and shops is and has
been for some time occupied by the old elevated storage yard
and shops of the eastern division of the elevated system, this

'IHl!; COMPLETED CONCRETE RETAINING WALL FOR THE NEW EASl ALW VuKK SHOP PLANT

OF THE BROOKLYN RAPID TRANSIT COMPANY

site at Broadway and Fulton Street having been secured at the
time of the construction of the Broadway elevated line. Only
a part of the property has heretofore been used for yard and
shop purposes, however, portions having been devoted to auxil-
iary purposes, such as for the building department of the com-
pany, etc. It is now, however, intended to devote the entire
property to the combined requirements of the surface and ele-
vated storage yard and elevated shop plant, as indicated in the
accompanying ground plan.

The character of the installation was determined very largely
by the original contour of the ground. It seemed desirable to
hold to the usual practice of maintaining the elevated storage
yards at the level of the elevated railway tracks, and the surface
yard at the street level ; this condition was fortunately favored
by the natural contour of the plot of ground which rises rapidly
toward the rear or the Bushwick Avenue side, the difference in
level between the Fulton Street corner and the rear of the
property amounting to 27I/2 ft. This was taken advantage of
by building a large retaining wall approximately through the
middle of the property and filling in at the rear, so that the
entire rear portion of the property is on a level with the ele-
vated structure tracks, while the greater part of the lot adja-
cent to the Broadway side remains at street level ; a large por-
tion of the surface yard at the rear, near the retaining "wall,

needed to be excavated for this purpose, but this was seen to be
available for filling in at the rear for the higher level yard.

Accordingly the retaining wall was built from near the west-
ern end of the property eastward and parallel to the Broadway
property line, as shown ; just east of the elevated structure con-
nection the wall swings to the north and then continues toward
Bushwick Avenue, parallel to Gillen Place. The entire area
at the rear of the wall is filled in, bringing the difference in
level between the two yards up to from 18 ft. to 24 ft. The
lower area in front of the wall is kept as near as possible to
that of the street level, although the western end of the surface
yard is some 6 ft. or 8 ft. higher than the entrance point at
Fulton Street, which is not objectionable, however, inasmuch
as the length of this surface yard is over 1000 ft. The surface
and elevated yards are easily distinguished in the layout plan
of the yard in that the elevated tracks are indicated in full lines,
while the surface yard tracks are shown in dotted lines.

The construction of the retaining wall was a problem of
considerable magnitude. Concrete construction was decided
upon and walls of great stability were built in all cases. The
general details of the type of wall used is shown in an accom-
panying detail drawing; the left-hand wall detail is the type

of retaining wall which was
built through the middle of
the property parallel to and
175 ft. back from the Broad-
way property line. This
portion of the wall alone is
675 ft. long. At the rear of
the storehouse and stock
room the type of wall used
is that shown in the middle
wall detail, this portion be-
ing over 160 ft. in length.
The portion of the retaining
wall between the inspection
pits for the elevated division
and the repair shop on the
Gillen Place side of the
property is made use of as a
division wall in the shop
building, as will be referred
to later in a description of
the shop installation. Fur-
ther retaining wall con-
necessary at the Bushwick Avenue and
corner of the property; this section is oc-

found

struction was
Gillen Place

cupied by the surface yard, which it was desired to keep upon
the level of the yard at the Fulton Street end, although the
street level rises rapidly in that direction. Accordingly a re-
taining wall of the type shown in the right-hand wall detail
was here used to enable the yard to be excavated to the desired
level beneath the street at this point.

The arrangement of the yard and the connections to the ele-
vated and surface lines are clearly shown in the ground plan
drawing. The surface yard connection to the street is made
at the Fulton Street corner of the property by means of three
spur tracks leading to the Broadway surface line. Track con-
nections are also made at this point for serving the shop build-
ings and stock houses. The connections from the yard to the
elevated lines are made by means of a double-track elevated
structure crossing the surface yard from the retaining wall at
a point near the inspection shed to the elevated structure near
the despatcher's office, as shown. This elevated structure con-
nection is double-tracked, and has various convenient switch-
ing connections to both the east and westbound main line
tracks. An important feature of the elevated line arrangement
at this point is to be noted in the convenient arrangement of
side tracks upon the structure, upon which outgoing trains may

June 3, 1905.]

STREET RAILWAY JOURNAL.

979

wait before being turned over to the operating men. This has
proven in previous practice to be an important feature for
faciHtating operation, and consequently was studied out with
a great deal of care for the new installation.

At the present time rapid progress is being made in the con-
struction of the new yard layout, nearly all of the retaining
wall and a large part of the work of filling having been com-
pleted. It will, however, be some time before the new yard
will be ready for operation so that construction may begin upon
the new shop plant, this being due to the necessity of preserving
the present storage track arrangement during construction, in
order that no interruption shall be offered to the present
operation.

While the scope of the shop plant to be installed at this point
in connection with the yard and inspection shed is to be very
broad and far-reaching, it will still be confined to work upon
the elevated rolling stock equipment. This shop will be ar-
ranged to take care of all running and emergency repairs to
the cars of the eastern division of the elevated lines, and also it
is intended to manufacture large quantities of supplies here
for the other departments of the company. It is furthermore
intended to take care of all of the armature winding and all
other classes of electrical work for the elevated division which
are now carried out at one of the surface division shops of the
company. This will not only greatly relieve the surface shops
in this respect, but also will enable the work to be specialized
to the highest degree at the new elevated shop.

The equipment of this shop will be very complete, embracing
facilities for all classes of construction, being sufficiently com-
plete to cover the entire construction of a car if desired. The
shop is not, however, intended to take care of general over-
hauling work, as for this purpose the large repair shops of the

kept continuously employed in the work of periodical over-
hauhng of the elevated rolling stock, this having grown to be
a large and important problem, as the total number of elevated
cars now operated is upward of 900.

In accompanying drawings, plans are presented of the con-
struction as projected for the elevated shop which will be lo-
cated upon both the upper yard level and upon a portion of the
lower yard level outside of the retaining wall. A cross section

TYPICAL SECTIONS OF THE CONCRETE RETAINING WALL

through the shop and inspection shed at X-X is presented to
indicate the character of the building construction chosen and
the success with which the existing conditions accommodate
the shop requirements. The shop plan indicates an excellent
adaptation of the available space to the requirements of the
shop. Both the inspection shed and the shop building are long,
narrow structures arranged side by side and conveniently lo-
cated for track connections. The shop portion, which is two

THE NEW YARD AND TRACKAGE LAYOUT AT EAST NEW YORK, SHOWING ARRANGEMENT OF SHOP BUILDINGS

company located at Thirty-Ninth Street and Second Avenue
will be retained for the reconstruction and overhauling work
upon the elevated cars, as was referred to in the Aug. 13, 1904,
issue, descriptive of the rebuilding work upon the elevated cars
of this company. The latter shop, while very completely
equipped for thorough and economical work, will be necessarily

stories in height, consists of two bays, one upon the upper level
carrying two longitudinal tracks upon which the general repairs
of cars will be carried on, while in the other the repair de-
partments will be located; upon the lower level of the shop
building, in one bay, is the truck and wheel department, and
the other the machine and blacksmith shop.

9^0

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 2i.

The inspection shed contains eight tracks, each of which is
over 300 ft. long, so that each will accommodate a six-car ele-
vated electric train. This will enable trains to be brought in
from the road and run upon one of the pit tracks for the periodi-
cal inspection which is so necessary in this service. Here the

best of care may be given them irregardless of weather ; in the
winter, time may thus be given them to permit of thawing off
the snow and ice which naturally accumulates upon the trucks.
Furthermore, the large capacity provided (forty-eight cars)
will be of great advantage in permitting time to be given to the

PLAN OF THE ELEVATED DIVISION SHOP UPON THE SECOND FLOOR LEVEL

OF THE BUILDING

THE LOWER FLOOR LEVEL, CONTAINING THE
TRUCK AND WHEEL DEPARTMENT
AND MACHINE SHOP

June 3,

1905-]

STREET RAILWAY JOURNAL.

981

inspection work upon each train, as if fewer tracks were in-
stalled the trains would necessarily have to be shifted oftener
in order to cover a certain number of trains per day.

The inspection shed involves a novel feature of construction
in the form of a depressed floor between the pit tracks, which
has the effect of raising the cars to a sufficient height above
the floor so that workmen are given better access to the ap-
paratus beneath the car. This will be accomplished, as may be
noted in the cross section, by carrying the tracks upon timber
stringers bolted to the top of the pit wall on either side. The
pits are of concrete construction, as are also the floors and
foundations of the building. It may here be noted also that
the section of the retaining wall which runs parallel to Gillen
Place is made use of for the division wall foundation between
the inspection shed and the shop building; the fire wall sep-
arating the two buildings is set back 2 ft. from the face of this
wall on the shop side, so that the parapet of the wall serves
as a runway for the traveling crane in the truck shop. An
important feature of this shop is to be noted in the cross ar-
rangement of monitors for ventilating and lighting, this being
an advantageous feature in shop construction, in that the best
possible daylight lighting may thus be secured without the in-
troduction of flat skylighting; this is a feature that is being in-
troduced in many instances of the best shop practice, and is
commendable.

The shop building is a two-story structure with two bays,
each approximately 35 ft. wide. As may be noted from the
cross section, all car repair work will be carried out upon the
upper floor, which is on a level of the elevated yard tracks. In
the east bay upon the upper floor various repair departments,
such as the woodworking and cabinet shops, paint shop, curtain
shop, etc., will be located. The truck and wheel department
will occupy the bay upon the lower floor directly beneath the
car repair department, access for trucks to this level being had
by an elevator to be located at the rear of the western track
upon the upper floor. An arrangement similar to that in use
at the shops of the Boston Elevated Railway will here be in-
stalled, which involves the use of interchangeable trucks, so
that the car may be run back with one truck upon the elevator,
the truck thereby dropped from beneath the car and replaced
by another one of similar equipment.

The arrangement which has been worked out for the hand-
ling of trucks and wheels is interesting and novel. The elevator
will drop to the lower floor level and deliver the truck upon a
transfer table which will run longitudinally the length of the
shop upon the depressed track next to the retaining wall, as
shown. This transfer table will carry a turntable or turning
platform, by means of which the truck carried upon it may be
swung to right angles and thereby run off onto any one of the
cross tracks which may be noted in this bay upon the lower
floor plan. In this way not only trucks but wheels may be
handled to and from these cross storage tracks and delivered
to the upper floor with a minimum of handling and with great
rapidity. This is a shop arrangement which involves features
of improvement over that in use in Boston, although the scheme
of using the elevator is similar.

A very complete and thoroughly equipped machine shop will
be installed upon the lower floor level of the building. The
machine tool equipment will embrace the latest and most im-
proved methods of arrangement and driving, and many labor-
saving features will be adopted. The blacksmith shop will be
located on the same level at the rear of this department. In
this bay also a mezzanine gallery will be located at a level 15
ft. above the machine shop floor, this section accommodating
the lavatories and lockers. A projecting wing on the building
upon the Gillen Place side will be used for the offices of the
shops. As may be noted, this structure will be carried on col-
umns, so that the yard space below will not be interfered with.
This office structure will consist of two floors, one upon the

982

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

level of the mezzanaine gallery in the machine shop, and the
other upon the upper yard level. In the mezzanaine gallery
above the tinshop, there will be provided an excellent lavatory
equipment for the convenience of the workmen, and also ex-
panded-metal lockers for their personal effects.

This entire shop arrangement is a very interesting and con-
venient one, and one which it is thought will be conducive to
economical operation. It has been studied out with consider-
able care and will, it is thought, embody all that is modern and
up to date in electric railway shop practice.

*^

WORM GEARING FOR RAILWAY MOTORS

BY HENRI SOMACH

Worm gearing is undeniably one of the most efficient methods
in mechanics for reducing speed, and is especially desirable in
electric work on account of the ability to use it with a high-
speed motor. The apparatus required is compact and light, and
easily permits a reduction in speed of i to 12, for example,

100

%

90

%

1

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~<l~~

L__

0

80

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SE

It

/

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%

/

/

W

/

00

%

/

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Ed

icic

nc.

' of

the

1 w

am

1 ge

ari

/

1 1 1
Efficiency of

th(

1 in

3tO

r

50

1-

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efBcjeney

1

1

1

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20

30

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— 1—
I

Slr.-i-l li) I

FIG. 1.— CURVES SHOWING EFFICIENCY OF WORM GEAR DRIVE

FIG. 2.-

-CHARACTERISTIC CURVES OF OERLIKON RAILWAY
MOTOR WITH WORM GEAR

while if the same reduction were used with spur gearing,
belts or ropes, double transmission would be required. The
common prejudice, that there is a considerable loss in efficiency
from worm gearing, is not justified in actual practice. The re-
sults with worm gearing show an efficiency of transmission
exceeding frequently 90 per cent. Fig. i is an efficiency curve,
with different loads of worm gearing employed with a 25-hp
to 40-hp motor built by the Oerlikon Machine Works. The
efficiency at some points on this curve is as high as 96.8 per

cent, and remains above 90 per cent between one-fifth and full
load. On account of these advantages, the application of worm
gearing is very numerous in electrical installations. It is espe-
cially convenient in drawbridge work, where, on account of
the desirability of small dead weight and compactness, it is
employed practically to the exclusion of all other kinds of gear-
ing. The results in operation have been very favorable. Draw-
bridges equipped with worm gearing have remained in service
for a period of from ten to twelve years without any indication
of wear on the gear. It is true that in this service the gearing
has intermittent use, but in other cases, where it has remained
in continued service, the results have been no less satisfactory.
The Oerlikon Machine Works some time ago installed a trial
equipment of worm gearing in continuous service, and after
three years there is not the least indication of wear.

Worm gears have also been used for vehicle propulsion, but
without a rigid connection between the transmission and the
motor. This arrangement has not proved satisfactory, except
in rare instances, and has been generally abandoned in electric
railway work for the employment of spur gears. It is therefore
interesting to note the recent trial by the Oerlikon Works
with the object of returning to worm gear for vehicle use. The
new arrangement adopted is characterized by the fact that the
gear and the motor are not supported in a rigid way, and that
the motor rests by itself on the portion of the truck suspended

Scale 1:25

FIG. 3.— SHOWING POSITION OF MOTOR ON PART OF TRUCK
SUSPENDED ON SPRINGS

on springs, as shown in Fig. 3. The worm wheel is keyed on
an axle of the car ; it is driven by a worm whose end thrust is
taken up by a ball or collar thrust bearing. The worm and
wheel are enclosed in a cover composed of a hermetically closed
iron box with a cover, c. This gear case rests directly with-
out springs on the axle, a, by means of a special journal, p,
and braces, kk.

To maintain the gear shaft in an approximately constant
position, it is fixed rigidly at one end to the gear case and at

June 3, 1905.]

STREET RAILWAY JOURNAL.

983

the other end to some point on the car or truck. This latter
adjustment is jointed so as to take up the play in the suspension
springs. The connection between the shaft of the motor and
the worm is by means of two plates coupled together in the
way shown in Fig. 3 by ni and m. The worm is of hard steel
and the wheel of cast steel with phosphor bronze teeth. In the
installation shown in Fig. 4, the worm consists of three turns.
The pitch of the teeth is 120 mm and the pitch angle 29 degs.
55 min. The diameter of the pitch circle of the worm is 72
mm, that of the worm wheel 158.6 mm. The number of teeth
on the worm wheel is thirty-six, each divi-
sion being 40 mm. The reduction in speed
then is 1 : 12. As shown in Fig. 4, the
motors are attached to the truck of the car
in such a way as to be readily accessible
for maintenance and inspection. The ar-
rangement described presents a number of
advantages as compared with spur gear-
ing, viz. :

(1) Worm gearing permits the use of a
very much higher speed motor than spur
gearing. The motors are consequently
much lighter and cheaper to build. More-
over, the car shown in Fig. 5 is equipped
with two motors of 20-hp each, making
1200 r. p. m. Each motor weighs 300 kg
instead of 650 kg, the weight of the ordi-
nary tramway motor of the same capacity,

and operating at 500 r. p. m. ; thus there is a reduction in the
weight of the motors of about 50 per cent.

(2) The cost of maintenance also is very much less on ac-
count of the very small wear of the worm gearing as compared
with spur gearing. This has been sufficiently proved in prac-
tice in the numerous industrial installations in which worm
gearing is used.

(3) The axles are driven without shock and are less noisy
than the spur gearing.

(4) With the ordinary arrangement of motors connected by

motor and the worm gear. In this way all short-circuits are
avoided between the motor casing and the winding.

The car shown in Fig. 5 operates on the line between Zurich
and Oerlikon in a very satisfactory way.

BEVELED RAIL-JOINTS IN DENVER

The Denver Consolidated Tramway Company has been mak-
ing some interesting tests with rails beveled at the ends, in-

FIG. 4.— SHOWING -ACCESSIBILITY OF MOTORS FOR MAINTENANCE AND INSPECTION

Stead of being cut off square. Beveled rail-joints have been
used to some extent before in railway work, particularly on
the Lehigh Valley Railroad. A radical departure has been
made, however, in the Denver experiment in the plane of the
bevel. In most, if not all, of the well-known experiments with
lieveled rail-joints in the past, the plane of the bevel has been
perpendicular to the base of the rail and at an acute angle with
the axis of the web of the rail. In the Denver installation,
however, the plane of the bevel is at right angles to the plane
of the web, and forms an angle of 78 degs. with the base of the
rail. This makes the inclination from the per-
pendicular 12 degs., as shown in the diagram. The

bevel is inclined
in the direction
from which traffic
comes, and so far
has been used
only on double
track.

The company
has installed 3
miles of track laid
in this way, and'

.Vngle of Bevel

Head of Rail

Web of Rail

Direction of Trafir

SIDE ELEVATION OF RAIL
SHOWING ANGLE OF
BEVEL

FIG. 5.— CAR EQUIPPED WITH TWO 20-HP MOTORS USING WORM GEARING

a spur gearing a part of the weight of the motor is not spring
supported and is subject to blows caused by the rail-joints and
the inequalities of the track. On the other hand, with worm
gearing, all of the weight of the motor is elastically suspended,
and it is not necessary to have a rigid connection between the
motors and axles. This should reduce the repair charge.

(5) Another object of the proposed arrangement is the pos-
sibility of completely insulating the motor from the ground.
It is simply necessary to employ insulation between the sup-
ports and the body of the motor and between the shaft of the

after one year of
service it is im-
possible to tell
from any indica-
tion on the rail
the existence of the joints. The rails were closely
butted when laid. Any kind of joint can be used,
but the track now laid is equipped with four-bolt,
2i-in. angle plates. The company believes in short angle plates,
and has used them extensively on its tracks.

The cost of having the ends of the rails milled to this bevel
at the mill was 50 cents per ton. An A. S. C. E. T-rail is used,
as in all the Denver work.

►♦^

The Southern Pacific has discontinued twenty-five regular
passenger trains between Los Angeles and suburban points, as
a direct result of the competition of the electric lines.

984

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

UTILIZING OLD LEAD-COVERED CABLES IN ST. LOUIS

The United Railways Company, of St. Louis, at the close of
the World's Fair, purchased a machine for putting braided cov-
ering on overhead feed wire. This machine, with auxiliary
appliances, has been installed and is in operation, putting
braided covering on a lot of underground cable, the insulation
of which was ruined in the company's great conduit burn-out
which occurred last June. The machine is capable of putting
on three layers of braid. Fig. 4 shows the apparatus in opera-
tion. The reel of newly insulated wire is shown in the fore-
ground. The reel from which the wire is being drawn is in

FIG. 1.— MOTOR REEL WAGON USED IN ST. LOUIS

the extreme background. The caljle first passes through the
insulating machine and up over the large sheave at the top,
then down into a tank of hot insulating compound, up over
another sheave and onto the reel of finished wire. The insu-
lating compound tank is kept hot with a kerosene Ijlow-torch
apparatus, the tank of which is seen standing next to the tank
of insulating compound. The insulating compound is mixed
by the company in a separate fireproof building, the mixing pot
being covered with a closed hood. The insulating compound

The operation of pulling this old cable out of the conduit and
stripping off the lead covering is interesting. Fig. 2 shows
the operation. The cable is led out of the conduit onto a reel
mounted on a special wagon. The reel on the wagon is geared
'to a railway motor. Between the manhole of the conduit and
the reel wagon is an appliance for stripping off the insulation.
This appliance is shown in detail in Fig. 3. The cable passes
between a set of pulleys, and a hook-shaped knife is adjusted
so as to cut through the lead covering just as the cable leaves
the board. This knife is seen at the left in Fig. 3. It is ad-
justed by means of the screw shown so as to take the proper
depth of cut. This cutting board is placed, as shown in Fig. 2,
on a couple of old reels and is anchored with two guy wires to
stakes driven into the ground near the manhole. As the cable
passes out of the lead-cutting device the lead covering rolls ofif
and is chopped up into convenient lengths with an axe. A
crew of four men is required to operate the device. The wagon
is shown more in detail in Fig. i, and is used for many other
purposes by the line department. The cable reel is geared to a

FIG, 3.— DEVICE FOR CUTTING OFF LEAD

railway motor controlled with an ordinary rheostatic controller.

The total cost of taking the lead off the cable and putting one
laver of braid insulation over the paper so that the cable is
ready for use on the overhead line is about ij4 cents per foot,

FIG. 2.— STRIPPING LEAD-COVERED CABLE AT ST. LOUIS

FIG. 4.— INSULATING FEED-WIRE

used has asphalt as a base, and paraffine and other oils are
mixed with it. The cable which was being covered at the time
the photograph for Fig. 4 was taken was from the company's
largest line of conduit leading from the power house, which
conduit was burned out. This cable, after having the lead
covering removed, is given a braided weatherproof insulation
and is put up for overhead feeders. The paper insulation of
the cable remains intact, the braid being placed over it.

including all labor and material. The cost of covering a bare
i,ooo,ooo-circ. mil cable with three layers of braid is about 2
cents per foot. This work is being done under the direction of
Mr. Burgess in charge of the overhead line department. The
company naturally has many changes in its overhead line to
make this year, because the World's Fair traffic last year neces-
sitated a great deal of copper along certain lines where the
travel is now very light.

June 3, 1905.]

DIAGRAM FOR RECORDING
OVERHEAD DATA

BY JOHN TREGONING

A great deal has been published
about methods for recording power
house and rolling stock data, but
little about corresponding records
of the overhead construction, al-
though the latter causes as much
or even more anxiety than any
other part of an electric railway
system.

The plan of overhead construc-
tion which accompanies this article
illustrates the method used by the
writer for plotting this information
on the system of the Hartford
Street Railway Company. The ma-
jority of roads have one or two
men who keep a pocket record of
the feeders and feeder taps. Should
they leave the company's employ a
new man would have great diffi-
culty in learning the constructions.

The plan that has been intro-
duced in Hartford does away with
pocket records and places a com-
plete plan or set of plans of over-
head construction in the hands of
the officials of the company. These
plans are put in book form and
kept at the office where they can
readily be referred to at any time,
and in case of changes being made,
supplementary sheets are drawn up
and filed with the original.

Each construction starts at the
bus-bar at the power house and
goes through the dif¥erent streets
and avenues where the feeders are
laid. It shows the sections between
circuit breakers (which are indi-
cated in the drawing by the letters
C, B and H), each feeder that
supplies current to the trolley, pole
numbers, the points where the
feeders dead end and the exact
length of each feeder. This records
the amount of resistance to be over-
come and the drop of voltage in the
line at any given point. The feed
taps themselves are not shown, as
it is generally understood that they
are cut in about every 500 ft.

There is another very important
use in connection with these plans,
and that is in connection with trou-
bles. For example, a report' is re-
ceived that at a certain pole, whose
number is given, or in its vicinity,
the feeder is grounded through the
insulator pin, as is often the case
after a thunder storm, where iron
poles are used. By referring to
the map the lineman can go direct-
ly to the pole and make repairs.
The same method can be applied to

STREET RAILWAY JOURNAL.

986

breaks in trolley wires, span wires and strain wires. The
pole numbers are placed on the street side of all poles
and the pins are located by being on the "street" side or the
"field" side, the latter phrases being known to the linemen and
help the trouble hunter very much. For instance, a lineman
is sent to the end of a line to make repairs, and while there
receives word that feeder No. 7, on the second pin street side,
pole No. 9018, is giving trouble. The man can go immediately
to the point, make repairs and report the cause of the trouble
in a very short time.

The Hartford Street Railway Company also has a diagram of
its track construction showing the switches and cross-overs,
each of which is given a name. These names are printed in
the conductor's regulation book for his guidance in making
reports of trouble that may occur at any of those points. The
track diagram also shows the poles which support the overhead
frogs, and their numbers.

_

NOVEL CONSTRUCTION AND WORK CAR

In the accompanying engravings are illustrated details of a
unique general utility car that has been developed by the engi-
neering department of the Georgia Railway & Electric Com-
pany, of Atlanta, with the idea of combining in one all the
requisites of a construction, work, wrecking and supply car;
in other words, having a car that would be used to do all the
work usually accomplished by a motor drawing flats.

As will be noticed, the car is practically open at the sides, but
has a roof, supported on posts. The object of this roof is pri-
marily to protect the operating crew, as the company has dis-
covered that the men can do much better work if they are pro-
tected from rain, sleet, snow, etc. Then, too, the roof serves
to carry the trolley 1jase, and also gives accommodations for
keeping tools, rope, chain, etc.

The car has vestibules at each end, but these are so arranged
that they can be taken off in the summer. They are also so
arranged as to be folded together in front of the center posts,
thus allowing long rails to be carried on either side of the cen-
ter post. All city track in Atlanta is laid with 62-ft. rails, and
when transporting these long rails when doing reconstruction
or new work, by folding the vestibules together in the center,
six rails can be carried on each side of the center post.

The car has low sides, which are hinged at the bottom, and
can be swung downward, but which normally are held upright
by cross rods, having at both ends hooks which engage in eye-
lets near the top of each side. These sides are not carried
clear to the ends of the car, for the reason that, besides rails,
the car is used for hauling crushed stone, dirt and sand, and if
the sides were prolonged to the ends of the platforms, this dirt,
sand, etc., would run out to the controller stand and brake
staff, thus interfering with their proper operation. Moreover,
in this event the motorman would be forced to stand in wet
sand or dirt, but by arranging the sides as shown in the draw-
ings, the controller stand and brake-dog are kept clear and the
motorman has a dry place in which to stand. By this arrange-
ment there is no loss of carrying capacity, because it is possible
to carry as much material in the area allotted as the timbers
of the car will stand.

As will be seen, there are two sets of trap doors through the
roof. These are to facilitate the loading of broken stone. The
company operates its own rock quarry and rock crusher, from
which it obtains all the stone used in its concrete and ballast
work. The crushers are so arranged that the stone after being
crushed is carried up into elevated bins and deposited through
a rotary screen in four bins, each containing a different size
stone. A spur track runs alongside these bins about 8 ft. below
the level of the bin floors. When loading, the car is run under
the bins, and by means of adjustable spouts, the particular

[Vol. XXV. No. 22.

size stone wanted is delivered directly into the car through the
trap doors.

As pointed out, in designing this car an attempt has been

llult to hoM Door in place vfhen in use.

made to adopt it to a wide variety of uses. Of course, it would
l)e easy to build one car for hauling rail, another for dirt, an-
other for stone, etc., but this would require the use of too many
equipments, and in changing from one job to another the crew

STREET RAILWAY JOURNAL.

June 3, 1905.]

STREET RAILWAY JOURNAL.

987

would have to put up their car when hauHng rails, for instance,
and go and take another car for another purpose, perhaps to
make only one or two trips. But by the arrangement described,
the one car serves all purposes. The car is mounted on the
company's standard double trucks, is fitted with four Westing-
house No. 57 trucks, and has hand and air brakes.

Acknowledgment is made for the drawings and foregoing
data to W. H. Glenn, superintendent roadways for the Georgia
Railway & Electric Company.

—

FROM A CONDUCTOR'S POINT OF VIEW

The following suggestions have been received, from a con-
ductor on a large electric railway system, and are published
here as being, possibly, of practical value:

SMALL CLOSETS IN CARS
There should be in every car a small closet or cupboard,
about 15 ins. x 5 ins. x 4 ins., in which the conductor can keep
bis day cards, necessary tools for small repairs to the register,
fuse wire and other small articles.

HANDLING FREE TICKETS

Nearly every street railway company has had more or less
trouble with free tickets, as the free rider sometimes gives
more than one ticket to the conductor, thus opening the way
for discrepancies in the conductor's report. It also sometimes
happens that the pass privilege is abused and the free tickets
find their way into the hands of persons other than the one to
whom they were issued. The following is offered as a simple
suggestion for doing away with these difficulties: Bind the free
tickets in a book and number the coupons consecutively. Issue
orders requiring the conductor to tear the coupon from the
book himself, and instruct him to see that the number of the
ticket next higher than, the one that he is taking for a fare is
still in the possession of the passenger tendering the book. The
practical operation of this matter would be as follows:

The passenger offers the conductor free ticket marked 168,-
778. The conductor sees that ticket 168,779 still in the book,
and if it is not he refuses to accept the coupon as fare. Sup-
pose a conductor on May i receives tickets numbered 168,770,
168,771 and 168,772 from a given book, and on May 2' the
holder of the book gives another conductor coupon 168,774. If
ticket 168,773 is presented at a later date, the matter should be
looked into.

SLEEPING QUARTERS FOR EMPLOYEES
Many car houses have considerable room that is not used for
any very important purpose. This room could lie utilized to
great advantage as sleeping apartments for the conductors and
motormen. If a number of cots were always on hand they
could frequently be used to the benefit of the company and the
men, as a certain numljer of conductors and motormen could
sleep at the car house and would be availalile in emergencies,
such as snow storms, possible fires, break-downs, extra travel,
etc., and the arrangement will insure some of the men being
on iiand early in the morning.

DISTURBANCE REPORTS
It is essential that a street railway manager should endeavor
to keep its cars as free from every oljjectionable feature as pos-
sible. To do this it should require its conductors to turn in a
report of every occurrence in the nature of rowdyism that
happens on the cars. It sometimes happens, for instance, that
a particular line serves a picnic ground or ball room whose
patrons consist usually of a rather tough element. The con-
ductor who takes tliese people home late at night will often
have trouble getting the fares, as some persons in the crowd
will be in a fighting mood and may use indecent language. Tlie
management should be informed by report from the conductor

of every occurrence that is in the nature of rowdyism, so that
the evidence may be laid before the proper municipal authori-
ties with a view to having the trouble stopped.

CONDUCTORS AND THE BOND COMPANY
A road that requires its conductors to procm-e a bond from a
bond company should require the surety company to furnish
each of the conductors with $5 change money. A conductor
with plenty of change is able to perform his duties with greater
facility, as he can collect his fares with greater rapidity, and
as the bond company is in a position to protect itself, it could
furnish this money without any hardship.

EMERGENCY WAGON

The quite common sight of a repair wagon galloping along
l)eside a street car has prompted the suggestion that if the re-
pair wagon could be designed to be hitched to one of the regular
cars there might be some saving in time and expense. Of
course, there are cases where horses can get nearer the oli-
struction or break-down than can a car. At the same time, in
the majority of instances, the wagon could Ije hitched to a
regular car and drawn to the i)oint of trouble as quickly as, or
possibly more quickly than, the horses can draw it. It might
be said that it would be better to have a regular construction
car with its own motors, but wagons can be built more cheaply
and could be hitched to the first regular car passing the emer-
gency station. It would also be possible to have several of
these wagons stationed at various points on the system, and
it would not be necessary to maintain teams for each wagon.

In this connection there is also the matter of the construc-
tion crews working in very cold weather on the top platform of
a wrecking wagon or car. It often happens that on particu-
larly cold days the men are hampered and can do very little
work because their hands are nearly frozen. It would seem
quite feasible to put a small, well-protected stove on the plat-
form, or, better still, an electric heater taking current from the
line. This heater would not take up much room, and if the
men could warm their hands occasionally they could do their
work enough faster to make up for the small expense of its
installation.

COMING CHANGES IN SUMMER SCHEDULES OF LOS
ANGELES INTERURBANS

The electric railways from Los Angeles to the beaches have
begun figuring on schedules for the coming summer season.
The Pacific Electric Railway Company announces that it will
place in service through the warm weather forty more cars.
Long Beach will have a twelve-minute service, with cars as
often as the traffic will warrant on Sundays and holidays. One
hundred cars on the lines to Long Beach, Huntington Beach,
.\lamitos Bay and Bay City will be the average number in
operation. As soon as the right of way is secured, the company
will be operating four tracks to tidewater. The Los Angeles-
Pacific Railroad Company announces a service to Hollywood
of seven and a half minutes, with fifteen-minute service to all
of its numerous l)each connections. This company has also
decided to place in commission six cars to haul express matter
exclusively. This will increase the company's express service
to four cars a day to and from the beaches.

*^

A decision in Michigan is to the effect that a railway com-
pany has no right to charge extra for limited service, .\lbert
C. Wid.dis, a Detroit lawyer, purchased a ticket over the De-
troit, Ypsilanti, Ann Arbor & Jackson Railway Com]iany's line
from Jackson to Detroit, fie boarded a limited car and the
ciindnctor demanded 20 cents extra. Widdis refused to pay
.ind was ejected from the car. He brought suit for damages
and was awarded a jtidgnient of $100. The company will
peal the case, and it will probably reach the Supreme Court.

988

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

THE BERLIN-ZOSSEN TESTS AND THEIR RESULTS

At a meeting of the New York Electrical Society, held in
New York, May 24, an interesting address on the Berlin-Zossen
tests was delivered by Charles A. Mudge, formerly chief engi-
neer of the railway department of the Allgemeine Elektricitats
Gesellschaft. Mr. Mudge took a prominent part in the high-
speed tests of 1903. He first described the test track, which
was 14!/^ miles in length and had only two decided curves, of
miles radius each. The first occurred miles from the
car house at Marienfelde ; the second, 7 miles further on, leav-
ing 4% miles to Zossen. This practically divided the line into
three parts — 4 miles at each end for acceleration and 7 miles
for running in the middle — with almost no grades, conditions
about ideal for the tests contemplated. The apparatus installed
in the Allgemeine car differed quite materially from that in-
stalled in the Siemens & Halske car, and the following de-
scription refers only to the apparatus used in the Allgemeine
car :

The car body was 69 ft. long and 9^4 ft- wide, and was
divided into three compartments by a so-called machine room,
12 ft. long in the middle, which contained the starting rheostat
and high-potential switches, and was not allowed to be occu-
pied while current was on. The other two compartments were
utilized for measuring instruments and for passengers, and
were connected by a narrow passage through the machine room.

On either side of the machine room underneath the car floor
the transformers were fastened. The six-wheel trucks were
spaced 43 ft. 7^ ins. from centers, and the 49 3-16-in. wheels
had a base of 6 ft. 3 ins., which was increased later to 8 ft.
2J/2 ins. Three-phase current was used, and the highest re-
corded voltage in the car during any test was 14,150. The
weight of the complete car with fifty passengers was 100 tons
(2000 lbs. to the ton), which was increased 4 tons in the last
year of the tests by alterations necessary to accommodate the
new trucks and by balancing weights.

The tests of the first year, 1901, formed what might be termed
a "try-out" period. Before the car was taken from the works
all apparatus was thoroughly tested, and for this purpose a sta-
tionary iron bed-plate, having four run wheels, was arranged
under each truck, the wheels on the bed-plate having profiles
similar to rails, and made wide enough for brake straps of dy-
namometers. In this manner the motors were run up to speeds
corresponding to 200 km, and the power required was meas-
ured witli the dynamometers.

Very elaborate tests were also made on bearing frictions at
high speeds, and interesting data were collected on the proper-
ties of different lubricants under severe conditions of pressure
and speed in connection with different metals and alloys. From
the results of these tests the rolling friction was estimated to
be about 10 lbs. per ton at 125 m.p.h., which was somewhat in
excess of the values found during the actual operation of the
car. Numerous other preliminary experiments were made to
determine the air resistance, the proper form of the car end,
the best design of current collector and an efficient brake rig-
ging. After all apparatus had been given as thorough a shop
test as possible, the car was hauled approximately 500 miles
by a steam locomotive in order to loosen it up. After this
many different runs were made, the maximum speed obtained
during this year's tests being 100 m.p.h.

It was noted very early in these tests that the permanent
way was not at all suitable for running cars of this weight at
such speeds. It was decided to replace the 67-lb. rails with
heavier ones of 82^ lbs. per yard, and to increase the size and
number of ties per rail over the middle portion of the road,
which was also furnished with guard rails for 10 miles of its
length.

Above 90 m.p.h. the car began to sway from side to side de-
cidedly, and it was decided to support a portion of the weight

of the car, which was carried entirely at the truck center, on
side bearings on the truck frame, and to employ a flexibly sup-
ported center-pin bearing in the truck. Both features were
admirably carried out in the design of the truck used during
the last year of the experiments. The braking facilities were
also not at all sufficient, although two shoes were applied to
each of the twelve wheels. This was due mainly to the arrange-
meiit of levers and to the fact that only two brake cylinders
per truck were used, which was changed later to four cylinders
per truck, and to a much simpler lever system.

The second year of the tests, September, October and No-
vember, 1902, was occupied mainly in determining the train re-
sistance at different speeds, in measuring the power required
for different loads and speeds, in determining the losses in the
transmission line, in collecting the necessary braking data for
computing the coefficients of friction for different speeds, and
in determining the alterations necessary to be made in the car
and the permanent way, to permit a speed up to 125 m.p.h.
These tests were conducted up to a speed of only 75 m.p.h., as
the observations of the previous year showed that the per-
manent way would not stand much higher speeds.

The brake tests made in this year were not as satisfactory as
those in the following year, on account of the complicated
brake rigging used, which did not allow of easy adjustment.
They showed, however, a maximum retardation of 2 m.p.h. per
second at 70 m.p.h., with a total brake pressure equal to 155 per
cent of the weight of the car. The tests of 1902 were prin-
cipally of value in showing what alterations in the car and
permanent way were necessary in . order to be able to run at
higher speeds.

The tests of the third year, which were the most elaborate
and formed a reliable check on the previous tests, give a sub-
stantial basis upon which any high-speed work of the future
may be attempted. Data of very great value were secured on
the much-discussed question of air resistance, and although the
formula may not be straightened out to suit everybody, it was
shown positively that if a car is run, for instance, 50 m.p.h.,
it will have a maximum air pressure of about 7 lbs. per square
foot at the front of it ; if the speed is doubled there will be four
times this pressure, and if the speed is tripled there will be nine
times this pressure. If the nose of the car is shaped properly,
these figures will be reduced 10 per cent. Also, if the 1000-
ton car is run at 50 m.p.h. on a level track without paying
much attention to how the front is shaped, it will take about
150 hp. If the speed is doubled it will take six times this
amount of power, but if the speed is tripled — i. e., the speed is
150 m.p.h. — it would be necessary to supply about eighteen
times the amount of power required to run at 50 m.p.h. These
facts are not so serious as they seem when we consider that
the amount of power necessary to drive a car or train at 100
m.p.h., with which we would be content at present, can easily
be applied to the axles without any alteration in the standard
gage, and in fact with very little, if any, change in the standard
truck construction.

At the very outset of the 1903 tests, considerable difference
was noticed in the behavior of the car when running above or
below 100 m.p.h. At about this speed the car seemed to take
on a swinging lateral motion, which at times became so pro-
nounced that it endangered the overhead work and created a
feeling of insecurity in the passengers. The cause of this was
found to be the unsymmetrical disposition of the motors and
transformers on the car. This was ascertained by taking the
weight of the car under each wheel, which showed a maximum
variation of ij4 tons in some cases. It was counteracted by
placing weights along the floor of the car 4^2 ft. from its cen-
ter line at each truck, after which no further vibration was
noticed, even up to the highest speeds.

The braking results of this year showed that the curve of
retardation, instead of being straight, has a most undesirable

June 3, 1905.]

STREET RAILWAY JOURNAL.

peak at each end. This indicates that
for ideal conditions it is necessary to
increase the brake pressure a few
seconds after it has been applied,
and then to leave it in charge of an
automatic device which decreases it
as the speed decreases and as the co-
efficient of friction increases. For
instance, it was found to take about
seven-eighths of a mile to stop the
car when running 110 m.p.h., the
initial brake pressure being 150 per
cent of the weight of the car. If
there was some means of keeping
the retardation constant, the car
could have been stopped in three-
quarters of a mile by using the same
pressures. Under the most favorable
conditions the car could not have
been stopped in less than ^ mile
when running at 110 m.p.h., which
would require a retardation of 3^4
m.p.h. per second, which is about the
limit of braking with this type of
brake apparatus. The pre-eminent
value of the braking system employed
lay in the fact that it never failed in
its operation during all the tests
made and the feeling of security
which its absolute reliability inspired.

The observations and experiences
gained in these tests suggest the use
of the following points in approach-
ing a similar problem :

(1) Keep the car body as near the
rails as is possible.

(2) Arrange all heavy pieces of
apparatus so that their centers of
gravity lie in the center of the car,
or symmetrically placed to it, and as
near the earth as possible.

(3) All apparatus mounted above
the car floor should be as light as its
design will permit.

(4) Make the overhead trolley
contact above the car, in preference
to the side of the car.

(5) Support the motors flexibly on
the axles of the trvicks.

(6) Give the front end of the car
a wedge shape.

(7) Support the car body on the
truck frame at some distance from
the center bolt, and allow it a flexi-
bility in a line at right angles to the
track, independent of the truck.

(8) Make the total wheel liase of
the truck of ample dimensions and
not less than 20 per cent of the
length of the car.

(9) Build the road as straight as
possible, and where more than one
track is used make them further
apart than present practice would
suggest.

(10) On curves make the ap-
proaches of the elevated side of the
track longer than usual.

If it were possible to have the

990

STREET RAILWAY JOURNAL.

[Vol. XXV, No. 22.

wheels along the sides of the cars and the rails l)et\veen the
Hoor and roof lines, the car would travel very comfortably.
Any condition approaching this, as by keeping the car body
near the rails, would share in the benefits thus derived.

A German engineer of considerable prominence has advo-
cated lowering the floor of the car between the trucks, in order
to make it ride steadier, utilizing the space above the trucks
for second and third-class passengers or for freight and bag-
gage. Although this might be too radical a change in designs
of standard practice, and would not harn.ionize as well with
conditions here as with those abroad, it would undoubtedly
give good results. That all apparatus should be symmetrically
mounted in relation to the center line of the car was very evi-
dent as the 100 m.p.h. figure was approached. The Zossen mo-

ceived a slight blow at each of these places, detrimental both
to the trolleys and to the insulated supports. Through the ex-
periences gained with this type of trolley it would seem that
the current could be better collected above the car roof instead
of at its side, in which case it does not matter if the motion of
the car is transmitted to the trolley. In fact, if the bow form is
used it would be desirable. In this connection the speaker
read a few notes from the log he kept during the tests, as
follows :

MONDAY, OCT. 12, 1903
Cold and windy; rained throughout the night; rails wet. Left barn at
9.30 for Zossen; 35 periods, 11,000 volts. Maximum speed, 140 km.

After leaving the car House car was stopped about V2 km out to see if
trolleys were working right. Pressure and adjustment all right; started up
at 500 amps, per motor. Took the first 2(X)0-meter curve at 100 km, then ran
lip to 138 km. Trolleys acted fairly well, except in taking curves, when
they would leave the wire. Sometimes on level they would
also leave the wires on account of swinging of car, as well
as swinging of wire itself, caused by the wind. Got to
Zossen without accident. Waited fifteen minutes, then started
back. All went well until about 6 km from shed, when one
trolley was torn away by catching into insulator. This
seemed to have broken the overhead work, as four other
trolleys were immediately torn loose, leaving only one
(upper B end) intact. Cut out all apparatus and coasted
into shed from 120 km speed. As soon as we got out of the
car our first impressions, after looking toward its top,
were- that the trolley question was not any nearer a so'ution
ihan before.

PLAN OF UPPER MEMBERS OF TRUCK, SHOWING SIDE AND
CENTER BEARINGS

PLAN AND ELEVATION OF TRUCK, SHOWING
OF BRAKING APPARATUS

ARRANGEMENT

ELEVATION OF TROLLEY, SHOWING THREE COMBI-
NATIONS OF SPRINGS FOR EACH TROLLEY, AND
VANE FOR BALANCING THE AIR PRESSURE ON
THE COLLECTING ARM AT HIGH SPEED.

tors were mounted slightly out of the center line of the truck,
and it was found necessary to use 275 lbs. per motor to counter-
act this.

All apparatus aljove the car floor should be light. This ap-
plies particularly to the trolley construction. If the trolley for
high-speed work is to be of a light construction, which is the
tendency of most designs abroad, particular attention must be
given to the form of the exposed surfaces, on account of the
high air pressure, and means must be applied to counteract it.
When the current is collected at the side of the car, as in these
experiments, any slight swaying of the car is at once felt by the
trolley, and the higher the current collectors are placed from
the ground the greater is this disturbance. The trolley wires,
as placed in these tests, were also very sensitive to cross winds,
and even to the slight pressure of the sliding bow against them,
necessitating spacing the supporting poles closer together than
they were originally placed and stretching the wires themselves
with very high tension.

Passengers in the car could hear very distinctly the click as
the trolleys passed over each support, showing that they re-

The idea of having the trolleys on six separate poles does
not seem to be the best. The scheme of two poles might be
better, as the trolley bows would lie directly above each other,
and in taking curves and supports they all would strike to-
gether, making it easier to keep on the wires as the car turns.
This may necessitate stronger supports, as the blow from the
trolley would be much greater, being all delivered at the same
instant, instead of one after the other, as is the case with the
construction used. Much of the trouble which was experienced
in getting the trolleys to work properly might have been
avoided if it had been possible to place the contact wires above
the roof of the car.

If the motors are direct connected to the axles, a part, at
least, of their weight should be flexibly connected to it. There
is a certain oscillation given to all the parts on a car moving
at such high speeds, and it often occurs, through the uneven-
ness of the roadbed, or slight inequalities in the rails, or the
motion of the car itself, that a certain oscillation of a heavy
piece of apparatus will be met out of step. For instance, the
motor will be going down just as a part of the rail is coming

June 3, 1905.]

STREET RAILWAY JOURNAL.

991

up, and a severe blow will be tbe result. A little flexibility of
these parts will greatly reduce the force of this blow. At
speeds over 100 m.p.h., it very often seemed as if the rolling
friction were taking a rest and that the car was actually float-
ing for short distances, after which the observers would notice
very distinctly that gravity had not disappeared, and it was al-
most possible to hear the rails groan under their extra burden.
It is at such times that the flexibility of the apparatus is mostly
needed; not so much when passing over rail-joints or frogs, as
the car doesn't take much notice of them, and is far beyond
before their effects could be felt, but just at those moments
when the apparatus seems to be furthest out of synchronism
with the car. Since it is inipossil)le to build an absolutely level
and straight track, conditions can be helped very much, and
the comfort of the passengers increased, by having heavy pieces
of apparatus flexibly sup|)orted in the car.

Giving the car a wedge-shaped construction may not be pos-
sible when using the vestibuled type with nuiltiple-unit con-
trol and no definite end relation, but in this case it may be ad-
visable to have a portable wedged-shaped engineer's cab on
wheels, capable of being quickly attached to the front of the
car in making up the train.

It was found to be a very good thing to hold the car body
firmly to the truck frame at points equally distant from the
center pin, also to allow it a movement independent of the
truck, parallel with the axles. The trucks take curves much
more quickly than the heavy car body, which requires a certain
amount of time to swing it out of its straight line path, and
this should not be attempted too rapidly. The car should not
receive a blow to turn its nose in the new direction, but a
gradual increasing pressure until it is turned out of its former
course. This was very well accomplished by mounting the
center pin bearing flexibly in the truck. The pin was held in
its middle position by tons pressure, and could be moved
out of this position for i 3-16 ins. to its furthest limit by the
addition of about 2^ tons pressure. This had the effect of
swinging the car body more gradually into the direction taken
by the trucks, and the shock was considerably less than that
experienced with the trucks used in the first year's tests.

If roads are built with few curves, it is advisable to take full
advantage of the fact and make the wheel base long. The 30
per cent increase of base in the truck used in the last year's
tests was a noticeable improvement over that used in the pre-
vious tests. With a greater distance between wheels there is
a better chance to equalize the weights upon the axles, since
the lever arms and springs between them may be made longer,
and consequently more sensitive and easier to adjust. In three-
axle trucks the motors will most likely always be mounted on
the outside axles, making it necessary to carry a greater per-
centage of the weight of the car body on the middle axle than
is carried on the outside ones. As this weight fluctuates con-
siderably, this fact must not be overlooked in designing the
equalizing lever arms of the truck, as otherwise the load will
be unequally distributed on the axles and possibly disturb the
smooth running of the car.

The track used for these tests was ljuilt at a greater distance
from the main line track than is customary to place parallel
tracks in this country, and consequently the air pressure effects
of trains moving in opposite directions, as well as in the same
direction, could not 1)C observed very closely. It was evident,
however, that there was a slight disturbing influence in the
smooth running of the car whenever it passed another train.
What this would have amounted to if the tracks had been
placed nearer together it is impossible to say, but it is a point
that would have to be considered in building new lines, and
would suggest placing the tracks further apart than is present
practice.

The two curves of 1% miles radius were built with an eleva-
tion of y/s, ins. of the outer rail, the approaches of which were

165 ft. long, according to the standard practice of the Stale
railways. These approaches were found to be too short, as the
car gave a decided lurch in taking tlicni when traveling over
90 m.p.h., so they were increased to 330 ft., or twice their origi-
nal length, after which the car rode over them smoothly.

It may be necessary to adopt a signal service somewhat dif-
ferent from those at present in use, as in traveling at these
speeds it is more difficult to recognize colors and to distinguish
the forms of objects than at lower speeds. In passing stations
at 125 m.]).h. it was not possil)le to recognize persons standmg
upon the platforms, and only those at a distance of 50 ft. and
over could he approximately identified. On dark and rainy
(lays it was quite impossible to read signals at this s])eed, except
when of large dimensions or of very pronounced color. This
would suggest placing the signals in the car itself, operated
electrically either by direct contact or through inductive means.
Such a system was tried at Zossen and worked perfectly, even
at the highest speeds. An insulated piece of angle iron was
placed alongside of the rail, it and the rail constituting two
poles of an electric circuit. As the car passed over this section
contact was made with tb.e angle iron by a Ijrush which led
current through a magnet in the car, releasing a spring and
allowing a disc to fall in front of the motorman, the circuit
being comjjleled through the wheel. A system on similar lines
could easily be arranged to ring different bells, or to operate
different colored discs in the engineer's cab, thus relieving him
(if the strain upon the eyes caused by passing so many objects
which naturally distract his attention.

DISCUSSION ON LIGHT ELECTRIC RAILWAYS AT CHICAGO

A paper on "Light Electric Railways," read before the Chi-
cago branch of the American Institute of Electrical Engineers,
May 23, by J. R. Cravath, was printed in abstract in the last
issue of the Street Railway Journal. The discussion of this
paper was introduced by the reading of a letter from H. H.
Polk, president of the Interurban Railway Company, Des
Moines, Iowa, in which he expressed the opinion that no de-
parture should be made from standard gage, because, if a road
is to be a success in Illinois or Iowa, it must do a general rail-
way business and interchange l)usiness by means of standard'
steam railroad freight cars.

Ernest Gonzenbach, of Sheboygan, Wis., sent in a written
discussion. This referred to the trackless trolley experiments
in Europe and to a proposition which came up in Ohio some
time ago of Iniilding flat cars wliich wduld take farmers'
wagons loaded with produce so that it would not lie necessary
to transfer produce from wagons to cars. He said that there
was undou1)tedly a crying need for some such class of railway
as proposed by Mr. Cravath. It would appear to be but a
short step for the manufacturers to build single-phase motors
suited to 28-in. gage. The gage was certainly very narrow.
The type of car proposed in the paper would probably cause
the car liuilder to do some thinking, but no doubt it could be
built. He suggested the use of a side-entrance car with seats
running the full width of the car as giving a greater seating
capacity and utilizing the room to better advantage. He
tliought it possible that a solution lay in the directions out-
lined in the paper. Mr. Cravath had estimated the passenger
earnings per capita from the rural population too high, but on
the other hand, had estimated the freight earnings from a rural
territory of this kind too low.

W. Owen Thomas told of a number of examples of light rail-
way construction he had seen in England. He cited one road
costing about $9,000 per mile standard gage, operated with
self-propelled steam dummy cars. Another road, 30-in. gage,
costing $7,000 per mile, was operated with small locomotives.
He expressed the opinion that for the class of territory in which

992

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

the light railway of the kind proposed in the paper would be
built, gasoline motor cars would be especially suited because
of the long intervals between trains and the fact that with
them no investment need be made in overhead line or power
station. It was for this class of road that gasoline motor
cars are better suited than for any other kind of railway
service. The Chicago & Northwestern Railway Company, with
which he is connected, had probably 100 small branch lines
operated with one locomotive. It was a great problem among
steam railroad men to know how to operate these small feeders
economically. The light railway proposed by Mr. Cravath
might develop a country so that it could be followed up later
with a standard road. One thing that had prevented the build-
ing of more light railways in England was the great number
of legal requirements in the way of expensive safety precau-
tions. Such restrictions did not exist in this country.

George A. Damon, of the Arnold Company, said that in that
company's office scarcely a day passed that they were not vis-
ited by somebody, an earnest business man or farmer, from some
of the Western States wishing to build an electric road in some
location where tlie ordinary electric interurban would be out
of the question. There was a great demand for some kind of
a road that could be built and operated cheaper than any now
common. Mr. Cravath would not make a good promoter. His
estimates were too conservative for that. He suggested some
changes in the car proposed. So far, in electric railway build-
ing in this country, almost no account had been taken of de-
preciation, and he believed that this was right under the con-
ditions which had prevailed, because, in the course of time, the
appreciation had taken care of the depreciation. In other
words, after a road had been built and operated for a number
of years and was at the point where it was falling to pieces
and must be rebuilt, it had developed such an increase in traffic
and possible earnings that capital could be found to re-equip
the road. In the case of such a road as proposed by Mr.
Cravath, however, the depreciation could not be forgotten, for
the following reasons: If a road was operated for a number
of years until it had developed territory sufficiently to warrant
the building of a standard gage road with heavy construction,
it would not be worth much to the builders of the standard gage
road, as the cars, rails and ties would be of no use for the
standard gage, and the probability was that even the location
of the grade would not be suited to a standard gage road on
account of being so crooked. New capital coming into the
field, therefore, to build a standard gage road would not pur-
chase the old light railway as a basis of operations, but would
build a new parallel road. Depreciation, therefore, must be
considered. According to Mr. Cravath's figures, the enterprise
as a financial proposition would be gone into simply as a 6 per
cent investment by local parties interested in having better
transportation facilities. It could not be considered as a specu-
lative investment or as yielding big money to the promoter.
He thought Mr. Cravath's figures on freight traffic were too
low. He had some figures from a farming country showing
twenty-five carloads of freight outgoing per square mile, and
three loads ingoing, making in all twenty-eight carloads of
freight per square mile per year. Summing up the whole
proposition, he thought the figures given in the paper were well
within reason ; that such a road could probably be built for less
than the figures given and would probably earn more than the
figures given, which would make the financial statement even
better and would make the building of such a road worth while.
He hoped to see such a road built.

W. B. Potter, engineer of the railway department, General
Electric Company, in a letter received after adjournment, said
that from a manufacturer's standpoint there was no doubt that
motors could be obtained of special horse-power for the work
required within the dimensions imposed by the gage. Consid-
ering the proposition broadly, he questioned the advisability of

anything other than standard gage. The ties, grading and
bridges would be the only items affected with respect to cost.
The saving in the use of standard motors as against special
motors for the narrow gage would offset the difference in the
cost of trucks. The increased cost per' mile, he thought, could
be safely estimated at $2,000 for the standard as against the
narrow gage road. The ability to use existing tracks for stand-
ard gage rolling stock would have a bearing on the convenience
and cost of operation. If such a railway as proposed proved a
success, it would be far more saleable if the permanent way and
bridges were constructed to standard gage requirements.

*^

DISCUSSION ON HIGH-TENSION TROLLEY LINES AT
CHICAGO

At a meeting of the Chicago branch of the American In-
stitute of Electrical Engineers, May 23, there was a discussion
of the paper on "Line Construction for High-Pressure Electric
Railroads," by George A. Damon, and the paper on "High-
Pressure Line Construction for Alternating-Current Rail-
ways," by Theodore Varney. Mr. Damon, of Chicago, ab-
stracted both these papers, which were printed in part in the
Street Railway Journal of April i, 1905. The stereopticon
views used by C. O. Mailloux, which were presented in the
discussion of these papers in New York, and published in the
Street Railway Journal of April 8, 1905, were shown by
Mr. Damon. Mr. Damon supplemented his paper by a few re-
marks regarding recent estimates and tentative plans made by
the Arnold Company in connection with the electrical equips
ment of steam roads. He said that in figuring on the electrical
equipment of the Port Huron tunnel of the Grand Trunk Rail-
way under the St. Clair River, they had concluded that the
double catenary construction shown by Mr. Varney in his
paper would be too complicated for use in railroad yards. In
another case upon which they were figuring, namely, the equip-
ment of over 100 miles of steam railroad in Canada, the cost of
the double catenary was prohibitive.

Local Secretary Junkersfeld, who presided at the meeting,
introduced the discussion by referring to the prominent part
Chicago men had played in the development of high-tension
trolley construction, Messrs. Arnold and Damon having done
pioneer work in that direction, and the overhead construction
of the first commercial single-phase electric road, the In-
dianapolis & Cincinnati Traction Company, having been also
largely designed by Chicago men. Regarding this latter work,
he would ask Fay Woodmansee, of Sargent & Lundy, to make
a few statements.

Mr. Woodmansee said that the Indianapolis & Cincinnati
Traction Company had operated its high-tension trolley line
now since Jan. i, and it had proved very satisfactory. In the
preliminary calculations it had been determined that any trol-
ley voltage under 3300 would not make possible any material
saving by the use of the alternating-current motor. The volt-
age had therefore been placed at 3300. The policy had been to
place the sub-stations rather close together, feeding sections
of trolley wire from 10 miles to 12 miles in length. The cur-
rent generated was three-phase, as three-phase generators had
been ordered before the alternating-current motor was adopted.
In each sub-station the transformer secondaries were connected
to give two-phase current, one phase feeding the trolley in one
direction, and the other phase in the other direction from the
sub-station. This plan was adopted because of the convenience
of transformation and the desirability of having different sec-
tions of trolley wire in different phase on account of the in-
ductive effect on telephone lines. There were no automatic
circuit breakers in sub-stations. The sub-stations were in-
tended to be operated without attendants and had two banks of
transformers, so that one bank could be cut out for inspection

June 3, 1905.]

STREET RAILWAY JOURNAL.

993

or repairs, leaving the other in service. Before the alternating-
current motor came up, the third rail had been decided upon for
this road because of the high speeds which were considered
necessary. The details of the line construction of this road
were worked up by B. J. Jones, and much of it was shown in
Mr. Varney's paper.

Mr. Jones was called upon, but said that Mr. Varney's paper
covered the ground, and he had nothing to add regarding the
construction.

Fred L. Lucas, general manager of the Bloomington, Pontiac
& Joliet single-phase road, reported satisfactory operation of
the high-tension trolley of that road. The plan originally
called for supporting the trolley wire from the catenary every
10 ft. Such frequent supports had not been put up yet, on ac-
count of the lack of material, and at present the supports were
midway between each pole. He was beginning to question
whether such frequent supports of the trolley wire from the
catenary would work well with the ordinary form of trolley
wheel because of the slight jumping of the wheel at each me-
chanical clip. With these placed every 10 ft., he thought there
would be considerable sparking at the wheel. The drop in
voltage in the rail return was less than had been expected, and
would indicate that our data on the apparent resistance of track
with 25-cycle alternating current would need some revision.

J. R. Cravath said there had been some disquieting rumors
afloat the past few months as to the effect of single-phase trol-
ley wires on neighboring telephone lines, and he asked Mr.
Woodmansee as to the experience on the Indianapolis & Cin-
cinnati.

Mr. Woodmansee said that there was no trouble in the use
of the telephone in ordinary weather, and only a slight hum-
ming on wet days. They had taken the precautions to insulate
the telephone lines better than usual, and the telephone wires
were placed on porcelain insulators.

ADDITIONAL SAFEGUARDS

The New Orleans Railways Company has provided its Es-
planade and Canal Belt cars with additional safeguards against
accidents resulting from passengers leaning from the windows.
Heavy wire screens have been placed along the cars near the
window sills, and above these screens are the small iron bars.
The rods have been raised higher than heretofore to prevent
passengers putting their elbows or arms out of the window.

The close proximity of trees along the neutral ground of
Esplanade and Canal Avenues has rendered these extra pre-
cautions against accident necessary.

ELECTRIC FREIGHT IN MICHIGAN

The Detroit, Ypsilanti, Ann Arbor & Jackson Electric Rail-
way has established a general freight service, handling goods
in carload lots. For that purpose specially designed motors
were constructed and flat cars built, all equipped with air
brakes. The trains are made up of a motor car and four trail-
ers. So far no attempt has been made to bring this traffic into
Detroit proper. The start, however, was made a few days ago,
when a train of four cars went out of one of the west end brick
yards. Each car carried 40 tons of bricks. These were taken
to Kalamazoo. Contracts have already been made by the De-
troit, Ypsilanti, Ann Arbor & Jackson to handle between 4,500,-
000 and 5,000,000 brick this summer to such places as Ypsilanti,
Ann Arbor, Jackson, Kalamazoo and Battle Creek.

NEW YORK CENTRAL AND ROCHESTER RAILWAY ARRANGE
FOR INTERCHANGEABLE TICKETS

THE MONTREAL STREET RAILWAY COMPANY'S NEW CAR

Since the publication of the article on the Montreal Street
Railway Company's new divided platform car in the Street
Railway Journal of May 20, further details have come to

Please I

j/liYou Get On

: ! i ! PLAN OF DIVIDED PLATFORM CAR USED BY THE MONTREAL STREET RAILWAY

hand which present additional advantages of thjs construction.

As will be noted from the accompanying plan view, the back
platform can accommodate twenty-five to thirty passengers in-
stead of fourteen, as mentioned in the first article. Perhaps
one of the best features of this car is that since the passenger
must pay his fare upon entering the gate there is no occasion
for quarreling with the conductor as to whether or not fare
was paid ; nor is the passenger annoyed by the movements of
the conductor in any way. It will be noted that the entrance
has a sign reading: "Please pay as you get on."

This interesting car is the joint design of the company's
managing director, W. P. Ross, and manager, Duncan Mc-
Donald, who have already secured patent rights for the same.

An arrangement has been made between the Rochester Rail-
way Company and the New York Central by which traffic be-
tween Rochester and Ontario Beach this summer will be han-
dled by tickets which will be interchangeable on both roads.
The tickets purchased for a ride to Charlotte on the trolley
line will also permit passengers to enter Ontario Beach Park,
and then if they so choose they may return home by the steam
railroad. The order of the trip may be reversed if desired, and

passengers may ride back on
the electric railway after
having gone by the steam
road. The trolley tickets
admitting holders to the
park at Ontario Beach, and
permitting them to return to
the city either by the New
York Central or by the trol-
ley line are to be sold for 30
cents, an advance of 5 cents
on the old rate to Charlotte
and return. The tickets are
to include a coupon good for
one ride on the city lines of the Rochester Railway Company,
which may be used whether the holder comes back by trolley
or by the steam road.

Officers of the Long Island Railroad and a number of city
officials made a test of the new electrical equipment on the
Rockaway division of the Long Island Railroad, between Aque-
duct and Hammells, over the Jamaica Bay, on Thursday last.
All the third rails for Atlantic Avenue and the Rockaway divi-
sions have been laid except about a mile on Atlantic Avenue,
between Aitken Avenue and the Brooklyn line, and it is ex-
pected to put the system in operation by June 15 on the lines
above named.

994

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

ELECTRIC PARK, NEWARK, N, J,

The past three or four years have witnessed a remarkable
development of the "Midway" type of park in and near a num-
ber of American cities where natural attractions are scarce,
and where the majority of the public prefers pleasures not
offered by Nature. In parks of this character it is customary
to charge a small entrance fee, which covers admission to the
grounds and to some of the attractions operated by the park
management, while a separate charge is made for each of the
shows run bv concessionaires. The layout of the various

THE ILLUMINATED ENTRANCE TO ELECTRIC PARK

anmsenient structures and the lighting arrangement also come
under the park management, as well as the selection of the at-
tractions that are likely to prove most popular with the local
people. Too nmch stress cannot be laid upon the last point, for
there is sometimes a tendency on the part of park managers to
follow the dictates of their own tastes, or to install exhibitions
merely because they have proven profitaljle in another locality.
A park that seeks the patronage of the working class is not likely
to succeed by the presentation of light operas, and if the com-
pany desires to cater to a more refined class, boisterous variety
will prove a failure.

Past issues of this paper have contained descriptions of rural
parks, and it will undoubtedly be of interest to present par-
ticulars of a recent pleasure ground which is successfully serv-
ing" a cosmopolitan population, besides being an important fac-
tor in the earnings of the local traction company. A good ex-
ample of this class of resort is offered by Electric Park, New-
ark, N. J. This park covers an area of 10 acres on South
Orange y\venue, adjoining the noted Vailsburg bicycle track,
and is within less than half an hour's ride from the heart of
Newark. The total population drawn upon is about 500,000,
and for the greater part consists of working people who cannot
afford to pay for anything elaborate, but want to visit a park
where they can have a good time for little money. As Electric
Park has become so popular with this class, it may l)e of value
to consider the methods that the management follows to secure
an attendance of over half a million in one summer season.

This enterprise is owned by the Electric Park Amusement
Company, and is under the direction of C. A. Dunlap, the presi-
dent and general manager of the company. As the grounds are
ample in extent, the buildings are not crowded too closely, so
that the park is able to handle many thousands of people with-
out congestion. As to attractions, Mr. Dunlap believes that as
far as night entertainment is concerned, there is nothing better
than artistic and liberal illumination. Years ago Mr. Dunlap
designed a number of elaborate electric fountains, and, although

this feature is no longer a novelty, it is still very popular, so
much so that after the fountain installed in Electric Park
ceases playing, half the people leave the grounds for home.
Of course, this park affords many other amusements besides
this, but there is no doubt that much of its popularity is due
to the liberal use of electric current. Last year part of the
power was generated in an isolated plant owned by the com-
pany, but this season all of it is purchased on favorable terms
from the Public Service Corporation, whose railway lines
carry the park visitors. The management does not believe that
a park management should put in its own plant unless more
than 1500 lamps are to be used, and not even then if low terms
can be secured from the local power company.

The general admission to the grounds is 10 cents, this in-
cluding free admission to the theater, open-air circus and spec-
tacular productions like the electric fountain, fireworks bom-
Ijardments, Hawaiian dancing girls, etc. When the theater was
iiriginally opened all seats were free, but many visitors ex-
jiresscd their dissatisfaction at being frequently annoyed by
the waiters. To overcome this objection the management ar-
ranged to reserve a section from which all drinking tables were
removed, but in which a charge of 10 cents would be made per
seat. This innovation proved very successful, as many people
were willing to pay the extra fee in order to be free from dis-
turbance. The entertainment offered is variety, a four-week
experiment with light operas having convinced the manage-
ment that its clientele did not care for the latter style of enter-
tainment. The introduction of the reserved seats netted over
$6,000 in one season, and only one extra employee, a ticket
seller, was required.

A very poinilar feature of this park is the dance hall, which
did such good business last year that it has been found neces-
sary to enlarge it to 175 ft. x 50 ft. The structure is furnished
with removalile sides to make it available for both cool and
warm weather. At the sides of the dance hall there are also a
number of chairs and tables for serving refreshments. The
charges for admission to this hall are 15 cents for gentlemen
and 10 cents for ladies.

Among some of the old but ever-popular standbys to be found
here are bowling alleys, pool tables and a splendid $15,000
carousel. Picsides these there arc a number of modern amuse-

UNE OF THE JAPANESE BUILDINGS UNDER CONSTRUCTION

nients like the figure-eight roller coaster, old mill, laughing-
gallery, penny arcade, etc. An amusing but inexpensive nov-
elty originated by the management calls for the employment
of a tank of water, a hammock and a jolly negro. The ham-
mock is hung in such a way that when a baseball is thrown
with sufficient force against a certain disc the hammock fasten-
ings are loosened and the negro falls into the water, much to
the amusement of the onlookers. For this season the park
management is installing quite a number of more elaborate at-
tractions, such as the circle swing; a working model of the

June 3, 1905.]

STREET RAILWAY JOURNAL.

995

famous Strasburg clock; a miniature railway, which will pass
through a short tunnel and transport visitors from show to
show about the grounds ; a gypsy camp ; a Mexican village, and
a Japanese village, which should prove a good drawing card
in view of the public's great interest in all matters pertaining
to the "land of the rising sun." An important factor in the
profits derived from the concessions is that for the various re-
freshment stands. For instance, last season the proprietor of
the sausage stand paid a rental of $800, and the owner of the
popcorn stand $1,000.

As there is no lake on the present grounds, it is not possible
to have a chute-the-chutes or give aquatic performances. It is
planned, however, to take care of this in the new park which
is to be laid out by an affiliated company on the site of the ad-
joining bicycle track.

As noted before, Electric Park is in no way connected with
the local railway company, the function of the latter being sim-
ply the plain and profitable business of transporting passengers
to and from the park gates. Mr. Dunlap's experience in the
amusement field has convinced him that it is not good policy
for a railway company to operate its own parks, unless the at-
tractions of¥ered require practically no maintenance expense,
as is the case where the drawing power of a picnic ground de-
pends on its natural features and nothing else is offered outside
of a baseball ground, carousel, etc. The park business is as
much a profession as the management of an electric railway,
and the best results are obtainable only under a manager who
is a specialist in this work, knowing not only how to cater to
the tastes of the majority, but also where to secure the right
attractions on the most favorable terms. The development
of Electric Park is therefore typical of what can be done when
a pleasure ground is treated as a distinct business proposition
by men who have the training to make it a source of consider-
able revenue, irrespective of the profits derived from trans-
portation.

METALDUCT

A metal molding, known as "Metalduct," has recently been
placed on the market by Sibley & Pitman, of New York. It is
a steel duct of proper dimensions to carry two or three wires,
as may be required. Countersunk portions are provided in the
bottom of the duct to receive screws or nails readily, so that
the fastening of metalduct to walls or ceilings requires less

METAL MOLDING CARRYING TWO WIRES

time and exertion than even wood molding. The cover is of
flat flexible steel, made to slide into the two grooves of the duct,
thus serving to thoroughly enclose and support the wires. The
cover can be removed at either end of the duct, or at any point
desired, by making two hack-saw cuts about i in. apart through
exterior flanges of the duct and slightly opening the cut portion
to release the end of the capping. It is furnished ordinarily in

lengths of 10 ft., and each length can be fastened or bonded to
another length by a bond.

The method of applying the Ijond is exceedingly simple. A
slot is cut with an ordinary hack-saw in the bottom of the duct
in. from the end, prongs of bond are inserted in slot, bond
is snapped over the exterior flanges of the duct, prongs are
bent down, and the joint is made. The elbows are made in
two forms, one the rigid 90-deg. style, the other an adjustable
elbow, which can be bent to any oljtuse angle and yet maintain
a perfect enclosed conduit with rounded corner to prevent
abrasion of the insulation of the wires. Outlet boxes are of the

OUTLET BOX

knockout type, made for four or less outlets. The outlet bonds
are fastened by a single screw in the center of the box, and by
having ends bent in rounded shape do not require metal bush-
ings. Other appliances, such as rosettes, receptacles, corner
angles, etc., are also furnished ; in fact, everything to make the
system complete in every detail.

The first expense is much less than that of any conduit pipe
in the market, and, figuring the cost of labor, a very little more
than wood molding, besides decreasing the danger from fire
to a minimum.

A DIRECT-CURRENT POLYPHASE ROAD FOR AUSTRIA

The most important electric railway now projected in Aus-
tria is a proposed road from Vienna to Pressburg. The line is
about 47 miles in length and extends along the right-hand bank
of the Danube. The construction of this railway has recently
been assured by the guarantee by the province of Lower Aus-
tria of 4 per cent interest on the company's debentures,
amounting to io,500,oookr. The capital stock of the company
is $15,000,000. The line will be constructed on the combined
d. c. and three-phase system of Ganz & Company, of Buda-
pest. Originally the road was planned to be built three-phase,
but as all the cars have to pass over the d. c. tramway systems
in the terminal cities of Vienna and Pressburg, the com-
bined system had to be adopted. It is the same for which bids
were accepted by the London, Ontario & Port Stanley Railway
in Canada.

According to this system motors will be used which can
operate with either direct current at 500 volts or three-phase
current at 3000 volts. The motor cars will be equipped witli
four motors each, and their normal speed will be about 56
m.p.h. When running three-phase the motors will be operated
with cascade control, when on the d. c. system, with series-
parallel control. Each motor car will draw two trail cars.
The line will carry freight, for which purpose five electric loco-
motives with a normal speed of about 30 m.p.h. will be pro-
vided. The power station will be erected at the middle of the
line and will be equipped with steam turbines.

996

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

INTERURBAN CARS FOR THE COEUR D'ALENE & SPOKANE
RAILWAY

The Coeur d'Alene & Spokane Railway has quite recently
received four large interurban cars built by the J. G. Brill
Company. The cars will be operated on the company's inter-
urban line of about 35 miles, connecting Coeur d'Alene and
SpokaiTrC, Wash. The road traverses the valley of the Spokane
River, which has its source in the Cceur d'Alene Lake, in which
vicinity is the richest mining district in the State. Spokane is
the nearest large commercial center. The business of the com-
pany is steadily growing and new equipment has frequently

been added, all of which has been furnished by the American
Car Company and the J. G. Brill Company. Two of the new
cars are combination passenger, smoking and baggage motor
cars, and the other two are trailers.

The combination cars are 51 ft. over the crown pieces, and
8 ft. 8 ins. wide. Cowcatchers are used, and the roof follows
steam car practice. While the semi-convertible window sys-
tem is applicable to the arched-top twin-window arrangement,
only part of it is used in this case — ^that is, the lower sash when
raised are partly contained in the side roof, the bottom of the

INTERIOR VIEW SHOWING SPRING CANE SEATS

lower sash being equally as high as the bottom of the small
stationary upper sash. The seats in the smoking and passenger
compartments are of spring cane, while the baggage compart-
ment has a seat of cherry slats on each side. The sliding doors
of the baggage compartment on each side of car are 40 ins.
wide, and the door in the partition between the baggage com-

partment and the motorman's compartment is 24 ins. wide. In
the center of the car is a small toilet compartment.

The trailers are 48 ft. 9 ins. over the crown pieces, and 8 ft.
8 ins. wide. The window system is the same as in the cars
above described. Entrances are provided at both ends. The
seats are upholstered in plush, and are arranged to accommo-
date fifty-two passengers. Motors may be installed at any
time, in which case these cars may serve as an ordinary type.

The bronze rail that drops to guard and hold open the vesti-
bule doors closing the step openings, also acts as a hand rail,
and is similar to those used on Pullman cars. The bottom
framing is unusually substantial, and consists of double side

sills, the outer 4 ins. x 8% ins., and the inner 2 ins. x 6 ins.,
with a 15-in. X %-in. steel plate sandwiched between. The
four center sills are composed of 6-in. I-beams, with yellow
pine fillers. The truss rods under the side sills are lyi ins. in
diameter, and the needle beams are double trussed. The floors
are double and have ^-in. felt between. The interiors are
pleasingly finished in golden oak.

The general dimensions of the cars are as follows : Motor
car — Length over the end panels, 46 ft. ij^ ins., and over the
Inmipers, 52 ft. ; length of the passenger compartment, 22 ft.

INTERIOR OF TRAIL CAR

8 ins.; of the smoking compartment, 10 ft. 8 ins., and of the
baggage compartment, 8 ft. 4%. ins. From the end panel over
the crown piece is 4 ft. 11 ins. The thickness of the corner
posts is 2)Va ins., and of the side posts, 3^4 ins. The side sill
size is 4 ins. x 8-)4 ins., and the end sill size, 6 ins. x 8 ins.
The sill plates are 12 ins. x in. The weight of the car and

Jl'ne 3, 1905.]

STREET RAILWAY JOURNAL.

997

the trucks, without the electrical equipment, is 49,600 lbs.
The trailers are 38 ft. 10 ins. over the end panels, and 49 ft.
9 ins. over the bumpers. The other dimensions are exactly
like the foregoing. The No. 27-E-2 trucks have a wheel base
of 6 ft. 6 ins. and 33-in. wheels.

A NEW TWENTY-FOUR INCH SHAPER

The shaper illustrated herewith is an interesting new design
of a metal-working shaper that has recently been placed on the
market by the Queen City Machine Tool Shaper Company, of
Cincinnati, Ohio, which is interesting for many important
features which have been incorporated in the construction.
This company has not previously built a shaper in this size,
having confined its productions to the smaller sizes witl:
great success. The demand for the larger size of tool which
has been felt, however, is now to be met by the new design of
the 24-in. shaper, which is strong enough to take care of work

thus providing for the maintenance of the original centers in
case of renewal of bearing bushings. The pinions and bevel
gears, as well as also the vise-jaw plates, are of steel. The vise
is of the planer type with swivel bed.

The ram adjustment has interesting features, which are illus-
trated in a drawing herewith. The position of the ram relative
to the rocker arm is easily controlled from a point outside by
means of a hand crank, as indicated in the drawing; upon
loosening the clamp shown, the ram may be moved forward or

24-IN. METAL-WORKING SHAPER

that would ordinarily be considered only in the range of shapers
of much greater capacity. This tool will be of particular in-
terest to electric railway shop men.

As may be noted from the illustration, the shaper is of a
very substantial design, the column and the ram being of very
generous proportions. The bearing for the ram is 11 ins. x 40
ins. in size, and sufficient overhang is provided at the top of
the column to give the tool ample rigidity when working at
long stroke. The ram is of an arch shape, which assists in
maintaining rigidity at the cutting tool when in extreme posi-
tions. The table is also very heavily built, having a cross
traverse of 30 ins., and has a strong and rigid outer or knee
support, which is capable of adjustments to all positions of the
table and still permits of free cross travel of the table. The
vertical adjustment of the table is made through a telescoping
screw beneath the cross rail, which is operated through bevel
gears by a handle at one end of the rail.

All column bearings are extra long and are bronze bushed.

Street Ry. Journal

RAM ADJUSTMENT OF
SHAPER

l)ackward relative to the rocker arm and
clamped l>y the mere turning of the projecting
lug at the top. The rocker arm is split and
provided with adjusting screws, by means of
which any wear in the crank shoe guides may
be easily taken up. The arm is in this shaper
different from usual construction, in that it is
of solid construction with a through opening
merely in the form of a sewed slot for the
above adjustment.

Although the machine is not shown with a
down-feed attachment, still one is furnished if
desired, as may also be the concave attachment, a tilting and
revolving table, etc. The ratio of back gear in this machine is
29: I, so that it is sufficiently heavily powered for the modern
requirements of the high-speed tool steels. The principal di-
mensions are as follows :

SPECIFICATIONS OF THE 24-IN. BACK-GEARED OUEEN CITY

SHAPER

Actual length of stroke 25 ins.

Vertical traverse of table 15 "

Cross traverse of table 30 "

Greatest distance ram to table 17 "

Diameter of head gyi "

Feed to head • 7^4 "

Top of table 27x14 "

Side of table 27x17 "

Length of ram bearing in column

Width of ram bearing in column

Key seating capacity up to

Vise jaws

Vise opens

Number of speeds to ram

Revolutions per minute of countershaft

Net weight of machine and countershaft 4400 lbs.

40
II
3^
14x21/2
13
8
330

998

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

COMBINED TROLLEY CATCHER AND RETRIEVER

The accompanying description and illustration relate to
a combined trolley catcher and retriever which has been de-
signed recently by Henry M. Love, of Utica, N. Y. The
retriever may be provided with a beveled lug at each end
to fit into a block adapted for bolting to the dashboard. The
upper lug is provided with a turnbuckle for easily carrying the
device, and also has a strap by which the apparatus is secured
in the block. On the center of the base is mounted a shaft
with a central ring and outer circular strip beveled on the ex-
terior to keep out weather. The shaft has mounted thereon a
hollow core and sleeve, the two being intended to turn to-
gether. The inner edge of the core, at its other end, rides on
the edge of the central ring, and this latter end of the core
rests also on the face of the base, but is partly cut away to pro-
vide for the pivotal mounting thereon of three dogs. Stops
and supports are provided on the core for the dogs which may
thus fall inward against the supports, but are blocked by the

stops when thrown
outward by the sud-
den turning of the
core. There is a
block on the base,
shown as a set
screw, located so as
to engage one of
the dogs and stop
the core when it is
cjuickly turned and
the dogs thrown
out by centrifugal
force, while under
a slow revolution
the dogs drop down
without engaging
the block.

Around the core
and opposite the
drum is a straight
groove, which,
when the drum is
revolved. permits
the free travel in
one direction of a
spring dog. but has

a step at the bottom to divert this dog into a side pocket when
it travels in the opposite direction. Inside the core is a spring
secured at one end on the shaft and at the other on the core,
its purpose being to keep the slack out of the trolley rope.
The second spring, which acts as a retriever, lias one end
mounted on the drum and the other on the sleeve.

The operation of the complete device takes place as follows:
Several turns of the trolley rope are taken about the drum.
The rope is then pulled up slowly to put the core or catcher
spring under enough tension to turn the drum and core and
keep the slack out of the rope. In doing this, the dogs drop
by gravity out of the way of the set screw block. A quick pull
is then given to the rope, which throws the dogs outward, one
of them engaging the block and holding the core. Further
pull on the rope winds up the retriever spring, which is put
under sufficient tension to overcome that exerted by the trolley
base spring; the end of the spring dog is brought to rest in the
side groove pocket, locking the drum and the core together so"
that they will both turn by the force of the core spring to wind
the slack of the trolley rope. The latter need not be of any
exact length, and turns can be put on and off of the drum if
necessary to bring the trolley wheel to the wire under the re-
quired tension of each spring.

PART SECTION OF TROLLEY CATCHER AND
RETRIEVER

When the pole jumps the wire, the rope turns the drum a
short distance to the right, the momentum overcoming, for the
instant, the tension of the retriever spring, or the turning of
the drum and core together throws a dog against the block and
suddenly locks the inner end of the retrieving spring. This
forces the spring dog out of the pocket into the straight groove
on the core, at which time the retriever spring acts and turns
the drum to the left and pulls back the pole. The sudden move-
ment has locked the core so that the retrieving spring can act
to wind the rope.

When the retriever spring has overcome the tension of the
trolley base spring, it is only necessary to pull out the rope as
before to set it to the proper tension. The core spring tension
remains the same, or will be when the same number of turns
as before have been taken in the retriever spring.

This device may l)e variously modified to permit the dog,
cover and drum to revolve freely when retrieving, but not when
moving in the opposite direction, namely, that the recoil of the
trolley base spring and the retriever spring also will be re-
tarded and vibration of the pole prevented. In case it is de-
sired to use the device simply as a trolley catcher, the drum and
core can be fastened together by slipping the spring dog into
a side pocket, or by other suitable means. Should it be desired
to use the device only as a retriever, the core can be held fast
by taking several turns of the core and drum to the left and let-
ting go suddenly, which will throw one of the dogs against the
set screw block with the core spring in such position as to hold
the core, or a pin may be passed through holes provided in the
core and base to hold the two parts together.

The diameter of the drum is about 6 ins., and the weight of
the device will be about 10 llis. A feature is that the parts are
comparatively few and can be readily assembled or replaced.

■ ♦♦^

A NEW COMMUTATOR TRUING DEVICE

Jordan Brothers, of New York, have recently developed a
commutator truing device which can be applied to the machine
while it is running, thereby avoiding the necessity of removing
the armature of the machine or even shutting it down from its
regular duty. In brief, it consists of a grinding wheel in ad-
justable Ijall bearings and equipped with appropriate clamps,
whereby it can be fastened to the rocker arm or the motor
frame. The device is illustrated in Fig. i, and its operation is
as follows :

The truing tool is 1)oltcd in position so that its shaft is paral-
lel to the dynamo shaft and the grinding wheel just clears the
commutator. A round belt passes around a driving pulley on
the grinding wheel shaft, and from there around the end of
the commutator or any convenient adjacent revolving portion
of the machine. An idler is provided on the truing device to
take up any slack in the belt and to give proper adhesion. The
grinding wheel shaft is movable parallel to the commutator,
and has sufficient range so that it can be fed across the entire
length of the commutator bar. This shaft is set in an eccen-
tric slee\'e, and by the manipulation of the wing nut the wheel
can be a])proached nearer the center of the commutator, there-
by taking off as light a cut as may be desired.

The machine is set in motion by placing the belt in position
and taking up the slack with the idler. The grinding shaft is
then lowered by the eccentric sleeve to take off the proper cut,
and the grinding wheel slowly fed across the commutator by
the hand wheel shown in the figure.

It will be seen that the commutator is thereby trued with
reference to its true center of rotation, which may or may not
correspond with the centering marks in the ends of the shaft,
and in this respect the device does a truer job than if the com-
nuitator were turned in a lathe.

The wheel used is of a special composition, and contains no

June 3, 1905.]

STREET RAILWAY JOURNAL.

999

emery or other mineral matter wliich would injure the insula-
tion between commutator segments. The cut which the wheel
makes is peculiarly clean and satisfactorily cut, there being no
tendency to drag the copper across from segment to segment.
When the job is complete, every segment will show the full
width of the mica between bars. It is well known that it is
very difficult to do a good job where a commutator is insulated

SINGLE-PHASE LOCOMOTIVE FOR HEAVY RAILROAD SERVICE

FIG. 1.— DETAILS OF COMMUTATOR TRUING DEVICE

with hard India mica, on account of the action of
the mica on the tool, no tool point being able to re-
sist it.

The Jordan commutator grinding device grinds
down both copper and mica alike to the same height,
and the commutator is as true when the work is com-
plete as if it were turned in a lathe out of one piece
of metal.

The device is thoroughlv well made; the shaft re-

A few particulars were given in the May 20 issue of this
paper on the new Westinghouse-Baldwin single-phase electric
locomotive which has recently been put in operation on the
Interworks Railways at East Pittsburg, and was exhibited there
May 16, during the visit of the International Railway delegates.
This locomotive was built by the manufacturers to convince
tile railway managers of the world of the possibilities and ad-
vantages of the use of single-phase current for heavy elec-
tric traction, and to demonstrate in the most convincing man-
ner possible the ability of the company to supply the necessary
apparatus. It was shown in operation first running light and
then hauling a train of fifty new steel gondola cars, weighing
approximately 1200 tons.

A number of new features are embodied in the construction
of this machine. It is, for instance, the largest alternating-
current locomotive in the world, the largest to be operated by

To li.,lk-y

Cliaitertons
/ compound

llz Gas pipe
nuts.

.-1'; B. Tubing
gixti pipe size.

I'lG. -Z. i'.iSiTlOX OF THE TRLMiNG UKNICK I X
SERVICE ON A RUNNING MACHINE

CROSS SECTION OF CAR, SHOWING ARRANGEMENT OF APPARATUS

volves in a brass bushing having a hard steel cup at each end,
and is equipped with ball bearings, causing minimum friction
and wear. All of the parts are standard and interchangeable.
Fig. 2 shows the device in operation truing a Westinghouse
comnnitator while the electrical machine is still operating.

This device should be much appreciated by those who have
large dynamos, as the labor of dismounting a large machine
and the loss of its service are so great that a single commutator
truing operation by ordinary means would pay for the in-
strument.

♦-♦^

LIMITED SERVICE IN OHIO

The Northern Ohio Traction Company and the Canton-
Akron Railway Company are working out schedules for the
running of limited cars from Cleveland to Akron and Canton
over the two roads mentioned. The present ruiniinti' lime with
a change of cars at Akron is three and one-half Iiours, and it
IS figured that at least an hour can be cut from this schedule.

single-phase current, and it is equipped with six of the largest
single-phase motors ever built. It is the first single-phase loco-
motive for use in America, and is designed tor the highest
trolley voltage ever used in this country. This locomotive is
also the largest ever operated by means of overhead trolleys,
is the first on which forced \'entilation is used in the motors,
and is unique in many other similar ways.

As described in the May 20 issue, this locomotive is built in
two halves, each having one six-wheel truck with rigid wheel
base. The drivers are 60 ins. in diameter and are mounted on
8-in. axles, with 6 ft. 4 ins. between centers. The side frames
of the truck are of cast steel and are spring supported in the
usual manner, the weight on the two inside axles of each truck
being equalized. The cabs are built of sheet steel with angle-
iron supports, and the entire cab as a whole is removable from
the truck.

ivich axle carries a 225-hp single-phase series motor, one
side of which is supported directly on the axle, while the other
is suspended by spiral springs from the locomotive body. The

lOOO

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

HEAVY-SERVICE ELECTRIC LOCOMOTIVE WITH DIAMOND BOW
TROLLEYS

gear ratio is 18 : 95. The motors are of the same general con-
struction as the standard Westinghouse alternating-current
railway motors of smaller size, which have been previously de-
scribed in these columns. They are so arranged that forced
ventilation may be used and increased output thus secured.

The locomotive is designed for a current of 25 cycles and a
trolley voltage of 6600, and one of the most striking points of
the exhibition to those who have been accustomed to the enor-
mous currents required in heavy direct-current traction work
was the sight of so large a locomotive accelerating a 1200-ton
train over a third of a mile in length and receiving its entire'
power supply from a single No. 000 trolley wire.

The 6600-volt current is collected from the trolley wire by a
pneumatically-operated pantagraph trolley on each half of the
locomotive, and is carried through a suitable oil switch and
circuit breaker to an auto-transformer in each cab. These
transformers reduce the voltage to 325 for use at the motors.
The trolleys may be raised or lowered from the cab by a suit-
able air valve.

The three motors on each half of the locomotive are con-
nected permanently in parallel, and are controlled by means of
an induction regulator, which, under the direction of the oper-
ator, varies the voltage at the motors from about 140 to 325.

PLAN OF LOCOMOTIVE, SHOWING ARRANGEMENT OF APPARATUS

To liolli y

Street Rj'. Journal

LONGITUDINAL SECTION OF LOCOMOTIVE, SHOWING ARRANGEMENT OF APPARATUS

June 3, 1905.]

STREET RAILWAY JOURNAL.

1 00 1

The induction regulators are driven by small series motors of
the same general type as the main motors. Both regulators are
controlled by the multiple-unit system from a master switch at
either end. They may be stopped at any desired point in their
travel, and thus the locomotive may be run at any speed with
the same facility and economy as a steam locomotive.

Forced ventilation is used with the auto-transformers and

induction regulators as well as with the mo-

tors, the necessary air being supplied by suit-
able motor-driven blowers. Motor-driven air
compressors are also used.

The locomotive is designed for slow-speed
freight service, this type having been chosen
because the design of series alternating-cur-
rent motors for very slow speed service pre-
sents many more problems and is much more
difficult than the design of equal capacities for
the ordinary conditions. This problem having
been solved, the production of similar locomo-
tives for passenger service becomes a rela-
tively simple matter. With the motors work-
ing at nominal full load output, the locomotive
will develop a draw-bar pull of 50,000 lbs. at a
speed of approximately 10 m.p.h. On several occasions, how-
ever, when hauling the fifty-car train referred to above, steady
draw-bar pulls of from 60,000 lbs. to 65,000 lbs. have been re-
corded on the dynamometer car, and momentary efforts as high
as 100,000 lbs. have been obtained, with no sign of slipping of
the wheels. With lighter loads the locomotive may be run at
higher speeds up to a maximum of about 30 m.p.h.

♦^^

The inside finish is of ash, with three-ply birch ceilings tinted
green and decorated in gold. Brill No. 27-E-114 trucks are
used, having a wheel base of 7 ft. i in. and 36-in. wheels.
Among the specialties included in the equipment are angle-iron
bumpers, "Dedenda" gongs and sand boxes of Brill manufac-
ture. The length over the crown pieces is 43 ft. 5 ins., and
from the panel over the crown piece, 4 ft. 85^ ins. The width

CAR FOR OPERATION WITH GASOLINE MOTORS

The American Car Company has completed for the Chicago
Motor Vehicle Company, Chicago, the interesting type of
closed, car illustrated. The car is 34 ft. over the end panels
and 8 ft. 10 ins. over posts at belt. The seats are longitudinally
placed and are upholstered in spring rattan. The windows are

INTERIOR OF GASOLINE CAR FOR THE CHICAGO MOTOR
VEHICLE COMPANY

arranged to drop into pockets in the side walls, the openings
of which have hinged covers. It is understood that the car is
to be used for demonstrating the suitability of the Chicago
Motor Vehicle Company's gasoline motor for city and inter-
urban service. The illustration shows the car before it was
equipped with motors, but it may be stated that the entire mo-
tor equipment will be carried under the car body, and there-
fore will not change the appearance of the interior.

CLOSED CAR FOR GASOLINE M(JTORS

over the sills is 8 ft. 10 ins. The distance between the centers
of the posts is 2 ft. 9 ins. The side sill size is 4}^ ins. x
ins., and the end sill size, 5 ins. x 7 ins. The sill plates are
^ in. X 8 ins. The corner posts are 3-)4 ins. thick, and the side
posts, 2j4 ins. The height of the steps is 14 ins., and of the
risers, 12 ins.

INSULATING VARNISHES AS HEAT CONDUCTORS AND
RADIATORS

At the suggestion and under the direction of John C. Dolph,
of the Standard Varnish Works, New York, the Electrical
Testing Laboratories of that city recently carried out a num-
ber of experiments on high-tension, alternating-current coils
(for stationary work), varnished with different kinds of in-
sulating" compounds, to find out how such varnishes could be
made better heat conductors or radiators without sacrificing
their insulating qualities. The results of these tests showed
that the specially treated compounds prepared by Mr. Dolph
were far l^etter heat dissipators than the ordinary insulating
varnishes, and also proved the great superiority of treated coils
over an untreated coil. During these trials it was found that
one of the oleo-resinous base varnishes employed, although
usually a poor heat radiator on account of the nature of its
surface, had given off more heat than any of the others tested
except those specially treated for heat conduction and radiation.
Since the insulating qualities of this oleo-resinous varnish are
very good, it occurred to Mr. Dolph that varnishes with this
base could be improved in the desired direction.

Electrical means were then adopted to find the relative com-
bined heat conducting and radiating qualities of different oleo-
resinous and hydro-carbon base varnishes. Eleven spools were
used, each about 6 ins. long and 3 ins. in diameter, and wound
with No. 18 double cotton-covered wire, eighteen layers, with
108 turns to the layer, making a total of 1944 turns. Ther-
mometric coils were wound in these spools, the outside of No.
38 silk-covered wire with two turns per space, making a total
of 214 turns, the middle thermometric coil of No. 40 silk-cov-
ered wire with two turns per space, making 214 turns, and an
inner thermometric coil of No. 40 silk-covered wire with three
turns per space, or a total of 321 turns. These coils were
wound on a split form to enable their being handled without
the addition of insulation other than that provided by the cov-
ering of the wire and the varnish used on the coil. The spools
were numbered front T to 10, inclusive, and were treated as
follows :

I002

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

No. I Spool. — Clear, quick baking, dipping varnish of oil and
gum base variety.

No. 2 Spool. — Clear, baking, dipping varnish of an oil and
gum base variety.

No. 3 Spool. — Heat radiating varnish, brown, dipping, bak-
ing, of a combined oleo-resinous variety, specially treated for
heat radiation and conduction.

No. 4 Spool. — Black, dipping varnish of an oil and hydro-
carbon base variety.

No. 5 Spool. — Black, solid compound of bituminous variety,

1

1 1

1 1

1

1

\

\

\

■9

lOt

\

—

\

\

\

_

\

\

-

■ 1 1 1-

\

\,

\-

v

\

\

i

\

s.

r

J

r

-

-S-l

\

s

i

,1 '

1

0 2 -4 6 8 10 12 14 16 18

Depth of Winding Layers

TEMPERATURE RISE DURING TEST NO. 2

liquefied under heat and used only in connection with vacuum
hnpregnation apparatus.

No. 6 Spool — Black, brushing varnish of a combined oil and
hydro-carbon base, treated for heat radiation and conduction.

No. 7 Spool. — Clear, baking, dipping varnish of an oleo-
resinous variety.

No. 8 Spool. — Black, air drying and baking, dipping varnish
of one of the hj'dro-carbon group.

No. 9 Spool. — Black, air drying and baking, dipping varnish
of a second of the hydro-carbon group.

No. ga Spool. — Untreated coil of No. i8 double cotton-cov-
ered copper wire, wound up dry.

No. 10 Spool. — Gray, brushing, baking varnish of an oleo-
resinous variety, treated for heat radiation and conduction.

The varnishes on coils Nos. i, 2, 3, 4 and 6 were made by
the Standard Varnish Works, the remaining compounds being
ordinary insulating varnishes of other manufacture. Two
methods were used : the first involved the heating of the spools

by passing a constant current through them and getting the
temperature at the inner, middle and outer surfaces by means
of the fine wire thermometric coils, whereby the greatest ex-
treme in temperature would indicate the poorest heat dissipa-
tor; the second required the heating of the coils in the same
manner and measuring the average rise in temperature by the
increase in resistance.

In the first series of tests made, the current used was not
sufficient to cause a temperature rise in the spools above 60
degs. C. ; in the last series the temperatures obtained were
above those usually reached in commercial service. The ac-
companying table is a summary of the four tests, and the curves
show the temperature rise throughout nine of the treated coils
and the comparative rise in the untreated coil. No. 9a. Of
course, the results obtained are due to the combined heat
radiating and conducting qualities of the compounds tested :
SUMMARY OF TESTS NOS. 1, 2, 3 AND 4

Test No. 1

Test No. 2

Test No. 3

Test No. 4

Spool

Rela-

Rela-

Rela-

Ratio

Rela-

No.

Ratio

tive

Ratio

tive

Ratio

tive

ftive

Order

Order

Order

Order

■494

2

.466

2

■484

2

•465

8

■532

5

•545

6

•651

7

■643

6

3

■437

1

.419

I

•479

I

•456

I

4

■51°

3

.506

3

•530

3

.522

3

6

■513

4

•527

5

•53°

4

•530

4

7

.590

6

.520

4

.568

5

•538

5

8

.661

9

.581

7

.670

8

.663

7

9

.654

8

.685

9

.688

9

•759

9

9a

1. 000

10

1. 000

10

1. 000

10

1. 000

10

10

.603

7

•653

8

•643

6

•739

8

So far as treating coils used for railway motors are con-
cerned, Mr. Dolph believes that the main consideration in that
case is to prepare the coils so as to make them absolutely
moisture-proof. This can only be accoinplished by the vacuum
impregnating method, which involves exhausting the coils of
all air and moisture and then impregnating them with a filling
compound at great pressure.

THE NEW HAVEN ELECTRIFICATION

Various rumors have been current in regard to the type of
electric locomotives to be used by the New York, New Haven
& Hartford Railroad Company in the electrification of the
western terminal of that line. The decision to adopt electri-
city, passed by the board of directors, was published in the
last issue of this paper. It is now understood that direct-cur-
rent motors will be used, and that the locomotives will be
largely similar to, although not so large as, those of the New
York Central Railroad. Specifications for them are now being
prepared by W. S. Murray, electrical engineer of the company.

The trolley car is to come to the rescue of the bathers at At-
lantic City, N. J. By that is meant that it is to assist them
before and after their plunge — before by conveying them to the
sea and after by conveying them home. A company about to
open a new line to the sea says it will have two cars especially
equipped for the use of those who prefer to arrange their "sea"
toilet at home, and that these cars will be operated throughout
the city at regular intervals for the accommodation of the
bathers.

The full bench of the Supreme Court has decided that the
Boston Elevated Railway Company is not liable to passengers
for personal injuries due to stepping into the space between
trains and station platforms, and that it is not "actionable
negligence" of the company's servants to make alighting pas-
sengers "step lively," or to take measures to prevent crowding
in passing out at the side doors.

June 3, 1905.]

STREET RAILWAY JOURNAL.

1003

LEGAL DEPARTMENT*

FALSE IMPRISONMENT— MEASURE OF DAMAGE

There is an elementary distinction in criminal law which it
is well for street railway authorities to keep in mind in direct-
ing their employees how to deal with disorderly or obnoxious
passengers. Criminal offenses are divided into felonies, or
major crimes, and misdemeanors, or minor crimes. As to fel-
onies, both peace officers and ordinary citizens have certain
powers to arrest without a warrant which it is not neces-
sary now to consider. With regard to misdemeanors, an
officer has the right to arrest without a warrant only if
the misdemeanor be committed in his presence and the
arrest be made immediately. The vast majority of criminal
offenses with which the employees of street car com-
panies have to deal are misdemeanors. A passenger is drunk
or disorderly, or, although sober, is noisy or quarrelsome, or he
refuses to pay his fare and the attempt to expel him from the
car leads to a breach of the peace, etc., etc. The quite common
procedure is for the conductor to call a policeman as soon as
he can find one and cause the arrest of the offender. If it be a
case of drunkenness, or other continuing disorderly conduct,
the person will be guilty as a misdemeanant in the officer's
presence, so that the latter has a right to make the arrest on his
own responsibility. Very frequently, however, the arrest is
made for an alleged misdemeanor already committed, upon the
mere statement by the conductor as to what has occurred. In
such a case the arrest is illegal and the railroad company is
liable in damages for its instrumentality, through the acts of its
agent, in procuring a false imprisonment. The practical sug-
gestion is to discourage the practice of having persons arrested
unless their condition or acts are such that the peace officer,
when summoned, can act on his own initiative because the mis-
demeanor is committed in his presence. Where an offense com-
mitted outside of the officer's presence is sufficiently serious,
the arrest of the offender may subsequently be properly pro-
cured upon the warrant of a magistrate.

When a person who has been arrested sues for false impris-
onment, he usually denies in whole or in part the conductor's
charges of improper conduct, and the result of the case turns
largely on what the jury determines upon conflicting testimony
— the usual bias against corporations to be reckoned with. The
illegal arrest itself affords the technical right to sue, and the
law is not at all settled upon the important question as to the
measure of damage. Some courts hold that the responsibility
of the complainant ends with the arrest itself, and that no dam-
ages subsequently suffered are chargeable to its procurer.
Other courts take the position that the liability of the instigator
of the arrest runs down to the time of the arraignment of the
prisoner before a magistrate, and draw the line at that point.
Still other courts are of opinion that the procurer of the arrest
is liable for the whole train of causation started by him,
so that he may be held responsible in damages, even for
illegal and oppressive acts committed by the magistrate in
disposing of the case when it comes before him. Still
another group of cases hae made liability for what takes
place after the arraignment depend upon whether the pro-
curer is guilty of undue or malicious urgency, instead of
submitting the matter as colorlessly as possible to the magis-
trate. This latter test is a very difficult one to administer iii
practice. If a person cause an arrest it is incumbent on him by
his testimony in some measure to justify it, and the decision
whether he exercised fair impartiality in discharging a public
duty, or went further and acted upon personal resentment or
maliciously, would call for the nicest discrimination. There is
considerable to be said in favor of the theory limiting the com-
plainant's liability to damages that have accrued prior to the
arraignment before the magistrate, and presuming that from
that point on, it is the act of a public officer and not of a private
individual that causes such further indignity as may be suffered.

* Conducted by Wilbur Larrcniore, of the New York Bar, V.i2 .Nassau -Strcel ,
New York, to whom all correspondence concerning this department should be
addressed.

Nevertheless, it is also argued, with very great force, that if the
whole proceeding be wrongful, the fact that the magistrate
held the prisoner and assumed to punish him when a discharge
should have been granted is legitimately to be taken into con-
sideration in determining the amount of damage in which the
original wrongdoer should be mulcted. Conceding that the sole
responsibility rests on a magistrate for acts done in pursuance
of lawful process, or lawful arrest, the situation is different
where the proceeding at its inception and throughout its whole
course is illegal.

Without attempting here to express a decided opinion as to
which theory of the limit of damages is the proper one, enough
has probably been said to emphasize the necessity of caution
in procuring arrests without warrants.

CHARTERS, ORDINANCES. FRANCHISES.
CALIFORNIA.— Taxation— Street Railways— Railroads— Consti-
tution— Construction.
Const, art. 13, Section 10, provides that the franchise, roadway,
roadbed, rails, and rolling stock of all railroads operated in more
than one county in this state shall be assessed by the state board
of equalization at their actual value, and the same shall be ap-
portioned to the counties, cities and counties, cities, towns, town-
ships, and districts in which said railroads are located, in propor-
tion to the number of miles of railway laid in such counties, cities
and counties, cities, towns, townships, and districts. Held, that in
view of the differences in the nature of franchises of railroads and
of street railways, and of the fact that the value of the different
portions of a street railway line varied according to the density
of the population of the localities traversed, "street railways" were
not included within the term "railroads" in said section, as being
of the class of subjects intended to be dealt with by its provisions.
— (San Francisco & S. M. Electric Ry. Co. vs. Scott, Tax Col-
lector, S. F. 2285, 75 Pacific Rep., 575.)

GEORGIA. — Municipal Corporations — Powers of Council — Grant-
ing of Street Franchise by Resolution — Constitutional Law — ■
Taking Property without Compensation — Equity Jurisdiction —
Preventing Multiplicity of Suits — Adequate Remedy at Law —
Injunction — Use of Street — Street Railway.
The mayor and council of the city of Savannah, Ga., are author-
ized by the city's charter (MacDonell's Code, p. 12, Section 32) to
make, ordain, and establish "by-laws, ordinances, rules and regu-
lations," but nowhere, in terms, to legislate by resolution ; and in
view of cognate provisions requiring the improvement of streets,
regulating the speed of street cars, etc., to be by ordinance, and of
section 44, which provides that the city may either build street
railways, "or let or farm the privilege to individuals or companies
under the conditions and at such rates of fare and other charges as
the city council of said city may by ordinance determine," the
mayor and council have no power to grant a franchise to a street
railroad company to occupy a street with its tracks by a resolu-
tion, and such a resolution passed without notice to owners of
property on the street affected, and without prior publication as
required by the charter in case of ordinances, is void and confers
on the company no right or authority.

2. The owners of property fronting on a street may maintain a
suit in equity in a federal court against the city and a street rail-
road company, both of which are corporations of the State, to
enjoin the laying of tracks in the street under a void enactment
by the city council purporting to authorize such act, where irrep-
arable injury will result to their property, as a taking of property
under color of authority from the state without due process of law.

3. Such suit is within the jurisdiction of equity, where the com-
plainants are numerous, on the ground that it will prevent a multi-
plicity of actions, and for the further reason that there is no ade-
quate remedy at law.

4. For a municipal corporation, over the protest of every abutting
lot owner on a residence street, to refuse them a hearing, and
grant in secret caucus to a street railway the right to appropriate
said street for its track, to be used to shunt all the empty cars in
use in the city into the car houses at midnight, and to distribute
them at dawn, thus destroying the quiet, repose, and comfort of
many homes, when the railway has a parallel track one block
away, long used, and ample for such purpose, is unnecessary, un-
reasonable, and oppressive municipal action, and should be en-
joined by a court of equity having jurisdiction. — (Hoist et al. vs.
Savannah Electric Co., et al., 131 Feb. Reb., 931.)
KENTUCKY.— Trunk Railroad— Meaning of Term— Municipal

Corporations — Franchises.
I. An electric railroad company authorized to perform the duties
nf a carrier of freight and passengers between two cities in different
States and aH intermediate points is a trunk railway within the Con-

I004

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

stitution, Section 164, declaring that no city shall grant any fran-
chise to street railways, gas, v/ater, or certain other corporations,
except to the highest and best bidder therefor, but that the section
shall not apply to a trunk railway. — (Diebold vs. Kentucky Trac-
tion Co., 77, S. W. Rep., 674.)

MICHIGAN. — Street Railways — Municipal Regulations — Air
Brakes — Ordinance — Validity — Presumptions.

1. Under Comp. Laws, Sections 6425, 6447, providing that no
street railway company shall be authorized to construct its railway
in streets of a town or city without its consent and under such regu-
lations as the authorities may prescribe, provided that after such
consent is given the authorities shall make no regulations destroy-
ing the franchises so granted, and under the power reserved in
an ordinance granting a franchise to a street railway company to
make such further regulations as might be deemed necessary to
protect the public, the authorities had power to pass an ordinance
requiring the street railway company to equip its cars with air or
electric brakes.

2. An ordinance showing on its face that it contemplates pro-
viding a safeguard against danger to the pul)lic will be presumed
to be valid, and the burden of proof will l)e on one who attacks
its validity.

3. The discretion of a city council in enacting an ordinance re-
quiring street railway companies to equip their cars with certain
brakes for the greater safety of the public will not be interfered
with if the regulation can fairly be said to tend toward a better
and safer condition.

4. Before an ordinance requiring street railway companies to
equip its cars with air or electric brakes can be declared invalid, it
should clearly appear either that a more efficient brake than a hand
brake was unnecessary, or that neither an air nor an electric brake
would be such ; and, if the newly required brake is to be used in ad-
dition to the hand brake, it should be shown that a car equippe4
with both would not be safer than with the hand brake alone.

5. Though a preponderance of oral testimony supports the view
that an ordinance requiring air or electric brakes on street railway
cars is unreasonable, it would be insufficient to nullify the ordinance,
as the court may take judicial notice that air brakes are extensively
used, and are rarely ineffective.

6. An ordinance requiring a street railway company to equip its
cars with air or electric brakes is not invalid because requiring a
large outlay of money on the part of the company.

7. The ordinance is not invalid because electric brakes are shown
to be ineffective and the ordinance does not designate between air
and electric brakes. — (People vs. Detroit United Rv., 97, N. W.
Rep., 36.)

NEW YORK. — Appeal — Review — Errors of Law — Street Railroads
— Extensions — Procedure.

1. When the findings of the trial court are supported by the evi-
dence, and sustain a judgment rendered thereon which has been
affirmed by the Appellate Division, failure to find other facts
claimed to have been established by the evidence is not error of law
reviewable in the Court ot Appeals.

2. Railroad Law, Section 90 (Laws 1895, p. 791, c. 933), prior to
the enactment of Laws 1902. p. 610, c. 226 in relation to the ex-
tension of street-surface railroads, provided that any such road
extending its roads or constructing branches thereof might file in
the office in which its certificate of incorporation was filed a de-
scription of the roads and property upon which it was proposed to
construct the extension, and on filing such statement and obtaining
the consent of adjoining property owners might have the right to
operate and maintain such extensions. Held, that a street-surface
railroad corporation incorporated in 1895, which filed in 1901 a
statement in conformity with Sections 90 (Laws 1895, p. 791, c.
933) and 91 (Laws 1901, p. 1529, c. 638), has the right to construct
an extension without the certificate of the Board of Railroad Com-
missioners as to public convenience and necessity thereof, as re-
quired by Laws 1902, p. 6io, c. 266, which, added to Section 59a
a provision for such certificate, so that an action brought by a
steam railroad company to restrain a street railroad company from
constructing an extension, cannot be maintained, on the ground that
the certificate required has not been obtained. — (New York Cent.
& H. R. R. Co. vs. Auburn Interurban Electric Ry. Co., 70, N. E.
Rep., 118.)

NEW YORK. — Injunction — Street Railways — LIse of Track.

A surface railway company operating in A. and a similar railway
company operating between S. and A. entered into an agreement giv-
ing the latter road the right to run its cars over the tracks of the
former in A., the cars not to be of such excessive size or run at
such excessive speed as to endanger the property of the former
company. It was further agreed that, until another type of cars
was agreed upon, cars 48 ft. over all, and not exceeding 25 tons
■when loaded, could be used. The A. Railway Company objected
to certain cars which had been run for some time without accident

or injury, and used physical force to prevent the S. Railway Com-
pany from running the cars over the A. tracks. Held that in view
of the rights of the public to travel over the S. Railway and over
the tracks of the A. Railway Company, and of the insignificance
of the matters in dispute, the A. Company would be restrained
from further interference, and must seek any relief desired in the
courts. — (Schenectady Ry. Co. vs. United Traction Co., 89 New
York Supp., 931.)

NEW YORK. — Taxation — Assessment of Special Franchises—
Certiorari — Intervention by City — Same — Res Adjudicata.

1. Certain corporations, by certiorari against the State Board of
I'a.x Commissioners, procured the reduction of the assessments
on their special franchises on proof that they had been assessed
at their full value, whereas the real estate of the city was assessed
at only 80 per cent, of its value. The mayor of the city filed an
affidavit, on information and belief, that the city real estate was
assessed at its full value, and that the special franchises had not
been so assessed, and that the city had not appeared at the pro-
ceedings reducing the assessments of such corporations. Held
that the orders reducing the same will be set aside, and the city
permitted to intervene and contest the alleged inequality.

2. Under Laws 1900, p. 512, c. 254, Section, 2, in proceedings by
a corporation to procure before the State Board of Tax Commis-
sioners a reduction of assessments on their special franchises, the
city was entitled to be made a party; the section providing that
no certiorari to review an assessment of a special franchise should
run to any other board or officer than the State Board of Tax
Commissioners, unless otherwise directed by the court or judge
granting the writ.

3. Orders of the State Board of Tax Commissioners reducing
valuations of special franchises in a city by proceedings in which
the city was not a party are not res adjudicata as to the city. —
(People ex rel- Rochester R. Co. vs. Priest et al.. Tax Commis-
sioners. People ex rel. Rochester Gas & Electric Co. vs. Same, 85
New York Sup., 235.)

TENNESSEE.— Privilege Tax— Due Process.

I. The provision of Acts 1903, p. 599, c. 257, imposing a privilege
ta.x on the business of advertising in cars, that the street car or rail-
road company leasing or selling the advertising privileges shall be
liable for the payment of the tax, is a deprivation of property with-
out a hearing or due process of law, in contravention of Const.,
Art. I, Section 8, and Const. U. S. Amend. 14. — (Knoxville Trac-
tion Co. vs. McMillan, 77 S. W. Rep., 665.)

TEXAS. — Street Railroads — Equipment of Cars — Ordinance —
Construction — Actions — Evidence — Instructions.

1. Statutes and ordinances must be reasonably construed, and in
a manner not repugnant to common sense.

2. An ordinance making it unlawful to operate a street car unpro-
vided with a fender of the most improved design and construction,
and providing that every electric street car shall have a conductor
and motorman, requires a fender and motorman only on motor cars,
and not on trailers.

3. In an action against a street railroad for injuries to one at-
tempting to board the car, a question as to whether the conductor
could have stopped the car, and prevented injury, had he been on
the rear platform of the motor car, or front platform of the trailer,
called for an opinion, and was properly excluded.

4. In an action against a street railroad for injuries to one at-
tempting to board a car, the court properly refused to present a
case to the jury not made by the pleadings or evidence. — (Von
Diest vs. San Antonio Traction Co., 77 S. W. Rep., 132.)
VERMONT. — Eminent Domain — Taking of Land Without Pay-
ment— Acquiescence of Owner — Same.

1. Where a landowner expressly consents or clearly acquiesces
in the taking of right of way over his land for a railroad without
payment, his right to hold the land is gone, and he has only a
personal claim against the company for the debt.

2. The absence of any agreement between a landowner and a
railroad company as to the price to be paid for right of way, or
the manner of determining the same, negatives a claim that the
company was to be given credit, and the owner's right to the land
can only be extinguished by appraisal and payment. — (Bibber-
White Co. vs. White River Valley Electric R. Co., 131 Fed. Rep.,
Q9.>)

LIABILITY FOR NEGLIGENCE.
ALABAMA. — Street Railroads — Collisions — Injury to Horse and
Buggy — Evidence — Instructions — Contributory Negligence —
Pleadings — Allegations — Matters Provable Under General
Issue.

I. An assignment of error based on the overruling of a demurrer
to the complaint, not supported by argument or citation of authori-
ties, and the complaint stating a cause of action, will not be re-
viewed on appeal.

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STREET RAILWAY JOURNAL.

2. A driver who stops his vehicle in a street, with one of the rear
wheels within a few feet of a street car track, is not guilty of con-
tributory negligence as a matter of law, precluding a recovery for
the injuries sustained in a collision with a street car.

3. To drive a horse, which is afraid of a street car, on a narrow
street in which there is a car track, does not as a matter of law
constitute negligence contributing to an injury sustained in a col-
lision with a street car.

4. The allegation, in a special plea in an action against a street
railway company for injuries sustained in a collision with a street
car, that the motorman in charge of the car used all appliances at
hand to stop the car, but was unable to do so, alleges matter
provable under the general issue.

5. A special plea, in an action against a street railway company
for injuries sustained in a collision with a street car, which alleged
that plaintiff's horse and buggy were standing across a street, with
the rear wheel of the buggy within a few feet of the street car
track; that when an approaching car got within 20 ft. of the horse,
the horse became frightened and began to back the buggy onto the
track; that the motorman, on discovering the peril, applied the
brakes, and used all appliances at hand to stop the car, and did
everything in his power to stop it, but was unable to do so before
the collision — alleged mafter within the general issue.

6. Where, in an action for injuries to a horse, sustained in a col-
lision with^ a street car, there was evidence tending to show that
before, and up to the time of the collision the horse was docile, not
afraid of cars, but that after the collision it was of an ill-disposi-
tion, afraid of cars, difficult to drive near cars, etc., and there was
nothing to suggest a cause for the change other than the collision,
the jury were warranted in finding that the change was due to the
collision.

7. Where, in an action for injuries to a horse, sustained in a col-
lision with a street car, the jury were warranted in finding that the
collision caused a change in the disposition of the horse, it was
competent to show the value of the horse before and soon after the
collision, based on a change of disposition.

8. In an action for injuries to a horse, sustained in a collision
with a street car, evidence of the condition of the horse as to gentle-
ness a month or two before the collision, and the value of the horse
at that time, was competent, especially in connection with evidence
that such condition continued up to the time of the collision.

9. In an action for injuries to a horse, sustained in a collision
with a street car, evidence of the condition of the horse as to its
wildness two or three months after the collision, and of the de-
preciation of its value at that time in consequence thereof, was
admissible, especially in connection with other evidence that this
condition had existed since the collision.

10. In an action against a street railway company for injuries
to a horse, sustained in a collision with a street car, the testimony
of a witness as to the decrease of the market value of the horse,
due to a cut received in its side, was not objectionable, on the
ground that he was not an expert.

11. In an action for injuries to a horse, sustained in a collision
with a street car, the question asked plaintiff, "What was the horse
worth before the injury," was not objectionable as not being a
proper test of the value of the horse.

12. The error, if any, in excluding evidence subsequently ad-
mitted, is not prejudicial.

13. Where, in an action for injuries sustained in a collision with
a street car, the motorman testified that he had exercised every
possible care to avoid the collision, it was competent, for the pur-
pose of laying a predicate for his impeachment, to ask him if he had
stated to a person named, immediately after the collision, that it
would not have happened if he had been more careful.

14. Where, in an action against a street railway company for
injury to a buggy by reason of a collision with a street car, it was
shown that plaintiff had owned and used it for several months, and
that it had been used for several months before he bought it, it was
prejudicial error to permit a witness to answer the question if it
was not true that when an article became "second-handed" it lost
much. — (Montgomery St. Ry. vs. Hastings, 35 S. Rep., 412.)

ALABAMA. — Street Railroads — Personal Injury — Collision — Con-
tributory Negligence — Negligence — Pro.ximate Cause — Instruc-
tion— Appeal.

1. The failure to insist on assignments of error is a waiver
thereof.

2. Where the servants of a street railroad might have avoided a
collision with a wagon, but for their negligent failure to keep a
lookout, any negligence on the part of a person in the wagon in
causing it to be in the way of the car was not the proximate cause
of an injury to the occupant of the wagon resulting from the col-
lision.

3. In an action against a street railroad for injuries in a collision
with plaintiff's wagon, where there was evidence which would have

authorized the jury to find that plaintiff's injuries were directly at-
tributable to the subsequent negligence of the defendant's servants
in charge of the car in failing to keep a lookout, and that but for
such negligence the injuries would not have been inflicted, a charge
of contributory negligence was properly refused, as calculated to
mislead the jury. — (Birmingham Ry. Light & Power Co. vs.
Brantley, 37 S. Rep. 698.)

ALABAMA.— Street Railways Killing Cattle— Duty of Motorman
— Negligence — Evidence.

1. A motorman of a street car is bound to keep a lookout for
live stock, and not to run his car at such a rate of speed that he
cannot stop it within the distance he can see such animal on the
track.

2. In an action against a street railroad company for killing
plaintiff's cow, evidence held to support a finding that the motor-
man was guilty of negligence entitling plaintiff to recover. — (An-
niston Electric & Gas Co. vs. Hewitt, 36 S. W. Rep. 40.)

CALIFORNIA.— Street Railroads— Injuries — Bicycle Riders-
Racing — Speed — Violation of Ordinance — Contributory Negli-
gence— Proximate Cause — Last Clear Chance — Wanton Injury
— Evidence — Instructions — Modification — Appeal — Harmless
Error.

1. Where deceased was killed in a collision with a street car
while he was riding in a bicycle race as a part of a Fourth of July
celebration, and at the time of his injury he was violating a city or-
dinance limiting the rate of speed of bicycles in the city, he was
guilty of contributory negligence as a matter of law.

2. Evidence in an action for death of a bicycle rider by collision
with street car considered, and held that the negligence of the
motorman in failing to exercise reasonable care to avoid the col-
lision after discovering decedent's peril, and not decedent's con-
tributory negligence, was the proximate cause of the injury.

3. Where the motorman had the last clear chance of avoiding
the accident by the exercise of ordinary care, the street car com-
pany was liable for his failure to do so.

4. The reasonableness of the rider's efforts to escape the injury
after discovering the danger was a question for the jury.

5. Where a street railway motorman, with knowledge of the
danger of injury to bicycle riders racing along a public street, will-
fully started to run his car across the street, and by the exercise of
ordinary care, after discovering deceased's peril, could have stopped
and prevented the accident, and it appeared that deceased on dis-
covering the car attempted to avoid it, decedent's negligence did not
continue to the moment of the accident, so as to sustain a conclu-
sion that both parties were contemporaneously and actively at fault
at the time thereof.

6. Where, in an action for death of a bicycle rider caused by a
collision with a street car, the motorman testified that he moved his
car, because he thought he had plenty of time, and that it was dan-
gerous for him to stop the car at that time, the sustaining of an ob-
jection to a question as to whether the motorman would have
moved the car at the time if he had supposed that he was thereby
endangering the lives of deceased and other bicycle riders on the
street was harmless.

7. Where decedent's death was alleged to have been caused by
the wanton negligence of a street railway motorman, an instruc-
tion that, though one might not have the actual intent to injure,
still, if there is a reckless indifference or disregard of the probable
consequences of doing or omiting to do an act, conscious from his
knowledge of existing circumstances that his conduct will likely or
probably result in injury, he is guilty of wanton negligence, was
proper.

8. In an action for death of a bicycle rider in collision with a
street car, an instruction that where an injured party's negligence
brings him into danger, and defendant discovers the danger in time
to avoid the injury by the exercise of ordinary care, and fails to do
so, the defendant is liable if the injured party, after discovering his
danger, exercises ordinary care to escape, was not objectionable,
as relieving the injured person from the consequences of his failure
to discover his own danger resulting from his own negligence.

9. Where defendant was not entitled to have an instruction
given as requested, a modification thereof which, though it took
away the whole effect of the requested instruction, did not add
anything prejudicial to defendant's case, was not error.

10. Where it was alleged that deceased came to his death
through the wanton negligence of defendant's motorman, instruc-
tions using the word "reckless" as the equivalent of "wanton" were
not objectionable, on the ground that such terms were not synony-
mous.

11. Where a requested instruction was erroneous in withdraw-
ing from the jury a material issue, a modification thereof, by
omitting the direction that the verdict should be for defendant in
case they found in conformity with the instruction, was not error.

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STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

12. It is not error to refuse portions of requested instructions
covered by the charge given.

13. Where deceased was killed in a collision with a street car
alleged to have resulted from the willful negligence of the motor-
man after discovering decedent's peril, the modification of a re-
quested instruction that if deceased, by ordinary care, might have
discovered the approaching car, and he did not exercise such care,
he was guilty of such negligence as would prevent a recovery by
adding the words, as against any "ordinary negligence" of the
defendant, was not erroneous, as injecting the doctrine of com-
parative negligence into the case, the words "ordinary negligence"
being used to mean such negligence as might have existed in the
absence of actual knowledge of the motorman of decedent's perilous
position and a clear opportunity to avoid injuring him. — (Harring-
ton et al. vs. Los Angeles Ry. Co. [L. A. 1128]. 74 Pac. Ry., 16.)

CONNECTICUT.— Street Railway— Collision with Vehicle-
Leaving Horse Unhitched — Violation of City Ordinance — In-
struction— Proximate Cause — Prejudicial Error — Negligence —
Irrelevant Evidence.

1. A city ordinance declared "leaving any horse unhitched" within
a street a nuisance and punishable by fine. In an action against a
street car company for an injury to plaintiff's milk wagon, the evi-
dence showed that the driver had left the wagon standing across
the car track while he went to deliver milk, and that he was absent
in the kitchen of a neigliboring house, the collision occurring as he
emerged therefrom. The court instructed that under the ordinance
a horse must not be allowed to remain unhitched without being in
the effective control of some person ; that what is effective control
will largely depend on the facts of the particular case ; that a timid
and inexperienced horse would require a different kind of con-
trol from one shown to be reliable, and that it was for the jury to
determine whether the horses as left by the driver were beyond his
control. Held, erroneous, as practically instructing that the ordi-
nance only prohibited negligently leaving a horse unhitched in a
street.

2. Doing an act forbidden by statute will not bar a recovery
for injuries sustained by the law-breaker, unless the illegal act was
a pro.ximate cause contributing to the injury.

3. Leaving horses attached to a milk wagon standing in the street
unhitched and unattended, in violation of a city ordinance, the
wagon being across a car track, while the driver delivers milk,
may be a proximate cause of an injury to the wagon from a col-
lision with a street car, and therefore an instruction erroneously
construing the ordinance is error of a prejudicial character.

4. In an action against a street car company for an injury to a
milk wagon from a collision with a car, cross-examination eliciting
from the motorman the admission that on another line he had
some trouble in managing his car is error, — (Munroe vs. Hartford
St. Ry. Co., 56 Atl. Rep., 498.)

ILLINOIS. — Servant's Injuries — Fellow Servants — Department
Rule — Direct Co-operation — Business in Hand — Personal Ac-
quaintance— Necessity — Street Railroad Employees — Questions
of Law — Questions of Fact — Burden of Proof.

1. In an action for a servant's injuries, the plaintiff has the
burden of proving the non-existence of the relation of fellow ser-
vants.

2. A refusal to charge that the burden was on plaintiff to prove
that he and the servant by whose negligence he was injured were
not fellow servants was not error, where the question was cov-
ered by another instruction, stating that the burden of proof was
upon plaintiff on several different propositions, and that he could
not recover unless the fact that he and the other servant were not
fellow servants was established by the preponderance of the evi-
dence.

3. What facts will create the relation of fellow servants is a
question of law, but whether such facts exist is a question of fact,
unless there is no evidence fairly tending to prove that they are
not fellow servants, and the undisputed facts showed that the re-
lation existed, in which case the question again becomes one of
law.

4. The relationship of fellow servants depends on the existence
between servants of an association which enables them, better than
the employer, to guard against risk or accident resulting from the
negligence of each other. It does not rest in any decree upon per-
sonal acquaintance or actual previous association between the
servants, but upon the relation of their duties to each other, and
the respective positions they hold.

5. The conductor on one car of a cable company is not engaged
in the "particular business" in which the gripman on a following
car is engaged, so as to make the two fellow servants.

6. Where there is a direct co-operation between servants of a
common master, there is nothing further necessary to make them
fellow servants; but, where they are not directly co-operating in

some particular work, their usual duties must require co-operation
or actual association, to bring them within that relation.

7. The conductors and gripmen on the different cars of a street
railway, who were in duty bound to run their cars in such a
manner as not to injure the employees on other cars, and who had
the same headquarters, were under the same superintendent, and
governed by the same rules, werte engaged in the same character of
service, and were brought into such relation with each other as to
depend on each other for their safety, with power to observe the
manner in which each discharged his duties, and to influence each
other by caution and example, and were thus, as a matter of law,
fellow servants. — (Chicago City Ry. Co. vs. Leach, 70 N. E. Rep,,
222. )

ILLINOIS. — Personal Injuries — Measure of Damages — Instruc-
tions— -Harmless Error — Sufficiency of Evidence — Judgment of
Appellate Court — Conclusiveness.

1. In an action for personal injuries, an instruction that in esti-
mating plaintiff's damages it was proper to consider the effect of
the injury upon the plaintiff, and also the bodily pain and suffering
which she sustained, and all damages charged in the declaration,
and which, from the evidence, were shown to be the necessary and
direct result of the injury, was, in view of evidence that plaintiff
had sold out her business after the accident, erroneous, because
allowing the jury to consider bodily pain and suffering, and the
effect of the injury on plaintiff, in addition to damages charged in
the declaration and shown by the evidence.

2. In view, however, of a number of other instructions stating
that it was the duty of the jury to decide the case solely from the
evidence under the instructions, the error vv^as harmless.

3. On appeal from a judgment of the Appellate Court affirming a
judgment on a verdict, it must be presumed that that court found
the judgment not to be against the weight of the evidence, though
in the opinion it stated that the weight of the evidence seemed to
be with the defeated party. — (Chicago City Ry. Co. vs. Mead, 69
N. E. Rep., 19.)

ILLINOIS. — Street Railways — Negligence — Personal Injuries —
Res Ipsa Loquitur — Runav/ay Car — Pleading.

1. Failure of a person about to cross a railroad track to stop
and look is not negligence per se.

2. Where plaintiff in an action against a street railway company
for personal injuries testified that he looked for an approaching car
before going on the track, the alleged fact that, if plaintiff had
looked, he must have seen the car which injured him, does not
justify the Supreme Court, on appeal, in saying that there was no
evidence that plaintiff was in the exercise of ordinary care; the
credibility of plaintiff's testimony. being a question of fact,

3. While plaintiff was driving along defendant railway com-
pany's track, his vehicle was struck from the rear by a sprinkling
car having no one in charge of it, and plaintiff was injured. The
motorman who had been in charge of the car had fallen off some
distance from the point of collision, from the effects, as he testified,
of an electric shock. Held, to raise a presumption of negligence on
the part of defendant.

4. In an action for personal injuries from negligence, in which
the occurrence of the accident raises a presumption of negligence,
the question whether defendant's explanatory evidence sufficiently
rebuts the presumption is one of fact for the jury,

5. Where the declaration in an action against a street railway
company for personal injuries alleged that defendant carelessly,
negligently, and wrongfully ran and managed its car, there was no
charge of specific acts of negligence, precluding plaintiff from re-
lying on the presumption of negligence arising from the happening
of the accident. — (Chicago City Ry. Co. vs. Barker, 70 N. E. Rep.,
624.)

ILLINOIS. — Personal Injuries — Extent of Injur}' — Evidence — Ex-
pert Testimony — Earning Capacity — Instructions.

1. In an action for personal injuries, plaintiff on the first trial
complained only of an injury to his hip and ankle, but on the second
trial offered evidence tending to prove that an oblique inguinal
hernia and a detachment of the retina of one eye resulted from the
accident, and on a third trial proved that he was still suffering
from the hernia, and that the eye had grown so much worse since
the second trial that the eyeball had to be removed. There was
evidence that before the accident plaintiff was able-bodied and
healthly, suffering from none of the ailments complained of, and
that shortly after the accident the hernia and injury to the eye
became apparent, and continued to grow worse until the last trial.
It was also in evidence that the injuries might have been caused
by the accident, and were of such a nature as to develop slowly,
so that they might not be discovered until after the first trial. Held,
that evidence as to these injuries was properly admitted on the
third trial.

2, In an action for personal injuries, the opinion of a physician

June 3, 1905.]

STREET RAILWAY JOURNAL.

as to the cause of an injury to plaintiff's eye was competent,
though witness had not examined plaintiff until long after the
accident.

3. In an action for personal injuries, evidence that for several
years plaintiff" had worked in a rolling mill, receiving $100 a month,
was admissible on the issue of earning capacity, although he had
quit his position about two months before the accident, and was
at that time working as a laborer, receiving much less.

4. In an action for personal injuries, an instruction that "the
court does not intimate to you an opinion as to whether one party
was in the exercise of ordinary care, or the other party was guilty
of negligence as alleged. These questions are for your determina-
tion alone from the evidence in the case," was not erroneous as
impressing the jury that they were at liberty to decide regardless
of the instructions, where other instructions expressly stated that
the instructions must be accepted as the law of the case, that the
jury should look to the evidence for the facts and to the instructions
for the law, and that the evidence and instructions should alone
control the verdict. — (West Chicago St. Rv. Co. vs. Doughertv, 70
N. E. Rep., 586.)

ILLINOIS. — Personal Injury — Future Damages — Instruction —
Contributory Negligence — Standard of Care — Appeal for Pur-
poses of Delay.

1. In a personal injury case the evidence showed that plaintiff's
left shoulder had been dislocated, the bones of the nose fractured,
and a cut made over the right eye, exposing the bone. Evidence
for plaintiff disclosed that at the time of the trial — more than a
year and a half after the accident — his left arm could not be raised
above a horizontal line ; that the natural motion was limited, and
an attempt to raise it higher caused pain ; that the vision of the
right eye was diminished one-fourth or one-third, and that the de-
fective eyesight was permanent, and likely to increase. Held, that
an instruction permitting a recovery for future pain or suffering, or
future inability to labor and transact business, was proper, though
there was evidence that at the time of the trial plaintiff was still
employed as a teamster, and was earning the same wages as before
the accident.

2. In an action for personal injuries it was not error, in instruct-
ing on contributory negligence, to define ordinary care as that care
and foresight to avoid danger which a person of ordinary prudence,
caution, and intelligence would "usually" exercise under the same
or similar circumstances. — (Chicago Union Traction Co. \ s. Chu-
gren, 70 N. E. Rep., 573.)

INDIANA. — Street Cars — Collision with Team — Negligence-
Pleading and Proof — Contributory Negligence — Failure to See
Car — Driving on Left-hand Side of Street.

1. A complaint for injury from the negligence of defendant's
employees need not in terms aver they were acting in the line of
their duty, but it is enough to aver that defendant, by its agents,
etc., negligently operated the street car by collision with which
plaintiff was injured.

2. Though the complaint allege various acts of negligence, they
need not all be proved to make defendant liable.

3. One driving on the left-hand side of the street because the
right-hand side was in such condition as to render it impracticable
or unsafe to travel thereon does not violate an ordinance requiring
drivers "to keep as nearly as practicable to the right of such
street."

4. Plaintiff, while driving on a dark, foggy night, with a com-
painion, like himself, of mature age, and in possession of his
faculties, with the wheels on one side of the wagon within the street
car tracks, though there was plenty of room outside the tracks, was
struck at a point, where there was no obstruction to the view for
500 ft., by a street car lighted by electricity coming from the op-
posite direction. The car was not seen by them till just before it
struck the wagon. Held there was contributory negligence barring
recovery. — (Indianapolis St. Ry. .Co. vs. Slifer [No. 4877], 72 N. E.
Rep., 1055.)

INDIANA. — Street Railways — • Collision — Action — Evidence —
Declaration of Bystander — Instructions — Care Required in a
City.

1. In an action for injuries the action of the court in overruling
a motion of defendant for a precmptory charge to find for him on a
paragraph of the complaint charging a willful infliction of the in-
jury, if error, was harmless, it appearing from special findings that
the general verdict for plaintiff was not based on that paragraph. ,

2. In an action for injuries to one who was run down by a
street car, the testimony of„ a witness who saw the accident as to
remarks made by him to the motorman when he stopped the car
were inadmissible.

3. In an action for injuries to one run down by a street car, an
instruction that greater care in operating cars is required in popu-
lous cities and crowded streets than in sparsely settled districts

and streets or highways upon which there are few travelers, was
erroneous, as invading the province of the jury.

4. In an action for injuries to one run down by a street car any
evidence tending to show that the place where the accident oc-
curred was in a populous city or crowded street was proper to be
considered by the jury in the determination of defendant's negli-
gence.— (Indianapolis St. Ry. Co. vs. Taylor [No. 20,395], 72 N. E.
Rep., 1045.)

INDIANA.— Wrongful Death— Street Railroads— Persons on
Track — Care Required — Negligence — Evidence — Instructions —
Harmless Error.

1. In an action for the death of a young child by being run over
by a street car, an instruction that in such a case the motorman
"must make sure" that the child will be free of the track at the
point where it is crossing or approaching the track, before the
car reaches him, was objectionable, as requiring too high a degree
of care, the railroad company not being an insurer of the child's
safety.

2. Where, in an action for the killing of a child in collision with
a street car, the uncontradicted evidence clearly established that
the verdict was right, and that the merits of the cause had been
fairly tried, a judgment on such verdict will not be reversed be-
cause of an erroneous instruction, under Burns' Ann. St. 1501, sec.
670, forbidding reversal where it appears to the court that the
merits of the cause have been fairly tried and determined in the
trial court.

3. Where a child killed in collision with a street car was non
sui juris, it was only required to exercise such care as could be
reasonably expected of a child of its age and intelligence.

4. In an action against a street railway company for killing a
child on the track, evidence held to establish the motorman's negli-
gence in not stopping the car when he first saw the child in the
roadway, going toward, the track. — (Indianapolis St. Ry. Co. vs.
Schomberg [No. 20,510], 72 N. E. Rep., T041.)

INDLANA. — Street Railroad — Injury — Pleading — Evidence — In-
structions.

1. Cause of action is stated by a complaint alleging that a street
car company negligently carried on the front of its car a banner for
advertising purposes, calculated to frighten horses, and that it
caused plaintiff's horse to become frightened and unmanageable,
resulting in the injuries complained of.

2. It is sufficient if contributory negligence is proved by a pre-
ponderance of the evidence, whether it is given by plaintiff or de-
fendant, or both.

3. A charge that the burden is on defendant to prove contribu-
tory negligence is harmless error, where no e\ idence of contribu-
tory negligence was given by plaintiff.

4. A charge that plaintiff's theory is that his injury was caused
by his horse being frightened by an unnecessary banner on the
front of defendant's car, and he cannot recover unless it is proven
both that the horse was frightened from that and no other cause,
and that the banner was not necessary, is not erroneous, though
incomplete in its statement of plaintiff's theory.

5. A charge in an action for injuries caused by fright of a horse
from a banner carried on a street car, that if the company was
running its cars in the ordinary way, and the horse became fright-
ened at the running or appearance of the car aside from the ban-
ner, the company is not liable, is not objectionable as requiring
proof that the car was run in the ordinary way.

6. Where plaintiff had testified that a banner on a street car by
which his horse was frightened was an advertisement of a carnival,
and it appeared that all the carnival banners were alike, testimony
of other witnesses as to the size of these banners was properly
admitted.

7. Where testimony of plaintiff's witnesses concerning banners
other and different from the one which frightened his horse was
brought out only on cross-examination, it was not reversible error
to exclude defendant's evidence contradicting this testimony. —
(Indianapolis & G. Rapid Transit Co. vs. Haines, 69 N. E. Rep.,
188.)

KANSAS. — Injury to Employee — Demurrer to Evidence — Con-
tributory Negligence.
I. A workman, while operating a hydraulic jack, expressed
fears to the foreman in charge of the work that further pressure
would cause an iron bar standing between the jack and a steel
beam on which one end of the jack rested to fly out, and asserted
that the arrangement was not safe. The foreman assured him to
the contrary, and directed him to go ahead with the work-. The
workman was inexperienced in the use of such appliances, and tes-
tified that he believed the foreman. On resuming work the re-
newed pumping of the jack caused the end next the beam to turn
the iron wedge, whicli flew out and injured the workman. Held
(hat, in an action for damages by the latter against a corporation

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STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

in whose service the foreman was employed, a demurrer to the
evidence interposed by the company was improperly sustained.

2. Where a master orders a servant into a situation of danger,
and, in obeying the command, he is injured, the law will not charge
him with contributory negligence, or with an assumption of the
risk, unless the danger was so glaring that no prudent man would
have encountered it, even under orders from one having authority
over him. — (Wurtenberger vs. Metropolitan St. Ry. Co., 75 Pac.
Rep., 1049.)

LOUISIANA. — Carriers — Electric Car — Injury to Passenger —
Apprehension of Danger.
While plaintiff's son was a passenger on one of the electric cars
of the defendant company, a broken wire fell, just before day,
striking the dashboard of the platform of the car. The lights
went out upon the falling of the wire, and this was immediately
followed by a flash and an explosion, similar to the explosion of a
firecracker, but louder. Neither the car nor any of the passengers
were injured, nor was anyone frightened other than the plaintiff's
son, who, standing near the open door at the rear of the car, under
a first implse, ran to the back platform and jumped from the car
(running at a high speed) to the ground, striking his skull, and
fracturing it, from which injury he died. Plaintiff claimed that
the accident was the cause of his son's death, and that he was not
guilty of contributory negligence. Held that the character of the
impending danger, or, at least, its apparent character, is to be con-
sidered. If one acts unreasonably, or rashly, or becomes frightened
at a trivial occurrence, not calculated to alarm a reasonably pru-
dent man, and thereby brings injury upon himself, there is no lia-
bility. The deceased must have acted upon reasonable apprehen-
sion. His conduct must have conformed to that of an ordinarily
careful and prudent man under like circumstances. In considering
whether there was justification for the passenger's action, it was
proper to consider what the action of the other passengers was as
part of the res gest£e, and was deemed prudent by those in the same
situation having an interest to take the least and a\oid the
greatest danger. The speed of the car at the time was proper to
be considered. — (Chretien vs. New Orleans Rys. Co., 37 S. Rep.,
716.)

MARYLAND.— Street Railways— Collision With Team— Negli-
gence— Contributory Negligence — Harmless Error.

1. One who, on arriving at the intersection of streets, looks,
but seeing no street car, proceeds to cross the track, but before
crossing, looks again, and, though seeing a car coming, hurries and
tries unsuccessfully to cross before it arrives, is guilty of contribu-
tory negligence.

2. Any error in not submitting the question of negligence is
harmless, contributory negligence being conclusively shown.

3. A motorman, seeing one driving a team toward the street
car track, a short distance from an approaching car, and just be-
fore driving on the track, has a right to assume she will stop in
a place of safety. — (Keying vs. United Rys. & Electric Co., of Balti-
more, 59 Atl. Rep., 667.)

MARYLAND.— Street Railroads— Death of Passenger on Plat-
form— Negligence — Evidence — Sufficiency.
I. In an action against a street railroad for damages for death.
It appeared that deceased was struck by the footboard of a car
while passing a platform on which he was standing; that deceased
had ample space on the platform to stand without coming in con-
tact with the footboard ; that the car passed in perfect safety four
other persons standing on the same platform before it reached de-
cedent; that he had an uninterrupted view of the approaching car,
and had an opportunity, from the passing of two previous cars, to
notice the portion of the platform which would be covered by the
footboard ; that the platform had been in use for years, and had
accommodated ten or twelve persons with perfect safety. There
was no evidence that the motorman in charge of the car acted in
? negligent or unlawful manner, though the car came up and passed
at the rate of 30 m. p. h. to 35 m. p. h., and did not stop on signal
to do so. Held, insufficient to establish negligence on the part of the
street railroad. — (State, to Use of Egner et al., vs. United Rail-
ways & Electric Co. of Baltimore, 56 Atl. Rep., 789.)

MISSOURI. — Street Railways — Negligence — Collision with Team
— Discovered Risk — Question for Jury.
I. Where a wagon which was being driven parallel to street car
tracks was turned ^towards the tracks to cross them when an ap-
proaching car was 500 ft. away, and was struck by the car as it
reached the second track, the question of whether the motorman
could have avoided the collision after he saw the wagon, was for
the jury. — (Moritz vs. St. Louis Transit Co., 77 S. W. Rep., 477.)

MASSACHUSETTS.— Street Railways— Injury to Passenger
while Alighting — Negligence — Evidence.
The question of negligence and contributory negligence is for
the jury, there being testimony that when plaintiff, a passenger on

a street car, attempted to alight, it was not in motion, and no sig-
nal had been given to start; that she looked at the starter all the
time while she was getting out; that he could have seen her if he
had looked; that he gave the signal before she had alighted; and
that the car was started when she had got as far as the running
board, throwing her down. — (Meade vs. Boston Elevated Ry Co.,
70 N. E. Rep., 197.)

MASSACHUSETTS.— Negligence— Proximate Cause.

Where a street railway company left a reel which had held feed-
wire lying on its side in the untraveled portion of a highway, and
some boys rolled it down the street, striking plaintiff's carriage and
injuring her, the negligence, if any, of the company in leaving the
reel in the highway, was too remote to entitle plaintiff to recover.
— (Glassey vs. Worcester Consolidated St. Ry. Co., (two cases)
70 N. E. Rep., 199.)

MINNESOTA, — Carriers — Injuries to Passengers — Instructions —
Requests — Duty of Counsel.

1. In an action against a street railway for injuries to a passen-
ger, a request to charge that, if plaintiff jumped or stepped off the
car while in motion, she could not recover, was properly refused,
because it was indefinite as to the speed of the car on which the
question of negligence in stepping therefrom would depend.

2. A complaint charged negligence in that the car, having
stopped to permit plaintiff to alight, was suddenly started, and
plaintiff was thrown to the ground. Defendant attempted to show
that plaintiff was guilty of contributory negligence in alighting be-
fore the car had come to a stop. The court, in its charge, defined
the general duties of defendant as a common carrier, defined con-
tributory negligence, and then stated that there were two control-
ling issues in the case : First, was defendant negligent, and were
the injuries proximately caused by such negligence? Second, was
plaintiff negligent, and did her negligence proximately cause or
contribute to her injury? After charging on the first phase of the
case, the court stated that with reference to plaintiff's negligence
the jury should consider where the car was when plaintiff arose
from her seat, whether it was moving, and, if so, at what speed,
and then continued that, if plaintiff got off the moving car, the
question whether or not a person of ordinary care would have
jumped off the steps of the car under the same circumstances under
vs'hicli plaintiff was placed was a question of fact for the jury.
Held that the concluding clause of the charge did not, when con-
sidered with the entire charge, and especially with the portion di-
rected to contributory negligence, inject a question not litigated
into the case, and was not necessarily misleading.

3. Where a charge is otherwise clear and distinct on the issues
submitted at the trial, language susceptible of a construction in
conflict therewith must be called to the attention of the court by
counsel if he deems it misleading. — (Cody vs. Duluth St. R3'. Co.
et al, 702 N. W. Rep., 397.)

MISSOURI. — Street Railroads — Injuries to Travelers — Crossings
— Speed — Negligence — Contributory Negligence — Last Clear
Chance — Duty of Motorman — Actions — Instructions.

1. Where plaintiff, who was injured in a collision with a street
car, testified that just before starting to cross the track he saw the
car more than half a block away, and that the accident happened
by the car running at a high rate of speed, and there was other evi-
dence that the car was running at too high a speed at that point,
which might have been the proximate cause of the accident, it was
proper to submit the speed issue to the jury, though no witness
undertook to testify how many miles an hour the car was running.

2. An instruction that if plaintiff, while approaching a street
crossing, where he was struck by an approaching street car, saw
the car, but misjudged either its distance or speed, and drove on
the track when it was dangerous to do so, it was nevertheless the
duty of the motorman to use all practical means to avoid a colli-
sion, after he had seen, or by exercising ordinary care might have
seen, the danger of collision ; and, if the motorman was negligent
in that regard, which was the direct cause of the accident, and
plaintiff was e.xercising ordinary care, he was entitled to recover — ■
was not objectionable on the ground that plaintiff could not have
been in the exercise of ordinary care if he misjudged either the
speed or the distance of the car.

3. Where plaintiff, who was injured in a collision with a street
car at a crossing, claimed that the car was half a block away when
he attempted to cross, and that the injury was caused by the ex-
cessive speed of the car, and the failure of the motorman to check
the same, plaintiff was entitled to recover, unless the jury found
that the speed of the car was not exi essive, or that plaintiff not
only drove in front of the car so suddenly that the motorman could
not save him, but did so without looking or listening, when he knew
there was danger, considering the speed and proximity of the car.

4. Where the speed of a street car at a crossing was excessive,
and because of that fact plaintiff was injured, when guilty of no

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STREET RAILWAY JOURNAL.

1009

negligence in going on the crossing, he was entitled to recover,
notwithstanding he drove on the track when the car could not be
stopped before reaching him.

5. Plaintiff was not necessarily guilty of contributory negligence
in driving on a street car track at a crossing when a car was so
close and under such speed that it was bound to strike him, unless
he saw the car, and realized that its speed was such that he could
not cross the track before it would reach him, or by exercising or-
dinary prudence would have appreciated such fact.

6. Where plaintiff drove on a street car track without looking or
listening, but the niotorman of an approaching car, which struck
plaintiff, was negligent in his watch, or in checking the car after
seeing plaintiff's danger, plaintiff was entitled to recover notwith-
standing his contributory negligence.

7. An instruction that, if plaintiff drove on a street car track so
near the moving car which struck him that the motorman could
not stop the car in time to prevent the collision, he could not re-
cover, was objectionable as eliminating the factor of plaintiff's
negligence in driving on the track.

8. The duty of a street railway motorman to control a car in
order to avoid a collision does not arise exclusively when a person
is on the track, but also obtains if his danger was apparent while
he was approaching the track.

g. Where plaintiff, who was injured in a collision with a street
car at a crossing, swore that he saw the car 150 feet south of the
crossing, that his view was unobstructed, and that he attempted to
drive diagonally across the track at a walk, such evidence suffi-
ciently raised the question of the motorman's diligence in trying
to stop the car before collision. — (Murray vs. St. Louis Transit
Co., 83 S. W. Rep., 996.) -
MISSOURI.- — Street Railroads — Vehicles — Collisions — Negligence
of Driver — Proximate Cause.

Plaintiff was driving a three-horse team by the side of a street
car track, and in attempting to pass a vehicle in front of him drew
rearer to the track without looking to the rear for a street car,
when one rapidly approached from the rear, passed the rear hub of
the wagon, then three feet away, struck the front hub, and killed
the near horse, when it passed on, running a considerable distance
before it was checked. Held that the driver's negligence in so turn-
ing toward the track, without looking to the rear, was the proxi-
mate cause of the disaster, for which defendant was not liable. —
(Cicardi et al. vs. St. Louis Transit Co., 83 S. W. Rep., 980.)
MISSOURL — Master and Servant — Injuries to Servant — Street
Railroads — Barn Foreman — Vice Principles — Fellow Servants
— Contributory Negligence.

1. A street railway barn foreman, whose duty it was to give
orders with reference to the running of cars, with authority to lay
off men for infraction of rules, directed plaintiff to take out a new
car, which plaintiff stopped just outside the car shed, at a sand-
house, to get sand for his trip. While plaintiff was getting sand,
the foreman got on the standing car and started it forward sud-
denly without signal, crushing plaintiff against the side of the sand
bin. Held that the foreman was plaintiff's vice principal, and that
his act in momentarily moving the car, instead of ordering another
to do so, did not render his negligence in so doing that of plain-
tiff's fellow servant.

2. Where a street railway motorman was injured by the negli-
gence of his foreman in moving the motorman's car while he was
procuring sand, whether the motorman was guilty of contributory
negligence in not carrying with him his controller handle, which he
had removed from the socket, as required by a rule of the company,
instead of leaving it lying on the controller, where it was easily ob-
tainable by the foreman, was for the jury. — (Bien vs. St. Louis
Transit Co., 83 S. W. Rep., 986.)

MISSOURI. — Carriers — Injury to Passenger — Ejection From
Street Car — Complaint — Motion — Instruction — Statutes — Con-
struction.

1. Rev. St. 1899, Section 592, provides that the complaint shall
contain a plain and concise statement of the facts constituting a
cause of action without unnecessary repetition, and section 629,
providing that, in the construction of a pleading for the purpose of
determining its effect, its allegations shall be liberally construed
with a view to substantial justice between the parties, does not
affect the fundamental requirements of good pleading. Hence a
complaint containing indefinite and obscure allegations and legal
conclusions is subject to attack by motion to make more specific.

2. In an action against a carrier for injury to plaintiff while a
passenger, where the petition charged that after plaintiff had paid
his fare the "car proceeded to a point near the new City Hospital,
where it was stopped by a blockade, and plaintiff, with other fellow
passengers, was transferred to" another line operated by de-
fendant, and that after plaintiff had entered the car on that line,
"and was lawfully on the car, the conductor in charge assaulted
him," it was error to deny defendant's motion to make the petition

more specific as to the manner in which the transfer to the second
car was effected, and the facts under which he claimed to be law-
fully on the car.

3. In an action against a carrier for ejection of a- passenger,
where the complaint embraced no charge of want of care by the
conductor, but alleged that plaintiff's expulsion was wantonly ef-
fected, it was error to charge that if the jury found that the con-
ductor used unnecessary force, and "carelessly" or wantonly in-
jured plaintiff, their verdict should be for the plaintiff. — (Reubsam
vs. St. Louis Transit Co., 82 S. W. Rep., 984-)
MISSOURI.— Street Railways— Collision With Vehicle— Per-
sonal Injuries — Contributory Negligence — Evidence.

Plaintiff, a driver of a hose cart, was driving rapidly in re-
sponse to an alarm, and, when near an intersecting avenue on
which was a street car line, noticed bystanders waving their hands,
apparently to the operatives of a car. Plaintiff testified that when
about a half a block away he got his team under control, that the
car stopped just before crossing; that plaintiff then started to cross
ahead of it, when the car suddenly shot forward, compelling him to
turn his team to avoid a collision, and the cart struck a lamp post
and injured him. Held that the evidence did not show' undisput-
ably that plaintiff was guilty of contributory negligence. — (O'Neill
vs. St. Louis Transit Co., 83 S. W. Rep., 990.)

MISSOURI. — Street Railroads — Trespasser on Track — Negli-
gence— Evidence — Sufficiency — Questions for Jury.
In an action against a street railroad, the evidence for plaintiff
tended to establish the allegations of the complaint that deceased
was killed in a tunnel through the negligence of the defendant's
motorman in failing to keep a loo-kout, and that the tunnel, though
belonging to defendant, and having warning signs posted at the en-
trances against admission, had been used for a passway by the
public for five or more years immediately preceding the accident.
The evidence for defendant tended to establish the contributory
negligence of the deceased, and of plaintiff in permitting deceased,
who was a person of weak and feeble mind, to go about without
being properly guarded. -Held sufficient to require the submission
of the case to the jury, notwithstanding the fact that deceased was
a trespasser. — (Fearons vs. Kansas City Elevated Railway Co.,
79 S. W. Rep., 394.)

MISSOURI. — Carriers — Street Railways — Alighting Passengers —
Negligence — Burden of Proof — Instructions — Trial — Limita-
tion of Argument — Rules of Court — Discretion of Trial Judge.

1. Where a cause comes to the Supreme Court not on the short
form allowed by statute, but on full record, showing the final judg-
ment, the order allowing the appeal, the record entry of the filing
of the bill of exceptions, and the full bill itself, an abstract accom-
panying the record, and containing a recital of these facts, is suffi-
cient.

2. In an action for injuries to a passenger alighting from a street
car, a charge that the burden of proof was on plaintiff to show that
the car had stopped or slowed down, and that, while plaintiff was
alighting, and before she had a reasonable time to alight, de-
fendant's servants caused the car to move forward with increased
motion, and thereby plaintiff' was thrown on the street and injured,
whereas, if defendant's servants had exercised a high degree of
care, they would have prevented such injury, was not open to the
objection of throwing on plaintiff the burden of proving that the
sudden starting of the car could have been prevented by the exer-
cise of the high degree of care incumbent on defendant.

3. Where a street car stops or slows down to such a degree that
it is reasonably prudent for a passenger to attempt to alight, and
she so attempts, but while alighting the car starts forward so as to
throw her down, the stret railway is liable for a resulting injury,
unless it can affirmatively show that such movement of the car
could not have been prevented by the exercise of that degree of care
which a carrier owes to a passenger.

4. In an action for injuries to a passenger alighting from a
street car, where the defense was that the car had not stopped for
plaintiff to alight, but was moving at a rate of speed that rendered
if dangerous for her so to do, the burden was on plaintiff to prove
that the car had stopped or had slowed down to a degree rendering-
it safe for her to alight, and that a new impetus was given to it
while she was alighting.

5. In an action for injuries to a passenger alighting from a
street car, there was no necessity for instructions on the care to be
exercised by defendant in preventing the sudden starting of the
car, where there was no claim by defendant that the car had started
from a cause beyond its control, but its defense was a denial that
the car had stopped for the passenger to alight, but was moving at
a speed rendering it dangerous for her to so do.

6. A rule of court providing that in jury trials plaintiff, or,
where he has the affirmative of the issues, defendant, may open
and close, and that the court may announce how much time will be
allowed on each side for argument, and that plaintiff may apportion

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STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

the time allotted to him between his opening and closing argument,
but shall not consume more than one-half thereof in closing, is a
reasonable regulation, and within the power of the court to make.

7. In an action for injuries to a passenger, where the only issue
presented was whether or not the car had slowed down or stopped,
and, before plaintiff had time to alight, started again with a jerk,
and plaintiff was the only witness in her behalf, and defendant in-
troduced but five witnesses, the law of the case being plain and
fully covered by the instructions given, a 15-minute limitation for
argument was proper.

8. The limitation of argument to the jury is a matter for the
judicial discretion of the trial judge, and an abuse of that discretion
must be clear, to authorize reversal thereof. Robinson, C. J., and
Brace and Valliant, J. J., dissenting. — (Reagan vs. St. Louis Tran-
sit Co., 79 S. W. Rep. 435.)

MISSOURI. — Street Railroads — Pedestrians — Injuries — Contribu-
tory Negligence — Failure to Look — Speed — Humanitarian Doc-
trine— Evidence.

1. Where plaintiff was struck by a street car as she was passing
diagonally across a street, and the car by which she was struck was
plainly visible for at least two blocks, and she attempted to cross in
front of the same without apparently noticing its approach, she was
guilty of contributory negligence, though she testified that she
looked and listened, but failed either to hear or see the car.

2. Where plaintiff testified that as she attempted to cross the
street car tracks she neither saw nor heard the car, she was not
entitled to recover on the ground that the car was running at an
illegal rate of speed, and that, if it had been running at the speed
prescribed by the city ordinance, she would have had time to have
crossed the tracks in safety.

3. In an action fi^r injuries to a pedestrian in a collision with a
street car, evidence held not to justify submission of the case on
the ground that defendant's servants saw, or might have seen, plain-
tiff in a position of danger in time to have prevented the injury. —
(Reno vs. St. Louis & Suburban Ry. Co., 79 S. W. Rep. 464.)

MISSOURI.— Street Railroads— Collision with Vehicle— Vigilant
Watch Ordinance — Acceptance by Company — Contradictory In-
struction— Right to Allege Error — Absent Witness — Affidavit
as to Testimony — Admission — Impeachment Without Pred-
icate.

1. A vigilant watch ordinance need not be accepted by a street
car company in order to bind it.

2. A party at whose request instructions are given cannot com-
plain that they are conflicting.

3. Under Revised Statutes, 1899, Section 687, permitting an
affidavit for continuance on account of the absence of a witness to
be employed in lieu of his testimony, and providing that the op-
posite party may prove any contradictory statements made by the
witness in relation to the matter in issue, evidence of such contra-
dictory statements is admissible though no predicate for the im-
peachment of the absent witness can be laid. — ( Nagel vs. St. Louis
Transit Co., 79 S. W. Rep., 502.)

NEW HAMPSHIRE.— Street Railroads— Negligence— Evidence-
Question for Jury — Child Non Sui Juris — Imputed Negligence
— Absence of Fender — Instructions.

1. A child twenty-one months old is not chargeable with con-
tributory negligence.

2. Negligence of the parent of a child non sui juris cannot be
imputed to the child.

3. A street railway company must exercise ordinary care to
prevent injury to a trespasser on its tracks after it has discovered
his presence there, or where it could have discovered it by the exer-
cise of ordinary care.

4. In an acticfn against a street railroad company for negligence
causing the death of a child, who was killed either by being struck
by a car or by the moving of the car in an attempt to get him from
under the trucks after having been struck, evidence considered, and
held to justify submission of the issue of defendant's negligence.

5. In an action against a street railroad company for negligence
causing the death of a child which was struck by a car, in which
there was no evidence that failure to equip the car with a fender
was negligence, it is error to permit plaintiff's counsel to state to the
jury that ordinary care required that defendant should use fenders,
and to instruct upon defendant's duty to equip its cars with safety
appliances used by persons of ordinary prudence.

6. Under Pub. St. igoi, c. 191, Section 8, providing that cause of
action for a tort survives decease of the injured party, and Section
12, declaring that in assessing damages the jury shall consider the
probable duration of life and earning capacity, an instruction should
be given in an action for negligence causing the death of a child
that deceased would have been incapable of earning money for his
estate during his minority. — (Carney vs. Concord St. Ry., 57 At.
Rep., 218.)

NEW YORK. — Carriers — Injury to Passenger — Violent Start of
Car — Pleading — Evidence — Instructions.
Where the complaint charged that as plaintiff was entering de-
fendant's street car defendant negligently started it, so as to throw
plaintiff against the car and injure her, and defendant did not object
to evidence that the car was started with a violent jerk, a requested
instruction that the violence of the jerk could not be considered on
the question of negligence was properly refused. — (Plum vs. Metro-
politan St. Ry. Co., 86 N. Y. Sup., 827.)

NEW YORK. — Carriers — Safety of Passengers — Station Plat-
forms— Overcrowding.
Where a street railroad company had entire charge of a platform
from which access was obtained to its cars, and permitted pas-
sengers to go on the platform only after having paid their fare, the
company was guilty of negligence in permitting the platform to
become so overcrowded that passengers could not enter the cars
in safety, and was therefore liable for injuries to a passenger who
was injured by being pushed by the crowd against the side of a
car and then thrown violently into it. — (Dittmar vs. Brooklyn
Heights Ry. Co., 86 N. Y. Sup., 878.)

NEW YORK. — Master and Servant — Injuries to Servant — Car
Repairers — Rules — Knowledge — Verdict — Question for Jury —
Contributory Negligence — Car Starter — Vice Principal — Negli-
gence— Witnesses — Cross Examination — Rules — Signing — Cus-
tom— Evidence — Secondary Evidence — Damages — Excessive-
ness.

1. Where, in an action for injuries to a car repairer, plaintiff
charged that defendant was negligent in failing to promulgate rules
intended to protect plaintiff while engaged in work under the car,
and defendant proved by a single witness that plaintiff had signed
a private book kept by defendant's foreman, containing a rule re-
quiring repair signs to be placed on cars in process of repair, while
plaintiff denied that such book had ever been brought to his notice,
or that he had ever signed the sarne, a verdict in favor of plaintiff
on such issue was not contrary to the weight of evidence, though
there were more witnesses who testified to the existence of the book
than there were who denied it.

2. Where plaintiff, a car repairer, claimed that defendant was
guilty of negligence in failing to provide rules for plaintiff's pro-
tection while he was working under cars in making repairs, and
such rules, if any existed, had never been brought to plaintiff's
knowledge, he was entitled to go to the jury on the question
whether defendant had exercised reasonable care in providing him
with a reasonably safe place to work, though defendant proved that
the shop foreman had adopted rules, which were contained in a
book in the foreman's office, but which were not shown to have
been published or brought to the attention of plaintiff and other
employees.

3. Where plaintiff, a car repairer, before going under a defective
car to repair the same, removed the trolley pole from the wire, and,
on his returning to work after luncheon, observed that the pole was
still off the wire, and he was thereafter injured by the motorman
starting the car without notice to him, plaintiff was not guilty of
contributory negligence, as a matter of law, in not again looking to
see whether the pole was off the wire, shortly before the accident,
after he had gone a short distance for a piece of material to use in
the work.

4. Where a car starter, whose duty it was to select street cars
to be used, directed the motorman to start out a car which was
defective, and which plaintiff was engaged in repairing, without
notice to the plaintiff, the starter's negligence was that of a vice
principal, and not a fellow servant of plaintiff, for which defendant
was liable.

5. Where, in an action for injuries to a car repairer, plaintiff ad-
mitted that the car could not have been moved without placing the
trolley on the wire — the negligence alleged consisting in moving
the car without notice to plaintiff, or without the publication of
rules to afford plaintiff reasonable protection — it was not error to
refuse to permit defendant, on cross examination of the motorman
who moved the car, sworn as plaintiff's witness, to prove that he
put the trolley on the wire, and that the car was lighted when he
went into the same.

6. Where, in an action for injuries to a car repairer, negligence
was predicated on defendant's failure to promulgate rules for the
protection of repairers, and defendant claimed that such rules had
been adopted, and had been signed by plaintiff, which he denied,
but no rules promulgated before the accident were introduced, it
was not error to refuse to permit defendant to. prove that it was
customary in defendant's shop for persons to sign rules promul-
gated by the shop foreman.

7. Where, in an action for injuries to a car repairer, it was
claimed that a book containing alleged rules made for the protection
of car repairers had been lost, it was proper to refuse to admit the
whole of a book of alleged rules, conceded to have been prepared

June 3, 1905.]

STREET RAILWAY JOURNAL.

lOII

since the accident, which was claimed to be similar to the book
lost, though admitted to contain rules which were not in the
original.

8. A verdict for $8,000 for injuries to the foot of a car re-
pairer, necessitating amputation, was not excessive. — (Quinn vs.
Brooklyn Heights Ry. Co., 86 N. Y. Sup., 883.)
NEW YORK. — Street Railroads — Injury to Passenger — Liabilities
— Care Required — Evidence — Degree of Care — Care of Motor-
man.

The U. Railroad Company operated a double-track railway in a
city, and the S. Railway Company operated its cars over the other
company's tracks under an agreement that the other company
should keep the track and switches in repair. The U. Company
was repairing a portion of its west-bound track, and both east and
west bound cars were obliged to use the east bound track. A car
of the U. Company, on which plaintiff was a passenger, while west
bound, had crossed over to the east bound track, while an east
bound car of the S. Company had been transferred to the west
bound track, and had stopped with its east end about 10 ft. west of
the west end of the cross-over. Some one threw the tongue of the
switch so that the S. Company's car could run easterly on the west
bound track, so as to permit the U. Company's car to pass over
to that track, and continue westerly thereon. The motorman of
the west car started it by letting off the brake, and the front truck
passed the tongue of the switch, but the rear truck took the cross-
over, throwing the rear end of the car against the U. Company's
car, injuring" plaintiff. Held that both companies were liable.

2. A street railway company is bound to use the utmost human
skill in operating and keeping in repair its trains and switches to
save a passenger from harm.

3. Where the first two wheels of a street car passed safely over
a switch, and the other two wheels were displaced, whereby a pas-
senger was injured, under the doctrine of res ipsa loquitur the
street car company was bound to explain the displacement.

4. Where a car of a street railway company collided with a car
of another street railway company, on which plaintiff was a pas-
senger, whereby he was injured, the railway company on whose
car plaintiff was not a passenger was bound to use towards him
only reasonable and ordinary care under the circumstances con-
fronting it at the time.

5. Where a motorman on a street car was using a switch in a
manner in which it was not intended to be used, reasonable and
ordinary care, to excuse the railway company from liability for
injury to passenger on a car of another street railway company,
required the motorman to proceed slowly and keep his car under
control. Houghton, J., dissenting in part. — (Klinger vs. United
Traction Co. et al, 87 N. Y. Sup., 864.)

NEW YORK. — Elevated Railroads — Injury to Passengers — Over-
crowding Car.

An elevated railroad company, having power to limit the number
of passengers who shall go onto the station platform and into its
cars, is liable for injury to a passenger by the overcrowding of a
car, though the passengers crowded on of their own ac(^ord, and
were not pushed on by the guard. Woodward, J., dissenting. —
(Viemiester vs. Brooklyn Heights Ry. Co., 87 N. Y. Sup., 162.)

NEW YORK. — Street Railroads — Passengers — Injuries — Negli-
gence— Sufficiency.
Evidence that while plaintiff was attempting to board a street
car, which had stopped in response to his signal, the car started,
and plaintiff fell on the street, without showing in what manner
the car started, and without showing that plaintiff's fall was caused
by the starting of the car, was insufficient to show negligence on
the part of defendant. — (Meyerovvitz vs. Interurban St. Rv. Co.,
84 N. Y. Sup., 233.)

NEW YORK.— Imputed Negligence— Fellow Servant— Street Rail-
ways— Crossing Accident — Contributory Negligence — Con-
tributory Negligence.

1. The negligence of the driver of a wagon is chargeable to a
fellow servant riding on the wagon with him.

2. Where one driving a wagon on approaching a street railway
track saw a car 20 ft. distant, approaching rapidly, but drove on the
track, he was guilty of contributory negligence.

3. Where one sitting on the tailboard of a wagon, which was
going slowly toward a railroad track, saw a car approaching 20 ft.
away, at a rapid rate of speed, but continued to sit where he was
until he was thrown off by a collision, he was guilty of contributory
negligence. — (Krintzman vs. Interurban St. Ry. Co., 84 N. Y. Sup.,
243)

NEW YORK.— Master and Servant— Injuries to Servant— Fellow
Servants — Employers' Liability Act — Identity of Employer.
I. Plaintiff, a stret car conductor in defendant's employ, boarded
a car during a temporary suspension of duty by reason of illness.

and was directed by the conductor to ride on the front platform.
While so riding without payment of fare, plaintiff was thrown from
the car and injured by the negligence of the driver in suddenly
loosening the brake. Held, that plaintiff was a fellow servant of
the driver, and not entitled to recover.

2. The conductor of the car, on which plaintiff, a conductor
off duty, was injured, was not a person whose sole or principal
duty was that of superintendence, within Employers' Liability Act
(Laws 1902, p. 1749, c. 600), Section 2, providing that the employer
shall be liable for injuries to a servant resulting from the negli-
gence of a co-employee exercising superintendence, etc., so as to
entitle plaintiff to recover on the ground that such conductor was
guilty of negligence in commanding plaintiff to occupy a dangerous
position, on the front platform of the car.

3. Where a notice of injury served by plaintiff was addressed
to defendant, and alleged that on the date of plaintiff's injury he
was in defendant's employ as a street car conductor, he could not
claim on the trial that the evidence showed that he was employed
by a certain railway company other than defendant, and that there
was no evidence that such company and defendant were identical. —
(McLaughlin vs. Interurban St. Ry. Co., 91 N. Y. Sup., 883.)

NEW YORK. — Evidence — Cofnpetency — Conclusions of Witnesses
• — New Trials — Newly Discovered Evidence.

1. In an action against a street railroad for injuries to a pas-
senger, which was tried on the theory that defendant was not liable
unless the motorman or conductor knew, or should have known,
that the wheels were off the track, and were negligent in not
stopping the car, testimony offered by a witness who was accus-
tomed to ride upon the cars over the place in question, and who
was familiar with the noise and motion made by cars in their ordi-
nary running upon the track, that the noise and motion of the car
as it approached such place were not of the usual kind, was com-
petent, and was not objectionable as calling for the conclusion or
opinion of the witness.

2. An action against a street railway for injuries to a passenger
was tried upon the theory that defendant's liability depended on
whether or not its employees knew or should have known at the
time of the accident that the car was off the track. A verdict was
rendered for defendant, and on motion for a new trial plaintiff
proposed to show by newly discovered evidence that witnesses who
were riding bicycles directly behind the car at the time of the acci-
dent observed that the wheels were off the track, and that the con-
ductor, while standing on the running board, stooped down to look
at the wheels in such manner as to have seen that they were off
the track. The testimony on the trial had been that the conductor
was upon the running board, collecting fares, at the time of and
before the accident. The newly discovered evidence was offered
after three trials had been already had, but plaintiff's affidavits dis-
closed every effort in procuring witnesses, and sufficiently explained
their failure to discover the particular witnesses for whose testi-
mony the new trial was asked. Held, that the evidence was vital,
and not necessarily inconsistent with that given on the trial, and,
although it came late, a new trial should have been awarded on
the ground thereof. — (Beers vs. West Side Ry. Co., 91 N. Y. Sup.,
957-)

NEW YORK. — Carriers — Street Railways — Personal Injuries —
Evidence — Competency.

1. Where, in an action against a street railway company for
personal injuries received by a passenger in alighting, alleged to
have resulted from a premature starting of the car, there was no
evidence that he had signaled the conductor or motorman to stop,
or that either of them had notice of his intention to alight, or that
the car had been started again with a knowledge on their part that
he was in the act of alighting, the complaint should have been dis-
missed.

2. In an action against a street railway company by a passenger
for personal injuries received in alighting, plaintiff having testified
on his own behalf in rebuttal, it was error to refuse to permit him
on cross examination to answer a question as to whether he knew
that, if he got off the car while it was in motion, he could not re-
cover in the action. — (Grabenstein vs. Metropolitan St. Rv. Co.,
84 N. Y. Sup., 261.)

WISCONSIN. — Street Railways — Personal Injuries — Person on
Track — Contributory Negligence.
I. The driver of a buggy turned onto the track of a street rail-
way company to cross the same at a point where an approaching
car could be seen at a distance of 95 ft., and the buggy was still
on the track when plaintiff, another occupant of the buggy, fearing
injury from the approaching car, jumped out, sustaining injuries.
The car, which was running at the rate of 7 m. p. h., stopped just
as it touched the buggy. Held that the driver was guilty of con-
tributory negligence as a matter of law. — (Hogan vs. Winnebago
Traction Co., 98 N. W. Rep., 928.)

IOI2

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

LONDON LETTER

{From Our Regular Correspondent.)

The London County Council has determined to acquire the lease
which was granted by it some years ago to the North Metropolitan
Tramways Company, and which still has about four and a half
years to run. The electrification of these northern tramways will
be commenced at once thereafter, and will involve the sum of £4,-
500,000, thougli this amount will extend over a period of about four
years. The London County Council is already committed to an ex-
penditure of about three million and a half pounds in the southern
portions of London, so that when its present arrangements are
completed the total outlay will be between £11,000,000 and £12,-
000,000, and the Council will be spending for the next four or five
years approaching £2,000,000 a year. Such a vast sum for munici-
pal expenditure of tramways, of course, met with considerable op-
position and a great deal of criticism, but the schemes will doubtless
be carried through, as the northern portions of London are greatly
in want of a good system of tramways. The residents in these dis-
tricts are getting exasperated at the delay in the electrification of
the northern lines, as they can readily see the immense benefit
which the residents of the southern portions of London are en-
joying.

Some time ago we stated that the London County Council had
placed orders for a number of new steamers to be used on the river
Thames, and these will soon be ready for placing in service. The
old steamboats which used to ply on the Thames never attracted
much traffic, as they were slow, incommodious and irregular. It
is the intention of the London County Council now to pat on a
first-class service of steamers capable of stemming the tide at a
good pace. It is now announced that the Prince of Wales will per-
form the inaugural ceremony, and the date has been fixed for Sat-
urday, lune 17. The Prince of Wales will embark at Westminster
Bridge at 3 130 p. m., upon one of the Council's new steamers, and
will proceed to Greenwich Pier, and will return to the terminus at
Westminster through Greenwich by the electric tramways of the
Council.

The report by the Royal Commission on London Traffic is still
delayed, chiefly owing to the new conditions which are now in-
volved by the successful operation of the large number of motor
omnibuses which have been put on the streets of London within the
last six months. These are becoming a factor in the problem of
transportation which cannot be neglected, and as actual data on
their expense of operation, the proper amount to charge to depre-
ciation, and the number of years they can be calculated to remain
ir/ good condition, are difficult to obtain, it may be yet some little
time before the report is issued, though the taking of evidence is
now completed. It is now hinted also as one of the results of the
Commission that there will be the appointment of a board of con-
trol for matters relating to street traffic which would have the
whole matter of the breaking up of streets and the questions of
traffic entirely entrusted to it.

An important case will soon be tried in the courts as to whether
tramway companies and municipal authorities owning and operat-
ing tramways in the United Kingdom are within their legal rights
when undertaking the business of parcel delivery. As has been
frequently mentioned in these columns, the city of Manchester has
developed quite a large parcels delivery service, particulars of which
have already been published. The authorities have instituted a vast
system by which parcels can be collected from and delivered to any
point in Manchester. Twenty-six depots have been inaugurated,
and a large number of shops in various vicinities are also used as
places from which to collect and deliver parcels. The smaller par-
cels are carried by the ordinary electric cars, though arrangements
have also been made for very much heavier and bulkier packages,
and the Corporation has provided a number of specially construct-
ed vans for this purpose. A number of other cities are also doing
very much the same class of business, but the Manchester Corpora-
tion has been singled out by Messrs. Sutton & Company, the well-
known carriers, to provide a test case as to whether these com-
panies have the right to act as collectors and deliverers of parcels
or merchandise. A writ has accordingly been issued asking for a
declaration that the authorities are exceeding their powers, and
are not authorized to expend the city funds or receipts from the
tramway undertaking for such purposes. A big fight will undoubt-
edly result, and will be watched with very great interest, though it
will probably not come along for some time yet.

The third international electric tramway and railway exhibi-
tion will be held at the Royal Agricultural Hall from July 3 to July
14. The purpose of the e.xhibition is to enable municipal and other
local authorities, tramway directors, managers and engineers, as
well as the general public, to examine the latest apparatus de-
signed for the equipment of tramways of all systems. More than
eighty town councils will appoint official deputations to visit the

exhibition, and it is expected that every important tramway will be
represented.

Lord George Hamilton, M. P., and Mr. William H. Brown have
been elected directors of the Metropolitan District Railway Com-
pany. Mr. Charles James Cater-Scott (chairman of the London
and India Docks Company) has been elected a director and ap-
pointed chairman of the London United Tramways Company, Mr.
Charles T. Yerkes having resigned the chairmanship in order to
enable him to devote more of his time to the Metropolitan District
Railway Company. Mr. William H. Brown has also been elected a
director of the London United Tramways Company.

A meeting has been held of representatives of the Tramways
Committees of the Corporations of Rochdale, Bury and Heywood to
consider terms for working the electric tramcars in the borough of
Heywood. They unanimously agreed that Heywood should lay
the track and put up the overhead equipment, and that Bury and
Rochdale should work the tramways at a charge of 4^d. per car-
mile run, Heywood to supply the current and maintain the track,
and Rochdale and Bury making themselves responsible for the over-
head equipment. This arrangement is to continue for three years.

A pleasing ceremony took place recently at the Brighton Tram-
ways Depot, when Mr. T. B. Holliday was the recipient of a silver
bowl, suitably engraved, in view of his retirement from the posi-
tion of engineer and general manager to the Brighton Corporation
Tramways. As has already been announced, Mr. Holliday has been
appointed manager of the Hastings tramways, which are rapidly ap-
proaching completion.

An interesting echo of the past history of the Central London
Railway, the popular two-penny tube, will be found in our advertis-
ing columns, where the company is advertising for sale a number of
electric locomotives. It will be remembered that the tube was first
equipped with electric locomotives, but on account of the vibration
they were discarded and the multiple-unit system adopted. May
they soon find another and more suitable sphere of usefulness.

It has been decided to apply for powers to the Light Railway
Commissioners this month for the construction of a cable railway
up Lansdown Hill from the village of Weston, and to connect with
the terminus of the Bath Tramway Company's system. Already a
syndicate has been floated to make this application, and deal with
the construction when powers have been obtained. The probable
total cost of the scheme will not exceed £12,500, and the time
taken to construct the line and put it in working order will only be
about three months. It is proposed to lay down a double-track,
one for up and one foir down traffic, and to run a frequent service,
especially in the summer and at holiday times.

The Southend Town Council has agreed to an arrangement
whereby certain postmen when on duty can use the tramcars for
half-price on the penny stages. The police officers stationed in
Southend are to be allowed to use the trams free when on duty
and in imiform.

As the first step towards electrifying the tramways within the
district, it has been agreed at a special meeting of the Leyton Ur-
ban Council to purchase the Lea Bridge, Leyton, and Waltham-
stow portions of the North Metropolitan Tramway Company's sys-
tem for £6i,G00. The company asked £68,473. The council's
valuer said £56,145 was the proper figure, but advised that it would
be better to go as far as £61,000 rather than incur the expenses of
arbitration.

A reference was made in this letter last month to the electric
power bills which are at present being considered by the House of
Lords Committee, particularly to the Administrative County of
London and District Electric Power Bill. No decision has yet been
reached by the Committee, but it has resumed its hearings of the
other power bills which are also being brought forward for more
or less the same purpose, although none of the other bills is so ex-
tensive in character as that of the Administrative County. The
Committee is now examining a bill of the North Metropolitan Elec-
tric Power Supply Company which is for extensions of its already
existing rights, as the company has already been supplying electri-
city in bulk only within the counties of Middlesex, Hertfordshire
and Essex. Another bill which is receiving consideration is also
being brought forward by the City of London Electric Lighting
Company; still another is the East London and Lower Thames
Electric Power Bill. The Charing-Cross and City Company has
also got a bill in Parliament for extensions of its system for power
purposes, and altogether Lord Camperdowne's committee will be
engaged for the next few weeks on hearing evidence in nine bills,
all of which have been promoted to deal with the supply of electric
power in and about the metropolis.

The construction of the Belfast Tramways is proceeding rapidly
and successfully, and by the end of the summer nearly all of the
work will be completed and the whole system in operation. One of
the most important pieces of the work relating to. the depots for
the cars has been completed, and the Sandy Row Depot is now
ready for the reception of the electric cars, some of which will be

June 3, 1905.]

STREET RAILWAY JOURNAL.

1013

delivered before long. This depot had to be completely reorganized,
and an intricate system of rails, points and crossings had naturally
to be provided. This part of the work has been done by Had-
field's Steel Foundry Company, of Sheffield, and though it was a
large, difficult and intricate piece of work, it has now been success-
fully put down. The street leading to the depot is an extremely
narrow one, so that it is only possible to lay a single track upon it,
and from this track twenty separate lines have to diverge in the
entrances of the car shed. The whole of this work has been made
of "Era" manganese steel, and it is interesting to note that the
whole piece of work came out exactly according to the drawing.

As we took the trouble to point out some little time ago when
the sucess of the electrification of the Liverpool & Southport Rail-
way had been practically proved, one of the most favorable argu-
ments for the electrification of certain steam railways was the im-
mense amount of saving at the railway termini in big cities where
there is a vast amount of traffic coming in and going out. We now
notice that a number of the papers devoted to railway engineering
are making a strong point of this, and many articles are appear-
ing in the daily press also to that effect. It is now likely that sev-
eral- of the steam railway companies operating with huge termini
in London will really find that they are forced to adopt electrifica-
tion if for no other purpose than to save huge extensions to their
already large termini. A. C. S.
♦♦♦

PARIS LETTER

(From Our Regular Correspondent.)

The company formed to support the Berber deep level tube
scheme uniting the north and south of Paris, has been success-
fully, floated, and there is nothing now to hinder the immediate ex-
ecution of this work. At a recent meeting of the Paris-Metro-
politan Railway, the president declared that that company had
nothing to fear from the competition of this line, which will run
in proximity with No. 4 line of the Metropolitan. It will be re-
membered that the stations of these two lines, where they ap-
proach, will be made contiguous, as far as possible, to facilitate
interchange of passengers.

The tramway situation in general in France continues to make
progress, even compared with 1904. Most of the larger companies
show large increases in traffic receipts for the first few months of
the present year.

Statements have been made to the American press during the
recent railway congress, regarding the intentions of the Paris-
Lyons and Mediterranean Railway Company in respect to the
electrification of the Cannes-Vintimille section of their road.
From an enquiry made at headquarters, it would appear that there
is: in contemplation the generation and transmission of energy at
10,000 volts single-phase. This current would be generated at
Nice, by the power stations of the Compagnie d' Energie du Lit-
toral, already in existence, and it is expected that this company
will be taken over by the P. L. M. Company. The Auvert single-
phase multiple-unit system would be employed on the section, and
tests of this form of equipment have been made with satisfac-
tory results. Although no date can be given regarding the trans-
formation of this line, yet it is stated that it will be the first of the
Imes of the P. L. M. Company to be electrified.

With respect to the trackless trolley systems of traction, of
which a few have been installed in France, Italy and Germany, it
may be stated that the Siemens type of equipment is making a cer-
tain amount of headway in Germany and Italy. At Mannheim a
very regular service is in existence, and at Bilstein another in-
stallation has just been placed in service. The train is formed of
^■. locomotive and three trailers. The locomotive is equipped with
two Siemens motors, each with an output of 30 kw maximum, tak-
ing current at 500 volts from the line, which is of course doubled.
The motors have ball bearings, and have an elastic coupling and a
Grisson-gear transmission, placed in an oil-tight gearcase. The
motor-car has a weight of 6000 kg, and can haul four trailers on
a level at the speed of 6 kw per hour, itself carrying a weight of
2000 kg. A number of these same trolley equipments, have also
been placed in service at Castellamare, in Italy, and there is also
the installation close to Paris, near Fountainebleau, of the same
description. The average figure for the energy consumption per
tonne-km appears to be generally agreed to be as follows :

Level, 200 watt-hours.
Grqde of 2 per cent, 272 watt-hours.
Grade of 4 per cent, 345 watt-hours.
Grade of 6 per cent, 418 watt-hours.

Grade of 8 per cent, 490 watt-hours. •
Grade of 10 per cent, 563 watt-hours.

In Spain, the great activity in traction circles, to which we re-
ferred some months ago is still maintained, and several companies

have recently been formed for local railway and tramway enter-
prises. The Valencia Tramway Coinpany has been taken over by
the Spanish Thomson-Houston Company and will be electrically
transformed as soon as possible.

The annual meeting of the Paris Metropolitan Railway Com-
pany was held in Paris on May i8. The system as now in service
comprises a length of about 32 km of double track. The total re-
ceipts for 1904 were Frs. 20,662,297, and the expenses Frs. 8,779,-
645, giving a ratio of expenses to receipts of 42.49 per cent. The
ratio for 1903 was 42.9, and in 1902, 41.52. The gross profits of
the company were Frs. 11,882,652, and after deduction of the fixed
rent, due to the city of Paris, as interest on the capital expendi-
ture for tunnels and viaducts, etc., which is borne by the munici-
pality, the net profits of the company amounted to Frs. 5,210,111.
As there were but 30 km in service up to the end of 1904, the net
j)rofits per kilometer amounted to Frs. 200,104.

The total number of cars of all descriptions is 695, divided as
follows : 249 motor cars and 369 trail cars, plus a certain number of
both kinds placed in service since the end of 1904. Of these cars,-
considerably over a half are two-axle cars, and these are now
being transformed into four-axle cars as fast as the service per-
mits. This applies to the motor cars. As the cars are transformed
a metallic motorman's cab is added instead of the former wooden
compartment.

The dividend declared was the same as the previous year, i. e., 8
per cent on the paid-up capital. The special pension fund created
ill 1904 was further increased by Frs. 500,000, and a balance of Frs.
273,490 was carried forward.

SOUTHERN PACIFIC ELECTRIFICATION STORY OFFICIALLY

DENIED

In the Street Railway Journal of May 27, there appeared an
item credited to the San Francisco News Bureau, which purported
to be an authentic statement regarding the plans of the Southern
Pacific Railroad for the electrification of some of its lines. Con-
firmation of the original story was sought from A. H. Babcock,
electrical engineer of the company, who was mentioned in the
clipping as having been called East to confer with the officials of
the road in regard to plans for changes to be effected. Mr. Bab-
cock says that this was not the object of his trip to the East, and
that the subject of the electrification of the line between Sacra-
mento and Reno was not even discussed. Mr. Babcock also says he
knows nothing about the reported plan for a change of motive
power between Bakersfield and Los Angeles. In fact, Mr. Bab-
cock authorizes the Street Railway Journal to say that the mat-
ters mentioned in the item referred to are not under consideration
by the officials of the company.

— ♦-♦^»

NOTES FROM AUSTRIA-HUNGARY

A combination single-phase and direct-current electric railway
is about to be constructed from Vienna to Baden. It will be about
IS miles in length. Both terminus sections will be operated di-
rect current at 500 volts, and the intermediate portion with single-
phase current. The railway will be built by the Austrian Siemens
Schuckert Works, and motor cars will be used.

An interesting trial of the three-wire system is tQ be made on
the Vienna Metropolitan Railway. The section selected for this
service is that from Hauptzoll-Amt to the Praterstern. For this
purpose the firm of Krizik at Prague will supply an electric lo-
comotive. Direct current will be supplied on the three-wire system
at 2 X 1500 volts, and the rails will serve as the middle conduc-
tor in such a manner as to place two o\crhead wires aljoat each
track.

Electric service is now insured on the local light railway lines
Budapest-Szent Endre, Budapest-Czinkota and Budapest-Soroksar.
This improvement has been projected for years, but was authorized
only on Feb. 28, when the consent of the Royal Hungarian Min-
istry of Trade was secured. The system has about 35 miles of
track.

Beginning with Jan. I, 1904, the street railway companies of
Budapest were obliged to stop carrying standing passengers. The
ordinance occasioned great opposition from the companies at the
time of its passage, but the 1904 reports do not show that the law
exercised any unfavorable influence on the traffic and receipts.
The number of passengers carried in 1904 by the Budapest Street
Railway Company (electric service) was 45,325,512, or 2,043,759
more than in the preceding year. On the Budapest Electric City
Railway Company, 24,296,292 passengers were carried, or 2,731,027
more than in 1903. The receipts amounted to Kr. 7,531,263, 287,-
119 net, and Kr. 3.678,974> 407.0S3 net, respectively.

IOI4

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

FILING METHODS OF THE RAILWAYS PROTECTIVE
ASSOCIATION

Several references have been published in these columns about the
work of the Railways Protective Association, which was formed
by Drummond's Detective Agency, of New York, to keep a live
record of accident claims against electric and steam railways
throughout the country. Each member of the association reports
all accident cases coming to his attention, so that when another
member reports a case he can be frequently informed whether the
claimant is an old accident fakir or not.

The association has report cards of two kinds. One is a physi-
cal disability card showing the part injured, name and address of
injured person, kind of injury, etc. The general nature of the in-
jury can be indicated by using one of the arbitrary symbols pre-
sented on the card. The reverse of this card has front and rear
views of a human skeleton, and a space for remarks.

The second card gives the particulars of the claim, such as
name, address, injury and its date, medical examination by com-
pany's and claimant's doctors, amount asked and accepted, re-
marks, etc. The obverse of this card is arranged for a synopsis of
the court record should the case go to trial.

Before card is filed, the files are examined for a previous record
of the claimant, and if such is found, it is immediately sent to
the company. The cards are filed under several headings, with
references and cross references, so that if the name is changed,
some other methods of identifying claimant will disclose his iden-
tity in nine cases out of ten. Each month a bulletin will be sent
to ail members of the association, giving an account, with full par-
ticulars of the fake claims reported. It will amount, in a way, to
a sort of rogues' gallery, and where photographs can be obtained,
they will be printed in the bulletin.

TWO COMING RAILROAD CONVENTIONS

The American Railway Master Mechanics' Association and the
Master Car Builders' Association will hold their 1905 meeting at
the Oriental Hotel, Manhattan Beach, New York City. The
master mechanics will hold their sessions on June 14, 15 and 16,
and the car builders on June 19, 20 and 21. J. W. Taylor, 658 The
Rookery, Chicago, is secretary of both societies.

*^

ANOTHER CROSSTOWN TUNNEL FOR NEW YORK— OTHER
TRACTION MATTERS

Fourteenth Street has been formally decided upon as the route
for the second crosstown subway by the Rapid Transit Commission.
Thirty-Fourth Street was decided upon as the route for the first
at the meeting last week. The subway, as planned, will extend
from the North River straight across Fourteenth Street as a four-
track route to a point between Avenues B and C where the con-
nection will be made with a bridge loop, which is to connect the
Williamsburgh, Manhattan and Brooklyn Bridges. This loop will
tunnel the Fast River to Williamsburgh opposite Fourteenth Street.
The P"ourteenth Street line will have two spurs running down the
West Side. One will run from Ninth Avenue, two tracks, through
Ninth Avenue, Greenwich Street, Liberty and William Streets to
the proposed Old Slip tunnel under the East River to Brooklyn.
The other will carry two tracks down University Place, Wooster,
Canal and Centre Streets, to connect at Brooklyn Bridge with the
so-called bridge loop.

The proposed Fort Hamilton subway route is to be changed. As
originally laid out it would have terminated in the Interborough
subway in Brooklyn, now building. The Rapid Transit Commis-
sioners thought that no bidder would want to compete for such a
route except the Interborough, so it has been decided to include a
loop in the plans so that instead of being carried into the Inter-
borough subway, the Fort Hamilton route may be carried around
on a spur in Fourth Street and Atlantic Avenue to Borough Hall,
where it can be connected with any of the proposed extensions
under the East River.

The Transportation Reform League of Brooklyn has asked the
Rapid Transit Commission to urge a connection between the ele-
vated roads of Manhattan and Brooklyn with a five-cent inter-
borough fare. The plan would extend the tracks of the Third
Avenue line at the City Hall and Brooklyn Bridge by curving
them into the bridge structure and connecting the tracks with those
of the Brooklyn Rapid Transit system. An intertraffic agreement
between the Interborough and the Brooklyn Rapid Transit Com-
pany would be necessary.

BURNETT, CUMMINGS & COMPANY FAIL

Burnett, Cummings & Company, of Boston, largely interested in
the promotion of electric railway companies, have failed. The
creditors of the firm include seventy-one banks and trust companies.
The firm's liabilities are $1,714,369, and the assets are of uncertain
value. The cause of the failure was the building and financing of
the Concord & Boston Street Railway, the Middleborough, Ware-
ham & Buzzard's Bay Street Railway, the Lowell & Boston Street
Railway, and the Bristol County Railway Company. These lines
were in thinly settled districts and were unable to make suitable
connections. The roads were placed in the hands of receivers, upon
which the equity of the stock was lost, and the notes given by the
roads became valueless, entailing large losses to the firm. The se-
cured creditors number eighty-seven and the unsecured eighty-
one. There are thirty-two Massachusetts savings banks in the list
of creditors and thirteen Massachusetts National banks. The firm
of Burnett, Cummings & Company is composed of Archie C. Bur-
nett and Charles C. Cummings, Jr. It was the successor of C. S.
Cummings & Company, and had been in business three years. '

FROM ROCHESTER TO ELMIRA

Preliminary work in .connection with the plan to build an elec-
tric railway from Rochester to Elmira, N. Y., a distance of 120
miles, has all been completed, and the announcement is made in
Rochester that the Rochester & Southern Railroad, the promotor
of the line, will apply at once to the Railroad Commissioners for
the right to build. A construction company, to be organized by
interests identified with the Rochester & Southern, will be incorpo-
rated in a few days to carry out the actual work of building the
line. In reality the road will be an air line, but a number of spurs
will he built. A summary of the distances follows : Rochester to
West Brighton, 2 miles ; West Brighton to West Henrietta, 7.5
miles ; West Henrietta to East Avon, 9.5 miles ; East Avon to
Lakeville, 5 miles : Lakeville to Conesus Lake, 9.5 miles ; Lake
Conesus to Scottsburg, 4 miles ; Scottsburg to Dansville, 9.5 miles ;
Dansville to Perkinsville, 4 miles ; Perkinsville to Wayland, 3
miles; Wayland to Atlanta, 8.5 miles; Atlanta to North Cohocton,
3 miles; Cohocton to Wallace, 3 miles; Wallace to Avoca, 3 miles;
Avoca to Kanona, 10.5 miles ; Kanona to Bath, 4 miles ; Bath to Sa-
vona, 7.5 miles ; Savona to Campbells, 4 miles ; Campbells to
Coopers, 5 miles ; Coopers to Painted Post, 3 miles ; Painted Post
to Corning, 5 miles ; Corning to Horseheads, 14 miles ; Horse-
heads to Elmira, 7 m.iles ; total, 120 miles.

As regards equipment, the road will be up to the standard of
interurban practice. There will be a central power house at Way-
land, and ten sub-stations along the line. The rolling stock will
comprise 15 passenger cars, 10 passenger and express cars, 2 elec-
tric locomotives and five freight locomotives. The passenger cars
will be 45 feet long. A large freight business is expected to be de-
veloped, and a freight terminal convenient to shippers will be
built in Rochester. A site for this depot is said to have been se-
cured on South Avenue.

The line will enter Rochester over the South Avenue line, reach-
ing Main Street at the South Avenue corner. Somewhere in this
vicinity on South Avenue a waiting room and ticket office will be
opened, and somewhere south of Court Street a huge freight sta-
tion will be constructed. It is planned to run trains on an hourly
schedule, making stops at all stations. Between these hours will
be a number of express trains running direct between Rochester
and Elmira and making stops only at the larger villages. These
express trains will probably make the trip of 120 miles between
Rochester and Elmira in five hours, an average of 24 miles an
hour, including all stops. As the line will be over private right
of way, except in cities, it will be possible to maintain this
schedule.

The first section to be constructed will be from Rochester to
Conesus Lake, a distance of about 30 miles, and a large excursion
business is planned to this point next summer. After this start
progress will be rapid. The engineers claim the road from that
point can be opened at the rate of ten miles a month^'so that the
entire main line can be ready for operation between Rochester and
Elmira in the spring of 1907.

The directors of the company will be County Clerk James L.
Hotchkiss, Walter B. Duffy, Hon. William A. Sutherland, Benja-
min E. Chase, Stephen J. Hollister and Fedor Willimek, of Roch-
ester ; County Judge William W. Clark and O. F. Lieders, of
Wayland ; J. M. Edwards, of Dansville, and George A. Englert, of
New York.

June 3, 1905.]

STREET RAILWAY JOURNAL.

NEW JERSEY ENTERTAINS BROOKLYN

The officers of tlie Brooklyn Rapid Transit Company, the
officers of the employees' association of that company and the
regular uniformed band of employees all went to Jersey City
Thursday evening, May 25, at the invitation of the Public Service
Corporation, which operates the trolley lines in Jersey City, New-
ark, Paterson, Hoboken and other places. Newton W. Bolen,
formerly of the Brooklyn Rapid Transit Company, but now super-
intendent of divisions one and three of the Public Service Corpo-
ration, was the host. He acted the part well, too.

In April, Mr. Bolen, accompanied by several officers of his com-
pany, came to Brooklyn to inspect the work of the local associa-
tion of employees, and so impressed was he with the scope and
thoroughness of the organization that has been so' successfully
built up in that city, that the idea occurred to him of applying to
the local associations in Jersey City, Newark and other places
where his company operates, some of the ideas that appealed to
him as suitable for application in specific cases on the Jersey sys-
tem. Above all, the Brooklyn band appealed to Mr. Bolen, and in
extending an invitation to Secretary Geo. W. Edwards, of the
Brooklyn association and the officers of the company to visit him,
he included the members of the band.

Making up the party from Brooklyn were : Geo. W. Edwards,
secretary of the Employees' Association ; W. B. Graham, superin-
tendent of surface lines ; W. O. Wood, superintendent of the
elevated lines ; Geo. F.- Wolfram, superintendent of the Brooklyn
Bridge division ; Harry Pistor, superintendent of Bergen Street
division ; Mr. Tiffany, the secretary to Mr. Edwards, and repre-
sentatives from the general office in Montague Street. The pri-
vate car "Amphion" was used to convey the party from the East
New York Club House of the association to Eulton Eerry, where
the ferry to New Jersey was taken.

In Jersey City the party was met by Mr. Bolen, Albert East-
man, superintendent of employment of the Public Service Corpo-
ration ; A. J. Bliss, Geo. H. Duck and Jos. Downs, all division
superintendents of that company. The private car "Public Service"
and a special car were in waiting at the terminal in Montgomery
Street, and in these the trip was made to the Montgomery Street
car houses. Here the arrival of the Brooklynites was signalled by
the firing of rockets and the burning of red fire. Part of the Mont-
gomer}' Street car house is set aside as a club room for the em-
ployees, and here were the Brooklyn railroad men entertained, and
did they entertain. An excellent vaudeville programme was
provided, to which all the employees of the company and their
families had been invited. The band of employees from Brooklyn
also did their share, and their efforts were appreciated. The en-
cores were many, and their playing demonstrated to the New
Jersey officials and their friends that Brooklyn has a truly wonder-
ful organization in the band, which is the only one of its kind in
the United States. To conclude the entertainment, Mr. Bolen
thanked the officers of the Brooklyn Rapid Transit Company for
the interest they displayed in fellow craftsmen by coming to New
Jersey, and then called upon Mr. Wolfram, the vice-president of
the Brooklyn association, for a speech. Mr. Wolfram, in re-
sponding, explained to the audience just what the work is that is
being done in Brooklyn for railroad men, and told what the
methods of management are that have built up in that city in less
than three years an organization with a surplus of $13,000, a main
club house valued at more than $40,000, and seven branches in the
depot buildings, each of which is fitted up on the general lines of
' the main building.

Mr. Bolen entertained the entire party at hmchcon after the close
of the entertainment.

A feature of the Brooklyn Rapid Transit Employees' festival at
Luna Park, to which reference has previously been made in the
Street Railway Journal, was the appearance on Saturday even-
ing. May 27, of the band in a special concert. The freedom of the
park was extended to the band, and at 9 o'clock there was rendered.
? programme of nine numbers which included popular selections.
W. S. Mygrant, bandmaster, acted as leader. After the concert
the members of the band were entertained at luncheon.

•^♦^

An order for 100 large double-truck cars has been placed by the
Pittsburg Railways Company. President J. D. Gallery, of the
company, authorized the announcement and said the cars would
be put into service this summer. The order was given to the St.
Louis Car Company, and makes 460 new cars the company has
purchased within the past two years. The cars will be closed and
of the same type as the large double-truck cars now in use there.
They will be 44^4 ft. long, with 61 ft. platforms, and will comfort-
ably seat 44 people.

ELECTRICITY ON THE READING

At a conference held in Philadelphia last week to discuss the
maintenance of one of the local stations in Philadelphia, Geo. F.
Baer, president of the Reading Railroad, told a committee of resi-
dents that he contemplated adopting electricity as a motive power
for urban and suburban service, though retaining steam for the
movement of expresses into and out of the city. It is the purpose
of the Reading Company to build an elevated structure in Ninth
Street, Philadelphia, capable of carrying four tracks, the prime
object being to avoid grade crossings. After it is completed, the
operation of electric trains on the outermost tracks will be begun,
and platforms and ticket offices will be provided at intervals of
only a few blocks.

DECISION IN FAVOR OF WESTCHESTER ROAD

Attorney-General Mayer, of New York, has denied the applica-
tion made by Anthony Stumpf, a stockholder in the New York &
Port Chester Railroad, through his attorneys. Professor Charles A.
Collin and Samuel Untermyer, asking that action be brought in
the name of the State to obtain a judgment that the New York,
Westchester & Boston Railroad never existed and never acquired
the right, privilege or franchise to construct, operate or maintain
a railroad. The Westchester railroad was represented by William
B. Hornblower and Edward Lauterbach. The case at issue has
been before the public in various phases for a number of years,
during which the Westchester has never acted on its franchise,
while the Port Chester, possessing all other necessary consents, has
been held up by the Board of Aldermen.

Dick & Robinson, with the attorneys for the Westchester com-
pany, made a statement soon after the decision was announced
declaring that the actual work of construction on the company's
proposed four-track, third-rail electric railway from New York to
Port Chester, a distance of 27 miles, would begin on June 5. The
construction work is to begin, so the statement announces, in sev-
eral places within the city limits. William Barclay Parsons is to
pass on all plans of the company.

*^

IMPORTANT PURCHASE ON LONG ISLAND

The control of the New York & Long Island Traction Company
has just been purchased by Sanderson & Porter, the well-known
consulting engineers in New York. It has not been announced
whether the purchase has been made for their own account or in
behalf of outside capitalists. The New York & Long Island Trac-
tion Company owns about 30 miles of track extending between
Mineola, Freeport, Hempstead, Jamaica and Brooklyn, where it
connects with the elevated and surface lines of the Brooklyn Rapid
Transit Company. The company was originally called "The Min-
eola, Hempstead & Freeport Traction Company," but this name was
changed by law in September, 1902, to "The New York & Long
Island Traction Company." A modern power station has recently
been built at Rockville Center. The gross income for the year
ending June 30, 1904 was $59,709. The company has $750,000 com-
mon stock, gnd $250,000 preferred stock. The road was built by
the Cleveland Construction Company. The president of the New
York & Long Island Traction Company is Geo. A. Stanley, and two
of the directors are Will Christy and H. E. Andrews, of Cleve-
land.

♦♦^

THE FIRE AT THE WORKS OF THE OHIO BRASS COMPANY

On W ednesday. May 24, the plant of the Ohio Brass Company
at Mansfield, Ohio, was partially destroyed by fire. Fortunately,
the office and records, the finishing and machine shops and its in-
sulating building, cooper shop and pattern vault were not burned,
so that the majority of the company's force is actively working.
Considerable raw and finished stock was destroyed, but the com-
pany is continuing shipments of that which was uninjured. The
men are not only continuing work in the uninjured buildings, but
are also working under temporary sheds upon the grounds, and in
addition, the molders are already busy in adjacent plants which
have loaned their molding rooms. The bond department will con-
tinue in a neighboring factory, pending the completion of the new
permanent buildings which the company will, erect at once.

Much raw material is in transit, part of which, fortunately, was
en route before the fire, and part the result of rush orders placed
since the fire. Extraordinary efforts are being made to avoid in-
conveniencing customers, and indulgence is asked for such brief
delay as is inseparable from the confusion incident to the condi-
tions. The Ohio Brass Company intends to break all records for
quick recovery from the effects of the fire, and proposes to make
the interruption only momentary.

ioi6

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

NEW YORK FRANCHISE TAX VALID SUPPLY MEN'S EXHIBIT AT THE NEW YORK STATE
CONVENTION

The validity of the special franchise tax law of '1899 of the

State of New York, under which the franchises of many public . . • r 1 c -n -1
utilities are subjected to ad valorem taxes, has been sustained by a meeting of the executive committee of the Street Railway
the Supreme Court of the United States. Justice Brewer del.v- Association of the State of New York held in Elmira on May 16,
ered the opinion Monday, May 29. ^ committee on exhibits was appointed to have charge of all mat-
He said that the decision of the Court of Appeals settled that ^ers pertainmg to the exhibition of the supply men at the coming
there was nothing in the law or proceedings in the case in conflict ^'onvention of the association, which will be held at Ft. William
with the constitution of New York. He added that it was not ^^^nry Hotel, Lake George, on June 27 and 28 B. B. Nostrand Jr.,
contended by the plaintiff in error that there was any constitutional President and general manager of the Peekskill Lighting & Rail-
objection to the taxation of franchises. "The right to subject them ^oad Company, Peekskill, N. Y., was appointed chairrnan of this
to a share in the burden of supporting the government is con- committee with the following committemen . Major H. C Evans,
ceded" he said °f the Lorain Steel Company; Fred. V. Green, of the Westing-
Taking up the contentions in the case, he said the main one was ^ouse Traction Brake Company, and Henry N. Ransom, formerly
that this tax legislation impaired the obligation of contracts, and ^'^'^ National Electric Company. . , . ,
jjgjj . Mr. Nostrand, as chairman of the supply men s committee, issued
-r, \ u u ■ • J * 1 r, . -i, • .1 ^ call for a meeting of manufacturers and supply men which was

It must be borjie m mind that presumptively all property withm the tern- , , , , ;r , tt , -kt -ir i tut- i i n/r

t • u- ■ held at the Manhattan Hotel, New York City, on Wednesday, May

tonal limits of the State is subject to its taxing power. uciu hl lh.. j.>ici-iiiai.tci.i i.,v,vv , ■ , • i

It would not be doubted that i{ a grant of specific, tangible property like 31. at 3 o'clock, p, m., the purpose of the meeting being to take
a tract of land and the payment therefor was a gross sum, no implication of such action as might appear desirable to promote the exhibition of
an exemption from taxation would arise. Whether the amount was large or railway supplies at the annual meetings of the Street Railway As-
small, greater or less, if the payment was distinctly the consideration of the sociation of the State of New York and increase the interest and

grant, that which was granted would pass into the bulk of material property, attention of the delegates attending.

and, like all such property, be subject to taxation. Nor would this result be -pj^g meeting was attended by representatives of about twenty of

altered by the fact that the payment was to be made annually instead of by ., , r . ■ j „,,„„i t,„,,„„„ TUa fn\\n^,,',nn- r,1o,T

. , ^ . xr- ,.- ui- ■, , the leading manufacturing and supply houses, ihe toliowing plan

a single sum in gross. If it was real estate, it would be equivalent to the con- , , , , , , n ij^iU

r , , u- . . ..1 J . J .t, . ^ 1 • , was outlined and adopted. Each firm represented at the conven-

veyance of the tract subject to the ground rent, and the guarantee taking the vjnumi^^j emu ci-av^i^L ^ r r i • i
title would hold it liable to taxation upon its value. If this be true in tion will be asked to pay a registration fee of $15, which will en-
reference to a grant of tangible property, it is equally true with respect to a title One representative of that firm to a banquet ticket and one
grant of a franchise, though intangible, is none the less property, and often- badge. Any firm having more than one representative in attendance
times property of great value. Indeed, growing out of the conditions of will be asked to register these men and pay the cost of banquet

modern business, a large proportion of available property is to be found in- tickets and a slight additional charge to cover COSt of badges. This
tangible things like franchises. j^^^^^^ ^^^^ appUes to guestS.

Regarding the contention that when the public grants a priv- Am.ple quarters have been provided for exhibition space in the
ilege on condition of the payment of an annual sum, the contract Casino near the hotel, and H. N. Ransom will be in attendance at
implies that the public shall exact no larger amount for that the Ft. William Henry Hotel, Caldwell, N. Y., a few days in ad-
privilege, and that to impose a tax is simply increasing the price vance of the meeting, and material may be consigned in his care.

A charge will be made to exhibitors

FRANCHISE TAXES OF CORPORATIONS UNPAID to cover the actual COSt of space, in-

(For the Years 1900 to ISM, Inclusive, Distributed as to Years and Boroughs.) eluding lights. A diagram and the

1900 1901 1902 1903 1904 Totals cost per square foot of exhibition

Manhattan $2,827,515.17 $3,490,107.59 $3,550,368.52 $2,415,778.01 $2,740,732.67 $15,024,501.98 space will be published at an early

Brooklyn 854,218.20 786,714.53 843,298.90 591,307.03 659,187.98 3,734i726.64 date.

The Bronx 1.30,044.53 1.59,355.65 181,718.24 121,815.86 151,969.97 744,904.25 It is the intention of the Street

Queens 71,551.72 126.962.24 111,045.81 75,681.85 80.19.5.61 465,4.37.23 Railway Association of the State of

^^■'^^^■^^ ^^JO^ 34,740.08 20.652.49 21,713.14 161.493.13 New York to appoint a supply men's

Total tax $3,927,279.05 $4,603,578.00 $4,721,171.55 $3,225,235.24 $3.653,799.,37 $20,131 063.21 manufacturers' committee each year

Interest cost to June 1, 1905 ■ ■ to look after entertainment and ex-

(approximated) 1,282,400.00 1.176,600.00 876,700.00 373,800.00 168,.300.00 3,877,800.03 '^'^'^ matters m conjunction with the

' New York State Street Railway As-

• Total tax and interest.... $5,209,679.05 $-5,780,178.00 $5,597,871.55 $3,599,035.24 $3,822,099.37 SOciation. One member of this COm-

Grand total $24,008,863.21 mittee will be appointed by its chair-

man to act with the banquet and en-

1 • , ,1 ^ ^ ■ 11 1 ^ r 4,1 ■ -1 T tertainment committee of the asso-

which the grantee is called upon to pav for the privilege. Justice , ;-it;,„i it m t?.,,, i i • . j . i

■r, ■ , 1 1 - 1 o J I lation. H. i\. Ransom has been appointed to occupy that position

Brewer said: for this year.

We are not disposed to undervalue the force of these situations, but it The committee Urges the earnest co-operation of supply men
would be giving them undue significance to hold that they are potent to dis- „^^„,,f^^t.,,^„^^ ■ ^^ .. ^ i K , , ,

place the oower of the State to subject to the burdens of taxation property y"? manufacturers m the ma ter of exhibits and attendance at the
within its limits. The word tax is not infrequently used in a general sense ^^'^^ Ueorge convention,^ and especial effort Will be made by the
as denoting a burden or charge, and not in a strict legal sense of a charge Street Railway Association to make this particular convention a

or burden imposed by the State for the purpose of revenue for its support. feature.
The language quoted from section 46 indicates the desire of the Legislature

All communications with respect to exhibits at Lake George

to deal equitably with the corporations holding these franchises. Surely the should be addressed to B. B. Nostrand, Jr., president and general

manifestation of this desire cannot be construed into a repudiation of power. manager, Peekskill Lighting & Railroad Company, Peekskill N
These charges are not called taxes, but are spoken of as in the nature of y^,]^^ jg chairman of the Committee

taxes, and the Legislature, recognizing the equitable force of the claim *^ »

based thereon, provided that corporations be given credit for sums thus

payable. We are of opinion that no contract right of the relator was im PROGRAMME FOR NEW YORK STATE CONVENTION

paired by the legislation in question. *

The Opinion overruled the point that the tax law denies to the The papers to be read at the Lake George Convention of the

relator the equal protection of the law, and due process under the Street Railway Association of the State of New York, June 27 and

Fourteenth Amendment to the Constitution of the United States. 28, are as follows : "Municipal Ownership," by W. J. Clark,

It closed with the statement: Schenectady; "Publicity," by J. H. White, Boston Elevated Rail-

The court finds no error in the decision of the Supreme Court of way; "Types of Interurban Cars," by J. N. Shannahan, Glovers-
New York, and it is therefore affirmed. ville ; "Medical Examination of Employees," by F. H. Peck, Schenec-

The accompanying table of the unpaid franchise taxes of all or tady : "Question Box," conducted by C. B. Fairchild, Jr., associate

the different corporations in the five boroughs of New York City is editor. Street R.'Mlway Journal.

taken from the New York "Tribune" of May 30.

On May 31, the announcement was made in Chicago that a

definite proposal had been received from the local traction com-

The announcement was made on Wednesday, May 31, that Paul panics looking to a settlement of the street railway situation. This

Morton, Secretary of the Navy, will, upon his retirement from the offer is understood to embrace a proposition for the immediate

cabinet on July I, become associated with Metropolitan Street turning over of the two local systems to the city, with the alterna-

Railway interests in New York, as the head of a construction com- tive of private operation under city supervision. The information

pany to be organized to build the subway lines for which the to hand is indefinite, and conveys no idea of the significance of the

company expects to secure contracts. proposal.

June 3, 1905.] STREET RAILWAY TOURNAL. 1017

MAY MEETING OF THE NEW ENGLAND STREET RAILWAY

CLUB

The last monthly meeting of the New England Street Railway-
Club was held at the American House, Boston, on May 25, and
about 125 members were in attendance. Dinner was served at 7
o'clock, and then followed a brief business meeting, several new
members being elected. The feature of the evening was an ad-
dress on "Building of State Highways," by W. E. McClintock,
chairman of the Massachusetts highway commission. Mr. Mc-
Clintock described at length the building of State highways, and in
the course of his address said: "You know from 1892 how the
street railroad interests of this State have increased. You know
how you have increased from a mileage of 600 miles at that time
to 2600 at the present time. Why is it that you could spend $100,-
000,000 to build those railroads? Simply by taking in the nickel
of each person, you are able to pay not only the interest, but you
are able to pay dividends a little in excess of $3,000,000 a year; the
dividends themselves amounting to a small part of what you get
from the fare. I think a little over one-half cent an individual is
practically the dividend part of the income. Now what we claim
of the good road principle is that if private individuals can af-
ford to spend $100,000,000 to build these ways of steel, the carry-
ing of people for five cents apiece for a distance long or short
as the case may be, we can afford out of the funds of the Common-
wealth to build a highway which shall enable the farmer to carry
his produce to market, the manufacturer to carry his crude ma-
terials to the mill, and his manufactured articles back to the rail-
road station at a less cost; that will enable the farmer to carry or
send his children to school in proper shape ; that will enable them
to interchange socially, not through the summer months, but
throughout the entire year, and all at the cost of the State.

That cost has been magnified by a great many people. We have
spent $6,000,000 in the last 12 years for this purpose, while you
have been spending $100,000,000 to build your street railways.
That $6,000,000 has been a cost to the tax-payer of the Common-
wealth on an average, $1.17 on each thousand dollars of valuation,
and that is all. For that we have given you 654 miles of road
just as good as you will find in Rome, in France, in England, in
Germany or anywhere else, if I am to believe the word of those
who have ridden over those roads. Still more has been the re-
sult of this work. The towns of the Commonwealth, noting the
character of the roads built by the commission and paid for out of
the funds of the Commonwealth, have taken up the work, and they
have built out of their own funds 700 miles of road, equal in al-
most every respect to the 650 odd miles built by the Commonwealth.
So that, as a result of the work of the commission, there are
between 1300 and 1400 miles of good hard roads to-day in the
Commonwealth that did not exist at the beginning of our work 12
years ago, and all, as I say, for the small sum of $1.17 on a thou-
sand."

Many views were shown by the aid of a stereopticon.
♦^♦^ •

RECEIVER FOR HUDSON VALLEY RAILWAY

Justice Henry T. Kellogg has appointed District Attorney Jarvis
P. O'Brien, of Troy, N. Y., receiver of the Hudson Valley Railway
Company on application of Daniel P. Halpin. Mr. Halpin sued the
Hudson Valley Railway Company and the Merchants' Trust Com-
pany, of New York, to foreclose on forty-five bonds of the rail-
way company which he holds and which are secured by a mortgage
given to the Merchants' Trust Company. The receiver's bond is
fixed at $100,000. George R. Salisbury, of Saratoga, is appointed
referee in the proceedings to sell the railway after it has iDcen ad-
vertised for six weeks. Justice Kellogg provides that any bond-
holder or creditor who has a lien may participate in the judgment.
The trust company is the principal creditor. The railway has
twenty days to pay off the claim.

MANUFACTURE OF CURTIS TURBINES AT RUGBY

On May 12, upon invitation of the British Thomson-Houston
Company, a party of technical newspaper representatives visited
the works of that company at Rugby. All the departments were
inspected, but particular attention was given to that devoted to
turbines, in which a large number of Curtis turbines were in
course of construction. The British Thomson-Houston Company
has been manufacturing these machines for several years and has
now a large bay devoted exclusively to this class of work. The
company has recently issued Bulletin No. 2060, describing the Cur-
tis turbine in detail, and giving a number of views of the interior
of the shops at Rugby.

PERSONAL MENTION

MR. M. M. NASH, whose paper on "Repairs of Car Equip-
ments" was presented at the May meeting of the Indiana Electric
Railway Association and was reprinted in the issue of this paper
for May 20, is superintendent of the Railway Department of the
Terre Haute Traction & Light Company, and not master mechanic
of that company, as erroneously given in the report of the meeting.

MR. JAMES DALRYMPLE, superintendent of the city tram-
way system, of Glasgow, Scotland, arrived in New York on Sat-
urday. Mr. Dalrymple is on his way to Chicago to give Mayor
Dunne, of that city, the result of his experience with the munici-
pal lines in Glasgow, and to discuss with the Mayor policies to be
adopted by Chicago in its effort at municipal ownership. On the
evening of the day of his arrival in New York, Mr. Dalrymple was
entertained at dinner at the Hoffman House by twenty-one mem-
bers of the Municipal Ownership League, of New York. Mr.
J. G. Phelps Stokes presided.

MR. THEODORE WATERS has begun in the June number of
"Pearson's Magazine" a series of interesting articles on "The Pro-
fession of Getting Hurt." Mr. Waters exposes the varied methods
of accident fakirs, most of which are only too well known to the
street railway manager. It is an encouraging sign, however, that
the general public should learn through the medium of a popular
magazine that perjury is just as heinous an offense when com-
mitted against a corporation as against an individual. It is to be
hoped that Mr. Waters' articles will have a healthy effect on
public sentiment in properly judging fake accident cases.

THE ANNOUNCEMENT THAT MR. E. M. HERR, general
manager of the Westinghouse Air Brake Company, has been
appointed first vice-president of the Westinghouse Electric &
Manufacturing Company, will be the subject of much con-
gratulatory comment in the railroad and engineering profes-
sions. These congratulations will not be confined to the in-
dividual himself, but will extend largely to the Westinghouse
Electric Company and to the man whose name it bears,
tlirough whose wisdom and forethought the appointment is
made. Mr. E. M. Herr began his career as a messenger boy for
the Western Union Telegraph Company at Denver, Colo., after-
wards becoming an expert telegraph operator in commercial work.
He later became station master and operator at the Deer Trail sta-
tion of what is now the Union Pacific Railway. While in this ser-
vice lie prepared for college and was graduated from the Sheffield
Scientific Shool of Yale in 1884. Upon leaving college he went to
the Chicago, Milwaukee & St. Paul Railway as special apprentice
in the motive power department at West Milwaukee. Later he
entered the motive power department of the Chicago, Burlington
& Quincy Railroad as mechanical draftsman and test engineer,
where, owing to his former experience, he was made superintendent
of telegraph of the system. His splendid work in this department,
especially during the Burlington strike, brought him to the atten-
tion of the operating department, whereupon he was made di-
vision superintendent of the lines East of the Missouri River. In
1889 he went to the Chicago, Milwaukee & St. Paul as master me-
chanic, which position he held until 1892, when he was called to
the superintendency of the Grant Locomotive Works, at Chicago.
He was later sent to Europe by financial interests to report upon
and establish a locomotive building plant in Russia. Upon the
completion of this important mission he returned to America, and
in 1896 became general manager of the Gibbs Electric Company,
at Milwaukee. Soon after his connection with this company
he resigned to become assistant superintendent of motive
power of the Chicago & Northwestern, under Robert Quayle.
In 1897 he went to St. Paul as superintendent of motive power on
the Northern Pacific, which position he retained until 1899, when
he was called to Pittsburg as assistant general manager of the
Westinghouse Air Brake Company. Due to his marked ability as
an engineer, works manager and executive, he was promoted to the
position of general manager of this company. Mr. Herr is about
forty-five years of age, and through his unusual ability and charm-
ing personality, which latter quality often passes for genius, but
which in his case only supplements his splendid talents, has risen
from a messenger boy to the senior vice-presidency of one of the
foremost manufacturing establishments in the world. The organi-
zation of the Westinghouse Electric & Manufacturing Company in
other respects remains as heretofore, viz : Mr. George Westing-
house, president; Mr. E. M. Llerr, first vice-president; Mr. Frank
H. Taylor, second vice-president ; Mr. L. A. Osborne, third vice-
president ; Mr. Newcomb Carlton, fourth vice-president ; Messrs.
G. W. Hebard and W. M. McFarland, acting vice-presidents; C. A.
Terry, secretary and counsel; Mr. T. W. Siemon, treasurer; Mr.
James C. Bennett, auditor ; Mr. B. G. Lamme, chief engineer ; Mr.
Chas. F. Scott, consulting engineer.

loiS

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 22.

TABLE OF OPERATING STATISTICS

Notice.— These statistics will be carefully revised from month to month, upon information receired from the companies direct, or from official sources.
The table should be used in connection with our Financial Supplement " American Street Railway Investments," which contains the annual operating
reports to the ends of the various financial years. Similar statistics in regard to roads not reporting are solicited by the editors. * Including taxes,
t Deficit. J Decrease due to strike.

Company

AKRON, O.
Northern Ohio
Light Co

Tr. &

AURORA,
Blgin, Aurora & South-
ern Tr. Co

BINGH AMTON, N. Y,
Blnghamton Ry. Co.

CHICAGO, II-L.

Aurora, Elgin & Chi-
cago Ry. Co

Chicago & Mllwauliee
Elec. R. R. Co

CI-EVKIiAND, O.
Cleveland, Painesville
& Eastern, R. R. Co.

Cleveland & Southwest-
ern Traction Co

DETROIT, MICH.
Detroit United Ry..

DUI.UTH, MINN.
Duluth St. Ry. Co .

FORT WORTH, TEX.

Northern Texas Trac-
tion Co

HAMILTON, OHIO.
Cincinnati, Dayton &
Toledo Trac. Co ..

HANCOCK, MICH.
Houghton County St.
Ry. Co

Period

1 m., Apr.
1 ■'
4 "
4 "

1 m., Mar.
1 "

1 m.,
1 "
10"
10"

Apr.

1 m.. Mar. '05

1 m.
1 "

4 ■'
4 "

Apr.

'0,5

1 m., Apr. '0:
" '04

1 m., Apr. '05

1 " " '04

4 " " '05

4 " " '(>4

1 m., Apr. '05

1 " " '04

4 " " '05

4 " " '04

1 m.,
1 "
4 "
4 "

Apr. '05

" '04

" '05

" '04

HOUSTON, TEX.
Houston Electric Co.

LONDON, ONT.
London St. Ry. Co.

1 m., Apr. '05

I " " '04

4 " " '05

4 " " '04

1 m., Mar. '05
1 " " 04
10" " '05
10" " '04

1 m.. Mar. '05

1 " '04

12" " '05

12" " '04

1 m.. Mar. '05

" '04

" '05

" '04

1 m., Mar. '05
" '04
" '05
" '04

MILWAUKEE, WIS.
Milwaukee El. Ry. &
Lt. Co

Milwaukee Lt., Ht. &
Tr. Co

1 m„ Apr. '05
.. '04

4 "
4 "

1 m., Apr. '05
•• '04
" '05
' " '04

-J

OW

H

68,838
63,064
261,728
241,665

33,520
34,.544
338,906
344,630

19,129
17,.306
211,119
195,153

35,2.30
24 38i
352,129

35,827
28,063
114,543
87,936

16,105
14,962
54,794
5:3,344

.39 404
30,012
141,789
119,180

390,623
348,502
1,450,720
1,282,496

52,878
61,647
194,785
187,109

53,431
43,770
187,652
160,985

37,674
33,768
422,574
423,834

t458
14,022
188,171
186,867

38,83'
.30,106
282,360
260,190

13,959
11,93'"
39,012
32,662

255,887
254,046
1,002,502
1,010,774

42,574
31,001
154,263
118,020

39,565
37,504
150,285
140,373

20,926
23,239
194,815
207,578

11,414
11,721
114,006
108,316

23,505
18,692
198,729

16,.507
12,188
61,193
43,678

10,640
9.499
38,483
36,823

25,-375
24,777
95,710
94,305

*239,122
*217,813
*915,57C
874,241

27,798
26,881
110,2.58
114,810

23,263
109,906
96,829

20,475
12,394
145,558
127,206

25,708
19,469
181,805
181,796

11,501
10,147
33,182
30,251

125,942
127,219
515,832
544.619

19,820
17,089
78.674
70,600

a

29,273
25,560
111,444
96,291

12,593
11,304
144,091
137,052

7,715
5,585
97,113
86,837

11,725

5,690
153,399

19,320
15,875
53,349
44,258

5,465
5,463
16,311
16,522

14,029
5,235
46,079
24.875

151,501
130,689
535,144
408,255

2),080
24,766
84,527
72,299

24,541
20,517
77,746
64,15'

22,253 1.5,421

27,535 0,233

244,107 178,468

244,810 179,024

t20,017
1,627
42,613
59,661

13129
10,637
100,555
78,394

2,459
1,790
5,829
2,412

120,946
126,82''
486,669
466,155

22,754
13,912
75,589
47,420

22,917
22,467
91,668
90,068

9,233
9,133
83,539
82,641

91,059
88 303
367,752
355,973

16,755
16,523
66,942
65,849

11,601
9,750
42,244
38,325

16,498
16,.326
168,.538
161,414

3,527
3,403
41,11-
35,815

8,646
7,934
66.995
60,981

2,124
2,271
6,172
6,058

74,975
73 300
294,619
393,80-)

19,539
15,712
75,906
60,647

B > u-a
o<: o a

(J ^ 4J
u 3J= >

<

6,356
3,094
19,777
6,223

3,360
2,171
60,552
54,411

60,442
42,386
167,392
52,232

8,.325
8,243
17,585
6,450

12,939
10,768
35,502
25,832

ti,or7

tl0,093
9,930
17,610

t23,544
tl,776
1,.502
23,846

4,483
2,703
33 559
17,413

335
t481
t342
t3,647

54,971
53 527
192,050
172,351

3,214
tl,800
t318
tl3,227

Company

MINNEAPOLIS,MINN.
Twin City R. T. Co ....

MONTREAL, QUE.
Montreal St. Ry. Co..

MUNCIE, IND.
Muncle, Hartford &
Ft. Wayne Ry. Co...

OAKLAND, CAL.
Oakland Traction Con-
solidated

1 m.

2 "
1 "

3 "

1 m.
1 "

San Francisco, Oakland
& San Jose Ry. Co

OLEAN, N. T.
Olean St. Ry .

PEEKSKIUL, N. Y.
Peekskill Lighting &
R. R. Co

PHILADELPHIA, PA.
American Rys. Co

ROCHESTER, N. Y.
Rocliester Ry. Co..

SAN FRANCISCO, CAL.
United Railroads of
San Francisco

SAVANNAH, GA.
Savannah Electric Co.

SEATTLE, WASH.
Seattle Electric Co

SYRACUSE, N. Y.
Syracuse R. T. Co

TERRE HAUTE, IND.
Terre Haute Tr. & Lt.
Co

TOLEDO, O.
Toledo Rys. & Lt. Co.

YOUNGSTOWN, O.
Youngs town-Sharon
Ry. & Lt. Co

Period

Feb. '05
" '05
Mar. '05
" '05

Apr. '05

Apr. '05

•• '04

" '05

" '04

1 m., Apr. '05

1 " " '04
4 05

1 " " '04

1 m., Apr. '05
I 04

4 " " '05

4 " " '04

1 m.. Mar. '05

I " " '04

■ " '05

9 " " '04

1 m., Apr. '05
1 (14

10" " '05

10' " '04

1 m., Apr. '05

1 " •• '04

iO" " '0.':

10" " '04

1 m., Apr. '05
1 04

4 " " '05

4 " " '04

1 m., Apr. '05
1 04
4 " " '05
4 04

1 m.. Mar. '05

1 " " '04

12" " '05

12" " '04

1 m.,
1 "
12"
12"

1 m.
1 "

9 "

1 m.,
1 "
12"
12"

1 m..
1 "
4 "
4 "

Mar.

Mar. '05
" '04
" '05
" '04

Mar.

Apr.

I m., Mar.
1 "
3 "
3 "

o.s

321,451
672,571
361,732
1,034,303

202,946
186,473
1,439,392
1,309,152

13,916
13,556
51,469
49,057

122,247
]07,.333
443,000
383,886

47,412
34,359
;i35,608
157,614

9,358
7,365
85,300
70,031

8,386
6,911
96,682
91,761

1 14,938
104,785
1,205,994
1.152,.392

130,516
116,586
526,185
457,431

590,503
569,609
2,231,575
2,112,966

44,555
39,371
551,818
525,992

194,304

183,83:
2,351,730
3,170,

77,153
70,538
660,546
626,571

45,827
42,024
578.730
498,739

147,1.59
134,420
578,074
534,641

43,733
37,619
125,784
110.631

u p.
0. X

OW

170,281
345,595
172,766
518,361

125,350
135,372
986,233
891,706

*7,401
*7,764
♦27,489
*28,403

57.003
50,603
336,206
205,526

19,641

14,857
61,262
62,869

5,874
4,337
43,327
37,110

*5,289
*4,858
*56,307
*55,036

67,841
64,951
296,800
271,369

27,.

24,813
320,365
305,28:

135,708
130,070
1,620 8.59
1,525,361

44,914
42,438
378,868
364,576

32,800
31,392
371,036
329,409

*79,153
■►77,391
*300,148
*301,158

*24,308
*23,230
*73,335
*69,386

151,170
326,976
188,966
515,942

77,596
61,100
453,158
417,446

6,544
5,792
23.981
80,654

65.243
.56,730
206,792
178,359

37,771
19,502
74,345
94,744

3,485
3,029
41,973
38,920

3,097
2,053
40,375
36,726

62,675
51,635
230,185
186,062

17,106
14,560
231,453
220,705

58,496
53 767
730,870
645,444

32,239
28,110
281,678
261,995

13,02'
10,6.3:3
207,693
169,330

68,006
57,029
277,^26

19,425

i4,r"

53,449
41,245

.11
w a
(J I— (
p -
-a S
t> o

97,.325
194,650

97,325
291,975

33,454
20,837
140,905
136,435

4,167
5,000
16,667
16,000

13,435
8,231
35.550
47,244

8,890
2,452
23 900
22,069

27,475
26,467
108,508
105,052

10,554
10,034
126,998
121,361

24,863
23,543
300,1:32
278,123

20,471
20,529
182,842
182,627

9,736
9,246
113,482
95,965

41,765
41,969
170,149
166,843

Street Railway Journal

Vol. XXV.

NEV^ YORK, SATURDAY, JUNE 10, 1905.

No. 23.

Published Every Saturday by the

McGraw Publishing C

Main Office:
NEW YORK, Engineering Building, 114 Li
Branch Offices:

Chicago: Monadnock Block.

Philadelphia: 929 Chestnut Street.

Cleveland: Cuyahoga Building.

London: Hastings House, Norfolk Street, Strand.

out again for the windows. Window panes set in rubber
should have the rubber renewed after a few years' use, after
the hfe of the rubber is gone so that it is hard. By looking
y after these and many other little details in the maintenance of
^ars, they can be kept as comfortable for passengers as when
'Ji sew, even if not presenting quite tlie same appearance.

Cable Address, "Stryjourn, New York"; "Stryjourn, London" — Lieber's Code

used.

Copyright, 1905, McGraw Publishing Co.

TERMS OF SUBSCRIPTION

In the United States, Hawaii, Puerto Rico, Philippines, Cuba, Canada,
Mexico and the Canal Zone.

Street Railway Journal (52 issues) $3.00 per annum

Combination Rate, with Electric Railway Directory and

Buyer's Manual (3 issues — February, August and November) $4.00 per annum
Both of the above, in connection with American Street Railway

Investments (The "Red Book" — Published annually in May;

regular price, $5.00 per copy) $6.50 per annum

Single copies. Street Railway Journal, first issue of each month, 20 cents;

other issues, 10 cents.

To All Countries Other Titan Those Mentioned Above:

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NOTICE TO SUBSCRIBERS

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and notice should be received a week in advance of the desired change.

Back Copies.' — After July 1, 1905, no copies will be kept on sale beyond
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NOTICE TO ADVERTISERS
Changes of advertising copy should reach this office by 10 a. m. Monday
preceding the date of publication, except the first issue of the month, for
which changes of copy should be received two weeks prior to publication
date. New advertisements for any issue will be accepted up to noon of
Tuesday for the paper dated the following Saturday.

Of this issue of the Street Railway Journal 8ooo copies arc
printed. Total circulation for 1905, to date, 189,100 copies — an
average of 8222 copies per week.

Loose Window Sash

Ten years ago it was the exception rather than the rule to
find a closed electric car which was not uncomfortably noisy
on account of the rattling of window sash, especially in winter
when there is a small amount of frozen dirt on the track.
Fortunately, this condition no longer exists, and it is now the
exception rather than the rule to find such noisy cars. Certain
it is that this noise was formerly a source of serious discom-
fort to passengers. As heavier and better constructed cars
came into use, the rattling of windows has become less no-
ticeable, but now that many companies have heavy equipment
which has been in use several years, it is time to begin to look

Semaphores on Interurban Switches and Platforms

It is certainly of importance in the operation of a high-speed
interurban road that all signals be of such a nature that they
tan be clearly distinguished from a distance by the motorman.
The high-speed interurban in many cases has not graduated
from the street railway stage of development sufficiently that
the signals which are provided are of nnich real value. All
switches on the main line of a high-speed road should have
signals which can easily be read 1500 ft. away by night or day,
otherwise the motorman is going by guess rather than, by posi-
tive knowledge. To be sure, many steam roads are operated
with switch targets which cannot be distinguished at a great
enough distance to stop a fast passenger train should some
careless employee have left them open. That, however, is no
reason why such risks should be taken by the electric road. It
costs little if any more to put up semaphore signals at switches
and platforms than it does to put up any other kind of signals,
and these signals can be positively read by the motorman at a
great distance. Some intern rbans are making it a practice to
light switch targets and semaphores at night ; others do not.
As I described in the account of the meeting of the Ohio Asso-
ciation this week, the lighting can be done economically with'
300-volt low-efficiency incandescent lamps, two in series, mak-
ing a pair for each turn-utit. Where such signals are not
lighted at night, the practice can only be justified on the ground
that the present arc headlights light the track far enough ahead
so that the position of the switch signal can be seen.

It is strange that so few interurban companies have adopted
the plan of placing signals of some kind at way platforms for
the use of passengers in signaling cars to stop. The absence
of these signals is likely to be a fruitful source of skidded flat
wheels as the result of the attempts of the motorman to stop
quickly after he has distinguished a passenger waiting on a
platform to take a car, or it may mean loss of time by running
by passengers at night and being obliged to back to the plat-
form. The lack of these signals may even mean the missing
of a passenger altogether by a motorman, in which case not
only is a certain amount of direct revenue lost from the pas-
senger at that time, but there is a still larger indirect loss be-
cause of its deterrent effect on those who would otherwise take
cars at night at way stations. It is true that the way platform
business of most interurban companies is not a large percent-
age of the whole, but even supposing it is insignificantly small,
the presence of semaphore signals on these platforms enables
the motorman to run with more confidence and make better
time between important points because of a positive knowledge
that, unless the signals are against him at way platforms, there
need be no slacking of speed.

1020

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

Standard Wheel-Tread Problems

Every year the cry is becoming more urgent from the large
interurban centers for some united action regarding standard
wheel treads and flanges. The Master Car Builder's standard
tread and flange as used on steam roads is advocated by some
managers, but the interurban roads operating over city tracks
which have adopted and put in operation such wheels are very
scarce. It is questioned by some whether a flange as deep as
the M. C. B., which is ins. in depth, is necessary. How-
ever that may be, il is certain that the use of such wheels at
present would play havoc with the special work on city tracks
over which tiiey might operate. Some city companies, with a
view to the future, are laying all special work with flangeways
large enough to take M. C. B. flanges. It should be realized,
however, that as soon as this is done the track immediately be-
comes unsuited to the use of the narrow wheel treads and
small flanges commonly used on city cars. Large flangeways
permit the city cars with narrow wheel treads to go over spe-
cial work in such a way that only a fraction of the narrow
wheel tread bears on the track. The result of the concentra-
tion of so much weight on the outer part of the narrow wheel
tread of the city car is to wear out the special work much
more rapidly than it should wear with the wheels of wide tread.
It is furthermore likely to be fruitful of chipped and broken
wheel treads on city cars.

As pointed out in the paper read by Thomas B. McMath, of
the Indianapolis Traction & Terminal Company, before the
Indiana Electric Railway Association, and which appeared in
the Street Railway Journal for Jan. 21, 1905, changes in
city special work to accommodate wheel treads and flanges ap-
proaching the M. C. B. standard should be accompanied with
corresponding changes of wheels on the city cars. Otherwise,
according to Mr. McMath, the wear on the special work by
the city cars would be so great as to more than pay for the
changing of all the wheels on the city cars in a very short
space of time. There has been a gradual widening of wheel
treads on city cars in a number of cities, and there is really no
reason why ultimately M. C. B. treads should not be feasible.
The question that ought to be decided soon is whether this or
some other section is the standard toward which we ought to
work. The width of a wheel tread on a city system is some-
thing which must be increased gradually a sixteenth of an inch
at a time, for there are many places where the paving extends
slightly above the rail head, and the car wheels, if they over-
hang the rail head, must bear against the paving to some ex-
tent until the paving has been worn down even with the rail
head. In cities where much grooved and girder rail has been
laid it will be a long time before a flange 1% ins. deep can be
adopted, although it would be feasible in many cases to make
flanges wider than at present without greatly increasing the
depth.

The life of straight line track should be limited only by the
amount of rail that can be worn away before the wheel flanges
begin to ride on the tram of the girder or the bottom of the
groove on rails of that type. If a T-rail construction is used
there is no such limit on the life of a rail, as the rail can then
be used until the amount of material in the head has been re-
duced so as to render the track unfit for use. At the present
day the joint should not in any way limit the life of the rail, as
with care, joints can be obtained by any electric railway com-
pany for use in paved streets which will permit the rail to wear
practically as long at the joint as anywhere else. If this is
not the case it is a serious reflection on the original construc-
tion of the track. The life of the rail being dependent on the

amount that can be worn off the head before the flanges strike
the girder or bottom of the groove, it is evident that any ad-
dition to the depth of the wheel flange materially decreases the
life of every foot of rail of the track. Of course, it is true that
in a number of places where a grooved rail has been laid, inter-
urban cars are entering the city by traveling on their wheel
flanges fully as much as on the treads of their wheel. While
this may be permissible for a few interurban cars when oper-
ated slowly, it is dangerous for high-speed cars and uneconom-
ical to the last degree. The power required is greatly in-
creased and the wear on both the wheel and rail is excessive.

The present tendency is undoubtedly to increase the size of
wheel treads and flanges gradually and to alter the special
work to correspond to these new sizes. The change is neces-
sarily slow and consists of adding a little here and a little there
as opportunity offers. But it is a long way from even a ^-in.
depth of flange to the M. C. B. standard of iji in., with cor-
responding greater width. Few who talk of it realize what a
change it would mean in city track work. However, it is likely
that the present practice toward larger treads and flanges will
continue until the M. C. B. standard is reached. The M. C. B.
standard is probably a little larger than is necessary for elec-
tric roads, but as electric and steam roads gradually work into
more harmonious relations and into actual consolidations, uni-
formity of wheel treads may be an advantage.

A Progressive Organization

The Ohio Interurban Railway Association is proving itself
one of the strongest and most progressive of the State street
railway organizations. On account of the close interconnec-
tion of the various lines which are members of the association,
the progressive enthusiasm of its ofiicials and the frequency of
its meetings, it has been able to accomplish results in the way
of securing uniformity of operating practice and for the general
welfare in a manner which has been impossible with other
associations whose members are not so closely allied. Our
readers arc familiar with the success of the association in se-
curing uniformity of operating rules, the sale of interline
tickets, through checking of baggage and the sale of books of
interchangeable coupons. The coupon book plan is now as-
sured of success through the announcement at the recent Cleve-
land meeting of the signing of the most important system in
the central part of the State, embracing five interurban lines.
A number of other roads in that district have been waiting
the action of this system, so that by the time this issue is in
print the plan will probably be in force on nine-tenths of the
interurban mileage in the State. A prominent lake boat line
has also asked to join the agreement, and there is every pros-
pect that one of the strongest Indiana systems will join the
Ohio fold, in which event it will be only a matter of a short
time before most if not all the other lines in that State will
follow.

Perhaps of even greater importance from a financial stand-
l^oint is the concerted action taken by the association towards
making the rate of 2 cents per mile uniform throughout the
State. Three Dayton roads and two Columbus lines heretofore
using a basis of from 1.5 to 1.75 cents have agreed to increase
rates, leaving only a very few lines in that State with a rate be-
low 1.8 cents per mile. With the example presented, there is
reason to believe that the aims for a uniform base of 2 cents will
soon be an accomplished fact. Embodied in the resolution men-
tioned was a clause making a minimum rate of 10 cents except
where a lower rate is provided for in municipalities. This is
based upon the well-founded idea that the modern interurban

June io, 1905.]

STREET RAILWAY JOURNAL.

I02T

train is no longer a street car,' and tliat it cannot profitably be
stopped and started for 5 cents. Several of the roads have
decided to place this rule in force at once, and others will watch
the outcome of their action with great interest. With other
important plans in view, the Ohio roads have reason to be
congratulated upon the success of their movement.

As to the Trackless Trolley

There have been already a number of serious attempts to
get the trackless trolley into conunercial operation. But so
far as we are able to ascertain, nothing substantial has yet
been accomplished in this country, and only on a very limited
scale abroad. The two latest propositions are in Nahant and
Brookline, Mass., neither of them having reached anywhere
near the operative stage. The trackless trolley, whatever may
l^e one's judgment as to its conunercial merits, is not a thing
to be turned down offhand in these days of automobiles. It is
merely an automobile system with a continuous source of en-
ergy, being thereby limited in its sphere of action, but relieved
of the necessity of carrying a prime mover with it. To a cer-
tain extent it combines the objectionable features of both trol-
ley cars and automobiles, but it is not without some compen-
sating advantages. To begin with, it is certainly able to obtain
an adequate supply of energy for all its reasonable needs at all
times and to utilize that energy efficiently. It can certainly
command as much power per unit of weight as a big touring
car, while not attempting anything like the same speed. It
certainly, too, should drive over any grade that any other
vehicle would be likely to attempt, although, as a commercial
proposition, steep grades should be rather out of its line. Its
best hold is evidently on level and good roads, and only upon
such is it in a fair way to be reasonably economical.

As compared with an ordinary trolley system, the trackless
variety begins by eliminating the ordinary fixed right of way,
which is a very considerable item of cost — something like half
of the total or more. If this were a clear gain, the proposition
would be very attractive. The rolling stock of the trackless
trolley is, however, at a serious disadvantage. It is likely to be
much more expensive than the usual rolling stock of similar
carrying capacity, both in first cost and in depreciation. The
tire question is a specially grave one. Rubber tires have been
found to be a practical necessity in all road work, and they are
both costly and far, very far, from durable. The tire cost alone
might run as high as 2 cents or 3 cents per car-mile, aside
from all other repairs. As to power, no road, even of the best
construction, requires so little from vehicles as does a well-laid
track. For similar speed the traction coefficient, which meas-
ures the power needed, should be three or four times as great
on the road as on track, and hence the cost of energy per car-
mile must be increased greatly.

On the other hand, in comparison with ordinary automo-
biles, the trackless trolley ought to show fairly favorable costs.
The ordinary gasoline car uses fuel costing in the neighborhood
of $50 per ton, and even crediting it with its extra thermal
energy as compared with coal, its greatly increased efficiency
of utilization and its freedom from electrical losses, it still
makes a dubious showing. The labor cost ought to be much
less also, because it takes very much less' skill to operate an
electric automobile than one operated by gasoline. This has
been demonstrated in the motor cab service in New York City,
where, in spite of their tremendf)us weight and expense, the
electric cabs are kept in operation because they can be driven
by "motormen," while the gasoline cab requires the "chauffer"
at two or three times as large wages. The curious traveling

power stations recently introduced would make a much less
favorable showing.

It is not a mere question of power or labor cost, however,
that is before us. In repairs the ordinary automobile ought
not to be much, if at all, inferior to the trackless trolley, and
as a winner of traffic it ought to have a material advantage.
The absence of track applies to both classes, but the need of
overhead structure and the attendant requirement of a special
franchise of a somewhat unpopular sort is a serious disad-
vantage of the class under discussion.

Whether we shall get the regular trackless trolley at present
is an open question. We confess to natural curiosity in its
performance, both technically and commercially. Its advent
would form an effective test of the real objections of the public
to the overhead trolley system. Personally, we have never
been able to decide whether the league of chronic kickers ob-
jected to the track, the overhead structure or the mere exist-
ence of a public vehicle carrying passengers at a reasonable
rate. We may now get data for a decision. If there is stren-
uous opposition to a trackless trolley the first-named possibility
is eliminated. If no objection is raised to a public automobile
line, overhead wiring is the required Jonah. We must con-
fess, however, to a certain sneaking feeling that there are
regions in which the residents would fain suppress all public
vehicles charging less fare than a New York cabman. How
they will enjoy the big eight-seated gasoline car with the guide
bawling through a megaphone : "On the right is the villa of
Boodle J. McBonds, Esq. — cost $210,000, has 170 acres of park
and 6 miles of private drive — the public not admitted, but we
pass close by the garden where the McBonds generally sit !"
Yes, the trackless trolley in any form has great possibilities in
places where they oppose track franchises. As to practical
danger of competition from such like vehicles, we do not con-
sider it serious unless, through some influence, they can obtain
immunity from the speed regulations that oppress electric
roads. The moment that public vehicles enjoying practically
free use of the public roads are allowed to run at such speed
as they may wish, the ordinary railway, with a safe and proper
track and law-abiding intentions, is at a disadvantage. One
can hardly discriminate between public and private vehicles
of the same character, so that if the importunities of private
owners are heeded, there is an open door for injustice to the
many electric roads that are doing their best to serve the pub-
lic. Our sole objection to the trackless trolley from the stand-
point of public policy is that it may tend to encourage such dis-
crimination. Anyhow, we hope soon to see a line in opera-
tion, for, as an engineering feat, it will be of more than usual
interest.

A One-Hundred-Foot Right of Way

Every intcrurban railway builder of experience seems to
agree on the importance of purchasing a right of way through
the open country at least 100 ft. wide. The cost per mile for
right of way is usually a very small item in the total cost of an
interurban road, and attempts to save a little by getting a right
of way less than 100 ft. wide are likely to be regretted after
the road is in operation. The wide right of way is important,
not only to provide ample room at deep cuts and high embank-
ments, but to allow snow fences to be placed in winter. As to
the legal and business difficulties involved, it is practically as
easy to get 100 ft. as it is to get 50 ft. or 60 ft., and it is cer-
tainly very much easier and cheaper to get 100 ft. at the time
the right of way is first secured than it is to get it later should
the road want a wider strip.

I022

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

POWER GENERATING AND DISTRIBUTING SYSTEM OF THE
OLD COLONY STREET RAILWAY

Late in 1902, the Old Colony Street Railway Company found
itself in possession of some 400 miles of electric railway track-
age stretching in a network of lines from Boston south to New-
port, R. L, and covering a strip of territory roughly 70 miles
long by 30 miles wide. Some of the properties included were
new, others had been in independent operation for years, but all
of them had been welded into one comprehensive and more or
less unified system by purchase through the medium of the'

plans resolved down into a general scheme for abandoning all
of the direct-current stations and substituting therefor two
high-tension alternating-current generating central stations,
one to be located at Quincy Point, a short distance south of
Boston, and one at Fall River, these two stations to feed current
at high voltage to converting and transforming sub-stations
located for the most part at or near the sites of the old direct-
current power houses. This scheme, so far as it includes the
building of the Quincy Point central station and the installa-
tion of several of the sub-stations, has now been consum-
mated, and the company is already receiving the benefits of an

INTER] (JK OUiXC V I'D] XT tiiiXER.VTIXG STATION, OLD COLONY STREET RAILWAY

Massachusetts Electric Companies, and by their transfer to the
Old Colony Street Railway Company as the operating cor-
poration.

At that time power for running all these lines was generated
in eleven separate stations, scattered irregularly over the ter-
ritory served. These were the original stations taken over
with the acquisition of the underlying companies, and all of
them contained direct-current generating apparatus, most of
which was more or less antiquated. Located as these power
houses were to serve the needs of the several roads when they
were under independent managements, few of them were situ-
ated advantageously with respect to the load conditions on the
consolidated system as a whole, and moreover, some of them
were inland stations, with poor facilities for receiving coal and
supplies, so that the cost of producing power on the combined
property was abnormally high per unit of energy. Furthermore,
there was not sufficient power to meet the new requirements.

Confronted with this situation, the Old Colony Company,
soon after it took over the merged properties, set about making
plans for an entire rearrangement of the power generating and'
distributing system. After considerable preliminary work these

adequate power supply secured at more reasonable cost per
unit of output.

Concisely stated, the power scheme is as follows :
The main station at Quincy Point contains five Curtis verti-
cal steam turbines, each of 2000-kw normal capacity, and each
direct connected to an alternating generator delivering three-
phase, 25-cycle, 13,200-volt current. This station, by the way,
was the first plant of its kind in this country to use steam tur-
bines exclusively for electric railway purposes. The current is
transmitted at the initial voltage to the sub-stations, of which
at the present time six have been installed. The scheme pro-
vides for three additional sub-stations, which will be installed
as needed.

It can be understood readily that in dealing with a power
layout of this magnitude many interesting problems have been
encountered. The methods taken to solve some of these are
set forth in the following description:

QUINCY POINT POWER HOUSE

As before stated, the main central station for the system is
located at Quincy Point, about 8 miles south of Boston. The

June io, 1905.]

STREET RAILWAY JOURNAL.

1023

location is on tidewater, with excellent facilities for receiving
fuel and with an abundance of water for condensing purposes.
The building is 161 ft. wide x 121 ft. long, and is divided by
a brick wall into two practically equal parts, one-half being
the boiler room and the other the turbine room. In the design,
provision has been made for future extensions which will re-

TURBO-GENERATOR UNITS, QUINCY POINT STATION

quire the removal of but one wall, so that the engine room and
boiler room can be added to indefinitely.

The station was built with room for five turbo-units, but
when construction work was first commenced it was thought
the fifth unit would not be installed for some time to come.

A. C. AND D. C. SWITCHBOARDS, QUINCY POINT GENERATING

STATION

However, during the course of construction it was decided to
install the fifth unit immediately and the station is now oper-
ating with five 2000-kw Curtis vertical steam turbo-units, each
adapted to run at 750 r. p. m., and each direct connected to a
25-cycle, J3,200-volt alternating-current generator. The tur-
bines, being among the first ever built, were originally fitted
with an oil step bearing. This was changed, however, during
erection to the water step bearing, which is now the standard.
The turbo-units extend in a single line the full length of the

station, and are connected by both lower and upper galleries
so that the work of the attendants is brought to the highest
possible efficiency.

The fields of the alternators are excited by a 75-kw General
Electric engine-driven exciter set, the engine being of the ver-
tical compound type and running at 310 r. p. m. There is also
a 50-kw General Electric engine-driven exciter set running at
400 r. p. m. In addition there is an auxiliary motor-driven ex-
citer set of 50-kw capacity, driven by a 75-hp, 350-volt induc-
tion motor. Each turbine has its own condenser, which is of
the "Admiralty" surface type as made by the Wheeler Con-
denser & Engineering Company. These condensers draw water
from a concrete intake tunnel that extends vmder the line of
turbo sets, and the water is returned to a similar discharge
tunnel running parallel to the first. The intake receives salt
water from the bay at one side of the building, and the dis-
charge empties into the bay on the other side of the building.
As will be noticed from the plan of the station, the turbo-units
are arranged in staggered relation with respect to the intake
and discharge tunnels — that is, the first unit has its condenser
on the right-hand side, the second on the left, and so on alter-
nately. This arrangement requires that the suction and dis-
charge pipes of certain of the turbine condensers be carried
under one or other of the tunnels in order to make con-
nection with the proper one, but this slight complication is
much more than counterbalanced by the saving in floor space,
inasmuch as any arrangement whereby the turbine condensers
would be kept all on one side of the center line would necessi-
tate considerable lost room between each unit.

The air pumps and circulating pumps for four of the turbo-
units are motor driven, but the fifth set is steam driven. In
the former sets the circulating pump consists in each case of
an i8-in. low-lift pump direct connected to a loo-hp General
Electric motor. The air pump consists of an Edwards triplex
i8-in. X i2-in. pump directly connected to a 50-hp General
Electric motor. All the motors are of the induction type oper-
ating on 350 volts.

QUINCY POINT GENERATING AND SUB-STATION

On t1ie fifth unit, where the pumps are steam driven, the cir-
culating pump is of the i8-in. low-lift double-suction Morris
type, direct connected to a 12-in. x lo-in. engine, and the air
pump is of the Edwards triplex type, 18 in. x 12 ins., connected
to a lo-in. x lo-in. engine.

The condensed water passes from the condensers to three
tanks connected in series, each 20 ft. long x 6 ft. in diameter,
located in the boiler room, and which serve the double purpose
of a hot well and storage tanks. The feed-water for the boilers

STREET RAILWAY JOURNAL. ^ ■ [Vol. XXV. No. 23.

Sweet Ry .Journal

GENERAL PLAN, OUINCY POINT POWER STATION

June io, 1905 ]

STREET RAILWAY JOURNAL.

1025

is taken from these tanks. They are also connected to the city
mains, so that if the supply of feed-water falls below a prede-
termined amount the connections to the city mains are auto-
matically opened, thus preventing any likelihood of shortage.

For supplying water under pressure to the step bearings of
the turbines there are three steam-driven pumps. As a precau-

and so arranged as to permit the operator to face the main
engine room when controlling the main machines.

The instrument board has the following panels in use : Five
13,200-volt generating panels; three exciter panels; three alter-
nating rotary panels; three direct-current rotary panels; three
13,200-volt outgoing feeder panels; one direct-current booster

L My. .luumal

LONGITUDINAL ELEVATION OF TURBINE PLATFORMS

tion against a possible stoppage of the supply to the step bear-
ings, there are two "accumulators" in the turbine room. These
are in fact vertical storage tanks, in which the column of water
is kept under pressure by weights, and which, in the event of a
stoppage of the pumps, would supply sufficient water to the
bearings to run the plant for about ten minutes, or for a longer
period of time than it would take to shut down the machines

panel; one direct-current totalizing panel; two auxiliary
panels ; four d. c. feeder panels, and one emergency feeder
panel, some of these panels, as will be understood, being in
connection with one of the sub-stations, which is located on a
gallery in the main turbine room. All of the controlling
switches are of the high-tension motor-operated type, placed
in cells on the switchboard floor. All of the lightning arresters

.SECTIONAL ELE\'ATION, OUINCY I'OINT POWER ST.XTION

affected. Although it is believed this precaution is virtually not
a necessity, it was decided to install the accumulators so as to
make it entirely impossible for damage to occur through short-
age of water in the step bearings, which would permit the shaft
to drop down to the bearing surface.

The switchboard at this station is of rather unusual design.
All high-tension switches and appliances are controlled elec-
trically by low-voltage auxiliary circuits manipulated from a
bench board placed in front of the low-tension upright panels,

for the station are banked in a separate gallery over the switch-
board proper.

BOILER ROOM

Steam is generated in ten 750-hp water-tube boilers, ar-
ranged in two lines facing each other, with a wide aisle be-
tween. Eight of the boilers were furnished by Aultman &
Taylor and two by Babcock & Wilcox.

The boiler room floor is 14 ft. above grade, this arrangement
giving a sub-cellar, which is utilized in part for ash tracks, the

I026

STREET RAILWAY JOURNAL.

[Vol. XXV. No.

SINGLE TURBINE UNIT

June io, 1905.]

STREET RAILWAY JOURNAL.

ashes being allowed to drop from in front of the boilers
directly into carts which run over a narrow gage track,
and the shes are used for filling in the property around
the power station.

The arrangement is such that each pair of opposite
boilers constitutes a boiler unit. Each battery is provided
with an engine-driven blower for forced draft. The blower
.system was furnished by B. F. Sturtevant Company. The
eight Aultman & Taylor boilers are equipped with Jones
under-feed stokers. Under normal conditions the turl)ines
are operated with superheated steam, all of the boilers
heing fitted with internal superheaters, the Aultman &
Taylor batteries having Foster superheaters and the Bab-
cock & Wilcox having superheaters of the Babcock & Wil-
cox type. The arrangement is sucli that the degree of
superheat in cacli unit can be regulated to a nicety, and
the station can he operated, if desired, with part of the
boilers giving superheated steam and part saturated. By
means of the unusually flexible layout of feed and steam
piping, comparative tests can be made at any time with
any portion of the lioiler room equipment delivering super-
heat and any other portion giving saturated steam.

The feed-water is normally taken from the hot-water
storage tanks which receive the condensed water from the
condensers. It is then pumped by steam-driven Snow
pumps to the heaters, which are of the National type. All
the feed-water piping over 3 ins. in diameter is cast iron,
and less than this size is brass.

The main 12-in. steam header is carried on roller pedes-
tals just above the boiler-room floor and extends along
the partition wall that separates the boiler room from the
turbine room. The steam passes from each battery of
boilers through lo-in. bends and connections, and is car-
ried from the header to each turbine by a straight-away
lo-in. bend, as indicated on the drawing. In designing
the piping, the aim has been to secure a high degree of
flexibility so that any set of boilers or combination of
Ijoilers can serve any one of the turbo-units.

At the present time, coal for this station is delivered
from vessels at a wharf alongside the power house. Coal
is unloaded by shears, and is delivered to the crusher hop-
pers of the coal-conveying apparatus, which are located
in a concrete tunnel that extends from the wharf to a
point under the boiler room. The line of bucket conveyors
travels through this tunnel and then rises to the coal-
storage bins above the boilers, from which the coal is fed
to the stokers through chutes. The entire coal crushing
and handling apparatus is of the McCaslin type, manu-
factured and installed by J. A. Mead & Company. The
coal conveyor is actuated by variable-speed a. c. motors
working on 350 volts. Eventually an elevated coal-storage
bunker will be erected near the water edge, and the shears
will be supplanted with a modern coal-elevating system
for unloading vessels.

SUB-STATIONS

The broad scheme for power layout calls for nine sub-
stations distributed over the territory, so that each sub-
station will serve an area of about 5 miles in each direc-
tion. These stations will be located respectively at the
following points: Quincy Point, Brockton, Milton, Rock-
land, Bridgewater, Taunton, Fall River, Lakeville, and
Portsmouth, R. I. At the present writing six of these
stations have been installed, the location and equipment
of each being as follows:

Quincy Point. — The transforming and converting ap-
jjaratus at this point is located along one side of the tur-
bine room in the main generating station. Here are in-
Stalled three 750-kw, 25-cycle, 600-volt, d. c, compound-

1028

STREET RAILWAY JOURNAL.

I \'oi.. XX V\ No. 23.

wound rotary converters, and three 825-k\v air-blast type trans-
formers. There are also two 330-kw auxiliary transformers
for delivering alternating current at 350 volts to the various in-
tluction motors used for driving the exciter sets, blower sets,
condenser pumps, coal-handling machinery, etc.

Strv'Ct \ly. .loumal

LAYOUT OF HIGH-TENSION TRANSMISSION LINES, OLD
COLONY SYSTEM

Brockton. — Three 750-kw converters and three 825-kw air-
blast transformers are located at this sub-station. The switch-
board consists of three alternating rotary converter panels,
three direct-current rotary converter panels, two incoming
liieh-tension panels, one outgoing high-tension panel, one to-
talizing d. c. panel and seven d. c. feeder panels.

Rockland. — The apparatus at Rockland consists of three 300-
kw rotary converters and three 330-kw air-blast transformers.
The switchboard comprises three alternating rotary converter
panels, three d. c. rotary converter panels, one a. c. incoming

Street lly. Juunial

TRANS\'ERSE SECTION, BRIDGEWATER SUB-STATION

line panel, one a. c. outgoing line panel, one d. c. totalizing
])anel and four d. c. feeder panels.

Bridgewater. — The apparatus at this station is a duplicate of
that at Rockland.

Taunton. — At this station there are three 500-kw rotaries

ANCHORAGE POLES, OUINCY POINT STATION

and one 750-kvv rotary, three 550-kw air-blast transformers
and one 825-kw transformer. The switchboard consists of four
alternating rotary converter panels, four d. c. rotary converter
panels, one a. c. incoming line panel, one a. c. outgoing line
panel, one d. c. totalizing panel and seven d. c. feeder panels.
Hiere is also at this station a 200-kw booster set operated by a

June io, 1905.]

STREET R.MLWAY JOURNAL.

1029

600-volt fl. c. motor, tlic booster being- used to furnisb (bred In general design all tbe sub-stations are similar, and all the

current to the Providence & Taunton line. apparatus is of the General Electric Company's latest type for

Fall River. — At this station the old direct-current apparatus this class of service. The transformers are somewhat unusual,

has been retained and two 750-kw rotaries have been installed in that there is but one transformer for each converter — that

1

i

Romrj [ '

UoUiry N".:;
- -

.

GENERAL PLAN, BRIDGEWATER SUB-STATION

to help out on the lines in this localit}-. They receive alter-
nating current from the Quincy Point plant. The sub-station
apparatus consists of two 750-kw rotaries and two 825-kw air-
blast transformers. The switchboard consists of two a. c.

BRI 1 )GK\VATER St Ui-STA') I ( )N

rotary converter panels, two d. c. rotary converter panels and
one a. c. incoming line panel. The d. c. rotary panels feed
into the d. c. feeder bus-bars in the old station, so that at pres-
ent there has been no change in the d- c, outgoing svstem.

is, the separate transformer for each jjliase ha> been avoided
and the three transformers commonly used in this work have
been combined in a single piece of apparatus.

Following the common practice, there is at each station an

^ I

INTERIOR BRIDGEWATER SUB-STATION

air chamber under the line of transformers. The air in the air
chamber is put under slight pressure by motor-driven Buffalo
Forge Company blowers, and is allowed to rise through the
transformers in the usual wav, for cooling purposes, At sev-

1030

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

eral of the stations an air-compressing outfit is provided for
furnishing compressed air used in cleaning out electrical appa-
ratus and switchboard. The air compressor is motor driven
in each case.

In general, the sub-stations are plain brick l)uildings with
pitched slate roofs supported on light steel truss girders. Cop-

DE'lAIL OF LIGHTNING ARRESTERS AND HIGH-TENSION

SUB-STATION

per canop)- ventilators are placed in the peak of the roof to
insure good ventilation within the building, and the high-ten-
sion wires just before entering the sub-station are brought to
special pole anchorages, the details of which arc set forth in
the drawings. There is nothing remarkable in the general lay-
out of the anchorages, liul it i)resents an excellent example of

1;;"

and held in place by wrought-iron angle-iron straps in the
manner indicated. Each wire from the pole is attached first to
a heavy porcelain strain insulator carried on a bracket from the
side wall just under the shelf before mentioned. This insu-
lator, of course, forms the main anchorage, and takes whatever
outward stress there may be. From this the wire passes imme-
diately to a second strain insulator
upon which it is anchored. From
a point between the two insulators
the lap rises, passes into the box
through a wall insulator in the
shelf, turns and enters the building
through an opening in the wall,
which, as before stated, is pro-
tected by the box. Within the wall
the wires pass over petticoat insu-
lators and then turn down to the
lightning arresters, all of which
arc mounted on the inside wall just
below the point at which the wires
enter. The arresters are carried
on insulators mounted on wooden
Ijlocks let into the side wall.

In the sub-station design an ef-
fort has been made to reduce the
high-tension wiring within the
stations, and the runs of high-ten-
sion cables have been made as
. short as possible. Wherever it
could be arranged, wires are brought into the station at one
side, where they pass by a short run to the transformers, then
through tile conduits across the station to the rotaries, then
to the d. c. switchboard and out at the other
side of the station so as to avoid, wherever pos-
sible, the crossing of high-tension and direct-
current cables. The direct-current feeders with-
in the l^uilding, and where tliey pass through
the walls, are carried in concealed wrought-iron
pipes. Modifications of this arrangement were,
of course, necessary at certain points, but the

street lij . Journal

WIRING, BRIDGEWATER

mm

METHOD OF TAKING D. C, CABLES THROUGH FLOORS AT
SUB-STATIONS

METHOD OF CARRYING D. C. CABLES IN SUB-STATIONS

a good, plain job, combining simplicity with safety, strength
and durability.

From the pole anchorage the wires pass on a slight down-
ward angle directly to the building anchorage on the outside
wall of the station. The details of this arrangement are in-
teresting. In the first place the entrance anchorage and open-
ings are protected from the weather by a box or hood carried
on wrought-iron brackets projecting about 2 ft. from X\v% wall

typical arrangement will be understood from the accompanying
drawings illustrating the Bridgewater sub-station.

TRANSMISSION LINE

There are two 13,200-volt transmission lines running out of
Quincy Point. One of these extends south to Fall River, and
serves the sub-stations at Brockton, Bridgewater, Taunton and
Fall River. The second line serves the sub-station at Rockland,

June io, 1905.]

STREET RAILWAY JOURNAL.

and is then tied in with the station in Brockton. The trans-
mission wires are strengthened ahmiinum cables, equivalent to
262, 000-circ. mil capacity. On straight lines the wires are car-
ried on 35-ft. poles, and the three phases are carried flat on the
pole tops, except where there are two circuits on the same pole
line, in which case the circuits are connected in double delta.
The entire pole line is installed with Locke porcelain insulators.
The cross-arms are 4-in. x 6-in. hard pine, and are attached to
the poles by two 5^-in. bolts which pass through the arm and
the pole, the opposite side of the pole being counter bored to

each circuit are then continued straight up the inside walls to
the disconnecting switches located on the wall near the roof.
From the switches the wires rise and are carried across to the
opposite wall, where the taps are taken off, to the lightnmg
arresters located on this wall, as will be understood from the
drawings. The main wires pass straight out through the wall
at a point just under the roof, and then pass to the pole lines
through the medium of special strain-insulator anchorages
similar to those which have been described in connection with
the sub-station designs. Within the terminal house there are

Slreel Rj . Journal

TERMINAL HOUSE

Street Ily. Journal

WIRING, FALL RIVER TERMINAL HOUSE

receive the bolt heads. The arms are braced by 2-in. x 2-in. x
Yn-in. angle-iron braces, fastened to the pole by two J^-in. x
4-in. lag screws, and to the under side of the arms by double
Yz-'m. bolts. On angle construction heavier poles are put in,
and the angle poles have double cross-arms thoroughly braced.

Inasmuch as it was necessary to run the transmission lines
through several municipalities, it was thought best to carry
the high-tension cables underground through thickly populated
districts. At each point where the line enters or leaves the
underground conduits there has been erected a terminal house
in which are located disconnecting switches, lightning arrest-
ers, etc. The design of these houses will be understood from
the drawings of the Fall River house, which is typical of the
others. The house consists of a brick building 15 ft. x 11 ft.
and 16 ft. high, resting on stone foundations. There is no com-
bustible material used in the construction. The floor consists
of 4 ins. of concrete, reinforced by 6-in. I-beams and sheets
of expanded metal. The roof is also of cement concrete,
strengthened with expanded metal and covered with a top coat-
ing of tar and gravel roofing. Special provision is made for
ventilating the interior. Air is drawn in through specially de-
signed inlet registers near the floor level and passes out
through a copper canopy ventilator in the roof.

Underground the high-tension current is carried on a three-
conductor lead-covered cable in vitrified conduits. At the
terminal house the cable leaves the conduit and is brought
up through the floor of the house in wrought-iron pipe
conduits to the cable bell which is located close to the inside
wall about 3 ft. above the floor. From the bell the cable fans
into the individual phase conductors and the three wires for

two wires for each phase from multiple cables, connected in
parallel by copper strips across the switches. This is done to
give double the carrying capacity in the cables, in order to
avoid interruption in the event of the failure of one of the
cables.

♦^.»

A LIBERAL PASS IDEA

The courtesy of permitting visitors to inspect power stations
is almost universal upon American electric railways, but be-
yond the usual cautionary stipulations the reverse sides of
passes seldom bear any significance. An interesting exception
occurs in the passes in force in Baltimore, which state that
"any suggestions or advice as to the care, management or oper-
ation of this plant are earnestly requested." Here the com-
pany recognizes that many unusual features of operation are
often apparent to strangers, which would pass unnoticed by
the regular staff, and in its willingness to receive suggestions
for betterment, the company exhibits a liberality that deserves
favorable comment.

^

On May 29 the Syracuse Terminal Association opened for
business its large new freight depot in West Fayette Street,
Syracuse, N. Y. At present it is used for the accommodation
of the freight and express business of the Auburn & Syracuse
Railway only, but the Syracuse Rapid Transit Company may
use it also soon. The Rochester, Syracuse & Eastern Railroad
when completed to Syracuse will likevvfise use it. Provision has
been made for future enlargement.

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

MAY MEETING OF THE OHIO INTERURBAN.RAILWAY
ASSOCIATION

The May meeting of the Ohio Interurban Railway Associa-
tion, held at Cleveland, May 25, was one of the most interest-
ing and best attended ever held by the association, about
twenty-five roads being represented. The most important ac-
tion was the adoption by the association of the following reso-
lution :

Whereas, A demand for improved service on interurban roads
has very largely increased the operating expenses of such roads,
and many roads have met this demand ; and, Whereas, in order to
obtain their share of the business many other roads contemplate
improving their service in like manner ; and, Whereas, the pre-
vailing low rate of fare on most interurban roads will not permit
of such improvement in service, therefore, be it resolved, that the
Ohio Interurban Railway Association recommend a uniform base
rate of 2 cents per mile, and a minimum charge of 10 cents.

In introducing the subject, President Spring said that the
majority of Ohio roads were now charging in the neighbor-
hood of 2 cents per mile, but as indicated in the tables in the
Street Railway Journal of May 6, there is still quite a range
of rates in this district. In view of the grov^'ing amount of
through business and the widespread sale of the interchange-
able coupon book, he thought it time to bring matters to a
focus. He announced that three of the roads out of Dayton
and two of the Columbus lines, which heretofore had given
lower rates, had announced new schedules effective June i,
which brings the average up considerably, leaving only a very
few roads in the State below 1.8 cents. He urged all roads in
the State to take action on the recommendation.

D. H. Lavenburg, formerly with the Northern Texas Trac-
tion Company, said that the rates of this line were higher than
those of the parallel steam line. Originally the steam road
charged $1.80 for round trip from Dallas to Fort Worth. The
electric made a rate of $1.25. After six months the steam road
reduced its rates to below that of the electric and put on a
mileage book, giving 1 cent per mile. The electric holds to 2
cents per mile, and an agent of the steam road told him that
the electric enjoys 80 per cent of the local business between
these points, due to the frequent and convenient service.

H. C. Lang, of the Western Ohio, said that that company had
a 2-cent basis, with 10 per cent reduction from twice the sin-
gle fare for round trip. Ten inonths ago they put on limited
cars, at which time the parallel steam road met their rates. It
has been ascertained from reliable sources that the steam road
has an average of less than five passengers per day for each
competing point, despite frequent service and equal rates. The
Aurora, Elgin & Chicago has four competing roads, giving an
average of three trains to every electric car operated, but, as
is well known, the interurban road is doing a splendid busi-
ness. The steam roads sell twenty-five-ride books at 134 cents
per mile and commutation books as low at 4-10 cent per mile.
Recently the interurban secured entrance into Chicago and
raised the rates 10 per cent to cover the amount paid to the
city company, and an additional 10 per cent on local tickets.
For a time it was feared this was a mistake, but at present the
business shows an increase of 300 per cent, and many people
are not yet acquainted with the fact that cars are operating to
the heart of the city.

Other managers related experiences with increasing of rates,
and it was the general opinion that with a 2-cent rate the in-
terurbans can hold the business.

The plan of doing away with 5-cent fares and making a
minimum fare of 10 cents, except in municipalities, was looked
upon with considerable favor. Several of the Dayton roads
have adopted this policy and others are considering it. It is
claimed that the modern heavy interurban cars consume so
much oower in accelerating and are so expensive to maintain

that it is not profitable to stop and start a car and carry a pas-
senger a short distance for 5 cents.

J. W. Brown, of the Pittsburg, McKeesport & Connellsville
Railway, introduced the subject, "Is it advisable to charge a
greater rate of fare on trains than for ticket fares?" Quoting
from the Street Railway Journal of May 6, he showed that
the majority of Ohio roads sold tickets, but only a small per
cent made a ditTerence between cash and ticket fares. Michi-
gan and Indiana roads do not make a difference in any case.
He believed in encouraging people to buy tickets, as it meant
cash on the counter instead of in the conductors' pockets. He
said that the majority of those roads that favored the plan
charged the regular established rate on the car and made the
discount to the passenger who bought the ticket. He thought
the ticket rate ought to be the established rate, with an excess
where the passenger did not buy a ticket.

Mr. Surbeck, of the Lake Shore Electric, said that that com-
pany made it an object to buy a ticket, as a reduction was
made on all fares over 20 cents. The cash fare from Cleve-
land to Toledo is $2.05, but the company sells a ticket between
the two points for $1.75. He believed in keeping the money
in the ticket offices as far as possible, and thought it would be
better if there were no cash fares. About 66 per cent of re-
ceipts are in tickets. The annoyance to country people is not
as great as might be expected. The company sells tickets at
offices for the intermediate 5 cents' points so that single and
round-trip tickets can be bought for all stopping points. Tickets
insure better train service, as a conductor has more time to
look after passengers. Fifty tickets can be collected in the
same time it takes to punch fifteen duplexes. Conductors fre-
quently lose money from their pockets in running to derailers,
but never tickets.

C. M. Wilcoxon, of the Cleveland & Southwestern, admitted
that tickets simplified the collection of fares and had many
other advantages, but he doubted the wisdom of charging more
on cars than for tickets unless all patrons could be offered
facilities for buying reduced rate tickets. The country people
and passengers who desire to board cars at street crossings
without going to the center of a city make up a large per cent
of the total business, and it would not do to penalize such
people. He thought such a plan defeated one of the chief ad-
vantages claimed by interurban roads.

J. A. Jordan, of the Cleveland, Painesville & Eastern, did not
think it advisable. His company makes a discount on round-
trip tickets which are sold only at ticket offices.

H. C. Lang, of the Western Ohio, thought there might be
considerable advantage in making the cash-fare receipt re-
deemable for the difference when presented at a ticket office.
The fact that the receipt had value would cause a passenger
to examine it and would render it impossible for conductors
to manipulate receipts. There would be a percentage of profit
in receipts not redeemed.

F. D. Carpenter, of the Western Ohio, mentioned several
steam roads that had tried the plan outlined by Mr. Lang and
had abandoned it. He thought that where tickets were sold
at every station and a reduction made that country people
would make it a point to secure them. On its park business
at Lima the company makes a reduction where tickets are
bought, and in consequence collects very little cash, although
many people get on along the line. People frequently buy sev-
eral tickets at a time.

C. O. Scranton, of the Stark Electric Railway, said that the
cash fare on that road was based on 2 cents per mile, and a
reduction of 5 cents was made on tickets costing over 20 cents.
To accommodate country people, conductors sell twenty 5-cent
tickets for $1, and these tickets are accepted at the ticket rate
of fare. The conductors pay for these tickets in advance. He
admitted this plan gave a considerable discount on the smaller
fares.

June io, 1905 ]

Theodore Stebbins, of the Appleyard roads, said they had
tried charging more for cash fares than for tickets, but had
given it up on account of the complaints of country people.
He was inclined to question the advisabilit}' of selling tickets
at all, on account of the chances of collusion between ticket
agents and conductors — that is, conductors failing to punch
tickets and agents selling them over again. His roads are
using a new cash receipt in which the duplicate stub is con-
cealed in a holder, making it impossible for a conductor to figure
his collections. He inquired as to the advisability of limiting
the return coupons of round-trip tickets to thirty days and
found that it was general practice. Several doubted the legal-
ity unless a reduced rate was given. One manager said he
had lost in a case where he had been sued for ejecting a pas-
senger who had an expired one-day round-trip ticket.

H. A. Nicholl, of the Indiana Union Traction Company, said
th^t that company sold no tickets except on cars, and that it
gave a 10 per cent reduction from double the one-way fare on
round-trip tickets. The conipan\' is now considering estab-
lishing ticket offices.

A resolution to make the fare paid on a car greater than the
ticket fare to the same point was proposed, but was defeated
by a tie vote.

The engineering subjects discussed were "The Advantages
and the Disadvantages of the Use of Stub Switches on Single-
Track Roads at All Points Other Than Regular Meeting
Points," "Advantages and Disadvantages of Spring Switches,"
and "Oil or Electric Lights for Sidings."

C. M. Wilcoxon, of the Cleveland & Southwestern, thought
there was a marked advantage in the use of stub sidings at
points other than regular meeting points. He questioned if
they were not advisable at all points except on roads of un-
usually high speed. The cost and maintenance are reduced,
there is less danger of derailments and less chance of switches
being left open.

F. D. Carpenter, of the Western Ohio, said that the ma-
jority of that company's stub switches are in the country, while
sidings with double ends are near stations in nearly all cases
where stops are made. The stub switches have locked points
and spring switches are used at double-end sidings. A few
derailments have occurred, due to weak springs or expanding
joints, but there have been no serious accidents. Motormen
are required to go over spring switches with the car under
control.

Theodore Stebbins, of the Appleyard lines, said they had
spring switches at regular passing points. The companies are
very vigilant aliout inspections and never had an accident. The
sidings are very long.

D. H. Lavenburg, of the Toledo & Indiana, said that that
company had spring switches at all regular points. The
switches are closed at one end and open at the other. If both
cars are on time, neither stops, but there is a strict order that
where one car is late the opposing car must not start until the
other has crossed the frog. He thought stub switches a dis-
advantage, as it was frequently necessary to change passing
points, causing delays if the sidings were not all alike. He
had never had a derailment. At one time he was on a car
where the air gave out approaching the siding and the car went
around the siding safely at 45 m.p.h.

F. W. Coen, of the Lake Shore Electric, favored spring
switches. He could recall only one slight accident in six years,
whereas his company had had two or three accidents due to
lock switches being left open. The Indianapolis & Northwest-
ern was referred to as a high-speed roafl using lock switches
exclusively.

E. P. Roberts, of the Roberts & Abbott Company, engineers,
said that the majority of managers preferred the spring switch.
He thought it an advantage to have long sidings, so that cars
could keep in motion. It also rendered it possible for a car to

1033

slop in time should an opposing car take the siding or split
the switch.

\V. B. Tarkington, of the Detroit, Monroe & Toledo, said that
with No. 12 frogs they leave tiie [joints open, and with No. 9
(ir smaller, the point is closed. The sidings are all a mile long,
and spring switches are used. They are inspected frequently
and extra precautions are taken in winter.

J. W. Brown, of the Pittsburg, McKeesport & Connellsville,
thought more accidents occurred with stub switches than with
open-end switches. In one case a motorman backed over the
end before the other car had cleared, and in another case the
overhead work had been torn down, due to failure to reverse
trolley in backing out, a rule which they insist upon.

H. C. Lang, of the Western Ohio, urged lengthening the
schedules, if necessary, to secure perfect safety in operation.
He spoke of a north and south road where stub switches are
used. The southbound car always takes the siding and col-
lisions are practically impossible. The southbound car must
back up and throw the switch before it can proceed. If short
through sidings are used, the car on the siding should not be
permitted to start until the other car had passed.

On the subject of switch lights, W. B. Tarkington said that
the Detroit, Monroe & Toledo formerly used oil lights, but had
abandoned them. Steam roads are also doing away with them,
and he had made a contract to furnish current for switch lamps
for a parallel steam road. Formerly the company used five
lights, two in each target and one in the telephone booth. Now

uses six in series, placing two in the booth. The late freight
crew turns them all out, and they are turned on by different
crews after a certain hour. Formerly the company had the
lamp switch in the booth. Now it places the switch on a pole
and uses a strong handle so that it may be thrown on the fly.
When lights are out, it is regarded as a danger signal. The
company uses the Adams & Westlake target, with green and
red lenses.

Theodore Stebbins said that the Appleyard roads had adopted
the plan of allowing lamps to burn all the time. He thought the
current used in burning lamps all day was more than compen-
sated for by the power consumed in stopping and starting cars
and the time lost. He estimated that from $700 to $1,000 a
year would be saved by this plan. His companies formerly
used five lamps in series at each siding, but now employed two
300-volt, i6-cp lamps at each target. They use 120 watts as
against 300 watts for lamps five in series, and there is a saving
of 50 per cent in lamp renewals. To obviate troubles from
lightning they are experimenting with reactive coils. Wher-
ever possible, they place lightning arresters at switches, as
they can Ije taken care of easier and are a protection to lamps
and cars.

H. C. Lang reported success with using three 225-volt lamps
at sidings. The strength is reduced somewhat, but the life is
increased.

W. H. Abbott, of the Roberts & Abbott Company, suggested
dispensing with the use of lights at switches. He said that by
placing in each target a convex lense having a high degree of
convexity and a mercury Ijacking, the rays of the headlight
o;i a car would be reflected back with a flickering flame, which
could be seen for a considerable distance. He thought it might
be necessary to mount the headlight so that it would follow tlic
curve.

President E. C. Spring announced that the Appleyard system
of roads had agreed to adopt the interchangeable coupon book
rf the Ohio Association. This accession is very gratifying, as
it will undoubtedly be the means of bringing the other Colum-
bus roads into the agreement. The White Star line of steamers,
operating between Toledo and Port Huron, Mich., has also
agreed to accept the hook. In this connection considerable
significance is attached to the acceptance by H. A. Nicholl,
gtneral manager of the Indiana l^nion Traction Company, of

STREET RAILWAY JOURNAL.

I034

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

a position on the transportation committee of the Ohio Asso-
ciation.

The Drinnmund Detective Agency presented an outline of
a plan for keeping a record of accidents, legitimate as well as
fake accidents.

A telegram was read announcing the death in California of
Dr. J. E. Lowes, president of the Dayton & Northern and
Dayton & Muncie companies and chairman of the legislative
committee of the Ohio Association. Several gentlemen who
had been associated with Dr. Lowes spoke of his sterling quali-
ties and ability as a promoter and an operator, and a resolution
of condolence was sent to his family from the association.

During the afternoon a number of the members accepted the
invitation of the National Carbon Company and visited its im-
mense carbon plant. Others visited the new offices of the
Roberts & Abbott Company, where there were exhibited plans
and photographs of a number of new types of cars ; also a
demonstration of a new type of smoke consumer.

The last meeting of the association this summer will be held
at Cedar Point, Sandusky. June 22. Everything points to this
being the bamier meeting of the association. Members were
urged to bring tlieir wives.

CONDENSED SPECIFICATIONS FOR MUNICIPAL STREET
RAILWAY IN CHICAGO

A pamphlet has been published by the city of Chicago con-
taining notice and instructions to bidders and condensed speci-
fications for the construction and operation of the Municipal
Street Railway for the city of Chicago. The complete speci-
fications and forms of proposals were prepared by B. J. Arnold,
consulting engineer of Chicago, and the pamphlet containing
the condensed specifications has been prepared for the con-
venience of bidders.

The notice to bidders contains the terms and conditions un-
der which the Municipal Street Railway is to be built. These
conditions have been published and they have been referred to
in the columns of the Street Railway Journal. Briefly, they
are as follows :

The Municipal Street Railway will first be installed upon the
following-named streets: Adams Street from Clark to Des-
plaines ; Desplaines Street from Adams to Harrison; Harrison
Street from Desplaines to Western Avenue; Western Avenue
from Harrison to Twelfth ; Twelfth Street from Western Ave-
nue to Crawford Avenue ; Halstead Street from Harrison
Street south to the center of the Chicago River ; Ogden Ave-
nue from Harrison Street to Fortieth Avenue.

Payments for the road are to be made by the city either by
the delivery of street railway certificates to be issued under an
act of the General Assembly of Illinois or in cash from the
proceeds of the sale of such street railway certificates by the
city. If bids are submitted upon the basis of payments by
means of the delivery of street railwa}' certificates, such bids
may be separately submitted on the basis that the city shall
itself operate said system or that the city will lease such sys-
tem to the highest and best bidder, at least one-half of the
rental thus obtained to constitute a trust fund to provide an
additional security for the payments of the certificates. If the
bidder or bidders so elect, bids may be submitted upon the basis
that the completed system shall be so leased to such bidder
upon a certain percentage of the gross receipts or an amount of
cash per year or term of years not to exceed twenty.

All bids must be delivered on or before the first day of July,
1905, and must be accompanied with a certified check for $24,-
000, which w'll be forfeited by the successful bidder to the city
of Chicago in case the bidder fails to execute the necessary
contracts, and in the case of unsuccessful bidders the check
will be returned.

The detailed preliminary plans and specifications can be se-
cured from the Commissioner of Public Works upon the de-
posit with the City Comptroller of a certified check for $1,000,
which check will be returned upon the return of the plans and
specifications.

The following is a brief digest of the plans and specifications
for building the road, upon which bids are invited :

SECTION I.— TRACK WORK

Specifications and drawings for three types of track con-
struction are submitted for bids, to wit: (A) Underground
conduit construction; (B) surface concrete beam construction;
(C) surface tie construction.

Separate specifications are requested for: (D) Supplying
track special work; (E) reconstructing the Adams Street
bridge.

.'\. This specification covers underground conduit construc-
tion for double track to be built from Clark Street to Ogden
Avenue, and on Halstead Street to the south branch of the
Chicago River, aggregating 2.62 or more miles of double track.
This section will be built with 9-in. girder grooved track rails,
/-in. Z-bar slot rails, cast-iron yokes spaced 5 ft. center to cen-
ter, T-iron conductor rails supported every 15 ft. by porcelain
insulators. Every 105 ft. a trench and cleaning hand hole will
he built. The yokes are to be embedded in concrete, which will
also be extended underneath the entire track to a depth of i ft.
Ijelow the bottom of the paving.

B. This specification covers surface concrete beam con-
struction for double track on Harrison Street from Ogden
i\venue to Western Avenue; Western Avenue to Twelfth
Street; Twelfth Street to Rockwell Street, and on Ogden Ave-
nue from Harrison Street to Albany Avenue, aggregating 1.35
or more miles of double track. The track will consist of a
9-in. girder grooved rail weighing 120 lbs., in 50-ft. lengths,
and under each rail will be constructed a Portland cement con-
crete beam 12 ins. deep,- sloped to a connection with a 6-in.
concrete foundation under the paving, the concrete beam and
paving foundation to he placed at the same time so as to form
a monolithic bed.

C. This specification covers surface tie construction for
double track to be laid on Twelfth Street from Rockwell Street
to Fortieth Avenue, and upon Ogden Avenue from Albany
Avenue to Fortieth Avenue, aggregating 1.75 or more miles of
double track. The track will be laid with 7-in. girder rails
weighing not less than 85 lbs., in 60-ft. lengths, spiked to stand-
ard railway ties 6 ins. x 8 ins. x 8 ins., laid 2640 to the mile of
single track.

D. The track special work for the three types of construc-
tion will be of the renewable hard-center type, and bidders
nnist furnish working plans for each layout in detail.

E. The specification for the reconstruction of the Adams
Street bridge and viaduct embraces the reconstruction of the
old floor beams and stringers in such a manner as to permit
the addition of the new track rails and underground conduit
construction.

SECTION II.— PAVING
This section refers entirely to paving the streets covered by
the Municipal Street Railway, and bids are invited for granite
block, asphalt, brick, creosoted-wood block and cedar block,
the conditions under which each paving is to be laid being set
forth in the specifications.

SECTION III.— CONDUIT FOR ELECTRIC CABLES

This section covers the delivering and placing of conduits
for railway feeders and transmission lines at the side of the car
tracks. Vitrified clay conduits laid in concrete are to be used.

SECTION IV.— UNDERGROUND ELECTRIC CABLES
This specification covers the delivering, installing and test-
ing of the underground electric cables for railway feeders and

June io, 1905.]

STREET RAILWAY JOURNAL.

1035

transmission lines. The railway circuit single-conductor
cables are to carry 650-volt direct current, and will be supplied
in 500,000-circ. mil, i,ooo,ooo-circ. mil and 1,500,000-circ. mil
sizes. The transmission circuit three-conductor cables are to
carry 22,000-volt a. c. current, and are to be No. 0 and No. 00
sizes. All cables are to have paper insulation or cambric
treated with compound, the 650-volt cable to have insulation
4-32 in. thick and the 22,000-volt cable to have 9-32 in. insu-
lation around each conductor and 6-32 in. over all. All cables
are to have .lead covering }i in. thick.

SECTION v.— OVERHEAD WORK
This specification covers the labor and material for installing
and testing the overhead work. There will be overhead work
for double track with cross suspension construction, and over-
head work for single track with side-pole bracket construction.
Poles are to be of iron and steel set in concrete. Span wires
to be of Ys in. double galvanized strands with insulated hang-
ers, Brooklyn strand insulators at poles and with approved ad-
ditional insulators in span wire near hangers. Trolley wire
to be No. 00 B. & S. gage hard-drawn copper suspended from
hangers by mechanical clips.

SECTION VI.— SUB-STATION EQUIPMENT

These specifications cover the sub-station equipment com-
plete, excepting buildings and lighting.

Each rotary converter shall be designed to receive six-phase,
25-cycle alternating current at approximately 425 volts and to
transform it to direct current at approximately 000 volts.

The transformers are to be of the air-blast type, with 22,000-
volt primary and 425-volt secondary, designed to operate on
25-cycle circuits ; capacity to be 375-kw or 200-kw each. Trans-
formers are to be supplied with three-phase current at 22,000
volts, and are to furnish six-phase current to rotary converters.

The blower sets for sub-stations are to consist of a volume
blower direct connected to a three-phase, 25-cycle, 425-volt
"squirrel-cage" type induction motor. The blower shall be
capable of delivering 10,000 cu. ft. of air per minute at ^ oz.
pressure. The motor shall have an output of 5 kw.

Where motor-generator sets are required for sub-stations,
the set is to consist of a 600-volt direct-current motor direct
connected to a 125-volt, 15-kw direct-current generator. The
motor-generator set is designed to receive direct current at
about 600 volts and to furnish direct current at about 125 volts
for operating remote control apparatus, a small number of
lights and charging storage battery in sub-station.

Where storage batteries are installed, the battery is to con-
sist of sixty cells of i50-amp.-hour capacity, capable of dis-
charging at the rate of 15 amps, for a period of ten hours. The
battery is to be used in furnishing current for the control appa-
ratus in sub-station and for lights.

The switchboards, switching equipment and wiring for sub-
stations are included under this section.

The plans and specifications under which all of the work in
sub-stations is to be done are very complete, and detail in-
structions as to how each part of the work is to be installed
are given.

SECTION VII.— ROLLING STOCK
This specification covers passenger cars, street sweepers,
snow plows, sprinkler and repair wagons and contact plows.

The passenger cars are to contain as little combustible ma-
terial as possible, and at the same time to possess every ad-
vantage of lightness, strength, comfort and durability consist-
ent with the present art of building a non-combustible car.
Each car is to have a comfortable seating capacity of not less
than forty-eight nor more than fifty-two passengers, and stand-
ing room as large as consistent with the design. The air brakes
are to be of the straight-air type, with motor-driven com-
pressor on each car. The wheel base of the trucks is to be not
more than 6 ft. nor less than 4 ft. 6 ins. Wheels to be 33 ins.

in diameter, with ^-in. flange and 2^-in. tread. Car bodies
and trucks to be designed to provide ample clearance on a
40-ft. radius curve. Wheels are to be of chilled cast iron, but
bidders may give extra price on rolled-steel and steel-tired
wheels. Axles are to be not less than 514 ins. in diameter and
to be of hammered steel.

Each car is to be provided with four motors of sufficient
capacity to operate the car under extreme conditions of sched-
ules and speed in regular city service continuously.

SECTION VIII.— BUILDINGS

These specifications cover all labor and materials for build-
ing the car house and equipment, repair shops and equipment,
sub-station buildings with crane, and power house building
with crane, chimney, coal and ash-handling equipment, etc.

The car house is to consist of two compartments with fire
wall between, the building to be entirely of reinforced con-
crete. The lighting and ventilating is to be done by the fan
system with motor-driven fans.

The main car shop is to be built with a main*center span
provided with a crane and two side spans. The specifications
cover the requirements for foundations, floor, frame, walls,
roof, doors and windows. This building is to contain the
blacksmith shop, the stock room, office, tool room, lavatory,
machine shop, electrical department, and repair tracks pro-
vided with pits and a drop pit for removing wheels.

The paint shop is to be built in separate compartments fitted
with rolling doors. The construction is to be entirely con-
crete. The roof is to be of the saw-tooth type.

SECTION IX.— POWER-PLANT EQUIPMENT

This specification includes all labor and material required to
construct, install and test the complete power plant equipment.

This section is divided into eighteen sub-sections, as follows :
(A) Turbo-generators; (B) compound reciprocating engines;
(C) engine-type alternators; (D) boilers and superheaters;
(E) stokers and furnaces; (F) jet condensers; (G) surface
condensers; (H) turbo exciter; (I) induction motor exciter;
(J) exciter engine; (K) engine-type exciter; (L) boiler feed-
pumps; (M) feed-water heater; (N) piping; (O) switch-
boards and instruments; (P) cable work; (Q) switch house
equipment for power plant; (R) oil-cooled transformers.

The specifications for the turbo-generators require that the
machines are to be designed to furnish three-phase alternating
current at 25 cycles per second at 22,000 volts. Each genera-
tor will deliver 3000 kw, and will be capable of standing tests
at 25 per cent and at 50 per cent overload within the limits of
heating specified in the detail specifications. The steam pres-
sure is to be 175 lbs. per square inch, superheat 150 degs. F.
and vacuum 28 ins. at full load. The turbines are to be de-
signed for parallel operation. Turbine generator to be ar-
ranged for control from the station switchboard by an electric
speed-changing device, speed variations to be not more than
2 per cent from full load to no load, and vice versa. As to
efficiencies, bidders are invited to submit their best guarantee
of duties in pounds of water per electrical horse-power, both
with superheated steam and with saturated steam, and the
efficiency of the generator at all loads.

The specifications for compound reciprocating engines re-
quire that they are to be of the cross-compound Corliss heavy-
duty type for direct connection to alternating generators of
the revolving-field type, which are to be located between the
cranks of the engines. The generators are to deliver the same
kind of current at the same voltage as specified under the
turbo-generators. The reciprocating engines are to work un-
der the same conditions of steam pressure and superheat as
specified for the turbines, except they are to work with a
vacuum of 27 ins. The bidder is to state the best guarantee
he will make under all conditions of load with respect to in-
dicated horse-power, cut-off in high-pressure cylinder, cut-off

1036

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

in low-pressure cylinder, revolutions per minute, economy with
superheated steam and economy with saturated steam. The
performance required of the generators is set forth in the
specifications, but the bidders are instructed to state their best
guarantee under all conditions of load.

The boilers are to be of the water-tube type, each boiler to
have a minimum heating surface of 10 sq. ft. for each boiler
horse-power. The normal steam pressure will be 200 lbs. gage
pressure. The maximum steam pressure 250 lbs. Superheat
to be 200 degs. F. The draft equivalent to .8 in. of water.
Each boiler is to be equipped with a superheater of the flue-
fired type.

The specifications for the balance of work to be done under
Section IX. are set forth in detail.

SECTION X.— TELEPHONE SYSTEM
This specification covers the furnishing and installing of a
complete telephone system for the Municipal Street Railway.

The condensed specifications contain a large number of
maps, diagrams and other drawings for explaining the work to
be carried out under the various sections.

♦-♦^»

CLASSIFICATION OF FREIGHT ACCOUNTS IN BIRMINGHAM

The classification of freight accounts has not yet been taken
up by the Street Railway Accountants' Association of America,
so that the practice of individual companies in this respect is of
great interest. The Birmingham Railway & Light Company,
of Birmingham, Ala., has carried freight on its lines for some
time, and the necessity for a classification of its freight ac-
counts has recently become very apparent. The accompanying
classification was prepared by consultation between the resi-
dent accountant, C. O. Simpson, and W. B. Brockway, general
auditor of the Newman properties in New York, and has just
Ijeen put in force by the company :

CLASSIFICATION ON FREIGHT ACCOUNTS FOR THE BIRMINC,-
HAM RAILWAY, LIGHT & POWER COMPANY

201. Maintenance of Track and Roadway:

Charge to this account proportion of maintenance of track of the railway
department, on a car-mileage basis.

202. Maintenance of Electric Line :

Charge to this account proportion of expenditures for maintenance of
electric line, on a car-mileage basis.

203. Maintenance of Buildings and Fixtures:

Charge to this account all expenditures for repairs and renewals of build-
ings and fixtures used in the operation of the freight property only. Includes
labor, material, water, tools, hauling of material and all other expenses in-
cident to the work.

206. Maintenance of Cars :

Charge to this account all expenditures for repairs and renewals of bag-
gage, express, freight and slag cars, from the operation of which revenue is
derived in the freight department. Repairs and renewals of the electrical
equipment should be charged to account No. 207.

207. Maintenance of Electric Equipment of Cars :

Charge to this account all expenditures for repairs and renewals of the
electric equipment and wiring of baggage, express, freight and slag cars,
from the operation of which revenue is derived in the freight department,
including labor, material and other expenses incidental to the work.

209. Miscellaneous Shop Expenses :

Charge to this account, on a car-mileage basis, proportion of expenditures
of account No. 9 of the railway department.

210. Power:

Charge to this account on a car-mileage basis, proportion of expenditures
of the operation of the power plant as covered by accounts Nos. 10, 11, 12,
13 and 14 of the railway department.

216. Superintendence :

Charge to this account, on a car-mileage basis, proportion of account No.
16, superintendence of transportation.

217. Wages of Motormen :

Charge to this account wages of motormen engaged in the operation of cars
for the freight department.

218. Wages of Trainmen :

Charge to this account wages of messengers, brakemen, car couplers and
other car service employees in connection with the operation of freight trains,
except motormen, which should be charged to account No. 217.

219. Agency Service:

Charge to this account wages of agents, checkers, cashiers, janitors and
porters at the different stations.

220. Wages of Car House Employees :

Charge to this account, on a car-mileage basis, proportion of account No.

20 of the railway department.

221. Car Service Supplies:

Charge to this account, on a car-mileage basis, proportion of account No.

21 of the railway department.

222. Agency Expense :

Charge to this account all miscellaneous expenses at the different stations,
such as rent, fuel, light, water, ice, office furniture, except printing and sta-
tionery, which should be charged to account No. 227.

226. Officers and Clerks :

Charge to this account the wages of the freight traffic manager and clerks
at tiie general office whose duties are in connection with the freight depart-
ment.

227, Printing and Stationery :

Charge to this account the actual expenditures for printing, stationery and
stationery supplies for the freight department.

231. Advertising and Soliciting:

Charge to this account the actual expenditures for advertising the freight
business and salary and expenses of the solicitor.

232. Miscellaneous General Expense :

Charge to this account the actual expenditures for telephone service, pro-
portion of maintaining and operating a private telephhone system, telegrams,
subscriptions and donations on account of the freight department and con-
tingent expenses con lected with the management of the department not other-
wise provided for.

233. Damages :

Charge to this account all expenditures on account of damages to persons
and property and loss of freight in transit.

238. Insurance :

Charge to this account the actual cost of fire insurance on buildings and
cars used in the operation of the freight department.

«^^»

REPAIRING STEEL MOTORS, AND OTHER ELECTRICAL
SHOP NOTES

BY ARTHUR B. WEEKS

The mechanical defects of earlier makes of street railway
motors show themselves occasionally in very exasperating as
well as expensive ways. For example, many suburban roads
are equipped with the steel motor, which is no longer made ;
yet, while there is a certain mechanical defect in the armature
construction of this motor, it can be remedied as follows:

As constructed, an unusually severe strain will often loosen
the armature core so that it will shift on the shaft, allowing
the armature to strike the frame, thus tearing things up gen-
erally. This is a frequent occurrence. The core key is not
cut into the shaft, as would have been by far the better way ;
the key itself is j4 in. x j4 i"- One improvement is to cut the
key way to accommodate a %-in. x J^-in. key, leaving enough
of the key projecting to admit of putting a 5-16-in. headless
screw into the key and the shaft, and sinkin^, the screw just
below the surface of the key. The metal should next be turned
over the screw with a hammer, to prevent the screw from ever
working out, even though it work loose. This, however, is not
likely to occur. Many shops have not the necessary means for
making these repairs, and it is often best to send the armatures
to a reliable armature repair works.

As to rewinding this armature, there is no support for the
projecting coils at the pinion end, and it is best to place a
wooden block here temporarily, while inserting the coils, hav-
ing the block high enough so the finished coils will not slope
downward when completed. Should no block be used, or
should it be too low, there is a liability of getting too mpch
slant, making it difficult to retain the armature band in place,
even with extension clips. This is a common source of trouble
with these armatures when not properly wound. Important as
it is, this part of the work is often overlooked. One case that
came to notice was that of a winder who had trouble with the

June io, 1905.]

STREET RAILWAY JOURNAL.

1037

armature bands coming off sucli armatures. This was followed
by the coils flying out and striking the pole pieces, with a
complete loss of the windings. He thought the trouble was
due to a finishing paint he had just purchased, and it was so
reported; but on investigation the fault in winding was dis-
covered.

On armature and field coils for street railway use, all street
railway companies demand that the highest grade of insulating
paint be used, whether clear or black ; but many are not at all
particular as to the finishing paint. The coil paint must be of a
certain standard of flexibility, and withstand expansion and
contraction without injury, enduring also a high heat test; but
for the important detail of the armature's exterior any cheap
paint is frequently used. The finishing paint should possess a
certain degree of flexibility, and not chip ofl' and allow moisture
to work its way into the armature.

It is sometimes claimed that moisture cannot reach an arma-
ture where enclosed motors are used, whether in a car house or
left out of doors, as is the practice in some cities. This idea is
incorrect, and it is well known that water comes in contact
with the motor by condensation. Where the pits are not heated,
the motors become covered with sweat. Running through wet
streets, the lower portions of the cars being soaked with snow
or water, the motors are affected to a very considerable extent.
One authority even states that ammonia rising from the pave-
ments attacks motor insulations.

Lightning can more easily puncture an armature finished
with a cheap paint, like asphaltum, for instance, than one on

They must be printed on matte surface paper and mounted.

On the back of each must be plainly marked the location of
the photograph, the name and address of the sender.

All photographs to become the property of the Boston &
Northern and the Old Colony Street Railways.

In order that the photographs winning the prizes may be
selected by a committee whose judgment will be at once recog-
nized, the following gentlemen have ])een selected and have ac-
cepted to judge the contest, which will close Sept. i :

Thomas Harrison Cunimings, editor "Photo Era"; George
R. King and F. E. Bowman.

Five prizes are offered. They are in order: $50, a bicycle,
a leather arm chair, an Eastman kodak, a pirn racket and case
and a dozen balls.

^♦^

REPORT ON EFFICIENCY OF 400-K. W. STEAM TURBINE

The report of a test on a Westinghouse-Parsons steam tur-
bine direct connected to a Westinghouse 400-kw alternator,
conducted for the owners, Joseph Benn & Sons, of Providence,
R. I., by F. P. Sheldon & Co., consulting engineers of that
city, has recently been made public. The ol)ject of the test
was to determine whether the Iniilder's guarantees as to steam
consumption at various loads were fulfilled. The results are
given in the accompanying table. The efficiencies obtained
were better than those given in the manufacturer's guarantees
!)y from 6.7 per cent to 10.9 per cent.

The high economy shown on large overloads was obtained

TABLE SHOWING RESULTS OF TESTS ON WESTINGHOUSE-PARSONS STEAM TURBINE— 400 K\V.=580 B.H.P. RATED FULL LOAD CAPACITY.

TURBINE NO. lis.

Superheated Steam.

Saturated Steam.

28-Inch Vacuum, 1.50 Pounds Pkessure.

2S-Inch Vacuum, 150 Pounds Pressure.

Nominal load

Twice
Full
L(jad.

n Load.

li Load.

Full
Load.

:l Load.

\ Load.

Twice
Full
Load.

li Load.

Full
Load.

} Load.

i Load.

Steam pressure (gage) near throttle — Lbs. per square incli

Vac. refd. 30-inth barometer — in. Hg

Speed — r.p.m .'

Steam per B. HP fxr hour — Lbs

Steam per B.HP hour (corrected for 28-inch vacuum) — Lbs

152.
27.28
99.9
3454.5
1207.5
208.
13.55
13.19
90.21
12.7

149.(1
27 . 02

100.2
3400.8

967.5

167.
12.79
12.01
95.3
12.02

153.2
28 . 03
93. 1
348(i.

777.6

134.
12.41

152.7
28.03
100.25
3502.8
(i57.3
113.
12.48

153.2
28.03

102.9
3532.2

410.7
71.
13.45

153.1
28.03
92.6
3561.6
279 . 4
48.2
14 . .34

150.85
27.02
2.3
3496.1
1165.6
201.
15. 12
14.7
96.1
14.12

151.0
28.07
.75
3500.3
725.9
125.
13.85

152.6
28.04
2.9
.3513.3
0(iO.
114.
13.89

154.8
28.03
1.8
3571.3
414.6
71.5
15.05

154.7
28.07
2.9
3597.3
281.6
48.5
15.86

Steam per Internal hp per hour — Lbs

94.2
11.7

93.4
11.65

89.7
12.06

85,5
12.25

93.9
13.

93.3
12.90

89,7
13.5

85.0
13.58

* Based upon an efficiency of 921 per cent, at full load.

by the use of an automatic secondary governor which 1)egan
to operate at 15 per cent overload. The extreme variation in
speed between one-half and twice load was 2.95 per cent.

The superheat runs indicated that the steam consumption is
reduced approximately 10 per cent for every 100 degs. F. super-
heat. The generator test showed that this machine varied in
efiiciency from 94.6 per cent at half load to 96.6 per cent at
full load.

UNITED RAILROADS OF SAN FRANCISCO OPENS CLIFF
HOUSE LINE

The opening of the new double-track electric line of the
United Railroads of San Francisco to the Cliff House was
fittingly celebrated May 27. The first trip was made by two
special cars, in which were President .\rthur Holland, Man-
ager George F. Chapman and other officials and invited guests,
including Mayor Schmitz, the Board of Public Works and the
Supervisors. Stops were made at several stations along the
line, and mi arrival at their destination the party were enter-
l.'iined at lunclieoii al llie Cliff blouse. This line, skirting as it
dues the ]>iclin-es(jiie llill^ide .•ilimg the strait leading out to the
( lolden Gate, is conceded t<i h;ive unexcelled scenic attraclions.
,\s soon as arrangements c;in lie perfected, the company will
begin the work of e(piipping its Suiter Street cable line with
electricity.

which a high-grade insulating paint has been used. Motors on
suburban lines in some seasons have more burn-outs from light-
ning than from any other cause.

PRIZES OFFERED BY THE BOSTON & NORTHERN AND THE
OLD COLONY STREET RAILWAY FOR THE BEST
PHOTOGRAPHS ALONG THEIR LINES

Along the lines of the Boston & Northern and the Old Colony
Street Railways there are to be found some of the most beau-
tiful places in all New England. There are pieces of woodland
that rival in beauty, if not in size, views in the Adirondacks.
There are seaside places where the long stretches of sand and
the rocky shores have been a delight to the traveler's eye for
years. There are parks and groves that attract hundreds every
day. There are rivers and lakes whose beauties have been
sung in song and story. Some of these places have been pho-
tograjdicd many times. Others have not yet been discovered,
save by the amateur photographer who has ke])t the views for
his own satisfaction. To secure these views the railway com-
panies have decided lo fiffer the following ])rizes for the best
dozen views submitted.

The contest will be governed by the following conditions:
Photographs must not be less than 4 ins. x 5 ins., nor larger
than 8 ins. x 10 ins.

1038

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

COUNTERWEIGHTS FOR LARGE ENGINES*

BY D. S. JACOBUS

The writer was called upon to investigate the problem of
lessening the vibration of the engines at the new power plant
at the Manchester Street station of the Rhode Island Com-
pany, Providence, R. I., and working conjointly with Fred N.
Bushnell, the chief engineer of the company, he recommended
that certain counterweights be added in addition to those al-
ready on the engines. These counterweights, which were ex-
ceptionally large, were adopted and gave satisfactory results.
In addition to this problem, certain electrical problems arose
regarding the effect of the counterweights in increasing the
variation in angular velocity of alternating-current generators
run in parallel with each other. A number of measurements
were made to determine the action of the counterweights, both
as affecting the vibration of the building and the tendency of
the alternating-current generators to break apart when run in
parallel.

The counterweights were applied to three engines, all of
which were of the same cylinder dimensions and had the same
weights of reciprocating parts. The engines were built by the
Filer & Stowell Company, of Milwaukee, Wis., and were of the
horizontal cross-compound type, direct connected to electrical
generators. Two of the engines, designated as Nos. i and 2,
were connected to 1500-kw a. c. generators, and one, designated
as No. 3, to a i6oo-kw d. c. generator.

On inspecting the plant it was evident that something should
be done to diminish the shaking. The entire building rested
on piles which passed through silt for about 30 ft. before strik-
ing a solid bottom. There was a mass of concrete about 5 ft.
thick placed on these piles, which extended under the entire
plant, so as to form a bed on which rested the foundations of
the buildings, boilers and engines. The bed of concrete also ex-
tended under the chimney foundation. When the first observa-
tions were made the buildings were not completed. All three
engines were, however, installed and were protected by a tem-
porary wooden structure. The boiler plant was in the process
of construction, much of the brick work having been laid, and
the steel frame work of the building nearly completed. A por-
tion of the boiler plant was running to supply steam to one of
the engines. The Custodis chimney, which was ultimately to
be about 300 ft. high, was being erected.

After inspection, the writer constructed an apparatus on
the principle of the seismograph for measuring the amount of
vibration. On a second visit to the plant the horizontal shake
of the foundation was measured with this instrument with
engine No. 3 running, and found to be o.oi in. at the engine.
This may not seem to be a large amount, but as the entire mass
of the building foundation shook, the movement of parts of the
temporary wooden building was magnified in many places so as
to be very evident to the eye. Furthermore, the iron work of
the boiler house shook considerably. That the entire mass of
the foundation shook could be appreciated by feeling the vibra-
tion through the feet, and also by measuring the actual amount
at different points with the special apparatus. At a point near
the extreme end of the foundation, where the No. i engine was
located, the foundation was found to shake 0.008 in. Measure-
ments made near the top of the chimney, which was erected to
the height of about 175 feet above the ground, showed that the
maximum shake with the engine running at its ordinary speed
of 90 r. p. m. was about 0.02 in. After measuring the vibration
of the chimney with the engine running at its ordinary speed,
the engine was shut down and a marked result took place when
its speed fell in harmony with the time of vibration of the
chimney. When this occurred, the chimney shook to such an

* Abstract of paper presented at tlie Scrantoji meeting (June, 1905) of the
American Society of Mechanical Engineers.

extent that the motion was beyond the range of the special in-
strument. The total movement of the pointer of the instru-
ment was such that the chimney was shown to move more than
Ys in. In constructing the chimney the workmen had noticed
that when they came to a height of about 130 ft. the vibration
was much greater than it was after the chimney was built
higher. This made it appear that at the height of 130 ft, at
which there was the most shaking, the time of the vibration of
the chimney was in harmony with the number of revolutions
made by the engine.

As the entire plant shook laterally on top of the piles, and
as there could be no vertical movement, it appeared evident
that the best plan would be to place counterweights on the en-
gines of such sizes that they would diminish the horizontal
shaking forces to nearly a minimum, irrespective of the ver-
tical shaking forces which might be produced. This would
give much larger counterweights than are ordinarily used, but
on carefully considering the conditions which existed it was
deemed best to adopt them. The counterweights originally on
the engines were comparatively small and it was found im-
possible to place large enough weights on the crank discs to
carry out this plan. It was therefore decided to place counter-
weights on the fly-wheels in addition to placing as heavy coun-
terweights as possible on the crank discs. A counterweight in
the fly-wheel acts just as efficiently as one placed on the crank
disc in eliminating the shaking forces tending to translate the
bed of the engine, but with such a counterweight there remain
forces which act as couples and tend to shake the engine by
rotating it about its center of mass. The horizontal forces
tending to produce translation were, however, the most im-
portant in the case under consideration, and these were con-
sidered irrespective of the forces tending to produce ro-
tation.

The weight of the counterweights recommended to be added
in addition to those already on the No. 3 engine was 4995 lbs.
on each of the crank discs and 3600 lbs. in the fly-wheel, the
distance of the center of gravity of the weights on the crank
discs from the center of the shaft being 2.38 ft. and for the
weight in the fly-wheel 7.67 ft. The counterweights originally
in each crank disc amounted to a net weight of 1740 lbs. at
2.05 ft. The counterweights finally placed on the engine were
somewhat lighter than called for, but not enough so to produce
any great difference in the results. On starting up the No. 3
engine with the counterweights it ran without appreciable
vibration and operated with entire satisfaction. Similar tests
were also made with engines Nos. i and 2.

It appeared that the fluctuations in the current generated by
the two alternating machines had but little influence on their
efficiencies and that they were working successfully when con-
nected in parallel. The writer did not wish, however, to give
an opinion on the electrical side of the problem and arranged
with Prof. Albert F. Ganz, the professor of electrical engineer-
ing of the Stevens Institute, to accompany him at the time of
making the final measurements. On a joint visit of Prof. Ganz
and the writer, observations of the angular displacement of the
rotating fields and electrical readings were again taken, and
these observations led Prof. Ganz to conclude that there was
no apparent danger of the alternators breaking out of step
while operating in parallel with the counterweights in any rela-
tive position.

It appears that by placing the counterweights in the revolv-
ing fields the angular variation during a single stroke is made
about twice what it would have been without the counter-
weights. It, however, appears that the increased angular varia-
tion during a single stroke, due to employing .the counter-
weights, does not introduce any great disadvantage, as the
alternators can be safely run in parallel at practically the
same efficiency as would exist should there be less angular
variation.

June lo, 1905.] STREET RAIL

CAN A STEAM TURBINE BE STARTED IN AN EMERGENCY
QUICKER THAN A RECIPROCATING ENGINE
OF THE SAME POWER?*

BY A. S. MANN

If a large steam turbine is cold and at rest, how quickly can
it be started? Can it be brought up to speed as readily as can
a good cross-compound engine that is cold all over ? Most sta-
tion men would have doubts as to the adaptability of the large
turbine, say 1500 kw or 2250 hp, for emergency work. So
much has been written about the sensitiveness of a rotating disc
to the changes of temperature and the effects of unequal ex-
pansion that it is easy to imagine difficulties in the rapid start.
The possibilities of an engine with a 62-in. low-pressure cylin-
der in starting practically cold and coming up to synchronous
speed are well understood. A station manager would criticise
an engineer who would open his throttle as fast as he dared
without wrecking his piping system and let his machine jump
into her work. One turn at a time on the throttle is about all
that is considered safe, and even then a close watch is kept for
groaning valves and cold back bonnets.

Every time the starting valve is moved to increase the steam
flow the engine is allowed to take its full increment 01 speed,
due to that particular throttle position before the supply valve
is moved a second time. There are ten large oil cups, and fre-
quently more, that must be opened and adjusted before the
machine moves at all, beside whatever oiling is to be done
about the air pumps and other auxiliary apparatus.

Most engineers would consider ten minutes as rather a fast
start and fifteen minutes as a more usual starting period, in-
cluding time taken for warming up ; in fact, it may not be over-
stating the case to say that if it were known that an engine-
driven plant were to be called upon in emergency for power
and it were essential that the briefest possible time were to
elapse between the call and the taking of the load, one or more
engines would be kept in motion all the time, turning slowly
and hot all over.

This question makes itself very prominent when the steam
station is operated as an auxiliary to a large source of high-
tension power, which is itself in the construction stage and
has a large overload capacity of its own to carry, supplying all
sorts of apparatus that use electric power, railway, lighting
and power circuits simultaneously. At such a time all sorts of
accidents will happen to the high-tensiofi water-driven plant,
most of them due to the necessarily temporary character of
many of the electrical connections.

The station at present under consideration is equipped with
three Curtis turbine-driven alternators, 40 cycles, 10,000 volts,
each of 1500-kw normal capacity. During the summer months
the station is operated as an auxiliary to a water-power plant,
taking all sudden overloads. A signal has been arranged, a
•)4-in. whistle, so that it can be blown instantly should the
power fail. A blast of that whistle means — cut in two turbines
and bring the third up to speed. The load will be heavy, and
all auxiliary apparatus must be in regular operation. Each
turbine has a surface condenser, and there are three or four
pumps to be started for each pair.of turbines; one circulating
pump, one combined hot-well and feed-pump, one pressure
pump for the step bearings and one dry air pump, all of which
are motor driven. The exciter is driven by a steam engine,
and must be started also, for it supplies current to a portion of
the auxiliary apparatus.

The boiler room has steam up at all times, supplying a sys-
tem for manufacturing purposes other than power, and slow
fires are kept in enough boilers to make steam needed for the
normal load. Forced load means forced fires. The boilers have

* Abstract of paper pre>;entcd at the Scrnnton meeting fjiine, 1905) nf the
American Society of Mechanical Engineers.

AY JOURNAL. 1039

under-feed stokers, equipped with pressure blast, and will re-
spond quickly to a 50 per cent excess call for steam. The oper-
ating force for this about equals one for an engine plant.

At the sound of the whistle the water-tender starts a blower
on the extra row of boilers; all blast dampers are opened up
and all stokers are allowed to feed at the maximum rate. Each
fireman dumps his free ash and bars over his red fire. The
man in charge of the coal and ash conveyor starts the pressure
pump for step bearings. One of the turbine men starts the ex-
citer which supplies current to the auxiliaries beside its field
current ; a second turbine man starts the circulating puinp and
then his turbine. The hot-well pump and the air pump are
started by the oiler. These movements take place simul-
taneously. The force is organized upon the lines that obtain
in a fire station; each man has his specific duty, and after per-
forming it looks to see that there is nothing more for him to do.
Only a few seconds elapse between starting the first pump and
starting the first turbine. The turbine throttle is opened as
fast as an 8-in. steam valve can be opened without endangering
the steam piping system. It is not considered advisable to open
the throttle valve as fast as a man's strength will permit ; but
if nothing unusual occurs in the pipe line, sentiment does not
spare the turbine.

One electrician attends to the switchboard and telephone.
As soon as the machine approaches speed, the synchronizing
system is cut in and the main switches are got ready. One and
one-half minutes will do the work here outlined, including the
time taken in mustering the crew.

Manipulating an engine regulator so that it shall be at a
precise speed and at an exact phase relationship from some
other machine, not more than 1-1500 part of a second removed
from it, is no matter that can be hurried, and one minute is fast
time on such work. But the whole thing, phasing-in and all,
has been done in two and one-half minutes, including full load
on the turbine, which started from a standstill. This perform-
ance has been gone through a great many times, and our record
book shows that, out of forty-three such calls, ten starts were
made in two and one-half minutes, eighteen in three minutes,
and fifteen in three and one-half minutes.

We have taken the time in a number of instances when all
the auxiliaries have been in motioij and it only remained to
start the turbine and phase it in on the line ; the only valves to
open in such cases are the throttle and one small oil valve.
The two quickest starts have been made in forty-five seconds
and seventy seconds, respectively, including phasing-in. Others
range between one minute ten seconds and one and one-half
minutes. These two quickest starts were made on a turbine
which had stood for twenty-four hours with the throttle valve
shut tight, though there was a slight leakage past the seat.
After the throttle valve is off its seat, it is not more than thirty
seconds before the turbine is up to speed. A cross-compound
reciprocating engine of the four-valve type, 2250-hp capacity,
can be brought up to speed from a standstill in five minutes if
it is hot all over. This five minutes is to be compared with the
seventy seconds required for the similar turbine operation.

A reciprocating engine which is turning over slowly with
the throttle valve just off its seat or with by-pass open and
having all its oil cups open and regulated, can be brought up to
speed, say seventy-five turns, in two and one-half minutes.
This can be compared with the thirty seconds necessary for
bringing the turbine up under the same conditions — that is,
about one-fifth the time necessarv for bringing up the engine.
If the engine is cold all over and has all its oil cups shut tight,
all its auxiliaries quiet, fifteen minutes is called a rapid start.
.Starts have been made under such conditions in twelve min-
utes. When we start a cold turbine, we open up the valve and
let her turn, and in two minutes we are ready to bring her up
to speed, and she will be at speed in two and one-half minutes,
dividing the engine's time by more than four.

1040

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

THE QUESTION BOX

Tlie Question Box this week contains a very interesting
connnunication on the subject of trail cars. There are also in-
cluded descriptions of two methods of keeping general oper-
ating and construction data and records, and two methods of
keeping records of employees.

A.— GENER.^L

A 17. — At one time the use of trail cars was quite general on
electric railways throughout the country. Then came a period
when the running of trailers was looked upon with more or less
disfavor. There seems to be a decided tendency at the present
time to go back to trailers. Please give your ideas and ex-
perience relative to trailers. Under what conditions do trail
cars properly find a place in the operation of a modern electric
railway? Do trail cars cause a greater nunilicr of accidents?
If they do, what can be done to make them safer? What is the
economy in running trailers?

-Vliout a year ago we commenced the use of trailers in connection
with our four-motor cars. At first we used a nuni1)er of old seven-
bench open cars, as trailers, and operated them as smoking cars.
We took off the running board and closed up the left-liand side
with guard rails, running cars the same end front all the time, and
we found that they operated very satisfactorily. Since then we have
put on a type of long trailer, 41 ft. 6 ins. long, the same length as our
standard car, with cross-seats and side entrance in the middle of
the car, on one side only. This car seats 52, and during the rush
hours has hauled as high as 190 passengers. This trail car might
be termed semi-convertible as it has large windows which let down
into the pockets. It has crosS seats and an aisle up the center. We
use it all the year around. The first one that we made weighed
19,300 lbs., which was a little heavier than necessary, but it was an
experiment and we thought that we might possibly have to attach
motors to it later on, but we find that we can run this car during
rush hours morning and night, and also on holidays and days of
heavy travel as a trailer without heating the motors on the motor
car. We have recently placed an order for a number of these
trail cars, but have reduced the weight of the cars considerably.
The new trailer cars will weigh 10,000 lbs. complete. They are 36
fi. long and seat 44 passengers. One of the chief advantages of
running trailers is that the trail car requires but one man to operate
it. We place a conductor on each trail car, thus reducing the e.xtra

MOTOt? C.VK WITH CLOSED TKAIl.Kk -\T DKNVER

list to one-half. A very large economy is also affected in power,
the consumption of power being in the ratio of the weight of the
trailer to the weight of the motor car. In other words, we find that
our ordinary four-motor car consumes 2.5 kw-hours per car, meas-
ured at the car motor, without a trailer. With a small trailer, .6
kw-hour additional is used, and with a long trailer about i kw-hour
additional is consumed. This materially reduces the expense per
car-mile. It also greatly reduces the necessary investment in motor
equipment and rolling stock, and consequently reduces the fixed
charge.

As regards accidents, we have as yet had no accidents on account
of the trailer, and since attaching the trailer under these condi-
tions our accidents have been diminished, but whether we can at-
tribute this entirely to the trailer or not is a debatable question. In
Denver, we use a peculiar type of car. Our standard car has an
entrance at the middle of the car at one side only.

With respect to brakes with the long trailers, we connect them up

widi the air-brake system of the front car. We use the Christen-
sen. straight air brake. The light open trailers, the weight of which
is 5600 lbs. are equipped with ordinary hand brakes.

We have found it possible to lighten up the dead-load of the
trailer very materially. In other words, a motor car weighs 36,500
lbs. and accommodates very nicely 100 people ; that is 365 lbs. dead-
load per passenger. The trail car has a weight of 10,000 lbs., and
will accommodate 100 people, giving a dead-load of 100 lbs. per
passenger, thus reducing the dead-load per passenger nearly three-
quarters.

On some of the lines when running trailers we lengthen out the

.\i()l()K (.WK Willi OI'KX TR.MLEK .\T DENVER

schedule, giving a little longer time in which tn make the trip, but
we maintain the same or more frequent headway between cars by
putting on e.xtra units.

John A. Beelek, V. Pres. and Gen. Mgr.,
Denver City Tramway Co.

A 17a. — If trail cars are used, should cars be ecjuipped with
some form of multiple-unit control? If so, would you favor
putting four motors on the first car and none on the second, or
two motors on each car, or four motors on each car ? What
are the factors entering into the question ?

Under our conditions I would favor the multiple-unit control
where there is likelihood of more than two cars being required.
But I would think that at least every other car could be a trailer
car without motors, and it would seem to be preferable to keep the
four motors all on one car. The cost of maintenance would be less,
and when you were not using the extra cars you would simply have
to house the trail cars, and there would be less liability of a great
loss in case of fire. You would also have the advantage of keep-
ing your motor equipments out on the road all the time, and with
four motors to the car you could, under certain conditions, run cer-
tain lines at a higher rate of speed during certain hours, if neces-
sary. John A. Beeler, V, Pres. and Gen. Mgr.,

Den\ er City Tramway Co.

A 47. — Have you worked out any special form of hand book
or note book Ijy which the manager can keep in convenient
shape for quick reference the various data and statistics rela-
tive to his ]5roperty, such as comparative receipts, car mileage,
station output, etc.? How do you keep this information? Sam-
]de pages or sheets from your book, with description, will be
appreciated.

The Street Rau^way Joi'rnal has had occasion frequently to
point out the advantages, for purposes of making comparison, of
plotting financial, operating and ph3'sical property data and records
in the form of curves or diagrams. Probably every street railway
man has realized at one time or another how difficult and unsatis-
factory it is to attempt to draw intelligent conclusions from a mass
of figures and statistics, for the very size and bulk of the sheets
necessary to display any extended array of figures make the ex-
amination and comparison extremely inconvenient.

The value of reducing these data to curves is well illustrated by
the sample sheets reproduced on this page, which were taken at
random from a data book used by C. Loomis Allen, general man-
ager of the Utica & Mohawk Valley Railway Company, and in
which is kept complete financial, operating and other records for
the entire property for a series of years. The pages of this
l)(jok are 4 ins. wide by yY^ ins. high, and are ruled to give the
figures for each month for a period of five }'ears. The sheets are

June io, 1905.]

STREET RAILWAY JOURNAL.

1041

bound on the loose-leaf system. The same ruling is applicable to
keeping all of the various kinds of records. At the left of each
sheet is a column headed "amount," and in this are entered a se-
ries of progressive units, the units being selected to give the best
facilities for reducing the particular record to diagrammatic form.
.For instance, for the sheet headed "Earnings from Operation," the
unit selected is "dollars," and each of the cross rulings represents a
progression of $1000. For the comparison of conductors' wages the
unit is also "dollars," but each space represents an interval of
$100. In the same way the column headed "amount" would be
filled out on the most desirable basis, as for instance, number of
kilowatt-hours for power statistics ; car-miles or car-hours for de-

claim the scheme as original, but gives credit to an article which
was publi.shed in the Street Railway Iournal for August, 1899, p.
528, describing a somewhat similar scheme as used by lohn I.
Beggs, president and general manager of the Milwaukee Electric
Railway & Light Company. Editors.

The writer uses a \est pocket note bdok with pages 5% ins.
long by 2)74 ins. wide, quadrille ruled with 3-16-in. spaces. This
shows the gross earnings and the principal items of operation, net
earnings, fixed charges, surplus, per cent of earnings used in oper-
ation, etc., by months. The small book which T always carry in my

Utica & Mohawk Valley Railway Co.

Comparison of ^ .-c^-'^-A'wa-'^v- <

1902 Red, 1903 Black, 1904 Purple. 1906 Green, 1906 Blue.

Amount. Jan. Feb. Mar. Apl. May|Jun. Jul. |Aug

SSVoo

ft

?3
« )

%0000

T>

7r

77

73
7^
7'

70000

6r

67
Cb

sr

6¥
63

<ol

(aoooo
s<i

STf
^7
Sb

j-r

J-V
S3
SX
SI

SOOOO

■W

ft

Vb
IS-
h4
H3

HI

3?

3?

37
36
34"
3f
33

3/

Soaoo
M

«7

r

Sep Oct. Nov Dec

Average.

Utica k Mohawk Valley Railway Co.

Comparison of *^ c

1902 Red, 1903 Black, 1904 Purple, 1905 Green, 1906 Blue.

Jan. -eb.

It
ta
nz.
8/

gooo
79
7'
77

7^
7V
73
7*
V

yaoo
01

&r
47
bb
bS-

63
6X
il

booo
'Sy

■sr
J7
,^6
«'
S-t
S3
S3.

<ri

SOOO

11
If

V7
fz

HI

tfooo
31

3r

31
36
IS
3^
33
J*.
3/

3000

%1

X»

*7

26

Mar.

Apl. Way un.

Jul.

Aug. Sep,

Oct. Nov. pec

Average.

S.\MPLE .SHEETS FROM GENEKiVE MANAGER'S DATA BOOK

tail statistics, etc. Each month the total for the month in each
particular instance is indicated by drawing a straight line across
the column for the given month, and in this way progressive curves
are obtained. The comparison for the different years is obtained
by the use of colored crayons, for instance, the curve indicating
the 1902 statistics being drawn in red; for 1903 in black, for 1904
in purple, for 1905 in green, for 1906 in blue. On the sample sheets
shown here, however, the curves for the different years are indi-
cated by symbols, as it would be impossible to reproduce the curves
in colors. As a matter of fact, for keeping the records the sym-
bols may be used instead of the different colors, if it is so desired,
but it is believed that the color scheme gives lietter contrast and
permits comparisons to be made more easily. The extreme right-
hand column gives the average for each year.

Mr. Allen states that this method of keeping reccirds for ready
comparison has proven of the utmost value to him. He does not

pocket shows our operations in this manner for the past seven
years, and has sufficient room for the next seven. It also shows a
number of miscellaneous statistics by years, such as the motor and
trailer mileage; the motor and trailer car-hours; number of one-
way trips; operating expenses per car-mile and per car-hour; per
cent of gross earnings paid in damages ; earnings per car-mile and
per car-hour; gross receipts per passenger, and from advertising,
chartered cars, mails, freight and other earnings, together with the
gross yearly expense of maintenance of way and structure, ecjuip-
ment, operation of power plants, car service, general expenses,
taxes, sinking fund, interest (.)n funded debt, etc., etc. I enter the
various groups of items down the left-hand side of a left-hand
page, and then cut away aliout 1 in. from the left-hand edge of a
sufficient number ol llie fdllnwing ]iages to accomnuxl.ite tlie figures
referring to tlmse items for the ])criods I wish to cover. In this
way the one entry of the names tif the ilem^ w ill suffice for se\eral

1042

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

pages of statistics, as the rows of figures on any page will match
up with the proper items on the key page. I have found this plan
very convenient, as it is possible to carry this book without its be-
coming at all burdensome.

John A. Beeler^ V. Pres. and Gen. Mgr.,
Denver City Tramway Co.

B.— EMPLOYEES

B 27. — What do you consider the best system for keeping
records of individual conductors and motormen ? Please de-
scribe the system you use.

In response to several inquiries for information concerning
methods of keeping individual records of motormen and conduc-
tors, the following descriptions of two representative record sys-
tems have been prepared.

The Rhode Island Company, of Providence, R. I., keeps records
of conductors and motormen
by means of what is known
as a "jacket" system, supple-
mented by a card index. The
"jacket" used consists of a
heavy manila envelope, 11
ins. long by Syi ins. wide,
having a flap along the long
edge. The envelopes and cards
are filed under the conductor's
or motorman's number, and
thereafter referred to by this
particular number.

In the jacket is kept a com-
plete record, starting with the
application blank which is
turned in by the employment
department as soon as the
man is hired. At this time the
man's agreement with the
company is filed, with a signed
statement that he has re-
ceived a badge, rule book,
book of by-laws of the bene-
fit association, running time book, and instruction book. As soon
as an applicant for the position of conductor has been turned over
by an inspector to a regular conductor for instruction, a rating
memorandum is made out and sent to the office of the superin-
tendent of transportation, and is filed in the applicant's envelope.
The rating memorandum is filled out for each motorman at the
time he goes out to be instructed on the special instruction car.

The next record to be filed in the jacket is the instruction blank,
on which each motorman or conductor who instructs a new man
signifies that the applicant has been instructed and is competent to
run a car, etc. This blank is signed by the division inspector in
the division to which the new man has been appointed, signifying
that the applicant is competent to run a car over the various lines
in that division. The blank is also signed by the superintendent of

After this time the jacket is used for filing all letters referring
to the individual employee, also complaints made by passengers, to-
gether with the inspector's or superintendent's investigation. The
jacket also contains all accident reports with statements of investi-
gations attached, showing whether or not the employee was con-
sidered responsible for the accident. All original reports of in-
spectors concerning the individual employees are filed in the
same envelope with a slip showing what action, if any, was taken
with reference to these reports.

On the card system a condensed record of all matter contained
in the jacket is kept, which gives a very quick method of ascer-
taining a man's general record, and the original papers in the
jacket are not looked up unless some particular occasion requires
It. The card used in this connection is 6% ins. wide by 10 ins.
long, and the column headings and general method of filling in
the records will be understood from the accompanying sample. In
filling up the cards a system of abbreviations is used to save space.
For instance, "Cau. S. F." signifies "Cautioned for short fares ;"

Motorman ... File No. .

"Employed Assigned to.

Badge No.

DATE

REPORTS

Demerit

Credit

Record

Examined

RECORD CARD FOR MOTORMEN, PUBLIC SERVICE CORPORATION

Conductor - File No Badge No.

Employed Assigned to

Discharged : Resigned Reappointed.

Car

Direc- TIME

NO.

No-

DATE

No.

AM. 1 P.M.

Beg.

by

REPORT?

/

REPORT IN GENERAL

EMPLOYEES' RECORD CARD. RHODE ISLAND COMPANY

the division to which the new man has been appointed, stating that
the applicant has been examined on the running time and the va-
rious rules and general orders for motormen and conductors, and
has been found to have a thorough knowledge of the duties. This
form is then signed by the employee- himself, stating that he has
read and thoroughly understands the rules and instructions in
the rule book, and the general orders issued up to the time of his
appointment, and the blank then goes into the envelope for record.

RECORD CARD FOR CONDUCTORS, PUBLIC SERVICE CORPORATION

"Bent. Tr. PI." means "Bent trolley pole," etc. On these cards en-
tries concerning missing fares are made in red ink, so that the con-
ductor's register record can be obtained at a glance, and too many
entries in red ink call for special investigations.

The Public Service Corporation, of New Jersey, uses a very
complete record filing system which was devised by Albert East-
man, superintendent of employment. On this road all papers and
records relating to each man are kept in manila paper folders,
filed in a vertical filing case. In the same folder in which are
filed all the original papers is also a card 15 ins. long by 9 ins.
wide, on which is entered a condensed statement of the man's
record. The column headings and rules for the motormen's and
conductors' cards are reproduced herewith. On the card for con-
ductors, the register record is Kept on the left-hand side, and other
records on the right-hand side. The manila folders in this case
are filed by consecutive numbers, and not by conductors' numbers,
so it is necessary to use an index in obtaining any particular
record.

There are two indexes for obtaining the filing number on the
particular set of papers wanted. If the employee's badge number is
known, reference is had to the badge book, which contains a record
of every employees' badge in use, together with the name of the
man to which it belongs, and the file number under which his
papers are kept. A card index is also kept which contains the
names of motormen and conductors arranged alphabetically, and
this is used to obtain the file number when the man's name is
known. The system includes a comprehensive set of blanks uni-
form in size, upon which reports are sent to the record clerk con-
cerning accidents, violations of rules, shortages in register read-
ings, etc. The record card for each employee is made up from
these reports. Editors.

B 28. — Do most large companies keep the employees' records
on the card system or in a book ?

Many companies have discarded books, and keep employees'
records on some adaptation of the card system. Books are un-
wieldy and soon become partly filled with dead records, which
tend to reduce the accessibility of the live records. The card sys-
tem gives flexibility in filing and making references, takes up little
space, and dead records can be kept separate from the live working
material. Editors.

June io, 1905.]

STREET RAILWAY JOURNAL.

1043

TREATING TIES AT DENVER

The Denver City Tramway Company has begun the practice
of treating its ties with a Texas oil produce called "Impreg-
nole," and now has a large number of ties stacked up in its
yards awaiting treatment. This impregnole is claimed to be
superior to creosote in many respects, as it is not so volatile
and is more impervious to moisture. Impregnole is a product
in which J. N. Bruck, president of the Bruck Solidified Oil
Company, of Boston, is interested. A statement of properties
of impregnole, submitted by Prof. F. C. Thiele, who is asso-
ciated with Mr. Bruck in this work of re-
fining Texas mineral oils, is as follows:

Boiling point above 600 degs. F.

Specific gravity, .87 to .923 at 60 degs. F.

Amount of water, none.

Liquid at 90 degs. F.

Paraffine ^

Naphthene r 75 per cent.

Polyterpene 3

In the company's tie yard a tank of im-
pregnole is heated and the ties are submerged
in it for about five minutes. There is consid-
erable difference in the appearance of ties
which have been submerged in impregnole as
compared to those similarly submerged in creosote. Creo-
soted ties have less heavy oil remaining on them, which
would seem to substantiate the claim that water does not at-
tack a tie thus treated as it would one treated with creosote.
The cost of treatment per tie for material is also less.

belt is 8 ft. This type also is mounted on the Brill No. 21-E
truck. The seating capacity is thirty-two. Cherry in natural
color, with decorated birch ceilings, constitutes the interior
finish. Among the furnishings included in the equipment are
the manufacturer's angle-iron bumpers, radial draw-bars,
"Dedenda" gongs, "Retriever" bells, sand boxes, folding gates
and ratchet brake handles.

The dimensions 6f the combination type are: Length over
the open compartment, 15 ft. 2j4 ins., and over the closed com-
partment, 13 ft. 5 ins. The length over the crown pieces is
32 ft. 734 ins., and from the panel over the crown piece, 4 ft.

ROLLING STOCK FOR CENTRAL MEXICO

Cars of the types illustrated, built by the J. G. Brill Com-
pany, have been placed on the lines of the Tranvias de
Aguascalientes, Mexico. Aguascalientes, which takes it name
from its hot springs, is delightfully situated in the central part
of Mexico, and is a city of remarkable beauty. Fifty-five cars
are operated on the 15 miles of track in and about the city, the
lines reaching Buena Vista and Jesus Mana Parks.

The combination open and closed type is mounted on the
Brill No. 21-E trucks with 7-in. wheel base, and equipped with

COMBINATION CAR FOR USE IN AGUASCALIENTES, MEX.

The width over the sills is 7 ft. 4 ins., and over the posts at the
belt, 8 ft. 2 ins. The side sills are 3^)4 ins. x 7 ins., and the sill
plates are 8 ins. x J4 in. The semi-convertible type is 20 ft.
8 ins. over the end panels and 28 ft. 8 ins. over the crown
pieces. From the panel over the crown piece is 4 ft. The
width over the sills is 7 ft. 8j^ ins., and over the posts at the
belt, 8 ft. The sweep of the posts is i^ ins. The side sills are
5 ins. X 3^ ins. and the end sills are 3^ ins. x 6^ ins. The
thickness of the corner posts is 3^)4 ins., and of the side posts,

2^4 ins. The aisle is 22 ins. wide, and the seats, 35 ins. long.

FOUR-SIDED HOLDER

The accompanying illustration shows an improved molder
for street railway shops,- which is the result of the J. A. Fay &
Egan Company's aim to bring out a mokler that will answer
satisfactorily the most particular requirements. The following

STANDARD CLOSED CAR ON THE TRANVIAS DE
AGUASCALIENTES

FOUR-SIDED MOLDER

motors of 35-hp capacity. The closed compartment is fur-
nished with spring cane upholstered seats transversely placed,
and the entire seating capacity of the car is forty-five. The
windows are composed of two sashes each, the lower arranged
to drop into pockets in the side walls. The curtains of the
open part may be drawn completely to the floor, and, together
with the sashes in the bulkhead, furnish protection to this
compartment. This type is largely used on the Pacific Coast
and is already employed in Mexico.

The other type has the semi-convertible window system of
raising the sashes into pockets in the side roofs. The length
over the end panels is 20 ft. 8 ins, and the width over posts at

points in its make-up will be sure to recommend it to those
who want a strictly first-class machine for fine molding: The
lower head cuts first; the table at the feeding-in end is adjust-
able independently ; the upper feed-rolls are driven down ; all
pressure bars can be instantly thrown back to give access to
the heads ; the lower head and its bearings draw out endwise
for setting the knives; the countershaft is at the feeding-out
end of the machine, and there is no rubbing or cutting of belts.

The molder is made in sizes to work from 7 ins. to 10 ins.
wide and to 10 ins. thick. The feed is very powerful and as
fast as desired, and all the different adjustments are made
easily, quickly and accurately.

I044

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

PRIVATE CAR FOR PRESIDENT HUNTINGTON

One of the features of the electrical exhibit at the International Railroad Congress,
in Washington, was the private electric car "Alabama," recently Iniilt by the St. Louis
Car Company for H. E. Huntington, president of the Los Angeles Railway Company,
of Los Angeles, Cal. A description of the steel frame of this car was published in the
Street Railway Journal for Nov. 5, 1904. The car has now lieen finished and is

OESERVATION COMPARTMENT, HUNTINGTON PRIVATE CAR

m

10

o

qyog ioaoi pun iaddQ

DINING ROOM, HUNTINGTON PRIVATE CAR

undoubtedly the most complete which has ever been built for an electric railway com-
pany. It includes bed rooms, kitchen, three toilets, dining and observation compart-
ments, and all of the comforts which are emlDodied in a private car on any steam
railroad. A plan of the car, showing the interior arrangement, as well as views of the
dining and observation ends, are presented in the accompanying engravings.

Taking up a detailed description of the car from the dining room end, this compart-

III ll

IS

— Hf!"|di3j.«j3a-^5B-

-Sl(!OJ-(l3aMJ3a-59-8

JVNE lO, 1905.]

STREET RAILWAY JOURNAL.

ment is finished like the rest of the car, in African
figured mahogany, with small inlaid work and carvings
for decorations. It has an extension table capable of seat-
ing ten persons, fireplace fitted with Consolidated electric car
heaters, buffet, china closet, loungx^ which can be converted
into and upper and lower Ijerth, jardiniere, etc. The kitchen,
which is the next compartment, is fitted with a coal and elec-
tric range, lockers, sink, refrigerator, dressers, etc. The kitchen
is finished in quartered-sawed oak. There are two staterooms
finished in Prima Vera, with double bed, lockers, washstand,
running hot and cold water, etc. 'I"he observation end is fitted
up very similar to the dining room, excc])t that there is no
dining table and a fireplace has been installed instead of the
jardiniere.

The car can be run in cither direction, and the motorman's
cab is located at one side over the entrance steps, so as to give
an uninterrupted view in front for observation purposes. The
shades are of figured silk, with Keeler extension fi.xtures, made
by the Federal Manufacturing Company, of Elyria, Ohio.
Mason safety tread steps are used and the car is mounted on
Hedley St. Louis trucks. It will be equipped with four 2000-hi)
Westinghouse motors, and will weigh, with equipment, 103,-
000 lbs.

^>

SPRINKLING EQUIPMENT FOR BUENOS-AYRES

The Cia. de Tramways Electricos de lUienos-Ayres has re-
cently received from the J. ( i. Brill Company the type of
sprinkler illustrated, having a caj^acity of 2480 gals. Under
ordinary conditions this quantity will sprinkle 4 miles to 6
miles of roadway. The cylindrical form of tank is used,
as it is stronger, less expensive and the curved form of
the bottom gives better pressure when the water is low.
The tank is filled through the manhole at the top. The
substantial cradles supporting the tank are arranged to dis-
tribute the weight over the framing to the best possible ad-
vantage. There are four sprinkling heads, two at each end,
and to facilitate inspection of the valves, they are placed above
the platforms. The patented sprinkling head consists of a cone

SPRINKLER CAR FOR I'.UENOS AYRES TRAMWAYS

adjusted in the mouth of a passage pipe by means of a stud
and spider, which arrangement emits the water in a thin film,
which breaks into glolndes that are distributed uniformly over
the surface of the road. The spray may l)e increased or dimin-
ished liy simply turning a nut on the outside of the cone. ( iate
valves on convenient handles cunlrol the jiassage of water
through the passage pijjcs.

The sprinkler is 16 ft. over the end ])anels and 10 ft. o\'er the
tank. The width over outside sills is 6 ft. 10 ins. The side sills
are 4-j4 ins. x 10 ins., and the end sills are 7 ins x 7 ins. The
steel tank is 6 ft. 6 ins. in diameter x 10 ft. Inng. 'Idie llrill
No. 21 ty|)e of truck is used on account ot its slrenglli and
easy riding qualities. The solid furged frann's of ibe truck
enable it to bear the load withdiit sagL'ing at the ends, ,ind I he

spring arrangement prevents oscillation, a necessary considera-
tion, since oscillation under such a weight would be fatal to the
rails. The weight of the body, tank and truck is 14,400 lbs.,
and the weight with the tank filled is 34,400 lbs.

♦^♦h*

CONVERTIBLE CARS FOR LINCOLN, NEB.

Tlie Lincoln (Neb.) Traction Company has recently re-
ceived four convertible cars built by the American Car Com-
pany under the Brill patents. The system of raising the sashes
and the flexible metal panels into pockets in the side roofs is
too well known to merit further description. i\s the cars are
to l)e run in only one direction, one side of the platforms is
solidly paneled. The front platform has a rather unusual ar-
rangement; the door, of the Browned semi-accelerator type, is
situated right at'the step, and a diagonal partition, with a door
in the center, divides the platform, giving the motorman a
compartment where he is free from all interference and facili-
tating the movement of passengers in and out. The rear plat-

CONVERTIBLE CAR FOR THE LINCOLN TRACTION COMPANY

form is of the "Detroit" type, with the pipe rail dividing the
platform and keeping the entrance clear. The seats are of
spring rattan and are arranged to accommodate twenty-four
persons. The interiors are handsomely finished in golden oak,
with decorated ceilings. The cars are mounted on the Brill
No. 21-E trucks with a wdieel base of 8 ft. and 33-in. wheels.
Ninety-five cars are now operated on the 55 miles of track of
th; Lincoln Traction Company. Lincoln has a population of
40,000.

The new cars are 20 ft. 7 ins. over the end panels and 30 ft.
7 ins. over the crov.'U ])ieces. From the panel over the crown
])iece is 6 ft. at the rear and 4 ft. at the front. The width over
the sills, including the facing, is 7 ft. 6j'2 ins., aiid over the
]josts at the belt, 8 ft. 4' j ins. The sweep of the posts is 5 ins.
The distance between the centers of the posts is 2 ft. 7 ins.
The side sills are ~,''A ins. x 3;/ ins. and 5-}4 ins. x 7 ins., con-
nected by a 5-in. Z-bar. The end sills are 4^4 ins. x 6 ins. The
thickness of the corner posts is 3>)4 ins., and of the side posts,
3^ ins. The scats are 34H nis. long and the aisles are 23 ins.
wide. The height of the steps is 14 ins. and of the risers, 12
ins. The specialties include angle-iron Inunpers, "Dedenda"
gongs, etc., of Brill make, and American Car Conq:)any sand
boxes.

General Manager Robert McCulloch, of the United Railways
Com])an\-, of St. Louis, has ;i(lopted a new plan to ;iid in im-
]jroving the |)ersonuel of that company. Hereafter every mo-
torman and conductor enqdoyed will be asked to supply a pho-
tograph of himself. If he has none the ci)mp;iny will have (ine
taken, but he cannot gn to work until the photograph is in the
liands of the companv. \\ ben this is done the name and age
ol' the new eni])loyee will be taken and the |)hotograph and the
card will be pigeondiolcd together. The man's record will be
kept w ith the photogr.iph and his delincpiencies noted.

1046

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

NEW YORK STATE CONVENTION

An official circular issued by the Street Railway Association
of the State of New York relative to the Lake George meet-
ing contains, in addition to the programme announced in pre-
vious issues of the Street Railway Journal, the following
information :

The headquarters of the association will be at Fort William
Henry Hotel, where all members are urged to procure accom-
modations, if possible. There are two other hotels, where dele-
gates may be accommodated, viz.. The Worden and The Car-
penter.

The Trunk Line Association has agreed that all persons at-
tending the convention and purchasing tickets from points in
New York State, and obtaining a certificate to that effect, will
be allowed the usual rate of one-third the regular fare for re-
turn tickets. To obtain this concession at least 100 persons
must purchase tickets and have them validated at the meeting
b/ the secretary of this association. Tickets may be purchased
not earlier than June 23. There was some misunderstanding
on this point at the last convention, and but very few of those
in attendance procured the necessary certificate when they
bought their tickets for Utica, and hence no reduction was ob-
tainable for the return trip.

It has been learned that the summer schedule on the Dela-
ware & Hudson Road will not go into effect until Sunday, June
25. Those who intend coming to the convention, therefore,
should be mindful of this fact in figuring on connections at
Albany. Cars on the Hudson Valley Railway leave Albany
every hour.

All street railways in the State of New York are eligible to
membership, and it is hoped that a large number of the roads
which are not now members will send delegates authorized to
join the association.

The list of papers to be presented at the meeting was pub-
lished in the Street Railway Journal for June 3, 1905, page
1016.

The secretary is sending out a notice reminding all delegates
and supply men to bring last year's convention badges with
them. It will be remembered that a new plan for handling the
badges was put in force at the Utica convention, and the same
badges used last year are to be used this year. An extra bar
will be provided for this convention, bearing the name "Lake
George," which will be attached to last year's badge, so it is
hoped all who attended the last convention will take their
badges with them to Lake George.

This year a special feature will be made of the exhibits.
The committee on exhibits made a trip to Lake George early
this week and perfected all details for the handling and in-
stalling of exhibits. The casino near Fort William Henry
Hotel has been secured for exhibit purposes. There will be
available about 3600 sq. ft. of floor space, and a charge of 10
cents per square foot will be made by the association to ex-
hibitors, this charge to include lighting and power if required.
"Arrangements have been made with a local trucking firm for
hauling material from the railroad station to the casino at a
reasonable charge. There will be a side track near the hotel
where trucks, cars or other heavy exhibits may be shown. The
committee has also made arrangements whereby exhibitors
will be able to have carpenter, painting, decorating and other
work done at reasonable cost. H. N. Ransom will be at the
Fort William Henry Hotel a few days before the date of meet-
ing and he will have full charge of exhibits on the grounds.
Material should be consigned to the Fort William Henry Ho-
tel, Caldwell, N. Y., in Mr. Ransom's care. Applications for
space and all inquiries relative to exhibits should be addressed
to B. B. Nostrand, Jr., president and general manager, Peeks-
kill Lighting & Railroad Company, Peekskill, N. Y., who is
chairman of the committee.

VARIABLE-SPEED MOTORS FOR MACHINE TOOLS

The Electro-Dynamic Company, of Bayonne, N. J., which is
making a specialty of variable and constant-speed motors for
machine-tool and general service, is planning to make an ex-
tensive exhibit at the coming Master Mechanics' and Master
Car Builders' conventions at Manhattan Beach, New York,
June 14 to 21. The exhibit will illustrate the wide possibilities
of these motors. To show their wide range and ability to re-
verse under load, the company is planning to exhibit one of its
type "5-2" four to one inter-pole variable-speed motors belted
to a generator. This motor will be reversed under all of the
above conditions of load and speed, and in a variety of ways
will show results which, it is claimed, have never been ob-
tained heretofore in the operation of electric motors, either for
constant or variable-speed work. The company will also have
on exhibition different sizes of motors running from i hp at a
speed ratio of four to one up to 10 hp at a speed ratio of four
to one.

The motors to be exhibited at Manhattan Beach will cover
123 distinct varieties, which will enable a user of motors to
have an opportunity for choice which has never heretofore
been equaled. In addition to its exhibit, one of the company's
"5-2" variable-speed motors, having a speed ratio of four to
one, will operate the electric car lighting equipment of the Con-
solidated Railway, Electric Lighting & Equipment Company.

The Electro-Dynamic Company is rapidly enlarging its scope
of operation for the inter-pole motor, and within the next
ninety days will be prepared to sell at least 200 varieties of
constant and variable-speed motors running up as high as
150 hp.

^

PARK BUSINESS FROM TORONTO

The Toronto & York Radial Railway, of Toronto, Ont., says
that last summer when banners were placed upon the Toronto
Railway cars containing simply the two words "Bond Lake,"
a great deal of curiosity was excited among the citizens of
Toronto as to what these words meant. The conductors were
deluged with questions. The consensus of opinion appeared
to be that a new form of patent medicine was being advertised.
The lack of information on the part of the citizens of Toronto
as to Bond Lake was surprising to the management of the
company. There are thousands of people in Toronto who do
not know that 17 miles to the north of the city lies a park com-
prising about 200 acres prettily situated on rising ground. In
elevation the park is 720 ft. above the level of Lake Ontario,
and, by reason of its elevation, even in the sultriest days of
summer, is always cool. The beautiful little lake within the
park is adapted to boating. The waters are cool and clear and
sheltered from storm on every side by hills and trees. The
park is well wooded with cedar, spruce, maple and pine and
forms a splendidly shaded promenade. There are play grounds,
swings, boats, rain shelters, a pavilion and everything that
makes up the ideal pleasure resort.

♦♦^

General Manager Walter L. Adams and Superintendent
Daniel J. Kane, of the Milford & Uxbridge Street Railway,
officiated as floor marshal and assistant at the annual dance
of the employees of their road at the opening of Nipmuc Park,
Mendon, recently. Each year the company opens its park just
previous to Memorial Day with a dance for the employees,
and the participation by the officers of the road indicates the
cordial relations existing with the employees. The company
owns a well-developed and well-patronized amusement prop-
erty at Nipmuc Lake.

June io, 1905.]

FINANCIAL INTELLIGENCE

Wall Street, June 7, 1905.

The Money Market

Despite the heavy loss in cash sustained by the banks last week,
which resulted in a decrease of nearly $5,500,000 in surplus reserve,
and the temporary withdrawal of considerable amounts of funds
from the market by some of the larger banks, the money market
experienced no material change during the past week. The tone
was extremely easy throughout, and rates for all maturities ruled
practically the same as those heretofore prevailing. Early in the
week there was considerable calling and shifting of loans, which
resulted in a temporary advance in the call loan rate to 4 per cent,
but thereafter borrowers found no difficulty in securing all neces-
sary accommodations at 2j4 and 2^/2 per cent. In the time loan
department the volume of business showed a still further falling off.
The banks continued to offer with moderate freedom, but the in-
quiry, both from stock commission houses and mercantile sources,
was practically at a standstill. For sixty and ninety days' contracts

3 per cent was quoted, while money for four and five months was in
abundant supply at j,V\ per cent. Six months funds were attainable
in almost any quantity, at per cent, while over the year ma-
turities were freely offered at 3-)4 per cent. Some transactions at
zYa per cent for eight months were reported on all industrial col-
lateral. Mercantile paper was in excellent demand. The supply,
however, was extremely light, indicating that collections through-
out the country are prompt, and making it unnecessary for mer-
chants to borrow in the open market. Prime endorsed bills were
discounted at 3^^ per cent. Choice single-named were quoted at
ZVa and 4 per cent, while other grades ranged from 4^/2 to S per
cent. Sterling exchanges remain steady, around $4.87 for prime
demand bills, which is considerably below the gold export point.
The money markets abroad have remained comparatively easy.
Discounts at London were quoted at the close at 21-16 per cent;
at Berlin the rate was per cent, and at Paris per cent. The
bank statement published last Saturday showed a further contrac-
tion in loans of $9,720,300, which was probably due to continued
liquidation in stocks. Cash decreased $10,078,400. Deposits de-
creased $18,651,500, and the surplus reserve decreased $5,415,525 to
$6,050,275, as against $31,760,675 in the corresponding week of 1904,
$4,775,650 in 1903, $11,285,575 in 1902, $13,341,500 in 1901, and $18,-
374,250 in 1900. At the close there was nothing in the situation to
warrant the belief that higher interest changes will prevail in the
near future. On July i, the banks will be called upon to meet the
usually heavy interest and dividend payments, as well as the return
of the remaining 25 per cent of Government deposits due under the
recent call of the Secretary of the Treasury. It is expected that
considerable shifting of accounts will result from these payments,
but that the advance in rates, if any, will be checked by liberal
offerings of foreign money in the local market.

The Stock Market

There was a further reduction in the volume of business on the
Stock E,xchange this week, and although more or less irregularity
developed at times, the general tone of the market was firm. The
opening was strong and substantially higher, but this was fol-
lowed by renewed liquidation and profusive short selling, which
resulted in the loss of all of the early improvements. Later, how-
ever, the market recovered sharply. The Government cotton
report was much better than was generally expected, and while
it caused a sharp break in the price of cotton, it materially helped
the stock market. There was also evidence that stocks were being
absorbed by the larger interests. The flurry in the call loan rate to

4 per cent, and the heavy decrease in the surplus reserve of the
banks had little or no effect upon values. At the beginning of
the present week the upward movement was resumed. Reports
from the Western traffic managers were very encouraging. Rail-
way gross earnings were highly favorable, which, together with the
extreme ease in the money market, imparted a decidedly better
feeling. Toward the close, however, the market developed weak-
ness, prices declining sharply under the lead of Amalgamated
Copper and the steel stocks. The bond market was fairly active,
but irregular, in sympathy with the price movements in the stock
market.

The local traction issues developed pronounced strength in the

1047

early dealings, but at the close prices ran off sharply in sympathy
with the weakness in other quarters of the market.

Philadelphia

The market for the local traction issues was practically de-
moralized during the past week. Dealings in all of the speculative
issues were upon a much larger scale, and were accompanied by
sharp declines in values. United Gas & Improvement led the down-
ward movement, the price falling from 104^ to 104J/2, at the open-
ing, to 90, and closing at 91^/^, on the exchange of about 70,000 shares
of stock. Philadelphia Rapid Transit was also under pressure, the
price yielding sharply, owing to the agitation of a 3-cent fare and
to the reported determination of the city administration to have re-
pealed the recent ordinances giving the company franchises on
about 150 miles of street. In the early dealings the stock held firm
at 31, but subsequently on heavy dealings the price ran off to 25^^,
but rallied at the close to 27 : Upwards of 30,000 shares changed
hands. Philadelphia Traction lost a point to 99 on comparatively
small transactions. Union Traction developed unusual activity, but
suffered severely in sympathy with the price movements in the other
issues. Opening at 63, there was a decline to 585^, the closing trans-
action taking place at 59^. About 9000 shares were traded in.
Philadelphia Company common ran off from 435^ to 42, and closed
at the lowest; while the preferred brought 47^^ for an odd lot.
Other transactions included United Companies of New Jersey at
275^, American Railways at ^^iVi, to 50j4. Consolidated Traction of
New Jersey at 83, and Fairmount Park Transportation at 20.

Chicago

The street railway issues were practically neglected. Trading in
them was confined to very small amounts, but values in most in-
stances displayed strength. The feature of the week's trading was
the sharp advance in Metropolitan Elevated common and preferred,
the former rising a point to 24^, on purchases of about 220 shares,
while the preferred advanced from 62 to 65 on the exchange of less
than 400 shares. There was no news to explain the pronounced
strength displayed by these issues. South Side Elevated broke from
93 to 91H, on sales aggregating 217 shares. Other transactions
included Chicago & Oak Park Elevated at 20, North Chicago Street
Railway at 60, Northwestern Elevated common at 22 to 22^-

Other Traction Securities

In the Baltimore market trading was rather brisk, and prices
generally showed a firmer tendency. Interest centered largely in
the United Railway issues, all of which were considerably more
animated and firm. The stock sold at from 14^ down to 14, and
back to 14^ for about 1500 shares. The 4 per cent bonds fluctuated
between 92-)^ and 92^, closing at the highest, while the incomes
moved up from 59 to 61. Over $25,000 of the 4s and about $95,000
of the incomes were dealt in. The advance in these issues was
due to reports of a plan to refinance the company, and also that
negotiations were pending for the sale of the majority interest in
the stock which is pooled with the committee. There was no con-
firmation of these reports. Other transactions included 413 shares
Norfolk Railway & Light stock at 13, $4,000 5s at 915^2, $56,000 City
Passenger Railway 5s at 106^, Richmond Traction 5s at io6j4,
Augusta Railway & Electric 5s at I03^'2, $2,000 Washington City &
Suburban Railway 5s at loSyi, $7,000 Macon Railway & Light 5s at
99. The Boston market was extremely quiet and absolutely with-
out feature. Boston Elevated lost ^ early in the week, but subse-
quently there was a full recovery to 157. Massachusetts Electric
common sold at 165/ and 17 for small lots, and the preferred-
brought 59. Boston & Suburban preferred sold at 67J/2 for one
share, and ten Boston & Worcester brought 30. West End sold
from 96^ to 97, and the preferred changed hands at from 117 to
116. In the New York curb market, Interborough Rapid Transit
continued to fluctuate rather sharply on limited trading. From 203
at the opening the price ran off to 198)-^, but at the close there was
an advance to 205 on the declaration of a quarterly dividend of 2
per cent. This is an increase of % per cent over the previous pay-
ments, and places the stock upon an 8 per cent basis. About 6000
shares were traded in. New Orleans Railway issues, when issued,
were quiet but firm, 600 shares of the common changing hands at
37% to 375/2, while about 800 shares of the preferred brought 78^
to 78. The bonds were dealt in to the extent of $18,000, at from
91 to 9054- An odd lot of American Light & Traction common sold
at 87J'., and a small lot of the preferred brought lOiyi.

STREET RAILWAY JOURNAL.

1048

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

Very little activity in Cincinnati traction list. Detroit United
made a slight gain from 8954 to 90, a new high mark, caused by im-
proved prospects of increased dividends. Toledo Railway & Light
sold at 33%, Cincinnati Street Railway at 148^^, Cincinnati, New-
port & Covington common at 32, and Cincinnati & Hamilton at 60,
all small transactions.

At Cleveland nearly everything except Detroit United showed
fractional declines, and there was little activity. Northern Ohio
Cleveland & Southern common at gYi and preferred at 545/2,
Traction went off to 22 and 22;4> Aurora, Elgin & Chicago at isYi,
and Northern Texas Traction at 58. Aurora, Elgin & Chicago
bonds sold at 90, a slight decline, as a result of the opening of the
pool referred to in another column of this issue. Miami & Erie
Canal bonds went begging at 8, Northern Ohio Traction 4s sold at
70^, a new high mark ; Cleveland Electric sold at 79.

Security Quotations

The following table shows the present bid quotations for the
leading traction stocks, and the active l)onds, as compared with
last week :

May 31 June 7

American Railways 52 50

Boston Elevated 156% 156%

Brooklyn Rapid Transit 621/4 62%

Chicago City — —

Chicago Union Traction (common) 6% 6

Chicago Union Traction (preferred) 34 30

Cleveland Electric — —

Consolidated Traction of New Jersey 83 83

Consolidated Traction of New Jersey 5s 109 109

Detroit United gOVg 891/2

Interborough Rapid Transit 201 201%

International Traction of Buffalo — 25

International Traction of Buffalo (preferred) — 61

International Traction of liuffalo 4s — 821/2

Manhattan Railway 162 163

Massachusetts Electric Cos. (common) 16 16

Massachusetts Electric Cos. (preferred) E9 581/2

Metropolitan Elevated, Chicago (common) 22 23

Metropolitan Elevated, Chicago (preferred) 62 641/2

Metropolitan Street 117% 11878

Metropolitan Securities 77y8 77%

New Orleans Railways (common), W. 1 35% 37

New Orleans Railways (preferred), W. 1 77 77

New Orleans Railways 41/2S 9O1/2 90%

North American 99% 98

North Jersey Street Railway — —

Philadelphia Company (common) 43% 42

Philadelphia Rapid Transit 31) 27%

Philadelphia Traction 100% 99%

Public Service Corporation 5 per cent notes 97 97

Public Service Corporation certificates 70 69%

South Side Elevated (Chicago) — —

Third Avenue 127 126

Twin City, Minneapolis (common) 111% 110%

Union Traction (Philadelphia) 63 6O1/2

West End (common) — 9534

West End (preferred) — X16

a Asked. W. I., when issued.

Iron and Steel

The "Iron Age" says the week has been a very uneventful one in
nearly all directions. What is almost a deadlock between buyers
and sellers of pig-iron continues, the only fair degree of activity
being in the Chicago district. The Birmingham market is weaker,
in spite of the fact that there is some uneasiness over the pos-
sibility of trouble with the coal miners. The absence of a demand
for pig-iron by the large steel companies is causing pressure on the
market. The market for steel is easier, and some interests who
have had little to offer in the past are now hunting for business. A
moderate amount of additional tonnage has come up in plates and
shapes. Shading of prices is becoming more general in the lighter
lines. Export sales are being more actively pushed in all directions.
♦♦♦

CLEVELAND & SHARON REORGANIZED

The Cleveland & Sharon Traction Company, which has been in
the hands of a receiver for the past year, and which has done con-
siderable grading on a line from Middlefield, Ohio, to Sharon, Pa.,
has been reorganized. It is announced that Philadelphia and New
York people have bought the controlling interest in the proposition,
and that the securities will be taken by the banking firms of E. C.
Miller & Company and Mellor & Company, of Philadelpl lia. The
Fidelity Trust Company, of Philadelphia, is trustee for a new bond
issue of $1,500,000. The Eastern Construction Company, of Cleve-
land, of which Francis G. Morgan is president, has the contract for

completing the road, and a contract for grading has been placed
with Joyce & Fawcett, of Youngstown. The Warren, Cortland &
Jefferson Railway, which was projected as a north and south road
by the same interests, will be built later. The stretch between
Middlefield and Mesopotamia will be completed as soon as possible,
and a gasoline motor car will be tested on this piece. If the car is
found successful it is quite probable that the balance of the system
will be similarly equipped.

NEW YORK CITY RAILWAY EARNINGS FOR THE QUARTER

The New York City Railway Company, operating the surface
lines in New York City, reports earnings as follows for the quar-
ter ended March 31 :

1905.

1904.

Gross receipts

$3,6,39,467

$3,868,019

Operating expenses

2,467,374

2,380,110

Net earnings

$1,172,093

$1,487,909

Other income

282,571

393,379

Total income

$1,454,664

$1,881,288

Fixed charges

2,777,070

2,647,839

Deficit

$1,322,406

$766,551

THAT IOWA CONSOLIDATION

It develops that the Chicago Great Western Railway Com-
pany is interested in the consolidation of the Waterloo, Cedar Falls
& Northern and the Mason City & Clear Lake Traction Companies,
and the construction of the 50-mile connecting link, mentioned in
the Street Railway Journal a few weeks ago. It has been
rumored for several days that L. S. Cass, president of the
Waterloo, Cedar Falls & Northern Railway, had finally completed
arrangements for financing the consolidation and the construction
of connecting and other lines, and it now seems that the financial
part of the enterprise is to be taken care of by the Chicago Great
Western Railroad. L. S. Cass, while still holding the presidency
of the Waterloo Company, has recently assumed the duties of as-
sistant to A. B. Stickney, president of the Great Western, with
headquarters at St. Paul. On June I the Mason City & Fort
Dodge Railway Company, under which name the Great Western
constructed and operates the Fort Dodge-Omaha extension, and
also several other lines within the State of Iowa, filed an amend-
ment to its articles of incorporation with the Secretary of State
of Iowa, increasing the capital stock from $20,000,000 to $34,000,000.
While the said amendment does not disclose its purpose, it is
generally understood in Iowa that the purpose of the company is
to take over the property of the two interurban lines, build the
connecting link, and operate all as a part of the Iowa system of the
Great Western. It is also stated that a part of the increase in
capital will be used to build other extensions in Iowa. One such
extension under consideration is from Arispe, a point on the
Kansas City division in Southern Iowa, to Carroll, on the Fort
Dodge-Omaha line of the Great Western. Electricity will no doubt
be used as motive power on the Waterloo, Cedar Falls & Mason
City interurban lines for the carrying of passengers, but steam
power will be used for freight traftic.

M--*

MICHIGAN CENTRAL ELECTRIFICATION STORY

The statement is made by the "Detroit Free Press" that the
work of developing power along the Huron River and the lake
region north of Dexter, Mich., is being done in the interest of the
Michigan Central Railroad. It is proposed by the Michigan Cen-
tral, says the "Press," to build a monster dam across the Huron
River at a little hamlet called Hudson, between Dexter and the
string of lakes. Here a huge power house will be erected, and
power furnished to the Michigan Central for operating its trains
both east and west of Ypsilanti. The dam which it is proposed to
build will raise the level of the string of lakes, which includes
Zukey, Strawberry Devil's Basin, Great and Little Whitewood,
Portage and Base, 4 ft. 2 ins., and in doing this the surface
of Portage Lake will be doubled, and by this means considerable
ground, now in possession of the cottagers, inundated. The options
on this land have not yet been secured, and the road has been
holding back the knowledge of its connection until the deal was
completed. The Portage Lake people had contemplated building a
canal to drain some of the marsh land about the lake and connect
the lake with Base Lake. Since the rumor of the building of the
dam they have held back from beginning operations, as this land
will be put entirely under water by the new arrangement.

June io, 1905 ]

STREET RAILWAY JOURNAL.

1049

NO ACTION AS TO THIRD TRACK ON NEW YORK ''I'

After an exliaustive hearing on the plan of the Interborough
Rapid Transit Company to three-track the Second and Third Ave-
nue Elevated Railroad lines, so as to install a better express ser-
vice between City Hall and the Bronx, the Rapid Transit Commis-
sion has voted to postpone action on the entire matter until after the
opening of the Lenox Avenue branch of the subway, on or about
July I. The Commissioners wish to judge whether or not the open-
ing of this subway connection will relieve the present elevated con-
gestion.

MR. MORTON AND NEW YORK SUBWAY DEVELOPMENTS

Brief mention was made in the last issue of the Street Rail-
way Journal of the selection by Metropolitan Street Railway in-
terests in New York of Paul Morton, who is to retire as Secre-
tary of the Navy on July i, as their ofificial representative in ac-
tive charge of the plans of the syndicate for building the new
subway lines for which awards are to be made in the fall. It
seems that, as previously stated, a separate company will be or-
ganized to carry out this work, of which Mr. Morton will be the
head. Conflicting reports there are, of course, concerning a step
so pretentious as this. Two ofificial statements, one issued by John
B. McDonald, who became connected with the Metropolitan Com-
pany after building the present underground lines in New York,
and the other from company sources without a sponsor, have been
issued. That given out by Mr. McDonald follows:

The new company will be independent of all other companies of the city.
It will build the new subways, if it gets the contracts, entirely on its own
account, and will afterward run them. Paul Morton has been chosen to be
the president of the company because he is about the best and most ex-
perienced operator of railroads in the country. I will be the contractor,
and will figure on the estimates for the proposed subways. S. L. F. Deyo,
the engineer who was with me on the subway, will be with me in the new
concern.

I do not know anything about the rumor that we will have a capital of
$150,000,000. The rumor that we are fathered by the Metropolitan Street Rail-
way Company or that we are the Metropolitan Securities Company reor-
ganized is untrue. The only connection that we will have with the Metro-
politan Street Railway Company is that we will have a system of transfers
in connection with it. Otherwise we are simply the competitor of all other
companies interested in the same line of work as ourselves.

The other statement says:

The selection of Paul Morton, now Secretary of the Navy, to take charge
of the plans of the new subways for the Metropolitan Traction interests was
decided upon at a conference in this city a few weeks ago. Pie will be
closely associated with Thomas F. Ryan in his various enteri)rises, whether
traction, railroad, mining, banking or other, and will lend all of his energies
to this work.

Here in New York and in the first instance Mr. Morton is to have charge
of the executive functions in connection with Mr. Ryan's proposals to the
Rapid Transit Commission. As is well known, he is seeking the contracts
for additional subways, and Mr. Morton will represent him on the executive
side. John B. McDonald will have full charge of the engineering features
of the work.

Mr. Morton will thus be connected with the interests which are preparing
to bid for new subway lines. The fact that he comes to New York in this
interest following upon the enlistment on the same side of Mr. McDonald,
the constructor of the existing subways, and of S. L. F. Deyo, chief engineer
of the Rapid Transit Company, shows the determined eflforts now imder way
by the Ryan interests to secure the contracts for the new subways.

If the project which comes before the Rapid Transit Commission on Thurs-
day to third track the Second Avenue and Third Avenue elevated lines is
rejected, then the Metropolitan interests will urge the Commission to invite
bids for a comprehensive system of East .Side subways and put them under
immediate construction. If the project for additional elevated railroad lines
should succeed, the problem will become somewhat more complicated, be-
cause it is believed that the new elevated structure would discourage these
subway projects.

It will be the first purpose of the new combination to convince the public
that a broad view should be taken of the transit requirements of New York,
and that the future growth of the city be kept always in mind and provided
for. It will renew the ofTer made by Mr. Ryan early in 1904 to give free
transfers from new subway routes to and from all its surface lines controlled
by the Metropolitan Street Railway and its allied companies. This will
mean a single fare to and from home for the working population of New
York. It is expected that Secretary Morton will be in New York several
times before leaving the Cabinet on July 1.

In connection with these statements it is interesting to note that
George Gibbs, whose appointment to important positions with the
Pennsylvania and Long Island Companies is mentioned elsewhere
in this issue, has become consulting engineer of the Metropolit;m
Company, and that S. L. F. Deyo, who was chief engineer for the
Subway Construction Company, which built the present subway
lines, also has become a member of the Metropolitan staff.

RULING AS TO FREIGHT ON TROLLEY ROADS IN
MASSACHUSETTS

The Railroad Commissioners of Massachusetts have issued a
general order dealing with the law permitting street railway com-
panies to carry freight, based upon petitions of the Taunton &
Pawtucket, the Taunton & Buzzard's Bay, and the Western Massa-
chusetts Street Railway Companies, for authority to act as common
carriers under the provisions of the common law. The order is
as follows:

Under chapter 202, acts of 19013, as amended by chapter 441, acts of 1904,
the Legislatiu'e has established a policy of permitting street railway com-
panien to carry freight, replacing with a general law the course of special
legislation which in the past has conferred vague rights of this kind upon
particular companies. In furnishing additional facilities for the transporta-
tion of merchandise, supplies and farm produce, these railways can unques-
tionably confer a boon upon people in sections of the State where railroad
accommodation is limited or not provided at all. Several companies seek-
ing to avail themselves of this statute have filed petitions asking unre-
stricted authority to carry freight of every kind coupled with the right to re-
fuse to perform this service upon any occasion when in the judgment of the
management it is deemed undesirable.

It is hardly conceivable that the Legislature intended in this way to give
companies all the privileges of common carriers with the power to throw off
the attendant burdens whenever so disposed, or to give them such abun-
dant opportunity for the practice of discrimination. The statute provides
that the company may engage in the business of common carrier only "in
such of the cases upon such of the parts of its railway, and to such an
extent" sanctioned by the local board, "as the Board of Railroad Commis-
sioners shall certify that public necessity and convenience require." This
plainly contemplates supervision over the character of the freight to be
carried and the manner iri which it is to be carried.

Passenger traffic upon the street railway is of paramount importance and
freight business more or less incidental. The transportation of certain kinds
of freight upon street cars through busy streets at any and all hours of the
day would be a serious interference with other uses and enjoyment of public
ways. Some articles ought never to be carried on these railways. In our
opinion companies should be limited to the transportation of such goods in
such manner as shall from time to time be described in schedules and
statements filed in this office. In accordance with this view, the Board will
require each petitioner to file a reasonably definite general description of
the kinds of freight which it desires to carry, and of the manner in which
it proposes to conduct the business.

♦♦♦

AFFAIRS IN CHICAGO

James Dalryniple, manager of Glasgow's municipal street railway
system, is in Chicago. As noted in the Street Railway Journal
last week, he arrived in New York on Saturday, May 27, and after
being the guest of honor at a banquet given by the Municipal
Ownership League of New York, on the evening of that day he
started for Chicag<), where he arrived at 9 :45 o'clock on May 29.
He was met by Mayor Dunne and a committee and was entertained
at luncheon. Evading the newspaper men was an experience new
to him, but he managed to keep out of their toils that day, while he
played golf, took a look at things in general, and attended the
theater. Since then he has been in conference daily with the Mayor
at the City Hall, and has voiced his theories through the daily
press. He has, however, so far carefully refrained from expressing
an opinion as to the best plan for Chicago to pursue, and says he
will not go publicly on record until he has had time fully to study
local conditions. Mr. Dalrymple was a member of a party that
went to Cleveland from Chicago on June 3. While in that city he
made a long speech at the request of Mayor Johnson, in which he
stated emphatically that numicipal ownership in this country can
succeed only when all partisan issues shall have been put aside. On
June 6 Mr. Dalrymple inspected the lines of the Twin City Rapid
Transit Company. He is quoted as having stated that it is the
finest example of street railway practice in the world.

While in Minneapolis, Mr. Dalrymple reiterated the statements
made in his speech at Cleveland a few days before. In the tele-
graphic reports to the East of his speech in Minneapolis, Mr.
Dalrymple is quoted as stating that existing conditions in this
country are so vastly different from those in his Scottish city, that
he is not prepared to make a statement to the effect that municipal
ownership can be made a success in America. The New York
"Sun" quotes Mr. Dalrymple as saying that in politics lies the
germ which e\'entua]ly will kill uiiinicip;il 1 )\\'iier.sh ip in this country.

Judge Grosscup, on June 2. refused In continue in force the tem-
porary inj mictions to prevent Mayor Diume and the City Council
from proceeding with nnnu'cipal control pending a decision from the
L'uited States Supreme Court. The judge's refusal leaves the city
administration free to give mdice to uusl 1lie Ir.uiinn companies
from streets on which lln' lilc nl ilieir 1 1'.inih iscs is < |iiestionable.

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

COMBINED TROLLEY AND STEAM ON NEW HAVEN-ABAN-
DONMENT OF BRISTOL TfflRD RAIL

It is announced in Hartford that the New York, New Haven &
Hartford Railroad proposes to experiment on its lines between
that city and Rockville with the operation over the same tracks of
both steam trains and electric cars. Trolley wires will be stretched
over the railroad tracks between Rockville and Vernon, and over
each track of the double-tracked main line between Vernon sta-
tion and some point in East Hartford, there to connect with the
Hartford Street Railway, over whose lines the cars will run con-
tinuously into Hartford. The cars for almost all the way will run
on the steam railroad bed at high speed. It is estimated that the
time between Rockville and Hartford City Hall will be 40 minutes.
By the present line it is i hour and 22 minutes.

The threatened abandonment of the third-rail system between
Hartford, New Britain, Bristol and other towns in Hartford coun-
ty by the New York, New Haven & Hartford has aroused pro-
tests as stated in the Street Railway Journal some months ago.
In the early weeks of the present session of the general assembly
a bill was introduced requiring the company further to protect the
third rail. When the bill was called for a hearing, President Mel-
len, who was present, replied that the company had been deter-
mined to remove the rail before July i, when there would be no
need for the proposed legislation. The company has always
claimed that life was sufficiently protected, so far as the road is
concerned, if the public would itself exercise ordinary care in
keeping off company property ; that since the disposition was to do
otherwise and in addition to hold the company legally responsible for
the carelessness and recklessness of individuals, it had concluded to
solve the problem by removing the cause of danger. Now that the
time has arrived for carrying into execution the radical plan forced
upon the company by the public, a protest is raised against the ac-
tion. It is said that dummy engines and coaches will Ije substi-
tuted for the electric cars on the line.

ANNUAL MEETING OF THE ASSOCIATION OF TRAMWAY
& LIGHT RAILWAY OFFICIALS

The ninth annual meeting of the Association of Tramway &
Light Railway Officials, of Great Britain, was held at the Gram'.
Hotel, Bristol, on May 3. The association was welcomed to Bristol
by Charles Challenger, traffic manager of the Bristol Tramways &
Carriage Company, who referred to the pioneer work of that com-
pany, which was the first horse tramway and the first overhead
trolley road in the country. The company was also the first to
shorten the hours of labor of tramway employees over those en-
forced in horse-car days, as well as the first to establish fixed
stopping stations and a pension fund for employees.

An interesting paper on the Bristol tramways was read by
Sidney E. Smith, assistant traffic manager of the company, who
gave a thorough description of the system mentioned.

*^

FRAUD IN TRANSFER TICKETS

The Public Service Corporation of New Jersey has just un-
earthed a somewhat formidable scheme in which some of its em-
ployees have been taking part to defraud the company by manipu-
lating transfers. Ihe company has been aware for some time that
certain conductors were exchanging transfers with each other, and
that these unissued transfers were being turned in in lieu of cash,
but the management decided to let the practice continue a short
time, in order to make certain of detecting the go-betweens and
the ringleaders. Last week the evidence in possession of the com-
pany seemed to justify energetic action, and as a result a number
of conductors have confessed, and the names of all guilty em-
ployees and go-betweens are now known to the company. Whether
or not arrests will follow has not been decided.

On the Public Service system it is the practice to register trans-
fers the same as cash receipts, and the frauds have been carried on
by means of a simple scheme whereby conductors would punch a
certain number of transfers and turn these over to a go-between,
who would distribute them to other conductors in such a way that
the tickets could be turned in after certain runs in place of an
equal number of cash fares. The cash so withheld was then divided
up among those taking part in the fraud. The graft was detected
as a result of secret service reports. As a means of preventing this
manipulations of transfers in the future, it is stated the Public Ser-
vice Corporation is contemplating putting two registers in each
car, one for recording fares and one for transfers.

AN IMPORTANT DECISION ANTICffATED

The Indiana Supreme Court is expected to decide, at its June
session, the famous anti-interurban case in which traction com-
panies all over the State are interested. The suit was brought by
residents of College Avenue, Indianapolis, against the Union Trac-
tion Company to determine whether or not an interurban railway
is the same as a steam railroad, and should buy its right of way
in any city instead of using the public streets. The contention of
the College Avenue property owners is that their property is dam-
aged, because the big, heavy cars, thundering along the avenue,
jar the houses so violently that their value is lessened to tenants.
With the recent opening of College Avenue bridge the Broad
Ripple and the Indianapolis & Northern lines were added to those
using the avenue. To the contention that general damage has been
worked to the property is now added the plea that the street is
unsafe for pedestrians, owing to the number of cars in use. In
any event it seems likely that the case will be carried to the United
States Supreme Court. The residents seem to be determined, and
the companies certainly cannot accept as final the decision of the
State Supreme Court, should the finding of that body be adverse
to their interests.

PLANS FOR TRANSMITTING NIAGARA POWER TO
VANDERBILT TROLLEY LINES

President Horace E. Andrews, of the Syracuse Rapid Transit
Railway and the Utica & Mohawk Valley Railroad, has announced
that Niagara power will be used for the Syracuse system within a
year. The transmission line will be constructed on the West Shore
Railroad right of way, and the power will be developed by the
Ontario Power Company. General Manager E. G. Connette, of the
Syracuse Rapid Transit Company, says that the present power
house of the company at Syracuse will be retained as an auxiliary
power plant and also as a transforming and distributing station.
The Vanderbilts will not need special legislation, it is said, to
enable them to construct the transmission line across the State,
such as is desired by some power companies which require the
right of condemnation in order to carry out their plans.

*^

WESTCHESTER COMPANY BREAKS GROUND-PORTCHESTER
COMPANY MAKES ALLIANCE WITH NEW
YORK SUBWAY LINES

The New York, Westchester & Boston Railroad Company, which
plans to build a four-track third-rail line from New York to Port-
chester, started work Saturday, June 3, on the first division of its
road at three different places. This division takes in the entire
section of the Westchester Road up to the city limits. One gang
began on the heavy cut between East Chester Hill and Saw Mill
Lane. Another was engaged at a point between Bronxdale Avenue
and White Plains Road. A third force started in between Saw Mill
Lane and Pelham Parkway. This section of the work is under the
direct supervision of E. V. Maitland, the resident engineer for the
Westchester Company in the Borough of the Bronx. Chief Engi-
neer William A. Pratt says he expects to have upwards of 5000
men at work by the end of this month. In an official statement the
company says that "the Westchester and Belmont Interborough
lines (meaning the New York subway) are so closely allied that a
joint terminal will be erected to take care of traffic from one road
to the other, and ultimately through traffic will exist from Bronx
and Westchester stations, via subway and elevated, to the Battery."

Meanwhile, the New York & Portchester Company, the rival of
the New York & Westchester, has announced that it has entered
into a contract with the subway lines in New York for a connection
and the interchange of traffic. The company states officially that
the Interborough Company, operating the subway, will provide a
physical connection between the Portchester lines and the viaduct
of the Rapid Transit road, at or near 177th Street and Boston
Road ; and also between the line and the viaduct section of the
Rapid Transit Railroad at the intersection of Southern Boulevard
and Westchester Avenue; the connection to be made so as to re-
ceive and convey cars to the nearest station platform of the Inter-
borough line. Thence the Interborough Company will convey pas-
sengers from these points over its line for the single fare of 5
cents a passenger, for one continuous ride -over all of its elevated
and subway lines now existing or to be built in the Boroughs of
the Bronx, Manhattan and Brooklyn. The Interborough Company
also says it will procure an agreement between the New York &
Portchester Company and the New York City Interborough Rail-
way Company, now constructing surface lines in the Bronx, for
the transportation of passengers over its lines.

June io, 1905.]

STREET RAILWAY JOURNAL.

MEETING OF THE CANADIAN ASSOCIATION

Representatives from Toronto, Montreal, Ottawa, Plamilton,
Quebec and other leading Canadian cities were present on June 2
at the meeting in the King Edward, Toronto, of the Canadian
Street Railway Association. W. G. Ross, managing director of the
Montreal company, and president of the association, presided.
After luncheon the party went to the races in the private car of
William Mackenzie, and in the evening were entertained at dinner
by the Toronto Railway Company. A general discussion on the
value and efficiency of the various forms of fenders, wheel guards,
trolley guards, brakes and forms of appliances tending to reduce
the severity of injuries received, was entered into. John McAr-
thur, Toronto, read a paper on "Parks and Park Amuse-
ments, With Relation to Street Railway -Receipts." E. F. Seixas.
St. Catharines, discussed freight and freight collections, and J. E.
Hutchinson, of the Ottawa Electric Railway Company, read a
paper on discipline in the car service. The meeting continued on
June 3. At that session there was a general discussion of the ques-
tion of freight handling, and of the adoption of a punch for use in
connection with the handling of interurban tickets. The election of
officers closed the convention. W. G. Ross, Montreal, was re-elected
president, and the other officers were re-elected as follows : W.
H. Moore, Toronto, vice-president ; C. E. A. Carr, London ; D,
McDonald, Montreal, and E. A. Evans, Quebec, executive com-
mittee ; Allan Royce, secretary-treasurer.

^«

NEW YORK COMPANIES REFUSE TO PAY FRANCHISE TAX

At a conference held in the Comptroller's office in New York on
Saturday, counsel for the Metropolitan Street Railway Company,
the Brooklyn Heights Railroad Company and for the Coney Island
& Brooklyn Railroad Company gave notice that unless . all they
have paid for car licenses, percentages of receipt, tolls, etc., is
deducted from the franchise tax recently declared valid by the
United States Supreme Court, they will begin the fight over again
in the courts. Their contention, in brief, is that the State has no
right to levy taxes in addition to those demanded by the cities in
which the coinpanies operate, and that if the tax is to be paid to
the State, then deduction must be made of the levy placed on the
companies by the city.

*^

NEW YORK ORDERS MORE ELECTRIC HEATERS

The New York City Railway Company has placed an order
with the Consolidated Car Heating Company for complete electric
heating equipments for the seventy-five new cars recently ordered
from the J. G. Brill Company. Each car will have sixteen panel
heaters. The connecting wires are carried in metal conduits which
extend into the heater cases. The heaters are made so that all
connections are inside of the case. The wiring of the car will be in
accordance with the underwriters' rules. The switches to be fur-
nished will be the new double-quick break knife switch brought
out by the Consolidated Company, and furnished on the recent
orders placed by the New York City Railway Company. The
switches will be enclosed in a box fitted with lock and key, so that
the regulation of heat will be under the control of one man at
each car house, directed to look after this matter. It is interesting
to note that the heater equipment for each car is just double the
numbers of heaters that it was customary up to a few years ago
to place in the cars. It is believed that by having sixteen heaters
instead of eight a better regulation of heat will be secured.
♦^♦^

TROLLEY TOPICS

"Trolley Topics" is the name of a small pamphlet to be issued
weekly during the summer by the Rochester Railway Company.
The initial number is dated May 27, and as the publication is to be
primarily a summer resort and tourists guide, publication will
cease with the number for Sept. 2, 1905. It is the aim of the little
magazine to aid the traveler in determining when, where and how-
to spend his leisure hours to the best advantage, while sojourning
in or near Rochester, and to point out to the residents of the beau-
tiful city the points of interests so near their doors (but so often
neglected and overlooked), and to show them when, where and
how they can best be reached. Near the center of the magazine are
to be found maps, time-tables and other railway and resort infor-
mation. Interesting reading matter and advertisements fill the in-
tervening pages. "Trolley Topics" is distributed weekly at all
towns on the Rochester & Sodus Bay Railway, and Rochester &
Eastern Rapid Railway ; also at the following resorts : Ontario
Beach. Summerville, Windsor Beach, Sea Breeze, Glen Plaven and
and all resorts on Sodus Bay, Canandaigua Lake and Seneca Lake.

STREET RAILWAY PATENTS

[Tliis department is conducted by Rosenbaum & Stockliridge,
patent attorneys, 140 Nassau Street, New York.]

UNITED STATES PATENTS ISSUED MAY 30, 19:).';
790,931. 'I'rollcy Catcher; Lucian V>. Stanley, Collinwood, Ohio.
App. filed July 22, 1904. Details of a spring-drum and ratchet ar-
rangement.

790,939. Switch Operating Mechanism: James C. Waldo, Sharps-
burg, and John J. Foster, Avalon, Pa. App. filed Jan. 7, 1905. Two
pivotally mounted arms connected through a link with the switch
tongue, a single-acting motor having a slide movable thereby, a dog
or pawl mounted on the slide, and means operative on the move-
ment of the arms to shift the dog or pawl.

790,974. Car Brake; Joseph C. O'Neill, San Francisco, Cal. App,
filed Feb. 23, 1904. Relates to means whereby the brake-shoe can
be readily adjusted to compensate for wear.

790,991. Brake Hanger; Walter H. Wilkinson, Kingston, N. Y.
App. filed Oct. 18, 1904. The shoe-supporting member is pivoted
by a bolt to a bracket ; a sleeve about the bolt is adapted to main-
tain the bracket and sin ie-Mi])pr)rting member a fi.xed distance
apart.

791.012. Strain Device for Electric Railways ; Harry P. Davis
and Theodore Varney, Pittsburg, Pa. App. filed Oct. iq, 1904. A
strain-clamp comprising two complimentary parts, each of which
has eyes at diagonally opposite corners and an intermediate hook
at one side.

791.013. Supporting and Strain Device for Electric Railways;
Harry P. Davis and Theodore Varney, Pittsburg, Pa. App. filed
Jan. 23. 1905. A strain clamp comprising two complementary parts,
each of which has a longitudinal recess in one face, an eye or ring
at one corner and a socket-piece at approximately the middle of one
of its edges.

791,031. Supporting Structure for Trolley Wires; Budd J. Jones,
Chicago, 111. App. filed April 2, 1904. A catenary suspension for
the trolley wire and a pivotally-supported arm 'whose free end is
fastened to the wire for pre\enting lateral swing or vibration
thereof.

791,079. Rail Clip for Third-rail Insulators; George L. Cour-
tenay and William Courtenay, New York, N. Y. App. filed Aug.
27, 1904. Metallic j'oke secured to each end of the insulator block,
having arms extending upward at each side of the rail, and having
separate lugs, which bear on the upper portion of the insulator
block.

791.082. Trolley Wire Hanger; Plarry P. Davis and Theodore
V^arney, Pittsburg, Pa. App. filed Oct. 19, 1904. A hanger for
grooved trolley wires comprising a rigid bar having a socket-clamp
at one end and a claw or hook lamp at its other end.

791.083. Curve Pull-off for Overhead Trolley Conductors;
Harry P. Davis and Theodore Varney, Pittsburg, Pa. App. filed
Oct. 19, 1904. Comprises a messenger-wire clamp, a trolley-wire
clamp and a connecting bar, the ends of which are adjustably seated
in sockets in the clamps.

791,150. Railway Rail Cleaner and Oiler; George Huff, Tropico,
Cal. App. filed Sept. 26, 1904. Comprises rotary brushes ad-
justable vertically and horizontally, and a window cut in the bottom
of the car for inspection of the adjustment and work of the
brushes. Means are also provided for oiling the rails.

791,178. Trolley -wire Switch ; Joseph T. Bunn, Washington,
D. C. App. filed Aug, 3, 1904. Guards or ears extend upward
from the trolley harp, having rollers mounted therein out of align-
ment with each other, said rollers being adapted to engage grooves
or tracks in a non-conducting plate mounted at the intersection of
tracks, whereby the trolley engages the proper conductor.

791,181. Brake-Shoe; J ames R. Cardwell, Chicago, III. App.
filed Jan. 19, 1903. A brake-shoe comprising a cast-metal body,
provided with a longitudinally-extending reinforcing plate of tough
metal, having its opposite ends turned inwardly to form hooks,
which extend radially into and are embedded in the shoe-body.

791,191. Trolley Guard; Mathias Hartz, Pittsburg, Pa. App.
filed Feb. 27, 1904. A frame pivotally mounted at the trolley harp
in advance of the trolley wheel, and spring pressed toward the
trolley wire, carries a guide wheel and a pair of inclined rollers
adapted to close Over the wire, thereby niciintaining the wheel upon
the wire. Means are provided for tiltmg the guide rollers to re-
lease the wire.

791,252. Grab-Handle for Railway Cars; Samuel M. Curwen,
Haverford, Pa. App. filed Sept. 6, 1904. A frame comprising two
grab-handles, so mounted that one handle will appear on each side
of the car stanchion. The frame is movable longitudinally of the
car in conjunction with the turning over of 'the seat back, so that
the handle in front only will he in (i])era(ive position.

790,279. Trolley ; Gccirgt' \'. Millc-r, Irwin, Pa. .App. filcil April
7, 1905. Details.

I052

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 23.

PERSONAL MENTION

MR. HARRISON H. FEHR, of Easton, has been elected presi-
dent and general manager of the Easton Transit Compan}', of
Easton, Pa., succeeding Mr. W. Hinkle Smith, resigned.

MR. ROBERT McF. DOBLE, consulting engineer of the Abner
Doble Company, of San Francisco, is in Mexico for the purpose of
investigating several important hydro-electric long-distance power
projects.

MR. H. E. GREIMS, who was forn. -ly chief bookkeeper of the
Rhode Island Company, of Providence, R. I., has just been ap-
pointed traveling auditor for the Newman properties, and as assist-
ant to General Auditor W. B. Brockway.

MR. H. C. GREEN has resigned as chief train despatcher of
the Indiana Union Traction system to accept of a similar position
under A. L. Drum, general manager of the Chicago & Milwaukee
Electric Railroad Company. Mr. Drum formerly was general man-
ager of the Indiana Union Traction Company.

MR. W. CARYL ELY, formerly president of the International
Traction Company, of Buffalo, N. Y., has just returned from an
extended tour of the Continent. Mr. Ely was accompanied by Mrs.
Ely. They took passage on the "Kaiser Wilhelm II.," which ar-
rived in New York on Wednesday, June 7.

MR. GEORGE VOIGT, who has been in the selling and engi-
neering departments of the National Electric Company for nearly
five years, has accepted the position of master mechanic of the
Illinois Traction System, owned by the McKinley syndicate. His
headquarters will be at Danville, and he assumes office June 15.
Mr. Oscar F. Prior, his predecessor, leaves to go into bfisiness for
himself at Oakland, Cal.

MR. GEO. W. ALDRIDGE, of Rocliester, has been appointed
by Governor Higgins, of New York, as one of the two additional
railroad commissioners for the State as provided for in a bill
passed by the last Legislature. The selection of the other new
member of the board is expected to be annoLmced upon the re-
turn of the chief executive from a trip that he proposes to make in
the West. Mr. Aldridge is at present secretary to the commission.

MR. W. A. BLANCK announces that he has opened an office
as consulting electrical engineer in Chicago, at 120D Fisher Build-
ing. Mr. Blanck has been prominently identified with high-tension
electric railway work for several years, and has taken a very active
interest in electrical engineering matters in Chicago. For the past
year he has been electrical engineer of the Chicago & Milwaukee
Electric Railroad Company, in charge of electrical operation and
construction of this road, which extends from Evanston to Wauke-
gan, and is constructing from Waukegan to Kenosha, near Chicago,
in all about 70 miles. Mr. Blanck will continue to act as consult-
ing engineer for this company. For two years he was one of
the engineers on the .A.rnold Company's staff, and was the onj
who had particular charge of Mr. Bion J. Arnold's pioneer experi-
ments at Lansing, on single-phase high-tension trolley road, operat-
ing single-phase motors. Mr. Blanck is a native of Germany. He
was educated at the Wriezen Gymnasium, and at Mittweida College
in Saxony, from which latter he graduated as electrical and me-
chanical engineer. His engineering experience began in Germany,
with Siemens & Halske. Later he was connected for six years
with the Ganz Company, of Buda-Pest, as engineer for high-tension
lighting and power work. Immediately after coming to this
country he was for a short time connected with the Chicago Edison
Company. It will be seen that his experience is such as to fit him
especially for high-tension electric railway work.

DR. JOSEPH E. LOWES, a prominent citizen of Dayton, Ohio,
died in California a few days ago. He was a most prominent figure
in Ohio politics ; was identified with a large number of business en-
terprises at Dayton and other places, and
was for a number of years an active fig-
ure in the electric railway industry in that
vicinity. Dr. Lowes built the White Line
Railway, the first electric railway in Day-
ton, and the second in Ohio. This line
now is a part of the People's Railway.
He promoted and built the Dayton &
Western Railwa_\-, the first interurban
line into Dayton, and it has proved one
of the most profitable lines in the State.
After disposing of this road he promoted
and built the Dayton & Northern Rail-
way, and a year ago promoted the Day-
ton & Muncie Traction Company. He
was president of both these lines at the time of his death. Dr.
Lowes was interested in other railways, notable the Cincinnati,
Dayton & Toledo. He founded the Dayton Electric Light Com-
pany, and was prominently identified with the Dayton Home Tele-
phone Company.

MR. GEORGE GIBR.S

J. E. LOWES

MR. DAVID G. HACKETT, superintendent of the Columbia &
Montour Electric Railway, of Bloomsburg, Pa., is dead. Mr.
Hackett had only been engaged in street railway work since igo2.
when he accepted the position of superintendent of the Columbia &
Montour Company. He was born in Altoona, in 1856, and after
completing his schooling entered newspaper work. He was man-
ager of the Altoona "Tribune" for ten years, and then became
manager of the Fort Wayne "Sentinel." He resigned this position
to become connected with the Columbia & Montour Company. Mr.
N. J. Terwilliger has been appointed acting superintendent of the
company to succeed Mr. Hackett. Mr. Hackett is survived by a
widow and one child.

MR. GEO. GIBBS on June i resigned as vice-president of West-
inghouse. Church, Kerr & Company, and as consulting engineer of
the Interborough Rapid Transit Company, of New York, to be-
come chief engineer of electric traction of the terminal opera-
tion of the Pennsylvania Railroad in New York, and chief engineer
of ilectric traction of the Long Island Railroad. In these positions

Mr. Gibbs will have charge
of all the electrical engineering
and the design and execution of
work in connection with the
PennsyKania Railroad's tunnels,
yards, terminals, power houses,
etc., as well as the design and in-
stallation of all electric traction
work which the Long Island
Company has in contemplation.
The work thus put into his hands
constitutes the largest electric
traction project on any steam
railroad in the world. In addi-
tion to all this, Mr. Gibbs has
accepted the position of con-
sulting engineer of the Metro-
politan Street Railway Company,
of New York, for its proposed
subway work. Mr. Gibbs is
best known thnnigli his work in connection with the present sub-
way lines in New York, in which he took a very prominent part as
engineer in charge of the rolling stock and block signal system.
To him, more than to anyone else, is due the credit of in-
stalling the steel cars in the subway. These cars were the first
steel passenger cars in the world, and were largely of Mr. Gibbs'
design. Another of his notable achievements was that of apply-
ing in the subway, and for the first time in this country, the over-
lapping block-signal system. Mr. Gibbs was graduated from the
Stevens Institute of Technology in 1882, with the degree of me-
chanical engineer. From 1882 to 1884 he was engaged as chemist
for the Orford Copper Company, and from the latter date to 1888
he was engineer of tests and chemist of the Chicago, Milwaukee &
St. Paul Railway Company, Milkaukee, Wis. From 1888 to 1897
he was mechanical engineer of this company. In this position
had charge of all car and locomotive design for the road, as well
as of its interlocking and track signals. From 1897 to 1902 he
was consulting engineer of the Baldwin Locomotive Works, and
of the Westinghouse Electric & Manufacturing Company, also
chief engineer of the British Westinghouse Electric & Manufactur-
ing Company, Ltd., and of the Continental Westinghouse com-
panies. Since igoi Mr. Gibbs has been first vice-president of
Westinghouse, Church, Kerr & Company, of New York ; consult-
ing engineer of the Interborough Rapid Transit Company, of New
1 ork ; member of the board of engineers of the Pennsylvania Rail-
road Company's New York tunnel lines and terminals, member of
the Electric Traction Commission of the New York Central &
Hudson River Railroad Company's New York terminal and electric
traction lines, and electrical engineer of the Long Island Railroad
Company's lines which are being converted to electricity. In the
positions enumerated he had charge of the following work : For
the Interborough Company, design of rolling stock, track work,
interlocking and signals, shop yards and repair plants, and, in
consultation, other railway facilities of the company; for the Penn-
sylvania Railroad in his capacity as member of the company's
board of engineers to carry on this work: special charge of the
company's electrical power plants, electric locomotives, power dis-
tribution system, and mechanical engineering features of the ter-
minal yards and buildings ; for the New York Central Railroad, its
electric traction work, including the equipment of its heavy electric
locomotives, power plants and distributing system. Mr. Gibbs ha.s
also acted as confidential adviser in engineering of the Carnegie In-
stitute, Washington, D. C, He is a member of the American So-
ciety of Civil Engineers, British Institution of Civil Engineers,
American Society of Mechanical Engineers, American Institute of
Electrical Engineers, American Railway Master Mechanics' Asso-
ciation and the Master Car Builders' Association.

Street Railway Journal

Vol. XXV. NEW YORK, SATURDAY, JUNE 17, 1905.

-kl ^

No. 24.

Published Every Saturday by the

McGraw Publishing Company

Main Office:

NEW YORK, Engineering Building, 114 Liberty Street.
Branch Offices:

Chicago: Monadnock Block.

Philadelphia: 929 Chestnut Street.

Cleveland: Cuyahoga Building.

London: Hastings House, Norfolk Street, Strand.

Cable Address, "Stryjourn, New York"; "Stryjourn, London" — Lieber's Code

used.

Copyright, 1905, McGraw Publishing Co.

TERMS OF SUBSCRIPTION

In the United States, Hawaii, Puerto Rico, Philippines, Cuba, Canada,
Mexico and the Canal Zone.

Street Railway Journal (52 issues) $3.00 per annum

Combination Rate, with Electric Railway Directory and

Buyer's Manual (3 issues — February, August and November) $4.00 per annum
Both of the above, in connection with American Street Railway

Investments (The "Red Book" — Published annually in May;

regular price, $5.00 per copy) $6.50 per annum

Single copies. Street Railway Journal, first issue of each month, 20 cents;

other issues, 10 cents.

To All Countries Other Than Those Mentioned Above:

Street Railway Journal (52 issues), postage prepaid $6.00

25 shillings. 25 marks. 31 francs.
Single copies, first issue of each month, 40 cents; other issues, 15 cents.
Remittances for foreign subscriptions may be made through our European
office.

NOTICE TO SUBSCRIBERS

REMITTANCES.— Remittances should be made by check, New York draft,
or money order, in favor of the Street Railway Journal.

Change of Address. — The old address should be given, as well as the new,
and notice should be received a week in advance of the desired change.

Back Copies. — After July 1, 1905, no copies will be kept on sale beyond
fifteen months prior to date of issue, except in bound volumes.

NOTICE TO ADVERTISERS
Changes of advertising copy should reach this office by 10 a. m. Monday
preceding the date of publication, except the first issue of the month, for
which changes of copy should be received two weeks prior to publication
date. New advertisements for any issue will be accepted up to noon of
Tuesday for the paper dated the following Saturday.

Of this issue of the Street Railway Journal 8ooo copies are
printed. Total circulation for 1905, to date, 197,100 copies — an
average of 8212 copies per zveek.

American Street and Interurban Railway Association

The new name given above, which will be reconiniended by
the reorganization committee to the members of the American
Street Railway Association for adoption, seems by far the best
which has yet been suggested. The alternative, American
Electric Railway Association, is shorter but does not seem so
satisfactory on the whole. In the first place it drops the dis-
tinctive word "street," under which the association has
achieved a most honorable history. In the second place, it
excludes by inference other motive powers than electricity,
and while the contingency may seem remote of the extensive
employment of other means for propulsion, it is undoubtedly

better to define such an associaKM'(_a^ the st^eet/ailway asso-
ciation by its field in the community^,5a^ier^tlia.n'by the motive
power most used. The member comijanies of the association
are now and probably always will be principally street and
interurban lines, in distinction from trunk line railroads.
Many of the latter will undoubtedly adopt electricity before
long, so that in a few years the term "electric railway" will
soon cease to be distinctive of the street roads, or synonymous
in the public mind with a "street railway." Some of these
trunk line roads, it is true, may desire to join the Street and
Interurban Railway Association, on account of the papers
and discussions on electric railway suljjects whi;h will be
presented at its meetings. The association will no doubt be very
glad to welcome any such accessions to its membership, but
the greater number of members, in our opinion, will always be
those operating on, over or under city streets and those shorter
through lines joining neighboring cities, which we have come
to call "interurbans."

It is interesting to note in this connection that the associa-
tions abroad, corresponding to the American Street Railway
Association, have had precisely the same question to settle,
and have solved it in the same way that is proposed in the
case of the American association. The title of the international
association, for instance, up to three years ago, was simply
Union Internationale Permanente de Tramways, but this name
was changed in 1902 to Union Internationale de Tramways
et de Chemins de Fer d' interet local, without the word "elec-
tric." The names of the German association, Verein
Deutscher Strassenen- und Kleinbahn Verwaltungen, and of
the British Tramways and Light Railways Association, also
correspond exactly in meaning to that approved at the Phila-
delphia meeting. We believe that this name was wisely se-
lected, and if it is accepted by the members at the general
meeting at Philadelphia that it will prove satisfactory in the
future.

Street Railway Employees

The bulletin which has recently been issued on street rail-
way employment in the United States by the Department of
Commerce and Labor, and which is briefly summarized else-
where in this issue, is the first attempt, as far as we are aware,
to analyze the conditions of street railway employees in an
exhaustive way. The subject is certainly one for serious study.
The number of men engaged in electric railway transportation,
including officers and clerks, now amounts to about 140.000
men, or about one-eighth of those employed in steam railroad
transportation. The number is rapidly increasing, and owing
to the introduction of electricity there has been a great change
in the character of the men and the conditions of their employ-
ment. The fact that the majority of these men are concen-
trated in the large cities intensifies the effect which they exer-
cise on the body politic, and the wages paid them and their
conditions of work arc subjects which vitally interest the resi-
dents in all the cities in the counlry.

The duties of the position require the employment of men

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

who are both physically and mentally alert, but as a knowledge
of the work is readily acquired there are, as a rule, plenty of
applicants lor positions. This fact in the past has led to the
extensive employment of extras, or "trippers," but most com-
panies are now realizing" that permanency of employment is
necessary to maintain the stamina of the employees, and con-
sequently the efticiency of the service. Much progress has
been made in this direction in other ways, as is shown by the
establishment of merit systems, the standardization of rules,
hxed systems of promotion, mutual benefit associations and in
some cases the establishment of a pension fund, all conserving
the principle of permanency of employment and looking to the
estaulishment of street railway employment as a life work.
With these have come more stringent requirements, both as to
age and physical and intellectual condition as a prerequisite for
employment. On the other hand, there has been a large in-
crease in wages, amounting to from 50 per cent to 100 per cent,
or more, as compared with the horse-car period, as well as a
reduction in the hours of labor. Statistics show that the latter
at present vary from nine to thirteen hours a day as compared
with an average working day of fourteen hours, and instances
of normal days of sixteen and seventeen hours each when
horses were used.

ipeed Kecords imasncd

ine recent inauguration of a regular 18-hour service to
Chicago over two separate routes is a sutncient answer to
tne conservatives wlio have held tiiat there was no puDiic
demand to justify a great increase 111 railway speeds. When
two great trunk lines unite in supplying high-speed service.
It is pretty clear that people want to travel at a better pace,
i ue pertorniaiices 01 tne trial trains sent over tne routes as a
preliminary were notatile in the history of railroading. The
i'ennsylvania train had somewhat the shorter route, and rolled
uU iiie entire run at the rate of 63 m.p.h., including stops, or
06 m.p.h. excluding them, it is reported that 110 m.p.h. was
reached lor short distances. The New York Central tram
broke all long-distance records by doing 181 miles in 150
minutes — just 72.4 m.p.h. On the schedule time of eighteen
hours It will have to make a trihe over 53 m.p.h., including
stops. This will be easily the fastest regular run in the world
over anything like a similar distance. The fastest runs for
shorter distances are, we believe, those of the Sud Express
from Pans to Bayonne, at 54.13, and of the Empire State Ex-
press to Albany at 61.2 m.p.h. The former is 486 miles, the
latter 143. The new trains are most valuable .additions to the
passenger service between the two greatest cities of the
country, and make a new epoch in fast railroading. Yet, after
all, these speeds are not at all startling. They simply involve
keeping up for a long run speeds that have been entirely
familiar over moderate distances. The run from Baltimore
to Washington has been made at such speed for some twenty
years past. Nobody has had any doubt that a locomotive can
haul a train at a mile a minute or better over considerable
distances. But the weak point of the locomotive has always
been the maintenance of its best working pace for long periods.
This is just the point at which some day we expect to see
the electric motor beat it out, just as it did for a short run on
the Zossen line. In the case of an electric train there is no
crowding of boiler capacity ; the automatic stokers, miles away,,
keep tirelessly about their business, and the motors can spin
crowding of boiler capacity ; the automatic stokers, miles away,
thing becomes the track, and with this in the condition found

on our great trunk lines, we see no reason why one of these
days we should not have a train running to Chicago in ten
hours instead of eighteen. Perhaps the German projects now
on foot for the Berlin-Hamburg route will show the way. A
regular train at 60 m.p.h. will be an object lesson to which no
railway man can afford to shut his eyes. This much is clear,
that the need of a faster service between New York and
Chicago has made itself felt keenly enough to break through
the armor of railroad conservatism. The trains will, to a
certainty, be well patronized, and we earnestly hope that they
will not be allowed to backslide like the fast service inaugu-
rated some years ago. The demand is a real one we think,
people are willing to pay for it, and it ought to be continued.
The value of an extra business day is very material to busy
men, and once they realize the importance of gaining it, a great
stimulus will be given to fast passenger traltic. Eor shorter
runs than that between New York and Chicago, the need of
better speed is almost equally great in enabling tired and busy
men to avoid travel by night. We congratulate the two great
railway systems on their achievement, and trust that it will
be the beginning of the new era in traveling to which we have
fondly looked.

Developing Vacation iraffic

The development of traffic has of late become one of the
most important subjects with which. street railway managers
are concerned, and unless present indications are at fault, a
long season of exceptionally heavy pleasure business awaits
the advent of the open car and the unlocking of the park gates.
It is reasonable to anticipate a change from the unfavorable
weather conditions of the past two or three summers, even
though predictions cannot be made far ahead with certainty,
because it is high time that the law of averages settled down to
work and brought the weather back to normal conditions.

Even though the temperature should fail to come up to the
expectations of summer hotel keepers and street railway men,
there is every reason for doing whatever is possible to en-
courage traffic in the coming open season. In the far West
the gospel of fresh air has been learned with a thoroughness
which few Easterners who have not sojourned in the shadows
of the Rockies or the Sierras realize, and it is a poor sort of a
day indeed when street railway traffic for pleasure purposes
falls much below normal. On roads operating in sparsely-set-
tled territory, the importance of encouraging every possible
passenger to ride is greater relatively than the need of creating
traffic in a densely-populated city, the bulk of whose business
is likely to be travel for other than pleasure purposes.

During the past three or four years a great deal has been
done in the way of creating traffic on systems whose cars pass
in the vicinity of or actually reach natural or artificial scenic
attractions, historic localities or other interesting spots. Much
has been accomplished by judicious advertising and a general
advocacy of a system's attractiveness, along the lines practiced
by steam railroad passenger agents. The steps taken in this
direction by the Old Colony and Boston & Northern Railways,
of Massachusetts, for instance, which jointly maintain a pas-
senger department in the business center of Boston, has been
described in these columns. The New Hampshire Traction
Company is another pioneer in the encouragement of pleasure
travel, a number of its methods having been described in the
Street Railway Journal.

Small roads with limited resources cannot, of course, at-
tempt such extensive plans for traffic creation as those cited.

June 17, 1905.]

STREET RAILWAY JOURNAL.

1055

but it is a desolate community indeed which has no facilities
for recreation and pleasure which can be served by the street
railways. Something can be done to stimulate traffic, even if
it consists simply in a few announcements posted from time to
time in the cars. Church and fraternal associations can be en-
couraged to select the trolley pleasure park for their annual
outings and parties of school children to visit historical locali-
ties along the line. Vacation trolley trips are worth catering
to, and if their inexpensiveness, comfort, freedom from dirt,
cinders, smoke and heat are sufficiently emphasized, there is
bound to be a compensating return upon the time and trouble
taken. The steam railways spend thousands of dollars each
year to induce tourists to visit far away wonders, and the
mountains of baggage which are piled in the city terminal sta-
tions each August prove without question the result of such
publicity. Thousands of people cannot afford to take their an-
nual vacations at the shore or in the mountains, but it is rare
to find a family in moderate circumstances which cannot travel
in the vicinity of its home in the trolley cars, visiting many
spots and places of interest not seen before, but brought to its
attention by the enterprise of some street railway company.
If such traffic is to be secured and held, the roads catering for
it must break away from narrow ideas of local service as the
main feature and supply good connections, or at least informa-
tion in available form as to the through service, cost, running
time and frequency.

Economy in Handling Coal

Considering the enormous quantities of coal handled each
year by street railway companies, it is evidently worth while
to endeavor to cut down the cost per ton delivered in the fur-
naces whenever it is possible to do so. The saving of a single
cent per ton in the case of a company which uses 20,000 tons
per annum represents $200 reduction in operating expenses, for
instance. Assuming that such a road earns one-third of a cent
profit out of each 5-cent fare, the foregoing saving in the coal
account represents the profits on carrying 60,000 additional
passengers during the year.

Many power stations realize the importance of doing away
with human labor in handling the coal supply, but a great deal
remains to be done in the elimination of needless expenses be-
tween the coal train or barge and furnaces. This is not in-
tended as a brief for mechanical stoking under all conditions,
for in small plants hand firing often gives ample satisfaction.
Rather is it the idea to point out a few striking features of the
coal-handling problem which, while well recognized in the ab-
stract, are often neglected in the coticrete.

It scarcely seems necessary to state the simple requirements
of the problem. In general, the shorter the path between the
coal car or barge and the boiler room, the better. The expense
of moving the fuel by hand power is often relatively large.
In large plants there should, if possible, be no need of employ-
ing four or five men to push coal carts 200 ft. or 300 ft. from
the receiving bins to the boiler room. If such arrangements
cannot be avoided, and in some old plants the conditions are
very disadvantageous, a narrow gage track can at least be put
down for the expedition of the car movement. It is ridiculous
to spend several thousand dollars on a mechanical conveyor
system and then pay the cost of operating it by a wasteful
steam engine instead of an electric motor, feeding the entire
system in the first place from bins 100 yds. away by wheel-
barrows propelled on the Italian system. The wages of three
or four laborers capitalized often amount to far more than the

investment and operating cost of installing a complete coal-
handling system. Here is the weak point — the economical
handling of the fuel is only partly worked out, between the
car and the furnaces. It is the same thing as trying to secure
high operating efficiency by belting the latest type of steam
turbine to a shunt-wound bipolar generator of the early 8o's.

The economical handling of coal does not necessarily imply
the installation of a large amount of machinery, in many cases.
When the coal cars can be run upon a trestle extending at a
grade well above the boiler-room floor, the force of gravity
can be employed more economically than any other known
agent. Fundamental as this fact is, it is often lost sight of by
power plant designers. Again, it is a simple matter to rig up
a coal-handling locomotive for use around the power house,
when it is necessary to move the fuel from the bins, to the
boiler room at the same level. The problem is by no means
solved when the conveyor buckets begin to travel unless the
human element has been reduced to the lowest possible quan-
tity. Given from 5000 kw upward in generating equipment,
capable of delivering a kw-hour of energy at the station bus-
bars for 7 mills or 8 mills operating cost, there would seem to
be little excuse for the use of muscular transportation of fuel.
Finally, matters ought never to be allowed to reach the pass
where, as in a recent case, automatic stokers located 8 ft. above
the fireman's head were supplied with some 60 tons of coal per
day, every ounce of which was shoveled upward from a wheel-
barrow by sheer force of biceps. A little thoughtful considera-
tion of the movement of the fuel in a plant sometimes well re-
pays the manager's trouble.

« ' i ■ J J :A A , ^ .

Educating Shop Men

One who has not been in intimate contact with the workmen
in the repair and inspection shops little realizes the lack of en-
couragement given in some to the ordinary workman to obtain
an understanding of the electrical apparatus with which he is
working. The more intelligent employee can readily secure
information about the motors and wiring because he will know
just how to obtain it. The various periodicals and the books
which are published upon these subjects, supplemented by a
sufficient amount of good, hard reasoning, will give him a
grasp of the principles governing the action of the apparatus.
But there is a class of workmen who hardly know of the ex-
istence of the books or papers that would give them the in-
formation desired. They are not illiterate men either. They
have good reasoning powers along mechanical lines, as is
shown by the correct ideas concerning the operation of the
apparatus that they secure of themselves without any external
aid. Some of these men, if assisted by a few books and dia-
grams, would make themselves much more valuable to their
employers.

In a few cases this condition of affairs can be accounted for
by the kind of man occupying the position of foreman. He
may be one of the kind who imagines he holds his superior
position by virtue of the ignorance of those under him, some of
whom might show more ability than himself if they should
once be given a chance to learn more. Narrow-minded fore-
men of this kind are usually officially short lived and give way
ultimately to men of broader views. The best foremen are the
men who can produce the best results for a given expenditure,
and the only way on earth to do this is to have a force of men
working at the highest degree of efficiency, discipline and in-
telligence, and by encouraging and requiring the men to learn
all they can.

1056

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

A MOTORMAN'S SCHOOL SYSTEM IN BROOKLYN

An interesting system for instructing new motormen for ser-
vice upon surface lines has recently been inaugurated upon the
surface division of the Brooklyn Rapid Transit Company. The
plan followed is primarily to teach the student how properly
to operate the controller, cut-out either motor, insert a fuse and

INSTRUCTING A CLASS IN THE MANIPULATION OF THE CONTROLLER
AND BRAKE HANDLES

cut-in a circuit breaker. The company does not believe that
it is practicable or necessary to instruct the motormen of a
large city system very much in regard to the details of the car
wiring, and that any attempt to explain the mechanical or elec-
trical construction of a car, beyond that required to perform
intelligently the duties described above, only tends to confuse
a green man in the performance of his regular
work. For this reason diagrams of car wir-
ings are not shown the students as on some
roads. Especial attention is given to impress
upon the students the desirability of running
on the safe points of the controller. There
are so many congested districts in Brooklyn
that a considerable part of the operation has
to be on the resistance points. This naturally
has a bad influence on the men, and it is one
reason why so much trouble is taken to em-
phasize the economical positions of the con-
troller handle.

The school is at the Fifty-Eighth Street
and Second Avenue car house of the com-
pany, and contains a waiting and examining
room, 20 ft. X 28 ft. in size, and the instruc-
tion room, 20 ft. X 42 ft. in size. In the
latter are arranged the dummy car platforms,
with brake staffs and controllers of standard
construction, the instructor's platform, sample
interlocking switch and signaling apparatus,
and electrical apparatus for demonstration.
The scheme of instruction adopted involves a considerable
amount of study by the students, supplemented by drills.
INSTRUCTION APPARATUS

The arrangement and details of the apparatus in the instruc-
tion room are shown in accompanying drawings. The in-
struction room is equipped with twelve dummy car platforms
for the students, of which six are arranged on one side opposite
the instructor's stand, and three at either end, thus permitting
a clear and unobstructed view for each student. These plat-
forms are elevated g% ins. from the floor, which facilitates the

arrangement of a gong and brake mechanism beneath such as
used upon the standard car. The brake staff is arranged to
wind up against spring pressure, offering thus a resistance to
the practice-braking similar to that encountered in actual car
operation. The details of the dummy car platform and the
arrangement of spring mechanism for the brake are shown in
an accompanying drawing; the pull is equalized throughout by
a novel leverage method, as shown. The con-
trollers on the platforms are of the K-ii type,
which is very extensively used in Brooklyn.
Like the foot gong, they are arranged in stand-
ard location, although they are not connected
electrically.

One of the most important features of the
school is the electrical apparatus that has been
devised for demonstrating the effect that the
car controllers have upon their motors in the
starting of cars. This was one of the most
difiicult parts of most schemes of instruction,
and accordingly is of more than usual im-
portance. It consists of a combination of in-
candescent lamps and signs, by which the
cycle of events resulting from the controller's
action upon the motor circuits may be observed
and understood by those not having a tech-
nical knowledge of electric traction methods.
These lamps are operated from the instructor's
controller, so that he may be able to demon-
strate his explanations as he progresses. The
arrangement and design of this electrical sign
equipment, as well as the diagram of electrical connections
with the controller, are shown in accompanying illustrations.

The system of visual signals is laid out for a two-motor car
equipment, two of the electric signs being used to represent the
motors, another to take the place of the resistances, and two
others to indicate the series and multiple positions of the con-

A SCENE IN THE OFFICE OF THE INSTRUCTION HEADQUARTERS

troller. The lamps on the signs are so connected to the in-
structor's controller that they are caused to light up whenever
the apparatus designated by them comes into circuit. Thus,
throwing the controller to No. i position, lights up Nos. i and 2
motor signs, the series sign and all the resistance lamps, all
lamps burning very dimly; the next step cuts out one-quarter of
the resistance sign (six lamps) and the other lamps grow
somewhat brighter; step No. 3 cuts out six more resistance
lamps; step No. 4 another six, with correspondingly increased
brightness, while No. 5 cuts all resistance out and the lamp

June 17, 1905.]

STREET RAILWAY JOURNAL.

1057

filaments are up to a bright red. This indicates the full series,
or first safe running, position. Each motor sign has connected
in with it an electric fan, whose rate of rotation is made to
represent the rotation of the motor armature, the speed in-
creasing very noticeably as the resistance is cut out, until at
full series, it is running at about half speed.

In passing to step No. 6 upon the controller, the action of
changing over from the series to the multiple connections is
made clear to the students, enabling the instructor to demon-
strate forcibly the necessity of making this step quickly. This
position cuts out the series sign and lights the multiple sign
below to indicate the first step of the multiple notches, and
three-quarters of the resistance lamps are lighted, all lamps
burning still dimly. The next position (step No. 7) cuts out
six resistance lamps, and step No. 8 the same
number, and is followed by increased brilliancy
of lamps and higher speed of the fans. Step
No. 9 cuts out the last of the resistance sign and
causes the lamps to glow at full candle-power
and the fan motor to operate at full speed, this
being thus demonstrated as the safe running
position for full multiple.

Another interesting feature of the arrange-
ment of connections is that it enables the in-
structor to show the method of cutting out one of
the motors in case it is damaged or disabled and
it is desired to' run home on the other. The
effect of opening either cut-out switch is

arrangement and design of the sign does not partake of
emblematic wiring diagram figures, the forms of signs, letter-
ing and arrangement having been calculated to appeal most
strongly to the uneducated mind, and thus most successfully

Forward Reverflo

NOTEj-The two Auilllary Contact'FSngcrs are Ineu-
latcij from U> ami EI Flncprfl. but make oootact with
^ ' times as tliosc Fingers.

To occompliali thin substitule for Flngem 19
id El other fingers of half (tie widtli aiij influlate
B (the Aiix),frooi Contael Baae widi Fibre,

~Wooa PartUloD

Street lly. JourtiQ]

WIRING DIAGRAM, SHOWING CONNECTIONS TO LAMPS SERVING
AS RESISTANCES

accomplish the desired results. The signs are wired for use
upon 500-volt circuits so as to be adaptable to service in any
of the car houses of the company. The motor signs are each
wired for three circuits of five lOO-volt lamps each, and the
series and multiple signs for a single circuit each, while the
resistance lamps are low-voltage lamps arranged in four series-
multiple groups of six each.

The interlocking switching and signaling equipment con-

^ lUuiuvablo dock

Section A-A. Street BylJoumal,

GENERAL PLAN AND PART ELEVATION OF THE INSTRUCTION ROOM

THE INSTRUCTOR PREPARING TO
GIVE SOME POINTERS IN CON-
TROLLER AND BRAKE OPER-
ATION

readily shown by the fact that only the lights upon
the sign of the other motor will burn, and also that
the controller cannot be thrown into multiple position. The

sists of a two-blade signal, erected full size in the instruction
room to cover a full list of train movements at a switching
point upon a short length of track as laid in the room between

I058 STREET RAILWAY JOURNAL. [Vol. XXV. No. 24.

the instructor's stand and the dummy car platforms. The equip-
ment is complete, and is of the latest improved models of the
Union Switch & Signal Company, as have recently been in-
stalled at all interlocking points upon the elevated and sub-
urban lines of the company. A stand of six levers operates the
sis:nals, switch and "scotch block," and also the dwarf sig^nal

THE INSTRUCTION SYSTEM
The instruction system does not end with the school room,
but has been logically extended to cover the requisite essentials
to complete mastery of the subject. Several different records
and reports are involved, and while they added somewhat to
the work of this department, they verify the thorough knowl-

Page 1

STUDENT MOTO^MJIN'S PRIMER

Page 2

Page 3

The following information is given to assist you in 'the instruc-
tion course. Later, when assigned to a Depot for instruction, you
will study carefully the book of rules and also rules and bulletins at
the Depot.

The motorman's position is at the front end of the car and he
must always pay strict attention to operation.

Electric cars are operated by means of an electric current which
is brought trom the Power Houses through feed and over-head
trolley wires. From the trolley wires, the current passes through
the car, goingr first through the circuit breaker, cut-out switch, or
fuse; then through the controller, then through the motors and
then to the track. Through the track it i.s returned to the Power
Houses. To operate the motors, it is necessary for the circuit to
be complete. In the circuit between the c()ntroller and the motors,
there is a collection of plates or grids, called the " resistance." When
the controller is turned on one notch, the current has to pass
through this resistance which holds it back so that only a small
amount of the current reaches the motors and the car is moved at a
slow speed. When the controller is put on the second notch, less of
the resistance is used and so on until at the fifth notch the current
passes direct to the motors without going through the resistance.
The current flows through the circuit like water flows through a
pipe ; the controller and resistance acting like a faucet, and so when
only a small amount of current is used, the current is held back in
the circuit as water in a series of pipes, and a strain is put on the
resistance. For this reason, the controller should be operated as
much as possible on the points where there is no resistance; namely,
the fifth and ninth.

In order to regulate the speed and work of the motors, they are
made and wired so that they can be operated in two ways, called
"series "and '■ multiple". The motors are operated in "series"
whenthe controller is operated from the firstto the fifth points, and
in "multiple " when the controller is between the sixth and ninth
points. When the current flows through the motors in " multiple "
it passes to each motor separately, so that each motor gets the full
pressure of the current. To illustrate the operation of the motors
in ■' series " and " multiple", the following sketches have been made.
Figures No. i and 2 show, respectively, motors and water wheels
operated in "series" with a d ivision of power. Figures No. 3 and *
show, respectively, motors and water wheels operated in " multiple' ,
each drawing the full pressure of power.

Page 4

The following rules and information will explain all questions
on Instruction Sheet No. i.'and are nninbered to correspond with
them:

I. — One bell from the conductor means stop at the next crossing
or station.

3-— Two bells from conductor means go ahead,
3.— Three bells from conductor:

A. When car is standing, means backslowly.

B. When car is moving, means stop immediately, and Is
only used in emergency.

4 — The first thing to do when boarding car preparing to go out,
is to put handles on properly, and see that overhead switch or cir-
cuit breaker is cut-in. and then throw reverse h.^ndle to forward
position, in the direction in which the car is about to move. Stand
close to the controllcr box" between control and brake with right
hand on brake handle and left on control handle.

5. — There are nine points on the controller, the first five are
called "series" points, and the last four are called "multiple"
points.

6. — In order to start car, the brake must first be released and
control moved from the " off " position to the first notch.

7 —The left hand bhould always be put on the wooden top of the
ntrol handle, with the top of the handle in the palm of the hand.

8. — The left hand must keep a firm gi asp of the control handle
at all times when control handle is not in the off " position.

9. — To increase speed, power must be turned on one notch at a
time, pausing at each notch, before moving control to the next.

10.— The fifth— full series—, and the ninth— full multiple— are
called the safe running points on the controller. Cars should not
be operated long on the other points.

II. — Running on resistance points. 1, 2, 3, 4.-6. 7 and 8, wastes
power, causes overheating, and is dangerous to the mechanism of
the car.

12. — Opeiating the controller too quickly will give the motors too
much current and will cause jerking of the car, spinning of the
wheels,' or blowing of the circuit breaker or fuse.

13. — When car is runniog at full speed with controller off. the
controller may be notched up quickly, because the motors do not
have to overcome the ordinary resistance due to starting.

14. — Great care should be exercised in moving control from the
fifth to the sixth positions, series to multiple. If moving slowly,
there is danger of dragging an arc in the controller andictiouslv
damaging it.

Page 5

15 — Power should be thrown off by a quick, steady motion,
without pausing at any notch.

16. — It is dangerous to throw power only partly off.

17. — When running with control on full multiple, or on any

I multiple point, the only way to bring control handle to any
series point, is to throw handle to the "off " position and then notch
it up to the point desired.

18. ~When necessary to throw a little power on. and then off.
jquickly. it is best to notch up to the second position and then throw
I'off from that point. If possible, however, control should be notched
|up to full series, before throwing handle off. It never should be
notched on and off from the first point in a jerky manner.

19- —The brake must always be released before applying power.
If it is kept on. it will give too much work to the motors and they
' will become overheated and damage the equipment.

JO.— Brake must always be kept off when power is on. When
running in the heart of the city, or when approaching pedestrians
or vehicles, brake should be wound so as to take slack out of chain,
bnt not set the shoes.

3I-— To make a full slop, control must be thrown tCthe^'off"
position and the brake set. When car is almost stopped, brai'Ke
should be partly released to avoid a jerky stop.

32.— To reverse car, control must be in the "off" position, then
reverse handle pulled back as far as it will go and the power applied
to the first or second notch»

33 —The right hand must keep a firm hold on the brake at all
limes when the car aa in motion.

24.— If trolley liKouId leave the wire while car is in motion, con-
trol handle must be thrown to the " off " position and car brought to
a stop with the brake.

35.— All cars are not equipped withcircuit breakers. Cars without
circuit breakers have an overhead switch which is to be cut-in at
both ends of the car before it is started on the road. On this type of
car, there isa fuse under the car wljich will be blown if a severe
strain is put on the equipment.

26. — When changin-" ends on cars provided with circuit breakers,
the breaker on rear end of car should be cut-out and the breaker on
front end of car should be cut-in.

27. — If over-head circuit breaker on car should release while car
is in motion, control handle should be thrown to the "off " position
and circuit breaker cut-in by hand. Circuit breaker must not be
struck with switch rod or operating handle,

Page 6

j8.— If the circuit breaker releases and after being cut-in, re-
leases again, it indicates that there is some trouble with the
mechanism of the car, unless it has been caused by too quick
application of the current. If this happens—

A. When control is being operated in series, it is an
indication that the trouble is probably with the No. i motor,
and this motor should be cut-out and operation tried wfth
the No. a motor.

B. If circuit breaker blows when control is being oper-
ated in multiple, it is an indication that there is trouble in
No. 2 motor, and it should be cut-out and car operated with
No. I motor.

29. — To cut-out either motor it is necessary to see that circuit
breaker is open, and then open control box at the front end of the
car. and pull open No. 1 switch at the bottom of the control box.
Then circuit breaker should be cut-in. When operating with only
one motor, either No. i or No. i, control handle should only be put
on the series positions,

30. — If circuit breaker releases after cutting out No. i motor,
while it is still released the controller box should be opened. No. i
•niotor switch cut-in and No. a cut-out.

31. — If circuit breaker releases after cutting out No. » motor, it
should be cut-in and No. i motor tried, unless this has already been
done. If both motors have been tried and circuit breaker will not
hold, the breaker should be left out and car pulled or pushed to
Depot.

3a — Motormen must not hold or lasten circuit breaker. It is the
safety valve of the equipment and must be left free to operate

33. — Fuse boxes are located in different places, in different types
of cars, but are always somewhere in the circuit between the trolley
pole and the controller. They are generally located underneath
the side of the platform or front part of car.

34. — The fuse box contains a fuse which is an electric conductor
which will only carry a given amount of current. When a strain is
put on theequipment, or the mechanism of the car gets out of order;
so that an unusual amount of current is brought through the circuit."
the fuse will burn out and keep the current from getting to the
motors.

3S-— To put in a new fuse, the circuit breaker must be open, oldi
fusf removed from the fuse box, and a new one pressed fully into'
lace so that good contact is made.

REPRODUCTION OF THE SIX PAGES OF THE INSTRUCTION PRIMER OF THE BROOKLYN RAPID TRANSIT COMPANY

on the branch line, which serves to protect against reverse
movements upon the branch when the signal is set for the main
line. The reason for instructing the surface car motormen as
to signals is that many of the surface car lines are operated to
the ocean resorts in the summer over the elevated lines in the
suburban districts, which are fully interlocked at all switching
points, and thus all motormen employed are trained for the
"Coney Island service."

edge of the course by the applicant for employment. The
blanks for the motormen's instruction cover different stages —
first, preliminary ; second, the examinations by the instructing
motormen, the shop foreman and depot master; third, the start-
ers' records for students in practice ; fourth, the final examina-
tion by the chief instructor at the school, and finally, the record
for the six days of probationary work with part pay.
When an applicant for a position as motorman is received.

June 17, 1905.]

STREET RAILWAY JOURNAL.

1059

Wei(;ht-tii return I,
to normal position when
brake handle la rolciiaed

DETAIL OF INSTRUCTION PLATFORM

he is given an instruction pamphlet or "primer," and instruc-
tion blank No. i for preliminary study before reporting to the
school for further instruction and examination. The primer
has l)een specially prepared by the operating department to
meet the requirements of the non-technical applicants, and
while not exactly a strictly technical treatise, has proved very
effective in explaining in few words and a popular way the
principles of the railway motor and its operation in electric
railway service. The actual meaning of the series and multiple
groupings of the motors is effectively set forth by means of
simple drawings, which liken the current flow to that of water
in water-wheel operation. This primer is 4 ins. x 6 ins. in size
and contains six pages, embracing the dia-
grams, explanations and thirty-fi^^e rules.
It is reproduced on the opposite page.

Blank No. i is not reproduced in this
article on account of lack of space, but is a
series of questions based upon the primer,
by which the mastery of the principles
given in it is tested. The questions are
arranged in the same order as the points
are stated in the primer. This aids in
keeping them in their logical order, in the
mind of the student, and in impressing
him with them.

After having passed this examination
satisfactorily, the student reports to the
chief instructor at the school and is given

street Ky. Journal

Brooklyn l^apid Transit System

EMPLOYMENT DEPARTMENT
Instruction Blant, No. a

I 18. What is the rule about, oporatini; car thrnu[;h waltT ?

^ Y). Wliat ^pcci.il rule (jfivcrns npr.T.iiion llifnij^h dark
places aticl in fog^y wjathcr t Rule iS?.

, What is iho " 100 foot" rule, Rnverning operation a
slrcet railway crossings ? Rule i63.

1130

— - Student "Motorman No „

The questions* on this-blank arc to assist motormen in giving proper instruction to students. All
instructing motonacn must see that students thoroughly understand the operation of cars in accordance
with the Rules and Regulations of this Company and are fully acquainted with all conditions, a knowledge
of which is necessary for safe operation over their particular lines.

QUESTIONS.

; bell signals? Rules 63. 6^, t%.

. Wbal is tho proper operation in taking car from
house? Rule 141.

3. What is the rule about operating car from r

vitbout changing cods?

S. Is it ever proper to start c.ir without bells from <
(luclor? Rules B9, iSi),

n starting car? Explai

. How do you operate when passing intersecting
streets? Rulo 161).

. Give cjtecplion to this rule, by slating what is proper
operation nt •■slop streets," and also what the
rule is about "school stops." Rules 153-157.

n. Give time and (ranyfer point.-; on this line?

II. How do you stopcar? Rulcifir,

[J. Is it proper to run with both brake and power on?

' 14. Ib)w do
' k5- What 1;

u opi-rate and s

I down grades?

:i'ldiiig" wheels, when is it likely to
n-l why should wc avi,id it? RuK' ifrj.

/ iG. What is the rule ul«jut oper.ii
dttion or that of Iho riiil. ;
Rule 165.

' I7. When is it prt/pcr to use -wind

' 18. What is the nilc nix,
with passengers?

akes it hard to stop?.

1 w ig, Wbat is the rulo tfbout appna^flg wagons aud

other vehicles? Rules 170. 17*

. Whatis the rule about approaching pedestrians eflfl
children? Rule iji.

. What is the tule about passing- other -cars, wnjoos,
and obstructions on the stn;et7 Rules 173-1 75.

. Where should
Rule 174.

■ pass each othci-J

w J3, What arc seraaphorc signals? Ruliis aio-asfi.
w 34. Where are suet signals used? Rule 219.
w as. What docs re3 light mean? Rule JOft
w -26. What does grocD light mean? Rule JOI.

□ place o[ redorgreCnf

w ;8. When somapfiorc arm" of blade extends straight Out.
horizontal, what docs it mean? Rule no.

w 20. When it.isdroppcd?' Ruleiii.

w 30. Where are TWO semaphore signals used? Rule jii.

w 31. Which movement docs cach cover? Rule 22y

n railro.id crossings be passed?

' 31. How should all s
Rule Sij.

H w 33, When operating open car, wliat rule should bo
followed about approaching wagi.ns or other
obstructions? Rule 127,

« W 34. IIow do you operate Over facing point switches, and
all special work? Rulo 177.

* w 35. Wh.il rule do you follow wbon you SCO or hoar o fire
engine- on the street? Rule 92.

( w 36, What is the rule in regard io%toppiQgforpa*scnKer3?
Rule 75.

I w j;. Wh.ii i'. Hie rulo \a regard to Spacirj; '.f tarn?)

1^ W — " Vv'\,<ry^~-^^

Wc have instructed Badge No...

a[id believe liim to be thorougbly competent.

LINE

DATE NO TRIPS

I have instructed student on qiicstio
competent.

to 41, have examined hitn on same, and find hir

I have received instructToo from all motormoa whoso
covered by questions No. t to 41, ond also have been csainincd on s.ii

Doss AUfoniiam

imcs appear above, otv oil flOJots

: b/ Boss Motorni.in,

FIRST AND SECOND PAGES OF INSTRUCTION BLANK NO. 2

io6o

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

EXAMINATION BY SHOP FOREMAN AT DEPOT.

V 43, How many points are' there on the controller '

V 43. Whjl are the safe running points ?

V 44. What is the danger of running 00 other points ?

V 45. Whtit will happen if the controller is operated too

quickly 7

V jt.. Why c.in controlk-r be opL-nitecI more quickly on cir

running at full spcc-d tluu wheo starting car,
moving slowly '

V 47, What is the danger of slow movment, or stoppinj; of

control hacdle btlwwo 5th and 6th notches,
scries and multiple ?

V 4S. How do you throw power off ?

41. Is it dangerous to throw power only partly flff ?

.■ 50. When running in multiple, wljut is the only vsay
to bring coirtrol to full series ?

.' 51. When necessary to throw a little power on and off
quickly, what are the best points to ootth to
anti throw off from?

' 52. What do you do with the brake before applying
power?

' 53. H"«- do you keep brake whuo power is on ?

■ S4, What is '■ skidding" wheels, and how do )ciu jvoid

it?

■ SS- How do you make a full stop ?

■ 5(1. If trolley should leave wire, while car is in mutitm,

M-hiit would you do ?

1 w 57. If overhead 1

i equipped with circuit breakers?

' 59. Wh:it would you do with circuit breaker when
chjnging ends?

. How dj> you cut out No. 1

1 w 63. If circuit breaker releases after cutting 1
motor, what would you do?

/ ()4. If circuit breaker releases after cutting <
motor, what would you do ?

* w 65. Is there ever atiy excuse for motornian holding in

i w 66. In what part of car is fuse bo\, located '
I w (jy. Where are spare fuses kept ?

I w 63. What inspection must you give c.ir before taking it

. Wh.it .nre the rules about closing gales and adjusting
ch.nins and side bars? Rules j.j-js,

Whalarclhc nilesin regard to .-iccidcnts and making
reporls o£ them? Rules 50 to 57.

B4. NaTne all the bell signals received from conductor
and explain them. Rule 6j.

. Name all bell signals which you may g
duclor. and explain them. Rule 64.

. Explain signals j)y gong. Rules 66-67.

L w 87. What are the proper stopping places for discharging
and receiving passengers? Rule 70.

R w S8. Where should rear platform be
for passengers?

regular stop? Name several. Rule 611.
c rule in regard to wrong track movement?

e rule abuut backing tors? Rule 73,

' <^'^ If your car is being pushed by another, what signnts
would be used, what would vour position be and
what would you do? Rules S3-S4.

What should you do when current is o(T line, and
when would you start? Rule 87,

When disabled car is being pushed or pulled, what
should you do with circuit breaker? Rule 77.

, What is the railroad crossing rule? Rult-Sq.

. How would you operate when' Fire Department
vehicle is running upon the street? Rule 91.

' 105. When slopping at near
you Stop? Rule 158,

;ide of street, where must

■ 106, What is the rule about filling sand box? Rule 164.

10. How do you operate car when approaching any
crossing? Rule 169,

I hereby certify thiit I have instructed Student Motorman

sd him on questions No. 42 to 0., and find liini competent.

D.itcd, „ 190

EXAMINATION BY DEPOT MASTER.

fipM 70. II. .w and V

work' D- R
u.cd? D. K.

issigned ,iw;iy froni yunrown di,*pot* D.R

, Wh.it is llie rule about skknesi' D R.

w 76, 'How d'l y.iii test car when taking it from depot?
Rule 139-

Wlio has timrge of car? Rule j6.

: 73. Who m.iy opv-rate
Rule 35

■hat are the rules al-nit pervortal appcar.ance, use ^ ^y,, j,,^. ^^^j t

of hquur. g.inil.hiij: and smoking? Rules 7, 8. 34.

while operating car?

when )f)U are in drulil

3 front platform? Rule

96. If the car becomes electrically charged, what \
you do? Rule 80.

ir, what would yon do!

ii;. Show how a lamp or flag should be swung to r

' 113. To mean go-ahead. Rule 2
' 114. To mean back. Rule 217,

'r w 115. Wh.it would ynu do with operating handles when
leaving car? Rule 154.

I ncreby certify lb.it I have instructed Student Motnrman

"have examined him on questions No./y# to 115, and find him

Depot Maitcr.

Division Sitperintettdfnt.

THIRD AND FOURTH PAGES OF INSTRUCTION BLANK NO. 2

Brooklyn Rapid Transit System

EMPIOVMENT DEPARTMENT
Instrttction Blank, No. 3

STARTERS STUDENT RECORD

TOTAL TIME

INSTRUCTOR

The above is a correct record and has been checked against Instruction Blank No. i, hereto attached,
tvhich h,(S been properly certified to by i

a few hours' instruction in the essentials of car operation, by
means of the apparatus there. Tliis gives him a working knowl-
edge of the controller and brake operation, and also of the
auxiliary equipment before he goes out on the car for practice
service. This is the point at which each student is assigned to a
dummy platform in the instruction room and taught the proper
methods of handling the controller, brakes, circuit breakers,
etc., and is drilled in bell signals, etc. After this the student
is given about two days' instruction on a school car operating
on one of the suburban divisions of the company, in charge of
an instructor. He is then given a preliminary examination,
the results of which are recorded upon each man's blank No.
I and retained on file by the company.

The next step is to assign each motorman whose preliminary
examination has proven satisfactory, to some car house from

INSPECTOR'S CERTIFICATE

We have checked this student's work and have found him

DATE SIGNATURE OF INSPECTOR Badge No. DATE SIGNATURE OF INSPECTOR BadceNo.

Correct, .Div. Sufi.

UPPER AND LOWER PARTS OF INSTRUCTION BLANK NO. 3

June 17, 1905.]

STREET RAILWAY JOURNAL.

1061

which he must operate over every hne under the care of ex-
perienced motormen, one or more of whom are retained at
each car house with extra pay for the purposes of instruction
of students in the practice service. These men give the stu-
dents the practical advice and assist them in overcoming their
personal defects in operation. This course of instruction in-
cludes practical experience on the Coney Island lines as well
as on the city lines. If the applicant shows aptitude in the
practical manipulation of the controller on the road, he is
given the examination on instruction blank No. 2 to determine
his familiarity with the rule book. This blank has four pages.
The first two are reproduced on page 1059, and cover questions

swered in the rule book and that the number of the rule in
each case is printed at the end of the question. The purpose
of this is to induce the men to study the rule book and appre-
ciate its importance, an important point with new men.

The practice runs of each students, as recorded upon blank
No. 2, are counter checked by the car house starters upon
blank No. 3, shown herewith. This records the lines over
which each student runs a car, the total time and number ol
trips, and name of the *'boss motorman" in charge. Space is
also provided for the signatures of inspectors who have
checked up the students work and found it satisfactory.

After this, each student is subjected to a final examination

Brooklyn I<apid Transit System

EMPLOVMENT DEPARTMENT
Instruction Blank, No. 4

^INAL EXAMINATION

I. What are tbebelUignalsf

3 Whal is the proper

S How do you slarl ca

6. How do you take bol
ating car?

octroi handle while opt

. How do you increase speed?

. What are the safe and economical running points?

. Whal is the danger of running on other points?

. Whal happens when the controller is operated ten
quickly?

, Why can the cont

'hat is the danger of slow movement, or stopping
of controller between the 5th and 6th notches. —
series and multiple?

iow do you throw power off ?

; it dangerous to throw power only partly ofl i

/hen running with controller on full multiple, whal
is the only way to bring it to full scries?

throw a little power on and nfl
e the best points to notch to and

..Student MotormaD No.

I 2%. How do you cut out No. 1 molori
It). \i circuit breaker relca.';os afte;

. Is

.uld you do?

; for

nji out
fter cutting out

circuit bleaker?
Id wbai part of the car is the fust
. What is the fuse box for?
. How do you put in a new fuse?
. Where are the spare fuses kept?
, What inspection roust you give c

• bcfor

lUt?

king 1

- Wh

t opi

' 38. How far would you t

ir, without changing cnds7
t car. without bells from

op.

■■Stop" streets, and aisc
le about " School " stops?

. What are the rules about operating on schedule?
. Give time and transfer points on youi lioe?
, How do you stop car?

. How do you start and operate car on down gradei

Whet

> white light in plact
laphoi

aends straight o

• When dropped, what docs it mean?

Where is semaphore signal with i blades used?
. Which movement docs each blade cover'

How should all steam railroad crossings be passed?

Whi

ipcrating opci
followed about
obstructions?

should

ppro

wagon;

other

What rule do you folio*

;ard to st'jpping for passengers

ulc abnut operating c

fhal special rule governs opt
placcs. or in foijgy weather'

. Whal

sing?

r through walci
ion through dar

ling operation a

as right of way a

■ 73. Who has charge of car?

I 74. Who may operate your car, while you are on duty?

.' 7S. What is the rule about talking while on duty?

/ 76. Who may ride on front platform'

' 77. What are the rules about closing gates, and adjustin
chains and side bars'

/ 7S. What are the rules in regard to accidents, and makm

. 79. What arc the rules in regard to cjectmcDts?

' 80. Name all the bell signals which you may give to ih
conductor, and explain each.

/ 81 Explain gong signals'

83, What arc the proper slopping places for discharging
and receiving passengers?

.■ 83. Where should rear platform be, when car is stoppeil
for passeJigers'

' 84. What is a regular slop? Name 'ieverai,

85. What i-; Ih.- rule m regard lo wrong track movement'

' Sib. What IS the rule ,.l,.,ul b.tckiiig ears?

/ 87, What is tile rule about waiting for passengers?

38. What would you do, if you found a broken trolluy
wire?

f you are unable to n

what would you do ?

If your car is being pushed by another, what signal.s
would be used, what would your position be,
and what would you do?

g6. When stopping

ar after pulling in?

side of street, where must you

. Show, how a lamp or flag should be thrown, to
mean— slop? To mean— go-ahead? To meaD —
back?

o. What would you do with operating handles, when

. What do you do '

ith t

brake before applying
brake?

. How do you keep your right hand
. How do you make a full stop?

. How long do yon keep your right hand 00 the brake
. How do you reverse car?

. If trolley should leave wire while car is In motion

, Wb.it is the rule about operating car
ditioo, or thaj of the rail. make:, il

. When is it proper to asc sand?

. What is the rule ,

looking ahead, 1

JTENDKNT EMPLOYMENT AND InSPECTIOS: —

I hereby certi-fy. that I have examined applicant whose sign
mpeCent, and recommend his appointment as motorman.

; herein appended, find

Chief Instructor.

s equipped with circuit breakers?

Id you do with circuit breaker, when cfaang-

' 52. What is the r

xiut passing other c

t breaker releases again, while operating c
;r slowly, what would you do?

A. If controller is in series?

B. II controller is in mulUplc?

. Where should two cars never p,

. Whal arc semaphore signals?

, Where are such signals used?

. What does red light mean?

. What dc-es green light mean?

Applicant's Signatun

FIRST AND SECOND PAGES OF INSTRUCTION BLANK NO. 4

I to 41. These relate to rules from the surface division rule
book, and the examination is in charge of the "boss" motor-
man, who must certify to the grade of the applicant and to
the number of trips he is taken over the various lines of that
division. The third and fourth pages of this blank contain
spaces for the examination of the student by the shop foreman
at the depot upon questions Nos. 42 to 69, and by the depot
master upon questions Nos. 70 to 115. The letters R and W
before each question are to be checked off, depending upon
whether the answer is "right" or "wrong."

This examination blank, as will be seen, repeats some of the
questions used in blank No. i. and this policy of repeating
funflamental questions is followerl in the blanks issued by the
com])any. This assists in impressing all these facts on tlic
nn'nds of students. It will also be noticed that all the questions
on blank No. 2^ and this also applies to later Ijlanks, arc an-

at the Fifty-Eighth Street school, as provided for upon in-
struction blank No. 4. This embraces 100 questions, which
cover all of the previous instruction work, and are intended to
test the fitness of the applicant. These questions are put to the
students in classes and not individually, it being thought that
in the course of random questioning the instructor will be able
to subject each student to at least thirty of the questions, and in
all probability more. This blank receives the signatures of
both the chief instructor and the applicant, and is also kept on
file by the company, furnishing a permanent record of the
student's knowledge upon the various points.

Blanks Nos. 5 and 6 refer to the instruction of conductors,
comparing very closely in detail with the instruction conveyed
in blanks Nos. 2 and 4 for the motormen. Blank No. 5 pro-
vides for practice work upon all lines from each depot under
the supervision of a "boss conductor" and the examination by

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

Brooklyn Rapid Transit System

EMPI^OYMENT DEPARTMENT
Instruction Blank No. 5.

r Superinlfndtnt,

..Depot

, ^ Badge No. -,-

appointed Conductor and assigned to above named depot. Wc are now i
giving his application consideration, pending which you will give him
with the understanding that he will receive no pay for same, and that tht
such instruction and refuse to accept his services at any lime.

has been

avestigating his refft^nces and
the regular course of training,
right is reserved to terminate

Supt of Eiitploymcnt and Inspection.
Questions on this blank are to assist ■conductors in giving proper instruction to students. All
instructing conductors must sec that students thoroughly understand the operation of cars in accordance
with the Rules and Regulations of this Company, and are fully acquainted with all conditions, knowledge
of which is necessary for proper operation over thtlir particular lines.

" 41 Him fihouJ<l (ransfiTs be issuwJ? Rule iji

w 4J What should be done with mutilated transfers}
Rule 114.

w 43. How should transfers be deposited after collectionf

w 46. What is the rule about tail ligbU? Rule ijj.

w 47. What is the rule about rear head lights? Rule i J4.

w 48 What is an accident, when and how is it reported)

mc the class of accidents in which the names and
addresses nf all passengers must be procured?
Rule 5!.

For what reasoit, oiider what conditions, and where
moy passengers bo ejected from cars? Rule jB-fij,

, WUat is the rule about regular stops? Rule 69.

. When most car be stopped at far crossing? Rule 70.

. What tiaiD should car leave t

. Should car be held for passenger at Vraoster poiotsf
Rule 75.

. What is the rule about leavin
used? Rule 91.

What is the nile about :

; passeDgera eeata?

What should be done when leaving car, after pulling
in at Depot? Rule 93.

tcrcd ? Rule tfi
i car ? Rule j6.

bout talking \vhilc on duly f Rule

>out gates and side bars

I w 7. WLcn yOu give two bells, whatdocs iiit

Rule 4;.

: w \2- When the

. w 13. When the

I w 14 When the

i w IS When the

swcrcd? Rule 64.

otorman gives you I
Rule 64.

. When the motormao gives you one or mi
mediately after startjng car, when h
been receiving pUssdngers. what doi
RuleOs. ■

' 30. How
' 3,. Wh

; rule thout calling siyois and traasfer
Rule 113,

right t-J ring t>cn? Rule

arc the rules about p.isscng<;rs ridin
mpers, running boards, etc.? Rule is6.

should fares be collected? Rule v

IS regarding the coUectioa of
□der sis years of age?

fares frop childi

. u' 31. How should fares be registered? Rule loj.

w 33, What cfTort should be made to collect fares from
passengers who board the car while condactai" isj
inside, and is unable to distinguish them? RuJ«
104,

: w 34. How and when should the register be eetT Rul« 10).

I w 35. How IS the register card used? Rule 107,

: w 36. What is the rule in regard to registering fare* and
issuing transfers on relief trips? Rule 107.

L w 37. What should be done with the register when laying
up cars? Rule 109,

I w 38. How should day cards and trip envelopes bs inado
up. and what time should bo Qot«d thereon/
Rule 110.

1 w 31). When Should transfers bo punched A. M. and wheo

We have instructed

and believe bim to be thoroughly competent.

..Badge No. „

SIGNATURE or mSTRUC CONDtlC.

1 have instructed student on all questit

I CO 63, have examined bim on same, and find him 1:

Boss Conductor.

I have received instruction from all conductors whose names appear above, covering all points
covered by questions No. 1 to 62. and also have been examined on same by" Boss Conductor.

Dated _ 190

FIRST AND SECOND PAGES OF INSTRUCTION BLANK NO. 5

him of a list of sixty-two questions, supplemented by thirty-one
questions by the depot master. The candidates for the position
of conductor are given their instruction, as with the motor-
men, by trained employees, and only report to the "boss" con-
ductor after they have been reported as satisfactory by their in-
structors. Blank No. 6 is a final examination, covering ninety-
three questions, which are also put to the conductors in classes
by the chief instructor, it being considered adequate to secure
answers to a third or half of the questions from each student.

Blank No. 7, which completes the series, covers the proba-
tionary work of each student motorman. It is the practice in
Brooklyn to assign each successful applicant for position as
motorman to six days probationary work at a nominal rate of
pay of $1 per day, during which time a competent motorman is
sent out with the student to act as inspector. The inspecting
motorman records upon this blank the lines operated over, the
time, etc., and also any errors of the student in operation. This
record is also retained, and with the others forms a valuable
check upon the instruction that has been given.

To sum up, the purposes aimed at in the system were to
secure the following:

1. Thorough and uniform instruction.

2. Simple and practical instruction which a "green" man
can grasp.

3. Least cost in educating a great number,

4. Education to be accomplished within the least possible
time, thus reducing the hardship upon the men.

5. Logical and systematic instruction.

been <
questi

The following questions are to assist Depot Masters in instructing and examining students, wbofcav*

jmed in as satisfactory after the regnjlar course with instructing conductors. In addition to the
ns herein set forth, students must be examined as to all other important information.

( 63. Wbot is tho rule about personal appearance? Rule 34-

I 64. What is the rule about intojiicatiDg hquors? Rule 6.

/ €5. UTiat IS the nile about gambling? Rule 7

/ 06, What is the rule about smoVing? Rule 8.

I 67 What time should you report for duty? D. R.

.' 6S. What does the ■■ CRCused list" mean? D. R.

V 69. What does '■ jump" mean? D. R-

V 70. What is the rule about being excused? D. R^

V 71, Wh.Al should you secure from starter or ticrk, before

taking car from depot? Rule 95.

V 71. How much change should you carry? Rule 95.

.■ 74. Who will designate your car? t» R.

v 76. What record do you make before pulling in car?

u 77. How arc reliefs to be made on the line? Rule io8,

78. Name consceuiivcly all transfer points on any two
lines?

V 79. Name five Important cross streets on any two lines?

. Nome five hnpcrtant pointa of interest on any two

1 If short of transfers, what may you do7 Rule 116.

( 83. What is the rule in regard to istoxicat&l persoiu
boarding cars? Rule iia.

> 84. What attention- must you give to destination signs.

and what nle is to be followed if car t>ecomeft
-disabled? Rule 79.

I 85. What rule is to be follow; ^ if car becomes elertiically
charged? Rule 80.

3 be token to depot? Rjile

e about dogs? Rule ii

. Wliat Is the rule about bundles, or
being carried on car? Rule 136.

I 91. What is thp rule about lost articles? Rule 137.

V 93, What is the rule about papers and other things bcln^
sold on cars? Rule 138.

1 certify, that I have e:
. find him competent apd

incd student whose signature is hereto appended On questit
trimcnd his appointment as Conductor.

( No. 63

Depot Master.

Dated ^ 190

THIRD 3/AGE OF INSTRUCTION BLANK NO. 0

June 17, 1905.]

STREET RAILWAY JOURNAL.

Brooklyn Rapid Transit System

EMPLOYMENT DEPARTMENT
iDStrnctlon Blank No. 6.

I hereby certify tlial I have examiiictl apphcaiit \vhose sigiMliire is hercio appended and find him
pctcnl and rceoinniend his appoinlnicnl as Conductor.

FINAL EXAMINATION

. . ,.- ,., - ...Student Conductor. Badge No. .,

A^pHctitt's Sign.tlitrc

CERTIFICATION AT FOOT OF BLANK NO. 6

fed. and where

1 w J. Who ha.ti charge of car ?

I w 4. What Is the rule about talking while on duty '
[ w s. What is the rule alwuL gates and sido b,-irs ?

1 w 6. When you give one bell to the molorman, wha
it mean ?

w 7, When yougivc two bells, what docs ilmcan?

,vlls. what docs
belli, what does

. When the inotorman gives y
car is moving, what docs
signal answered?

gives you four bells, \
gives you five bells, >

iviGg passengers, \

Q passengers who wi.sh

. When may starting bells be given?

. What is the rule about announcing
transfer points?

^ rule

I 75 Have pjsscngers the riglit to riug btlP

' Jii, What arc the rules nboiit passengers
bumpers, running boards, etc.!

ligh
hat

' j8. Whai e?iiilanalion should bo ^vcn passengers (
■'pull in" trips?

' What is the r:ite of fare?

' 3.} How and when should (arcs be collected^

w 31 Wh.-it arc the instructions regarding the collcctioD o(
fares from chiidreii un<lcr six years of nge?

w 3;. How should fares be rcgislcied?

\v 3j. WU.il elTorl should be made to collect fares from
passengers who l)03rd (he car while conductor is
inside, and is unable to distinguish tlicm?

w 34 How and when should the register be set?

w 3s. How is the regisler card used?

w 3fi. Wjjat is the rule in regard to registering farvi and
issuing transfers on relief trips?

V ofi. When and how should collections bo turned in*
s 41. How should transfers be issued?

42. What should be done with mutilated transfers?
I 43 How should transfers be deposited after collection?
f 44. When should street and transfer points be an-

' 46. What is the rule about tad lights?

/ 47. What is the rule about rear head lights?

Brooklyn Rapid Transit Systems

EMPLOYMENT DEPARTMENT
Instruction Blank No. 7.

Division Suffriiitemicnf,

Depot.

, has been appointed niotonn.in Von will assign him six days probatic
who will act as inspectors. iiriny tins pcrii)d the bearer will be paid a

the

The bearer _ ., No. having passed the

required c
competent r
one dollar per day.

Report of his work during llic ab"\c period is ti> be recorded in the spaces below, and
probation this blank is to be rciurnid lo the Employment IJepartmcnl.

Any error which he may make in his operation of cars or otherwise will be recorded upon this blank
and will also be treated in accordance with the established rules <*{ discipline.

nf

id of

Su/<1. Enipkiyuieut and hisfct

REMARKS

INSPECTING MOTOKMKN

NAME BADGE No,

I hereby certify that the above is correct...

Depot Slarler.

iccident, when and how 1

nge should you carry?

' who wiU assign you to

jr what reason, under what conditions, and w
may passengers be ejected from cars?

. What Is the rule aboyt regular stops?

. When must car be stopped at faJ crossing?

e should car leave terminal?

elevated

'bat shows that they arc

Wh.il is the rule about s

. What £

c giv.

" O3 What is the rule alxiut person.il iippearance?

^ 64. What In the rule about intoxicating liquors?

/ 6^. Wh.it in the rule about gambling?

^ W>, What is the rule about smoking?

I 67 At whiit limu should you repi^rt for duty?

^ r<H What dues the ■' excused list" mean?

V 69 What does "jump" mean?

V 70. What !!( the rule about being excused?

I' 74. Who will designate your car?

J 75. What record do you make before Lilting car out?

V 76 Wbal record do you m.ikc when pulling in car?

J 77. How are reliefs to be made on llie line?

J 79. Name consecutively all transfer points on any two

79. j^ame five important cross streets on any two lines.
I 80. Name five important points of interest on any two

/ 8t If short of transfers, what may you do?

( 84 Wbal attention must yoo (five to destination signs,
and what rule is to bo followed if car bccomea
disabled?

' P;. Wb. it rule is to be followed if coc becomes electrically

i.iy disabled cars be taken lo depot?

. What should be done witb trolley on disabled cars?
, What is the rule about time-toblo change or new

. What is the rule about dogs?

. VVh.it is the rule about bundles, or soiled clothing
What is the rule about lost or* ides'

I'JKST AND SECOND PAGES i)V INSTRUCTION lil.ANK No. G

6. A complete record of the instruction given to each em-
ployee.

Approved 190.,,.

Division Supt.

IN.STRUCTION BLANK NO. 7

7. A method of inducing the men to study the rule book.

This school system has been worked out and perfected by the
operating department of the company, under the direction of
George R. Folds, assistant to the general manager. The elec-
tric sign apparatus for demonstrating the controller was de-
signed Ijy Mr. Folds, and was worked out, under his directions,
l:)y the electrical department. Acknowledgement is due the
Brooklyn "Daily Fagle" for the photographs of the school
equipment.

The Dayton & Troy Electric Railway has inaugurated a
novel contest to secure suggestions from the public for the bet-
terment of its limited service and incidentally to secure a name
for a new parlor car to be installed. All persons holding excess
fare receipts issued on limited trains will be privileged to sug-
gest a name for the car and for other innovations deemed de-
sirable in connection with the service. The person making
the best suggestion will receive a looo-mile mileage book good
on any train on the road. The new parlor lilirary car will be
installed about May 30, making three of these cars in service
between Dayton and Lima.

1064

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

THE STEEL WHEEL FOR STREET RAILWAY SERVICE

BY GEORGE L. FOWLER

For some time past there has been a growing conviction
among street railway men that possibly the cast-iron wheel is
not the one from which the very best and most economical ser-
vice can be obtained. That it is and undoubtedly always will be
the lowest in first cost must be at once acknowledged, but in
this, as in many other matters, low first cost is not always in-
dicative of lowest actual cost. In addition to this, it is generally
conceded that frequently the case arises where it is eco-
nomical to pay a little extra for an article because of the addi-
tional safety or convenience that is thereby obtained. It is be-
cause of these outside influences, as it were, that it is so diffi-
cult to determine the true value of an innovation as great as
that of the introduction of the steel for cast-iron wheels in street
railway service would Ije.

The opinion that was prevalent a year or two ago was that,
inasmuch as the wear of wheels under street cars was due to
the friction of the brakes more than the rolling upon the rails,
the wear of a steel-tired wheel would be so rapid that the mile-
age obtained would be far less than that on the steam roads,
and that it would not be much if any greater than that of the
cast-iron wheel. With this the generally accepted opinion on
the subject, the railway companies were not inclined to buy
and the manufacturers had no data with which to urge the pur-
chase of the steel wheel.

As interurban roads came to be built, and comparatively high
speeds were attained with heavy cars, it was recognized by the
management that the low thin flange, necessary for traffic on
the city streets, was hardly strong enough to resist the stresses
imposed in the open country. Hence, as a safety precaution,
steel-tired wheels were put under these heavy cars.

The success attending their employment, the service that they
evidently did render on city streets, their freedom from flat spots
and their ability to keep a car in operation for long periods, led
to the suspicion that possibly their use might be extended to the
purely urban work, and wherever this has been done the re-
sults have been more than satisfactory and have added to the
golden opinions which the same type of wheel had won in other
directions.

In the matter of the first cost, the steel wheel is, of course,
the most expensive; in fact, it costs about three times as much
as the one of cast iron. But to consider the other items that
are factors in the ultimate value of the wheel, causes the sub-
ject to appear in a different light.

The point that invariably receives the first consideration in
connection with the cost is mileage. Cast-iron wheels are fre-
quently bought under a guarantee of life of 40,000 miles, but
owing to variables that so affect the life of the wheel, such as
slid-flat spots and the like, whereby the manufacturer is re-
leased from his guarantee, the actual life does not average much
above 30,000 miles. Further, the guarantee is sometimes, per-
haps even on the majority of roads, immediately lost to sight,
because of the total lack of all mileage records that obtains in
so many places. At any rate, 30,000 miles is a good high
average.

Again, during this period the car may have to be sent to the
shop on more than one occasion for the truing of wheels, or the
remedying of some defect that belongs solely to them. As a
consequence the cost per 1000 miles in the use of a cast-iron
wheel involves not only the first cost, but the truing and the
value of the service of the car which is lost while out of use
waiting for the wheel repairs to be effected.

It is still too early to predict exactly what service will
and can be rendered by a steel wheel in city service. Experi-
ence, however, seems to indicate that it will be more than suffi-
cient to pay for the extra first cost. As in all the other affairs

of life, experiences even along parallel lines differ, but the com-
position of some of these experiences may tend to point to a
resultant that may be classed as that of a reasonable ex-
pectation.

In one case where steel wheels were used on a service of com-
bined city and interurban traffic, the whole lot in use were re-
moved from the cars on account of flange wear. They were
turned down, and by taking the mileage obtained in connection
with the amount of metal removed, it appears that three to four
turnings will be obtained per wheel, and this would give an
average life of about 110,000 miles, when the wear of the whole
is taken into consideration. The general manager upon whose
road this test was made, in commenting on the subject, writes
that "the wheels should run in the vicinity of from 150,000 miles
to 200,000 miles, particularly if watched and turned down be-
fore they have worn so far that they cannot be turned." Other
investigations lead to the belief that 200,000 miles is much more
than will probably be obtained from any steel wheel that will
be made for city service, and that 150,000 miles is what might
be called a good high average, although by no means unat-
tainable.

Again, a road with a heavy traffic and small storage space in
its barns equipped two of its lines with steel-tired wheels, with
the view of obtaining a greater freedom from wheel troubles
and delays. These wheels have now been in use for about eight
months, and in all that time not a single car has been hauled in
or laid off for wheel defects of any kind. This one item of free-

FIG. l.-DL\GRAM SHOWING WEAR OF STEEL-TIRED WHEEL

dom from loss of car service is sufficient in itself, in the opinion
of the management, to compensate for any increase of expense
involved in the extra cost of the wheel. In this case, however,
it does not seem probable that there will be any extra expense,
but rather a decided saving. The average mileage of the cars
under consideration is about 2000 miles a month, and the wear
is going on at the approximate rate of 1-16 in. per 5000 miles.
With a tread that is capable of i>54 ins. of wear, the life of the
wheel would be about 140,000 miles. This latter figure is, of
course, only an estimate, as no steel wheels have as yet been
worn out in street railway service. In this connection the ac-
companying Fig. I will be of interest as indicative of the char-
acter of the wear. The sketch is an accurate reproduction of
the contour of a wearing tire, and shows a remarkable uni-
formity over the whole surface of the tread and flange, from
which it seems safe to infer that the whole wheel may be worn
out without necessitating the removal of the wheels for turning.
Indeed in some cases that have been investigated, wheels have
run for more than 100,000 miles with an evenness of wear that
indicates that no turning will be required throughout the whole
life of the wheel. Fig. 2 shows such a contour taken from a
wheel that had been reduced 2 ins. in diameter, or i in. on the
tread by wear from which the uniformity of the loss of ma-
terial can be clearly seen.

If a comparison be made between the known or even the
guaranteed mileage of the cast-iron wheel and a low conserva-
tive estimate of the probable mileage of the steel wheel, we
have 30,000 miles or 40,000 miles for the one and at least 125,-
000 for the other, or at the rate of from 4.16 and 3.125 to one,

June 17, 1905.]

STREET RAILWAY JOURNAL.

according to the basis of the estimate. In either case the pur-
chasing road would be fully warranted in paying somewhat
more than three times the first cost of the cast-iron wheel for
the steel one, even though it chose to entirely neglect the ad-
vantages accruing from the freedom from wheel renewals,
safety of operation and continuous and uninterrupted car
service.

So much for the probable advantages of using a steel wheel.
As to the type of wheel, the same principle should hold in this
that is applied to other departments of mechanics. If a wheel
can be made of a homogeneous material throughout its whole
extent, it is to be preferred to one composed of different ma-
terials. The difficulty has been to so manipulate a steel casting
that the amount of work can be put upon it which is needed to
bring it to the proper physical condition throughout the whole
mass to withstand the wear to which it will be subjected.

Among the workers in this line who have persisted in the
development of such a wheel is Charles T. Schoen, who has at

bears directly against the tread and flange and shapes the same;
two bear against the side of the lim and roll it to the proper
width, while the last two are forced against the web and the
under side of the rim with a pressure of about 250 tons, and,
rotating the whole between them, roll the web down to the
proper thickness, which varies with the diameter of the wheel
and the purposes for which it is intended. The diameter of the
rim as it enters the machine is thus increased as the metal com-
posing it is drawn out. This rolling process occupies about
three minutes, and when the wheel is taken out it is of a light
cherry color and is carried to a second hydraulic press, where
the hub is pressed down and the proper dish given to the web.
When the work is completed, at the end of about five minutes
from the time it left the furnace, the wheel is of a bright
cherry red and of the shape shown in Fig. 3.

The process leaves the metal not only in a compact homo-
geneous mass throughout, as denoted by the physical tests re-
ferred to, but the wheel itself is round and true. There will not

FIG. 2.— CONTOUR OF STEEL-TIRED WHEEL WHICH
HAS WORN DOWN 2 INS. IN DIAMETER

FIG. 3.-SECTION OF ROLLED STEEL WHEEL

last succeeded in producin.g one that, so far as the chemical
and physical requirements of the laboratory and the road are
concerned, meets them all with a margin to spare. The wheel
is formed from a steel slab that has already had some work done
upon it in the slabbing mill, so that it possesses an advantage
at the start over a simple steel casting. The process to which
it is subjected in the special machinery that has been designed
for the purpose consists of a combined forging and rolling.
The forging is done under hydraulic presses, and the rolling in
an elaborate machine of great power and range of operation.

Recent tests as to the characteristics of the metal of this
wheel show that in chemical composition it contains .72 per cent
, carbon, which is about .10 per cent more than that put into the
ordinary tire, while it contains less phosphorus, sulphur and
silicon, but more manganese. As would be expected from this
composition, the tensile strength is high, running from 125,000
lbs. to 134,000 lbs. per square inch of section. The elongation
averages about 12 per cent and the hardness is well above that
of the common tire. When tested with a Rodman punch, by
which the hardness is considered to he proportional to the
amount of metal displaced by the punch falling under the im-
pulse of a given weight from a given height, it has been found
to be nearly 17 per cent harder than the tire already referred to.

With these physical characteristics and the record of success-
ful service on steam roads behind it, the matter of extensive
use on electric roads is merely a matter of time.

Reverting to the process of manufacture, the blanks, as they
come to the mill, are nearly square, just as they have been cut
off on leaving the slabbing mill. They are first heated and then
placed beneath the hydraulic forging press that has a capacity
of 10,000,000 lbs. Here the hub is formed, the web just outside
of it brought down to an approximate thickness, and the rim
afterward sheared off by a circular puncli whose diameter is
equal to the dimensions it is desired the blank should have as it
passes the rolling mill. Before going to the latter, the blank is
at present reheated.

The rolling mill itself is designed for the formation of the
rim. It is driven by a pair of steam engines having cylinders
22 ins. in diameter, with a piston stroke of 36 ins. In this ma-
chine the blank is subjected to the action of the five rolls. One

be a variation of more than 1-32 in. in diameters of wheels of
the same nominal size, which is well within the limits of ordi-
nary turning, and much less than we are accustomed to look
for in those of cast iron.

It would seem then that, with the experience of the railroads
in actual operation as a guide and a wheel of this character
available, the introduction of the steel wheel into street railway
service should be both rapid and extensive.

THE PROPOSED YOSEMITE ELECTRIC RAILWAY

There has been filed with the County Clerk at Stockton, Cal.,
a map showing the route for a projected electric railway from
Stockton to the Yosemite Valley. Through Tuolumne County
all the rights have been obtained, and also from Stockton out
a considerable way. In Calveras County a large portion of the
route has been oljtained. Between Linden and Stockton pro-
vision is made for a belt line, and it is evidently the company's
intention to do a great deal of Ijusiness in the handling of fruit
and other products of the region to the east and northeast'
of Stockton. The road is to start on the north bank of IVIc-
Leod's Lake, in the city limits, going out the western edge of
the town, after which it will turn north, passing Lodi, then on
through Waterloo, crossing the Calaveras River a mile below
Bellota ; thence to Jenny Lind and Copperopolis, crossing the
Stanislaus River 2 miles or 3 miles below the ferry on to Tut-
tletown and a mile beyond, after which the road will take a
southerly direction, skirting the western edge of Jamestown
and continuing southerly to and across the Sierra Railroad, 2
miles southwest of Jamestown; thence in a general southern
course along the west side of Woods Creek, passing half a
mile east of Chinese Camp. The road will then follow the same ,
general course to and across the Tuolumne River at the bend
just below Jacksonville; thence in the same direction 3 miles,
where it turns north across the Moccasin Creek and strikes
the soutli side of the Tuolunmc River, which it follows to a
point three miles or more north of Croveland, finally reaching
the National Park boundary at a point 12 miles or 13 miles from
the hotel in the valley.

io66

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

REVIEW OF STREET RAILWAY LEGISLATION IN MASSA-
CHUSETTS DURING THE LAST SESSION

The session of the Alassachusetts Legislature which has just
closed was most remarkable in the number of important meas-
ures which, by a narrow margin of votes, were referred to the
next General Court. At the opening of the session there was
every indication that legislation of great interest to street rail-
way operators and investors would be put through, but the
failure of the larger street railway systems to agree upon the
form which this legislation should take, and the active opposi-
tion of the steam railroad systems to certain of the measures
which were introduced, were responsible for their defeat.

Perhaps the most important action taken, so far as the
street railways are concerned, was the passage of a resolution
for the appointment of a Joint Special Legislative Committee to
sit during the recess and consider the revision of the laws gov-
erning railroads and street railways. This committee will meet
shortly for organization and will then probably adjourn until
the early part of September, when its active work will begin.
Its personnel was selected by the President of the Senate and
the Speaker of the House with very evident care, the com-
mittee consisting of President Dana, of the Senate ; Senator
Cummings, chairman of the Committee on Street Railways ;
Senator Monroe, chairman of the Committee on Railroads ;
Senator Peters, of the Judiciary Committee; House Chairmen
Taft, of Judiciary ; Pingree, of Street Railways, and Hayes, of
Railroads, and Messrs. Cole, of Public Lighting; Schofield, of
Labor; Lowell and Davis, of Judiciary; Andrews, of Ways
and Means; Peabody, of Metropolitan Affairs; Ames, of Ju-
diciary, and Mooney, of Taxation. It will be noticed that the
Committees on Railroad and Street Railways are each repre-
sented on the special committee by their Senate and House
chairmen, the balance of the committee being made up of the
strongest members of each branch. From the make-up of the
committee it is a fair presumption that any recommendations
for legislation which it may make will be adopted by the next
General Court.

One of the greatest contests of the session just closed came
on the bill to permit railroads chartered in Massachusetts to
acquire the stock and property of Massachusetts street rail-
ways. Last year the Boston & Maine Railroad petitioned for
legislation of this sort, but the influence of competing steam
railroad companies was responsible for its demise. The bill
reported by the Committee on Railroads this session was based
upon the recommendation of the Railroad Commission, but the
committee had stricken from it the provision giving the Rail-
road Commission authority to supervise and approve the price
at which street railway stock might be taken over by the pur-
chasing railroad. This provision was restored by the House,
but the Senate refused to concur, and the bill finally died be-
tween the two branches because of the inability of various con-
ference committees to agree upon any compromise.

In the course of the contest over this bill, however, several
orders were adopted requesting the opinion of the Attorney-
General as to the right of a corporation chartered under both
the laws of Massachusetts and of another State to purchase
street railway stock, and also asking information of the Rail-
road Commission as to the amount of stock of Massachusetts
street railways which was held by the New York, New Haven
& Hartford Railroad. The reply of the Attorney-General was,
in effect, that a foreign corporation which also held a Massa-
chusetts charter could be proceeded against if it violated the
laws of this State by holding street railway stock. The Rail-
road Commissioners forwarded communications from President
Mellen, of the New Haven Road, to the effect that the latter
road held stock of street railways in Berkshire and Spring-
field, and also of other roads which are partly in this State.
These communication had their effect in securing the defeat

of the merger bill, as many members urged that there was no
necessity for extending the power of the Boston & Maine Rail-
road in this matter if the New Haven Road could be restrained
from purchasing other street railways and made to give up its
holdings in the roads which it already controlled.

Under the laws, the initiative in taking action against a rail-
road corporation which has violated the laws in this manner
is left to the Railroad Commission, provision being made that
a communication shall first be sent to the corporation calling
attention to the violation, and if this is not heeded, information
of the alleged violation shall be lodged with the Attorney-Gen-
eral for action. No such action has yet been taken by the
board, nor is it likely to be unless the road complained of un-
dertakes to extend its street railway holdings.

The demand for a high-speed interurban railway between
Boston and Providence led to the introduction of several peti-
tions for special charters with authority to construct such a
line. Each one of the accompanying bills provided that the
proposed incorporators should be given the exclusive right to
take land by eminent domain and operate thereon. So far as
these special petitions were concerned, the contest finally nar-
rowed down to one between the Shaw-Gaston interests, which
now control the Boston Elevated system and the Boston &
Worcester Road, and the Stone & Webster interests, the latter
controlling the Blue Hills Street Railway Company, which
already covers some 15 miles of the proposed route.

The Committee on Street Railways finally split on the propo-
sition, eight of the fifteen members, under the leadership of
Senate Chairman Cummings, agreeing to report a general bill
authorizing street railways to take land by eminent domain
and operate thereon, while the other seven, including House
Chairman Pingree, favored the Shaw-Gaston special bill. By
agreement, the Shaw-Gaston bill was substituted for the ad-
verse report on one of the special petitions. Within a few
days the interests behind the special bill succeeded in having
the general bill killed in the House, but their own bill was de-
feated in retaliation by the Senate.

A bill which passed to be engrossed in both branches prac-
tically without debate was that providing that street railways
in general could purchase or lease land and operate thereon.
At the time this was engrossed there seemed to be no objection
to it from any quarter, but the Gaston-Shaw interests realized,
as soon as their special bill was rejected, that this bill would
give the Blue Hills Street Railway a chance to construct its
line to Providence over private land before the next session of
the Legislature, and they accordingly secured the defeat of this
general bill also when it was on its enactment stage in the
Senate, a most unusual action for the Massachusetts Legisla-
ture. A general eminent domain law for street railways will
undoubtedly be considered at length by the special committee
during its sessions.

The long fight which has been made to secure a through line
between Haverhill and Boston, by which the New Hampshire
lines, controlled by the New Hampshire Traction Company,
would get an entrance to the latter city, was again brought
before the Legislature in the form of a petition for legislation
to confirm locations already granted to the Haverhill & Box-
ford and the Maplewood & Danvers Street Railway companies.
The question as to the validity of these locations was raised
by the representatives of the Boston & Maine Railroad and
of the Boston & Northern Street Railway Company, which
have opposed the new line at every step. As the question is
now pending before the courts, the Legislature refused to in-
terfere, the petitioner being given leave to withdraw on recom-
mendation of the Committee on Street Railways. If the de-
cision of the court is in favor of the proposed line, the last ap-
parent obstacle to the construction of the road will be removed,
and its promoters claim that it can be completed and in opera-
tion in a comparatively short time.

June 17, 1905.]

STREET RAILWAY JOURNAL.

1067

There was the usual attempt this year to repeal the law re-
quiring the approval of the Railroad Commissioners for loca-
tions granted by local boards, but this was killed with even less
than the usual amount of debate.

An unusual bill which became a law was that authorizing the
Old Colony Street Railway Company to sell electricity to an
amusement enterprise for purposes of lighting and power.
Taking this as a precedent, there will undoubtedly be many
petitions for similar privileges at the next session. In this
case, however, there were strong reasons for the legislation.
The amusement enterprise in question had been built with an
assurance from the local lighting company that it would be
furnished with ample electricity for its purposes, but the light-
ing company was unable to carry out its agreement, and the
enterprise would have been a failure had not the Legislature
put through the measure to allow such purchase of the street
railway company.

That some portions of the Massachusetts street railway laws
are but survivals of horse car days was shown by the necessity
for passing a bill to repeal that section of the law providing
that a majority of the directors of a street railway company
must be residents of the cities and towns in which the railway
was located. It required little argument to convince the legis-
lators that the conditions of street railway operation and own-
ership to-day make such a provision obsolete.

No legislation adverse to the interests of the street railways
was passed, though there were the usual number of bills to
regulate equipment, to provide for the adoption of various
safety appliances, the carrying of lifting jacks, etc. The most
largely attended hearing on a measure of this sort was on the
petition to require the ventilation of street cars, but the peti-
tioners in this case were also given leave to withdraw, as no
two of them agreed on the proper method of securing such leg-
islation, and they all allowed that the Railroad Commission
already has sufficient power in the matter.

The law to prevent loitering in railroad stations was ex-
tended to cover also the stations of street railways.

The Legislature refused to renew the charter of the Boynton
Bicycle Railway, whose charter to construct a road between
Boston, Quincy and Fall River expired two years ago, and it
seems as though this project is now definitely dead, so far as
the Massachusetts Legislature is concerned.

Altogether, the legislative session could not have been so
satisfactory to the street railway interests of the State in gen-
eral as have been some of the more recent sessions which have
gone before it, but the coming sessions of the special committee
may be to their advantage, and undoubtedly will be if they can
get together for the common good.

In the closing days of the session a most important measure
was introduced and put through without opposition of any
sort. This was the act authorizing the Boston Elevated Com-
pany to construct a four-track subway in Cambridge from the
end of the West Boston Bridge to a point near Harvard Square,
a distance of something more than 2 miles, provision also being
made for several minor distance subways to connect lines
which do not now pass through Harvard Square.

The act providing for the construction of the elevated road
through Cambridge, which was accepted by that city in the first
instance, gave the Boston Elevated Company a permanent fran-
chise for its structure between the points mentioned. After
the construction of the Boston subways, however, there was a
very decided sentiment in Cambridge against an elevated road,
and, as a result of many conferences, the subway bill was
finally agreed upon by the city authorities and the representa-
tives of the Elevated Company.

Provision is made in this latest subway bill to the end that
the city of Cambridge may purchase the subway in twenty
years after its completion upon payment of the original cost,
with 8 per cent interest per year. It is not generally expected

that the city will purchase on this basis, the company's owner-
ship in the subway generally being looked upon as permanent.

A somewhat unusual provision of the bill was that permit-
ting the company to lease a portion of the subway as a conduit
for electric and other wires. No contest over this feature was
made by the telegraph or telephone companies, though they
have heretofore opposed most strenuously and successfully the
eftorts of the city of Cambridge to obtain legislative authority
for the construction of conduits in practically the same location.

♦♦♦

IMPROVEMhNTS OF IHH RHODE ISLAND COMPANY

A number of improvements were made by the Rhode Island
Company to its system during the year. Among them, and
unquestionably the most important, was the reconstruction of
the lines in Pawtucket, Central Falls and the town of Lincoln,
in which places has been completed the work of changing the
old narrow gage lines to standard gage. The system in these
cities was originally constructed in 1885, and has remained
practically as first built up to the present. Even the old "coffee
mill" rheostatic control was a "feature" of the equipment until
recently. Improvements were not made before because of a
peculiar public sentiment that governed in the places named.
Naturally the company was not inclined to meet conditions so
onerous as to preclude a return on the investment, and so
waited until favorable grants were made.

The new rails that have been laid in Pawtucket and Central
Falls are of the grooved type, and the heaviest pattern used
for railway work in the country, weighing 104 lbs. per yard.
The ties supporting the track are also larger than those for-
merly used, being practically as large as those used in steam
railway construction. On Main Street and Broadway, in the
city of Pawtucket, where formerly there was only a single
track, double tracks have been laid, and new tracks have been
laid on Prospect Street, Prairie Avenue and Brook Street, the
latter extending out to the entrance of the new Daggett Park.
A new line has also been built in Lonsdale Avenue from Min-
eral Spring Avenue to Main Street.

Other important track work by the Rhode Island Company
has been the connection of the North Main Street tracks in the
city of Providence, through Steeple Street, to the rails in Ex-
change place, thereby relieving Westminster Street from the
congestion of travel incident to so many cars on that thorough-
fare by turning some of them through Canal Street and Ex-
change Place. The tracks in a portion of Westminster and
Weybosset Streets have been renewed with new rails weighing
104 lbs. to the yard, laid on a concrete bed, the most modern
and substantial form of construction employed in street railway
work, and the tracks in Elmwood Avenue from Trinity Square
to Earl Street have been replaced with an 8-in. T-rail, weigh-
ing 80 lbs. to the yard. In all of the recent track work done by
this company "continuous" rail-joints have been used.

The capacity of the main power station on Manchester Street
in the city of Providence has been increased by the addition of
a Westinghouse vertical engine and generator of a maximum
capacity of 6000 hp, and four Babcock & Wilcox boilers fitted
with superheaters. The addition of this large unit completes
the equipment of the present power station, which now contains
apparatus capable of developing a maximum of 24,000 hp,
making it, with one exception, the largest electric power plant
in New England. This station has now been in operation for
about a year. The station on Eddy Street is kept as a reserve
to meet any possible emergency that may arise from the dis-
ablement of any part of the main station.

Outside the limits of the city of Providence all the lines con-
trolled by the Rhode Island Company are now operated from
rotary sub-stations receiving current from the main power sta-
tion. These sub-stations are located at Pawtucket, Attlcbor-

io68

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

ough, Barrington, Riverview and Westcott. The largest of
these is at Pawtucket, and contains rotary converters having a
rated capacity of 2000 kw. All of the sub-stations are of fire-
proof construction throughout, being built of brick, with steel
floor beams and roof trusses. The floors are concrete and the
roofs of tile. To facilitate the handling of the apparatus in
all of these stations, they have been equipped, like the Man-
chester Street power house, with overhead traveling cranes.

The storage capacity of cars has been increased by building
an addition to the North Main Street car house, Providence,
measuring 134 ft. x 200 ft. This car house is divided in the
center by a longitudinal wall, one section being provided with
pits below the tracks to facilitate the examination and repair of
car equiments. This car house is of brick, with steel roof
trusses, one story high, except on the North Main Street front,
where it is two stories high, to provide an oflice for the fore-
man and a locker room and lavatories for conductors and mo-
tormen. The building is protected from fire by a sprinkler sys-
tem connected with the Providence high-service water mains.

The transportation facilities have been largely increased by
the addition to the rolling stock of sixteen 25-ft. vestibule cars,
twenty-seven 13-bench open cars, one double-truck locomotive,
three double-truck sprinkler cars, three lo-ton flat cars, one
track service car and three side dump coal cars. A change in
the operation of the cars on the lines between Pawtucket, At-
tleborough and North Attleborough has been made recently,
by which passengers are enabled to make a continuous trip be-
tween Providence and those towns. This arrangement of
through lines to Attleborough and North Attleborough, via
Pawtucket, from Providence, was brought about by the reloca-
tion of tracks in the city of Pawtucket, where the standard gage
system was substituted for the narrow gage, and also by the
connection of the tracks in North Main Street in the city of
Providence with those in Exchange Place and Canal Street.

*^

THE "TROLLEY WAYFINDER"

The "Trolley Wayfinder," the official guide to trolley routes
in New England, published by the New England Street Rail-
way Club, has been issued for 1905. This year the "Wayfinder"
is supplemented, in a separate publication, by a bird's-eye view
in colors of the electric lines of which complete data of fares
and distances are given in the "Wayfinder." An ingenious
table in the "Wayfinder," in the form of a circle, gives the
night schedule of all lines into Boston that terminate at Adams
Square. In all other respects the "Wayfinder" is the same wel-
come little visitor it has been since the first year of publica-
tion. It is not an historical hand-book and does not pretend to
be one. For these one must turn elsewhere. As an official
guide, giving time, distances and fare for all New England, it
is, however, a publication par excellence. As a general index
there is printed in the fore part of the book a list of several
hundred cities and towns, arranged alphabetically, reached by
electric railway. Under each city or town direct information
is given as to time, fare and distance, or reference is made to
the tables giving this information in detail. There are no less
than twenty-eight of these tables. The "Wayfinder" and the
"Bird's-Eye View of Trolley Lines" are edited by John J. Lane,
editor of official publications of the New England Street Rail-
way Club, 12 Pearl Street, Boston, and may be obtained from
him by mail at 10 cents for each publication.

— ♦♦^

The Cincinnati, Lawrenceburg & Aurora Railway is operat-
ing limited train service between Anderson's Ferry (Cincin-
nati) and Aurora, Ind. There are four trains each way a
day, making the 24 miles in fifty minutes. The schedule for
local cars is one hour and thirty minutes.

THE JUNE MEETING OF THE INDIANA ELECTRIC RAILWAY
ASSOCIATION

The June meeting of the Indiana Electric Railway Associa-
tion was held June 8 in room 608 Terminal Station Building,
Indianapolis, Vice-President J. W. Chipman presiding. Forty
members and five visitors were present. After disposing of
routine business, Mr. Chipman announced that the chief topic
for discussion was "Train Despatching," and introduced O. P.
Spillman, chief train despatcher for the Indianapolis & North-
western Traction Company. Mr. Spillman said he had not
prepared any formal paper on the subject, but described the
method of despatching on his line, aided by blanks and forms.
Mr. Spillman said that after communicating with a nuinber of
interurban roads with a view of ascertaining what, if any,
system was in use, and the most practicable, he found that as
yet train despatching is a kind of go-as-you-please affair. No
two roads follow the same system, and some none at all. He
thought it would be conceded by all that the safety of persons
and property, as well as a return to investors in interurban en-
terprises, makes this branch of the service one of vast im-
portance, for 'it is upon the reputation for safety, carefulness
and regularity with which trains are run that a road must stand
and be judged by the public.

In the despatching of trains upon electric railways there are
three fundamental principles to be taken into consideration :
Safety, despatch and economy. First, and above all others, is
safety, not only to persons, but to property. No other con-
sideration should be l^rought to bear with the limit of safety in
question : safety, first, last and all the time. Next comes de-
spatch, the prompt handling of trains, giving them all pos-
sible despatch commensurate with safety. This the patrons of
the road have a right to expect and demand. Next, economy.
While the speaker placed this last, it is of great importance.
Economy in the number of trains run, but not to the detriment
of the service or to despatch and safety.

Mr. Spillman said interurban roads being yet practically in
their infancy, have not the advantage of the service of old ex-
perienced men. On steam roads a man must serve an appren-
ticeship, while on electric lines a man without any previous
knowledge may in a short time qualify for service upon either
the front or rear end of a train. Mr. Spillman insisted that
great care should be exercised in the selection of men, and, as
thoroughly qualified train men are a great help to a depatcher,
he thought it should devolve upon the chief despatcher to con-
duct examinations of all applicants so far as such examina-
tion pertains to the books of rules, time card and the running
of trains. He said discussions of time-card rules and rights
were mdulged in by men who have grown gray in the service,
and they will be found taking opposite sides. When such
questions come up with his company, or when, on account of
trouble on the line, wires down and trains late, a train crew is
undecided just what its rights are or what to do under certain
circumstances, it is well to make a memorandum of each ques-
tion or case and bring it before men in the service, embodying
it in the examination of all new men, that all may have the
same understanding.

The special attention of train men should be called to the
time card, since it is a general law governing the movement of
all regular trains. In interurban parlance, every train shown
on the time card is a regular train. An extra train is not
shown, nor has it any time card rights, and is inferior to any
train of whatsoever class that appears on the time card. The
three expressions, time card, regular and extra, are interwoven
and are important factors in the safe handling of trains. The
speaker said that a point that despatchers lay particular stress
on is, that a train is not due to meet any particular car or crew,
but a train of a certain number. When the line gets in trouble
so that there is no communication with the despatchers, and a

June 17, 1905.]

STREET RAILWAY JOURNAL.

1069

train is met at a siding, stop and ask wliat number it is. Do
not take it for granted that because it is the reguhir crew that
has been met for weeks, that it is the train you are due to
meet there. Unless a late train has enough layover time at
the terminal to enaljle it to get out on time, you will have it
late on its return trip and it may be necessary to fill in the run
from some point where you have an available car and crew,
and you must either run the late train through or unload the
passengers, to be picked up by a following train. In either
case additional expense is incurred. If in tlie first place the
train is not too late and you can give it a little advantage over
opposing trains, and divide the delay between three or four
trains, c.ch of which may be able to make up a little time,
you wiii soon have them all on time. But if you run the train
late or annul it, you will hear a loud complaint from your
country patrons, especially if the weather be inclement.

The speaker said until some better means of communication
for the transmission of train orders than the present telephone
system is found, he strongly favors making all trains on the
time card of the same class. If you have superior and inferior
trains, when an inferior train gets late and there is trouble on
the telephone line, nothing but superior trains will move and it
will take but a short time to demoralize the schedule. If all
trains are of one class they can all go to their scheduled meet-
ing point, and you can thus take care of your local business.
This plan works equally well or better when there is no tele-
phone trouble, for if it is desired to give an important train
the advantage over one of minor importance, it can be done
by special order with little trouble.

Mr. Spillman said he knew of no better way to express his
views on the subject than to acquaint the members with the
system in use upon the Northwestern, hopeful that by discus-
sion and criticism all may be benefited. With a train sheet,
showing eighty-two regular and a large number of extra trains
daily, the company uses the standard system of despatching
slightly modified, so as to be applicable to interurban service,
and finds that it fills all requirements. The main principles of
this system are : "That all orders must be in as few words and
as plain meaning as possible ;" "In giving one train a right
over another, the train from which the right is taken must first
be given the order ;" "The words 'meet' and 'pass' to be con-
strued in their literal sense." An order to meet a train means
just what it says, and an order to pass a train means to
pass a train going in the same direction. The s])eaker defined
a train as a motor car, properly equipped with or without addi-
tional cars. The speaker exhibited bulletins showing the kind
and wording of train orders in vogue on his road, and said all
trains affected must be furnished an exact copy of the order.

In connection with this system of despatching, Mr. Spillman
said the company used the block signal system not to run trains
by or to give them any authority to proceed, even if block shows
clear, unless they have a time card right to do so. This gives
an additional safety precaution against a despatcher giving a
lap order, or a train crew reading its order wrong or running
by a meeting point. A train finding a red block against it at
other than a meeting point is required to stop and call up the
despatcher. Should the telephone line be in troul:le and im-
possible to get the despatcher, the train waits seven minutes,
and then if no ojjposing train is in view, proceeds ujion its time
card rights. Here the speaker earnestly advocated the close
adherence to every precaution for safety, and said a conductor
had no right to exercise what is sometimes called "best judg-
ment." It is not the ninety and nine cases where a train can
run by a red block in safety, but the one lone instance where
the collision might occur that we wish to guard against. Mr.
S])illman said that too much care cannot be taken to impress
train men with the im])ortancc of the rule thai "a fixed signal
imperfectly dis])layed or the aliscnce of a signal where one is
usually shown must be regarded as a danger signal."

Train orders are received by tiie conductor and are in effect
until fulfilled, superseded or annulled, lloth l.je moiorman and
conductor read the order to make sure they both understand it
alike. y\n exact copy of each order is kept by the despatcher.
if all trains are of the same class, scheduled meeting po.nts
are definite; a train, however late, has a perfect right to go to
such meeting point against any opposing train, unless the meet-
ing point is changed i)y a special order. The company [jrovides
for this by requiring a train to report to the despatcher when
It liecomes five minutes late and it is found that schedule time
cannot be made. A train arriving at a meeting and not finding
the expected train there, or in sight, must report to the de-
spatcher at once. The speaker said that in tlie majority of
cases of collisions an extra train will be found to he one of the
factors. Too much care cannot be exercised in their move-
ment; and the crew must ever bear in mind that it has no
rights except such as are conferred by the despatcher, and must
kce]) entirely out of the way of regular trains. Mr. Spillman
showed by charts how extra trains could be run l)y orders from
the despatcher, which ])ractically made them regular trains with
definite meeting points. He also showed how an extra train of
great importance may be given the right of way over all other
trains. He also explained the rule governing work trains, and
exhiljited forms in use on his line.

Where trains are run in sections, if deemed advisable to run
more than one train on schedule, the simplest manner in which
it can be done is the best. This is by giving the regular train
an ortler to carry signals. Mr. Spillman said the form in use
on his line was enough for all ordinary cases and sufficed last
week to bring into Indianapolis nine sections of one train all
loaded to the guartls. They left a station 45 miles from Indian-
apolis thirty-five minutes late. The first one arrived on time,
and the ninth one was nine minutes late.

DESPATCHING ON THE INDIANAPOLIS & EASTERN

Walter L. Pearson, chief train despatcher for the Indianapo-
lis & Eastern Traction line, was next on the progranune, and
presented a paper involving the method of despatching on that
line, in which he said:

The despatcher's office is furnished with a train sheet and
train-order book, which is adapted to all requirements. All
train crews are furnished with train-order l)lanks, also a time-
table showing all the regular trains operated. The passing
])oints are marked with heavy black face type, also the train
numlier of all trains passed at each passing point. All train
crews report at the terminals for orders and compare their
time with the Western Union clock at the despatcher's office.
Train crews reporting on schedule time are given their time
card rights and meet trains as per time-table. Train crews re-
porting late are given orders, which are written down l)y the
conductor on a form provided for the same, and the order is
then repeated to the despatcher, but is not in force until his
"correct" has been received. Conductors then read and deliver
the order to the motormen, who turn in the same at the de-
spatcher's office at the conclusion of a run. The despatcher
then compares the orders with his copy in the order bonk, and,
if correct, the orders are destroyed; otherwise they are lield
for investigation. Copies of orders in the order book are
retained and ;dl order books are filed at the supcrinleiident's
office.

Train crews are allowed lint one minute grace at jiassing
points, and must meet trains within one minute of schedule
jiassmg time, or report before the train from the opposite direc-
tion is due at the regular passing point. Under this condition
the despatcher never has to say, "Can you see them coming?"
or "Call again in a minute or two," but knows exactly what
order to give when he bears troni a train crew; and, in the
writer's opinion, this is the liest and salesi way lo o])erate.
Late tr.'iin crews running on train orders mnsl mainlaiii run-

loyo

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

ning time or report in time to advance trains from opposite
direction.

All cars are provided with a portable telephone, and a "drop"
is provided for the same every half mile. Each train is
listed on the train sheet and has a colunm by itself. In case
trains are late, a record is kept on the train sheet as well as
the order book, as, for instance, a train has an order to pass a
certain train at a certain switch. It is marked in said train's
column opposite said switch. Pass No. 101, or whatever train
it may be. If a crew has an order to report at a certain
point, it is marked on the train sheet in the same manner as
just mentioned. The object of this is that the despatcher may
always have a record of his orders before his eyes, and also
that he can leave the desk at any time and another man take
his place without causing any complications whatever.

In case a regular train becomes late and is being followed
by a limited train, and the limited train passes around the
regular train at other than a regular passing point, the regular
train notifies the despatcher at once, so that he may know that
the limited train is ahead and is making schedule time.

All train men are under the immediate instruction of the
chief despatcher in the absence of the superintendent. All
second-class trains, including freight, construction, work and
line cars, are run as extras and display siguals accordingly.
These trains have no rights except those given by despatcher,
and nuist Ije in the "clear" four minutes before the arriving
time of all first-class trains. In case the telephone line is out
of service, eastbound trains have the right of way over west-
bound trains five minutes after schedule passing time.

All conductors are supplied with a tin box containing all
necessary signals. Conductor must have this box on his train
at all times when on duty. Green flags by day and green lights
by night are known as caution signals, and all trains must be
under full control while passing over a section of track where
such signals are displayed. Green signals are also used on
front of trains running in two or more sections, and denote
that the second section of such a train is entitled to the same
rights as the first.

A motorman running the first section of a train which is in
two or more sections, passing a train in a siding, must salute
the train in the siding with one long and two short blasts of
whistle, which signify that there is another section to his train,
and he must not pass the train in the siding until he has been
answered by two short blasts of whistle, which signify that the
train in the siding is aware that the train on the main line is
running in two sections.

Red flags by day and red lights by night are known as danger
signals, and when displayed on the track they must not be
passed until the cause of danger has been ascertained and the
signal removed.

A book of instructions, covering all the points above men-
tioned, is furnished to each of the employees of the Indianapo-
lis & Eastern Traction Company.

DISCUSSION

At the conclusion of the reading of Mr. Pearson's paper.
President Chipman said: "Gentlemen, we have heard Messrs.
Spillman and Pearson with interest and profit, and while they
cannot well get away from what they say, it is an opportune
time to fire a lot of questions at them."

Mr. White asked Mr. Spillman what rule prevailed when all
communication was cut off. He replied that in such case
trains were run by time card only, which gives a train a per-
fect right. He insisted that safety required this rule, and that
while it often kept a train back it was conducive to safety. S.
H. Knight asked Mr. Pearson about the limitation of trains at
passing points, and was advised that the rule gives each train
five minutes, and if more than five minutes late they have to lay
over. He also explained the method of giving late trains a few

minutes of grace. The kind of sidings and the method of
using them were brought up, and Mr. Spillman said that sub-
sidings, for the most part, were sufficient, and said "head-in"
use was regarded the safest. He said there is not much delay
in backing out, and this form of siding afforded additional
safety. In reply to an inquiry by Mr. Moore, of the Indianapo-
lis & Cincinnati line, Mr. Spillman said all work trains were
kept out of the way by giving them working orders between
certain points. Work trains are extra trains and have no right,
and must take sidings and be governed by flag signals and de-
spatcher's orders.

Secretary White rcatl a letter addressed to the association
by the Indiana State Board of Health, setting out rules which
the board proposes to adopt for governing the sanitation of
trolley cars, and asking the association to send a delegate com-
mittee to a meeting of the State Board of Health on June 12,
at which meeting the proposed sanitary rules would be dis-
cussed and adopted. ( These rules are published on this and the
following page.) The president appointed H. A. NichoU, of the
Indiana Union Traction Company; A. A. Anderson, of the
Indianapolis & Cincinnati Traction Company, and W. G. Ir-
win, of the Indianapolis & Columbus Traction Company, as
such committee. Mr. Chipman urged traction men generally
to attend the meeting, as the question was an important one,
since there is a probability of some very irksome or unneces-
sary conditions being imposed.

President Chipman said the next meeting of the association
would be held Oct. 12. He congratulated the members of the
association for the successful meetings. held and said the ques-
tions discussed by capable, experienced men and the exchange
of ideas and experience had proven very beneficial. He said
the Indiana Association was in excellent condition and had
grown in numbers until it has become necessary to secure a
larger hall for the meetings.

In the afternoon the members of the association and a few
invited friends were the guests of the Indianapolis & Martins-
ville Rapid Traction Company. The "Scenic Route Special"
carried the party to Mooresville, where the power plant and
shops were visited, and then to Martinsville. The return trip
of 30 miles was covered in forty-eight minutes. This line paral-
lels the Indianapolis & Vincennes steam line and skirts the
bluffs that overlook White River, affording viewpoints of mag-
nificent and beautiful scenery. For this reason it has been
named the "Scenic Route." Martinsville is the "Manitou" of
Indiana, its beautiful surroundings and chalybeate springs at-
tracting thousands annually. The line will be extended to
Bloomington during the present year. The party, which was
under the escort of Superintendent Paul H. White and Treas-
urer E. R. Adams, had a very pleasant trip.

CAR SANITATION IN INDIANA

As noted in the proceedings of the June meeting of the In-
diana Electric Railway Association, published in this issue, a
committee has been appointed by the association to confer with
the Indiana State Board of Health relative to the proposed
rules governing the sanitation of rolling stock. The tentative
regulations embrace the following relative to electric railways:

RULE 1

Day coaches shall be thoroughly cleaned at the end of each trip,
and in no instance shall a day coach go uncleaned longer than
two days. The thorough cleaning of day coaches shall consist as
follows: (a) windows and doors shall first be opened, and the
aisle strip, if there be any, removed from the car ; (b) all uphol-
stering dusted and brushed ; (c) floor swept after it has been
sprinkled with dampened sawdust, preferably dampened with i or
2 per cent solution of formaldehyde; (d) after sweeping as in (c)
the floor shall be scrubbed with soap and water to which soda ash
or like cleansing agent may be added, and after scrubbing the floor

June 17, 1905.]

STREET RAILWAY JOURNAL.

1071

shall be mopped with a solution of formaldehyde of I or 2 per
cent strength or with a solution of other approved germicide; (e)
the arms of seats, sides of cars, window ledges and windows shall
be washed with soap and water to which soda ash or like cleansing
agent may be added, and after such washing, wiped off with an
efficient disinfectant, preferably a I or 2 per cent solution of far-
maldehyde ; (f) closet floors and walls shall be cleaned by sweep-
ing, washing and wiping with disinfectant solution as described
in (d) and (e), and urinal and hoppers thoroughly cleaned and
disinfected; (g) water coolers shall be emptied and rinsed, fre-
quently scalded or steamed, and shall be filled with potable
drinking water when in service; (h) and lastly, day coaches shall
be disinfected with formaldehyde gas in quantities of not less than
40 fluid ounces of 40 per cent formaldehyde to each coach at least
once each month, and also whenever a case of any listed disease
is known to have been carried. Plush seats and backs shall be
removed when possible, and dusted by air blast.

RULE 2

Spittoons shall he provided in smoking cars, one for each seat,
and placards shall be displayed at each end of all day coaches and
in all waiting rooms having plainly displayed thereon the following
notice :

SPITTING ON THE FLOOR IS FORBIDDEN
Consumption, lagrippe, coughs, colds and all diseases of the air

passages are spread by spitting, and these maladies kill 12,000

people annually in Indiana. It is therefore forbidden to spit on the

floor. Penalty, $5 fine.

It is the duty of trainmen to warn against violating this health

rule.

By order of the Indiana State Board of Health.

RULE 3

Parlor, buffet and dining cars shall be cleaned at the end of
each trip, as set forth in Rule i, carpets and draperies to be re-
moved, dusted and sunned and aired, provided meteorological con-
ditions permit. Food boxes, refrigerators, closets, drawers and
cupboards to be cleaned, scalded and treated with a i or 2 per cent
solution of formaldehyde at least once each week in spring, sum-
mer and autumn months, and once every two weeks in winter
months.

RULE i

Suburban trolley and street trolley cars shall be cleaned eVery
day when in use as detailed in Rule i. The smoking compartments
of all suburban trolley cars shall be provided with spittoons placed
in the aisle, and carpets and mattings are condemned and for-
bidden in such compartments ; but rubber aisle strips may be used.
The notice given under Rule 2 shall be posted in all street trolley
cars, except in cities ha\ ing an ordinance against spitting.

RULE 5

Conductors and motormen shall pay proper attention to ventila-
tion, and shall promptly reprove and warn all persons who spit on
the floor or otherwise befoul the car in which they are riding.
They shall also inquire concerning any case of sickness which they
may notice, and determine as best they can whether or not it is a
listed disease. If found to be listed, the health officer at the next
stop may be appealed to for the purpose of caring for the case as
seems best.

LISTED DISEASES
The listed diseases shall be: Smallpox, diphtheria, scarlet fever,
erysipelas, measles. Common carriers and their employees are for-
bidden to knowingly carry any person afflicted with the above-
named diseases.

^

REPORT ON STREET RAILWAY EMPLOYEES

An extended report on street railway employees in the
United States, by Walter E. Weyl, Ph. D., has recently been
published in Bulletin No. 57, of the Bureau of Labor, of the
Department of Commerce and Labor of the United States. Dr.
Weyl first gives some statistics as to the number of employees
engaged in street railway work, stating that in 1902, exclud-
ing officials and clerks, the number of persons engaged in street
railway transportation in this country amounted to 133,641, or
almost one-eighth of the number of men employed in steam
railroad service. The character of the work in which these
men are engaged has led to the selection, among the numerous
applicants for positions, of men with good physical and mental
ability capable of coping with the difficulties. While efforts
are made to retain employees with experience as long as their
physical vigor remains unimpaired, the majority of companies

exclude from their employ new men over 40 years of age. In
a considerable number of cases the limit is placed at 35. The
minimum age for taking conductors is usually 21 years.

Street railway companies also usually establish a certain
definite minimum weight for conductors and motormen. While
the rule may not be in every case rigidly enforced, in many
companies the applicant is actually weighed. Even though
companies do not prescribe in their rules the minimum weight
accepted, they are inclined to reject men who are undersized.

The average weight required of conductors is about 145 lbs.
One company insists on a weight not less than 120 lbs., one
upon 125 lbs., two upon 130 lbs., four upon 135 lbs., three upon
140 lbs., two upon 145 lbs., eight upon 150 lbs., four upon 160
lbs. and two upon 165 lbs. The minimum weight recjuired of
motormen is somewhat higher, ranging about 150 lbs. One
company insists upon a minimum of 120 lbs., one upon 130 lbs.,
two upon 135 lbs., two upon 140 lbs., three upon 145 lbs., ten
upon 150 lbs., seven upon 160 lbs. and four upon 165 lbs. The
average minimum weight for conductors upon twenty-seven
street railway companies was 145.4 lbs., and for motormen
upon thirty railways, 150.5 lbs.

The companies also establish definite standards of height
for all applicants for the positions of motormen and conduc-
tors. Undersized men and men of light weight or small strength
cannot generally secure a position. As a rule, no man under
5 ft. 6 ins. or 5 ft. 7 ins. can secure employment as a street
railway conductor, and no man under 5 ft. 7 ins. or 5 ft. 8 ins.
as a motorman.

An investigation of thirty-eight companies showed that in
five companies the minimum height required of conductors was
5 ft. 4 ins. ; in one company, 5 ft. 5 ins. ; thirteen companies, 5
ft. 6 ins. ; five companies, 5 ft. 7 ins. ; two companies, 5 ft. 7J/2
ins. ; ten companies, 5 ft. 8 ins. ; one company, 5 ft. 9 ins., and
one company, 5 ft. 10 ins. The average minimum height re-
quired by these thirty-eight companies was 5 ft. 6.6 ins.

The minimum height required of motormen is somewhat
greater. In three companies the minimum height required was
5 ft. 4 ins. ; one company, 5 ft. 5 ins. ; ten companies, 5 ft. 6
ins.; five companies, 5 ft. 7 ins.; one company, 5 ft. 7^2 ins.;
seventeen companies, 5 ft. 8 ins. ; one company, 5 ft. 9 ins., and
one company, 5 ft. 10 ins.

The average minimum height for motormen required by
these thirty-nine companies was 5 ft. 7 ins.

An attempt was made to discover to what extent the ranks
of street railway men, and, above all, of carmen, were re-
cruited from the country and city, respectively, and which of
these two classes of labor was preferred by the companies. It
was found that in a majority of places the ranks of the street
railway men were recruited from both sources. A number of
companies stated that they had no preference; a few stated
their preference for city men ; the overwhelming majority
were in favor of men from the country. The reasons given by
the minority of the companies for preferring city men was on
account of their knowledge of the streets and their greater in-
telligence, while the majority preferred country men because
of their working at lower wages and for longer hours, and on
account of their greater honesty. No accurate statistics can
be given as to the exact proportion of these two classes.

The report also presents tables showing the hourly rate of
wages for 345 companies. This table is taken from the testi-
mony in the recent arbitration case of the United Railroads of
San Francisco.

Other subjects discussed are the nativity, citizenship, age
and conjugal and general condition of employees, former con-
ditions, health of street railway men, discipline of street rail-
way employees, standardization of rules, the merit system,
pensions, Sunday employment, regularity of employment, or-
ganization of street railway employees, mutual benefit associa-
tions, accidents, legal status of street railway employees.

1072

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

THE NEW STEEL CAR FOR THE EAST BOSTON TUNNEL

SERVICE

The Boston Elevated Railway Company has recently con-
structed, at its Bartlett Street shops, a street car of somewhat
novel design and construction intended for use in the East
Boston Tunnel service and the streets connecting therewith.

The car. of which a plan view was presented on page 868 of
the Street Railway Journal for May 13, is of a semi-con-

I
I

I

vertible type, so that it may be used advantageously in either
summer or winter service, and is intended to provide a maxi-
mum carrying capacity, with quick and easy ingress and egress
of passengers, and having its entrances closed while in motion,
with a view to the prevention of accidents. Strictly speaking,
the car has no platforms, the floor of the car being continuous
and at the same level to its extreme ends, aufl the car is closed

9 ft. 8 ins. The height from the rail to the top of the roof is
12 ft. 3^ ins.

As the car was to be used in the tunnel, it was decided to
make it fireproof, or as nearly so as practically necessary. To
this end the bottom framing is composed largely of steel angles
and I-beams. The side sills are made of three angles, hot
riveted together in such form as to allow the window sashes to
drop into the pocket to the bottom of and outside of the sill.
The cross sills consist of I-beams riveted to side sills with
steel knees and having oak fillers on either
side. The end sills are made up of two steel
plates, 6 ins. x i in. and 6 ins. x ^ in., formed
to practically the same lines as the bolster, in
an inverted position.

The extension of the car beyond the main
end sills, there being no drop platforms, is sup-
ported by two pairs of 3-in. I-beams, with oak
fillers, running under the top and resting on
a casting on the bottom member of the end sills,
and extending back to the bolster and secured
to the same ; the outside supports are steel
angles, 6 ins. x 3^ ins., riveted to side sills and
securely bolted to the end sills. The ends are
further supported by a %-in. rod passing over
the end sill, running back to the bolster, and
may be taken up at the anchor casting on the
outer enn.

The Hoor is of hardwood, painted with fire-
]jroof paint, the under side lined with asbestos
and further protected with heavy sheet tin
thoroughly painted on both sides. The body
framing consists of twelve T-iron posts on each
side, running straight u]) from the sill to the
roof plate and interlocked at the window stool.
The letter board is a 7-in. x }i-m. steel plate
running the entire length of the car and
riveted to the posts.

There is a soft steel truss, 3>< ins. x }i in., supported at the
post? directly over the bolsters by a block gained into the posts,
the lower ends passing through the side sill and provided with
anchor castings and take-up nuts. The sides of the car, from
the sill to the windows, are built in with longitudinal sheath-
ing )i in. thick and covered with >^-in. steel plates riveted to

isr— •

■ %

THE EOSTON ELEVATED RAILWAY. CdMl'ANVS STEEL C

\R COMPLETELY EQUIPPED FOR SERVICE IN THE EAST BOSTON
SUBWAY

by sliding doors in the side, with no full ljulkhead separation
between the platform portion and the body of the car.

Attention has been paid to securing the greatest possible
width of aisle and, in construction, to attain the lightest pos-
sible weight consistent with necessary strength. The general
dimensions of the car are as follows: Length of the body, 33
ft. 3 ins.; length over, all, 45 ft. 10^:4 ins.; width over all, 8 ft.
6 ins. ; height from the bottom of the sill to the top of the roof.

the window stool and bolted to the side posts. The roof is of
the steam-car type, the top covered with 8-oz. duck, painted
and sanded.

The conspicuous features of the design are the side end
doors and folding step operated by compressed air. The doors
are 3 ft. 6 ins. wide and will admit two persons side by side
directly into the car, there being practically no platforms. The
motorman's cab is so arranged with folding doors as to make

June 17, 1905.]

STREET RAILWAY JOURNAL.

1073

a separate compartment while in use, or may be folded out of
the way, leaving the space open. A pocket, lined with sheet
iron and asbestos, is provided in the cab over the motorman's
head, and contains all switches, fuses, etc., mounted on slate
panels. The maximum inside width of car is obtained, the wall
being only 2^ ins. thick, thus with 8 ft. 6 ins. over all, there is
an inside width of 8 ft. i in., which admits of cross seats 34^
ins. long and a 28-in. aisle.

The sashes are of channel bronze and are divided into two
parts, the top sash being 9 ins. x 28 ins., and may be raised its
full height ; the lower sash is 33 ins. x 28 ins., and may be
lowered flush with the top of window stool, which is but 27^
ins. from the floor. This is accomplished by the novel side-
sill construction, which, with the car siding, forms a pocket
into which the sash may drop. The window runs are pro-
vided with an automatic cover which comes into place and pre-
vents the drop])ing of articles int(3 the sash pocket when sashes
are raised.

There are fourteen reversible transverse, four fixed trans-
verse and four longitudinal seats, giving a seating capacity of
fifty-two persons, with ample knee room, and a floor space of
12 ft. from the end of the car to the cross seat. The interior
of the car is lined with sheet aluminum, the head lining being
finished its natural color and the standing finish painted a ri:h
olive shade, decorated in gold. The car is beautifully illumi-
nated with six 5-light circuits and provided with illuminated
signs. • ■

The electrical equipment consists of four GE 74 motors,
having a rated capacity of 65 hp, and Sprague-General Electric
control similar to that installed on the later elevated car equip-
nient of the company. The fifteen contactors, with interlocks

POINTERS FROM THE DENVER PAINT SHOP

FK;. I'.MM (IF i)FN\ EK IWINT SIIUP. SHOWING TRDUtlH

HOLLOWED OUT IN CONCRETE FLOOR BELOW THE CAR SILL

and auxiliary rheostat, are arranged in one iron box beneath
tlie car, the cover of which is arranged very conveniently for
inspection and adjustment of contactors and interlocks. The
reverser, which is also beneath the car, is well protected by an
iron box, which also contains switches for cutting out the sev-
eral motors; all wiring is run in iron pipe conduit and great
care taken to eliminate all possibility of fire. An important
feature of the control equipment is the automatic relay throttle
which governs the acceleration of the car; another is the train
line cut-out switch, by means of which the motorman can open
the train line circuits on each car. It is intended to use tlnis
car as a motor car of a train of two cars of like size, the train
to be driven either end forward, the second car being without
motors.

The tuimel contains long grades of 5 ])er cent and less,
and at ])resent ,'ifTords no o])]iortnnitv i'or loo])ing cars at
the terminal. The motors are mounted on lirill 27-E-i trucks
having 33-in. steel-tired wheels and ^'^-'m. axles.

The Denver City Tramway Company recently changed over
one of its old cable houses into a modern paint shop. Con-
crete floors were put in and on some of the track a scheme has
been used which would be useful in any car house or paint
shop where car washing is done. This consists of a trough
hollowed out in the concrete floor just below the car sill, as
shown in Fig. i. This trough is drained to the sewer and
catches all the drippings from the side of the car when the car
IS being washed. This prevents the general flooding of the
floor which is connnon in car washing rooms, and keeps the
water in a location where it is least inconvenient.

In this shop, racks for holding window sashes while drying
are used which are very similar to others which have recently
been illustrated in these columns. One of these racks is seen
at the left in Fig. 2. On the tal)le at the left in this figure
there is also seen a revolving stand on which windows are
placed while the sash is being varnished. F"ig. 2 also shows

FIG. 2.— INTERIOR OF I'.\RT
WINDOW-SASH RACKS ON
R.\CKS I

OF PAINT SHOP, SHOWING
LEFT AND RATTAN SEATS
)X RIGHT

tl;e rjttan seat racks at the right, and in the middle of the
picture in the background is the storeroom for the paint. This
is separated Ijy a fire wall from the rest of the shop. In fact,
it is in the nature of a vault, save that it has windows opening
to ti.e outside. Barrels of sand for fire extinguishing purposes
are kept around the shop, as can be seen in Fig. 2.

PENNSYLVANIA ELECTRIC LOCOMOTIVE

According to Philadelphia papers, the Pennsylvania Railroad
has commenced the construction, at its Juniata shops at Al-
toona, of the first of its electric locomotives to be used at the
New York terminal. The locomotive is to be luiilt in two sec-
tions, each having four 65-in. drivers, and tlie length over all
is 37 ft. ioJ,j ins. When the frame is completed it will lie sent
to the Westinghouse works at Pittsburg for electrical equip-
ment.

A system of electric tramways was recently inaugurated at
Malta, with 10 miles of track in use, and soon nearly double
that mileage will be worked. The rails came from Pittsburg,
Pa., and the motors in use were made at the Westinghouse
works in England. The cars, vyhich are of the "double-decker"
pattern, were manufactured at Manchester. England. The
power station is complete in every detail. There are two sets
of engines of 365-hp each from the establishment of Allen &
Son, of Bc^ ""ord, England. M. D. Jeffs, of New York, is gen-
eral traffic manager. The road was constructed and is oper-
ated by Macat/ney, McElroy & Company.

I074

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

THE QUESTION BOX

The answers this week include practical information relat-
ing to oil lubrication, forms of oil cups, power station topics,
track construction and a car for testing rail-bonds.

A. -GENERAL

A 13a. — How can the claim department best co-operate with
the operating department in the prevention of accidents ?

We were very successful with our claim department last year.
We paid out .84 per cent of our gross receipts, which includes the
cost of damages and accidents and the cost of conducting the claim
department. This is the lowest in the history of the company.

We give merits to all employees who give us a full and complete
report on accidents and who secure witnesses for accidents other
than those in which they were interested, and if there is anything
especially interesting the claim department or the superintendent
prepares a bulletin on the accident, pointing out how it might have
been possible to have prevented the accident. As soon as the claim
agent has looked over the accident reports they go to the superin-
tendent and he looks them over and talks them over with the
division superintendents and the inspectors. The monthly report of
the claim agent shows the number of accidents classified according
to their causes, and each month we take up one certain class of
accidents and give that class especial attention. For instance, one
month we make a special effort to clean up accidents "alighting from
cars." We found that about two years ago 70 per cent of all our
accidents were to people while alighting. This year, so far, by
constantly talking with the men and the division superintendents
we have reduced this to 35 per cent. We find the best results in
cleaning up one kind of accident at a time, and when we get that
in pretty good shape take up another kind. We have reduced our
accident expenses in the past five years from 3 per cent to less than
I per cent of the gross receipts.

John A. Beeler, V. Pres. & Gen. Mgr.,
Denver City Tramway Co.

A 13b. — Have you ever used the camera to good advantage
in adjusting damage claims? Please give details.

We use the camera in a great many ways and have found it of
inestimable value. There have been many instances in which the
camera was most convincing. We have, as a rule, employed a local
photographer, although we have done some amateur work with
some of our men, but as a rule for large pictures we secure a
regular professional photographer. In the engineering department
one of our engineers, who is an amateur photographer, keeps ac-
curate record of all of our construction work, etc. We have found
the photographs of great value in a number of ways.

John A. Beeler, V. Pres. & Gen. Mgr.,
Denver City Tramway Co.

E.— MASTER MECHANIC'S DEPARTMENT
E 46a. — State experience with use of oil instead of grease
for lubricating motor and axle bearings.

I have been using oil on armature bearings for the past thirteen
months, and find that I can obtain twice the life or wear out of
babbitt bearings and save one-quarter on the cost of lubricants.

W. C. De Vane, Master Mechanic,
Savannah Elect. Co., Savannah, Ga.

Motor bearings will run longer with oil lubrication than with
grease, and the bearings will run about 15 degs. F. cooler. It has
been noted that after oil has been used on the motor bearings cars
that had formerly used grease would run freer and drift better. A
good portion of the oil fed to motor bearings finds its way into the
gear casings, giving the gears better lubrication than where cheap
gear grease is employed. When using grease on motor bearings the
oil well under the bearing is of no value, as the grease forms a glaze
on the felt feeder, which effectually prevents the transfer of oil
to the shaft. After a time with the above conditions the well be-
comes filled with a black, pasty mass that has to be dug out. On
bearings, using oil this well is replenished as the oil is fed to the
bearing, the felt remains clean, and is of real assistance to the motor
lubrication. When an oil cup is used on the motor it can be
adjusted to a very slow-feed if the oil well under the shaft or axle
is kept in good condition. J. W. Bridge, Master Mechanic

West Penn Railways Co.

E 47. — Give description, with sketch of oil cup or journal
box, suitable for using oil as the lubricant.

The writer is using the lubricating device showii, m the accom-
panying illustration. The chief feature of this lubr/:ator is a small

revolving wheel, or disc, which is carried beneath the journal so
that it will just touch the shaft, and as this disc turns it
carries the oil upward. The disc is located in an oil-tight case,
which has an oil inlet near the bottom. The bottom portion of the
case is entirely enveloped by a fine strainer, and the lubricant in
passing through this strainer is relieved of all solid and foreign
matter, such as grit and similar substances. The disc is carried
in a frame, which contains guides that pass through the extended
ends of case and strainer, and around these guides are coiled
springs, the lower ends of which rest on a cross-bar and the upper
ends bear against the case carrying the disc, so that the tension of
the springs will keep the disc in contact with the journal. The oil
is placed in the cellar of the journal box. The lower edge of the

street hy» Jourruil

OIL CUP USED BY SAVANNAH ELECTRIC COMPANY

disc is, of course, below the surface of the oil but cased away, and
the oil passes through the straining device and the small oil hole or
inlet to the disc. This device can be fitted to all the standard
types of motors without trouble.

W. C. De Vane, Master Mechanic,
Savannah Elec. Co., Savannah, Ga.

The drawing shows an oil cup designed by the writer and W. E.
Moore especially for No. 56 Westinghouse motor, though its prin-
ciple can be used on any railway motor. The cover of the motor
lubricant receptacle is cut off and fitted to this cup. A wool-felt
collar is slipped around the lower part of the cup, which is then
inserted into the motor, the wool-felt forming a dust collar. The
cup is held in place by one or two set screws with nuts and lock
nuts. The oil cup consists of a receptacle to hold oil, a tube that
extends from the bottom to near the top that holds the wick and
transmits the oil to the screen, a wick that feeds the oil mto the tube,
a screen that screens the oil, a valve seat and ball valve that auto-
matically feeds or shuts off the flow of the oil, an oil guard consist-
ing of a ledge around the top of the cup that prevents the waste
of oil and acts also as a dust guard, and hinges, to which the oil
cup cover is hinged. The wick leads from the bottom of cup up
and into the tube, down the tube to top of screen, and thence to
valve.

The cup is so constructed as to reduce danger of leakage of oil
to a minimum. The oil-carrying tube is forced tightly into the
bottom of tube cup. The valve seat is aiso forced tightly in and the
ball is then inserted. The "screen is placed on top of the valve seat.
No holes are drilled into the oil receptacle, otherwise than the one in
which the valve seat and tube are pressed. The oil guard projection
prevents the waste of oil from the wave motion set up when car is
in motion.

The flow of the oil is regulated by the amount of wicking used.
The cup holds one pint. This capacity means a reliable feed for a
long time, thus obviating the danger of armatures down on the
pole pieces due to lack of inspection. Clean oil is provided, due to
taking the oil from the top, and also to the filtering action of the
wick. The valve comes in close proximity to the shaft, and the

/

June 17, 1905.]

STREET RAILWAY JOURNAL.

warmth from the bearing transmitted directly up the tube prevents
the oil from congealing in extremely cold weather.

Some 400 of these cups are in operation on cars of the West Pcnn

OIL CUP USED BY WEST PENN RAILWAYS

Railways, and all of our motors, which have been "standardized to
the Westinghouse No. 56, are being similarly equipped.

J. W. Bridge, Master Mechanic,
West Penn Railways Co.

G.— THE ENGINE ROOM

G 3. — Is it practicable to run a commercial lighting or power
load from generating units that are supplying current for rail-
way purposes ? How can it be done ? What is the best method
of regulation in such case to prevent fluctuations in the light-
ing or power circuit?

The entire lighting motor and railway load of this company has
been carried for the past two years on a 400-kw Parsons turbo-
generator, with an average variation of voltage on our lighting cir-
cuit not exceeding i per cent each way. This has been accomplished
through a Tirrill regulator and a storage battery in parallel with
the railway load. The daily output on our railway circuit is about
2500 kw-hours; on the light and power circuit about 2500 kw-
hours. Our station bus-bars carry 380-volt, two-phase, 6o-cycle
current, which is stepped up to 2200 volts for the light and power
circuit, and to 10,000 volts for the sub-stations. The above arrange-
ment has given uninterrupted and satisfactory service since April
22, igo3.

A. B. Skelding, Gen. Mgr.,
Consolidated Rys, Light & Power Co., Wilmington, N. C.

G 8. — A young engineer, who has yet to win his spurs, has
been given charge of the power house on a twenty-car road.
He has been asked by the manager to carry out a general effi-
ciency test of the entire station. He wants suggestions from
some of the older heads as to some of the things he should and
should not do in carrying out these tests. He wants to know
how to dispose his available forces so as to obtain the data
without taking on additional help. If your manager should
ask you to make tests and report on just what each department
of the power house was doing and could do, how would you go
about it to get the information? This is a matter especially
worthy of discussion. Suggestions are particularly requested.

A young engineer who has yet to win his spurs should not be
expected, and should not attempt, to make efficiency tests of each
sub-division of his power plant, because he will have to win his
spurs before he is competent to do so. If he can obtain the data
necessary for such tests without taking on additional help it is high
time to reduce his present force. If the young man can induce his
manager to furnish him facilities for weighing his coal into his
boilers, for measuring or metering the feed-water supplied to them
and for metering the output of each unit (and preferably also the
total output of the station at the switchboard), and if, having these
facilities, he takes pains to record his coal consumption, weight of
water evaporated and output of each machine, and the total output
of the station daily, he will have the means of following the con-
duct of his plant from day to day and month to month. Intelligent
study of these data will be of great assistance to him, and it is
essential to his manager, but special tests of each sub-division of his
plant will require the services of an expert specialist and of con-
siderable additional help while they are being carried on.

A. S. KiBBE, Engr., The American Rys. Co.

I.— TRACK DEPARTMENT

I 4a. — Have you any T-rails in paved streets? If so, what
has been the experience with this track? Has it proved to be
a serious obstacle to vehicle travel?

This company has had about 2 miles of standard 60-lb. T-rail
mounted on wooden blocks in streets paved with vitrified brick and
Belgian blocks for the past four years. While the results are not as
good as would be obtained with a standard g-in, girder rail they
have been satisfactory to the city authorities up to the present
time. A. B. Skelding, Gen. Mgr.,

Consolidated Rys., Light & Power Co., Wilmington, N. C.

I 20. — What are the relative costs of various kinds of woods
available for ties? What are their relative length of life?

Our experience has been confined entirely to the use of yellow
pine and white oak ties, and we have had the best results from
the latter. Where ties have been imbedded in concrete we have
found, after twelve years, where it became necessary to lay new
rails, that the ties were apparently in as good condition as when
laid originallv. Tn granite block paving it has been noticed particu-
larly that the paving pitch has really acted as a preservative. There
have been instances in macadam roadways where ties have been in
the ground for eleven years and have then been used in recon-
struction. In estimating the cost of construction in paved streets,
with concrete foundation, we never include new ties, except possibly
under old special work, and these occasions are very rare.

E. H. Berry, Engr. Roadways, Cincinnati Tract. Co.

I 21. — Has any satisfactory substitute been found for wooden
ties ? What has been the experience with iron, steel, glass,
concrete or other materials for ties?

About five years ago there was an experimental section of track
laid in this city, about 400 ft. in length, where concrete ties were
used. On these ties were laid corrugated galvanized iron plates,
which in turn were bolted to the face of the rail. This piece of track
has given excellent service under all conditions ; we have made no
repairs to it whatever. The cost per tie is estimated at 50 cents,
exclusive of installation, making comparative cost with wooden
ties about the same. E. H. Berry, Engr. Roadways,

Cincinnati Tract. Co.

I 22. — What has been the experience with concrete founda-
tions under rails or roadbed? Please give details as to how
concrete was laid, cost of construction and results secured.
Where concrete foundations have been used under track rails,

1076

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

has there heen any disintegration of the concrete and subse-
quent development of defects in the concrete covering, such as
asphalt? If so, how was the trouble remedied?

If the depth of concrete under ties is not less than 6 ins., and the
ties properly tamped, also allowance made for the setting of the
concrete, good results should be obtained. We have found that
where cars are permitted to use the tracks under ten days after
concrete has been placed around ties, there is a tendency later for
a wave' ef¥ect. So far as general results with concrete are con-
cerned, there is a permanancy and stability of structure that can-
not be obtained by the use of stone or gravel ballast. The rails,
however, have to be renewed much more frequently in the former
case than in the latter. In cases of concrete beam construction we
have found that if the foundation has not been all that was ex-
pected, there was a tendency toward unequal distribution of loads,
causing, in one instance, the beam to fracture. This was later
learned to have been owing to a broken water main in the street.
For beam construction we have laid track, including ties, contin-
uous rail-joints, tie-rods, spikes, nut locks, excavation and concrete
for $1.50 per foot. We have also laid 7'-in. T-rail, concrete base,
bringing the concrete to the fops of the ties, for $i.oi per r uining
foot; for concrete and labor alone, and for all materi;d, including
macadam, rails, ties, etc., for $4.05 per foot.

E H. PjErry, Engr. Roadways, Cincinnati Tract. Co.

This company conmienced laying concrete beam construction in
the fall of i8g6, and since that date has used it almost exclusively.
The accompanying drawing shows a cross-section of the concrete
beam construction which we use at the present time. Where the
sub-soil is reasonably good, and the paving properly maintained, so
as to prevent water from reaching the sub-grade, we have experi-
enced no trouble from disintegration of the concrete. On the other
hand, where we have installed this type of construction on clay and
water has reached it we have had a good deal of trouble. The most
serious objection to the concrete beam construction is the difficulty
and expense in repairing it if it fails. Repairs can only be made by
taking out the concrete and substituting ties if the road is in ope-
ration. We have also had some trouble due to operating the cars
too soon after the concrete is installed. This should be allowed to
set at least ten days, and preferably two weeks, before running any

one or two cases the rails themselves have broken outside of the
joint, but in every instance in the receiving rail. There has been
an occasional slip joint, but that was on account of improper fusing.
So far as cost is concerned, that has varied considerably, according
to the traffic, condition of track and class of paving. Where the
travel was very light and track conditions exceptionally bad, the
cost amounted to $6.58 per joint ; and in other instances, where track
conditions were good and travel exceptionally heavy, and also in
granite paving, the cost amounted to $8.50 per joint. In one case,
in an asphalt street, where the rails were very badly battered and
worn, with cars operating under about a twenty-minute headway for
four hours per day, the cost amounted to a trifle over $10 per
joint. In another instance, in brick paving, where travel was light
and track conditions fair, the cost amounted to $7.32 per completed
joint. This year, however, we expect to handle this work much
more economically, since last year was practically our first experi-
ence in the use of cast welding. E. H. Berry, Engr. Roadways,

Cincinnati Tract. Co.

I 28. — What is a good method of testing rail-bonds?

We have just put into use a bond-testing car of very simple de-
sign that has given very good results. The car was an old horse
car overhauled for the purpose. For a load we made a rheostat of
about 2.6 ohms capacity, taking 200 amps, at £25 volts, at a tem-
perature of 450 degs. F. The resistance consists of 1440 ft. of com-
mon wrought iron, 1-16 in. x 1I4 ins., mounted by winding in ten
sections, each section 4 ft. long, 35 lengths per section. The sections
were mounted on J/S-in. round iron rods, held in a framework, made
of zVi-'m. L iron. For insulation we used special micanite tubes.
The bottom set of rods are held by six helical steel springs to take
up the expansion of the iron resistances. The side bars, motor
supports and brake rods of the truck are cut and joined In' prepared
oak blocks, thus insulating the front and rear wheels from each other.
The current is led to the track through either pair of wheels, as the
case demands, by using two S. P. switches. For taking the drop
across the joints we suspend two contacts from each side of the
car, between the wheels. For contact we use a metal-back brush
with spring steel bristles. Contacts are spaced 36 ins. apart. From
each set of contacts, leads go to a Whitney double millivolt meter

Tro//et/

STAND. \KD K.NIL AND CONCRETE SUIT'URTING BEAM,
KANSAS CITY, MO.

WIRING DIAGRAM OF BOND-TESTING CAR, CINCINNATI

cars on the line. It is impossible to give any satisfactory informa-
tion regarding the cost, as this would vary so much in different
localities that the cost in this city would be no criterion of what it
would be elsewhere. Any engineer knowing the price of materials
and the cost of labor, can make a close estimate of the construction,
as shown on the drawing. I would not recommend this type of con-
struction where the foundation is not first class.

Chas. N. Black, Gen. Mgr.,
Metropolitan St. Ry., Kansas City.

I 23. — What methods are available for welding joints?
Please give your experience with any of the methods for weld-
ing track, including detailed cost of doing the work and results
secured.

The only method of welding joints that we have had any ex-
perience with in this city has been cast welding. During the past
year we have welded about 3000 joints, and up to March there had
been less than three-fourths of i.o per cent breakage, and these
were really not breaks in joints, but through the bolt holes, and in

with scales parallel. As one set of contacts is always across a sec-
tion of rail, while the opposite is across a joint, the readings can be
checked. Bad joints are marked by whitewash, which is carried in
a tank under air pressure. The car is able to make 4 to 6 m.p.h.
We are working on a relay to work the whitewash spotter auto-
matically, which will enable the car to make faster time.

C. W. De Forest, Chief Eng.,
South Covington & Cincinnati St. Ry. Co.

ADDITIONAL QUESTION CONCERNING EMPLOYEES

B 22a. — A subscriber a.sks for information "on the policy
of railway companies building houses to rent, or more par-
ticularly to sell, to their employees." Has any company tried
this? What are your ideas concerning such a policy and how
should the details be worked out? Expressions of opinion are
particularly requested.

June 17, 1905.]

STREET RAILWAY JOURNAL.

1077

TROLLEY-RETRIEVER IMPROVEMENTS

The trolley retriever made by C. I. Earll, of New York, has
been on the market since 1900, and is now in use on such lines
as the Lakeside & Baldwinsville Railway; the Scranton divi-
sion of the Lackawanna & Wyoming Valley Railroad Com-
pany ; the Chevy Chase line of the Capital Traction Company,
Washington, and the Fitchburg (Mass.) & Leominster Street
Railway Company. The operating principles of this device,
which contains a heavy spring for the retriever action and
another for the rope slack, were described in the Street Rail-
way Journal of Oct. 8, 1904, but a number of improvements
have recently been added.

The resetting, which is now accomplished by merely tak-
ing hold of the rope without having to operate any pawls or
levers, may be done either by a long continuous pull, in short
strokes or stages, or by reciprocating the rope back and forth
into and out of the retriever. . The result of this important
feature is that, after the pole has been pullert down and while
the car is floating along at high speed, the conductor may take
hold of the rope and bring the pole down close to the roof of
the car, and then reciprocate the rope up and down until the
retriever is "set" without danger of striking span wires while
he is resetting and without liooking the pole down to the roof;
at the same time he always has the assistance of the upward
pull of the pole. This manner of resetting is illustrated in the
accompanying cut, where A represents the position of the trol-
ley on the wire, B the position to which it rises when the
power spring is put into action to bring the pole down, and C
the position to which it is brought down. Assuming that the
trolley has jumped the wire and has been brought down to
position C while the car is floating along at high speed, the
conductor may take hold of the rope and pull the trolley down
to position D, and then reciprocate it up and down from posi-
tion D to position E until the power spring is full set, after
which he may restore the trolley without stopping the car.

A very simple and effective means has been added to pre-
vent the "rebound" or bob of the trolley after it has been
pulled down. When the power spring of a retriever has been
put in action it will pull the pole down until it and the trolley
base springs are in equilibrium. To be effective in preventing
damage, especially at high speeds, the pole must be brought
down quickly, with the result that it will acquire a momentum
sufficient to carry it to a point considerably below the position
of equilibrium from which it will rebound, and this rebound,
which often amounts to i ft. or 18 ins., reduces by just so much
t'le effective clearance between the trolley and span wires.

A release has been prov'ded by which, after the trolley
bas been ])ulled down and before the retriever is reset, the
drum may he instantly released and the rope withdrawn to any
extent. This is especially useful when switching a car from
one track to another, in and out of car houses, etc., where it is
not necessary or even desirable that the retriever should be set.

Although the release makes it possible to restore the trolley
to the wire instantly and before resetting, the conductor can-
not leave the retriever unset, 1;ccause as soon as his hand is
laken from the release lever the retriever will be in a condition
in which it will take in slack rope, but will not let it out again
until the resetting is completed.

All of these new features have been in actual service for
over six months and are said to l)e i)opular, especially
with conductors. No argument is necessary to establish tlie
utility of retrievers for high speeds. At the lower speeds,
however, there is some difference of opinion, principally be-
cause there is a notion among conductors that the bother of re-
setting the retrievers and changing it from one end of the car
to the other is greater than it actually is. Conductors when
using these retrievers on relatively slow-speed single-lruck
cars, find that when they are accustomed to them they can he

handled as quickly and with as little inconvenience as where
no retriever at all is used, and they soon learn to appreciate
being relieved of the necessity of hurrying back through a
crowded car to tend the rope at every curve, switch and
crossing.

The Earll retrievers for high-speed interurban cars using a

VIEW SHOWING THE MANNER OF RESETTING THE
TROLLEY POLE

tension on the trolley rope up to 45 lbs. are 7^4 ins. external
diameter and project 514 ins. from the dash, and weigh 17
lbs., and will take in 24 ft. of No. 10 rope, so that No. 12 rope
may be used where desired, while for slower speed city cars
ULing a tension on the trolley rope of from 16 lbs. to 25 lbs. or
30 lbs., the retrievers weigh about 14 lbs. and project about 5
ins. from the dash.

♦♦♦

METAL ELECTRIC SIGNS

Many users of electric signs fail to realize that it pays to
install a sign first-class in every respect rather than a cheap
illegible representation that wastes current and soon falls into
a state of decrepitude. Legibility and durability are the prime
qualifications required, and as these points have always been
borne in mind liy the Haller Machine Company, of Chicago,

A METAL ELECTRIC SIGN

that company has succeeded in developing a very extensive
line of high-grade metal signs and letters.

The signs made by this coni]iany are wired complete ready
for hanging and connection to the circuit. They are elegantly
finished with appropriate raised and embossed ornaments and
moldings finished with gold, and are excellent day signs as well
as nighl signs. The letters, background and ornaments are of
metal, all in one piece, so that no part can work loose. These

1078

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

signs and letters will not warp, shrink or become dilapidated
like wooden or compounded signs, but are so durable that they
should remain in perfect condition for a lifetime. Despite
their substantial construction, they are said to be surprisingly
light in weight.

The metal box letters for electric signs are made of heavily
galvanized sheet steel and carefully braced inside. They are
studded with special keyless porcelain Edison base lamp re-
ceptacles or sockets, with removable copper shells, and are
wired for circuits of from 50 volts to 600 volts, with rubber-
covered copper wire, Provided with ears or bolts, they are
ready to be attached to sign boards, steel frames, wire screens,
walls, etc., or to be distributed in show places. Besides the let-
ters and signs described, this company has many other designs
that are widely installed. It is also largely interested in the
manufacture of other metal specialties, such as changeable
bulletin boards, flashers and time switches, foot and border
lights, special reflectors, etc.

NEW FIVE- TON DOUBLE-TRUCK TRAILERS FOR THE
DENVER CITY TRAMWAY COMPANY

C. O. Scranton, passenger agent of the Stark Electric Rail-
way, is doing some good work for his company by organizing
a Chautauqua Assembly, to be held at Lake Park, the company's
pleasure resort near Alliance, for two weeks, in July and
August. He secured the backing of prominent church people.

The Denver City Tramway Company is going extensively
into the use of trailers on some of its lines during the rush
hours morning and evening. These trailers are attached to
double-truck four-motor cars. The trailers heretofore run
have principally been light cars formerly used for cable ser-
vice. Twenty-four seven-bench single-truck trailers of this
kind are now in use. These weigh about 5750 ll)s. and seat
thirty-five people. The running boards have been taken off
the left side of these cars, as trains run around loops or Ys at
each end of a trip.

Five new trailers are now being constructed at the works of
the Woeber Carriage Company in Denver. The notable thing
about these trailers is that, although they are double-truck
cars, 38 ft. over all, the weight is to be kept down to 10,000
lbs. The general arrangemeilt of these trailer;, which is simi-
lar to that of the company's standard motor cars, is shown in
the accompanying drawing. They have center entrances 8 ft.
5 ins. wide. The front of the car is a'closed compartment, and
the rear can be either open or closed as far as the windows are
concerned, but it is always open at the entrances, as there is
no partition between it and the entrance. As will be noticed,-^

LONGITUDINAL AND END ELEVATIONS AND PLANS OF DENVER TRAIL CAR

and is taking charge of the arrangements, advertising, etc.
Tents will be rented to visitors and meals furnished at the com-
pany's park restaurants. The money received from the sale
of season tickets will be used for current expenses in connec-
tion with the management of the Chautauqua, and anything re-
maining will be placed in the treasury as a fund for perpetuat-
ing the event annually. The company will make special ex-
cursion rates to tnose who join the assembly. The programme
will consist of lectures and concerts, and there will be illumina-
tions of fireworks, lanterns, etc., together with several baseball
games by way of recreation.

the strength of the car bottom is mainly in the longitudinal
side sills. These side sills are of I-beams reinforced with
wood. On the step side the I-beam is bent slightly inward
and trussed, so that the steps need not project as far as if the
edge of the top step were even with the side of the car. These
trailers are to be equipped with straight air brakes. The train
pipe to the trailer runs from the motorman's valve independent
of the pipe supplying the brake cylinder of the motor car, thus
should the hose break or part between the motor and trailer, the
motorman could stop the train with the motor car air brake,
the air being shut off from the trailer pipe.

June 17, 1905.]

STREET RAILWAY JOURNAL.

1079

One object in the use of trailers in Denver, according to S.
W. Cantril, superintendent, is the possibility of carrying a
large number of passengers during rush hours without keeping
such a large list of extra motormen.

CENTER AND SIDE BEARINGS FOR RAILWAY TRUCKS

In the standard trucks of to-day the center bearing is the
only pivot point between the truck and the car, and must turn
when curving, or derailment will result. In fact, the friction
is so great that a minimum pressure of about 1200 lbs. is re-
quired against the flange of the wheel to move the ordinary
center plate under a load of 72,000 lbs. ; usually this minimum,
pressure required is far exceeded. The necessity of exerting
this force at the wheel flanges must take a large percentage of
the power. This strain is applied to the center plate through
the truck frame acting as a complex lever, which racks and
wrenches the truck, and is the cause of broken and worn
flanges, worn-out rails and wrecks.

The desirability of obviating the greater part of the losses
in power caused by this feature in truck design has led to the
invention of various types of bearings, among which are the
Baltimore center and side bearings made by the Baltimore
Railway Specialty Company.

A recent test with the style B center bearing made by this
company has proven that only 150 lbs. pressure against the
flange of the wheel is required to turn a truck under a load of
72,000 lbs. The bearing contains eighteen balls having a crush-
ing resistance of too, 000 lbs. each. Two of these center bear-
ings under a loaded car weighing 144,000 lbs. would only mean
an average strain of 4000 lbs. per ball. The ball race plates are
made of a superior quality of steel and subjected to special
treatment to obtain the requisite degree of hardness. These
plates are ground absolutely true in the groove on special grind-
ing machines, insuring an equal distribution of weight to each
ball. The boss of the lower plate is machined and fits closely
into the machined recess of upper plate, preventing displace-
ment when cars run together, as in coupling, etc. The balls

CENTER AND SIDE BEARINGS

between the car and truck. The Baltimore center and side
bearings, it is claimed, will reduce this friction to a minimum
and will save their cost many times over in the life of the car.
The company has found by test that a car equipped with these
bearings rounded the sharpest curve on a grade with the start-
ing lever in the first notch, while full power was required to

pull a car of
the same weight
equipped with
ordinary bear-
ings through the
same curve.

The side bear-
ing, style S,
shown in the ac-
companying sec-
tional views, has
been designed
especially for
electric cars.
The travel on
the lower bear-
ing is unlimited,
and on the up-
per bearing is 26
ins., but can be
made more if de-
sired. It con-
tains twelve 1%-
in. h i g h - d u ty
steel balls, spe-

SUSPENDED BALLS, LATERAL ADJUSTMENT cially treated

race plates,

ground absolutely true, insuring an equal distribution of weight
to each ball in service. The bolting arrangement of the
lower bearing can be designed to suit the bolsters. The upper
bearing plate has a broad flat surface for the balls to roll on,
which provides for inaccurate location and different radii. The
balls in service have sufficient side movement to allow for
lateral motion. The side bearing, style Sa, made by this com-
pany as a universal bearing for Brill maximum traction trucks,
is like style S, except that the lower bearing has extended ends
with double sockets for truck spring posts. Right and left cast-
ings are not necessary, as the double sockets provide for the
use of the lower bearing on either side of the truck.

A RECORDING VOLTMETER FOR BOTH DIRECT AND
ALTERNATING CURRENTS

DETAILS OF STANDARD SIDE BEARING FOR ELECTRIC CARS

working in grooves, resist lateral motion and give a broad
wearing surface. All parts are machined to fit and are inter-
changeable. By renewing the wearing parts, the cost of new
bearings is saved when rebuilding cars.

The large use of the double-truck car has developed a serious
trouble, namely, the grinding away of rails, switches and
wheels on the numerous short curves of electric lines. On
many roads rails and switches have to be replaced every month.
Investigation will prove that these evils are due to the frictiori

In the application of electric power, as, for instance, on an
electric railway, it is of great importance that the voltage be
maintained regardless of the variations in
the load. The recording voltmeter has
"c" proven itself to be of great value, and is
an indispensable part of a modern electric
plant, since it accurately, automatically and
continuously furnishes a written record of
the slightest variation of the voltage. The
recording voltmeters manufactured by the
Bristol Company, of Waterbury, Conn., have been extensively
adopted, but up to the present it has been necessary to furnish
the instruments with entirely different current coils, according
as they were to be employed upon alternating or direct-current
circuits. In many electric plants both alternating and direct
current are generated, and if the same voltmeter can be used
equally well for recording either kind of current, it is quite
evident that a valuable advance has been made.

This has been accomplished by the Bristol Company, and

io8c

STREET RAILWAY [OURNAL.

[Vol. XXV. No. 24.

Fig. I illustrates the standard station or switchboard design.
In Fig. 2 a special portable form of the instrument is shown.
The case is provided with a handle and leveling screws for con-
venient transportation and adjustment. The door is open, show-
ing the construction and manner of operation.

The novel features and improvements to this new voltmeter
are: First, it is equally applicable to both alternating or direct
circuit; second, it recjuires only one-third as much current to
operate as that necessary for the older design for alternating
currents; third, it is more sensitive to very slight variations of

SEMI-CONVERTIBLE CARS FOR SOUTH AFRICA.

A shipment of cars of the interesting type illustrated has
lately been maile to the Cape Government Tramways, Cape
Town, South y\frica, by the J. G. Brill Company. The cars
are divided into three compartments, the first-class one being
6 ft. 9j4 ins. long and seated for seven passengers, the third-
class being 3 ft. ()% ins. long and seated for four passengers,
and the compartment in the center for luggage, 3 ft. 6% ins.
The cars have the builder's semi-convertible window system.

FIG. 1.— SWITCHBOARD TYFE OF FIG,
RECORDING VOLTMETER

voltage; fourth, the chart graduations are nearly uniform on
both sides of the working range ; fifth, the portable form of the
instrument in its carrying case is only half the size and weight
that was formerly required.

The solenoids shown in Fig. 2 are connected so that when
current is passing through them in series the movable solenoid
will be repelled from, instead of being attracted toward, the
stationary one. The movable solenoid is mounted on a friction-
less knife-edge multiplying device, which transmits its motion
to the pen arm, carried by the knife-edge blade. This simple
multiplying device permits the solenoids to be located very
near each other, and consequently the magnetic field of force
is uniform throughout the motion of the solenoid, resulting in
the desirable scale divisions of the chart. By making the con-
structions of the solenoids so that there is repuls'on instead of
attraction, the mutual inductance between them is neutralized,
thus making the same instrument suitable for rerording either
alternating or direct current. The instrument is independent
of the rate of alternations and is compensated for changes of
atmospheric temperature.

On May i a limited train service was instituted on the Roch-
ester & Eastern Rapid Railway between Rochester and Geneva,
N. Y., 44 miles. Five limited trains, called "Orange Limiteds,"
run each way daily, making only three stops and the run in one
hour and forty-five minutes, which is less than the schedule
of the fastest train on the competing steam line. The cars
used on these trains have been renovated and interiors redeco-
rated. All forms of regular tickets and mileage are good, but
in addition each passenger is required to present a limited train
ticket costing 10 cents, irrespective of distance. These trains,
notwithstanding the short time they have been in operation,
are being liberally patronized, and their success is assured.

2. —PORTABLE TYPE OF RECORDING VOLTMETER FOR
A. C. AND D. C. CIRCUITS

This arrangement has already been used in South Africa, as
several of the full convertible cars from the same maker have
been in operation for over a year. The end sashes are station-
ary. The luggage cohipartment has doors on each side open-
ing outwardly. The first-class compartment is finished in
cherry and the seats are of spring cane, while the third-class
compartment is finished in ash and has slat seats. The ceilings
are of birch, and are decorated in the first-class compartment.
The cars are 15 ft. over the end panels and 24 ft. 6 ins. over

A NOVEL CAR FOR THE CAPE GOVERNMENT TRAMWAYS

the crown pieces. From the panel over the crown piece is 4 ft.
9 ins. The width over the sills and sheathing is 6 ft. 4 ins.
The side and end sills are 3)4 ins. x 7% ins. : thickness of the
corner posts, 3)4 ins., and of the side posts, 2)4 ins. The
trucks are of the No. 21-E type, with 6-ft. 6-in. wheel base and
3314-in. wheels. The equipment includes angle-iron bumpers,
radial draw-bars, "Dedenda" gongs, ratchet brake handles, etc.

About forty new cars, of the type described in the Street
Railway Journal of May 6, for use on the surface and ele-
vated lines of the Brooklyn Rapid Transit Company, have been
received in Brooklyn.

June 17, 1905.]

StREET RAILWAY JOURNAL.

THE OFFICIAL OPENING OF THE MANILA SYSTEM

Accounts arc to hand of tlie ceremonies attending the open-
ing of the Manihi Electric Railway to traffic on Monday, April
10. The day was a general holiday, and the city was decorated
with flags and bunting. Everywhere there was good cheer,
and as the first car, elaborately decorated as shown in the ac-
companying engraving, made its way at a little
after four o'clock from Santa Ana to the Es-
colta, the populace turned to salute it. There
were formal services at the Ayuntaniiento, at
which were present General Manager Laffin,
Engineer H. A. Belden, Commissioner Forl)es.
Secretary Ferguson, P. G. McDonnell, T. C.
McKinney and others. After speeches by Thos.
C. Kinney, of Pillsbury and Sutro, the repre-
sentatives in Manila of J. G. White & Com-
pany, who built the road, and Mr. Laffin, the
party went over the lines in the special car.

"The value of an extensive modern electric
car line to this city can hardly be overesti-
mated," says the Cable News of Manila. "The
city is one of long distances, and one of the
most vexing problems of life here has been
that of getting about the place. Our hereto-
fore methods of public travel have been either
very expensive, or abominably bad : and be-
tween the two most people have been compelled
to maintain a small livery stable at large ex-
pense. The cochero, pulilic and private, has
been the tyrant of life in Manila, but to-day
marks the end of his career.

"Not the least of the good results of the sys-
tem will be the social leveling of all classes and conditions of
people. When one's standing is judged Ijy the sort of carriage
in which one rides, all sorts of petty and unwholesome distinc-
tions arise, and a tendency to arrogance and exclusiveness is
developed wdiich is detrimental to the public spirit of a pro-
gressive people. The car line will do much to keep us all on the
ground together."

The system was fully described in the Street Railway
Journal of April 29.

MEETING OF THE REORGANIZATION COMMITTEE OF THE
AMERICAN STREET RAILWAY ASSOCIATION

A meeting of the reorganization committee of the American
Street Railway Association and its affiliated associations was
held at the Bellevue-Stratford, Philadelphia, on June 12. There
were present, as representing the American Street Railway
Association, Messrs. Ely, Penington, Goodrich, Harrington,
Beggs, Stanley and Prof. Norris. The Accountants' Associa-
tion was represented by W. G. Ross, the Mechanical Associa-
tion l)y H. H. Adams, and the Claim Agents' Association by
W. PI. Renaud. President Parsons, of the Philadelphia Rapifl
Transit Company, attended the meeting, and said that he would
flo an\ thing in his power to make the September convention 'a
success. Several representatives of the Manufacturers' As-
sociation were also jiresent at the meeting.

The report of the sub-conuuittee on reorganization, which
was published in the Street Railway Joitrnal for April 15,
was carefully considered article by article. 'I"he general scheme
was approved, but a number of minor changes were made.
One of these was in the proposed name of the association.
After considerable debate between the relative advantage of
"American Electric Railway Association" and "American
Street and Interurb.-m Railway Association," the latter was
selected for ])r('senlrit'nn to the ,'iss(ic';if i(in al its I'liila-

(lelphia meeting. Uijon conclusion of the revision of the
report the president appointed Messrs. l^-nington, Norris
and Grossman a committee to draft the wording of the ]n-o-
posed changes anfl sul:)mit the revised constitution and by-laws
again to the committee on reorganization for final approval.
The dates of meetings of the several associations were selected
as follows: Monday and Tuesday, Sept. 25 and 26, Mechanical

Association and Claim Agents' Association ; Wednesday and
Thursday, Sept. 27 and 28, American Street Railway Associa-
tion; Thursday, Friday and Saturday, Sept. 29, 30 and Oct. i.
Accountants' Association. The Bellevue-Stratford was selected
as the headquarters, and the evening of Thursday for the
banquet.

On Tuesday, June 13, the members of the executive com-
mittee, accompanied by William Wharton, Jr., of the manu-
facturers' committee on exhiljit halls, visited the Philadelphia
Aluseum. This building is located at the corner of Woodland
Avenue anrl Thirty-Fourth Street, and is accessible in about
fifteen minutes liy electric cars on Walnut Street, Chestnut
Street or the Fifth Street anfl South Street lines. This bu'lding
is an immense structure, a part of which is now devoted to an
industrial and commercial museum. Tb.e south ])avilion, how-
ever, is unoccupied, and as much of it as is required will Ije
availalile for the exhibits. The building adjoins the tracks of
the Pennsylvan'a and Baltimore & Ohio Railroads, and a spur
extends into the bu'lding. The sessions will he held on the
second floor of this pavilion.

In the arrest of Mrs. Ellen Seivert, the secret service de-
partment of the Philadelphia Rapid Transit Comiiany believe
they have checked the career of another accident fakir. Mrs.
.'^eivert is descril-ed as a grass widnw, thirty-five years old. It
is said that Mrs. Seivert is a sickly woman, and that this has
aided her materially in mulcting the Atlantic City Railway out
of $200, the Reading Railroad and other companies. In January,
1904, Mrs. Seivert had a claim of $25 allowed by the Philadel-
])hia Coni])any in settlement of an accident said to have been
received at Fifteenth Street and Girard Avenue. On June 6
of the same year she presented another claim, posing as
Mary King. Her claim this time was that she had been
thrown from a car al .Seveiileentli and Market .Streets. On
being visited at her home by an agent of the comi)any, she be-
('.■ime suspicidus ;ind fled In Atlantic Citv. ller ;irrest followed.

ST.MrnNG OFF THE FIRST ELECTRIC CAR IN MANILA

io82

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

FINANCIAL INTELLIGENCE

Wall Street^ June 14, 1905.

The Money Market

There was no appreciable change in the money market this week,
rates and conditions remaining practically the same as those pre-
vailing for some time past. In the early part of the week the
market displayed a firmer tendency, local bankers and individual
lenders being disposed to advance the interest charges on time
loans in view of the heavy disbursements to be made on July i,
but the liberal offerings of foreign money against the sale of long
sterling bills, ^and the announcement from Washington that the
Secretary of the Treasury had decided to postpone the payment of
the remaining 25 per cent of Government deposits until July 15,
caused a decline in rates for all maturities to the previous low
level. Money on call was in abundant supply throughout the week,
at rates ranging from 3 to 2^4 per cent, the bulk of the business
being transacted at 2^ per cent. Time contracts were in better
demand, and borrowers e.xperienced little difficulty in obtaining ac-
commodation. Early in the week ninety-day loans were placed at
314 per cent, but subsequently the quotation declined to 3 per cent
with moderate offerings at that figure. Six-month contracts were
also obtainable at 3J^ per cent, and over the year maturities
could be had at 3J4 per cent. Commercial paper continued quiet,
the volume of business still being restricted by the extremely light
offerings of choice material. Rates ruled unchanged on the basis
of 3^4 to 4 per cent for the best names. Sterling exchange re-
mained steady and practically unchanged at 4.87 for prime demand
bills, the advancing tendency heretofore noted being checked by
the liberal offerings of finance bills. The bank statement was
better than had been generally expected. There was a further
contraction in loans of $11,762,200. Cash increased $616,000, and
deposits decreased $12,644,500. Reserve required was $3,161,225
less than in the preceding week, resulting in an increase in the
surplus reserve of $3,777,225 to $9,827,500 against $35,562,400 in the
corresponding week of last year, and $9,477,175 in 1903. The
amount of United States deposits is $12,731,700 against $12,768,500
in the preceeding week.

The European market ruled easy. The discount rate at London
was 2 per cent. At Paris the rate was lYi per cent, and at Berlin
2% per cent.

The Stock Market

The stock market was extremely dull this week, and apart from
temporary reactions resulting from profit-taking sales, the general
tone was firm. The outside demand for stocks was very small,
and operations for the most part were of a purely professional
character. In the early dealings prices displayed more or less irregu-
larity, but subsequently the market was influenced by the develop-
ments in the affairs of one of the leading insurance companies, the
improvement in the foreign situation, the peace negotiations, and
the progress of the crops ; railway gross earnings were also ex-
tremely favorable, substantial increases being shown over those for
the corresponding period of last year, and there was less apprehension
regarding the course of the money market in the near future. The
most important factors were the favorable turn in the affairs of the
Equitable, having as it does a direct relation with the investment
situation, and the peace movement inaugurated by President
Roosevelt, which will have a greater influence when the negotia-
tions have made further progress. A feature of the week was the
reduction in the floating supply of stocks by purchases for the ac-
count of the larger interests. The steel stocks were strong, and
advanced on buying, said to be for banking interests identified with
the company. Amalgamated Copper was rather weak, owing to
the renewed attack by a Boston operator. The decline in American
Steel Foundries was the result of forced liquidations, and some
doubt as to the declaration of a dividend next month. The rail-
road issues were firm under the lead of Union Pacific, St. Paul and
Atchison. The coal roads showed considerable strength, especially
Reading, which advanced sharply on talk of an increased dividend
on that stock. The bond market was fairly active and strong, the
overshadowing feature being the absorption of the Japanese Gov-
ernment issues. The closing was strong.

The traction stocks were exceptionally strong, especially the
Metropolitan issues, on the report that a syndicate of Metropolitan

interests had been formed with $100,000,000 capital to build new
subways, franchises for which it is expected that the Rapid Transit
Commissioners will grant to the Metropolitan interests.

Philadelphia

There was a decided improvement in the market for traction
issues this week. Dealings were upon a somewhat smaller scale,
1)ut prices with few exceptions scored substantial gains over those
])revailing at the close of the preceding week. Interest again
centered largely in the speculative issues, and especially in United
Gas & Improvement, which fluctuated sharply on moderate transac-
tions. In the early dealings renewed pressure was brought to bear
on this stock, which forced the price down a point to 93, but later
on considerable strength developed, and on what was characterized
good buying, the price rose to 96^^. In the final dealings, however,
there was some disposition to take profit, which ended in a reaction
to 95, where it closed, showing a net gain of 4^ points. Upwards
of 30,000 shares were traded in. Philadelphia Rapid Transit was
fairly active and irregular. At the opening there was rather heavy
buying by shorts, which lifted the price from 27 to 28>4. but at the
close the reports that the city administration intended to fight the
recent trolley ordinance with a view of having them repealed, re-
sulted in a rather heavy selling movement which carried the price
off to 26j^4. The final transaction was at 27, unchanged from the
previous week's closing price. About 25,000 shares were traded
in. Philadelphia Traction remained strong throughout, all trans-
actions taking place at 99H. an advance of Yi. Philadelphia Com-
pany common was decidedly firm, the price rising from 42 to 43H
and closing within 54 of the highest. Upwards of 6000 shares
changed hands. The preferred stock was quiet and unchanged at
47V2. Union Traction was quiet but strong. From 59^ there was an
advance to 62. The close was at 59% ex. the dividend, which is
equivalent to an advance of nearly 2 points. About 2500 shares
of the stock changed hands. Other transactions included United
Traction of Pittsburgh preferred at 51 to 50, American Railways
at 50^, Consolidated Tractions of New Jersey at 83% to 82^,
Fairmount Park Transportation at 18 to 16%, Indianapolis Street
Railway at 113 and United Companies of New Jersey at 271^4.

Chicago

There were no important developments in the local traction
situation this week. Several conferences have been held to de-
termine the price at which the lines will be turned over to the city
administration, but so far as can be learned there has been no
definite agreement as to term. A representative of the Chicago
City Railway Company was quoted as saying that the lines will
eventually be turned over to the city, and that the deal may go
tlirough very shortly.

Little activity developed in the local traction issues this week.
Trading as a rule was confined to comparatively small amounts,
but prices generally showed firmness. Metropolitan Elevated is-
sues were particularly strong, the common advancing to 25^^, while
the preferred rose to 65^^- It was stated upon good authority thit
there will be no dividend on the preferred stock before the end of
the present fiscal year. It is understood that the company is re-
ducing its collateral loan, which becomes due in October, and
which is secured by extension bonds. South Side Elevated also
enjoyed a substantial advance from 93 to gsyi- Northwestern
Elevated opened at 22j^ and advanced to 23^, but later broke to
21^, with a subsequent call at 22. The preferred advanced from
60 to 61. Chicago & Oak Park brought 21, and a small lot of
West Chicago brought 40.

Other Traction Securities

The Baltimore market was fairly active and firm. United Rail-
way stock, trust receipts, sold at 14^/2 and advance 2J4, while the
free stock brought 14 to 14%. The 4 per cent bonds rose Y to
9354 on the purchase of about $20,000, while the income broke from
6254 to 6oys on sales of about $150,000. North Baltimore Railway
Ss were firm, $10,000 changing hands at ii9}4- Other transactions
included $10,000 Washington City and Suburban 5s at 106, $3,000
Norfolk Railway & Light 5s at 92, Macon Railway & Light 5s at
99, $5,000 Virginia Electric Railway and Development 5s at 98, Bal-
timore Traction 5s at iioyi, City & Suburban 5s at 113 to 113^
and $12,000 Augusta Street Railway & Electric 5s at 104. Extreme
dullness prevailed in the Boston market, the principal feature be-
ing an advance in West End common to 97^4 at light purchases.

June 17, 1905.]

STREET RAILWAY JOURNAL.

The preferred advanced Yi to 1165^. Boston Elevated ruled steady
with sales of small amounts at IS7J4 to 157. Other sales included
Massachusetts Electric common at 17 to i6j4, preferred at 58'/^ to
59. Boston and Worcester at 30, preferred at 77J^, Boston and
Suburban at 67^^. In the New York curb market, Interborough
Rapid Transit was actively dealt in at practically lower prices.
From 205 at the close of the previous week, the price ran off to
201 >2, and closed at 202j'2 ex. the dividend of 2 per cent. About
9000 shares were traded in. New Orleans Railway issues con-
tinued strong, both the common and preferred establishing new
high records for the year, the first named advancing from 3754 to
385^ in the exchange of about 2500 shares, while the preferred rose
from 77 to 8o>^ on the purchase of 3500 shares. The 4^2 per
cent bonds were also firm, $104,000 changing hands at from 92.V2 to
90^ and interest. Washington Railway preferred sold to the ex-
tetnt of 5,00 shares at 90.

Cincinnati, Dayton & Toledo securities featured at Cincinnati last
week. The granting of a blanket franchise in Hamilton will even-
tually strengthen the line somewhat. The common stock advanced
to 23J^ and 5 per cent bonds sold at 52!^/4. Southern Ohio 5s, an
underlying issue, sold at 98^4. Other active issues were: Detroit
United 90^ ; Cincinnati Street Railway, 148^^ ; Toledo Railway
& Light 34/4 ; Cincinnati, Newport & Covington common 42^ and
preferred 93.

Northern Texas Traction featured in Cleveland. The property
has been making remarkable gains of late and the stock is eagerly
sought for on prospects of an increased dividend. Several lots sold
at 58j4- Detroit United sold at go. Northern Ohio Traction sold
at 22 for a small lot, but early this week advanced to 22^ on
rather heavy buying. Aurora, Elgin & Chicago was active at IS?8
to 16. Elgin, Aurora & Southern, which has been inactive for a
long time, sold at 25 for a small lot. Aurora, Elgin & Chicago
bonds advanced to goj4 on sales of $63,000 worth. Northern Ohio
4s sold at 69H to 70^4 on sales of $22,000 worth. Western Ohio
bonds were active at 78 to 78^^. Miami & Erie Canal bonds
reached a new low mark of $7.

Security Quotations

The following table shows the present bid quotations for the
leading traction stocks and the active bonds, as compared with
last week :

June 7 June 14

American Railways 50 50

Boston Elevated 156% 156

Brooklyn Rapid Transit 62% 64

Chicago City — —

Chicago Union Traction (common) 6 5%

Chicago Union Traction (preferred) 30 —

Cleveland Electric — 79%

Consolidated Traction of New Jersey 83 82

Consolidated Traction of New Jersey 5s 109 108%

Detroit United 89% 91%

Interborough Rapid Transit 20iy2 *201

International Traction of Buffalo 25 25

International Traction of Bufifalo (preferred) 60 60

International Traction of Buffalo 4s 82% 82y2

Manhattan Railway 163 163

Massachusetts Electric Cos. (common) 16 17

Massachusetts Electric Cos. (preferred) 58% 58

Metropolitan Elevated, Chicago (common) 23 23%

Metropolitan Elevated, Chicago (preferred) 64% 64^/2

Metropolitan Street 11878 122%

Metropolitan Securities 77% 79%

New Orleans Railways (common), W. 1 37 38%

New Orleans Railways (preferred), W. 1 77 80

New Orleans Railways 4%s 90% 90%

North American 98 97%

North Jersey Street Railway — 25

Philadelphia Company (common) 42 42%

Philadelphia Rapid Transit 27V8 26%

Philadelphia Traction 99% 99%

Public Service Corporation 5 per cent notes 97 97

Public Service Corporation certifictes 69% 69

South Side Elevated (Chicago) — 94%

Third Avenue 126 127

Twin City, Minneapolis (common) 110% 109%

Union Traction (Philadelphia) 60% *59%

West End (common) 96% 97

West End (preferred) 116 116%

a Asked. W. I., when issued. * Ex-dividend.

Iron and Steel

The "Iron Age" says nothing has occurred during the past week
to materially change the attitude of buyers and sellers in the iron

trade as a whole. The larger consumers of raw materials seem
to be well covered for some time to come, and the producers show
little disposition to force material on an unwilling market, par-
ticularly since they have contracts to take' care of their output for
months. Still the market is in buyers' favor in pig iron and prices
are slowly receding. Steel billets are easier in the leading markets.
The activity in structural material continues. Plate mills are ac-
tive. The export trade is Ijeing pushed more vigorously. Export
wire trade continues to be active.

B. R. T. TO APPEAL FRANCHISE DECISION

President Winter, of Brooklyn Rapid Transit Company, is
quoted as saying that the decision of the Appellate Division of
the Supreme Court, that the company has lost its franchise to
build tracks and operate a line on Saratoga Avenue by its failure
to use the franchise for five years, will be carried to the Court of
Appeals at once. The decision was of such a general character
that it affected practically all of the minor franchises held Ijy the
company and would, if sustained by the higher court, shut the
Brooklyn Rapid Transit off from building railroads upon any of
nearly a hundred streets extending over two hundred miles.

SALE OF NEW ORLEANS PROPERTY

An ancillary decree of foreclosure, signed by Judge Pardee,
June s, was filed in the clerk's office of the United States Circuit
Court a few days ago, ordering the sale of the New Orleans Rail-
ways Company's property in the matter of the suit of the New
York Security & Trust Company vs. the New Orleans Railways
Company. This decree is similar to that rendered in the suit filed
originally in the United States Circuit Court in New Jersey. Six
interventions, all claims for damages for injuries received, were
filed in the United States Circuit Court in the suit of the New
York Security & Trust Company, the claims aggregating $4,300.
'1 he property will be advertised for sale within a day or two. The
new company will be chartered under the laws of the State of
Louisiana, and the charter will be published in a few days.

KANSAS CITY & LEAVENWORTH SOLD

Fisk & Robinson, of New York, have purchased the stock and
bonds of the Kansas City & Leavenworth Electric Railway, and
will change the name of the company to the Kansas City Western
Railway. The purchasers inform the Street Railway Journal
that this is the only announcement concerning tlie purchase thai
they desire to make at this time.

MOOTED WIDENER-ELKINS CONSOLIDATION

There are numerous indications that the Widener-Elkins
syndicate is working its plans for leasing or consolidating the most
important lines in Ohio and Indiana along the lines set forth in a
recent article in the Street Railway Journal ; several important
developments having been lately announced. The "Cincinnati En-
quirer" of June 12 contains an interview with W. Kesley Schoepf,
in which he is quoted as saying that the syndicate has acquired
control of the Indianapolis & Eastern Railway, one of the links in
the chain of lines between Indianapolis and Dayton. Reports from
Richmond, Ind., indicate that the Richmond Street & Interurban
Railway, another link in this chain, has also been acquired. Con-
ferences were held at Lima last week at which time it was an-
nounced that leases had been arranged at the Lima Electric Rail-
way & Light Company, operating the city lines in Lima, and on the
Lima & Toledo Traction Company, which is building a line from
Lima to Toledo. There are reports of other transactions, but
nothing authentic.

.^♦^♦^

The Lake Shore Electric Railway is working up considerable
business out of Cleveland and points along its Hne for points
in the southwest and west, tickets being sold over the "Clover
Leaf" to St. Louis and over western roads from that point. The
western roads have never made any ruling against traction lines,
and the possibilities for low rates by means of the connection with
the "Clover Leaf" is opening up quite a little business for this
progressive traction line.

1084

STREET RAILWAY JOURNAL.-

[Vol. XXV. No. 24.

THE BALTIMORE, NASHVILLE & ANNAPOLIS-
BIDS WANTED

An ordinance has been introduced into the Baltimore City Coun-
cil authorizing the Washington, Baltimore & Annapolis Electric
Railway Company to construct a connecting link with its line so as
to give direct access to that city at Baltimore Street and Hopkins
Place. The company has a private right of way 31 miles long be-
tween Baltimore and Washington, and this is said to be the short-
est route between the two cities. It is the intention of the Ohio
syndicate in control of the property to furnish a high-speed ser-
vice between Washington and Baltimore, and the cars will practi-
cally travel on railroad time at intervals of every 15 minutes, cov-
ering the distance from the center of Washington to the center
of Baltimore in 60 minutes. The road will be built with a strictly
terminal service in view and most of the trains will run on ai,
express schedule. Few local trains will be operated, the territory
not being thickly settled. The route of the new Washington, Balti-
more & Annapolis Electric Railway will run east of the Pennsyl-
vania Railroad between Baltimore and Washington, and from
Chesapeake Junction to a point within 8 miles of Baltimore will
parallel that railroad. From this point to the city the new line will
run parallel with the Baltimore & Annapolis short line. Besides
building and operating the Washington, Baltimore & Annapolis
line the company will also operate the Washington, Berwyn &
Laurel line, which it owns. This line runs from Berwyn to Laurel.
At Berwyn it connects with the City & Suburban Railway of Wash-
ington, by which route it enters the capital. The gap between
Laurel and Annapolis Junction will be built. The company also
owns the Annapolis, Washington & Baltimore Railroad, which is
now operated as a steam line. This road runs, from Annapolis
Junction, where it connects with the Baltimore & Ohio, to Annapo-
lis, crossing the Pennsylvania Railroad at Odenton.

The Roberts & Abbott Company, engineers, 1123 Schofield Build-
ing, Cleveland, Ohio, announces that it will receive bids for the
grading and pipe culverts for the Washington, Baltimore & An-
napolis Electric Railway. The grading to be contracted for is
appro.ximately 730,000 cubic yards, and the pipe culverts 1600 ft.
of various sizes. Plans and specifications are now on file at the
engineers' Cleveland office as well as at 801 Maryland Trust Build-
ing, Baltimore, Md. Copies will not be forwarded. The bids will
be received at the Baltimore ofiice address of the Roberts & Abbott
Company, and marked "Proposal for the Washington, Baltimore &
Annapolis," until 10 a. m., Friday, July 7. Data sheets for bidding
will be furnished those who go over the route or otherwise make
it evident that they will bid. Prospective bidders should preferably
call at the Baltimore office.

♦♦♦

AN ATTEMPT TO INCREASE FARES ON TWO OHIO LINES

Traction managers of Ohio are nuich interested in the outcome
of the attempts of the Columbus, London & Springfield and the
Dayton, Springfield & Urbana lines, Appleyard properties, to raise
:ates. As heretofore outlined in these columns, tliese roads, to-
together with a number of lines leading out of Dayton, have acted
upon the resolutions adopted by the Ohio Interurban Railway As-
sociation at its recent Cleveland meeting and have raised rates to
approximately 2 cents per mile. In a few previous instances roads
in this State have increased their rates, but have done so in a man-
ner which did not conflict with so-called obligations assumed when
franchises were granted. Frequently through rates have been
raised, but local rates in a number of localities have been allowed
to remain as provided for in franchise conditions.

The Appleyard properties were peculiarly unfortunate in that
the original promoters established a base of ij/^ cents per mile,
and in a number of instances they agreed with County Commis-
sioners and municipal authorities upon through rates which have
resulted in loss to the companies. In one case the franchises pro-
vide that single and round-trip rates from Columbus to certain
points and return shall be as specified. The grants say nothing
about the rates from these points to Columbus and return, and the
company justly takes the position that because it is compelled to
live up to a bad bargain in one direction is no reason why it should
be compelled to give the same rates in the other direction, and it
has refused to accede to the demand of the Commissioners to hold
to the old basis on these rates. It is quite probable that this case
will lead to litigation. Traction men are inclined to the opinion
that County Commissioners and municipalities are not authorized
to fix rates except in their own bailiwicks. The lower courts of
that State have decided that local Councils have no authority to
fix rates on telephone charges, and cases on this point are pending
in higher courts. It would seem that they have even less right to
fix rates on railroads which cover long distances, particularly in

view of the Interstate character which some of the roads are as-
suming. If these traction cases are fought out as expected, it will
be of great importance to the traction interests of Ohio.

SUBWAY FLOODS IN NEW YORK AND BROOKLYN

The New York subway was tied up for 40 hours this week be-
cause of the bursting of a water main at Forty-Second Street on
Sunday afternoon. Millions of gallons of water poured from the
break into the tunnel. That section of the system between Thirty-
Fourth Street and Thirty-Eighth Street suffered most. Here there
is a deep cut, and engines had to be kept going for hours before
the road was in a passable condition. The extent of the damage
will only be known when a complete survey has been made of
the section affected, and the work of making repairs has begun.
General Manager Hedley of the Interborough Company was re-
ported in Monday's papers as saying he thought the damages
would reach $100,000. From the time of the break on Sunday after-
noon until 3:25 o'clock a. m., on Tuesday, June 13, when through
service was resumed, shuttle trains were operated north of Forty-
Second Street and south of Fourteenth Street to the New Wall
Street station. The entire section between Grand Central Station
and Fourteenth Street thus was shut off. ' It took the subway
officials four hours to find some one in authority in the department
of water, gas and electricity of the city who knew where the flood
gates were, and who had the authority to operate them. Mean-
while the water rushed into the tunnel. Had it been possible , to
turn off the water promptly, the damage would have been slight,
and the public would not have been inconvenienced through the
shutting down of an entire section of the road.

On Monday there was an accident in Brooklyn which tied up
part of the surface and the elevated lines in that city. A subway
is building in Fulton Street, where also is operated an elevated
railroad. The latter is supported by temporary work. On the
morning of the day mentioned, there was a heavy rain which
flooded the new tunnel at Duffield Street. Underneath the street
is a large sewer. This was unable to stand the pressure of the
excessive flow of water, and it burst. The sewage washed through
the cut with such force that it was feared the supports of the
elevated had been injured and that the underpining of false
street over which the surface cars are run also had been damaged.
Traffic was entirely suspended until 3 o'clock in the afternoon,
when both structures were declared to be safe.

^>

MR. DALRYMPLE LEAVES FOR HOME

General Manager Dalrymple, of the Glasglow municipal tram-
ways, who came to America on the invitation of Mayor Dunne of
Chicago, to confer with that official as to the application in that
city in connection with the scheme for municipalization of the local
lines of methods that have made for success in Glasglow, has left
Chicago for home. He visited Washington- and Philadelphia on
June 12 and 13. He is spending a few days in New York this
week and will sail from Boston on Tuesday, June 20. A number
of interviews, most of them unfounded, with Mr. Dalrymple have
appeared in the daily press. It is understood, however, that he
is greatly pleased with the efficiency of American systems, so far
as he has seen them. He is quoted as saying that no extensive
system can change uniform fares and give transfers under Ameri-
can conditions for less than a 5-cent fare, and that no street rail-
way S3'Stem can be operated successfully if politics have anything
to do with its administration.

Mayor Dunne has been in conference with Mayor Johnson of
Cleveland again. Accompanied by Clarence S. Darrow, his legal
advisor, the Mayor returned to Chicago on Sunday after a two
days' conference in Cleveland with Mayor Johnson, Professor
Bemis, A. B. Dupont and others. As a result of this conference,
the statement is made that Mr. Dupont has been tendered the
position of manager of the Chicago lines in the event of their
being taken over. This seems a little premature, but the attendance
of Mr. Dupont at such a conference would likely result in the con-
nection of his name with the Chicago proposition. Mr. Dupont,
it will be remembered, was associated with Mr. Johnson in several
of his projects when the latter was actively engaged in street rail-
way work. He was at one time manager of the Detroit United
Railway, and more recently was in charge of the operation of the
St. Louis Transit Company.

Officials of the Chicago City Company are in conference in New
York this week, and an announcement is expected to be made as '
to a proposition for the taking over by the city of the South Side
lines.

June 17, 1905.]

STREET RAILWAY JOURNAL.

1085

GRADING THE MARION, BLUFFTON & EASTERN

Sealed proposals for grading and fence work for the Marion,
Blufifton & Eastern Traction Company between Marion, Grant
County, Ind., and Bliiffton, Wells County, that State, will be re-
ceived at the office of the company in Bluffton, up to noon of Sat-
urday, June 24. Plans and specifications for this work are on file
and may be seen at the office of the company at Bluffton, Ind. The
company reserves the right to reject any and all bids. R. F. Cum-
mins is secretary and F. F. VanTuyl, engineer of the company.

CHANGE OF GAGE IN EAST ST. LOUIS

Changing the gage of 20 miles of street railway track in one
night, is the undertaking planned by the East St. Louis & Suburban
Railway, which has begun work on the narrowing of its gage
throughout the entire system. About 112 miles of track are to be
changed, and 500 workmen are busy making the preparations.
Seven miles of the rails are imbedded in concrete and this must be
dug up before the removal can be effected. All of the lines of the
East St. Louis & Suburban system except the branch from French
Village to Lebanon are of standard gage. The company owns an
electric coal road connecting East St. Louis and Belleville, which
is standard gage. The officials now propose to change the rest of
the system from 4 ft. 10 ins. to the standard 4 ft. 8^2 ins. In
the city of East St. Louis, where all the main lines converge,
on the downtown loops, it is necessary that the new gage be in-
stalled over night. All the track will be prepared, the pavement
removed, and some of the spikes loosened throughout the 20 miles.
An army of men will be on hand, and as the last car passes over
the rails on the night set for the undertaking, the workingmen will
shift the rails an inch and a half closer together. Only a few hours
will be available for this work, but the management believes that
the task can be completed. A double-track system is being installed
on the Denver side division.

«-^-»

STRIKE IN SAGINAW AND BAY CITY

On June 4 a strike was declared by the employees of the Bay
City Street Railway, operating in Saginaw and Bay City, Mich.,
and an interurban line between the two cities. The trouble all
came about over a demand by the men for an increase in wages,
which the company did not feel that it could grant. The scale
now is 17 and 19 cents for the city lines and 23 cents for the in-
terurban line. The demand was for an increase to 21 cents as
the maximum for the city lines and 23 cents for the interurban
lines. More than 200 men are unofficially reported to have gone
out. Service after the declaration of the strike was at first inter-
mittent, as the strikers resorted to violence. So threatening did
the attitude of a mob become in Saginaw on June 7 that the deputy
in charge of the car fired into the people, killing one person and
seriously injuring two others.

NEW SHOPS IN LOS ANGELES

It is reported that H. E. Huntington has decided to locate the
main shops of the Los Angeles Railway Company on the 25-acre
tract belonging to Mr. Huntington close to Eastlake Park. These
buildings will cost between $200,000 and $300,000, exclusive of ma-
chinery to be installed therein. About two years ago Mr. Hunting-
ton decided to build the company's shops in another section of the
city on a piece of land near the corner of South Park Avenue and
Slauson Avenue. This idea was carried out to the extent of per-
fecting plans and beginning construction. All foundations have
been laid and more or less of the detail work of the buildings has
been completed. Officers of the company who had made estimates
of the requirements for the shops were certain that they had cal-
culated for all work that would be done for some years to come.
But of late the increase of the company's business, the number of
cars used and the development of traffic have been so enormous
as to convince the management that the first site selected will be
too small within a very short time. On this showing Mr. H^imt-
ington authorized the change of base to East Los Angeles. The
buildings now under way on Slauson Avenue and South Park
Avenue will be completed as car houses, with ample facilities for
smaller repair work, but all the heavy work will be done at the
proposed shops in East Los Angeles. It is estimated that the new
shops will employ from four liiindred I0 five liuiulrcd men.

STREET RAILWAY PATENTS

[This department is conducted by Rosenbaum & Stockbri'dge,
patent attorneys, 140 Nassau Street, New York.]

UNITED STATES PATENTS ISSUED JUNE 6, 1905

791.575- Convertible Car; Michael Power, Toronto, Can. App.
filed Dec. 3, 1904. Details of construction.

791739- Brake Beam; Charles H, Williams, Jr., Chicago, 111.
App. filed Dec. 5, 1904. Provides a removable brake head, as well
as a removable brake-shoe, and consists of means for readily re-
moving and readjusting the same.

791,742. Street Car; Henry F. Vogel, St. Louis, Mo. App. filed
Feb. 8, 1905. The tenons of a street car hand rod have non-circu-
lar shape and sockets therefor to prevent rotation thereof.

791,748. Switch Operating Mechanism; Elmer E. Campbell, El-
wood, Ind. App. filed Dec. 27, 1904. A rotary disc in the road bed
connected to the switch point by a link set out of center in the
disc. Levers in the road bed in advance of the disc are connected
by rods to the dis;. and also set out of center therein, so that when
the levers are engaged by an approaching car, the switch will be
actuated. A gravity latch for the switch and means for unlocking
the same are also provided.

791,750. Trolley Retrieving Device; Henry B. Clarke, Oak Park,
111. ' App. filed Sept. 3, 1904. The abnormal movement of the trol-
ley pole in jumping from the wire operates to put pneumatic pole-
controlling valves into operation.

791,760. Side Bearing for Cars; Robert L. Ellery, Portsmouth,
N. H. App. filed May 20, 1904. The top plate of this bearing is
constructed in two parts, one vertically slidable upon the other, so as
to always maintain the two main parts of the bearing in contact
with each other.

791,816. Current Collecting Device for Electric Cars. Leon W.
Pullen, Philadelphia, Pa. App. filed July 18, 1904. Consists of two
longitudinal pole-pieces connected at intervals by electromagnets,
with insulating walls between them, flexible collector-bars sus-
pended between the insulating walls, and insulating supporting de-
vices for sustaining the collecting device upon the axles.

791,835. Trolley; Louis McD. Steele, Middletown, Ohio. App.
filed Nov. 12, 1904. A pair of spring-pressed swiveled hooks
mounted adjacent to the trolley wheel and adapted to close over the
wire. These hooks are swung to one side by the hangers, and may
be thrown out of operative position entirely by connections from the
car.

791,854. Interchangeable and Reversible Brake-Shoe Head; Ed-
ward L. Aderson, Jr., St. Louis, Mo. App. filed Jan. 23, 1905. The
object of this invention is to provide a brake-shoe head to which
any of the well-known types of brake-shoes may be applied, and
it consists of a brake-shoe head provided with a central opening,
adapted to receive the fastening lug of a brake-shoe, and an open-
ing at each end adapted to receive a brake-shoe key-bolt.

PERSONAL MENTION

MR. B. M. CHENEY has been appointed assistant to chief en-
gineer Mr. Frank S. Cummins, of the Interurban Railway Com-
pany, of Des Moines, la.

MR. GEO. GOULD and MR. CHARLES T. YERKES were
among the passengers on the "Kaiser Wilhclm II.," which sailed
from New York on Tuesday, June 13.

MR. E. C. SPRING, president of the Ohio Interurban Railway
Association and superintendent of the Dayton, Covington & Piqua
Traction Company, is very ill at a hospital in Dayton. He is the
victim of a sudden attack of fever.

MR. W. KELSEY SCHOEPF and MR. JOSEPH BENSON
FORAKER, of Cincinnati, who are prominently identified with
the properties of the Widener-Elkins syndicate in Ohio, recently
made a 500-mile automobile trip inspecting the routes of lines pro-
jected by this syndicate.

MR. CONWAY F. HOLMES, formerly general manager of the
Metropolitan Street Railway Company, of Kansas City, Mo., has
been elected president and general manager of the Kansas City
Western Railway, formerly the Kansas City-Leavenworth Rail-
way, which is now controlled by Fisk & Robinson, of New York.

MR. JOHN W. BOYLE, formerly president of the Utica Belt
Line Railway Company, of Utica, N. Y., has returned from a 20,000-
mile tour of foreign lands, on which he started Nov. 15. Since the
sale of his interest in the Utica Company Mr. Boyle has not engaged
actively in business. Except for the trip abroad he has lived quietly
at Whitesboro, near LTtica. Mrs. Boyle accompanied Mr. Boyle on
the trip abroad.

MR. GEO. M. COLE, who was connected with the Oneonta,
Cooperstown & Richfield Springs Railway, of Oneonta, N. Y.. be-
fore a receiver was .-ippDinlcd for Ihe company, has been selected

io86

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 24.

as manager of the company, to succeed Mr. Chas. H. Tilton.
Mr. B. F. Lasher has been retained as general manager of the
company. Mr. Lasher formerly was with the Albany & Hudson
Railway, operating a third-rail line from Albany to Hudson.

COL. SIR CHARLES EUAN-SMITH, K. C. B., C. S. I., chair-
.man of the board of directors in London of the Mexico Electric
Tramways, Ltd., is on a visit to Mr. W. W. ^Vheatly, president
and resident manager in Mexico City, Mex., of the Electric Tram-
ways, and will remain in that city several weeks. Sir Charles, in
addition to other things, is chairman of the board in London of
the Marconi Company and is on the board of one or more English
steam railroads. He came to this side primarily as the representa-
tive of the British railways to the International Railway Congress,
and took advantage of the opportunity to visit Mexico. Sir Charles
is accompanied by Lady Euan-Smith.

LIEUTENANT KIGENJI ICHIKAWA, who was chief en-
gineer in succession of the Odawara Electric Railway, the Keitlin
Electric Railway Company, and the Fukagawa Electric Light Com-
pany, was one of those who fell in the battle of Mukden. Lieuten-
ant Ichikawa had served with distinction at the seige of Liaoyang,
and had proposed to return home, when he decided to accompany
the army to Mukden, and take part in the assault on that place.
In recognition of the lieutenant's services the Empenir recently
awarded him the posthumous degree of Order of the Kite. Mr.
Ichikawa was graduated from the electrical department of the
College of Engineering, Imperial University, in 1897.

MR. PAUL MORTON, whose appointment by Metropolitan
Street Railway interests of New York to a position in which he will
have charge of that company's proposed subway work was an-
nounced in the Street Railway Journal of June 3, and referred
to at considerable length in the issue of June 10, was on Friday,
June 9, elected to the position of chairman of the board of directors
of the Equitable Life Assurance Society. His election marks the
first step in the reorganization of the society, and was followed by
the tender of the resignation of President Ale.xander and the sec-
ond, third and fourth vice-presidents. The appointment resulted
from the purchase by Mr. Thomas F. Ryan, who is largely inter-
ested in the Metropolitan Company, of the stock of Vice-President
James H. Hyde, who owned a controlling interest in the Equitable
Company.

A NUMBER OF CHANGES of importance are announced in
connection with the operation of McKenzie-Mann interests in Can-
ada and elsewhere. Mr. Ewan Mackenzie, superintendent of con-
struction of the Toronto Railway, has resigned to become a rail-
way contractor. His first work of importance will be the con-
struction of the Metropolitan line from Newmarket to Jackson's
Point, on Lake Simcoe, north of Toronto. Mr. Alex Smith,
brother of Mr. J. M. Smith, comptroller, who has been twenty-one
years in the street railway service, also has resigned. He was
electrical superintendent, and is succeeded by Mr. J. Donnelly, of
Cincinnati. Mr. W. Ft. Moore, secretary of the Canadian Northern
Railway and manager of the York Radial Railway, has resigned
from the latter. Mr. James H. Wallace, inspector of the Toronto
Railway, has an appointment under Mr. E. H. Keating, resident
manager in Monterey, Mex., of Messrs. Mackenzie & Mann.

MR. W. S. WRIGHT, for many years general manager of the
-Wheeling & Elm Grove Railway, of Wheeling, W. Va., has re-
signed that position and entered upon the duties of manager of
the Jewett Car Company at Newark, Ohio. Mr. Wright will be
succeeded in the management of the Wheeling & Elm Grove by
Mr. L. S. Kirker, now general manager of the City Railway. Mr.
Kirker will thus have two roads under his supervision. Mr.
Wright became connected with the street railway lines in Wheel-
ing in 1892, and later became the general manager of the Wheeling
Traction Company, resigning that position to accept the general
management of the Wheeling & Elm Grove. Some fifty employees
of the company, without giving any previous notice of their inten-
tions, made an unceremonious descent on Mr. Wright and his wife
at their apartments at Wheeling a few days ago and presented Mrs.
Wright with a magnificent cluster of American beauty roses and
to Mr. Wright a solid silver gold-lined punch bowl, ladle and tray
and the accompanying service of cut glass. The tray bore the fit-
ting inscription : "W. S. Wright, from the Employees of the W.
& E. G. R. R., June 5, 1905."

MR. FRANK M. HAINES, second vice-president and general
manager of the Northern Texas Traction Company, of Fort Worth,
Tex., is dead. Mr. Haines was one of the large stockholders in
the company of which he was general manager, and directed the
construction work of the interurban line between Fort Worth and
Dallas, and also of the extensive improvements and additions made
to the company's lines in Fort Worth. Mr. Haines was forty-five
years of age and a bachelor. He was born in Pennsylvania and
was graduated from the Massachusetts Institute of Technolog\'.
In 1884, the year of his graduation, he entered the service of the

Northern Pacific Railwaj' Company in its engineering department,
remaining in the employ of this company until 1892, during which
time he had charge of construction work in Washington, Oregon
and Idaho. He was general manager of the Central Coal & Iron
Company, of Louisville, Ky., from 1892 to 1894. In 1894 he went
with the Johnson Company as chief engineer of construction of its
plant in Lorain, Ohio. He built what is known as the Black River
Electric Line from Elyria to Lorain, Ohio, a distance of 8 miles,
and had charge of the construction of the Cleveland & Lorain line,
through Elyria, a distance of 33 miles. Mr. Haines became in-
terested with the Bishop-Sherwin syndicate, the owners of the
Northern Texas Traction property, in 1900, and has been promi-
nently identified with them since that time.

MR. NORMAN McD. CRAWFORD has resigned as general
manager of the Hartford Street Railway Company, of Hartford,
Conn., to become consulting engineer of the Consolidated Railway
Company, the holding company for the New York, New Haven &
Hartford Railroad, of the Hartford Street Railway and other elec-
tric railway properties in New England. Mr. Crawford will con-
tinue to live in Hartford and will have his headquarters in the
Connecticut Mutual Life Insurance Company Building in that city.
Mr. Crawford, who has been general manager of the Hartford
Company for the past ten years, came to Hartford about fifteen
years ago. Before that time he had been for thirteen years at the
car shops of the Pennsylvania road at Altoona, Pa., had been super-
intendent of the Meriden Railway and had built The Rochester
Street Railway. He came to Hartford as contractor for the Hart-
ford & Glastonbury line, which was opened in 1892. His success
in that capacity led to his being offered a position with the Hart-
ford Company, and after supervising the construction of its power
plant he was appointed to the position from which he has just
retired. Mr. Crawford's successor in the Hartford Company is his
associate, Mr. Frank Caum, who is known as the acting general
manager. Mr. Caum has been superintendent of the company
since 1897. Before that he was chief engineer of the company, in
which capacity he entered the service of the company. Previous to
his connection with the Hartford Company he had assisted in the
construction of street railway lines in Jersey City and Rochester.
His first commercial experience is said to have been gained at the
shops of the Pennsylvania Railroad in Harrisburg.

MR. W. S. HEGER, whose name has been closely associated for
years with the Westinghouse .interests, has joined the Allis-Chal-
mers Company, becoming assistant to the vice-president and gen-
eral manager. Born in 1857 at Fort Simcoe, Washington Territory,

then one of the frontier posts
of the United States Army, Mr.
Heger received his education
both in this country and Europe,
spending seven years in Vienna,
Austria. After receiving the
degree of M. E. at Stevens' In-
stitute of Technology, in 1879,
Mr. Heger's business career be-
gan in the mechanical draught-
ing room of the Edge Moor
Iron Works. In 1885 Mr. Heger
went into business as a contrac-
tor and electrical engineer, and
later became sales agent and
constructor for the Edison Com-
pany for isolated lighting plants
in the States of Delaware, Mary-
land, the Virginias and the Car-
olinas. In 1889 Mr. Heger was
sent to San Francisco as dis-
trict manager for the Pacific Coast territory for the Edison
Company and for the Edison United Manufacturing Company.
He built up the organization there which exists to-day under
the General Electric Company and established a large and suc-
cessful business. In 1892 he accepted the place of general mana-
ger of the Wilmington City Railway Company, Wilmington,
Del, and spent three years there rebuilding and operating the
road. Returning to the Pacific Coast again in 1895, Mr. Heger
became the district manager for the Westinghouse Electric &
Manufacturing Company, with headquarters in San Francisco.
He built up a strong selling organization, and made a wide market
for the products of his own company and those of the Sawyer-Man
Company. During his administration the initial long-distance
power transmission plants of the Pacific Coast were built, and in
the construction of these many unlocked for features had to be met.
The creating of a market for the products of his company in the
new fields developed by these long-distance transmission plants
formed a valuable part of his experience. Mr. Heger resigned his
position with the Westinghouse Company in April. His headquarters
are at the general offices of the Allis-Chalmers Company, in Mil-
waukee.

W. S. HEGER

Street (Railway Journal

Vol. XXV.

NEW^ YORK, SATURDAY, JUNE 24, 1905.

No. 25.

Published Eveky Saturday by the

McGraw Publishing Company

Main Office: '
NEW YORK, Engineering Building, 114 Liberty Street.
Branch Offices:

Chicago: Monadnock Block.

Philadelphia: 929 Chestnut Street.

Cleveland: Cuyahoga Building.

London: Hastings House, Norfolk Street, Strand.

Cable Address, "Stryjourn, New York"; "Stryjourn, London" — Lieber's Code

used.

Copyright, 1905, McGraw Publishing Co.

TERMS OF SUBSCRIPTION

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Street Railway Journal (52 issues) $3.00 per annum

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Back Copies. — After July 1, 1905, no copies will be kept on sale beyond
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NOTICE TO ADVERTISERS
Changes of advertising copy should reach this office by 10 a. m. Monday
preceding the date of publication, except the first issue of the month, for
which changes of copy should be received two weeks prior to publication
date. New advertisements for any issue will be accepted up to noon of
Tuesday for the paper dated the following Saturday.

Of this issue of the Street Raihvay Journal 8ooo copies are
printed. Total circulation for 1905, to date, 205,100 copies an
average of 8204 copies per week.

Calling of Streets

We frequently take occasion in these columns to call the
attention of the managers to the need for care in certain de-
tails of operation which are almost self-evident, but which, to
judge from existing conditions, need correction. These criti-
cisms are intended merely to set managers to thinking as to
whether their own service is as perfect as it should be. One of
the things which requires the most eternal vigilance is the call-
ing of street names by conductors. The impossibility of under-
standing the steam railroad brakeman or conductor when he
announces stations has become one of the standing American

jokes. Probauly the only reason we do not hear more com-
plamt about tue calhng ot streets by street railway conductors
IS tnat the majority ot people who patronize street cars are
lamiliar with tue city and do not need to have tjie streets called

aor them. iNevertneless, there are always likely to be some
passengers not familiar with the city wno are subject to much

.ai^jioyance ii streets are not called plainly.

iLonductors tail into careless habits as regards calling streets,
simply because so many ot the passengers know the streets.
/\gain, many ot tliem ao not understand the correct principles
ot enunciation. There is a great difference m men in this re-
spect, out anyone who really wishes to can greatly improve his
articulation and the ease with which his announcements are
heard. As explained in an interesting article elsewhere in this
issue, loudness is not necessary, in fact sometimes defeats the
ooject sought, the principal points to bear in mind are dis-
imctness, the art ot enunciating each syllable and the practice
01 aduressing the audience directly instead of shouting the
names of stations into the nearest corner of the car. It would
not be a bad idea, on those roads where the names of streets
and public buildings are announced by the conductors, to any
considerable extent, to put the men through an examination
on this point, and, if necessary, to make them practice a little
on distinct speaking. Steam railroads are paying attention to
this matter, with the result that there is a great difference be-
tween the way stations are called now and twenty years ago,
which goes to show that an improvement can be made on street
railways it the matter is only looked after. As a matter of
lact, conductors on carelessly managed roads often fail to call
streets altogether, or call them carelessly and without any idea
of making themselves heard in the car, so that the whole pro-
ceeding is almost a farce. If street names cannot be called so
that passengers the entire length of the car can hear them, it
would be better to strike out the rules requiring the calling of
streets entirely and have the conductors call only those spe-
cially requested by the passengers.

Rotary Converters vs. Motor Generators

There has been considerable difference of opinion among
engineers as to the relative merits of rotary converters and
motor generators in sub-stations for converting from alter-
nating to direct current. At the recent convention of the Na-
tional Electric Light Association at Denver, Mr. Alex. Dow,
of Detroit, made a clearer statement of the situation than is
often heard, although some may not agree with his conclu-
sions. Mr. Dow took the position that where direct current
for electric light and power purposes is to be supplied from a
sub-station, a motor generator set equipped with a syn-
chronous motor taking the alternating current at the trans-
mission voltage, is much more satisfactory in operation and
cheaper in first cost than would be a rotary converter with
step-down transformers and the necessary regulating appli-
ances for doing the same work. If supplying direct current for
railway purposes, he considered that step-down transformers
with rotary converters would be cheaper and more satisfactory

io88

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

even when the alternating current is supplied at 60 cycles. This
IS QOt altogether m accordance with estunates made by
otner engineers, but includes some necessary items irequently
lorgotten in sucli estimates, it is a matter ol common knowl-
edge that a step-down transtormer with a rotary converter ot
a given capacity does not cost as much per kilowatt as a direct
current generator and a synchronous motor of the same capa-
city. Mr. Dow argued that, in order to supply the necessarily
wiUe range of voltage for a direct current lighting where tlie
line loss must be accurately compensated for, it would be nec-
essary to equip the rotary converter outht with induction-reg-
ulating apparatus lor voltage regulation and satety de-
vices to prevent runaways, which would make the cost
ot the rotary converter complete installation greater than
that of the motor generator. 1^ urthermore, the motor-gene-
rator set would not be so susceptiule to voltage disturbances
as the rotary converter. For supplying current to an inter-
urban road, where accurate voltage regulation is not essential,
he thought the rotary converter would be cheaper and suth-
ciently reliable tor the purpose. The 6o-cycle rotary con-
verter for railway work has not by any means been looked
upon favorably, although a number of such machines are in
daily operation. They have been generally considered as rather
uncertain pieces of apparatus, likely to go to "pumping' or
"hunting" at almost any moment, giving rise to surges of cur-
rent which may open the circuit breakers and throw them off
the line. It is now claimed that the steam turbine has altered
the situation materially, and that it is as easy to operate 60-
cycie, 500-volt, rotary converters supplied from turbo-alter-
nators, as it is to operate 25-cycle rotary converters when sup-
plied from engine-driven alternators. The difference in per-
tormance is, of course, due to the fact that the steam turbine-
driven alternator is not subject to the variations in speed dur-
ing each revolution that is common with engine-driven alter-
nators, even of large liy-wheel velocity.

The Economics of Ihree-fhase Iraction

it is rather singular at this particular time, when so much
of interest is centered in the new single-phase railway motors,
to hnd two convention papers at tfie American institute join-
ing in strong advocacy ot three-phase induction motors lor not
only heavy railway work, but tor that severe suburban class
of work which requires peculiarly rapid acceleration. The
predilection of many European engineers for this class of ap-
paratus doubtless has its origin in the sentiment voiced by Mr.
De Muralt in saying: "The three-phase, alternating-current
motor IS probably the most robust and thoroughly mechanical
piece of electrical machinery extant." Most engineers who
are familiar with three-phase working will probably join in
this conclusion, but the distrust of multiple trolley wires is so
strong in this country as to outweigh many real or supposed
advantages. Mr. De Muralt takes up especially the case of
adapting electric traction to the miscellaneous work of ordi-
nary railroading, and fortifies his position by a detailed study
of the equipment of a particular road investigated recently
with electrical haulage in view. The road taken had 224 miles
of single track, excluding sidings and including an ore road 49
miles long. It is, on the face of things, a case where the three-
phase system, or any other able to carry a high voltage upon
the working conductor, should have a considerable advantage
in first cost of installation. It is therefore not altogether sur-
prising to find the three-phase system some $900,000 to the
good, as against a third-rail system fed by rotary converter

stations. It must be noticed, however, that Mr. De Muralt
counts on converter stations every 10 miles, which, although
this spacing gives at times excessive drop, is rather closer than
would generally be expected. Maximum economy on either
system would probably call for a different schedule from that
assumed, but every change toward this would lower the actual
difference in costs, while leaving their rates substantially un-
changed.

Even allowing for this difference, the d.c. system is much
the more costly, as necessarily results from the low voltage
and heavy loss in the working conductors. For the same rea-
son the d.c. system is at a disadvantage in efficiency and gen-
eral operative economy. Speaking broadly, any system that
uses 5000 volts on the working conductors must win out in
economy over any system using a few hundred volts, suppos-
ing the motors to be anywhere nearly at equality. We wish,
however, that with this same road Mr. De Muralt had worked
out the equipment with single-phase, commutating motors, and
with locomotives equipped on the Ward Leonard system, both
of which he discusses briefly, the former with some severity,
the latter with qualified approval. However, these two sys-
tems require different plans of operation, the former working
to advantage with many and short trains, the latter with
longer trains, so that a comparison could with difficulty be
made fair to both. Mr. De Muralt takes up at some length
the objections commonly urged against three-phase traction,
and basing his judgment on actual results obtained abroad, is
inclined to think them hypercritical. He particularly calls at-
tention to the fact that in relatively slow accleration the three-
phase motor requires less current input for the required torque
than the corresponding d.c. motor, so that in actual practice
an acceleration of 0.5 per mile hour per second is obtained in
three-phase motors with current only some 20 to 25 per cent
above full-load running current, and he also holds that for
higher accelerations favorable results can be attained. As to
the overhead work, Mr. De Muralt holds that the somewhat
increased line repairs of a double trolley line are more than
offset by the relative immunity from motor repairs in case of
induction motors, so that, upon the whole, the total repair bill
is likely to be lessened. On this point few American engineers
will agree with him, but, on the other hand, few American
engineers have personal knowledge of three-phase traction, as
practiced abroad, and of these few at least a sturdy minority
agree with the judgment here indicated. We must confess,
however, to a desire for more detailed information as to these
multiple trolley wires in everyday use.

Mr. Waterman's paper takes up an entirely different phase
of the subject — the application of three-phase motors to fast
suburban work where very stiff acceleration is a prime neces-
sity. This is the field generally held to be peculiarly adapted
to d.c. motors. Mr. Waterman, however, takes up the very
hypothetical case assumed by Mr. Berg in his well-known
paper on the subject, and shows the change made in the results
by the suitable design and use of the motors. In particular, he
shows that with proper choice of the rate of acceleration, leav-
ing the schedule unchanged, the results postulated by Mr. Berg
for d.c. motors can be bettered with three-phase motors so as
to gain some 12 per cent in cost of equipment and nearly 4 per
cent in energy required. It is quite possible that a slight change
in the schedule would change these figures, but the intent of
Mr. Waterman was to adhere rigidly to Mr. Berg's schedule.
We note that Mr. Waterman lays stress on the importance of
the ability of three-phase motors to return energy to the line

June 24, 1905.]

STREET RAILWAY JOURNAL.

1089

in braking. This is a much-debated matter, and in this country,
at least, the gain has been considered of doubtful expediency,
certainly in case of motor systems other than three-phase.
Some experiments made by Mr. Waterman on the Valtellina
line showed that nearly 60 per cent of the total energy ex-
pended on a long grade was recovered on the descent, surely
an amount worth considering. The grade in this instance was
1.8 per cent, which shows at least a possibility of good results
on certain lines. Mr. Waterman also calls attention to the
curious result when the generator speed falls slightly on the
Valtellina line. The immediate effect is to cause return of
energy from all motors initially running near synchronism, so
that each train acts as a flywheel to soften the effect of sudden
changes of load. The result at the station is stated to be most
conspicuous.

Altogether, these two papers are very powerful pieces of
special pleading well adapted to arouse renewed interest in
three-phase traction at a time when the current of popular
opinion was setting in other directions. Current practice here
has set itself firmly against any method of traction requiring
more than the one working conductor, which is accepted as
a necessary evil. This is really the vital point in any such dis-
cussion, and we much wish that someone could and would give
us a detailed and unbiased account of the working of the over-
head system on the Valtellina Railway with a bill of repairs
for the last fiscal year.

The Wheel Question

The question of wheels is always with us, and will ever re-
main one of the problems to confront the prospective manager.
Im]5rovements have been made in motive power which have
revolutionized nearly every other portion of a road's equip-
ment, but there seems to be no future possibility of dispensing
with the use of wheels. The problem before the electric rail-
way manager, therefore, is how to secure the cheapest and
most reliable wheel per 1000 miles run. Various articles which
we have published on the subject of steel wheels for city and
interurban service have elicited the request that we should
present, if possible, further records as to the life of steel wheels
in electric railway service. Unfortunately, it is extremely dif-
ficult to present any reliable data on this important subject.
The lives of individual wheels and the records of a compara-
tively small number of wheels can be quoted under conditions
where there might be a choice between the chilled-iron wheel
and the steel wheel, but, unfortunately, most of the street rail-
way managers who are using steel wheels have not had them
in service long enough to give records which afford much of a
criterion of their life in continued service. In any comparison
of this kind the cost of turning down the steel tire until its
useful thickness is worn out should be taken into consideration
as well as the cost of grinding, boring and fitting chilled-iron
wheels as they reach the end of their useful life. If we as-
sume, for instance, that a steel tire will stand four to five
turnings, and that it will last as long as a certain number of
chilled-iron wheels in any particular service, and that the cost
of each turning will about equal that of refitting a chilled-iron
wheel to the axle, the cost of the tire can be compared directly
with that of the cast-iron wheel, although the latter should be
credited with the value of scrap. We hope to have records
available soon of the entire life of tires and their cost, which
will throw considerable light on this interesting branch of
electric railway operation.

Electricity on Mountain Railroads

There is undoubtedly a great awakening at the present time
as regards the desirability of electric traction on certain por-
tions of our steam railroads. Recent discussions on the sub-
ject have brought out the general consensus of opinion that
it will be a long time before electric traction replaces steam
locomotives entirely, but that there are a number of special
applications of electric traction to steam roads which will be
made very shortly. The three principal applications that have
been suggested are the electrical equipment of tunnels and
terminals, the electrical equipment of suburban service, and
the electrical equipment of certain portions -of steam railroads
having heavy grades and located near large water powers.
The last application is being considered more seriously than
is generally supposed. There are many important water powers
in the mountain regions that have not been developed, and, as
has been indicated in recent articles in these columns, the ex-
penses of steam haulage on heavy mountain grades are enor-
mous when compared with ton-mile expenses on prairie divi-
sions. There is also the further consideration that summer
passenger traffic on these mountain roads is made up largely
of tourists and sight-seers. They do not relish the excessive
amount of smoke and cinders that always accompanies moun-
tain climbing with a steam locomotive. Some of these moun-
tain roads run open observation cars during the summer sea-
son, but much of the pleasure derived from the open car is
counteracted by the fact that cinders are falling so thick. The
electrical equipment of such roads has many points in its favor,
both from a freight and passenger standpoint. The greatest
obstacle is the high investment per mile of track which elec-
trical equipment would involve. The traffic is often not very
heavy on some of these mountain roads, so that a large in-
vestment for electrical equipment per mile of track would in-
volve heavy fixed charges per ton mile haul. There might be
some possibility on such roads of cutting down the kilowatt
hour operating expenses by using a form of motor which will
return energy to the line on down grades. The last analysis,
however, shows that such a feature would be mainly valuable
m whatever effect it might have in reducing the investment
necessary to operate a certain road. It is mainly the maximum
load that determines the fixed charges. On mountain rack
railways, which are more numerous in Europe than in this
country, there is hardly any excuse at the present time for the
use of steam. On such a road, for example, as that operating
up Pike's Peak in Colorado, the steam locomotive can only be
regarded by the electric railway man as an unmitigated nui-
sance. The locomotive being placed on the down grade end
of the train, passengers are favored with an almost uninter-
rupted volley of cinders from one end of the trip to the other.
There is usually a strong current of air up the canons which
ihe road traverses, and this carries the smoke and cinders up
just fast enough to deposit them on the passengers. The use
of an open car, which would be highly desirable, is out of the
question. Furthermore, owing to the reciprocating action of
ihe locomotive on the various steep grades, the car is pushed
up by a series of impulses or jerks which are very unpleasant.
With water power as cheap as it is in these mountain regions,
there should be little excuse for the operation by steam of
such roads. The present high operating expenses necessitate
high fares, which in turn act to keep the traffic down. It is
safe to say that traffic is nowhere near what it would be with
the lower rates of fare made possible by electric traction.

J^TRKET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

ELEVATED CONSTRUCTION IN PARIS AND BERLIN

BY JOHN P. FOX

Mr. Arnold's report on reducing noise on the elevated loop
in Chicago opens up a very interesting future for new elevated
lines, especially if reinforced concrete can be used in place of
steel, bringing a complete elimination of noise from structural
vibration-parapets shutting in much of the noise from the roll-
ing stock. The report came at a timely moment, when several
localities were bitterly opposing further elevated construction.

TWO FORMS OF THE BALLASTED

than where the rails rested on wooden stringers. In regard
to stringers, it was thought that they reduced the noise no
more than cross-ties, but it was found recently on the Berlin
electric elevated railway that a deep stringer was quite effec-
tive in reducing noise. (See Street Railway Journal, June
4, 1904, page 842). Layers of felt or rubber between the struc-
ture and cross-ties reduced noise somewhat, but a solid wooden
floor had no apparent effect. Covering the tracks with a thin
layer of gravel had a very material effect, but the most effec-
tive remedy for noise was a regular ballasted roadbed. It was
found also that the quality and condition of the steam rolling

':, USED ON THE BERLIN STADTBAHN

One of the great advantages of a concrete viaduct would be
its light color, harmonizing well with abutting buildings, and
making up for any darkening effect of a solid floor. Iron rust
and oil from the cars would not get all over the structure as
now if parapets were used, but it would be an added improve-
ment if a ballasted roadbed were kept as clean as in Berlin and
Paris, where the gravel is as fresh as on a beach.

While subways may be best for the centers of very large
cities, elevated lines have a very important use, perhaps no more
temporary than subways, and the writer expects to show in a
future article how such lines may effect radical changes and
improvements in existing city systems. It has been found by
Mr. Arnold and others not only that noise can be practically
eliminated, both on existing roads and on new ones, but also

STANDARD VL-\DUCT DURING ERECTION. PARIS METROPOLITAN

RAILWAY

that the most critical of architects can be satisfied as to es-
thetic appearance with little or no additional expense.

It appears now that the noise question was practically set-
tled in Berlin about tv/enty-five years ago by the experiments
undertaken to determine the best construction for the steam
elevated line or Stadtbahn through the center of the city.
While much of this road consists of arched masonry viaduct,
there were 65 bridges and spans on which it was desired to
have a flooring both noiseless and watertight. After many
experiments and observations, it was found that ballast on a
solid flooring was entirely satisfactory, and so it was adopted
throughout. Some of the results of the experiments are in-
teresting. While noise was found to vary with the length of
an iron bridge, no material difference could be noticed between
plate and latticed girders, disproving the theory that plate webs
were transmitters of noise. Where the rails rested directly on
the iron structure of a bridge, there was of course more noise

stock exerted a great and remarkable influence on the quantity
of sound.

The two forms of ballasted construction adopted on the Ber-
lin Stadtbahn are very interesting, although, after twenty-five
years, improvement can naturally be suggested. The rails
throughout were carried by metal stringers of most compact
design, the gage being maintained by tie rods. The ballast
under these stringers was sometimes carried in parajlel metal
troughs, one under each rail. The intervening space was filled
with thin buckle plates to hold all water and was covered with
gravel to reduce vibration. Elsewhere the entire floor was bal-
lasted on buckle plates, which were everywhere drained into
gutters and sewers. To keep the ballast from sliding over the
floor plates, the latter were tarred and then covered with sand.

UNDER SIDE OF STEEL-FLOORED BRIDGE TO LEFT, STANDARD
BRICK-ARCHED FLOOR TO RIGHT, PARIS

This roughness was found to be enough to hold the gravel in
place without affecting drainage.

The elevated division of the Paris Metropolitan Railway pre-
sents another example of the effectiveness of a solid ballasted
floor in reducing noise. While most of the Paris lines will be
underground, it was thought best to construct something like
5 miles above ground, chiefly for topographical reasons, as for
convenience in crossing a deep valley and the Seine twice, and
two railroads. In addition to these reasons, when the Metro-
politan system was being planned, there was a strong expres-
sion of opinion in certain quarters that the Parisians would
not like to ride underground. This opinion may have had a
certain influence in keeping portions of the lines up in the
open air, although, as soon as the first underground line was
put in operation, its immediate popularity dispelled all previous
fears. While the elevated lines in Paris, with their heavy bal-
lasted floors along broad boulevards, are very quiet compared

June 24, 1905.]

STREET RAILWAY JOURNAL.

with American elevated roads, still there has been strong crit-
icism because underground construction was not adopted, at
least on the northern side of the city. The principal objec-
tions raised have been the unaesthetic appearance of an ele-

As to methods of construction, the foundation stones rest on
concrete or piles, or deep concrete piers. Longitudinal thrusts
are taken up by the frequent masonry piers, between which are
cast iron columns, which are not anchored in any way to the

LONGITUDINAL SECTION AND ELE-
VATION OF VIADUCT

CROSS SECTION OF VIADUCT,
PARIS

CAST IRON COLUMN AND
FOUNDATION

vated structure, the fear of serious noise and vibration which, foundation stones, but depend for their stability on their broad

however, have not materialized, the injury to the boulevards base, nearly 6 ft. in diameter. On the capitals of the columns,

as a place of promenade, and the greater cost over a subway. resting alternately on fixed and roller bearings, are the latticed

Where the viaduct follows closely the changing profile of the girders of varying spans, carrying transverse girders, between

boulevards, it has been compared to a roller coaster, and criti- which are turned brick arches, on which in turn is placed the

LONGITUDINAL SECTION OF STRUCTURE-CROSS SECTION OF ELEVATED RAILWAY STATION IN PARIS

cised for presenting such an unpleasant appearance. But while
some may find fault with the construction for being too heavy,
any heaviness is a great advantage in reducing vibration and
noise. Great care has been taken to make the columns, piers,
stations, fences, etc., artistic, and the station facades are espe-
cially attractive.

ballast of river gravel. The whole floor is carefully drained
in'o gutters and conductors. The minimum headroom between
the girders and the street surface at crossings is about 17 ft.,
which allows an 8-in. clearance above the highest point of any
double-deck car. The heaviest estimated weight on one track
of a short span would be that of two double-truck motor cars,

1092

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

each weighing about 70,548 lbs. The Berlin electric elevated
road was designed for loaded cars weighing about 57,320 lbs.

In crossing over the Est and Nord Railways, spans of 247 ft.
were thought too long for a ballasted floor, so the cross ties
rest directly on flat plate floors, which vibrate very loudly with
the passage of trains. But the resulting noise is not serious
because of the steam lines already existing beneath, and the
steel floored bridges afford very striking examples of the effect
of ballast on noise, for, when the thundering trains leave the
bridges for the ballasted roadbeds on each side, the rattle dies
down to a surprising degree.

The stations are of fireproof construction throughout, with
two side platforms roofed over their entire length. These
platforms are 247 ft. Gyi ins. long and 13 ft. 5^2 ins. wide, are
situated 33/^ ins. above the rails and are at a minimum height
of 20 ft. 6j/2 ins. above the street. The station walls, roofs,
and canopies are all glazed, making them very light. As the
trains on any track of the Metropolitan run to only one point,
it is unnecessary to have destination signs on the trains them-
selves, these being placed at the entrances to the platforms,
and on the platforms besides are signs telling the destination
of the trains on each track, as "Direction de Dauphine" on one
side and "Direction de la Nation" on the other. At the ter-

2, North, cost from $392,640 to $534,400 per mile, the elevated
sections cost at the rate of $819,200, $926,400, and $1,135,680
per mile — the last being the section with three long, steel-
floored bridges.

•

NEW ARRANGEMENT OF TIME-TABLE ON THE CINCIN-
NATI, DAYTON & TOLEDO TRACTION COMPANY

The Cincinnati, Dayton & Toledo Traction Company, in
issuing its new time-tables for this season, has adopted a some-
what novel arrangement. All the schedules for the system are
contained in one book, 13J4 ins. long x 9I/2 ins. high, bound
with flexible paper covers. The first page of the book contains
the time-tables for all United States mail cars on the several
divisions. On the second page is a list of the surgeons in the
different towns who are retained by the company to attend
cases in the event of accident on the road. The list gives the
name, address and telephone call of the surgeon at each place,

RAISING A CAST IRON COLUMN

VIADUCT ON A BOULEVARD

STEEL WORK ON UNDER SIDE OF
VIADUCT

minals are further signs showing where to transfer for differ-
ent connecting lines. The Paris operating system in this re-
spect, by avoiding all junctions, simplifies conditions at way
stations, but may tend to increase congestion at transfer points.

Some account was given in the Street Railway Journal
for Dec. 31, 1904, of such features of the Paris elevated lines
a: the cars, bridging the Seine, and the general cost of con-
struction. The new cars on the northern lines are especially
roomy and comfortable. They have an abundance of plated
posts and rods to take hold of, and which rest on the backs of
the seats ; convenient baggage racks are overhead ; the ven-
tilating transoms are easily accessible; the aisles are very
wide, and the cars are furnished with compact seats facing each
other. With the two double doors for 25 seats, passengers
can be handled very quickly.

The steepest gradients occur on the inclines between the
elevated and unde'rground lines, there being two of 4 per cent,
on the northern line (Line No. 2, North). The minimum
radius is 246 ft. The unusually substantial construction of via-
duct and stations made the cost far higher than with under-
ground work. Whereas the underground sections of Line No.

and also of an alternate, and train crews are instructed to
call the nearest company surgeon or the alternate when a
doctor's services are required.

The next three pages contain general rules for the guidance
of train crews with reference to signals and the movement of
trains. These rules are unusually complete, and in view of the
interest in rules for securing greater safety precautions on in-
terurban roads, the following abstract is made of those per-
taining to the movement of trains:

BLOCK SIGNALS TO BE USED BY MOTORMEN AND
CONDUCTORS

42. Signal lights must be used in running between all
switches where the same are provided, unless otherwise ordered
by the despatcher. If for any reason the signal lights are not
working, you must not proceed without orders from the de-
spatcher to do so, excepting as follows :

A. Regular Trains. — If for any reason you cannot get the
despatcher by 'phone, you will proceed on regular schedule,
passing regular trains at schedule passing points, and notify
the despatcher of the trouble as soon as possible.

June 24, 1905.]

STREET RAILWAY JOURNAL.

1093

B. Extra Trains. — If for any reason the signal lights are
not working and you cannot get the despatcher, you must wait
for the next regular train, and run as second section to the reg-
ular train, until you can get orders from the despatcher.

C. Work trains will be permitted to work between switches
without signal lights only on orders from the despatcher.

D. Work trains, when working between switches near a
curve or any place where your car cannot be clearly seen for a
distance of 1000 ft., 10 poles each way, the conductor of the
work train must go at least 10 poles in the direction from which
the next car is due and fiag the approaching train.

SIGNALS TO BE USED BY TRACK, BRIDGE AND LINEMEN

43. The following rules and signals must be used and ob-
served by trackmen, bridgemen and linemen for the protection
of all, whenever work is being done upon track, bridge or line.

Two sets of signals shall be used. One to indicate danger ;
the other to indicate caution. The signal shall in every case
be displayed 1000 ft. (10 poles) on either side of the point at
which the workmen are engaged.

A. A red flag by day and a red and white light together, or
either one alone placed between the rails, at night will indicate
danger, and all trains must be brought to a complete stop when
these signals are displayed. A train brought to a stop by those
signals will not proceed until the signals have been removed
by some authorized person.

B. A red flag by day and a red and white light, or either
one alone by night placed at the right side of the track, will
indicate caution, and whenever those signals are displayed all
trains must immediately be brought under perfect control and
proceed cautiously, expecting to be stopped at any time, until
they have passed a similar signal.

CLASSIFICATION OF TRAINS

44. All trains are designated either as regular or extra. All
regular trains are scheduled on time-table, and one or more
cars carrying a marker will be considered a train or section of
a train. Each section of a train, except the last, must carry
the proper signals to indicate that a train is following.

45. Extra trains are not shown on time-table, and they have
no rights except those given them by the train despatcher.

MOVEMENTS OF TRAINS

46. All scheduled trains have equal rights to scheduled
meeting points, and all sections of trains have equal rights, un-
less otherwise provided by order.

47. No train will leave a station or siding before the time
set for it, or without a signal from the conductor.

48. Extra trains must not be run without orders from the
despatcher.

49. Extra trains must clear the time of scheduled trains by
two minutes except at meeting points made by order.

50. All trains will report to train despatcher before leav-
ing terminal stations, also at meeting points if opposing train
is not there.

51. (A) Crews on trains unable to make schedule time
must report to despatcher at once.

(B) Crews on trains running late and passing on sidings
other than regular schedule passing sidings must report to
despatcher where passing opposing trains unless otherwise
ordered.

52. All trains must come to a full stop before crossing any
steam railroad tracks, and conductor must go ahead and look
up and down steam railroad tracks to see that no steam train
is approaching before he signals his train across. Motornian
must not start his train until he receives a signal from the
conductor.

53. All trains must stop before crossing a switch at the in-
tersection of two or more of this company's lines, or at the

intersection of the lines of this company with those of another
electric railway, and the motorman must not start his train
until he receives a signal from the conductor to do so.

54. The first train reaching meeting siding must take siding
for opposing train.

55. All trains will approach meeting points under perfect
control, and must not attempt to pass until signals and switches
are seen to be right and train taking siding is known to be
into clear.

56. Conductors and motormen will Ije held equally respon-
sible for adjustment of switches used by them

57. The headlight must not be cut out or concealed when
taking siding to meet another train until after the train clears
the main track or when standing to clear at the end of double
track or at a junction point.

Headlight must be exposed at all time when not clear of
main track.

58. (A) All interurban trains must report to despatcher
at terminal stations and sidings Nos. 30 and 61.

(B) All trains entering on or leaving branch lines must
report to despatcher at junction.

(C) Where a layover is had the crew must report when
arriving and before leaving unless otherwise ordered.

59. No excuse of any kind will be accepted for passing
switches ahead of time.

60. Train must not be run backward for any great dis-
tance without turning trolley.

EXTRA TRAINS

61. All trains not represented on the time-card arc termed
"Extra," and must carry a white signal.

62. When regular trains are running late, under no circum-
stances must extra trains proceed into a block until notified to
do so by the despatcher.

63. Should an extra train meet a regular train on regular
schedule passing siding, extra must release block in rear, and
both regular and extra crews call the despatcher for orders.

64. Should extra train come to a siding where it should
pass a regular train, and the regular is not blocked in, extra
crew must release block in rear and call up despatcher for
orders. If you cannot get the despatcher by 'phone, lie there
until regular comes up going in same direction, and run as
second section to destination.

65. If for any reason a train may be lying on the siding
and not using the signal lights, the crew must watch signals
very closely and notify crews on trains passing that siding, if
signal light is against them.

Both motorman and conductor on waiting train will be held
equally responsible for the observance of this order.

WORK TRAINS

66. Work trains have no right on main line, except those
given by the despatcher, and must clear the time of all regular
trains.

TRAIN ORDERS

67. Special orders directing movements varying from or
in addition to the time-table will be issued by the authority and
over the signature of the train despatcher.

68. To obtain orders, conductors of trains will call the
despatcher, who will give such orders as are necessary.

The conductor will repeat his orders to his motorman as
soon as received and before leaving siding.

69. Each train order must be written by the conductor as
received by the motorman on the form provided, and not from
memory or memorandum. When the writing is finished, the
motorman will repeat the order to the despatcher, who will say
"complete," if found correct, giving the time and the initials
of his name, after which the order is effective. If the wires
should fail before "complete" is received, a train order is non-
effective or of no force.

1094

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

70. After receiving an order, the motorman will repeat it
to the conductor, who will acknowledge receipt of the order
by signing his name on the face or the order. Orders must be
signed by both motorman and conductor before the train leaves
the siding.

71. Train orders must be brief but plain, and on the pre-
scribed form, whenever applicable.

72. All orders used by motormen and conductors must be
sent by them daily to the division superintendent.

73. A train of whatever class must be governed strictly by

No. 35 without reporting to and getting an order from the
train despatcher.

Nov. I, 1903.

Order No. 12.

To Conductor and Motorman.
Train No. . . ., Motor No. 23, at Siding No. 44.
Run as first section Train No. 34, Siding No. 68, to Dayton.
Complete 6:25 p. m. Despatcher.
A train receiving an order to run as first section of any train
will display green signals between the points named in the

TRAIN NUMBER

1

3

37

39

4

Express

99

101

TRAIN NUMBER.

STATIONS.

SIDING
NO.

MILE-
AGE.

Note.
A.M.

D.
A.M.

D.

A.M.

D.

A.M.

D.

A. A

D.ex.S.
A.M.

D.
A.M.

SIDING
NO.

STATIONS.

Cinciuiiati

6

.0

8 50

9 2

1 12 00

12 20

6

Cincinnati

Big Fill

8

1.8

8

Big Fill

C. & N. W. June...

10

3.0

9 05
9 07

9 35
9 47

\e 12

10

C. & N. W. June.

College Uill

11

3.44

io\

12 33

11

College Hill

Mt. Healthy

13

5.4

I V

12 40

13

Mt. Healthy

N. Burlington

20

7.4

\20

9 50

10 20

1^45

20

N. Biirlinprton

SECTION OF THE SCHEDULE ON THE MAIN LINE OF THE CINCINNATI, DAYTON & TOLEDO TRACTION COMPANY

the terms of the order addressed to it, and must not assume
rights not conferred by such order.

74. Orders once in effect continue so until fulfilled, super-
seded or annulled.

75. The following form of train orders will be used in move-
ment of trains on the road. Train despatcher may differ from
these forms as the case may require :

Nov. I, 1903.

Order No. 10.

To Motorman and Conductor.

Train No. 35, Motor No. 22, at Siding No. 32.

order without further orders from the despatcher. A train
receiving an order to run as a section other than the first sec-
tion will not display green signals unless so specified in the
order.

Nov. I, 1903.

Order No. 13.

To Conductor and Motorman.

Train No Extra Motor No. 100, at Siding No. 66.

Report at Siding No. 70.

Complete at 3 45 p. m. Despatcher.
An order to report at a siding or a station does not give any

Miles
per Hr.

Time Go
one mile

r>

<»

7

s

9

10

11

12

13

14

417.1"

......

15

10

17

18

19

12'00."

lO'OO.'

S'43.3"

7'30."

6'40."

6'00."

S'27.3"

S'OO."

4'36.0"

4'00."

3'45."

3'31.8"-

3'20."

3'06.5"

Miles
per Hr.

21

22

23

24

25

2ii

27

2.S

29

30

31

32

33

34

Time Go
one mile

1

3'00. i2'51.4"

2'43.6"

2'36.5"

2'30."

2'24."

2'18.5"

213.3"

2'08.6"

2'04.1"

2'00."

loG.l"

r52.5"

1'49.1"

1'45.9"

Miles
per Hr.

1'40."

M

38

39

40

41

42

43

44

45

10

47

48

49

Time Go
one mile

1'42.8"

r37.3"

1'34.7"

l'32.3"

1'30."

1'27.8"

r25.7"

1'23.8"

1'21.8"

1'20."

11S.2"

116.6"

115."

L13.5

Miles
per Hr.

r>i

52

r>3

54

55

50

57

58

59

CO

0 1

03

03

04

Time Go

one mile

l'\2."

110.6"

r09.2"

1'07.9"

1'06.7"

1'05.5"

r04.3"

1'03.2"

ro2.i"

I'Ol."

roo."

59."

58."

57."

56."

TABLE SHOWING THE TIME NEEDED TO RUN 1 MILE AT SPEEDS FROM 5 MILES TO 64 MILES AN HOUR

Meet Train No. 38, Motor No. 21 at Siding No. 35.
And run schedule.

Complete 7 :53 p. m. Despatcher.

This is called a meet order ; this order gives train No. 35 the
right to proceed to siding No. 35, and after meeting train No.
38, they may proceed to their next scheduled meeting point.

Nov. I, 1903.

Order No. 11.

To Motorman and Conductor.
Train No. 35, Motor No. 22, at Siding No. 32.
Proceed against all other trains to Siding No. 35, and report.
Complete 7:54 p. m. Despatcher.
This order gives train addressed the right to proceed from
liding No. 32 to siding No. 35. They must not leave siding

rights to the train addressed. It merely means that they are
to report at that point when they get there, and they must not,
under any circumstances, leave the siding designated in the
order without reporting to the despatcher.

Nov. I, 1903.

Order No. 14.

To Conductor and Motorman.

Train No. 12, Motor No. 23, at Siding No. 36.

Train No. 13 is annulled between Hamilton and Cincinnati.

Complete at 10:10 a. m. Despatcher.

A train receiving an order that a train is annulled between
any two points will run as though the train annulled did not
exist on the schedule between the points mentioned in the order.
If order merely states that a certain train is annulled, but does

June 24, 1905.]

STREET RAILWAY JOURNAL.

not say between what points train is annulled, you will run
the same as if said train did not exist on the schedule. Any
section of a train may be annulled between any two pomts.

Nov. I, 1903.

Order No. 15.

To Conductor and Motorman.

Train No. ist 34, Motor 24, at Siding No Middlctown.

Take down signals at Middletown.

Complete 7 p. m. Despatcher.
Train addressed will take down their signals at points des-
ignited in order and run as Train No. 34.

Nov. I, 1903.

Order No. 16.

Train No. . . ., Motor No. 15, at Siding No. 44.
To Conductor and Motorman.

Run extra Siding No. 44 to Trenton, work extra between
Trenton and Siding No. 20, from 6 a. m. to 8 p. m.

Complete 5 a. m. Despatcher.

This order gives extra No. 15 the right to leave siding No.
44 upon the completion of the order, provided he clears regu-
lar trains according to schedule. He has no right to leave
Trenton until after 6 a. m. After 6 a. m. he has a right to
work any place between Trenton and siding No. 20, keeping
clear of all regular trains.

The next five pages are devoted to the schedule tables, which
are printed in large, clear type. A section of the schedule for
the main line is shown on page 1094.

The following explanation of the time-table is given :

17. The time-table is the general law governing the arriv-
ing and leaving time of all scheduled trains at all scheduled
sidings or stations.

18. Where only one time is shown on time-table this will
be understood to be the leaving time. Where two times are
shown at one place, the earlier time will be the arriving time

■and the later time the leaving time. Regular trains are des-
ignated by numliers at the head of the time schedule.

19. Regular meeting points are indicated on the time-table
by figures of full-faced type with black background.

Trains in either direction of the same class have no superior
rights over trains in opposite direction, but will meet trains as
per time-table, unless otherwise ordered by the despatcher.

On the last page of the time-table book is given for the in-
formation of employees a table showing the time necessary to
go I mile at various speeds from 5 m.p.h. to 64 m.p.h. This
table is reproduced herewith. In conjunction with this and
the distances in fractions of a mile which are given on the time
schedules, the train crew can readily determine how long it
will take them to reach any designated siding or station.

*^

ELECTRICAL FEATURES OF BLOCK SIGNALING

PROPOSED SCHEME FOR THE PARTIAL ELECTRIFICATION
OF THE MAURITIUS GOVERNMENT RAILWAYS

The report has just come to hand of G. McAlpin, Govern-
ment electrical adviser, regarding the partial electrification of
the Mauritius Government Railways. The plan is gradually
to electrify the entire system, but for the present plans are
made only for the conversion of that portion of the line be-
tween St. Louis and Forest Side, a distance of 16^ miles.
The third-rail system will be adopted. A main power station
will probably be erected at Port Louis, the terminus of the
line, and there will be sub-stations at Beau Bossin and Phoe-
nix, and battery stations at Coromandel and Near Curepipe.
The cars will be equipped with the multiple-unit system ot
control. Each train will be made up of two cars equipped
with four 50-hp motors. Electric locomotives will be used for
hauling freight. To avoid complications in terminal yards it
is proposed to install the overhead trolley. The report is very
elaborate, going into details of cost of the equipment.

In a paper on this subject, read at the convention this week
of the American Institute of Electrical Engineers, L. A. Thul-
len described some of the latest features of railroad block sig-
naling, in which he said electricity is now the principal element.

The problem on electric railways differs from that on steam
railways inasmuch as in the latter the track can be divided into
insulated sections. In the Boston Elevated installation one rail
was made continuous for the return and the other sub-divided
into sections. On the North Shore Railroad in California, and
in the New York Subway, alternating current is used to operate
the signals.

In the systems just dcscril)ed, only a small current traverses
the sectional rail. Means more recently devised, wherel>y Ijoth

RAllWAV OENEflATOP

1

-(NDUCTIVE RAIL BONO

TRANSFORMER

A.C.

GENERATOR

r0

i

FIC. 1.— DIAGRAM OF WIRING FOR RETURN CURRENT,
UTILIZING BOTH RAILS

rails can be utilized to a greater extent for the return current,
are shown by Fig. i, in which A-A are block-sections, from
2000 ft. to 4000 ft., in length, B-B are inductive rail-bonds of
a few turns of copper conductor of about 1,000,000 cm. cross-
section. C-C are transformers supplying current to the track,
and D-D are relays operated by alternating current only, con-
trolling the signals through the local circuit E- They are
similar to those used in the New York Subway.

The transformer is designed to have a large amount of mag-
netic leakage when the secondary is short circuited by a train
in the block, thereby reducing the electromotive force of the
secondary and the energy absorbed at that time.

The inductive rail-bond is shown in detail in Fig. 2. The
bond is composed of a few turns of bar copper, and adds but
small resistance to the track section; in fact, the actual increase
of resistance in a track section 3000 ft. long, due to the addition

FIG. 2.— DETAIL OF INDUCTIVE RAIL-BOND

of these bonds, is only one-half of i per cent; or in other
words, the efficiency of the track return is 99.5 per cent.

As shown in Fig. i the propulsion current traversing each
rail divides and traverses the bond in opposite directions,
thereby neutralizing the magnetic action of the direct current;
while the alternating current traverses the bond in only one
direction, making the bond inductive to the track current.

The question naturally arises: will the resistance of both
ra'ls be equal? It is not assumed that they will be, and this

1096

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

is taken care of by making the iron core of the inductive rail-
bonds with an open magnetic circuit, the opening being made
so large that no excessive unbalancing of the current between
the rails will change the inductive effect of the bond.

A relay similar to that employed on the North Shore and
New York Subway systems is used in this system, the only
changes being of minor importance. The electromotive force
at the relay is a little more than i volt. In blocks 3000 ft.
long there is a pressure of about 6 volts at the transformer, the
difference being due to the high impedance of the rail with the
alternating current.

The relay is placed at the entrance end of a block and the
transformer at the exit end. With no train in a block, the
energy absorbed l)y each block is approximately 50 watts.
When a train enters the block at the relay end, the energy is
seldom more than 75 watts, and about 300 watts when the
train is exactly opposite the transformer. As the train is ex-
actly opposite the transformer but a few seconds at a time, the
average actual energy consumed is quite small.

LIGHT SIGNALS

In the East Boston Tunnel light signals only are used, as
shown in Fig. 3. The signals have two colored lenses, red for
danger and green for safety. The signals are lighted by two

FIG. 4.— LIGHT SIG-

FIG. 3.— LIGHT SIGNALS USED IN NALS FOR ELEC-

EAST BOSTON TUNNEL, CON- TRIFIED SUB-

SISTING OF 4-CP, oO-VOLT LAMPS WAY DIVISION

IN MULTIPLE OF LONG ISLAND

RAILROAD

4-cp 50-volt lamps connected in multiple. The lamps are placed
close together, and in line with the lens, the focus of the lens
being midway between the two lamps. Very little difference
in the action of the lenses is noticed by this arrangement.
Low-efficiency lamps with a coiled filament are used ; on ac-
count of their low pressure and low efficiency these lamps
have long life. Being connected in multiple, both would have
to be out at once before the signal would be out of commis-
sion ; even then there would be no danger, as no light in a
signal is considered a danger signal. The current for the lights
is furnished from a separate winding on the transformer.

Electrically-lighted signals are fast displacing the oil-lighted
ones. They were adopted on the New York Subway after very
careful consideration, and their continued satisfactory working
has more than justified their adoption. In an installation of
this kind men are not required to fill and clean lamps. This
means great saving in the cost of labor, and perhaps of Hfe;
for in a place like the Subway, where space is limited and the

trains are constantly running, it is of very great importance
that the maintenance crew be kept as small as possible.

In the East Boston Tunnel the lamps are lighted and extin-
guished back of the different lenses by means of front and back
contacts on the track relays, the contacts being made between
platinum and carbon, as no two metals could be used on account
of the liability of fusing by arcing or lightning.

At this point it may be said that the layman usually believes
that the rails of a track are less likely than any other part of
the signal system to be struck by lightning, or to carry currents
induced by lightning. Yet this is one point signal men have
to contend against. The inductive discharge between rails is
considerable, and numerous relays have been burned out or
injured by lightning, notwithstanding they were built in the
best possible manner, and all parts tested by an alternating
current of 5000 volts as an insulation breakdown test.

LONG ISLAND RAILROAD SIGNALING SYSTEM

In the electrified subway portion of the Long Island Rail-
road electrically-lighted signals only are to be used. The sig-
nals are shown in Fig. 4 Four lights will be used : the two
upper ones being the signals for the adjacent block, and the
two lower ones for the second block in advance. The upper
lens is red, danger; the one below, green, or safety: the upper
one of the two lower lenses is yellow, or caution, and the
lower one green, or safety.

On the elevated and surface portions of this road it is
planned to use signals of the two-arm type operated by electric
motors from storage batteries of six cells each, the batteries
being charged by current taken from the third rail through
a suitable resistance. About 250 of these signals are to be
installed. Current at 2000 volts and 25 cycles will be furnished
the signaling system hy mains extending the length of the
track.

FREIGHT TRAFFIC ON ELECTRIC INTERURBANS

IT. H. Polk, president of the Interurban Railway Company
of this city, read an interesting paper before the Iowa Rail-
way Club at its monthly meeting in this city June 12, on the
subject of "Freight Traffic of Interurban Roads." Mr. Polk
showed the possibilities for freight business along interurban
lines were but little appreciated and developed. He quoted fig-
ures from the 1900 census showing that 91 per cent of the
total earnings of all interurban roads in the United States were
derived from passenger traffic, only 5.6 per cent from freight
and express, and the remaining per cent from electric light and
power service along the line. He compared this showing with
the earnings of steam roads, stating that 70 per cent of the
gross earnings of steam lines was derived from freight traffic
and 30 per cent from passenger business. While he did not
maintain that the same relative proportion between the two
classes of business would ever be reached by the interurban
roads, yet he pointed out the possibilities of the freight busi-
ness for interurbans which would greatly increase that depart-
ment of traffic if they would only be developed. Mr. Polk took
the position that in order to develop properly this phase of the
interurban business, it should be the policy of all interurban
companies to put in side tracks, stock yards and loading chutes
wherever it is shown they will be used. A shipper does not
then have to drive his stock several miles to reach a stockyard
and saves the resulting shrinkage and has his choice of the
steam roads over which to ship his stock to the large terminal
cities, thus enabling him to obtain the lowest rate and the short-
est route. Interurbans afford an easy access to a market for
sufficient of the garden truck of the farmers to more than pay
the taxes, while a considerable portion of this garden truck is
now allowed to go to waste.

June 24, 1905.]

STREET RAILWAY JOURNAL.

1097

HINTS TO CONDUCTORS ON THE USE OF THE VOICE

In a recent interview with a representative of the Street
Railway Journal, Prof. S. S. Curry, head of the Boston
School of Expression and a well-known expert on the subject
of voice culture, gave a number of valuable suggestions on the
instructing of conductors with respect to the use of the voice
when announcing the names of streets. Prof. Curry empha-
sized the po.int that the conductor, when calling streets, should
be trained always to speak directly to somebody. He should
not speak vaguely or indefinitely into the air, and it is a good
rule never to announce anything in the sense of shouting out
without regard to the persons for whom the information is in-
tended. The conductor should make it a rule simply to step
forward so his head is within the car and tell the passengers
in a natural voice where they are. The voice is unconsciously
directed by the mind, modulated and colored by the attitude
toward others, and by the person, or persons, to whom the
words are spoken. The habit of merely roaring out or "an-
nouncing" streets is very bad in itself, and leads to a long
train of evils. The conductor should open the door and ad-
vance his head sufficiently so that his voice will pass into and
fill the car.

Conductors often speak indistinctly and run the syllables of
words together because the calling of the streets is perfunctory,
and only now and then is the interest of the conductor awak-
ened. It should also be remembered that loudness or strength
of voice is not what enables people to comprehend what is said.
A speaker is understood on account of the naturalness and
richness of the tone ; on account of its supports — that is, the
amount of breath he has in his lungs, and on account of the
distinctness of the articulation. By distinctness must not be
understood constricted or labored articulation, but simply that
each element is unmixed with other elements. There are sev-
eral things that enable persons to be heard at a distance, but
mere loudness is the least of them.

The greatest trouble is with the vowels, especially with the
unaccented vowels. In the word Massachusetts, for example,
rarely are all the syllables heard. The vowels in the first
two unaccented syllables are those that are omitted. The
same is true of a word like Amsterdam. The passenger may
catch the last syllable, but that is about all.

One of the chief reasons, therefore, for words being easily
heard is the vocal quantity — that is, especially the value, the
right relative value given to all vowels and especially to un-
accented vowels. Careless speakers generally speak but one
vowel, the vowel that happens to fit the mouth.

In a word, each conductor should be instructed as follows :
Speak always to somebody ; keep a social and sympathetic at-
titude toward the passengers. Open the door and say to them,
kindly and politely and definitely, where they are, giving them
as simply as possible the name of the street or hotel. Use al-
ways the natural key of the voice. Speak as easily but definitely
as possible. Take care of the little vowels. Bring out the
rhythmic harmony of words. Always put kindness and in-
terest into the voice.

»♦♦

GROSS RECEIPTS FOR 1904

The publication of American Street Railway Investments for
1905, "The Red Book," makes available the figures for 1904
of the principal electric railways in the country. A total of
405 companies presented detail reports of operation for 1903
and 1904, and their totals, as printed in "The Red Book,"
are given below. It should be stated that these reports do not
in all cases represent receipts from the same amount of track
for 1903 and 1904, and that the increase, in a number of ex-
amples, is due to consolidations. The fiscal year of the com-

panies reporting is also not the same. Thus, the report for
most of the roads in New York State is for the year ending
June 30, 1904, and those for the roads in Massachusetts for
Sept. 30, 1904. The reports of companies in the other States
are in most cases either for one of the two periods mentioned
or for the calendar year.

In a few cases it has been impossible to present a satisfactory
report for 1904, owing to consolidations recently in progress.
The two most conspicuous examples are perhaps the Public
Service Corporation of New Jersey and the Consolidated Rail-
ways Company, of New Haven. Both of these companies have,
therefore, been omitted from the tables below, except where
they are represented by certain of their sub-companies.

The reports, as printed, show 43 companies having gross re-
ceipts of over $1,000,000; 30 companies with receipts between
$1,000,000 and $500,000; 144 companies with receipts between
$500,000 and $100,000; 106 companies with receipts between
$100,000 and $50,000, and 82 companies with receipts between
$50,000 and $25,000.

The 1905 edition of "The Red Book" contains 415 pages of
statistical matter, an increase of fifty-three pages over the
edition of 1904. This is due partly to the addition of reports
from new roads, partly to statements of earnings from roads
which have not hitherto reported, and partly to the addition of
statistical information which has not been published in pre-
vious editions of the annual.

A comparison of the gross receipts for 1903 and 1904, of the
principal companies reporting, follows :

COMPANIES HAVING GROSS RECEIPTS FOR I904 OF OVER

$ 1 , 000, 000.

NAME OF COMPANY. I9O3. IQO^.

New York City Ry. Co., New York, N. Y.. . .$15,273,363 121,894,004
Philadelphia Rapid Transit Co., Philadel-
phia, Pa 15,436,574 16,096,362

Brooklyn Rapid Transit Co., Brooklyn, N.Y. 13,557,814 14,950,562

IVIanhattan Ry. Co., New York, N Y 12,551,197 14,529,190

Boston Elevated Ry. Co., Boston, Mass 12,019,371 12,436,594

St. Louis Transit Co., St. Louis, Mo 7,295,847 fg, 977, 564

Pittsburg Railways Co.; Pittsburg, Pa 9,1(36,083 8,665,196

Chicago City Ry. Co., Chicago, 111 6,435,565 6,668,979

United Railroads of San Francisco, San Fran-
cisco, Cal 6,243,219 6,652,630

Massachusetts Elec. Companies, Boston, Mass. 6,333,911 6,380,863
United Rys. & Electric Co. of Baltimore,

Baltimore, Md 5,571,003 5,451,180

North Jersey Street Ry. Co., Jersey City, N. J. 4,638,891 4,854,453

Detroit United Ry., Detroit, Mich 4,425,837 4,584,582

Cleveland Electric Ry. Co., Cleveland, O. . . . 2,613,049 4,344,943
Twin City Rapid Transit Co., Minneapolis

and St. Paul, Minn 4,063,938 4,308,080

Cincinnati Traction Co., Cincinnati, 0 3,697,962 3,770,022

Kansas City Ry. & Lt. Co., Kansas City, Mo. 3,187,701 3,403,125

International Ry. Co., Buffalo, N. Y 3,663.829 3,345,574

Milwaukee Elec. Ry.& Lt. Co. .Milwaukee, Wis. 3,096,324 3,285,378

The Rhode Island Co., Providence, R. 1 2,584,153 2,754,655

Washington Ry.& Elec. Co., Washington, D.C. 2,462,294 2,644,360

Montreal Street Ry. Co., Montreal, Can 2,222,788 2,463,825

Toronto Ry. Co., Toronto, Ont 2,172,088 2,444,534

Seattle Electric Co., Seattle, Wash 2,096,726 2,321,235

Jersey City, Hoboken & Paterson Street Ry.

Co., Hoboken, N. J 2,076,148 2,169,014

Metropolitan West Side El. Ry. Co., Chicago. 2,153,184 2,160,941

Georgia Railway & Electric Co., Atlanta, Ga. 1,328,995 2,112,973

Louisville Ry. Co., Louisville, Ky 1,941,599 2,048,263

Toledo Railways & Light Co., Toledo, O. . . . 1,663,793 1,752,602

Northwestern Elev. R. R. Co., Chicago, 111. 1,542,040 1,724,930

United Traction Co., Albany, N. Y 1,624,305 1,704,742

Coney Island & Brooklyn R.R. Co., Brooklyn. 1,605,300 1,648,995

South Side Elevated R. R. Co., Chicago, 111. 1,679,310 1,574,828

Capitol Traction Co., Washington, D. C 1,435,054 1,536,080

Rochester Ry. Co., Rochester, N. Y 1,324,353 1,499,719

Connecticut Ry. & Ltg.Co., Bridgeport, Conn. 1,228,633 1,426,160
Worcester Consolidated Street Ry. Co.,

Worcester, Mass 1,324,495 1,336,441

Indiana Union Traction Co., y\ndcrson, Ind.. 1,118,951 1,341,237

Columlnis Ry. & Light Co., Columbus, O.... 1,284,035 1.328,802
Cincinnati, Newport & Covington Ry. Co.,

Cincinnati, 0 1,224,352 1,293,419

Havana Electric Ry. Co., Havana, Cuba 1,084,508 1,270,624

Oakland Transit Consolidated, Oakland, Cal. 1,137,041 1,258,136

Washington Water PowerCo., Spokane, Wash. 801,253 1,029,006

Total, 43 companies $178,326,876 $198,644,802

1098

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

COMPANIES HAVING GROSS RECEIPTS FOR I9O4 BETWEEN
$1,000,000 AND $500,000.

NAME OF COMPANY. I9O3. I9O4.

Illinois Tiaction Co., D.Tnville, III $813,859 $979,078

Springfield St. Ry. Co., Springfield, Mass ... 915,876 947,863
Brooklyn, Queens County & Suburban R. R.

Co., Brooklyn, N. Y 867,371 938,604

Hartford Street Ry. Co., Hartford, Conn.... 813,799 898,001

Northern Ohio Traction & Light Co., Akron, O. 882,276 895,731

Scranton Ry. Co., Scranton, Pa 827,778 873,627

Syracuse Rapid Transit Ry. Co. .Syracuse, N.Y 753,277 839,373

Lehigh Valley Traction Co., Allentown, Pa. 811,668 837,632

Schenectady Ry. Co., Schenectady, N. Y. . . . 648,763 837,119

Chicago & Oak Park Elec. Ry. Co., Chicago 834,059 824,931
Wilkcs-Barre & Wyoming Valley Traction Co.,

Wilkes-Barre, Pa 804,182 805,179

Hamilton Cataract Power, Light & Traction

Co., Hamilton, Ont 651,724 761,170

Portland R. R. Co., Portland, Me 680,210 732,969

Utica& Mohawk Valley Ry. Co., Utica, N.Y. 621,976 728,811

Grand Rapids Ry. Co., Grand Rapids, Mich.. 725,128

United Power & Transportation Co., Phila.. 747,024 708,512
Fonda, Johnstown & Gloversville R. R. Co.

Gloversville, N. Y 485,343 675,575

New York & Queens County Ry. Co., Long

Island City, N. Y 619,434 661,760

Lake Shore Electric Ry. Co., Cleveland, O.. 616,484 659,873

Duluth Street Ry. Co., Duluth, Minn 622,045 619,172

United Traction Co., Reading, Pa 600,368 609,806

Fort Wayne & Wabash Valley Traction Co.,

Fort Wayne, Ind 597,611

Tacoma Ry. & Power Co., Tacoma, Wash... 493,587 579,367
Terre Haute Electric Traction & Light Co.,

Terre Haute, Ind 474,250 569,429

Charleston Consolidated Ry., Gas & Electric

Co., Charleston, S. C 538,173 558,046

Crosstown Street Ry. Co. of Buffalo, BufTalo,

N.Y ..." 545.791

Savannah Electric Co., Savannah, Ga 519,774 544,144

Pittsburg, McKeesport & Connellsville, Ry.

Co., Pittsburg, Pa .'. 514,886

Central Pennsylvania Traction Co., Harris-
burg, Pa 510,860

Cincinnati, Dayton & Toledo Traction Co.,

Hamilton, 0 489,493 502,990

Total, 30 companies -.$17,132,793 $21,483,088

COMPANIES HAVING GROSS RECEIPTS FOR I904 BETWEEN
$500,000 AND $100,000.

NAME OF COMPANY. I9O3. I9O4.

Paget Sound Electric Ry. Co., Tacoma, Wash. $441,466 $499,148
Milwaukee Light, Heat & Traction Co., Mil-
waukee, Wis 452,931 492,228

Hudson Valley Ry. Co., Glens Falls, N. Y.. 1-1349,218 488,672
Cleveland & Southwestern Traction Co.,

Cleveland, 0 445, 168 475,361

Conestoga Traction Co., Lancaster, Pa 409,182 468,762

Chicago & Milwaukee Elec. R. R. Co.,

Chicago, 111 292,247 464,655

American Railways Co., Philadelphia, Pa .. . 423,027 443,196

Norfolk Ry. & Light Co., Norfolk, Va 407,049 429,845

Aurora, Elgin \' Chicago Ry. Co., Chicago, 111. 191,174 427,530

Canton-Akron Ry. Co., Canton, 0 385,752 424,326

Trenton Street Ry. Co., Trenton, N. J 421,640 421^941

San Francisco, Oakland & San Jose Ry. ,

Oakland, Cal .'. . 419,349

City Ry. Co., Dayton, O 376,410 403,781

Boston & Worcester Electric Companies,

Boston, Mass 171, 345 400,022

Altoona & Logan Valley Elec.Ry.Co.,Altoona,

Pa 191,084 395,590

Ottawa Electric Ry. Co., The. Ottawa, Ont.. 348,888 384,939

Holyoke Street Ry. Co., Holyoke Mass 369,337 383i4"li

Halifax Elec. T'way Co., Ltd., Halifax, N. S. 365,375 379,465
Elgin, Aurora & Southern Traction Co.,

Aurora, 111 453,380 379,045

Union Street Ry. Co., New Bedford, Mass. . . 366,158 369,420
East St. Louis & Suburban Ry. Co., East St.

Louis, 111 292,228 366,591

Houston Electric Co., Houston, Tex 416,124 357,183

Norfolk, Portsmouth & Newport News Co.,

Norfolk, Va 342,247

Johnstown Passenger Ry. Co., Johnstown, Pa. 329,778 340,070

VVinnipeg Electric Ry. Co., Winnipeg, Man. . 568,226 338,503

Lexington Ry, Co., Lexington, Ky 315,461 335,464

Richmond Light & R. R. Co., S. I., N. Y... 291,219 329,934

Chester Traction Co., Chester, Pa 326,805 320*419

Chicago & Joliet Electric Ry. Co. , Joliet, III , . ;507,9I3 3i6!867

NAME OF COMPANY. 1903- 1904-

Schuylkill Valley TractionCo.,Norristown, Pa. 302,258 312,463
Indianapolis & Northwestern Traction Co.,

Indianapolis, Ind 302,283

People's Ry. Co., The, Dayton, 0 265,366 298,158

New Jersey & Hudson River Ry. & Ferry

Co., Hackensack, N. 1 199,891 293,490

Jacksonville Electric Co. , Jacksonville, Fla . . 248,650 290,498
Manchester Street Ry. Co. , Manchester, N. H. 267,768 285,827
Honolulu Rapid Transit & Land Co., Hono-
lulu, Hawaii 284,319 301,966

Newton St. Ry. Co., Newton, Mass 135,304 283,542

Los Angeles & Redondo Ry. Co., Los

Angeles, Cal 280.210

Toledo, Bowling Green & Southern Traction

Co., Toledo, 0 288,301 279,359

Lincoln Traction Co., Lincoln, Neb 251,810 272,314

Southwest Missouri Elec. Ry. Co., Webb City. 230,768 267,115

Erie Electric Motor Co., Erie, Pa 238,628 264,902

Binghamton Ry. Co., Binghamton, N. Y 238,537 251,230

El Paso Electric Co., El Paso, Tex 222,777 250,510

Rockford & Interurban Ry. Co., Rockford,Ill. 200,633 250,499

.Augusta Ry. & Electric Co., Augusta, Ga. . . . 238,189 250,317
Washington, Alexandria & Mt. Vernon Ry.

Co., Washington, D. C 224,665 246,491

Auburn & Syracuse Electric R. R. Co.,

Auburn, N. Y 121,470 240,335

Michigan Traction Co., Kalamazoo, Mich. . . . 221,168 236,199
Lewiston, Brunswick & Bath Street Ry. Co.,

The, Lewiston, Me 231,847 235,335

Beaver Valley Traction Co., The, Beaver

Falls, Pa 227,409 233,017

Albany & Hudson R. R. Co., Hudson, N. Y. 213,551 232,790
Dayton, Springfield & Urbana Electric Ry.

Co., Dayton, () 234,278 231,143

Atlantic Coast Elec. R. R. Co., Asbury Park. 221,020 231,142

Pottsville Union Traction Co., Pottsville, Pa. 219,991 227,267
Fitchburg & Leominster Street Ry. Co.,

Fitchburg, Mass ; . . 218,968 226,403

Cleveland, Painesville & Eastern R. R. Co.,

Cleveland, 0 214,631 225,751

Columbus, Buckeye Lake & Newark Traction

Co., C(.)lumbus, 0 194,427 225,410

Niagara, St. Catharines & Toronto Ry. Co.,

St. Catharines, Ont 214,824 223,924

Toledo & Western Ry. Co. (The), Toledo, O. . 176,766 222,005

Topeka Ry . Co. , Topeka, Kan 218,000

Indianapolis & Eastern Ry. Co., Indianapolis,

Ind 165,889 217,197

Eastern Ohio Traction Co., Cleveland, O. . . . 202,826 217,142

Peoria & Pekin Terminal Ry. Co., Peoria, III. 113,587 210,722

Evansville Electric R)'. Co., Evansville, Ind.. 192,799 209,202

Western Ohio Railway Co. (The), Lima, O... 121,003 205,806
Philadelphia & Lehigh Valley Traction Co.,

Allentown, Pa 169,114 203,804

Cape Breton Electric Co., Ltd., Sydney, N. S. 171,596 202,019

Berkshire Street Ry. Co., Pittsfield, Mass. . . . 183,091 200,295
Houghton County Street Ry. Co., Hancock,

Mich 189,804 199,513

Elmira Water, Light & R. R. Co. , Elmira, N.Y. 184,815 196,924
Muncie, Hartford & Ft. Wayne Ry. Co.,

Muncie, Ind 115,399 181,201

Newport& Fall RiverSt.Ry. Co., Newport, R.I. 183,341 180,586

London Street Ry. Co., London, Ont 172,084 180,018

AsheviUe Electric Co., Asheville, N. C 178,630

Phila. & West Chester Traction Co., Phila.. 136,532 174,085

Venango Power & Traction Co., Oil City, Pa. 173,172
Montreal Park & Island Ry. Co., Montreal,

Can 142,868 165,890

Staten Island Midland R. R. Co., S. I., N. Y. 153,456 165,655

Cincinnati Interurban Co., Cincinnati, O 164,111

Lexington & Boston St.Ry. Co., Boston, Mass. 164,690 161,995
Pittsburg, McKeesport & Greensburg Ry. Co.,

(irccnsliurg. Pa 124,553 159,058

Hoosac Valley Street Ry. Co., No. Adams, Mass. 148,828 155.530

Lehigh Traction Co., Hazleton, Pa 144,467 155,379

Columbus Railroad Co., Columbus, Ga 144,103 1551O78

Citizens' Ry. Light & Power Co., Newport

News, Va 150,444 155,054

Consolidated Railways, Light & Power Co. ,

Wilmington, N. C 139,684 154,909

Schuylkill Traction Co., Girardville, Pa 104,079 154,416

Pittsfield Electric St. Ry. Co., Pittsfield, Mass. 134,952 154,168
Columbia Electric Street Ry., Light & Power

Co.. Columbia, S. C 153,576

Interstate Consolidated Street Ry. Co., North

Attleborough, Mass 152,611 150,665

Jamestown St. Ry. Co., The, Jamestown, N. Y. 139,519 150,163

Northampton St. Ry. Co. .Northampton, Mass. 151,031 149,387
Dartmouth & Westport St. Ry. Co., New

Bedford, Mass 145,656 147,963

Fort Smith Light & Traction Co., Fort Smith,

Ark 147,153

City Passg'r Ry. Co. of Altoona, Altoona, Pa. 145,834 145,834
Portsmouth, Dover & York Street Ry. Co.,

Portsmouth, N. H 143,050

June 24, 1905.]

STREET RAILWAY JOURNAL..

NAME OF COMPANY. I9O3. 1904-

Columbus, London & Springfield Ry. Co.,

Columbus, 0 116,718 143.425

Cincinnati, Georgetown & Portsmouth R. R.

Co., Cincinnati, 0 130,631 142, (/j6

Milford & Uxbridge Street Ry. Co., Milford,

Mass 149.9(>(> 142,745

Hartford, Manchester & Rockville Tramway

Co., Hartford, Conn '. 133.056 I39.704

Rockford, Beloit & Janesville R. R. Co.,

Rockford, 111 I34.I47 136,918

York Street Ry. Co., York, Pa 107,089 136,128

Steubenville Traction & Light Co. (The),

Steiibenville, 0 118,077 136.089

Rockland, Thomaston & Camden St. Ry. Co.

Rockland, Me 170,924 135.091

Richmond Street & Interurban Ry. Co., Rich-
mond, Ind '. 135,000

Winnebago Traction Co., Oshkosh, Wis 127,572 133.887

St. Louis & Belleville Electric Ry. <.'o.. East

St. Louis, 111 133.528

Wilkesbarrc & Hazelton Rv. Co., Hazelton,

Pa .' 91. no 133.368

Long Island Electric Ry. Co., Jamaica, N. Y.. 112,901 133,127

Allentown & Reading Tr. Co., AUentown.. 101,725 132,494

Dayton & Troy Electric Ry. Co., Dayton, O. . 116,707 130,960

Interurban Ry. Co., Des Moines, la 130,244

Fries Manufacturing & Power Co., The,

Winston-Salem, N. C 123,115 130,118

Consolidated Ry. Co., Norwich, Conn 117,898 129,565

Valley Traction Co., Harrisburg, Pa 127,539

Coeur D'Alene & Spokane Ry. Co., Ltd.,Coeur

D'Alene, Ida '. 127,125

Oakwood Street Ry. Co., Dayton, 0 127,149 125,494

Kingston Consolidated R. R. Co., Kingston,

N. Y 118,447 124,783

New York & Stamford Ry. Co., Port Chester,

N. Y 116,309 122,527

Wichita R. R. & Light Co., Wichita, Kan. . . . 109,996 119,106

Camden & Trenton Ry. Co., Camden, N. J.. 85,579 117,965
Bridgeton & Millville Traction Co. (The),

Bridgeton, N. J 113,428 117,910

Sandwich, Windsor & Amherstburg Ry. Co.,

Windsor, Ont 101,278 117,672

Columbus, Delaware & Marion Electric Ry.

Co., Columbus, O 115,518

Orange County Traction Co., Newburgh,N.Y. 103,827 113,615

Dayton & Xenia Transit Co., Dayton, O... . 98,911 110,736
Springfield & Eastern St. Ry. Co., Palmer,

Mass 107,509 110,450

Haverhill & AmesburySt. Ry. Co. , Haverhill,

Mass 109,389 109,725

Tamaqua& Lansford Street Ry. Co., Lansford,

Pa 57,090 108,669

Chicago General Ry. Co., Chicago, 111 92,129 ioS,6oo

Holmesburg, Tacony & Frankford Electric

Ry. Co., Philadelphia, Pa 150,147 108,395

Youngstown & Sharon Street Ry. Co.,

Youngstown, 0 112,200 108,291

Williamsport Pass. Ry. Co., Williamsport, Pa. 116,206 107,686

Niagara Gorge R. R. Co., Niagara, N. Y 82,711 107,829

Boston & Maine R. R., Concord, N. H 48,427 106,653

Dayton & Western Traction Co,. Dayton, O. . 71,248 106,295
Brockton & Plymouth Street Ry. Co., Brock-
ton, Mass 99,600 104,059

Consolidated Ry. Co., Montville, Conn 95,729 102,869

Olean Street Ry. Co., Olean, N. Y 74,8(^6 102,717

Woonsocket St. Ry. Co., Woonsocket, R. I.. 118,423 102,619
Poughkeepsie City & Wappingers Falls Elec-
tric Ry. Co., Poughkeepsie, N. Y 98,010 102,305

Citizens' Electric Street Ry. Co., Ncwbury-

port. Mass 97.586 102,060

Madison Traction Co., Madison, Wis 88,817 101,454

Seattle, Renton & Southern Ry. Co., Seattle,

Wash 59,040 100,002

Total, 144 companies 125,345,141 131,783,234

COIVIPANIES HAVING GROSS RECEIPTS FOR I904 BETWEEN
1 1 00, 000 AND $50,000.

NAME OK COMPANY. I9O3. 1904.

Ithaca Street Ry. Co., Ithaca, N. Y $109,090 $99,721

Stamford St. R, R. Co., Stamford, Conn 83,194 98,985

Zanesville Ry., Light & Pwr. Co. .Zanesvil le,( ). 151,017 98,621

Alton, (Jranite cS; St. Louis Trac. Co., y\lton,Ill. 90,039 98,524
Caimberland & Westernport Electric Ry. Co.,

Cumberland, Md 91,211 96,925

Dayton & Northern Traction Co., Dayton, (). 96,930 94.537

Maumee Valley Railways & Lt. Co., Toledo, O. 97.507 94!437

Jefferson Traction Co., Pun.vsuta wney. Pa... 66,046 93.049

NAME OF COMPANY. I903. I9O4,

Paducah City Ry. (Incor.), Paducah, Ky . . . . 88,340 91,801
Augusta, Winthrop & Gardiner Ry. Co.,

Augusta, Me 91,996 91.592

Washington & Canonsburg Ry. Co., Wash-
ington, Pa 71.991 90,614

New Jersey & Pcnns\l vania Traction Co.,

Trenton, N.J ' 70,240 90,184

Denison & ^.herman Rv. Co., Sherman, Tex... 93,850 89,449

Natick & Cochituate St. Ry.Co.,Natick,Mass. 88,923 89,438
Delaware Co. and Philadelphia Electric Ry.

Co., Philadelphia. Pa 87,788 89,392

Hamburg Ry. Co., Hamburg, N. Y 75,090 88,538

Augusta & Aiken Rv. Co., .'\ugusta, Ga 87,868

Warren St. Ry. Co.', Warren, Pa 82,:o7 87,560

Bangor Street Ry. Co., Liangor, Me 74,876 86,791

Fox River Elec. Ry. & Power Co. Green Bay,

Wis 75,682 86,689

Danbury & BethelSt. Ry. Co.,Danbury,Conn. 81,476 86,566

Northampton Traction C(j., Easton, Pa 71,802 85,171

Ohio Central Traction Co.,Galion, 0 85,055

Burlington Traction Co., Burlington, Vt 74, 034 84,882

Hull Electric Co. (The), Hull, Que 84,872

Pennsylvania & Ohio Ry. Co., Ashtabula, O. 73.063 84,822
Davton, Covington & Pi(|ua Traction Co.,

L^ayton, 0 54,230 84,395

Shamokin & Mt. Carmel Electric Ry. Co.,

Shamokin, Pa 62,726 84,039

Syracuse & Suburban R. R. Co., Syracuse,

N. Y. 75,032 84,007

Hudson, Pelham & Salem Electric Rv. Co.,

Hudson, N.H 50,681 83,906

Syracuse, Lakeside & Baldwinsville Ry.

Syracuse, N. Y 87,976 83,791

Montreal Terminal Rv. Co. (The), Montreal,

Can ■ 83,686

Dover, Somersworth & Rochester St, Ry. Co.,

Dover, N. H ' 91.929 83,069

Woronoco Street Ry. Co., Westfield, Mass... 77,220 82,725
Peekskill Lighting & R. R. Co., Peekskill.N.Y. 76,052 82,303
Portsmouth Street R. R. & Light Co., Ports-
mouth. 0 69,277 81,876

Kokomo Street Ry., Light & Power Co.,

Kokomo, Ind 62,238 81,437

Hartford & Springfield Street Ry. Co.,Thomp-

sonville. Conn 72,293 81,033

Providence & Danielson Rv. Co., Providence,

R.I '. 122,518 80,809

Lebanon Valley Street Ry. Co., Lebanon, Pa. 81,835 79.654
Milford, Attleboro & Woonsocket Ry. Co..

Milford, Mass 76,849 78.875

Geneva, Waterloo, Seneca Falls & Cayuga

Lake Traction Co., Geneva, N. Y 73. "17 78.574

Atlantic City & Suburban Traction Co., Atlan-
tic City, N. J 78,419

Oneonta, Cooperstown & Richfield Springs

Ry. Co., Oneonta, N. Y 64,188 77.979

Consolidated Ry. Co., New London, Conn... 72,504 77,282

Citizens Light & Transit Co., Pine Bluff, Ark. 77.0('S

Bristol & Plainville T'way Co., Bristol, Conn. 51,305 75.744
E\ans\ille & Princeton Trac. Co., Princeton,

Ind 73.517

Rochester & Suburban Ry. Co., Rochester,

N. Y 56,316 73.380

Blue Hill Street Ry. Co., Canton, Mass 37.232 72, 8(4

Lewistown & Reedsville Electric Ry. Co.,

Levvistown, Pa 58,185 72,860

Trenton & New Brunswick R. R. Co., Tren-
ton, N. J 39,195 72,404

Ashland Light, Power & Street Ry. Co., Ash-
land, Wis .' 25,123 72,295

Nashua Street Rv. Co., Nashua, N. II 72,286

Media, Middletown, Aston & Chester Elec.

Rv. Co., Chester, Pa 64,716 72,232

Black River Traction Co., Watertown, N. Y. . 66,156 70,877

South Middlesex St. Ry. Co., Natick, Mass. . 72,217 69,591

Granite City eS: St. Louis Ry. Co., Venice, 111. '''8,971
Philadelphia, Bristol & Trenton St. Ry. Co.,

Philadelphia, Pa 65,237 (.8,402

Worcester & Blackstone Valley Street Ry.

Co., Worcester, Mass 67,910 67,685

Athens Electric Ry. Co., Athens, Ga 62,638 67,131

Portsmouth Electric Ry., Portsmouth, N. H.. 65 266 66,487

Danville Ry. & Electric Co., Danville, Va. . . 63,471 65,742
Greenfield & Turner's Falls St. Ry. Co.,

Greenfield, Mass 62,785 65,703

Youngstown Park iS: Falls Street Ry. Co.,

Youngstown, O '. 82,412 f'5.553

Berkley' Street Ry. Co., Berkley, Va 61,534 65,396

New Bedford & Onset Street Ry. Co., New

Bedford, Mass 91.721 65,279

Chambcrsburg, Greencastle & Waynesboro

Street Ry. Co., Waynesboro, Pa 65,164

Toledo & Indiana }i\ . Co., Toledo, 0 65,172

Meriden, Southington & Compounce Tram-
way Co., Meriden, Conn 59.706 65,087

IIOO

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

NAME OF COMPANY. I9O3. 1904.

Washington, Arlington & Falls Church R}'.

Co., Washington. D. C '. . 64,038 65,065

Greenwich Traniwa}' Co., Greenwich, Conn . . 46,607 64,699

Erie Traction Co., Erie, Pa 65,669 64,650

Waverly, Sayre & Athens Traction Co., Wav-

erly, N. Y 56,821 64,116

Warren, Brookfield & Spencer Street Ry. Co.,

Brookfield, Mass 66,415 63,512

Olean, Rock City & Bradford R.R. Co., Brad-
ford, Pa 64,602 63,106

Toledo, Fostoria & Findlay Electric Ry. Co.,

Findlay, 0 61,845 62,771

Newton & Boston Street Ry. Co., Newton,

Mass 67,151 62,074

Hudson River Traction Co., Rutherford, N.J. 42,907 61,955

Bangor, Orono & Oldtown Ry. Co., Bangor, Me. 60,850 61,909
Gardner, Westminster & Fitchburg Street

Ry. Co., Gardner, Mass 59,237 61,504

Newtown Electric St. Ry. Co., Newtown, Pa. 54,559 61,375
New York & Long Island Traction Co.,

Hempstead, N. Y 34,677 60,301

Columbia & Montour Electric Ry. Co.,

Bloomsburg, Pa 69,668 59,982

Uniontown & Monongahcla Valley Electric

Ry. Co., Uniontown, Pa 59,825

Dunkirk & Fredonia R. R. Co., Fredonia, N. Y. 55, 801 59, m

Biddeford & Saco R. R. Co., Biddeford Me.. 56,992 58,498
Northampton & Amherst Street Ry. Co.,

Northampton, Mass 56,746 57,666

Freeport Ry., Light & Power Co., Freeport,

111 57.500

Wilkesbarre, Dallas & Harvey's Lake Ry.

Co., Wilkesbarre Pa 53,850 57,166

Tarentum Traction Passenger Ry. Co., Ta-

rentum, Pa 51,411 56,904

West Chester Street Ry. Co., West Chester,

Pa 35,502 56,586

Chillicothe Elec. R. R., Light & Power Co.,

Chillicothe, 0 50,347 56,229

Sea View R. R. Co., Wakefield, R. 1 47,330 56,051

Springfield & Xenia Ry, Co., Xenia, 0 55,795

Van Brunt St. & Erie Basin R.R. Co., Brooklyn. 53,609 55,794
Southwestern Street Ry. Co., Philadelphia, Pa. 54,581 55,445
Lawrence & Methuen Street Ry. Co., Law-
rence, Mass 52,268 55,335

Bradford Electric St. Ry. Co., Bradford, Pa.. 52,240 54,759
Torrington & Winchester Street Ry. Co.,

Torrington, Conn 50,967 54,194

Concord, Maynard & Hudson Street Ry. Co.,

Maynard, Mass 58,877 53,946

Central Market Street Ry. Co., Columbus, O. 18,065 51,512
Citizens' R. R., Light & Power Co., Fishkill,

N. Y 51,444 51,081

Greenfield, Deerfield & Northampton Street

Ry. Co., Greenfield, Mass 26,837 50,753

Norfolk & Bristol Street Ry. Co., Norwood,

Mass 54,703 50,011

Total 106 companies, $6,107,198 17,661,972

COMPANIES HAVING GROSS RECEIPTS FOR I904 BETWEEN
$50,000 AND $25,000.

NAME OF COMPANY. I9O3. I9O4.

Union Traction Co., Santa Cruz, Cal $ $49,500

Suburban R. R. Co., Chicago, 111 45,985 49,487

Tiffin, Fostoria & Eastern Electric Ry. Co.,

Tiffin, 0 47,386 49,088

Consolidated Ry.Co. (The), Middletown, Conn. 41,905 49-033
Norton & Taunton Street Ry. Co., Norton,

Mass 48,180 48,864

Farmington Street Ry. Co., The, Hartford,

Conn 37,922 48,850

Butler Passenger R}^. Co., Butler, Pa 47, 001 48,641

Sharon & Wheatland Street Ry. Co., Sharon,

Pa 63,995 48,503

International Transit Co., Sault Ste Maire,

Ont 48,439

Wallkill Transit Co., Middletown, N. Y 47,093 48,386

Cortland County Traction Co., Cortland. N.Y. 42,551 47,985
Hamilton, Grimsby & Beamsville Electric Ry.

Hamilton, Co., Ont 47,419

Exeter, Hampton & Amesbury Street Ry. Co.,

Exeter, N. H 86,879 47,296

Taunton & Pawtucket Street Ry. Co., Taun-
ton, Mass 57,639 , 47,219

Oswego Traction Co., Oswego, N. Y 38,373 47,178

Providence & Fall River Street Ry. Co.,

Swansea Centre, Mass 44,460 46,938

Monmouth County Electric Co., Red Bank,

N. J 46,352 46,923

Coal Belt Electric Ry. Co., Marion, 111 45,995

NAME OF COMPANY. I9O3. I9O4.

Ohio River Electric Ry. & Power Co., Pom-

eroy, 0 49.558 45,59i

Pottstown Passenger Ry. Co., Pottstown, Pa.. 44,262 45,585

Waterville & Fairfield Ry. & Light Co.,

Waterville, Me 62,911 44.576

Easton Transit Co., Easton, Pa 44,519

Burlington County Ry. Co., Moorestown,

N. J 44,269

Coney Island & Gravesend Ry. Co., Brook-
lyn, N, Y 36,312 44,082

Branford Street Ry. Co., Branford, Conn. . . . 59,645 44,060

Portland & Brunswick Street Ry. Co., Bruns-
wick, Me 28,954 42,502

Templeton Street Ry. Co., Templeton, Mass. 47,532 42,373

Corning & Painted Post Street Ry. Co., Corn-
ing, N. Y 38,156 41.833

Gait, Preston & Hespeler Street Ry.Co., Ltd.,

Gait, Ont 41,017

Berlin Street Ry. Co. (The), Berlin, N. H 40,876

Valley Street Ry.Co., Sharon, Pa 42,431 40,640

Kittanning & Ford City Street Ry. Co., Kit-
tanning, Pa, 42,313 40,323

Meadville & Cambridge Springs Street Ry.

Co., Meadville, Pa 40,302

Columbus, Grove City & Southwestern Ry.

Co., Columbus, 0 40,258

Charlottesville & Albermarle Ry. Co., Char-
lottesville, Va 40,228

Oshawa Ry. Co. (The), Oshawa, Ont 40,183

Haverhill & Southern New Hampshire Street

Ry. Co., Haverhill, Mass 35,652 39,978

Bennington & Hoosick Valley Ry. Co.,

Hoosick Falls, N. Y 39, 610 39,681

Athol & Orange Street Ry. Co., Athol, Mass. 40,385 39,513

Elmira & Seneca Lake Ry. Co., Elmira, N.Y. 36,968 39. 461

Springfield Electric Ry. Co., Springfield, Vt. . 36,554 39.310

Phillipsburg Horse Car R. R. Co., Phillips-
burg, N. J 40,358 38,789

Meadville Traction Co., Meadville, Pa 35,797 37,986

Barre & Montpelier Traction & Power Co.,

Barre, Vt 35,164 37,898

Kenosha Electric Ry. Co., Kenosha, Wis 23,883 36,789

Citizens' Electric Co., Eureka Springs, Ark. . 30,301 36,504

People's Street Ry. Co., Nanticoke, Pa 25,620 36,042

Worcester & Holden Street Ry. Co., Holden,

Mass 36,244

Levis County Ry. Co., Levis, Que 35,044

Paris Transit Co., Paris, Tex 32,704 34, 781

East Taunton Street Ry. Co., Taunton, Mass. 35.257 34.644

Southbridge & Sturbridge Street Ry. Co.,

Southbridge, Mass 43.675 34,582

Landsdale & Norristown Electric Ry. Co.,

Norristown, Pa 34,341

Titusville Electric Traction Co., Titusville, Pa. 31,862 34.201

Jersey Central Traction Co., Keyport, N. J.. . 33, 802

Marlborough & Westborough Street Ry. Co.,

Westborough, Mass 36,239 33.703

Penobscot Central Ry. Co., Bangor, Me 33, 808 33,358

Springfield, Troy & Piqua Ry. Co., Spring-
field, O 32,833

Shamokin & Edgewood Electric Ry. Co.,

Shamokin, Pa 28,502 32,828

Vallamont Traction Co., Williamsport, Pa. . . 28,063 32,060

Columbian Street R)'. Co., Pascoag, R. I , . . . 25,470 32,474

Columbus, New Albany & Johnstown Ry. Co.,

Columbus, 0 32,948 31,999

Millville Traction Co., Millville, N. J 30,336 31.385

Amherst & Sunderland Street Ry. Co., The,

Amherst, Mass 29,413 31,634

Sharon & Newcastle Street Ry. Co., Sharon,

Pa 29,791 30,510

Troy & New England R. R. Co., Troy, N.Y.. 27,385 29,577

Port Jervis Electric Light, Power, Gas & R.

R. Co., Port Jervis, N. Y 27,176 29,544

Sarnia Street Ry. Co., Sarnia, Ont 29,449

Carbon Street Ry. Co., Mauch Chunk, Pa... . 29,668 29,412

Lake Erie, Bowling Green & Napoleon Ry.

Co., Bowling Green, 0 25,873 29,146

Somerset Traction Co., Skowhegan, Me 28,583 28,469

Ogdensburg Street Ry. Co., Ogdensburg, N.Y. 29,200 28,029

Calais Street Ry. Co., Calais, Me 29,513 27,953

Bangor, Hampton & Winterport Ry. Co.,

Bangor, Me 28,617 27,357

Hampshire & Worcester Street Ry. Co. , Ware,

Mass 28,654 27,283

Keene Electric Ry. Co., Keene, N. H 26,844

Willimantic Traction Co., Willimantic, Conn. 26,767

York & Dover Electric Ry. Co., York, Pa. . . . 20,533 25,871

Laconia Street Ry. Laconia, N. H 25,867

People's Traction Co., Galesburg, 111 25,853

Latrobe Street Ry. Co., Latrobe, Pa 21,632 25,201

Grand Valley Ry. Co., Brantford, Ont 25,085

Total, 82 companies $2,242,989 $3,138,982

f Exposition period. % Decrease due to strike.

June 24, 1905.]

STREET RAILWAY JOURNAL.

1161

THE QUESTION BOX

This week a number of answers are publishe^l that are of
special interest to power house engineers. Answers pertaining
to the line and track departments are also given.

A.— GENERAL

A 36a. — Based upon experience, what is a proper rate per
mile for interurban passenger business, and to what extent
should these rates be reduced by the sale of commutation
tickets, monthly tickets, coupon books, etc ?

I think that depends largely upon local conditions and population
served. We operate two lines through rather sparsely settled com-
munities. Our cash fare on the interurban lines is at the rate of
zYi cents a mile. Round-trip tickets are at the rate of 2 cents a mile.
Commuters' tickets are at the rate of 1.6 cents per mile. Half-fare
tickets for children under twelve are sold at just half the adult
round-trip ticket rate. On our line to Golden, where our fare is
50 cents a round trip, there are two steam roads competing ; one
has a 40-cent round-trip rate, and the other has a 25-cent round-
trip rate. The electric road, however, does more business than both
of the other roads combined, on account of its more frequent and
more pleasant service. John A. Beeler, V. Pres. & Gen. Mgr.,

Denver City Tramway Co.

A 36b. — How do you handle your half-fares ?

We are required by one of our franchises to sell half-fare tickets.
We sell them at the rate of ten for 25 cents for children under
twelve years of age. We sell these tickets at the company's central
office only, in amounts not to exceed $1 worth. We were troubled
greatly about a year ago with storekeepers buying these tickets and
retailing them to their customers at cost price, or at the rate of
three for a dime. The city authorities amended the ticket brokers'
license to include all street car tickets, and it is now necessary for
anyone wishing to re-sell these car tickets to take out a ticket
broker's license at a cost of $100 per annum, which, of course, no
one has done. This confines the selling of all half-fare tickets to
the company's office. John A. Beeler, V. Pres. & Gen. Mgr.,

Denver City Tramway Co.

F.— STEAM ENGINEERING
F 7. — How do you locate breaks in boiler setting?
By means of soot marks on the edge of the opening. Tests can be
made with candle flame held near the cracks.

E. G. HiNDERT, Ch. Eng.,
Cleveland & Southwestern Tract. Co.

F 27. — What ingredients in feed water cause scale formation
in the boilers? What are the neutralizers in each case?

The principal ingredients in waters causing scale in this vicinity
are carbonate of lime and sulphate of lime, and sulphate of mag-
nesia. Caustic soda will usually counteract the carbonate and sul-
phate of lime. E. G. Hindert, Ch. Eng.,

Cleveland & Southwestern Tract. Co.

F 28. — How can the engineer of a small power station, with-
out consulting a chemist, determine the scale-forming ingredi-
ents of the feed water he is using, with a view of injecting neu-
tralizing chemicals?

"Engineer" is advised that the analysis of feed water can be satis-
factorily carried out only by a chemist who has been trained in this
class of work, and he is advised to submit samples of the water to
the nearest competent chemist. If the samples are to be sent
through the mails, it is well to take the following precautions.
Four samples of the feed water should be taken, two in summer,
one during a dry spell and the other about two days after a heavy
rainfall, and two in winter, one during a frosty spell and the other
about two days after a heavy thaw. These samples should be
placed in glass-stoppered Winchester quart bottles, similar to those
used by druggists for liquid reagents. Before filling, the bottles
should be well scoured and rinsed out several times with the feed
water, and they should then be filled with the samples, leaving a
little space empty at the top. That the bottles should not be filled
completely is due to the fact that it is necessary to allow for ex-
pansion caused by changes in temperature. The bottles should then
be turned upside down and the necks and stoppers dipped in melted
beeswax. They should then be labeled with names of the company
and the sampler, the source of supply, the date and time of taking,
preceding weather conditions, and the purpose for which the water
is to be used. The samples, as soon as the foregoing has been car-

ried out, should be packed with excelsior in a wooden box, and be
at once mailed or expressed to the nearest competent chemist. With
the data obtained from the chemist in conjunction with the study of
literature pertaining to feed water and boiler scale, "Engineer"
should be able to obtain satisfactory results.

J. Stanley Richmond, Cons. Expert, New York City.

He could try the different neutralizers, but could not tell how
much to use. E. G. Hindert, Ch. Eng.,

Cleveland & Southwestern Tract. Co.

F 29. — Is it practicable to use soda ash for purifying boiler
feed water? What are the objections ? Under what conditions
should soda ash be used, and in what quantities ?

Yes, but care must be used to prevent boiler from foaming. It
would be best to use it in connection with settling tanks. Quanti-
ties used should be based upon a chemical analysis.

E. G. Hindert, Ch. Eng.,
Cleveland & Southwestern Tract. Co.

It is practical to use soda ash for softening boiler water. It is
liable, however, to cause foaming if used too freely. Blow off
frequently if water is bad. Soda ash should be used when car-
bonate of lime is present, and this is one of the most common scale-
forming elements. It is a little difficult to tell the quantity to use,
as the water of different and even the same localities varies so.
One must get at the quantity by experience. If too much is used it
usually causes trouble worse than the scale. A chemical analysis of
the water and treatment according to conditions is the only safe
method to follow.

Chas. H. Cox, Gen. Mgr., Lincoln (Neb.) Tract. Co.

F 30. — Under what conditions can kerosene be used to ad-
vantage in boilers? What are the objections to the use of
kerosene ?

Kerosene should be used only when the boiler is empty and dry.
It should be fed to the boiler in small quantities at a time through
the blow-off, and the boiler allowed to slowly fill with water. The
objections to kerosene are its odor and its tendency to cause
"bogged" tubes and plates. E. G. Hindert, Ch. Eng.,

Cleveland & Southwestern Tract. Co.

Kerosene will remove scale from boilers but it is liable to cause
foaming, and if used too freely will corrode the boiler and tubes,
and pitt them full of little holes. The kerosene will get into the
lap joints, and sometimes give trouble from this source.

Chas. H. Co.\, Gen. Mgr., Lincoln (Neb.) Tract. Co.

F 31 — Will zinc placed in a steam boiler prevent scale or
corrosion ? Under what conditions of feed water impurity
should zinc be used?

Yes. Zinc can be used in waters having acid properties. It will
aid in preventing corrosion of boilers. E. G. Hindert, Ch. Eng.,

Cleveland & Southwestern Tract. Co.

F 32. — What is the best method of feeding purifying com-
pounds into a boiler ?

By means of a barrel placed above boiler feed-pump with a pipe
connected to the suction of the boiler feed-pump, or better, if pos-
sible, to the suction of the heater pump if it is an open heater,
thereby depositing some of the scale-forming matter in the heater
before the boiler is reached. E. G. Hindert, Ch. Eng.,

Cleveland & Southwestern Tract. Co.

F 38. — How do you test vacuum enclosing pipes and vessels
for leakage ?

Put a vacuum gage on pipes or vessels and note vacuum every
few minutes. Or take a candle and inspect all joints by holding
candle close to joint to see if flame be drawn in. Also listen for
sound of air being drawn in. E. G. Hindert, Ch. Eng.,

Cleveland & Southwestern Tract. Co.

By means of a lighted torch, or better yet, a candle. Hold the
flame close to where the leak is suspected, and if there is an open-
ing the flame will be drawn in.

Chas. H. Cox, Gen. Mgr., Lincoln (Neb.) Tract. Co.

F 47. — What is a quick and sufficiently accurate method of
determining the comparative values of different grades and
kinds of coal for boiler firing purposes?

1 102

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

Make a ten-hour test of each kind, weighing coal and ashes, and
measure boiler feed water. E. G. Hindert, Ch. Eng.,

Cleveland & Southwestern Tract. Co.

By making short tests, say of ten hours each. Weigh the coal and
water, and the coal that evaporates the most water per pound of
coal can be counted as the best coal.

Chas. H. Cox, Gen. Mgr., Lincoln (Neb.) Tract. Co.

For answers to this question and to Questions Nos. F-48 and
F-60 see articles on "Fuel, Ash and Gas Testing" in the Street
Railway Journal for Feb. 4 and Feb. 11, 1905.

J. Stanley Richmond, Cons. Expert, New York City.

F 48. — In a small or medium-size station, what is the best
method of determining amount of coal consumed? Give de-
tails.

Make an estimate on the first of each month of coal on hand and
keep account of carloads received with capacities of cars. This will
in ordinary cases give fairly accurate results. Check these by oc-
casional tests of twenty-four hours' duration, weighing coal and
ashes. E. G. Hindert, Ch. Eng.,

Cleveland & Southwestern Tract. Co.

F 65. — Have you ever tried injecting a jet of steam under
boilers to raise steam pressure at times of heavy demands?
Give details of arrangement and result secured.

I have tried a jet of steam, blowing back directly over the fire.
As viewed from the rear it showed a white sphere of burning
flame. I could have increased its efficiency by allowing air to be
drawn in with it. One method I have seen opens a draft door
back of jet and blows three minutes, and then shuts off auto-
matically. I understand the device is efficient and prevents smoke
if carefully used. E. G. Hindert, Ch. Eng.,

Cleveland & Southwestern Tract. Co.

F 70. — What is a simple method of determining roughly the
draft of a chimney, where absolute accuracy is not required ?

Take a glass tube about i foot long and bend it U-shape. Fill
with water and attach one end to the opening in the chimney by
means of a rubber tube. Leave the other end open. The water
will have a tendency to go over into the chimney. Take a rule and
measure the difference in height of the two columns of water. This
will give you your draft in inches of water.

Chas. H. Cox, Gen. Mgr., Lincoln (Neb.) Tract. Co.

G.— THE ENGINE ROOM

G 3. — Is it possible to run a commercial lighting or power
load from generating units that are supplying current for rail-
way purposes? How can it be done? What is the best method
of regulation in such case to prevent fluctuations in the light-
ing or power circuit?

It is possible and entirely practicable to run commercial lighting
from generating units supplying current for railway work. This
may be done without any difficulty from d. c. generator, pro-
viding the same is not overloaded for railway purposes. The most
economical and satisfactory method, however, is to install, when
the plant is built, an alternator of single-phase with an a. c.-d. c.
motor generator set in the station. In this case you will find little
or no difficulty in supplying current for lighting purposes, with an
up-to-date regulator installed on the lighting lines at the station.

Chas. H. Cox, Gen. Mgr., Lincoln (Neb.) Tract. Co.

G 7. — Do you know of any satisfactory schemes whereby all
employees of a power plant can participate in a bonus when
station is operated at especially good economy? Give details
and results obtained.

A certain percentage, based on total annual salary, i. c, the em-
ployee receiving a dividend on his capital (labor) invested the same
as a stockholder receives dividend on his.

O. A. HoNNOLD, Opr. Eng.,
Utah Light & Ry. Co., Salt Lake City.

On general principles the bonus scheme of letting the employees
participate in a profit that is gained by exceptional economy is
worthy of a great deal of consideration, and such a scheme can be
operated to be productive of good results. Words of encourage-
ment and other manifestations of appreciation of efforts of indi-
viduals will in most cases accomplish substantial results.

Chas. H. Cox, Gen. Mgr., Lincoln (Neb.) Tract. Co.

At one time we followed the practice of giving a $10 bonus every
month to the fireman who made the best showing as regards amount
of fuel consumed per unit. We employ three firemen, each one of
which has an eight-hour shift each day, and we rotate the shifts so
that each man will have the same conditions to meet as the others.
We abandoned the system of bonuses, however, partly on account
of the fact that we had a well defined suspicion that the firemen
were dividing the bonus among themselves every month, so that
each man received one-third of the $10 no matter who received the
bonus, and there was, therefore, no incentive to any one of the
men to exert himself unduly. Since we abolished the bonus system
we are getting better firing than we had before.

General Manager.

G 8. — A young engineer, who has yet to win his spurs, has
been given charge of the power house on a twenty-car road.
He had been asked by the manager to carry out a general effi-
ciency test of the entire station. He wants suggestions from
some of the older heads as to some of the things he should and
should not do in carrying out these tests. He wants to know
how to dispose his available forces so as to obtain the data
without taking on additional help. If your manager should
ask you to make tests and report on just what each department
of the power house was doing and could do, how would you go
about it to get the information? This is a matter especially
worthy of discussion. Suggestions are particularly requested.

"Young Engineer" is not advised to undertake the efficiency tests
of the whole station. This, because such tests require a trained
corps of assistants and a considerable amount of apparatus. He
can, however, "win his spurs" by a much simpler and more satis-
factory and practical method. This will require about three months
of work as follows :

The first month should be devoted to testing the fuel, fuel gas and
ash ; also to taking indicator diagrams and examining engine bear-
ings and other parts for wear and lost motion ; also to examining
generator commutators, brushes, bearings and connections. The
switchboard, line and rail connections to the overhead and return
feeders should also be carefully looked over, and the motormen
should be watched to see that they are operating the controllers
carefully. Records should be collected during this month of the
amount of fuel and other supplies consumed, the total electrical
output of the station, the number of car-miles run, and the amount
of gross receipts taken in. The rail bonds all over the system
should also be tested.

During the second month the firemen can be trained to admit
either more or less air to the fires (according to the results of the
tests of ash, gas and fuel previously made) ; lost motion of
the engines should be taken up and other necessary improve-
ments made both on generators and steam units. All cable con-
nections both in the power house and outside should be gone over ;
all rail bonds showing a drop greater than the drop on 6 ft. of
straight rail should be rebonded ; motormen should be trained to
accelerate rapidly and then coast by switching on to the last point
and shutting off as soon as possible, thereby saving power ; and
other necessary improvements should be made.

During the third month the engineer should collect records of
fuel and other supplies used, the total electrical output of the sta-
tion, the number of car-miles run, and the total gross receipts of
■ the company.

Reports should then be prepared covering the three months
work, and be submitted to the general manager. If "Young En-
gineer" has good common sense he will then find that he has "won
his spurs." He is reminded, however, that nothing in nature's lab-
oratory stands still, and that winning of spurs and retaining of
spurs are two different matters. The latter requires never ceasing
exertion. J. Stanley Richmond, Consulting Expert,

New York City.

The most important thing your manager wants to know about
his station is, what it costs him to produce a kw-hour at the switch-
board. He will want to know the cost of coal, oil, waste, water,
labor, repairs and all the other individual items that go to make up
the total cost of the kw-hour, so that those items which are higher
than necessary can be cut down.

Your manager does not care whether the steam boiler has an
efficiency of 67>4 per cent or not. What he wants to know is how
many pounds of water he is evaporating per pound of coal, so he
can compare notes with his neighbor and satisfy himself that he is
getting the best results possible. Your manager cannot change the
efficiency of his boilers. All he can do is to remove the scale and
incompetent firemen, etc.

June 24, 1905.]

STREET RAILWAY JOURNAL.

1 103

It is of no use to know the efficiencies of the generators at
different loads. The manager cannot change that if he knew.
Only the manufacturers in the first place could have made such a
change.

The same is nearly as true of the engines when you have the
valves set as they should be. He might cover the header better,
but he cannot change the efficiency of the engine. He does not
care about the thermal efficiency of his engine. The question is,
how little steam can he make it use per kw-hour or hp-hour.

Before you make any tests see that all your instruments and
scales are of the standard calibration. During the tests see that
the men do not make errors in taking and recording readings.
Have a common log and keep all data on that. Select a reliable
man for log-keeper. Weigh the water and coal accurately and get
the station output. Take readings about every 15 minutes for 24
hours. The coal is usually the largest item of cost and should be
watched most closely.

The firemen should be watched. Some men will burn up their
wages several times a day by careless firing. Such men are unde-
sirable. In running a test you must watch the firemen, as they will
steal coal and fire with it. It is really the best plan to get disin-
terested parties to weigh the coal. If the firemen weigh it your
evaporation will show high. Perhaps you have more firemen than
are necessary. The same may be true of engineers, oilers and
switchboard attendants.

Waste seems to be a small item, but oftentimes it is used ex-
travagantly.

The cost of water you cannot change much, unless you are wast-
ing it.

Repairs can be cut down by keeping your eyes open and seeing
that everything is in good working condition.

Boiler compounds may be replaced by cheaper methods, perhaps
mechanical methods or some other form of compound from that
you are now using.

The various kinds of oil, as cylinder, pump, engine, bearing, etc.,
should be carefully measured for this twenty-four-hour test, and the
amounts that go to each bearing or engine should be determined.

After having made a series of tests you will then be in a position
to determine the actual cost of each item of cost per kw-hour, at
which time it is an excellent idea to compare notes with the engi-
neers having in charge stations of a similar character and size,
thus placing one in a position to know these items of cost in good
practice for similar conditions or for his particular locality.

Chas. H. Cox, Gen. Mgr., Lincoln (Neb.) Tract. Co.

H.— THE LINE DEPARTMENT
H I. — Please state in detail what trouble you have had with
lightning on any part of the transmission or distribution sys-
tem. Then, please state in full, what steps you have taken to
prevent damage from lightning.

Previous to 1904 the Central Pennsylvania Traction Compan_\'
during heavy lightning storms would frequently burn out from one
to twelve cars, and it was not uncommon for us to lose from one to
two generator armatures during a season, as the result of light-
ning discharges. In the spring of 1904 we installed lightning ar-
resters on two of our divisions, each of which is g niiles long, plac-
ing the arresters five to the mile. One of the divisions passes our
power station. Si'nte this installation we have not lost one gen-
erator armature by lightning, and have had but very few cars burn
out on these divisions. But after lightning storms we generally
find some of the lightning arresters burned out, and in some cases
the boxes knocked from the poles. We dig a hole 4 ft. deep and
bury an iron plate, 12 ins. x 12 ins. x 5-16 in., in charcoal with a
bond terminal compressed in the plate, and to this terminal is sol-
dered a No. 6 wire, the other end of which is soldered to feeder
tap or feeder proper. P. Frank Gerhart, Ch. Elec,

Central Pennsylvania Tract. Co., Harrisburg.

In the operation of liigh-tension transmission lines the only de-
struction to apparatus occurring through lightning has been con-
fined to the lightning arresters themselves. Various styles and
makes were used. Their weak points were in their inability to ar-
rest or interrupt the generator current that followed the discharge,
and which proved very effective in putting them out of business.
A high-tension switch and fuse installed in each line-arrester cir-
cuit proved a valuable protection.

Choke coils are used on each line, the discharge circuit tapped
on the line side of the coils. A barb wire placed above the lines,
attached to the top of poles by staples, proved a greater menace than
a safeguard, due largely to breakage from corrosion at the staples.
The best quality of wire attached to insulators at each pole and
grounded every fourth pole has been undoubtedly of great value.

F. H. Brooks, Supt., Lincoln (Neb.) Tract. Co.

H 3. — What is the most efficient method of protecting high-
tension lines from contact wiih trees?

Where continuous operation is demanded, it is absolutely neces-
sary to either clear the trees entirely by poles of different height
to carry the line above them, or to obtain concessions whereby
the trees can be removed a safe distance on either side.

F. H. Brooks, Supt., Lincoln (Neb.) Tract. Co.

Where it is possible cut all trees down that would, if they fell,
come in contact with the high-tension lines. Where they cannot
be cut down trim them as far away from the lines as possible.
Columbus, Buckeye Lake & Newark Tract. Co. and Columbus,

Newark & Zanesville Elec. Ry. Co.

The best practice is either to carry the wire- over the top or else
cut down the tree, even though it has to be bought at some expense,
for in times of storms and during the change of seasons almost all
devised protective schemes prove inefficient.

H. A. Tiemann, New York City.

}r] 4. — What is the best form of cradle or other device for
catching broken high-tension lines at highway crossings, or
where the lines cross over or under other wires ?

The high-tension wire should be invariably placed above all other
wires at crossings. A very satisfactory protective device consists
in stringing between the two poles of the line to be protected, as
close to their tops as possible, a steel cable or rope of such size that
it will safely carry at least three times the normal current in the
power wires, this rope to be thoroughly grounded. Below this wire
an insulated screen of 10 to 14 No. 6 galvanized iron wires is
stretched between the poles and just above the wire to be protected,
and extending a foot on each side and beyond them. Should a
transmission line wire break, the grounded wire being directly in its
path, will either operate the safety devices at the station, or fuse the
power wire, which falling on the insulated screen protects the wires
to a considerable extent. F. H. Brooks, Supt.,

Lincoln (Neb.) Tract. Co.

I.— THE TRACK DEPARTMENT
I 4a. — Have you any T-rails in paved streets? If so, what
has been the experience with this track? Has it proved to be
a serious obstacle to vehicle travel?

Our experience with T-rails in use nearly six years on business
streets where traffic is heavy and constant warrants our assertion
that it is superior to any other type of rail for streets of ordinary
city traffic. It has not been considered objectionable to vehicle
traffic. The abutting pavement is fully as good as that further re-
moved, and shows appreciably less wear than the same pavement
adjoining girder rail. F. H. Brooks, Supt.,

Lincoln (Neb.) Tract. Co^

I 30. — What has been the experience with soldered bonds?
This company has had 3000 soldered bonds in service for the past
ninety days. So far only one of them has come loose. The bond
is soldered to the ball of the rail. To our mind the bond we are
using is the best type of bond on the market for conductivity and
cheapness, both as regards installation and maintenance.

A. B. Skelding, Gen. Mgr.,
Consolidated Rys., Light & Power Co,, Wilmington, N. C.

Soldered lionds are good, yes, very goi.id. To be guilty of "double
entente," they have come to stay.

J, Stanley Richmond, Con. Expert. New York City.

I 34. — What is the best method of preventing switches from
"kicking" ?

Switches may be prevented from kicking by attaching a spring
lock to the tongue near the point. Switches provided with an ad-
justable bushing give little trouble, as the heel of the tongue can
be held tightly. A. W. Kennedy, Asst. Eng.,

Lhiited Rys. Co., of St. Louis.

I 35. — How many renewals of liard centers can be made on
modern special work before the aliulling rails are worn out?

Depends on quality of steel in the renewable plate. One plate
should last as long as rails with exceptions not greater than 3 per
cent. The grooves, at their intersection in center plate, should be
the same depth as the depth of flange in the car wheels, to prevent
severe pounding on frog point. A. W. Kennedy, Asst. Eng.,

United Rys. Co., of St. Louis.

II04

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

CLOSED CARS FOR GUTHRIE, OKLAHOMA

AXLE LUBRICATOR FOR ALL CLASSES OF BEARINGS

The American Car Company has recently deUvered to the
Guthrie Railway Company five closed cars, 20 ft. over the end
panels and 7 ft. 5^/^ ins. over the posts at the belt. The seats
are longitudinally placed and are of spring rattan. The illus-
tration shows the stove in the center of the car. Pockets are
]irovided in the side walls into which the windows are arranged
to drop. Cherry, with glossed birch ceilings, constitutes the
interior finish. The cars are to be run in one direction, and
one side of each platform is solidly paneled. The rear plat-

DETROIT PLATFORM SINGLE-TRUCK CAR FOR THE GUTHRIE
RAILWAY COMPANY

form is of the "Detroit" type, being divided to facilitate ingress
and egress, and affording extra standing space when the cars
are crowded.

The cars are mounted on the Brill No. 21-E single trucks,
with 8-ft. wheel base and 33-in. wheels. Brill angle-iron
ljumpers and American Car Company's sand boxes and gongs
are included in the furnishings. The length over the crown

The axle lubricator shown in the accompanying illustrations
was designed by the Axle Lubricator Company, of Savannah,
Ga., as an improvement on the ordinary ring oiler. The lubri-
cator is composed of a frame made of i-i6-in. x ly^-'m. steel,
so arranged that it can be adjusted to any slight variations in
the size of the oil cellar. The frame has parallel bars extend-
ing from the cross-bar near the bottom to the top, which act
as guides for an oil well within which a disc is pivoted. This
oil well cases away the disc from the oil in the cellar. In the
lower portion of this well
an opening is provided
through which the lubri-
cant passes into the in-
terior of the well and is
taken up by the disc to
the journal. The flow of
oil is governed by the
size of this opening,
which is sufficiently
large not to become
clogged, and is at all
times below the surface
of the oil.

A strainer is located
over the lower portion

ARRANGEMENT OF LUBRICATOR,
WITH REFERENCE TO BEARING

of this

well for relieving the
lubricant of all foreign matter. The wheel within the
well is adapted to bear against the shaft through the opening
in the bottom of the bearing, and as the journal revolves, the

LONGITUDINAL SEATING ARRANGEMENT OF GUTHRIE CAR

ILLUSTRATIONS SHOWING CHANGES IN OIL RECEPTACLE
NECESSARY TO ADAPT IT FOR AXLE-LUBRICATING DEVICE

pieces is 30 ft., and from the panel over the crown piece, 4 ft.
at the front and 6 ft. at the rear. The width over the sills, in-
cluding the plates, is 6 ft. 3 ins. The sweep of the posts is
7 9-16 ins., and the distance between the centers of the posts
is 33 13-28 ins. The side sills are 4 ins. x 7 ins., and the end
sills, 3^ ins. X 6 ins.; the thickness of the corner posts, 3%
ins., and of the side posts, ins.

The Rapid Transit Commission of New York has decided to
investigate the ventilation of the subway. At present the cir-
culation of air between the subway and the street is due to
three causes : the movement of trains, forcing it in and out ;
winds blowing down the hooded stairways, and, finally, the
rising of warm air from the subway and the descent of cold
air to take its place.

oil is conveyed by the disc to the bearing. The oil that drips
from the bearing back into the original oil cellar may be used
again, thus allowing an oil inlet many times larger than could
be used by a gravity cup. The oil well containing disc, strainer,
etc., is pressed upward with two coil springs located around the
parallel bars. These springs are just sufficient to maintain the
periphery of the disc in contact with that of the shaft.

The engravings marked Figs, i to 5 are taken from a drawing
prepared to show how the oil receptacles of standard motors
can be modified to use this device. Fig. i shows the bearing
ready to install ; Fig. 2, the new bearing with small opening be-
fore it has been fitted to gage ; Fig. 3, the old bearing with the
full lines showing the old opening and lug-pin hole, and the
dotted lines the amount to be taken out to fit the gage and new
lug-pin hole; Fig. 4, the width of the slot in the bearing; Fig.
5, end view of the bearing, cap and lubricator. The parts

June 24, 1905.]

STREET RAILWAY JOURNAL.

marked a in Fig. 5 should be bent outward to fit the cellar, and
those marked b show the ends of the frames which should be
bent toward the center instead of cut off to obtain the required
height.

About j/z gill of oil per day of eighteen hours will keep the
bearing thoroughly lubricated using a i-i6-in. oil hole. It is
claimed that there is positively no waste with this device, for
when the journal stops, the flow of oil must also cease.

♦♦♦

A VERTICAL TYPE DIRECT-CONNECTED GENERATING SET

The B. F. Sturtevant Company, of Boston, Mass., has recent-
ly designed a 23-kw generating set consisting of a 2-in. x 8-in.
single vertical enclosed automatic engine, direct connected
with solid sub-base, extended shaft, with through bolted coup-
I'ng and outboard bearing to a 9-100 M.P. 8 compound-wound
generator, operating at a speed of 350 r. p. m., with 90 lbs. steam
pressure at the throttle.

The engine cylinder and steam chest are covered with sheet-
iron lagging, enclosing a layer of asbestos or magnesia fibre.
The cylinder is provided at each end with relief valves of large
diameter, adjustable to open automatically at any pressure de-

VERTICAL ENCLOSED ENGINE TO 25-KW DIRECT-CURRENT
GENERATOR

sired. The piston is cored out and provided with internal rib-
bing, making it very light and strong. It is of open-hearth
steel, running through a deep stuffing box. The rod does not
touch the cylinder head, which is bored large, a bronze ring
fitting the rod in the bottom of the stuffing box, preventing the
escape of the packing to the interior of the cylinder

The valve is of the balanced-piston type, working in remov-
able bushings and provided with cast-iron packing rings. The
guides are cast in one piece with the frame. The cross-head
is of cast iron, fitted with adjustable shoes. The connecting
rod is of forged steel, provided with removable boxes at each
end and lined with babbitt metal hammered in and bored out.
The shaft is of open-hearth steel, forged in one piece. Counter-
weights of cast iron are securely bolted to crank webs.

The valve is connected by a rocker and rod to an eccentric
directly attached to an inertia governor of the Rites type. This
is placed on the fiy-wheel of the engine and automatically regu-
lates the speed within 2 per cent from no load to full load.
The cylinder is tapped for indicator gear, which is so arranged
that cards may be taken without interfering with the oil tight-
ness of the case. The cylinder is raised from the frame and a

stuffing box for the piston rod is fitted in the top. This pre-
vents oil being carried into the cylinder on the rod and cylin-
der condensation mixing with the oil in the frame. At the
same time this arrangement will give ready access to the stuf-
fing boxes while running.

Forced lubrication is used, consisting of an oil pump operated
from the main crank shaft, and forcing oil at from 10 lbs. to
20 lbs. pressure into the main bearings, through the crank shaft,
web, crank-pin, through the connecting rod to the cross-head,
pin. Connection is also made from the oil pump to the mairt'
cross-head guides. This system serves not only to deliver o-il
to all bearings, but also to maintain under pressure a film^bf
oil between the two bearing surfaces, thereby greatly reducing
the friction and increasing the mechanical efficiency of the
engines. The thorough enclosure of the engine prevents all
splashing of oil into the engine room.

The field frame of the generator is made of soft, gray cast
iron, the pole pieces of wrought iron, and the pole shoes of
cast iron. The field coils are made in two sections, the com-
pound winding formmg one, and the shunt winding forming the
other. They are both made up of the best double cotton-
covered wire, thoroughly shellaced, taped, reshellaced and
baked before being mounted on the pole pieces. The armature
is of the barrel-wound, toothed, hollow drum type.

The spider is made of cast iron with hub extended for sup-
porting the commutator. The armature core is made of an-
nealed soft steel, each sheet being shellaced before being
mounted on the spider, to prevent eddy currents, and the core
is divided into two or more sections, allowing space for venti-
lating ducts. All the laminations forming the core are ma-
chine slotted before being mounted on the spider. After being
mounted on the spider all the armature slots are insulated by
means of insulating troughs. The armature winding is of the
coil or bar-wound type ; if of the former, the coils are formed
up of the best double cotton-covered wire, shaped and thor-
oughly taped before being mounted on the core; if of the latter,
they are made of solid copper bars, formed before being
mounted on the core, after which they receive several baths of
insulated shellac, and are thoroughly baked.

The commutator is made of forged copper, thoroughly in-
sulated by selected amber mica. The brush holder, of which
there are two or more in number on each stud, are made of
composition throughout, and are of the self-adjusting socket
type. On this type the spring is not called upon to carry any
current, consequently there is no danger of the spring losing
its tension from heating. The brushes are of soft carbon, and
of ample cross-section to prevent the current density exceeding
30 amps, per square inch carrying capacity under normal con-
ditions. The brush studs and brushes are all carried on one
self-contained rocker arm secured to the field frame, which
permits of moving all the brushes simultaneously.

The test for dielectric strength (or breakdown) on these
generators is made with a pressure of 1500 volts alternating
e.m.f. for a duration of one minute, with a generator having
a capacity of 7 kw. The heat rise of the generator will not
exceed 40 degs. C. above the surrounding air for a four-hour
full-rated load run, and an overload of 25 per cent can be car-
ried for two hours without the temperature rise exceeding 50
degs. C. above the surrounding air. A momentary overload of
TOO per cent can be carried without flashing.

—

The Cleveland & Southwestern Traction Company has in-
stituted limited service between Cleveland and Wooster over
its southern division. In addition to regular hourly service, it
has two cars each way which stop only in towns, making the
57 miles in two hours and thirty minutes, forty-five minutes
faster than the regular schedule. No excess fare is charged,
and the cars are securing a lot of business that formerly went
to the steam roads in the territory.

iio6

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

OPEN CARS FOR CLINTON 'IOWA

Six ten-bench open cars, built by the American Car Com-
pany, have recently been placed in operation on the lines of the
State Electric Company, Iowa, connecting Clinton and Lyons.
These towns are situated in the central western part of Iowa,
on the Mississippi River. The lines touch the attractive amuse-
ment resort, Joyce Park, which is owned by the company.

The new cars measure 21 ft. ins. over the end panels,
and 7 ft. in. over the seat ends. The seating capacity is

SINGLE-TRUCK OPEN CAR FOR CLINTON, lA.

fifty, and the seats are of the reversible type. The inside finish
is of ash, and the ceilings are of birch neatly decorated. The
sashes in the bulkheads are arranged to drop into pockets be-
tween the seats. The curtains may be pulled down to the floor.
The furnishings include Brill angle-iron bumpers, "Dedenda"
gongs and brake rigging. The trucks are of the Brill No. 21-E
type, with 7-ft. 6-in. wheel base and 33-in. wheels.

The length over the crown pieces is 28 ft. 8^ ins., and over
the sill plates, 6 ft. 3 ins. The sweep of the posts is 5 ins.
The distance between the centers of the posts is 2 ft. 8 ins.
The side sill size is 3^4 ins. x 7 ins., the sill plates are 7 ins. x
Yz in., the thickness of the corner posts is 3^ ins., and of the
side posts 2^ ins. The height of the steps is iSj/^ ins., and
of the risers I'^Yi ins.

FLEXIBLE STEEL-ARMORED HOSE

The flexible steel-armored hose, which has recently been
l)laced on the market by the Sprague Electric Comf)any, con-
sists of a rubber hose completely encased in a flexible steel

lutely safe, and many trains are now being equipped with it
for air brakes, signaling or other work.

Heretofore, the best hose on the market was liable to bu!»st
without a moment's warning, and result in heavy damages,
due to the non-working of the signals or air brakes, because
of a leak in the hose connections, but this flexible steel-arm-
ored hose is intended to eliminate such dangers. This fact is
said to have been demonstrated in actual service where a train
was brought promptly into the station after the hose lining had
given out. The steel armor binds the rubber so tightly that
even where a rupture occurs in the lining, the loss of power
is so slight that it does not interfere with the workin_g efficiency
of the hose. After the hose has been damaged it can still be
used until it is convenient to replace it with a new piece. The
first illustration shows the construction of the armor around
the rubber hose, and the second illustrates the re-enforcing
bushing which strengthens the terminal joint without interfer-
ing with the flexibility of the hose.

SEMI-CONVERTIBLE CARS FOR LONG ISLAND

The J. G. Brill Company has recently delivered to the New
York & Long Island Traction Company four semi-convertible
cars of the type illustrated. These will be operated on the
company's 33 miles of track, connecting Mineola, Garden City,
Freeport, Rockville Center, Hempstead, Queens, Lynbrook,
Valley Stream and Roosevelt. The large windows, which are
opened at the rear, and the low window sills, upon which neat
arm-rests are provided, show that the cars have the builder's
well-known semi-convertible window system. The cars are
mounted on No. 27-A-i trucks, with 55-hp motors, and will
be run on a fast schedule. Forty-two passengers may be com
fortably seated, the seats being of spring cane, 37 ins. long,
and the aisle 24 ins. wide. Cherry, natural, with birch ceilings,
constitutes the interior finish.

The corner posts are 3^^^ ins. thick, and the side posts
34 i^s- Steel plates, 12 ins. x ^ in., take the place of upper
and lower trusses, and each side post, besides being deeply
tenoned into the side sills, is secured to the plate with two
screws, which increases the firmness of the posts. The outside
platform knees are re-enforced with angle-iron, while those at
the center are composed of angle-iron offset for the purpose,
and which extend 4 ft. 5 ins. back of the center of the body
Iiolsters, which is the builder's standard practice, and brings
the larger part of the platform load directly to bear upon the

VIEW t)F ARMOR CONSTRUCTION

HOSE COUPLING WITH REIN-
FORCING FLEXIBLE BUSHING

ONE OF THE TEN DOUBLE-VESTIBULE CARS FOR THE NEW YORK & LONG
ISLAND TRACTION COMPANY

tube, SO that no part of the rubber is exposed, even on a bend.
Not only is the hose thus thoroughly protected from outside
injury, but the steel wrapper binds the rubber so tightly that it
prevents expansion, and thereby lessens the strain on the hose
from the pressure within. The durability is consequently
greatly increased. The reliability of flexible steel-armored
hose, however, is a vital consideration. It is said to be abso-

bolster, thereby relieving the car body of much of the strain.

The length over the end panels is 30 ft. 8 ins., and over the
crown pieces and the vestibules 40 ft. 8 ins. The width over
the sills is 8 ft. 2^ ins., and over the posts at the belt 8 ft. 6 in>s.
The sweep of the posts is ins. The distance between the
centers of the posts is 2 ft. 8 ins. The side sill size is 4 ins. x
7^ ins., and the end sill size 5^2 ins. x 6% ins.

June 24, 1905.]

STREET RAILWAY JOURNAL.

1 107

LEGAL DEPARTMENT*

CHARTERS, ORDINANCES, FRANCHISES, ETC.

CALIFORNIA. — Courts — Jurisdiction of Circuit Court — Case Aris-
ing Under Federal Constitution — Street Railways — Award of
Franchise to Next Highest Bidder when Successful Bidder De-
faults.

1. A substantial controversy respecting rights under the Federal
Constitution, presented by the averments of the bill, is sufificient to
support the jurisdiction of a Federal Circuit Court, irrespective of
the actual sufficiency of the facts alleged to justify the relief sought,
or of the facts as they may subsequently turn out.

2. The acceptance of a bid already made when the successful bid-
der defaults is necessitated by the provision of Cal. act March 11,
1901, Sec. 5, for the granting of a street railway franchise by a
municipality to the "next highest bidder" therefor, in case the suc-
cessful bidder fails to make the requisite deposit of the amovmt of
his bid within twenty-four hours after the sale. — (Pacific Electric
Ry. Co., Appt., vs. City of Los Angeles, P. W. Powers, W. H.
Pierce, et al., etc., 24 Sup. Rep., 586.)

ILLINOIS. — Municipal Corporations — Public Improvements —
Resolutions — Engineer's Estimate — Statutes — Construction —
Actions — Subject Matter — Jurisdiction — Objections — General
Appearance — Waiver — New Trial — Grounds — Objections on
Appeal.

Where no rule is entered or applied for to compel a party moving
for a new trial to file a written motion stating the grounds relied on,
and no objection is taken in the trial court that the reasons for the
new trial were not stated in writing, such objection cannot be urged
on appeal.

2. Where an objection to a judgment confirming a special assess-
ment for street paving was one which challenged the jurisdiction of
the court over the subject matter, such objection was not waived by
a general appearance.

3. A first resolution for a street improvement reciting that the
improvement was thereby originated, the estimate of the cost being
$17,000, "which estimate is hereby referred to and made a part of
this resolution by reference," but which estimate was not transcribed
on any record of the board whatsoever, did not comply with Local
Improvement Act 1897, Sec. 7 (Hurd's Rev. St. 1899, c. 24, Sec.
513), requiring that the estimate of the cost of the proposed im-
provement "shall be made a part of the record of the first resolu-
tion."

4. The fact that the engineer's estimate, together with all similar
estimates, were kept on file in the office of the board of local im-
provements, were properly indexed, open, and immediately ac-
cessible to any person, did not constitute a substantial compliance
with such section.

5. Since Local Improvement Act 1897, Sec. 7 (Hurd's Rev. St.
1899, c. 24, Sec. 513), requiring the estimate of the cost of a pro-
posed improvement to be made a part of the record of the first reso-
lution authorizing the same, applies to the entire State, a construc-
tion of such statute by the board of local improvements of a city,
different from the legal construction thereof, could not be adopted.
— Chicago Union Traction Co. vs. City of Chicago, 70 N. E. Rep ,
659.)

KENTUCKY.— Obstruction of Street Railroad Viaduct— Injury to
Abutting Owner — Suit for Injunction — Dissolution — Amend-
ment of Petition — Suit for Damages — Instructions — Verdict —
Excessive Damages.

1. Where, in a suit by the owner of property abutting on a street
for an injunction restraining the erection of a railroad viaduct in the
street, it appeared that she was entitled to damages if the allega-
tions of the petition were true, it was not error after the dissolution
of the injunction to permit plaintiff to amend her petition so as to
pray for the recovery of damages.

2. Where a railroad viaduct 10 ft. or 12 ft. high was erected in
the central* part of a street, leaving only the space of 21 ft. between
the viaduct and the property line of an abutting owner and 11 ft.
between the viaduct and sidewalk, he was entitled to damages for
depreciation of value owing to the obstruction of ingress or egress.

3. Where, in an action by the owner of property abutting on a
street for damages owing to the obstruction of ingress and egress
by the erection of a railroad viaduct in the street, the court plainly
told the jury in three succeeding instructions that they could give
plaintiff damages only for the obstruction of ingress and egress, a
fourth instruction that the jury should ascertain the market value
of the property just before it became known that the viaduct was to
be liuilt, and then ascertain what portion of that value had been

* Conducted by Wilbur I..irrc'morc, of the New York Bar, ,32 Nassau Street,
New York, to whom all correspondence concerning this department should be
addressed.

taken from that property by the viaduct, and that such amount
would be the damages, was not erroneous on the theory that it al-
lowed the jury to find for plaintiff for depreciation of value not due
to obstruction of ingress and egress.

4. In an action by the owner of property abutting on a street for
damages by the erection of a railroad viaduct in the street, plaintiff's
evidence having tended to show that her property was worth about
$1,250 before the construction of the viaduct, and that it had been
damaged in the sum of $625, and it appearing that the space be-
tween the sidewalk and the viaduct was only 11 ft. in front of the
property, and that the same had been seriously impaired, a verdict
for $425 was not excessive. — (Camden Interstate Ry. Co. vs. Smilev,
84 S. W. Rep., 523.)

NEW JERSEY. — Eminent Domain — Procedure — Appeal — Review
by Justice of Supreme Court.

The review, before a justice of the Supreme Court, of the award
made by commissioners for land required, under the provisions of
the traction companies' act of 1893 (Gen. St., p. 3235), is "an ap-
peal" within the meaning of Section 9 of the eminent doinain act
of 1900 (P. L., p. 79), for which the appeal provided by the later
act is substituted. — (Van Emburgh vs. Paterson & State Line Trac-
tion Co., 59 At!. Rep., 461.)

NEW YORK. — Street Railways — Transfers — Refusal of Transfers
— Evidence — Excuses — Failure to Have Transfers — -Misbehav-
ior of Passenger.

1. In an action against a street railway to recover a penalty, evi-
dence held to show that the refusal of defendant's conductor to fur-
nish plaintiff with a transfer ticket was willful.

2. The mere fact that a street railway conductor did not have
the usual transfer tickets when requested to give them to a pas-
senger, did not absolve the street railway from the statutory duty
of furnishing transfer tickets.

3. The fact that boys riding on a street car indulged in "skylark-
ing" did not affect their standing as passengers, or their right to
have transfer tickets furnished them by the conductor. — (Rosenberg
vs. Brooklyn Heights R. Co. (two cases). Ehrlich vs. Same. Beck
vs. Same. Silverman vs. Same. Shargin vs. Same, 86 N. Y. Sup.,
871.)

NEW YORK. — Carriers — Street Car Passenger — Ejection — Re-
fusal to Pay Fare.
A street car passenger who, on being refused a transfer, instead
of leaving the car, continues thereon to the end of the line, and re-
fuses, on the car's return trip, to pay an additional fare, whereupon
he is forcibly ejected, has no cause of action against the company. —
(Hoelljes vs. Interurban St. Ry. Co., 87 N. Y. Sup., 133.)
NEW YORK. — Street Railways — Transfers — Refusal to Accept —
Statutory Provisions — Action to Recover Penalty — Construc-
tion— Evidence — Presumptions.

1. LInder Laws 1892, p. 1406, c. 676, Sec. 104, reqtiiring a street rail-
way to give to each passenger paying a single fare a transfer, etc.,
a refusal to accept a valid transfer tendered by a passenger is
equivalent to a refusal to give one, rendering defendant liable to the
penalty provided.

2. In an action to recover the penalty imposed by Laws 1892, p.
1406, c. 676, Sec. 104, on a street railway refusing to give a transfer
to a passenger, where there are two lines of cars, one of which is
operated by defendant, running along a street, it will not be pre-
sumed, in the absence of proof, that the car boarded by plaintiff, and
on which a transfer tendered by him was refused, ran over the line
operated by defendant. — (Harris vs. Interurban St. Ry. Co. Linter
vs. Same, 92 N. Y. Sup., 42.)

NEW YORK. — Carriers — Street Railways — Transfers.

I. Where, though a passenger knew he could have traveled to his
destination by pursuing a route over which defendant street railway
company issued transfers, he had frequently traveled over the route
selected, and had always theretofore been given a transfer, and
there was no evidence that any notice of the discontinuance of
transfers was given to him when he boarded the car. or until no
alternative continuous route was available, defendant was liable for
refusal to issue a transfer to him as theretofore. — Freeman vs. New
York City Ry, Co.. 92 N. Y. Sup., 47.)

NEW YORK.— Street Railroads— Transfers— Penalty for Refusal
— Same.

1. In an action for the penalty under the statute rec[uiring street
railways to give transfers at intersecting points, an answer pleading
a possible alternative route, but without alleging that transfer was
issued on such alternative route, is insufficient.

2. Where it is not alleged or shown by defendant that the plain-
tiff was actually notified before he began his journey, or that means
were adopted to give him notice that a transfer would not be given
on a particular intersecting route, but would be gi\'en on another
equallv available, the defendant is liable. — ( Holmes ^'s. Internrban
St. Ry. Co., 92 N. Y. Sup., 57-)

iio8

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

NEW YORK. — Street Railroads — Refusal of Transfer — Excuse.

Under Railroad Law (Laws 1892, p. 1406, c. 676), Sec. 104, re-
quiring certain street railroads to give to each passenger, on de-
mand, without extra charge, a transfer entitling the passenger to
one continuous trip to any point or portion of such railroad, it is no
excuse for the refusal to give a transfer at a particular point that
it might cause undue crowding in the street and at the crossings. —
(Moskowitz vs. Brooklyn Heights R. Co., 93 N. Y. Sup., 386.)

NEW YORK.— Street Railways— Refusal to Transfer— Statutory
Penalty — Cumulative Penalties.

1. Defendant operated two intersecting street car lines within
the limits of New York City. Plaintiff, a passenger on one of
these lines, demanded a transfer, which the conductor refused to
issue. Plaintiff, after repeating his demand, left the car, boarded
an intersecting car, and explained the situation to the conductor
on that car. The latter conductor refused to carry plaintiff unless
he paid an extra fare, which he did. Held, that plaintiff was en-
titled to the penalty prescribed by Railroad Law, Sec. 104 (Hey-
decker's Gen. Laws, p. 3320, c. 39), for the refusal of a street rail-
road to issue a continuous trip transfer to a passenger.

2. The penalties prescribed by Railroad Law, Sec. 104 (Hey-
decker's Gen. Laws, p. 3320, c. 39), for the refusal by a street rail-
road of a transfer to a passenger, are not cumulative, but only one
penalty can be recovered in a single action, and the commencement
of such action is a waiver of all penalties previously incurred. —
(McLean vs. Intern rban St. Ry. Co., 92 N. Y. Sup., 77.)

NEW YORK. — Carriers — Street Railroads — Passengers — Trans-
fers— Penalties — Cumulation — Amendment.

1. Penalties imposed by Railroad Law (Laws 1892, p. 1406, c.
676) Sec. 104, against street railway corporations for refusing to
issue transfers entitling a passenger to one continuous trip to any
point on any railroad embraced in a consolidation contract, etc.,
may be cumulated.

2. Railroad Law (Laws 1890, p. 1082, c. 565, as amended by
Laws 1892, p. 1382, c. 676) provides for the joint operation of
street railroads, and section 104 (page 1406) declares that every
such corporation entering into such contract shall carry or permit
to be carried on roads embraced in the contract any passenger for
a continuous trip for a single fare, and also requires the issuance
of transfers. Held, that such section was not limited to traffic con-
tracts, but embraced leases as well.

3. Laws 1885, p. 525, c. 305, authorizing traffic contracts between
street railway companies, declares (section 4) that every company
entering into any contract under the act shall carry or permit any
other party to such contract to carry between any two points on
the railroad embraced in such contract any passenger desiring to
make one continuous trip between the points, for a single fare, and
shall issue transfers, and declares that for every refusal to comply
therewith the corporation shall forfeit to the party aggrieved the
sum of $50. Such act was repealed by Laws of 1892, pp. 1813, 1814,
c. 687, Sec, 34, but section 36 thereof declared that the provisions
of such chapter, of the stock corporation law, the railroad law,
etc., so far as they were substantially the same as the laws existing
in 1891, should be construed as a continuance of such laws, modi-
fied or amended according to the language employed in the chapter
or in the stock corporation law, the railroad law, etc., and not as
new enactments. Held, that since Laws 1885, p. 525, c. 305, Sec. 4,
was exactly similar to Railroad Law (Laws 1892, p. 1406, c. 676)
Sec. ,104, the repeal of section 4 did not operate to relieve railroad
companies having taken advantage thereof from the obligations
thereby assumed. — (Lux vs. New York City Ry. Co., 92 N. Y.
Sup., 109.)

NEW YORK.- — Highways — Ownership of Fee — Deed — Presump-
tions— Street Railways — Consent to Construction — Abandon-
ment of Use — Revocation of Consent.

1. Where the court, on the evidence, finds that a street was not
a public highway, prior to 1664, at the time of the capitulation by
the Dutch to the English, it is a finding that the Dutch law, which
placed the title of the street in the public and not in the abutting
owner, does not apply to such street.

2. Where a city conveyed land, describing it as abutting on a
public street, the deed is presumed to carry title to the center of
the street, subject to the right of way over it, where there was no
reservation of title to the center of the street.

3. Where owners of the fee of the street on which their lots abut,
have consented to the construction and operation of a street rail-
way over the highway, they cannot withdraw such consent where
there is no contract with the company giving them such right, with-
out the consent of the State and the general public and the stock-
holders of the company; and an act by the receiver of the com-
pany, appointed in foreclosure, under an order limiting his author-
ity to the management and protection of the property, in abandon-
ing the use of such highway, does not destroy the rights acquired
by the company under such consents, so as to entitle the consent-

ing owners to an injunction restraining the subsequent operation
of the road on the ground that the rights acquired by the street
railway have been abandoned by the receiver.

4. Where a street railway company had obtained the consent of
abutting owners to construction of its road in a highway, and there-
after a receiver appointed in foreclosure to manage the road aban-
doned that portion of the highway to which the consents attached,
the fact that the company succeeding to its rights by purchase at-
tempted to obtain the consent of the abutting owners to the recon-
struction of that part of the railway abandoned by the receiver in
no way impaired its rights under the original consent, and a pro-
ceeding to obtain the approval of its road, though unnecessary,
was not destructive of such rights.

5. Where abutting owners consented to the building of a street
railway on a highway, and thereafter a strip of land outside of the
original street was acquired by the city under condemnation pro-
ceedings, an abutting owner who owned the fee to the center still
held the fee to the land lying between the center of the street and
the former boundary, and, where he did not consent to the con-
struction of the railway over the premises, he is entitled to restrain
the use by the railway of such strip. — (Paige vs. Schenectady Ry.
Co.,; Lansing vs. Same; Van Epps vs. Same; Beattie vs. Same;
Thompson vs. Same; Whitmyre vs. Same, 70 N. E. Rep., 213.)
NEW YORK.— Street Railways— Refusal to Give Transfer— Pen-
alty.

Recovery of the penalty provided by Laws 1890, p. 11 14, c. 565,
Sec. 104, for refusal to give a transfer to "any passenger desiring
to make a continuous trip," may be had by one riding for the pur-
pose of recovering penalties for the refusal. — (McLean vs. Inter-
urban St. Ry. Co., 87 N. Y. Sup., 136.)

NEW YORK. — Taxation — Review of Commissioners' Action —
Certiorari — Nature of Proceedings — Corporations — Taxation —
Assessment — Capital Stock — Franchise — Taxation — ^Statement
of Commissioners — Failure to Take Testimony — Effect — Re-
view of Commissioners' Action — Party Aggrieved.

1. In certiorari to review the proceedings of the commissioners
of assessment, the court, when the proceedings came on for trial,
decided that testimony was necessary, and appointed a referee to
take the same and report. On the hearing before the referee the
relator produced no testimony, but rested its case on the return of
the assessors to the writ, and thereafter the court confirmed the
report of the referee and cancelled the tax. Held, that the court,
by deciding in the first instance that testimony was necessary, was
not precluded from determining that the tax was illegal on the
face of the return.

2. A corporation is entitled, on an assessment for taxation, to
have deducted from its personal property the amount of its debts.

3. "Capital stock," as used in the tax law, does not mean share
stock, but means the actual money or property paid in and pos-
sessed by the corporation.

4. The assessors have no jurisdiction to determine the assessable
value of the franchise of a corporation.

5. While the commissioners of assessment have power to exam-
ine the officers of a corporation under oath, and to require a fuller
statement of its property, where it receives a corporation's state-
ment and makes no further inquiries, the board is not at liberty to
disregard the facts contained in the statement.

6. Where in certiorari, on relation of a corporation, to review
the proceedings of the commissioners of assessment in assessing
relator for taxation, the statement filed by the corporation with the
commissioners, and on which their action was based, shows that
the corporation had no personalty subject to taxes, it sufficiently
appears that the corporation was "aggrieved," so as to entitle it to
a cancellation of the tax.

Van Brunt, P. J., dissenting in part. — (People ex rel. Twenty-
Third St. Ry. Co. vs. Feitner et al., Com'rs., 87 N. Y. Sup., 305.)
NEW YORK. — Railroads — Construction — Certificate of Necessity
• — Protest of Property Owners.

The certificate of public necessity and convenience- required by
section 59 of the railroad law, as amended by Laws 1895, p. 317, c.
545, as a condition precedent to the" construction of a railroad,
should not be granted by the Railroad Commissioners to a company
desiring to construct a freight switch road along a valuable water
front, which has not been developed, and which, in its present con-
dition, needs no freight facilities, as the land fronting thereon is
unimproved agricultural land, on which no manufactories have been
established, where over 60 per cent of the owners of the land and
proprietors of the water frontage oppose the construction of the
road.- — (People ex rel. Amm et al. vs. State Board of Railroad
Com'rs. et al., 93 N. Y. Sup., 58.)

NEW YORK. — Adverse Possession — Incorporeal Rights — Admis-
sion that Possession is not Adverse.
I. A street railway company entered upon a street by consent of
the municipal authorities, expressly claiming that its occupation was

June 24, 1905.]

STREET RAILWAY JOURNAL.

1 109

limited to the public right in the street, and that it did not invade
any property right possessed by abutting owners. Afterward a case
was decided which held that the occupation of the street by the rail-
way company was in fact in interference with the abutting owners'
easements of light, air and access. Held that limitations did not
begin to run against the right of an abutting owner to sue for the
injury to his incorporeal rights until the determination that the
company was interfering with such rights.

2. Where a street railway company which occupied a street so as
to interfere with the abutting owners' easements of light, air and
access, made compensation to some owners for such interference, it
thereby admitted that its use of the easements was not hostile and
adverse as to any of the owners. — (Hindley vs. Manhattan Ry. Co.
et al., 93 N. Y. Sup., 53.)

NEW YORK. — Street Railroads — Construction — Authorization by
Court — Conditions — Payment of Damages.
Const. Art. 3, Sec. 18, prohibits the construction of a street rail-
road except upon the consent of one-half of the property owners
affected thereby, or, in case such consent cannot be obtained, upon
the confirmation by the Appellate Division of a commissioners' re-
port determining that the railroad should be constructed. Laws
1891, p. s, c. 4, Sec. 5, prescribes an appropriate procedure in ac-
cordance with the constitutional provision. An underground rail-
road procured an order of the Appellate Division confirming the
report of commissioners in favor of the construction of the railroad
according to certain plans. Subsequently, without either the con-
sent of property owners or an order of court, the railroad made
substantial modifications in its plans, and completed its road ac-
cording to such unauthorized modification. This construction
materially damaged abutting property, but the road, as a whole,
would be, in its operation, beneficial to the city. Held that the Ap-
pellate Division had power to, and would as a condition of con-
firming a report of commissioners sanctioning the maintenance and
operation of the railroad according to the modified plan, require the
railroad to pay the property owners the amount of the damage done
to them by the unauthorized construction of the road. Van Brunt,
P. J., dissenting. — (In re Board of Rapid Transit Railroad Com'rs
of City of New York, 93 N. Y. Sup., 930.)

NEW YORK.— Street Railroads— Liability for Paving Streets.

In granting a street railroad company a permit to lay its tracks
on a street, the city fixed as a condition that the company should
replace the pavement in accordance with the specifications in use by
the department of public works, and to renew the pavement as
required by the commissioners, supplying trap block pavement at its
own cost between the rails and for a certain distance outside the
tracks, and that, if the company should refuse or neglect to do the
work on notice, then the city might do the same at the cost of
the company. The company accepted the terms of the permit by
laying its tracks in the street. Afterward the City Council resolved
that the street "be paved with granite blocks," and the company was
notified of this resolution, and that, if it failed to thus pave the
street, the city would do so at the company's expense. Held that
the city having paved the street, and the company having failed to
pave its portion thereof, the company was liable to the extent of
what it would have cost to so pave it with trap block pavement. —
(Mayor, etc., of City of New York vs. Harlem Bridge, M. & F. Ry.
Co., 91 N. Y. Sup., 557.)

NEW YORK. — Street Railroads — Change of Line — Abandonment
— Abandonment of Line.

1. The action of the Forty-Second Street Railroad Company in
constructing its road on the Boulevard in New York City under
Laws 1884, p. 309, c. 252, did not amount to an abandonment of the
Amsterdam Avenue route.

2. The fact that the Forty-Second Street Railroad Company dur-
ing a portion of the year 1902 and up to April 16, 1903, operated
only one car a day over its tracks on Amsterdam Avenue, and that
there were days in times of snowfall when no car was operated, did
not show an abandonment of the route, so as to give the city the
right to remove the tracks. — (Forty-Second St., M. & St. N. Ave.
R. Co. vs. Cantor, President, et al., 93 N. Y. Sup., 944.)

NEW YORK. — Street Railroads — Passenger Paying Fare — Trans-
fers.

Railroad Act, Sec. 104 (Laws 1892, p. 1406, c. 676), provides that
street car companies shall upon demand, and without extra charge,
give to each passenger paying one single fare a transfer, etc., and
that on refusal the company so refusing shall forfeit $50 to the
aggrieved party. Held that, where plaintiff's husband paid the fares
of both plaintiff and himself on defendant's street car, plaintiff was
entitled to a transfer as a "passenger paying one single fare," and
on refusal of such transfer could, as the "aggrieved party," main-
tain an action under the statute. — (Carpenter vs. New York City
Ry. Co., 93 N. Y. Sup., 600.)

NEW YORK. — Carriers — Street Railroads — Passengers — Ejection.
Where defendant street railway company was legally bound to

issue a transfer to plaintiff at a certain point, and its conductor in
fact issued such transfer, it was not entitled to defend an action
for wrongful ejection because of plaintiff's refusal to pay fare ex-
cept by the surrender of such transfer on the ground that it did
not issue transfers at such point.

Blanchard, J., dissenting. — (Chiert vs. Interurban St. Ry. Co., 92
N. Y. Sup., 782.)

OHIO. — Constitutional Law — Impairment of Obligations of Con-
tract— Street Railway Franchises.
By a city ordinance, duly passed under legislative authority, two
separate railroad companies, theretofore operating independent
lines, were authorized to consolidate, subject to the conditions
therein imposed, which required the consolidated company to run
through cars, and to carry passengers between any two points on the
consolidated lines for a single fare. The franchise of one of the
constituent companies expired by its terms in 1904, and that of the
other in 1908. By a subsequent ordinance the consolidated com-
pany was authorized to use electric power on all of its lines, and
by others to build and operate various extensions in connection
with its main line ; such extension ordinances severally providing
that "the right herein granted shall terminate with the present grant
of the main line, to wit, on the loth day of February, 1908." All
of such ordinances were required to be, and were, accepted by the
company and complied with. Held that they created contracts
which bound the company to operate all of its lines as a unitary
system until February, 1908, and conferred upon it the correspond-
ing right to do so, and that an ordinance passed in 1904 granting a
renewal of the franchise of the constituent company, which expired
in that year, to a new company, to the exclusion of the consolidated
company, was unconstitutional and void, as impairing the obligation
of such contracts. — (Cleveland Electric Ry. Co. vs. City of Cleve-
land et al, 135 Fed. Rep., 368.)

PENNSYLVANIA.— Taxations— Exemptions— Power House.

Under Act April 21, 1858 (P. L. 385), providing that real property
of railroad corporations — the superstructure of the road and water
stations alone excepted — shall be subject to taxation for city pur-
poses, a power house for the manufacture of electricity, owned and
used by a traction motor company operating street railways, is
exempt from taxation. — (City of Philadelphia vs. Electric Traction
Co., 57 Atl. Rep., 354-)

TENNESSEE. — Municipal Corporations — Railroads — Occupation
of Street — Interference with Public Travel — Damage to Abutt-
ing Property — Injunction.

1. A railroad company, incorporated under the general incorpora-
tion act of 1875 (Acts 1875, p. 232, c. 142), has a right to construct
its road on the streets of an incorporated city when authorized so
to do by the proper municipal authorities.

2. A city cannot consent to the use of a street for railroad tracks
in such a manner as to seriously interfere with the right of the
public to use the street for ordinary purposes of travel.

3. An owner of property abutting on a street is entitled to an
injunction to prevent the laying of railroad tracks in the street in
such a manner as to interfere with his right of ingress and egress
and inflict upon him a special injury, distinct from that suffered by
the general public, and for which he cannot obtain compensation at
law.

4. Plaintiffs owned two large manufacturing establishments front-
ing on a street 41 ft. wide, through which the materials used and
products manufactured by plaintiffs were hauled. The business of
plaintiffs required the use of many large wagons and drays, and the
street was extensively used. It contained two railroad tracks, one
of which was constantly more or less occupied by cars, and the
other used by passing trains running every hour of the day. Held
that the building of a third track in the street would subject plain-
tiffs to such peculiar and irreparable damage that they were entitled
to an injunction to prevent it. — (Tennessee Brewing Co. vs. Union
Ry. Co., Pepper et al. vs. Same, 85 S. W. Rep., 864.)
VIRGINIA.— Street Railroads— Franchise— Transfers— Intersect-
ing Lines — Line Partially Owned by Different Company.

1. Where the ordinance granting a franchise to a street railroad
company imposed certain conditions as to rates of fare and giving
of transfers, and the company operated its lines in accordance with
these regulations, it thereby assumed contractual obligations with
respect to such regulations.

2. The ordinance granting a franchise to a street railroad Cdin-
pany provided that it should sell half-fare tickets between certain
hours, and give transfers at points where one line intersected with
another. The company owned a line which extended from its
point of intersection with another line to the city limits, beyond
which it was owned by a different corporation, which, however,
ran its cars with the same operatives into the city and to the point
of intersection. Held, that this line was an intersecting line, to
which the provisions as to half-fare tickets and transfers applied. —

STREET RAILWAY JOURNAL. [Vol. XXV. No. 25.

(Virginia Passenger & Power Co. et al. vs. Commonwealth, 49
S. E. Rep., 995.)

VIRGINIA.— Eminent Domain— Railroads— Right of Wa> — Con-
demnation— Continuance — Damages — Elements.

1. Code 1887, Sees. 1075, 1076, 1079, provide for the condemnation
of a railroad right of way ; and Sec. 1081 declares that no order or
injunction shall be awarded to stay the prosecution of the work,
unless the company is transcending its authority, or such injunction
is required to prevent injury which cannot be adequately compen-
sated in damages ; and Sec. 1084 provides for a proceeding to ascer-
tain what persons are entitled to the fund awarded for land taken,
and in what proportions. Held that, under such sections, alleged
owners of land sought to be condemned for a railroad right of way
were not entitled to have the proceedings stayed pending a suit in
equity between such alleged owners, involving the title to the land.

2. Under Code 1887, Sec. 1079, providing that the report of com-
missioners in railroad condemnation proceedings shall be confirmed,
unless good cause is shown to the contrary, and that the amount
awarded may be paid into court, or to the persons entitled thereto,
the amount awarded to landowners by such report is to be treated
as prima facie correct.

3. In a proceeding to condemn land for a railroad right of way,
the fact that the land was available for a public park, and that the
owners intended to improve the same for that purpose in the
future, and use it as a source of revenue in connection with an
electric railway, was too speculative, remote and conjectural to be
considered as an element of damage.— (Richmond & P. Electric Ry.
Co. vs. Seaboard Air Line Ry., 149 S. E. Rep., 512.)

WEST VIRGINIA.— Damages— Breach of Contract— Recoupment
for Delay in Performance— Error— Review— Action Tried to
Court.

1. Plaintiff, having contracted to build two bridges for defendant,
failed to complete the same by the dates specified in the contract.
The bridges were required to connect extensions of certain lines
of electric railway owned by defendant, which were to be consoli-
dated and operated as a single system, of which purpose plaintiff
was advised. Defendant entered upon the construction of its ex-
tensions, which could have been completed by the time the last
bridge was to be finished, but were not, because it became apparent
that the bridge would not then be ready. Held that the measure of
the damages defendant was entitled to recover for breach of the
contract by way of recoupment against the contract price was the
interest at the legal rate on the money expended by it upon the im-
provements and extensions which were reasonably within the view
of the parties when the contracts were made from the date when
the last bridge should have been completed, or from the times there-
after when such expenditures were made to the date of its com-
pletion.

2. Where a jury is waived by stipulation in an action at law in a
Federal Court, its findings of fact are conclusive in the Appellate
Court, and only the question of law applicable thereto can be con-
sidered.—(American Bridge Co. of New York vs. Camden Inter-
State Ry. Co., 135 Fed. Rep., 323.)

LIABILITY FOR NEGLIGENCE
INDIANA.- Street Railroads— Crossing Accident— Personal In-
juries— Contributory Negligence — Question for Jury — Instruc-
tions— Appeal.

1. In an action against a street railroad for injuries received in a
crossing accident, evidence examined, and whether plaintiff was
guilty of contributory negligence, held a question for the jury.

2. In such case a charge that in determining the question whether
the car was run at a dangerous and unsafe rate of speed the jury
"should" take into consideration the time, location and conditions
surrounding the accident is not an invasion of the province of the
jury.

3. A charge that a car may be run at a higher rate of speed in
the suburbs or sparsely settled parts of the city than it may be in
the thickly settled, populous, or crowded portion thereof was the
statement of a fact which it was the province of the jury to deter-
mine.

4. Where the evidence and the answers to interrogatories returned
with the general verdict showed that the defendant was negligent in
the operation of the car, the fact that an instruction, the .body of
which contained a correct statement of the law, erroneously stated
that a car might be run at a higher rate of speed in the suburbs or
sparsely settled parts of the city than in the populous or crowded
portion thereof, was not cause for reversal. — (Indianapolis St, Ry.
Co. vs. O'Donnell (No. 4878), 73 N. E. Rep., 163.
KENTUCKY.— Street Railroads— Right to Use Tracks— Collision

with Vehicles — Negligence — Contributory Negligence — Instruc-
tions.

I. Operators of electric street cars must exercise ordinary care

commensurate with the circumstances, and must keep a lookout
ahead of the car, when in a crowded highway, to secure the safety
of others using the highway; and while such cars are entitled to the
use of their tracks without obstruction, they can no more run down
another vehicle by negligence than any other traveler on the high-
way may do so, although such v*ehicle may be upon the tracks.

2. While one driving on a street car track cannot recover for the
consequences of a collision, when his presence on the track could
not be discovered by the carmen, in the exercise of ordinary care,
in time to avert the collision, yet such a one is not a trespasser on
the track, and may anticipate that a proper lookout will be kept by
the carmen, and that ordinary care will be exercised to avoid run-
ning into him.

3. In an action against a street railway for injuries to a driver of
a vehicle, a charge that defendant had the superior, but not the
exclusive, right to the use of its tracks, and that plaintiff should have
used reasonable diligence to keep out of the way of defendant's cars,
was misleading, and in lieu thereof the court should have charged
that plaintiff was lawfully upon the street, and had the right to use
any part of it ; that defendant was entitled to the use of its tracks
for the free passage of its cars ; that it was the duty of those in
charge of defendant's cars to keep a lookout for persons and
vehicles upon the track, and to exercise ordinary care to discover
and avoid injuring them, and that it was the duty of plaintiff in
using the street to exercise ordinary care for his own safety.

4. When the court in its charge used the terms "ordinary care,"
"reasonable diligence," and "reasonable care," it should, in an in-
struction defining ordinary care, have also told the jury that reason-
able diligence or reasonable care is ordinary care.

5. Where the court charged to find for defendant unless defendant
could have discovered plaintiff's peril in time to have avoided the
injury, a further charge to find for defendant if the motorman
exercised ordinary diligence to prevent a collision after he had dis-
covered, or should have discovered, plaintiff's vehicle, was unneces-
sary, and should have been omitted,

6. In an action against a street railroad for injuries to one driving
a vehicle, a charge to find for defendant if the motorman exercised
ordinary diligence to prevent the collision after he should have
discovered such vehicle on the track was an improper limitation on
a previous charge to find for plaintiff if he was injured in the man-
ner complained of in his petition, and such injury was caused by
defendant's failure to exercise reasonable care, where there was evi-
dence of other grounds of negligence than that stated in the limiting
charge, — (Greene vs, Louisville Ry. Co., 84 S. W. Rep., 1154.)

MARYLAND.— Street Railroads— Death to Passenger— Negli-
gence— Presumptions — Directing Verdict.

1. The mere fact that a passenger on a street car was injured
does not of itself raise a presumption of negligence on the part of
the carrier.

2. Plaintiff's decedent was thrown from the rear platform of a
street car and killed as the car entered and passed over a switch.
There was evidence that the car was "going at a good rate of
speed," but there was no evidence of negligence on the part of
defendant or its employees. Held, that directing a verdict for de-
fendant was proper. — (State, to Use of Charles, vs. United Rys. &
Electric Co., 6o Atl. Rep., 249,)

MICHIGAN.— Street Railways— Right to Use Tracks— Rights of
Travelers — Negligence of Motorman — Contributory Negligence
— Duty to Look Out — Questions for Jury.

1. A motorman who was running his car, on a dark night, about
twice as fast as he should have run it to enable him to control the
car so as to prevent an accident, and who relied solely upon his
gong to warn travelers upon the track of the approach of the car,
was negligent.

2. Ordinary travelers have the right to use every part of the high-
wax-, including the space between the rails of a street car line, until
it becomes necessary for them to yield that space to its cars.

3. It is the duty of one driving upon a street railway track to
maintain such a reasonable watchfulness for the approach of a car
as, under the circumstances of the particular case, an ordinarily
prudent man would do ; but he may rely to some extent upon the
exercise of proper caution on the part of motormen in controlling
their cars, and giving notice of their approach, and need not be con-
stantly looking back, nor take into consideration the fact that a car
following him may be running at a reckless rate of speed.

4. It is not negligence per se for one to drive along the track of
a street railroad in the night-time, although the street is of sufficient
width to permit him to drive off the track, where cars cannot strike
him.

5. In an action against a street railway for injuries to one driving
a ^ an on the tracks, caused by a collision with a car approaching
him from the rear, whether plaintiff was guilty of contributory

June 24, 1905.]

STREET RAILWAY JOURNAL.

iiii

negligence held, under the evidence, a question for the jury. — •
(Ablard vs. Detroit United Ry., 102 N. W. Rep., 741.
MISSOURI. — Street Railroads — Personal Injuries — Collision with
Vehicle — Evidence — Question for Jury — Instructions — Con-
tributory Negligence.

1. In an action against a street railroad company for injuries
caused by plaintiff's wagon being struck by a car while plaintiff,
who was driving parallel with the tracks, was attempting to cross,
evidence held to justify submission of the issues of defendant's
negligence and plaintiff's contributory negligence.

2. A requested instruction that, if the negligence of plaintiff con-
tributed directly to his injury, the finding should be for defendant,
though it was also negligent, was sufficiently embodied in instruc-
tions that it was plaintiff's duty before driving on defendant's track
to look and listen for cars, and that, if by so doing he could have
averted the injury, defendant was not liable, and that the burden
was on plaintiff to show that the injuries were caused solely by
defendant's negligence, so that, if the injuries were caused by plain-
tiff driving in front of defendant's car, so that the motorman could
not, by the use of ordinary care, stop it in time to avoid collision,
defendant was not liable. — (Freymark vs. St. Louis Transit Co., 85
S. W. Rep., 606.)

MISSOURI. — Injuries to Passenger — Sufficiency of Petition —
Negligence — Burden of Proof — Damages — Sufficiency of Evi-
dence.

1. In an action for personal injuries, under an allegation that
plaintiff "was greatly injured in body and mind and suffered great
permanent injury," evidence of particular injuries received by plain-
tiff may be shown when objections to the petition are made for the
first time on the trial.

2. In an action for injuries to a passenger in a collision of de-
fendant's cars, were defendant admits the relation of carrier and
passenger between the parties and the fact of the collision, it as-
sumes the burden of disproving negligence.

3. Under an allegation that plaintiff "during all said time has been
absolutely unable to perform any labor, and is disqualified from per-
forming his ordinary avocations of life" plaintiff may show his
occupation and his loss of time and earnings.

4. In an action for personal injuries plaintiff may recover for
physician's services, though the bills for such services have not yet
been paid.

5. In an action for personal injuries, evidence considered, and
held insufficient to show that plaintiff's injuries are of a permanent
character.— (Wilbur vs. Southwest Missouri Electric Rv. Co., 85
S. W. Rep., 671.)

NEW YORK. — Street Railway — Crossings — Damage to Vehicle —
Rules of the Road — Witnesses — Cross-Examination — Interest.

1. In an action against a street railway company for damage
done to plaintiff's vehicle by collision at a crossing, it was error to
exclude the ordinance entitled "Rules of the Road," providing that
all vehicles going in a northerly or southerly direction have the
right of way over any vehicle going in an easterly or westerly di-
rection.

2. A witness may be cross-examined as to facts showing his
favor towards the party calling him, the extent of his own interest
in the case, and his bias, although the range of examination may
be limited by the trial judge. — (H. E. Taylor & Co. vs. Metropoli-
tan St. Ry. Co., 84 N. Y. Supp., 282.)

NEW YORK. — Carriers — Injury to Passenger — Care Required.

Where a passenger riding in a hired cab was injured in a col-
lision between the cab and a street car by the concurrent negli-
gence of the street car company and the cab driver, an instruction
that the cab driver was bound to exercise a very high degree of
care was proper. — (Stiner vs. Metropolitan St. Ry. Co. et al. 84
N. Y. Supp., 285.)

NEW YORK.— Negligence— Non-Suit.

In an action to recover for injuries alleged to have been sus-
tained by the falling of a live wire on plaintiff, who was at the time
riding on a bicycle, it was error to grant a non-suit on the ground
that the facts testified to by plaintiff and his witnesses were in-
credible and scientifically impossible — the case involving electrical
phenomena — where it was not shown by science and common
knowledge that such testimony was absolutely false. — ("Walters vs.
Syracuse Rapid Transit Ry. Co., 70 N. W. Rep., 98.)

NEW YORK, — Street Railways — Collisions with Team — Negli-
gence—Instruction— Right of Way — Ordinances.
I. Where plaintiff's evidence was that when he attempted to
drive across the street railway track the car which struck his team
was ICQ feet away, and defendant's testimony was that it was but
a few feet away, so that it could not be stopped to prevent the ac-
cident, it was error to refuse an instruction, not covered by the
charge, that, if the jury found that while defendants car was pro-
ceeding in the ordinary,' gnd lawful course of business, plaintiff.

with the car in full sight, drove in front of it when it was so near
that it could not be stopped by the exercise of ordinary care, he
could not recover.

2. Where at the time of collision the street car was going north
and the team going east, and an ordinance was in evidence provid-
ing that all vehicles going north or south shall have the right of
way over vehicles going east or west, charging that the rights of
the parties at the place of collision were equal, and refusing to
charge that by the ordinance the car going north had the right of
way over the team going east, was error. — (Cushing vs. Metropoli-
tan St. Ry. Co., 87 N. Y. Supp., 314. )

NEW YORK. — Carriers — Alighting Passengers — Negligence of
Conductor — Witnesses — Medical Experts — Impeachment — Ap-
peal— Prejudicial Error.

1. A conductor who has no notice or knowledge that a passenger
intends to leave the car cannot properly be charged with negligence
in starting the car.

2. In an action for injuries, where a physician testified that he
refused to come to court as a witness as to plaintiff's injuries until
he had been paid, and that plaintiff's attorney sent him a check, it
was error to exclude a question asked for impeachment — as to how
much he had been paid.

3. In an action for injuries, the exclusion of testimony as to how
much a physician had been paid to testify for plaintiff could not be
held harmless where the verdict rendered for plaintiff was con-
siderable, and the physician had testified with much emphasis as to
the permanent results of the accident and the weakening effect on
plaintiff's arm. — (Brown vs. Interurban St. Ry. Co. ,87 N. Y. Sup.,
462.)

NEW YORK. — Street Railroads — Action for Damages — Instruc-
tion— Appeal and Error.
I. In an action against a street railroad for damages, where the
plaintiff's contention was, as charged by the court, that the rear
wheels of his wagon were struck by defendant's car, while defend-
ant's contention was that the plaintiff drove on the track on an
angle when the car was only 15 ft. or 18 ft. away, and that the
wagon was struck in the side, error cannot be predicated on that
part of the charge that if the jury believed that plaintiff's wagon
was not struck in the rear, but was struck in the side, towards the
front of the wagoii, they could not, under the evidence, find a-
verdict for the plaintiff, no request for modification or greater ac-
curacy of statement having been made. — Perisco vs. Metropolitan
St. Ry. Co., 87, N. Y. Sup., 234.)

NEW YORK. — Street Railroads — Injury to Person on Track —
Contributory Negligence.
I. Where plaintiff, in passing behind the rear of a car, stepped on
an adjoining track, and was struck by an approaching car, and the
evidence showed failure to exercise ordinary caution, he was charge-
able with contributory negligence, as a matter of law. — (Reed vs.
Metropolitan St. Ry. Co., 73 N. E. Rep., 41.)

NEW YORK. — Personal Injuries — Complaint — Evidence — Admis-
sibility— Street Railroads — Collision — Negligence — Reasonable
Care.

1. Testimony that plaintiff was suffering from kidney disease, re-
sulting from his injuries, is inadmissible under a complaint alleging
that plaintiff was thrown from his wagon to the floor of a bridge,
thereby "breaking his ribs, spraining his ankle and injuring his back
and right hip, and thereby made him sick, sore, lame and disabled,
* * * causing him to suffer pain of body and mind, and caused
him permanent injury," there being no proof that the kidney disease
was necessarily and directly caused by the injuries specified.

2. Where, in an action against a street railway company for in-
juries sustained to a traveler in a collision with a street car, plain-
tiff's counsel, in summing up to the jury, claimed that, as the acci-
dent happened on a narrow bridge, defendant was bound to exer-
cise an extraordinary degree of care in operating its cars thereon,
defendant was entitled to an instruction distinctly stating that de-
fendant's only duty was the exercise of the reasonable care which a
reasonably prudent man would exercise under the circumstances ;
and a modification of the charge by adding that the narrowness of
the passage placed on the motorman the duty of exercising greater
care than he would be under if the way had been wider was re-
versible error. — (Lockwood vs. Troy City Ry. Co., 87 N. Y. Sup.,
311.)

NEW YORK. — Master and Servant — Injuries to Servant — Danger-
ous Employment — Warning — Care Required — Assimiption of
Risk — Fellow Servant.
I. Where the excavations along a cable road, holding the wheels
on which the cable ran, were not of sufficient size to permit a man
to remain therein during the passage of a car, while oiling or ad-
justing the machinery, so that it was necessary, in performing such
work, for the oiler to place his head and shoulders into the ex-
cavation, the railroad company was not an insurer of his safety
from injury by approaching cars while in such position, and hence.

III2

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

having furnished a competent servant to keep watch and warn the
oiler of danger while in such position, was not guilty of negligence
in failing to provide him with a reasonably safe place in which to
work.

2. The oiler having voluntarily consented to work, with knowl-
edge of the danger, and with the precautions afforded him, assumed
the risk of injury, notwithstanding such precautions.

3. Where it was the duty of plaintiff and his foreman to oil and
reset cable wheels in pits along a cable street railroad, and plain-
tiff and his foreman took turns, one going into the pit, while the
other watched for cars and teams that might approach in order to
give warning to the one in the pit to escape before being struck,
plaintiff's foreman, while on watch, was plaintiff's fellow servant,
so that defendant was not liable for injuries to the plaintiff by
reason of the foreman's negligence in the performance of such duty.
— (Ryan vs. Third Ave. R. Co., 86 N. Y. Sup., 1070.)

NEW YORK. — Carriers — Street Railway Passenger — Collision
with Vehicle — Negligence of Motorman — Excessive Verdict.

1. Evidence in an action by a street car passenger for injuries
received in a collision between the car and a vehicle considered, and
held to sustain a verdict for plaintiff, founded on the negligence
of the motorman.

2. A street car passenger was severely injured on July 26, i8gg,
in a collision between the car and a vehicle, by being struck by a
shaft of the vehicle in the breast. He was taken to a hospital, where
he remained until September, when he was sent to Maine with a
trained nurse. In November he returned to the hospital, remain-
ing there until the 29th, and was not able to return to his regular
business until May. 1902. It appeared that he would never fully
recover from his injuries, though he was not permanently disabled.
Held that a verdict of $25,000 was excessive, and should be re-
duced to $20,000. — (Smith vs. Metropolitan St. Ry. Co., 86 N. Y.
Sup., 1087.)

NEW YORK.— Street Rail roads — Duty to Passengers — Personal
Injury — Instructions.
In an action against a street railway company, an instruction that
such company was obliged, "as a general proposition, to exercise
that degree of care which would safely land a passenger at his desti-
nation," was erroneous as imposing too great a duty on the com-
pany, though there may have been special circumstances of danger
in the particular case. — (Crolly vs. Union Ry. Co. et al., 92 N. Y.
Sup., 313.)

NEW YORK — Street Railways — Injury to Passenger — Negligence
— Evidence.

Negligence is not shown, but, if anything, contributory negligence,
by evidence that, as a passenger who had been standing on the
platform of a car of an elevated train started to enter the car, the
guard closed the sliding door, jamming the passenger's fingers be-
tween the door and the sill; that the guard looked just before
closing the door, and the passenger's hand was not on the sill ; and
that the passenger did not see that the door was being closed. —
(O'Rourke vs. Interborough Rapid Transit Co., 92 N. Y. Sup., 317.)

NEW YORK. — Negligence — Evidence — Evidence — Hypothetical
Question — Negligence — Evidence of Injuries.

1. Where the conductor of a street car, while standing on the
platform, was thrown therefrom by a sudden jerk of the car — the
car at the time being drawn by another car operated by defendant, a
corporation other than the conductor's master — and there being no
evidence as to what caused the jerk, the conductor was not entitled
to recover.

2. In an action for injuries, in which it appeared that plaintiff
had varicose veins, the court asked a physician who had examined
plaintiff whether he could say that such condition was caused by the
accident, to which the witness replied that it could come from the
same. The court then asked, "In your opinion, did it?" and stated
that witness might assume that plaintiff was a perfectly well man
before the accident. The witness replied that, if the condition was
not there before, it would come from the accident, and the court
then asked : "Assuming all of these facts, can you say, with a
reasonable degree of certainty, whether the injuries described will
be permanent." Held, that the hypothetical question was objection-
able as indefinite and confused.

3. In an action for injuries, held that the evidence was insufficient
to show that the injuries complained of were caused by the accident
in question. — (McGinness vs. Third Ave. R. Co., 93 N. Y. Sup,
787.)

NEW YORK. — Street Railways — Injuries to Passengers — Negli-
gence— Contributory Negligence — Submission to Jury — Suffici-
ency of Evidence — Car Platform — Dangerous Position —
Knowledge of — Duty of Passenger — Construction of Horse
Street Car — Judicial Notice — Instructions — Error — Same.

1. In an action against a street railway for personal injuries re-
ceived by plaintiff, a passenger, evidence held sufficient to justify
submission to jury of questions of defendant's negligence and plain-
tiff's lack of contributory negligence.

2. A passenger on a street car cannot voluntarily place himself in
a position of danger, with knowledge of the fact, and then charge
dereliction on the street car company in performing its duty, if he
could have removed himself from the dangerous position and thus
escaped injury.

3. The court may take judicial notice of the construction of an
ordinary horse street car.

4. Plaintiff boarded one of defendant's cars, and stood on the
front platform, holding onto a rail behind him. The driver urged
the horses to a gallop, and, when one of them partially fell, whipped
it, causing it to start the car with a jerk, which threw plaintiff
off, and he was injured. Plaintiff became aware of his dangerous
position while the horses wei^B galloping, but did not move, though
he could have held onto the rail with one hand and opened the
car door with the other, or could have requested the conductor
to open it and help him into the car. Held, that the refusal to
charge, as requested by defendant, that, "if plaintiff had reason to
apprehend danger to himself on account of the speed of the car, it
was his duty to go inside the car," was error.

5. A charge which was general in character, and left the jury to
consider all the circumstances, and then say whether plaintiff ex-
ercised the care and caution of an ordinarily prudent person, did not
properly present the question of the apprehended danger of plain-
tiff's position and his duty to enter the car.

Patterson and O'Brien, J. J., dissenting. — (Kleffmann vs. Dry
Dock, E. B. & B. R. Co., 93 N. Y. Sup., 741.)

NEW YORK. — Carriers — Street Railroads — Injuries to Passengers
— Contributory Negligence — Actions — Instructions.

1. Plaintiff, while waiting for a street car in a space between two
tracks, not more than 5 ft. 8 ins. in width, was struck by a passenger
attempting to board another car on a parallel track, and thrown
under the car. The court charged that if plaintiff, in placing himself
where he did, failed to exercise care for his own safety, yet if de-
fendant's conductor was aware of plaintiff's position before he sig-
naled the car to start, and could have avoided the accident by reas-
onable care, then plaintiff's original negligence would not neces-
sarily excuse defendant's subsequent negligence or preclude a re-
covery. Held, that such instruction withdrew from the jury the
question of plaintiff's contributory negligence, and was therefore
error.

2. Where, in an action for injuries to a street car passenger, the
only person in the carrier's employ charged with negligence was the
conductor of a car, a requested instruction that defendant could not
be held liable because the motorman of the car did not reverse the
power after the accident, but relied on his brakes to stop the car,
was improperly refused. — (Cunningham vs. Metropolitan St. Ry.
Co., 93 N. Y. Sup., 700.)

NEW YORK. — Street Railroads — Personal Injuries — Contribu-
tory Negligence — Question for Jury — Degree of Care Required.

1. In an action against a street railroad for injuries to plaintiff
working on a street, whether plaintiff was guilty of contributory
negligence, held a question for the jury.

2. The rule as to the degree of care required by persons en-
gaged in street work in watching for approaching cars is not as
broad as in the case of pedestrians. — McGrath vs. Metropolitan St.
Ry. Co., 93 N. Y. Sup., 519.)

NEW YORK. — Street Railroads — Injuries to Pedestrians — Acts
and Emergencies — Contributory Negligence — Trespass — Negli-
gence of Motorman — Question for Jury — Evidence.

1. Deceased, a girl fifteen years of age, while waiting at a street
crossiiig for the passage of cars, on seeing a boy four or five years
old attempt to cross in front of a car on the furthest track from her,
voluntarily rushed toward him, seized and pulled him from in front
of the car, and as she stepped back upon the track nearest her she
was struck by a car coming from the opposite direction, which,
when she started for the boy, was between 65 ft. and 200 ft. distant.
The space between the tracks allowing for the widest overhang was
only, from 13 ins. to 17 ins., so that her only means of escape was
to retrace her steps. Held, that deceased, in voluntarily placing
herself in danger to save the boy, was not guilty of contributory
negligence as a matter of law.

2. Deceased was not a trespasser in going in front of the car
for the purpose of rescuing the boy from immediate peril.

3. In an action for the death of a pedestrian struck by a street
car at a crossing, evidence held to require submission of the question
of the motorman's negligence to the jury

June 24, 1905.]

STREET RAILWAY JOURNAL.

1113

McLennan, P. J., and Stover, J., dissenting. — (Manzella vs.
Rochester Ry. Co., 93 N. Y. Sup., 457.)

NEW YORK. — Street Railroads — Injuries to Bicyclists — Contribu-
tory Negligence.
Plaintiff, on entering an avenue on which were double street
car tracks, from a side street, saw a southbound car approaching
about half a block away, and a northbound car approaching on the
track nearest to her. She slowed up her bicyle to permit the north-
bound car to pass in front of her, and immediately "cut right
across" behind it, in front of the southbound car, which was then
so close that a collision could not be averted. Held, that plaintiff
was guilty of contributory negligence, as a matter of law. — (Fur-
long vs. Metropolitan St. Ry. Co., 92 N. Y. Sup., 1008.)

NEW YORK. — Street Railroads — Injuries to Drivers — Contribu-
tory Negligence.
Where plaintiff, injured in a collision with a street car as he was
crossing a track, testified that he plainly saw the car approaching
at a high rate of speed when his horse was at the curb stone, and
he attempted to cross in front of the car without accelerating the
horse's speed, or paying any further attention to the car, he was
guilty of contributory negligence, precluding a recovery. — (Bern-
stein vs. New York City Ry. Co., 92 N. Y. Sup., 228.)

NEW YORK. — Evidence — E.xpert Opinion — Hypothetical Ques-
tions.

Where, in an action for injuries, a physician testified that, from
his examination of plaintiff and his knowledge of the subject, he
could state with reasonable certainty what plaintiff's nervousness
resulted from, and, being asked to state, replied, "Momentum and
shock is possible to bring on this nervousness in a man," such reply
was incompetent, and it was error to refuse to strike the same. —
(Lazarus vs. New York City Ry. Co., 92 N. Y. Sup., 246.)

NEW YORK.— Street Railroads— Injury to Pedestrian— Negli-
gence— Contributory Negligence — Burden of Proof.

Evidence in an action by a pedestrian against a street railway
company for injuries sustained in a collision with a street car con-
sidered, and held insufficient to sustain the burden on plaintiff of
proving negligence on the company's part and of proving himself
free from contributory negligence.

Giegerich, J., dissenting. — (Gentile vs. New York City Ry. Co.,
92 N. Y. Sup., 264.)

NEW YORK. — Street Railroads — Speed of Cars — Ordinances —
Applicability — Damages — Permanent Injuries — Sufficiency of
Evidence — Witnesses — Failure to Produce — -Unfavorable Pre-
sumption— Instructions.

1. An ordinance declaring it unlawful for any cart, wagon, or
other vehicle used to carry passengers to be driven through the
streets at a greater than specified speed is not applicable to street
surface cars operated by electricity.

2. In an action for personal injuries, evidence held insufficient to
show that there was any permanent injury, such as to authorize an
instruction hypothesized on the existence of such an injury.

3. A charge that the jury may consider the fact that defendant
produced no witnesses is erroneous, in the absence of evidence that
defendant had any witnesses which it could produce, and where
there is no showing that anybody except the witnesses examined
by plaintiff, and a servant of defendant, who is not shown to be
available, can testify upon the subject. — (Robinson vs. Metropolitan
St. Ry. Co., 92 N. Y. Sup., loio.)

NEW YORK. — Carriers — Injury to Passenger — Contributory Neg-
ligence.

Plaintiff sued to recover for injuries received while attempting to
board a moving street car, claiming that they were caused by the
act of the conductor in increasing the speed at that time so that he
was thrown against a barrier surrounding an excavation in the
street. He knew of the barrier, and when he attempted to board he
stood within 3 ft. or 4 ft. of it. Held that he was guilty of con-
tributory negligence. — (Berry vs. Utica Belt Line St. Ry. Co., 73
N. E. Rep., 970.)

NEW YORK.— Street Railroads— Injuries to Workmen— Contribu-
tory Negligence — Evidence — Instructions — Requests — Excep-
tions.

I. Plaintiff was struck and injured by a street car while he was
engaged in constructing a fence in the street, surrounding a street
improvement, about 30 ins. from the track. He knew the cars were
passing every two or three minutes, and that the place where he
was working was dangerous. With such knowledge, however, he
worked on, without paying any attention to passing cars ; relying
on his hearing the bell when one approached. A car approached
while he was stooping over, nailing a board on the fence; and,
though other workmen got out of the way and were uninjured,
plaintiff was struck. Held that plaintiff was guilty of contributory
negligence, as a matter of law.

2. In an action for injuries to a workman in a street by lieing
struck by a street car, the court charged that plaintiff was boiuid
to exercise the care which a careful man would exercise in plaintiff's
position, and that his failure so to do, if it contributed to the injury,
would entitle defendant to a verdict. Defendant then asked the
court to charge that, if plaintiff was working in a place known by
him to be dangerous, he was required to keep his senses alert and
be vigilant to look out for cars and avoid them at the time of their
passage, to which the court answered, "He was bound to exercise
that care and diligence that a careful and prudent man would ex-
ercise under the circumstances similar to the ones that he was work-
ing under at that moment," whereupon defendant's counsel ex-
cepted. Held that the exception was to the court's refusal to charge
as requested, and not to the charge of the court in answer to the
request.

3. The charge of the court did not cover defendant's request, and
the refusal thereof was error. — (Hennessey vs. Forty-Second St.,
M. & St. N. Ave. Ry. Co., 92 N. Y. Sup., 1058.)

NEW YORK. — Street Railroads — Injuries to Bicyclist — Contribu-
tory Negligence.
Plaintiff, approaching a street railway track to cross the same,
looked for cars approaching when he was some 15 ft. south of an
elevated railway pillar, and, not seeing any car, attempted to cross
the track after turning sharply to avoid the pillar, without looking
again, and was struck by a car which was so close to him that a col-
lision was unavoidable. Held that the fact that plaintiff looked
once in the position where he was did not justify him in afterwards
turning and crossing the track without making an attempt to as-
certain if it was safe to cross, and that he was guilty of contribu-
tory negligence, as a matter of law. — (Knapp vs. Metropolitan St.
Ry. Co., 92 N. Y. Sup., 1071.)

NEW YORK. — Carriers — Street Railroads — Injuries to Pedestrians
— Premature Start — Actions — Instructions — Exceptions.

1. Where, in an action for injuries to a passenger while boarding
a street car, his evidence that the car was still when he attempted
to board it, and was started with a sudden jerk, was uncorroborated,
and was contradicted by three other witnesses, it was error to
charge that in determining the weight of the evidence the jury
might consider whether it was reasonable to believe that people of
plaintiff's age would run for a car and try to board it, and "whether
people do that sort of thing" in the city where the accident occurred.

2. In an action for injuries to a passenger the court charged that
the jury might consider whether it was reasonable to believe that a
man of plaintiff's age would run for a car and try to board it, and
"whether people do that sort of thing in the city of New York."
Defendant's counsel excepted to that portion of the charge "that
the jury may consider the inference from their own daily experi-
ences whether these things do occur or not in the city of New York
in their daily travel." Plaintiff's counsel thereupon denied that the
court had used such language, when the court stated that he heard
what defendant's counsel said, and submitted the question to the
jury. Held a sufficient exception to the instruction given. — (Hanau
vs. Metropolitan St. Ry. Co., 92 N. Y. Sup.)

PENNSYLVANIA. — Carriers — Negligence of Passenger.

1. It is negligence per se to attempt to get on and off a moving
car, whether propelled by steam or electricity.

2. Where plaintiff attempted to get on a moving electric car, and
was safely on when he was thrown off by the act of the motornian
in suddenly starting the car with a jerk, the company is liable,
though the original act of plaintiff was negligent; but if the sud-
den jerk happens while plaintiff is getting on the car, and before
he has reached a place of safety, the company is not liable. — (Boul-
frois et al. vs. United Traction Co., 59 Atl. Rep., 1007.)

PENNSYLVANIA.— Street Railroad— Collision With Wagon--
Evidence.

In an action against a street railway company for injuries re-
ceived by a collision between a car and a wagon, evidence held to
sustain judgment for plaintiff. — (Kennedy vs. Consolidated Trac-
tion Co., 50 Atl. Rep., 1005.)

PENNSYLVANIA.— Street Railroads— Death of Pedestrian-
Negligence.

In an action against a street railway company to recover for the
death of a pedestrian, the evidence showed that decedent was last
seen standing on the curb looking up and down the electric track,
and was not found lying against the curb, having been struck by
a car running at an unusual speed. Held, that the question of the
railroad company's negligence was for the jury. — (H^aughey et al.
vs. Pittsburg Railways Co., 59 Atl. Rep., 1108.)

PENNSYLVANIA,— Death l)y Wrongful Act — \ction— Parties-
Appeal.

I. Under Act April 26, 1855, Sec. I (P. L. 309), providing that

1 1 14

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

persons entitled to recover damages for an injury causing death
shall be the husband, widow, children, or parents of the deceased,
where a husband is killed through the negligent act of another,
leaving a widow and several children, the action for damages must
be brought by the widow alone, though the damages are to be
shared with the children.

2, Where an action for wrongful death should be brought by
the widow alone, and a nonsuit is entered in a suit by the widow
and children, an appeal by the children separately in their own
names will be quashed.— (Haughey et al. vs. Pittsburg Railways
Co. (No. 2), 59 Atl. Rep., 11 12.)

RHODE ISLAND,— Negligence— Street Railways— Personal In-
juries—Sufficiency of Evidence— Verdict— Remarks of Counsel
— Propriety of.

1. In an action against a street railway to recover for injuries
alleged to have been received by plaintiff by reason of defendant's
negligence in starting its car while plaintiff was alighting there-
from, plaintiff was the sole witness as to the accident, although
there were a number of other passengers on the car, including an
acquaintance of plaintiff, who sat on the seat beside her, and
alighted just before plaintiff did. The conductor, motorman, and
such passengers as were called as witnesses positively denied that
the accident occurred. Held, that a verdict for plaintiff was not
sustained by the evidence.

2. In an action for personal injuries against a street railway
company, where plaintiff was the sole witness as to the alleged ac-
cident, argument of plaintiff's counsel that either she was injured
as she testified, or was guilty of perjury in so testifying, because
it was a matter concerning which she could not be mistaken, was
proper.— Heltzen vs. Union Ry. Co., 59 Atl. Rep., 918.)

RHODE ISLAND. — Carriers — Negligence— Presumption— Evi-
dence— Collision with Vehicle.

1. In an action for injuries to a passenger by a collision between
a car in which he was riding and a vehicle which turned on the
track from a country road, the fact of the collision raised no pre-
sumption of negligence.

2. In an action for injuries to a passenger owing to a collision
between an electric car and a vehicle which turned off a road onto
the track, evidence whether the track was wet or dry on the night
in question, and testimony as to how far witness could see on such
a night, and within what distance a car could be stopped at the
place where the accident occurred, was inapplicable, in the absence
of any evidence that the vehicle was on the track until the instant
of the collision.— (Pagan vs. Rhode Island Co., 60 Atl. Rep., 672.)

TEXAS.— Street Railways— Persons on Streets— Injuries— Dis-
covered Peril — Duty of Motorman.

1. Where the motorman of a street car saw that a boy on the
street would probably run upon the track in front of the car, it
was his duty to use every meeyis in his power consistent with the
safety of those on the car to prevent injury to the boy, and it was
not sufficient for him to wait until the boy ran upon the track just
in front of the car, when the danger was so imminent that the in-
jury could not have been averted.

2. Where a motorman saw that a boy on the street paid no at-
tention to the sounding of the gong and his hallooing to him, ordi-
nary care on his part required him to lessen the speed of the car,
and not to attempt to run by the boy until satisfied that the latter
was aware of the approach of the car.— '(Galveston City Ry. Co. vs.
Hanna, 79 S. W. Rep., 639.)

TEXAS.— Per,sonal Injuries— Pro.ximate Cause— Contributory
Negligence — Elements of Damages.

1. Though plaintiff was guilty of negligence contributory to his
injury, he may recover if such injury was more immediately caused
by defendant's omission, after becoming aware of plaintiff's peril,
to use ordinary care to avoid the injury.

2. In an action for injury to a boy 14 years old, evidence that he
suffers from severe pain in the head, tliat "he was a bright boy"
before the injury, and that he is now "dull, and does not under-
stand'' what is said to him, is sufficient on which to base an in-
struction to "consider, in estimating his damages, the probable
effect and duration of the injury, if any, to his mind in the future."
— (El Paso Electric Ry. Co., vs. Kendall, 85 S. W. Rep., 61.)

TEXAS. — Carriers— Street Railroads— Injuries to Passengers—
Damages— Instructions— Appeal— Assignments of Error?

1. Where an assignment of error complains of a clause in the
charge, but neither the assignment nor the proposition thereunder
points out the error, the assignment presents nothing for review.

2. An instruction in an action for injuries that, in estimating
plaintiff's damages, the jury may consider mental and physical pain
and suffering, if any, endured by plaii-itiff, resulting from his in-
juries, if an}^ the time necessarily losi, if any, by reason of his
injury, if any, and authorizing an allowance of such a sum as the

jury may believe from the evidence will be fair compensation for
the injury, if any, sustained, was not objectionable as permitting
double damages.

3. Where, in an action against a carrier for injuries to a pas-
senger, he sustained a fracture of a rib, suffered and continued to
suffer great pain in his side, heart and back, and had only partial
use of one of his hands, as the result of his injuries, a verdict for
$750 was not e.xcessive. — (San Antonio Traction Co. vs. Sanchez,
84 S. W. Rep., 849.)

TEXAS. — Street Railroads — Defective Track — Drivers — Injuries —
Instructions.

1. In an action for the death of plaintiff's husband while driving
over defendant's street railway track, an instruction that people
passing over the street were entitled to travel on that part thereof
on which the track was laid, but that it was deceased's duty, while
so traveling, whether the street was in good or bad condition, or
whether he was on or off that part occupied by the street car track,
or driving on or off the track, to exercise ordinary care to prevent
injury to himself, though not reversible error, was objectionable as
misleading.

2. Though the public has an equal right with a street railway
company to the use of city streets, if the street is defective by reason
of defectively laid tracks of a street car company, which defect is
obvious, a traveler thereon is not entitled to go on the street, unless,
in view of the surrounding circumstances, a person of ordinary care
would do so.

On Rehearing.

3. Where plaintiff's husband fell from his wagon, and received in-
juries from which he died, while crossing defendant's defective
street car track, and defendant pleaded that deceased was guilty of
contributory negligence, and the court charged that if deceased
knew, or should have known, of the defective condition of his
wagon, and voluntarily drove the wagon astride the rail of de-
fendant's track, where such movement was unnecessary, and knew,
or could have known by the exercise of care, that the track was
defective, and in so doing did not exercise ordinary care for his
safety, and as a result thereof was injured, defendant was not liable,
such charge sufficiently covered a requested instruction that if the
track was dangerous, and deceased attempted to cross the same
after he saw or could have discovered the defect in the exercise of
ordinary care, and an ordinarily prudent person would not have
done so, deceased was negligent in so doing, and defendant was not
liable. — Citizens' Ry. Co. vs. Gossett et al, 85 S. W. Rep., 35.)

TEXAS.' — Written Contract — Parol Modification — Evidence — Re-
lease— Fraud — Personal Inj uries — Damages — Miscarriage.

1. Where a release of a claim for personal injuries stated that in
consideration of a certain sum, the receipt of which was acknow-
ledged, and the assumption of a physician's bill, all liability growing
out of the accident was released, etc., the release was a complete
contract, and parol evidence was not admissible to show that there
was an additional agreement that the releasor should be given em-
ployment.

2. Where a release of a claim for damages for personal injuries
is procured by prpmises to give the releasor employment, which
promises the other party has at the time no intention of performing,
the release is voidable for fraud.

3. Where, as a result of an injury alleged to have been caused by
defendant's negligence, plaintiff's wife suffered a miscarriage, and
some time thereafter had another miscarriage, the jury should have
been instructed to consider the second miscarriage for the purpose
of determining the extent of the injury, and not for the purpose of
allowing specific damages for that miscarriage itself. — (Rapid
Transit Ry. Co. vs. Smith, 86 S. W. Rep., 322.)

TEXAS. — Railroads — Persons on Track — Death — Care Required —
Actions — Instructions — Harmless Error.

1. Where, in an action for death of plaintiff's husband by being
run over by defendant's street car, there was evidence that he was
lying on the track in an intoxicated condition when killed, an in-
struction assuming that deceased was attempting to cross the track
when killed was properly refused.

2. Where plaintiff's husband was lying on defendant's street car
track in an intoxicated condition when he was run over and killed,
an instruction that the motorman was guilty of negligence if by or-
dinary care he could have discovered deceased in time to avoid
striking him was properly refused, as defendant would be guilty of
negligence only for failure to use proper diligence to prevent injury
to deceased after he had been actually discovered on the track.

3. Where plaintiff's husband was lying on defendant's street car
track intoxicated when he was run over and killed, and the undis-
puted evidence showed that the motorman did everything in his
power to avoid striking him after he was discovered, an erroneous

June 24, 1905.]

STREET RAILWAY JOURNAL,

instruction that if the speed of the car was less than 15 ni.p.h., the
same was not neghgence, and plaintiff could not recover if deceased
was lying on the track, unless she proved that the motonnan could
by the use of means reasonably within his power have stopped the
car after he saw deceased before striking him, was not prejudicial
to plaintiff, the charge being correct as a whole. — (Taylor vs. Hous-
ton Electric Co., 85 S. W. Rep., 1019.)

VIRGINIA. — Street Railways — Vehicles — Care — Instructions —
Harmless Error.

1. A street railway company operating its railway upon a public
street cannot run down a vehicle from behind, under any ordinary
circumstances, without negligence or willful wrong.

2. It is not negligence to drive a vehicle, with curtains down on
the sides and rear, upon the tracks of a street railway in a public
street.

3. Where, upon the whole record, a different verdict could not
have been found, the judgment will not be reversed because of error
in giving or refusing instructions. — (Richmond Passenger & Power
Co. vs. Allen, 40 S. W. Rep., 656.)

VIRGINIA. — Street Railroads — Crossing Accident — Negligence —
Instructions — Error.

1. In an action against a street railroad for personal injuries by
being struck by an electric car while driving across defendant's
tracks, the plaintiff is entitled to recover where the motorman could
have avoided the accident by the use of ordinary care after he saw,
or by the use of ordinary care might have seen, that the plaintiff
was on, or very near, the track, and driving towards it, and was in
danger of being struck by the car, though the plaintiff was guilty
of want of ordinary care in attempting to cross the tracks.

2. In an action against a street railroad for personal injuries by
being struck by an electric car while driving across defendant's
tracks, where there is evidence that the case comes within the gen-
eral rule as to contributory negligence, and also that the case comes
within the exception to the rule, it is error to refuse a charge re-
quested by defendant that there can be no recovery where the acci-
dent was caused by the concurrent negligence of the motorman and
plaintiff, due to each failing to keep a proper lookout.

3. A charge that it is not negligence, as a matter of law, to omit
to look and listen for cars when one is about to cross the tracks of
a street railway, but the question is "whether a man of ordinary pru-
dence exercising ordinary care and prudence would have thought it
unnecessary to do so," contains a proper definition of ordinary care.

4. Where the evidence in an action against a street railroad for
personal injuries by being struck by a car while driving across de-
fendant's track raised the questions of negligence and contributory
negligence, a charge correctly stating the law as to the burden of
proof on those questions cannot be regarded as abstract, or as tend-
ing to mislead the jury. — (Richmond Passenger & Power Co. vs.
Gordon, 46 S. E. Rep., 772.)

WASHINGTON.— Street Railroads— Injuries to Pedestrians-
Crossing Track — Contributory Negligence.
Plaintiff attempted to drive a team dragging their doubletrees
obliquely across defendant's street car track at night, and saw and
heard the car by which he was struck when a block away, and knew
that it was coming down a steep grade. The car was lighted, and
visible to him all the time, but he paid no further attention to it
until just before he was struck, when it was too late for him to
escape. The motorman had no opportunity to see plaintiff until he
came within the rays of the headlight, when he was unable to
prevent the accident. Held that plaintiff was guilty of contributory
negligence as a matter of law. — (Criss vs. Seattle Electric Co., 80
Pac. Rep., 525.)

WASHINGTON.— Street Railroads— Personal Injuries— Con-
tributory Negligence — Passengers — Who Are — Evidence.

1. In an action against a street railroad for injuries to plaintiff
bf)arding a car inside defendant's street car barn, evidence held
to show that defendant was not a carrier of passengers in the
barn, so as to render it liable for negligence in the construction
of the barn.

2. Plaintiff was injured in attcmiiting to enter an electric car
through the front entrance, which was a dangerous place to enter,
after the signal to start had been given, and before it had emerged
from a barn used for the housing and repair of its cars, and
while the car was not to exceed 3 or 4 ft. from the barn door,
so that he would inevitably be caught in passing through the
door, unless he got inside the car before it reached the barn
door, which he failed to do; all of which dangers were open, and
which he had a better opportunity to observe than any other
person. Held, that he was guilty of contributory negligence as
a matter of law, which was the direct and proximate cause of his
injuries. — (Kroeger vs. Seattle Electric Co., 79 Pac. Rep., 1115.)
WEST VIRGINIA.— Action by Wife— Personal Injuries— Dam-
ages — Evidence — ■ Contributory Negligence — Instructions —
Street Railroad — Injury to Passenger — Verdict — Excessive
Damages.

1. In an action by the wife for the recovery of damages for per-
sonal injuries sustained by her, she may or may not, at her election,
join her husband as co-plaintiff.

2. When the wife sustains personal injuries, and l)rings an action
to recover damages therefor, she may recover for being prevented
from performing and transacting her necessary affairs and business
by her to be performed and transacted, if such prevention is the
result of the injuries for which she sues.

3. In an action for personal injuries, where, as a result of such
injuries, a surgical operation is necessary to be performed, evidence
which shows, or tends to show, that such operation was attended
with great difficulty and dangers, and that comparatively few phys-
icians perform such operation, is admissible.

4. A plaintiff, in an action for damages for an alleged negligence
of another, is not required to exercise more care than is usual, under
similar circumstances, among careful persons of the class to which
said plaintiff belongs.

5. When an action is brought to recover damages for personal
injuries sustained by the plaintiff on account of the defendant's
negligence, it is not error to omit to instruct the jury as to the law
of contributory negligence in an instruction given for the plaintiff,
when the court, in giving the defendant's instructions, instructs the
jur\' fully and fairly on that point.

6. It is not error to instruct the jury that the loss of child-bearing
power is an element of damage to be considered by them in an
action for personal injuries sustained through the negligence of the
defendant, when such loss is the reasonable and probable result of
such negligent act.

7. Where a street car company stops its cars for the purpose of
receiving passengers, it is charged with the highest degree of care
to see that all passengers lawfully entering its cars get to a place of
safety thereon before starting its cars.

8. A case which was proper to be submitted to the jury on the
question as to whether or not the plaintiff was guilty of contribu-
tory negligence.

9. In an action to recover damages for personal injuries, the court
will not interfere with the verdict of a jury, on the ground that the
damages found are excessive, unless the finding is so manifestly
unjust as to show partiality, prejudice, or misapprehension on the
part of the jury. (Syllabus by the Court.) (Normile et al vs.
Wheeling Traction, 49 S. E. Rep., 1030.)

WISCONSIN.- — Street Railroads — Collision — Proximate Cause —
Evidence — Sufficiency — Instructions — Admissibility of Evi-
dence— Contributory Negligence — Imputed Negligence.

1. Plaintiff, who had been driving behind a wagon loaded with
wood, turned out onto the street railroad tracks, when a collision
ensued with a car approaching from the opposite direction. In an
action for the injuries, plaintiff's witnesses estimated the height of
the wagon, but there was no evidence as to whom the wagon be-
longed to. Held proper to admit on behalf of defendant the testi-
mony of a witness who had been in the lumber business for twenty-
five years as to the height of an ordinary wood wagon used in the
city.

2. A remark of the court, on overruling an objection to the ques-
tion to the witness calling for the height of the ordinary wood
wagon, that the fact that it was a wood wagon was the only infor-
mation the jury had received, was not reversible error.

3. Remarks of the trial court on overruling an objection to testi-
mony are not subject to review on appeal unless excepted to.

4. In an action for injuries sustained by plaintiff in a collision
between her vehicle and one of defendant's street cars, evidence held
sufficient to sustain a finding that negligence of defendant was not
the proximate cause of the injury.

5. In an action for injuries to plaintiff in a collision between her
vehicle and one of defendant's street cars, an instruction requested
by plaintiff as to the reckless conduct of a person in the face of
"unexpected and deadly danger" was properly refused ; there being
evidence that the danger was created by plaintiff herself.

6. In an action for injuries to plaintiff in a collision with a street
car, the court charged that a traveler desiring to cross the street
car track has not the same right to require the speed of the car to be
slackened as the person in charge of the car has to require him to
give way ; that it was the duty of a traveler to look and listen for
a car, and as much his duty to see an approaching car in plain sight,
and in dangerous proximity to the crossing, and not to get in the
way of it negligently, as to look for it ; and that testimony of a per-
son that when approaching a track he hioked along it for a car, and
did not see it, although one was in plain sight, was inconsistent with
reasonable probabilities. Held that such instructions were not er-
roneous.

7. The driver of a pri\ate conveyance is tlie agent of the person
in sucli conveyance, so that the driver's negligence contributing to
an injury to the other precludes any recovery. — (Lightfoot vs. Win-
nebago Traction Co., 102 N. W. Rep., 30.)

iii6

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

ANNUAL CONVENTION OF THE AMERICAN INSTITUTE OF
ELECTRICAL ENGINEERS

The annual convention of the American Institute of Electrical
Engineers was held last week at Asheville, N. C. The meetings
commenced June 19, and extended through to June 23. Tuesday,
June 20, was designated as "Railroad Day," and the papers pre-
sented at the meeting were as follows :

"Three-Phase Traction," by F. N. Waterman, mechanical and
electrical engineer. New York.

"Heavy Electric Freight Traction," by C. De Muralt, electrical
engineer. New York.

"Weight Distribution on Electric Locomotives as Affected by
Motor Suspension and Draw-Bar Pull," by S. T. Dodd, Schenec-
tady, N. Y.

"Choice of Motors in Steam and Electric Practice," by William
McClellan, Philadelphia.

"Electrical Features of Block Signaling," by L. H. Thullen,
Pittsburg.

The papers were presented in the order given above. A digest
of Mr. Waterman's paper is given below :

THREE-PHASE TRACTION. BY F. N. WATERMAN.

The paper furnishes a comprehensive comparison of the per-
formance of the direct-current and single-phase systems with that
of the three-phase system, as represented by the Ganz system in-
stalled on the Italian Valtellina road, and tends to show that, when
the equipment of each is considered as a whole, the three-phase
equipment possesses characteristics which render it preferable in
many cases. Most of the objection that has been raised in this
country to the use of three-phase motors for railway purposes finds
its origin, directly or indirectly, in the question of the air-gap, the
assumption being made that the requirements in this respect as
determined by direct current practice are controlling and final.
European practice, however, does not support this conclusion. In
papers by Mr. De Muralt and Mr. Berg, read before the Institute
some years ago, the conclusions reached were adverse to the adop-
tion of three-phase motors for traction. Basing his calculations on
the assumption made by Mr. Berg as to service conditions with di-
rect-current motors and comparing them with identical calculations
made from the performance curves of three-phase motors having
the same depth of air-gap as is employed on the Valtellina line, the
author shows that, instead of the alternating-current system taking
26 per cent more real power and 22 times as many volt-amperes as
the direct-current systems, as stated by Mr. Berg, the three-phase
system requires only 5 per cent more real power and 32 per cent
more apparent power than the direct-current system, transmission
losses being neglected in each case. When proper account is taken
of the transmission losses and the initial cost of the installations, it
is found that with three-phase motors having small air-gaps there is
a reduction of 12 per cent in the first cost, 3.8 per cent in power con-
sumption, elimination of the attendance and repairs on synchronous
converters, and on motor commutators, as compared to the direct-
current system, while the disadvantages are that there are three
overhead wires to be maintained instead of a third rail, and the ex-
pense of caring for motor bearings to keep the rotors centered.

In this connection the experience on the Valtellina line is in-
teresting. At the time of the writer's visit, this line had been oper-
ating ten motor-cars and two locomotives, having four motors each,
for about 18 months in regular service, and for more than a year
in more or less regular, although experimental, service. During the
entire period three bearings had burned out, two by leakage of
water into the oil-reservoirs, and one by running dry. In neither
case were the motors otherwise injured. No other repairs to bear-
ings had been made. The maximum wear at the end of the first
25,000 miles of regular service, as determined by the repair depart-
ment, was 0.3 mm., or about one-third the available life of the bear-
ings. The total distance that the car had run was estimated as at
least 50,000 miles, thus indicating a life for the bearings of 150,000
miles. The motor-bearings are very large and massive and are
provided with ample oil reservoirs. The three-phase motor con-
struction is particularly favorable to ample bearings on account of
the large diameter and absence of commutators, the bearings being
largely housed within the rotor. Experience on the Valtellina line
shows that, so far as main line railways involving considerable dis-
tances are concerned, the cost of maintenance of overhead struc-
tures is not determined by the amount of actual labor required for
repairs, but by the necessity of maintaining a force sufficient for
regular patrolling and prompt action in emergencies. The cost of
maintaining two overhead wires is therefore not greater than for a
single wire under such conditions. The author also referred to
the practical value of the ability to restore energy to the line, pos-
sessed by the three-phase system.

The discussion was opened by W. W. Smith, who thought that
it was inadvisable to consider the use of constant-speed motors,
because their weight must be greater than that of direct-current
motors, giving a constant power with varying speed. He also said
that the ratio of dead to live load on a train must be higher with
three-phase motors than with either single-phase or direct-current
series motors.

Mr. Steinmetz said that in any extended application of three-
phase motors to traction purposes, there would be a great many
problems to be solved which did not appear in the Valtellina sys-
tem, which is relatively a small one. Thus, on a trunk railroad
system it would not be permissible to have the speed of the gen-
erator increased and pulled down by the demands made upon it by
a heavy train on a steep grade. He also thought that the neces-
sity of using two overhead conductors would be a serious handicap,
especially in a large switching yard like that of the New York
Central Railroad. Moreover, the low uncommercial frequency of
14 cycles is impracticable in view of the magnitude of existing
plants.

Mr. Mailloux thought that the three-phase system was appli-
cable to some special conditions existing in Europe, but would not
find much use here. The fundamental objections to the system are
the double-trolley wire and the small air gap in the motor. Mr.
Stott pointed out that the cost of operation is not proportional to
the kw-hours alone ; the cost per kw-hour is universally propor-
tional to the load factor, so that a small saving in kw-hours per
ton-mile might be unimportant.

Mr. De Muralt in replying to Mr. Steinmetz's objections said
that a single train would not affect the generators seriously when
other trains were running, because the three-phase system would
naturally be used only for long-distance work on roads operating
many trains. He also said that a three-phase motor is lighter than
a direct-current motor of the same output and heating characteris-
tics. In regard to the switch-yard problem, he said that the yards
on the Valtellina Railway were more complex than those of the
New York Central Railroad, although they were not so large as
the latter.

Messrs Stanley and Kintner discussed the paper briefly.

Mr. Waterman, in conclusion said that the total car equipment
with the three-phase system does not exceed that required under
direct-current operation for the same conditions. He also said that
on the Valtellina Railway the small air gap used in the motors had
proved entirely practicable.

Mr. De Muralt's paper was then presented. It follows in ab-
stract below.

HEAVY ELECTRIC FREIGHT TRACTION. BY L. CARL DE MURALT

The author compared the different electrical systems ; direct cur-
rent with three phase transmission, three-phase, single-phase and
direct-current motors on the cars with single phase on the trolley
wire. The first two do not show much difference so far as actual
energy consumed by the motors is concerned. The writer presented
estimates of the cost of equipment of a line 233 miles long, with 23
sub-stations, and from 4000 to 5000 hp, showing a cost of $2,792,552
for direct current, and $1,867,716 for three-phase. The cost of
operation would also be less for three-phase. He did not believe
single-phase motors suitable for heavy work on account of being
restricted to 200 to 300 volts at the commutator, and on account
of their great weight. The fourth system, while desirable for
heavy low-speed freight traffic, has no great advantages as to war-
rant its adoption in preference to the straight three-phase system.

The writer concludes that of all the systems the three-phase is
mot only the cheapest to install and to operate, but that the three-
phase induction motor also proves itself nt least equal in every re-
spect to the continuous-current series motor and superior to it in
several rather important points. There remains only one objection
to the three-phase system as such, and that is the two overhead
wires which it makes necessary. That one wire is simpler to install
than two is undoubtedly true. But to judge from this that a double
line is impossible, or even only that it will present difficulties, is not
justified by the actual facts. The successful operation of a good
number of three-phase railways proves the feasibility of the two-
wire overhead line beyond doubt, and it is worthy of note that
some of these roads have very complicated switching yards. The
construction of the necessary aerial switches has been worked out
with such complete success that it is possible to stop a locomotive
directly underneath a switch and start it in the same or the op-
posite direction without any trouble whatever. And these aerial
switches are not very complicated either. It must be, of course,
admitted that a double line will cost somewhat more for repairs
than a single line. Yet it will always be necessary in any electric
railway system to have a repair gang ready for emergencies, and
these men will be able to look after two wires as well as after one.
The difference in cost is thus limited to the difference in cost of

June 24. 1905.]

STREET RAILWAY JOURNAL.

1117

material. And it is well to remember that the cost of maintenance
of contact lines is very small in any case, compared with the cost of
motor repairs. In street railway systems the motor repairs cost
anywhere from four to ten times as much as the line repairs. The
difference in cost which may be charged against the alternating-
current system on this account is therefore a small per cent of an
already small item, and it is quite certain that this difference will
be more than counterbalanced by the greater cost of repairs to
continuous-current motors, due to the presence of the commuta-
tor which has no counterpart in the three-phase induction motor.
The three-phase motor is probably the most robust of electrical
machinery extant, and it may well be hoped that it will be used
extensively in railroad work in the future.

In the discussion which followed, Mr. Mailloux argued that
while induction motors could be built for high acceleration and
overload capacity, their cost would be prohibitive. He knew of no
three-phase motors which had been built for an acceleration above
I.I miles per hour per second. Mr. Dodd referred to the differ-
ences in wheel diameters which would be due to wear, and which
would render three-phase multiple-unit operation impracticable be-
cause the motors run at different speeds and so upset the load
distribution.

Mr. Waterman stated that within reasonable acceleration limits
the cost per kw-hour per ton-mile is less with three-phase motors
than with direct-current motors, and the comparison becomes even
more favorable for three-phase motors when high acceleration was
used. He claimed that there was no electrical or mechanical diffi-
culty or excessive cost in building three-phase motors to give an
acceleration of 2.5 miles per hour per second.

Mr. Steinmetz thought that the author's conclusions were right,
but that his premises were doubtful. He said that induction motors
built to give a high acceleration, and with great overload capacity
are costly, and have a very poor power factor at their rated load.
If the rotors and collector rings are built of ample size to provide
for heat radiation, no room is left for the increased bearings re-
quired by the small clearance. The advantage claimed for three-
phase motors, of ability to return power to the line, increases in-
stead of decreases the load variations at the power station. It was
perfectly practicable to return power to the line with direct-current
motors, but it had not been found to be worth the extra complica-
tions involved. Three-phase motors cannot return power to the
system except in concatenation, when the low efficiency causes ex-
cessive heating.

Mr. De Muralt replied that with an overload capacity of about
three times the rated load, the power factor at the rated load can be
kept fairly high.

Mr. Dodd's paper was then read. An abstract follows :

WEIGHT DISTRIBUTION ON ELECTRIC LOCOMOTIVES AS AFFECTED BY
MOTOR SUSPENSION AND DRAW-BAR PULL

BY S. T. DODD

In a locomotive propelled by electric motors the motor action pro-
duces a set of stresses acting between the truck-frame, motor sup-
ports and driving-wheels. The horizontal effort at the rail-head
resulting from these stresses acts against the resisting forces of the
locomotive, the principal items of which may be considered as :
(o) The rolling friction of the wheels on the track, acting at the
rail-head; (b) the resistance to acceleration due to inertia of the
locomotive, and the resistance due to grades, acting at the center of
gravity of the locomotive ; (c) the air resistance, -acting at the ex-
posed surface, particularly at the head end; (d) the resistance of
the trailing load, acting at the draw-bar.

The effect of the forces here discussed, including the internal or
driving forces acting between truck, motor and wheels, and the ex-
ternal or resisting forces, produces a shifting or redistribution of
the weight on the various wheels.

Stresses acting on a spring-supported locomotive produce a com-
pression of journal-box springs and a consequent shifting of the
center of gravity of the locomotive and a redistribution of the
weight on the wheels. A certain amount of redistribution of weight
due to this cause may be assumed, but it has been omitted in the
following discussion for the reason that it cannot be investigated
without a knowledge of the elasticity of the springs.

The resistance due to inertia assumes particular importance in the
case of single motor-cars subjected to high acceleration. The air
resistance also is of particular importance in single high-speed
motor-cars. In a purely locomotive problem such as considered
here — that is, in the case of a motor car used only for drawing
trailing loads — the weight of the locomotive is often less than 10
per cent of the weight of the trailing load. The resistances due to
the locomotive itself are therefore not as important as those due to
the rest of the train, and consequently no great error will be intro-
duced into our results, and their expression can be much simplified
by leaving out of consideration the weights and resistances of the

locomotive itself, and by considering the entire reaction against
horizontal effort to be concentrated at the draw-bar.

The author derives formulas for showing the stresses in the va-
rious parts of a locomotive and applies these formulas in order to
indicate the approximate amount of variation in locomotives as ac-
tually constructed. From the calculation it appears that there is an
element of uncertainty in the determination of the tractive effort of
electric locomotives, on account of the different distribution of
weight on the drivers, which seems not to have been very closely
considered heretofore.

It appears that in actual cases the reduction in draw-bar pull
may amount to anywhere from 6 per cent to 24 per cent of its theo-
retical value. The author suggests that in the design of electric
locomotives it would be advisable to keep in view an arrangement
of motor suspension which will give the lowest possible value of
the ratio between the increase of weight on any axle and the hori-
zontal effort per driving-axle.

Mr. Mailloux commended Mr. Dodd's paper highly. Mr. Water-
man stated that Mr. Stillwell had previously called attention to the
differences in the slipping point of different wheels on the same car,
in connection with the work of the 'Manhattan Railway Company,
and he thought that the author's paper had a valuable bearing on
that difficulty. The meeting then adjourned.

In the session held in the evening of June 20, Mr. McClellan's
paper was read.

CHOICE OF MOTORS IN STEAM AND ELECTRIC PRACTICE
BY WILLIAM m'CLELLAN

The author discussed certain features characteristic of steam and
electric locomotives, and called particular attention to some im-
portant points. There is given a large collection of data relating to
the steam locomotives used on all of the important roads of the
United States and Me.xico, which serves to show that there is no
standard or demand for standards in locomotive practice.

Looking for standards in electric car motor design meets with
little more success than with the design of steam locomotive. The
motor, gears, and wheels may be considered as equivalent to the
locomotive, since the electrical engineer is concerned only with
weight above the trucks. There are many variations in the motor
itself for any given type ; that is, variations in the armature and
field-turns. This will always be more or less necessary. At first
sight, it would seem that there is some uniformity in gear-ratios,
but the writer has been able to count no less than 48 gear-ratios,
varying from one or gearless to 4.78. To form these ratios, 60
different combinations of gear and pinion were used. This entails
a stock, of patterns at least, of 40 gears. For a long time 33-in.
wheels have been standards for the larger portion of electric cars.
With the arrival of the heavy car and rapid acceleration, this size
has been found too small, and there are now in use wheels of 33,
36, 40, 42, 44, 49 and 62 ins. in diameter. It is not likely that many
wheels larger than 62 ins. will be used, for with the adoption of the
gearless motor, if it is successful on the durability test, wheels will
be designed strictly with reference to the room for equipment re-
quired beneath the car. Even if the future heavy motors are not
gearless, the wheels will be as small as possible, in order partly
to prevent the lifting of one end of the truck at acceleration and
braking.

The standardizing of apparatus arranges itself naturally under
two heads : Desirability and Possibility. From the standpoint of
desirability, there seems to be little room for argument, for in
other lines of industry standardization has always reduced the cost
of production. Standardization also means greater promptness in
delivery of orders ; for where parts are odd, either a large stock
must be kept or pieces tnanufactured as they are wanted. More-
over, in the absence of standard parts little stock can be manufac-
tured in advance of sale; that is, for new equipment. The cost of
operation has always been greatly reduced by standards. Repairs
and replacing of worn-out parts are greatly facilitated. The great
lack of data, which we all are deploring at present, is of course
due to the complexity of the traction problem. Much of this would
be removed if motors were made to vary as little as possible. The
same motor, with a slightly different gear-ratio, may have much
greater heating effect on the same service ; and it only renders this
problem more complex to have all varieties of ratio unless there is
some necessary reason.

There are several reasons why there should be little place for a
large number of motors with slight differences. These are: (i)
The small amount of information regarding operation of motors
under commercial conditions; (2) The inability to calculate closely
a motor for a given project in spite of the skill shown in speed-
time curves and the like; (3) The fact that few or no precautions
are taken, or even can' be taken, to have the motors operated under
the exact conditions by which they were calculated.

In conclusion, the author said that it must be conceded that too
much conservatism would stifle proper experimenting, and retard

iii8

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

real progress. "We must have experimental work, and the more of
it the better. But it should be done rationally, that is, with an end
in view which is definite. Men in authority should be perfectly sure
that dema'nds for changes in standard types are based on accurate
information, and not on prejudice, whims and the like. If this po-
sition is taken, especially as large systems come and increase, there
will be no danger of the semi-chaotic condition that exists in some
other branches of industry."

In the discussion Mr. Steinmetz thought that rather than attempt
to standardize new systems, those already known and found re-
liable should be adopted. Mr. Mailloux agreed that the standard-
ization of electric locomotives is not yet practicable, but disagreed
with Mr. Steinmitz's remarks. He believed that constant experi-
mentation and the trial of new systems was necessary to progress
in the art.

Mr. Stott disagreed with the conclusions of the author and cited
the conditions of steam engineering as an illustration of what he
meant. He said that when the New York Subway was built, the
engineers ordered duplicates of the engines used in the Manhattan
power station, and although these engines were built immediately
after those in the Manhattan station, so many improvements had
been made in the art that the subway engines were radically differ-
ent in important constructional features. In view of this fact, after
sixty years of development of the steam engine it seemed useless to
consider an attempt to standardize electric locomotives now. The
author, he said, was about half a century too early with his plea.

Mr. Thullen's paper was next read. This paper is published in
abstract elsewhere in this issue. Mr. Stott supplemented the paper
with a very full description of the fundamental principles of the
block-signal system used in the New York Subway, which he said
had a record of 300,000 performances to one failure. Mr. Water-
man described some of the great difficulties which confronted the
engineers who devised the subway signal system, and said that the
Pennsylvania Railroad system had previously held the record for
safety with 70,000 performances to one failure.

NEW YORK INTERBOROUGH AND PENNSYLVANIA RAIL-
ROAD INTERESTS COMBINE TO DIVIDE LONG ISLAND

On June 20, August Belmont, head of the Interborough Rapid
Transit Company, entered into a contract with the Long Island
Railroad Company — a system subsidiary to the Pennsylvania Rail-
road Company — for the joint ownership of the New York & Long
Island Traction Company, which operates the most important
trolley system in Nassau and Queens Counties. The contract was
signed in behalf of the Interborough by Mr. Belmont, personally,
and for the Long Lsland Railroad Company by Ralph Peters, the
president. It is expected that the deal will have an effect upon the
entire rapid transit situation in the Manhattan, the Bronx, Brook-
lyn and Queens Boroughs.

The Belmont interests already own the New York & Queens
County Railway, from Long Island City to Flushing, College
Point, Whitestone, Elmhurst, Jamaica and other points in Queens,
and it is said this extensive system will be operated in connection
with the New York & Long Island traction lines, making a big and
comprehensive system of short-haul transit facilities in Queens and
Nassau.

The new president of the New York & Long Island Traction
Company will be Arthur Turnbull, now the Belmont president of
the New York & Queens County Railway Company. F. L. Fuller,
the present general manager of the New York & Queens lines, with
offices in Long Island City, will manage the lines just acquired by
the Interborough and Pennsylvania interests. The new directors
of the New York & Long Island Traction Company are : August
Belmont, representing the Interborough; Ralph Peters, representing
the Pennsylvania-Long Island interests ; E. P. Bryan, vice-president
of the Interborough Rapid Transit; David C. Green, assistant sec-
retary of the Long Island Railroad; General James Jourdan, di-
rector of the Interborough ; A. L. Langdon, traffic manager for the
Long Island Railroad ; Alfred Skitt, director of the Interborough ;
C. L. Addison, general superintendent of the Long Island Railroad,
and Arthur Turnbull, president of the Belmont trolley lines in
Queens. Frank E. Haff will be secretary, and Jordan J. Rollins,
treasurer.

This deal between the Interborough and Pennsylvania Companies
is taken to mean that there will be an amicable working agreement
as to traffic between the Long Island Railroad and the Belmont-
Peters trolley lines. It also is said that there will be no further ex-
tensions of the trolley system which will tend to injure the long-
haul business of the railroad company.

SECOND ANNUAL REPORT OF THE MONTREAL STREET
RAILWAY MUTUAL BENEFIT ASSOCIATION
SHOWS PROSPEROUS CONDITION

The second annual report of the Montreal Street Railway Mu-
tual Benefit Association was submitted at the annual meeting held
on Thursday, June 15, 1905. The amount of relief work done by the
association during the fiscal year ended April 30, 1905, disclosed the
following facts : Number of members disabled through sickness
or injury, 611; number of prescriptions issued, 2864; number of
visits made by physicians to disabled members, 692 ; number of
consultations given by physicians to disabled members, 4026.
Amount paid for sickness and injury, .$6,239.10; amount paid for
medicine, $782i.73. and amount paid for death and burial insurance,
$5,767-67.

The membership of the association has very largely increased
within the past year, there being now 1700 members, and in order
to accommodate and have the members properly looked after and
cared for, the committee of management decided to increase the
medical staff and open medical offices in the various divisions of
the company's system. In the month of August last, a picnic under
the auspices of the association was held at Riverside Park, and
lasted for a period of six days. In spite of unfortunate weather
conditions the financial results were satisfactory, netting a profit
of $1,316.42. In the month of January a family reunion of the
members of the association was held at the Monument National,
by special invitation of the Montreal Street Railway.

The committee of management also acknowledged the special
donation of $3000 received from the Montreal Street Railway
Company on Dec. 24 last, this being in addition to the contribu-
tions agreed to under clauses 21 and 22 of the rules and by-laws,
making the total contributions from the company $12,021.66. This
amount, together with the fees and dues received from the mem-
bers, viz., $8800, and the proceeds of the picnic and interest on
bank deposits, amounting to $1,576.99, rhade a total revenue for the
year of $22,398.65, and as the expenses were $18,850.41, a surplus
of $3,548.24 was left.

ORGANIZATION OF THE DORNER MANUFACTURING COM-
PANY TO BUILD TRUCKS AND OTHER RAILWAY
MATERIAL

A new company for the manufacture of electric railway trucks and
other devices has recently been organized under the laws of In-
diana, known as the Dorner Manufacturing Company, with head-
quarters at 1 157 Monadnock Building, Chicago, and a factory at
Logansport, Indiana. This is an entirely new company which has
purchased the factory and patents of the old Dorner Truck &
Foundry Company. The men behind the new company are pre-
pared to go into business on a large scale, and the aim will be to
produce superior products and execute contracts in a satisfactory
and businesslike manner. The list of officers of the company is
such as to inspire confidence that this will be done. The president
of the company is Luther Allen, of Cleveland, Ohio. He is presi-
dent and director in a number of large companies and is prominent
in banking, manufacturing and railway circles in Cleveland. He is
probably best known to electric railway men as president of the
Toledo & Western Railway Company. The vice-president is Henry
R. Adams, of Chicago. The secretary is Henry A. Dorner, of Chi-
cago, a man of long practical experience and wide acquaintance in
the street railway manufacturing business. He is the originator of
the Dorner truck. Besides his manufacturing experience, he is
well acquainted with the sales end of the business. The treasurer
is Geo. H. Ford, of Chicago, formerly of Cleveland. These officers,
together with Geo. A. Skinner, cashier of the Mt. Clemens Savings
Bank, constitute the directors. Mr. Ford, the treasurer, was for
fourteen years national bank examiner.

The factory is in the eastern part of Logansport, Ind., on the
tracks of the Wabash Railroad, and the Indiana Union Traction
Company. The buildings consist of a foundry, 50 x 115 ft., and a
machine shop, 60 x 100 ft., connected by an office, 20 x 20 ft. The
capacity of the machine shop is rated at 8 to 10 trucks per day.
The foundry is equipped with a cupola with a capacity of 15 tons
per hour. A new truck will soon be on the market in addition to
the best of the products formerly made by the Dorner Truck &
Foundry Company. These products include trucks, track cleaners,
pit jacks, fenders, work cars, snow plows, castings, and general
foundry work and electric railway repairs. Although most of the
products will be the same, with the new ownership, it is intended
to conduct the affairs of the concern in even a more businesslike
manner than ever before and to spare no expense to make the
products of the company second to none.

June 24, 1905.]

STREET RAILWAY JOURNAL.

1119

FINANCIAL INTELLIGENCE

Wall Street, June 21, 1905.

The Money Market

The money market this week retleeted to some extent the
preparations making in connection witli the July i interest and
dividend disbursements. Time loans were firmer, and local lend-
ers were not disposed to offer with much freedom, even at the
higher rates. Sixty and ninety-day contracts were obtainable at
3 per cent, but for the longer periods asking rates ruled J4 PC
cent higher at 3^4 per cent for four months and 3^ per cent for
six months. The foreign houses again offered with some lib-
erality, but there was no inclination on their part to shade the
ruling quotations. The demand, however, was limited. Money
on call was in abundant supply all week at rates ranging from 2Y1
to 2 per cent, the bulk of the business being transacted at about
2j4 per cent. Mercantile paper continued in good request, but
the supply of choice material was extremely small. Rates were
unchanged on the basis of 2)Y\ to 4 per cent for the best names.
Sterling exchange was stronger, prime demand bills advancing
15 to 20 points to 4.87.20, despite the liberal offerings of finance
bills. The rate, however, is still considerably below the gold
export rate. The situation abroad was more favorable, especially
at Paris, owing to the negotiations between France and Ger-
many for a settlement of the Morocco controversy. Discount
rates at the principal European centers were practically un-
changed, as follows: London, 2 per cent; Paris, 15^ per cent;
Berlin, 2j^ per cent. The bank slatement published last Satur-
day showed an increase in loans of $15,340,000, due, probably, to
syndicate operations. The increase of $1,495,000 in cash was con-
siderably more than indicated by the preliminary estimate. De-
posits increased $16,452,000. thus increasing the reserve required
by $4,113,000. The surplus decreased $2,618,000 to $7,209,500,
against $38,000,000 in the corresponding period of 1904, $io,09g,-
575 in 1903, $I2.]58,2S0 in 1902, $6,611,350 in 1901 and $15,526,850
in 1900. United States deposits decreased $133,300 to $12,598,400.
At the close indications pointed to a continued steady market at
about the present level of rates. Thus far this week the local
banks have gained nearly $4,000,000 in cash, as a result of the in-
creased pension payments and the return of funds from San Fran-
cisco. The first consignment of Klondike gold of the season,
amounting to $400,000, was announced this week.

The Stock Market

Extreme dullness prevailed in the stock market this week, but
apart from temporary reaction, due largely to realizing sales, the
general tendency of prices was toward a higher level. At the
beginning of the week the trading was practically lifeless, each
day making low records so far as the volume of business was
concerned. London was not a factor, and the demand for stocks
from outside sources was extremely small. During the last half
of the week, however, there was a decided change for the better.
The prospects of an amicable settlement of the Morocco dispute
between Germany and France, the favorable reports concerning
the growing crops, and the continued increase in railway gross
traffic returns imparted a decidedly better feeling. Commission
house business increased considerably, and there was evidence
that strong interests were in control of the market, resulting in
generally higher prices. The bond market was less active but
strong, the feature being the sharp advance in Japanese Govern-
ment bonds, which established a new high record. The railroad
stocks were generally strong under the lead of Reading, New
York Central and Union Pacific. In the industrials, the United
States Steel issues were in demand at materially higher prices.
Other strong features were Illinois Central, Louisville & Nash-
ville and Tennessee Coal & Iron.

The local tractions were active and strong, closing prices show-
ing substantial net gains as compared with those prevailing at the
close of last week.

Philadelphia

There was a material falling off in the dealings in the traction
issues this week, and prices continued to show considerable
irregularity. Interest was again centered in the speculative is-
sues, and especially in Philadelphia Rapid Transit, the price of
which was influenced almost entirely by the developments in the

franchise question. In the early dealings the price broke sharply
on the publication of the announcement that the street railway
committee of the Council had decided to report favorably the
repeal ordinance, along the lines of the decision handed down by
the City Solicitor, which was adverse to the company. Subse-
quently, however, there was a sharp advance to 27.'-'8, on buying
based on the belief that, as the company had already paid a year's
franchise tax, it is r.ow legally in full possession of the streets in
question. Ihe closing was at 27^4, a gain of ^ for the week.
Upwards of 13,000 shares were dealt in. United Gas & Improve-
ment was considerably less animated and weak. From 94J4 at
the opening the price receded to 91 on fresh liquidation by impor-
tant political holders. At the close there was a recovery to 93,
which figure represents a loss of 2 per cent. Less than 10,000
shares were dealt in, as against more than 30,000 shares in the
preceding week. Philadelphia Company common was fairly ac-
tive, upwards of 2500 shares changing hands at prices ranging
from 42^4 to 42,1^, a loss of while several hundred shares of
the preferred were dealt in at from /^iVi to 40j4. a decline of ^.
Philadelphia Traction was firm, about 100 shares in small amounts
selling at 99^2. Union Traction lost about 600 shares selling
at prices ranging from 59.14 to 59 and back to 59>ij. Other trans-
actions included United Companies of New Jersey at 272 to 271^,
American Railways at 50?;^ to 51, and Consolidated Traction of
New Jersey at 825,^ to 82^^.

Chicago

Trading in this market was more animated this week, and prices
generally held strong. The feature was an advance in Metropoli-
tan Elevated preferred of ij4 points to 67;-< on the exchange of
675 shares. The common sold at 24J/2 for 45 shares. The
strength exhibited in the preferred stock was based upon the in-
creased business of the company, and the belief in certain quar-
ters that progress is being made in the plans looking to the con-
solidation of the various elevated properties. North Chicago
Street Railway opened at 65, but later, on the sale of 50 shares,
the price dropped to 62, the lowest price at which the stock has
ever sold. Subsequently there was a full recovery. In all 170
shares were traded in. West Chicago sold at from 41^ to 42^
for small amounts. Other transactions included Chicago & Oak
Park Elevated at 20V2 to 21, Northwestern Elevated common at
from 22 to 23 and the preferred at from 62;4 to 63, and South
Side Elevated at 95^^.

Other Traction Securities

The feature of the Baltimore market was the activity in United
Railway incomes, nearly $300,000 of which were dealt in. In the
early dealings there was heavy buying at 6234, on the report that
the back coupons would be paid, but on subsequent denials from
official sources, the price ran off sharply to 59. Near the close,
however, there was a sharp upward movement which lifted the
price to 62''8. Some large blocks of the bonds came out on the
advance. The closing sale was made at 62. The 4 per cent bonds
were quiet but strong throughout, about $20,000 selling at from
9354 to 94. Trust certificates for $2,000 incomes sold at 61 and
trust certificates for the stock sold at 14. The free stock brought
135^ to 135^. Other transactions included $5,000 Macon Railway
& Light 5s at 99, $6,000 Norfolk Railway & Light 5s at 92^4 to
92, and $i,cco Atlanta Street Railway 5s at loyVi.

The Boston market was quiet, the feature being the sharp fluc-
tuations in Massachusetts Electric issues. The common, after
selling at i854 at the opening broke to i7;'2. but later advanced
to 19^4 and closed within Y2 of the highest. The preferred de-
clined from 60^2 to 59, but ended the week at 62^4, an advance
of over 3 points. Boston Elevated held firm at 157. Boston &
Suburban preferred fluctuated between 69 and 70, closing at the
highest, while the common rose from 20 to 21^2 and ended the
week at 2.\Va- Other transactions included West End common
at from 97 to 98''^, the preferred at 117 to ii6'-2: Boston &
Worcester common at 29 to 29J-4 and 29V2, and the preferred at
TjVi and 77M- Tn the New York curb market Interborough
Rapid Transit ru](,(l extremely quiet 1)ut steady. About 700
shares sold at prices ranging from 20254 to 201 closing at 202.
New Orleans Railway stocks were less active and irregular, the
common losing 5^ point to 27->'4, while the preferred made a new
high record at 81 and closing near the highest. The 4^4 per
cents were strong, $46,000 changing hands at 90.'58 to 91. Jersey

I 120

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

City, Hoboken & Paterson 4s sold to the extent of $70,000 at from
76^4 to 76. United Electric of New Jersey 4s brought 74^ to 74
and interest for $30,000. Public Service S per cent notes sold at
97H for $10,000, and $30,000 certificates brought 69 flat. The
stock sold at 112 for 200 shares.

Security Quotations

The following table shows the present bid quotations for the
leading traction stocks and the active bonds, as compared with
last week :

June 14 June 21

American Railways 50 50

Boston Elevated 156 156

Brooklyn Rapid Transit 64 65%

Chicago City — al90

Chicago Union Traction (common) 5% 6%

Chicago Union Traction (preferred) — 32

Cleveland Electric 79% 791/2

Consolidated Traction of New Jersey 82 82

Consolidated Traction of New Jersey 5s 108y2 1081/2

Detroit United 91% 921/2

Interborough Rapid Transit *201 201%

International Traction of Buffalo 25 25

International Traction of Buffalo (preferred) ? 60 63

International Traction of Buffalo 4s 82% —

Manhattan Railway 163 164

Massachusetts Electric Cos. (common) 17 19%

Massachusetts Electric Cos. (preferred) 58 62

Metropolitan Elevated, Chicago (common) 23% 24%

Metropolitan Elevated, Chicago (preferred) 64% 66

Metropolitan Street 12278 125%

Metropolitan Securities 79% 81%

New Orleans Railways (common), VV, 1 38% 38

New Orleans Railways (preferred), W. 1 80 80%

New (Jrleans Railways 4%s 90% 90%

North American 97% 99

North Jersey Street Railway 25 25

Philadelphia Company (common) 42% 42%

Philadelphia Rapid Transit 26% 26%

Philadelphia Traction 99% 99%

Public Service Corporation 5 per cent notes 97 97

Public Service Corporation certificates 69 69

South Side Elevated (Chicago) 94% 93%

Third Avenue 127 128

Twin City, Minneapolis (common) 109% llOV;

Union Traction (Philadelphia) *59% 59%

West End (common) 97 97%

West End (preferred) 116% 116%

a Asked. W. I., when issued. * Ex-dividend.

iron and Steel

The "Iron Age" says new business has been rather light in nearly
all branches of the iron and steel trades, and in some of them
what is virtually a deadlock between buyers and sellers continues.
Sentiment, however, is rather improved, although there is little
that is tangible in the way of new orders to justify it. In pig-
iron, there come reports from some distributing markets that
inquiries are a little more numerous, but the tonnage being placed
is light and buyers are securing some concessions in prices.
The only interesting item in the rail trade is the report that the
Tennessee Coal & Iron Company has taken orders aggregating
55,000 tons for 1906 delivery.

*^

REORGANIZATION PLANS FOR EASTERN OHIO TRACTION
COMPANY

A committee on reorganization has submitted to the security
holders of the Eastern Ohio Traction Company, a plan for reor-
ganizing the company and taking it out of the receiver's hands,
where it has been the past year. The plan provides for the forma-
tion of a new company to be known as the Cleveland & Mahoning
Valley Traction Company, which will have a capital stock of
$3,000,000, of which $1,000,000 will be S per cent preferred stock.
After providing for underlying securities and paying off the float-
ing debt of $300,000, it is stated that the company will have $878,-
000 in new money which will be used in building an extension from
Garrettsville to Leavittsburg, thereby giving through connection
from Cleveland to Youngstown, also in building a new power sta-
tion. The plan amounts to an assessment of about $39 a share on
the stock of the company. It is imderstood that the leading stock-
holders think favorably of the plan, and with the new through con-
iiection it is believed the earnmgs of the road will show marked
gains.

ROCHESTER & EASTERN SOLD TO NEW YORK CENTRAL

On Wednesday of last week the Rochester & Eastern Rapid Rail-
way, of Rochester, N. Y., was sold to New York Central Railroad
interests. This has given rise to the publication in Rochester papers
of stories to the effect that the Rochester Railway Company, oper-
ating the city lines, also has been sold. The Rochester Railway is
controlled by the Clark interests of Philadelphia. They have denied
the sale of the property. From interests identified with the New
York Central the Street Railway Journal learns that the Central
has not purchased the Rochester system.

MONTEREY SYSTEM TO BE EXTENDED

M. V. McQuigg, of the Monterey County Gas & Electric Com-
pany, says that the proposed extension of its Monterey Electric
Railway, from Pacific Grove to Carmel-by-the-Sea, will be con-
structed this winter. Materials and equipment will be called for in
the near future. The road will parallel the 17-mile drive, following
the shore line, and will be about 11 miles in length. It will be neces-
sary to increase the equipment of the company's electric power
plant at Monterey in order to operate this extension and the 18-
mile electric road from Monterey to Salinas, which is to be built
next year. Mr. McQuigg says that within a few years all of the
towns in the Monterey Bay region will be connected with San
Francisco by electric railways. The Union Traction Company,
which controls all of the lines at Santa Cruz, is building a mile of
electric road extension from Capitola to Soquel. A five-mile ex-
tension, running out Pacific Avenue, at Santa Cruz, will be con-
structed to the Big Trees. All 01 the Union Traction Company's
narrow-gage lines will be rebuilt next year as standard-gage roads
with heavy rails and equipment.

HUDSON VALLEY RAILWAY CHANGE IN OWNERSHIP

After a meeting of the directors of the Merchant's Trust Com-
pany on June 19, it was announced that the offer which the Colvin
syndicate made for the securities of the Hudson Valley Railway
held by the trust company as collateral, and as investments had
been renewed and accepted. The amount offered for the securities
was $850,000, as before. This, with $350,000 cash on hand, $500,000
in New York City bonds, and $300,000 which some of the directors
will put up on the securities of the Rutland public service com-
panies, will enable depositors to be paid off in full as soon as the
approval of the court is obtained for the settlement.

The directors intend, when the payment of depositors has been
arranged, to apply for an order directing the receivers. Otto T. Ban-
nard and Douglas Robinson, to turn over the Rutland and other
securities to a committee to be named by the stockholders and ap-
proved by the court, with power to market them as best they can.
It is hoped that enough will be realized on these securities to bring
the stockholders out without loss.

At the stipulation of the Attorney General, the charges that ille-
gal loans were made by the trust company, and that deposits were
accepted after the company was insolvent, have been stricken out of
the complaint in the receivership suit, which is being heard at
Hudson. In place there have been inserted simply allegations that
on May 23, the company was unable to pay its debts. Further ac-
tion in the receivership case was postponed on June 17 for one week,
to enable the directors to do what they could to straighten matters
out.

♦♦^

STATE COMMISSIONER MUST APPROVE PLANS IN
PENNSYLVANIA

Thomas E. O'Connell, who has built a number of electric rail-
ways in the vicinity of Westchester, has received word from the
State Commissioner of Highways, at Harrisburg, that, hereafter,
no electric railway can be built upon any state improved road until
the plans for such construction shall have been approved by the
State Commissioner. It is understood that these notices are being
sent to all electric railway companies in the State. It will not
af¥ect any electric railways in Chester County just at present, but
may affect a number of contemplated extensions. In New Jersey,
where the State also improves the public highways, no such rule
has been laid down, but it is necessary to secure the consent of the
board of freeholders (same as county commissioners in Pennsyl-
vania) in the county through which the highway passes. To cross
the same, with a steam railroad charter, in New Jersey, requires
no consent, so long as the grade is not changed. No change in
grade can be made there without the State Road Commissioner's
consent.

June 24, 1905.]

STREET RAILWAY JOURNAL.

112*1

SOME OF THE EXHIBITS AT THE MANHATTAN BEACH
CONVENTION OF THE AMERICAN RAILWAY MASTER
MECHANICS' ASSOCIATION AND THE MASTER
CAR BUILDERS' ASSOCIATION

The convention of the American Railway Master Mechanics' As-
sociation held at Manhattan Beach, N. Y., June 14, 15 and 16, and
that of the Master Car Builders' Association held at the same
place June 19, 20 and 21, were largely attended and received as
well the hearty co-operation of a large number of manufacturers
of railway supplies. One side of the spacious veranda of the Ori-
ental Hotel proved entirely inadequate, even for all of the smaller
exhibits, making it necessary to place the major portion of the ex-
hibit on the grounds behind the hotel. Part of the railway track
was also utilized for display purposes. The following list com-
prises the greater part of those of electric railway interest.

The Consolidated Car Heating Company, of Albany, exhibited
its steam and electric car heaters, couplers, valves, fittings and
switches, and had a complete outfit of the McElroy automatic
lighting system in operation.

The Franklin Railway Supply Company, of Franklin, Pa., had
an extensive exhibit of lubricators, journal boxes, flexible metal
conduits and couplers.

The General Electric Company, of Schenectady, N. Y., was
represented at the convention and had on exhibition its block-
signal system, views of the New York Central locomotive, Cur-
tis turbines and air-brake compressors. The mercury arc rectifier
made by the company was also one of the principal attractions in
its booth.

Heywood Brothers & Wakefield Company, of Wakefield, Mass.,
attracted attention to its exhibit of car seats for steam and elec-
tric cars and a model of its car-seat mechanism.

The Pittsburg Spring & Steel Company showed a full line of'
springs from those used on locomotives down to those employed
on governor valves.

The Rushmore Dynamo Works, of Plainfield, N. J., had an in-
teresting exhibit on the hotel veranda, comprising several types of
the Rushmore lens miror searchlight.

The exhibit of the Coe Brass Manufacturing Company, while not
elaborate, was an object of considerable attention, owing to the
presence of a large number of sections of the company's new ex-
truded metal.

C. H. Besly & Company, of Chicago, were on hand with an ex-
hibit of Gardner grinders. Helmet temper taps and other special-
ties.

The Crandall Packing Company had a varied assortment of its
high-pressure ring and coil packing and waterproof hydraulic ring
and spiral packing.

L. C. Chase & Company, of Boston, New York and Chicago,
were on hand with various styles of plush for car seating.

A remarkable proof of the growing use of carborundum for va-
rious railway purposes was evident from the exhibit of the Car-
borundum Company, of Niagara Falls. Oil stones were especially
prominent.

The Baldwin Locomotive Works had a four-cylinder balanced
compound locomotive on the Long Island Railroad tracks near
the hotel.

The Federal Manufacturing Company, of Elyria, Ohio, had an
interesting exhibit of Keeler car curtains.

A large number of bolster castings was shown by Benjamin
Atha & Company, of Newark, N. J.

The Philip Carey Manufacturing Company had a large booth in
which it showed an extended line of magnesia packings, steam
pipe and boiler coverings and various asbestos materials.

Steel-backed brake shoes of various types were shown by the
American Brake Shoe & Foundry Company, of Railway, N. J.

The Adams & Westlake Company, of Chicago, represented the
Newbold system of electric train lighting, signal lamps and car
trimmings.

Couplers for freight, passenger and engine service were ex-
hibited by the Washburn Company, of Minneapolis.

One of the most striking exhibits was the elaborate line of car
disinfectants made by the West Disinfecting Company, of New
York.

The advantages of the belting compound made by the Cling Sur-
face Company, of Bufifalo, N. Y., were demonstrated by a belt in
operation on the ground.

The Yale & Towne Company had two exhibits, one on the hotel
veranda comprising a large assortment of locks and other hard-
ware for railway use, and another in a booth on the grounds show-
ing its hoists.

The Booth Water Softener Company, of New York, had a large
model of its water softener in constant service.

Among the exhibits of the Sprague Electric Company were its
latest designs of flexible metallic conduit and armored cable.

A comprehensive variety of railway lamps and headlights was
presented by the Dressel Railway Lamp Company.

The ease and effectiveness secured by the vacuum method of
cleaning carpets and similar materials was made evident by watch-
ing the working exhibit of the Vacuum Cleaner Company, of New
York.

The American Steel Foundries and Simplex Railway Appli-
ances Company had on exhibit numerous car castings. There was
also shown a number of Bettendorf trucks.

Some very fine specimens of railway springs were on view in the
quarters of the Pittsburg Spring & Steel Company.

In the exhibit of the Acme White Lead & Color Works, of De-
troit, the main attraction was Pandect, the latest development by
this company in rust prevention paints.

The following wood-working machine tools were among those
shown by the Oliver Machinery Company, of Grand Rapids, Mich.,
a universal double-arbor saw bench; three types of band saws;
two styles of hand planers and jointers, and one 88-in. combination
cap fit and center lathe.

A complete belt conveyor ready for service was the attraction
of¥ered by the Robins Conveying Belt Company, New York.

The Westinghouse Traction Brake Company, the Westinghouse
Automatic Air & Steam Coupler Company, the Westinghouse Air
Brake Company and the American Brake Company had in com-
mon a handsome booth in which were placed working models of
the products made by the companies mentioned.

The Gould interests also had a special booth on the grounds,
the exhibit of the Gould Storage Battery Company comprising
railroad types of storage batteries, and that of the Gould Coupler
Company embracing friction draft gear in service, freight couplers,
etc. The Gould electric car lighting system was also in evidence.

Several types of wheels and brake shoes as applied to them were
presented by the Wheel Truing Brake Shoe Company, of De-
troit, Mich.

On a large platform the Gold Car Heating Company laid out
a complete model of its system of steam piping for car heating.

The Goldschmidt Thermit Company had its headquarters in a
small tent, where it gave away memorandum books as souvenirs.
Demonstrations of thermit welding were given at 4 p. m. every day.

The Pitt Balance Door Company, of New York, had a full-sized
working model of its new balanced door which, on account of its
compactness and ease in working, excited a great deal of interest
and admiration among all those who tried it.

Pneumatic drills, hammers, stone tools, motor hoists, etc., were
shown by the Rand Drill Company, New York.

The Buda Foundry & Manufacturing Company and Paige Iron
Works showed jacks, brake shoes and other railway specialties in-
cluding their new bearing metals.

Among the novelties shown at the convention was the rocker
side-bearing truck designed by Gustav Lindenthal.

The Chicago Pneumatic Tool Company had an elaborate display
of pneumatic tools of all kinds.

The large booth occupied by the Dearborn Drug & Chemical
Works was devoted to an exhibit of chemicals for treating boiler
feed-water. This company also gave away an interesting pamphlet
on this subject.

Jenkins Brothers had a special booth on the grounds where they
presented numerous specimens of their brass valves.

A. O. Norton, of Boston, Mass., had an exhibit of his railway
jacks on a large table on the hotel veranda.

The sash fixtures made by the O. M. Edwards Company, of
Syracuse N. Y., were not only shown in a special exhibit made by
that company, but were also in evidence in the exhibits of other
manufacturer of car furnishings.

The National Lock Washer Company, of Newark, N. J., pre-
sented a line of its car curtain fixtures, sash balances, nut locks,
etc.

One of the most instructive exhibits was that made by the H. W.
Johns-Manville Company, comprising an extended variety of as-
bestos and magnesia railway supplies on a counter made of tran-
site fireproof board. Other manufactures shown were asbestos
cement felting and fire extinguishers.

The Celluloid Company, of New York, had an exhibit of railroad
cross-seat and chairs covered with its coach-seat covering known
as "Texoderm."

Pamphlets on locomotive cranes and clam-shell buckets for han-
dling coal were distributed by the Browning Engineering Com-
pany, of Cleveland, Ohio.

Recording gages for all purposes, and other steam specialties
were to be seen in the section occupied by the American Steam
Gage & Valve Manufacturing Company, of Boston.

The spiral nut lock, which locks both the bolt and nut absolutely,
was shown by the Spiral Nut Lock Company, of New York.

STREET RAILWAY JOURNAL.

[Vol. XXV. No. 25.

Safety treads for car steps, stair and other places, were pre-
sented by the Universal Safety Tread Company, of New York.

An e.xhibit that attracted considerable attention was that of the
Electro-Dynamic Company, of Bayonne, N. J. A number of its
inter-pole motors were shown, both assembled and in parts. Be-
sides this display, which was located in the Manhattan Beach rail-
road station, the company made its presence generally known by
distributing descriptive catalogues throughout the grounds.

J. H. Williams & Company, of Brooklyn, were also represented
at the convention and extended an invitation to the delegates to
visit their drop-forging plant of the company.

The Western Tube Company, of Kewanee, 111., presented an ex-
hibit of the "Famous" Kewanee unions.

The Hale & Kilburn Manufacturing Company had a very fine
exhibit of its seats covered with rattan, plush or leather.

Car curtains and curtain materials including the Forsyth roller-
tip fixture, were on view in the section taken by the Curtain Sup-
ply Company, of Chicago.

On the veranda and opposite the Hale & Kilburn Company the
Pantasote Company, of New York, showed a number of curtains
in service made of the material manufactured by this company.

Pressure gages, air-brake gages, pressure-gage testers, etc., were
among the devices exhibited by the Crosby Steam Gage & Valve
Company.

An interesting exhibit was that made by the Standard Paint
Company, of New York, which showed a number of minature
buildings covered with "Ruberoid" roofing as well as samples of
other materials treated with this paint.

Carborundum safety treads were shown in various styles by the
Empire Safety Tread Company, of Brooklyn, N. Y.

The National Car Coupler Company, of Chicago, III, showed a
number of minature trucks equipped with its couplers.

The Schoen Steel Wheel Company, of Philadelphia, took an ac-
tive part in the exhibit by displaying a number of specimens of its
pressed and rolled-steel wheels for railway service.

The St. Louis Car Company made an exhibit of spiral journal
bearings.

The T. H. Symington Company, of Baltimore, Md., had on ex-
hibition center and side ball-bearings for cars as well as journal
boxes.

The Walworth Manufacturing Company had an extensive ex-
hibit of pipe tools, wrenches, track drills and injectors.

— ♦-♦^

THE GANZ TRACTION SYSTEM IN AMERICA

A new company called the Railway Electric Power Company,
and located at 114 Liberty Street, New York, has been organized to
exploit the three-phase traction and other patents of Ganz & Com-
pany, of Budapest. These rights, etc., cover the United States,
Mexico, Cuba and all the West Indies other than those under
British supremacy. The board of directors of the company is com-
posed of John E. Borne, president of the Colonial Trust Company ;
William L. Bull, of Edward Sweet & Company; Henry Seligman,
of J. & W. Seligman & Company; Stephen Peabody; H. R. Duval,
of the Atchison, Topeka & Santa Fe Railroad; Leopold Wallach, of
Wallach & Cook ; Henry L. Sprague, of Stetson, Jennings & Rus-
sell ; Gustav Lindenthal, former commissioner of bridges, and Gus-
tave Leve.

L. B. Stillwell, electrical director of the Interborough Rapid
Transit Company, and Frank N. Waterman are the consulting
electrical engineers.

Director Leve says : "The huge initial cost of converting steam
railroads, on this side of the Atlantic, has been a veritable stum-
bling block to the various managements considering change of
motive power. The installation of the three-phase system costs
about 40 per cent less than that of direct current, which is the pre-
vailing mode of electric traction so far installed by the large
American electrical companies. Another important claim made
for the three-phase system is that it is the only method which pro-
vides for recuperation of power on down grades. In other words
the power usually wasted in braking and in coasting down grades
is by this system returned to the line as useful energy for handling
other trains. It furthermore saves the wear and tear in rails,
brake-shoes, wheel-tires, caused by mechanical braking. The most
striking illustration of the three-phase system is the 65-mile Valtel-
lina line of the Italian State Railway, which has been inspected by
electrical engineering experts from all over the world. The operat-
ing cost has been reduced by upwards of 50 per cent over steam lo-
comotive operation, which was formerly the power used. The
Ganz people have lately perfected the three-phase system so that if
necessary three-phase equipment can be run over lines already in-
stalled with direct or single-phase current. Negotiations are al-
ready under way with one of the big trunk lines looking toward the
conversion of part of its road into electric motive power."

EXTENSIONS OF J. G. WHITE & COMPANY

J. G. White & Company announce that Eugene Lentilhon, C. E.,
for the past several years a contracting engineer in New York
City, has become associated with them, and is now on his way to
Chili on a mission covering the investigation of a number of im-
portant engineering projects. Mr. Lentilhon is a graduate of the
Sheffield Scientific School, Yale University, and, for several years
following his graduation, was in the service of the Dock Depart-
ment in New York City. His most important work in this direc-
tion was his supervision as assistant engineer of improvements and
repairs on the North River from the Battery to Fourteenth Street.
In 1897 Mr. Lentilhon resigned from the Dock Department to en-
gage in business as a contracting engineer. Among the principal
contracts completed by him were the construction of the Hudson
Park, New York City ; the erection of two buildings for the New
York Navy Yard ; the removal of the reservoir from the site on
Fifth Avenue between Fortieth and Forty-Second Streets, New
York City ; and the building of the foundations for the New York
Public Library. J. G. White & Company have also secured the ser-
vices as construction manager of G. R. Wadsworth, formerly of the
New York Central Railroad. Mr. Wadsworth was born in 1875,
and in i8g8 graduated from the Massachusetts Institute of Tech-
nology in Civil Engineering. He entered the employ of the New
York Central Railroad at Albany, being assigned to the office of
division engineer, in which he worked in various capacities, ulti-
mately being appointed assistant engineer. In 1901 he was trans-
ferred to the general offices in New York on special work under the
engineer of track. Shortly afterwards he was made resident engi-
neer of the middle district at Albany, in charge of construction
work. In 1902 Mr. Wadsworth was appointed designing engineer
of the company, with headquarters at the Grand Central Station.
Here he had the supervision of plans and estimates for bridge
masonry, culverts, piers, bulkheads and yard and shop layouts. In
1903 he was placed on the New York terminal improvement as as-
sistant engineer, having charge of the construction of the "Port
Morris Branch Depression" in the Bronx, the "Marble Hill Cut-
Off" in upper Manhattan, and general improvements in four-track-
ing. Early in 1905 Mr. Wadsworth was appointed resident engi-
neer of the Hudson district, in charge of contract work connected
with the terminal improvements from Mott Haven to Croton.

t^^t

INSTRUCTION IN ELECTMC TRANSPORTATION

The Polytechnic Institute of Brooklyn announces a series of
evening courses in electric transportation, consisting of fourteen
two-hour lectures. The lectures, which will be given on the dates
mentioned, are as follows ;

Oct. 10. "How to Route the Line and Determine the Most Suit-
able Service," by H. A. Lardner, of J. G. White & Company.

Oct. 24. "Legal Points as to Franchises, Organization, Eminent
Domain and Liability," by R. Burnham Moffat, member of the
New York Bar.

Nov. 8. "Influence of Traffic Conditions on Motor Specifica-
tions," by A. H. Armstrong, of the General Electric Company.

Nov. 21. "How to Select the Proper Motor Equipment," by Mr.
Armstrong.

Dec. 5. "How to Design the Sub-Stations and Low-Potential
Distributing System," by Mr. Armstrong.

Dec. ig. "How and Where to Substitute Electricity for Steam,"
by Mr. Armstrong.

Jan. 16. "Where to Locate the Power House," by W. S. Bar-
stow.

Jan. 30. "How to Develop a Water Power," by F. A. C. Perrine.

Feb. 13. "How to Design the Power House," by H. G. Stott,
superintendent of motive power, Interborough Rapid Transit Com-
pany.

Feb. 27. "How to Organize the Operating Force of the Power
House," by Mr. Stott.

March 13. "How to Purchase Fuel," by Mr. Stott.

March 27. "How to Light Ordinary Pullman Cars by Electri-
city," by W. L. Bliss, of the Bliss Electric Car Lighting Company.

April ID. "Maintenance of Electrical Equipment and Rolling
Stock," by J .S. Doyle, superintendent of car equipment, Interbor-
ough Rapid Transit Company.

April 24. "How to Operate the Complete Plant," by J. F. Cal-
derwood, vice-president and general manager of the Brooklyn
Rapid Transit Company.

In addition, C. O. Mailloux will give a series of fifteen lectures
on "Electric Train Movement," and Dr. Samuel Sheldon fifteen
two-hour lectures on "Alternating Currents." Students taking the
transportation course can also engage in car testing under Profes-
sor Ashe.

\

STREET RAILWAY JOURNAL. 1123

June 24, 1905.]

THE PUBLIC SERVICE CORPORATION OF NEW JERSEY PLAN
TO BUILD NEW YORK-NEWARK SUBWAY

A rapid transit electric line from the heart of Newark to the
heart of Manhattan, with trains running practically all the way
underground, is to be a fact of the near future, according to a
statement made on June 20 by Thomas N. McCarter, president of
the Public Service Corporation. Mr. McCarter does not say just
how the line will cross the Hudson, but it is believed it will run
through the McAdoo tunnel. The Newark terminal is to be in
the square bounded by Park Place, East Park Street, Pine Street
and Canal Street, where recently Mr. McCarter and his brother
Uza! made extensive purchases of property. In his statement Mr.
McCarter says :

"The road will be built with the finest electrical construction.
There will be no grade crossings ; within the limits of the city of
Newark it will be a sub-surface road; the Passaic River will be
tunneled; it has not yet been determined whether to tunnel or
bridge the Hackensack River. The route through Jersey City will
be in part elevated and in part below grade.

"The plan as outlined provides a more direct and far better en-
trance into the city of Newark than would have been the case had
the road been built on the bed of the Morris Canal. If the canal
should ever be abandoned as a waterway and become available for
railroad purposes it will be practicable to make a sub-surface con-
nection between the new line and the bed of the canal at or near
Broad Street, in which case the line could be extended west as far
as desirable. Such an extension, however, is only incidental to the
plan we have outlined, the consummation of which has been de-
termined upon without reference to canal abandonment."

Already the route of the proposed line has been surveyed and
considerable real estate purchased. It is probable the Manhattan
terminal will be in the neighborhood of Tenth and Hudson Streets.

^ -

SUBWAY DANGERS ;

The "New York Sun," of June 16, publishes a letter from Nicola
Tesla, on dangers in the subway. Mr. Tesla writes :

"It is to be regretted that this important pioneering enterprise, in
other respects ably managed and engineered, should have been
treated with such gross neglect in its most vital feature. No op-
portunity was given to myself, the inventor and patentee of the
system adopted in the subway and the elevated roads, for offering
some useful suggestion, nor was a single electrician or engineer of
the General Electric and Westinghouse Companies consulted, the
very men who should have been thought of first of all.

"The danger to which I refer lies in the possibility of generating
an explosive mixture by electrolytic decomposition and thermic
dissociation of the water through the direct currents used in the
operation of the cars. Such a process might go on for hours and
days without being noticed ; and with currents of this kind it is
scarcely practicable to avoid it altogether.

"It will be recalled that an expert found the percentage of«free
oxygen in the subway appreciably above that which might reason-
ably have been expected in such a more or less stagnated channel.
I have never doubted the correctness of that analysis, and have as-
sumed that oxygen is being continuously set free by stray currents
passing through the moist ground. The total amperage of the
normal working current in the tunnel is very great, and in case of
flooding would be sufficient to generate not far from loo cubic feet
of hydrogen per minute. Inasmuch, however, as in railway opera-
tion the fuses must be set hard, in order to avoid frequent inter-
ruption of the service by their blowing out, in such an emergency
the current would be of much greater volume and hydrogen would
be more abundantly liberated.

"It is a peculiar property of this gas that it is capable of ex-
ploding when mixed with a comparatively large volume of air, and
any engineer can convince himself by a simple calculation that, say,
100,000 cubic feet of explosive might be formed before the danger
is discovered, reported and preventive measures taken. What the
effect of such an explosion might be on life and property is not
pleasant to contemplate. True, such a disaster is not probable, but
the present electrical equipment makes it possible, and this pos-
sibility should be, by all means, removed.

"The oppressiveness of the tunnel atmosphere is in a large meas-
ure due to the heat supplied by the currents, and to the production
of nitrous acid in the arcs, which is enhanced by rarefaction of the
air through rapid motion. Some provision for ventilation is im-
perative. But ventilation will not do away with the danger I have
pointed out. It can be completely avoided only by discarding the
direct current.

"I should say that the city authorities, for this if for no other

reason, should forbid its use by a proper act of legislation. Mean-
while, the owners of adjacent property should object to its em-
ployment, and the insurance companies should refuse the grant of
policies on such property except on terms which it may please them
to make."

B. R. T. BANDMASTER AND BAND SURPRISED

The members of the Brooklyn Rapid Transit Employees Asso-
ciation Band, composed of thirty employees of the Brooklyn Rapid
Transit Company, which is under the leadership of W. S. Mygrant,
of the Thirteenth Regiment, N. G., N. Y., met for the regular week-
ly rehearsal Thursday evening, June 15, at the association club rooms
in East New York. Instead of rehearsing in the class room on the
second floor of the building, as is their usual custom, the band gave
a regular programme of selections, drawn up on the gymnasium
floor, which opens into the concert and lecture hall. The regular
class room this time was devoted to another purpose. Why it was
that a change had been made was evident after the band had
finished its programme. The members learned that the ladies in-
terested in the work of the organization had prepared a luncheon
for them, and that other things also were in store.

On behalf of the organization, Vice-President Wolfram, who is
superintendent of the Brooklyn Bridge division, made a speech, in
which he acknowledged the debt of the organization to Mr. My-
grant. He said that by his painstaking efforts and sacrifices of a
purely personal nature he had built up in Brooklyn an organization
the like of which does not exist outside of that city, and that he felt
Mr. Mygrant's efforts should be fittingly recognized. Then, on be-
half of the board of trustees of the association, he presented to Mr.
Mygrant a handsome gold medal, inscribed on its face in raised
letters and fittingly engraved on the reverse side with the inscrip-
tion, "Presented by the Brooklyn Rapid Transit Employees' Asso-
ciation, June 15, 1905."

Mr. Mygrant replied briefly, thanking the association for the
remembrance, and then said a few words to his pupils. He ac-
knowledged their part in the success that had been achieved by the
organization and snid the prospects for the future were that the
street railway men soon would have an organization that would
rank with any other in the borough.

Mr. Wolfram then took the floor to acknowledge the debt of the
association to the members of the band individually and to pre-
sent to them as a body a handsome silk banner, the work of Mrs.
George W. Edwards and Mrs. Wolfram. This banner is in maroon
and gold, the standard colors of the Brooklyn Rapid Transit Com-
pany. It is inscribed with the words "The Brooklyn Rapid Transit
Employees' Association Band," done in gold and black on maroon.
Mr. Mygrant accepted the banner in behalf of the band, the mem-
bers cheering the ladies.

The ladies to whom the credit of management is due are Mrs.
George W. Edwards, Mrs. G. F. Wolfram. Mrs. Mygrant, Miss Ida
B. Homan and Miss Olive Edwards and Miss May Louise Mygrant.

NEW CARS FOR DES MOINES

The Des Moines City Railway Company has made arrangements
to add thirty-seven new cars to its equipment during the present
season. Twenty-three of these have been ordered from the St.
Louis Car Company. The first two have already been received and
placed in service, and the other twenty-one are to be delivered
within thirty days. Four cars are now being constructed in the
company's own shops, and will be completed within the next few
days. The company has also given orders for the construction of
ten more cars in its shops, which are to be completed and ready
for operation by fall. All the thirty-seven cars are to be double-
truck and double motor cars, capable of carrying full loads up the
steepest grades on the system. Each will have a seating capacity of
sixty passengers. The cars are not to be provided with smoking
compartments, but will have a small rear-end vestibule for en-
trance purposes. It is the intention to have a 7-minute service
on the Sixth Avenue and West Ninth Street lines, when the work
of double tracking said lines is completed. The half-hour service
on Fourth Street will be reduced to 15-minute service. A lo-minute
service will be put in operation on the Ingersoll Park line regularly
and a 3-minute service during the rush hours. The 20-minute ser-
vice on the Walker Street line will be reduced to 15 minutes, and
the Union Park service will be materially reduced in time. It is
also the intention to put an express service on the University and
Fair Ground lines; that is, the company contemplates running cars
out from the city that will make stops to receive and discharge
passengers for districts beyond Nineteenth Street on the University
line and beyond Fourteenth Street on the Fair Ground line.

/

^ -STREET RAILWAY JOURNAL. [Vol. XXV. No. 25.

STREET RAILWAY PATENTS

[This department is conducted by Rosenbaum & Stockbridge,
patent attorneys, 140 Nassau Street, New York.]

UNITED STATES PATENTS ISSUED JUNE 13, 1905

792,025. Means for Protecting Electric Circuits ; John Hamil-
ton, Jr., Boston, Mass. App. filed Oct. 16, 1903. Means for noti-
fying a central station of current leakage from the conductor via
water and gas mains, etc., consisting of an alarm circuit closer
adapted to be actuated by an excessive difference of potential be-
tween the ground terminal of the generator and a point on the
water or gas mains.

792,122. System for Transmitting Electric Currents to Cars;
John J. Eagan, San Francisco, Cal. App. filed Feb. 2, 1905. The
car has two trolley poles, one at each end thereof between the
outer ends of which a wire is stretched for connection with con-
ductor-plates mounted upon a plurality of equidistant poles at the
side of the roadway.

792,157. Anti-Friction Side-Bearing for Railway Cars; John F.
O'Connor, Chicago, 111. App. filed April 6, 1905. Consists of a hol-
low rocker or cradle, a hub having an external curved bearing-
face, and rollers between the hub and cradle.

792,174. Electric Railway Switch-Operating Device; Charles W.
Squires, Springfield, Mass. App. filed May 16, 1904. The switch-
point is actuated by solenoids which are energized through circuits
controlled by an alternately moving switch, which switch has op-
positely inclined cam surfaces so disposed that it is thrown in op-
posite directions by successive movements of its operating magnet.

792,397. Switch Throwing Mechanism ; Michael F. Burkhart,
West Newton, Pa. App. filed Feb. 4, 1905. A pair of pivoted
switch tongues connected together by a bar are adapted to be
thrown through a system of levers when actuating pins are en-
gaged by an approaching car. Locking and unlocking means are
also provided for the switch.

792,465. Car Wheel ; Charles T. Schoen, Philadelphia, Pa. App.
filed Feb. 28, 1905. A wrought car wheel having a reduced web, a
bent tread and an upset flange of relatively greater thickness than
the web, the web, tread and flange being integral.

792,470. Sander; Samuel T. Simmons and Walter T. Moore,
Columluis, Ohio. App. filed Jan. 5, 1905. Details of construc-
tion.

792,482. Car Truck; John C. Wands, St. Lo'iis, Mo. App.
filed March 25, 1904. Provides an anti-friction support whereby
the car is cari-ied at its corners instead of at its center.

792,569. Electric Railway; William Chapman and Percy W.
Davies, Pittsburg, Pa. App, filed Nov. 23, 1897. Relates to that
class of railways in which the conductor is made up of normally
dead sections. As the collector shoes passes from one section to
another it forms a bridge which establishes a circuit for energizing
the succeeding section from the section previosuly energized, and
so progresses through the entire line.

*^

PERSONAL MENTION

MR. RICHARD M'CULLOCH, of the United Railways of St.
Louis, was awarded the honorary degree of M. A. at the commence-
ment exercises on June 15, of Washington University at St. Louis.

MR. JOHN B. PARSONS, president of the Philadelphia Rapid
Transit Company, will head the local committee at Philadelphia of
the American Street Railway Association, as chairman of the com-
mittee.

MR. HARRY L. WEBBER has resigned as city civil engineer
to accept the position of chief engineer of the Ft. Wayne & Wabash
Valley Traction Company, which operates between Ft. Wayne and
Logansport, and is building on to Lafayette.

THE MARRIAGE OF MR. C. P. WRIGHT, general manager
of the Standard Brake Shoe Company. Aurora, III, to Miss Ada
H. Allen, will occur June 27. After the ceremony Mr. and Mrs.
Wright will go to Denver, Col., returning to Aurora, 111., about
July 15-

MR. WILLIAM BUSBY has been appointed general manager
of the Indian Territory Traction Company. The application for a
receiver filed in the court by the minority stockholders will likely be
withdrawn. Mr. Busby was selected by both factions of the Chi-
cago capitalists, who own the system.

MR. W. H. WILKINSON has just been appointed representa-
tive in the passenger car equipment department of the Pressed
Steel Car Company, which is planning to build steel passenger cars
for street and steam railroad work. Mr. Wilkinson is well known
in the street railway field, having been manager of the Peckham

Manufacturing Company, at Kingston, N. Y., for some ten years.
He severed his connection with the Peckham Company the first of
the year. Mr. Wilkinson has also had a long experience with steam
railroad work, having been for nine years in the Altoona shops of
the Pennsylvania Railroad Company.

MR. HENRY CHASE PAGE, general manager of the Berkshire
Street Railway Company, of Pittsfield, Mass., has been appointed
to the position of superintendent of the Springfield Street Railway
Company, of Springfield, Mass., which is controlled by the New
York, New Haven & Hartford Railroad. Mr. Page is about 41
years of age. Twenty years ago he went to work for the Lynn &
Boston Street Railway, as a conductor on the line from Chelsea to
Boston.^ He was rapidly promoted, finally being placed in com-
plete charge of the schedule arrangements and car despatching.
When the Boston & Northern Company was formed, Mr. Page's
ability was recognized by his appointment to the position of superin-
tendent. On this road he had charge of 450 miles of track. Three
years ago he took the position of general manager of the Berkshire
Street Railway Company.

MR. C. A. GENUNG, who has for two years been the auditor of
the Nashville Railway & Light Company, has received a highly de-
served promotion and has accepted the position of general
manager of the properties of the Chattanooga Electric Railway.
Mr. Genung came to Nashville two years ago from Elmira, N. Y.,
as the auditor and chief accountant of the local company, and dur-
ing his incumbency he has not only shown his business worth as
proven by the new position which he will occupy, but has made
friends with all with whom he has come in contact, and genuine
regret is felt by his acquaintances and the employees of the com-
pany at the announcement that he will move from Nashville. Mr.
Genung's place will be filled by Mr. H. Clyde Walters, who has
lived in Nashville for about five years, going there from North
Carolina. He has heretofore been the chief bookkeeper under Mr.
Genung.

MR. FRANK C. RANDALL, whose appointment as New York
representative of the Allis-Chalmers Company, of Milwaukee, was
announced in the Street Railway Journal recently, has entered
upon the discharge of his new duties. Mr. Randall has for a long

time been prominently identified
with railway work, and resigned
the position of vice-president and
general manager of the National
Electric Company. His first rail-
road experience was in 1877 with
the New York & New England
Railroad Company as "Per-
formance of Engine" clerk.
Later he was appointed chief
clerk of the motive department
of the same road, at Hartford,
for all divisions west of Willi-
mantic, and afterwards chief
clerk of the motive power de-
partment of the Boston & Lowell

Railroad and its leased lines.
V. C. RANDALL Upon the consolidation of the

latter road with the Boston &
Maine Railroad Company, he obtained a position in the shops
of the Tripp Manufacturing Company, and was promoted to
the position of superintendent of the plant. He resigned this posi-
tion to become Eastern sales agent of the J. G. Brill Company, and
later was made Western sales agent of this company, with head-
quarters at Chicago. After being in the employ of the J. G. Brill
Company about si.x years, he was offered the position of Eastern
sales agent of the Christensen Engineering Company, which he ac-
cepted, and later was appointed general sales agent and then vice-
president and general manager of this company and its successor,
the National Electric Company.

MR. W. W. DONALDSON, who has been electrical engineer of
the Gould Storage Battery Company for the past four years, died
at Elk Ridge. Md., on June 12. Mr. Donaldson was born June 16,
1863, at Baltimore, and entered Princeton at the age of eighteen.
He remained at Princeton one year and a half, and left to take up
special courses in chemistry and physics in Baltimore. He entered
on storage battery work in February, 1884, and was connected in
turn with the Storage Battery Con«pany, of Baltimore, the Eastern
Electric Company, and the Donaldson-Macree Storage Battery
Company, of which he was president for three years, being a co-
inventor with Mr. Macree of the type of battery manufactured by
this company. In 1899 he became the engineer of the Automobile
Manufacturing Company, of Baltimore, and in 1901 accepted the
position of electrical engineer with the Gould Storage Battery Com-
pany, of New York, which he occupied at the time of his death.

\