"THi DSYSLOPMSHT OJ 1
IBS WASHINGTON, Bih'SDAOSS & *NN*P^LIS EAILWAT*
The Washington, Baltimore i Annapolis Railway was opened for
service between Washington and Annapolis February 7 tn > 19°^ a nd between
Washington and Baltimore ^prl-i 2nd, of the same year. The first oar of
tbe system arrived at the Baltimore terminal at 11;05 P.M. Thursday March
1^, 1908. As the oar passed Into the station excitement was aroused by a
cloud of smote rolling from beneath the center o£ it, followed by flames,
which were due to the overheated condition of the machinery. It was ex-
plained that the maohinery became overheated jn account of the urge
amount of sand and dirt on the traoks w'.tuin the city limits. Damage to
the oar was slight and the trial trip pronounced a success. It was found
that the oar wo r Iced perfectly and cleared all corners and curves in good
shape. The trip was made from th=- shops at jdenton where the oar return-
ed that night. The road has lines over two different routes between Bal-
timore and Annapolis and .he main i.ine between Baltimore and Washington*
The two Annapolis lines s^rve the home of the United States Naval academy
and «hc intervening territory much of which is suburban to Baltimore. An-
napolis and the intermediate territory tj Baltimore are served solely by
the V-. B. & A. both for passengers and freight.
The plant installed by the railroad for operation of the line
cost in the neighburhood of $11,000,000 and the trade over which it oper-
ates approaches a straight line and is several miles shorter than the short-
est steam road. The rails weigh 80 pounds to the yard and are within 16
pounds of being as heavy as the heaviest used on the best of the standard
steam roads. Bridges are maie of steel or concrete; culverts are of con-
crete, ana stone baxlast is used. There are few curves, and grade cross-
ings have been avoided, the operation of this road has resulted in great-
ly increased traffic, both freight and passenger.
The Washington, Jaliimore & ^nnapoj.is Railroad is of exception-
al interest both on the score of its having been converted from a 6600 volt
single phase to a 1200 volt direct current roaa, and on account of the class
of service it Is providing.
The main line between the two major cities is the backbone of
the service, and revenue of the company. The Intervening territory is sparse-
ly settled and hence the need is naturally for high-speed infrequent-stop
The special feature of the Alternating Current system first
used was the use of single phase alternating current in generators, trans-
mission lines, trolley car equipment and motors which constituted a wide
departure from the then prevalent type of railway apparatus which was wholly
on direct current.
An k»C* system, in order to operate as efficiently as a D.C*
system, must be single phaBe to provide a single supply oirouit and, the
motor muit have the characteristics of the D.C. series motor which inher-
ently lends itself to speed control. fhe t ( pe A.C. motor that was used
is similar in construction to a D. C. motor with its magnetic circuit lam-
inated throughout and built in Buch proportions that it can successfully
commutate alternating current. Such a no*.or is in effect a plain series
m.jtor and will have about the same torque characteristic whether operated
on A.C. or D.C*
The test made on the raptors both In the testing room and under
a car showed good efficiency and torque curves comparable to those of a
good D.C. motor. The average power faotor of the motors was approximate-
ly 96 percent.
Single phase alternating current mas supplied at a frequency
of lband 2/jJrds cycles per second. Current was normally fed in by one
trolley, however, within the limits of the District of Columbia two trol-
leys were employed as by Act of Congress the use of raiis as conductors
was prohibited In the District, presumably on account of electrolysis. In
this case the trouble, jl'ojurse, wo ild not exist but the contracting com-
pany was not able to obtain permission for the grounded circuit.
The alternating current to the oar was carried through a main
switch on the oar to an auto-transf or.ner connected between the trolley and
the return circuit. At about 3°0 volts from the ground a lead was brought
out from he transformer and passed through an induction regulator to one
terminal ofthe motors. For starting and controlling the speed the induc-
tion regulator was used with its secondary winding in series with the mo-
tors. This secondary circuit of the regulator can be made to add to, or
subtract from, the transformer voltage, thus raising or lowering the volt-
age Impressed on the motors. The regulator therefore does double duty.
There were four motors of 100 n.p, on each car, the full rated
voltage being about 220 volts. The motors were arranged in two groups
of two in series in parallel. ihe motors were connected permanently in
this manner. As voltage control was used there was no necessity for ser-
ies-parallel control as -with D.C. motors. To insure equal voltage to the
armatures in series, an equalizing action was obtained by the use of a
small auto-transiormer connected permanently across the two armatures In
series with its middle point connected between them. The fields were ar-
ranged in two pairs, with two I'lelds in series and the two ^alrs In par-
allel. This parallels the fields independently of the armatures and al-
lows the use of orie reversing switch for all four motors and one balanc-
ing transformer across the armatures.
In the W. B. & A. contract the V.est lnghouse Electric Company
guaranteed that the efficiency of their system would be equal to that of
a D.C. system with rotary converter substations. The loss In the rail
return of an A.C. system shouxd be relatively high but the higher trolley
voltage reduces the current so much that the A.C. rail loss is practical-
ly the same as with direct current at usual voltages.
The use of this A.C. system continued until March 1, 1910 and
was then discontinued in favor of a 1200 volt direct current system. This
was due to the fact that at that time the use of A.O. was a new field and
equipment had not been developed to efficiently use it. As previously
stated the system was operated on 6600 volts «.C. Some difficulty was
encountered then in insulating the trolley for this value of voltage.
An A.C. motor to give the same service as a D.C- machine must
be much larger and draws a heavier current. This together with the fact
that the pantograph type of current collector was unknown and the trol-
ley wheel Is limited to 400 amperes at speeds around AO miles per hour,
whioh value of current was often exceeded in thLl system, caused mainten-
ance of the trolley to beoorrte a source of considerable expense. In addi-
tion, quite heavy xine Buries, caused oy switching, occurred and could not
be tateen care of, at that time, because lightning arresters had not been
developed to the point whert- they could handle such values of voltage.
These surges often ran baok to the substations burning out transformer*
and blowing circuit breakers to pieces. Another disadvantage arising
from the use of A.C. equipment is the large motors that are needed re-
quiring a .nuch heavier car*
The operation of the new D.C. system began March 1, lyiO. The
energy for operating the VI. B. & «. is generated in the Bennings Power
house of the Potomac ileotrio rower Company and is delivered to the Ben-
nings substation at a potential of 6600 volts. There are five substations
located on the road at the following points: ^rdraore, Naval ncademy Junc-
tion, Baltimore, Annapolis, and Bennings. Figures 2-3 a nd 4 show the re-
lative positions of, and one distances between, these substations, as well
as the manner in which they are connected electrically. The Bennings sub-
station receives power from the Potomac power house at 6o00 volts, trans-
forme it to 33»°00 volts and distributes it at this potential to the du-
plicate transmission lines which feed the other substations of the system.
There are no 1200 volt feeders from this substation. foe ACdmore substa-
tion is the only one buiit for the 1200 volt system. The single phase
substations in each of the other cases have been altered to suit the new
conditions. Both of the 33,000 volt lines are tapped to the n.rdmore sub-
station and switching arrangements are provided to permit of either of
the lUei being used. The potential is stepped down from 33*00° to 37°
volts and fed to the rotary convertors, whence it is fed in both direc-
tions to the trolley ana feeders at 1200 volts.
The Washington, Baltimore & Annapolis Railroad, during the per-
iod in which it was developing, was hampered In man;, ways, Competition,
indifference on the part of the travelling public, ana largely by the
high cose of operating on alternating current instead of the later estab-
lished standard of direct current. The subse uent change to the latter
resulted in a very substantial and continued reduction Ln the operating
expenses of the company. The comparatively frequent and reliable ser-
vice w- Ich the Company had b_, this time established between its termin-
al po ints— Bait iinore, Washington, D. C. , and ^nnapoll s— it s lower passen-
ger than the competing steam railroads and the conveniences which it af-
forded for local travel had made a strong appeai to a large and regular
class of passengers. Coincident with the increase in this branoh of the
service the freight traffic showed a steady and profitable improvement.
In consequence of these handicaps, however, it became necess-
ary for the promotors of the company to reorganize its finances. In the
original capitalization of the company, 190? to 19H» we find the maxi-
mum capitalization outstanding during these first four years of its oper-
ation to be as follows;
$3,000,000 First Mortgage 5;i Bonds.
1,000,000 Second Mortgage Bonds.
2,145,000 Baltimore Terminal Mortgage Bonds.
5,783,000 preferred Stock
1,500,000 Terminal Company Stock
#13, 428, 000 Total Capitalization then outstanding
In the reorganization of lyll the capitalization was reduced
to the following basis;
$5,144,000 Ft rs t Mortgage 5^ Hands,
1*455,750 Preferred Stock.
3,000,000 Common Stock.
*9j599>75° Total Capitalization then outstanding.
By this readjustment it will be observed that not jnly the cap-
italization was reduced but that the bonded indebtedness on the entire pro-
perty was reduced from $5,145,000 to $5,144,000 and that the lien of the
first mortgage bonds was materially strengthened by including under the
lesser amount of the new mortgage not only all of the property, rights,
franchises, equipment, etc., as originally pledged, but also the valuable
real estate and terminal properties located in the center of the business
district of the oity of Baltimore which had formerly been covered by the
lien of $2,145,000 of Terminal bonds.
The Washington, Baltimore £ Annapolis Railroad originally oper-
ated from Baltimore over their own double track line to the District of
Columbia. However on February 15"th, 1909 an announcement was made of the
successful negotiation between the Washington Baltimore & unnapolis Rail-
road and the Washington Railway & Electric Company by which an agreement
was reached, to so rebuild the tracks of the Columbian Line on H. Street,
Massachusetts and New York ^venues that they would carrj the interburban
cars from its terminal at 15th & H Streets. liVVjen entering Washington over
the rails of the Washington Hallway 4 Electric Company it is necessary to
change from the 1200 volt overhead trolley system to the 600 volt under
current plow system.
The proposition to extend the Washington, Baltimore & Annapolis
lioe to the center of Washington met with universal support from all pa-
trons of the road. Such representative people as Governor Brothers, Major
Mahool, Major Claude, Cardinal Gibbon and many others lent their aotlve
support to the accomplishment of this resuit. It was expected that the
tracks would be rebuilt and the cars running without change from the cen-
ter of Baltimore 4 Annapolis to the oenter of Washington by the first of
the year. The inconvenience of changing to and from city cars at the
edge of town was thus entirely done away. All conveniences of railroad
stations are maintained at the terminal at Washington including a ticket
office, waiting rooms, baggage room and a large yard for storage and load-
ing of trains and similar facilities are at Baltimore and Annapolis.
The Army Cantonment of Camp Meade was established adjacent to
the lines of the company in the yar l>l7 and proved such a large source
of revenues that a loop was instituted in the camp during the War period.
In February 1^21 the company acquired the railroad properties
of The Maryland Electric Railway Company known as the Annapolis Short Line
which operated a line of road parallelling the Washington Baltimore & An-
napolis Railroad for seven miles from the city of Baltimore and which ex-
tended to Annapolis on the north side of the Severn River. The ^nnapolls
Short Line entered Baltimore- over the tracks o£ the Baltimore & Ohio Rail-
road and leased terminal facilities at the Camden Station of the road*
Since the acquisition of the Short Line its trains enter Balti-
more over the traoks of the Washington, Baltimore & Annapolis Electric Rail-
roaa from a connection at Shipley and use the new terminal of the latter
company, obviating the maintenance of seven miles of track and the rental
of terminal facilities at Camden Station, resulting in a material saving
in operating expenses. The Short line Railroad serves the territory be-
tween the Severn and Magothy Rivers,
The total trackage operated is equivalent to 130 miles of sin-
gle track, the main line from Baltimore to Washington being 4° miles; from
Gamp Meade Junction to Annapolis 20 miles; the Annapolis Short Line from
Baltimore to Annapolis comprises 25 miles, ana other miscellaneous mileage,
including second track, is 44*5 miles. The entire system, with the excep-
tion of about 1*37 miles in the city of Baltimore is all private right' of
The company jwhs a total ol'148 oars o£ standard M*C*B. construc-
tion, which iiioludes 32 electrically equipped passenger ears; 26 combina-
tion baggage and passenger oa.s, eleotrically equipped 56 passenger trail
cars, 3 freight and express trial cars, equipped with control; 14 freight
and express motor cars, electrically equipped; 2 box cars; 8 freight flat
cars; 3 steel hopper bottom gondola oars; 3 refrigerator cars, and 1 line
oar, tn addition it operates 15 electrically equipped passenger cars leas-
ed under oar trust agreement by the on&polls Short Line Railroad Company*
In April 1927 ten two-seotion articulated oars built by the
J.G. Brill Company of Philadelphia Pennsylvania were placed in service
on the line. These oars were the first of their type to be introduced
in high speed service operation in the United States and open up a new
chapter in the history of interburban electric railway.
The W. B, & A. was incorporated under the general railroad law
of Maryland as the Baltimore Terminal Company; by amendment to Its charter
ohanged Its name, obtained additional powers, and acquired, through fore-
closure, all the properties and franchises of the Washington, Baltimore
& Annapolis Electrie Hallway Company, such amendment to its charter and
the acquisition of the properties and franchises of such Railway Company
being ratified and confirmed by the Legislature of Maryland, Chapter 4ol,
Acts of 1912.
The provisions of the franchises under which the Company op-
erates in Baltimore and Annapolis are favorable and their validity sustain-
ed. The Company operates in the oity of Washington under an irrevocable
contract with the Washington Railway and Electric Company, placed under
the deed of trust securing the first mortgage bonds.
This railroad furnished rapid, regular and frequent service be-
tween the Cities of Baltimore, Washington and Annapolis, which, with the
intermediate territory, have a population of about one and one-half million
Its principal source of revenue is the passenger business be-
tween the above-mentioned cities and many rapidly developing communities
in the intermediate territory. The Severn River Districts served exclusive-
ly by Its lines, are probably the most beautiful and desirable locality
contiguous to the Cit,, of Baltimore, attracting many B<imoreans who are
establishing homes in that section, and are now becoming the most popular
summer resort districts in this section of the country. The Company sup-
plies half-hourly service from the heart of Baltimore to the entire dis-
The City of Annapolis, which was the scene of many stirring ao-
tlons during the colonial period as well as of many historical events of
major Importance in the early life of the Republic, retains many of its
prc-revolutionar y buildings, which, together with the United States Naval
Academy, make it an objective for many tourists.
The Baltimore & Ohio Hailroad and the fennsvlvania Kailroaa are
competitors running many trains from terminal to terminal in 60 minuteB or
less. With its entrances to the terminal cities on public streocts, the
Washington, Baltimore & Annapolis trains require 1 hour and 30 minutes, but
have the advantage of more central stations, and charge lower fares.
In recent years de luxe interstate busses between the cities
have offered additional competition, and the country wide automobile expan-
sion has affected this company the same as it has all railways. Despite
all this the W* B. & A., has for a number of years carried annually 60 per-
cent of all Baltimore-Washington common carrier traffic. Following the
enormous peak occasioned by Camp Meade and other World War activities in
this territory, the gross traffic has been decreasing consistently, al-
though the 60 percent ratio has been substantially maintained*
The road also enjoys a freight business consisting mostly of
the carriage of package freight, which in the year 1921 produced a gross
revenue of $300,000.00*
The Baltimore Sun March-April 1908*
Desoriptive t^aihpaietB Published by the ft, B. & A*
General Electric Bulletin, Ho. 4808.
Brill Magazine, Vol, 13, No. 1.
The Electric Railway Journal. March 26, 1927.
Electrical Sn^ineerlng tapers by B.J, Lamme,
i J P. 37-52.
Personal Interview with Mr. H.T.Connelly, general Manager
of the Washington, Baltimore & itniiap^lis railway.
WASHINGTON. BALTIMORE S ANNAPOUS
Washington, Baltimore and Annapolis Electric Railroad Company
And Subsidiary Companies
(SEE GENERAL BALANCE SHEET, PAGE t)
Par Value Par Value
Transfer Agent Registrar Par Value Authorized Issued
Common Stock Fidelity Trust Co., Safe Deposit & Trust Co., $50.00 13,000,000.00 13,000.000.00
Baltimore, Md. Baltimore, Md,
Preferred Stock Equitable Tiust Co„ Safe Deposit & Trust Co., 50.00 2,500,000.00 t. 760,500.00
Baltimore, Md. Baltimore, Md.
t5.S00,<)OO.no $*, 7150. 500.00
Date of Date of Amount Amount Payable on
Designation of Lien Issue Maturity Authorized Outstanding Rale first day of At
W. B, & A. E, R. R. CO.
Washington, Baltimore & Ann-] [Cleveland Trust Co,
T^l^^T?^? Mch. 1,1911 Mch, 1.19*1 $7,500,000.00**7,308,000.00 5% Men. &. Sept. L J"*"* °^ ._
First Mortgage 5% Thirty Year I 1 Safe Deposit & Trust Co,
Gold Bond ) I Baltimore, Md.
Baltimore & Annapolis Short]
Line Railroad Co. First Mort-I An*. I, IMS 1,000.000.00 1.000.000.00 5% Feb. & Aug. M^d« Brown & Sons,
gage S% Forty Year Gold I Baltimore, Md.
(DAnnapolk Short Line j^ilroadl Jan , ,, ml j an . ,, m6 732.000,00 6*5,000.00 7% Jan. & July /Alera"** Brown St Son.,
Co. Sinking Fund 1% Bond J ™ j j j ^ Baltimore, Md.
(2> Annapolis Short Line Railroadi „, 240,000.00 120,000.00 7% Jan. & July /M^Iand Tn«t Co..
Co. Car Trust Bond / \ Baltimore, Md.
THE A, & C. B. P. CO.
(3) The Annapolis & Chesapeake]
Bay Power Company 1 j une 1, 1923 June 1, 19*8 800,000.00 783,000.00 6% June & Dec. The Fidelity Trust Co.,
(1) First Mortgage Gold Bond ( Baltimore, Md.
Series "A"— 6% J
(1) First Mortgage Gold Bondi j une j ? J025 June 1, 19*8 250,000.00 185,000,00 5H% June & Dec. The Fidelity Trust Co..
Series "B"— S\4% J Baltimore. Md.
S 10.522,000.00 St 0,0* 1.000, 00
(1) 2% Sinking Fund Clause.
(2) Mature $24,000.00 on January 1 of each year, commencing 1922; the last mature January 1. 1931.
(3) The Annapolis and Chesapeake Bay Power Company first mortgage limits the principal amount of bonds which may be issued to $5,000,000,00.
To date only Series "A" and "fl" have been authorized.
Denomination $1,000.00, ezcept A. & C. B. P. Co., which are of $1,000.00. $500.00. and $100.00.
The Annual Meeting of Stockholders is held at Naval Academy Junction, Md„ on the last Monday in March.
♦ $92,000.00 held in Treasury.
Washington, Baltimore and Annapolis Electric Railroad Company
The Annapolis and Chesapeake Bay Power Company
Terminal Real Estate Company
Maryland Development and Realty Company of Anne Arundel County
CONDENSED CONSOLIDATED GENERAL BALANCE SHEET, DECEMBER 31, 1926
Road and Equipment $14,132,693.25
Gas and Electric Light Properties 1,809,042,58
Miscellaneous Physical Property 176,581.40
Sinking Funds__.'.-_ 44,700.83
Deposits in Lieu of Mortgaged Property Sold - , $16,113,018.06
Special Deposits for Payment of Interest on Bonds 26,775.00
Marketable Bonds— at Cost _ 298,635.80
I-oans and Notes Receivable 48,308,12
Accounts Receivable 160,160.95
Material and Supplies 156,584,20
Interest, Dividends and Rents Receivable 3,489,60 1,088,254.85
Discount on Capital Stock S64.680.00
Discount on Funded Debt 573,974,45
Prepaid Rents, Insurance Premiums and Other Unadjusted
Debits__ 67,381.83 706,036,28
Total Assets $17,907,309.19
Book Liability at Date (None Owned by Carrier)—
Common— 60,000 Shares of a Par Value of S50.00 $3,000,000.00
Preferred— 35,210 Shares of a Par Value of 550.00 1,760,500.00 $4,760,500,00
Long Term Debt:
Funded Debt Unmatured —
Book Liability at Date (Less $92,000.00 Bonds in Treasury).. 9,949,000.00
Accounts and Wages Payable.. $256,339,72
Gas and Electric Light Consumers' Deposits 24,106.50
Matured Interest, Dividends and Rents Unpaid. 26,775.00
Accrued Interest and Rents Not Due 146,234.70 453,455.92
For Tax Liability $18,729.40
For Deferred Maintenance 31,352.64
For Depreciation of Road and Equipment and Other Prop-
For Other Unadjusted Credits __ _ 107,555.99 1,296,217.91
Revaluation (Arising from a Physical Appraisal of the Gas and
Electric Light Properties) $526,593.25
Donation Towards a New Station at Holladay 400.00
Donation Towards a New Station at Garland 300.00
Donation Towards a New Station at Crystal Springs 356.64
Miscellaneous Fund Reserves (for Injuries and Damages) 115,333,68
Profit and Loss Balance 805,151.79 1,448,135.36
Total Liabilities.. $17,907,309.19
Diagram of Connections of Car Equipment
on fl. C. System
a-fluto -Transformer k- Induction Requia.tor c- ftevenstnig Switch
d- Field- of Motor e-flrma.Tu.re of MoTor f~SqUQ.!iz/r>a Transformer-
Ardmore /2O0 v Coefit rcetfeA
Bati/mcrr C/ty Trcf/eys
eoo * feeder
Transmission tit feeder i/ties
DIAGRAM OF TROLLEV AND FEEDER LINES
• T.'.li l2tM)
Station ELiqutp merit
33,000 volt incoming line pani
t outgoing Hi
c 33,000 volt
600 kw., 1200 volt d.c.
e !000 amp.,
ri.e. feeder pa
750 1200 vi
.It D2 \
J witch board Equipment
TRANSVERSE SECTION, NAVAL ACADEMY
Four 45 kv-«,
Six H25 160 33, "V
:;7(i 370 volt oil- cool c
Sfctifon ELquip men t
Pefafls of Cars' on Line
ALONG RIGHT OF WAY
Pe Tails of La com afj
Naval Academy Junction
Type of Equipment
The Viaduct — built to eliminate dangerous grade crossings
W. IS. & A. ARTICULATED CARS. Mounted on three Brill 27-MCB-2 trucks, with motor equipment on the end trucks only, the complete unit weighs only llti,"7l] lb.
W, B. & A. ARTICt
l+i i.: risers
f© '^m^M^' ^mm<^m \
SEATING CAPACITY 46
JLATED CARS. Height, track to under side of side sills, 3 ft. 6Ji la.; under side of side sills over trolley bonrds, tl ft. 5 in,; floor to eeate ol headlining, 8 Ft. 1 M in.; track to t;r- r step,
1 1 \ ■. in. Weight, body less electric and nir equipment, 59,230 lb.; electrical equipment, 5,850 lb.; air equipment, 5,200 lb.: trucks, 31,090 lb.; motors, 1S.400 lb.; total, 116,770 lb.
1 \f ' Jj
W., B. & A. articulated car easily negotiates the limiting curve of 50-ft. radius. View at the left shows the outer
side of the car on the limiting curve, while at the right is illustrated the inner side. The center view
shows appearance of the connecting drum opening shifted to one side, but still easily passable
W. B.4 A. ARTICULATED CARS. The center truck with-
out motors forma a support for the dnint section thruuirh which
passengers movofrom one section of the car to the other. Form-
ing (In- support for the extreme end of each section this truck
has a tendency to eliminate that "snaking" movement often
rliiirac-teristie nf liUh-spwil electric cars.
One of the first service trips of the W„ B. & A.
Looking through the drum from one body
to the next
General Dimensions and Specifications. W., B. & A, Articulated Cars
Length over all, each section. .48 ft.
I .'-11 u Hi over vestibules, two-
section unit 95 ft.
Length over all, two-section
unit , 97 ft.
Wheelbase, motor and pivot
trucks S ft.
Width over posts 8 ft.
Width over drip rail 8 ft.
Width of each side door opening 2 ft.
Height, rail to top of floor. ... 4 ft.
Height, rail to center line of
Height, top of floor to top of
roof board S ft.
Height, rail to top of roof .... 1 2 ft.
Height, rail to top of trollev
board 12 ft.
Truck centers, each section. . . .35 ft.
Distance center to center of
side posts 2 ft.
8 In. Seating capacity, section without saloon 48
Seating capacitv, section with saloon. . . 46
4 in. Total seats 94
Interior trim Mahogany
4 in. Headlining and side lining. . i -in. Agasote
Air brakes, .West I nghouse Traction Brake
6 in. Company
8 In. Car signal system.... . -Consolidated Car
10 In. Heating Company
10 in. Car trimmings Statuary bronze
2J In. Compressors .... Two Westinghouse D-2-K,
33i In, Control Westinghouse III., double-end,
Si in. Couplers, ■ . -O-B Company Tomllnson No,
5 in. 23 radial
Curtain fixtures Curtain Supply
Hi in. Company Rex
10 in. Curtain material Pantasote
Destination signs Illuminated, in dash
11 in. Hoor mechanism National Pheumatic
36 in. Company, not interlocked with control
Fenders Steel pilots
Gongs Brill dedenda
Grab handles. . . . . .Klleon type, mahogany,
Hand brakes. Peacock tunnel type
Heaters.,, .Railway LTtllitv Company, truss
plank No. 130
Journal bearings 4} in. x 8 In.
Journal boxes Brill
Motors Four Westinghouse 333-W-S,
Inside hung on end trucks only
Bandera Ohio Brass Company
Sash. Rex all-metal type
Seats Hale & Kilburn Xo. 900 double
Seating material Chase frieze plush,
pattern No. 188, gray No. 2,082, quality X
Step treads Kass safety
Trolley retrievers. .. .Ohio Brass Company
Trucks Brill 26-MCB-2
Ventilators Railway t'tility ( 'mi many
Wheels 3B-in. diameter, 31-in. tread
Window glass A -in. plate
One of the two end trucks before mounting
Center pivot truck without motors but supporting two
inner body ends and connecting drum
W., B. & A. train unloading
on the station loop at the
company's Baltimore terminal
Passengers boarding one of the ten new articulated cars of the Washington, Baltimore & Annapolis line in the
company's Washington terminal
Description Eoulpment Number
Passenger Electrically Equipped 31
Passenger — Parlor Car Electrically Equipped 1
Passenger Trailers 58
Combination Passenger and Baggage Electrical !y Eq u Ipped . 39
City Passenger Electrically Equipped 1
Freight Motors Electrically Equipped 14
Freight Trailers 3
Freight Box , 7
Freight Flat - 5
Freight Gondola 10
Freight Hopper 8
Line (3 Construction, 1 Wrecker) 4
On W-, B. & A.
E. R. R. Co.
Miles of Single Track 73.524
Miles of Second Track 40 - 934
Miles of Sidings and Turnouts 19.2148
Total Mileage Operated 133.6728
Includes Annapolis Short Line.
On Tracks Op-
PRESENT OPERATING RESULTS
Below is the statement of earnings for the five years, 1916 to 1920 inclusive:
1920 1919 1918 1917 1916
Gross earnings, all sources $2,232,675 $2,256,025 $3,047,156 Sl,598,5«2 S972.223
Operating expenses and taxes 1,645,769 1,641,423 2,263,708 867,648 562,550
Applicable to Bond interest 586,906 614,602 783,448 730,944 409,673
Interest on Bonds 268,450 266,833 257,078 257,200 256,436
Net income available for Dividends 318,456 517,769 526,370 473,744 153,237
Dividends on Preferred Stock 105,555 91,897 87,345 87,360 87,378
Balance available for Dividends
on Common Stock 212,901 255,872 439,025 386,384 65,859