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Full text of "The development of the Washington, Baltimore and Annapolis Railway."

"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 



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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 
service. 

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 





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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 



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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, 



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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 



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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 



-7- 



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 



-8- 



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 



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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 
way. 

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 



-10- 



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 
people. 

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&ltimoreans 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- 
trict. 

The City of Annapolis, which was the scene of many stirring ao- 



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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* 



BIBLIOGRAPHY 



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 
ELECTRIC RAILROAD. 




Washington, Baltimore and Annapolis Electric Railroad Company 

And Subsidiary Companies 

CAPITALIZATION 

(SEE GENERAL BALANCE SHEET, PAGE t) 

Capital Stock 

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 

Funded Debt 

Interest 

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. 

Bond J 

(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 

Assets 
Investments: 

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 

Current Assets: 

Cash $394,301.18 

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 

Unadjusted Debits: 

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 



Liabilities 
Capital Stock: 

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 

Current Liabilities: 

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 

Unadjusted Credits: 
Reserves — 

For Tax Liability $18,729.40 

For Deferred Maintenance 31,352.64 

For Depreciation of Road and Equipment and Other Prop- 
erty 1,138,579.88 

For Other Unadjusted Credits __ _ 107,555.99 1,296,217.91 

Corporate Surplus: 

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 



Trolley 



VV*v*vV~ I 




Rail 



-o~6 



t\ 



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 



/d £7-JL 



W&&A. Etec.Rj/. 

Transmission tit feeder i/ties 



Asjrtapo//j 



Citj/ rsvffey 



Fig, 4 
DIAGRAM OF TROLLEV AND FEEDER LINES 




Tw 






Tw 


■ 




< >ru 


• T.'.li l2tM) 


l)J 


i 







Switch board 




Station ELiqutp merit 





Tw< 


33,000 volt incoming line pani 




One 


33,000 volt. 


three | 


t outgoing Hi 


e panel. 


Twi 


33,000 volt 


600 kw. 


a.c, rotary 


:onverter 


Pi 


riels. 








Thn 


c 33,000 volt 


aluminum 


cell lightning 


arrest* - 


T\', ■ 


600 kw., 1200 volt d.c. 


rotary panel 




Tim 


e !000 amp., 


1200 v-,1; 


ri.e. feeder pa 


nols. 


One 


750 1200 vi 


.It D2 \ 


iltmeter on 


swinging 




(Stal/'on Equipment 



J witch board Equipment 




?•?-& 



H=-^— - 




m\& 




Fig. 13 

TRANSVERSE SECTION, NAVAL ACADEMY 

JUNCTION SUBSTATION 






inverters. 

Four 45 kv-«, 
coils. 

Six H25 160 33, "V 

:;7(i 370 volt oil- cool c 



Sfctifon ELquip men t 







Pefafls of Cars' on Line 




Fig. 22 
ALONG RIGHT OF WAY 




Pe Tails of La com afj 



y&3 




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 

C, 



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. 



ml 


bfe 


1 HI 


it 


fjjji 


1 \f ' Jj 






y^a 




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. 
articulated trains 



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 

coupler 

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. 

Wheel diameter 



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, 

1,200-volt 

33i In, Control Westinghouse III., double-end, 

1,200-voh 
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, 

porcelain finish 

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 

relating chairs 

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 
the motors 



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 



CARS 
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 

Total 181 



MILEAGE TABLE 

On W-, B. & A. 

E. R. R. Co. 

Tracks 

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- 
erated under 
Contract 


Total 


6.667 


80.191 


6.667 


47.601 




19.2148 



13.334 147.0068 



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